asas fra ob/t atm projects lufthansa point of view

ASAS

FRA OB/T ATM Projects

Lufthansa point of view

02/14/02 * 202/14/02 * 2FRA OB/T ATM Projects

ASAS-Applications Goals & Conditions

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

To redistribute (sub)tasks between ATC and flight crew– New work share for separation of aircraft and merging of target trajectories

To Improve ATC availability– Reduction of air traffic controller workload


ASAS-Applications – Goals & Conditions

To exploit the benefit potential of new information, not available previously, forASAS improvements on flight deckReal time monitoring capability by controllerKnowing, not guessing future a/c trajectories


ASPA C&P Scenario for example!AF 416

trajectory

LH 138

LH WPT1

LH 138

AF 416

Two aircraft on convergent tracks and separation minimum will be infringed without track change by one or both a/c.


ASPA C&P Scenario for example!

LH 138

AF 416

trajectory

LH WPT1

LH 138

AF 416

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.

trajectory

8NM


ASPA C&P GENERAL REQUIREMENTGENERAL REQUIREMENT

LH 138

AF 416

trajectory

trajectory

LH WPT1

GENERAL REQUIREMENT for all

C&P applications::•Crossing trajectory of trailer (LH138) should be close as possible to original track

AND

•Minimum separation to leader (AF 416) should be any time not less than 8NM.

8NM


LH 138

AF 416

trajectory

trajectory

LH WPT1

8NM

ASPA C&P – Instruction Phase

ATC: “LH 138, turn left (max track 180) to pass AF 416 8 NM behind. After passing AF 416 direct to WPT1”. Report at WPT 1

Different passing possibilities

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)


LH 138

AF 416

trajectory

LH WPT1

ASPA C&P – Instruction Phase: Confirmation and Activation

LH 138

AF 416

Activated passing trajectory

The down link triggered by the activation of the new FMC flight plan is the confirmation to the instruction.

FMC flight plan (including merge trajectory) will be activated. Lead target selected and locked.

Commanded mode!


ASPA C&P – Execution Phase

LH 138

AF 416

trajectory

LH WPT1

Activated passing trajectory

LH 138

AF 416

Dynamic process:

•Trailer can always adjust flightpath to maintain the most economic and efficient flight path.

•Controller receives permanent feedback of procedure >>>> closed loop!!!



LH 138 AF 416

trajectory

LH WPT1

LH 138 AF 416

8.0No need for routine Air/Ground communication!

(except automatic ADS-B)

8NM



LH 138

AF 416 trajectory

LH WPT1

LH 138

AF 416

8.0


Crossing and Passing (C&P)

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

A precondition for future ASAS applications is to start using intent data now. To increase the benefit of ASAS applications To efficiently monitor C&P procedures (How should ATC monitor a C&P

procedure without knowing where trailer can turn back on course) To delegate responsibilities for subtasks to flight crews To enhance traffic situation awareness for flight crews and controllers Enables new and automated monitoring functions to improve

safety and controller availability


Why Intent Data? For situational awareness and safety aspects (Redundancy)

– 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).

For future applications and efficiency– Cockpit responsible for separation– Work with source data, not with predictions

– 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

WPT1

Speed vector

LH 138

AF 416

C&P End WPT

C&P Start WPT


ASPA – C&P Operational Procedure Summary

ADS-B situational awareness (Including Intent (4D WPTs)) Common view of traffic situation for all involved aircraft and controllers Controller needs to know when trailer is able to turn back on course

otherwise they have to guess and no benefit is available Enables new and automated monitoring functions to improve

safety and controller availability

Redistribution of tasks between ATC and Flight Crew ATC should delegate Subtasks which are best manageable on board Self-contained accomplishment of delegated tasks by the Flight Crews After Subtask delegation; Controller intervention for safety reasons only


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

Conclusion

asas fra ob/t atm projects lufthansa point of view

Documents