EMERALD WP5

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EMERALD WP5

• The Specific case of ASAS/ADS-B

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EMERALD WP5 Work

• Task WP5.1 Identification of potential ASAS
  applications
• Task WP5.2 Detailed feasibility assessment of
  selected ASAS applications
• Task WP5.3 Users Interview
• Task WP5.4 Assessment report and RTD plan
• Task WP5.5 Users feedback and final results
  presentation

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EMERALD RTD Plan

• User Requirement or concept phase
• Feasibility phase
• Functional Requirement phase
• Prototyping Phase
• Experimentation Validation phase
• Implementation phase

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WP5 recommendations

• The proposed RTD plan be used as a guide for
  further research into the ASAS domains by the RTD
  funding authorities
• The RTD activities described in the RTD plan be
  undertaken quickly in order to cope with the
  EATMS schedule for Co-operative ATM
• Co-ordination between all organisations involved
  in ASAS studies be undertaken

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Project EMERTA
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Objectives of Project EMERTA (1/3)
To establish the feasibility of using emerging
NGSS services as they are to meet Air Traffic
Service (ATS) and Airline Operation Center (AOC)
requirements. This will include the definition of
a European-level NGSS demonstration/validation
project. To support a European input to
international standardisation activities in such
forums as ICAO and RTCA/EUROCAE, insofar as they
are concerned with the technologies and concepts
covered by Project EMERTA.
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Objectives of Project EMERTA (2/3)
To provide inputs to the specification of
detailed requirements for a second generation of
Low/Medium Earth Orbit (LEO/MEO) satellite
systems and services, for deployment beyond the
year 2005. To assess the practical feasibility
of the early introduction, in the European ATM
environment, of one or more selected ADS-B/ASAS
application scenarios, paying particular
attention to safety and transition aspects. This
will be supported by an outline indication of the
cost/benefit issues associated with the
scenario(s).
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Objectives of Project EMERTA (3/3)
To develop initial indications and guidelines on
how to deploy ADS-B in Europe, in the context of
the ASAS concept, in terms of the potential
requirement for reserved airspace and how best to
deal with a mixed aircraft population (where some
aircraft have an ASAS capability, but others do
not).
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TIS-B conclusions

• TIS(-B) has a role to play in enabling the
  initial implementation of ASAS applications
• An ongoing role to support ASAS operations could
  also be identified.
• The concept of a service volume is key.
• An agreed TIS(-B) concept must be defined as the
  international standardisation activity continues
  and further requirements become available.

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ASAS Applications

• For EMERTA, two applications were chosen
• Enhanced Visual Acquisition (EVA) of other
  traffic for see-and-avoid
• Station Keeping on Approach (SKA)

• Two applications were also taken from EMERALD
• Closely Spaced Parallel Approaches (CSPA)
• Longitudinal Station Keeping (LSK)

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EMERTA Conclusions (1/2)

• Technology is available to support basic ASAS
  applications
• Major gap is in the surveillance data quality
• SKA has been shown to be feasible in the
  short-term
• TIS-B could be an enabler for early applications
  and provide a consistent traffic situation picture

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EMERTA Conclusions (2/2)

• Initial applications must be chosen carefully
• Relevant procedures must be developed
• Responsibilities must be defined
• Issues of confidentiality
• Technical data-link issues must be closed
• Implement supporting ground systems
• Address CDTI HMI issues