1. ASBU Methodology Summary of Block 2 and 3 Modules Saulo Da Silva
SIP/ASBU/2012-WP/12
ASBU Methodology Summary of Block 2 and 3 Modules Saulo Da Silva
Workshop on preparations for ANConf/12 − ASBU methodology
(Bangkok, 14-18/Nadi, May 2012)

2. Outline Maturity cycle Block 2 in perspective Block 3 in perspective
Challenges –how to get there
ICAO SIP ASBU workshops
PIRGS presentation-March 2008

3. Understanding the Relationships
Performance Improvement Areas
Block 0
(2013)
Block 1
(2018)
Block 2
(2023)
Block 3
(2028 & >)
B3-15
B2-15
B1-15
B0-15
Greener Airports
Globally Interoperable Systems and Data
Optimum Capacity and Flexible Flights
The approach taken in the Aviation System Block Upgrade Program recognized that all member states did have the same requirements for operational capabilities. A structure that recognized that one-size does not fit fits all let to:
Modules are organized into flexible and scalable building blocks
Can be introduced and implemented in a State or a region depending on the need and level of readiness
Recognizes that all the blocks/modules are not required in all airspaces (important for some regions), but some may need a global mandate and synchronisation
So let’s look deeper into how this flexibility and scalability were included. (click)
The Modules represent deployable packages or capabilities. Note that there are numerous Modules in each Block. Click)
The Threads describe the evolution of a given Module or capability through the successive block upgrades (Click)
Blocks represent a set of improvements that can be implemented globally from a defined point in time to enhance the performance of the ATM System (Click)
Sets of Threads and Modules are captured as Performance Improvement Areas which are groups of operational and performance objectives in relation to the environment.
Efficient Flight Path
Module
ICAO SIP 2012-ASBU workshops 3

4. Blocks 2 and 3 Block 0 Block 1 Block 2 Block 3 (2013) (2018) (2023)
Performance Improvement Areas
Block 0
(2013)
Block 1
(2018)
Block 2
(2023)
Block 3
(2028 & >)
Greener Airports
Globally Interoperable Systems and Data
Optimum Capacity and Flexible Flights
Efficient Flight Path
ICAO SIP 2012-ASBU workshops

5. Longer-term Objective: High Performance
4 Main Performance improvement areas
Greener Airports
Globally interoperable systems & data
Optimum capacity & flexible flights
Efficient flight path
… increasingly interrelated as ATM is closer to optimum functioning
when getting closer to optimum in a complex system, most of the modules in fact impact several performance areas, or apply more and more to all flight phases, especially when considering the trajectory, a continuous object by nature
ICAO SIP 2012-ASBU workshops

6. ICAO SIP 2012-ASBU workshops
Block Maturity Lifecycle
Planning Decisions B3
2028+
based on business case and validation results as developed during the previous phase B2
2023 B1
SIMPLIFIED
LIFECYCLE V0
Identification of Needs V1 V1
Concept Definition B0 V2 V2
Feasibility
R&D V3 V3
Pre-Industrial Development and Integration - V4 V4
Industrialisation
Implementation
Decision V5 V5
Deployment
Decision V6 V6
Operations
Operations
B2/3 are important to be timely ready. This is also true for Block 1. Adding the different phases justifies why V1 and V2 may need be started now for B3, and why ICAO work may or may not be urgent/intense on some topics. There is unfortunately no universal duration and it is premature in the TT work to have a more precise plan V7 V7
Decommissioning
Decision
Decision
Standardisation activities
IOC
Initial Operational Capability
B2: from 2023
B3: from 2028 & beyond
ICAO SIP 2012-ASBU workshops 6

7. 3 Essential Considerations in the Global ATM Operational Concept
The network of actors & assets
The flight trajectory over time
Measured business performance
Network
Trajectory
Performance
Informed decisions taken collaboratively on early and accurate information
Partnership – Interoperability
SWIM and data comm. are cornerstones
ICAO SIP 2012-ASBU workshops 7

8. International Technical Challenges
To ensure interoperability, in particular
Common time reference
New concept for flight planning / flight object (FF-ICE)
4D Trajectory exchange format
Information Management (data models, quality of service requirements, sharing rules, distribution process)
D/L applications for trajectory data exchange
Procedures for delegation ATC/Pilots
Time based separations
New wake vortex separations based on time
Participation of all airspace users
Ops changes cannot materialise if not properly supported by the enabling technologies
In red, issues solved by previous blocks.
Will require new ICAO material and industry standards
ICAO SIP 2012-ASBU workshops 8

9. ICAO SIP 2012-ASBU workshops
Global Perspective
Global traffic development spreads the same issues globally
-> We need global standards/interoperability, and not wait too long for that
-> Too many intermediate steps/standards make evolution more difficult
Deployment where and when needed, but based on common principles/rules/data & interoperable technologies
-> One size does not fit all
-> B2/3 implementation decisions not required now!
Importance of MOCs, of demonstrations made in different operating environments, anticipating on deployment conditions
Cooperation early in life cycle is more efficient
-> Among programmes, within/across regions, with ICAO
-> On requirements, R&D activities
ICAO SIP 2012-ASBU workshops 9

10. Block 2 in Perspective Information Network Infrastructure ToC ToD CTA
Greener Airports
Optimum Capacity and Flexible Flights
Efficient Flight Path
Globally Interoperable Systems and Data
Performance Improvement Areas
Information
B2-31 – Enabling airborne participation in collaborative ATM through SWIM
Network
B2-35 – Increased user involvement in the dynamic utilisation of the network
ToC
B2-85 – Airborne Separation (ASEP)
ToD
B2-05 – Optimised Arrivals in Dense Airspace
B2-101 – New Collision Avoidance system
CTA
B2-90 – RPA integration in traffic
B2-25 – Improved coordination through multi-centre ground-ground integration (FF-ICE/1 & flight object, SWIM)
B2-15 – Linked AMAN/DMAN
B2-70 – Advanced Wake Turbulence Separation (Time-based)
B Optimised surface routing and safety benefits (A-SMGCS 3-4, ATSA-SURF IA & SVS)
Infrastructure

11. Block 3 in Perspective Information Network Infrastructure ToC ToD CTA
Greener Airports
Optimum Capacity and Flexible Flights
Efficient Flight Path
Globally Interoperable Systems and Data
Performance Improvement Areas
Information
B3-105 – Better operational decisions through integrated weather information
Network
B3-10 – Traffic Complexity Management
B3-5 – Full 4D Trajectory-based Operations
ToC
ToD
B3-85 – Self-Separation (SSEP)
B3-15 – Integrated AMAN/DMAN/SMAN
CTA
B3-90 – RPA Transparent Management
B3-25 – Improved Operational Performance through the introduction of Full FF-ICE
Infrastructure

12. B1-30 (Digital information)
B2-31 – Enabling airborne participation in collaborative ATM through SWIM
Summary
Aircraft fully connected as an information node in SWIM, enabling:
- full participation in collaborative ATM processes
- access to voluminous dynamic data including meteorology
Start with non-safety critical exchanges supported by commercial data links, but will require new generation data link
Applications integrated into the processes & information infrastructure evolved over the previous blocks
Main Performance Impact
Access & Equity, Efficiency, Environment, Participation by the ATM Community, Predictability, Safety
Domain / Flight Phases
All phases of flight
Applicability Considerations
long-term evolution potentially applicable to all environments
B1-30 (Digital information)
B3-25 (Full FF-ICE)
B2-31
B3-105 (tactical weather)
B1-31 (SWIM)
B3-5 (Full 4D TOps)
ICAO SIP 2012-ASBU workshops 12

13. B1-30 (Digital information) B3-10 (complexity managemt)
B2-35 – Increased user involvement in the dynamic utilisation of the network
Summary
CDM applications: ATM able to offer/delegate to the users the optimisation of solutions to flow problems
- user community takes care of competition and own priorities in situations when network or nodes (airports, sector) actual capacity no longer commensurate with plans
Brings B1-35 (initial User Driven Prioritization Process, focused on issues at an airport) forward, building on SWIM for more complex situations
Main Performance Impact
Capacity, Predictability
Domain / Flight Phases
Pre-flight phases
Applicability Considerations
Region or sub-region
B1-30 (Digital information)
B1-30
B3-25 (Full FF-ICE)
B3-25
B1-35 (Network Ops Plan)
B2-35
B3-10 (complexity managemt)
B2-25
(FF-ICE/1)
ICAO SIP 2012-ASBU workshops 13

14. B3-10 (complexity management) B1-05 (Improved Descent Profiles )
B3-05 – Full 4D Trajectory-based Operations
Summary
Advanced concepts supported by necessary technologies, for using four dimensional trajectories to enhance global ATM decision making.
Integrating and exchanging all relevant flight information to obtain the most accurate trajectory representation in support of automation support.
Main Performance Impact
Efficiency, Environment, Predictability
Domain / Flight Phases
All Flight phases
Applicability Considerations
Region or sub-region
B3-10 (complexity management)
Builds upon the use of 4D trajectories to optimise arrivals in dense airspace (B2/5) as well as collaborative flow & capacity management techniques B2/35.
B1-05 (Improved Descent Profiles )
B2-31 (Airborne SWIM)
B3-05
B2-35 (Network Ops Plan)
B2-25
(FF-ICE/1)
B3-25 (Full FF-ICE)
ICAO SIP 2012-ASBU workshops 14

15. B1-90 (Initial RPA integration)
B2-90 – RPA integration in traffic
B3-90 – RPA transparent management
Summary
Stepped improvements:
B2: RPAS access to non-segregated airspace, refined RPAS operational procedures, standardized lost link procedures, working on detect and avoid technologies, moving RPAS toward full autonomous operations
- B3: certification for RPAs in all classes of airspace, reliable C2 link, certified autonomous responses to potential incursions, airborne detection and avoidance, integration of RPA into aerodrome procedures
Main Performance Impact
Access & Equity, Capacity, Safety
Domain / Flight Phases
All phases of flight
Applicability Considerations
Region or sub-region
B2-100 (New CAS)
B1-90 (Initial RPA integration)
B2-90
B3-90
ICAO SIP 2012-ASBU workshops 15

16. Challenges - How to Get There?
Technical evolution towards Global ATM Concept
Multi-facility (ATC, aircraft, airport) consistency
Network-wide effects increase interdependence & sensitivity of solutions to local situations & perturbations
Increased cooperation within regions to optimise synchronised deployments
Inter-regional flights & cooperation as cement
Particular care to non-nominal situations upstream in the work
Need for interoperability / new standards
Validate, demonstrate, standardise
ICAO SIP 2012-ASBU workshops 16

17. Challenges - How to Get There?
Ensure timely success of B0 & B1
As success story of an unprecedented global effort
As preparatory/initial steps (not requiring implementation of all modules)
To ensure availability of resources
Agree on the way ahead and research programme
No implementation decision now!
ICAO SIP 2012-ASBU workshops 17

18. ICAO SIP 2012-ASBU workshops