4 th workshop, amsterdam, 23 - 25 april 2007 page 1 aspa-s&m in paris aspa-s&m in paris:...

4th

Workshop, Amsterdam, 23 - 25 April 2007

page 1 ASPA-S&M in Paris

ASPA-S&M in Paris: CRISTAL PARIS and PALOMA results

Jean-Marc Loscos, DSNA

4th



CRISTAL PARIS Project

• EUROCONTROL CASCADE - DSNA Project– October 2005 – February 2007

Evaluation of the operational benefits of the introduction of ASPA-S&M for Paris Arrivals

– CDG & Orly– TMA & Terminal en-route sectors (E-TMA)– Phased approach with Fast-Time Simulations (FTS)

• Phase 1: Full equipage

• Phase 2: Partial equipage

• Use of the Fast Time Simulator OPAS/OPAS-TMA– Validated during several projects and studies in the past

The reports are available (on request).

4th



Traffic simulated with ASPA-S&M

Radar vectoring area

• Actual Paris environment– CDG: Two pairs of specialised

runways (North and South)– Orly: Two specialised runways– Paris ACC: Terminal sectors

feeding the IAFs towards CDG and Orly

• Westerly configuration• AMAN-like builds the sequence• Departures not simulated

– No impact on simulations

4th



Starting points of the ASPA-S&M procedure

No problem for OMAKO arrivals

Flows outside the sectors need a specific treatment

No problem for BALOD arrivals

Lacks room on LORTA/ANARU

More difficult than on BALOD and OMAKO but still ok

4th



Correlation between use of ASAS and traffic landed

Maximum use of ASAS = 55% of traffic, on OMAKO

Use of ASAS instructions

0

10

20

30

40

50

60

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

Hour

Nu

mb

er o

f ai

rcra

ft

MERUE

ANARU

OMAKO

BALOD

4th



Operational benefits

• Gain in time / distance on the full day : 1h30 / 567 NM– Averaged on the day:

• No gain on BALOD• Very limited gain on OMAKO• 13s / 0.44NM per aircraft on the whole day won on ANARU• 16s / 1.3NM per aircraft on the whole day won on MERUE

• Orbits decreased from 48 to 30• 5 less runway inversions

– Traffic landing eased on the North CDG

• Gains can be important– Up to 20s / 2.1NM per aircraft on one hour for CDG

4th



Gains on Northern CDG

Average : ANARU dt=-13 s dD=-0,44NM MERUE dt=-16 s dD=-1,3NM

For a given aircraft, the gain can go up to 20NM/4mn

Gain in distance vs. reference (NM)

1 square represents one aircraft

Gain in time vs. reference (seconds)

4th



ASAS use in E-TMA• Simulations showed that there is enough space to perform

S&M in Paris E-TMA WITHOUT modifying existing airspace.– Note that there is still a difficulty for North-East arrivals.

• Delay sharing between E-TMA and TMA is a necessity for optimum use of the runway. This confirms the current AMAN use.

– Combined use of AMAN and ASAS brings benefits during peak hours. There is no benefit during low traffic but there is no need for ASAS either.

– The optimal strategy is traffic dependent and should be adapted dynamically improved AMAN characteristics such as synchronisation of IAF’s

4th



BALOD flow

OMAKO flow

Orly constraint

East constraint

Introduction of Merging points in TMA

Current situation With merging point (2 options shown)

4th



Holding legs and merging points for CDG North arrivals

4th



ASAS use in TMA• The simulations showed that it is possible to introduce

merging points in Paris TMA both for CDG North and CDG South.– Note that the positioning of CDG South merging point is

constrained by Orly arrivals.

• Delay sharing between E-TMA and TMA is a necessity for optimum use of the runway. confirmation of current AMAN use

• ASAS use in TMA brings benefits such as reduction of number of stacks and flight efficiency . – However, it is not possible to use ASAS when in stack. further

studies are required to manage ASAS-linked aircraft even when in stack.

4th



Operational scenarios for partial equipage

• All aircraft are ADS-B out capable.• It was decided to simulate between 40% and 100% of

ASAS-capable (ADS-B IN + ASPA-S&M qualified), using one beneficial scenario of the first step with full equipage for each configuration CDG North and CDG South.

4th



CDG North – partial equipage – time gain

4th



CDG South – partial equipage – time gain

4th



Conclusions on partial equipage• The minimum recommended rate of ASAS equipage would

have to be set at 70%. (and even at 75% or 80% for CDG South)– A lower equipage rate would negate the benefits brought by ASPA

S&M when compared to the current situation.

• In addition, for the rates of equipage above 70%, the effects of partial equipage are not important when compared to full ASAS equipage. It means that there is probably no need for a mandatory carriage for ASAS, assuming that 70% rate would be obtained on a voluntary basis.

• It is important to note that gains begin to fall to zero and even turn into losses below a rate of ASAS equipage of 70%.

4th



Example of CDG traffic

• 70% rate of equipage would be reached for CDG current traffic by equipping not only Air France (57% max) but all major airlines, airlines from rich countries, and equipping in these airlines Boeing, Airbus, Embraer and Bombardier aircraft.

4th



PALOMA Project

• PALOMA : Paris Arrivals, Local Operations Managed with ASAS

• Operational concept developed from past experience– Co-Space project (EEC)– Gate-To-Gate/WP3 activities (DSNA)– Actual Paris airspace

• Real-Time Simulations prepared in 2006 by DSNA• Exercises run in Dec06 at Athis-Mons with 12 ATCOs

The report should be available in Summer 07.

4th



Airspace constraints

• Actual Paris airspace →

• Current AMAN ↓

4th



Main points

• It was possible to correlate some results from PALOMA and CRISTAL PARIS (RTS and FTS).

• Positioning of merging points in TMA• Time spacing is useful and meaningful• The usability is indeed dependent of the traffic.

NO INTEREST IN LOW TRAFFIC.

• It was possible to address other topics such as:– Use of Data link for target selection and for monitoring– Reduction of number of instructions– Regularity

4th



Use of Data-link for Target selection

Communication modes for target selection - CDG APP

10

56

37

102

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

VHF INI or ITM

datalink ITM

datalink INI

datalink COOR INI

ATCOs’ point of view: data-link is essential for target selection.

Communication modes for target selection - Paris ACC

62

19

45

4

17

23

1112

3

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

RT AR UJ

Sectors

VHF TC

datalink TC

datalink PC

4th



ATC display with ASAS links

4th



Reduction of speed and heading instructions

When ASAS works, it works very well:

Important reduction of instructions when ASAS links are established.

Average number of speed and heading instructions - ITM

9,4

14,3

58,0

51,5

0

10

20

30

40

50

60

70

80

90

Speed Heading

Instructions

aver

age

nu

mb

er

With ASAS

Without ASAS

4th



Regularity: spacing between arrivalsInter-arrival spacing

0

5

10

15

20

25

30

35

40

45

50

55

60

65

30 60 90 120 150 180 210 240

spacing (s)

nu

mb

er o

f a/

c

With ASAS Without ASAS

4th



Conclusions• ASPA-S&M could be implemented in Paris Airspace

– without affecting the existing airspace subject to a minimum equipage of 70% by airlines.

– ASPA-S&M works efficiently at peak hours and reduces the number of instructions in TMA with an increase of the regularity. Gains can be 20s / 2.1NM per aircraft on one hour for CDG

– It is not easy to implement in particular in TMA because of the positioning of merging points to support the procedure.

– The relative spacing values at each IAF is also difficult to optimize since it varies with the traffic and the peak hours.

– Controllers still express doubts on the usefulness even if the use of data link was seen as a facilitator for acceptability.

4th



4 th workshop, amsterdam, 23 - 25 april 2007 page 1 aspa-s&m in paris aspa-s&m in paris:...

Documents