1. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 1 ASPA-S&M in Paris ASPA-S&M in Paris: CRISTAL PARIS and PALOMA results Jean-Marc Loscos, DSNA

2. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 2 ASPA-S&M in Paris CRISTAL PARIS Project EUROCONTROL CASCADE - DSNA Project –October 2005 – February 2007 Evaluation of the operational benefits of the introduction of ASPA-S&M for Paris Arrivals –CDG & Orly –TMA & Terminal en-route sectors (E-TMA) –Phased approach with Fast-Time Simulations (FTS) Phase 1: Full equipage Phase 2: Partial equipage Use of the Fast Time Simulator OPAS/OPAS-TMA –Validated during several projects and studies in the past The reports are available (on request).

3. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 3 ASPA-S&M in Paris Traffic simulated with ASPA-S&M Actual Paris environment –CDG: Two pairs of specialised runways (North and South) –Orly: Two specialised runways –Paris ACC: Terminal sectors feeding the IAFs towards CDG and Orly Westerly configuration AMAN-like builds the sequence Departures not simulated –No impact on simulations

4. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 4 ASPA-S&M in Paris Starting points of the ASPA-S&M procedure No problem for OMAKO arrivals Flows outside the sectors need a specific treatment No problem for BALOD arrivals Lacks room on LORTA/ANARU More difficult than on BALOD and OMAKO but still ok

5. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 5 ASPA-S&M in Paris Correlation between use of ASAS and traffic landed Maximum use of ASAS = 55% of traffic, on OMAKO Use of ASAS instructions

6. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 6 ASPA-S&M in Paris Operational benefits Gain in time / distance on the full day : 1h30 / 567 NM –Averaged on the day: No gain on BALOD Very limited gain on OMAKO 13s / 0.44NM per aircraft on the whole day won on ANARU 16s / 1.3NM per aircraft on the whole day won on MERUE Orbits decreased from 48 to 30 5 less runway inversions –Traffic landing eased on the North CDG Gains can be important –Up to 20s / 2.1NM per aircraft on one hour for CDG

7. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 7 ASPA-S&M in Paris Gains on Northern CDG Average : ANARU dt=-13 s dD=-0,44NM MERUE dt=-16 s dD=-1,3NM For a given aircraft, the gain can go up to 20NM/4mn Gain in distance vs. reference (NM) 1 square represents one aircraft Gain in time vs. reference (seconds)

8. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 8 ASPA-S&M in Paris ASAS use in E-TMA Simulations showed that there is enough space to perform S&M in Paris E-TMA WITHOUT modifying existing airspace. –Note that there is still a difficulty for North-East arrivals. Delay sharing between E-TMA and TMA is a necessity for optimum use of the runway.  This confirms the current AMAN use. –Combined use of AMAN and ASAS brings benefits during peak hours. There is no benefit during low traffic but there is no need for ASAS either. –The optimal strategy is traffic dependent and should be adapted dynamically  improved AMAN characteristics such as synchronisation of IAF’s

9. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 9 ASPA-S&M in Paris Introduction of Merging points in TMA Current situation With merging point (2 options shown)

10. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 10 ASPA-S&M in Paris Holding legs and merging points for CDG North arrivals

11. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 11 ASPA-S&M in Paris ASAS use in TMA The simulations showed that it is possible to introduce merging points in Paris TMA both for CDG North and CDG South. –Note that the positioning of CDG South merging point is constrained by Orly arrivals. Delay sharing between E-TMA and TMA is a necessity for optimum use of the runway.  confirmation of current AMAN use ASAS use in TMA brings benefits such as reduction of number of stacks and flight efficiency. –However, it is not possible to use ASAS when in stack.  further studies are required to manage ASAS-linked aircraft even when in stack.

12. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 12 ASPA-S&M in Paris Operational scenarios for partial equipage All aircraft are ADS-B out capable. It was decided to simulate between 40% and 100% of ASAS-capable (ADS-B IN + ASPA-S&M qualified), using one beneficial scenario of the first step with full equipage for each configuration CDG North and CDG South.

13. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 13 ASPA-S&M in Paris CDG North – partial equipage – time gain

14. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 14 ASPA-S&M in Paris CDG South – partial equipage – time gain

15. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 15 ASPA-S&M in Paris Conclusions on partial equipage The minimum recommended rate of ASAS equipage would have to be set at 70%. (and even at 75% or 80% for CDG South) –A lower equipage rate would negate the benefits brought by ASPA S&M when compared to the current situation. In addition, for the rates of equipage above 70%, the effects of partial equipage are not important when compared to full ASAS equipage. It means that there is probably no need for a mandatory carriage for ASAS, assuming that 70% rate would be obtained on a voluntary basis. It is important to note that gains begin to fall to zero and even turn into losses below a rate of ASAS equipage of 70%.

16. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 16 ASPA-S&M in Paris Example of CDG traffic 70% rate of equipage would be reached for CDG current traffic by equipping not only Air France (57% max) but all major airlines, airlines from rich countries, and equipping in these airlines Boeing, Airbus, Embraer and Bombardier aircraft.

17. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 17 ASPA-S&M in Paris PALOMA Project PALOMA : Paris Arrivals, Local Operations Managed with ASAS Operational concept developed from past experience –Co-Space project (EEC) –Gate-To-Gate/WP3 activities (DSNA) –Actual Paris airspace Real-Time Simulations prepared in 2006 by DSNA Exercises run in Dec06 at Athis-Mons with 12 ATCOs The report should be available in Summer 07.

18. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 18 ASPA-S&M in Paris Airspace constraints Actual Paris airspace → Current AMAN ↓

19. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 19 ASPA-S&M in Paris Main points It was possible to correlate some results from PALOMA and CRISTAL PARIS (RTS and FTS). Positioning of merging points in TMA Time spacing is useful and meaningful The usability is indeed dependent of the traffic. NO INTEREST IN LOW TRAFFIC. It was possible to address other topics such as: –Use of Data link for target selection and for monitoring –Reduction of number of instructions –Regularity

20. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 20 ASPA-S&M in Paris Use of Data-link for Target selection ATCOs’ point of view: data-link is essential for target selection.

21. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 21 ASPA-S&M in Paris ATC display with ASAS links

22. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 22 ASPA-S&M in Paris Reduction of speed and heading instructions When ASAS works, it works very well: Important reduction of instructions when ASAS links are established.

23. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 23 ASPA-S&M in Paris Regularity: spacing between arrivals

24. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 24 ASPA-S&M in Paris Conclusions ASPA-S&M could be implemented in Paris Airspace –without affecting the existing airspace subject to a minimum equipage of 70% by airlines. –ASPA-S&M works efficiently at peak hours and reduces the number of instructions in TMA with an increase of the regularity. Gains can be 20s / 2.1NM per aircraft on one hour for CDG –It is not easy to implement in particular in TMA because of the positioning of merging points to support the procedure. –The relative spacing values at each IAF is also difficult to optimize since it varies with the traffic and the peak hours. –Controllers still express doubts on the usefulness even if the use of data link was seen as a facilitator for acceptability.

25. 4 th Workshop, Amsterdam, 23 - 25 April 2007 page 25 ASPA-S&M in Paris