2nd

Workshop, 3 - 5 April 2006

ASAS in Tomorrows Airspace

Pierre Gayraud, THALES

Bob Graham, EEC

Tony Henley, BAe Systems

Dr Anthony Smoker, IFATCA

ASAS-TN2 Consortium

2nd

Workshop, 3 - 5 April 2006

Overview

• Innovation Gaps and constrained thinking• So the opportunity is……• Integration of ASAS - with what?• How might we integrate ASAS?• Benefits• A way forward?

2nd

Workshop, 3 - 5 April 2006

The Innovation Gap• Innovation gap:

– Research and development activity is unconstrained by its very nature, and has the luxury of no creative or innovative boundaries

– ATM confronted with imperative of maintaining and improving day to day and the next days problems, and constrained by bounded activity.

• ATM deals with operational problems in the real world that are shifting, in response to external influences -– this reduces the scope for exploiting innovative potential of R+D

• Thus a mismatch exists between the potential of R+D and system capability

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Workshop, 3 - 5 April 2006

So what about ASAS?• PO-ASAS envisaged ASAS being developed in specific ways

– Some ASAS Applications seen as new ways of doing the same thing– Some ASAS applications require new procedures and airspace re-

organisation

• PO-ASAS seeks to derive operational benefits by enhancing capacity in the real world

– Solving perceived operational (real world) problems

• Despite all of the ASAS research and development hitherto, ANSPs are developing solutions to their real world problems with or without ASAS

• Operational environment has moved on beyond ASAS designers view of the world

• Can ASAS be applied outside the ANSP system designers view of the world?

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Workshop, 3 - 5 April 2006

So The opportunity is - Synergy?

Can we exploit the potential of ASAS in operational ways that were never envisaged by the system designers?

• The potential for ASAS to operate with existing and planned elements of the operational environment in new and innovative ways

• That supports the ANSPs in dealing with the next days problems, without drastic revision of airspace and sectorisation - or maybe it enhances these

• That makes the controllers life easier• That does not make the pilots task harder• And supports ands enhances safety

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Workshop, 3 - 5 April 2006

Breaching the innovation gap

Concept C3

Concept C1

ASAS

Concept C2

innovation

System design, performance and technological trade-off

4D ACARE-ST2

NewSpace

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Workshop, 3 - 5 April 2006

High Capacity Gains

What philosophies are used by ANSPs to solve imminent capacity shortfalls?

• RVSM• Airspace reorganisaton:

– Sectorisation and airway/UARs structures– RNAV/PRNAV route structures - (reducing the need to use positive

radar separation by parallel routes 12> nms apart)

• Segregated traffic flows• Active Traffic management• Decision support tools (MTCD, Trajectory prediction, AMAN)

• What does this mean for ASAS applications?– Is there an opportunity to deploy ASAS to enhance such

strategies?

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Workshop, 3 - 5 April 2006

What opportunities have been lost?

• The FMS has equipped aircraft for some25 years.

• What FMS capabilities are used today?– RTA?

– Offset?

– (Tailored arrivals)

• Aircraft have gone to the grave without ever using this capability

• The manual of RNAV?

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Workshop, 3 - 5 April 2006

The Approach

Integrate ASAS into, and in support of,

classic, high capacity ATM operations

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Workshop, 3 - 5 April 2006

ASAS - an integrated tool - How?

• (P)RNAV route structures and ASAS Spacing to reduce controller workload

– Sequencing and managing flows with the aid of ASAS, other ground based tools and FMS capabilities

– Establish a sequence, on an RNAV route at cruising level, and use ASAS techniques to maintain the sequence, including descent, into the Terminal Area

• (P)RNAV + ASAS + CDAs + ground based tools (e.g. AMAN) or techniques such as traffic management, to manage flows into the extended TMA and beyond

• ASAS-Sequencing and merging in support of en-route, and extended TMA operations - not just in the approach and terminal phase

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Workshop, 3 - 5 April 2006

ASAS - as an integrated tool - How 2 ?

• Use of delegated crossing and passing in Terminal area – particularly in support of vertical transitions to reduced controller workload and allow more efficient vertical profiles

• ITP, in its various forms, in Oceanic areas

• Airborne situation awareness: e.g. Successive Visual approach and related techniques

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Workshop, 3 - 5 April 2006

Integrated ASAS - Example 1 - ASAS spacing en-route

Sector 5

Sector 36

Sector 5

• 10 nms wide UAR

• Sector length = 150nms

• Goal - deliver three aircraft, inbound to the same TMA, in trail at same level for handover to next sector

Sector 36

10 nms

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Workshop, 3 - 5 April 2006

Integrated ASAS - Example 1 - ASAS spacing en-route

•Radar vectors to path stretch

•Speed control MACH/IAS

•Typically, Parallel headings required for all six aircraft to optimise available manouvere space, to achieve co-ordination transfer level

•Workload intensive

Sector 5

Sector 36

2nd

Workshop, 3 - 5 April 2006

Integrated ASAS - Example 1 - ASAS spacing en-route

• 12NMS wide RNAV routes

• Descend to same level

• Radar vectors to create manouvere space and to establish ASAS sequence

• Stable,separated traffic stream for upstream sector

• Same MACH/IAS speed control regime

• Effect on:– Controller workload– Pilot Workload

Sector 5

Sector 6

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Workshop, 3 - 5 April 2006

Integrated ASAS - Example 2 ASAS S&M en-route

“Mach .80/290-KIAS”

“Fly fast”

• Aircraft at cruising levels, M.081-5• Aircraft need to be at FL270, in trail, at GIBSO• Typically, 200+ track miles to GIBSO• Speed control early on• Radar vectors, and speed adjustments to achieve sequence for

downstream sector• Very resource intensive• Flight efficiency?

GIBSO

2nd

Workshop, 3 - 5 April 2006

Integrated ASAS - Example 2 ASAS S&M en-route

• Aircraft at cruising levels, M.081-5

• Aircraft need to be at FL270, in trail, at GIBSO

• Typically, 200+ track miles to GIBSO

• Use radar vectors to position aircraft to establish ASAS sequence and merge

GIBSO

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Workshop, 3 - 5 April 2006

ASAS - as an integrated tool - Potential Benefits?

• Redistribution of Controller workload; but increase in pilot workload - balance overall? = CAPACITY

• Providing support to the controller where they need it most in managing traffic flows = CAPACITY

• Reduced effect of stochastic nature of traffic flows = potential safety benefits (reduction in sector overloads)

• Can work with and enhance current airspace regimes, and can support planned enhancements and modification to achieve greater benefits = foundation for future iterations

• Simple step towards collaborative philosophy ATM• And there are other innovations that might be useful - FMS path

objects?

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Workshop, 3 - 5 April 2006

What to do?• Break out of ASAS packages

• Look at safety, interoperability and performance issues

• Reassess current proposed ASAS applications and check for “fit”

• Do the numbers and go for it!

• But who will lead -

A new direction for ASAS enabled ATM?

2nd

Workshop, 3 - 5 April 2006

Thank you for listening

Any questions?