1. NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS) Oliver Reitenbach / DFS, Matthias Groth / DLH September 2005 / Slide 1 NUP DFS / Lufthansa Simulation Workshops Workshop Objectives Extended Visual Acquisition (EVA) Airborne Approach Spacing (AAS) Experiences from the NUP-2 Simulation Workshops: Extended Visual Acquisition (EVA) Airborne Approach Spacing (AAS) Objectives: Look and Feel of potential Spacing applications for the future Frankfurt approach environment Evaluation of the controller acceptance of Spacing Applications Evaluation of a potential applicability of Extended Visual Acquisition (EVA) or Airborne Approach Spacing (AAS) in the future Frankfurt approach environment

2. NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS) Oliver Reitenbach / DFS, Matthias Groth / DLH September 2005 / Slide 2 NUP DFS / Lufthansa Simulation Workshops Workshop Objectives Extended Visual Acquisition (EVA) Airborne Approach Spacing (AAS) Extended Visual Acquisition (EVA) similar to Visual Separation on Approach (VSA)

3. NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS) Oliver Reitenbach / DFS, Matthias Groth / DLH September 2005 / Slide 3 PSACHA MTR GED ETARU LAGES ROKIM DF470 DF011 DF043 DF018 DF020 OTKUR EPINO DF082 DF038 DF480 DF484 DF040 LEDKIDF034 DF042 DF016 OSMAX Frankfurt Approach Sector: Working arrangements Pick-up North Pick-up South Feeder Tasks for the EVA Simulation Session: Performance of EVA procedure Workshop Objectives Extended Visual Acquisition (EVA) Airborne Approach Spacing (AAS)

4. NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS) Oliver Reitenbach / DFS, Matthias Groth / DLH September 2005 / Slide 4 EVA proposed phraseology Controller: ”Lufthansa 123, maintain own visual separation to Delta Lima Hotel 234.” Pilot: ”Delta Lima Hotel 234 in sight, maintaining own visual separation, Lufthansa 123” Controller: ”Lufthansa 123, maintain own visual separation to traffic twelve o’clock. 3 miles. Company A320.” Pilot: ”Traffic in sight, maintaining own visual separation, Lufthansa 123.” Visual Following Procedure without CDTI EVA Procedure using CDTI Controller: Lufthansa 123, Traffic to follow is a Company Airbus 320 in your 12 o‘clock position, range 4 nautical miles. Report when aircraft in sight. Pilot after visual identification: Aircraft in sight, Lufthansa 123. Controller: Lufthansa 123, Confirm visual identification of Delta Lima Hotel 234. Pilot after checking CDTI and visual identification: Confirm visual Identification of Delta Lima Hotel 234, Lufthansa 123. DLH 123 DLH 234 Workshop Objectives Extended Visual Acquisition (EVA) Airborne Approach Spacing (AAS)

5. NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS) Oliver Reitenbach / DFS, Matthias Groth / DLH September 2005 / Slide 5 Controller: Lufthansa 123, Confirm visual identification of Delta Lima Hotel 234. Pilot after checking CDTI and visual identification: Confirm visual Identification of Delta Lima Hotel 234. Range 4 nautical miles, 12 o’clock, Lufthansa 123. EVA proposed phraseology Visual Following Procedure without CDTI EVA Procedure using CDTI Controller: Lufthansa 123, Traffic to follow is a Company Airbus 320 in your 12 o‘clock position, range 4 nautical miles. Report when aircraft in sight. Pilot after visual identification: Aircraft in sight, Lufthansa 123. Controller: Lufthansa 123, Confirm visual identification of Delta Lima Hotel 234. Pilot after checking CDTI and visual identification: Confirm visual Identification of Delta Lima Hotel 234, Lufthansa 123. DLH 123 DLH 234 Controller: ”Lufthansa 123, maintain own visual separation to Delta Lima Hotel 234.” Pilot: ”Delta Lima Hotel 234 in sight, maintaining own visual separation, Lufthansa 123” Controller: ”Lufthansa 123, maintain own visual separation to traffic twelve o’clock. 3 miles. Company A320.” Pilot: ”Traffic in sight, maintaining own visual separation, Lufthansa 123.” VSA conform Procedure The participating controllers and pilots do not support the VSA conform procedure, because it does not support the requirement for a reduction of communication workload Workshop Objectives Extended Visual Acquisition (EVA) Airborne Approach Spacing (AAS)

6. NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS) Oliver Reitenbach / DFS, Matthias Groth / DLH September 2005 / Slide 6 Controller: ”Lufthansa 123, maintain own visual separation to Delta Lima Hotel 234.” Pilot: ”Delta Lima Hotel 234 in sight, maintaining own visual separation, Lufthansa 123” Conclusions from the EVA Workshops 1.The EVA application was highly accepted by the participating controllers and pilots assuming the use of the simplified phraseology: 2.Third Party Identification via Voice Communication is still to be resolved. DLH 123 DLH 234 Workshop Objectives Extended Visual Acquisition (EVA) Airborne Approach Spacing (AAS) 3.Procedure Mix between EVA (with CDTI) and Visual Following Procedure (without CDTI) seems to be possible.

7. NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS) Oliver Reitenbach / DFS, Matthias Groth / DLH September 2005 / Slide 7 NUP DFS / Lufthansa Simulation Workshops Airborne Approach Spacing (AAS) Workshop Objectives Extended Visual Acquisition (EVA) Airborne Approach Spacing (AAS)

8. NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS) Oliver Reitenbach / DFS, Matthias Groth / DLH September 2005 / Slide 8 PSACHA MTR GED ETARU LAGES ROKIM DF470 DF011 DF043 DF018 DF020 OTKUR EPINO DF082 DF038 DF480 DF484 DF040 LEDKIDF034 DF042 DF016 OSMAX Frankfurt Approach Sector: Working arrangements Pick-up North Pick-up South Feeder Tasks for the AAS Simulation Session: - Sequencing of Aircraft - (Handling of Sequences) Tasks for the AAS Simulation Session: Handling of Sequences Workshop Objectives Extended Visual Acquisition (EVA) Airborne Approach Spacing (AAS)

9. NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS) Oliver Reitenbach / DFS, Matthias Groth / DLH September 2005 / Slide 9 Spacing Functionality Spacing x NM / x sec 1. Distance based Spacing / Time based Spacing Spacing x NM / x sec 2. Track Mode Spacing / Navigation Mode Spacing Track Mode Spacing switch to Navigation Mode Spacing as soon as the aircraft is established on ILS Spacing x NM / x sec 3. Altitude Changes Aircraft is able to follow 3D-track of the preceding aircraft incl. altitude changes Point of Descent of the preceding aircraft Workshop Objectives Extended Visual Acquisition (EVA) Airborne Approach Spacing (AAS)

10. NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS) Oliver Reitenbach / DFS, Matthias Groth / DLH September 2005 / Slide 10 Phraseology used for the Simulation ATC:AZA400, expect spacing with TYR263V A/C: Expect spacing with TYR263V, AZA400 ATC:AZA400, select target TYR263V A/C:Select target TYR263V, AZA400 A/C:Target selected, AZA400 ATC:AZA400, remain 3 NM behind target A/C:Remain 3 NM behind target, AZA400 Instruction Phase Initiation Phase Identification Phase Workshop Objectives Extended Visual Acquisition (EVA) Airborne Approach Spacing (AAS)

11. NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS) Oliver Reitenbach / DFS, Matthias Groth / DLH September 2005 / Slide 11 Subjective Workload: Pick-Up Controller Related tasks of the Pick-Up Controllers: Sequencing of Aircraft (Handling of Sequences) ATC:AZA400, expect spacing with TYR263V A/C: Expect spacing with TYR263V, AZA400 ATC:AZA400, select target TYR263V A/C:Select target TYR263V, AZA400 A/C:Target selected, AZA400 ATC:AZA400, remain 3 NM behind target A/C:Remain 3 NM behind target, AZA400 Instruction Phase Initiation Phase Identification Phase Workshop Objectives Extended Visual Acquisition (EVA) Airborne Approach Spacing (AAS)

12. NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS) Oliver Reitenbach / DFS, Matthias Groth / DLH September 2005 / Slide 12 Possible vectoring of trailing aircraft Subjective Workload: Pick-Up Controller ATC:AZA400, expect spacing with TYR263V A/C: Expect spacing with TYR263V, AZA400 ATC:AZA400, select target TYR263V A/C:Select target TYR263V, AZA400 A/C:Target selected, AZA400 ATC:AZA400, remain 3 NM behind target A/C:Remain 3 NM behind target, AZA400 Instruction Phase Initiation Phase Identification Phase high voice communication workload during the Initiation / Identification / Instruction Phases Selection of appropriate aircraft (similar performance) Vectoring of aircraft to the initial position to initiate Spacing Monitoring instead of Vectoring for all following aircraft Vectoring of first aircraft Monitoring of all following aircraft only Conclusion Adding the increasing and the decreasing effects of the subjective controller workload, the handling of sequences still significantly increased the subjective workload of the Pick-Up Controller Increasing Subjective Workload Decreasing Subjective Workload Workshop Objectives Extended Visual Acquisition (EVA) Airborne Approach Spacing (AAS)

13. NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS) Oliver Reitenbach / DFS, Matthias Groth / DLH September 2005 / Slide 13 Subjective Workload: Feeder Controller Related tasks of the Feeder Controller: Handling of Sequences Workshop Objectives Extended Visual Acquisition (EVA) Airborne Approach Spacing (AAS)

14. NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS) Oliver Reitenbach / DFS, Matthias Groth / DLH September 2005 / Slide 14 Conclusion  The more aircraft in a sequence  The higher the Reduction in Workload Subjective Workload: Feeder Controller (similar subjective workload as today) Feeder has to control the first aircraft in the sequence High effort to monitor the last aircraft in the sequence, because the aircraft is not under „direct“ control of the controller, but the controller has to separate the following aircraft relative to the last aircraft in the sequence (increased subjective workload) Very low effort to monitor additional aircraft in the sequence(very low subjective workload) Workshop Objectives Extended Visual Acquisition (EVA) Airborne Approach Spacing (AAS)

15. NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS) Oliver Reitenbach / DFS, Matthias Groth / DLH September 2005 / Slide 15 Effects: First Come - First Serve Today:alternating aircraft from North / South Future: alternating sequences from North / South  Difficulties to respect the “First come - First serve“ principle  loss of flexibility (evolving gaps can’t be used any more) Workshop Objectives Extended Visual Acquisition (EVA) Airborne Approach Spacing (AAS)

16. NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS) Oliver Reitenbach / DFS, Matthias Groth / DLH September 2005 / Slide 16 Effects: Time based / Distance based Spacing Early speed reductions because of long sequences on final: Speed reduction of the first aircraft effects all following aircraft in the sequence Distance based Spacing: Strong effect Time based Spacing: Less (but still visible) effect distance-based time-based  waste of rare airspace  non-economic aircraft configuration (leaving clean configuration early) Workshop Objectives Extended Visual Acquisition (EVA) Airborne Approach Spacing (AAS)

17. NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS) Oliver Reitenbach / DFS, Matthias Groth / DLH September 2005 / Slide 17 Conclusions from the AAS Workshops Effects on Subjective Controller Workload Controllers reported an increase of subjective workload in cases when they had to initiate sequences a reduction of subjective workload in cases when sequences were transferred to them Limitation of Flexibility Long Sequences resulted in a limitation of flexibility (limitation of the applicability of the „First Come – First Serve“ principle) Distance based Spacing vs. Time based Spacing Distance based spacing  early speed reduction Time based spacing  large spacing distances at high speeds Workshop Objectives Extended Visual Acquisition (EVA) Airborne Approach Spacing (AAS)

18. NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS) Oliver Reitenbach / DFS, Matthias Groth / DLH September 2005 / Slide 18 Thank you for your attention … Workshop Objectives Extended Visual Acquisition (EVA) Airborne Approach Spacing (AAS) … we would be happy to present you more of our view of the AAS application during the demonstration session in the evening