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ASAS TN Workshop. April 2003. Presented by Thomas Fixy Manager Air Traffic Information Management. ASAS. Dream or reality?. ASAS : w hat and why?. A set of applications based on the real time use of broadcasted traffic data (ADS-B)

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ASAS TN Workshop

April 2003

Presented by

Thomas Fixy

Manager Air Traffic Information Management

ASAS

Dream or reality?


Asas w hat and why
ASAS : what and why?

  • A set of applications based on the real time use of broadcasted traffic data (ADS-B)

  • Objective : to enhance flight and ground operations (safety, efficiency, etc)

  • ASASPackage 1 : presently 12 applications for Situation Awareness and Spacing

    • 5 applications for ground surveillance (GSA)

    • 7 applications for airborne applications (ASA)


How a variety of activities
How? A variety of activities...

  • The US

    • SF21 Capstone Alaska (UAT)

    • CAA Situation awareness CDTI

    • Not useful for continental radar areas

    • RTCA MASPS & MOPS. However FAA agreed to joint US/EU work.

    • ...

  • Europe

    • ASAS Trials based on VDL4

    • Propose to lead RFG for applications harmonisation

    • ...

  • Asia Pacific region

    • Australian trials for Radar Like Application (separation)

    • 1090 ADS-B out mandate proposed by Australia for 2006

    • ...


Transition
Transition

  • Short term

    • ADS-B out 1090 Extended Squitters

    • Cooperate with all stakeholders (Eurocontrol, FAA, airlines, ATS providers) for harmonised applications definition & procedure agreement, interoperability, OSED, safety performance requirements : RFG

  • Medium term

    • ATSAW Situation awareness using CDTI

  • Medium/long term

    • Manual spacing with minimum automation (guidance cues, etc)

    • Automatic spacing & rest of Package 1

    • Add Nav (RNP) & Com (CPDLC) for global concept of operation


Long term automatic spacing and p1
Long Term : Automatic Spacing and P1

  • System impact :

    • Transponder (ADS-B out update)

    • Traffic computer (surveillance function i.e. fusion, alerting, filtering)

    • Traffic Display on Navigation Display

    • MCDU, specific pointing device, ...

    • ATSU (ASAS automatic exchanges)

    • Spacing algorithms (FMS)

    • Guidance control loop (FMS + autopilot)

    • Procedures & training for ground and onboard


Asas p1 architecture on airbus
ASAS P1 architecture on Airbus

MMR

MMR

New wiring for ADS-B IN

Integrated Traffic Computer

Mode S

+ 1090 XT ADS-B media

Mode S

1090 xt

ADIRS

ADIRS

GPS/IRS/GPIRS data

ADIRS

Selected altitude

FCU

FMS nav data

ATC TCAS

Ctl Panel

own data

Pointing Device

GPS/IRS/GPIRS data

FMS

FMS

ASAS Navigation

Processing

ATSU

MCDU

LS

MCDU

Traffic Computer:

- 1090RTADS-B media

- ASASTraffic data processing

- ACASRT & processing

- L band Second link capability

A.P.

A.P.

other ADS-B

media

if requested

Display

Nav Display

DMC

Display

Navigation Processing

Surveillance Processing


Medium long term manual spacing
Medium/Long term : Manual spacing

  • System impact :

    • Transponder (ADS-B out update)

    • Traffic computer

    • Traffic Display on Navigation Display

    • MCDU, specific pointing device, ...

    • Spacing algorithm (FMS) for manual guidance (flight director)

    • Procedures & training for ground and onboard


Medium term atsaw
Medium term : ATSAW

  • System impact :

    • Traffic computer (ADS-B out/in)

    • Traffic Display on Navigation Display

    • MCDU, specific pointing device, ... - optional

  • Pilot’s need for better awareness of traffic situation is legitimate

    • especially if traffic increases

    • benefit : safety and crew education + voice com reduction

  • ATSAW is an unavoidable (first?) step

  • ATSAW can provide REAL benefit now

    • i.e. self-separation in non radar airspace (e.g.Capstone Alaska)


Short term ads b out
Short term : ADS-B OUT

  • System impact :

    • Transponder (ADS-B out update)

  • ADS-B out can provide REAL benefit now

    • i.e. separation in non radar airspace (e.g. Australia)


Ads b out architecture on airbus
ADS-B Out architecture on Airbus

MMR

MMR

Existing wiring

New Wiring Prov for

ELS/EHS/1090ES

GPS data for MK4 XPDR

Mode S

+ 1090 XT ADS-B media

Mode S

1090 xt

ADIRS

ADC

ADIRS

ADIRS

GPS/IRS/GPIRS data

Selected altitude

FCU

Flight number

ATC TCAS

Ctl Panel

GPS/IRS/GPIRS data

FMS

FMS

LS

TCAS

Display

Nav Display

DMC

Display



Start small
Start small

  • ASAS before 10 years is a DREAM

    • Airline financial situation, maturation time, deployment (retrofit), standardization process, certification, etc

  • 1090 : Use existing aircraft installation : Avoid costly modification initially (i.e. FMS).

  • VDL4

    • requires installation of additional new radios for surveillance, additional antennas and location (wiring), requires 6-12MHz guard bands to mitigate interference with essential VHF voice radios

    • these characteristics make VDL 4 costly to install, and inefficient of spectrum use

  • L-Band more adapted to aircraft system integration (AEEC Integrated Surveillance System supported by Airbus and Boeing, A380 AESS, etc)


States to mandate ads b out
States to mandate ADS-B out

  • For efficient ASAS, all aircraft must be equipped

    • except maybe for some specific operations (spacing at HUBs? Night operations?)

  • If all a/c manufacturers are not committed, ASAS is a DREAM

  • ADS-B Out is a pre-requisite to all Package 1 applications

    • ADS-B Out is a REALITY today

  • Mandate ADS-B Out will accelerate the development & deployment process

  • Based on DO260A and on existing aircraft installation as first step


Reality time to market life cycle
Reality: time-to-market life cycle

  • Operational Concept Validation : 5-7y

    • Concept definition, feasibility and acceptability

    • Standardisation (OSED), regional harmonisation

    • Safety case – global

    • Benefit assessment

    • Implementation planning

  • Industrialisation : 5-7y

    • Standardisation (Safety, performance, interoperability)

    • Technological development

      • Includes systems development, validation and large scale pre-implementation trials, certification process.

    • Usual development cycle: air and ground harmonisation

      • Multiple developments for Forward-Fit/ Retro-Fit

  • Deployment : 3-5y

    • In both air and ground “fleets”

    • Voluntary or mandated deployment


Industrial capaciity
Industrial capaciity

Decision for ADS-B out  MANDATE

with EHS mandate

Package 1 implementation

2003 2005 2009 2012 2015

  • Mode S ELS/EHS

  • 1090 Long Squitters

  • Minimal ADS-B out

Certif

Certif

Mode S update

for ADS-B out

ADS-B in & CDTI

- ATSAW

Package 1

Spacing implementation &

Applications certification

ADS-B in & CDTI certif

- Spacing TBC (FMS?)

FMS Modified for automation

TIS-B Ground Stations

FP6 research projects

Second link development

if needed


Asas standards
ASAS Standards

  • Urgent need for harmonised definition and need

    • Airbus needs a unique definition

      • Regional solutions, maybe inevitable, but are a burden

    • Guaranteeing world-wide interoperability

  • Clear need still lacking from stakeholders (Airlines/ATSP)

    • except Australia & Alaska : Radar Like (ADS-B out) & ATSAW (CDTI)

  • RFG : harmonised OSED

    • Today scarce ATSP/Airlines resources to work on OSED!!!!

      • caution : only DLH & EEC Bretigny, representing Airlines/ATC community

    • Eurocontrol, FAA, and European ATSP’s have a crucial role

  • Risk : OSED/SPR/Interop remain a dream

    • the reality : RTCA MASPs/MOPS


Crucial human factors training
Crucial : Human factors & training

  • What to present to pilot? What not to present? What range? Which display? How to merge TCAS info with ASAS info? How to process conflict? Procedures? Etc…

    • This is being worked in research programs, TIM ASAS, etc.

    • Human Factor validation of the proposed solutions needed

  • All these aspects must be addressed if we think to transfer tasks or responsibility from controller to pilot.

    • We are still far.

  • Important impact on pilot repartition task, then procedures.

  • Specific qualification (such as cat 3) with recurrent training? Managed at Airline level has important impacts

    • Today training for CPDLC is an issue for airlines


Conclusion
Conclusion

  • ASAS is only a tool

    • ASAS must be integrated in a global concept of operations that will maximize its benefit

    • Start with pre-requisite: mandate ADS-B Out

  • The paradigm change will come from the operational use (procedures, ATC/pilot task repartition, etc) and the way ASAS will be integrated into a global concept : Single European Sky (OSED)

  • Take into account industry capacity

  • Define the need and ensure harmonisation

  • Start with simple applications

    • Ground applications

    • Airborne applications with minimum system impact

  • Carry on R&D!


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