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Int. J. Aviation Management, Vol. 1, No. 3, 2012

Advanced air traffic management technologies: the ADS-B impact over ATM concepts. The case for Portugal Cludia V.C. Rodrigues, Jorge M.R. Silva* and Kouamana Bousson
Department of Aerospace Sciences, University of Beira Interior, 6200-358 Covilh, Portugal Fax: + 351-275-329-768 E-mail: clou360@gmail.com E-mail: jmiguel@ubi.pt E-mail: bousson@ubi.pt *Corresponding author
Abstract: ADS-B is a very useful system to solve surveillance precision problems mainly if installation, operation and maintenance costs of alternative ones are too expensive when they are based on air traffic figures. This paper begins with some remarks about ADS-B technology, precisely to introduce the case study of Azores archipelago within Santa Maria FIR, in Portugal. On the basis of real scenarios of Pescara, Trabzon and Rhodes, and using EMOSIA model, a study is conducted to understand costs and return on investment on such equipment in Azores area. Finally, the paper concludes with some highlights of future research. Keywords: automatic dependent surveillance broadcast; ADS-B; CNS/ATM; Santa Maria FIR; Portugal. Reference to this paper should be made as follows: Rodrigues, C.V.C., Silva, J.M.R. and Bousson, K. (2012) Advanced air traffic management technologies: the ADS-B impact over ATM concepts. The case for Portugal, Int. J. Aviation Management, Vol. 1, No. 3, pp.162180. Biographical notes: Cludia V.C. Rodrigues joined the University of Beira Interior (UBI) in 2004. She has a graduation on Aeronautical Engineering since 2008 with specific knowledge on aerodynamics, flight mechanics, aircraft project, propulsion, and gas dynamics. Also, she has an MSc on Aeronautical Engineering since 2010 with a dissertation about the impact in Portugal of the automatic dependent surveillance broadcast (ADS-B). Jorge M.R. Silva was Merchant Marine Officer in Sociedade Portuguesa de Navios-Tanque, Lisbon in 19791988, Aeronautical Telecommunications Technician in Aeroportos e Navegao Area, Lisbon in 19881995, Lecturer in 1995 and Assistant Professor since 2005 in the Department of Aerospace Sciences, University of Beira Interior, Covilh, Portugal. He has a graduation on Marine Systems Engineer for Electrical and Telecommunications from Escola Nutica Infante D. Henrique, Oeiras, Portugal in 1993, MSc on Operational Research and Systems Engineering from Instituto Superior Tcnico, Lisbon in 1996, and PhD on Transportation from Instituto Superior Tcnico, Lisbon in 2005. His main interests include air transport management and economy, aircraft operations, air transport safety and security. He is a member of American Institute of Aeronautics and Astronautics (AIAA).

Copyright 2012 Inderscience Enterprises Ltd.

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Kouamana Bousson received his MEng in Aeronautical Engineering from the Ecole Nationale de lAviation Civile (ENAC) in 1988, MSc in Computer Science with emphasis on artificial intelligence from Paul Sabatier University in 1989, and PhD in Control and Computer Engineering from the Institut National des Sciences Appliques (INSA) in 1993, all in Toulouse, France. He was a Researcher at the LAAS Laboratory of the French National Council for Scientific Research (CNRS) in Toulouse, from 1993 to 1995, and has been a Professor in the Department of Aerospace Sciences at the University of Beira Interior, Covilh, Portugal, since 1995. His current research activities include trajectory optimisation and guidance, optimal flight control systems, analysis and control of uncertain dynamical systems. This paper is a revised and expanded version of a paper entitled Advanced air traffic management technologies: the ADS-B impact over ATM concepts. The case for Portugal presented at 14th Air Transport Research Society World Conference (ATRS), Porto, 69 July 2010.

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Introduction

As air traffic is always growing the need to avoid collisions between aircraft became each day and even more a very important issue. In this context standard values between aircraft were established and called separation minimum. These separations are applied and verified by air traffic controllers (ATCs) using different control methods as procedural or non-procedural, e.g., using primary surveillance radar (PSR), secondary surveillance radar (SSR), multilateration or automatic dependent surveillance (ADS) systems (Figure 1). Also, these methods are used to avoid collisions between aircraft themselves on the ground or between aircraft and other vehicles within the manoeuvring area of the aerodrome.
Figure 1 Different types of surveillance sources

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The aeronautical authorities established separation standards to ensure a safe navigation in controlled airspace. So they can assure that an aircraft is at a safe distance either from land or from other aircraft. Nowadays, the large majority of control units (area traffic control centres and towers) uses surveillance sources (rather than procedural methods based on pilot reports to estimate the aircraft position) with less accuracy getting information from PSR and/or SSR. So as PSR tracks only represents targets when they reflect radio waves this means that there is a large number of limitations with this technology. Nevertheless, the SSR uses the transponder replies to obtain information about aircraft position and identification. There are different radar types accordingly to the area to be covered. En-route radars have a low update rate (approximately 12 seconds) but cover a large geographic area. Terminal radars cover a much smaller area, in general only the airport and nearby ones, yet have a much higher update rate (approximately 4.2 seconds). This happens mainly because aircraft flying speeds are much smaller in the vicinity of an aerodrome than when en-route, and thus they can fly closer to each other. This means more aircraft in the same volume of space so that ATC needs to implement a more precise surveillance system and radar displays needs a higher update rate of refreshments. Also both PSR and SSR need heavy infrastructures and requiring to be placed where there are no considerable obstacles in quite large vicinity to assure a 360 line-of-sight with aircraft. Maintenance is also a key issue too as these systems have a large number of moving mechanical components. Multilateration is a surveillance technique where the signals emitted for an aircraft or vehicle on the ground is received by several ground sensors in its vicinity. The transponder signal, transmitted in 1,090 MHz and as a result of a set of interrogations of at least one emitting antenna obligatorily existing in the area to be covered, is received by at least four sensors placed in the vicinity. The main processor based on the calculation of related time difference of arrival (TDOA), that is, small time differences in the signal reception by the involved sensors, esteems aircraft position (NAV Portugal, 2007). Comparing among three receivers/sensors the arrival time of data processor calculates 2D position of the aircraft which thus can be used for monitoring ground manoeuvres within an airport. To get the third parameter (altitude) it is necessary to have at least four sensors thus getting 3D position of the aircraft. In practice for surveillance either on ground or in flight more than three antennas are used to get bigger redundancy and to allow monitoring simultaneously several aircraft. In summary, the total cost of these infrastructures is quite considerable which makes its installation and operation worthwhile only when air traffic volume is justifiable. So remote areas, small islands or oil rigs, despite having some traffic may not justify installing such a costly system. In these scenarios surveillance is based on procedural methods with large separations of the aircraft to maintain safety levels. Consequently, the amount of traffic using the same airspace at a given moment is small which contributes to flight operations inefficiency: departure and arrival trajectories, increased holding times, flight level changes (whether is to reduce fuel consumption, to fly at levels with more favourable winds, or to leave the ones with headwinds or turbulence) are just some examples. The idea behind the implementation of an automatic dependent surveillance broadcast (ADS-B) system is that several safety and efficiency benefits can be attained without previous radar coverage (Howell et al., 2010) as key (technical) elements of the surveillance are the global navigation satellite system (GNSS) and the aeronautical

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telecommunication network (ATN) (Oliveira et al., 2009). To fight against those mentioned inefficiencies the Federal Aviation Administration (FAA) has embarked on a broad-reaching effort called the next generation air transportation system (NextGen) which seeks to transform todays aviation airspace management and to ensure increased safety and capacity precisely using ADS-B technology as an important tool (Boci et al., 2010). There are some reasons to believe in the broad acceptance of this system as, for example: it uses the 1090 extended squitter (1090ES) technology in use already by Mode S transponder, and it get some improvements impacting directly on its ground infrastructure (Garcia and Gilbert, 2010).

Automatic dependent surveillance (ADS-B)

2.1 Technical remarks

In this context we introduce the ADS-B. This surveillance system is based on the ability of the aircraft to periodically and automatically broadcast a set of data. These data can be received either by an ADS-B ground station (ADS-B OUT application) or by an aircraft (ADS-B IN application). It is automatic because there is no need of human (crew member) intervention, dependent because data broadcasted is based on onboard equipment (like SSR depends on onboard transponders), and broadcast because data is sent without previous interrogations either by air traffic controller or by any other partner. Its principle is to send as many reports as possible to a greater number of receptors able to capture its signal. Nevertheless as aircraft non-equipped with transponders cannot be detected by traffic alert and collision avoidance system (TCAS), and thus avoiding collisions, as with ADS-B system. If an aircraft is broadcasting ADS-B data but traffic in signal range is not properly equipped, this means that this is not able to receive and process the related data. The conclusion is that the system will produce major benefits as all aircraft, or those in a large percentage, are equipped with ADS-B avionics. The technology adopted for ADS-B data transmission in Europe is the 1090 MHZ extended squitter, a part of Mode S transponder. When equipped with 1090ES aircraft transponders are able to receive and broadcast a set of data such as position, speed and intentions in the Mode S signal, without any interrogation by a SSR on ground, or a TCAS when installed onboard. ADS-B exchanging of data does not interfere with TCAS information too. The implementation plan for this system is ongoing with a collaborative participation of many stakeholders from air navigation service provider (ANSP) to airline operators, since voluntary (giving advantage to those ones who are just equipped) till mandatory phases. Thus, Figure 2 represents the capabilities enabled with this system. Broadcast data has at least the following five information (Eurocontrol, 2008a) packages: aircraft horizontal position; aircraft barometric altitude; aircraft identification; urgency/emergency indicator; and IDENT a special position indicator (SPI). Concerning onboard avionics the most remarkable improvement is the cockpit display of traffic information (CDTI). This is the equipment where ADS-B data is displayed to the pilots (Figure 3). The CDTI gives information of relative altitude, traffic identification and track. Studies about onboard surveillance applications show that CDTI

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in the same display of TCAS it is possible and it is not confuse for pilots if were used distinguished symbols (Lester and Hansman, 2007).
Figure 2 The ADS-B system

Source: Lester and Hansman (2007) Figure 3 Cockpit display of traffic information

Source: Lester and Hansman (2007)

Some important advantages are expected when compared with others surveillance systems (Figure 4) as, for example: small ground stations, with relatively easy installation procedures and little maintenance works

Advanced air traffic management technologies data is very precise, as it derive directly from onboard systems (GPS-based ones) update rate of approximately 0.5 seconds, much higher than conventional radars

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no significant changes concerning actual avionic sets (using Mode S transponders extended squitter) no problems as the conventional radars ones (silence cones and areas, garbling, interferences, etc.) relatively cheap solution to provide a good surveillance system in areas where the high price of installing a SSR/PSR equipment do not justify it, or where there is already a surveillance source but some redundancy is still necessary ecological benefits by reducing CO2 emissions, as ADS-B allows easy and fast flight level (FL) transitions to those where fuel consumption is more efficient.

All the above mentioned benefits will impact directly on: the airline operators who will be able to provide better services achieving better flight profiles, and reducing fuel consumption; the ANSPs who will be able to provide better services at a lower cost per airspace user; and the general public due to lower CO2 emissions.
Figure 4 Expected improvements and benefits with ADS-B

Source: Adapted from Song et al. (2007)

2.2 Applications
ADS-B has different applications depending on what it is used for and where it is supposed to be implemented. Thus, there are two main applications: ground surveillance and airborne surveillance. Ground surveillance is related with ADS-B data received by ground stations (ADS-B OUT) and can be divided in: ADS-B NRA, for non-radar

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airspace; ADS-B RAD, for radar airspace; ADS-B APT, for airport surface; and ADS-B ADD, data derived from aircraft is to be used by ground tools (e.g., selected altitude, climb rate). Airborne surveillance is related with ADS-B data received from other aircraft (ADS-B IN) and this application is called air traffic situational awareness (ATSAW) too. This is divided in: ATSA SURF, for operations on the airport surface; ATSA AIRB, for flight operations when the equipment is installed onboard; ATSA ITP, for IN-Trail procedures; and ATSA VSA, for visual separation operations. In this context the European Organization for the Safety of Air Navigation (EUROCONTROL) define the CASCADE programme (Co-operative ATS through Surveillance and Communication Applications Deployed in ECAC European Civil Aviation Conference) which coordinates the implementation of ADS-B applications in Europe (Figure 5). Within CASCADE there are several initiatives named co-operative validation of surveillance techniques and applications (CRISTAL) which provide data from validation trials testing this new technology both in simulators and in real scenarios with a special attention in the so called pocket areas where operational needs are increasing. The related main actors are local ANSPs, airline operators, and aeronautical industry partners. As main outcomes one expects a qualitative and quantitative evaluation of the benefits, effectiveness and safety resulting from the introduction of ADS-B in ATC scenarios. Thus, a huge amount of data will support the production of certification standards and guidance material for flight crews, ATCs, maintenance staffs, among several others.
Figure 5 ADS-B applications in Europe

Source: Adapted from Rekkas (2009)

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2.3 ATCs and pilots opinion

CRISTAL initiatives allowed listening opinions from several actors about ADS-B systems performance. ATCs and pilots are among those actors and their opinion (Eurocontrol, 2007a, 2008b) can be summarised as follows: For both ATCs the main users of ADS-B data in radar and non-radar airspace, and pilots who will benefit from enhanced on-board situational awareness, the opinions are quite positive. For pilots main benefits with ADS-B IN applications are: enhanced flight operations with better identification of dangerous situations, and better execution of ATC clearances. Besides visual separation procedures and flight level changes are easier and better as more data from surrounding traffic becomes available. Also surface operations are improved as there is a better understanding of the movements in the airport surface. For ATCs main benefits with ADS-B OUT applications are those concerning enhanced capacity for detecting conflicts with the same level of workload thus conducing to a more efficient use of airspace. Also radio frequency occupation is reduced. ADS-B is a good investment producing several benefits if correctly used. The main ATCs concern is that pilots can start to make their own air traffic control based only in CDTI data. But the use of ADS-B data onboard has a positive impact on pilots so that investment on onboard CDTI is strongly recommended to improve their situational awareness showing a better picture of the surrounding traffic and thus reducing effort and stress to make decisions safely. Both ATCs and pilots agree that clear procedures should be produced to mitigate misunderstandings or errors when using this new kind of information. Responsibilities and prerogatives from each part should be maintained too.

Case study

3.1 Airspace under Portuguese control

In Portugal, the first ADS-B-related procedures will be implemented in Azores where a ground station is to be installed close to a wide area multilateration area (WAM), this one still under installation too. NAV Portugal is the Portuguese stakeholder at CASCADE programme and CRISTAL initiatives. Airspace under Portuguese control is divided into two flight information regions (FIR), Lisbon and Santa Maria, this one including Santa Maria terminal manoeuvring area (TMA), a quite small portion of the entire airspace around Azores archipelago, a set of nine islands in North Atlantic Ocean (Figure 6).

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Santa Maria FIR and TMA

Source: Adapted from AIP Portugal (2008)

These nine islands are divide in three groups accordingly with their proximity: west (Corvo and Flores islands), central (Faial, Pico, So Jorge, Graciosa and Terceira islands), and east (Santa Maria and So Miguel islands). The main traffic axes operating in Santa Maria FIR are: Europe-Caribbean, Iberia Peninsula-North America and Europe-Azores. Regional traffic comprises inter-islands one and almost 90% is operated by SATA, a regional operator.

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The airspace outside TMA is called oceanic, with a procedural control based on flight plan tracks updated by position reports (either by voice or ADS-C) complemented with a wind grid. TMA control is a mix of procedural and radar, in this particular since radar coverage is possible. The single radar antenna in Santa Maria covers east and central groups although in this one there are a lot of gaps due to islands mountains. West group is completely out of radar coverage. This results in the application of TMA separation standards, which are significantly higher than radar separations, where radar coverage does not exist or is unreliable. Thus, several problems are noticed on air traffic control (NAV Portugal, 2007) precisely due to such poor surveillance coverage: departure and arrival flight trajectory inefficiencies in some islands of the central group; ground delays; vertical flight inefficiencies; and increased holding times. Accordingly with Eurocontrol (2006) in the 20052025 period air traffic in Santa Maria FIR is expected to grow between 3% and 4% (Figure 7). But this rate may not be achieved unless the above mentioned inefficiencies are mitigated or enhanced.
Figure 7 Air traffic average annual growth rates in Europe, 2025/2005 (see online version for colours)

Source: Eurocontrol (2006)

To achieve this goal, e.g., in order to enhance surveillance in the central group, an ADS-B ground station has to be implemented joining WAM still under installation, and SSR in operation since October 2006. Multilateration (WAM) system is a quite cheap solution to provide surveillance data without major avionics investments or procedures changes. Also it can be used either as a transition technology to ADS-B or to add redundancy in surveillance data after full implementation of ADS-B. In Azores, WAM ground stations to cover the above mentioned area are those shown in Figure 8.

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WAM ground stations in Azores

Source: NAV Portugal EPE (2010a)

Eleven antennas are planned for Azores. Some of them will act just as receivers while others will act simultaneously as receivers and transmitters thus permitting to receive ADS-B reports as well as transponder data. With the introduction of an ADS-B system the expected covered area will be that of Figure 9.
Figure 9 Expected covered area with both ADS-B and SSR systems

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This solution will allow changes from procedural separations to radar-like ones in a non-radar area. Traditional methods just in use will be maintained until ATCs gain confidence in ADS-B surveillance data. So in the next future routes just in use, which causes the inefficiencies pointed out above, can be changed to more direct ones. Figure 10 shows actual route from Santa Maria and So Miguel islands to Faial island (TIMTO, SOLGI). But a more direct route (SOMUL) can be possible after ADS-B system implementation.
Figure 10 Actual (TIMTO, SOLGI) and future (SOMUL) So Miguel/Santa Maria routes to Faial

Source: Adapted from AIP Portugal (2008)

Another example is related with route from Faial to Terceira islands. Actually, it is longer due to Picos island mountain which compels traffic to divert to the darker route signalled in Figure 11 thus making a 76.5 NM trajectory from Faial to Terceira. With ADS-B surveillance a more direct route (lighter route) will be possible resulting in a smaller trajectory of 73 NM. This procedure means to save about 3.5 NM or 1.5 minutes per fly, at an average speed of 150 knots. Precisely, Figure 12 represents both actual and provisional scenarios around Picos island mountain. Besides the improvement of air traffic controllers situational awareness more direct routes and lower holding times will impact too in fuel consumptions and thus in CO2 emissions thus reducing the environmental impact per flight. There are several expected saving gains as for example: 3 minutes of ground delays; 3 minutes of holding times; and 10 NM of flight trajectory, due to shorter horizontal separation than procedural one, vector separation possibility and shorter routes to initial approach fix. Simultaneously, fly safety will be maintained or even enhanced.

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Figure 11 Actual (NOTMA) and future (SOLGI) Faial routes to Terceira

Source: Adapted from AIP Portugal (2008) Figure 12 Scenarios around Picos island mountain (see online version for colours)

3.2 Future expansion

Depending on the performance of this implementation another ADS-B ground station can be installed in Flores island thus resulting, together with WAM/ADS-B systems in central

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group and SSR radar in Santa Maria island, in a full coverage of Santa Maria TMA, almost reaching surveillance coverage, at FL300, of New York FIR (Figure 13).

3.3 Costs and returns on investment

We based our cost analysis on data obtained from three examples: Pescara (Italy), Rhodos (Greece), and Trabzon (Turkey). Of course there are other places where ADS-B was applied but these ones already have a published cost-benefit report which, although yet not validated, can provide us an overall scenario of the global costs for the Azorean initiative. Besides the airspace characteristics of those examples are similar than that of our case study: Trabzon and Pescara have similar airspaces without radar surveillance source and therefore using procedural separation methods; on the other hand Rhodos has surveillance radar for FL155 and below but needs to increase their surveillance accuracy; all of them have to implement some sort of surveillance system to accommodate the growing amount of traffic expected for the next future; both Trabzon and Pescara goal is to replace procedural control; for Greece the objective is to improve surveillance source for Rhodos and to replace procedural control for Kos and Karpathos areas.
Figure 13 Coverage with both ADS-B ground stations and SSR radar

Source: Adapted from NAV Portugal EPE (2010b)

These examples can provide a good scenario for initial and reocurrent costs for Azores too where there is a mix of all situations in addition with WAM system (not included in the present study). Also based on Eurocontrol (2006) statistics in the 20052025 period air traffic annual growth rates for these examples are expected to vary between 1.8% to 2.2% in Pescara, 2.2% to 2.8% in Trabzon, and 2.0% to 2.5% in Rhodos against 3% to 4% in Santa Maria FIR. Thus, in the next future the volume of air traffic in each those places can be estimated using the average of such rates, that is: 2.0% for Pescara, 2.5% for Trabzon and 2.25% for Rhodos.

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Figure 14 displays air traffic growth forecasts calculated for Pescara, Trabzon and Rhodos, as well as for Azores (this one at an average annual growth rate of 3.5% as mentioned in the text and shown in Figure 7). Costs are mainly of two types, initial and reocurring divided by two entities, Operators and ANSPs, as shown in Figure 15.
Figure 14 Air traffic growth forecasts, 2025/2008, calculated for Pescara, Trabzon, Rhodos and Azores

Figure 15 Initial and reocurring costs for operators and ANSPs

Source: Adapted from Lester and Hansman (2007)

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Within this paper we used estimated costs for the following variables: purchase of the equipment; installation and commissioning of all infrastructures; ATCs and technical staff training; and annual maintenance. Therefore, based on Table 1 (costs per item), total costs related to our three examples (Pescara, Trabzon, and Rhodos) are those of Table 2.
Table 1 Costs per item, in millions Low ADS-B equipment purchase ADS-B equipment maintenance (p/year) Maintenance staff (p/year) Technical staff training ATC training equipment ATC staff training CWP Software update HMI Communications equipment Ground ADS-B stations (number of) Table 2 0.1000 0.0000 0.0040 0.0050 0.0030 0.1920 0.0050 0.0080 0.0050 0.0050 1 Medium 0.1250 0.0020 0.0060 0.0080 0.0040 0.2400 0.0150 0.0100 0.0750 0.0075 2 High 0.1550 0.0030 0.0080 0.0100 0.0050 0.2880 0.0200 0.0120 0.1000 0.0100 3

Source: Adapted from Eurocontrol (2007b, 2008c, 2008d) Costs for Pescara, Trabzon, and Rhodos, in millions Initial Pescara Trabzon Rhodos 0.733 0.689 0.363 Source: Adapted from Eurocontrol (2007b, 2008c, 2008d) Reocurrent 0.036 0.026 0.008

In this context there is a European model just for analysis of strategic ATM investments called EMOSIA. It uses as inputs the above mentioned variables purchase of the equipment, installation and commissioning of all infrastructures, ATCs and technical staff training, and annual maintenance as well as expected movements, to calculate the return on such investments (RI). Thus, incorporating on EMOSIA both estimated air traffic movements and initial/reocurrent costs the returns on investment calculated (Eurocontrol, 2007b, 2008c, 2008d) for 12 years (a general well accepted temporal scenario for investment purposes) for Pescara, Trabzon and Rhodos are those of Figure 16.
Figure 16 RI calculated (12 years) for Pescara, Trabzon and Rhodos

Source: Based on Eurocontrol (2007b, 2008c, 2008d)

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Based on the above mentioned data we can calculate the return on investment (RI) for the Azorean case also taking into account several variables as airspace characteristics, equipment required, and human resources involved. So surpassing for the Portuguese case we can esteem (within a low cost scenario) that costs for the implementation of a similar surveillance system with only one receiving antenna will be between 0.363 million 0.733 million whereas the reocurrent ones will be between 0.008 million 0.036 million. Since acquisition costs of an antenna-radar are higher (4,160 million) than the acquisition ones of an antenna-ADS/B (0.100 million), (Airservices Australia, 2007), and since the maintenance costs (0.210 million) of an antenna-radar are also higher (less than 0,002 million for those of an antenna-ADS/B) it is clear that since the beginning ADS-B alternative has lower total cost than those of an antenna-radar and aiming at the same goal: to improve surveillance in Azores central group. Therefore, and since our three examples have similar characteristics of Azores air traffic patterns, based on the above mentioned EMOSIA model results we esteemed the RI for our particular case as follows:
RI (1) = RI (2) = ( RI Pescara * Azores Movements) = 7.94 M Pescara Movements ( RI Trabzon * Azores Movements ) = 3.59 M Trabzon Movements

RI (3) = That is:

( RI Rhodos * Azores Movements) = 6.31 M Rhodos Movements

RI Azores =

RI (1) + RI (2) + RI (3) 3

Thus, having in account: a b c an annual (20082025) average growth rate of air traffic of 3.5% within the area the installation of one antenna-ADS/B human resource costs, the return on investment for Azores for 12 years (a general well accepted temporal scenario for investment purposes, as mentioned above) will be that of Figure 17.

Figure 17 Return on investment calculated for 12 years for Azores

This result can be interpreted as a major return for a minor investment. If it includes additional benefits as environmental ones and safety improvements the overall outcome can be even better.

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Conclusions

The application of an ADS-B system in Azores reflects itself in several gains facing air traffic growth estimated for that region in the next future: since the improvement of flight safety by introducing (or improving) electronic surveillance in some particular areas of the entire Archipelago, till the return on investment highly promising. ADS-B impact over the workload of both ATCs and pilots on duty is not relevant and can even improve their performance. But is necessary to conduct studies to accommodate properly related procedures and rules as the use of ADS-B system is growing and becoming more and more attractive for all involved stakeholders and its practical implementation is becoming a global reality. After an expected set of tests based on Faial ADS-B station already deployed and taking into account overall benefits obtained it will be necessary to conduct a study for the implementation of a second antenna in the area to improve surveillance just close the New York RIV in the vicinity. Also, it will be necessary to conduct a survey on operational and economic impacts of the Azorean ADS-B system over all air operators acting as clients.

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