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P118D002 v1.0 HELIOS TECHNOLOGY 1 of 78

Executive summary

This document has been produced by Helios Technology Ltd to support theEUROCONTROL Automatic Dependent Surveillance (ADS) programme. It defines a set ofoperational case studies (OCS) which will support further studies to provide cost benefit,safety and feasibility analyses.

Each OCS describes an operational use of ADS in a particular set of circumstances. EachOCS will apply to a particular geographic area with a certain set of problems and constraintsand will describe the role of ADS in overcoming these. Eleven OCS have been defined:

OCSnumber

Title Short title

Uncontrolled airspace

OCS1 Enhancing the safety and capacity ofuncontrolled airspace


OCS2 Increased safety of helicopter operations Helicopter operations

Low density continental managed airspace

OCS3 Surveillance services in low density continentalmanaged airspace

Low density continental managedairspace

OCS4 Access to restricted regions within low densitycontinental managed airspace using delegatedairspace separation

Access to restricted regions

High density continental managed airspace

OCS5 En-route capacity via aircraft derived data(ADD) in high density continental managedairspace

Aircraft derived data

OCS6 En-route capacity via new airborne concepts inhigh density continental managed airspace

New airborne concepts

Transition and non-continental managed airspace

OCS 7 Enhanced operational efficiency in transitionmanaged airspace

Transition managed airspace

OCS8 More efficient use of non-continental managedairspace

Non-continental managed airspace

Airport and TMA operations

OCS9 Enhanced efficiency and safety of airportsurface operations

Airport operations

OCS10 Enhanced efficiency and safety of airportarrival/departure operations

Arrival/departure operations

Specialist gate to gate operations

OCS11 Increased efficiency and safety of specialistoperations

Specialist operations


Document information

Document title EUROCONTROL ADS Programme: Definition of operational casestudies

Author Mike Shorthose, Martin Hawley, Andrew Ives, Kevin Tucker, HeliosTechnology

Produced by Helios Technology Ltd

Chamberlain House

High Street

Bagshot

Surrey

GU19 5AE

Tel: +44 1276 452 811

Fax: +44 1276 472 897

Produced for EUROCONTROL

Helios contact Martin Hawley

Tel: +44 1276 452 811

Fax: +44 1276 472 897

Email: [email protected]

Produced under contract Eurocontrol Purchase Request 19661

Version 1.0

Date of release 25 May 2000

Document reference P118D002


Contents

1 Introduction ............................................................................................................ 6

1.1 Background.............................................................................................................. 6

1.2 Scope of task ........................................................................................................... 6

1.3 Input information ...................................................................................................... 7

1.4 Content of OCS........................................................................................................ 7

2 ADS Applications to be included in the case studies........................................ 14

2.1 Introduction ............................................................................................................ 14

2.2 Air to air applications.............................................................................................. 14

2.3 Air to Ground applications ...................................................................................... 17

3 Operational Case Studies.................................................................................... 19

3.1 Introduction ............................................................................................................ 19

3.2 Uncontrolled airspace............................................................................................. 20

3.2.1 OCS1: Enhancing the safety and capacity of uncontrolled airspace ....................... 20

3.2.2 OCS2: Increased safety of helicopter operations.................................................... 22

3.3 Low density continental managed airspace ............................................................ 25

3.3.1 OCS3: Surveillance services in low density continental managed airspace ............ 25

3.3.2 OCS4: Access to restricted regions within low density continental managed airspaceusing delegated airspace separation.................................................................................. 27

3.4 High density continental managed airspace ........................................................... 29

3.4.1 OCS5: En-route capacity via aircraft derived data (ADD) in high density continentalmanaged airspace ............................................................................................................. 29

3.4.2 OCS6: En-route capacity via new airborne concepts in high density continentalmanaged airspace ............................................................................................................. 32

3.5 Transition and non-continental managed airspace ................................................. 34

3.5.1 OCS7: Enhanced operational efficiency in transition managed airspace ................ 34

3.5.2 OCS8: More efficient use of non-continental managed airspace ............................ 36

3.6 Airport and TMA operations.................................................................................... 38

3.6.1 OCS9: Enhanced efficiency and safety of airport surface operations...................... 38

3.6.2 OCS10: Enhanced efficiency and safety of airport arrival/departure operations...... 41

3.7 Specialist gate to gate operations........................................................................... 45

3.7.1 OCS11: Increased efficiency and safety of specialist operations ............................ 45

3.8 Summary of OCS................................................................................................... 47


4 References and Glossary of Terms .................................................................... 49

4.1 References............................................................................................................. 49

4.2 Glossary of Terms.................................................................................................. 51

A Survey of studies ................................................................................................. 57

A.1 Introduction ............................................................................................................ 57

A.2 Relation between OCS and studies reviewed......................................................... 57

A.3 Content and organisation of annexes ..................................................................... 57

A.4 EUROCONTROL ADS Programme........................................................................ 57

A.5 FREER-III: Separation Assurance.......................................................................... 58

A.6 DADI: Helicopter Operations .................................................................................. 58

A.7 NUP: Surface Movement Surveillance.................................................................... 58

A.8 NUP: Reduced Navigational Errors ........................................................................ 59

A.9 NUP: Improvement of IFR/VFR Compatibility ......................................................... 59

A.10 NUP: Extended Visual Acquisition.......................................................................... 59

A.11 NUP: Reduced Separation Assurance Distances ................................................... 60

A.12 SMAA identified benefits ........................................................................................ 60

A.13 Benefits to a Cargo Airline...................................................................................... 61

A.14 FAA Initial Outlined Benefits................................................................................... 61

B EUROCONTROL projects .................................................................................... 62

B.1 EUROCONTROL ADS Programme........................................................................ 62

B.2 FREER – Free-route Experimental Encounter Resolution ...................................... 63

B.3 PETAL – Preliminary EUROCONTROL Test of Air/ground Data Link..................... 63

B.4 ADS-MEDUP: ADS-Mediterranean Upgrade.......................................................... 64

C EU projects ........................................................................................................... 65

C.1 Introduction ............................................................................................................ 65

C.2 NEAN – North European ADS Broadcast Network ................................................. 65

C.3 NEAP – North European CNS/ATM Applications Project ....................................... 66

C.4 NUP – NEAN Update Programme.......................................................................... 67

C.5 MAGNET B – Multimodal Approach for GNSS 1 in European Transport ................ 68

C.6 NAAN – North Atlantic ADS-B Network .................................................................. 68

C.7 SUPRA................................................................................................................... 69

C.8 FARAWAY and FARAWAY-II................................................................................. 69

C.9 DADI – Downlinking of Aircraft Derived Information ............................................... 70

C.10 AFAS and MA-AFAS: More autonomous – Aircraft in the Future Air TrafficManagement System......................................................................................................... 71

C.11 ADS-MEDFF: ADS Mediterranean Free Flight ...................................................... 72


D FAA........................................................................................................................ 73

D.1 Introduction ............................................................................................................ 73

D.2 Boston-Logan Surface Demonstration.................................................................... 73

D.3 Gulf of Mexico (GOMEX) Demonstration................................................................ 73

D.4 Cockpit Display of Traffic Information (CDTI) Demonstration.................................. 73

D.5 Flight Test with Cargo Carriers............................................................................... 73

E GosNIIAS State Research Institute of Aviation Systems................................... 75

E.1 ADS Programme.................................................................................................... 75

F Other areas for investigation............................................................................... 76

F.1 The Mitre Corporation, USA. .................................................................................. 76

F.2 NATS and DERA.................................................................................................... 76

F.3 CENA, France........................................................................................................ 76

F.4 NASA Ames Research Center ............................................................................... 76

F.5 Cargo Airlines Association ..................................................................................... 76

F.6 Czech Technical University, Prague, Czech Republic. ........................................... 76

F.7 Study of Mediterranean and Adjacent Area for ADS (SMAA) ................................. 76

F.8 Potential Net Present Value for a Cargo Airline Investment in ADS-B AvionicsEquipment: A Preliminary Analysis .................................................................................... 77

F.9 FANS-1/A Operations............................................................................................. 77

F.10 M-ADS ................................................................................................................... 77

F.11 Glasgow University................................................................................................. 78


1 Introduction

1.1 Background

1.1 This document has been produced by Helios Technology Ltd to support theEUROCONTROL Automatic Dependent Surveillance (ADS) programme. A majorwork package of Stage 1 of the ADS Programme is intended to carry out avalidation of the ADS Strategy, Concept and Requirements. The work describedin this note defines a set of operational case studies (OCS) as the first step inStage 1. The OCS will support further studies to provide cost benefit, safety andfeasibility analyses. The OCS are technology independent. At a later stage, anumber of implementation case studies (ICS) will be defined which will providetechnology dependent illustrations of the OCS.

1.2 Scope of task

1.2.1 A planning meeting was held at EUROCONTROL on 11th April 2000 to determinethe scope of the ADS cost benefit studies within Stage 1 of the ADS Programme.It was recognised that, in order to start this work, there was an urgent need todefine a series of OCS. Therefore the work described in this note has consistedof:

� Identification of a list of the significant potential applications supported byADS, with an indication of how they might improve operations. For example,whether they offer a solution to a current operational problem or enablefuture operational concepts. The list of potential applications is contained insection 2 of this document.

� Identification of potential OCS which would make it possible to assess thepotential applications. The OCS are described in section 3 of this documentand summarised in section 1.4.

� Provision of an initial report on the proposed OCS. This has been reviewedby EUROCONTROL at an internal meeting on 2nd May 2000.

� Presentation and discussion of the draft OCS at the EUROCONTROL ADSSafety meeting on 5th May 2000. On the same day, the initial report wasused by EUROCONTROL to guide discussions on possible safety studiescarried out as part of the ADS programme.

� Production of a re-issued report for presentation at a meeting of a sub-groupof the PSG on the 12th May 2000. The purpose of this meeting was todiscuss the plans for cost benefit and safety studies and to agree the list ofOCS;

� Production of a report (this report) which contains responses to initialcomments on the OCS and which can be used to support more detailedreview by the EUROCONTROL ADS Programme Steering Group (PSG).


1.2.2 Deliverables:

Date Description

2nd May 2000 Short Report on the proposed OCS

5th May 2000 Revised Report on proposed OCS.

Briefing presentation to accompany and explain essentials of Report.

12th May 2000 Re-issued Report for PSG sub-group.

Briefing presentation to accompany and explain essentials of Report.

Plan for the cost benefit activities

25 May 2000 Re-Issued Report for more detailed review by PSG

1.3 Input information

1.3.1 The definition of OCS has taken account of the following:

� The results of previous EUROCONTROL work made available . This includesoutput from the initial ADS cost benefit analysis, the results of the Mode Scost benefit analysis and documentation on the ADS concept, scenarios andrequirements.

� The case studies (referred to as “Tiger Team” applications) being proposedby the NEAN Update Programme (NUP). One aim of OCS development is toprovide a vehicle for collaboration with the NUP.

� Work that has been carried out with EUROCONTROL involvement, i.e. Studyof Mediterranean and adjacent area for ADS (SMAA), RTCA ADS-B MASPS.(Although not accepted by EUROCAE, the latter document was drafted withEUROCAE participation and selected applications have been used within theFAA “Safe Flight 21” Programme, in which the EUROCONTROL ADSProgramme has taken part.)

� An initial survey of studies and simulations that have been carried out byindustry, research organisations and within States. One aim of this stage isto take advantage of previous work programmes which have demonstratedthe potential operational benefits of ADS. The results of this survey areprovided in the Annexes to this report.

1.3.2 References that apply to each OCS are listed in the OCS descriptions given insection 3 and a full reference list and glossary are provided in section 4.

1.4 Content of OCS

1.4.1 Each OCS describes an operational use of ADS in a particular set ofcircumstances. Each OCS will apply to a particular geographic area with a certainset of problems and constraints and will describe the role of ADS in overcomingthese.

1.4.2 Each OCS is a (real-life) example of ADS applied in a particular area. It will applyto other regions where similar problems exist. Although the details may differbetween regions, the overall trends should be the same.


1.4.3 Eleven OCS have been defined:

OCSnumber

Title Description


OCS1 Enhancing the safetyand capacity ofuncontrolled airspace(“Uncontrolledairspace”)

The general rule of flight is ‘see and avoid’. Various informationservices exist but are not mandatory. ICAO Annex 6 mandatesthat all aeroplanes and helicopters should be equipped with apressure-altitude transponder from 1 January 2003. This hasbeen driven by a number of mid-air collisions. Other problems inuncontrolled airspace include pilots becoming lost andincursions into controlled or restricted airspace.

Main benefits: ADS has the potential to greatly enhance thesafety and capacity of uncontrolled airspace by:

• improving visibility of, and to, other aircraft eg military andaircraft in controlled airspace

• enabling flexible routing through uncontrolled airspace –commercial air transport flights could use more directroutings and fly off-route, particularly for flights from regionalairports adjacent to busy regions

• enabling reduced separations and increased capacity.

OCS2 Increased safety ofhelicopter operations(“Helicopteroperations”)

ADS used to improve helicopter operations including:

• Improved compatibility between IFR/VFR traffic

• Enhance Local Navigation (ELN) via the broadcasting ofnavigation points, TRA (Temporary Restricted Areas) andobstacles co-ordinates

• Enhanced provision of flight information and alertingservices for helicopter operations (M-ADS)

Main benefits: Increased safety. Increased efficiency ofoperations. Support to search and rescue


OCS3 Surveillance servicesin low densitycontinental managedairspace (“low densitycontinental managedairspace”)

Large continental airspace without current surveillanceinfrastructure wishing to implement ‘radar like’ advisory or ATCservices using ADS.

Primary aim is to deliver basic surveillance functions (i.e.“conventional” air to ground surveillance) but may also wish toenable delegated airborne separation.

Main benefits: Introduces radar-like separation minima, insteadof procedural separations. Improves safety.

OCS4 Access to restrictedregions within lowdensity continentalmanaged airspaceusing delegatedairspace separation(“access to restrictedregions”)

Region has low level of existing infrastructure and a low level ofATC service is offered. ADS offers opportunity to provide self-separated routes through airspace with a minimum of groundmonitoring or control.

Focus is on using airborne separation responsibility to avoidneed for additional ground investment.

Main benefits: Delivers improved capacity and safety withoutneed for increased expenditure on ground.



OCS5 En-route capacity viaaircraft derived data(ADD) in high densitycontinental managedairspace ("aircraftderived data")

ADS provides data from aircraft flight management systems andhence is able to support enhanced ground control functionswhich have previously been developed as “enhancedsurveillance.”

Focus is on increasing capacity through new groundapplications of ADD

Case study also includes provision of basic surveillance data,making it possible to include radar replacement benefits in theimplementation options for this OCS.

Main benefits: Increased capacity. Potential for reducedinfrastructure costs if an ADS approach is used instead of radarreplacement and upgrade.

OCS6 En-route capacity vianew airborneconcepts in highdensity continentalmanaged airspace(“new airborneconcepts”)

Busy airspace uses new ADS-enabled concepts in the aircraft toincrease capacity. These will include cluster/station keeping andtransfer of separation responsibility.

Focus is on increasing capacity through airborne ADSapplications.

Main benefits: Increased capacity.


OCS 7 Enhancedoperational efficiencyin transition managedairspace (“transitionmanaged airspace”)

Transition region uses ADS to enhance the efficiency of its airtraffic operations between high density/high infrastructure ECACregion to low density/low infrastructure non-ECAC region.

ATS provider augments existing advisory or ATC services.

Main benefits: maximise capacity and efficiency in transition.

OCS8 More efficient use ofnon-continentalmanaged airspace(“non-continentalmanaged airspace”)

ADS used to provide more efficient use of non-continentalmanaged airspace (“non-continental managed airspace”)enabling more aircraft to fly optimum trajectories.

Focus is on introducing reduced separations and giving moreflexibility in route choices.

Main benefits: Better trajectories for aircraft resulting in reducedfuel costs. Air-to-air surveillance makes possible passingmanoeuvres.



OCS9 Enhanced efficiencyand safety of airportsurface operations(“airport operations”)

ADS is used to enhance operations on the airport surfacethrough the enabling of an SMGCS.

Main benefits: Safety, capacity (especially in low visibilityoperations), efficiency of surface vehicle operations

OCS10 Enhanced efficiencyand safety of airportarrival/departureoperations(“arrival/departureoperations”)

ADS used to improve arrival and departure operations including:

• approach, take-off and climb-out

• extended visual acquisition prior to approach phase

• conditional clearances relying on the cockpit traffic display

• enhanced sequencing and metering

Main benefits: Increased safety, capacity enhancement throughreduced separations and more efficient organisation ofapproach and departure sequences


OCS11 Increased efficiencyand safety ofspecialist operations("specialistoperations")

Cargo operators run hub and spoke operations with periods ofhigh intensity at hub airports, usually during night timeoperations. ADS provides enhanced position information toprovide a range of potential applications including:

• traffic situational awareness to maximise arrival rates duringlow visibility or night-time operations

• support for the optimisation of ground movement efficiency

• improved operations planning

• potential to open up new hub airports in regions of lowinfrastructure

• greater use of direct routes in en-route airspace

Main benefits: Increased safety, increased schedulepredictability and reliability, increased capacity at hub airports,reduced en-route fuel costs


1.4.4 The OCS are related to the EUROCONTROL ADS concept, as described in [r091],as shown below:

ATC and Data Processing concept elementOCSnumber

Short title Airspace classification AirborneSituationalAwareness(AIRSAW)

perspective

CE1:Improve

safety nets

CE2: ImproveATC planning

tasks

CE3: Improveairport related

operations

CE4:Increasecomms

efficiency

CE5:Delegation of

separationresponsibility


OCS1 Uncontrolled airspace UMAS Basic yes

OCS2 Helicopter operations UMAS + non-continental MAS Basic yes


OCS3 Low density continental managedairspace

Low density continental MAS Basic,intermediateand advanced

yes yes

OCS4 Access to restricted regions Low density continental MAS Basic andIntermediate

yes yes


OCS5 Aircraft derived data High density continental MAS Not applicable yes yes yes

OCS6 New airborne concepts High density continental MAS+ FFAS

Intermediateand Advanced

yes


OCS 7 Transition managed airspace transition MAS Intermediate yes yes yes

OCS8 Non-continental managed airspace Non-continental MAS Intermediate yes yes yes


OCS9 Airport operations Airport Basic yes yes

OCS10 Arrival/departure operations High density continentalmanaged airspace

Basic yes yes Yes


OCS11 Specialist operations all MAS, FFAS,UMAS, airport Basic andIntermediate

yes yes yes


1.4.5 The OCS cover the following issues as defined in the terms of reference for thetask.

Issue highlighted in terms of reference Identification of OCS addressing the issue

The use of ADS-B and ADS-C The choice of ADS-B or ADS-C is not specified inthe OCS since they could potentially use either forground applications. All airborne applications arerequired to use ADS-B.

The following assignments between ADS-B andADS-C are possible (note that it is premature toprovide a firm assignment at this stage of thedocument development):

ADS-B only: OCS1, OCS2, OCS4, OCS5, OCS6,OCS9, OCS10

ADS-C supplemented by ADS-B: OCS3, OCS7,OCS8, OCS11

Regions where ADS would operate inconjunction with more traditional conceptssuch as conventional surveillance (Mode Setc) or alternative new technologies (iemultilateration)

Most other OCS require implementation of ADSwith other infrastructure elements

Detail of infrastructure will be defined in the ICS

Demonstration of regions where benefits arelocalised (ie at airports), covering egapproach applications, ground movementapplications etc

OCS9 and OCS10 provide examples on andaround airports.

OCS4 provides an example of where benefits mayaccrue by access to a small region of airspace, e.g.Albania.

Concepts where benefits are regional (ieenhancement of en-route capacity)

OCS3 covers benefits in a large continental region

OCS6 covers enhancement of capacity in en-routedomain.

OCS7 covers benefits in transitional airspace

OCS5 covers enhancement of surveillance data inregional en-route domain

OCS8 covers the oceanic domain

Concepts which represent an incrementalchange in control procedures (ie introductionof a small number of “ASAS routes”)

This is addressed by OCS4, OCS6 (part) andOCS10 (part)

Concepts which require wholesale change incontrol concept (ie autonomous aircraftcontrol)

This is covered by the free flight aspects of OCS6

Operation in regions of low, medium and highinfrastructure complexity

low complexity: OCS1, OCS2, OCS3, OCS4

medium complexity: OCS7, OCS8

high complexity: OCS5, OCS6, OCS9, OCS10,OCS11

Impact of different equipage levels This will be addressed in all case studies.

Ability to “aggregate” the case studies so asto produce an indicative assessment of theECAC region

This will be addressed using the results of all casestudies


2 ADS Applications to be included in the case studies

2.1 Introduction

2.1.1 This section summarised the ADS applications that have been identified during thedevelopment of the OCS. Alternative terminology has been highlighted whererelevant although the OCS will use the terms listed in the left hand column of eachtable.

2.2 Air to air applications

Application Description OCSnumber

Traffic situationalawareness

Generally enhances a pilot’s ability to visually acquire and avoidother aircraft. Two particular applications enabled by trafficsituational awareness follow.

Also known as:

Enhanced airborne situational awareness

Improvement of the IFR/VFR compatibility (NUP application whichincludes traffic situational awareness)

Traffic situation display (ADS concept)

CDTI (ADS concept)

OCS1

OCS2

OCS3

OCS4

OCS6

OCS7

OCS8

OCS9

OCS11

Enhanced visualacquisition

Extends the period during which eg visual approaches can beconducted by aiding visual acquisition of other traffic.

Also known as:

Extended visual approaches (NUP)

Enhanced visual approaches

OCS10

OCS11

Runway overshootawareness fordeparting aircraft

Improves awareness of overshooting aircraft to any departingaircraft.

OCS10

Surveillanceenhancements forACAS

ACAS could benefit from ADS-B derived data through improvedposition reporting and velocity and intent information.

Note that this application is the subject of some controversy (see[r033, r034]) since it may be desirable to maintain theindependence of the ACAS application. It is included here forcompleteness – its validity will be considered further within theADS programme.

Note that this application could apply to all OCS

OCS6

Facilitate closelyspaced parallelapproaches in FIR

Facilitates parallel approaches through precise positioning andsituational awareness of other arriving aircraft.

OCS10


Maintainingseparations

Maintain minimum separation standards without the need formonitoring by ATC

Safety is improved through an Increase in the surveillance of theseparation (i.e. controller and flight crew focus on the surveillanceand control of the aircraft).

Reduced separation assurance and improved precision increasescapacity.

Also known as:

Cluster control (NUP)

an NUP application allowing delegation of the responsibility tomaintain separation between aircraft in en-route Europeanairspace

Note that a cluster consists of a single reference aircraft andone or more other partner aircraft

Co-operative separation (NUP)

Cluster Control (NUP)

Delegated airborne separation (DAS) (NUP)

Station keeping (NUP)

Improvement of the IFR/VFR compatibility (NUP)

Delegation of separation responsibility to the aircraft (general ADSconcept term which includes in-trail climb, station keeping, parallelapproaches)

OCS1

OCS2

OCS3

OCS4

OCS6

OCS7

OCS8

OCS10

Final approachspacing tool

During final approach aircraft could monitor and maintain theirown separation from the lead aircraft when advised a spacinginterval from ATC.

Also known as:

Approach manager (ADS concept)

OCS10

OCS11

Departure spacing tool Allows a pilot to track the position of the preceding aircraft ontake-off and then request ATC as soon as the preceding aircraft’saltitude increases.

Also known as:

Departure manager (ADS concept)

OCS10

Manoeuvres Aircraft uses situational awareness to execute turns at appropriatepoints

Editors note: This has been proposed to differentiate it frompassing manoeuvres (which is a subset of maintainingseparations)

Also includes NUP term cluster control which allows pilots in acluster to take turns without controller intervention.

OCS6


Passing manoeuvres Procedures whereby pilots use:

• onboard display of traffic to identify an aircraft they wish topass

• traffic display and weather radar to establish a clear path forthe manoeuvre

• voice communication with controllers to positively identifytraffic to be passed, state intentions and report initiation andcompletion manoeuvre

General NUP definition – more specific cases given below

OCS6

Climb and descentmanoeuvres

These manoeuvres involve an aircraft climbing or descending to adifferent altitude within a stream of traffic. Four categories of climband descent manoeuvres are:

• in-trail climb (ITC) and in-trail descent (ITD) where an aircraftis trailing a lead aircraft;

• lead climb (LC) and lead descent (LD), these manoeuvres aresimilar to the ITC and ITD except that the climbing ordescending aircraft is in the lead.

OCS8

Lateral passingmanoeuvres

These manoeuvres involve an aircraft passing another at an offsetin latitude while remaining at the same altitude.

OCS8

Establish separations This is manoeuvring an aircraft in order to establish a separationrelative to another aircraft, which is then maintained.

OCS8

Merging aid This is manoeuvring an aircraft in order to join a stream of aircraft. OCS6

Wake vortexavoidance tool

This is to enable a pilot to avoid the glide path of the lead aircrafton final approach.

OCS10

Turbulence awarenesstool

The ability to broadcast turbulence or chop information tofollowing aircraft would enable those aircraft to make advancedpreparations to avoid the turbulence.

Also includes: broadcast of met data

OCS6

Civil/military air to aircoordination

The greater use of military airspace by civil aviation during peaksummer periods and military crossing of civil airways might benefitfrom enhanced situational awareness through ADS-B.

OCS4

OCS6

Free flight Free flight is intended to be a safe and efficient flight operatingcapability under IFR in which the operators have the freedom toselect their path and speed in real time

OCS6

Air to air trajectorynegotiation

Provision of aircraft position and intent data enables trajectorynegotiation applications

OCS6

Enhanced localnavigation (ELN)

Provides information on obstacles etc OCS2


2.3 Air to Ground applications

Application Description OCSnumber

Integrity checking andincreased redundancy

ADS provides data which could be used as a back up for othersurveillance means and/or as a means of integrity checkingsurveillance data

OCS5

Provision of advisoryservice

ADS provides surveillance data to enable a “conventional”advisory service

This may include the use of ADS to monitor traffic operations in anairspace using delegated airborne separation

Includes:

Monitoring reminders (ADS concept)

OCS1

OCS3

OCS4

OCS7

Provision of ATCservice

ADS provides surveillance data to enable a “conventional” ATCservice

OCS2

OCS3

OCS7

Provision of ‘enhancedsurveillance’ ATCservice

ADS provides ADD to enable an enhanced ATC service

Note that ADD includes downlink of airborne parameters (DAP)which include Controller access parameters (CAP) and SystemAccess parameters (SAP)

This enables the range of controller applications made possible byenhanced surveillance including:

• Conflict detection

• Conflict prediction

• Conflict resolution

• Trajectory negotiation and other trajectory related functions

OCS5

OCS7

Flight plan discovery Determining aircraft flight plan where one has not been filedbefore take-off

Includes:

Flight plan initialisation

OCS7

Flight plan consistencychecking

Checking airborne flight plan is the same as that on the ground

Also includes flight plan conformance monitoring and flight planupdates

OCS5

OCS7

Surveillance forSMGCS

Application of ADS to provide information to the controller via aSMGCS. Increases safety and traffic throughput throughincreased knowledge of surrounding traffic and potential conflicts.

Note that this category includes both SMGCS and A-SMGCS

Includes:

Provision of data for surface movement guidance and control

Enhanced vision of surface traffic (NUP)

Surface movement related tools (ADS concept)

OCS7

OCS9

OCS11

Airport vehicle logisticsmanagement

Application of ADS to vehicles within the airport system to providecontrollers and system users with enhanced traffic awareness.

OSC9

OCS11


Low visibilityoperations

Surveillance providing the controller with improved knowledge ofsurrounding traffic and potential conflicts during low-visibilityoperations, thereby maintaining ground traffic levels close to VMClevels.

OSC9

OCS10

OCS11

Alarm triggering Application of ADS to trigger alarms for runway incursions andprevent the entry of vehicles in to pre-defined restricted zones.

OSC9

Improved aircraftaddressing capability

Current radar tracking is based on 4096 codes which causesproblems with flight planning. Introduction of ADS can provide full24bit address

OCS5

Weather dataprocessing

Enhances weather data processing by provision of downlinkedmet data

Is this really an additional concept element?

OCS5

Search and Rescue Provides precise location services for search and rescue teams AllexceptOCS9


3 Operational Case Studies

3.1 Introduction

3.1.1 This section describes each of the 11 OCS.

3.1.2 The following notes apply to each OCS table.

• Equipage requirements. The detailed analysis of equipage requirements willneed to take account of implementation options. For example, theimplementation options will specify whether TIS data is available. Assessmentof the OCS will take account of the impact of varying levels of equipage.Hence, only a broad indication of equipage levels is given in the tables. Thefollowing descriptors are used:

• single equipage. This means that benefits can be obtained if an aircraft isequipped, regardless of the equipage of other aircraft. Of course, the levelof benefit may increase if there is wider equipage.

• equipped pairs. the application will benefit pairs of equipped aircraft. Againthe benefits may increase if more aircraft are equipped.

• equipped small groups: the application will benefit small groups of aircraftin a localised, and possibly dynamic, domain (such as a small group ofADS-B equipped aircraft maintaining separations in close formations withina more widely spaced group of non-equipped aircraft).

• full situational awareness: each aircraft must have full situationalawareness, possibly achieved by uplink of TIS data.

• full equipage: 100% of aircraft in the relevant ATC domain must beequipped.

• The timescales row has only been partially filled out – completion will takeaccount of the work carried out to derive appropriate


3.2 Uncontrolled airspace

3.2.1 OCS1: Enhancing the safety and capacity of uncontrolled airspace

Title Enhancing the safety and capacity of uncontrolled airspace(“Uncontrolled airspace”)

Description The general rule of flight is ‘see and avoid’. Various informationservices exist but are not mandatory (eg FIS, RAS and RIS).ICAO Annex 6 mandates that all aeroplanes and helicoptersshould be equipped with a pressure-altitude transponder from 1January 2003, unless exempted by the appropriate authorities.This has been driven by a number of mid-air collisions. Otherproblems in uncontrolled airspace include pilots becoming lostand incursions into controlled or restricted airspace.

Main benefits: ADS has the potential to greatly enhance thesafety and capacity of uncontrolled airspace by:

� improving visibility of, and to, other aircraft eg militaryand aircraft in controlled airspace

� enabling flexible routing through uncontrolled airspace –commercial air transport flights could use more directroutings and fly off-route, particularly for flights fromregional airports adjacent to busy regions

� enabling reduced separations and increased capacity.

Geographic region All states have areas of uncontrolled airspace. Possibleexamples to focus on would be the Netherlands and the UK.The UK has a range of surveillance and information services foruncontrolled airspace and is active in developing a low costSSR transponder.

Airspace classification UMAS

Airborne SituationalAwareness (AIRSAW)perspective

Basic

ATC and Data Processingconcept element

CE1: Improve safety nets

Fleet characteristics Military aircraft in temporarily restricted areas and danger areasflying manoeuvres. General aviation, particularly leisure fliersincluding balloonists, micro lights, gliders, parachutists. Alsosome commercial air transport (CAT) flights to avoid congestedairspace and between regional airports.

ADS applications application name associated benefits

Traffic situational awareness Safety


Safety. Particularly fortemporarily restricted areas.

Provision of advisory service Safety:

Enables widescale airspaceusage monitoring to managescarce resources. Ie enhancedairspace management.


Free flight / routing Capacity. Flexible CAT routes.Eg by routing somecommercial flights to avoidbusy sectors / TMAs.

Efficiency. Direct CAT routesin Open FIR

Search and rescue Safety, through quick locationby last known position.

Relationship to otherstudies

Tiger Team (TT) Nice covers IFR/VFR compatibility and usesNice as a case study.

SUPRA

FAA CDTI demonstration

SF21 free-flight operational enhancements and associatedRTCA MASPs [r059]:

• CFIT avoidance and situational awareness

• enhanced visual operations and situational awareness

• use ADS-B in non-radar airspace

• for all operational enhancements: integrity, continuity andavailability

Impact on supportinginfrastructure

Initial benefits may be obtained mainly by air – air applications,assuming 100% equipage although it is likely that support viaTIS will be necessary (ie full situational awareness is requiredfor most benefits).

Increased use of ground coordination would enable monitoringand conflict alert applications.

Impact on supportingoperational procedures

As current procedures are for information and advisory servicesthere could be significant development required to realisebenefits.

Equipage requirements Full situational awareness

Timescales ADS for this region would have to be ready by 2003 to be aviable alternative to SSR Mode C / Mode S, assuming ICAOAnnex 6 (provision of pressure altimeter) date is adhered to.

Alternative approaches Conventional infrastructure using potential low cost, lower rangetransponders.

References r013, r023, r045-048


3.2.2 OCS2: Increased safety of helicopter operations

Title Increased safety of helicopter operations (“Helicopteroperations”)

Description ADS used to improve helicopter operations including:

• Improved compatibility between IFR/VFR traffic

• Enhance Local Navigation (ELN) via the broadcasting ofnavigation points, TRA (Temporary Restricted Areas) andobstacles co-ordinates

• Enhanced provision of flight information and alertingservices for helicopter operations (M-ADS)

Main benefits: Increased safety. Increased efficiency ofoperations. Support to search and rescue

Example geographic region Nice Airport/TMA (helicopter operations between Nice andMonaco)

North Sea (Norwegian Shelf)

Airspace classification UMAS + non-continental MAS


Basic



Fleet characteristics Standard commercial and privately operated

ADS applications Application name Associated benefits

Traffic situational awareness(Improved compatibilitybetween IFR/VFR traffic)

Significant reduction ofcollision risk:

Increased ability for IFR pilotsto detect and visually acquireVFR flights

Enhanced surveillance ofseparation

Reduction in controllerworkload through efficienttraffic information decreasingfrequency use

Increase airspace capacity viareduced separation betweenIFR/VFR routes.

Increased safety where, forexample, helipads are locatedclose to runways


Traffic situational awareness(Enhanced Local Navigation(ELN))

Increased accuracy –reduction in navigational errorsfor both VFR and IFR flights

Reduces the risks of CFIT bypinpointing co-ordinates ofobstacles

No modification of the currentprocedures and separations

High equipage is not critical

Possible to broadcast dynamicseries of points (linked withrunway in use, TRA activationetc)

Search and Rescue Provides last known positionof aircraft/helicopter

Provision of ATC service(Modified ADS (M-ADS))

Increased safety forhelicopters in a difficultoperating environment

Automatically (and/or pilotinitiated) alerting in the eventof an emergency

Precise positioning greatlyreduces a 15 minute flight timewide search in the case of aditching at sea

Improved flight informationproviding more direct routingsimproving efficiency inoperations

Improved traffic awareness forpilots and controllers

Reduction in oral positionreports reduces controllerworkload



Improved IFR/VFR compatibility covered by TT Nice

Enhanced Local Navigation (ELN) covered by TT Nice

M-ADS

FAA GOMEX demonstration







Development of Airborne Separation Assurance (ASAS)applications

Development of a Cockpit Display of Traffic Information (CDTI)

Development of cost-effective CDTI equipment to be suitablyintegrated into the cockpits of light helicopters

Development of GPS systems displaying broadcast informationfor aircraft not equipped with CDTI

Development of a new ground broadcast service NIS-B(Navigation Information Service-Broadcast)

M-ADS requires link with INMARSAT and an integratedpresentation of ADS and radar data (RaADS)


Development of procedures for the application of ASAS in trafficmonitoring and separation

Legal issues in the delegation of conflict resolution monitoringfrom the controller to the pilot

Development of backup procedures in the case of anunserviceable ADS-B transmitter and/or ASAS application

Training for pilots and controllers

Equipage requirements Full equipage for safety and capacity benefits (no radar toprovide TIS data)

Single equipage to obtain benefits of ELN

Timescales

Alternative approaches Alternative Traffic Situational Awareness (TSA) andCoOperative Separation (CSA) applications – ACAS

Alternative flight information and positioning systems (e.g. GPS)

References r023, r045-048, r057, r088


3.3 Low density continental managed airspace

3.3.1 OCS3: Surveillance services in low density continental managed airspace

Title Surveillance services in low density continental managedairspace (“low density continental managed airspace”)

Description Large continental airspace without current surveillanceinfrastructure wishing to implement ‘radar like’ advisory or ATCservices using ADS.

Primary aim is to deliver basic surveillance functions (i.e.“conventional” air to ground surveillance) but may also wish toenable delegated airborne separation.

Main benefits: Introduces radar-like separation minima, insteadof procedural separations. Improves safety.

Example geographic region Russian Federation.

Note that other non-ADS related services may be provided viathe same infrastructure but these will be outside the scope ofthe case study.

Airspace classification Low density continental MAS


Basic, intermediate and advanced. Note that main emphasis ofthis case study will be on provision of basic surveillance data.However, the potential for the use of delegated separationassurance responsibility in remote regions will also be assessed



CE2: Improve ATC planning tasks

Fleet characteristics ‘Isolated’ commercial fleet – High proportion remains withinboundaries of region.


Advisory service Safety

ATC service Increased capacity, throughintroduction of radarseparation minima

Safety

Surveillance for SMGCS Safety


Maintaining separations Note that the emphasis ofOCS3 is on provision of abasis radar like ATC service.The application “maintainingseparations” could be used to:

a) provide access to airspacethat has no groundinfrastructure – thebenefits for this arecovered in OCS4

b) Facilitate the expansion ofthe ATC service withoutnecessarily requiring alarge increase in thenumber of controllers –the benefits of this arecovered in OCS6

Traffic situational awareness Safety in areas outside ofground coverage/control

Increased efficiency in areasoutside of groundcoverage/control


GosNIIAS

SF21 free-flight operational enhancements and associatedRTCA MASPs (TBD add reference):






New surveillance processing infrastructure required.

New controller workstations required.


New procedures for provision of radar-like advisory and controlservices

Equipage requirements Full equipage (no radar to provide TIS data)

Equipped pairs for benefits associated with maintainingseparations

Timescales

Alternative approaches No surveillance coverage (procedural separations)

Full radar coverage

References r074, r076, r077, r089


3.3.2 OCS4: Access to restricted regions within low density continental managedairspace using delegated airspace separation

Title Access to restricted regions within low density continentalmanaged airspace using delegated airspace separation(“access to restricted regions”)

Description Region has low level of existing infrastructure and a low level ofATC service is offered. ADS offers opportunity to provide self-separated routes through airspace with a minimum of groundmonitoring or control.

Focus is on using airborne separation responsibility to avoidneed for additional ground investment.

Main benefits: Delivers improved capacity and safety withoutneed for increased expenditure on ground.

Example geographic region eg Albanian airspace. Aircraft require:

• access for overflights to prevent “dog-leg” routes

• no turning instructions or altitude changed within the FIR(i.e. capacity is limited by separation assurance).

• access to Tirana airport (note that it is proposed that thiscase study will be confined to en-route benefits only

Airspace classification Low density continental MAS


Basic and Intermediate



CE5: Delegation of separation responsibility

Fleet characteristics Standard commercial

Also need to take account of military operations


Traffic situational awareness Safety

May also allow region to beopened up on a VFR basis

Maintaining separations Fuel savings and reduceddelays through removal ofdog-legs in en-routeoperations

Provision of advisory service Safety – providing monitoringservice to ground system


Safety



TT Nice provides IFR/VFR compatibility, particularly use ofsituational awareness

TT Frankfurt provides extended visual acquisition although notethat this is for a busy airport

SMAA




• enhanced operations for en-route and oceanic air-to-air




Minimal air traffic services required – possible need for air-ground surveillance which could be provided by ADS-C or air-ground ADS-B


Minimal procedures required. Airspace sharing rules requiredto protect civil airspace from military incursions

Equipage requirements Equipped small groups. Note that access to en-route airspacecould be confined to equipped aircraft only and hence theremaybe a strong incentive for some airline operators to equip.

Will also require equipage of military fleet unless these areconfined to specific levels or routes

Timescales

Alternative approaches Conventional infrastructure (may need greater investment)

References r023, r044-048


3.4 High density continental managed airspace

3.4.1 OCS5: En-route capacity via aircraft derived data (ADD) in high densitycontinental managed airspace

Title En-route capacity via aircraft derived data (ADD) in high densitycontinental managed airspace (“aircraft derived data”)

Description ADS provides data from aircraft flight management systems andhence is able to support enhanced ground control functionswhich have previously been developed as “enhancedsurveillance.”

Focus is on increasing capacity through new groundapplications of ADD

Case study also includes provision of basic surveillance data,making it possible to include radar replacement benefits in theimplementation options for this OCS.

Main benefits: Increased capacity. Potential for reducedinfrastructure costs if an ADS approach is used instead of radarreplacement and upgrade.

Example geographic region Core Europe

Airspace classification High density continental MAS


Not applicable




CE4: Increase communications efficiency



Provision of ATC service Reduced infrastructure coststhrough use of ADS ratherthan radar replacement andupgrade.

Improved aircraft addressingcapability

Overcoming Mode C codeshortage and enhancing flightplanning efficiency

Provision of enhancedsurveillance ATC service.

This will include downlink ofthe following parameters(divided into Controller AccessParameters CAPS, andSystem Access ParametersSAPs):

The following benefits wereidentified as part of theEnhanced Surveillance CBAbased on Mode S (see ref.below) and will apply also toADS:

Downlink of parameters usefulto the controller (CAPs):

Reduced RF voice channelcongestion;


Magnetic heading – givescontrollers an accurate up-to-date heading for the aircraft,useful when negotiating aheading change with the pilot;

Reduced capacity and delaysresulting from an increase inthe number of aircraft identitycodes available;

Indicated airspeed / machnumber - allows controller toregulate aircraft speeds, usefulwhen aircraft are in asequence or overtaking oneanother;

Fewer STCA false alarms;

Selected altitude / selectedflight level - allows controller toanticipate conflict betweenaircraft when one is changingflight level, to ensurerequested level is correctlyimplemented by the pilot, toensure correct level has beengiven to pilot by controller inprevious sector;

Reduced controller workload.

Downlink of parametersenhancing ATC systemperformance (SAPs):

The following benefits havealso been identified by theADSP - WG/B (see ref.below):

Selected altitude - (seeabove);

Direct provision of up-to-dateaircraft parameters to thecontroller – physical capacityand safety benefits;

Track angle rate - provides adirect indication of a turn inprogress

Reduction of both controllerand pilot workload - capacityand safety benefit;

Vertical rate - improvedvertical position awareness

Reduction of voice channeloccupancy – spectrum /capacity benefit;

Roll angle - provides earlydetection on the ground of thestart and end of turnmanoeuvres.

Reduction of the risk of error -safety benefit;

True track angle / Groundspeed - increases the speedand accuracy of trackacquisition, resulting in a newtarget being presented soonerand with a more accurateposition to the controller.

Extension of the domain ofcommon reference for pilotand controller – safety benefit;

Improvement of the capacity ofpre-regulation (eg sequencing)in terminal sectors - capacitybenefit;


Reduction in controllerworkload by reducinguncertainty concerningexpected behaviour of theaircraft – capacity benefit;

Improvement of safety byprovision of a more preciseprediction of vertical aircraftbehaviour – safety / STCAbenefit;

Improvement of capacity andefficiency by allowing for moreanticipation in planning oftraffic - capacity benefit;

Improvement of safety in high-density traffic areas - safetybenefit.

Weather data process Safety and more efficient flightplanning


Safety


Safety


FREER I/II/III, PETAL I/II, NEAN, NEAP, FARAWAY I/II, DADI


• ADS-B to enhance radar and automation performance



New FDP/RDP required to process enhanced data. Changesrequired to Surveillance Data Processing Systems at the ATCcentres for Tracking enhancement and ADD delivery.Alternative is a dedicated function handling ADD delivery (anADD server). Other ATC centre modifications required includethe controller HMI (with the displaying of CAPs), and ATM tools(including STCAs).


Controller re-training required at ATC centres. Minimal pilot re-training. Unless Frankfurt EVA.

Equipage requirements Full equipage in long term (although it may be acceptable to runmixed Mode S only/ADS fleets – implementation issue)

Single equipage in short term used as a complement tosurveillance by other means in transition (ie phase in of ADS istimed with phase out of conventional SSR)

Timescales

Alternative approaches Mode S SSR

References r008, r012, r015-022


3.4.2 OCS6: En-route capacity via new airborne concepts in high densitycontinental managed airspace

Title En-route capacity via new airborne concepts in high densitycontinental managed airspace (“new airborne concepts”)

Description Busy airspace uses new ADS-enabled concepts in the aircraftto increase capacity. These will include cluster/station keepingand transfer of separation responsibility.

Focus is on increasing capacity through airborne ADSapplications.

Main benefits: Increased capacity.

Example geographic region Maastricht FIR

Airspace classification High density continental MAS and FFAS


Intermediate and Advanced





Maintaining separations Increased capacity through

reduced number of R/Ttransmissions

more efficient flow of traffic,especially in conventionalairway structures since thecontroller does not have toissue detailed instructions tonavigate aircraft executingcluster control in turns

increased controller capacitythrough the delegation ofseparation maintenance tasksto the aircraft

Traffic situational awareness Improved safety as a result ofthe increased awareness ofaircrew of the position or therelevant traffic

Manoeuvres Support to free routing

Passing manoeuvres Note that in NUP this appearsto be limited to aircraft turns –not passing (considerextending case study)

Cluster control allows passingmanoeuvres.

Free flight As above

Air-to-air trajectory negotiation Capacity through reducedcontroller workload


Merging aid As above

Turbulence awareness tool Safety

Surveillance enhancementsfor ACAS

Safety


Safety


TT Maastricht

FREER I/II/III, PETAL I/II, NEAN, NEAP, FARAWAY I/II, DADI,MAGNET B

MA-AFAS








Ground systems modified to indicate equipped aircraft and,possibly, also those executing cluster control and those aircraftwilling to perform cluster control

Ground and air systems will need common reference data

Appropriate tools in cockpit and controller HMI


New control procedures needed to take advantage of clustering

Increased workload for aircrew

Legal implications of delegating control

In airway structure aircraft just stay within 5NM of the routecentre line – cockpit tools must be provided to accomplish this

Similarly, appropriate tools must be provided to enableappropriate constraints at turning points to be applied

Extensive training of pilots and controllers will be needed

Equipage requirements Equipped small groups: Aircraft must be equipped on routesand in airspace used for cluster control. It may be possible todefine limited regions where cluster control is used in atransition phase

Full situational awareness for safety benefits associated withtraffic situational awareness

Timescales

Alternative approaches

References r025-026, r032-033, r052


3.5 Transition and non-continental managed airspace

3.5.1 OCS7: Enhanced operational efficiency in transition managed airspace

Title Enhanced operational efficiency in transition managed airspace(“transition managed airspace”)

Description Transition region uses ADS to enhance the efficiency of its airtraffic operations between high density/high infrastructureECAC region to low density/low infrastructure non-ECACregion.

ATS provider augments existing advisory or ATC services.

Main benefits: maximise capacity and efficiency in transition.

Example geographic region Mediterranean and adjacent non-ECAC area (SMAA region)

Airspace classification Transition continental MAS


Intermediate







Advisory service Safety


ATC service Increased capacity, throughintroduction/reduction of radarseparation minima

Increased capacity throughreduced congestion at majorintersections

Safety


Flight plan discovery

Flight plan consistency check

Surveillance for SMGCS Safety

Maintaining separations Possible reduction in numberof ground controllers

Traffic situational awareness Safety in areas outside ofground coverage/control

Increased efficiency in areasoutside of groundcoverage/control



Safety

Flight plan discovery Safety – becoming aware offlights from Africa that havenot filed valid flight plans

It would also be possible tocheck eg 8.33kHz equipage

Provision of ‘enhancedsurveillance’ ATC service

See OCS5


Study of Mediterranean and adjacent area for ADS (SMAA)

ADS-MEDUP, ADS-MEDFF









Need to fuse sensor data from multiple surveillance sources


New controller workstations may be required in transitionregion.

New procedures may be required in transition region.

Equipage requirements Full situational awareness for safety benefits

Full equipage for air-ground applications although surveillancedata could be obtained from multiple sources (implementationissue)

Equipped pairs for benefits associated with maintainingseparations

Timescales

Alternative approaches None

References r050, r062, r064-069, r076


3.5.2 OCS8: More efficient use of non-continental managed airspace

Title More efficient use of non-continental managed airspace (“non-continental managed airspace”)

Description ADS used to provide more efficient use of non-continentalmanaged airspace (“non-continental managed airspace”)enabling more aircraft to fly optimum trajectories.

Focus is on introducing reduced separations and giving moreflexibility in route choices.

Main benefits: Better trajectories for aircraft resulting in reducedfuel costs. Air-to-air surveillance makes possible passingmanoeuvres.

Example geographic region North Atlantic (outside remit of ADS Programme?), Operationsto Canary Islands

Airspace classification Non-continental MAS


Intermediate





Fleet characteristics


Traffic situational awareness Safety benefit arises fromimproved traffic situationalawareness

Maintaining separations Fuel efficiency benefit andcapacity benefit arising fromimproved ability to establishand maintain separations

Establish separations Fuel efficiency benefit arisingfrom more efficient climb /descend and lateral passingmanoeuvres.

Climb and descentmanoeuvres

Lateral passing manoeuvres



TT Reykavik

NAAN, FANS-1/A trials









Will require implementation of infrastructure to support ADS-C


Will require establishment of ADS-C operational procedures.

Equipage requirements Equipped pairs

Full equipage for safety benefits associated with trafficsituational awareness (radar data not available to provide TISdata)

Timescales


References Will be based on North Atlantic concept work in UK (referencesTBD) + other references relevant to Canaries operation


3.6 Airport and TMA operations

3.6.1 OCS9: Enhanced efficiency and safety of airport surface operations

Title Enhanced efficiency and safety of airport surface operations(“airport operations”)

Description ADS is used to enhance operations on the airport surfacethrough the enabling of an SMGCS.

Main benefits: Safety, capacity (especially in low visibilityoperations), efficiency of surface vehicle operations

Example geographic region Paris CDG airport

Airspace classification Airport


Basic



CE3: Improve airport related operations


ADS applications Application name associated benefits

Traffic situationalawareness/Surveillance forSMGCS

Enhanced safety and groundoperations throughput throughimprovedknowledge/perception ofsurrounding traffic, and ofpotential conflict situations.

Detection in zones notaccessible to radar.

Enhanced coverage in highdensity areas (e.g. near airportgates).

More accurate / completeknowledge of ground traffic:

optimised guidanceinstructions,

management of synchronous /asynchronous tasks,

time savings

better anticipation

Ground traffic levelsmaintained close to VMClevels during low visibilityoperations.

Detection of runwayincursions.


Low Visibility Operations Enhanced safety throughimprovedknowledge/perception ofsurrounding traffic, and ofpotential conflict situations.

More accurate / completeknowledge of ground traffic

Ground traffic levelsmaintained close to VMClevels during low visibilityoperations.

Reduced controller workload:

Detection of runwayincursions.

Alarm triggering for entry in torestricted zones.

Alarm Triggering Detection of runwayincursions.

Prevent the entry of vehicles into pre-defined restrictedzones.


Prevent the entry of vehicles into pre-defined restrictedzones.

Support of vehicle logistics.

Enhanced traffic awarenessfor controllers and systemusers.


TT Paris, TT Arlanda

NEAN, NEAP, MAGNET-B



• improved surface/approach operations

• surface and airport vicinity display for the controller





Development of point to point communication links in the caseof ADS-B/VDL mode 4 applications.

Integration of equipment delivering guidance instructions in tothe cockpit.

Development of cost effective ground vehicle equipmentdelivering a required accuracy of 5 meters and an update rate of1 second. Note that this is now possible by unaugmented GPSas SA has been removed.

Configuration of vehicle equipment, and the ground station toease adaptation to each airport, and implementation of periodicupdates.

Security of data link exchanges will have to be ensured, e.g.against intentional jamming and hacking. Note that this appliesto ALL usages of ADS-B.)



Legal responsibilities between controllers and pilots; thedelivery of data-link messages during ground operations shouldnot change current rules.

Development of procedures for the delivery of data-linkmessages during ground operations.

Procedures for vehicle operations


Extensive training of pilots, controllers and drivers will beneeded

Equipage requirements Full equipage to enable benefits associated with SMGCS

Equipped small groups may enable benefits associated with

• airport vehicle logistics management

• low visibility operations (access limited to those airlines thatequip)

Timescales

Alternative approaches Alternative SMGCS approaches, for example systems applyingSingle Radar Tracking (SRT) or Multi-Sensor Fusion (MSF)without the use of ADS-B (e.g. transponder basedsystems(Mode S/GPS)).

Alternative vehicle tracking systems (e.g. Honeywell TracLinkusing DGPS).

References r040-043, r072, r076, r082, r085


3.6.2 OCS10: Enhanced efficiency and safety of airport arrival/departureoperations

Title Enhanced efficiency and safety of airport arrival/departureoperations (“arrival/departure operations”)

Description ADS used to improve arrival and departure operations including:

• approach, take-off and climb-out

• extended visual acquisition prior to approach phase

• conditional clearances relying on the cockpit traffic display

• enhanced sequencing and metering

Main benefits: Increased safety, capacity enhancement throughreduced separations and more efficient organisation ofapproach and departure sequences

Example geographic region Arlanda airport + Frankfurt approach

Airspace classification High density continental managed airspace


Basic





ADS applications Application name Associated benefits

Maintaining separations

(Approach, Take-Off &Climb-Out)

Enhanced safety:

Enhanced precision inmaintaining separationassurance distances.

Enhanced situationalawareness for the flight crew.

Increase in the surveillance ofthe separation (i.e. controllerand flight crew focus on thesurveillance and control of theaircraft).

Capacity will increase throughbetter adherence to separationdistances (less margin).

Indirect benefits of anincreased traffic flow:

Less noise and pollution.

Decreased delays.

Less fuel burn


Extended Visual Acquisition(EVA)

Optimum traffic flowmaintained in less thanoptimum weather conditions.

Visual acquisition of traffic isimproved:

Reduction in the time toacquire traffic.

The acquisition is moreeffective and visual contact ismore likely to be established.

Positive identification issupported:

Aids acquisition when differenttargets are in sight.

In a period of high traffic loadrepeated positive identificationof the same target is possible,e.g. after a change in relativeposition.

Improves the ability of theflight crew to maintain theseparation and judge anychanges in speed and headingof the target.

Reduced possibility of ago-around due the loss ofacquisition during a parallelapproach. Enhanced abilityfor departure traffic to acquirethe go-around.

Potential capacityenhancements through theuse of conditional clearanceson departure

Runway overshoot awarenessfor departing aircraft

Enhanced ability for departuretraffic to acquire thego-around.

Reduced possibility of ago-around due the loss ofacquisition during a parallelapproach.

Facilitate closely spacedparallel approaches in FIR

Visual separations can bemaintained in less thanoptimum weather conditionsthereby increasing capacity(i.e. parallel runways canoperate independently in lessthan optimum weatherconditions).

Benefits of EVA apply.


Final approach spacing tool As per delegated airborneseparation (DAS), particularlythrough enhanced precision inmaintaining separations.

Departure spacing tool As per DAS, particularlythrough enhanced precision inmaintaining separations.

Greater precision in theseparations assurance offersthe potential for introducingdistanced based departureseparations (i.e. as opposed totime based), therebyincreasing capacity.

Wake vortex avoidance tool As per DAS, particularlythrough enhanced precision inmaintaining wake vortexseparations

Relationship to Otherstudies

Delegated airborne separation covered by TT Arlanda

Extended visual acquisition covered by TT Frankfurt



• improved terminal operations in low visibility conditions





In particular, take advantage of work carried out within SF21 toassess operations at San Francisco airport.


Development of a datalink for Controller-Pilot Communication(CPDLC)

Development of a Cockpit Display of Traffic Information (CDTI)

Ground systems modified to indicate equipped aircraft and,possibly, also those executing EVA/ESK and those aircraftwilling to perform EVA/ESK

Ground and air systems will need common reference data





Legal implications of delegating control

Development of ESK (Extended Station Keeping) procedures

Development of EVA (Enhanced Visual Acquisition) procedures

Extensive training of pilots and controllers will be needed

Establishment of “escape procedures” for aircraft unable tomaintain separation assurance.

Establishing operational procedures for use of EVA – (specificproblems include difficulty for the controller of indicating to anaircraft the identity of nearby aircraft. The controller wouldhave to use the call sign of adjacent aircraft in the message andthis might be interpreted as a controller instruction to theadjacent aircraft)

Equipage requirements Equipped pairs for benefits associated with separation keeping

(Note that Delegated Airborne Separation (DAS) - a C/AFTstudy (this is referenced in [041] although no specific referenceto the actual study itself is given) suggests that the critical massis achieved at a level of 30% implementation.)

Full situational awareness required for EVA and runwayovershoot awareness for departing aircraft

Timescales

Alternative approaches Arrival management and sequencing tools (eg AMAN (ArrivalManager) and FAST (Final Approach Separation Tool)).

Departure management and sequencing tools (eg DMAN(Departure Manager)).

References r040-044


3.7 Specialist gate to gate operations

3.7.1 OCS11: Increased efficiency and safety of specialist operations

Title Increased efficiency and safety of specialist operations("specialist operations")

Description Cargo operators run hub and spoke operations with periods ofhigh intensity at hub airports, usually during night timeoperations. ADS provides enhanced position information toprovide a range of potential applications including:

• traffic situational awareness to maximise arrival rates duringlow visibility or night-time operations

• support for the optimisation of ground movement efficiency

• improved operations planning (eg shuffling arrival anddeparture sequencing for best efficiency of groundloading/unloading)

• potential to open up new hub airports in regions of lowinfrastructure

• greater use of direct routes in en-route airspace

Main benefits: Increased safety, increased schedulepredictability and reliability, increased capacity at hub airports,reduced en-route fuel costs

Example geographic region Case study will focus on the European operations of a globaloperator such as DHL. It will be important to identify wherebenefits may increased planning flexibility for flights operating attimes when there are few other operators. For the case of DHL,operations at Brussels and East Midlands airports are ofinterest.

Airspace classification all MAS, FFAS,UMAS, airport


Basic and Intermediate





Fleet characteristics Fleet under control of single operator


Traffic situational awareness Increased safety

Enhanced visual acquisition Improved schedulepredictability and reliabilityunder low visibility or nighttime conditions

Support for direct-routingoperations in low densitycontinental MAS, UMAS ornon-continental MAS


Final approach spacingtool/departure spacing tool

Increased arrival capacity

Surveillance for SMGCS Increased safety

Improved ground movementplanning allowing minimisationof delays during loading andunloading

Low visibility operations Increased efficiency ofoperations under low visibilityor night time operations


Improved control andscheduling of ground vehicles


FAA cargo carrier trials and CBA



• improved terminal operations in low visibility conditions








Requires fleet wide equipage and integration with fleet logisticsplanning tools


Equipage requirements Equipped small groups: Equipage of fleet under control ofoperator. There may be an impact on the level of these benefitsif other operators are not equipped (this will depend on theinteraction between fleets)

Timescales


References ‘Potential net present value for a cargo airline investment inADS-B avionics equipment: a preliminary analysis’, GeorgeMason University, 20 March 2000


3.8 Summary of OCS

3.8.1 The following table summarises the relationship of the OCS to the various issues,concepts and classifications introduced in sections 1 and 2 of this document.

OCS1 OCS2 OCS3 OCS4 OCS5 OCS6 OCS7 OCS8 OCS9 OCS10 OCS11

Unc

ontr

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d ai

rspa

ce

Hel

icop

ter

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ns

Low

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tal

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aged

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pace

Acc

ess

to r

estr

icte

d re

gion

s

Airc

raft

deriv

ed d

ata

New

airb

orne

con

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s

Tra

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on m

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ed

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pace

Non

-con

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aged

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pace

Airp

ort o

pera

tions

Arr

ival

/ dep

artu

re

oper

atio

ns

Spe

cial

ist o

pera

tions

Airspace classificationUMAS X X XLow density continental MAS X X XHigh density continental MAS X X X XTransition MAS X XNon-continental MAS X X XFFAS X XAirport X X XAIRSAW perspectiveBasic X X X X X X XIntermediate X X X X X XAdvanced X XATC and Data Processing concept elementCE1: Improve safety nets X X X X X X X X X XCE2: Improve ATC planning tasks X X X XCE3: Improve airport related operations X X XCE4: Increase comms efficiency XCE5: Delegation of separation responsibility X X X X X XApplications (Air to air)Traffic situational awareness X X X X X X x X XEnhanced visual acquisition X XRunway overshoot awareness for departing aircraft XSurveillance enhancements for ACAS xFacilitate closely spaced parallel approaches in FIR XMaintaining separations X X X X X X XFinal approach spacing tool X XDeparture spacing tool XManoeuvres XPassing manoeuvres XClimb and descent manoeuvres XLateral passing manoeuvres XEstablish separations XMerging aid XWake vortex avoidance tool XTurbulence awareness tool XCivil/military air to air coordination X XFree flight XAir to air trajectory negotiationEnhanced local navigation (ELN) XApplications (air to ground)Integrity checking and and increased redundancy XProvision of advisory service X X X XProvision of ATC service X X XProvision of ‘enhanced surveillance’ ATC service X XFlight plan discovery XFlight plan consistency checking X XSurveillance for SMGCS X X XAirport vehicle logistics management X XLow visibility operations X X XAlarm triggering XImproved aircraft addressing capability XWeather data processing XSearch and Rescue X X X X X X X X X XEquipageSingle X XEquipped pairs X X X XEquipped small groups X X X XFull situational awareness X X X XFull equipage X X X X X XIssues covered by OCSUse of ADS-B and ADS-C

ADS-B only? X X X X X XADS-C supplemented by ADS-B? X X X X X

Use with other technologies (to be defined by ICS)Demonstration of localised benefits X X XDemonstraiton of regional benefits X X X X XIncremental change in control concept X X XWholescale change in control concept XOperation in regions of low, medium and high complexity low low low low high high medium medium high high high


3.8.2 The following table summarises the relationship of the OCS to previous studiesand other sources of information.

OCS1 OCS2 OCS3 OCS4 OCS5 OCS6 OCS7 OCS8 OCS9 OCS10 OCS11

Unc

ontr

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rspa

ce

Hel

icop

ter

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ns

Low

den

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con

tinen

tal

man

aged

airs

pace

Acc

ess

to r

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icte

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s

Airc

raft

deriv

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ata

New

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orne

con

cept

s

Tra

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on m

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ed

airs

pace

Non

-con

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tal

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airs

pace

Airp

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ns

Spe

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pera

tions

Relationship to NUP Tiger TeamsTT Nice X X XTT Frankfurt XTT Maastricht XTT Reykavik XTT North Sea XTT Paris X XTT Arlanda X X

Relationship to SF21 operational improvementsCFIT avoidance and situational awareness X X X X X X X X XImproved terminal operations in low visibility conditions X XEnhanced visual operations and situational awareness X X X X X X X X X XEnhanced operations for en-route and oceanic air-to-air X X X X XImproved surface/approach operations X X XSurface and airport vicinity display for the controller X X XUse ADS-B in non-radar airspace X X X X X X XADS-B to enhance radar and automation performance X X XFor all operational enhancements: integrity, continuity and availability X X X X X X X X X X XRelationship to other studiesFREER 1/11/111 X XPETAL I/II X XNEAN X X XNEAP X X XMAGNET B X XNAAN XSUPRA XFARAWAY 1/11 X XDADI X XGosNIIAS XSMAA X XMA-AFAS XADS-MEDUP XADS-MEDFF XM-ADS XFAA cargo carrier trials and CBA XFAA Boston-Logan surface demonstration XFAA GOMEX demonstration XFAA CDTI demonstration XFANS-1/A trials X


4 References and Glossary of Terms

4.1 References

4.1.1 The following tables lists the references that have been collected in the course ofdeveloping the OCS. The list of references will be expanded in future issues ofthis document as more information is obtained.

Ref Title Author Publisher PublishersRef Date Version Notes Keywords OCS

r001 SF21 proposed operational enhancements SF-21 allr002 Initial Report of the Safe Flight 21 Cost Benefit

SubgroupFederal Aviation Administration

Federal Aviation Administration

CBA ADS-B SF-21

all

r003 Eurocontrol ADS Programme: Proposal for development of operational case studies

Mike Shorthose Helios Technology Ltd

P118D001 ADS general

r004 High Level Plan for Cost Benefit Analysis Activities in the ADS Programme

Hades Consulting Limited

ADS CBA general

r005 ADS - High Level Cost Benefit Analysis Framework Final Report

AZB, Helios Technology Ltd, Hades Consulting

AZB ADS CBA general

r006 Final report on a study into air-air applications of ADS-B Dr M Goss-Custard, Dr MG Shorthose, Dr MJ Hawley

Smith ADS-B general

r007 Final report on a study to investigate partial fleet equipage with ADS-B technology.

Dr R Jones, Dr MJ Hawley

ADS-B general

r008 Automatic Dependent Surveillance Panel Meeting or Working Group B

CAP 5

r009 ADS-B work wins Flight award for UPS Aviation Technologies

Flight International Newsletters

Reed Business Information

One page extract from Flight International

ADS-B all

r010 Not just for the birds Carroll McCormick Air traffic management

Extract from Air Traffic Management

ADS-B 11

r011 Operational Concepts for Cockpit Display of Air Traffic Information (CDTI) Initia Applications

Draft 7.0 CDTI all except 5

r012 DAP Safety, Test & Certification Study Aerospatiale Matra Airbus

1/Sep/1999 CBA ADS-B SF-21

5

r013 CDTI Report Paul Bearpark, Julian Scarfe

Scientific Generics

13/Apr/2000 DAP ADD 1

r014 Working Paper: A Cost Benefit Framework for European ATM Enhancement

30/Sep/1998 1 Capacity CBA general

r015 The Case for Enhanced Surveillance in Europe Ruault, Machin Eurocontrol 1/Nov/1999 Edition 0.6 DAP ADD 5r016 Identification of Down Link of Airborne Parameters

(DAPs)Eurocontrol 5/Jul/1999 Edition 0.1 DAP ADD 5

r017 The Case for Enhanced Surveillance in Europe Final Report

Eurocontrol Eurocontrol 15/Mar/2000 Edition 1.0 DAP ADD 5

r018 The Case for Enhance Surveillance in Europe - Annex 2, Annex 2.4

Eurocontrol Eurocontrol 9/Nov/1999 0.1 DAP ADD 5

r019 The Case for Enhanced Surveillance in Europe - Annex 2, Annex 2.3


r020 The Case for Enhanced Surveillance in Europe - Annex 2, Annex 2.1

Eurocontrol Eurocontrol DAP ADD 5

r021 The Case for Enhanced Surveillance in Europe - Annex 2, Annex 2.2, an assessment of Benefits derived from System Access Parameters


r022 The Case for Enhanced Surveillance in Europe - Annex 4, Cost Benefit Analysis

Eurocontrol Eurocontrol 8/Mar/2000 Edition 1.0 DAP ADD 5

r023 Nean Update Programme Service Description - Application improvement of the IFR/VFR Compatibility

Niclas Gustavsson/SCAA

20/Dec/1999 Version 1.5 NUP TT Nice 1, 2, 3

r024 Nean Update Programme Description of Work Package 2 - Applications & Procedures

Niclas Gustavsson/SCAA Kjell Sandberg/SAS

1.0 NUP all

r025 Nean Update Programme Operational Enviroment Definition: Delegated Airborne separations (DAS)

S.ren Dissing-Andersen

31/Mar/2000 0.1 NUP TT Maastricht

6

r026 Nean Update Programme Concept of Cluster Control Soren Dissing Andersen/Henk Huizer/Konrad Koebe…

30/Mar/2000 0.1 NUP TT Maastricht

6

r027 Operational Data Link Panel (OPLINKP) Working Group A Meeting

R.Darby? 13/Feb/2000 ADS-B OPLINKP

all

r028 ADSP Lexicon on ATS Data Link Applications 1/Mar/2000 1.0 ADSP generalr029 OPLINKP Working Group A meeting - ADS Concept,

Requirements and Scenarios13/Mar/2000 OPLINKP general



r030 OPLINKP Working Group A Meeting - Initial Safety Study of ADS-B

13/Mar/2000 OPLINKP ADS Safety

general

r031 ADS Panel Meeting or Working Group A, ADS-B Air-To-Ground Operational Requirements

13/Mar/2000 ADSP ADS-B all

r032 Concept of Operations for Aircraft Based Conflict Detection and Resolution

1/Oct/1999 ADSP 6

r033 Letter re: SC-186 Draft ConOps on CD&R; ASSAP Architecture

Dr Roland Mallwitz 21/Dec/1999 SICASP 6

r034 ADSP Meeting or Working Group A - RTCA SC-186 WG1 Products and Meetings Schedules

13/Mar/2000 ADSP CDTI general

r035 ADSP Meeting or Working Groups A,C,B - Lexicon of ATS DataLink Applications

13/Mar/2000 ADSP general

r036 Lexicon of ATS Data Link Applications ADSP generalr037 ADSP WG A Meeting - Agenda item 1 ADSP ADS allr038 ADSP Task List 13/Mar/2000 ADSP generalr039 ADSP Administrative Arrangements, Agendas and

Proposed Timetable13/Mar/2000 ADSP general

r040 Nean Update Programme Definition of the concept Extended Station Keeping

Capt. Michael Agelli/SAS

21/Dec/1999 0.3 NUP TT Arlanda

9, 10

r041 Nean Update Programme Delegated Airbourne Separation Take-Off and Climb-Out

Tiger Team ARN 25/Apr/2000 0.3 NUP TT Arlanda

9, 10

r042 Nean Update Programme Delegated Airborne Separation, Approach

Tiger Team ARN 20/Dec/1999 0.3 NUP TT Arlanda

9, 10

r043 Nean Update Programme Operational Environmnet Definition - Delegated Airborne Separation Approach, Take-Off and Climb-Out Stockholm-Arlanda

Michael Agelii/ Ake Wall

3/Feb/2000 0.4 NUP TT Arlanda

9, 10

r044 Nean Update Programme Operational Environmnet Definition - Extended Visual Acquisition

Jochen Mickel 17/Feb/2000 0.2 NUP TT Frankfurt

3, 10

r045 Nean Update Programme Service Description - Application Enhanced Local Navigation

Eric Vallauri/ CENA

20/Dec/1999 1.4 NUP TT Nice 1, 2, 3

r046 Nean Update Programme Operational Environmnet Definition for the application :" Improvement of the IFR/VFR compatibility"

Eric Vallauri 18/Feb/2000 0.2 NUP TT Nice 1, 2, 3

r047 Nean Update Programme Operational Enviroment Definition for the apllication :"Improvement of IFR/VFR compatibility" Annex A

Eric Vallauri 18/Feb/2000 NUP TT Nice 1, 2, 3

r048 Nean Update Programme Service Description, Application Enhanced Local Navigation

Eric Vallauri/ CENA

20/Dec/1999 1.4 NUP TT Nice 1, 2, 3

r049 Nean Update Programme JTT #2.4th April, Nice. Minutes

Anne-Lovise Linge/SCAA

4/Apr/2000 0.1 NUP general

r050 Study of Mediterranean and Adjacent Area for ADS (SMAA)

AENA/ ENAV/ HCAA/STNA

1/May/1999 ADS SMAA 7

r051 Eurocontrol ADS Programme Eurocontrol Eurocontrol ADS generalr052 MA-AFAS BAE Systems BAE Systems ADS 6r053 Joint Governement/Industry Plan for Free Flight

Operational EnhancementsRTCA Select Committee

1/Aug/1998 ADS FLIGHT 2000

all

r054 ADS PSG Information Paper Niclas Gustavsson Eurocontrol 26/Jan/2000 ADS NUP all

r055 Modified (expanded) Automatic Dependent Surveillance (M-ADS) as Implemented in Norway

M-ADS 2

r056 Potential Net Present Value for a Cargo Airline Investment in ADS-B Avionics Equipment: A Preliminary Analysis

Dr GL Donohue, Ms M Shimizu, Mr W Laska, Mr A Shah

George Mason University

20/Mar/2000 ADS ADS-B 11

r057 M-ADS Norway Dan Vangelsten Eurocontrol 8/Nov/1999 M-ADS 2r058 OPLINKP Working Group A Meeting - Summary of

Discussions and Conclusions.13/Mar/2000 OPLINKP ADS all

r059 RTCA Free Flight Select Committee, Safe Flight 21 Steering Committee. Phase One link Evaluation Report Status and Initial Findings. November 1999

1/Nov/1999 ADS SF21 all

r060 ADSP Fifth Meeting, Report on Agenda item 4 18/Oct/1999 ADSP ADS allr061 Technical Description of the study(ies) covered by ADS-

MEDUP including a breakdown of main actions to be carried out.

14/Feb/2000 0.7 ADS-B ADS-MEDUP

all

r062 Mediterranean Free Flight : RD&T CNS/ATM Integrated programme of ENAV. Italian contribution to EATMS

L.Iodice ENAV ADS 7

r063 Mediterranean Free Flight 1/Feb/2000 Draft 0.1 ADS ADS-MEDUP

7

r064 ADS-MEDUP, A contribution to ADS pre-operational experimentation inm a specific homogeneous area - The Mediterranean case.

F. Podiani ENAV ADS ADS-MEDUP

7

r065 Study of Mediterranean and Adjacent Area for ADS (SMAA) - Final Report

ENAV 22/Sep/1999 ADS SMAA 7

r066 Community Financial Aid in the field of the Trans-European Transport Network (Ten-T)

19/Jul/1999 ADS 7

r067 ADSP Working Group - ADS Mediterranean Upgrade Programme

13/Mar/2000 ADSP ADS 7

r068 ADSP Working Group - Mediteranean Free Flight Programme

13/Apr/2000 ADSP ADS 7

r069 OPLINKP WG A Meeting - Study of Mediterranean and Adjacent Area for ADS (SMAA)

F Podiani/ R Darby 13/Apr/2000 OPLINKP ADS SMAA

7



r071 Researchers study methods for ensuring cooperative airborne separation in "free flight" airspace.

ICAO Journal Air traffic management

Extract from Air Traffic Management

ADS-B all

r072 NUP: Service description: Application SMGCS NUP Tiger Team Paris

29/Oct/1999 Version 1.1 ADS SMGCS NUP TT Paris

9

r073 Eurocontrol ADS Programme: Definition of operational case studies

Eurocontrol ADS general

r074 ADS Plans for Russia Edward Falkov Eurocontrol ADS 3r075 Eurocontrol ADS Programme - Scenarios for Analysis Eurocontrol 27/Mar/2000 Edition 0.9 ADS general

r076 Latvian ADS Trials and Implementation Pavel Gorodnitski Eurocontrol 11/May/2000 Edition 0.1 ADS

r077 ADS Plans in Russia - Summary Edward Falkov Eurocontrol ADS 3r078 ADS PSG - Meeting 7, Provisonal Agenda ADS generalr079 The Eurocontrol Automatic Dependent Surveillance

ProgrammeEurocontrol Eurocontrol 8/Nov/1999 ADS general

r080 ATN Workshop - Volume 1 Eurocontrol Eurocontrol 16/Dec/1997 ADS generalr081 Minimum Aviation System Performance Standards for

ADS-BRTCA RTCA DO242 19/Feb/1998 ADS-B MASPS general

r082 Surveillance for A-SMGCS Nick McFarlane Helios Technology Ltd

SMGCS 9

r083 ADS (ADS-C & ADS-B) Nick McFarlane Helios Technology Ltd

143 ADS general

r083 ADS-B CDTI User Interface Specification II Morrow II Morrow PD1178 5/Jan/1998 Draft 7 ADS-B CDTI generalr084 Support for ADS-C using VDL Mode 4 Dr A Schlereth International

Civil Aviation Organisation

AMCP/5-WP/53

16/Apr/1998 Agenda Item 3

Progress of the work on VHF digital link (VDL) Mode 4

AMCP 5th MeetingMontreal 21-30 April 1998

ADS-C general

r085 Analysis of ADS-B, ASDE-3 & multilateration surveillance performance

C Evers, R Cassell, D Lee

Rannoch Corporation

1/Jan/1998 ADS-B 9

r086 ATM Strategy for 2000+ Eurocontrol Eurocontrol FCO.ET1.STO7.DEL01

1/Oct/1997 1.0 ADS general

r087 CNS/ATM cost-benefit analysis guide THA - MONECO THA - MONECO

5/May/1993 CBA general

r088 EUROCONTROL initial ADS cost benefit analysis: CBA of ADS Programme

22/Nov/1999 version 1.1 ADS CBA general

r089 Russia’s position and plans with respect to implementation of ADS-B in Russian federation ATM

Victor Bondarenko ICAO working paper

AMCP/7-WP/39

14/Mar/2000 ADS-B 3

r090 SUPRA Trials Report SUP/ISR:011 1/Jun/1997 ADS-B 1

r091 Automatic Dependent Surveillance Concept Eurocontrol SUR/ET3/ST06.2101/001

31/Jan/2000 1 ADS general

r092 Minimum Operational Performance Standards for Cockpit Display of Traffic Information

RTCA SC-186 RTCA 28B ADS CDTI all except 5

4.2 Glossary of Terms

The following terms have been used in this document. The definitions have beenobtained from [r028]. The glossary will be expanded as the OCS are furtherdeveloped.

ADS contract /4444_98/

A means by which the terms of an ADS agreement will be exchanged between theground system and the aircraft, specifying under what conditions ADS reportswould be initiated, and what data would be contained in the reports.

Note. - The term ‘ADS contract’ is a generic term meaning variously, ADS eventcontract, ADS demand contract, ADS periodic contract or an emergency mode.Ground forwarding of ADS reports may be implemented between ground systems.

ADS service /4444_98/

A service using aircraft information provided by means of automatic dependentsurveillance.

ADS-Broadcast (ADS-B) /Eurocontrol_ADS Prg/ (under development)

ICAO defines ADS-B as a surveillance application which allows the transmission ofon-board data to air or ground based users via a data link (e.g. Mode S or VHF)


using a broadcast mechanism. The aircraft originating the broadcast has noknowledge of which systems are receiving the broadcast. Any air or ground baseduser may choose to receive and process this information. Surveillance data whichwill be transmitted by ADS-B include the airframe identification, position, time,figure-of-merit and emitter category.

ADS-Contract (ADS-C) /Eurocontrol_ADS Prg/ (under development)

ICAO defines ADS-C (or ADS-A) as a surveillance application in which an aircraftautomatically transmits data derived from on-board systems, via a data link (e.g.satellite or VHF). The transmission of ADS data will be based on a contractbetween a ground system and an aircraft. Various contracts are foreseen includingdemand, periodic and event driven. Surveillance data which can be provided usingADS-C include the basic ADS message (e.g. aircraft position, time, figure-of-meritand aircraft identification) and optional ADS information (e.g. ground vector, airvector, projected profile, meteorological information, short term intent andextended projected profile).

Air Traffic Control Service /A2_96/

A service provided for the purpose of: a) preventing collisions: 1) betweenaircraft, and 2) on the manoeuvring area between aircraft and obstructions;and) expediting and maintaining an orderly flow of air traffic.

Air Traffic Management /ATMCP-WG/WHL/2-SD/2/ (under development)

The dynamic and integrated management of air traffic and airspace, safely,economically and efficiently, through the provision of facilities and seamlessservices, in collaboration with all partners.

Air Traffic Service /A2_96/

A generic term meaning variously, flight information service, alerting service, airtraffic advisory service, air traffic control service (area control service, approachcontrol service or aerodrome control service).

Airborne Collision Avoidance System (ACAS) /A10-4_96/

An aircraft system based on secondary surveillance radar (SSR) transpondersignals, which operates independently of ground-based equipment to provideadvice to the pilot on potential conflicting aircraft that are equipped with SSRtransponders.

Note 1: In this context the term ‘independently’ means that ACAS operatesindependently of other systems used by air traffic services, except forcommunication with Mode S ground stations.

Note 2: SSR transponders referred to above are those operating in Mode C orMode S.

Airborne Separation /SICASP_WG2_OCT98/ (under development)

Separation exists, between two or more aircraft, when their positions and velocitiesare in accordance with standards or procedures that have been determined to beappropriate for the operations in which the aircraft are engaged.

Note. Attention is drawn to the definitions of ASAS separation and CooperativeSeparation Service.


Airborne Separation Assurance System (ASAS) /SICASP_WG2_OCT98/(under development)

The equipment, communications, protocols, airborne surveillance and otheraircraft state data, flight crew and ATC procedures which enables the pilot toexercise responsibility, in agreed and appropriate circumstances, for separation ofhis aircraft from one or more aircraft.

Airborne Situational Awareness /ADSP_WG/A_BRUS97_DP/1/ (underdevelopment)

The pilot’s knowledge of the environment, in and around the aircraft.

Airborne Surveillance /SICASP_WG2_OCT98/ (under development)

Active: The process of tracking an intruder by using the information gained fromthe replies to own aircraft’s SSR interrogations.

Passive: The process of tracking another aircraft, without interrogation.

Hybrid: The process of using active surveillance to validate and monitor passivetracks.

Aircraft address /ADSP_Manual/

A unique combination of 24 bits avail-able for assignment to an aircraft for thepurpose of air-ground communications, navigation and surveillance.

ATM / ATS Applications /ATNP_Lex_96/

These are applications supporting ATM or other ATS functions and do notnecessarily correspond to ATN applications. The term is usually used todistinguish between ATM functions and other non-ATM functions using the samecommunication service.

Automatic Dependent Surveillance /Eurocontrol_ADS Prg/ (underdevelopment)

Automatic Dependent Surveillance is a surveillance technique, which may be usedin conjunction with other surveillance techniques for delivering air derivedinformation to users.

Cockpit Display of Traffic Information (CDTI) /ADS-B_MASPS_980219

A Cockpit Display of Traffic Information (CDTI) is a generic display that providesthe flight crew with surveillance information about other aircraft, including theirposition. Traffic information for a CDTI may be obtained from one or multiplesources (including ADS-B, ACAS, and TIS) and it may be used for a variety ofpurposes. Any means of communicating the information is acceptable (aural,graphical, head-up, etc.) as long as the information is conveyed effectively.Requirements for CDTI information will vary based on intended use of the data(i.e., application).

Concept element /ATMCP-WG/WHL/2-SD/2/ (under development)

A ”Concept Element” is a sub-division or part of an ATM component, which isessential to the structure of that component. It is the smallest sub-division worthconsidering.

Conflict Detection /ADS-B_MASPS_980219


The process of projecting an aircraft’s trajectory to determine whether it isprobable that the applicable separation minimum will not be maintained betweenthe aircraft and another aircraft or vehicle. The level of uncertainty in the projectionis reduced with increased knowledge about the situation, including aircraftcapabilities, flight plan, short term intent information, etc.

Conformance /ADS-B_MASPS_980219

The condition established when the surveillance report of an aircraft’s position atsome time ”t” (established by the Automated Tracking function) is within theconformance region constructed around that aircraft at its nominal position at time”t”, according to the agreed upon trajectory.

Cooperative Separation /ADS-B_MASPS_980219

This concept envisions a transfer of responsibility for aircraft separation fromground based systems to the air-crew of appropriately equipped aircraft, for aspecific separation function such as In-trail merging or separation management ofclose proximity encounters. It is cooperative in the sense that ground-based ATCis involved in the handover process, and in the sense that all involved aircraft mustbe appropriately equipped, e.g., with RNAV and ADS-B capability, to perform suchfunctions.

Integrity /ADSP_WG/B_RCP0.6/ (under development)

Integrity is the quality which relates to the trust that can be placed in thecorrectness of the message delivered for an intended operation.

In-Trail Climb /ADS-B_MASPS_980219

In-trail climb (ITC) procedures enables trailing aircraft to climb to more fuel-efficientor less turbulent altitude.

In-Trail Descent /ADS-B_MASPS_980219

In-trail descent (ITD) procedures enables trailing aircraft to climb to more fuel-efficient or less turbulent altitude.

Operational concept /ATMCP-WG/WHL/2-SD/2/ (under development)

a) A high level description of the set of ATM processes and services necessaryto accommodate traffic at a given time horizon;

b) a description of the anticipated level of performance required from, and theinteractions between, the ATM processes and services, as well as the objects theyaffect; and

c) a description of the information to be provided to agents in the ATM systemand how that information is used for operational purposes.

A target operational concept is an ideal state in the future, to be reachedprogressively through a number of discrete change steps from the currentsituation. Descriptions of intermediate stages will be done through scenarios,combining elements of the current situation and target concepts.

The ATM operational concept differs from architecture and concepts of use.Architecture includes the infrastructure and a technical system descriptionincluding the specific technologies and the functions of personnel. An ATM


concept of use is a more detailed description of how a particular functionality ortechnology could be used.

Operational requirement (OR) /ADSP_Manual/

A statement of the operational attributes required of a system for the effectiveand/or efficient provision of air traffic services to users.

Passing Manoeuvres /ADS-B_MASPS_980219

Procedures whereby pilots use: 1, onboard display of traffic to identify an aircraftthey wish to pass; 2, traffic display and weather radar to establish a clear path forthe manoeuvre; and 3, voice communication with controllers to positively identifytraffic to be passed, state intentions and report initiation and completionmanoeuvre.

Separation /ADS-B_MASPS_980219

Separation exists between two or more aircraft when their positions and velocitiesare in accordance with standards and procedures that have been determined to beappropriate for the operations in which the aircraft are engaged.

Separation Assurance /SICASP_WG2_OCT98/ (under development)

The process by which assurance is provided that separation is maintained.

Station-keeping /ADS-B_MASPS_980219

Station-keeping provides the capability for a pilot to maintain an aircraft’s positionrelative to the designated aircraft. For example, an aircraft taxiing behind anotheraircraft can be cleared to follow and maintain separation on a lead aircraft.Station-keeping can be used to maintain a given (or variable) separation. Anaircraft that is equipped with an ADS-B receiver could be cleared to follow an FMSor GNSS equipped aircraft on a GNSS/FMS/RNP approach to an airport. Anaircraft doing station-keeping would be required to have, as a minimum, some typeof CDTI.

Traffic Situation Awareness Service /ADSP_WG/A_BRUS97_DP/1/ (underdevelopment)

The provision of information to the flight crew to convey the status, position and,where possible, the intention of other traffic with respect to their own trajectory.

Traffic Situational Awareness Service /SICASP_WG2_OCT98/ (underdevelopment)

The provision of information to the flight crew to convey the position and otherinformation such as the identity, status, and the intentions of other aircraft withrespect to own aircraft’s trajectory.

Trajectory /SICASP_WG2_OCT98/ (under development)

The set of positions, in 4-dimensional space, occupied, or projected to beoccupied, by an aircraft.

Visibility /ADSP_Manual/ [DG_ATIS]

Indicates the ability, as determined by atmospheric conditions and expressed inunits of distance (in km, m, statute miles or 1/16 statute mile) to see and identifyprominent unlighted objects by day and prominent objects by night.


Note.— The unit of measurement ”statute mile” is not specified in Annex 5.


A Survey of studies

A.1 Introduction

A.1.1 A review of ADS studies and simulations has been carried out to:

� identify any operational benefits not already covered by the operational casestudies proposed in the main document;

� identify the type of simulations carried out and where the expertise lies.

A.1.2 It has been found that the majority of studies considered so far have not usedsimulations. The exceptions are:

� Those simulations carried out by EUROCONTROL, particularly under thecurrent ADS programme and FREER-1.

� NLR simulations.

� NATS simulations using NATSIM. Although these have not been specificallyfor ADS they have demonstrated related benefits, such as those related toreduced separations etc.

A.2 Relation between OCS and studies reviewed

A.2.1 The relationship between the studies review in the annexes to the OCS issummarised in the table presented in section 3.8.

A.3 Content and organisation of annexes

A.3.1 The remaining annexes contain the following information:

Annex Contents

B EUROCONTROL ADS projects

C EU funded ADS projects

D FAA activities

E GosNIIAS

F Other areas for investigation

A.3.2 The following sections summarise the main operational benefits investigated in thestudies reviewed.

A.4 EUROCONTROL ADS Programme

A.4.1 The benefits used as a basis for EUROCONTROL’s Programme for AutomaticDependent Surveillance (ADS) programme plan were:

� Gap filling for radar surveillance in continental areas.

� Provision of surveillance coverage in areas where ground based surveillancecoverage is either not possible or too expensive.

� Provision of aircraft derived surveillance information.


� Redundancy provision, which ensures the possibility of adaptation to variablesurveillance requirements.

� Mutual integrity checking of the co-existing surveillance sensors, which willensure the integrity of the overall surveillance system and also permit thematuring of the newly applied ADS technologies.

� Enhanced airborne situational awareness, through the use of Cockpit Displayof Traffic Information (CDTI), supported by the use of ADS-B for air-to-airsurveillance and the uplink of traffic information from the ground.

� Enabling of the free-flight concept, through the use of Cockpit Display ofTraffic Information (CDTI), supported by the use of ADS-B for air-to-airsurveillance and the uplink of traffic information from the ground.

� Support of the flexible use of airspace concept through the provision ofsurveillance coverage throughout the total ECAC airspace, together with theintroduction of a seamless gate-to-gate surveillance derived traffic situation.

A.5 FREER-III: Separation Assurance

A.5.1 This is the objective of FREER-III, in particular, lateral separation. Trials involvethe use of commercial and test aircraft equipped with the FREER-III system.Using the system, the pilots of the test aircraft are alerted to the potential conflictwho will then devise a new trajectory. Scenarios are limited to one against oneencounters and include head-on, overtaking and crossing situations.

A.5.2 The commercial aircraft involved are two SAS Fokker 28s and six LufthansaBoeing 747s. The test aircraft are a Metroliner from OLT and a Beech 200 fromthe Swedish CAA.

A.6 DADI: Helicopter Operations

A.6.1 DADI Work Package 5 evaluated the M-ADS (Modified-ADS) concept forhelicopter operations in the North Sea and northern Norwegian waters. Theevaluations will cover both technical and operational considerations.

A.6.2 No results of these trials were found although it was envisaged that the resultswould be used to improve flight safety for off-shore helicopters and to assist in theprocess of mandating ADS for helicopter operations in these areas.

A.6.3 A further important result would be in establishing similarities and differences ofADS for fixed and rotary wing operations.

A.7 NUP: Surface Movement Surveillance

A.7.1 NUP Work Package 2 studied the use of ADS-B in the foreseen environment ofParis Charles de Gaulle and Orly airports after 2004. The study considered bothaircraft and ground vehicles being suitably equipped.

A.7.2 The study outlined the following benefits:

� As a surveillance means, ADS-B will provide controllers with an enhancedvision of the surface traffic, notably by enabling the detection in zones notaccessible to the radar, and by solving problems encountered in high densityareas. With a more accurate and more complete picture of the traffic, thecontrollers will be able to offer a better service, e.g. a better assessment of


the traffic conditions would help in delivering optimised guidance instructions,and a better management of synchronous/asynchronous tasks, that shouldtranslate into time savings, better anticipation, and result in an increasedground operations throughput.

� Safety of operations will be enhanced through the perception of surroundingtraffic, and of potential conflict situations, from vehicles drivers and aircraftpilots. The safety will also be increased with the improved detection ofinfringements of traffic rules.

� The transmission of guidance instructions or other routine messages will freesome VHF bandwidth, making it more available for more complexnegotiations or to handle unusual situations.

A.8 NUP: Reduced Navigational Errors

A.8.1 Under the application ELN (Enhanced Local Navigation), NUP work package 2concluded that the use of ADS-B to broadcast navigation points is expected toreduce navigational errors for both VFR and IFR flights, because of an increasednavigation accuracy. It will also reduce risks of CFIT by pinpointing actualobstacles’ co-ordinates.

A.8.2 The operational environment for this test case is the Nice Terminal airspace in thesouth of France.

A.9 NUP: Improvement of IFR/VFR Compatibility

A.9.1 The proposed application is to use ADS/B, additional broadcast technologies andonboard ASAS devices, in order to improve IFR/VFR compatibility. This iscontained under NUP work package 2.

A.9.2 The application will result in a significant reduction of the collision risk in E and Dclass airspace.

A.9.3 It will also reduce controller’s workload in C and D class airspace, by decreasingfrequency use thanks to more efficient traffic information and by preventing thecontroller from providing separation. It will have a positive impact on airspacecapacity, but, of course, probably none on runway system’s capacity. It mayenable a reduction of strategic separations between IFR/VFR routes.

A.9.4 The operational environment for this test case is the Nice Terminal airspace in thesouth of France.

A.10 NUP: Extended Visual Acquisition

A.10.1 This application was developed within the framework of the NUP program WP2.

A.10.2 The objective with extended visual acquisition is to achieve an increased use ofvisual separation in order to keep an optimum flow of traffic. It is assumed that theconcept of ADS-B serves as the technical foundation upon which the requiredsituation awareness is based.

A.10.3 With the use of ADS-B technology and the concept of extended visual acquisition itis likely that the optimum traffic flow can be maintained in weather conditionsworse than optimum. Other benefits include visual acquisition of traffic beingimproved, positive identification of traffic is supported, and maintaining visual


separation is facilitated. One main application outlined could be allowingsimultaneous parallel approaches to airports that currently cannot support them.

A.11 NUP: Reduced Separation Assurance Distances

A.11.1 With the use of ADS-B technology and the concept of separation assurancedelegated to aircraft, it is likely that separation assurance distances can bedecreased with same or improved flight safety. This will allow for a separation intime which is closer to runway occupancy times (ROTs). Further the precision inmaintaining assigned separation would be increased.

A.11.2 This formed part of a study by SAS looking at the congestion in the Arlandaterminal area in Sweden and was part of the NUP programme. The study wastermed Delegated Airborne Separation (DAS).

A.11.3 Other benefits noted in these trials were increased safety, and increased arrivaland departure capacities. As a consequence of increased traffic flow, indirectbenefits would be less noise and pollution, decreased delays and less fuel burn.

A.11.4 Reduced separation distances were also highlighted in the Study of Mediterraneanand Adjacent Area for ADS (SMAA).

A.12 SMAA identified benefits

A.12.1 The following operational benefits were identified in the SMAA study:

� Elimination of some of the problems associated with SSR. Such problemsinclude blind areas, silence cones, garbling, fruit, and so on.

� Complement to radar coverage. Surveillance coverage can be improved atlow altitudes and in areas where installation of radar stations is not possible(such as at sea or desert areas) by using ADS. This benefit is alsohighlighted in DADI Work Package 5 which evaluated the M-ADS (Modified-ADS) concept for helicopter operations in the North Sea and northernNorwegian waters.

� Increased safety.

� Increased efficiency because sequencing of aircraft can be improved.

� Reduced workload for the controller in all areas (en-route, terminal,approach).

� Reduction in voice frequency congestion (i.e. an increase in communicationcapacity) with the reception of ADD on the ADS data link.

� Improved flight profiles (e.g. ADS leads to more information which leads tobetter use of airspace which leads to more chance of preferred flight levelbeing possible).

� Smaller separations and therefore more capacity in en-route oceanicairspace.

� In terminal control areas, the main benefits are a reduction in the number ofvoice pilot-controller messages and the reduction in separation minima (aspreviously outlined).


� In the airport surroundings, ADS would benefit surface movements (aspreviously outlined).

A.13 Benefits to a Cargo Airline

A.13.1 This was outlined in the document Potential Net Present Value for a Cargo AirlineInvestment in ADS-B Avionics Equipment: A Preliminary Analysis.

A.13.2 This analysis indicated that the primary benefit provided by the addition of ADS-Bto cargo aircraft is the increase in schedule flexibility at both the cargo pick-up cityand at the cargo sorting hub operation. For example, the use of ADS-B couldallow increased loading time. Each cargo airline operator will use this timeflexibility in different ways.

A.14 FAA Initial Outlined Benefits

A.14.1 The benefits of ADS outlined by the FAA as part of the SF21 trials are [r059]:

� CFIT avoidance and situational awareness

� Improved terminal operations in low visibility conditions

� Enhanced visual operations and situational awareness

� Enhanced operations for en-route and oceanic air-to-air

� Improved surface/approach operations

� Surface and airport vicinity display for the controller

� Use ADS-B in non-radar airspace

� ADS-B to enhance radar and automation performance

� For all operational enhancements: integrity, continuity and availability


B EUROCONTROL projects

B.1 EUROCONTROL ADS Programme

B.1.1 The EUROCONTROL ADS programme includes all necessary actions to achieveinitial implementation and operational use of ADS in Europe. Commissioned in1997, it is one of 19 major programmes of the Agency as an enabler for therelevant objectives of the ATM2000+ strategy.

B.1.2 The first objective of the ADS Programme is to determine if ADS, as either solemeans or in conjunction with other surveillance sources, can meet the operationalrequirements for surveillance for the medium and long-term. In parallel with this ithas to be assessed whether ADS as a concept and the various correspondingcandidate ADS-B and ADS-C technologies are safe and cost-beneficial fordeployment in ECAC airspace. This will be achieved through the development andevaluation of pre-operational infrastructure.

B.1.3 The second objective of the Programme, subject to a positive outcome of acorresponding business cases, is the local implementation of operational systems(i.e. deployment of ADS infrastructure in ECAC) and the maintenance and supportactivities for those systems.

B.1.4 At this time, work is focusing on ADS-B rather than ADS-C systems.

B.1.5 Under the ADS Simulation Task an investigation is being carried out on differenttechnologies under various conditions to gain confidence in their performance. Thegoals of the EUROCONTROL ADS Simulation Task are:

� To investigate the performance of candidate ADS systems

� To recommend improvement, modifications and implementation actions toenable successful deployment of ADS systems

� To contribute to other ADS Programme activities, including SafetyAssessment and Technology Assessment

� To contribute to ADS technology decision(s)

B.1.6 Simulations are complementary to other assessment activities, such as flight trialsand equipment tests, but both activities are closely co-ordinated. EUROCONTROLalso co-ordinates closely with the Safeflight 21 project.

B.1.7 In 1999, EUROCONTROL conducted the following simulation activities:

� Definition of a high-density 2015 traffic distribution used as an input tomodelling

� ADS-B modelling of Mode S extended squitter with the above trafficdistribution

� ADS-B modelling of VDL Mode 4 with the above traffic distribution

� Preliminary results from these activities were given in an ADS Simulationpresentation at the EUROCONTROL ADS workshop.

� In 2000, the following activities will be undertaken:

� Definition of addition traffic distribution for analysis


� Refinement of assumptions for ADS-B modelling

� ADS-B modelling for Mode S extended squitter and VDL Mode 4

B.1.8 Other projects under EUROCONTROL of relevance are FREER and PETAL.

B.2 FREER – Free-route Experimental Encounter Resolution

Participants

� EUROCONTROL

� Carmenta

� DFS

� Luftfartsverket

� Lufthansa

� OLT

� SAS

Summary and Duration

B.2.1 Started in 1996 by EUROCONTROL, the FREER project targets the pre-industrialrequirements supporting the co-operative ATM concept. The project goal was toinvestigate the feasibility of transfer (full or partial) of separation assurance fromthe ground to the air.

B.2.2 FREER-I investigated Autonomous Aircraft Operations in low density airspace andwas completed in 1997. The FREER-I prototype ASAS system was developed,tested and used in a simulation environment at the EUROCONTROL ExperimentalCentre. Simulated scenarios varied from two aircraft conflict scenarios (oneversus one) up to five aircraft scenarios in a variety of different conflict scenarios.The prototype had a look-ahead time of 10 minutes, which implied that the rangeof ADS-B should be at least 150 nmi.

B.2.3 FREER-II investigates ground-air co-operative ATM in high density airspace andwas started in 1997.

B.2.4 The third phase of FREER, FREER-III, involves and experimental AirborneSeparation Assurance System (ASAS) being tested and demonstrated in acommercial airline environment, using prototype VDL Mode 4/ADS-Btransponders.

B.3 PETAL – Preliminary EUROCONTROL Test of Air/ground Data Link

Participants

� EUROCONTROL

� Aerospatiale

� Airbus Industrie

� Allied Signal Avionics

� Société Internationale de Télécommunications Aéronautiques (SITA)


Duration

B.3.1 The project began in 1994, and conducted live flight trials with air/ground datalinkbetween May 1995 and April 1996.

Summary

B.3.2 The objective of the PETAL project was to obtain first-hand, factual data on theoperational benefits, requirements, human factors, procedures and problemsassociated with using air/ground datalink in busy continental European airspacefor en-route ATC. This particular method was selected for its potential to obtainthis information directly from those who will use air/ground datalink functionality,currently active air traffic controllers and aircrew.

PETAL-II

B.3.3 This is phase two of the PETAL project.

B.3.4 PETAL-II’s overall goal is to let controllers and aircrew evaluate and providefeedback on published operational requirements and procedures, by allowing themto apply these requirements and procedures during their daily duties.

B.3.5 The airspace for the trials is some of the busiest in the world, involving all 12sectors of the Maastricht UAC. PETAL-II air/ground data communications servicesare provided to all controllers, integrated in their standard working positions for useduring routine operations. Initial operations began in June 1998, with commercialflights from Lufthansa and SAS (other airlines will be involved later in the project).

B.3.6 In order to achieve its objectives, and in keeping with its philosophy of applyinginternational standards wherever possible, PETAL-II has implemented, amongother ICAO approved ATS datalink applications, ADS.

B.4 ADS-MEDUP: ADS-Mediterranean Upgrade

B.4.1 Details TBD taken from [r064]


C EU projects

C.1 Introduction

C.1.1 The Swedish CAA project CARD is a focal point for several other projects as wellas standardisation activities. It is in the progress of developing the baselinetechnology in support of the implementation of the ICAO CNS/ATM systems.CARD. The enabling data link for communications, navigation augmentation andsurveillance, ADS-B, is VDL Mode 4 for the CARD related activities.

C.1.2 Several EU funded projects have been established, among them the NorthEuropean ADS Broadcast Network, NEAN, to support the standardisation workwithin different international bodies.

C.1.3 Within the framework of CARD, several activities and projects are ongoing orcompleted with the objectives to demonstrate, validate and prepare for theoperational implementation of VDL Mode 4 as the enabling technology for thefuture CNS/ATM systems.

C.1.4 The Swedish CAA is also participating in several European Union R&D projectseither directly or through its wholly owned subsidiary Swedavia AB. These projectsall make use of currently available STDMA/VDL Mode 4 prototype equipment.

C.1.5 Plans are under way to further expand the trials with the aim of implementing VDLMode 4 based services as soon as the international standard is in place.

C.1.6 EU funded projects with direct relevance to ADS are:

� NEAN

� NEAP

� MAGNET-B

� NUP

� NAAN

� SUPRA

� FARAWAY and FARAWAY-II

� EMERALD

� DADI

� AFAS

� MA-AFAS

C.2 NEAN – North European ADS Broadcast Network

Participants

� Civil Aviation Administration, LFV, Sweden (co-ordinator)

� Civil Aviation Administration, SLV, Denmark

� Civil Aviation Administration, DFS, Germany


� SRG CAA, United Kingdom

� Lufthansa, Germany

� Scandinavian Airline System, SAS

Duration

C.2.1 NEAN started in January 1996 and concluded in December 1998.

Summary

C.2.2 The overall objective of the North European ADS Broadcast Network (NEAN)project was to develop, evaluate and demonstrate new technologies for data linksand networking, and thereby contribute to the implementation of a network forCommunication, Navigation and Surveillance in the provision of Air TrafficManagement in Europe.

C.2.3 Ten tests were performed:

� Air-ground data link reliability

� Ground-ground data link reliability

� Static ground position accuracy

� Dynamic relative position stability

� Air-ground VHF long range coverage

� Ground network delay and throughput

� System delay

� Ground system availability

� Reliability of airborne GNSS transponder

C.2.4 NEAN was claimed to be a very successful demonstrator of ADS-B. The projectalso demonstrated the advantages of a gate to gate system for ADS-B where onesingle system will provide necessary data for surveillance for all phases of flight.

C.3 NEAP – North European CNS/ATM Applications Project

Participants

� Civil Aviation Administration, LFV, Sweden (co-ordinator)

� Civil Aviation Administration, SLV, Denmark

� Civil Aviation Administration, DFS, Germany

� Lufthansa, Germany

� Scandinavian Airline System

Duration

C.3.1 From 1st of September 1997 to the end of September 1998.

Summary


C.3.2 NEAP is a follow on from the NEAN project and will use the infrastructureestablished in NEAN to develop, test and evaluate user applications based onADS-B and STDMA in the following areas:

� Enhanced surveillance for ATC.

� Pilot situation awareness.

� GNSS precision navigation in all phases of flight.

C.4 NUP – NEAN Update Programme

Participants

� Swedish Civil Aviation Administration

� German Civil Aviation Administration

� Danish Civil Aviation Administration

� Icelandic CAA

� Scandinavian Airline System (SAS)

� Lufthansa

� Aerospatiale, Airbus, STNA, CENA

C.4.1 In close co-ordination with EUROCONTROL.

Duration

C.4.2 To take place between 1998 and 2002.

Summary

C.4.3 The main objectives of NUP are to:

� develop an operational concept for ADS-B based ATM

� identify, investigate and develop candidate ADS-B and CNS applications withmaximum benefits for the parties

� produce requirements for certifiable equipment and applications

� involve key industries in the work

� provide a network management concept for operational use through thecreation of a redundant network management function

� upgrade to VDL Mode 4 compliant equipment

� investigate the conditions for and plan an extension of NEAN into other areasof Europe

� embed a DGNSS Augmentation Service for gate-to-gate operations

� develop provisions for an ATN sub-network in NEAN

� develop network architecture in support of enhanced surveillance for ATC

� collaborative planning between CFMU, airlines, airports and ATC


� increase the number of aircraft in the network

� co-ordinate with other related projects

C.5 MAGNET B – Multimodal Approach for GNSS 1 in European Transport

Participants

� Dassault Electronique, France (co-ordinator)

� Swedavia AB, Sweden

� Aerospatiale Espace and Défense, France

� SERCEL, France

� Alcatel Air Navigation Systems, Denmark

� NLR, Netherlands

� NFS, part of Daimler Benz Aerospace, Germany

� Seatex AS, Norway

� SNCF, France

� Lufthansa AG, Germany

� Alcatel Espace, France

� Color Line, Norway

Duration

C.5.1 Ended in 1998

Summary

C.5.2 Magnet B was aimed at developing GNSS 1 user segments using local areaaugmentation. It was also used to demonstrate ADS-B.

C.6 NAAN – North Atlantic ADS-B Network

Participants

� CAA, Denmark

� IAA, Ireland

� CAA, Iceland

� CAA, Norway

� Maersk Air

� Greenland Air

� Atlantic Airways

Duration

C.6.1 Not known


Summary

C.6.2 The overall objective of the NAAN project is to develop, evaluate and demonstratenew technologies for data links and networking, and thereby contribute to theimplementation of a network for Communication, Navigation and Surveillance inthe provision of Air Traffic

C.7 SUPRA

Participants

� DFS, Germany

� AENA, Spain

Duration

C.7.1 The project was completed in May 1997.

Summary

C.7.2 SUPRA was concerned with the provision of providing cost effectivecommunications, navigation and surveillance technologies to the general aviationcommunity.

C.7.3 In SUPRA, two general aviation aircraft at El Robledilo airport outside of Madrid,Spain were equipped with STDMA datalink equipment to provide ADS-B and VHFdatalink functionality. They were also quipped with cockpit displays. Theequipment was used to demonstrate the following aviation applications: navigationusing GPS, with uplinked differential corrections provided over the STDMAdatalink; digital moving map display in the cockpit; ground surveillance; airbornesurveillance; and communication of ATIS data via the VHF datalink.

C.8 FARAWAY and FARAWAY-II

Participants

� Alenia, Italy (coordinator)

� Civil Aviation Administration, Sweden

� Swedavia, Sweden

� Alitalia, Italy

� Iberia, Spain

� SAS Airline, Scandinavia

� Civil Aviation Authority, UK

� AENA, Spain

� NFS, Germany

� Indra, Spain

� ITALATC, Italy

� Dassault Electronique, France


� Alcatel Bell Telephone, Belgium

� National Avionics, Ireland

Duration

C.8.1 FARAWAY finished in mid 1998. FARAWAY II started in June 1998 and willcontinue until 2000.

Summary

C.8.2 FARAWAY considered the operational benefits of ADS, particularly from the fusionof radar surveillance data with ADS data from the aircraft. The exchange of databetween air and ground occurred via the STDMA two-way datalink.

C.8.3 FARAWAY included a 6 month demonstration at Ciampino airport which lies justoutside of Rome, Italy. Two Alitalia MD-82s were equipped with STDMA datalinkequipment and with cockpit displays to present the surveillance picture to thepilots. The cockpit displays also provided flight planning functions.

C.8.4 FARAWAY also tested additional functions to the core ADS-B functionality. Forexample, a ‘contract’ was established between aircraft systems and the ground ina similar way to ADS-A, so that the aircraft informed the ground system if its flightprofile parameters deviated outside of pre-set ranges.

C.8.5 An extension project FARAWAY II is now underway. This will expand theFARAWAY infrastructure and add new functionality – notably CPDLC – to thenetwork.

C.9 DADI – Downlinking of Aircraft Derived Information

Participants

� Airsys ATM France

� Kongsberg Defence and Aerospace

� NLR

� DERA

� Sofréavia/STNA

� NCAA

� British Airways

� Air France

Duration

C.9.1 The DADI project started in January 1998 and was concluded by mid-1999.

Summary

C.9.2 The DADI project was designed to explore the general concept of the “Data-linkingof Aircraft-Derived Information” (DADI), to ensure that it meets the userrequirements of ATC providers, airlines and other airspace users. The major aimof DADI was to develop evaluation sites capable of assessing the impact of aircraftdata on ATC in three complementary ways. One site was in France, concentrating


on operations in high density core European airspace. A second site was inNorway, concentrating on low-level helicopter operations in the North Sea usingM-ADS. The third site was in the Netherlands and uses a real-time researchsimulator operating with simulated aircraft in a representative ATC environment.The evaluations included investigations of the impact of aircraft data on thesituational awareness of controllers, and on the operation of safety net tools suchas Short Term Conflict Alert (STCA) and Minimum Safe Altitude Warning (MSAW).Improvements in these and other areas investigated should result in reducedcontroller workload, leading to increased system capacity with maintained orincreased safety margins.

C.10 AFAS and MA-AFAS: More autonomous – Aircraft in the Future Air TrafficManagement System

C.10.1 AFAS is coordinated by Aerospatiale and focuses on the development of avionicspackages meeting CNS 2005 functionalities. For data link this means ODIACservices, ATN and VDL-2.

MA-AFAS is coordinated by BAE Systems and focuses on airborne CNSfunctionalities to support autonomous aircraft (using ADS-B/VDL Mode 4).

Participants (MA-AFAS)

� Avionics suppliers

� BAE Systems

� Alenia Difesa

� Eurotlelmatik

� Airtel-ATN

� Skysoft

� Saab Celsius TransponderTech

� Frequentis

� ATC equipment suppliers

� Alenia Marconi

� Indra

� Airsys ATM

� Aircraft integrator

� Fokker

� Research Organisations

� DERA

� Eurocontrol Experimental Centre

� NLR

� DLR


� Sofreavia

� Stasys

� ATM Service Providers

� NATS

� Swedish CAA

� ENAV

� Airlines

� KLM

� Alitalia

Duration

C.10.2 A GO/NoGo decision is planned in January 2001 based on a common concept ofoperations for both AFAS and MA-AFAS.

Summary

C.10.3 The objective of MA-AFAS is “to transform European CNS/ATM research resultsinto practical operational ATM procedures with the potential to radically (sic)improve the European ATM scenario in the near term”

C.10.4 Areas to be addressed include:

� evaluation of airborne 4D flight path generation for integration with groundbased flight path planning;

� validation of GNSS (with ground and space based augmentation) proceduresfor approach using 4D flight path control;

� integration of airborne taxiway map and data linked clearances;

� validation of ADS-B with airborne display of traffic (CDTI) and airborneseparation assurance algorithms (ASAS).

C.10.5 Further details in [r052].

C.11 ADS-MEDFF: ADS Mediterranean Free Flight

C.11.1 Details TBD taken from [r066, r068]


D FAA

D.1 Introduction

D.1.1 The US FAA is looking into many applications of ADS, particularly ADS-B.

D.1.2 The following are some of the demonstrations carried out.

D.2 Boston-Logan Surface Demonstration

D.2.1 The FAA conducted Ground-to-Ground ADS-B at Boston’s Logan InternationalAirport in early 1994. Four ground stations were used to radiate differential GPScorrections to and receive GPS-derived position broadcasts from three equippedvehicles: a Cessna 421, a Cessna 172, and a surface vehicle. This assessmentindicated that ground surveillance coverage was excellent. One hundred percent(100%) coverage was achieved with 1 second update rates out to 10 nauticalmiles from the ground stations.

D.3 Gulf of Mexico (GOMEX) Demonstration

D.3.1 The use of Data Link in the Gulf of Mexico (GOMEX) for offshore air-groundsurveillance was successfully demonstrated in December 1994. Helicoptersservicing oil rigs demonstrated that ADS-B can be used to provide surveillancecoverage in areas lacking radar surveillance such as the Gulf of Mexico, where asmany as 600 helicopters fly up to 5000 flights per day. Since there is no FAAsurveillance system currently in the offshore Gulf of Mexico environment, ADS-Bproved to be a very valuable service.

D.4 Cockpit Display of Traffic Information (CDTI) Demonstration

D.4.1 The FAA, in partnership with the General Aviation community, will demonstratehow ADS-B can readily provide pilots with a Cockpit Display of Traffic Information(CDTI) using low-cost avionics in GA aircraft. Each aircraft automaticallybroadcasts its position to all equipped aircraft in the surrounding area, and thisinformation is "seen" by pilots on a cockpit display. Dependence on this technologyfor widespread airborne surveillance will require almost 100% equipage of aircraftin the airspace to produce complete coverage. CDTI is a data link surveillanceservice provided by the application of air-to-air ADS-B and represents an importantstep towards Free Flight. In the Washington /Dulles area, three days ofdemonstration flights (six demonstrations) are scheduled. The objective of theseflights is to show the integration aspects with the current Traffic InformationService/Graphical and Text Weather Services (TIS/GWS) field evaluation. Sevendays of demonstrations flights (14 demonstrations) are scheduled in the LosAngeles basin area to maximise exposure of the technology and demonstrate theMode S data link.

D.4.2 Minimum Operational Performance Standards for CDTI are being produced byRTCA [r092].

D.5 Flight Test with Cargo Carriers

Participants

� FAA

� CAA (Cargo Airlines Association)


� United Parcel Service

� FedEx

� Airborne Express

Duration

D.5.1 10th July, 1999

Summary

D.5.2 More than a dozen aircraft tested ADS-B while flying over Ohio and Kentucky inthe USA. The ADS-B system was simultaneously able to give air traffic controllersand pilots an instant look at where the aeroplanes were and whether any were onconflicting courses.

D.5.3 As part of the work with the Safe Flight 21 (SF21) programme, the followingbenefits of ADS have been identified [r059]:

� CFIT avoidance and situational awareness

� Improved terminal operations in low visibility conditions

� Enhanced visual operations and situational awareness

� Enhanced operations for en-route and oceanic air-to-air

� Improved surface/approach operations

� Surface and airport vicinity display for the controller

� Use ADS-B in non-radar airspace

� ADS-B to enhance radar and automation performance

� For all operational enhancements: integrity, continuity and availability


E GosNIIAS State Research Institute of Aviation Systems

E.1 ADS Programme

E.1.1 One of the main goals of the GosNIIAS State Research Institute of AviationSystems is to develop and implement ADS in Russia using GPS and/orGLONASS.

Equipment

E.1.2 Ilyushin-20 testbed aircraft equipped with the following:

� Aerocameras on gyrostabilised platforms, 6-channel scanner, radar.

� Supplementary to the regular navigation devices: GPS and GLONASSreceivers, inertial navigation system I-21, computer processing and recordingsystem.

� On board digital magnetic recording and visualisation system based onSchlumberger recorder and onboard IBM compatible PCs.

� Multispectral remote sensing

� Automatic flight control; location measurement, recording and display.Dangerous regimes prevention. Rotations in accordance with the flightprogram and flight along set routes. Air survey planning and control.

� Normalisation and analogue-to-digital transformation of scanner - and video -images for a band up to 12 MHz, recording multi-zonal images andnavigation information into a common digital frame. Visual control of thereceived images in real time during the flight.

Tests and Results

E.1.3 Several experiments and tests have been carried out using the IL-20 testbedlooking into ADS-B, ADS-C and ADS-Emergency.

E.1.4 Detailed plans for the implementation of ADS in the Russian Federation arecontained in [r074, r077, r089]


F Other areas for investigation

F.1 The Mitre Corporation, USA.

F.1.1 Significant Research into many areas and uses of ADS.

F.2 NATS and DERA

F.2.1 In the UK, NATS and DERA have been jointly involved in ADS research. Knownstudies include:

� A study to investigate partial fleet equipage with ADS-B technology, R Jonesand M J Hawley, December 1997 [r007]

� A study of air to ground applications of ADS-B

� A study of air to air applications of ADS-B, M J Hawley, M G Shorthose [r006]

� Emerald

F.3 CENA, France

F.3.1 TBD

F.4 NASA Ames Research Center

F.4.1 TBD

F.5 Cargo Airlines Association

F.5.1 II-Morrow and parent company UPS have demonstrated a proof-of-concept ADS-Bsystem that will be installed on certain UPS air freighters. II-Morrow’s ADS-Bdevelopment program is being sponsored by the Cargo Airlines Association as analternative to TCAS, that is required to be installed on passenger carrying airliners,but which has not yet been mandated for cargo aircraft.

F.6 Czech Technical University, Prague, Czech Republic.

F.6.1 Division of Signals and Systems, Department of Radio Electronics, Faculty ofElectrical Engineering.

F.6.2 One of their research interests is the ADS concept applied to air traffic control.

F.7 Study of Mediterranean and Adjacent Area for ADS (SMAA)

Participants

� EUROCONTROL

� AENA

� ENAV/ITAL ATC

� HCAA

� STNA

Duration


F.7.1 Ended November 1999

Summary

F.7.2 This study provided an overview of the issues relating to ADS implementation inthe Mediterranean area, by examining the current limitations in ATC procedures.

F.8 Potential Net Present Value for a Cargo Airline Investment in ADS-B AvionicsEquipment: A Preliminary Analysis

Participants

F.8.1 George Mason University, Fairfax, Virginia, USA.

Duration

F.8.2 Ended March 2000

Summary

F.8.3 This analysis was aimed at determining how improved surveillance and situationalawareness can benefit airport capacity and air cargo operational performance.Since it is not currently envisioned that the FAA will mandate aircraft equipage withADS-B and data link transponders, air cargo operators must understand what theReturn On Investment (ROI) will be for equipping their fleet with this new avionicscapability.

F.9 FANS-1/A Operations

Participants

F.9.1 As detailed above

Duration

F.9.2 On-going

Summary

F.9.3 Qantas, Air New Zealand and United Airlines now have a considerable number oftheir B747-400 aircraft operating across the Pacific Ocean equipped with what hasbecome known as the ’FANS 1’ avionics package. This package integrates GPSnavigation avionics, the Flight Management System (FMS), and datacommunications (by both VHF radio and by satellite). Not only does this enableaircraft on long oceanic flights to navigate with much greater accuracy than everbefore, but it also allows regular, automatic and accurate reporting by eachaircraft, via datalink, of its correct position, heading speed and so forth, as well asits projected flight path (extracted from the FMS).

F.9.4 During three days of ADS trial in Melbourne, Australia, data link connections weremade with 17 separate aircraft operating normal scheduled flights betweenAustralia, the USA and New Zealand.

F.10 M-ADS

Overview

The M-ADS (Modified ADS) project is a Norwegian activity to use ADS-C to trackhelicopters in the North Sea between Norway and its oil rigs. Helicopters in this


region fly low and are therefore out of range of the SSR coverage from themainland. The main reason for the introduction of the system is to increase safetyin a difficult operating environment.

M-ADS will primarily improve the ATS by increasing the quality of alerting serviceand flight information service. The system is based on the ICAO ADS-C conceptand uses satellite datalink (INMARSAT). The system has been mandated fromOctober 1999.

Further details in [r055, r057].

F.11 Glasgow University

F.11.1 Glasgow University carry out research work in ADS related topics, particularly withrelevance to separation assurance. Details contained in [r071].

EUROCONTROL ADS Programme: Definition of operational case ... · P118D002 v1.0 HELIOS TECHNOLOGY 2...

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