the cascade programme validation results asas tn2 27 september 2005 christos rekkas cascade deputy...
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The CASCADE ProgrammeValidation Results
ASAS TN227 September 2005
Christos RekkasCASCADE Deputy Programme Manager, EUROCONTROL
European Organisation for the Safety of Air Navigation
Contents
CASCADE Validation approach Priorities for 2005 Trial sites and ground station deployment Results from validation of applications Results from validation of infrastructure Future highlights Conclusions
Validation Approach
Trials and Simulations for the applications and infrastructure With involvement of controllers and pilots where possible Using state-of-the-art infrastructure components and validation tools
(such as the ADS-B Validation Testbed at EEC and locally) Trials Characteristics:
In an environment where the need exists Integrated in operational systems (air and ground)
CRISTAL projects: Partnerships with the local stakeholders (common contribution of resources) to perform validation on site
Validation main priorities in 2005
ADS-B NRA Ops usability in continental airspace (Kiruna Sweden) Technical feasibility in non-continental airspace (Ireland)
ADS-B RAD Ops applicability and technical feasibility (London TMA)
S&M Ops usability and Benefits (Paris, Frankfurt)
SUR Infrastructure Fleet monitoring report (various sites) 1090 ES datalink capacity assessment (update) Intermediate results of ADS-B/radar etc. data fusion (ARTAS
evaluation)
CASCADE trialscountries
Trial sites & areas
FI
GE
AMAZ
EE
UA
MD
TR
CY
FR
LV
LT
NL
GB
IE BY
RO
AL
MK
BG
GR
CH
IT
ATHU
YU
ES
PT
DK
NO SE
PL
CZ
MT
BA
MA DZ TN
SY IQ
IR
KZ
LU SK
SI HR
BE
FI
GE
AMAZ
EE
UA
MD
TR
FR
LV
LT
DEGB
IE BY
RO
AL
MK
GR
IT
ATHU
ESPT
DK
NO SE
PL
MA DZ TN
SY IQ
IR
KZ
RU
LU SK
SI CRCH
BE
NL
Validation sites and ground station deployment
1 Feb. 2005
Ground Station
ADS-B NRA in continental airspace (Kiruna, Innsbruck)
ADS-B foreseen for operational use in Kiruna (Sweden) from late 2006 onwards
Main issue is the mixed traffic operations Phase 1 implementation: ATS based on ADS-B is ceased when at least one non-
equipped target enters the TMA Phase 2 implementation: Traffic segregation procedures, to allow “clean” airspace
parts or routes To be simulated in CRISTAL Sweden (by end 2005 with LFV and in 2006 at EEC) Offers the potential for benefits/incentives (e.g. direct routes) to the ADS-B equipped a/c Implementation horizon is 2007-08
ADS-B NRA also being tested in Innsbruck (in combination with MLAT) Use of ADS-B with MLAT is gaining increasing demand by the stakeholders
ADS-B NRA in non-continental airspace (Ireland)
ADS-B for long-range coverage in Shannon FIR (Atlantic ocean) Radar coverage limitations in around 250 nm Being investigated by CRISTAL Ireland (with Irish Aviation Authority and
Raytheon) 1090 Ground station installed in Mt. Gabriel Demonstration earlier this year with satisfactory results ADS-B data collection ongoing To be followed by data fusion and evaluation by local controllers
ADS-B RAD in UK (SE England & Scotland)
CRISTAL UK Phase I Study performed by NATS and Helios TL main focus on SE England Terminal Control area gap filer for radar in Scotland
Compared current radar system (2004) with ADS-B plus radar mosaic system for 2015 performance, coverage and safety hazards
Appropriately placed ADS-B stations could provide adequate coverage of all SE England terminal airspace
Increased traffic levels could be “traded-off” with increased accuracy of ADS-B. ADS-B provides a lower collision risk
Current 1090ES ADS-B does not furnish all the data required for enhanced SUR notably selected altitude (available under DO-260A)
ADS-B presents more hazards than radar but is not unsafe adequate mitigations were identified
ADS-B can match radar performance in all Scottish areas considered
ATSAW for GA in Ostgota (Sweden)
ATSAW use by GA being investigated in the context of CRISTAL Sweden (with LFV)
Co-operation with the EGOA project of LFV Trial planned for the 26th of October in Ostgota Terminal area (S.W.
of Stockholm) 10 aircraft planned to participate Operational need driven by the SSR gaps at low altitude, mixed
traffic etc. Safety is the main objective
S&M simulations Paris-like and Frankfurt
Two S&M Real Time Simulations performed For Paris-like airspace (with EEC/Cospace) For Frankfurt airspace (with DFS)
Potential benefits of S&M (in co-existence with AMAN) confirmed in the Cospace simulation S&M is considered as the most promising ADS-B application of the ones currently
validated S&M potentially beneficial in Frankfurt, but:
Improved airspace – longer sectors, de-conflicted airways (no crossing traffic or solved procedurally)
Improved S&M procedures are needed No plan at this stage for such changes in Frankfurt
Increasing realism is the objective of the future simulations
Airborne Monitoring
Monitoring of 1090 ES equipage ongoing at various sites (using the BDAMS tool)
1090ES equipage is high and increasing almost linearly by 2% per month In August 2005: Mode S Elementary 74.3%, Enh. Surv. 66.2%, 1090Ext.
Squitter 35.5% Equipage level depends on the set of radars used
Non core area radars provide somewhat lower equipage percentages Transponders don’t declare ES capability consistently A large percentage of 1090ES capable transponders do not provide
valid NUC values (Figure of merit) Need to standardise derivation of NUC values in the transponder
Data fusion (ARTAS in various sites)
Surveillance data fusion functionality has been developed for operational use ARTAS V7A1: processing classical radars, Mode S and ADS-B On the basis of the ARTAS version which is already operational in 10 sites
and planned to be operational in 15 more sites of Europe FAT completed in mid-05 The current ARTAS Users will receive the s/w upgrade in Dec 2005 Several countries (within CRISTAL projects) will now evaluate the
ADS-B functionality of ARTAS Austria, Greece, Ireland, Portugal, Spain, Sweden, UK etc. In addition to EEC
Towards ADS-B certification (Toulouse)
ADS-B data collection and analysis from AIRBUS test and ferry flights as well as from opportunity traffic around Toulouse airport
Performed by CRISTAL Toulouse (with AIRBUS, DSNA, Thales ATM, Alticode)
Comparison of airborne and ground ADS-B data as well as radar data
Using representative transponder installations (Rockwell, Honeywell and ACSS) and a 1090 GS (Thales ATM)
Deliverables include the ADS-B Certification roadmap (12/05) and ADS-B separation minima study (03/06)
1090 MHz Datalink Capacity Study
Capacity for Core Europe was studied for the last time in 2001 TLAT (2000), EUROCONTROL/FAA (2001) Suggested that congestion was likely in Core Europe towards 2015
Especially for airborne 1090ES reception
Since then, several parameters have evolved Traffic forecasts (reduction of 25% in air traffic predictions for 2015) Mode S and 1090 ES deployment (fruit model has been validated) New decoding techniques are available (evaluation ongoing)
A new study is currently performed with Helios TL, Raytheon SL, and NATS Including scenario development, receiver and fruit modeling and performance
simulations for the period to 2015 Results (by Oct 2005) are expected to indicate a significant increase in the lifetime
of 1090ES
Upcoming highlights
ADS-B for Ground Surveillance in South Europe CRISTAL Mediterranean (Italy, France, Malta, Greece, Cyprus) CRISTAL Iberia (Spain, Portugal)
Pre-operational trials of ADS-B out in a hub (or hubs) Certified equipment onboard Participation of at least one airline CRISTAL Toulouse Phase 2 (tbd)
ADS-B RAD in S.E. England (CRISTAL UK Phase 2 ) ATSAW simulations/trials Evaluation of TIS-B over 1090 datalink
CRISTAL Germany Interest to support ATSAW applications with TIS-B
S&M Fast-Time-Simulations for the Paris airspace CRISTAL Paris
Conclusions
CASCADE continues its intensive efforts towards validation of ADS-B applications and infrastructure Based on the local operational needs In partnership with its stakeholders at various ECAC sites Using the current state-of-the-art infrastructure components and validation tools
(at EEC or locally) Pre-operational trials for some of the Ground SUR applications (e.g.
NRA, RAD) expected from 2006-07 onwards Operational use of GSA could be expected to start from 2008-09
onwards, depending on the local plans Emphasis will shift from GSA to ATSAW applications and infrastructure