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The CASCADE Programme Validation Results

The CASCADE Programme Validation Results

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The CASCADE Programme Validation Results

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  1. The CASCADE ProgrammeValidation Results ASAS TN2 27 September 2005 Christos Rekkas CASCADE Deputy Programme Manager, EUROCONTROL European Organisation for the Safety of Air Navigation

  2. Contents • CASCADE Validation approach • Priorities for 2005 • Trial sites and ground station deployment • Results from validation of applications • Results from validation of infrastructure • Future highlights • Conclusions

  3. Validation Approach • Trials and Simulations for the applications and infrastructure • With involvement of controllers and pilots where possible • Using state-of-the-art infrastructure components and validation tools (such as the ADS-B Validation Testbed at EEC and locally) • Trials Characteristics: • In an environment where the need exists • Integrated in operational systems (air and ground) • CRISTAL projects: Partnerships with the local stakeholders (common contribution of resources) to perform validation on site

  4. Validation main priorities in 2005 • ADS-B NRA • Ops usability in continental airspace (Kiruna Sweden) • Technical feasibility in non-continental airspace (Ireland) • ADS-B RAD • Ops applicability and technical feasibility (London TMA) • S&M • Ops usability and Benefits (Paris, Frankfurt) • SUR Infrastructure • Fleet monitoring report (various sites) • 1090 ES datalink capacity assessment (update) • Intermediate results of ADS-B/radar etc. data fusion (ARTAS evaluation)

  5. Validation sites and ground station deployment FI FI CASCADE trialscountries SE SE NO NO RU EE EE Trial sites & areas LV LV DK DK KZ KZ LT LT Ground Station IE IE BY BY GB GB NL DE PL PL NL BE UA UA BE CZ LU LU SK SK MD MD AT AT FR FR HU HU CH GE GE RO RO CH AZ AZ SI SI CR HR AM AM BA YU BG IR IR IT IT ES PT PT MK MK ES TR TR AL AL GR GR SY SY IQ IQ CY MA MA MT DZ DZ TN TN 1 Feb. 2005

  6. ADS-B NRA in continental airspace (Kiruna, Innsbruck) • ADS-B foreseen for operational use in Kiruna (Sweden) from late 2006 onwards • Main issue is the mixed traffic operations • Phase 1 implementation: ATS based on ADS-B is ceased when at least one non-equipped target enters the TMA • Phase 2 implementation: Traffic segregation procedures, to allow “clean” airspace parts or routes • To be simulated in CRISTAL Sweden (by end 2005 with LFV and in 2006 at EEC) • Offers the potential for benefits/incentives (e.g. direct routes) to the ADS-B equipped a/c • Implementation horizon is 2007-08 • ADS-B NRA also being tested in Innsbruck (in combination with MLAT) • Use of ADS-B with MLAT is gaining increasing demand by the stakeholders

  7. ADS-B NRA in non-continental airspace (Ireland) • ADS-B for long-range coverage in Shannon FIR (Atlantic ocean) • Radar coverage limitations in around 250 nm • Being investigated by CRISTAL Ireland (with Irish Aviation Authority and Raytheon) • 1090 Ground station installed in Mt. Gabriel • Demonstration earlier this year with satisfactory results • ADS-B data collection ongoing • To be followed by data fusion and evaluation by local controllers

  8. ADS-B RAD in UK (SE England & Scotland) • CRISTAL UK Phase I Study performed by NATS and Helios TL • main focus on SE England Terminal Control area • gap filer for radar in Scotland • Compared current radar system (2004) with ADS-B plus radar mosaic system for 2015 • performance, coverage and safety hazards • Appropriately placed ADS-B stations could provide adequate coverage of all SE England terminal airspace • Increased traffic levels could be “traded-off” with increased accuracy of ADS-B. • ADS-B provides a lower collision risk • Current 1090ES ADS-B does not furnish all the data required for enhanced SUR • notably selected altitude (available under DO-260A) • ADS-B presents more hazards than radar but is not unsafe • adequate mitigations were identified • ADS-B can match radar performance in all Scottish areas considered

  9. ATSAW for GA in Ostgota (Sweden) • ATSAW use by GA being investigated in the context of CRISTAL Sweden (with LFV) • Co-operation with the EGOA project of LFV • Trial planned for the 26th of October in Ostgota Terminal area (S.W. of Stockholm) • 10 aircraft planned to participate • Operational need driven by the SSR gaps at low altitude, mixed traffic etc. • Safety is the main objective

  10. S&M simulations Paris-like and Frankfurt • Two S&M Real Time Simulations performed • For Paris-like airspace (with EEC/Cospace) • For Frankfurt airspace (with DFS) • Potential benefits of S&M (in co-existence with AMAN) confirmed in the Cospace simulation • S&M is considered as the most promising ADS-B application of the ones currently validated • S&M potentially beneficial in Frankfurt, but: • Improved airspace – longer sectors, de-conflicted airways (no crossing traffic or solved procedurally) • Improved S&M procedures are needed • No plan at this stage for such changes in Frankfurt • Increasing realism is the objective of the future simulations

  11. Airborne Monitoring • Monitoring of 1090 ES equipage ongoing at various sites (using the BDAMS tool) • 1090ES equipage is high and increasing almost linearly by 2% per month • In August 2005: Mode S Elementary 74.3%, Enh. Surv. 66.2%, 1090Ext. Squitter 35.5% • Equipage level depends on the set of radars used • Non core area radars provide somewhat lower equipage percentages • Transponders don’t declare ES capability consistently • A large percentage of 1090ES capable transponders do not provide valid NUC values (Figure of merit) • Need to standardise derivation of NUC values in the transponder

  12. Data fusion (ARTAS in various sites) • Surveillance data fusion functionality has been developed for operational use • ARTAS V7A1: processing classical radars, Mode S and ADS-B • On the basis of the ARTAS version which is already operational in 10 sites and planned to be operational in 15 more sites of Europe • FAT completed in mid-05 • The current ARTAS Users will receive the s/w upgrade in Dec 2005 • Several countries (within CRISTAL projects) will now evaluate the ADS-B functionality of ARTAS • Austria, Greece, Ireland, Portugal, Spain, Sweden, UK etc. • In addition to EEC

  13. Towards ADS-B certification (Toulouse) • ADS-B data collection and analysis from AIRBUS test and ferry flights as well as from opportunity traffic around Toulouse airport • Performed by CRISTAL Toulouse (with AIRBUS, DSNA, Thales ATM, Alticode) • Comparison of airborne and ground ADS-B data as well as radar data • Using representative transponder installations (Rockwell, Honeywell and ACSS) and a 1090 GS (Thales ATM) • Deliverables include the ADS-B Certification roadmap (12/05) and ADS-B separation minima study (03/06)

  14. 1090 MHz Datalink Capacity Study • Capacity for Core Europe was studied for the last time in 2001 • TLAT (2000), EUROCONTROL/FAA (2001) • Suggested that congestion was likely in Core Europe towards 2015 • Especially for airborne 1090ES reception • Since then, several parameters have evolved • Traffic forecasts (reduction of 25% in air traffic predictions for 2015) • Mode S and 1090 ES deployment (fruit model has been validated) • New decoding techniques are available (evaluation ongoing) • A new study is currently performed with Helios TL, Raytheon SL, and NATS • Including scenario development, receiver and fruit modeling and performance simulations for the period to 2015 • Results (by Oct 2005) are expected to indicate a significant increase in the lifetime of 1090ES

  15. Upcoming highlights • ADS-B for Ground Surveillance in South Europe • CRISTAL Mediterranean (Italy, France, Malta, Greece, Cyprus) • CRISTAL Iberia (Spain, Portugal) • Pre-operational trials of ADS-B out in a hub (or hubs) • Certified equipment onboard • Participation of at least one airline • CRISTAL Toulouse Phase 2 (tbd) • ADS-B RAD in S.E. England (CRISTAL UK Phase 2 ) • ATSAW simulations/trials • Evaluation of TIS-B over 1090 datalink • CRISTAL Germany • Interest to support ATSAW applications with TIS-B • S&M Fast-Time-Simulations for the Paris airspace • CRISTAL Paris

  16. Conclusions • CASCADE continues its intensive efforts towards validation of ADS-B applications and infrastructure • Based on the local operational needs • In partnership with its stakeholders at various ECAC sites • Using the current state-of-the-art infrastructure components and validation tools (at EEC or locally) • Pre-operational trials for some of the Ground SUR applications (e.g. NRA, RAD) expected from 2006-07 onwards • Operational use of GSA could be expected to start from 2008-09 onwards, depending on the local plans • Emphasis will shift from GSA to ATSAW applications and infrastructure