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Mediterranean Free Flight ASAS Separation and Spacing Presented by Andy Barff – Project Leader MFF Real-time Simulations ASAS-TN, Malmö 7-10-03.

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Presentation on theme: "Mediterranean Free Flight ASAS Separation and Spacing Presented by Andy Barff – Project Leader MFF Real-time Simulations ASAS-TN, Malmö 7-10-03."— Presentation transcript:

1 Mediterranean Free Flight ASAS Separation and Spacing Presented by Andy Barff – Project Leader MFF Real-time Simulations ASAS-TN, Malmö

2 This presentation explains 2 aspects of MFF:  ASAS Separation Applications and Simulation Design  ASAS Spacing – “An Integrated Approach”

3 ASAS Separation

4 MFF ASAS Separation Concept  Definition in line with PO-ASAS  Delegation of separation responsibility to the flight crew for a particular manoeuvre in relation to a target aircraft – limited in space and time  Applications  Crossing Procedures  Lateral Crossing (pass behind)  Vertical Crossing (pass above or below)  Overtaking Procedures  Lateral overtaking (pass to the right or left)  In-trail Procedures  Remain in trail  Merge in trail  In-trail climb or descent  In-trail climb or descent to same level

5 MFF ASAS Separation Simulation  Simulation of Greek and Maltese airspace  October 20 th – 31 st 2003  4 days training  1 day of reference exercises  5 days of ASAS evaluation  2 large sectors over central Mediterranean (mainly high seas)  Simulation of radar and ADS-B surveillance  An area of poor or no surveillance  Inter-centre transfer procedures  Experimental Design  Qualitative assessment of ASAS Separation applications  Traffic samples “tuned” to offer several ASAS opportunities every 6-10mins  Current fixed route structure and existing sector dimensions  Technical Features  Position symbol reflects surveillance quality  ADS-B down-linked parameters displayed on demand in track label

6 MFF RTS3 Greece-Malta Scenario Radar cover limited in this area Radar cover only no ADS-B surveillance here  AFR m.84  BAW m.84  AFR g45 hdg m.84 rocd  BAW g45 h270 m.82 r0

7 Target Delegated “AF123 pass behind target maintain airborne separation, report clear of target” “AF123 clear of target, turning direct to ABC”

8 Target Delegated “AFR123 pass behind target maintain airborne separation, report clear of target” - Is the controller able to re-assume full control at this point – maybe no! - He will want to wait until the delegated a/c is back in surveillance cover and re- identified…… “AF123 clear of target, turning direct to ABC” - “AFR123 squawk ident” - “AFR123 re-identified, back under positive radar control”

9 ASAS Spacing – “An Integrated Approach”

10 ASAS Spacing as a “System Component”  ASAS Spacing cannot be considered in isolation  Unlike RVSM for example…….  It seems that the benefits of ASAS Spacing will be greatest when it is a component of an integrated concept of operations  Current practices will have to evolve to include ASAS Spacing in the more efficient management of arrival flows probably including RNAV arrival procedures  Current practices (generally) include:  Extensive marshalling and vectoring at low altitudes  Some use of holding (ready supply of a/c to maximise runway capacity)  This is not really compatible with the extensive use of ASAS Spacing because spacing set up in the ETMA will be “lost” if there is holding or extensive vectoring  New tasks for en-route sectors establishing the sequence in the vicinity of “top of descent”

11 Conventional traffic control – en-route sector has little awareness of approach sequence Holding stack feeding traffic marshalling and sequencing at low altitudes AMAN advisories organise arriving traffic and build initial sequence – ASAS Spacing initiated ASAS Spacing maintains sequence with optimal spacing Flows integrated using merging techniques Continuous descent from ideal TOD to FAF Towards a more efficient arrival flow

12 ASAS Spacing as a “System Component”  MFF is initiating a study of Rome arrivals using ASAS Spacing as a tool in a more efficient arrival concept…..  Subtle sector revisions to allow the controllers to concentrate on the management of arrivals. Overflights and outbounds handled mainly by other sectors  Key objectives:  To ensure that the en-route/ETMA sectors can effectively establish the arrival sequence before or shortly after Top of Descent  To study the feasibility of merging of ASAS spaced flows at medium level  To study the impact on the TMA sectors in terms of holding (reduction), environmental/efficient trajectories (mileage/levels) and controller workload/concept feasibility

13 ▼230 ▼RFL ▼270 MFF RTS3 Rome Scenario


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