1. First Package of Operational Applications Enabled by ADS-B
Joint Co-ordination Board
First Package of Operational Applications Enabled by ADS-B
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2. 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)
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3. 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
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4. Background Objectives Step-by-step approach Rationale Deliverable
Genesis of ‘Package I’
Background
Objectives
Step-by-step approach
Rationale
Deliverable
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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
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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
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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
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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
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9. Rationale for ‘Package I’ (2/2)
Market: Opportunities to equip and retrofit existing equipment to fulfil the requirements
Time-scale: Implementation foreseen within years
Building Package II on experience:
Airborne surveillance performance and use
Increase involvement of the flight deck in ATM
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10. 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
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11. Genesis of ‘Package I’ End
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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
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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
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14. ADS-B Receiver ground-station
GS applications
ADS-B out
SSR
ADS-B Receiver ground-station
ATC Centre or tower
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15. 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
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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
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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
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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
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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
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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)
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21. Ground Surveillance (GS) applications End
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22. Airborne Surveillance (AS) applications
ASAS and ASAS applications
AS applications in ‘Package I’
ATSA applications
ASPA applications
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23. ASAS and ASAS applications
Principles and definitions
ASAS application categories
Airborne Traffic Situational Awareness
Airborne Spacing
Airborne Separation
Airborne Self-separation
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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
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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
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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
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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
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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
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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
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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
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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
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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”
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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
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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
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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.
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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
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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)
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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
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39. AS applications ASAS Display Aircraft CDTI ADS-B
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40. 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)
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41. 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
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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
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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
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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
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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
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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
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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
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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’
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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
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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
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51. 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
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52. ASPA applications in ‘Package I’
Enhanced sequencing and merging operations
In-trail procedure in oceanic airspace
Enhanced crossing and passing operations
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53. 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
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54. 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
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55. 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)
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56. Spatial mapping of instructions (Heading, direct and speed only)
Very High With
Very High Without
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57. 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)
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58. 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
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59. 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
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60. 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
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61. 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
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62. Airborne Surveillance (AS) applications End
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63. Enabling technologies
Automatic Dependant Surveillance – Broadcast (ADS-B)
Traffic Information Service – Broadcast (TIS-B)
ADS-B and TIS-B architectures
ASAS avionics considerations
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64. 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.
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65. 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
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66. 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
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67. 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
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68. 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
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69. 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?
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70. 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.
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71. 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
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72. 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
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73. 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.
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74. 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
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75. Enabling technologies End
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76. Future packages Other considerations
Beyond ‘Package I’
Future packages
Other considerations
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77. ‘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!
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78. ‘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
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79. 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
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80. Beyond ‘Package I’ End
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81. Next steps Joint Co-ordination Board (JCB)
IATA/AEA Joint User Requirements Group (JURG)
European ADS-B Master Plan
Concluding remarks
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82. 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)
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83. 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
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84. 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.’
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85. 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
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86. “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
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87. 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
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88. 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
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89. Next steps End
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