the sesar target concept of operations asas related aspects presented by andy barff – drafting...
TRANSCRIPT
The SESAR Target Concept of OperationsASAS Related Aspects
Presented by
Andy Barff – Drafting Team Member Task 222
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Topics
• A Trajectory Based Environment• ATM Capability Levels• ASAS in the SESAR environment• ASAS Delivering Performance
• Safety – Airport Surface
• Airport Capacity – Low Visibility Operations, Merging and Spacing, Closely Spaced Parallel Approaches
• Airspace Capacity – Task Delegation
• Efficiency and Environment – Close as possible to User Preferred Trajectory, Cruise-climb
• Access/Equity and Flexibility – Mixed operations
• Conclusions
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SESAR is
Performance Driven
Process Orientated
Trajectory Based
Founded on SWIM
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A Trajectory Based Environment
• Trajectory based operations• A new approach to airspace design and flexible airspace management
• Business Trajectory ownership• User involvement in decision making processes
• Users determine how constraints shall be applied whenever possible
• Trajectory management• An agreed 4D trajectory for each flight – as close as possible to the user preferred
trajectory which may include cruise climb - route structures only deployed when/where essential for capacity reasons.
• Authorised by controllers using new separation modes or executed by the flight crew using airborne separation modes
• Executed with an agreed precision
• Trajectory revisions respect the concept of ownership
• 4D trajectories are the principle language for information sharing
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The SESAR Timescale
ATM Capability Levels
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ATM Capability Levels
“Current Aircraft”: ADS-B/out (position/aircraft/met data); Avionics with 2D-RNP, vertical constraint management and a single RTA; Datalink: Event reporting/Intent sharing
0
1
2
3
2010 2020 2030
AT
M C
apab
ilit
y L
evel
SESAR 2020 Requirements: Trajectory Sharing meeting ATM requirements; Avionics with Vertical Navigation Performance capability; multiple RTA and Airborne Separation capability
Available 2025+: Trajectory Sharing Air-Air; Met data sharing (Air-Air/Air-Ground); Avionics with Longitudinal Navigation Performance Capability (4D Contract) and Airborne Self-Separation
4
Aircraft Delivered 2013 onwards: ADS-B/IN and avionics enabling airborne spacing – “Sequencing and Merging”; Datalink: Link 2000+ applications
Aircraft is a “node” on the SWIM network
CDTI
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ASAS Applications
SESAR Context
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ASAS Applications
Situational Awareness (ATSA) - aware of all surrounding traffic and its intent
TOD
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ASAS Applications
Situational Awareness (ATSA) - aware of all surrounding traffic and its intent
Intention of previous landing aircraftto vacate via the rapid exit
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ASAS Applications
TOD
90secs
Spacing (ASPA) – aware of all surrounding traffic and its intent - achieve and maintain a specific time/distance behind the specified aircraft ahead
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ASAS Applications
TOD
Separation (ASEP) – aware of all surrounding traffic and its intent – execute airborne separation in relation to other specified aircraft trajectories
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ASAS Applications
TOD
Separation (ASEP) – aware of all surrounding traffic and its intent – execute airborne separation in relation to other specified aircraft trajectories
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ASAS Applications
Managed Airspace
Self-Separation (SSEP) – aware of all surrounding traffic and its intent – execute airborne separation in relation to all other aircraft trajectories
SSEP in mixed airspace is perhaps the most
challenging SESAR concept aspect
However SSEP in very low densityhigh altitude airspace may be feasible
in a relatively short time-scale
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ASAS Applications
Managed Airspace
Self-Separation (SSEP) – awareness of all surrounding traffic and its intent – execute airborne separation in relation to all other traffic
Particularly as an enabler to cruise climb….
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ASAS Delivering Performance
Situational Awareness for Safetyon the Airport Surface
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ASAS Delivering Performance
• Situation Awareness (ATSA) delivering safety on the airport surface• Comair 5191 Lexington accident 27/08/06: NTSB recommends “the installation of
cockpit moving map displays or an automatic system that alerts pilots when a takeoff is attempted on a taxiway or a runway other than the one intended”
• ASMGCS is foreseen to provided surveillance, safety and surface guidance information to controllers – only in its most sophisticated form (level 4) cockpit systems are included
• SESAR advocates the accelerated development of cockpit based displays providing guidance and warnings directly to the flight crew as well as the controller
• Prime SESAR safety goal is the elimination of ATM related accidents on the airport surface
• The SESAR SWIM network will facilitate the flow of all relevant data directly to wherever it is needed (air-air, air-ground, ground-air)
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ASAS Delivering Performance
ASAS Spacing for Consistent Runway Throughput
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ASAS Delivering Performance
• Airport Capacity – ASAS Spacing (ASPA) delivering consistent runway throughput:• Delegation of specific tasks to flight crew
• SESAR foresees P-RNAV routings merging towards final approach facilitating continuous descent approaches (CDA)
• The proposed arrival management technique is the use of Controlled Time of Arrival (CTA) over a waypoint in the vicinity of the airport (exploiting FMS RTA capability) resulting in the precise sequencing of traffic
• ASPA techniques can be used to facilitate the accurate merging of trajectories into a final single stream
• ASPA can then ensure precise time-based spacing on final approach
• ASPA techniques relieve controllers of multiple routine tasks
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SEQUENCEArrival Management processes assure an optimum arrival sequence
by the allocation of Controlled Time of Arrival (CTA) at an appropriate fix
MERGEASPA Merging technique achieves
precise pair-wise time-based spacing at fix
SPACEASPA in trail time-based spacing
- precise final approach spacing
In all wind conditions
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ASAS Delivering Performance
ASAS Separation for Safety and Capacityon the Airport Surface in Low Visibility
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ASAS Delivering Performance
• Airport Capacity - Maintaining airport throughput in low visibility by use of ASEP• The logical step beyond ATSA on the airport surface is an ASAS Separation
application (ASEP-SURF) enabling flight crew to provide separation on taxiways when unable to see outside the flight deck
• SESAR provides opportunities for new techniques based on enhanced sharing and display of information to both controllers and flight crew
• Increasing safety and maintaining throughput in Low Visibility Conditions are leading characteristics of the SESAR concept
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ASAS Delivering Performance
ASAS Separation Maximising Throughput ofClosely Spaced Parallel Runways
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ASAS Delivering Performance
• Airport Capacity – ASAS Separation improving the exploitation of existing and future closely spaced parallel runways avoiding the high costs of building segregated runways – ASEP-CSPA• In IMC precision monitoring is required for parallel approaches spaced between
1525mtrs and 1035mtrs
• High precision RNAV combined with cockpit monitoring of separation may provide an alternative to ground based monitoring
• ASEP-CSPA has the potential to unlock additional capacity if the concept can be proved to be safe and efficient at spacing of less than 1035mtrs (existing and future runways)
• A lot of research and analysis has already been conducted, the problem is well understood
• SESAR capabilities may offer a chance to develop acceptable procedures within a reasonable timescale
• Contributing to the SESAR objective of maintaining throughput in all weathers
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Sequence to fix – continuous descent
Slowly converging “separated” P-RNAV routes – no need for a “platform altitude”ASEP automated monitoring of parallel streams
ASEP monitoring replaces radar monitoringbefore radar separation is lost Optimised arrival stream
- maximising landing rate- limited only by wake vortex
ACAS will need to be filteredfor designated aircraft
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ASAS Delivering Performance
ASAS Separation Reducing Controller Task Load per Flight – Increasing Airspace Capacity
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ASAS Delivering Performance
• Airspace Capacity - reducing controller task load per flight – ASEP techniques• This involves the delegation of both tasks and responsibility
• This aspect has been given high importance by SESAR but we know that research has yet to confirm real potential
• The SESAR environment of precision trajectories will enable conflict situations to be detected and resolved earlier due to better predictions and precision clearances – can ASEP provide tactical resolution of residual conflicts thereby potentially reducing controller workload?
• Can ASEP techniques enable airspace users to determine the most efficient solution – given the constraint? (the conflicting aircraft)
• Also minimising disturbance to the most efficient trajectory?
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Conflict Resolution - ASAS Solution (courtesy of Dassault Aviation)
000
5
SEPARATIONF7X F-WIDE3 nm 03:30
NTS62.5 nm 08:00
11 44 Z
FMS1
X1ADS-B will provide :
An accurate position of the Intruder
The Track of the Intruder
The Ground Speed of the Intruderand so the intruder relative course
Appropriated route change might be proposed to the pilot
020
5SEPARATION F7X F-WIDE5 nm 03:20
X122.5 nm 04:30
11 38 ZX1
FMS1
If the target is designated by ground systems = ASEP If target is designated by airborne systems = SSEP
In both cases – airborne resolutionFor pilot – no real difference
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ASAS Delivering Performance
• Efficiency and the Environment• The SESAR concept documents state that the User Preferred Trajectory may
include cruise climb segments (5% fuel saving even if just at very high altitude)• Airborne self-separation techniques may enable cruise-climb at high altitude• Airborne separation techniques can assure minimum disruption of trajectory• However…..
• Access and Equity, Flexibility• SESAR states that there shall be no segregation on basis of equipment• Therefore airborne separation techniques must be integrated in managed airspace
operations • SESAR foresees a mixed environment where non-ASAS equipped a/c will be
receiving a separation service and ASAS equipped a/c may separate themselves from all other aircraft
• So….
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ASAS Delivering Performance
• Can ASEP and SSEP perform in the SESAR mixed equipage environment?• The trajectories of all aircraft will be known and shared
• Trajectories are foreseen to be more stable than today with much less last minute tactical intervention – problems will be detected earlier thanks to precise trajectory predictions and resolved with closed-loop trajectory revisions
• Therefore in Low/Medium density operations there should be very few “last minute” control interventions
• In this more stable environment could a paradigm shift in separation provision occur with ASAS becoming the “tactical mode” when needed (rarely)?
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An integrated approach
NextGen ASAS applications Oceanic ASAS applications
ASPA Merging
and Spacing
ASEP-CSPA
SSEP
ASEP
(SSEP in low density?)
SURF applications
A global family of advanced techniques
- delivering enhanced performance
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Conclusions
• ASAS is expected to make a significant contribution to achieving the SESAR performance objectives
• The validation process will address this claim• Airborne separation has a role in all airspace types • Focus of research should be on the ASAS applications that have the potential
to deliver the required performance in the long term• Be they simple – ATSA-SURF
• Or the most challenging – SSEP in a mixed environment
• The right form of phased approach will emerge• ATM procedures using ASAS must be safe, simple, homogenous – a global
family of advanced techniques delivering enhanced performance• Co-ordination is required with NextGen and then ICAO
• EUROCONTROL/FAA Action Plan 23 can facilitate prioritising and co-ordination
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SESAR D3 Milestone Deliverable
Contains the Target Concept of Operations
Publication within a few days