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First Package of Operational Applications Enabled by ADS-B

Joint Co-ordination Board. First Package of Operational Applications Enabled by ADS-B. Setting the scene. ‘Package I’ consists of a definition of a set of Airborne Surveillance and Ground Surveillance applications to be implemented within the next 10 years

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First Package of Operational Applications Enabled by ADS-B

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  1. Joint Co-ordination Board First Package of Operational Applications Enabled by ADS-B CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  2. Settingthe scene • ‘Package I’ consists of a definition of a set of Airborne Surveillance and Ground Surveillance applications to be implemented within the next 10 years • All of the applications are enabled by ADS-B (possibly supported by TIS-B) CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  3. Table of Contents End Genesis of ‘Package I’ Ground Surveillance applications Airborne Surveillance applications Enabling technologies Beyond ‘Package I’ Next steps CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  4. Genesis of ‘Package I’ Background Objectives Step-by-step approach Rationale Deliverable CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  5. Background • 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 CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  6. 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 CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  7. 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 CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  8. 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 CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  9. 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 CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  10. 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 CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  11. Genesis of ‘Package I’End CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  12. Ground Surveillance (GS) applications GS applications in ‘Package I’ ATC surveillance for en-route airspace ATC surveillance in terminal areas ATC surveillance in non-radar areas Airport surface surveillance Aircraft derived data for ground tools CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  13. Rationale for GS applications • 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 CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  14. SSR ADS-B Receiver ground-station ATCCentre or tower GS applications ADS-B out CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  15. GS applications in ‘Package I’ CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  16. ATC surveillance for en-route airspace • Definition: This application will enhance ATC surveillance currently provided with radars. An example of many is the case of surveillance in areas where single radar coverage is provided • Other considerations: • ADS-B provides safety mitigation or back-up • No impact on flight crew • Large network of ground ADS-B receivers CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  17. ATC surveillance in terminal areas • Definition: This application will enhance ATC surveillance currently provided with radars. An example of many is the case of surveillance at low altitude and close to the terrain and also in areas where single radar coverage is provided • Other considerations: • ADS-B provides safety mitigation or back-up • No impact on flight crew • Network of receivers required in the TMA CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  18. ATC surveillance in non-radar areas • Definition:This application will provide ATC surveillance in non-radar areas; e.g. remote areas, offshore operation areas, any continental areas and certain oceanic areas, which, due to the level of traffic or the cost of the equipment, could not justify the installation of radars. The purpose is to enhance traffic information and separation services • Other considerations: • Offered as a substitute to procedural control • Separation minima when ADS-B is sole means require considerable research and are potentially smaller than for procedural separation • Full benefits require full ‘ADS-B out’ equipage CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  19. Airport surface surveillance • Definition:This application will provide a new source of surveillance information for a safer and more efficient ground movement management at airports with or without SMGCS. Airport ground vehicles can also be fitted with the necessary equipment and displayed on an airport map, together with aircraft • Other considerations: • No impact on flight crew • Could require full ‘ADS-B out’ equipage CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  20. Aircraft derived data for ground tools • Definition:This application will provide additional aircraft derived data through ADS-B to be used by the ATC ground system for developing or enhancing ATC tools like displays, MTCD, AMAN, DMAN and ground based safety nets. CDM applications will also share the benefits • Other considerations: • This application does not encompass the ground tools themselves; it only provides additional input data for these tools • Required parameters need to be harmonised with other data-link (e.g. ADS-C, Mode S) CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  21. Ground Surveillance (GS) applicationsEnd CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  22. Airborne Surveillance (AS) applications ASAS and ASAS applications AS applications in ‘Package I’ ATSA applications ASPA applications CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  23. ASAS and ASAS applications Principles and definitions ASAS application categories Airborne Traffic Situational Awareness Airborne Spacing Airborne Separation Airborne Self-separation CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  24. ASAS principles • Airborne surveillance based on ADS-B and TIS-B gives flight crews a traffic picture • Air Traffic Services (i.e. Flight information, Alerting, Air traffic advisory and Air traffic control) can be enhanced through a greater involvement of the flight crews and the aircraft systems (the flight deck) in co-operation with controllers CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  25. ASAS definitions • ASAS: “An aircraft system based on airborne surveillance that provides assistance to the flight crew supporting the separation of their aircraft from other aircraft.” • ASAS application: “A set of operational procedures for controllers and flight crews that makes use of an Airborne Separation Assistance System to meet a defined operational goal.” Draft ASAS Circular CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  26. ASAS application categories (1/3) • Work done by Action Plan 1 under the auspices of the FAA/EUROCONTROL R&D Committee • Document ‘Principles of Operation for the Use of ASAS’ ( PO-ASAS) – Version 7.1 – 19 June 2001 • Four categories of ASAS applications are defined: • Category I: Airborne Traffic Situational Awareness • Category II: Airborne Spacing • Category III: Airborne Separation • Category IV: Airborne Self-Separation CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  27. ASAS application categories (2/3) • Airborne Traffic Situational Awareness • Enhancement of the current traffic situational awareness of the flight crew during flight and on the airport surface • Airborne Spacing • The flight crew is able to maintain a time or distance from designated aircraft • The controller can use new spacing instructions to expedite and maintain an orderly and safe flow of traffic • The controller is responsible for providing separation in accordance with the applicable ATC separation minima CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  28. ASAS application categories (3/3) • Airborne Separation • The flight crew is able to provide separation from designated aircraft in accordance with the applicable airborne separation minima • The controller can delegate separation relative to designated aircraft to the flight crew through a new clearance • The controller is responsible for providing separation in accordance with the applicable ATC separation minima from other aircraft • Airborne Self-Separation • The flight crew is able to provide separation from all known aircraft in accordance with the applicable airborne separation minima CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  29. Spacing versus Separation • Airborne spacing applications • the controller issues a spacing instruction • the flight crew deliver the spacing as instructed • the spacing exceeds the separation minimum • the controller ensures provision of separation • Airborne separation applications • the controller delegates (part of) his separation responsibility • the flight crew ensure that the spacing exceeds the airborne separation minimum • the controller does not monitor this spacing • In both, the controller is central CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  30. Airborne Traffic Situational Awareness applications(1/2) • Expected benefits: • Safety improvements: See & avoid, TIBA, airport surface movements • Efficiency: Enhanced Visual approaches, airport surface movements • Controller/flight crew tasks: • Enhanced procedures • No change in the current responsibilities • No specific requirements CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  31. Airborne Traffic Situational Awareness applications(2/2) • Aircraft systems: • Low level of criticality • Implementation considerations: Mandatory equipage of ADS-B, or segregated airspace, or TIS-Broadcast • ATC systems: • No specific requirements CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  32. Airborne Spacing applications(1/2) • Expected benefits: • Capacity and flexibility: Better regulation of the flow of traffic • Controller/flight crew tasks: • New procedures will be necessary • The controller is in charge of providing separation • The flight crews will be asked through a new instruction to establish and maintain a given time or distance relative to another aircraft • E.g. on approach “Maintain a spacing of 60 seconds behind a/c XYZ” CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  33. Airborne Spacing applications(2/2) • Aircraft systems: • Automation tools may be needed to assist the flight crew in performing spacing tasks • Criticality: The performance of the systems will be high so as to allow safe, efficient and reliable procedures • ATC systems: • Some applications may require dedicated tools to help the controller CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  34. Airborne Separation applications(1/2) • Expected benefits: • Capacity and flexibility: transfer of tasks to the flight crews, potentially reduced separation minima • Controller/flight crew tasks: • New procedures will be necessary • The flight crew will be asked through a new clearance to provide separation from designated aircraft • E.g. “Overtake maintaining own separation from a/c XYZ” • The controller is still in charge of providing separation from other traffic CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  35. Airborne Separation applications(2/2) • Aircraft systems: • Automation tools may be needed to assist the flight crew in performing separation tasks • Criticality: The performance of the systems will be very high so as to maintain airborne separation minima • ATC systems: • Some applications may require dedicated tools to help the controller. CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  36. Airborne Self-separation applications(1/2) • Expected benefits: • Safety: e.g. in airspace where there is no separation provision • Flexibility: e.g. in low/medium density en-route airspace • Capacity: e.g. in airspace where procedural separation is provided or in high density en-route airspace (if airborne separation minima are smaller than ATC separation minima) • Controller/flight crew tasks: • New procedures and new Rules of the Air will be necessary • The ground ATM component will be given a different role • The flight crews will provide separation from all known traffic CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  37. Airborne Self-separation applications(2/2) • Aircraft systems: • Criticality: The performance of the systems will be very high so as to maintain airborne separation minima with all traffic so as to achieve a required TLS • An airborne traffic management function could be necessary to detect conflicts at long range • ATC systems: • Depending on the level of traffic, monitoring tools will have to be developed (density of traffic, complexity indicators) • Back-up procedures might also be necessary, depending on the performance of the airborne systems. • Transitions between the current controlled airspace and the airspace where airborne self-separation is implemented, will require specific attention (e.g. rules, procedures, tools) CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  38. Rationale for AS applications • 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 CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  39. ADS-B AS applications ASAS Display Aircraft CDTI CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  40. ATSA applications in ‘Package I’ CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  41. ASPA applications in ‘Package I’ CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  42. ATSA applications in ‘Package I’ Enhanced traffic situational awareness on the airport surface Enhanced traffic situational awareness in flight operations Enhanced visual acquisition for see and avoid Enhanced successive visual approaches CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  43. Enhanced traffic situational awareness on the airport surface • Definition: This 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 CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  44. Enhanced traffic situational awareness on the airport surface • Other considerations: • Traffic will be displayed on a surface map • Consistency with the controller’s picture required • Where other means of surveillance exist (multi-lateration, surface movement radar), TIS-B can complete the picture CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  45. Enhanced traffic situational awareness in flight operations • Definition: This 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 CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  46. Enhanced traffic situational awareness in flight operations • Other considerations: • All aircraft need to be tracked • Display needs to be uncluttered • Traffic identification procedure must be revised • Consistency with the controller’s picture required CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  47. Enhanced visual acquisition for see and avoid • Definition: 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 Note: This application is more dedicated to General Aviation or helicopter operations. For larger aircraft, the ‘Enhanced Traffic Situational Awareness in flight operations’ application will provide the same benefits CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  48. Enhanced visual acquisition for see and avoid • Other considerations: • Benefits are proportional to ADS-B equipage • See and avoid is a very poor means of separation - risk of collision is acceptable because traffic density is low • Separation is provided only when the intruder is seen • ASAS provides knowledge that the other aircraft are there and it also helps you see them • Using only ASAS for traffic avoidance is a different application which belongs to the PO-ASAS category IV, and not to ‘Package I’ CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  49. Enhanced successive visual approaches • Definition: This 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 CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

  50. Enhanced successive visual approaches • Other considerations: • Benefits are provided if the lead aircraft is ADS-B out equipped • Attractive for an aircraft operator at its hub airport CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

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