Mid-air collisions and runway incursions were responsible for more than 600 fatalities between 1992 and 2001. This does not include the accidents occurring in Europe in 2002, notably the dramatic mid-air collision over Überlingen (Germany).

State-of the-art on traffic functions gives an overview on current systems to avoid accidents  caused by other air traffic.

The air traffic hazards are dealt with in the FP 6 IP "C-ATM". Consequently, FLYSAFE will not propose to develop new functions or systems in those fields, but rather to use the outputs of C-ATM and integrate them into the Next Generation Integrated Surveillance System. Since C-ATM phases 2 and 3 have been delayed, available outputs (documents) from C-ATM phase 1 will be reviewed as potential contributors to the definition of Traffic functionality.
Regarding the data link technologies for traffic surveillance, FLYSAFE will align on the results from past and ongoing studies, and has selected 1090ES ADS-B as a potential candidate, but will review the different possibilities and select the most appropriate one when necessary in the project.
The ground traffic hazards are dealt with in the FP 6 IP "EMMA".  FLYSAFE has requested authority from the EMMA project Sub-Package 2 (SP2) leader to reuse relevant EMMA onboard technology, but due to IP policies and restrictions, EMMA information and technology can only be re-used in FLYSAFE to a limited extent.
The FLYSAFE team will use existing models of sensors for TCAS, ADS-B and Mode S, and customise new functions taking account of the outputs of WP 1.2.3:

• ASAS functions from previous projects and BAES internal development.
• Runway incursion and taxi collision functions as available based on partners' involvement in previous projects (e.g. ISAWARE II, EMMA), as well as CFD and UOM development within FLYSAFE.
• Anticipation of traffic hazard functions from ISAWARE II, providing the crew with advisory information of potential conflict ahead of current position anticipated beyond the TCAS alert.