ASAS FRA OB/T ATM Projects Lufthansa point of view

02/14/02* 2 * 2 FRA 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* 3 * 3 FRA OB/T ATM Projects ASAS-Applications – Goals & Conditions  To exploit the benefit potential of new information, not available previously, for  ASAS improvements on flight deck  Real time monitoring capability by controller  Knowing, not guessing future a/c trajectories

02/14/02* 4 * 4 FRA 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* 5 * 5 FRA 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* 6 * 6 FRA OB/T ATM Projects GENERAL REQUIREMENT ASPA C&P GENERAL REQUIREMENT  LH 138 AF 416  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* 7 * 7 FRA OB/T ATM Projects  LH 138 AF 416  trajectory LH WPT1    8NM ASPA C&P – Instruction Phase ATC: “LH 138, turn left (max track 180) to pass AF 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* 8 * 8 FRA 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* 9 * 9 FRA 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* 10 02/14/02* 10 FRA OB/T ATM Projects ASPA C&P – Execution Phase  LH 138 AF 416  trajectory LH WPT1   LH 138 AF No need for routine Air/Ground communication! (except automatic ADS-B)  8NM

02/14/02* 11 02/14/02* 11 FRA OB/T ATM Projects ASPA C&P – Execution Phase  LH 138 AF 416  trajectory LH WPT1  LH 138 AF 

02/14/02* 12 02/14/02* 12 FRA 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* 13 02/14/02* 13 FRA 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* 14 02/14/02* 14 FRA 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* 15 02/14/02* 15 FRA 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