1. Operational applications enabled by ADS-B
Francis Casaux CARE/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 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. ADS-B Receiver ground-station
GS applications
ADS-B out
SSR
ADS-B Receiver ground-station
ATC Centre or tower

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
ADS-B
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-S&A)
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-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

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 controller’s 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 controller’s 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
ADS-B
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. 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)

33. Spatial mapping of instructions (Heading, direct and speed only)
Very High With
Very High Without

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 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)

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 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

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
R&D work for future packages is also essential