ASAS in Tomorrows Airspace

1
ASAS in Tomorrows Airspace

• Pierre Gayraud, THALES
• Bob Graham, EEC
• Tony Henley, BAe Systems
• Dr Anthony Smoker, IFATCA
• ASAS-TN2 Consortium

2
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
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 RD
• Thus a mismatch exists between the potential of
  RD and system capability

4
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
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
Breaching the innovation gap
ASAS
4D
ACARE-ST2
Concept C3
New Space
innovation
Concept C2
Concept C1
System design, performance and technological
trade-off
7
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 12gt 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
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
The Approach
Integrate ASAS into, and in support of, classic,
high capacity ATM operations
10
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

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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
Integrated ASAS - Example 1 - ASAS spacing
en-route
Sector 5
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

10 nms
Sector 36
Sector 36
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Integrated ASAS - Example 1 - ASAS spacing
en-route
Sector 5

• 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 36
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Integrated ASAS - Example 1 - ASAS spacing
en-route
Sector 5

• 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 6
15
Integrated ASAS - Example 2 ASAS SM en-route
Fly fast
GIBSO
Mach .80/290-KIAS

• 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?

16
Integrated ASAS - Example 2 ASAS SM en-route
GIBSO

• 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

17
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
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

• Thank you for listening
• Any questions?