Federal AviationAdministration
AP23 briefing on D3: ASAS Concept of operations
ASAS-GN Seminar13 Nov 08, Rome
ByKen Carpenter, QinetiQ
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AP23 Overview: Deliverables
Five deliverables from AP23: D1 – General data exchange D2 – Methodology to prioritize applications for AP23 D3 – Operational Role of Airborne Surveillance in Separating
Traffic D4 – Draft proposal for a second set of ADS-B/ASAS
applications D5 – Draft White Paper on Issues Surrounding Airborne
Separation
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Background
“The operational role of airbornesurveillance in separating traffic”
Work started in 2005 (ASAS SG) The world was different then
We were trying to avoid saying “ASAS” Emphasised the use of “airborne surveillance” The word “separation” in ASAS looked like a mistake
SESAR and NextGen have changed all that Now discuss the use of ASAS in a TM environment and emphasise new ASAS-based separation modes
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Objective
Overall picture of ASAS in the ATM paradigm Common sense of direction for ASAS community Explain ASAS to wider community The document is conceptual
Tries not to state requirements Tries not to design equipment nor procedures Discusses many applications
but not in order to propose them It introduces “application elements”
Discusses airborne separation = airborne separation & self-separation applications
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Application categories
We suggest no change in the PO-ASAS categories Situational awareness applications:
could have been called “traffic information applications” Airborne spacing applications:
the controller continues to provide separation;the flight crew provide a specified spacing from specific reference aircraft
Airborne separation applications: subject aircraft is receiving a separation service;but is cleared to provide airborne separation from specific reference aircraft
Self-separation: subject aircraft is not receiving a separation service
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Status of the document
The document is complete Will deliver imminently You can all see the document … please!
I would like to tell you where to get it (and now I can!) It should be circulated as widely as possible
all 100 pages of it
It will be submitted to ASP/1 in December To be reported by ASP as “Work in progress”,
not yet for adoption by ICAO ASP will do what it determines
Further work by AP23 depends on feedback
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Contents
Part I: Concept Airborne separation Airborne surveillance applications The elements of applications Some minimal technical information
Part II: Operational use Describes the potential evolution of ATM and
use of ASAS Looks at 2010, 2020 and 2030 (but don’t be too literal) Discusses: terminal areas, en-route operations,
procedural airspace and the surface
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Concept: terminology
Airborne Separation is used to refer to any separation mode in whichthe flight crew is the separator
This definition includes airborne separation and airborne self-separation applications
No change proposed (yet?) in PO-ASAS category names We keep the name “airborne separation applications” AP23 plans to address this ambiguity (D5)
Alternatives? NextGen use “delegated separation” for more than the PO-
ASAS airborne separation applications We use the plain language word “delegate”
but the controller cannot be responsible for the pilot’s actions
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Concept: airborne separation
Separation: “The tactical process of keeping
aircraft away from hazards by at leastthe appropriate separation minima”
from ICAO Doc 9854, “The Global ATM Operational Concept”
The definition of “separation” applies equally to airborne separation and ground-based separation
Airborne separation is not collision avoidance
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Concept: airborne separation
Airborne separation will work well with trajectory management Self-separation does not need to exclude trajectory
management
(Delegated) airborne separation applications are tools for controllers So they will be used only in controlled airspace Benefits need to be mutual Benefits are mutual
Self-separation is a manner of operation Flexible and efficient for operators Permitted by ANSPs (or airspace managers)
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Concept: application elements
AP23 asked for candidate applications Over 100 separate suggestions We grouped them by category
found elements common to many applications Decided to base work on “application elements” These elements are operational PANS-OPS and PANS-ATM might need to discuss elements
They do not need to discuss anything else The functional and performance requirements for each
element will depend on context A later talk will tell you much more about application
elements
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Identifying designated aircraft
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Use: terminal areas
S&M, aka M&S, as a separation application The use of ASAS is part of a larger story The big benefits come from airspace reorganisation
and good trajectory management, arriving on time Using ASAS gives predictable and reliable throughput Task of managing the interval is in the right place
CSPA Has yet to be developed A central and demanding application
Climb out Use ASAS to fan out, or pass aircraft in front
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Use: en-route
Trajectory Management dominates but it is not realistic to expect no conflicts ASAS will be used to resolve tactical conflicts
Delegated airborne separation can resolve crossing and passing encounters minimal deviation from the desired trajectory
Four variants of self-separation: unmanaged airspace dedicated airspace, with no TM dedicated airspace, a/c on agreed trajectories managed airspace, some a/c self-separating and others
not (SESAR scenario) Flow corridors
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Use: “procedural airspace”
Airspace that is not under ground surveillance Whole family of applications being studied
for oceanic airspace Self-separation and cruise climbing Self-separation on dedicated tracks in the OTS
but Procedural separation should simply disappear
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Use: the surface
The surface is different There is no accepted concept of “separation”
The surface is important Runway incursions – big safety issue
ASAS provides knowledge of the offence Main benefits likely to be at un-towered airports Operational use at non-towered airports
autonomous runway crossing (safe window of opportunity)
assess take-off times wrt local traffic (integrated with TM)
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Conclusion
Airborne separation should be regarded as an embedded part of trajectory management TM and ASAS are complementary
A concept of use for ASAS is available Get it from:
One Sky TeamICAO: www.icao.int/anb/panels/scrsp/indexp.html
(click information/documents)and …. ?