final seminar, paris, 14 - 15 april 2008 asas in the sesar master plan fraser mcgibbon (bae systems)...

Final Seminar, Paris, 14 - 15 April 2008

ASAS in the SESAR Master Plan

Fraser McGibbon (BAE Systems)

Andy Barff (EUROCONTROL EEC)

ASAS-TN2 Seminar

Paris

15 April 2008


SESAR and the ASAS-TN2

• What has been presented already?– 4th Workshop, Amsterdam, April 2007

• How ASAS fits in the SESAR ConOps (Andy Barff)– 5th Workshop, Toulouse, September 2007

• Introduction to SESAR (Susanne Reed)• What ASAS brings to the SESAR ConOps (Andy Barff)

• What will you hear today?– What is the SESAR Master Plan?– Implementing the SESAR Master Plan– ASAS in the SESAR Master Plan


What is the SESAR ATM Master Plan?

High Level Overview of the SESAR ATM Master PlanAgreed strategic guideline delivered by the SESAR Consortium, identifying the necessary activities at stakeholder group level.Will be published at www.sesar-consortium.aero.

D5

Agreed and Committed Implementation ActivitiesRenewed ECIP/LCIP

Planning Area / Working MaterialMore detailed information, including task deliverables from the SESAR Consortium. To be migrated to an ATM Master Plan web portal (www.atmmasterplan.eu)e-ATM Master Plan

D5 TaskDeliverables

• Plan for implementing the SESAR 2020 Target Concept• Roadmaps for Operational Evolutions, Enabler Development &

Deployment, plus Supporting Aspects (e.g. Regulation and Legislation)• Considers the lifecycle from feasibility up to deployment supported by

analysis of associated benefits, funding, finance and risks


Stakeholder EngagementStakeholder Engagement

ATM Master Plan ManagementATM Master Plan Management

HOWWHOWHENWHAT

HOWWHOWHENWHAT

ValidationVerification

ValidationPlan

ValidationPlan

DeploymentFramework

DeploymentPlan

DeploymentPlan

Target ConceptArchitecture

R&DPlanR&DPlan

PerformanceFramework

TargetsTargets IR and CSIR and CS

RegulatoryFramework

StandardsStandards

StandardsFramework

Working ArrangementsAccountable / Responsible

Decision Calendar / Regular ReviewsLevel of Decision-Making

Development Framework

How will the Master Plan be executed?


ATM Capability and Service Levels

CapabilityLevels

ServiceLevels

Investment(costs)

Benefits(performance)

Service providersinvest in higher…

Service providerswith higher capabilities

can deliver higher…

CapabilityLevels

Investment(costs)

Usersinvest in higher…

UsersWith higher capabilities

can use higher…

Widespread use ofhigher service levelsresults in higher…

• Capability levels are associated with Stakeholder systems, procedures, human resources, etc.

– N.B Revised since D3!

• Service levels are associated with operational services offered by a service provider and consumed by a service user


Deployment and Implementation Packages

IP3IP2IP1

Time (Calendar Years)2006 07 08 09 10 11 12 13 14 15 16 17 18 19 20

Cap

abili

tyLe

vel

Ser

vice

Leve

l

21 22 23 24 25

SL0 SL1 SL2 SL3 SL4 SL5

CL0 CL1 CL2 CL3 CL4 CL5

IP1 (2008 to 2013)

Implement short term initiatives & best practices

IP2 (2013 to 2020)

Deliver the 2020 concept by improving network cost-effectiveness & efficiency

IP3 (beyond 2020)

Achieve the SESAR long-term goals (most advanced features of the SESAR Concept)


Implementing the Master Plan

AT

M S

ervi

ce L

evel

2013 2020 Date of Initial Operating Capability

2016 2025

Preparing trajectory based operationsATSAW, Manual S&M

1

R&D

Implementation

Available for Operations

2Implementing network-centric trajectory managementASPA-S&M


Implementation

R&D


Achieving advanced automation in a shared trajectory environmentASEP-ITP (initial ASEP applications)

3 Implementation

R&D

Rolling out current Best PracticesImpl.

Available for Operations0

Levels 2 & 3

SESAR Joint Undertaking R&D

Levels 0 & 1

Industry commits to deployment

2008

Extending operations with advanced separation modesASEP-C&P (advanced ASEP applications)

4


Implementation

R&D “Innovative” R&D

5

Accommodating full 4D trajectory management based on user preferred trajectoriesASEP WV spacing, SSEP


Implementation

R&D “Innovative” R&DLevels 4 & 5

SESAR JU R&D NOW

Technology choices need confirmation


Levels 0 & 1

Industry commits to deployment


Deploy ATSAW and Manual S&M(1090 ADS-B)

R&D

• Asses benefits of Manual S&M for different categories of TMAs in the ECAC Area

• Analyse the impact on runway throughput of relative Time Based Separation (ASPA-S&M) vs. Absolute Time Based Separation (RTA)

• Analyse and compare the use of single or multiple merging points for sequencing arrivals to the airport

• Assess benefits of ASEP-ITP over ATSA-ITP• Study how UAV Operations may be integrated with other managed air

traffic in an ASAS Separation environment

R&D

Implementation



ATSAW in flight and on the surfaceATSA-ITP and ATSA-VSAManual ASAS S&M


ATSAW and Manual S&M

• Equipment is available and is being deployed• ATSAW is being deployed to bring clear safety benefits on

the airport surface• ASPA-S&M is proving beneficial in pioneer projects (e.g.

UPS)• The key points are

– What opportunities are there in Europe and do TMAs need re-organisation?

– RTA techniques and ASAS still seem to be competing, can we identify clear benefits of integrating the two techniques?

– Will ATSA-ITP evolve to ASEP-ITP?– Will UAVs accelerate development of ASEP?


Levels 2 & 3

SESAR Joint Undertaking R&D


Capability Level 2 & 3 – Deploy ASPA and initial ASEP

R&D

• Assess the ASPA-S&M application for expected benefits versus absolute time based separation methods such as 2D Precision Trajectory Operations.

• Evaluate the ASPA-S&M and ASEP-ITP applications in mixed mode of operations.

• Analyse compatible algorithms for ground based tools and airborne separation applications.

1090 extended squitter

R&D

ImplementationAvailable for Operations


ASPA-S&M

R&D

Implementation


ASEP-ITP

Review/Update 1090 standards to support ASAS spacing & initial separation


ASPA-S&M

Additional issues to be addressed in the R&D:• Use of datalink for ASPA-S&M instructions

– The procedures could be potentially simplified by the use of the datalink capabilities which SESAR will bring

– Use of datalink will bring safety by reducing risk of confusion concerning target and/or spacing requirements

• Use of an ASPA application in the event that final approach spacing is very close to radar separation minima– As we deploy means of reducing runway occupancy, final approach spacing

will become closer, which on the one hand could be achieved very precisely with ASPA but will create problems if the spacing is close to or less than radar separation

– This means that the “upgrading” of this application to an ASEP application must be seriously considered

• Applicability of ASPA-S&M techniques in conjunction with the “curved path segments” now being deployed in RNP procedures which may affect merging and spacing algorithms


Levels 4 & 5

SESAR JU R&D NOW

Technology choices need confirmation


Capability Levels 4 & 5 – ASEP and SSEP

R&D

• Develop and validate the operating concept for the ASEP-C&P and Self Separation applications in mixed mode of operations. In particular, evaluate the impact of RNP/RCP/RSP on the separation minima (strategic or tactical).

• Compare alternative means of separation management like airborne self management; cooperative self-separation for business jets in low density high altitude airspace (e.g. above FL410) should be started as early as possible to validate the self-separation concept.

• Investigate potential Human Factor impact of the mixed mode operation on both pilots and controllers.

R&D

Implementation



ASEP-C&P

R&D

Implementation


ASEP Wake Vortex SpacingSelf Separation


ASEP and SSEP

• Success of ASEP-ITP will expedite implementation of ASEP and SSEP applications thanks to early aircraft equipage and certification

• SESAR has emphasised ASEP “Crossing & Passing” whilst there are several other variations on the ASEP-C&P theme including overtaking and vertical transitions as identified by AP23– The research must not be limited just to lateral crossing but must

include all the other potential traffic configurations• As with ASPA the safety and simplicity of ASEP applications may well

be enhanced by the use of datalink to minimise confusion of misunderstanding– in particular when multiple targets are included in a situation

• ASEP may be useful for closely spaced parallel runway operations exploiting the possibility of the flight crew assuring separation between themselves and other aircraft on a closely spaced parallel approach removing the need for ground based monitoring


Risks and other issues


Risks: Failure to deliver the 2020 ATM Target Concept

ATM Service Level 0 & 1 Initiatives not homogeneously deployed

Regulatory Framework is unable to support implementation of the Target

Concept

Future work on the Target Concept exposes shortcomings in meeting design and performance targets

Future investment in SESAR by key stakeholders will not be secured

Delays to the availability of new technologies to support the Target

Concept

Governance Structure is not capable of ensuring successful deployment of

ATM Service Levels 2 to 5

No agreement on future defragmentation of European

airspace

Performance based approach not implemented

Failure to manage Human Resources, Human Performance, Social Factors

& Change Management

SWIM is not implemented in its correct form nor sufficiently early

ATM Service Level 2 to 5 Development and Implementation

ATM Service Level 0 & 1 Implementation

Institutional and Management Processes

Failure to deliver the 2020 ATM Target Concept and Associated Performance Benefits

Need YOU

Commitment, Alignment,

Drive


Conclusions

• SESAR provides a great boost for ASAS applications by prescribing an environment which lends itself to many ASAS applications

• The SESAR technical developments in terms of ADS and datalink both bring significant opportunities to accelerate the safe implementation of ASAS applications

• Under SESAR, we need to ensure that communication and dissemination of ASAS progress is maintained

Overall:• We’ve come a long way in SESAR• The Definition Phase has now finished• ASAS is successfully there• …but now is just the beginning!


Thank you

final seminar, paris, 14 - 15 april 2008 asas in the sesar master plan fraser mcgibbon (bae systems)...

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