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

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 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

Table of Contents Genesis of ‘Package I’ 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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Ground Surveillance (GS) applications End CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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-S&A) AGC programme and NUP I (TT Nice) Enhanced successive visual approaches (ATSA-SVA) AGC programme, MA-AFAS and NUP II (TT Frankfurt) CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

ASPA applications in ‘Package I’ Enhanced sequencing and merging operations (ASPA-S&M) 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-C&P) EEC, MA-AFAS, Glasgow T-MAT CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

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

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

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

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

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

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

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

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

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

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 ADS-B Maximum efficiency benefits result from full equipage CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

ASPA applications in ‘Package I’ Enhanced sequencing and merging operations In-trail procedure in oceanic airspace Enhanced crossing and passing operations CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

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

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

Independent variables: ABITA ALESO ALOGA ALURA AMB AMOGA AMORO ANARU AOSTA ARDEN ARPUS ARSIL ATN AVLON AX BAGOL BALSI BAMES BANKO BARAK BASUD BAXIR BEGAR BEGEL BELUS BENIP BERAP BIBOT BLM BODON BOLLY BONET BRY BSN BT BUBLI BUDON BULOL BUSIL CACHI CDN CERVI CHABY CHW CIV CLM CMB CMF COLLO CTL DANBO DELOX DIDOR DIJ DIMAL DOPIN DORDI DPE EPL EPR ETAMP ETREK FIJAC GALBI GELTA GEMRA GERBI GIMER GIPNO GIRKU GORTU GTQ GUERE GVA HOC HR IXILU KASON KATIL KELUK KENAP KOPOR KORVI KOTUN LAGIL LASAT LASON LAULY LESPI LGL LIRKO LISMO LOGNI LORTA LSA LUL LUPEN LUREN LUSAR LUVAL MADOT MANAG MAROL MEDOX MEL MELEE MELKO MENOX MILPA MOLUS MOPIL MOROK MOTAL MOU MTD MURRO NEBUL NEV NIPOR NITAR NITEN NURMO OBORN OKRIX OL ONZON OPALE ORVEN OSKIN PAS PENDU PGS PILON POGOL PON PTV PUNSA RANUX RAPOR RBT REKLA REM RESPO RIGNI RLP ROA ROLAV ROMIL ROMTA ROTSI ROUSY ROVIN RUSIT SAUNI SOMTU SONAT SOSAL SOTOR SPR STR SUIPE SUSIN TALUN TARIM TDP TELBO TINIL TIRSO TOLPA TORPA TRO TSU TUNOR TUROM USIMI UTELA VADEM VADOM VAMDA VANAS VATRI VEDUS VELER VERDI VERIX VERMA VEULE VIRIE XERAM FAG26 FAO26 PO703 PO705 PO706 LFPG LFPO INIR FW INIO AR2 AO1 FE AO2 AR1 Overall: Four measured sectors Dense and “generic” airspace (Paris South-East arrivals) All traffic equipped Use of delegation at controller’s discretion Independent variables: Level of traffic (high, very high) Sector configuration (converging point) Use of delegation (with, without) CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

Spatial mapping of instructions (Heading, direct and speed only) Very High With Very High Without CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

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

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

In-trail procedure in oceanic airspace Procedural Separation Satisfied Procedural Separation Satisfied Aircraft D Aircraft E Track Alpha - FL 330 IRCRAFT Procedural Separation Procedural Separation NOT Satisfied NOT Satisfied A OF LIMB Aircraft B Aircraft C ITP C Track Alpha - FL 320 Aircraft A . Track Alpha - FL 310 CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

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

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

Airborne Surveillance (AS) applications End CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

Enabling technologies Automatic Dependant Surveillance – Broadcast (ADS-B) Traffic Information Service – Broadcast (TIS-B) ADS-B and TIS-B architectures ASAS avionics considerations CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

ADS-B definition A function on an aircraft or surface vehicle that broadcasts position, altitude, vector and other information for use by other aircraft, vehicles and by ground facilities. Draft ICAO ASAS Circular The broadcast is independent of any external stimuli ADS-B relies on on-board navigation and other data sources (e.g. FMS) to provide the data to be broadcast. The originating aircraft does not know who receives and uses its broadcast. CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

ADS-B is an enabler ADS-B is a key enabler for AS applications Designed to provide airborne surveillance, independent of ground infrastructure The data is potentially very accurate The update rate is potentially high (c.f. to ADS-C) GS applications require only ‘ADS-B out’ In some AS applications, only the participating aircraft need to be equipped: Notably, pair-wise applications involving only two aircraft A trailing aircraft could follow a lead aircraft that can only transmit ADS-B CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

ADS-B functional description On-board systems and data sources e.g. FMS, GPS, pilot interface Airborne data processing, CDTI and ASAS Applications server ACAS Aircraft A ADS-B out ADS-B in Navigation information - any source including GPS Ground vehicle ADS-B out On-board systems and data sources e.g. FMS, GPS, pilot interface Airborne data processing, CDTI and ASAS Applications server ACAS Aircraft N ADS-B out ADS-B in Ground systems Ground ADS-B receiver ATC surveillance Controller Working Position CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

TIS-B definition A service provided by ground stations, broadcasting information relating to aircraft based on surveillance carried out by ground systems, using ADS-B signals, formats and protocols, compatible with ADS-B receiving equipment. Draft ICAO ASAS Circular Depends on a ground surveillance infrastructure e.g. SSR, PSR, ADS-B, multi-lateration, ASDE Ground provides the surveillance information TIS-B limited to areas where infrastructure exists CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

TIS-B supporting the transition There is a clear role for a TIS-B system during the transition period towards full ADS-B equipage : ADS-B gap filler TIS-B enables aircraft within a defined traffic information volume to form a full traffic picture Enable early benefits of ASAS operations for equipped aircraft CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

Other TIS-B roles Continued need for gap filler due to equipment failure impossible to achieve 100% equipage Multiple link ADS-B ‘rebroadcast’ Surface movement surveillance information broadcast (allowing different methods of achieving airport surface surveillance for ground vehicles) ADS-B data validation role Primary source for some ASAS applications? CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

TIS-B traffic information and service volumes Controlled Airspace TIS-B Service Volume TIS-B Ground Station Airport A B C D TIS-B Traffic Information Volume A Traffic information Service Volume (TIV) for any TIS-B service must be defined. This is the area or volume of airspace for which traffic information is provided. The need for this is such that an aircraft receiving the TIS-B has knowledge of the extent of the available information. It is a prerequisite that the surveillance information (e.g. radar) must be available for the entire volume. This would guarantee that within the TIV a complete air picture will be provided to suitable equipped aircraft. Target A is within both the service volume and the TIV, such that traffic information will be received for the area of the target. The target is also in controlled airspace where ATC service is being provided and may be participating in tactical co-operative ASAS applications. Target B is again within both the service volume and the TIV, however this target is outside controlled airspace. It is this type of scenario where the TIS-B service could be used as an enhanced see and avoid in Visual meteorological conditions (VMC). Target C is outside the service volume of the TIS-B ground-station but is within the TIV, this means that while the aircraft will not receive the TIS from this ground- station (however it may be receiving TIS from another adjacent ground-station) its position will be included in the uplinked TIS being received by those targets that are within the range. Target D lies within the service volume but outside the TIV. Although this target can receive the TIS there is no guarantee that other targets around it will be included in the uplink and so it should not be relied on for even see-and-avoid applications in this area. CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

ADS-B/TIS-B functional description On-board systems and data sources e.g. FMS, GPS, pilot interface Airborne data processing, CDTI and ASAS Applications server ACAS Aircraft A ADS-B out ADS-B in Navigation information - any source including GPS Ground vehicle ADS-B out On-board systems and data sources e.g. FMS, GPS, pilot interface Airborne data processing, CDTI and ASAS Applications server ACAS Aircraft B Ground systems Ground ADS-B receiver ATC surveillance Controller Working Position Ground TIS-B transmitter CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

Possible ADS-B / TIS-B implementation Non ADS-B Equipped aircraft ADS-B Equipped Aircraft SSR Reply PSR SSR ADS-B out Ground data-link TIS-B ADS-B ATC Centre CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

The system (Draft ICAO ASAS Circular) CDTI & Alerting ATC & other aircraft ASSAP : Flight Data/Management System Surveillance Data Tx/Rx (ADS-B, TIS-B) Comms. ASAS Control Panel ACAS Surveillance data processing Separation support processing Interfacing ASAS This picture is for those who find it easier to have a body to look at. It is intended to clarify what the ASAS system itself is, and should not be read as an architecture nor as a design diagram. CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

Avionics considerations ADS-B & TIS-B should use the same avionics. Some form of on board processing will be required: ‘Airborne surveillance’ based on ADS-B & TIS-B And to support ASAS applications A Cockpit Display of Traffic Information (CDTI) will clearly be required for any AS applications based on ADS-B or TIS-B CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

Enabling technologies End CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

Future packages Other considerations Beyond ‘Package I’ Future packages Other considerations CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

‘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! CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

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

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

Beyond ‘Package I’ End CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

Next steps Joint Co-ordination Board (JCB) IATA/AEA Joint User Requirements Group (JURG) European ADS-B Master Plan Concluding remarks CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

Joint Co-ordination Board (JCB) Created in May 2002 to co-ordinate research, development and validation work performed by the European Commission ADS-B projects and to expedite implementation Chaired by DG TREN (EC) and involves EUROCONTROL, project coordinators and organisations participating in the development of ADS-B related applications Supported by IATA and AEA (Association of European Airlines) CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

JCB Recommendation ‘Package I’ shall be used: For the development of an European ADS-B Master Plan; For the harmonisation of the operational applications considering global applicability; For the validation of the operational applications, their impact on safety and their cost/benefit analysis; and For the elaboration of technical standards required for the implementation of these operational applications Signed by EC and EUROCONTROL on 28 October 2002 CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

IATA/AEA Joint User Requirements Group (JURG) Strategic Statement on ADS-B (16 April 2002 ): ‘Automatic Dependent Surveillance-Broadcast (ADS-B) is recognized by the airspace users operating in Europe as a prime enabler of Air Traffic Management (ATM) applications bringing substantial safety and capacity benefits. As such, its cost-effective early introduction, consistent with the longer-term aim of introducing new ATM concepts, shall be a priority for air navigation service providers and airspace users operating in Europe.’ CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

European ADS-B Master Plan A proposal for a Master Plan and Working Arrangements for ‘Package I’ is currently being developed within the framework of Activity 5 of CARE/ASAS This document identifies: The List of required Deliverables (“WHAT”) The Drafting/Reviewing/Approving Fora (“WHO”) The Process and interdependencies (“HOW”) The Master Plan (“WHEN”) This proposal is planned to be delivered in May 2003 CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

“High-Level” Master Plan Development Validation Implementation Planning Package 1 Link Recommendation Draft Std’s Pre-Valid. Final Std’s Post-Validation Early Local Implementations Package 2 Feasibility Development Validation Implementation Subsequent Planning Implementation Packages EATMP OI Roadmap 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013+ Period 1 Period 2 Period 3 Period 4 CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003

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

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

Next steps End CARE/ASAS EUROCONTROL/03-048 – Version 1.2 – February 13, 2003