ASPASIA Project Presentation

Transcription

1 Aeronautical Surveillance & Planning by Advanced Satellite-Implemented Applications ASPASIA Project Presentation AGCFG4 and NexSAT9 Meeting Brussels, 13 th and 14 th September 2007 Antonio Paradell, Atos Origin SIXTH FRAMEWORK PROGRAMME PRIORITY 4 AERONAUTICS AND SPACE

2 Index Overview Management data Consortium Objectives Work organisation Methodology Selection of surveillance applications The Satcom platform Testbeds and Satcom platform System design Applications and Scenarios Validation platforms Satcom architecture Conclusions Expected achievements Relevance to SESAR 2

3 Overview: Management data ASPASIA: Aeronautical Surveillance & Planning by Advanced Satellite-Implemented Applications Start date: March 2006 Duration: 27 months Finish date: June 2008 Total budget: 4.2 M Project funded by the European Commission under Priority 4 (Aeronautics and Space), Directorate-General for Energy and Transport, Directorate F. EC contribution: 2.4 M The ASPASIA consortium is composed of 11 partners from six different European countries. Project Coordinator: Atos Origin, SAE 3

4 Overview: The ASPASIA Consortium Atos Origin, SAE Thales Alenia Space France BAE Systems University of Glasgow SOFREAVIA Skysoft Portugal AIRTEL ATN AENA Euro Telematik Indra Espacio INECO Project Manager and WP2 leader SatCom Manager, WP1 & WP3 leader Testbed designer Testbed designer Testbed designer SatCom architecture and simulator SatCom architecture Aeronautical Manager & WP5 leader CDTI for testbeds SatCom architecture WP4 leader 4

5 Overview: Why ASPASIA? Air Traffic Management relies on the CNS paradigm Communications: AMSS is the current standard, but needs to be updated Industry initiative: Inmarsat Swift64 (Aero-BGAN) EUROCONTROL initiative: NexSat ESA initiative: Satellite Data Link System (SDLS) Navigation: Application of satellites is well-known Surveillance: Look at applicability of these satellite systems to Dependent Surveillance ASPASIA is an initiative that emerges from the SDLS consortium (Alcatel, Airtel, Indra, Skysoft and Atos Origin) Show to the aeronautical community all possible applications of satellite systems. Since Navigation and Communication are already covered, ASPASIA focuses on Surveillance 5

6 Overview: The added value of the Satellite Global coverage Provides coverage in oceanic and desert airspace Provides coverage where the deployment of ground infrastructure is too expensive, too complex, or too dangerous Eases the deployment of standard and homogeneous systems Optimum efficiency for broadcast and multicast applications Complementary system Provides additional capacity in high density areas Full coverage in oceanic air space May accommodate bandwidth-hungry TIS-B applications, thus freeing bandwidth that can be used, e.g. for air-air ASAS Backup system All infrastructures (ground and air) are independent from other systems 6

7 Overview: Project Objectives Investigation of new advanced Satellite Communications technology as complementary ADS-B and TIS-B data link in the provision of surveillance applications Assessment of the benefits of SatCom systems for surveillance applications Validate SatCom requirements for surveillance applications Surveillance application framework Testbeds Technological SatCom issues 7

8 Overview: Work Organisation WP 0: Project Management Leader: Atos Origin Deal with all the management and coordination aspects of the project WP 1: Analysis of requirements Leader: Alcatel Elaborate and consolidate the requirements of the selected applications, consolidate the SatCom requirements for surveillance applications, definition of the SatCom simulator, and definition of the validation strategy WP 2: Design & Implementation Leader: Atos Origin Design and implementation of the selected applications and the Satellite simulator platform; outline also the pre-operational architecture of future Satcom system for supporting surveillance applications WP 3: Test & Validation Leader: Alcatel Integrate, test and validate the prototype solution; test results are fed back to the implementation phase (WP 2) WP 4: Cost benefit analysis Leader: INECO Elaborate the Cost Benefit Analysis of using SatCom technology for surveillance applications, in comparison with the use of ground based communications WP 5: Dissemination Leader: AENA Conduct dissemination activities for the project results 8

9 Methodology: Selection of applications GS applications AS applications Why? ADS-B-NRA Equipment: ADS-B (Out) Mature requirements ADS-B-ADD Equipment: ADS-B (Out) Gate to gate: all airspaces ITP Equipment: ADS-B (Out) Satcom enabled ATSAW Equipment: TIS-B Broadcast nature ASPA-S&M Equipment: ADS-B (Out and In) En-Route and TMA ATSA-ITP Equipment: ADS-B (Out and In) Oceanic airspace Satom as complementary data link More favourable for Satcom use Satom as complementary data link Less favourable for Satcom use Satcom as main data link Enable new applications 9

10 Methodology: The Satcom platform Purpose of the Satcom platform is to Validate and Demonstrate Surveillance over Satellite Validation takes place through a software framework developed in line with the last evolutions proposed for NGSS, the ASPASIA Satcom Simulator Demonstration takes place through a real satellite platform, based on Thales 9780 DVB-RCS system The developed surveillance applications may indistinctively run over either of the two Satcom platforms 10

11 Methodology: Testbeds and SatCom platforms Aeronautics Surveillance Environment ASPA-S&M ATSA-ITP ATSAW / TIS-B ADS-B-NRA ADS-B-ADD Internetworking and Broadcasting aspects Satellite stack Real Satellite Communication System SAT emulation 11

12 Scenario 1: ASPA-S&M application Organisation in charge BAE Systems Description The objective is to redistribute tasks related to sequencing (e.g. in-trail following) and merging of traffic between the controllers and the flight crews. The controllers will be provided with a new set of instructions directing, for example, the flight crews to establish and to maintain a given time or distance from a designated aircraft. The flight crews will perform these new tasks using new aircraft functions (e.g. airborne surveillance, display of traffic information, spacing functions with advisories) Satellite considerations Controlled variations in SatCom performance (e.g. availability, latency, update rate) will be introduced to study the effects on the application performance 12

13 Scenario 1: Functional Model AES 2 S&M AES 1 ADS-B Simu Aircraft 2 (follow) CDTI Aircraft 1 (leader) GES Server 13

14 Scenario 1: Implementation Model Aircraft 1 (leader) DVB-RCS 9780 Broadcast Multicast Server Server GES Gateway AES 1 AES 2 Terminal 1 1-IF1 1-IF2 ADS-B Simu S&M 1-IF3 CDTI Terminal 2 PC1-BAE PC2-ETG Additional Traffic Simulation (TBC) Aircraft 2 (follow) 14

15 Scenario 2: ADS-B-NRA application Organisation in charge University of Glasgow Description This application enables an ANSP to provide radar-like separation services in non-radar areas, and has no direct impact on the flight crew because ADS-B position reports are transmitted automatically. However, the flight crew may have to accommodate new procedures and rules in the areas of operation of the application, but they will benefit from the improved service from the ANSP. It is likely that the full benefits will only be obtained when all of the aircraft within a given area are suitably equipped. Satellite considerations Since this is the most mature application, it will be used as a reference to analyse the impact on the application requirements when using a satellite data link. It will be used also to validate SatCom system for surveillance applications, and to derive the minimum SatCom system performance parameters. 15

16 Scenario 2: Functional Model 16

17 Scenario 2: Implementation Model 17

18 Scenario 3: TIS-B/ATSAW application Organisation in charge University of Glasgow Description Traffic information system broadcast (TIS-B) collects state vector information on aircraft through ground-based surveillance sensors, reformats the information into "ADS-B-like" formats, and broadcasts these reports on the common ADS-B channel. The TIS-B service is intended to provide ADS-B equipped aircraft with a more complete traffic picture in situations where all other nearby aircraft are not equipped with ADS-B. Satellite considerations The broadcast nature of the TIS-B service looks very suitable for the satellite technology. In addition, the use of a satellite data link to provide the TIS-B service would save a large bandwidth in VHF for other ADS-B based applications. 18

19 Scenario 3: Functional Model 19

20 Scenario 3: Implementation Model 20

21 Scenario 4: ADS-B-ADD application Organisation in charge Sofreavia Description This application will provide additional aircraft derived data through ADS- B to be used for ground applications; for example by the ATC ground system for developing or enhancing ATC tools like displays, MTCD, AMAN, DMAN and ground based safety nets. CDM applications will also share the benefits. Satellite considerations The specific constraints of a SatCom environment shall be taken into account: Propagation delay and its effect on the arrivals and departures management. The impact of available data reception from the aircraft since its departure from the origin airport. 21

22 Scenario 4: Functional Model AES 1 ADS- B Simu AES n ADS- B Simu Aircraft 1 Aircraft n GES Server AMAN 22

23 Scenario 4: Implementation Model Scenario Definition Flight Plans FMSs Air TG ADS-B message generator Air wrapper Cat 21 messages ASTERIX to BSE wrapper BSE messages SATCOM Ground wrapper BSE messages BSE to ASTERIX wrapper Cat 21 messages ADS-B Message Receiver Cat 30 messages Flight Plans FDPS/RDPS Data Generator FDPS Scheduler ATC Display RDPS TP Ground TG ATC/MAESTRO UDP Comms 23

24 Scenario 5: ATSA-ITP application Organisation in charge University of Glasgow Description The ITP procedure enables an aircraft to perform a climb or descent to a requested Flight Level through one intermediate Flight Level that is occupied by a reference aircraft, using a distance-based ITP longitudinal separation minimum. Flight crew determines if the ITP criteria are met by using the information derived on the flight deck, requests an ITP and, if the controller determines that separation minimum will be met with all other aircraft, the clearance for climb or descent may be given. Satellite considerations Satellite communications are the most credible and reliable enabler of this application, and with the very important added value of providing full awareness to the ATC of the entire ITP manoeuvre in real time. The potential benefits are enormous in terms of fuel saving and gas emission reduction. 24

25 Scenario 5: Functional Model ADS-B Sim AES 1 Reference a/c AES 3 ITP a/c ITP ADS-B Sim ADS-B Sim CDTI Other traffic GES Server ATC 25

26 Scenario 5: Implementation Model CDTI 2 CDTI 1 Flight Plan a/c 2 A/C 2 Flight Plan a/c 1 A/C 1 HF radio Emulator ADS-B out emulator ADS-B out emulator AES 1 AES 3 SAT ADS-B out emulator Traffic Generator GES 1 Other Traffic Flight Plans ATC TIS-B service manager HF radio Ground station emulator HF radio Data transfer function All Flight Plans UDP Comms SAT Comms Internal Comms 26

27 Components ASAS applications Traffic generators Satellite Link emulator Validation platforms: Simulator Aspects to be addressed Identify future implementation issues Assess the performance usage of a satellite link for broadcasting applications Assess the achieved improvements experienced by: adding a separate broadcasting service entity that provides the communication services directly to applications optimize data fusion tailoring the protocol to satellite link characteristics Develop the multicasting mechanisms that can profit as much as possible from the satellite inherent strengths Analyse the interworking and interoperability of applications Ground Air ADS-B-ADD Application ADS-B-NRA Application ATSA-ITP Traffic Generator SatCom Simulator ATSA-ITP Application ASPA-S&M Application ADS-B-ADD Traffic Generator ADS-B-NRA Traffic Generator Air ASPA-S&M Traffic Generator 27

28 Validation platforms: Real Satellite System Provided by Thales Ground station located in Toulouse DVB-S2 standard on the forward link DVB-RCS on the return link Under experimentation in the MOWGLY project Based on a Star topology AS Applications: ASPA-S&M ATSA-ITP ATSAW Traffic Generators SATELLITE EMULATOR ALCATEL 9780 DVB-RCS GS Application: ADS-B-NRA ADS-B-ADD (MAESTRO) Features not used in ASPASIA 28

29 Validation platforms: Physical Layer At physical layer, all SatCom exchanges are performed through standard Ethernet interfaces Application Machine Aeronautical Network SLE Machine Space Network BS Machine TIS-B applications (Sender) ADS-B applications (Receiver) Airborne Side TIS-B applications (Receiver) ADS-B applications (Snd & Rcv) Dummynet Airborne Side External Components SatCom Simulator 29

30 Validation platforms: Network Layer At network layer, communications between the SatCom subsystems and the AES/GES applications will be performed through UDP Sockets 30

31 Validation platforms: Application Layer At application layer, ASTERIX (Eurocontrol standard) format adopted as formatting standard for ground-based information BSE (NLR proprietary standard) format adopted for airbased ADS-B and TIS-B information Appl. TIS-B NRA S&M ADD ITP Airborne AC-Sim AC-Sim AC-Sim Cat21 FMS AC-Sim W BSE Asterix BSEtransmission SatCOM Simulator / Real Satellite System AES+GES W W W W Cat21/22 Cat21/22 Cat21 Ground Cat21/22 TIS-B Traffic/ TIS-B Manager ATC Traffic Generator Cat30 MAESTRO Traffic Information / Traffic Information Manager 31

32 Satcom Architecture: Mission Concept: Use Satcom to improve and complement existing ADS-B and TIS-B data links Satcom to be seen as a component of the future ATM communication system Potential schemes for surveillance data: From air to air (ADS-B reports) From air to ground (ADS-B reports) From ground to air (TIS-B reports) Airspaces: TMA (Terminal Manoeuvring Area) ENR (En-Route) ORP (Oceanic, Remote and Polar) AOA (Autonomous Operation Area) air-air datalink Radar Range air-air datalink TIS-B position reporting Continental Airspace BROADCAST Radar air-ground datalink VHF Range position reporting Oceanic Airspace 32

33 Satcom Architecture: Functional scenario navigation data radar & sensors data flight plans Elaborate Surveillance Data [ADS-B]gnd F1 TIS-B ADS-B air domain : generate ADS-B & ownship surveillance data ground domain : generate traffic picture from ADS-B & other sources Distribute Surveillance Data F2 (Ownship) surveillance data air domain : broadcast ADS-B ground domain : generate & broadcast TIS-B Broadcast ADS-B Broadcast TIS-B Receive Surveillance Data F3 air domain : receive ADS-B & TIS-B ground domain : receive ADS-B [ADS-B] TIS-B pilot:/controller inputs Assist Separation tactical control separation assurance F4 air domain : process surveillance data - generate S&M / ITP assistance objects display traffic information & assistance objects 33

34 Satcom Architecture: Components and perimeter External Data Sources (GNSS) Receive Aircraft Domain Aircraft Sensors (GNSS) Aircraft Systems (FMS) Transmit Aircraft Domain Ownship Surveillance Transmit Processing (STP) ADS-B Transmit Function SSR Interogation Reply ADS-B Messages SSR Replies ADS-B & TIS-B Messages Aircraft Sensors (GNSS) Aircraft Systems (FMS) ADS-B/TIS-B Receive Function Ownship Surveillance Transmit Processing (STP) Aircraft Surveillance & Separation Assistance Processing (ASSAP) Cockpit Display of Traffic Information and Control Panel (CDTI) Air Surveillance Applications Flight Crew ATSU SATCOM SATCOM ADS-B via Sat. From Satellite ADS-B Messages & SSR replies ADS-C TIS-B Messages Air Traffic Co. Ground Surveillance Applications ATC Display ATC Processing SATCOM ADS-B Receive Subsystem & other surveillance inputs (radar) TIS-B via Sat. SATCOM TIS-B Processing and Transmit Subsystem Ground Domain 34

35 Satcom Architecture: Communication services Service \ Application ASPA-S&M ADS-B-NRA ADS-B-ADD ATSA-ITP ATSAW Air to Air Unicast Option Option N/A Option N/A Air to Air Multicast Air to Air Broadcast Air to Ground Unicast Air to Ground Multicast Air to Ground Broadcast Ground to Air Unicast Ground to Air Multicast Ground to Air Broadcast Baseline Option Option Baseline Option Option Option Option Option Option Option Baseline Option N/A N/A N/A N/A N/A Option Baseline Option N/A N/A N/A Baseline Option Option Option Option Option Option Option N/A N/A N/A N/A N/A Option Baseline Option 35

36 Satcom Architecture: System specifications Current FIR UIR Future FABs (illustrative) FAB NTH FAB NAT FAB Core FAB CTL FAB MED Functional Airspace Blocks Ground to Air Broadcast/Multicast Ground-Air Unicast FAB Core 100 kbps 100 kbps TBD FABs Oceanic 50 kbps 50 kbps TBD FABs Periphery 50 kbps 50 kbps TBD Air-Air Multicast 36

37 Satcom Architecture: System segments User Segment AES i Beam A1 Spot B1 Beam A2 Beam B2 Space Segment A B Ground Segment Nominal NMS GES 1 GES i Backup NMS Support Segment M&C Centre System Management Network Options for a Geostationary space segment: Dedicated ATM mission space segment (MTSAT model) Shared space segment, with dedicated payload to the ATM mission Shared payload (Inmarsat model) 37

38 Satcom Architecture: Architecture Options 1 and 2 Air-Ground Supplemental Services (Short Data Service) Benefit from a priori known characteristics of downlink services, such as periodic ADS for optimising the Satcom solution Provide the capability to collect on a ground server periodically downlinked data from aircraft, avoiding ATN overhead For example, grabbing the ADS data on the airborne bus and inserting it in pre-allocated Satcom packets Forward Link Physical Layer for Broadcast Service Keep CDMA for the Return Link Replace the forward CDMA structure by a DVB-S2 type of carrier Some points would still need to be further consolidated: Capability to operate at low-rate Approval of adaptive coding in aeronautical context Feasibility to operate in AMS(R)S spectrum allocations Appropriateness of DVB-S2 structure to aeronautical traffic profiles 38

39 Satcom Architecture: Architecture Option 3 Design alternatives to provide Air-to-Air Services Air-to-Air over transparent transponder Meshed topology provided by double hop Meshed topology provided through direct meshed communication from terminal to terminal Payload must provide transponder on service links rather than feeder links Terminal shall have the capability to process service and feeder links Air-to-Air through onboard IF processor Payload provides capability to create RF channels from terminal to terminal Terminal on a dedicated radio-channel without any other competing users Simple solution, but at the expense of more spectrum resources Air-to-Air through onboard processor Payload has the capability to demodulate the signals, route the packets, and transmit the packets into the main downlink carrier The drawback is that the system cannot further accept any standard evolution 39

40 Expected Achievements SatCom platform for surveillance applications SatCom architecture for surveillance applications Simulator of SatCom system for surveillance applications Adaptation of an existing satellite platform for surveillance applications Assessment of the benefits of SatCom systems for surveillance applications Simulation of SatCom impact on surveillance applications Implementation of selected test bed applications (ASPA-S&M, ADS- B-NRA, ADS-B-ADD, ATSA-ITP and ATSAW/TIS-B) Analysis of performance of test beds when using SatCom technology Cost-Benefit Analysis of SatCom technology for surveillance applications, compared to other ground-based technologies 40

41 Relevance to SESAR ASPASIA contribution to some of the Key Performance Areas (KPAs) analysed under SESAR Key Performance Area Capacity Cost Effectiveness Efficiency / Flexibility / Predictability Interoperability Safety & Security Environmental ASPASIA potential contribution Increase the capacity of the communication systems supporting surveillance functions, at global and regional levels Our Cost-Benefit Analysis will check the cost effectiveness of the ASPASIA solution The availability of reliable gate-to-gate data in real time can positively contribute to these areas Satellite-based systems, due to their global nature, are excellent candidates to guarantee global interoperability Satellite-based communication systems do not have any common failure point with regards to ground-based systems Enabler for the optimisation of trajectories in oceanic flights, and hence for large fuel savings and gas emission reduction 41

42 Aeronautical Surveillance & Planning by Advanced Satellite-Implemented Applications THANK YOU FOR YOUR ATTENTION!! For more information, please contact: Antonio Paradell or visit our project web site: Atos Origin, SAE Diagonal Barcelona Spain SIXTH FRAMEWORK PROGRAMME PRIORITY 4 AERONAUTICS AND SPACE