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ASAS Lufthansa point of view FRA OB/T ATM Projects ASAS Lufthansa point of view FRA OB/T ATM Projects

ASAS-Applications Goals & Conditions Q To increase airspace safety and traffic capacity – More ASAS-Applications Goals & Conditions Q To increase airspace safety and traffic capacity – More movements per air traffic controller per sector should be accommodated while preserving the required minimum separation – the increased number of movements should be handled by ATC without degradation of service quality Q To redistribute (sub)tasks between ATC and flight crew – New work share for separation of aircraft and merging of target trajectories Q To Improve ATC availability – Reduction of air traffic controller workload 02/14/02 FRA OB/T ATM Projects * 2

ASAS-Applications – Goals & Conditions QTo exploit the benefit potential of new information, not ASAS-Applications – Goals & Conditions QTo exploit the benefit potential of new information, not available previously, for QASAS improvements on flight deck QReal time monitoring capability by controller QKnowing, not guessing future a/c trajectories 02/14/02 FRA OB/T ATM Projects * 3

ASPA C&P Scenario for example! tra je ct or y LH 138 Two aircraft ASPA C&P Scenario for example! tra je ct or y LH 138 Two aircraft on convergent tracks and separation minimum will be infringed without track change by one or both a/c. LH 138 FRA OB/T ATM Projects 02/14/02 AF 416 * LH WPT 1 AF 416 4

ASPA C&P Scenario for example! tra je ct or y 8 NM LH 138 ASPA C&P Scenario for example! tra je ct or y 8 NM LH 138 De- conflicting solution considered by ATC: LH 138 to modify lateral route to pass minimum 8 NM separation behind AF 416 before returning to their original route. LH 138 tory c traje FRA OB/T ATM Projects 02/14/02 AF 416 * LH WPT 1 AF 416 5

ASPA C&P GENERAL REQUIREMENT LH 138 GENERAL REQUIREMENT for all C&P applications: tra je ASPA C&P GENERAL REQUIREMENT LH 138 GENERAL REQUIREMENT for all C&P applications: tra je ct • Crossing trajectory of trailer (LH 138) should be close as possible to original track or y 8 NM AND • Minimum separation to leader (AF 416) should be any time not less than 8 NM. ory ct raje t 02/14/02 FRA OB/T ATM Projects AF 416 LH WPT 1 * 6

Instruction Phase Different passing possibilities je ct FRA OB/T ATM Projects Depending on weather, Instruction Phase Different passing possibilities je ct FRA OB/T ATM Projects Depending on weather, other traffic, performance, ATC restrictions, …DLH 138 defines own most efficient and possible crossing trajectory taking into account the ATC restrictions and informs ATC accordingly (based on aircraft system support) y ct traje 02/14/02 ATC: “LH 138, turn left (max track 180) to pass AF 416 8 NM behind. After passing AF 416 direct to WPT 1”. Report at WPT 1 or 8 NM LH WPT 1 LH 138 ory AF 416 tra ASPA C&P – * 7

ASPA C&P – Instruction Phase: Confirmation and Activation LH 138 Activated passing trajectory tra ASPA C&P – Instruction Phase: Confirmation and Activation LH 138 Activated passing trajectory tra je ct FMC flight plan (including merge trajectory) will be activated. Lead target selected and locked. Commanded mode! or y The down link triggered by the activation of the new FMC flight plan is the confirmation to the instruction. LH 138 FRA OB/T ATM Projects 02/14/02 AF 416 * LH WPT 1 AF 416 8

ASPA C&P – Execution Phase tra je ct LH 138 Activated passing trajectory Dynamic ASPA C&P – Execution Phase tra je ct LH 138 Activated passing trajectory Dynamic process: • Trailer can always adjust flightpath to maintain the most economic and efficient flight path. or y • Controller receives permanent feedback of procedure >>>> closed loop!!! AF 416 LH 138 LH WPT 1 02/14/02 FRA OB/T ATM Projects AF 416 * 9

ASPA C&P – Execution Phase No need for routine Air/Ground communication! (except automatic ADS-B) ASPA C&P – Execution Phase No need for routine Air/Ground communication! (except automatic ADS-B) or y AF 416 ct 8 NM LH 138 LH WPT 1 02/14/02 FRA OB/T ATM Projects * 10 AF 416 je tra 8. 0 LH 138

ASPA C&P – Execution Phase 8. 0 je ct or y AF 416 tra ASPA C&P – Execution Phase 8. 0 je ct or y AF 416 tra LH 138 AF 416 LH WPT 1 02/14/02 FRA OB/T ATM Projects * 11 LH 138

Crossing and Passing (C&P) Q Trailer (aircrew, based on aircraft system support, ) should Crossing and Passing (C&P) Q Trailer (aircrew, based on aircraft system support, ) should decide the most efficient and economic crossing/passing trajectory on his own, taking into account the ATC restrictions/constraints and inform ATC accordingly. No aircrew is able to calculate possible heading for C&P Q A precondition for future ASAS applications is to start using intent data now. Q To increase the benefit of ASAS applications Q To efficiently monitor C&P procedures (How should ATC monitor a C&P procedure without knowing where trailer can turn back on course) Q To delegate responsibilities for subtasks to flight crews Q To enhance traffic situation awareness for flight crews and controllers Q Enables new and automated monitoring functions to improve safety and controller availability 02/14/02 FRA OB/T ATM Projects * 12

Why Intent Data? Q For situational awareness and safety aspects (Redundancy) WPT 1 C&P Why Intent Data? Q For situational awareness and safety aspects (Redundancy) WPT 1 C&P End WPT AF 416 Speed vector LH 138 C&P Start WPT – Without intent data of AF 416, LH 138 and ATC are unable to define, execute and monitor a Passing application. – Without intent data of AF 416 and LH 138 ATC must guess where and when a passing application ends. – Simply a speed vector does not satisfy – To ensure that instructed WPT 1 is part of leaders track. – No aircrew would pass other a/c without knowing their intent!!!! – Common situational awareness picture (air AND ground). Q For future applications and efficiency – Cockpit responsible for separation – Work with source data, not with predictions 02/14/02 FRA OB/T ATM Projects * 13

ASPA – C&P Operational Procedure Summary Q ADS-B situational awareness (Including Intent (4 D ASPA – C&P Operational Procedure Summary Q ADS-B situational awareness (Including Intent (4 D WPTs)) Q Common view of traffic situation for all involved aircraft and controllers Q Controller needs to know when trailer is able to turn back on course otherwise they have to guess and no benefit is available Q Enables new and automated monitoring functions to improve safety and controller availability Q Redistribution of tasks between ATC and Flight Crew Q ATC should delegate Subtasks which are best manageable on board Q Self-contained accomplishment of delegated tasks by the Flight Crews Q After Subtask delegation; Controller intervention for safety reasons only 02/14/02 FRA OB/T ATM Projects * 14

Conclusion Avoid to implement ADS-B simply as an add on to conventional ground centred Conclusion Avoid to implement ADS-B simply as an add on to conventional ground centred ATC procedures (from first Package I applications on) Develop new procedures which fully exploit the potential benefit of ADS-B and modern onboard navigation capabilities. Changes of separation management laws, ATM processes and procedures required 02/14/02 FRA OB/T ATM Projects * 15