4 th Workshop, Amsterdam, 23 - 25 April 2007 1 ASAS In The SESAR Ops Concept Presentation for...

4th

Workshop, Amsterdam, 23 - 25 April 2007

1

ASAS In The SESAR Ops Concept

Presentation for ASAS-TN 2

Andy Barff: EUROCONTROL Experimental Centre

Slides prepared by:

Mike Watson: Thales Air Systems/Strategy Directorate

Members SESAR Task 2.2.2

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Structure of the presentation

SESAR Political Goals

A Trajectory Based Concept

ATM Capability Levels

ASAS In SESAR

Application In Operations

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Increased, sustainable capacity for the end-to-end ATM system with substantially enhanced safety:

– Traffic x 3

– Safety x10

– Users ATM Unit Costs -50% per flight

– Environmental impact -10% ATM impact per flight

Efficient Gate-to-Gate and Enroute-to-Enroute(1) operations that accommodate the user’s requirements and priorities:

– Maximise capacity and minimise constraints.

– Minimise uncertainties/maximise economic performance for all stakeholders

The SESAR Political Goals

(1) Relating to TMA entry to TMA exit on next flight. Encompasses airport air-side and ground-side operations.

USA: Traffic: x2-3 (NextGen)ASIA: Traffic: x4+ (Some areas will be equal to core Europe)

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A TrajectoryBased Concept

Trajectory Based

Operations

The Business

Trajectory Collaborative

Layered Planning

Trajectory Management

Requirements

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Trajectory Based Operations

Trajectory Based Operations are at the core of the SESAR Concept, enabling:

– Enhanced predictive capabilities and reactivity of the network with the objective of taking most strategic ATM actions prior to departure.

– Information sharing and collaborative processes providing more flexibility for the airspace users when changes are required.

The Trajectory Management concept:– Entails the systematic sharing of aircraft trajectory data between various

participants in the ATM process – Ensures that all participants have a common view of a flight and access to

the most accurate data available to perform their tasks.

4D Trajectory Management supports a degree of pre-deconfliction of traffic flows resulting in less tactical interventions during flight execution.

The 4D Trajectory is the principal language for information exchange supporting CDM, planning and analysis and automation.

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The Business Trajectory

4D Trajectory which expresses the Business/Mission intention of the airspace user.

Fully owned by the airspace user:– Changes via CDM processes involving user BUT does not interfere with

ATC/Pilot tactical decision processes.

– When constraints are needed the solution is chosen by the user whenever possible

Based on most timely and accurate data available – Sources: AOC, Airborne Automation, ANSP, 3rd Party on behalf user.

– Normally the relevant ANSP will compute trajectory for Military or non-capable users during flight.

Exists through out all phases of the ATM process

Exists during the planning phase‘Published’ by the user and shared by all participants(User entry point to process will vary)

Trajectory that airspace user agrees to fly and the ANSP agrees to facilitate.(NOT a Clearance)

Exists during Business Development processes.Internal to the User(Not all users have a Trajectory at this time)

Business Development Trajectory Shared Business Trajectory Reference Business Trajectory

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All “trajectory managed” aircraft have Trajectory Management Requirements (TMR) associated to the Reference Business Trajectory (as part of clearance).

Defines allowed deviations - time, level, lateral : without need for negotiation/notification.

When avionics detect/predict a deviation outside the parameters either a re-conformance action or a clearance revision action is initiated.

Parameters according to separation needs and operational context.

– May be ‘carried’ by airspace/route/procedure, or– Tailored to specific needs.

Also specify any periodic trajectory sharing and the data content required

Trajectory Mgt. Requirements

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Tactical Actions

L

R

C

D

F

SASAS

YEARS 6 MONTHS

Mid/Short Term

Long Term Execution

Trajectories Throughout the ProcessHOURS MINUTESDAYS

Un

ce

rtain

ty

Time Horizon

FLIGHT OBJECT

Business Development

Trajectory

SBT

Shared Business Trajectory

SBT SBT SBT SBT RBTBDT

Reference Business Trajectory

SWIMNetAOC

BA/GA

MIL

ACFT ATM

APT

NETman

MET

Reclose the loop

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ATM Capability Levels

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ATM Capability Levels (Part)

CTA/CTO (Single RTA). 2D-RNP. Vertical/Longitudinal Constraint Mgt. ADS-B/OUT(Output of position/aircraft/MET data. Event reporting/Intent Sharing: Datalink)

0

1

2

3

2010 2020 2030

AT

M C

apab

ilit

y L

evel

Trajectory Sharing – ATM Designed. CTA/CTO (Multiple RTA)Vertical Nav Perf Req. (V-RNP). Cooperative Separation

Trajectory Sharing Air-Air. Met data sharing (Air-Air/Air-Ground)Longitudinal Nav Perf Req. Self-Separation

4

ADS-B/IN. Airborne Spacing/Sequencing and MergingDatalink: Link 2000+

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ASAS In SESAR

Queue

Management

Conflict

Management

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Queue Management (1)

In the real world, there will be circumstances in which, after all possible optimisations, demand does exceed capacity.

– Queuing is a natural result of the excess of demand over capacity

Queue management is the tactical establishment and maintenance of a safe, orderly and efficient flow of traffic.

– Includes the handling of queues, both in the air and on the ground.

– Operates on individual flights

– Closely related to the Separation process.

Queue management will not by itself reduce delays or increase capacity: – The goal is a better management of throughput, ensuring that delay is

managed in the most fuel-efficient and environmentally acceptable manner.

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AMAN Horizon

Queue Management (2)

Turn-Around Activities(User and

Airport Tasks)

CTA

TTA RQ/TTA Issued

TTA

DMANEOBT

SWIMNet SEQ/CTA

SMAN

AMANSEQ

Clearance (TTA Update)

Sequence ‘Frozen’

(CTAREV) CTAFREEZE

TacticalFine SpacingATC/ASAS

Airborne Spacing

(andSequencing

and Merging)

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Conflict Mgt: Background and Needs

Task-Load

TMA and En-route capacity is a function of ATC task-load.

Task IdentificationTactical Intervention to ensure Separation

Clearances CommunicationsCoordination

Provide Automation AssistanceMTCD/R, Conformance Monitoring …

Reduce the need for InterventionDeconfliction, Share Tactical InterventionAutomation

Routine Tasks

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Separation Modes (Part)

Airspace: Managed TMA/ENRDetection: ANSP Separator: ANSPCapability Level: 1+

Containment: Lateral – RNP

Provides 2D separated routes in dense and complex airspace and reduces need for tactical intervention in all airspace.

TMR apply to ATM-3+.

Airspace: Managed ENRDetection: ANSP Separator: ANSPCapability Level: 4

Containment: Lateral/Vertical/Longitudinal

Constant accuracy for period of contract.

Debate: ‘size’ of containment vs. ‘fly-ability’

Flight adjusts to remain within TMR. If predicted deviation is unmanageable a clearance revision action is initiated.

Non-Deviating – have priority.Will be identifiable to other aircraft.

Trade-off: fuel efficiency/environmental impact vs. capacity. Used for short periods to resolve specific capacity issues.

Effective period of 20-30 min. Goal: FIR/FAB

NOT used for deconfliction pre-flight.

Airspace: Managed TMA/ENRDetection: ANSP Separator: ANSPCapability Level: 3

Containment: Lateral/Vertical – RNP/V-RNPDebate: ‘tubes’ vs. ‘cones’

Provides 3D separated routes in dense and complex airspace increasing capacity and further reducing need for tactical intervention in all airspace.

TMR apply.

Airspace: Managed TMA/ENRDetection: ANSP Separator: ANSPCapability Level: 2

Separation Task Delegation

In TMA for Queue Management: merging and longitudinal spacing of the arrival stream and for longitudinal spacing of ‘same route’ departures.

Also for en-route spacing if airspeeds are compatible

In Cooperative-3D (in lieu of ASAS Separation).

Airspace: Managed TMA/ENRDetection: ANSP Separator: AIR (ANSP)

Capability Level: 3

Separation Responsibility Delegation for a single (multi) aircraft (interaction).

ATC designates target aircraft and specifies the scope of the manoeuvre allowing the flight crew to conduct it in the most efficient way possible.

ANSP responsible for other separation.

To resolve specific conflict situations reducing controller workload.

In Cooperative-3D.

Airspace: Managed ENRDetection: AIR Separator: AIRCapability Level: 4

(Debate: Feasibility in mixed mode operations in managed airspace. Timescale – 2021-2030).

Aircrew are the designated separator for a defined segment of a flight during which they shall assure separation with all other aircraft. Supported by automation capabilities (including Air-Air Trajectory/Intent exchange and specific ASAS applications).

In managed airspace ANSP authorises Self-separation.

Aircraft participate fully in the 4D-Trajectory management process.

Aircraft flies RBT. Goal is to return to RBT following tactical actions.

Airspace: Managed TMA/ENRDetection: ANSP Separator: ANSP/AIRCapability Level: 3

Combines Precision Trajectory-3D and Cooperative Separation.

Aircraft fly along separated 3D ‘tubes’ with longitudinal separation achieved through airborne capabilities. These may be:

SPACING: ANSP assigns spacing task but retains separation responsibility.

SEPARATION: ANSP delegates separation responsibility with preceding aircraft.

Mode

Conventional Self-Separation

Conventional Surveillance/Procedural

Trajectory Control-Speed Adjust.

Precision Trajectory-2D

Precision Trajectory-3D

Precision Trajectory-4D Contract

Cooperative Separation: Visual

Airborne Spacing, Sequencing/Merging

Cooperative Separation (ASAS-Sep)

Self-Separation (ASAS-Self Sep)

Cooperative-3D

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Application In Operations

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High Density TMA Operations

Allocation of ‘best available’ departure route – 2D or 3D.– Clearance at gate: possible revision during taxi

Allocation of ‘best available’ arrival route – 2D or 3D.

4th dimension separation along the 3D routes by ATC using time/speed control/surveillance, or airborne separation

Conventional SID and STAR for ATM-0 flights

Clearance conformance monitored independently on ground and in the air.

Airborne Spacing, Sequencing/Merging, Cooperative separation

No tactical intervention by ATC for 3D flights (if in conformance)

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High/Medium Density ENR Operations

PTC-2D/3D with 4D-Contracts/Cooperative-3D used when required.– Priority for 4D contract or Cooperative-3D flights. No tactical intervention.

Conventional ATC modes for ATM-0/1 aircraft.

Clearance conformance monitored independently on ground and in the air.

Arrival constraints incorporated in RBT

Airborne Spacing, Sequencing/Merging, Cooperative Separation, Self-separation

Route structure retained for TMA transition and Military needs

Improved upper wind data through MET sharing capabilities

PTC-3D/4D-Contracts And Airborne Separation

The PTC-3D/4DC modes address the deconfliction of airborne flights to achieve the goals.

Cooperative separation/Self-separation address the distribution of tactical intervention to achieve the goals.

Both methods must operate in a mixed (equipped and non-equipped) environment.

The two methods can co-exist, with self-separating flights separating themselves from 4D contract flights:

Feasibility of mixing these and other ATC Separated flights is doubtful

Implementation of 4DC and Self-Separation in mixed mode/hi-density is likely to be in the 2025+ timeframe.

Some users may push self-separation for high level operations (above F410).

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Capacity Positive impact Potential solution for the high end-goals.

Cooperative separation in time-scale. Self-separation outside.

Safety Positive impact Scale of benefits may be airspace dependent.

Impact on Safety Nets and ACAS to be studied.

Environment Pros and Cons May provide NET System Benefit but not always individual benefits.

Cost Pros and Cons May provide NET System Benefit but not always individual benefits.

TRADE OFFPros: Maintenance of throughput: Reduced queuing:May keep trajectory close to optimum.Cons: Traffic mix/performance compatibility may impact individual results.

ASAS Contribution To Goals

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The SESAR operational concept is based on precision trajectories and

includes advanced ASAS applications

SESAR proposes a timescale of ASAS:

Airborne Separation by 2020

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End

4 th Workshop, Amsterdam, 23 - 25 April 2007 1 ASAS In The SESAR Ops Concept Presentation for...

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Transcript of 4 th Workshop, Amsterdam, 23 - 25 April 2007 1 ASAS In The SESAR Ops Concept Presentation for...