ASAS-TN Second Workshop, 6-8 October 2003, Malmö Slide 1

Airborne Surveillance Applications

included in ‘Package I’

Francis CasauxCARE/ASAS manager

ASAS-TN Second Workshop, 6-8 October 2003, Malmö Slide 2

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

ASAS-TN Second Workshop, 6-8 October 2003, Malmö Slide 3

GS applications

ADS-B Receiver ground-station

ATC Centre or tower

SSR

ADS-B out

ASAS-TN Second Workshop, 6-8 October 2003, Malmö Slide 4

AS applications

ASAS Display

ADS-B

Aircraft CDTI

ASAS-TN Second Workshop, 6-8 October 2003, Malmö Slide 5

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)

ASAS-TN Second Workshop, 6-8 October 2003, Malmö Slide 6

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

ASAS-TN Second Workshop, 6-8 October 2003, Malmö Slide 7

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

ASAS-TN Second Workshop, 6-8 October 2003, Malmö Slide 8

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

ASAS-TN Second Workshop, 6-8 October 2003, Malmö Slide 9

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

ASAS-TN Second Workshop, 6-8 October 2003, Malmö Slide 10

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

ASAS-TN Second Workshop, 6-8 October 2003, Malmö Slide 11

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’

ASAS-TN Second Workshop, 6-8 October 2003, Malmö Slide 12

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

ASAS-TN Second Workshop, 6-8 October 2003, Malmö Slide 13

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

ASAS-TN Second Workshop, 6-8 October 2003, Malmö Slide 14

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

ASAS-TN Second Workshop, 6-8 October 2003, Malmö Slide 15

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.

ASAS-TN Second Workshop, 6-8 October 2003, Malmö Slide 16

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

ASAS-TN Second Workshop, 6-8 October 2003, Malmö Slide 17

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)

ASAS-TN Second Workshop, 6-8 October 2003, Malmö Slide 18

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

ASAS-TN Second Workshop, 6-8 October 2003, Malmö Slide 19

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

ASAS-TN Second Workshop, 6-8 October 2003, Malmö Slide 20

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