1. 2 nd 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

2. 2 nd 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?

3. 2 nd 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

4. 2 nd 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?

5. 2 nd 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

6. 2 nd Workshop, 3 - 5 April 2006 Breaching the innovation gap Concept C3 Concept C1 ASA S Concept C2 innovation System design, performance and technological trade-off 4DACARE-ST2 New Space

7. 2 nd 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?

8. 2 nd 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?

9. 2 nd Workshop, 3 - 5 April 2006 The Approach Integrate ASAS into, and in support of, classic, high capacity ATM operations

10. 2 nd 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

11. 2 nd 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

12. 2 nd 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

13. 2 nd 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

14. 2 nd 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

15. 2 nd 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

16. 2 nd 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

17. 2 nd 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?

18. 2 nd 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?

19. 2 nd Workshop, 3 - 5 April 2006 Thank you for listening Any questions?