The NUP Phase II+ project is based on the TEN-T research projects called North European ADS-B Network or NEAN and its derivatives NUP Phase I and NUP Phase. All of these projects are conducted between 1995 and 2005. The NEAN Update Programme Phase II+ was launched in July 2004 and ends in 2006. Whilst the NUP II+ predecessors were looking at understanding the potential benefits with supporting technologies and operational procedures of ADS-B NUP II+ is focusing on validating a set of applications, based on ADS-B and 4D Trajectory data, in live trials with ambition to reach operational introduction.
Within the frame of the project the high level-objectives are:
NUP II+ shall assess whether the selected applications have the potential to provide operational, business and safety benefits to the investing participants, i.e. to the airline operator, the airport operators and the Air Navigation Service Providers (ANSP).
NUP II+ shall consider very closely the sustainability of the proposed solutions, i.e. the deliverables in terms of applications, technology and procedures should be, as far as possible, based on existing standards, approved certification rules, and installation should be, as far as possible, in accordance with operational standards (AEEC, ETSI etc.). Using that approach, it is anticipated that, after the project, the developments will be reproducible and that industry partners will be able to deliver the products based on the NUP II+ developments.
NUP II+ shall provide a seamless path towards large-scale validation of the selected applications in European airspace.
Furthermore, NUP II+ shall provide input to the on-going harmonisation of ADS-B usage in Europe (EC and Eurocontrol) and globally (RFG) not only on operational and technical aspects but also an indication of the user acceptance from a cost/ benefit perspective.
The essence of the applications in the project will focus on the use of airborne generated data (position, velocity, 4D Trajectory…) to support selected ground based and airborne applications. The applications that are to be validated are Collaborative Decision Making (CDM), Green Approaches, Surface Operations and AMAN/DMAN.
In order to support the live trials and validation of the applications the technical platforms are to be installed onboard Boeing 737 “New Generation” aircraft. Focus will be on retrofit but forward-fit will also be taken into consideration.
For NUP II+ a dedicated avionics package aimed for installations in existing large commercial aircraft will be developed. The package is aimed at a low cost approach, making use of recent developments in the field of Electronic Flight Bag (EFB) and a VHF Multi Mode Transceiver (VMMR). To lay the groundwork for this program, Smiths Aerospace and Boeing have modified the Boeing 737 FMS product to include the output (via ACARS and via dedicated ARINC 429 bus) of the FMS-computed 4D Trajectory as per ARINC 702A-1. This option remains a permanent part of this FMS update for all Boeing 737s.
On the groundside emphasis will be put on enhancing end and intermediate systems to support the End-to-End Connectivity. All developments and enhancements will be based on industry standards as far as possible.
The NUP II+ consist of partners from industry, the ANSPs, the airlines and airports. The partners are:
LFV, as being the coordinator towards the EC TEN-T MIP Programme will have the overall responsibility for NUP II+. LFV will also host one of the ground segments of the end-to-end connectivity.
Austrocontrol will be responsible for the operational development of NUP II+ applications in Austria. They will also be leader of the Austrian Application Team and host one of the ground segments of the end-to-end NUP II+ demonstrator.
DFS will support the analysis of 4D down linked trajectories.
Eurocontrol Experimental Centre (EEC) will take responsibility for the harmonisation of the applications for NUP II+. The role will be to support the development and validation of the NUP II+ applications developed and realised by the Swedish and Austrian Teams. EEC will also be responsible for the integration and harmonisation of NUP II+ developments into the C-ATM and SESAME initiatives currently taking place in Europe.
SAS Airline – Sweden will be responsible, in close cooperation with the industry group, for installation of the NUP II+ avionics package and the associated applications on-board their Boeing 737 NG fleet. They will also support the operational development in Swedish Application Team.
Lauda Air is planned to support the Austrian scenario with 4D Trajectory equipped aircraft. Lauda Air will be a subcontractor to Austrocontrol, subject to final agreement once the to be installed hardware is available.
Rockwell Collins/France (RCF) will be overall responsible for the development of the NUP II+ avionics package intended to support the NUP II+ applications. RCF will support the safety and certification activities with regards to airborne equipment. RCF will also participate to required Hermes development in the ground segment.
Smiths Aerospace will support RCF with expertise regarding the B737 FMS and its Trajectory Bus package. Smiths will lead the 4D FMS Trajectory archival and analysis and support the data collection equipment (DART system). Smiths will also support the development of new CDA procedures.
AVTECH Sweden AB will be responsible for the pilot training of feedback during the operational validation. They will also support the Application Team in Sweden in the application development and operational validation.
Com4Solutions will be responsible for the development, installation and maintenance of a network of ADS-B ground stations at selected sites in Europe in order to support the validation. They will also participate in the development of parts of the avionics package in close cooperation with RCF.
Boeing Research & Development will lead the business case developments within the project.
Airbus will participate to the operational definition/refinement of the NUP II+ applications in conjunction with similar work performed in C-ATM, will review the technical specifications of the NUP II+ airborne package and investigate its applicability to the Airbus fleet, and will support the validation process.
NUP II+ is being sponsored by European Commission under the so-called Indicative Multiannual Programme for granting of Community financial aid to projects of common interest in the area of the trans-European transport network for the period 2001-2006. The programme is referred to as MIP. The project receives a funding of 50% of the total project budget from the European Commission. The participating partners fund the remaining 50%.
