View
221
Download
0
Category
Preview:
Citation preview
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
TT ReykjavikTT Reykjavik
““NUP -- ITP”NUP -- ITP”
TT ReykjavikTT Reykjavik
““NUP -- ITP”NUP -- ITP”
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
NUP – 1, ITP
• Objectives» ASAS in Oceanic Procedural Airspace» Non Iceland Specific» No increase in HF communication load» Short duration
• Situation» 1999» Before P.O. ASAS definition
» No ASAS Spacing / Separation definitions» No Package 1 definition
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
NUP – 1, ITP• Definition Team
» ATC Controller, Iceland CAA & Nav-Canada
» Pilots, SAS & Air Canada
• Applications» Pilot Delegated – Track Crossing Procedure
» Pilot Delegated – In-Trail Climb (ITC) & In-Trail Descent (ITD)
» Pilot Delegated Station Keeping In Oceanic Non-Radar Airspace.
» Pilot Delegated Movement between OTS Tracks.
» Pilot Delegated Lateral Passing Manoeuvres On OTS Tracks.
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
NUP – 1, Application Selection• ITC / ITD (Later renamed ITP)
» Most significant benefit expected
» Simple to implement
» Short ASAS Duration
» In principle Level 3 / Separation Application
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
The TrafficThe TrafficThe TrafficThe Traffic
Daily Traffic Daily Traffic Pattern highly Pattern highly cyclic:cyclic:
Approx. 12 Approx. 12 hour period hour period mostly west mostly west bound.bound.
Approx. 12 Approx. 12 hour period hour period mostly east mostly east bound.bound.
Daily Traffic Daily Traffic Pattern highly Pattern highly cyclic:cyclic:
Approx. 12 Approx. 12 hour period hour period mostly west mostly west bound.bound.
Approx. 12 Approx. 12 hour period hour period mostly east mostly east bound.bound.
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
NAT Frequency of Daily Flight Level Change
93,12%
6,48%
0,39% 0,02%
0,00%
0 - No Flight Changes
1 - One Flight Change
2 - Two FlightChanges
3 - Three FlightChanges
4 - Four FlightChanges
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
This information is from the “Report of the NICE Task Force, The NAT/IMG Cost Effectiveness Program” from October 1999, in This information is from the “Report of the NICE Task Force, The NAT/IMG Cost Effectiveness Program” from October 1999, in which LIDO GmbH provided the above diagram, in it’s section on “LIDO Flight Planning”which LIDO GmbH provided the above diagram, in it’s section on “LIDO Flight Planning”
This information is from the “Report of the NICE Task Force, The NAT/IMG Cost Effectiveness Program” from October 1999, in This information is from the “Report of the NICE Task Force, The NAT/IMG Cost Effectiveness Program” from October 1999, in which LIDO GmbH provided the above diagram, in it’s section on “LIDO Flight Planning”which LIDO GmbH provided the above diagram, in it’s section on “LIDO Flight Planning”
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
NUP – 2, ITP
• Objectives» Validation
» Pilot / Controller usability of application
» Controller workload issues
» Cost Benefit Issues» Benefit assessment
» Fast time simulation
• ITP sole solution to Operational Problem?» Ground automation
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
PO-ASAS
• Need to align ITP to PO-ASAS Definitions» ATSAW, benefits
» RFG type, ATSAW type considered» Concerns with passing safety case
» Changes in separation criteria
» Need for Level 2 application» Not to be pushed to Package 2
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
density at 47/30, NATG
310
320
330
340
350
360
370
380
390
12:0012:3013:0013:3014:0014:3015:0015:3016:00
time
FL
Air Space Utilization ?Air Space Utilization ?Air Space Utilization ?Air Space Utilization ?
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
0
20
40
60
80
100
120
140
160
180
200
0:00 1:12 2:24 3:36 4:48 6:00 7:12 8:24 9:36
time
sepe
ratio
n in
min NATV
NATW
NATX
NATY
NATZ
NAT TRACKS EAST BOUND TRAFFIC
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
0
20
40
60
80
100
120
140
160
180
200
11:00 12:12 13:24 14:36 15:48 17:00 18:12 19:24 20:36 21:48
time
se
pe
ratio
n in
min
NATA
NATB
NATC
NATD
NATE
NATF
NATG
NATH
NAT TRACKS WEST BOUND TRAFFIC
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
OTS Aircraft Climb Possibility
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
A three day simulation december 2004A three day simulation december 2004A three day simulation december 2004A three day simulation december 2004
Day 1: base line scenarioDay 1: base line scenario Day 2: ITP, all aircraft equippedDay 2: ITP, all aircraft equipped Day 3: ITP, 80% equippedDay 3: ITP, 80% equipped
Day 1: base line scenarioDay 1: base line scenario Day 2: ITP, all aircraft equippedDay 2: ITP, all aircraft equipped Day 3: ITP, 80% equippedDay 3: ITP, 80% equipped
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
Traffic: • real traffic from december 2002• 3 NAT tracks, A, B and C• No crossing traffic• Time of entering the airspace:
» From 11:30 to 18:00• Number of aircraft per track:
» A: 9» B: 49» C: 45
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
Participants:• 4 controllers
» 1 female, 3 males
» Age: 28 – 38
» ATC experience: 2 – 8 years
• 2 pilots» Requesting clearances and accepting messages.
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
The process:• Pilots asked for FL changes, both
standard and ITP requests• The controller accepted or rejected the
request• If clearance was issued the pilot would
accept through CPDLC if ITP or via voice if standard clearance.
• For ITP clearances, regular level reports throuch ADS-C
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
Briefing and trainingBriefing and trainingBriefing and trainingBriefing and training
Performed by an air traffic controllerPerformed by an air traffic controller An easy adjustment to new proceduresAn easy adjustment to new procedures The working environment, FDPS and The working environment, FDPS and
situation display the same as used in the situation display the same as used in the Oceanic Area Control CenterOceanic Area Control Center
Performed by an air traffic controllerPerformed by an air traffic controller An easy adjustment to new proceduresAn easy adjustment to new procedures The working environment, FDPS and The working environment, FDPS and
situation display the same as used in the situation display the same as used in the Oceanic Area Control CenterOceanic Area Control Center
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
Measurements:• ISA, during the simulation• NASA-TLX• Post run questionnaires• Work shop environment at the end of
each day• Data on when the sectors were splitted
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
Main results:• Responsibility the main issue• Workload increases with ITP but not
significantly• Number of simultaneous ITP contracts for a
controller: 1 – 3• Easy adjustment to new procedures• Phraseology needs adjustment• Performance of ITP applicable within the
simulation environment• The controllers positive towards ITP
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
NASA-TLX:
Scale Value WeightMental Demand 57.5 0.30Physical Demand 8.75 0Temporal Demand 41.25 0.28Performance 38.75 0.10Effort 46.25 0.17Frustration 42.5 0.15
Total Workload: 49.25
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
Reykjavik SPACING In Trail ClimbReykjavik ITP
» HMI design and mockup evaluation
» Early safety considerations
Concept : The aircraft is responsible for ensuring spacing with designated traffic
=> Spacing application
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITPSpacing In Trail Climb HMI
V E R T P A S S I N G
T G T F L M I N I M A S E P
F L 3 3 0 2 4 N M / 1 8 0 S EC
A A L 1 1 5 5
< 4 0 N M / F L 3 1 0 / 3 0 0 S E C
A F R 6 5 1 2
< 6 0 N M / F L 3 2 0 / 4 5 0 S E C
A Z A 5 5 7
< 8 5 N M / F L 3 3 0 / 6 3 7 S E C
F R O M / U P T O F U E L T I M E
1 0 3 5 / 1 0 5 0 - 3 . 4 - 2 2
R E T U R N A T C
< A S A S M E N U R EQ D I S P L *
AAL1255B767 H305 -10
AAL1255B767 H305 -10
AZA557 0.80 +30
AFR6512 0.80 +20
AAL11550.80 +10
MSG +
MSG -
DIM
BRT
PGE +
PGE -
1 4 5 3 Z T O K Z A K C T L O P E N
R E Q U E S T C L I M B T O F L 3 3 0
F R O M / U P T O 1 0 3 5 / 1 0 5 0
V E R T P A S S I N G A / C
A A L 1 1 5 5
A F R 6 5 1 2
* C A N C E L M O D I F Y *
P G E
< O T H E R 1 / 2 S E N D *
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
Spacing In Trail Climb : Conclusions
Results :» Automatic altitude changes rejected
» Pilot manual action on FCU is preferred (safety aspects)
» Phase of flight not heavy
» Computation by FMS of point of crossing with Flight Level» Would require significant FMS change
» Time opportunity window considered useful» Requires significant FMS change
» Alerts needed when spacing infringedSignificant changes required not justified by
Spacing ITC alone
Airbus push for In Trail Procedures based on ATSAW
ATSA-ITP developed at RFG
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
NUP – 2, ITP Conclusions
• ITP» Simulation shows acceptable by controllers
• Spacing Application» Historical reasons for selecting
» Stepping stone into level 3 application
» No specific separation change required
» Spacing role not realistic
» 80% equipage - > acceptable nuisance
MalmöSeptember. 27th 20055
MalmöSeptember. 27th 20055
NUP ITP
NUP – 2, ITP Conclusions
• RFG Level 0,5 & 1,5 Application» Logical simplification of the NUP ITP
» Passing safety case
• ITP not sole means of solving problem» 30 / 30 affects (RVSM results)
» CPDLC usage already enabling an increase in actual climbs
Recommended