C-ATM User Group and ASAS……..

Presented on Behalf of the

C-ATM User Group

Billy Josefsson, LFV Group

ASAS Thematic Network 2, Malmö 2005-09-26/28

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European Commission 6th Framework Project: Improve safety, use available capacity in all weather conditions, create additional

capacity, manage uncertainty

Integrate current research

Gate-to-gate (off-blocks to in-blocks): Separation management aided by Airborne Separation Assistance System

4D trajectory-based cooperative flight management

Collaborative traffic flow management

An initial step to 2020: Deployment from 2012 Credibility – it is technically feasible

C-ATM Introduction

4-D basedCo-operative Flight

Management

Collaborative Traffic Flow Management

Separation Management& ASAS

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Stakeholder Involvement

22 partners Airlines, Air Navigation Service Providers, Ground System Industry, Airframe

Manufacturer, Avionics, R&D Agencies

User Group Airlines, Air Navigation Service

Providers, Airports

Linking with Eurocontrol DMEAN

OCD and Conops 2011

OATA use cases and scenarios

User Group

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Introducing the UG

C-ATM… something special “Co-operative” is key

C-ATM User Group… UG with a difference Airspace users, ANS providers, airports Hoped for outcome: consolidated views and expectations of all major ATM

partners Good support right from the start (except from airports)

Instruction to the UG: be independent in thinking, trying to set own Agenda

SKYGUIDE,DLH,BA,AF,DFS,LFV,NAVIAIR,NATS,AENA, ZURICH, SAS Group, Eurocontrol, MUAC, ENAV, DSNA,….

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Operational Concept Discussion and Re view

Linking stakeholders Linking constrained platforms

Strategic, pre-tactical and tactical planning – balancing demand against capacity;the network operations plan

Managing the network collaboratively,with local traffic management rebalancing and synchronising traffic flows

Flexible use of airspace

Collaboratively agreedarrival & departure

sequences

4D trajectory plan& target time-drivenprocesses

Decision support tools& separation managementsupported by task sharingbetween controller & pilot

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User objectives document (UOD)

Contains consolidated user requirements, observations and issues based on a merged view from Airline – ANSP and Airport

Version 1.0 released issue available STRUCTURE

-analysis and statements -recommendations to consider

-areas for improvements

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“Paradigm change” Operations

 2.1.1 The overall principle should promote every strategy that ensures meeting the schedule at gate at destination. This is an important shift away from current efforts focused on “on time departure” and the exact implications need further discussion.

2.1.2 Airline Operational Control and Airport Operations Control should be integrated in the concept.

2.2.8 Common situational awareness should ensure a clear view of the operation as a whole for all ATM partners, with clear focus on the sub-set of information of concern to the given partner.

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To consider.…&….link to ASAS

A2 - The concept should not necessarily require a ground infrastructure as it currently exists.

A14- Aircraft trajectories should be represented in both airborne and ground systems in a way that results in identical interpretation and high accuracy (consistency between air and ground).

A16- In a C-ATM environment ANSPs should have access, as early as possible before actual off-block time, to the aircraft’s intended high reliability 4D plan.

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Improvements SAFETY related & link to ASAS

A2.1.1 Applicable standards and procedures do not make full use of existing capabilities.

A2.1.3 Today’s airborne situational awareness limited to mental picture obtained from listening on the radio.

A2.1.4 Non-harmonized procedures.

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Improvements COST related & link to ASAS

A2.2.1 ATM processes today, poor automation and information sharing as well as inefficient task and responsibility distribution, lead to unnecessarily high costs and fees.

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Improvements EFFICIENCY related & link to ASAS

A2.3.3 In the current system task allocation between air and ground cannot be optimised further.

A2.3.5 The system does not provide the flexibility required for efficient use of the aircraft fleet, airspace and ATM capacity.

A2.3.13 Separation minima and procedures do not fully reflect modern aircraft capabilities.

A2.3.20 Inability of the air transport industry to agree on strategy and required equipage

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CATM UG & ASAS, a tentative conclusion

C ATM User Group did not specifically address ASAS

However, The User Group requirements and statements maps nicely to an environment where ASAS applications are an enabler

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Review of the User Group performance and set-up

UG good example of how difficult things can be… Slow progress often frustrating

May result in loss of support from some members

Commendable purpose not enough to compensate for a lack of progress

The need for a group with a task similar to that of the C-ATM UG was not in doubt Will be true also for future programs

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Clues

Increased understanding of each actors requirements & constraints

Acceptance of each others position and possibilities Collaborate to find out the best way forward Challenge is to keep this process going!

ICAO 2020ATMCP

ATM 2000+

OCD 2020

Conops

European Commission

AFAS, MA-AFASGTG, MFF, NUP II

EMMA, SEAP others

Requirements FocusGroup

Global Interoperability

EUROCAE / RTCA

ICAO. FAA (OEP)

Airspace Users(Civil & Military)

Pilots Controllers

European ATM Master Plan

Thank You!

User Group

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Constituent Parts …

Flexible use of airspace

Linking stakeholders

Linking constrained platforms

Collaboratively agreedarrival & departure

sequences

Strategic, pre-tactical and tactical planning – balancing demand against capacity;the network operations plan

4D plan & targetTime-driven processesAnd Trajectory control

Managing the network collaboratively,with local traffic management rebalancing and synchronising traffic flows

Trajectory Decision supportTools & separation managementsupported by task sharingbetween controller & pilot

Special Use Airspace

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….…&….ASAS

OPTIONAL slides

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Successes and problems

Where we were not completely successful Delivery of the UOD very late

Airport input achieved but rather late

Ambition to be proactive but we had to work hard to be synchronized with the project itself

Our achievements UOD agreed after a lot of work

Represents the views of the major ATM partners Can still be improved

UG members have developed trust and mutual respect Good discussions, even if at times slow progress

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ICAO 2020ATMCP

ATM 2000+

OCD 2020

Conops

European Commission

AFAS, MA-AFASGTG, MFF, NUP II

EMMA, SEAP others

CATM

User Group

Airlines

Airports

&

Providers

Requirements FocusGroup

Global Interoperability

EUROCAE / RTCA

ICAO. FAA (OEP)

Airspace Users(Civil & Military)

Pilots Controllers

IndustryAirframeAvionicsATM

European ATM Master Plan

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- - - - - - - - - -- - - - - Gate-to-Gate- - - - - - - - - - - - - -

Local Traffic Management

Network Operations Plan

En-route ArrivalDep

artu

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AirportAirport

PostFlight

Operations

>> 1 Year 7 days << 1 Day of Operation Real Time

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C-ATM – Overall Scope

Downlink of Aircraft Parameters

Controller to Pilot Data-Link Communication

ADS-B Ground Station

4D Trajectory

Downlink

ADS-B Enhanced Ground Surveillance

ASAS Applications

Ground-GroundInteroperability

System Wide Information Management

ATCATC

Enhanced Trajectory Prediction

CFMU

4D based Co-operative Flight Management

AirportAirline AOC

Collaborative Decision Making

TWR

Co-operativeATM