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Joint 5 th ASAS TN2 Workshop & 2 nd FLYSAFE Forum Toulouse, 17 - 19 September 2007 Experiments on the Impact of Wind on ASPA-S&M Manoeuvres Stephen Broatch,

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Presentation on theme: "Joint 5 th ASAS TN2 Workshop & 2 nd FLYSAFE Forum Toulouse, 17 - 19 September 2007 Experiments on the Impact of Wind on ASPA-S&M Manoeuvres Stephen Broatch,"— Presentation transcript:

1 Joint 5 th ASAS TN2 Workshop & 2 nd FLYSAFE Forum Toulouse, 17 - 19 September 2007 Experiments on the Impact of Wind on ASPA-S&M Manoeuvres Stephen Broatch, BAE SYSTEMS 18th September 2007

2 This document is produced under the EC contract AIP4-CT-2005-516167. It is the property of the FLYSAFE consortium and shall not be distributed or reproduced without the formal approval of the FLYSAFE Steering Committee Page 2 FLY_730_Forum2_Impact of wind on S&M_A.ppt Contents Sequencing and Merging (S&M) overview S&M in the FLYSAFE context Impact of wind Review of results obtained Conclusions

3 This document is produced under the EC contract AIP4-CT-2005-516167. It is the property of the FLYSAFE consortium and shall not be distributed or reproduced without the formal approval of the FLYSAFE Steering Committee Page 3 FLY_730_Forum2_Impact of wind on S&M_A.ppt S&M Overview (1) Purpose: to ensure more consistent aircraft spacing, potentially increasing capacity and reducing controller workload Controller instructs aircraft to establish and maintain spacing from target aircraft Responsibility for separation remains with controller Two basic manoeuvre types defined by the Requirements Focus Group (RFG) Variations may be formed by adding vector instruction at start of manoeuvre

4 This document is produced under the EC contract AIP4-CT-2005-516167. It is the property of the FLYSAFE consortium and shall not be distributed or reproduced without the formal approval of the FLYSAFE Steering Committee Page 4 FLY_730_Forum2_Impact of wind on S&M_A.ppt S&M Overview (2) D           Current target position Target position X seconds ago Distance-based spacing for a remain behind situation = D (the distance along the common route between own-ship and target aircraft) Time-based spacing for a remain behind situation = Time difference between when the target aircraft passed a point in space, and when own-ship passes the same point

5 This document is produced under the EC contract AIP4-CT-2005-516167. It is the property of the FLYSAFE consortium and shall not be distributed or reproduced without the formal approval of the FLYSAFE Steering Committee Page 5 FLY_730_Forum2_Impact of wind on S&M_A.ppt S&M in the FLYSAFE Context ASPA-S&M is part of the NG-ISS “Traffic” functionality Implemented in previous projects for manual speed control Developed in FLYSAFE for automatic (FMS) control Supports distance and time spacing Speed control is linear, with pulse-inputs for rapid reaction to accumulating divergences Algorithm does not predict future impact of wind

6 This document is produced under the EC contract AIP4-CT-2005-516167. It is the property of the FLYSAFE consortium and shall not be distributed or reproduced without the formal approval of the FLYSAFE Steering Committee Page 6 FLY_730_Forum2_Impact of wind on S&M_A.ppt Impact of Wind Route with turns; constant target airspeed; steady wind Using RFG definitions of distance and time spacing, would expect behaviour to differ Distance spacing Target aircraft groundspeed will change as a result of turn To maintain distance spacing, instructed aircraft must change airspeed Time spacing: Uses position of target X seconds ago No gross change in airspeed required to maintain spacing

7 This document is produced under the EC contract AIP4-CT-2005-516167. It is the property of the FLYSAFE consortium and shall not be distributed or reproduced without the formal approval of the FLYSAFE Steering Committee Page 7 FLY_730_Forum2_Impact of wind on S&M_A.ppt Experimental Results Wind B C D F E A The following graphs show: Achieved spacing as a function of time Recommended speed, RIAS, (not actual speed) as a function of time “Route summary” along the time axis Route A to F Aircraft in “Remain Behind” Wind speeds 0, 50, 100, 150kts 30 60 90 120 30 60 120 90

8 This document is produced under the EC contract AIP4-CT-2005-516167. It is the property of the FLYSAFE consortium and shall not be distributed or reproduced without the formal approval of the FLYSAFE Steering Committee Page 8 FLY_730_Forum2_Impact of wind on S&M_A.ppt Turn B Turn D Turn E Turn C Initial capture

9 This document is produced under the EC contract AIP4-CT-2005-516167. It is the property of the FLYSAFE consortium and shall not be distributed or reproduced without the formal approval of the FLYSAFE Steering Committee Page 9 FLY_730_Forum2_Impact of wind on S&M_A.ppt Turn B Turn D Turn E Turn C Initial capture

10 This document is produced under the EC contract AIP4-CT-2005-516167. It is the property of the FLYSAFE consortium and shall not be distributed or reproduced without the formal approval of the FLYSAFE Steering Committee Page 10 FLY_730_Forum2_Impact of wind on S&M_A.ppt Turn B Turn D Turn E Turn C Initial capture

11 This document is produced under the EC contract AIP4-CT-2005-516167. It is the property of the FLYSAFE consortium and shall not be distributed or reproduced without the formal approval of the FLYSAFE Steering Committee Page 11 FLY_730_Forum2_Impact of wind on S&M_A.ppt Turn B Turn D Turn E Turn C Initial capture

12 This document is produced under the EC contract AIP4-CT-2005-516167. It is the property of the FLYSAFE consortium and shall not be distributed or reproduced without the formal approval of the FLYSAFE Steering Committee Page 12 FLY_730_Forum2_Impact of wind on S&M_A.ppt Conclusions Distance spacing is more sensitive to wind than time spacing Wind impact is seen in the severity of the speed adjustments required to maintain distance spacing Speed demands can exceed actual aircraft performance, potentially leading to manoeuvre termination Wind of 150kts resulted in manoeuvre termination for distance spacing, whereas time spacing was stable ATC Time spacing instructions must respect wind effects to ensure separation limits are not infringed at turns into wind

13 This document is produced under the EC contract AIP4-CT-2005-516167. It is the property of the FLYSAFE consortium and shall not be distributed or reproduced without the formal approval of the FLYSAFE Steering Committee Page 13 FLY_730_Forum2_Impact of wind on S&M_A.ppt List of Abbreviations ASASAirborne Separation Assistance System ASPA-S&MAirborne SPacing Application – Sequencing and Merging FMSFlight Management System NG-ISSNext Generation – Integrated Surveillance System RFGASAS Requirements Focus group RIASRecommended Indicated Air Speed

14 This document is produced under the EC contract AIP4-CT-2005-516167. It is the property of the FLYSAFE consortium and shall not be distributed or reproduced without the formal approval of the FLYSAFE Steering Committee Page 14 FLY_730_Forum2_Impact of wind on S&M_A.ppt Contacts For further questions please contact: WP3 (Traffic) Lead, ASPA-S&M queries: Derek Jordan (BAE Systems): derek.jordan@baesystems.com Presenter: Stephen Broatch (BAE Systems): stephen.broatch@baesystems.com Please visit our website: http://www.eu-flysafe.org

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