Operational applications enabled by ADS-B

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
GS applications
ADS-B out
11
GS applications in Package I
ATC surveillance for en-route airspace (ADS-B-ACC) ADS programme, NUP II, Capstone (Alaska), MEDUP, MFF, SEAP
ATC surveillance in terminal areas(ADS-B-TMA) ADS programme, NUP II, Capstone (Alaska)
ATC surveillance in non-radar areas(ADS-B-NRA) ADS programme, NUP II (Kiruna area), Capstone (Alaska)
Airport surface surveillance(ADS-B-APT) Airport operations programme, Mode S programme, ADS programme, NUP II
Aircraft derived data for ATC tools(ADS-B-ADD) AGC Programme, ASA Programme, Mode S programme, ADS programme, NUP II
12
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

13
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

14
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

15
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

16
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)

17
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

18
AS applications
ASAS Display
Aircraft CDTI
19
ATSA applications in Package I
Enhanced traffic situational awareness on the airport surface(ATSA-SURF) AGC programme, Airport operation programme, NUP II, MA-AFAS
Enhanced traffic situational awareness during flight operations(ATSA-AIRB) AGC Programme, MA-AFAS and MFF
Enhanced visual acquisition for see avoid(ATSA-SA) AGC programme and NUP I (TT Nice)
Enhanced successive visual approaches(ATSA-SVA) AGC programme, MA-AFAS and NUP II (TT Frankfurt)
20
ASPA applications in Package I
Enhanced sequencing and merging operations(ASPA-SM) EEC, MFF, MA-AFAS, NUP II, Glasgow T-MAT
In-trail procedure in oceanic airspace(ASPA-ITP) NUP II (Reykjavik)
Enhanced crossing and passing operations(ASPA-CP) EEC, MA-AFAS, Glasgow T-MAT
21
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

22
Enhanced traffic situational awareness on the
airport surface

• Other considerations
• Traffic will be displayed on a surface map
• Consistency with the controllers picture
  required
• Where other means of surveillance exist
  (multi-lateration, surface movement radar), TIS-B
  can complete the picture

23
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

24
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 controllers picture
  required

25
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

26
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

27
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

28
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

29
Enhanced successive visual approaches

• Within the sequence
• The lead aircraft in any pair must be ADS-B
  out capable
• The trail aircraft must be ADS-B in capable

Maximum efficiency benefits result from full
equipage
30
Enhanced sequencing and merging operations

• Definition 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

31
Enhanced sequencing and merging operations

• Other considerations
• The application is aimed at cruise and descent in
  core Europe
• New instructions
• to merge behind a preceding aircraft
• to maintain a given spacing behind a preceding
  aircraft
• The application requires only the aircraft
  involved to be equipped

32

• Overall
• Four measured sectors
• Dense and generic airspace (Paris South-East
  arrivals)
• All traffic equipped
• Use of delegation at controllers discretion
• Independent variables
• Level of traffic (high, very high)
• Sector configuration (converging point)
• Use of delegation (with, without)

33
Spatial mapping of instructions (Heading, direct
and speed only)
Very HighWith
Very HighWithout
34
In-trail procedure in oceanic airspace

• Definition 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 others 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)

35
In-trail procedure in oceanic airspace

• Other considerations
• The controller keeps separation responsibility
• Surveillance relies on ADS-C
• Communication is through CPDLC
• This application is similar to the TCAS in-trail
  climb procedure

36
In-trail procedure in oceanic airspace
Procedural Separation Satisfied
Procedural Separation Satisfied
Aircraft E
Aircraft D
Track Alpha - FL 330
IRCRAFT
Procedural Separation
Procedural Separation NOT Satisfied
A
NOT Satisfied
OF

LIMB
Aircraft B
Aircraft C
ITP C
Track Alpha - FL 320
.
Track Alpha - FL 310
37
Enhanced crossing and passing operations

• Definition 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

38
Enhanced crossing and passing operations

• Other considerations
• The application is aimed for En-route and TMA
• New instructions
• to report when clear of traffic
• to resume previous clearance
• to pass behind, or to overtake above, below or
  behind
• The application requires only the aircraft
  involved to be equipped

39
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!

40
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

41
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

42
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

43
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, .

44
GS application mapping
45
AS application mapping
46
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

47
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

48
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
• RD work for future packages is also essential