Ground networks

1. ASAS Thematic Network – Rome 28-30 April 2003Session 2-B Cost / ImplicationsASAS Impact on Ground SystemsAn Industry ViewpointThales ATMPeter HOWLETT

2. TIS-B Ground Station ADS-B Ground Station Radar Voice Comm. Data-link Controller Working Position Ground networks Data processing ASA Procedures Mostly an Aircraft to Aircraft Affair ? What are the ground system elements required to support ASAS? What is the impact on ground systems ?

3. ASA Procedures – Impact on Ground Systems • This is not a full analysis ... • Ground architectures and requirements are not yet defined, process is ongoing. • Just preliminary thoughts brought up for discussion CAUTION

4. Scope of this presentation • Focus on Package 1 Airborne Surveillance applications • Identify required capabilities and components of ground systems to support ASA Package 1 procedures • main ground components • controller tools

5. ASA application categories and airspace Category 1 Category 2 Category 3 Category 4 Package 1 • Hopefully a common ground infrastructure, but : • Requirements may vary between applications (Functions, Performance, etc.) • Some capabilities may not be required for certain applications (e.g. TIS-B) • Specific Controller tools will be required for certain applications

6. Package 1 - 7xAS Applications • Enhanced traffic situational awareness on the airport surface (ATSA-SURF) • Enhanced traffic situational awareness during flight operations (ATSA-AIRB) • Enhanced visual acquisition for see & avoid (ATSA-S&A) • Enhanced successive visual approaches (ATSA-SVA) • Enhanced sequencing and merging operations (ASPA-S&M) • In-trail procedure in oceanic airspace (ASPA-ITP) • Enhanced crossing and passing operations (ASPA-C&P)

7. Basic Ground Capabilities to support ASA procedures • Acquisition and processing of ADS-B data from aircraft and/or ground vehicles • Elaboration and transmission of a TIS-B service to aircraft and/or ground vehicles • Adapted controller tools to support ASAS applications Not all package 1 applications require all these capabilities...

8. ATSA - SURF Category 1 • Enhanced traffic situational awareness on the airport surfaceThis application provides the flight crews with an “enhanced traffic situational awareness” on the airport surface for both taxi and runway operations, in all weather conditions. The objectives are to improve safety (e.g. at taxiway crossings, before entering a runway, on pushback) and to reduce taxi time in particular during low visibility conditions or at night.

9. ATSA - AIRB Category 1 • Enhanced traffic situational awareness during flight operationsThis application provides the flight crews with an “enhanced traffic situational awareness” irrespective of visual conditions. Additional data is provided to flight crews to supplement traffic information provided either by controllers or other flight crews. The objectives are to improve safety of flight and the efficiency of air traffic control. In all airspace, the flight crews will be better able to detect an unsafe situation.

10. ATSA – S&A Category 1 • Enhanced visual acquisition for see & avoid This application is an aid for the flight crews to perform their collision avoidance task when separation service in not provided by ATC (e.g. IFR/VFR in class D and E airspace, class G airspace). The objective is safer flight operations.

11. ATSA - SVA Category 1 • Enhanced successive visual approachesThis application is an aid for the flight crews to perform successive visual approaches when they are responsible for maintaining visual separation from the aircraft they are following. The objectives are to perform successive visual approach procedures on a more regular basis to enhance the runway throughput, and to conduct safer operations especially in high-density areas.

12. ASPA – S&M Category 2 • Enhanced sequencing and merging operations The objective is to redistribute tasks related to sequencing (e.g. in-trail following) and merging of traffic between the controllers and the flight crews. The controllers will be provided with a new set of instructions directing, for example, the flight crews to establish and to maintain a given time or distance from a designated aircraft. The flight crews will perform these new tasks using a suitable human-machine interface. The main expected benefit is increased controller availability, but increased capacity through better adherence to ATC separation minima is also expected especially in high-density areas.

13. ASPA - ITP Category 2 • In-trail procedure in oceanic airspace The In-Trail Procedure in non-radar oceanic airspace is a procedure allowing in-trail ADS-B equipped aircraft, which may not be longitudinally separated from each other, to climb or descend through each other’s flight levels. The objective is to improve the utilisation of the NAT oceanic airspace by facilitating a higher rate of flight level changes than is currently provided, yielding better flight efficiency (e.g. fuel savings, avoiding turbulent flight levels).

14. ASPA – C&P Category 2 • Enhanced crossing and passing operations The objective is to provide the controller with a new set of instructions to solve conflicts directing, for example, the flight crews to cross or pass a designated traffic while maintaining a given spacing value. The flight crews will perform these new tasks using a suitable human-machine interface. The main expected benefit is increased controller availability through the reorganisation and the streamlining of tasks.

15. Ground acquisition and processing of ADS-B data will probably be required to support ASA procedures on an operational basis ASAS Ground Infrastructure – Acquisition of ADS-B • Applications requiring a TIS-B service => In gap-filler mode, the TIS-B service will require ground acquisition and processing of ADS-B reports • ASAS Package 1 Spacing Applications (ASPA) => Possible delegation of spacing tasks, but no delegation of responsibility • Controller remains responsible for separation • Controller may need to know • ADS-B equipage and operating status of participating aircraft • Quality of ADS-B positional data

16. ADS-B Ground sensors ADS-B ground network ADS-B SERVER Position Source Position Source Transponder Transponder IMPACT Ground Infrastructure – ADS-B Acquisition & Processing • Distribute ADS-B data • Possibly support more than one link technology • ADS-B data acquisition • Processing and conversion into Asterix Category 21 messages Ground networks • Merge / correlate / filter ADS-B reports • Manage ADS-B service Tracker/ Data fusion FDP Radarnet Other sensors

17. Traffic Information Service - Broadcast • TIS-B is a broadcast service transmitted by ground stations to aircraft and/or ground vehicles. • For aircraft, the purpose of TIS-B is to supply situational awareness data on surrounding traffic of interest. This information will typically supplement data received by other means (ADS-B, TCAS) to provide full awareness of surrounding traffic of interest • TIS-B data will be provided by the Ground Surveillance system. It will be computed from different surveillance sources (PSR, SSR, SMR, Multilateration and possibly ADS-B (e.g. in a multi link environment)). • TIS-B data doesn’t have exactly the same characteristics as the ADS-B data provided by the A/V. • TIS-B data may not be usable for some ASA applications. For each ASAS application the OSED that is currently developed will determine if TIS-B may be effectively an input or not for the application. Illustration (example)

18. Traffic Information Service - Broadcast Situation awareness AFR2530 SIA2345 CDTI non ADS-B equipped ADS-B equipped TIS-B reports: position ( SIA2345) PSR/SSR PSR/SSR TIS-B uplinks ATC ADS-B reports

19. ASAS Ground Infrastructure – TIS-B uplink • Initial ground architectures and requirements for TIS-B are only just being defined. • Architectures may differ depending on the environment and existing surveillance data processing systems

20. Return TIS-B for ATSA-SURF: • Some of the Aircraft & Vehicles may be not ADS-B emitting during ADS-B implementation period Skip A TIS-B Service may be necessary to insure that any user has anywhere a complete picture of the surrounding or relevant surface traffic in all weather conditions. ATC • TIS-B may be used to broadcast position of temporary obstacles ? TIS-B Tx ADS-B Rx TIS-B should have the required performance (e.g. accuracy, update rate ). • In some parts of the Airport Surface, Aircraft & Vehicles may be masked by obstacles

21. TIS-B Transmitter Stations ADS-B/TIS-B ground network ADS-B SERVER(S) TIS-B SERVER(S) IMPACT Ground Infrastructure – TIS-B Broadcast • Distribute data to TIS-B transmitters • Support possibly more than one link technology • Broadcast TIS-B services • Manage TIS-B services Ground networks Tracker/ Data fusion FDP • Filter targets • Map to ground transmitters and distribute tracks • Monitor TIS-B ground system Radar network Other sensors Data processing

22. ASAS Impact on Controller Working Position & ATC Controller Tools (examples) • Indicate equipage (e.g. ADS-B In/Out) and status of candidate aircraft • Display and identify ADS-B tracks ? • (Automatically ?) Monitor ADS-B positional data vs Radar • Identify aircraft pairs engaged in ASAS procedures and status • Automatically monitor adherence of engaged aircraft to requested spacing (automatic alerting) • Adjust alert conditions of safety nets (STCA for aircraft in ASAS operation) • Support co-ordination and transfer of aircraft engaged in ASAS procedures • Tools to support merging operations • Optional : Support dedicated ACL clearances (CPDLC extensions) to be defined for ASAS task delegation procedures

23. CONCLUSIONS • Requirements on ADS-B and TIS-B components may vary between applications. One of the challenges will be to define a consistent set of requirements for these components covering all package 1 applications. • Some controller tools are likely to be application-specific