THALES AIR TRAFFIC MANAGEMENT

ASAS Thematic Network – Rome 28-30 April 2003Session 2-B Cost / Implications

ASAS Impact on Ground SystemsAn Industry Viewpoint

Thales ATMPeter HOWLETT

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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

Ground networksGround networks

ADS-B Ground Station

TIS-B Ground Station

Data-link ControllerWorkingPosition

Radar

Data processing

Voice Comm.

What are the ground system elements required to support ASAS?

What is the impact on ground systems ?

Mostly an Aircraft to Aircraft Affair ?

ASA Procedures

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THALES AIR TRAFFIC MANAGEMENT

ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

ASA Procedures – Impact on Ground Systems

CAUTION

•This is not a full analysis ...•Ground architectures and requirements are not yet defined, process is ongoing.•Just preliminary thoughts brought up for discussion

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THALES AIR TRAFFIC MANAGEMENT

ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

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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THALES AIR TRAFFIC MANAGEMENT

ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

ASA application categories and airspace

En-RouteCrossing and

passingprocedures

Autonomousaircraft operations

in FFAS

TMA

Sequencingprocedures

- -

Surface

Enhancement ofcurrent operations(surface, airborne

and visualseparation

procedures)

- - -

Airborne TrafficSituationalAwareness

Airborne SpacingAirborne

SeparationAirborne Self-

Separation

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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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

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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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

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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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

ATSA - SURF

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.

Category 1

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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THALES AIR TRAFFIC MANAGEMENT

ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

ATSA - AIRB

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.

Category 1

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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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

ATSA – S&A

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.

Category 1

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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THALES AIR TRAFFIC MANAGEMENT

ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

ATSA - SVA

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.

Category 1

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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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

ASPA – S&M

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.

Category 2

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 dataidentify aircraft in S&M operation (aircraft pairs)Monitor spacingAdjust thresholds of safety netstools to help merging (converging flow management) ?Adapt coordination and transfer mechanisms to cope with in-trail pairs of aircraftOptional : 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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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

ASPA - ITP

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).

Category 2

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 ?

Not applicable

Non-radar oceanic airspace. No TIS-B coverage expected

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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

ASPA – C&P

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.

Category 2

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 dataidentify aircraft in C&P operation (aircraft pairs)Monitor spacingAdjust thresholds of safety nets ?Adapt coordination and transfer mechanisms to cope with C&P operationsOptional : 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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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

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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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

Ground Infrastructure – ADS-B Acquisition & Processing

ADS-B ground network

ADS-B Ground sensors

Tracker/ Data fusion

FDP

Transponder

Position Source

Transponder

Position Source

Ground networksGround networks

Radarnet

Othersensors

•ADS-B data acquisition•Processing and conversion into Asterix Category 21 messages

•ADS-B data acquisition•Processing and conversion into Asterix Category 21 messages

• Merge / correlate / filter ADS-B reports• Manage ADS-B service

• Merge / correlate / filter ADS-B reports• Manage ADS-B service

ADS-B SERVER

IMPACT

• Distribute ADS-B data• Possibly support more than one link technology

• Distribute ADS-B data• Possibly support more than one link technology

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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

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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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

Traffic Information Service - Broadcast

ADS-B equipped

AFR2530

non ADS-B equipped

ADS-B reports

TIS-B uplinks

TIS-B reports:position ( SIA2345)

SIA2345Situation awareness

ATC

CDTI

PSR/SSR PSR/SSR

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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

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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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

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.

TIS-B for ATSA-SURF:

TIS-B may be used to broadcast position of temporary obstacles ?

Some of the Aircraft & Vehicles may be not ADS-B emitting during ADS-B implementation period

ATC

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

TIS-B Tx

ADS-B Rx

Return

Skip

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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

ADS-B/TIS-B ground network

ADS-B SERVER(S)FDP

Ground networksGround networks

IMPACT

Ground Infrastructure – TIS-B Broadcast

Tracker/ Data fusion

Radarnetwork

•Broadcast TIS-B services•Manage TIS-B services

•Broadcast TIS-B services•Manage TIS-B services

•Filter targets•Map to ground transmitters and distribute tracks•Monitor TIS-B ground system

•Filter targets•Map to ground transmitters and distribute tracks•Monitor TIS-B ground system

TIS-B Transmitter Stations

TIS-B SERVER(S)

Othersensors

• Distribute data to TIS-B transmitters• Support possibly more than one link technology

• Distribute data to TIS-B transmitters• Support possibly more than one link technology

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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

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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ASAS Thematic Network – Rome Workshop 28-30 April 2003 – Session 2B P. Howlett

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