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