PowerPoint PresentationASAS in the SESAR Master Plan
Fraser McGibbon (BAE Systems)
Andy Barff (EUROCONTROL EEC)
SESAR and the ASAS-TN2
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
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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
High Level Overview of the SESAR ATM Master Plan
Agreed strategic guideline delivered by the SESAR Consortium, identifying the necessary activities at stakeholder group level.
Will be published at www.sesar-consortium.aero.
D5
Renewed ECIP/LCIP
D5 Task
More 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
Stakeholder Engagement
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ATM Capability and Service Levels
Capability levels are associated with Stakeholder systems, procedures, human resources, etc.
N.B Revised since D3!
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Deployment and Implementation Packages
IP1 (2008 to 2013)
IP2 (2013 to 2020)
IP3 (beyond 2020)
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Implementing the Master Plan
2016
2025
2008
ASEP-ITP (initial ASEP applications)
Impl.
0
Levels 0 & 1
ASEP-C&P (advanced ASEP applications)
4
Implementation
Accommodating full 4D trajectory management based on user preferred trajectories
ASEP WV spacing, SSEP
Technology choices need confirmation
Levels 0 & 1
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
Available for Operations
ATSA-ITP and ATSA-VSA
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?
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Levels 2 & 3
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Capability Level 2 & 3 – Deploy ASPA and initial ASEP
1090 extended squitter
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.
Available for Operations
Available for Operations
ASPA-S&M
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
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Levels 4 & 5
Technology choices need confirmation
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.
Available for Operations
Available for Operations
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
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Risks and other issues
Risks: Failure to deliver the 2020 ATM Target Concept
Need YOU
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:
The Definition Phase has now finished
ASAS is successfully there
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Thank you
stakeholders will not be secured
Delays to the availability of new
technologies to support the Target
Concept
,
correct form nor sufficiently early
ATM Service Level