CANDIDATE IMPLEMENTATION PLANS - D48€¦ · Project Reference number : D48 Date of issue of this report : 17. June 2003 Issue No . 2.0 PROJECT START DATE : 01/03/2000 DURATION :

TECHNICAL REPORT

CONTRACT N° : GRD1-2000-0228

PROJECT N° :

ACRONYM : MA-AFAS

TITLE : THE MORE AUTONOMOUS - AIRCRAFT IN THE FUTURE AIR TRAFFIC MANAGEMENT S YSTEM

CANDIDATE IMPLEMENTATION PLANS - D48

AUTHOR : FREQUENTIS (Austria)

PROJECT CO-ORDINATOR : BAE SYSTEMS

PRINCIPAL CONTRACTORS :NLR (Netherlands)QINETIQ (UK)EEC (France)Airtel ATN Ltd (Ireland)ETAG (Germany)

ASSISTANT CONTRACTORS:Indra Sistemas (Spain) SCAA (Sweden)Alenia Difesa (Italy) Airtel-ATN (Ireland)DLR (Germany) Frequentis (Austria)NATS (UK) SOFREAVIA (France)Skysoft (Portugal) Airsys ATM (France)Stasys Limited (UK) SC-TT (Sweden)AMS (Italy)ENAV(Italy)

Report Number : 00A26 E504.20

Project Reference number : D48Date of issue of this report : 17. June 2003Issue No. 2.0

PROJECT START DATE : 01/03/2000 DURATION : 36 months

Project funded by the European Community under the‘Competitive and Sustainable Growth’ Programme (1998-2002)

Customer Information

Customer Reference NumberProject TitleCompany Name European CommissionCustomer Contact Khoen Liem

Contract NumberMilestone Number D48Date Due (dd/mm/yyyy)

© FREQUENTIS 2003

Internal Authorisation

Compiled by: Title: R&D Engineer Miodrag Sajatovic Date:

Approved by: Title: Project Manager Johannes Prinz Date:

Authorised by: Title: MA-AFAS Project Manager Alfie Hanna Date:

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Record of changes

Issue Date Detail of Changes

DRAFT 0.1 29.01.2003 New documentIssue 1.0 20.05.2003 PA-Theme addition and Comments to DRAFT 0.1Issue 2.0 17.06.2003 Added EUROCONTROL comments to Issue 1.0

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CONTENTS

INTERNAL AUTHORISATION......................................................................................................III

RECORD OF CHANGES ............................................................................................................ IV

1 EXECUTIVE SUMMARY ........................................................................................................7

2 INTRODUCTION.................................................................................................................. 10

3 SCOPE OF DOCUM ENT...................................................................................................... 11

4 THE MA-AFAS PROJECT.................................................................................................... 12

4.1 Background ................................................................................................................... 124.2 Objectives ..................................................................................................................... 124.3 Functional Scope ........................................................................................................... 124.4 Application Area............................................................................................................. 124.5 Aircraft Equipage ........................................................................................................... 124.6 Expected Benefits.......................................................................................................... 13

4.6.1 General .................................................................................................................. 134.6.2 Capacity Benefits .................................................................................................... 134.6.3 Safety Benefits........................................................................................................ 13

4.7 The Business Case for Europe ....................................................................................... 134.8 The Strategic Perspective............................................................................................... 13

5 CANDIDATE IMPLEMENTATION PLAN #1.......................................................................... 14

5.1 Introduction ................................................................................................................... 145.2 Scope ........................................................................................................................... 145.3 Objectives ..................................................................................................................... 155.4 Certification Issues......................................................................................................... 155.5 Application Area............................................................................................................. 165.6 Time Schedule............................................................................................................... 165.7 Actors/ stakeholders....................................................................................................... 17

5.7.1 ATSPs.................................................................................................................... 175.7.2 Airlines ................................................................................................................... 175.7.3 Pre-operational trials co-ordinator............................................................................. 185.7.4 Ground communications infrastructure provider(s)..................................................... 185.7.5 Ground ES providers ............................................................................................... 195.7.6 Supporting Partner(s).............................................................................................. 19

5.8 Assumptions.................................................................................................................. 195.9 Cost Forecasts and Resources ....................................................................................... 205.10 Issues Affecting the Implementation ................................................................................ 20

5.10.1 Introduction............................................................................................................. 205.10.2 TAXI Theme ........................................................................................................... 21

5.10.2.1 Ground Facilities .............................................................................................. 215.10.2.2 CBA ................................................................................................................ 22

5.10.3 En-route 4D Theme................................................................................................. 225.10.3.1 Ground Facilities .............................................................................................. 225.10.3.2 CBA ................................................................................................................ 22

5.10.4 CDTI/ASAS Theme................................................................................................. 235.10.4.1 Ground Facilities .............................................................................................. 235.10.4.2 CBA ................................................................................................................ 24

5.10.5 AOC Theme............................................................................................................ 245.10.5.1 Ground Facilities .............................................................................................. 245.10.5.2 CBA ................................................................................................................ 24

5.10.6 Safety Issues .......................................................................................................... 245.11 Institutional Arrangements.............................................................................................. 255.12 Dependencies ............................................................................................................... 265.13 Risk Assessment ........................................................................................................... 26

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5.14 Evolution....................................................................................................................... 275.15 Conclusion .................................................................................................................... 27

6 CANDIDATE IMPLEMENTATION PLAN #2.......................................................................... 28

6.1 Introduction ................................................................................................................... 286.2 Scope ........................................................................................................................... 296.3 Objectives ..................................................................................................................... 296.4 Application Area............................................................................................................. 296.5 Time Schedule............................................................................................................... 30

6.5.1 Strategy.................................................................................................................. 306.5.2 SBAS..................................................................................................................... 306.5.3 GBAS..................................................................................................................... 31

6.6 Actors/ stakeholders....................................................................................................... 326.6.1 ATSPs.................................................................................................................... 326.6.2 Airlines ................................................................................................................... 326.6.3 Pre-operational trials co-ordinator............................................................................. 336.6.4 Ground communications infrastructure provider(s)..................................................... 336.6.5 Ground ES providers ............................................................................................... 336.6.6 Supporting Partner(s).............................................................................................. 33

6.7 Assumptions.................................................................................................................. 346.8 Cost Forecasts and Resources ....................................................................................... 346.9 Issues Affecting the Implementation ................................................................................ 34

6.9.1 Introduction............................................................................................................. 346.9.2 PA Avionics ............................................................................................................ 356.9.3 ATS Systems.......................................................................................................... 35

6.10 Institutional Arrangements.............................................................................................. 366.10.1 Use of GBAS .......................................................................................................... 366.10.2 SBAS..................................................................................................................... 37

6.11 Dependencies ............................................................................................................... 376.12 Risk Assessment ........................................................................................................... 376.13 Evolution....................................................................................................................... 376.14 Conclusion .................................................................................................................... 38

7 CONCLUSION..................................................................................................................... 39

8 REFERENCE MATERIAL..................................................................................................... 40

9 GLOSSARY AND DEFINITIONS .......................................................................................... 41

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1 EXECUTIVE SUMMARYResponding to the challenges associated with the future European ATM system, the MA-AFAS projecthas developed technological solutions and a set of user services that are capable to providesignificant improvements in different ATM areas.

The main benefits from the MA-AFAS project will emerge from the autonomous aircraft operation andintegration of airborne and ground ATM systems, enabled by the automated air-air and air-grounddata link exchanges. This will lead to the more effective use of airspace, more flexible routing, moreprecise planning and scheduling, improved situational awareness, more safe operation particularlyunder bad weather conditions.

The functional scope of the MA-AFAS project has been defined by MA-AFAS Themes:

• Precision Approach (PA)

• Taxi management (TAXI)

• CDTI/ASAS

• En-route 4D Trajectory generation and guidance (4D)

• AOCThe initial validation of the MA-AFAS functionality and associated benefits will be provided within theMA-AFAS project itself, however the complexity of the functions requires further careful pre-operational validation. Several revenue aircraft regularly flying within the European airspace areintended to be equipped with the MA-AFAS experimental package. Selected critical metricsparameters should be monitored and recorded for these flights, with the aim to demonstrateachievable benefits to the broader user community.

This document contains two separate candidate implementation plans- one for non-PA MA-AFASThemes (Taxi Management, CDTI/ASAS, En-route 4D , AOC), another one for the PA Theme. It alsoproposes basic CBA metrics that should be collected during the trials.

This document roughly identifies main candidate stakeholders, the tasks required in support of thepre-operational trials and allocates the roles and responsibilities to the candidate stakeholders. Theidentification of the candidate stakeholders and the allocation of the roles has been done in the Tables3-8 and Tables 11-14, respectively. These allocations are provisory and do not mean that any kind ofinstitutional or other arrangements have been made with the stakeholders. No statements orrecommendations about the stakeholder commitment can be given in this document.

The MA-AFAS avionics package must be certified by the JAA prior to any installation on a commercialaircraft. The Supplemental Type Certification (STC) procedure has been proposed for MA-AFAS inD45 document [Ref. 11]. The D45 conclusion was that it might be possible to undertake MA-AFASpre-operational trials on revenue flights in a shadow mode, where the crew would only observe theMA-AFAS FMS, but would not actively interact with the HMI. However, aircrew active participation isessential for demonstrating MA-AFAS benefits, as well as for gathering the information on how theMA-AFAS system operates under realistic conditions.

The D45 document identifies STC as the simplest certification procedure, but it does not directlypreclude the possibility to find some other type of the certification process that could be better alignedwith the goals of pre-operational MA-AFAS trials.

For the purpose of this document it has been assumed that the selected certification procedure allowsthe aircrew not only to monitor-, but also to actively interact with the MA-AFAS airborne HMI.

RECOMMENDATION: If the STC certification procedure does not allow the aircrew to interact with theMA-AFAS airborne HMI, then other certification alternatives should be considered that would be betteraligned with the declared intentions of MA-AFAS pre-operational trials.

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Candidate Implementation Plan #1 covers the Taxi management (TAXI), CDTI/ASAS, En-route 4DTrajectory generation and guidance (4D) and AOC themes of the MA-AFAS project .

Except for possibly the TAXI-Theme, the MA-AFAS Themes and functions (AOC, CDTI/ASAS, 4D)could be optimally assessed (and would provide maximum benefits) if pre-operational trials wereconducted within a relatively large airspace with preferably homogenous ground infrastructure. Thistarget airspace should comprise one or several airports, TMA airspace, as well as an appropriatenumber of (preferably contiguous) En-route sectors.

A full suite of certified MA-AFAS avionics is assumed to be available for pre-operational MA-AFASvalidation. Another important pre-requisite is the existence of supporting ground infrastructurecompatible with airborne MA-AFAS installation. Such infrastructure comprises VDL4 ground network,broadcast- and ATN communications End Systems, routers and other facilities, as well as groundapplication servers and validation platforms capable to interact with the corresponding MA-AFASairborne functions.

A part of supporting infrastructure is expected to come from other large-scale ATM validation projects.The ground components coming from such projects that require certification are expected to becertified within those projects. For the remaining MA-AFAS-specific ground components an adequatecertification procedure may be required.

Candidate Implementation Plan #1 proposes to re-use for MA-AFAS pre-operational validation existingfacilities of three MA-AFAS flight trial environments (Boscombe Down, Braunschweig and Rome), aswell as systems and facilities that have been developed specifically for MA-AFAS (like TAT, IHTP, A/GATN router, ATN DL4 GS software). Such systems shall be preferably installed in the same manner asfor the MA-AFAS flight trials.

Taking into account that Boscombe Down and Braunschweig airports are not suitable for normal civilair transport operations, the conclusion of this document is that the Rome flight trials environment(MEDUP) may be the best choice for conducting post-MA-AFAS validation of MA-AFAS (non-PA)Themes. The time schedule of the MA-AFAS pre-operational trials for non-PA Themes shouldtherefore be aligned with the schedule of the MEDUP project.

Candidate Implementation Plan #2 covers the Precision Approach (PA) theme of the MA-AFASproject, which will perform initial evaluation of the PA aspects of the MA-AFAS avionics package andassociated functions/user's services.

The MA-AFAS PA theme considers both Space Based Augmentation Systems (SBAS) and Ground-Based Augmentation Systems (GBAS), and specifically the changeover between the two. In order toexploit the capabilities that GBAS and SBAS bring, precision approach procedures must be designedfor the airport(s) participating in pre-operational MA-AFAS trials. Additionally, SBAS and GBASavionics meeting recent international standards will have to be available for the pre-operationalvalidation trials of the MA-AFAS PA Theme.

SBAS is specifically designed to provide navigation performance to the standard required for precisionapproach for all approaches to all runways in the service volume, which will be over a wide area. TheEuropean contribution to SBAS is the European Geostationary Navigation Overlay Service (EGNOS).Europa-wide GPS + EGNOS Cat I support is expected to be available by 2004.

Numerous GNSS avionics currently available are advertised as WAAS/EGNOS capable, and soproduction avionics are available.

The ground communications infrastructure used to enable the creation of the SBAS signal in spacewill not be visible to the pre-operational trials, as it will be managed by the EGNOS service provider.

The concept of GBAS has been developed to replace existing Instrument Landing Systems (ILS), andthus provide a service for an approach to a particular runway at a particular airport. For GBAS, thesignal in space must be available for a particular approach into a particular airport, but no other groundcommunications infrastructure is required. A frequency assignment will be required, there can be asignificant (e.g. 6 months) lead time.

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GBAS is a component of the multi-mode receiver (MMR) fitted to many commercial aircraft.

GBAS was expected to be available in 2003 but this timescale now looks unlikely, and is dependentupon FAA activities to develop GBAS ground stations. Operational ground stations meeting the latestSARPS [Ref. 8], MASPS [Ref. 6] and MOPS [Ref. 4] are not yet in production.

MA-AFAS pre-operational trials represent a significant step in the validation of operational benefits ofadvanced European ATM concepts that are encapsulated in MA-AFAS Themes. The trials would pavethe way towards the operational deployment of the MA-AFAS avionics package. They would alsosupport VDL4 implementation and contribute to further VDL4 promotion for surveillance purposes andits standardization as an ATN air-ground point-to-point subnetwork. The trials would also supportSBAS and GBAS implementation, a goal set by ICAO.

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2 INTRODUCTIONResponding to the challenges associated with the future European ATM system, the MA-AFAS projecthas developed technological solutions and a set of user services that are capable to providesignificant improvements in different areas. The initial validation of this functionality will be providedwithin the MA-AFAS project itself, however the complexity of the functions requires further careful pre-operational validation. Several revenue aircraft regularly flying within the European airspace areintended to be equipped with the MA-AFAS experimental package. Selected critical metricsparameters should be monitored and recorded for these flights, with the aim to demonstrateachievable benefits to the broader user community.

The purpose of this document (MA-AFAS deliverable D48) is to identify candidate implementationplans for the pre-operational validation of MA-AFAS functionality offered to the users. These will beused for the development of the Implementation Plan (WP 4.4) for the post-MA-AFAS functional andcapability validation.

This document is based on the following inputs:

• Operational and Airworthiness Plan (D45) [Ref. 11]

• Airworthiness and Operational Approval Requirements and Methods (D15) [Ref. 10]

• Simulation and Flight Test Plan (D32) with Annexes A, B, C [Ref. 12]

The information about possible partners and their roles are indicative only. The document indicateshow the pre-operational validation goals could be achieved, not how they will be achieved in thereality. No contacts or arrangements of any kind have been made so far with any of anticipatedpartners for the pre-operational validation (this is believed to be beyond the scope of this document).

Assumptions that have been made in this document are to be reviewed by the Project Partners.

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3 SCOPE OF DOCUMENTThis document covers all MA-AFAS Themes (Precision Approach and Departure, Taxi Management,CDTI/ASAS, En-route 4D, AOC Communications). The scope of MA-AFAS services and functionswithin each Theme is separately indicated up to the required level. The air-air and air-groundcommunications are considered to be a common enabler for MA-AFAS Themes.

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4 THE MA-AFAS PROJECT

4.1 Background

The More Autonomous Aircraft in the Future ATM System (MA-AFAS) programme addresses therequirements of Key Action 4 New Perspective in Aeronautics, Technology Platform 4. Thisprogramme is 50% funded by the European Commission under Framework 5 Key Action 4 NewPerspective in Aeronautics. MA-AFAS has a strong team led by BAE Systems, Avionics Group,Rochester UK.

4.2 Objectives

The objective of the MA-AFAS project is to transform European CNS/ATM research results intopractical operational ATM Procedures with the potential to radically improve the European ATMscenario in the near term. To achieve this goal, the retrofit avionics solution (MA-AFAS package) hasbeen designed developed and evaluated within representative future ATM environments. Additionally,the steps will be considered required to transition from the trials of the avionics package to in-servicepre-operational validation.

4.3 Functional Scope

The functional scope of the MA-AFAS project has been defined by the following Themes:

• Precision Approach (PA)

• Taxi management (TAXI)

• CDTI/ASAS

• En-route 4D Trajectory generation and guidance (4D)

• AOCEach Theme is capable to provide a set of dedicated User's services. Each such service will providesignificant improvements as compared with the "baseline" current situation.

4.4 Application Area

The MA-AFAS Themes and functionality provide benefits in all environments (Airport, TMA, En-route)and different airspace types (FFAS, MAS). MA-AFAS package provides support for both ATS- andAOC communications.

4.5 Aircraft Equipage

The PA Theme requires the external support in the form of Space Based Augmentation Systems(SBAS) and/or Ground-Based Augmentation Systems (GBAS). Other Themes require air-air and air-ground communications (COM) with appropriate infrastructure and operational communicationsservices.

Assuming that the above ground support exists, the benefits offered by the MA-AFAS package wouldbe immediately available to the properly equipped aircraft. Other aircraft within the same airspace mayalso experience some benefits (e.g. CDTI/ASAS), assuming their avionics is interoperable with theMA-AFAS avionics.

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4.6 Expected Benefits

4.6.1 General

The main benefits from the MA-AFAS project will emerge from the autonomous aircraft operation aswell as integration of airborne and ground ATM systems, enabled by the automated air-air and air-ground data link exchanges. This will lead a/o. to the more effective use of airspace, more flexiblerouting, more precise planning and scheduling, improved situational awareness, more safe operationparticularly under bad weather conditions.

4.6.2 Capacity Benefits

Capacity benefits will be achieved due to the MA-AFAS applications (Ground CDTI, CDTI/ASAS, PA)that will allow for tighter adherence to the required separation minima in particular under poor weatherconditions. The benefits will be achieved both on the airport surface, as well as in the En-route andTMA areas.

4.6.3 Safety Benefits

MA-AFAS applications have been designed so that with proper operational procedures andappropriate training, they can be expected to bring safety benefits with the following drivers:

• enhanced situational awareness through CDTI/ASAS

• enhanced taxi operations through TAXI

• more regular and predictable approach operations with PA (Precision Approach)

• enhanced meteorological data and flight plans from Airlines Operation Centre (AOC)

4.7 The Business Case for Europe

The MA-AFAS Cost Benefit Analysis (CBA) is dependent upon users’ feedback. It will be investigatedby Deliverable D 50/Theoretical Cost Benefit Analysis, which will include cost benefit forecasts.

4.8 The Strategic Perspective

MA-AFAS pre-operational trials are a significant step in the validation of operational benefits ofadvanced ATM concepts that are encapsulated in MA-AFAS Themes. The trials would support SBASand GBAS implementation - a goal set by ICAO. They would also support the increase of theEuropean ground VDL4 coverage and contribute to further VDL4 promotion as an ATN air-groundpoint-to-point subnetwork.

The expected parallel increase in the interest of the use of EGNOS, the interest in installation of GBASground stations, the agreement of approach design criteria and the design of approach proceduresmay be seen as an important enabler for the SBAS and GBAS implementation.

Assuming the successful termination of the pre-operational MA-AFAS trials, further steps would benecessary (including adequate certification procedures). The overall goal should be a validationconcept similar to PETAL, with intensive aircrew and ATC involvement, and possibly a "lead carrier"and ATC center with an implementation programme.

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5 CANDIDATE IMPLEMENTATION PLAN #1

5.1 Introduction


The Work Package 3 of the MA-AFAS project will perform initial evaluation of the MA-AFAS avionicspackage and associated functions/user's services. The validation will include flight trials in threespecific environments: Boscombe Down (UK), Braunschweig (GE) and Rome/Ciampino (IT).Infrastructure has been developed to support the trials. Each of these flight trials is supported by atleast one VDL4 Ground Station, supporting point-to-point and broadcast air-ground and ground-aircommunications. Other required ground facilities include different ATM End Systems (ES), G/G andA/G routers, network servers, simulators, SBAS operation, GBAS a ground station, recording facilities.

Both the complexity of MA-AFAS functions and the assessment of benefits these functions canprovide require careful pre-operational validation, extending far beyond time-limited MA-AFAS flighttrials. Several revenue aircraft regularly flying within the European airspace are intended to beequipped with the MA-AFAS experimental package. Additionally, adequate ground facilities must be inplace within the target airspace.

This implementation plan aims to re-use for pre-operational validation of non-PA MA-AFAS functionsand capabilities the communications facilities of the MA-AFAS flight trial environments, existing groundEnd Systems or systems that have been developed specifically for MA-AFAS, as well as the airborneequipment developed for MA-AFAS, installing it in the same manner as used for the current flighttrials.

NOTE: Supplementary validation of MA-AFAS operational aspects will be performed at NLR by usingsimulated environment. As the intent of pre-operational MA-AFAS trials is to demonstrate andmeasure benefits in the real- rather than the simulated environment, the NLR environment has beenleft out from this document.

As Boscombe Down and Braunschweig airports are not suitable for normal civil air transportoperations, the Rome flight trials environment offers the best basis for conducting post-MA-AFASvalidation trials.

5.2 Scope

This implementation plan covers all non-PA MA-AFAS Themes:

• Taxi Management

• CDTI/ASAS

• En-route 4D

• AOC

The Precision Approach Theme is separately covered in the Candidate Implementation Plan #2. TheMA-AFAS Communications Theme is inherent to other Themes and has not been treated separately.

Each of the listed Themes comprises one or several MA-AFAS operational services and/or functions.The Table 1 shows the functions as defined in the D14 (OSED) document. It also indicates whichfunctions are intended to be validated during flight trials in three environments: Boscombe Down (BD),Braunschweig (BR) and Rome (RO).

Table 1 MA-AFAS Functions and Services

Theme MA-AFAS Function D14 BD BR RO

TAXI Airport Map Display X X X X

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GND CDTI X X XTaxi Route Clearance X X X XTAXI CPDLC X X X XRWY Alert X X X XRWY Incursion X

CDTI/ASAS Enhanced Situation Awareness X I I ILong. (Level Flight/ In-descent) Spacing/Merge behind X X X XLong. (Level Flight/ In-descent) Spacing/Remain behind X X X XLat. Spacing (Crossing and Passing)/Pass behind X X X XLat. Spacing (Crossing and Passing)//Resume whenclear

X X X X

Vert. Crossing and Passing/Pass above X X X XVert. Crossing and Passing/Pass below X XAutonomous Operations X

AOC All functions X X X X4D Navigation and Guidance X X X X

Trajectory Negotiation XPA SBAS approaches X X X

GBAS approaches X XSBAS departures X XGBAS departures X X

Only MA-AFAS functions that have been tested during flight trials have been assumed as available forpost-MA-AFAS validation activities (no 4D Trajectory Negotiation, no Autonomous Operations).

It has been assumed that the Enhanced Situation Awareness function (marked by "I" in the Table 1has implicitly been tested during flight trials.

5.3 Objectives

The objective of this implementation plan is to assure that all necessary items will be in place forconducting revenue pre-operational flights with MA-AFAS avionics, assessing (in a shadow mode)operational benefits provided by the MA-AFAS Themes and their associated functionality.

The second main objective of the implementation plan is to indicate the necessary items for collectingdata for the subsequent CBA.

5.4 Certification Issues

As stated in the D45 document [Ref. 11], the MA-AFAS avionics package must be certified by the JAAprior to any installation on a commercial aircraft. The validation is required for both pre-operationaltrials and operational use. The JAA advised, that the Supplemental Type Certification (STC)procedure would be the most appropriate one, thus STC has been proposed for MA-AFAS in D45.The procedure would be the simplest on the basis of non-interference, leading to the requirement thatthere should be no influence at all on the tasks of the flight crew or cabin crew due to the MA-AFASfunctionality.

The D45 conclusion was that it might still be possible to undertake MA-AFAS pre-operational trials onrevenue flights in a shadow mode, where the crew would only observe the MA-AFAS FMS operatingin a shadow mode, but would not actively interact with the HMI. However, some MA-AFAS functionsalso require active pilot's involvement, which would preclude any pre-operational trials on the revenueflights carrying passengers or cargo.

The D45 document identifies STC as the simplest certification procedure, but it does not directlypreclude the possibility to find some other type of the certification process. Therefore, for the purposeof this document following three generic certification scenarios may be envisaged:

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1. STC remains as the only certification procedure available for MA-AFAS pre-operational validation.

2. An alternative certification scenario can be found that would restrict the aircrew interaction withMA-AFAS avionics just to several key operational services (T.B.D.) with operational mitigationmeans.

3. A certification scenario can be found that would allow the aircrew to fully interact with the MA-AFAS airborne system in accordance with the expected in-service procedures.

The first two options could significantly impact (reduce-) the scope of the pre-operational trials. If theflight crew were not allowed to interact with all MA-AFAS functions and services during the flight, themain objective of the pre-operational trials - gathering the information on how the MA-AFAS systemoperates, whether it offers benefits, and particularly how the MA-AFAS functions and proceduresimpact the crew workload - could not be met at all.

The rest of this document has therefore been written by assuming the scenario 3 - the crew isallowed not only to monitor-, but also to actively interact with the MA-AFAS airborne HMI.

It has been assumed, that the most of ground installations involved with MA-AFAS pre-operationalflight trials have already been certified within other validation projects. For ground components thathave been developed specially for MA-AFAS an appropriate certification procedure shall be found.


Except for possibly the TAXI-Theme, the MA-AFAS Themes and functions (AOC, CDTI/ASAS, 4D)could be optimally assessed (and would provide maximum benefits) if pre-operational trials wereconducted within a relatively large airspace with preferably homogenous ground infrastructure.

In order to demonstrate the gate-to-gate MA-AFAS capabilities, this target airspace should compriseone or several civil airports, TMA airspace, as well as an appropriate number of (preferablycontiguous) En-route sectors.

Some functions, like GND CDTI or Enhanced Situation Awareness, require air-air and ground-airbroadcast VDL4 data link. The usage of an air-ground point-to-point data link is optional (the mostfunctions may also be supported by using legacy voice R/T communications).

However, if the ground infrastructure for point-to-point and broadcast air-ground communications wereavailable, it would allow collecting quantitative data for the CBA and pilot's subjective feedback aboutthe usability of the point-to-point data link.

5.6 Time Schedule

As proposed in the chapter 5.13 of this document, the time schedule of the MA-AFAS pre-operationaltrials for non-PA Themes should be aligned with the schedule of the MEDUP project, as this project isbelieved to be in the best position to provide required ground infrastructure and supporting facilities.

Unfortunately, the MEDUP project itself has still not reached the phase where the Exploitation Plan isto be produced, so only the rough data extracted from the MEDUP Programe Management Plan areavailable (as submitted by ENAV). These data are contained in the Table 2 below.

Table 2 Status of MEDUP Implementation

Location State Planned Configuration Installation D.L.

Rome Italy Ground station, network node, shadow ATC centre DeployedPadova Italy Ground station, network node, shadow ATC centre DeployedBrindisi Italy Ground station, network node, shadow ATC centre 29.08.2003Cagliari Italy Ground station, network node 31.07.2003Madrid Spain Ground station, network node, shadow ATC centre 30.05.2003

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Baleari Spain Ground station, network node 15.11.2003Atene Greece Ground station, network node 29.09.2003La Valletta Malta Ground station, network node, shadow ATC centre 11.12.2003 tbcBretigny France Network nodeFrankfurt Germany Network node

According to this table, eight MEDUP ground stations should be available by the end of 2003, to beused by a.o. by the MFF project. The MFF schedule [Ref.9] indicates, that this ground infrastructureshould be available at least until end of 2004.

5.7 Actors/ stakeholders

This chapter aims to roughly identify the main candidate stakeholders, the tasks required in support ofthe pre-operational trials and to roughly allocate the roles and responsibilities to the candidatestakeholders. The meaning of the symbols in the following tables is as follows:

• "R" means that the stakeholder is responsible for the task

• "S" means that the stakeholder will support the task

• "E" means that the task may require external support from other stakeholdersThe identification of the candidate stakeholders and the allocation of the roles in the tables areprovisory and does not mean that any kind of institutional or other arrangements have been made withthe stakeholders (as this is seen as a part of the WP 4.4- Implementation Plan). Similarly, nostatements or recommendations about the stakeholder commitment can be given in this document.

5.7.1 ATSPs

One or several ATSPs being responsible for the ATS in the target area.

Table 3 Tasks and Roles of ATSPs

Task_ID Task Description Role(s)

ATS_01 Provide ground manpower support for pre-operational trials (shadowcontrollers)

R

ATS_02 Install the ATS IHTP + TAT at selected facilities R,EATS_03 Provide access to the ACC systems in a shadow mode RATS_04 Contribute to the development of the pre-operation trial validation plan

(review...)S

ATS_05 Provide support in collecting and evaluating performance data(selected metrics)

S

ATS_06 Make institutional arrangements for gaining access to the remoteVDL4 GS(s)

R,E

ATS_07 Conduct training for the involved ground staff RATS_08 Provide support in producing documentation SATS_09 Provide (parts of-) the ground communications infrastructure (VDL4

GSs)S

ATS_10 Provide support to co-ordinate operational procedures with airlines forthe use of MA-AFAS services

R,E

5.7.2 Airlines

One or several Airlines regularly operating revenue flights within the target area.

Table 4 Tasks and Roles of Airlines

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AIR_01 Support the certification of the MA-AFAS avionics R, EAIR_02 Contribute to the development of the pre-operation trials validation

planS

AIR_03 Equip the appropriate number of revenue aircraft with MA-AFASavionics

R

AIR_04 Conduct training for pilots, dispatchers (ground AOC crew) andmaintenance staff

R

AIR_05 Install AGP (or IHTP) at AOC R,EAIR_06 Configure IHTP to act as an ATN A/G BIS router and AOC End

SystemR,E

AIR_07 Make institutional arrangements for gaining access to the remoteVDL4 GS(s)

S

AIR_08 Provide support in collecting and evaluating performance data(selected metrics)

S

AIR_09 Collect in the AOC environment selected data required for furtherCBA

R

AIR_10 Provide general feedback on the operational acceptability of MA-AFAS (in particular AOC-) functions

R,E

AIR_11 Perform flight operations for equipped aircraft in the target airspace inaccordance with the pre-operational validation plan

R

AIR_12 Provide post-flight de-briefings/reports RAIR_13 Provide support in producing documentation SAIR_14 Provide support to co-ordinate operational procedures with ATSP

implementing MA-AFAS servicesR,E

5.7.3 Pre-operational trials co-ordinator

It is expected that post-MA-AFAS trials will be conducted as another large-scale project, requiring theproject co-ordination and management.

Table 5 Tasks and Roles of Trials Co-ordinator


PMC_01 Project management for pre-operational trials RPMC_02 Develop the pre-operational validation plan and other documentation R,EPMC_03 Evaluation of collected data R,EPMC_04 Producing the Final Report RPMC_05 Organise and document co-ordination of operational procedures R,E

5.7.4 Ground communications infrastructure provider(s)

Providers of the ground communications infrastructure required for pre-operational trials.

Table 6 Tasks and Roles of Ground Communications Infrastructure Providers


GSP_01 Support the certification issues of the ground communicationsinfrastructure

R,E

GSP_02 Provide the ground communications infrastructure for the pre-operational trials (VDL4 broadcast, VDL4 ATN) that is compatible andinteroperable with the MA-AFAS avionics

R,E

GSP_03 Take care that all required interfaces exist and are interoperableduring trials

R,E

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GSP_04 Provide ATN access for the external AOCs R,EGSP_05 Collect network related performance data for subsequent analysis

("CNS service level" metric)R

GSP_06 Provide support in producing documentation SGSP_07 Co-ordinate communications resources with other Partners R

5.7.5 Ground ES providers

Providers of the communications End Systems and supporting facilities required for assessing themetrics.

Table 7 Tasks and Roles of Ground ES Providers


GEP_01 Provide the ground communications ESs (like IHTP, TAT, AGP, ...) forthe pre-operational trials that are compatible and interoperable withthe MA-AFAS airborne functions

R,E

GEP_02 Configure/adapt the ESs to collect ES-related performance data forsubsequent analysis ("CNS service level" metric)

R,E

5.7.6 Supporting Partner(s)

Partners involved with documentation, training, and analysis of results and other supporting tasks.

Table 8 Tasks and Roles of Supporting Partners


SUP_01 Provide support in producing documentation SSUP_02 Provide support for the training of the users of the ground ESs (AOC,

ATS...)S

SUP_03 Perform the post-trials analysis of the collected data and subjectivefeedback records from the pilots, dispatchers, controllers e.t.a.

R,E

SUP_04 Develop dedicated tools for the analysis of the collected data. R

5.8 Assumptions

In order to propose appropriate methods for further validation of the MA-AFAS functionality andbenefits, it is necessary to make some general assumptions that apply to all MA-AFAS Themes.Further assumptions may be found later, in the chapter "Issues Affecting the Implementation", dealingwith dedicated MA-AFAS Themes.

• MA-AFAS flight trials have been successfully completed

• A full suite of MA-AFAS avionics (as used during MA-AFAS flight trials) is available for the pre-operational validation trials

• No MA-AFAS functions beyond these performed/tested during flight trials will be considered forthe post-MA-AFAS validation

• The MA-AFAS avionics has been certified in such a way that active aircrew involvement is allowed

• An appropriate number of the revenue aircraft of the candidate Airline, equipped by the MA-AFASavionics, regularly visits the candidate airspace and the candidate Airports

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• The VDL4 trial frequency has been allocated and the necessary VDL4 coverage exists within thecandidate airspace

• The VDL4 ground infrastructure capable to provide broadcast-, as well as ATN-compatible AOCand ATS communications services has been deployed within the target area and certified up tothe required extent by an appropriate large-scale ATM project

• MA-AFAS-specific facilities and platforms (IHTP, TAT, BAGS) have passed the certificationprocedure (if appropriate) and are available to be used for post-MA-AFAS validation trials

Presence of other, non-MA-AFAS aircraft equipped with compatible VDL4 ADS-B avionics in the sameairspace would be an advantage for demonstrating the CDTI/ASAS functional interoperability.

NOTE: The exact number of MA-AFAS equipped aircraft will be dependent on the willingness of theparticipating Airline(s), in particular with respect to the training and implementation costs. Some of MA-AFAS functions generate benefits if the “own” aircraft is equipped by the MA-AFAS avionics. Otherfunctions require participation of at least two compatible aircraft to provide measurable benefits. Underrevenue flight scenario, the opportunity to validate such functions will arise in a more or lessprobabilistic manner. Apparently, the more MA-AFAS compatible aircraft participate in the pre-operational trials, the higher the probatility that two aircraft will meet in the same airspace.

The existence of the broadcast wide-area network, allowing for the reception and subsequentevaluation of ADS-B downlinks within the target airspace may be necessary.

The MA-AFAS compatible TIS-B and FIS-B uplink service may be required for showing the benefits ofthe gate-to-gate approach.

5.9 Cost Forecasts and Resources

It is anticipated, that the overall costs for MA-AFAS pre-operational trials will fall into followingcategories:

• Stakeholder Costs and Resource Requirements

• Airline Costs

• ATS Provider Costs

• EUROCONTROL Agency Costs

• Other's Stakeholders Costs

• Communications Infrastructure Costs

It is currently not possible to provide any cost forecasts, as these estimates should come directly fromthe involved Partners in the post-MA-AFAS trials which are yet T.B.D.

5.10 Issues Affecting the Implementation

5.10.1 Introduction

This chapter aims to provide an outline of MA-AFAS avionics, ATS and AOC Systems, and the groundcommunications infrastructure required in support of MA-AFAS pre-operational trials. It also proposesbasic CBA metrics that should be collected during the trials.

Figure 1 provides a generic overview of required ground capabilities, covering all MA-AFAS Themes.Aspects specific to the particular MA-AFAS Theme (e.g. specific requirements for the ground facilities,metrics to be collected during trials) are outlined in the corresponding sub-chapter.

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ATSP TAT

TAT HMI

IP Rtr

ACC LAN

ATSP IHTP

IHTP ATN A/GBIS Rtr.

(IP SNDCF)

IHTP ATN ES

(IP SNDCF)

TAT HMIRel.ay

(TCP/IP)

TAT HMIServer

(TCP/IP)

WAN?

IP Rtr

Airline IHTP

IHTP ATN A/GBIS Rtr.

(IP SNDCF)

IHTP ATN ES

(IP SNDCF)

AOC Platform(IHTP AGPfunction)

MEDUP IP WAN

ATSP VDL GS

GND VDL4TX/RX

ATN-capableMEDUP GS

(IP SNDCF)

IP Rtr

ATSP Platform

BroadcastServer

(UDP/IP)

Airline Host

AirlineSystems andApplications

Figure 1 Proposed Generic Ground Infrastructure for the Pre-operational Trials

5.10.2 TAXI Theme

5.10.2.1 Ground Facilities

Pilots can validate some TAXI functions (e.g. Airport map display) without any special ground support.

In order to demonstrate full benefits from the TAXI Theme, Airport(s) involved with the pre-operationalvalidation of the TAXI Theme should lie within the coverage range of the local VDL4 GS.

Broadcast Airport VDL4 GS receiving and recording capability may be desirable for eventual groundsurveillance data fusion and/or ground-side recording of downlinked ADS-B position reports. Thesecond feature may be required for the post-flight evaluation of the recorded ground tracks, with thegoal to determine achieved improvements.

The pre-operational demonstration of the benefits coming from the GND CDTI function (situationalawareness) may require supporting TIS-B service to be provided for a candidate Airport. The TIS-Bfunction would require an Airport TIS-B server with the IP access to the Airport VDL4 GS, as well as agateway between the TIS-B server and the existing Airport surveillance system.

The Airport VDL4 GS must be ATN-capable for uplink of taxi route clearances and other taxi-relatedE-CPDLC messages (e.g. route clearance, line-up clearance, take-off clearance).

In support of the TAXI Route Clearance and other TAXI CPDLC functions, the TAXI and ATM Tool(TAT) should be installed at the participating Airport(s). The TAT ATN access should be via AirportIHTP, acting as both an ATN ES and A/G BIS router. The IHTP would access the Airport VDL4 GS viaIP. The institutional arrangements must be met to assure that the infrastructure (e.g. dial-in ISDN,dedicated line) capable to carry IP data packets is in place between the IHTP location and the AirportVDL4 GS.

The ATC function at the participating Airport(s) should be arranged in such a way to allow the "shadowcontroller" to handle the TAT, issuing taxi- and other clearances and instructions via ATN/VDL4 datalink. This controller could also monitor the TWR ADS-B situation display (if available).

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5.10.2.2 CBA

Taxi-in delay, Taxi-out delay and the Runway statistic (capacity) metrics are proposed to becollected or derived from other collected data for the CBA and other purposes. For MA-AFASequipped aircraft the required input data could be obtained from the ground trajectories (derived e.g.from the downlinked ADS-B reports recorded at the Departure and Arrival Airport, respectively). Thesedelays could be used to demonstrate benefits from the TAXI CPDLC and TAXI Route Clearancefunctions by comparing them with the "baseline" situation without MA-AFAS added functionality. Ifrequested, this data may be augmented by the OOOI data obtained from the AOC of the participatingAirline(s).

Additionally, pilot's subjective feedback about the effectiveness of the GND CDTI, Airport Map Display,RWY Alert and indicated TAXI Route Clearances should be collected, particularly when operatingunder poor weather conditions.

5.10.3 En-route 4D Theme


The En-route airspace involved with the pre-operational validation of the 4D Theme should lie withinthe coverage range of the involved VDL4 GS(s).

No 4D trajectory negotiation will be supported by the MA-AFAS avionics package. The aircrewworkload assessment related to the trajectory generation could be eventually performed prior to theflight, while the aircraft is parked.

Although MA-AFAS 4D functions may also be supported via voice, the existence of the ATN/VDL4data link would allow for testing the En-route CPDLC capability. The wide-area ATN/VDL4 data linkcoverage is essential for the AOC Theme. Additionally, recording CPDLC messages on the groundwould help to correlate the tracks flown by the participating aircraft with the instructions issued by thesafety controller. It will therefore be assumed that an ATN/VDL4 link is also available for the 4DTheme purposes.

It is proposed to install the TAT at all ACCs (and eventually other ATC facilities) participating in thepre-operational trials. The TAT ATN access should be via co-located IHTP, acting as both an ATN ESand A/G BIS router.

This IHTP would access involved VDL4 GSs via IP. The institutional arrangements must be met toassure that the infrastructure (e.g. dial-in ISDN) capable to carry IP data packets is in place betweenthe IHTP location and all involved VDL4 GS(s).

As the En-route portion of the flight will typically span across several countries, it is necessary to makearrangements with all involved ATSPs with respect to the provision of the surveillance track data andthe ADS-B reports.

The capability to uplink FIS-B information via VDL4 broadcast data link would be beneficial for theassessment of the performance improvements under bad weather condition, in particular within theEn-route portion lying outside coverage range of ground voice ATIS stations.

5.10.3.2 CBA

All ATN and broadcast messages should be recorded on board aircraft and compared with theirground-recorded versions after the flight, in order to demonstrate the CBA metrics- CNS Coverageand timeliness and quality of data provided to the user.

Airborne delay is proposed as the metrics to be collected for the CBA and other purposes. Theairborne delays could be used to demonstrate benefits from the En-route CPDLC and 4D Navigationfunctions by comparing them with the "baseline" situation w/o MA-AFAS added functionality. These

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values would represent expected performance with an adequate communications' supportperformance since few aircraft being equipped there would not be any issue of access to the network.

For MA-AFAS equipped aircraft the required data could be obtained from the recorded trajectoriesderived from the downlinked ADS-B reports. If requested, the recorded ADS-B data may beaugmented by the radar track data obtained from the participating ATSPs.

Having the route that has been actually flown recorded on the ground, this route could be comparedwith the "optimum" route (as generated by the participating Airline) to demonstrate the Flexibility CBAmetrics.

Additionally, it would be necessary to collect pilot's subjective feedback about the effectiveness of the4D Generation and Navigation function.

5.10.4 CDTI/ASAS Theme


The TMA and En-route airspace involved with the pre-operational validation of the CDTI/ASAS Themeshould lie within the coverage range of the involved VDL4 GS(s).

As MA-AFAS ASAS functions may also be supported via voice, the existence of the ATN/VDL4 datalink is optional for the CDTI/ASAS Theme. However, the ATN/VDL4 data link coverage is essential forthe AOC Theme. Additionally, recording ASAS-related CPDLC messages (select target messages,delegation instructions) on the ground would help to correlate the tracks flown by the participatingaircraft with the instructions issued by the safety controller. It will therefore be assumed that anATN/VDL4 link is also available for the ATS purposes.

NOTE: The ATN/VDL4 data link may also be beneficial for uplink of clearances to enter/exit the FFASairspace, however, it is not probable that the FFAS airspace and associated autonomous operationsconcept could be deployable in the time frame targeted for post-MA-AFAS validation.

It is proposed to install the TAT at all ACCs (and eventually other ATC facilities) participating in thepre-operational trials. The TAT ATN access should be via co-located IHTP, acting as both an ATN ESand A/G BIS router.

This IHTP would access involved VDL4 GSs via IP. The institutional arrangements must be met toassure that the infrastructure (e.g. dial-in ISDN) capable to carry IP data packets is in place betweenthe IHTP location and all involved VDL4 GS(s).

Dependent on the installed capabilities at target ACCs, broadcast VDL4 data link ground coveragewithin a target airspace may be desirable for the ground recording of downlinked ADS-B positionreports. Optional TIS-B function would be beneficial for demonstrating airborne situation awareness,but would additionally require the TIS-B server with access to the VDL4 GS(s), as well as a gatewaybetween the TIS-B server and the radar-based ACC surveillance system.

The ATC at the participating ACC(s) should be arranged in such a way to allow the "shadowcontroller" to handle the TAT, issuing CPDLC clearances and instructions (including e.g. targetidentification) via ATN/VDL4 data link. This controller could also monitor the ACC ADS-B situationdisplay (if available).

As no change of the current operational procedures or separation minima is allowed, performingASAS In-descent spacing functions seems to be only possible as an overlay during good visualconditions if a Visual Clearance was issued via voice by the safety controller. Similarly, the Speedclearance issued by the safety controller could be overlaid by the Level Flight Spacing application.

The most ASAS functions require the presence of at least two ADS-B capable aircraft (VDL4), so avery tight planning and co-ordination between the Airlines, safety controller and the shadow controller

24

would be required. Presence of other, non-MA-AFAS aircraft equipped with compatible VDL4 ADS-Bavionics in the same airspace would be an advantage.

5.10.4.2 CBA

All ATN and broadcast messages should be recorded on board aircraft and compared with theirground-recorded versions after the flight, in support of the CBA metrics- CNS Coverage andtimeliness and quality of data provided to the user.

The trajectories derived from the downlinked ADS-B reports could be recorded on the ground for MA-AFAS and all other ADS-B equipped aircraft. These trajectories could be analysed after the trials inorder to demonstrate the compliance with- and eventual tighter adherence to the valid separationminima and ATS clearances (as issued via voice or ATS ATN/VDL4 data link) during the manoeuvres.The outcome could be converted into the Sector Capacity and Restrictions (Flexibility-) metrics tobe used for CBA and other purposes.

5.10.5 AOC Theme


The airspace involved with the pre-operational validation of the AOC Theme (Airport/TMA/En-route)should lie within the coverage range of the involved VDL4 GS(s). The participating Airline(s) mayprefer or even require continuous AOC communications service across a significant part of the flightroute.

Involved VDL4 GSs should be able to provide support for AOC communications over ATN/VDL4.

The AOC of the participating Airline(s) should be equipped with an "Airline IHTP/AGP", hosting anATN A/G BIS router, ATN ES with the GACS ASE and the set of AOC MA-AFAS applications.

The IHTP's A/G BIS router would be used for direct Airline IP-based access to the VDL4 GS(s). Theinstitutional arrangements must be met to assure that the infrastructure (e.g. dial-in ISDN) capable tocarry IP data packets is in place between the IHTP location and involved GS(s).

In order to increase overall efficiency of AOC communications, the IHTP/AGP system could be (at thediscretion of the participating Airline) optionally connected with the Airline legacy host system andadapted to act as a gateway for legacy ACARS applications and services.

5.10.5.2 CBA

The IHTP/AGP should be configured to record the OOOI data received via AOC ATN/VDL4 data linkfrom the participating MA-AFAS aircraft. These data and the OOOI data received via ACARS data linkfrom the non-equipped own aircraft (baseline delay performance) may be required for the subsequentdelay analysis. Other data to be recorded in the AOC IHTP/AGP include aircraft performance data.

Assuming that the ATSPs have performed recording of the downlinked ADS-B reports, the 4D trackscould be made available to the participating Airlines, with the aim to facilitate the post-flight aircraftoperating costs/ performance comparison with the “baseline” non-equipped own aircraft.

All ATN AOC messages should be recorded on board aircraft and later compared with their ground-recorded versions (recorded at the IHTP (AGP) after the flight, in order to demonstrate the CBAmetrics- CNS Coverage and timeliness and quality of data provided to the user.

5.10.6 Safety Issues

The certification approach (STC procedure) anticipated in the D45 document [Ref.11] imposessignificant constraints with respect to the aircrew involvement (non-interference requirement) with MA-AFAS equipment and functions during revenue flights carrying passengers or cargo.

25

An important consequence of the proposed non-interference approach is that the pilots would not beallowed to make any data link requests or to respond via data link to CPDLC and other (AOC)uplinked messages. The only effective downlinks would be the ADS-B reports and automateddownlink messages coming - without pilot's intervention - from automated onboard systems.

Unfortunately, most of MA-AFAS addressed data link services require downlink of service requestsand also downlink of confirmations for uplinked messages.

This major constraint could make it extremely difficult to asses the pre-operational benefits from theaddressed ATN air-ground data link services and must be resolved prior to the creation of detailedpre-operational validation plan.

As noted in the chapter 5.4 of this document, this document has been written by assuming that thecrew will be allowed to fully interact with the MA-AFAS airborne system in accordance with theexpected in-service procedures. If the STC procedure does not allow this, then it is recommended tolook for some more appropriate kind of the certification process.

5.11 Institutional Arrangements

One of the most challenging tasks for MA-AFAS flight trials was the provision and co-ordinating of thecompatible ground communications infrastructure. Although the MA-AFAS project initially aimed to useVDL2 as a VHF communications link, due to the non-availability of the supporting groundinfrastructure the decision has been made to use VDL4 ATN and broadcast communications services.

The fact, that VDL4 finally remained as a sole MA-AFAS data link generates specific requirements andconstraints for all future validation activities. These need to be co-ordinated with the provider of theground data link facilities.

The intuitive way to proceed with post-MA-AFAS pre-operational trials is to attempt to re-use up to thepossible extent the ground End System and communications facilities of the MA-AFAS flight trialenvironments: Boscombe Down, Braunschweig and Rome.

Several constraints regarding the suitability of three MA-AFAS flight validation environments for post-MA-AFAS validation purposes are listed below:

• CDTI/ASAS Theme would benefit from the interoperability between the MA-AFAS aircraft andother ADS-B/VDL4-capable aircraft participating in other European ADS-B validation trials(MEDUP, MFF, NUP). The interoperability requirements would in such a case force the MA-AFASpre-operational trials to use the "co-ordinated European VDL4 trials frequency" (136,950 MHz).

• Due to an operational VDL 2 assignment, it is unlikely that the 136,950 MHz frequency will beavailable in the UK when needed.

• The Boscombe Down (BD) MA-AFAS trials use temporary "local" VDL4 frequency (138,500 MHz)allocation. The BD VDL4 Ground Station (VGS) currently provides only local coverage around theBoscombe Down airport. The Boscombe Down airport is not visited by (not suitable for-) the largetransport aircraft.

• The VDL4 Ground Station at DLR/Braunschweig uses the "co-ordinated" VDL4 trial frequency136,950 MHz. The DLR VGS currently provides ground coverage for the Braunschweig airportthat is not suitable for large transport aircraft.

• VDL4 GSs that have been developed specifically for the MA-AFAS project (Boscombe Down,DLR/Braunschweig) could eventually be installed at some other appropriate locations within theselected target airspace for the pre-operational trials (e.g. to fill the coverage gaps with respect tothe ATS and AOC ATN services).

• The ground support for Rome MA-AFAS trials (both infrastructure and operational aspects) hasbeen provided by the MEDUP project (some MA-AFAS-specific facilities like IHTP, TAT have beenadded by the MA-AFAS project itself). The MEDUP project will provide wide-area VDL4 coverageof Mediterranean En-route airspace from 9 ground stations (Ciampino, Milan, Padua, Madrid,Mallorca, Cagliari, Malta, Brindisi, Greece) and also at several civil airports by using "co-ordinated" VDL4 trial frequency 136,950 MHz.

26

• One MEDUP GS (Ciampino) has already been used (in conjunction with IHTP/ providingbroadcast and ATN communications) for MA-AFAS Rome validation. The same approach couldbe eventually extended to other MEDUP GSs.

• Ciampino airport is mixed civil and military airport (dependent on the participating Airlines, may beused for MA-AFAS pre-operational validation with the civil transport aircraft).

• The MEDUP project shall be concluded by May 2004, but the MEDUP infrastructure is expected toremain in place at least for some time after this date. It has been indicated that it will be used forthe MFF Phase 2 flight trials (MFF Phase 2 extends from Jan. 2003 to Dec. 2004).

• MEDUP project comprises five shadow ATC facilities, in Rome, Padua, Brindisi, Madrid, LaValetta. If the institutional arrangements were met, these could be used for MA-AFAS purposes ina similar way as the Rome Via Agri shadow facility was already used for Rome MA-AFAS flighttrials.

5.12 Dependencies

From the above it may be concluded, that the MEDUP ground infrastructure seems to be the mostsuitable environment for the MA-AFAS pre-operational validation, assuming the following tasks havebeen successfully performed:

• Finding an appropriate framework for conducting MA-AFAS pre-operational trials (EC FP6?)

• Checking the detailed MEDUP exploitation plan (when available) to assure that the groundinfrastructure will be available when needed for MA-AFAS pre-operational trials

• Institutional arrangements/ co-ordination with MEDUP and eventually MFF projects

• ATN access (via IHTP) to involved MEDUP VDL4 GSs (as already done for Ciampino GS)

• Co-ordinating MA-AFAS flight trials with MEDUP/MFF to assure maximum of technological andoperational compatibility

Figure 2 Planned MEDUP Ground Coverage

5.13 Risk Assessment

The biggest risk that can currently be identified is failing to meet (in time) necessary institutionalarrangements with other programs that could provide the ground communications infrastructure andfacilities for the MA-AFAS pre-operational trials.

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5.14 Evolution

MA-AFAS pre-operational trials are a significant step in the validation of operational benefits ofadvanced ATM concepts that are encapsulated in MA-AFAS Themes. The trials would support VDL4implementation for surveillance purposes and contribute to further VDL4 promotion andstandardization as an ATN air-ground point-to-point subnetwork.

Assuming the successful termination of the pre-operational MA-AFAS trials, further steps would benecessary (possibly including different certification procedures). The overall goal should be avalidation concept similar to PETAL, with intensive aircrew and ATC involvement, and possibly a "leadcarrier" and ATC center with an implementation programme.

The expected parallel increase of the ground VDL4-based coverage may be seen as an importantenabler for this future task.

5.15 Conclusion




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6 CANDIDATE IMPLEMENTATION PLAN #2

6.1 Introduction

Candidate Implementation Plan #2 covers the Precision Approach (PA) theme of the MA-AFASproject, which will perform initial evaluation of the PA aspects of the MA-AFAS avionics package andassociated functions/user's services. The validation will include flight trials in two of the three specificenvironments: Boscombe Down (UK) and Rome/Ciampino (IT).

The International Civil Aviation Organisation (ICAO) Global Air Navigation Plan for CNS/ATM SystemsDoc. 9750 states:

“The global navigation satellite system (GNSS) should be implemented…towards an integrated GNSSover which Contracting States exercise a sufficient level of control on aspects related to its use by civilaviation.”

Further, ICAO Special Committee on Future Air Navigation Systems Report. Doc. 9524 states:

“...satellite technology is the only now viable solution that would enable international civil aviation toovercome the shortcomings of present CNS systems and to fulfil the needs and requirements of theforeseeable future on a global basis”

Also, the Eurocontrol Navigation Strategy for ECAC [Ref. 1] calls for a move to an environment that is“predominantly satellite based with terrestrial reversion”.

The current satellite constellation available is the United States’ Global Positioning System (GPS).GPS was developed for military applications, and does not meet all of the performance requirementsrequired for civil aviation applications. Civil aviation requires internationally-standardised solutions,and two augmentations are proposed; Space Based Augmentation Systems (SBAS) and Ground-Based Augmentation Systems (GBAS). SBAS is primarily aimed at providing a navigation of suitableperformance over a wide area, but does also offer a limited precision approach capability. GBAS wasprimarily designed to replace the Instrument Landing System (ILS), the current standardised PAsystem. Thus MA-AFAS PA theme considers both SBAS and GBAS, and specifically the changeoverbetween the two.

The rest of the world is already moving in the direction of GNSS, with the development of the followingimplementations of SBAS:

• Wide Area Augmentation System (WAAS) (USA),

• WAAS (Canadian),

• MSAS (Japanese).

South America, Africa, China and India are also planning to implement SBAS.

The wide area coverage provided by SBAS means that both test environments are supported bySBAS, but a GBAS ground station is only available at Boscombe Down (UK). Other required groundfacilities include the SBAS ground and space segments, and recording facilities. Post-MA-AFAS trialswill be conducted in a number of places, not limited to the current MA-AFAS trials environments.

The European contribution to SBAS is the European Geostationary Navigation Overlay Service(EGNOS) will be compliant with the ICAO SARPS requirements for all phases of flight all phases offlight from Oceanic through to near Category I Precision Approach in respect of:

• Accuracy

• Availability

• Continuity

29

• Integrity.

Also it will:

• Provide the full performance across all ECAC States.

• Provide additional GPS ranging sources throughout the geostationary satellite broadcast areas.

• Be interoperable with FAA WAAS & Japanese MSAS.

Plans for the standardisation and certification of GBAS and SBAS equipment are well-advanced.

The end objective is to implement an RNP-RNAV environment across all ECAC States that willsupport 4D Gate to Gate operations that fully meet the requirement in respect of accuracy, availability,continuity and integrity as defined by ICAO. The transition to an RNAV environment will providecapacity, increased efficiency and financial benefits.

ARTEMIS, part of the mission of which was to provide the EGNOS operational signal, reached thecorrect orbit in January 2003 after launch failure in July 2001.

EGNOS trials (ref. ) have also taken place recently in sub-Saharan Africa to demostrate the capabilityof EGNOS outside the European continental area.

6.2 Scope

This implementation plan covers the MA-AFAS Precision Approach Theme. All other themes:

• Taxi management

• CDTI/ASAS

• En-route 4D Trajectory generation and guidance

• AOCCommunications are separately covered in the Candidate Implementation Plan #1.

The PA Theme comprises one or several MA-AFAS operational services and/or functions. Table 1above shows the functions as defined in the D14 Operational Services Environment Definition (OSED)document. It also indicates which functions are intended to be validated during flight trials in threeenvironments: Boscombe Down (BD) and Rome (RO).

All PA functions have been assumed as available for post-MA-AFAS validation activities.

SBAS and GBAS are able to operate independently of other equipment, and thus no other datalinksare required.

6.3 Objectives

The first main objective of this implementation plan is to guide preparation for conducting revenue pre-operational flights with MA-AFAS avionics and assessment of operational benefits provided by theMA-AFAS Themes and their associated functionality.

The second main objective of the implementation plan is to indicate the necessary data to be collectedfor the subsequent CBA.


Regarding application area, SBAS is specifically designed to provide navigation performance to thestandard required for precision approach for all approaches to all runways in the service volume,which will be over a wide area. The concept of GBAS however has been developed to replace

30

existing Instrument Landing Systems (ILS), and thus provide a service for an approach to a particularrunway at a particular airport.

In order to demonstrate the gate-to-gate MA-AFAS capabilities, this target airspace should compriseone or several civil airports.

More generally, the extracts from the ICAO plans given above show that application area for theimplementation of navigation services making use of SBAS and GBAS is world-wide. As aviation is aglobal industry, it is essential that systems are interoperable and this can be achieved throughadoption of international standard systems.

6.5 Time Schedule

6.5.1 Strategy

The EUROCONTROL Navigation Strategy [Ref. 1] section 4.1.1 Strategic Actions – Rationalisation ofthe Ground Infrastructure gives a figure showing the time schedule for the implementation of SBASand GBAS in European Civil Aviation Conference (ECAC) airspace.

This strategy was clarified by the European Air Traffic Control (ATC) Modernisation presentation givenby George Paulson, EUROCONTROL, to the FAA Commercial Aviation Conference, Washington 13-14 March 2001, which stated the dates given in the table below:

Table 9 GNSS Implementation Strategy

System Date Service

GPS (RNAV) 1998 RNP 5GBAS Cat – I (local needs) 2003 Cat IGBAS Cat – II/III 2008? Cat II/IIIGPS + EGNOS (Europe-wide) 2004 Cat IGalileo 2008 Cat I

6.5.2 SBAS

Future imposition of stringent values for Required Navigation Performance (RNP) in the ECAC areawill mean that aircraft are likely to need to equip with SBAS or multi-DME in order to meet therequirements.

SBAS has been under development for many years. The table below gives a timeline.

Table 10 EGNOS Schedule

Milestone ESA Forecast Date

Contract signature and central processingfacility kick-off.

Aug 99

System critical design review May 02System factory qualification review Jun 03System Operational Readiness Review Apr 04

In parallel with the EGNOS development, the EGNOS System Test Bed (ESTB) continues tobroadcast an SBAS signal. The MA-AFAS trials made use of this test signal as its SBAS source. Afterthe end of March 2003, the test signal broadcast will change the message types broadcast. This willmake the User Platforms, used on board the BAC 1-11, obsolete. The SBAS receiver used on theATTAS aircraft will still be able to work, but that receiver is suitable for test purposes only.

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Operational handover, when the data in the signal broadcast by the EGNOS geostationary satellite isprovided by the operational network rather than the ESTB testbed, is now scheduled for June 2003.This will be followed by testing until April 2004, after which there is a period of operational integrationbefore the service is permitted for operational use. The EUROCONTROL GNSS OperationalValidation (GOV) is investigating the exploitation of this service.

It should also be noted that EGNOS augments GLONASS.

In order to place the EGNOS development in context the time schedule for the WAAS is discussedbelow, taken from an update on the Wide Area Augmentation System (WAAS) given by the SatelliteOperations Implementation Team (SOIT) in September 2002.

For the FAA, WAAS remains an integral part of modernisation and move to GNSS. The WAAS systemcurrently operational is for non-safety critical applications only, e.g. Visual Flight Rules (VFR) use.Excellent accuracy performance has been observed, but there are some problem areas. Furthersoftware changes will be required to support IFR operations, but the FAA are confident of achieving‘near Cat 1’ performance.

The FAA is currently conducting WAAS operational test and evaluation, and certification for instrumentflight rule (IFR) navigation in preparation for commissioning later this year.

Initial Operational Capability (IOC) is still subject to Raytheon Development to Contractor AcceptanceInspection (CAI), FAA Testing and Evaluation, and Commissioning, which is expected in the 3rd

quarter of 2003.

WAAS is using an incremental strategy to provide improvements to users. This includes thedevelopment (approximately 350 per year) of procedures making use of WAAS capability. There willalso be an authorisation to use WAAS avionics for IFR (en-route and non-precision approach) useprior to system commissioning. The first receiver certification is expected in September 2002.

Implementation and deployment of the system can not be divorced from the development of theapplications.

FOC is expected in 2007, after acquisition of capacity on another geostationary satellite, required toincrease the availability of service volume of the precision approach capability.

Regarding standards progress, SBAS MOPS are available [Ref. 3] SBAS departure criteria have beenadopted by ICAO OCP. The goal is to develop SBAS approach criteria for more exacting precisionapproach standards. The target date for this is January 2005.

6.5.3 GBAS

The ECAC Nav Strategy shows that Category 1 GBAS was expected to be available in 2003. Thistimescale now looks unlikely, and is dependent upon FAA activities to develop GBAS ground stations.

GBAS was originally conceived as a direct replacement for ILS. However, there now appear to be userrequirements for:

• Cat I with advanced procedures.

• Cat II/III with advanced procedures.

The FAA is pursuing an innovative approach to overall LAAS system production, fielding, testing andevaluation, and approval for public use. On April 7, 1999 and April 9, 1999, the FAA signed twoseparate cost-sharing partnerships with industry teams – one led by Honeywell and the other byRaytheon Systems Company - leading to the Government/Industry partnerships (GIP). The originalFAA/Industry concept was to develop a LAAS Category I system using industry funds while FAAprepares all operational documentation, provides technical support, and conducts Type Acceptance orcertification of the system.

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Obstacle clearance criteria for the use of GBAS for precision approaches has been developed byICAO OCP.

Recent development of SARPS [Ref.8], MASPS [Ref. 6] and MOPS [Ref. 4] means that operationalground stations meeting these latest standards are not yet in production. The Raytheon ground stationin place at BD used for the MA-AFAS GBAS trials is now obsolete, and it unlikely that it will beupgraded to meet the new standards.

6.6 Actors/ stakeholders

This chapter aims to identify the main candidate stakeholders, the tasks required in support of the pre-operational trials and to roughly allocate the roles and responsibilities to the candidate stakeholders.The meaning of the symbols in the following tables is as follows:

• "R" means that the stakeholder is responsible for the task

• "S" means that the stakeholder will support the task

• "E" means that the task may require external support from other stakeholdersThe identification of the candidate stakeholders and the allocation of the roles in the tables areprovisory and does not mean that any kind of institutional or other arrangements have been made withthe stakeholders (as this is seen as a part of the WP 4.4- Implementation Plan). Similarly, nostatements or recommendations about the stakeholder commitment can be given in this document.

6.6.1 ATSPs

The SBAS service volume will cover many ATSP’s airspace regions, and so those ATSPs wishing tomake use of this service will need to form a panel in order to operate the infrastructure and provide theservice. Such a panel will be referred to for simplicity in this chapter as the ATSP.

For GBAS, the signal in space will be available for a particular approach into a particular airport. Thisservice may be provided by the ATSP or the airport authority. The provider of the signal in space willbe referred to for simplicity in this chapter as the ATSP.

Table 11 ATSP Task Description and Role Allocation


ATS_01a Provide ground manpower support for GBAS operation RATS_01b Provide ground manpower support for SBAS operation RATS_02 Install GBAS ground station at selected airport RATS_03 Design approach procedure to be followed RATS_04 Code approach procedure for use by airborne equipment R, EATS_05 Contribute to the development of the pre-operation trial validation plan

(review…)S

ATS_06 Provide support in collecting and evaluating performance data(selected metrics)

R

ATS_07 Conduct training for the involved ground staff RATS_08 Provide support in producing documentation SATS_09 Install airborne equipment S, E

6.6.2 Airlines

One or several Airlines regularly operating revenue flights within the target area will be required.

Table 12 AIR Task Description and Role Allocation


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AIR_01 Support the certification of the SBAS and GBAS avionics R, EAIR_02 Contribute to the development of the pre-operation trials validation

planS

AIR_03 Equip the appropriate number of revenue aircraft with SBAS andGBAS avionics

R

AIR_04 Conduct training for pilots, dispatchers (ground AOC crew) andmaintenance staff

R

AIR_05 Provide support in collecting and evaluating performance data(selected metrics)

S

AIR_06 Collect selected data required for further CBA RAIR_07 Provide general feedback on the operational acceptability of MA-

AFAS (in particular PA) functionsR,E

AIR_08 Perform flight operations for equipped aircraft in the target airspace inaccordance with the pre-operational validation plan

R

AIR_09 Provide post-flight de-briefings/reports RAIR_10 Provide support in producing documentation S

6.6.3 Pre-operational trials co-ordinator

It is expected that post-MA-AFAS trials will be conducted as another large-scale project, requiring theproject co-ordination and management.

Table 13 Trials Co-ordinator Task Description and Role Allocation


PMC_01 Project management for pre-operational trials RPMC_02 Develop the pre-operational validation plan and other documentation R,EPMC_03 Evaluation of collected data R,EPMC_04 Producing the Final Report R

6.6.4 Ground communications infrastructure provider(s)

Regarding providers of the ground communications infrastructure required for pre-operational trials, forSBAS all ground communications infrastructure used to enable the creation of the signal in space willnot be visible to the pre-operational trials, as it will be managed by the EGNOS service provider.

For GBAS, no other ground communications infrastructure is required, as the GBAS is self-contained,and there are no plans in the current international standards for ground stations to be networked.

Significant co-ordination is required in order to try to obtain a frequency allocation for GBAS.

6.6.5 Ground ES providers

No End Systems providers are involved in the PA theme.

6.6.6 Supporting Partner(s)

Partners involved with documentation, training, and analysis of results and other supporting tasks.

Table 14 Supporting Partner Task Description and Role Allocation


SUP_01 Provide support in producing documentation SSUP_02 Perform the post-trials analysis of the collected data and subjective R,E

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feedback records from the pilots, dispatchers, controllers etc.SUP_03 Develop dedicated tools for the analysis of the collected data. R

6.7 Assumptions

In order to propose appropriate methods for further validation of the MA-AFAS functionality andbenefits, it is necessary to make some general assumptions that apply to the MA-AFAS PA Theme.The rationale for the most of listed assumptions may be found later, in the chapter "Issues Affectingthe Implementation", dealing with dedicated MA-AFAS Themes.

• MA-AFAS flight trials have been successfully completed.

• SBAS and GBAS avionics meeting international standards are available for the pre-operationalvalidation trials.

• A GBAS ground station is available.

• The SBAS and GBAS avionics have been certified in such a way that it does not affect the safetyof operations (all validation activities would be performed by the non-safety pilot in a shadowmode).

• The revenue aircraft of the candidate airline, equipped by the MA-AFAS avionics, regularly visitsthe candidate airspace and the candidate airports.

• The trial frequency assignments for the required coverage areas are available.

• No user charges will be imposed for the positioning service of the basic constellations (GPS or thefuture Galileo).

6.8 Cost Forecasts and Resources

It is anticipated, that the overall costs for MA-AFAS pre-operational trials will fall into followingcategories:

• Stakeholder Costs and Resource Requirements

• Airline Costs

• ATS Provider Costs

• EUROCONTROL Agency Costs (?)

• Other's Stakeholders Costs

• SBAS SiS provision costs

• GBAS SiS provision costs

It is currently not possible to provide any cost forecasts, as these estimates should come directly fromthe involved Partners in the post-MA-AFAS trials which are yet T.B.D.

6.9 Issues Affecting the Implementation

6.9.1 Introduction

Users have requested the establishment of more direct routes for use by RNAV –equipped aircraftresulting in reduced flying times and fuel consumption. Tests have shown cost savings to besignificant. This sub-section aims to provide an outline of MA-AFAS avionics, and ATC systems forMA-AFAS PA pre-operational trials, and includes specific requirements for the ground facilities andmetrics to be collected during trials.

It is very difficult to assess the cost benefit, due to the many stakeholders involved and assumptionsthat need to be made regarding the costs to be included.

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6.9.2 PA Avionics

SBAS

Numerous GNSS avionics currently available are advertised as WAAS/EGNOS capable, and soproduction avionics are available. No new antennas are required to be fitted.

For operational PA applications, one critical issue for SBAS avionics is the integrity of the database,which needs to be much higher than for en-route applications.

As with the installation of all new equipment, a strong business case is required and space must befound on the aircraft before operators will consider its installation.

GBAS

Whilst there are few examples of production stand alone avionics currently available, GBAS is acomponent of the multi-mode receiver (MMR) fitted to many commercial aircraft. The GBASinstallation requires a VHF antenna for reception of the VHF data broadcast (VDB).

Recently agreed international standards now give clear guidance to permit the building of a GBASreceiver that will be suitable for Category I operations.

Guidance is now also available for the construction of GBAS avionics that will support RNAV.

GBAS does require the fitting of a VHF antenna for reception of the VDB.

There are many issues associated with Category III approach applications, and it is now clear thatmuch more development is required before these will be possible. Thus they will not feature as part ofthese proposed pre-operational trials.

6.9.3 ATS Systems

GNSS

En-route operations using GPS, the current implementation of GNSS, are permitted. Some Stateseven permit GPS to be used for specific non-precision approaches.

SBAS

SBAS requires no significant capital investment from airports, but may require a charge for serviceprovision.

SBAS does require the ANSP to design approach procedures for its use, although SBAS will provideimproved navigation performance for en-route aircraft without any effort being required on the part ofthe ANSP.

There may be substantial savings for ANSPs able to rationalise the ground infrastructure, subject toSBAS meeting their navigation provision requirements.

There are a number of issues concerning status information provision to ATC that have yet to beresolved.

GBAS

GBAS was designed as a direct replacement for ILS [Ref. 7]. However, recent SARPS changes [Ref.8] have expanded the use of GBAS to permit support for area navigation. This greatly increases theapplications that GBAS can support, and so changes the cost-benefit.

GBAS has a number of potential airport applications, including:

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• High service availability.

• Descending curved approaches.

• Helicopter precision approaches.

GBAS has a number of benefits and desired operations, including complex procedures, lower descentminima (i.e. the ability to land in zero visibility), and surface navigation.

Ref. 2 shows that there is currently a dilemma. No procedures will be available until there is demand.The airlines can not create demand until procedures become available. For some, there are noimmediate benefits or requirements. Thus the FAA have established a new group (Satellite NavigationUser Group) to define the potential benefits of satellite navigation, and have defined potentialoperational applications. It will report what can and cannot be technically achieved.

In the near-term, complex procedures, as validated by the MA-AFAS flight trials, are focussed upon.Whilst it may be possible to calculate a cost benefit, complex procedures may have substantialenvironmental benefits.

GBAS requires much more involvement from airports, as airports are likely to purchase and operatethe ground station.

Procedure Design

In order to exploit the capabilities that GBAS and SBAS bring, precision approach procedures must bedesigned. The capabilities that SBAS and GBAS bring means that procedure design is no longerconstrained to be either non-precision approach (an approach with no vertical guidance e.g. usingNDB) or precision approach (an approach with vertical guidance e.g. ILS). No precision approachcategories, such as APV (Approach with vertical guidance) International Standards issues relating toprocedures are developed through the ICAO Obstacle Clearance Panel (OCP). Flight inspection,

Procedure design requires detailed survey information as input, and then uses agreed criteria todetermine heights down to which aircraft may descend as they conduct the approach, down to thedecision height, at which a decision must be made by the pilot as to whether or not to continue withthe landing.

Procedure design is usually conducted by the ANSP. However, GNSS by design enables a largenumber of airports to have instrument approaches. Thus ANSPs may require support in order tocomplete the many procedure designs required to enable the exploitation of the GNSS capability.

Thus for pre-operational trials, one task will need to be the design of approach procedures.

6.10 Institutional Arrangements

6.10.1 Use of GBAS

ICAO SARPs [Ref. 8], MOPS [Ref. 5] and MASPS [Ref. 6] are in place for the standardisation of theGBAS ground system, avionics, and data broadcast.

A GBAS ground station is self-contained and so requires only the local operator. Thus, for the pre-operational trials, no co-ordination between different service providers will be required.

A proposal for a frequency allocation for GBAS has been tabled for discussion and approval at theforthcoming International Telecommunications Union (ITU) world conference, June 2003.

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A frequency assignment will be required. This can be obtained from the radio communications agencyresponsible for the test area. This assignment requires co-ordination with other users, and there canbe a significant (e.g. 6 months) lead time.

6.10.2 SBAS

ICAO SARPs are in place for the standardisation of the SBAS system.

The SBAS signal in space for Europe will change from the ESTB to the EGNOS signal mid 2003. Afterthis time, the signal will be under test until it becomes operational at the end of 2004. Approval to usethe signal will be required whilst it is under test from the EGNOS developers until the end of 2004, andafter that date the SiS will be provided subject to the terms and conditions of the EGNOS serviceprovider.

SBAS has significant supporting infrastructure. Thus, for the pre-operational trials, significant co-ordination may be required if they take place before the end of 2004.

A frequency allocation for SBAS has been agreed, as it operates at the same frequencies as the GPSsignals that it augments. Thus no frequency assignment will be required.

Regarding institutional issues, in November 2000, the EOIG members established the ESSP legalentity to become the EGNOS Service Provider.

6.11 Dependencies

From the above it can be seen that pre-operational trials of SBAS and GBAS are dependent upon awide range of factors, including:

• Frequency assignment (GBAS)

• Production of avionics (SBAS)

• Production of ground stations (GBAS)

• Development of supporting infrastructure (SBAS)

6.12 Risk Assessment

Significant development effort on SBAS and GBAS has, and continues, to take place. This significantlyreduces the risk of further trials. However, the following specific risks can be identified from the abovediscussion:

• Aircraft unable to equip with GBAS avionics due to inability to install multi-mode receiver.

• Aircraft unable to equip with production-standard SBAS avionics due to unavailability of avionics.

• Inability of GBAS supporters to obtain GBAS VDB frequency allocation at the InternationalTelecommunications Union (this is a risk for operational use of GBAS).

• Inability to obtain a GBAS VDB frequency assignment from the radio communications agencyresponsible for the proposed trial environment (this is a risk for the pre-operational trial).

6.13 Evolution

MA-AFAS pre-operational trials are a significant step in the validation of operational benefits ofadvanced ATM concepts that are encapsulated in MA-AFAS Themes. The trials would support SBASand GBAS implementation, a goal set by ICAO.

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The expected parallel increase in the interest of the use of EGNOS, the interest in installation of GBASground stations, the agreement of approach design criteria and the design of approach proceduresmay be seen as an important enabler for this future task.

6.14 Conclusion

Candidate Implementation Plan #2 has given an overview of the plans to implement SBAS and GBASboth within the context of the MA-AFAS trial and its follow-on pre-operational trials, and within thecontext of the large amount of other effort being made by the many stakeholders involved.

Issues have been noted, but one of the most important issues identified is that SBAS and GBASavionics, and the GBAS ground station used in the MA-AFAS trial are now obsolete. Before the pre-operational trials can take place, new SBAS and GBAS avionics and a GBAS ground station meetingthe revised SARPs, MOPS and MASPs will be required.

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7 CONCLUSIONCandidate Implementation Plan #1 covers the Taxi management (TAXI), CDTI/ASAS, En-route 4DTrajectory generation and guidance (4D) and AOC themes of the MA-AFAS project .



Candidate Implementation Plan #2 has given an overview of the plans to implement SBAS and GBASboth within the context of the MA-AFAS trial and its follow-on pre-operational trials, and within thecontext of the large amount of other effort being made by the many stakeholders involved.

Issues have been noted, but one of the most important issues identified is that SBAS and GBASavionics, and the GBAS ground station used in the MA-AFAS trial are now obsolete. Before the pre-operational trials can take place, new SBAS and GBAS avionics and a GBAS ground station meetingthe revised SARPs, MOPS and MASPs will be required.

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8 REFERENCE MATERIAL1. Navigation Strategy For ECAC, NAV.ET1.ST16-001, Edition 2.1, EUROCONTROL, 15.03.1999.

2. LAAS User Group Applications and Status, SOIT, FAA, 9th December 2002.

3. RTCA DO-229B Minimum Operational Performance Standards For Global PositioningSystem/Wide Area Augmentation System Airborne Equipment, October 6, 1999.

4. RTCA DO-253A Minimum Operational Performance Standards For GPS Local Area AugmentationSystem Airborne Equipment, RTCA, November 28, 2001.

5. RTCA/DO-246B GNSS-based Precision Approach Local Area Augmentation System (LAAS)Signal-In-Space Interface Control Document, RTCA, November 28, 2001.

6. ED-95 Minimum Aviation System Performance Specification For A Global Navigation SatelliteSystem Ground-Based Augmentation System To Support Cat I Operations, EUROCAE, October1999.

7. ED-88 Minimum Operational Performance Specification For A Multi-Mode Airborne Receiver(MMR) Including ILS, MLS, and GPS Used For Supplemental Means of Navigation, EUROCAE,August 1997.

8. ICAO GNSS SARPS, Annex 10, ICAO, 2002.

9. MFF project web-page (http://www.medff.it)

10. D15- Airworthiness Operational Approval Requirements and Methods , Issue 1.0, 14 August 2000

11. D45- PLAN OF ACTION TO GAIN OPERATIONAL AND AIRWORTHINESS APPROVAL FORMA-AFAS PRE-OPERATIONAL VALIDATION FLIGHT TRIALS, Issue 1.0, 5 September 2002

12. D32- SIMULATION AND FLIGHT TEST PLAN, Issue 1.0, 29 November 2002

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9 GLOSSARY AND DEFINITIONSACARS Aircraft Communications Addressing and Reporting SystemACC Area Control CentreAGP AOC Ground PlatformAOC Airline Operational ControlATC Air Traffic ControlATSP Air Traffic Service ProviderBD Boscombe DownBIS Boundary Intermediate SystemCBA Cost Benefit AnalysisCNS Communications/Navigation/SurveillanceCPDLC Controller Pilot Data Link CommunicationsECAC European Civil Aviation ConferenceEGNOS European Geostationary Navigation Overlay ServiceEOIG EGNOS Operators Interest GroupES End SystemESA European Space AgencyESSP EGNOS Satellite Service ProviderESTB EGNOS System Test BedFAA Federal Aviation AdministrationFOC Final Operational CapabilityGACS Generic ATN Communications ServiceGBAS Ground-Based Augmentation SystemGIP Government/Industry partnershipsGNSS Global Navigation Satellite SystemGPS Global Positioning SystemICAO International Civil Aviation OrganisationIFR Instrument Flight RulesIHTP In-House Test PlatformILS Instrument Landing SystemIOC Initial Operational CapabilityJAA Joint Aviation AuthoritiesLAAS US term for GBASMAS Managed AirspaceMASPS Minimum Aviation System Performance SpecificationsMEDUP MEDiterranean UPgradeMFF Mediterranean Free FlightMOPS Minimum Operational Performance StandardsNUP NEAN Update ProgramOCP Obstacle Clearance Panel (ICAO)OOOI OUT-OFF-ON-INPA Precision ApproachRO RomeRNP Required Navigation PerformanceSARPS Standards And Recommended PractisesSBAS Space-Based Augmentation SystemSiS Signal in SpaceSOIT Satellite Operations Implementation TeamSTC Supplemental Type CertificateTWR TowerVDB VHF Data Broadcast (Uplink of GBAS)VDL2 VHF Digital Link Mode 2

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VDL4 VHF Digital Link Mode 4VFR Visual Flight RulesVGS VDL Ground StationWAAS Wide Area Augmentation System

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Documents

CANDIDATE IMPLEMENTATION PLANS - D48€¦ · Project Reference number : D48 Date of issue of this report : 17. June 2003 Issue No . 2.0 PROJECT START DATE : 01/03/2000 DURATION :