ASASTN Implementation Strategy Plan

1
ASAS-TN Implementation Strategy Plan

• Tony Henley
• BAE SYSTEMS

2
Overview

• Implementation Challenges
• Work In Progress
• The Way Forward

3
Implementation Challenges

• Operational definition
• Technology
• ACAS/ASAS Integration
• Equipage Rates
• Certification
• Large scale Validation
• Investment costs vs benefits

4
Work In Progress

• Research Programmes
• MA-AFAS, AFAS, NUP III, MFF
• Requirements Focus Group
• Coordinates European and US Activity
• OSED Harmonisation Group
• Standardising applications
• feeds SPR/INTEROP activities
• Integration with other tools/capabilities
• (C-ATM, SEAP, LAVA/NUP III)

5
Base Line StrategyConsiderations

• Retrofit vs Forward fit
• ATSAW vs new operations
• Core Europe vs city pairs
• Many small steps vs few big leaps

6
Retrofit vs Forward fit

• ASAS requires a fleet of interacting aircraft
• 1 A/c per hour per airport will not give benefits
• Estimate 40-50 equipage in sector/TMA required
  to evaluate benefits
• 5000 large commercial aircraft in Europe
• most with another 10 years of life
• Forward fit will give 50 equipage by 2018?
  earliest

7
ATSAW vs New operations in European Radar
airspace

• ADS-B Out - (without intent )
• no additional information
• no cost justification
• ATSAW -(ADS-B In)
• new information to pilots
• under ATC radar control, cannot be used
• (except on airport surface)
• no operational benefit
• ASAS Manoeuvres SVA, SM, CP
• Measurable operational benefits
• potential cost justification

8
Initial Deployment

• large scale validation
• high density of equipped aircraft per selected
  sector or TMA
• city pair-e.g Madrid Barcelona -or hub
• one or two airlines
• small number of aircraft types
• problem in core Europe -
• many airlines and aircraft types
• difficult to achieve the density quickly
• higher costs

9
The Way Forward

• Two phases of equipage
• Phase 1 at Local/Regional Level -
• ADS-B in and Out with Maneuver Guidance
• Near term
• Demonstrate benefits to airlines
• Minimise impact on ground infrastructure
• Phase 2
• Fully integrated avionic solution (new FMS)
• Integration of ASAS with 4 D trajectories and new
  ATC tools

10
Phase 1 (2007)

• Package 1 validation
• Focus on functions giving operational benefits
• Start with high density sector with few airline
• No change in separation responsibility
• On ground
• Minimal change to ground infrastructure
• Necessary enhancements to CWP MMI
• In Air
• Single avionic unit incorporating surveillance
  database and manoeuvre generator
• Manual control of manoeuvres via autopilot

11
ASAS Prerequisites

• Pilot Support
• Controller support
• Accountant support ( Airlines ANSPs)
• Therefore
• Responsibilities must be clear
• Safety must be maintained
• Benefits must justify investment

12
End