rd 3 Workshop Glasgow 11 — 13 September

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rd 3 Workshop, Glasgow, 11 - 13 September 2006 ASAS - the link with SESAR Phil Hogge, ASAS-TN 2

rd 3 Workshop, Glasgow, 11 - 13 September 2006 The EC’s High Level Targets • • 3 times capacity. 10 times the safety. Halve the unit costs. Reduce environmental impact by 10%. • NEED A PARADIGM SHIFT – but what should it be?

rd 3 Workshop, Glasgow, 11 - 13 September 2006 SESAR Timescales • 2005 – 2007 – The Definition Phase – D 2, due on 6 th December 2006, will contain a High Level vision of the Concept of Operations in 2020. – D 3, due on 6 th June 2007 will contain the Definition of the Future Target Concept. • 2008 – 2013 – The Development Phase • 2014 – 2020 – The Deployment Phase

rd 3 Workshop, Glasgow, 11 - 13 September 2006 The Future Concept of Operations Will include: • Down-linked 4 D trajectory information to assist flow management and to de-conflict traffic as much as possible. • Airborne surveillance to assist pilots to share tasks (spacing and separation) and, ultimately selfseparation.

rd 3 Workshop, Glasgow, 11 - 13 September 2006 SESAR and NGATS • • EC/FAA Mo. U Eurocontrol/FAA Mo. U for R&D SESAR JU/JPDO EUROCAE/RTCA – RFG • IT IS ESSENTIAL FOR BOTH SESAR AND NGATS TO MARCH IN STEP.

rd 3 Workshop, Glasgow, 11 - 13 September 2006 NGATS Timeline for ASAS • • Years 2008 -2012 – Oceanic pair-wise maneuvers – Increased use of visual approaches w/ ADS-B CAVS Years 2012 -2016 – Limited Self spacing, merging and passing in en route airspace – Departures rates are increased by ADS-B and CAVS Years 2016 -2020 – Self spacing at near VFR levels on single runway approaches Year 2025 – Longitudinal and lateral separation delegated to flight deck in high density en route – Separation delegated to flight deck in oceanic airspace

rd 3 Workshop, Glasgow, 11 - 13 September 2006 ADS-B-NRA & ADS-B-RAD • ADS-B NRA – Australia – Elsewhere – La Reunion, New Caledonia, French Polynesia, Gulf of Mexico. – ADS-B is one tenth the cost of radar. • ADS-B RAD – USA – Europe – ROI over 20 years • Decide the standard ASAP: - DO-260, DO-260 A, DO 260+? ? ?

rd 3 Workshop, Glasgow, 11 - 13 September 2006

rd 3 Workshop, Glasgow, 11 - 13 September 2006 Oceanic Route Structures NATOTS NOPAC EUR-NAM PACOTS • Fixed Routes (CEP, NOPAC) – – – • WATRS EUR-CAR CEP SOPAC Organized Track Systems (NATOTS, PACOTS) – • Fixed routes similar to domestic airway structure Do not account for changing wind or weather conditions Reduce complexity for ATC, but are not always most efficient for customers CENPAC Flexible track system established by ATSP’s, utilizing forecasted weather conditions to produce the most time/fuel efficient routes for a representative city pair (established daily) User Preferred Routes (UPRs) – – Optimized routes generated by individual operators based on aircraft type, aircraft loading, weather and flight plan requirements Advantages include optimum cruise trajectories (altitudes, routes), improved fuel efficiency, increased predictability on fuel usage and payload capacity

rd 3 Workshop, Glasgow, 11 - 13 September 2006 ASAS in the Pacific & N Atlantic • • If we add ADS-B-In and use a CDTI or ASAS. ATSA-ITP ASEP-ITP SSEP-FFT – the ultimate answer for all oceanic airspace by 2020.

rd 3 Workshop, Glasgow, 11 - 13 September 2006 Dense Continental Airspace • ATSA-VSA – improves visual operations. • ATSA-SURF – improved safety. • ATSA-S&M - consistent spacing/improved R/W capacity. - reduced fuel burn on descent. - reduced ATCO workload/more capacity. • ASAS applications are an integral part of the ATM system.

rd 3 Workshop, Glasgow, 11 - 13 September 2006 Use 4 D trajectories and ASAS together • All 4 D could be too rigid. • All 4 D could be very expensive. • Full self-separation in dense airspace might be very expensive to certificate. • The balance is probably: - To use 4 D for the “more strategic” deconfliction. - To use ASAS Applications as part of the controller toolkit.

rd 3 Workshop, Glasgow, 11 - 13 September 2006 Autonomous Operations • CDTI alone on the navigation display has limitations. • Predictive ASAS to calculate track changes and vertical manoeuvres. • CD&R algorithms, symbology and alerting logic. • ADS-B to broadcast and receive the relevant data. • ACAS remains independent.

rd 3 Workshop, Glasgow, 11 - 13 September 2006 Perceived Conflict Rate

rd 3 Workshop, Glasgow, 11 - 13 September 2006 Manufacturer’s Road Map • • • Air Traffic Alliance (EADS, Airbus, Thales) Airbus Boeing Honeywell Rockwell Collins ACSS who have developed the equipment being used by UPS

rd 3 Workshop, Glasgow, 11 - 13 September 2006 Airborne Surveillance & SESAR • Take advantage of developments being implemented elsewhere. • Use ASAS applications as tools, integrated into the ATM system. • Ensure the SESAR concept of operations and roadmap of implementation keeps in step with NGATS. • Keep the door open for Autonomous Operations in the long term.

rd 3 Workshop, Glasgow, 11 - 13 September 2006 SESAR • 2005 – 2007 – The Definition Phase This must include within the proposed road map the use of ASAS Applications. • 2008 – 2013 – The Development Phase The SESAR JU must organise the necessary R&D, pre-operational trials, validations and business cases for Package 2 and 3. • 2014 – 2020 – The Deployment Phase 2020+ Separation delegated to the flight deck?

rd 3 Workshop, Glasgow, 11 - 13 September 2006

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