ASAS

1. ASAS TN Workshop April 2003 Presented by Thomas Fixy Manager Air Traffic Information Management ASAS Dream or reality?

2. ASAS : what and why? • A set of applications based on the real time use of broadcasted traffic data (ADS-B) • Objective : to enhance flight and ground operations (safety, efficiency, etc) • ASASPackage 1 : presently 12 applications for Situation Awareness and Spacing • 5 applications for ground surveillance (GSA) • 7 applications for airborne applications (ASA)

3. How? A variety of activities... • The US • SF21 Capstone Alaska (UAT) • CAA Situation awareness CDTI • Not useful for continental radar areas • RTCA MASPS & MOPS. However FAA agreed to joint US/EU work. • ... • Europe • ASAS Trials based on VDL4 • Propose to lead RFG for applications harmonisation • ... • Asia Pacific region • Australian trials for Radar Like Application (separation) • 1090 ADS-B out mandate proposed by Australia for 2006 • ...

4. Transition • Short term • ADS-B out 1090 Extended Squitters • Cooperate with all stakeholders (Eurocontrol, FAA, airlines, ATS providers) for harmonised applications definition & procedure agreement, interoperability, OSED, safety performance requirements : RFG • Medium term • ATSAW Situation awareness using CDTI • Medium/long term • Manual spacing with minimum automation (guidance cues, etc) • Automatic spacing & rest of Package 1 • Add Nav (RNP) & Com (CPDLC) for global concept of operation

5. Long Term : Automatic Spacing and P1 • System impact : • Transponder (ADS-B out update) • Traffic computer (surveillance function i.e. fusion, alerting, filtering) • Traffic Display on Navigation Display • MCDU, specific pointing device, ... • ATSU (ASAS automatic exchanges) • Spacing algorithms (FMS) • Guidance control loop (FMS + autopilot) • Procedures & training for ground and onboard

6. ASAS P1 architecture on Airbus MMR MMR New wiring for ADS-B IN Integrated Traffic Computer Mode S + 1090 XT ADS-B media Mode S 1090 xt ADIRS ADIRS GPS/IRS/GPIRS data ADIRS Selected altitude FCU FMS nav data ATC TCAS Ctl Panel own data Pointing Device GPS/IRS/GPIRS data FMS FMS ASAS Navigation Processing ATSU MCDU LS MCDU Traffic Computer: - 1090RTADS-B media - ASASTraffic data processing - ACASRT & processing - L band Second link capability A.P. A.P. other ADS-B media if requested Display Nav Display DMC Display Navigation Processing Surveillance Processing

7. Medium/Long term : Manual spacing • System impact : • Transponder (ADS-B out update) • Traffic computer • Traffic Display on Navigation Display • MCDU, specific pointing device, ... • Spacing algorithm (FMS) for manual guidance (flight director) • Procedures & training for ground and onboard

8. Medium term : ATSAW • System impact : • Traffic computer (ADS-B out/in) • Traffic Display on Navigation Display • MCDU, specific pointing device, ... - optional • Pilot’s need for better awareness of traffic situation is legitimate • especially if traffic increases • benefit : safety and crew education + voice com reduction • ATSAW is an unavoidable (first?) step • ATSAW can provide REAL benefit now • i.e. self-separation in non radar airspace (e.g.Capstone Alaska)

9. Short term : ADS-B OUT • System impact : • Transponder (ADS-B out update) • ADS-B out can provide REAL benefit now • i.e. separation in non radar airspace (e.g. Australia)

10. ADS-B Out architecture on Airbus MMR MMR Existing wiring New Wiring Prov for ELS/EHS/1090ES GPS data for MK4 XPDR Mode S + 1090 XT ADS-B media Mode S 1090 xt ADIRS ADC ADIRS ADIRS GPS/IRS/GPIRS data Selected altitude FCU Flight number ATC TCAS Ctl Panel GPS/IRS/GPIRS data FMS FMS LS TCAS Display Nav Display DMC Display

11. How to start?

12. Start small • ASAS before 10 years is a DREAM • Airline financial situation, maturation time, deployment (retrofit), standardization process, certification, etc • 1090 : Use existing aircraft installation : Avoid costly modification initially (i.e. FMS). • VDL4 • requires installation of additional new radios for surveillance, additional antennas and location (wiring), requires 6-12MHz guard bands to mitigate interference with essential VHF voice radios • these characteristics make VDL 4 costly to install, and inefficient of spectrum use • L-Band more adapted to aircraft system integration (AEEC Integrated Surveillance System supported by Airbus and Boeing, A380 AESS, etc)

13. States to mandate ADS-B out • For efficient ASAS, all aircraft must be equipped • except maybe for some specific operations (spacing at HUBs? Night operations?) • If all a/c manufacturers are not committed, ASAS is a DREAM • ADS-B Out is a pre-requisite to all Package 1 applications • ADS-B Out is a REALITY today • Mandate ADS-B Out will accelerate the development & deployment process • Based on DO260A and on existing aircraft installation as first step

14. Reality: time-to-market life cycle • Operational Concept Validation : 5-7y • Concept definition, feasibility and acceptability • Standardisation (OSED), regional harmonisation • Safety case – global • Benefit assessment • Implementation planning • Industrialisation : 5-7y • Standardisation (Safety, performance, interoperability) • Technological development • Includes systems development, validation and large scale pre-implementation trials, certification process. • Usual development cycle: air and ground harmonisation • Multiple developments for Forward-Fit/ Retro-Fit • Deployment : 3-5y • In both air and ground “fleets” • Voluntary or mandated deployment

15. Industrial capaciity Decision for ADS-B out  MANDATE with EHS mandate Package 1 implementation 2003 2005 2009 2012 2015 • Mode S ELS/EHS • 1090 Long Squitters • Minimal ADS-B out Certif Certif Mode S update for ADS-B out ADS-B in & CDTI - ATSAW Package 1 Spacing implementation & Applications certification ADS-B in & CDTI certif - Spacing TBC (FMS?) FMS Modified for automation TIS-B Ground Stations FP6 research projects Second link development if needed

16. ASAS Standards • Urgent need for harmonised definition and need • Airbus needs a unique definition • Regional solutions, maybe inevitable, but are a burden • Guaranteeing world-wide interoperability • Clear need still lacking from stakeholders (Airlines/ATSP) • except Australia & Alaska : Radar Like (ADS-B out) & ATSAW (CDTI) • RFG : harmonised OSED • Today scarce ATSP/Airlines resources to work on OSED!!!! • caution : only DLH & EEC Bretigny, representing Airlines/ATC community • Eurocontrol, FAA, and European ATSP’s have a crucial role • Risk : OSED/SPR/Interop remain a dream • the reality : RTCA MASPs/MOPS

17. Crucial : Human factors & training • What to present to pilot? What not to present? What range? Which display? How to merge TCAS info with ASAS info? How to process conflict? Procedures? Etc… • This is being worked in research programs, TIM ASAS, etc. • Human Factor validation of the proposed solutions needed • All these aspects must be addressed if we think to transfer tasks or responsibility from controller to pilot. • We are still far. • Important impact on pilot repartition task, then procedures. • Specific qualification (such as cat 3) with recurrent training? Managed at Airline level has important impacts • Today training for CPDLC is an issue for airlines

18. Conclusion • ASAS is only a tool • ASAS must be integrated in a global concept of operations that will maximize its benefit • Start with pre-requisite: mandate ADS-B Out • The paradigm change will come from the operational use (procedures, ATC/pilot task repartition, etc) and the way ASAS will be integrated into a global concept : Single European Sky (OSED) • Take into account industry capacity • Define the need and ensure harmonisation • Start with simple applications • Ground applications • Airborne applications with minimum system impact • Carry on R&D!

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