1. ASAS Thematic Network – Rome April 2003 Session 2-B Cost / Implications ASAS Impact on Ground Systems An Industry Viewpoint Thales ATM Peter HOWLETT
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2. ASA Procedures Mostly an Aircraft to Aircraft Affair ? Ground networks
What are the ground system elements required to support ASAS?
What is the impact on ground systems ?
Ground networks
ADS-B Ground Station
TIS-B Ground Station
Data-link
Controller
Working
Position
Radar
Data processing
Voice
Comm.
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3. ASA Procedures – Impact on Ground Systems
This is not a full analysis ...
Ground architectures and requirements are not yet defined, process is ongoing.
Just preliminary thoughts brought up for discussion
CAUTION
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4. Scope of this presentation
Focus on Package 1 Airborne Surveillance applications
Identify required capabilities and components of ground systems to support ASA Package 1 procedures
main ground components
controller tools
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5. ASA application categories and airspace
Category 1 Category 2 Category 3 Category 4
Package 1
Hopefully a common ground infrastructure, but :
Requirements may vary between applications (Functions, Performance, etc.)
Some capabilities may not be required for certain applications (e.g. TIS-B)
Specific Controller tools will be required for certain applications
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6. Package 1 - 7xAS Applications
Enhanced traffic situational awareness on the airport surface (ATSA-SURF)
Enhanced traffic situational awareness during flight operations (ATSA-AIRB)
Enhanced visual acquisition for see & avoid (ATSA-S&A)
Enhanced successive visual approaches (ATSA-SVA)
Enhanced sequencing and merging operations (ASPA-S&M)
In-trail procedure in oceanic airspace (ASPA-ITP)
Enhanced crossing and passing operations (ASPA-C&P)
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7. Basic Ground Capabilities to support ASA procedures
Acquisition and processing of ADS-B data from aircraft and/or ground vehicles
Elaboration and transmission of a TIS-B service to aircraft and/or ground vehicles
Adapted controller tools to support ASAS applications
Not all package 1 applications require all these capabilities...
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8. ADS-B Acquisition & Processing
ATSA - SURF
Category 1
Enhanced traffic situational awareness on the airport surface 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.
ASA Application
ADS-B Acquisition & Processing
Ground ATC tools
TIS-B
Uplink
ATSA - SURF
Optional
Aircraft/Vehicle positions for TIS-B service can be determined by other ASMGCS sensors (ASDE, multi-lateration, etc.).
No ?
No specific tools foreseen for ATSA-SURF. Monitoring of TIS-B service and alerting probably required.
Most probably
The main benefit of using TIS-B for airport surface applications is that all vehicles (aircraft, trucks, etc.) can be shown, as long as they are detected by A-SMGCS sensors. Could also work in a multi-link environment.
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9. ADS-B Acquisition & Processing
ATSA - AIRB
Category 1
Enhanced traffic situational awareness during flight operations 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.
ASA Application
ADS-B Acquisition & Processing
Ground ATC tools
TIS-B
Uplink
ATSA - AIRB
Yes, for TIS-B gap filler
Required input for TIS-B gap-filler service,
None foreseen
No specific tools foreseen for ATSA-AIRB (assuming separation is not reduced)
Monitoring of TIS-B service and alerting probably required.
Yes, during the transition phase
Will be necessary during the transition phase.
Will also be necessary if a multi-link rebroadcast approach is chosen.
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10. ADS-B Acquisition & Processing
ATSA – S&A
Category 1
Enhanced visual acquisition for see & avoid 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.
ASA Application
ADS-B Acquisition & Processing
Ground ATC tools
TIS-B
Uplink
ATSA – S&A ?
Linked to need for TIS-B
No ?
No specific tools foreseen for ATSA-S&A. Monitoring of TIS-B service and alerting probably required, if TIS-B is implemented.
ATSA – S&A is foreseen to be mostly an air-to air application.
Acceptability and performance requirements of ATSA – S&A based on a TIS-B service to be determined
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11. ADS-B Acquisition & Processing
ATSA - SVA
Category 1
Enhanced successive visual approaches 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.
ASA Application
ADS-B Acquisition & Processing
Ground ATC tools
TIS-B
Uplink
ATSA - SVA ?
Linked to need for TIS-B
No ?
No specific tools foreseen for ATSA-SVA. Monitoring of TIS-B service and alerting probably required, if TIS-B is implemented.
ATSA – SVA is foreseen to be mostly an air-to air application.
Acceptability and performance requirements of ATSA – SVA based on a TIS-B service to be determined
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12. ADS-B Acquisition & Processing
ASPA – S&M
Category 2
Enhanced sequencing and merging operations 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.
ASA Application
ADS-B Acquisition & Processing
Ground ATC tools
TIS-B
Uplink
ASPA – S&M
Yes (probably)
The controller remains responsible for separation and will need to know the ADS-B equipage and operating status of participating aircraft and to check the quality of ADS-B position data
Yes
Monitor quality of ADS-B data
identify aircraft in S&M operation (aircraft pairs)
Monitor spacing
Adjust thresholds of safety nets
tools to help merging (converging flow management) ?
Adapt coordination and transfer mechanisms to cope with in-trail pairs of aircraft
Optional : CPDLC extensions for ASAS, etc. ?
ASPA - S&M is foreseen to be mostly an air-to air application. Acceptability and performance requirements of ASPA – S&M based on a TIS-B service to be determined
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13. ADS-B Acquisition & Processing
ASPA - ITP
Category 2
In-trail procedure in oceanic airspace 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).
ASA Application
ADS-B Acquisition & Processing
Ground ATC tools
TIS-B
Uplink
ASPA - ITP
Not applicable
Non-radar oceanic airspace. No ADS-B coverage expected ?
No specific tools foreseen. Procedural control.
Maybe datalink clearances
Display level of equipment of aircraft ?
Non-radar oceanic airspace. No TIS-B coverage expected
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14. ADS-B Acquisition & Processing
ASPA – C&P
Category 2
Enhanced crossing and passing operations 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.
ASA Application
ADS-B Acquisition & Processing
Ground ATC tools
TIS-B
Uplink
ASPA – C&P
Yes (probably)
The controller remains responsible for separation and will need to know the ADS-B equipage and operating status of participating aircraft and to check the quality of ADS-B position data
Yes
Various tools required :
Monitor quality of ADS-B data
identify aircraft in C&P operation (aircraft pairs)
Monitor spacing
Adjust thresholds of safety nets ?
Adapt coordination and transfer mechanisms to cope with C&P operations
Optional : CPDLC extensions for ASAS, etc. ?
ASPA – C&P is foreseen to be mostly an air-to air application. Acceptability and performance requirements of ASPA - C&P based on a TIS- B service to be determined
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15. ASAS Ground Infrastructure – Acquisition of ADS-B
Applications requiring a TIS-B service => In gap-filler mode, the TIS-B service will require ground acquisition and processing of ADS-B reports
ASAS Package 1 Spacing Applications (ASPA) => Possible delegation of spacing tasks, but no delegation of responsibility
Controller remains responsible for separation
Controller may need to know
ADS-B equipage and operating status of participating aircraft
Quality of ADS-B positional data
Ground acquisition and processing of ADS-B data will probably be required to support ASA procedures on an operational basis
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16. Ground Infrastructure – ADS-B Acquisition & Processing
Transponder
Position Source
Transponder
Position Source
ADS-B data acquisition
Processing and conversion into Asterix Category 21 messages
Distribute ADS-B data
Possibly support more than one link technology
ADS-B ground network
ADS-B Ground sensors
Ground networks
Merge / correlate / filter ADS-B reports
Manage ADS-B service
Tracker/ Data fusion
ADS-B
SERVER
FDP
IMPACT
Radarnet
Other
sensors
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17. Traffic Information Service - Broadcast
TIS-B is a broadcast service transmitted by ground stations to aircraft and/or ground vehicles.
For aircraft, the purpose of TIS-B is to supply situational awareness data on surrounding traffic of interest. This information will typically supplement data received by other means (ADS-B, TCAS) to provide full awareness of surrounding traffic of interest
TIS-B data will be provided by the Ground Surveillance system. It will be computed from different surveillance sources (PSR, SSR, SMR, Multilateration and possibly ADS-B (e.g. in a multi link environment)).
TIS-B data doesn’t have exactly the same characteristics as the ADS-B data provided by the A/V.
TIS-B data may not be usable for some ASA applications. For each ASAS application the OSED that is currently developed will determine if TIS-B may be effectively an input or not for the application.
Illustration (example)
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18. Traffic Information Service - Broadcast
Situation awareness
AFR2530
SIA2345
CDTI
non ADS-B equipped
ADS-B equipped
TIS-B reports:
position ( SIA2345)
PSR/SSR
PSR/SSR
TIS-B uplinks
ATC
ADS-B reports
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19. ASAS Ground Infrastructure – TIS-B uplink
Initial ground architectures and requirements for TIS-B are only just being defined.
Architectures may differ depending on the environment and existing surveillance data processing systems
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20. TIS-B for ATSA-SURF: ATC
Return
TIS-B for ATSA-SURF:
Some of the Aircraft & Vehicles may be not ADS-B emitting during ADS-B implementation period
Skip
A TIS-B Service may be necessary to insure that any user has anywhere a complete picture of the surrounding or relevant surface traffic in all weather conditions.
ATC
TIS-B may be used to broadcast position of temporary obstacles ?
TIS-B Tx
ADS-B Rx
TIS-B should have the required performance (e.g. accuracy, update rate ).
In some parts of the Airport Surface, Aircraft & Vehicles may be masked by obstacles
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21. Ground Infrastructure – TIS-B Broadcast
TIS-B Transmitter Stations
Distribute data to TIS-B transmitters
Support possibly more than one link technology
Broadcast TIS-B services
Manage TIS-B services
ADS-B/TIS-B ground network
ADS-B
SERVER(S)
Ground networks
TIS-B
SERVER(S)
Tracker/ Data fusion
FDP
IMPACT
Radar
network
Filter targets
Map to ground transmitters and distribute tracks
Monitor TIS-B ground system
Other
sensors
Data processing
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22. ASAS Impact on Controller Working Position & ATC Controller Tools (examples)
Indicate equipage (e.g. ADS-B In/Out) and status of candidate aircraft
Display and identify ADS-B tracks ?
(Automatically ?) Monitor ADS-B positional data vs Radar
Identify aircraft pairs engaged in ASAS procedures and status
Automatically monitor adherence of engaged aircraft to requested spacing (automatic alerting)
Adjust alert conditions of safety nets (STCA for aircraft in ASAS operation)
Support co-ordination and transfer of aircraft engaged in ASAS procedures
Tools to support merging operations
Optional : Support dedicated ACL clearances (CPDLC extensions) to be defined for ASAS task delegation procedures
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23. CONCLUSIONS
Requirements on ADS-B and TIS-B components may vary between applications.
One of the challenges will be to define a consistent set of requirements for these components covering all package 1 applications.
Some controller tools are likely to be application-specific
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