volume 1. executive summary - asas tn

Document ID: Volume_1_v1.00Version: 1.0 Date: 12 June 1999Document name: Executive Summary

Volume 1. Executive Summary

Document ID: Volume_1_v1.0 2Version: 1.0 Date: 12 June, 1999Document name: Executive Summary

Document control

Ver-sion

Status Date Page(s) affected Reason

0.1 Draft 10 February1999

New document First draft for review byPartners

0.2 Draft 15 February Multiple Review0.3 Draft 5 April Conclusions and

recommendationsReview by EC and finalmeeting with EC represen-tatives

0.4 Draft 12 April Multiple Additional amendmentsbased on final meeting input

0.5 Draft 15 May Multiple Partners commentsDFS,DLH, DCAA, SCAA

1.0 Final 12 June Editorial Released version

Document purpose and scope

This document is Volume 1 of the Fi-nal Summary and Conclusion Reportsubmitted after completion of the NorthEuropean CNS/ATM Application Proj-ect (NEAP). It summarises the objec-tives, assumptions, methodology,testing, results, and conclusions of theProject.The Final Summary and ConclusionReport is divided into three Volumes:

1. Executive Summary (this volume),2. Final Consolidated Progress Re-

port with an Appendix and severalAnnexes,

3. Final Report for Publication.Each of these Volumes is a separateand standalone document with its ownintended audience.Together with the Executive Summaryin Volume 1, Volume 2 comprises thefull report, including all contracted

documentation for all applicationsevaluated in the Project, and is primar-ily intended for the European Commis-sion, the Project’s Steering Committeeand the participating organisations.Volume 3 provides a fairly detailedoverview of the Project and its conclu-sions and recommendations, and isintended to enable the results to bebrought to a wider audience within theaviation industry.Volume 1, this Executive Summary, isintended as a very broad summary ofthe Project and could be used as afirst introduction to more detailedstudies of the other volumes or as anoverview of the project for under-standing the significance of its results.

Document ID: Volume_1_v1.0 3Version: 1.0 Date: 12 June 1999Document name: Executive Summary

Table of contents

Document purpose and scope 2Abbreviations and acronyms 4

1 Overview of the project 51.1 Sponsorship and partners 51.2 Objectives 51.3 Project life cycle 51.4 Technology background 51.5 The gate-to-gate concept 61.6 NEAP applications 61.6.1 Automatic Dependent Surveillance 71.6.2 Pilot situation awareness 71.6.3 Enhanced ATC surveillance 71.6.4 GNSS augmentation 81.6.5 Communications 81.7 Relationship with other projects 8

2 Project objectives 92.1 Overall objectives 92.2 Specific objectives 9

3 Methodology 10

4 Applications 114.1 Precision navigation 114.2 On-ground situation awareness and taxi guidance 124.3 In-flight situation awareness 144.4 Enhanced ATC surveillance for ATC 154.5 Automatic Terminal Information Service Broadcast 174.6 Extended helicopter operations 184.7 Runway incursion 19

5 Certification road map 205.1 Certification activities 205.2 NEAP certification analysis 205.3 Recommendations 20

6 Conclusions and recommendations 216.1 General 216.2 Results and conclusions 216.3 Recommendations 226.4 Lessons learned 23

7 Future work 23


Abbreviations and acronyms

This list comprises only those abbreviations and acronyms used in the ExecutiveSummary. A complete list is provided in Volumes 2 and 3.

ADS Automatic Dependent Sur-veillance

ADS-B ADS-BroadcastAFTN Aeronautical Fixed Telecom-

munications NetworkAGH Ängelholm airportARN Stockholm-Arlanda AirportATC Air Traffic ControlATM Air Traffic ManagementATIS Automatic Terminal Informa-

tion ServiceATIS-B ATIS-Broadcast

CAT [approach] Category (I, II,III)CCC Cellular CNS ConceptCDTI Cockpit Display of Traffic In-

formationCFIT Controlled Flight Into TerrainCNS Communications, Navigation,

SurveillanceCPDLC Controller-Pilot Data Link

CommunicationsCWP Controller Working Position

DCAA Danish Civil Aviation Admini-stration (SLV)

DFS Deutsche FlugsicherungGmbH

DGNSS Differential GNSSDLH Deutsche LufthansaDLR Deutsche Zentrum für Luft

und Raumfahrt

EHS Extended Helicopter Surveil-lance

EUROCAE EURopean Organisation forCivil Aviation Equipment

ETSI European Telecommunica-tions Standardisation Institute

FIS Flight Information ServicesFIS-B FIS-BroadcastFMS Flight Management SystemFREER FREE Route experiment

GNSS Global Navigation SatelliteSystem

GRAS GNSS Regional Augmenta-tion System

HMI Human-Machine Interface

ICAO International Civil AviationOrganization

IPV Instrument Approach withVertical Guidance

JAA Joint Aviation AuthoritiesJTSO Joint Technical Standards

Order

LFV Luftfartsverket (SCAA)

NEAN North European ADS-Broadcast Network

NUP NEAN Update ProgrammeNM Nautical MileNPA Non-Precision ApproachNUP NEAN Update Programme

PETAL Preliminary Eurocontrol testof Air/ground data Link

RIMS Runway Incursion MonitoringSystem

RNP Required Navigation Per-formance

RTCA Requirements and TechnicalConcepts for Aviation

SAR Search and RescueSAS Scandinavian AirlinesSCAA Swedish Civil Aviation Ad-

ministration (LFV)SCAT-I Special Category ISLV Statens Luftfartsvæsen

(DCAA)SMR Surface Movement RadarSTDMA Self-organising Time Division

Multiple Access

TDI Track Deviation IndicatorTIS Traffic Information ServicesTIS-B TIS-BroadcastTWR Control TowerVDL VHF Digital LinkVHF Very High Frequency

WIAS Weather Information Auto-mated Systems


1 Overview of the project

1.1 Sponsorship and partnersThe North European CNS/ATM Appli-cations Project (NEAP) was sponsoredby the Directorate General VII of theEuropean Commission within Trans-port Research Programme of the 4th

Framework Programme

The following organisations partici-pated in the project:

• Deutsche Lufthansa (DLH)• Scandinavian Airlines (SAS)• Deutsche Flugsicherung GmbH

(DFS)• Statens Luftfartsvæsen; the Dan-

ish Civil Aviation Administration(DCAA)

• Luftfartsverket; the Swedish CivilAviation (SCAA).

Each of the project partners was re-sponsible for activities within a specificsegment of the project, but activitieswere closely co-ordinated acrosssegment boundaries. Testing activitiestook place in Germany, Denmark andSweden.The SCAA was the project co-ordinator.

1.2 ObjectivesThe overall project objectives of NEAPwere to investigate, specify, develop,test and evaluate civil aviation userapplications and services within anintegrated communications (broad-cast), navigation and surveillance(CNS) concept. Activities focused onthe following domains:

• Enhanced surveillance for AirTraffic Control (ATC)

• Pilot situation awareness

• GNSS (Global Navigation SatelliteSystem) precision navigation ca-pability for all phases of flight.

Each of these domains includes one ormore applications that cover aspectsof different phases of flight in a gate-to-gate concept.

1.3 Project life cycleNEAP started on 1 September 1997and ended on 31 December 1998.

1.4 Technology backgroundThe International Civil Aviation Or-ganization (ICAO) has adopted theCNS/ATM concept. This concept en-visages the use of data link communi-cations, satellite navigation systemsand automatic dependent surveillance(ADS) in the future provision of airtraffic management (ATM). When im-plemented, this new global system willprovide the aviation community with areplacement of current systems andtechnology.A number of projects are ongoingworldwide to determine how to imple-ment the mix of satellite, air andground technologies in the most opti-mal way. To achieve the greatestbenefits from the introduction of thenew technology all airspace usersmust be appropriately equipped. Therequired equipment has to be afford-able and suitable for all user groups.This implies that future systems willhave to be based on multi-purpose,low cost equipment. The applicationsusing this equipment must be userfriendly.The Self-organising Time DivisionMultiple Access (STDMA) technologyis currently being developed to meetthe requirements for modern data linkto support a range of CNS domains.


Several national and internationalprojects have focused on the demon-stration of the basic technology and itsapplication in support of ground andairborne users, and work on interna-tional standardisation is ongoing.ICAO has adopted VDL (VHF DigitalLink) Mode 4 as the designation forthe STDMA technology when stan-dardised for civil aviation.STDMA was the enabling technologyin NEAP, providing the necessaryplatform for the testing and evaluation.Operating in the VHF band,STDMA/VDL Mode 4 is capable ofhandling time-critical information inwell-defined time slots for air-to-air,air-to-ground and ground-to-grounddata communications. Messages canbe broadcast to all users or addressedto specific users (end-to-end). Theprimary application of the technologyis ADS-Broadcast (ADS-B), which pro-vides not only controllers, but pilotstoo, with a highly accurate display ofnearby traffic. The North EuropeanADS Broadcast Network (NEAN) proj-ect, another project sponsored by theEuropean Commission and a sisterproject of NEAP, provided the groundand air infrastructure to allow the ex-tensive testing of specific broadcastCNS/ATM applications conductedwithin NEAP to take place. The NEANground infrastructure consists of anumber of ground stations that provideconsistent VHF coverage across alarge part of northern Europe. Aground station exchanges datathrough the STDMA/VDL Mode 4 datalink with “transponder” equipment on-board aircraft and ground vehicles,and with other ground stations throughthe ground network. The Cellular CNSConcept applied in NEAN replicatesthe handling of communications in theground infrastructure of a mobile tele-phone system.A significant number of airborne andground users have been equipped todate with an STDMA/VDL Mode 4

transponder allowing broadcast of po-sition reports to the ground and toother airborne users as well as recep-tion of position reports, GNSS aug-mentation and other data.

Figure 1. NEAN coverage at 30,000 ft

User display equipment were key tothe testing conducted in NEAP. SixDLH B747s, two SAS F28s and twoDC9s, one MAERSK HELICOPTERS´Super Puma, one DLR Do-228 andseveral ground vehicles formed thebackbone of mobile platforms used inthe testing.

1.5 The gate-to-gate conceptToday, a range of dissimilar and seg-regated communication, navigationand surveillance systems supports pi-lots and controllers in different phasesof flight and airspace types. Theemergence of data link services cre-ates an opportunity to establish inte-grated, “seamless” gate-to-gate serv-ices to pilots and ATC alike. In NEAP,several examples of data link applica-tions and services, based on a singletechnical platform, were tested andevaluated.

1.6 NEAP applicationsThe data link applications tested andevaluated in NEAP are essential in


meeting the requirements of the futureCNS/ATM system. The following ap-plications were included in the testprogram (the responsible organisationis given within brackets):

• GNSS precision navigation capa-bility for en-route and approach(SAS)

• On ground situation awareness/taxi guidance (DLH)

• In-flight situation awareness(DLH)

• Enhanced ATC surveillance –downlink of aircraft parameters(DFS)

• Automatic Terminal InformationService broadcast; ATIS-B (DFS)

• Extended helicopter surveillance(DCAA)

• Runway incursion (SCAA).

Hence at least one application, orservice, of each component of theCNS/ATM concept was included inNEAP. Combined, they provided abasis for evaluating a single systemsolution for seamless gate-to-gate op-erations, i.e. a system that supportspilot and controllers in all phases offlight from the departure gate, throughpushback, taxiing, take-off, climb, en-route, descent, approach, landing andtaxiing to docking at the arrival gate.Following is a brief, generic, descrip-tion of the fundamental techniques onwhich these applications and servicesare based. A more detailed descriptionof each particular application/service isgiven later in the document.1.6.1 Automatic Dependent Sur-

veillance – BroadcastAutomatic Dependent Surveillance –Broadcast (ADS-B) is a new aviationsurveillance concept whereby aircrafttransmit their positions (usually de-rived from a GNSS receiver on-boardthe aircraft) over a radio data link. In afully implemented system, position in-formation is transmitted and received

by every aircraft in the vicinity so thatall users have knowledge of their ownlocation and the locations of all otheraircraft. The position information maybe displayed in the cockpit of suitablyequipped aircraft to give new situationawareness capabilities. Also, groundvehicles and fixed ground stations canbe equipped to transmit and receiveposition data, providing surveillance ofall types of traffic and a two-way datalink capability.ADS-B is an enabling technique thatcan help deliver the free flight conceptto airspace users.STDMA/VDL Mode 4 supports ADS-Bfor all phases of flight. When support-ing ground operations, it allows taxiingaircraft and airport vehicles to bemonitored from the control tower. Thiscould provide a safety net against un-intentional runway incursion.1.6.2 Pilot situation awarenessData link communications will removethe “party line”, i. E. the possibility forpilots to monitor the voice communica-tions between ATC and other aircraft.Pilots will therefore lose their presentsituation awareness. ADS-B, with anappropriate cockpit display (commonlyknown as a Cockpit Display of TrafficInformation (CDTI)), gives a muchbetter situation awareness to helpovercome this concern. In the future,ADS-B and a CDTI will provide the pi-lot with full situation awareness of allsurrounding traffic, including intent asappropriate, and will also show ownaircraft position superimposed on amoving map in all phases of flight. AsADS-B also works on ground, a CDTImay be used to support taxiing anddetect other aircraft and airport vehi-cles in low visibility conditions.1.6.3 Enhanced ATC surveillanceADS-B data transmitted will provideaccurate and reliable surveillance in-formation for ground ATC. This infor-mation can be used to enhance the


quality of surveillance. For example,position data can be supplementedwith aircraft parameter data from theFMS or airborne computers. Such datacan also be used by the airline techni-cal support.1.6.4 GNSS augmentationWhen using GNSS data for navigationor surveillance, a GNSS augmentationsystem can be used to improve thequality of the position data. GNSSaugmentation signals transmitted bydata link from satellites or ground sta-tions provide information on the qualityof the GNSS signals and correctiondata to overcome intentional and un-intentional errors in the signals fromthe satellites. There are several possi-ble approaches to augmentation andone is the GNSS Regional Augmenta-tion System (GRAS). With GRAS, anetwork of STDMA/VDL Mode 4ground stations gathers data on GNSSsatellite integrity and calculates aug-mentation information. The augmenta-tion information is transmitted from theground to the aircraft, possibly usingthe same data link as that used tosupport ADS-B and other applications.Using the STDMA/VDL Mode 4 datalink to augment satellite navigationsignals can give very high accuracy ofposition information, for example, 1-2m in the horizontal plane. This allowsaircraft and ground vehicles to navi-gate in the air and on the ground usingthe augmented position information.The service provided by GRAS will beappropriate for most navigation appli-cations including approach operationsdown to Instrument Approach withVertical Guidance (IPV).1.6.5 CommunicationsA data link can be used to transmitdata in a point-to-point or broadcastfashion. Point-to-point, or addressed,transmissions, as investigated in thePETAL II project, can be used for con-troller-pilot data link communications

(CPDLC) for exchange of mainly rou-tine messages.Broadcast transmissions from theground to many aircraft simultaneouslycan be used to provide broadcastuplink of, for instance, meteorologicaldata, flight information services (FIS)and traffic information services (TIS).TIS-B provides broadcast uplink of ra-dar derived position data, and is suit-able as a complement to ADS-B dur-ing transition when all aircraft have notyet been equipped. TIS-B is consid-ered as an surveillance function.Automatic Terminal Information Serv-ice-Broadcast (ATIS-B) is used totransmit airport information andweather data to aircraft for display onthe CDTI.

1.7 Relationship with otherprojects• NEAN. As noted above, NEAN

provided the ground and airborneinfrastructure necessary for thetesting and evaluation carried outin NEAP.

• PETAL II. Managed by Eurocon-trol Brussels, PETAL II focuses onthe use of data links for real-timeCPDLC, that is, point-to-pointcommunications between ATCand aircraft. One of the data linksused by PETAL II is STDMA/VDLMode 4, and the project is usingsome of the aircraft also used byNEAP for its trials

• FREER III. The FREER projectsaim to lay the foundation for a fu-ture “free flight” concept in whichmore autonomy and authority inthe ATM system are placed on theaircraft. In FREER III, experimentsare carried out on the use of anair-to-air data link to detect andresolve conflicts. Experiments in-clude the use of the STDMA/VDLMode 4 data link technology andCDTI as a means for displayingADS-B derived traffic and traffic


advisories.• FARAWAY, DEFAMME, FAA

SAFEFLIGHT 2000 and Magnet Bare other projects using the same

technology or sharing project objec-tives.

2 Project Objectives

The NEAP project objectives must beviewed on two levels. Overall projectobjectives relate to the suitability of anintegrated CNS system supporting arange of operational services and mul-tiple phases of flight. Specific objec-tives to the potential benefits to begained by the individual applicationsand their use in a future CNS/ATMconcept. The specific objectives alsorelate to the capability and suitability ofthe STDMA/VDL mode4 system tosupport these applications and serv-ices.

2.1 Overall objectivesAs noted in the project overviewabove, the overall project objectives ofNEAP were to investigate, specify, de-velop, test and evaluate civil aviationuser applications and services withinan integrated CNS concept. Emphasiswas to be placed on gaining “real-world” experience.Testing and evaluation activities wouldfocus on the following domains of ap-plications and services:

• Enhanced surveillance for ATC• Pilot situation awareness• GNSS precision navigation capa-

bility for all phases of flight.Each of these domains includes one ormore applications that cover aspectsof all phases of flight in a gate-to-gateconcept. Therefore, the testing andevaluation activities included the verifi-cation of the suitability of a singletechnical system solution to supportATC and aircrew from pushback todocking at the arrival gate.

2.2 Specific objectivesThroughout the testing and evaluationconducted within each application,feedback from aircrews and ATC wasto be gathered for analysis. Such datawould be useful for improvement ofequipment and services and refine-ment of HMI. Experience from thetesting would be used for further con-cept development and safety analy-ses.The following specific objectives relat-ing to one or more applications wereadopted:

• Gathering of operational feedbackon the CDTI HMI, which includedigital maps of European airspaceand airports.

• Gathering technical and opera-tional feedback on broadcast offlight information services.

• Gathering of technical and opera-tional feedback on a combinedADS-B and DGNSS concept forapproach and landing.

• Gathering of technical and opera-tional feedback on surveillance inpreviously unserved airspace,such as surveillance of low-altitude operations in the NorthSea.

• Preliminary analysis of safety im-plications of combining differentCNS applications in a single tech-nical system.

• Development of preliminary op-erational requirements for a CNSsystem supporting gate-to-gateoperations.


• Refinement of the Cellular CNSConcept (CCC).

In addition, application-specific objec-tives were defined.Application orientation in NEAP meansthat emphasis was on operationalsuitability rather than technical per-formance. However, applications andtechnical performance are closelylinked – poor system technical per-formance inevitably leads to poor op-erational performance and therefore

low rating by operators. Internationalstandardisation organisations alsoplace formal technical requirements onapplications, such as update rate, ac-curacy and reliability.The testing and evaluation of applica-tions in NEAP therefore in effect alsoapplied to the capability of the techni-cal system to support those applica-tions. Therefore, testing and evalua-tion of the system characteristics andperformance formed an important partof NEAP activities.

3 Methodology

This section outlines the test method-ology applied in NEAP.

The objective of NEAP was to evalu-ate the operational benefits of servicesassociated with different applicationsof data link techniques. In addition, theability of the data link technology(STDMA/VDL Mode 4) employed tosupport those applications and serv-ices was to be evaluated.The evaluation of the suitability of acertain service must be based onjudgements and opinions expressedby experienced users, i.e. pilots andcontrollers, who were to base theirjudgements on a comparison betweentheir experience from the current (non-data link) service and the service be-ing tested in NEAP. Moreover, certainfunctional requirements, such as Re-quired Navigation Performance (RNP)parameters for en-route navigationand approach, must be met by thetechnical systems, and data to supporttechnical evaluation must be collectedand analysed.

Each of the services tested in NEAP,as well as the scenario in which thetesting was to be conducted, was

clearly specified in a Service descrip-tion, a Realisation plan and a Testplan for each service to be tested.However, since testing of certainservices took place in a live opera-tional environment onboard commer-cial aircraft and helicopters and at ATCunits, the scenarios could not alwaysbe fully controlled. The expectedbenefits were stated in the service de-scription, and used as assumptionsthat were to be accepted or rejectedthrough the testing activities.Questionnaires were used to gatheropinions and comments from the usersand the answers were analysed statis-tically. In addition to gathering“subjective” data through question-naires, data from various technicalsources, such as the NEAN network,onboard MMI and ATC systems wascollected and used in the evaluation ofthe technical systems. Emphasis intesting and evaluation was placed oncommon “key” factors such as safety,impact on workload, technical limita-tions and required improvements.Evaluations made for individual serv-ices were used to arrive at conclusionsregarding the overall capability andsuitability of a system solution to


support CNS/ATM applications andservices in all phases of flight, i.e. “apart of a seamless gate-to-gateCNS/ATM system”.

4 Applications

The project designation NEAP impliesan applications oriented project. Theachievement of the overall and specificrequirements assumed the availabilityof a properly functioning ground andairborne infrastructure and basic serv-ices offered by that infrastructure.The basic ground and airborne infra-structure was provided by NEAN,which provided the following data andservices within its coverage area:

• ADS-B information,• differential GPS data (DGPS),• rudimentary end-to-end message

delivery(not used in NEAP),

• CDTI functionality onboard par-ticipating aircraft,

• network management and main-tenance functions,

• data broadcast capability.

In addition to dependency on theNEAN technical platform, NEAP in-cluded development of NEAP-specificequipment and functionality. For in-stance, the testing of GNSS approachrequired the development of a newground station at Ängelholm, an up-grade of the CDTI developed withinNEAN, and integration of additionalflight instruments.

4.1 Precision Navigation

This application was demonstrated in co-operation between SAS and the SCAA.

4.1.2 Operational contextModern aircraft are capable of navi-gating without overflying fixed naviga-tion aids on the ground. Area naviga-tion can be supported, for instance, byuse of satellite navigation. BasicGNSS accuracy and integrity can beaugmented by differential GNSS(DGNSS) signals. The presence ofDGNSS is needed for more demand-ing approach and landing operations.

Non-Precision Approach (NPA) is amajor contributor to Controlled FlightInto Terrain (CFIT) accidents. Lack of

vertical guidance and poor situation

awareness is a main reason.4.1.3 NEAP applicationThe precision navigation servicetested in NEAP was supported by the

STDMA/VDL Mode 4 data link. Differ-ential corrections were broadcast fromground stations and ADS-B reportswere received from equipped aircraftand ground vehicles. En-route naviga-tion and approach testing was con-ducted using two SAS Fokker 28s onscheduled service between Stock-holm-Arlanda (ARN) and Ängelholm(AGH). The approach into AGH wasmade as an Instrument Approach withVertical guidance (IPV). Two separateTrack Deviation Instruments (TDI)were installed to provide lateral andvertical guidance to the pilots during


final approach. The TDI was used to-gether with the CDTI, which providedsituation overview throughout en-routenavigation and approach phases offlight.A new ground station was developedand installed at AGH. It used a combi-nation of a commercial SCAT-I systemfor generating differential correctionsand an STDMA/VDL Mode 4 systemfor providing the two-way data link ca-pability to support DGNSS broadcastand reception of ADS-B reports. Newdisplay equipment was installed in theAGH control tower (TWR). The avail-ability of NEAN data allowed the con-troller to view, in a seamless fashion,aircraft positions from the departuregate at ARN through the en-route, ap-proach, landing and taxiing phasesinto the parking position at AGH.4.1.4 Testing and evaluationTesting included the collection andevaluation of both operational andtechnical data. The main testing plat-form was the two specially equippedSAS Fokker F28s, but testing also fo-cused on the AGH ground station andequipment in the TWR. System char-acteristics were tested to assess thesystem’s performance and potential tosupport seamless CNS/ATM gate-to-gate operations. The operational as-pects and benefits were assessedthrough questionnaires and interviews.

4.1.4 Results and conclusionsThe following bullet points summariseprincipal findings.

• All application-specific objectiveswere met, and the assumptions onexpected benefits and systemcharacteristics were accepted.

• The evaluated service providedoperational benefits in terms of im-proved situation awareness for pi-lots and controllers.

• The system delivers support forapproach and landing and can beassumed to provide support forseamless gate-to-gate operations.

• The combination of ADS-B andGNSS augmentation using a singledata link provides a solution for allphases of flight.

• The workload on the pilots with afuture system is expected to beequal or reduced compared to ILS.

• Collaborative procedures could bedeveloped between pilots andcontrollers to enhance capacity inthe terminal area.

• A number of ATC benefits enabledby ADS-B were identified.

4.2 On-ground situation awareness and taxi guidance

This application was demonstrated byDLH.

4.2.1 Operational contextOne of the bottlenecks in today'sgrowing air traffic is the ground trafficat busy airports. The efficiency of air-craft movements on ground, althoughskilfully managed by ground control-lers, still very much depends on

weather conditions and is far awayfrom being optimised.Previous trials have demonstrated thatADS-B based on STDMA/VDL Mode 4works equally well on the ground as inthe air. Own position and the positionsof other aircraft can be shown on acockpit display, superimposed on amoving map of the airport. As ADS-Breports include the identity of thetransmitting aircraft or vehicles, thisinformation is included in the informa-


tion presented. This leads to a much-improved pilot awareness of nearbytraffic in poor visibility.By combining a cockpit display with asuitable HMI, it is possible to create ataxi guidance system that leads tomore efficient, safer and weather-independent ground movements.4.2.2 NEAP applicationThe on-ground situation awarenessand taxi guidance service evaluated inNEAP is based on ADS-B reportstransmitted and received by six DLHBoeing 747-200 aircraft, otherSTDMA/VDL Mode 4 equipped aircraftand airport vehicles at the FrankfurtInternational Airport. The ADS-B re-ports were based on very accurateDGNSS position data. High-precisionairport maps were used in the B747cockpit displays.The test program included revenueground operations of the DLH B747sat Frankfurt during the test period.4.2.3 Testing and evaluationTesting included collection andevaluation of operational data usingquestionnaires. A set of hypotheseswas established before testing as thebasis for the questionnaires.4.2.4 Results and conclusionsThe tests lead to different results de-pending on the degree of developmentand deployment in the field.• Small benefits were achieved al-

ready with the trial equipment.

• Visual reference is required for col-lision avoidance during ground op-erations, requiring restrictions to beapplied in low visibility conditions.Therefore a suitable taxi guidancedisplay is required in order to makeuse of the ADS-B features onground.

• Taxi guidance increases safety andmay reduce taxi time on unfamiliarairports.

• Taxi guidance down to CAT III con-ditions is possible, allowing a sig-nificantly higher flow of ground traf-fic under low visibility conditions,provided that a suitable taxi guid-ance display is available and op-erational procedures are in place.

• On-ground situation awareness al-lows aircraft to maintain separationindependent of weather.

This leads to the following recommen-dations for future work:

• Research in regards to human fac-tors, including selection and layoutof traffic information to avoid infor-mation overload in the cockpit,

• Partnership with airframe manu-facturers and integration of VHFbased ADS-B equipment in a mod-ern transport aircraft,

• Development of operational proce-dures to make use of achievablebenefits.

Finally, procedures should be devel-oped and implemented to enablebenefits to be gained during a transi-tion phase when not all aircraft havebeen equipped with an STDMA/VDLMode 4 based ADS-B system.


MMI 5000 installed installed in a DLH B747-200 (lower right).

4.3 In-flight situation awareness

This application was demonstrated byDLH.

4.3.1 Operational contextToday, most major international air-ports face severe problems in accom-modating the increasing air traffic, es-pecially at peak hours. The problemsare even more severe in poor weatherconditions. The identification of newmethods to maximise the flow of out-bound and inbound traffic is thereforea major challenge .

To allow a weather independent con-stant flow of traffic, application of vis-ual procedures in instrument weatherconditions should be a possible option,provided that suitable means for pro-viding pilots with information on sur-rounding traffic are in place. Thiswould put the pilot in the ATC informa-tion loop and enables him to take anactive role in the air traffic manage-ment process.

If relevant surveillance information ispresented in the cockpit, new opera

tional procedures could be imple-mented that would allow, under certaincircumstances, the delegation of sepa-ration responsibility from ATC to thecockpit. One possible “visual” proce-dure would be “station keeping”, wherethe aircrew maintains own separationto a preceding aircraft.4.3.2 NEAP applicationThe in-flight situation awareness serv-ice tested in NEAP was based onADS-B position reports and radar datauplinked from the ground being re-ceived by an STDMA/VDL Mode 4transponder in six DLH Boeing 747-200 aircraft. This information was pre-sented on a dedicated display in thecockpit, the MMI 5000. The displayprovided precise area and airportmaps on which the positions of ADS-Bequipped aircraft and uplinked radardata were superimposed.

Traffic representation on the cockpitdisplay included a label showing theaircraft’s identity (usually the flightnumber), relative altitude and a pre-diction vector.


4.3.3 Testing and evaluationTesting included collection andevaluation of operational data usingquestionnaires. All tests were basedon the NEAP test methodology. Hy-potheses were established beforetesting as a basis for the developmentof the questionnaires. A clear distinc-tion was made between existing trialequipment and an assumed certifiedsystem, and between single flight ex-perience and extended experiencefrom the service being evaluated.4.3.4 Results and conclusionsThe trials with the ADS-B system inregards to in-flight situation awarenesslead to different results depending onthe degree of development and de-ployment in the field.

• TIS-B (uplink of radar data) enablesin-flight situation awareness in hightraffic density airspace with fewADS-B equipped aircraft.

• ADS-B based in-flight situationawareness forms the basis for anadditional safety net with pre-warning times much longer than forTCAS, and therefore allows forearly tactical flight path coordinationrather than last minute conflictavoidance, resulting in increasedsafety margin and redundancy.

• In-flight situation awareness in-cluding the display of the flightnumber of other aircraft allows air-crews to optimize their flight profileaccording to the traffic situation(e.g. change of flight levels betweencompany aircraft).

• Weather independent constantthroughput and increased capacityis possible through adaptation ofVMC procedures to IMC (e.g. followvisually, climb through level of se-lected aircraft).

• Airborne station keeping with in-creased capacity is possible pro-vided that separation responsibilityis clearly defined and operationalprocedures are in place.

• In-flight situation awareness closesthe information loop between ATCand the aircraft allowing delegationof responsibilities to the cockpit. Asa result, ADS-B based free flightscenarios in low density airspaceare possible in the long term.

• Potential to apply reduced separa-tion minima due to enhanced sur-veillance accuracy.

Finally, uplink of radar data via TIS-Bis a key factor in transition phase.

4.4 Enhanced surveillance for ATC

This application was demonstrated by DFS

4.4.1 Operational contextToday’s ATC surveillance is primarilybased on radar data. With secondaryradar (SSR), identity and altitude isadded to the basic position data, andthe tracking function in modern ATCsystems automatically calculates thespeed, vertical attitude and track. Thecontroller’s forward planning is basedon current radar data combined withinformation in the flight plan. Informa-

tion on a flight’s actual intentions mustbe communicated by means of voice.Increasing load on voice channels andcapacity problems in high-density ar-eas require that the controller be pro-vided with improved planning data.The onboard flight management sys-tem (FMS) knows exactly the flightpath of the entire flight. Access to suchprecise FMS data for ATC could in-crease efficiency, reduce delays andcosts for airlines and provide an addi-tional safety net.

Document ID: Volume_1_v1.0 16Version: 1.0 Date: 12 junel, 1999Document name: Executive Summary

4.4.2 NEAP applicationThe application evaluated in NEAPwas based on enhanced surveillance(ENH) data, broadcast by an appropri-ately equipped experimental aircraftand received by the NEAN groundnetwork. Data was presented on acontroller working position. The speci-fication of DAP (Download of AircraftParameter) was used to select the in-formation flags. The experimental air-craft supported the following ARINC429 labels (information):

• Aircraft address• SSR Mode 3A• Magnetic Heading• Roll angle (bank)• Flight Level (barometric)• Rate of Turn• Ground Speed• Wind Speed/Wind DirectionThe DAP data delivered by the ARINC429 bus system was accepted andconverted into the STDMA/VDL Mode4 format and subsequently broadcastevery second on the data link. Eachreport contained the aircraft data listedabove.4.4.3 Testing and evaluationThe flight test was performed by theDLR experimental aircraft DO-228.The aircraft was equipped with anARINC 429 interface card and anSTDMA GNSS transponder.

The con-version of the aircraft datawas performed by a software applica-tion.4.4.4 Results and conclusionsThe results provided a perception ofhow ground system functions such asradar tracking could be improved byusing downlinked aircraft parameters.

Aircraft intentions and manoeuvrescould be detected faster using com-mon radar systems.The following points summarise theprincipal results and conclusions.

• The evaluated STDMA/VDL Mode4 system was capable of demon-strating the downlink of aircraft pa-rameters.

• The format used for the downlinkhas to be improved and adjusted tooperational requirements

The DFS Project JANE (Joint AirNavigation Experiments) has deter-mined that with improved strategic andtactical planning the potential numberof conflicts (delays, sector load etc.)may be reduced significantly. The on-board FMS is one of the major ele-ments in the information chain. Onlythe FMS knows at take-off time theexact four dimensional flight profile,better than a ground system couldever compute it. There is a unifiedsynchronised time required for all us-ers and systems. The STDMA/VDLMode 4 system uses the GPS UTCtime and could provide this time toother systems.

The picture above shows typicalchanges of wind direction and the in-creasing velocity during the climbphase based on DAP broadcast data.Future work will include comparisonwith wake vortex data.


4.5 Automatic Terminal Information Service – Broadcast

This application was demonstrated byDFS.

4.5.1 Operational contextOne of the standard operating proce-dures in today's operational environ-ment is for pilots to obtain weather andairport information from the TerminalInformation Service prior to departureand arrival. The Air Traffic ServiceProviders are providing the informationon the Automatic Terminal InformationService (ATIS) frequency as voice in-formation. The pilot selects the appro-priate ATIS frequency and listens tothe information. For a written copy ofthe ATIS information the pilot has towrite down the information manually.The ATIS-B service evaluated inNEAP provided a data link broadcastservice to deliver the ATIS informationinto the cockpit. The pilot used theATIS function on the cockpit display toaccess the information.4.5.2 NEAP applicationThe ATIS-B service was based on thedata link functionality of the NEANSTDMA system. The ATIS informationreceived from the German weatherinformation systems (WIAS) wasautomatically broadcast by all GermanNEAN ground stations. Appropriatelyequipped aircraft within the coverageof a German ground station would re-ceive ATIS messages from all partici-pating airports. The pilot had the pos-sibility to display the current, as well aspreviously received ATIS messagesfrom different German airports usingthe MMI 5000 cockpit display system.4.5.3 Testing and evaluationThe system tests were divided into asystem characteristics test and anoperational benefits test.

The system characteristics test wasbased on monitoring of the messageflow through the system. Differentsteps were defined to;

• verify the applicability of the ATISconversion module,

• demonstrate the ATIS reception ata selected flight, and

• evaluate an ATIS coverage map.The operational benefits test wasbased on questionnaires developed inco-operation with DLH. A statisticalevaluation of the questions concerningthe ATIS service was done.4.5.4 Results and conclusionsA significant percentage of the ATISmessages were not delivered to air-borne users. The main bottleneck re-lated to the conversion process. 9 % ofall ATIS messages obtained from theAFTN could not be used for the ATISdata link service because of an errormessage from the conversion module.The major problems were;• the use of a free text AFTN ATIS

format, and• the use of a not exactly defined

phraseology in the AFTN ATISformat.

The ATIS coverage had nearly thesame characteristics and range as theADS-B coverage. From a technicalperspective, if applying the resultsfrom the Frankfurt ground station to allNEAN ground stations, aircraft withinthe overall NEAN coverage volumewould be able to utilize the ATIS-Bservice.To improve the ATIS presentation onthe cockpit display pilots strongly re-quested a cockpit printer and the useof standard abbreviations rather thanplain text.


4.6 Extended Helicopter Surveillance

This application was demonstrated bySLV.

4.6.1 Operational ContextFor helicopter operations in an uncon-trolled airspace without radar cover-age, situation awareness for the AirTraffic Control (ATC) relies entirelyupon flight plans and position reportsfrom the pilots using voice radio com-munication during the flight.Continuously updated visual informa-tion on aircraft position will improvesituation awareness and reduce thetension for ATC should a position-over-voice arrive later than expected.Reliable and accurate information re-garding the last known position wouldimprove the probability for a success-ful Search and Rescue (SAR) opera-tion, especially when weather condi-tions are rough and visibility low.4.6.2 NEAP applicationThe purpose of the Extended Heli-copter Surveillance (EHS) service wasto extend situation awareness for airtraffic controllers providing radar sup-ported flight information service bysupplying enhanced visual capabilitiesfor a designated area of the NorthSea, which is only partly covered byradar. The EHS service was extendedwith a CDTI in a helicopter and anADS-B-only display system on groundto obtain feedback from pilots and thehelicopter operator.The EHS service was based on ADS-B position reports broadcast by anSTDMA/VDL Mode 4 equipped heli-copter and received by ground sta-tions. Ground stations were installed inEsbjerg and Børsmose - both locatedat the West Coast of Jutland - and onthe Tyra East platform, located in theNorth Sea, approximately 125 nauticalmiles from the coast and outside radarcoverage. The ADS-B position reports

were distributed through the NEANground infrastructure and displayedtogether with conventional radar data -when within radar coverage - on adedicated Controller Working Position(CWP). The CWP is situated in theCopenhagen ATC centre close to thecontrollers providing flight informationand alerting services for the area.4.6.3 Testing and EvaluationNo special test flights were conductedfor the evaluation. All tests relied ondata from regular commercial flightsbetween Esbjerg and offshore installa-tions in the North Sea with a SuperPuma from MAERSK HELICOPTERS.The service evaluation included col-lection of both operational and techni-cal data. Detailed technical data fromall NEAN sensors used by the servicewas collected and analysed and ques-tionnaires were developed for collect-ing operational feedback from control-lers who provide flight informationservice and helicopter pilots.4.6.4 Results and ConclusionsThe Extended Helicopter Surveillanceservice showed the following benefits:

• Enabled ATC to monitor a helicoptertraffic down to 1000 feet fromEsbjerg Airport to offshore installa-tions in the North Sea, beyond radarcoverage.

• According to the helicopter opera-tor, the system provides correctposition to the ADS-B-only DisplayStation almost continuously, de-spite several problems encounteredin the current test implementation.

• The test results indicate that a futureextended surveillance solution forthe examined area can be estab-lished using the STDMA/VDL Mode4 technology.


4.7 Runway incursion monitoring

This application was demonstrated by theSCAA.

4.7.1 Operational contextUnauthorised or unintentional entryonto runways and taxiways by aircraftand vehicles constitutes a seriousthreat to aviation safety. Hazardousconflict situations may develop be-tween aircraft and airport ground vehi-cles in, for instance, snow clearingsituations when several vehicles oper-ate on, or close to an active runway.The threat is more critical when poorvisibility conditions prevent the con-trollers in the control tower (TWR) tovisually monitor ground movementsand aircraft on final approach.4.7.2 NEAP applicationThe runway incursion monitoringservice tested in NEAP was based onADS-B reports from appropriatelyequipped aircraft and airport vehiclesbeing presented on a dedicated dis-play in the TWR. The Runway Incur-sion Monitoring System (RIMS), de-veloped for the NEAP test programme,included functions that enabled TWRcontrollers and vehicle drivers to beautomatically alerted when a hazard-ous situation developed.The test scenarios were designed toreplicate potential airport conflict situa-tions such as:

• vehicle too close to active run-way as aircraft is landing,

• aircraft still on runway as nextaircraft is landing.

Alert conditions that applied to theseand similar situations were developed.Alert conditions included warningwhen a conflict risk was present, andalarm when there was an actual con

flict. Alerts generated visual and audi-ble indications.4.1.5 Testing and evaluationTesting included collection andevaluation of both operational andtechnical data. Scenario testing in-volved the TWR, specially equippedairport vehicles and a BE200 flight in-spection aircraft. Other STDMA/VDLMode 4 equipped aircraft and vehiclesserved as “background traffic” thatonly played a passive role in the tests.Most scenarios were designed to rep-licate conflicts between aircraft andground vehicles and between two air-craft, both airborne and on ground.One set of scenarios was specificallydesigned to serve as the basis for as-sessment by controllers and ad-dressed many different conflict situa-tions. Such assessment was madethrough questionnaires, which ad-dressed operational aspects of indi-vidual RIMS functions and the useful-ness of the system. The completedquestionnaires were used to drawconclusions regarding operationalbenefits. 4.7.4 Results and conclusionsThe following bullet points summarisethe principal results and conclusions.

• The evaluated system providedsignificant operational benefits interms of safety, reduced controllerworkload, improved situationawareness, and improved capacityin low visibility conditions.

• The evaluated system was techni-cally viable. However, it was notpossible, during the course of thetrials, to implement algorithms thatcovered all possible conflict situa-tions.

• It is possible to realise, throughrelatively limited technical andeconomic means, a powerful RIMS


based on ADS-B and theSTDMA/VDL Mode 4 technical

platform.

5 Certification road map

5.1 Certification ActivitiesThe following NEAP Applications areaddressed below:

• Station keeping using AirborneSituation Awareness – CDTI.

• ATIS Broadcast at European Air-ports.

• RNP approach using a combinedADS-B/DGNSS ground-station.

The Certification process has beenanalysed from a European perspec-tive, assuming that these applicationswill be certified in Europe before theUS. The study outlines:

• the content of a certification appli-cation,

• potential certification owners,• identification of required certifica-

tion bodies,• possible road map for certification

of applications,• potential problems,• required time for certification,• EC activities to support European

certification of applications.A legal survey was carried out ofEuropean legislation to support thecertification activities.5.2 NEAP Certification AnalysisNEAP illustrates several fundamentalproblems currently preventing EU air-lines and airports capitalising on thepotential benefits of CNS/ATM tech-nologies. These problems and theireffects are common to EuropeanCNS/ATM initiatives and include the;

• fragmented European regulatoryframework,

• lack of enforcement and confusionover the status of EU legislation,

• critical dependence of EuropeanRegulation on the FAA and on USIndustry bodies,

• dominant US influence at ICAO,• dominant position of US manufac-

turing interests.Individual NEAP Application projectsshow that modern technical solutionsexist for European and world-wide ca-pacity and safety issues. These solu-tions are constrained by the lack of acoherent European regulatory frame-work that is needed to bring them tothe market. Individual Europeanregulatory authorities are reluctant toissue approvals on their own initiativeunless based on a ‘transatlantic dia-logue’ i.e. the support of the US regu-latory infrastructure (including FAA,RTCA, AEEC etc.) Limited progress isonly made after the most intense andcareful negotiation between a majorairline and its regulatory authority –often initially resulting in ”Companyonly procedures”. This limits theavailability of these solutions to themarket and greatly reduces the rate ofintroduction.5.3 RecommendationsThe following key recommendationsare made:• Development of European Stan-

dards - to support VDL Mode 4 andits exploitation.

• These European Standards (ENs)should include:


- radio performance (for TA),- data link performance,- communication services and ap-

plications,- network standards and perform-

ance requirements.• Incorporate European standards

for VDL Mode 4 into JAA JTSOsfor certification/installation in air-craft.

• Development of JAA OperationalStandards for ADS-B airborne ap-plications.

• Rationalisation of regulatoryframework and enforcement oflegislation.

• Development of a certificationstrategy for VDL Mode 4

6 Conclusions and recommendations

6.1 GeneralThe overall project objectives of NEAPwere to investigate, specify, develop,test and evaluate civil aviation userapplications and services in the Com-munications(broadcast), Navigationand Surveillance (CNS) domains. Theset of applications and services devel-oped in the project was designed toinvolve different phases of flight in or-der to assess whether a commontechnical platform could be used tosupport ATC and aircrew in gate-to-gate operations across CNS domains.

The technical platform used for all ap-plications and services evaluated inNEAP was the STDMA/VDL Mode 4data link. Whilst the main focus inNEAP was on applications and serv-ices, testing and evaluation of thetechnical characteristics of the datalink in support of these operationswere also key objectives.

It should be noted that the results andconclusions are based on the as-sumption that operational systems andapplications will be fully integrated inthe cockpit and ATC working positions.

6.2 Results and conclusionsAs for the project objectives, the re-sults and conclusions from NEAPshould be viewed on two levels:

• The results and conclusions fromthe individual applications. Thesealso included evaluation of newoperational methods. These re-sults and conclusions are stated inthe application descriptions earlierin this document. Further informa-tion can be found in Volume two ofthe NEAP Final Summary andConclusions Report.

• The results and conclusions on a“system” level based on the re-sults and conclusions from theapplications level. These overallresults and conclusions relate tothe capability of a technical plat-form, i.e. the STDMA/VDL Mode 4technology, to support applica-tions and services through-out allphases of flight (“gate-to-gate”)and across CNS do-mains(excluding point-to-pointcommunications1). They also re-late to conclusions drawn with re-gard to operations in a wider con-text.

1 Point–to-Point communications were intentionallynot evaluated in NEAP. See Eurocontrol PETAL IIdocumentation for further information.


The following bullet points summarisethe main findings on the system level.They are based on results from all ap-plications evaluated within NEAP.Operational:• Surveillance, both for ATC and

cockpit, provided by ADS-B is fea-sible in all phases of flight, includ-ing surface operations. It worksequally well on different types ofaircraft, helicopters and groundvehicles.

• ADS-B can support several appli-cations currently being developed,e.g. Airborne Situation Awareness– AIRSAW and Advanced SurfaceMovement Guidance and Control –A-SMGCS.

• Operational use of ADS-B in air-borne and ATC installations re-quires careful analysis of HumanMachine Interface (HMI) issues.

• Capacity and safety can be im-proved in unserved airspace byusing ADS-B.

• Uplink of radar based informationi.e. TIS-B is needed when intro-ducing ADS-B applications in thecockpit.

• The operational concept of ADS-Bis not complete and needs to bedeveloped further taking into ac-count the actual and expectedEuropean ATM requirements interms of capacity and safety.

• Operational implementation ofSTDMA/ VDL Mode 4 requiresclose co-ordination betweenground service providers (CAAs),airlines, airports and industry.

• The aviation community currentlylacks sufficient information onemerging CNS/ATM concepts likeADS-B.

Technical• The combination of CNS broad-

cast services using a commontechnical platform is feasible.

STDMA/VDL Mode 4 provides asuitable system solution.

• Organised broadcast services ofDGNSS, TIS-B and FIS-B (e.g.ATIS) is feasible and potentiallyvery spectrum efficient. Coverageis the same as for ADS-B.

• STDMA/VDL Mode 4 is a feasiblesystem solution for a ground-based regional augmentationsystem (GRAS). The combinationof a SCAT-1 ground station withan STDMA/VDL Mode 4 data linkis potentially a viable technicalsolution for GRAS.

• STDMA/VDL Mode 4 messagethroughput is not fully satisfactoryunder all conditions and needsfurther investigation and validation.

For additional supporting technicaldata see NEAN Final report.6.3 Recommendations• Introduction of ADS-B in Europe

should be encouraged, especiallyin unserved airspace where nearterm benefits can be expected.

• Further development of ADS-Band associated applications re-quires close co-operation with air-frame and ATC airport systemmanufacturers. Discussions to thatend should be initiated.

• Study the integration aspects ofADS-B and DGNSS augmentationbased on the GRAS conceptevaluated in NEAP.

• Develop operational proceduresrelated to the use of ADS-B inEurope

• Initiate research on human factorsregarding cockpit layout of trafficinformation (CDTI).

• Initiate extensive cost/benefitanalyses with respect to ADS-Band other broadcast applications.

• Analyse certification issues forADS-B and other broadcast serv-


ices. Promote the development ofEuropean Standards (e.g. ETSI),JAA Joint Technical Standards Or-ders (JTSOs) and JAA OperationalStandards.

• Analyse safety, certification andoperational approval aspects ofusing a common data link standardand a mix of different applications.

6.4 Lessons learned

The NEAP project was conducted in ashort time frame(15 months). Anotheraspects was the fairly broad scope ofwork including both technical and op-erational development. The resultswere achieved with a tremendous ef-fort by the partners. Based on experi-ences from the project work a numberof lessons learned can be mentioned:

• Proof of concept trials, like NEAP,can be set-up and completed on ashort time scale.

• A clear operational concept is re-quired as a basis for the opera-tional and technical assessment.

• Time and effort must be spent ondefining the applications and serv-ices as well as the potential bene-fits.

• Liaison with other activities in thefield e.g. industry, Eurocontrol, EC-projects, US activities is importantto avoid duplication of work.

• Avoid mixing of technical and op-erational evaluation methods.

• Differentiate between prototypesystems and operational systemsand the impact on the evaluation.

• It is important to have the supportfrom both airlines, airports andATC when conducting CNS/ATMprojects.

• Support and commitment frommanufacturer of air(avionics andairframer) and ground equipment isessential.

7 Future work

The results from NEAP will be used inthe EC sponsored (TEN-T) NEAN Up-date Programme (NUP). NUP will alsotake into account work perfomed inother European projects like; NEAN,FARAWAY, DEFAMM, SUPRA,PETAL II and FREER III.NUP will focus on moving from R&D topreparation for operational implemen-tation through, inter alia, extensive up-grade of the network architecture, ca-pabilities and management functionsand incorporation of VDL Mode 4compliant equipment. A GNSS aug-mentation service(GRAS) will supportgate-to-gate operation throughout the

coverage area.The results from NEAP will be madeknown to various standardisationbodies such as ICAO Panels andEUROCAE.Seminars and workshops along withexhibitions at different locations arealso planned.Despite the official termination of theproject, the NEAP applications andservices will continue to operate untilfurther in order to allow the Partners togain more experience and collect addi-tional evaluation data. Ground and air-borne equipment used in NEAP will beused in other EU and Eurocontrolprojects such as FREER (free flight


scenarios) and the PETAL II (control-ler-to-pilot data link communication).Co-ordination of European ADS-B ac-tivities will be intensified in, for in-stance, Eurocontrol´s ADS pro-gramme, NUP and FARAWAY.Operational implementation is possiblewithout awaiting the development of

international standards for individualapplications that do not requireinteroperability with other systems. AtStockholm-Arlanda Airport a systememploying STDMA/VDL Mode 4 andADS-B is being implemented for sup-port of snow clearing operations.

Cockpit Display of Traffic Information - CDTI

volume 1. executive summary - asas tn

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