SESAR: THE NEW SEPARATION MODES FOR INCREASED … fileDSNA views on SESAR new separation modes DSNA...

direction générale de l’Aviation civile

25 JANUARY 08

direction de la Technique et de l’Innovation

direction des services de la Navigation aérienne

ENRI/DSNA workshop on Efficient ATM, Next GenerationENRI/DSNA workshop on Efficient ATM, Next Generation

SESAR: THE NEW SEPARATION MODES FOR INCREASED CAPACITY

SUPPORTED BY ATC SURVEILLANCE AND AIRBORNE SURVEILLANCE

Jean-Marc LOSCOS - DSNA R&DPrésenté par

- 2 -25 JANUARY 08



ELECＴRONIC NAVIGATION RESEARCH INSTITUTE

ENRI/DSNA workshopENRI/DSNA workshop

New separation modesNew separation modes

New separation modes

SESAR new separation modes: ground based and airborne based

Conflict resolution from the ground = ERASMUS

Conflict resolution from the airborne using ASAS = ASSTAR

Future Work and Concluding remarks

- 3 -25 JANUARY 08






Air-ground cooperation role in future ATM

• 1) the airspace user is at the heart of the ATM system and aircraft capabilities must be better taken into consideration

air-ground cooperation must increase and improve.

• 2) Operations in the future ATM system must be thought in terms of traffic synchronization and conflict management.

Ground systems and airborne systems can support these two areas, in cooperation or stand alone.

- 4 -25 JANUARY 08






Present safety filters in the ATM system

• Air Space Management . . . . . . • Air Traffic Flow management

– strategic . . . . . . . . . . . . . . . . . – Pre-tactical– Tactical – (take off time) . . . .

• Planning– traffic organisation . . . . . . . . . – sequencing

• Separation provision . . . . . . . .• Ground safety net STCA . . . . • Airborne Safety-net ACAS . . .

1 year1 year

1 day1 day

2 hours 2 hours

30 minutes30 minutes

10 minutes10 minutes

2 minutes2 minutes

30 seconds 30 seconds

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Why new separation modes?• It appears evident that capacity and safety objectives cannot be

reached within the current separation modes. Two types of modes are considered:

New Air Navigation Service Provider (ANSP) modes: these are new modes envisaged for SESAR that are purely applied by Air Traffic Control:

– Precision Trajectory Clearances– Trajectory Control by Ground Based Speed Adjustment

New airborne modes: these are new modes that involve the aircraft and in which the pilot is the separator either by delegation or, in unmanaged airspace, as the standard case:

– Cooperative Separation (ASAS-Separation)– Self-separation (autonomous operations)

- 6 -25 JANUARY 08






DSNA views on SESAR new separation modes

DSNA is actively looking into the following areas:

• Ground conflict resolution tools are proposed in the ERASMUS project, giving the opportunity to solve some conflicts on a more strategic time horizon, through minor speed adjustments

• ASAS applications, (Oceanic In-Trail Procedures, Crossing & Passing in radar airspace) are evaluated or defined in projects like ASSTAR, where the conflict detection remains on the ground and where the flight deck is capable of conflict resolution using its ASAS equipment (airborne surveillance and conflict resolution logic).

• In both cases, the objectives are: – reduction of controller workload; and – increase of flight efficiency.

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- 8 -25 JANUARY 08






D threshold : 7 NM (Dangerousness)F threshold : 15 NM (No Problem)

[0-D] : Doubt/No doubt[D-F] : Doubt> F : No doubt

Separation distribution

-20

0

20

40

60

80

100

120

140

0 5 10 15 20 25

Separation

Nb o

f Air

craf

t

7 15

ERASMUS assessment of the current filter traffic delivering in en-route radar airspace

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Traffic Partition

50%

35%15%

Aircraft

Incoming traffic with a separation less than D (7 NM);Incoming traffic with a separation between D and F (15 NM) Incoming traffic with a separation greater than F

0,D D,F > F

- 10 -25 JANUARY 08






ERASMUS Operational Concept

Nb a/c

NM Separation7 150

Doubt Area

Doubt Area

No Doubt Area

DoubtArea Doubt

Area

No DoubtArea

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ERASMUS actionsClarifying the doubt area situation is achieved by subliminal actions performed by the computer and not perceived by the controllers

ERASMUS acts of same as the wind by proposing a “providential” distribution of the traffic on the distribution of separations between planes

Several technical and human constraints:- Speed variation : [-6%, + 6%]- temporal window : 15 min- RTA accuracy (15 min) : 15s- Perceptible by controllers ? : no- Separation gain : +7 NM

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- 13 -25 JANUARY 08






Advanced Safe Separation Technologies and Algorithms (ASSTAR) Project

• ASSTAR is a European Commission sponsored project dealing with:– Crossing and Passing Applications– Delegation of separation responsibility – Radar and Oceanic Environments

• Research objectives support SESAR time frame– ASAS manoeuvre design and execution – Definition of supporting procedures– Air & Ground installation & implementation issues– Benefits and Safety assessment

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Operational concept

• Airborne separation category according to PO-ASAS classification– Delegation of responsibility from the controller to the flight crew to

execute a crossing manoeuvre with respect to one designated target aircraft.

– The controller remains responsible for the separation with respect to the other aircraft in the sector.

• Conditions– Airborne surveillance is based on ADS-B OUT and ADS-B IN. – Data link (CPDLC) would be available for oceanic and radar airspace.– Traffic conditions would be similar to current situation for Controller

tools.

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Operational Phases in cooperative separation

Set-up Phase

Identification Phase

Clearance Phase

Execution Phase

Termination Phase

Controller

Flight crew

Set-up Phase

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• Current ATC

• Using airborne separation

Use of mental resources versus time

ConflictDetection

ConflictDetection

Instruction

Monitoring

Clear of Traffic

No Monitoring

Identification Clearance forASEP-XXX

Clear of Traffic ResumeNavigation

Resources for Separation actionare concentrated within a short

period of time

ResumeNavigation

- 17 -25 JANUARY 08






ASSTAR lateral crossing procedure ASEP-C&P

• Lateral crossing manoeuvre execution– Look-ahead time 5-10 minutes– Lateral manoeuvre requirement only– ASAS designated pair assumed isolated

from surrounding traffic

• Turning point manoeuvre– Minimizes the number of resolution

manoeuvre stages– May be achieved through autopilot lateral

functionality

Target aircraft Clearance aircraft

Suggested TCP Clear of

Traffic Point

- 18 -25 JANUARY 08






Oceanic Separations• Separation standards governed by various uncertainties:

– Communication unreliability– Navigational accuracy– Accuracy of forward estimates (driven by weather forecasts)

. . . so separation standards are very large

10 mins

60 miles1000 ft

15 mins

- 19 -25 JANUARY 08






ASEP-ITP (In Trail Procedure)

FL340

FL360

FL350

> 10 mins > 10 mins

ATSA-ITPCriteria

• Aircraft at FL340 would like to climb …..• But standard longitudinal separation does not exist at level above • Crew request an ITP Climb

5 mins

- 20 -25 JANUARY 08






ASEP-ITF (In-Trail Follow)

5 mins

• 5 minutes : No standard longitudinal separation

ITF

• Airborne Separation Established: In-Trail Follow• Climb Approved, Maintaining In-Trail Airborne Separation• In-Trail Separation maintained over extended period• Second climb approved –Maintaining ITF Separation• In-Trail Follow cancelled• Exit Oceanic Airspace

FL360

FL350

FL340

- 21 -25 JANUARY 08






ASEP-ITM (In Trail Merge)

• OSED and procedures developed

• Conditions for use identified to assess the scale of opportunities for using this application

15 minutes 4 minutes

ITM

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ASSTAR main results and deliverables are supporting the SESAR objectives

Cooperative separation must be compatible with current ATM practicesASSTAR propositions for new procedures in current ATM suitable for inclusion in ICAO PANS-ATM and ICAO PANS-OPS.

ATM today does not manage traffic in relation to its level of equipage. Can operational benefits go mainly to the ASAS-equipped aircraft?

ASSTAR evaluated benefits from a user perspective.

• The transfer of responsibility raises safety concerns. Can the ASAS-system safe enough ? Including backup and recovery?

ASSTAR proposes airborne functional architecture with high safety requirements

- 23 -25 JANUARY 08






ASSTAR results are made available to SESAR

Application ATCOworkload

ATM efficiency

Crew workload

Aircraft efficiency

ASEP-C&P reduced = TBD +

ASEP-ITP = = TBD ++

ASEP-ITF = + TBD ++

ASEP-ITM + ++ TBD +

ASSTAR simulation results support the dual aspects :

• reduction of controller workload

• capacity gains.

- 24 -25 JANUARY 08






ASSTAR focussed on issues anticipated for the SESAR ATM target concept

• ASSTAR completed its work with a final report dated 22/10/07.

• ASSTAR identified a series of issues requiring R&D work to further progress the issue:– Airborne separation minima must be established and compatibility with

ground separation minima evaluated.– Combination of ASEP applications has the potential to increase

operational benefits– ONE airborne system must support all applications.

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Caution: impact on safety nets

• Safety nets are designed to detect potential losses of separation and potential collisions.

• New modes of separation, with probable reduced separation minimain particular in oceanic operations, requires adaptation to ground safety nets.

• Airborne safety nets (TCAS) must be revisited and maybe redesigned by 2020 for an improved compatibility with ATC together with a more robust resolution capability (coupled with auto-pilot, new CAS logic)

How to maintain two independent safety layers?

- 27 -25 JANUARY 08






Changes Needed in Operational Procedures for the Mixed Separation modes (1) Structured/non Structured route network(2) Separation modes (TC-SA, ASAS, ….)

Future System is designed to manage nominal situations- Executive controller will move from a high tactical content to a

separator role (fewer potential conflict) then delegation of separation responsibility (cooperative then self separation for autonomous operations)

- Planner controller will move from organisational tasks to conformance monitoring tasks

New roles to be clearly defined for ATCO and flight crew.

Future work and concluding remarks

- 28 -25 JANUARY 08






• ASSTAR in oceanic potential transition to Self separation and increased capacity, compatibility with ATC

• ASSTAR in radar airspace experience towards mixed mode of separation

• ASSTAR completed its work with a final report dated 22/10/07.

• In addition to current deliverables which are made available to SESAR consortium through members, ASSTAR identified a series of issuesrequiring R&D work to further progress the issue:– Airborne separation minima must be established and compatibility with ground

separation minima evaluated.– Combination of ASEP applications to increase operational benefits– ONE airborne system must support all applications.

Future work and concluding remarks

- 29 -25 JANUARY 08






Future work and concludingremarks

Changes Needed for the Mixed Separation modes (1) Aircraft capabilities enhanced CNS, FMS(2) Co-existence of mixed traffic, 2D, 3D, ASAS, …(3) Potential impact on safety nets: STCA and ACAS

- 30 -25 JANUARY 08






Thank you for listening

• ERASMUS http://www.atm-erasmus.com/

• ASSTAR http://www.asstar.org/

• More details ? Mail me ☺

[email protected]

SESAR: THE NEW SEPARATION MODES FOR INCREASED … fileDSNA views on SESAR new separation modes DSNA...

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