EUROCONTROL SURVEILLANCE STRATEGY
Presentation to ASAS TN2
17th September 2007
Mel Rees
Head of Surveillance
EUROCONTROL
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Pillars of ATM Ground Based Surveillance
Non-Cooperative Independent Surveillance:
Calculates the (2D) position without reliance on aircraft avionics
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Primary Surveillance Radar (PSR)
Cooperative Independent Surveillance:
Provides the calculated aircraft 3D position and processes other aircraft
avionic data (Mode A/C/S, DAPs or ADD)
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(Monopulse) Secondary Surveillance Radar (SSR), SSR Mode S, Airport
Multilateration (MLAT) and Wide Area Multilateration (WAM)
Cooperative Dependent Surveillance:
Provides the aircraft derived position (GPS or INS) and other aircraft
avionic data (including ADD) to broadcast “air-ground” and “air-air”
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ADS-B, (ADS-C)
Surveillance Strategy
3 pillars of mutually interoperable and compatible technologies
Primary Radar
MSSR
ADS-B
SSR Mode S
Surveillance Data processing systems
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MLAT
WAM
Surveillance Choice
The Surveillance Strategy for ECAC does not mandate the
implementation of any specific surveillance technology or
technique, but leaves the choice of ground based surveillance
systems to the (ANSP) surveillance provider, depending on:
 Operational Requirements
 Safety assessment
 The business case (geography, cost, topology, preference,
integration risk, redundancy, integrity, etc).
PSR is required in TMAs to cater for failed avionics in a critical
phase of flight.
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Primary Surveillance Radar
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Primary Surveillance Radars are
expensive, high powered and spectrum
inefficient
The maintenance and support lifecycle
cost are high
Some European Air Navigation Service
Providers are considering not replacing
primary radar in the future
However, PSR is a safety net in TMA
EUROCONTROL is investigating the possibility of a more cost
effective alternative solution for Primary Surveillance Radar
TMA / En-Route
Ground Based Surveillance
For safety or security reasons, Non-Cooperative Independent Surveillance as
implemented, if required:
- Available
PSR
- R&D required
“Multi-Static PSR” (MSPSR)
Until 2020+, at least one layer of ATM ground surveillance should be an co-operative
independent surveillance to meet safety requirements:
Layer 1
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Layer 2
Status:
MSSR/SSR Mode S
MSSR/SSR Mode S
- Operational
MSSR/SSR Mode S
WAM
- Operational
MSSR/SSR Mode S
ADS-B
- Planned
WAM
ADS-B
- Foreseen
Airports
Ground Based Surveillance
For safety reasons, Non-cooperative Independent Surveillance is implemented, as
required:
SMR
- Available at most airports
To provide an Airport Situation Picture, including identification of aircraft and
vehicles, a cooperative independent surveillance is required, that also supports the
implementation of higher A-SMGCS levels.
Airport Surveillance
Multilateration (MLAT)
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Status:
- Operational at many major European airport
ADS-B
- Planned at secondary airports
TIS-B
- TIS-B or equivalent required for highest
levels of A-SMGCS. Not yet implemented.
SESAR - Surveillance Systems
Some other Surveillance Systems identified by SESAR:
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Weather Radar
 Ground Based
 Airborne
Wake Vortex detection
 Ground Based
 Airborne
Special surveillance systems
 Debris detection
Low Power SSR (Mode S) Transponder
NOT currently
included in the
SUR Strategy
Wide Area Multilateration (WAM)
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Some WAM systems already in operational use, however
Standards not yet generally available.
ICAO ASP working to “recognise” WAM in ICAO Docs.
EUROCAE WG 70 “WAM MOPS” due mid 2008.
Certification based on comparison with the SSR Standards;
shows performance equal to or better than SSR.
Generic Safety Statement, available end 2007.
Guidelines for Approval/Certification due early 2008.
ADS-B Out
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ADS-B NRA (SPR/Interop) developed by RFG.
ADS-B RAD due mid 2008
ADS-B APT and ADS-B SURF due mid 2009
1090ES transponder numbers increasing in European airspace.
However, currently there are some issues that require attention
 There is no mandate yet for the carriage of 1090 ES
 No certification yet, NRA due end 2007 (Certification
generally 1yr after Standards available)
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The aircraft avionic position potentially needs to be verified by an
independent means of surveillance (results from safety work)
Combination of ADS-B/WAM likely future surveillance scenario
ADS-B In
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ADS-B “in” is required for ATSA and ASAS applications, these will
become more and more important
ATSA VSA and ATSA ITP standards due mid 2008
ATSA AIRB standards due 2009
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Other ATSA and ASAS standards (SPR + Interop) will come later.
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Transponder Monitoring
The Airborne Monitoring Programme is also used to track
the airborne transponder equipage: Mode-S and ADS-B
Elementary surveillance Statistics – ELS
March 2007
Percentage of the flights with SI code capability (bds1.0)
96.96 %
Percentage of the flights with aircraft ID capability (bds.10)
95.84 %
Enhanced surveillance Statistics – EHS (bds1.0 bit25=1)
Percentage of the flights with enhanced surveillance capability
92.59 %
ADS-B: Extended Squitter capability – ES (bds 1.0)
Percentage of flights with Extended Squitter capability
76.97 %
Flights with aircraft ID confirmed correct
90.62 %
In the European Core area
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August 07 data
Trend
Surveillance Products
ARTAS, RMCDE and SASS-C are complementary products, being
updated to process ADS-B Out, ADS-C and WAM/MLATdata.
Surveillance
Data
Evaluation
Sensor Configuration Planning
Sensor performance analysis
PSR
MSSR
Mode S
ADS
WAM
MLT
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Surveillance
Sensors
Reports
Track
analysis
SASS-C
RMCDE
ARTAS
Surveillance
Data
RRR
Distribution
Surveillance
Data
Processing
Tracks
ATC
functions
Implementing Rule
Surveillance Performance and Interoperability
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EC requested a Surveillance Performance and Interoperability
Implementing Rule.
Draft Regulatory Approach offered 3 options; option 3 =
carriage of 1090ES/SI capable Mode S transponder. This
solution supported by 75% of those who commented.
Draft IR will now be constructed along the lines of option 3.
Out for formal EPRM consultation in spring 2008.
Date of applicability, yet to be determined.
Conclusions
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SUR Strategy, as described, widely implemented within ECAC.
Strategy accepted into SESAR.
SESAR Implementation Packages, leading to target
architecture, still under development as part of D4 activity.
All strategy elements will be formally mapped to an
Implementation Milestone.
Likely ADS-B ATSA and ASAS applications will be spread
across several of the Implementation Packages, building as
time progresses.
Reserve slides giving more detail
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Surveillance Strategy for ECAC
Within En-Route and TMA airspace, the key operational drivers for the
surveillance strategy are illustrated in figure 1.
2005
2010
2015
2020
Purpose / Applications:
Safety
Independent surveillance for
non co-operative targets in
TMA airspace
Increased support to the controller's ATM Tools
like STCA and MSAW
Short Term Conflict Alert
Minimum Safe Altitude
Warning
Improved Medium Term Conflict Detection
Downlink of trajectory
change points
ASAS Air Traffic Situation Awareness
Spacing and Separation applications
Traffic situation picture
presentation to Aircrew
Air-to-air exchange of trajectory information
Traffic information
presentation to Aircrew
Figure 1. Key Operational Drivers for En-Route and TMA Surveillance Strategy
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Surveillance Strategy for ECAC
The strategy for the ground based surveillance infrastructure to enable
the ATM operational En-Route and TMA applications over the next
twenty years is illustrated in figure 2.
2005
2010
2015
2020
Purpose / Applications:
Independent surveillance for
non co-operative targets where
and when required
Primary Surveillance Radar
ADS-B ground receivers
using 1090 Extended Squitter or another datalink
SSR or SSR Mode S infrastructure
Wide Area Multilateration
using 1090 MHz (Squitters) or another datalink
TIS-B Services
Aircraft Derived Data
(ADD) delivery to the
ground users
Ground based
Position calculation
To provide supplementary
information to the aircrew
Surveillance Data Processing and Distribution
Figure 2. Ground based surveillance infrastructure for En-Route and TMA
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Surveillance Strategy for ECAC
At Airports, the key operational drivers for the surveillance strategy are
illustrated in figure 3.
2005
2010
2015
2020
Detection of all mobiles including non co-operative
Detection of co-operative targets and
automatic extraction of aircraft identification
Automated Conflict Detection
Presentation of Airport information to aircrew
Conflict prediction tools for the aircrew
Figure 3. Key Operational Drivers for Airport Surveillance Strategy
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Purpose / Applications:
A-SMGCS level I and II,
including Package 1
ADS-B-APT
A-SMGCS level II
A-SMGCS level III,
including Package 1
ATSA-SURF
A-SMGCS level III and IV
Surveillance Strategy for ECAC
The strategy for the Airport surveillance infrastructure to enable the
ATM applications over the next twenty years is illustrated in figure 4.
2005
2010
2015
2020
Purpose / Applications:
Surface Movement (Primary) Radar
(Airport) Multilateration and/or ADS-B
using 1090 MHz (Extended Squitter) or another data link
TIS-B Services
(Airport) Multilateration and/or ADS-B
using 1090 MHZ (Extended Squitter) or another data link
Surveillance Data Processing and Distribution
Figure 4. Surveillance Strategy at the Aerodrome
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A-SMGCS level I and II
(including Package 1
ADS-B-APT)
A-SMGCS level III and IV
(including Package 1
ATSA-SURF)
Surveillance Strategy for ECAC
The strategy for the Airborne surveillance infrastructure to enable the
ATM applications over the next twenty years is illustrated in figure 5.
2005
2010
2015
2020
SSR Mode S and ADS-B out
ADS-B in + TIS-B + CDTI
Surveillance Data Processing / Air Situation Picture
Figure 5. Airborne Surveillance Strategy
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Purpose / Applications:
Ground surveillance: Mode S
or Multi-Lateration and
ADS-B package I
ASAS Separation
ADS-B Packages 2 & 3