Presented by Andy Barff – Drafting Team Member Task 222
Topics A Trajectory Based EnvironmentATM Capability LevelsASAS in the SESAR environmentASAS Delivering Performance- Safety – Airport Surface
- Airport Capacity – Low Visibility Operations, Merging and Spacing, Closely Spaced Parallel Approaches
- Airspace Capacity – Task Delegation
- Efficiency and Environment – Close as possible to User Preferred Trajectory, Cruise-climb
- Access/Equity and Flexibility – Mixed operations
Conclusions
SESAR is Performance DrivenProcess OrientatedTrajectory BasedFounded on SWIM
A Trajectory Based Environment Trajectory based operations- A new approach to airspace design and flexible airspace management
Business Trajectory ownershipTrajectory management- An agreed 4D trajectory for each flight – as close as possible to the user preferred trajectory which may include cruise climb - route structures only deployed when/where essential for capacity reasons.
- Authorised by controllers using new separation modes or executed by the flight crew using airborne separation modes
- Executed with an agreed precision
- Trajectory revisions respect the concept of ownership
- 4D trajectories are the principle language for information sharing
The SESAR Timescale ATM Capability Levels
ATM Capability Levels
ASAS Applications SESAR Context
ASAS Applications
ASAS Applications Situational Awareness (ATSA) - aware of all surrounding traffic and its intent
ASAS Applications
ASAS Applications
ASAS Applications
ASAS Applications
ASAS Applications
ASAS Delivering Performance Situational Awareness for Safety on the Airport Surface
ASAS Delivering Performance Situation Awareness (ATSA) delivering safety on the airport surface- Comair 5191 Lexington accident 27/08/06: NTSB recommends “the installation of cockpit moving map displays or an automatic system that alerts pilots when a takeoff is attempted on a taxiway or a runway other than the one intended”
- ASMGCS is foreseen to provided surveillance, safety and surface guidance information to controllers – only in its most sophisticated form (level 4) cockpit systems are included
- SESAR advocates the accelerated development of cockpit based displays providing guidance and warnings directly to the flight crew as well as the controller
- Prime SESAR safety goal is the elimination of ATM related accidents on the airport surface
- The SESAR SWIM network will facilitate the flow of all relevant data directly to wherever it is needed (air-air, air-ground, ground-air)
ASAS Delivering Performance ASAS Spacing for Consistent Runway Throughput
ASAS Delivering Performance Airport Capacity – ASAS Spacing (ASPA) delivering consistent runway throughput:- Delegation of specific tasks to flight crew
- SESAR foresees P-RNAV routings merging towards final approach facilitating continuous descent approaches (CDA)
- The proposed arrival management technique is the use of Controlled Time of Arrival (CTA) over a waypoint in the vicinity of the airport (exploiting FMS RTA capability) resulting in the precise sequencing of traffic
- ASPA techniques can be used to facilitate the accurate merging of trajectories into a final single stream
- ASPA can then ensure precise time-based spacing on final approach
- ASPA techniques relieve controllers of multiple routine tasks
ASAS Delivering Performance ASAS Separation for Safety and Capacity on the Airport Surface in Low Visibility
ASAS Delivering Performance Airport Capacity - Maintaining airport throughput in low visibility by use of ASEP- The logical step beyond ATSA on the airport surface is an ASAS Separation application (ASEP-SURF) enabling flight crew to provide separation on taxiways when unable to see outside the flight deck
- SESAR provides opportunities for new techniques based on enhanced sharing and display of information to both controllers and flight crew
- Increasing safety and maintaining throughput in Low Visibility Conditions are leading characteristics of the SESAR concept
ASAS Delivering Performance ASAS Separation Maximising Throughput of Closely Spaced Parallel Runways
ASAS Delivering Performance Airport Capacity – ASAS Separation improving the exploitation of existing and future closely spaced parallel runways avoiding the high costs of building segregated runways – ASEP-CSPA- In IMC precision monitoring is required for parallel approaches spaced between 1525mtrs and 1035mtrs
- High precision RNAV combined with cockpit monitoring of separation may provide an alternative to ground based monitoring
- ASEP-CSPA has the potential to unlock additional capacity if the concept can be proved to be safe and efficient at spacing of less than 1035mtrs (existing and future runways)
- A lot of research and analysis has already been conducted, the problem is well understood
- SESAR capabilities may offer a chance to develop acceptable procedures within a reasonable timescale
- Contributing to the SESAR objective of maintaining throughput in all weathers
ASAS Delivering Performance ASAS Separation Reducing Controller Task Load per Flight – Increasing Airspace Capacity
ASAS Delivering Performance Airspace Capacity - reducing controller task load per flight – ASEP techniques- This involves the delegation of both tasks and responsibility
- This aspect has been given high importance by SESAR but we know that research has yet to confirm real potential
- The SESAR environment of precision trajectories will enable conflict situations to be detected and resolved earlier due to better predictions and precision clearances – can ASEP provide tactical resolution of residual conflicts thereby potentially reducing controller workload?
- Can ASEP techniques enable airspace users to determine the most efficient solution – given the constraint? (the conflicting aircraft)
- Also minimising disturbance to the most efficient trajectory?
Conflict Resolution - ASAS Solution (courtesy of Dassault Aviation)
ASAS Delivering Performance Efficiency and the Environment- The SESAR concept documents state that the User Preferred Trajectory may include cruise climb segments (5% fuel saving even if just at very high altitude)
- Airborne self-separation techniques may enable cruise-climb at high altitude
- Airborne separation techniques can assure minimum disruption of trajectory
- However…..
Access and Equity, Flexibility- SESAR states that there shall be no segregation on basis of equipment
- Therefore airborne separation techniques must be integrated in managed airspace operations
- SESAR foresees a mixed environment where non-ASAS equipped a/c will be receiving a separation service and ASAS equipped a/c may separate themselves from all other aircraft
- So….
ASAS Delivering Performance Can ASEP and SSEP perform in the SESAR mixed equipage environment?- The trajectories of all aircraft will be known and shared
- Trajectories are foreseen to be more stable than today with much less last minute tactical intervention – problems will be detected earlier thanks to precise trajectory predictions and resolved with closed-loop trajectory revisions
- Therefore in Low/Medium density operations there should be very few “last minute” control interventions
- In this more stable environment could a paradigm shift in separation provision occur with ASAS becoming the “tactical mode” when needed (rarely)?
An integrated approach
Conclusions ASAS is expected to make a significant contribution to achieving the SESAR performance objectivesThe validation process will address this claimAirborne separation has a role in all airspace types Focus of research should be on the ASAS applications that have the potential to deliver the required performance in the long term- Be they simple – ATSA-SURF
- Or the most challenging – SSEP in a mixed environment
The right form of phased approach will emergeATM procedures using ASAS must be safe, simple, homogenous – a global family of advanced techniques delivering enhanced performance- Co-ordination is required with NextGen and then ICAO
- EUROCONTROL/FAA Action Plan 23 can facilitate prioritising and co-ordination
SESAR D3 Milestone Deliverable Contains the Target Concept of Operations Publication within a few days
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