KDC ASAS 2008 project - How could ASAS benefit the NL ATM System ASAS-TN2.5 12-13 Nov ’08 ROME KDC ASAS 2008 project - How could ASAS benefit the NL ATM System Nico de Gelder

Overview KDC Intro KDC ASAS study Merging & Spacing as example application (or High Capacity CDA as example challenge) Main high level recommendations

Knowledge & Development Centre (KDC) Focuses on joint research for Schiphol mainport development Market and environmental challenges www.kdc-mainport.nl

KDC ASAS Study - Objectives To study if and how ASAS could benefit the Schiphol concept evolution workshops addressing specific problem areas and Airborne (and Ground) Surveillance Applications The result should be a short list of applications with recommendations for more detailed / focussed research and focus on implementation

KDC ASAS Study - Timing Project started in Feb ’08, since then 4 workshops have been held 1st workshop 01 Feb ‘08 General brainstorm about ASAS and Schiphol 2nd workshop 25 Mar ’08 TMA operations Merging & Spacing application 3rd workshop 26 May ’08 Airport Surface operations SURF applications 18R 18C 06 36R 24 18L 36C 36L

KDC ASAS Study - Timing 4th workshop 29 Aug ’08 Other Airborne Surveillance Applications e.g. closely spaced // approaches, land after procedure Final recommendations will be finished in one or two weeks Recommendations as agreed within the KDC ASAS project team Recommendations will then be put forward for decision making Adapt ATM System Strategy

KDC ASAS Study - Participants KDC ASAS project team NLR (project lead) KLM LVNL, Air Traffic Control the Netherlands Schiphol Group Delft University of Technology involving Operational, ASAS, ATM (air & ground part), Human Factors, R&D expertise

Specific challenges Schiphol Airport Complex and busy ATM environment Air Traffic Control proficient, but high workload difficult to reach required proficiency levels Weather conditions Low visibility operations landing capacity visibility from the tower taxi risks, accessibility of gates Noise hindrance (perception) Capacity improvement (2020 -510,000/yr) and sustainability

KDC ASAS study – Scope KDC ASAS study looked at today’s situation, and near-to-medium future Schiphol concept evolution simple and stable traffic flows high capacity CDA operations independent parallel approaches high capacity airport surface operations particularly in low visibility conditions required: >120 nm Conceptual

KDC ASAS study – Scope Mainly expert assessment of the applications They rated aspects like: Importance for Schiphol Safety Efficiency – capacity Efficiency – economy / fuel usage Environment – noise, emissions Sustainability Maturity of application Complexity of application, incl. transition path Standardisation status Controller & Pilot workload Readiness for implementation Minimum equipage level

High Capacity CDA Operations - Example Application Merging & Spacing (M&S)

TMA Operations - M&S Two scenarios, for TMA operations + CDA’s 30 landings per hour per runway (current LVNL Strategy & Vision) 40 landings per hour per runway (growth scenario) Expert assessment - conclusions ’30’ scenario several projects has shown that it is feasible without the support of M&S ’40’ scenario M&S enables growth towards ’40’ scenario but is M&S adequate to support the ’40’?  an initial performance assessment has been carried out

Initial Performance Assessment Time containment model based on RNP containment methodology Input: 40 landings per hour per runway ‘worse case’ conditions assumed Mean final approach ground speed 125 kt Mean absolute groundspeed differential between pairs of aircraft of 10 kt 20% Heavy, 80% Medium 99.5% success rate assumed Success = remain within time containment limit, i.e. adhere to distance-based separation minima Maximum of two (2) ATC interventions per day & per runway, for the peak hours

Time Containment Limit If outside containment limit  ATC intervention, likely to be go-arounds Time Interval RNP value (e.g 5 sec) Time Containment Limit = CF x Time Interval RNP value (tCONTAINMENT) tMIN = tDESIRED - tCONTAINMENT aircraft of interest traffic to follow tDESIRED

Time Containment #4 #3 #2 130 kt #1 120 kt Benchmark scenario 2 Sequence of aircraft with alternating final approach groundspeed - mean speed = 125 ks - mean absolute spd differential = 10 kt

Time Containment Conclusion: only possible option is 2.5 miles min separation (containment limit of at least 4 s, this gives a ‘bare minimum’ time spacing SD of 1.5 s)

Time containment

M&S Perf Assessment - Conclusions 3 NM (and 4, 5) minimum separation 40 landings per hour per runway is not feasible No airborne or ground tool is able to achieve this goal 2.5 NM (and 4, 5) minimum separation Spacing error should be less than 3.9-4.5 sec (at threshold), 95% of the time Sequence should cluster heavy aircraft when more than 15% is Heavy (clusters of 2-3 heavy aircraft in case of 20% Heavies) 2.3 NM (and 4, 5) minimum separation Spacing error should be less than 5.1 sec (at threshold), 95% of the time No clustering of heavy aircraft required

Recommendations Merging & Spacing To include Merging & Spacing in the ATM System Strategy of the Dutch Aerospace sector To start Design and Development activities aiming at implementation of M&S at Schiphol in the short-to-medium term To further explore viability of an Airborne Separation type (instead of Airborne Spacing type) of M&S To monitor global activities w.r.t. time based separation minima To investigate feasibility of an energy-based method to gain additional benefits, very precisely spaced aircraft performing more optimal CDA’s Next phase: Can Merging & Spacing really deliver 40 landings per hour per runway (at Amsterdam Airport Schiphol)? And how to get required equipage levels?

High Level Recommendations - KDC ASAS Project Team Most important recommendations: To pursue an internationally agreed mandatory implementation of ATSA-SURF ATSA-AIRB To pursue design & development of ASPA-M&S To pursue applied research into ASEP/ATSA-CSPA closely spaced // approach ASEP-CSL closely spaced landings ASEP-SURF low visibility taxi operations

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