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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
02/14/02 * 302/14/02 * 3FRA OB/T ATM Projects
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
02/14/02 * 402/14/02 * 4FRA OB/T ATM Projects
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.
02/14/02 * 502/14/02 * 5FRA OB/T ATM Projects
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
02/14/02 * 602/14/02 * 6FRA OB/T ATM Projects
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
02/14/02 * 702/14/02 * 7FRA OB/T ATM Projects
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)
02/14/02 * 802/14/02 * 8FRA OB/T ATM Projects
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!
02/14/02 * 902/14/02 * 9FRA OB/T ATM Projects
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!!!
02/14/02 * 1002/14/02 * 10FRA OB/T ATM Projects
ASPA C&P – Execution Phase
LH 138 AF 416
trajectory
LH WPT1
LH 138 AF 416
8.0No need for routine Air/Ground communication!
(except automatic ADS-B)
8NM
02/14/02 * 1102/14/02 * 11FRA OB/T ATM Projects
ASPA C&P – Execution Phase
LH 138
AF 416 trajectory
LH WPT1
LH 138
AF 416
8.0
02/14/02 * 1202/14/02 * 12FRA OB/T ATM Projects
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
02/14/02 * 1302/14/02 * 13FRA OB/T ATM Projects
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
02/14/02 * 1402/14/02 * 14FRA OB/T ATM Projects
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
02/14/02 * 1502/14/02 * 15FRA OB/T ATM Projects
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