Session 3A. ASAS implementation: The MFF Experience

1

• Session 3A. ASAS implementation The MFF
  Experience
• Chairman Billy Josefsson (LFV) Secretary Pietro
  Rotundo (ENAV)
• MFF Overview (Maurizio Zacchei)
• - Civil-Military Cooperation (Maurizio Smanio,
  Italian Air Force)
• ASPA-SM accepted, ASPA-CP was found complex to
  implement
• Issues HMI tools, safety nets, and coordination
  procedures
• Contingencies (emergency / weather) need to be
  further evaluated.
• Our positive MFF experience clearly emphasis
  that the Air Force should always be involved in
  future studies of advanced concepts.
• Military ATC and Air Defence units should be
  equipped with the same ATM technologies planned
  for civilian controllers.

2
Safety Assessment in MFF,Alberto Pasquini, Deep
Blue

• Operational Scenarios for the application of the
  MFF procedures (OSED)
• Identification of potential hazards and of the
  severity of their consequences (OHA)
• Evaluation of acceptability (with reference to
  frequency), and safety requirements for
  limitation of non acceptable hazards or
  mitigation of their consequences (ASOR)

MFF Scope
3
Wrong target in ASAS Spacing, an Example
Target 2 Delegated 2
Delegated 1
Target 1
8 Nm
8 Nm
4
The results

• Free Routing, complete and mature concept,
  require well functioning MTCD and Flight Path
  Monitoring tools
• ASAS Spacing safety requirements identified for
  Maintain Spacing still to be done for Resume
  then maintaining Spacing operation
• Free Flight and ASAS Separation are less
  consolidated (and less validated in case of ASAS)
  concepts only major safety requirements have been
  identified

5
MFF Avionics Architecture, Sileno Goedicke, ENAV

• Avionic Retrofit Package
• VDL Mode 4 transponder
• CDTI

6
CDTI

• Based on a COTS unit and upgraded with MFF/ASAS
  software
• ASAS Tools Conflict Detection, Conflict
  Resolution and Conflict Prevention
• ASAS software algorithms based on state vector of
  aircraft
• Pilot interactions through a 5 display and six
  Function Keys

7
ASAS Avionics Issues

• Required attention level for the CDTI was
  considered high
• Human Computer Interaction Improvements,
  identified
• Aural and visual warnings in case of predicted
  separation infringement should be provided
• ASAS functionality should be integrated with
  aircraft FMS, especially for ASAS Self Separation
  
• Traffic picture and ASAS information should be
  presented on the aircraft navigation display
• the number of function keys should be maximized
  to reduce the levels in the menu tree
• Pilots should be given the choice to suppress or
  to show surrounding traffic during ASAS Spacing.

8
Economic Appraisal, David Booker, EUROCONTROL HQ

• Quantify economic value of operational benefits
  for each application
• aircraft cost savings from reduced flight time,
  flight distance, fuel consumption
• ACC cost savings from reduced workload
• value of capacity increases
• Quantify cost of each application
• cost of equipping new and existing aircraft
• cost of upgrading ground infrastructure
• Compare to check if benefits derived justify cost
  incurred

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Covering the airspace
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Numbers of aircraft

• Aircraft in traffic sample
• Total - 8677
• Non-capable - 3591
• Too old - 1152
• Eligible - 3934

• Aircraft by 2020
• Retirements - 1788
• New - 7476
• Total fleet - 13300

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Implementation costs
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Discussion, highlights

• Military cooperation, Involvement and capture of
  requirements is essential to any ATM program
• SAFETY well integrated, more work to be done
• Availability of downloaded intended data will
  reduce ATCOs workload
• Even if retrofit solution is possible it is
  strongly recommended that ASAS/ATSAW
  functionalities will be integrated with FMS, Air
  Data Computer and Navigation Display. Electronic
  Flight Bags promising.
• Proportion of cost for implementation is around
  10 for ANSPs and 90 for Airliners, Avionics
  prices to come down.