1 / 25

Operational applications enabled by ADS-B

Operational applications enabled by ADS-B. Francis Casaux CARE/ASAS manager. Presentation overview. Genesis of ‘Package I’ Ground Surveillance (GS) applications Airborne Surveillance (AS) applications Future packages Related European projects and programmes Concluding remarks.

hayden-poole
Download Presentation

Operational applications enabled by ADS-B

An Image/Link below is provided (as is) to download presentation Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author. Content is provided to you AS IS for your information and personal use only. Download presentation by click this link. While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server. During download, if you can't get a presentation, the file might be deleted by the publisher.

E N D

Presentation Transcript

  1. Operational applications enabled by ADS-B Francis CasauxCARE/ASAS manager

  2. Presentation overview • Genesis of ‘Package I’ • Ground Surveillance (GS) applications • Airborne Surveillance (AS) applications • Future packages • Related European projects and programmes • Concluding remarks

  3. Background for ‘Package I’ • Based on a proposal made at the ADS-B Symposium in Rome (12-14 March 2002) • Development coordinated with: • EUROCONTROL programmes • European Commission (EC) • EC funded projects (e.g. NUP II) • IATA/AEA initiative (JURG/JAFTI) • EUROCAE/WG51

  4. Objectives of ‘Package I’ • Focus on operational applications suited for core European high-density traffic areas without excluding other areas • Operational airborne and ground user needs for ADS-B are considered • Develop the operational and technical standards required for the early implementation of ADS-B applications

  5. Step-by-step approach • Wide range of operational applications associated with different issues (i.e. PO-ASAS categories) • Ground and airborne architectures need to evolve step-by-step • Ground and airborne evolutions need to be coordinated with time objectives

  6. Rationale for ‘Package I’ (1/2) • Users’ need: Safety as well as flexibility & capacity benefits (e.g. IATA/AEA JURG/JAFTI) • Feasibility: • Pre-existing work from EUROCONTROL programmes and EC projects • Trials already performed in Europe and USA • Complexity: No change in current responsibility for separation provision

  7. Rationale for ‘Package I’ (2/2) • Market: Opportunities to equip and retrofit existing equipment to fulfil the requirements • Time-scale: Implementation foreseen within 5-10 years • Building Package II on experience: • Airborne surveillance performance and use • Increase involvement of the flight deck in ATM

  8. Deliverable • Title: ‘Description of a first package of GS/AS applications’ • Version 2.2 - September 30, 2002 – 58 pages • Developed within the framework of Activity 5 of CARE/ASAS • Covering letter from the Joint Co-ordination Board signed by the European Commission and EUROCONTROL

  9. GS application rationale • Pragmatism: • They make sense in an area with good ATC • They can be implemented more quickly • Simplicity: • GS applications require only ‘ADS-B out’ • Aircraft do not need to be equipped with ‘ADS-B in’ or ASAS

  10. SSR ADS-B Receiver ground-station ATCCentre or tower GS applications ADS-B out

  11. GS applications in ‘Package I’

  12. AS application rationale • Pragmatism: • No significant change from current Rules of the Air (i.e. No delegation of separation responsibility) • AS applications, which can implemented more quickly, were selected • Simplicity: • Airborne Traffic Situational Awareness (ATSA) applications • Airborne Spacing (ASPA) applications

  13. ADS-B AS applications ASAS Display Aircraft CDTI

  14. ATSA applications in ‘Package I’

  15. ASPA applications in ‘Package I’

  16. ‘Package II’ • Enhanced GS/AS applications from ‘Package I’ • E.g. ‘Package I’ applications that prove too complex • Airborne Separation applications (i.e. PO-ASAS category III applications) • Airborne Self-separation applications (i.e. PO-ASAS category IV applications) in low-density airspace • Applications already studied in the EC projects • Applications providing greater benefits to be gained - and proved!

  17. ‘Package III’ • Enhanced GS/AS applications from ‘Package II’ • Airborne Self-separation applications (i.e. PO-ASAS category IV applications) in medium/high-density airspace

  18. Other Considerations • Development and implementation of ‘Package I’ is the first step. • ‘Package I’ will lay the ground work for further development and applications • Further progress requires difficult issues to be resolved: • transfer of separation responsibility • new separation standards and spacing standards • more demanding system performance requirements

  19. EC on-going projects • NUP II: North European ADS-B Network Update Programme • MFF: Mediterranean Free Flight • MA-AFAS: More Autonomous Aircraft in Future ATM System • EVP: European Validation Platform • Gate-to-Gate

  20. Other European Activities • EUROCONTROL – AGC & ADS programmes • Concept of operation • Service descriptions • EUROCONTROL Experimental Centre • Co Space project • CARE/ASAS • NLR • CENA • Glasgow University, Delft University, ….

  21. GS application mapping

  22. AS application mapping

  23. EC future projects • C-ATM: Co-operative Air Traffic Management – Phase 1 • SEAP: Large Scale South European ADS pre-implementation Programme • AAA: Advanced Airborne System Applications

  24. Concluding remarks (1/2) • Change of Paradigm: The idea of transferring separation responsibility to the aircraft is controversial • GS applications require no change in paradigm • AS applications are more novel but ‘Package I’ deliberately avoids this issue • ADS-B & ASAS should be seen as evolutionary opportunities, not radical change, and controllers are still essential

  25. Concluding remarks (2/2) • ‘Package I’ is a pragmatic approach leading to early implementation • The approach is flexible for States, ATS providers and airspace users • Most of the energies should be directed for Package I • R&D work for future packages is also essential

More Related