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It's Time for a paradigm change . . .

Workshop Workshop

28. - 30. May 2003 , Rome28. - 30. May 2003 , Rome

juergen.lauterbach@dlh.dejuergen.lauterbach@dlh.de

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. . . in our ATM system

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100

25

20 5

150

Arrival delays Resources Fuel for flight acceleration

Total cost

additional470.000 left behind

Bags in FRA

Passengerrebooking &

care

Delay Cost for Lufthansa in FRA only . . .

. . . est. 150 Mio € in 2002

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Fragmented airspace (political & organisation) Potential Data link widely unused No common use of data sources (air & ground) Lack of automation support No co-operative system approach No challenge for cost effectiveness through competition

Key ATM Problems to be solved

Today’s ATC operational infrastructure Today’s ATC operational infrastructure is still based on is still based on

radar tracking, voice communication & ground based radio beacons

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ATC is positioned as a bottleneck

ACC

RadarSurveillance

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Innovation required

one human =

one sector =

number of aircraft

More traffic =

More sectors =

more inefficiency =

more cost

Controllers do an excellent job – but they are lacking the kind of progress

pilots have experienced in the aircraft technology

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State-of-the-art is distributed intelligence

ACC

Radar Surveillance

Cooperative 4D flow management

Co – operative data network

ADS-B Surveillance

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Airspace needs to be managed

to best accommodate its prime objective:

save & efficiently serve flights from gate to gate

Structured ATM system approach needed:

What needs to be worked on centralised? What shall be accommodated in a distributed fashion?

Redefinition of tasks

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The future is co-operative . . .

. . . use of distributed intelligence, responsibilities shared according to best

task accomplishment

Thank you!

Go ahead

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Phases of co-operative Air Traffic Phases of co-operative Air Traffic ManagementManagement

ACAS(->STCA)

Aircraft Surveillance ASAS (->MTCD)

Pre-flight FP co-ordination

0 -10 -20 -30 distance in minutes (not to scale) current position(time reference)

In-flight FPL co-ordination (Aircraft Flight Plan data exchange with ATM-units/airports)

strategictactical

AFAS

VDL M.2 / ATN

ADS-B1090

Safety net

C - ATMC - ATM

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Today

Air Traffic Control with constraints to grow

Air and Ground System

ground based surveillance

oriented on manual ground procedures – human centred

Limited safety horizon (ACAS)

voice infrastructure

airspace fragmented into small sectors

C-ATM

Air Traffic Management with growth capability

Co-operative Air-/Ground System

air and ground based surveillance

oriented on best capabilities – distributed ATM system

Enhanced Safety horizon (ASAS)

data infrastructure (voice for abnormal only)

flow oriented functional blocks of airspace

Safet

yEffi

cien

cy

Capac

ity

Where to go to . . .

Improvements

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Largely enhanced safety (surveillance will be available where it is most needed – in the airplane, more effectively through the closed loop nature of ADS-B using source data – no prediction)

Distributed surveillance system caters for more effectiveness & capacity

Distributed responsibility will significantly reduce controller workload

avoid double work

participants to focus efficiently on their assigned task

reduction of workload in the overall process

ASAS – Benefits tactical

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ASAS – Benefits con´t

Common situational awareness available in air & on ground

Use of data rather than voice will allow automation support to be available not only for pilots but also controllers

“Congestion resistant” due to its distributed nature

Allows larger sectors, with ground controller workload focused on strategic flow management

Availability independent of ground infrastructure – world-wide

Use of global ADS-B infrastructure standards will support use of common data

tactical

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Flow management - Benefits

Co-operative use of 4D trajectory will largely enhance efficiency

Use of existing VDL Mode 2 / ATN standards will support use of common data

Seamless data communication will significantly reduce controller workload

Use of data rather than voice will allow automation support to be available not only for pilots but also controllers

strategic

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It's time to decide . . .

CARE/ASAS ANSPs FREER NUPEC LINK 2000+ ADS-B AFAS MA-AFAS

IATA AEA JAA/EASA Industry . . .

Incl. benefits & incentives!

C- ATM

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Spain

France

Germany

Sweden

Potential C-ATM Partners

Austria

Italy

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Nothing will materialise

without commitments

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Pave the way for a common Europe wide operational and technical infrastructure based on global standards (Single European Sky)

Focus on the definition of operational requirements at places where the problems exist (e.g. high density not in remote areas)

Operational & technical infrastructure for large scale trials with revenue aircraft has to be established cost effectively (e.g. single link)

Benefits & Incentives need to generate a payback and encourage users to equip & participate in new operational ATM applications

Transition planning (taking local specialities into account)

Establishment of an User Network (National pairs of airlines/ATSP‘s)assure an interoperable air & ground system approach

What needs to be done next?

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