air systems division ground asas equipment michel procoudine gorsky asas tn2 – workshop 5 toulouse...

Air Systems Division

GROUND ASAS EQUIPMENTMichel Procoudine Gorsky

ASAS TN2 – Workshop 5

Toulouse 17th-20th September 2007

Air Systems Division2

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Outline

Introduction

Ground Surveillance Applications NRA : the simple case ?

Next steps

ASAS What about automation systems ?

Conclusion


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Introduction

Ground Surveillance Applications (GSA) are forerunners of ADS-B implementation

ASAS is considered as a key enabler in future generation ATM systems SESAR

NextGen

ASAS are also considered as new functions in some areas TMA: USA UPS - Merging and Spacing

En-Route: Australia - ITP


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Question

A key question is to determine what is the impact of implementing GSA and then ASAS on ground systems

The current RFG work (OSED, SPR, INTEROP) includes an allocation of safety and performance requirements to airborne and ground domains

However, in this context, performance allocation for ground domain is limited to ADS-B ground station. Done on purpose to avoid increased complexity in an already difficult exercise


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Outline

Introduction


Next steps


Conclusion


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ADS-B-NRA : the simple case ?

Accommodating new surveillance technologies will have an impact on the ATM System

New surveillance source impact the elaboration of the air situation

Surveillance processing function (eg tracking) Controller Working Position (eg target symbol)

Data link capabilities (Aircraft Derived Parameters) impact the elaboration of the air situation, alerts capability, controller tools

Surveillance processing function (eg tracking) Alerts management function Controller Working Position (eg target symbol, target data)

The solution to integrate new surveillance means may differ depending on the capabilities and age of the ATM system


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Initial ADS-B-NRA : principle of priority tracks system

If an aircraft is seen by a radar, the displayed track will be based on radar even if the ADS-B information is available for this aircraft

Then this principle can be applied for several surveillance sources: Priority 1: Radar Priority 2: ADS-B (or WAM) Priority 3: ADS-C Priority 4: Flight Plan

Facilitates the safety caseNot the most efficient (at 200 NM from the radar an ADS-B track is better than the radar track)

ADS - B tracks Flight Plan tracks

Radar Tracks ADS- C tracks(FANS1/A datalink)


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Implementation of ADS-B NRA : modified components

Additional hardware and software: ADS-B processing chain ADS-B Front Processor ADS-B Data Processing ADS-B By-pass

Additional hardware and software: RAIM Outage prediction RAIM prediction tool RAIM server

Modified software Safety Nets Manager Controller Working Position Ancillaries (simulator, recording, …)

RAIM: Receiver Autonomous Integrity Monitor


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Example of priority tracks implementation

FDPDualADSBP

ADSB BYPASS

FDPCVDualADSB FP

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FDPFDP

FDPSNMAP

MMI

FPMTP

FPFP FPRTP

ADS-B LanADS-B Operational Data

From Ground Stations

Radar Data

RAIMPREDICTION

SYSTEM

RAIMPREDICTION

Every 12 hoursOr on NANU

RAIMServer

Modified

New FDP: Flight Data ProcessorFP: Front-ProcessorMTP: Multi-Tracking ProcessorRTP: Radar Tracking ProcessorSNMAP: Safety Net Manager Processor


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Next Step : Fused TracksNext Step : Fused Tracks DisplayDisplay

A fused track system makes the best estimate fromA fused track system makes the best estimate from available surveillance sources available surveillance sources

Fused System TracksFused System Tracks• single system track for all sensors• fusion of all relevant downlinked data• more accurate tracking

Position error on simulated scenario

0

50

100

150

200

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61600 61700 61800 61900 62000 62100 62200 62300

Time (s)

Po

sit

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m)

Configuration with 1 radar

Configuration with 4 radars

Configuration with fused ADS-B and 4 radars

System track multi-radar not updated by ADS-B : Segment in blue color

ADS-B report: Plot in pink color

Cap Town: Multi-Radar tracking

System track multi-sensor updated by ADS-B : Segment in blue color


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Example of fused tracks implementation

FDPDualADSBP

ADSB BYPASS

FDPCVDualADSB FP

Op

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rv L

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FDPFDP

FDPSNMAP

MMI

FPMTP

FPFP FPMSTP

ADS-B LanADS-B Operational Data

From Ground Stations

ADS-BRadarWAMData

RAIMPREDICTION

SYSTEM

RAIMPREDICTION

Every 12 hoursOr on NANU

RAIMServer

Modified

New FDP: Flight Data ProcessorFP: Front-ProcessorMTP: Multi-Tracking ProcessorMSTP: Multi Sensor Tracking ProcessorSNMAP: Safety Net Manager Processor


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Use of Multiple Surveillance Data and DAP

Existing alert functionality may be enhanced: Short Term Conflict Alert Cleared Level Monitoring Route Adherence Monitoring Minimum Safe Altitude Warning and Danger Area Infringement Warning

New alerts may be defined: Inconsistency between data from various surveillance sources Inconsistency between surveillance data and flight plan data

Controller Access Parameters : display DAP to the controller

Improvement of Trajectory Prediction (Flight Plan)

Multiple Surveillance Data and DAP allow to enhance existing functions or add new functions


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Outline

Introduction


Next steps


Conclusion


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ASAS : the controller is still there !

Rules and procedures for implementing ASAS will dependon environment, application, national rules

The primary focus is to define at which extent the controller is involved in the application and what are his responsibilities and limitations => purpose of the OSED (prepared by the Requirement Focus Group)

Key objective of ASAS is to contribute to safety, efficiency and capacity improvement. To achieve this, tools will be necessary to support the controller:

In identifying ASAS capable aircrafts In assessing the impact of ASAS clearances (“what if”) and

monitoring the clearance (alerting)

OSED: Operational Services and Environmental Description


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Automation Systems : Technical Requirements

Available OSEDs address impact of application on automation systems (e.g. ADS-B-NRA, ADS-B-RAD, ATSA-ITP, …)

Generally through high level operational requirements and recommendations on the Controller Working Position or automation system as a whole

However operational requirements are not clearly transformed into technical requirements in the SPR/INTEROP process

Limited to the ground stations

Capabilities of modern automations systems are not considered (in term of contribution to performance, safety, …)

SPR: Safety and Performance RequirementsINTEROP: Interoperability Requirements


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Other considerations

New ground systems functions are considered in the scope of ASAS:

TIS-B infrastructure (server, uplink stations)

ADS-B rebroadcast (dual link environment)

Data elaborated and distributed by these new functions will be used on-board

Globally agreed requirements and interfaces must be developed to ensure interoperability

In future generation systems, ASAS will have to interface with other ATM functions:

Trajectory management

Tactical Air Traffic Flow Management


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Outline

Introduction


Next steps

ASAS What about automation systems?

Conclusion


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Last slide !

An remarkable work is being carried out by the Requirement Focus Group to support a global definition of ASAS applications

To avoid increased complexity, ground domain is limited to ADS-B Ground Stations as far as SPR / Interop is concerned

However to ensure a timely implementation of ASAS, automation systems must be considered in the definition of operational, safety and performance requirements

This should include:-Which functions are expected from automation systems-What are the associated safety and performance requirements-What standards need to be prepared to ensure interoperability

Air Systems Division

Thank you for your attention

For more information, [email protected]

air systems division ground asas equipment michel procoudine gorsky asas tn2 – workshop 5 toulouse...

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