1. 2 nd ASAS-TN2 Workshop - Rome, 4 th April 20061/13 Civil-Military cooperation as a key factor in ASAS implementation Italian Air Force (IAF) Ltc. Maurizio SMANIO

2. 2 nd ASAS-TN2 Workshop - Rome, 4 th April 20062/13 MFF/IAF Participation  IAF involved during Mediterranean Free Flight Programme (MFF) Real Time Simulations conducted at ENAV Experimental Centre in Rome;  Three Real Time Simulations undertaken between 2002 and 2004 (RTS1-RTS2 and RTS3).  IAF took part only in the evaluation related to civilian and military controller / ground side.

3. 2 nd ASAS-TN2 Workshop - Rome, 4 th April 20063/13 Area of Responsibility  Simulated airspace based on current Italian FIR/UIR layout therefore military controllers were familiar with the airspace & procedures.  Responsible for all military traffic operating within the simulated area, including the Restricted Areas for military activities.  The FUA concept was applied on Tactical Level similar to what is in force today.

4. 2 nd ASAS-TN2 Workshop - Rome, 4 th April 20064/13 Evaluated Applications IAF assessed the following ASAS spacing applications:  Sequencing and Merging Operations (ASPA-S&M)  Crossing and Passing Operations (ASPA-C&P)

5. 2 nd ASAS-TN2 Workshop - Rome, 4 th April 20065/13 ASPA Responsibility  Controller is responsible for Separation during ASPA- S&M and ASPA-C&P operations at all times.  To achieve this, must issue appropriate ATC instruction.  It is at the initiative of the controller who can end it at any time.  Pilots implements and follows the ASAS instruction as defined by controller.

6. 2 nd ASAS-TN2 Workshop - Rome, 4 th April 20066/13 Operational use of ASPA-S&M  Useful when transferring military aircraft from Free Route exit points (RTS1) into military terminal areas.  Helpful when recovering military traffic from TSAs to their destination airport.  Based on Spacing distance as specified by the Controller.

7. 2 nd ASAS-TN2 Workshop - Rome, 4 th April 20067/13 Feasibility of ASPA-S&M  Controllers rapidly accepted it due to it’s familiarity with current IAF Operations (Radar Trail for formation flights).  Able to apply immediate corrective action if something were to go wrong.

8. 2 nd ASAS-TN2 Workshop - Rome, 4 th April 20068/13 Operational use of ASPA-C&P  Applied between military traffic passing behind civil traffic following appropriate coordination with civilian controller.  Facilitated coordination due to same HMI tools being available to both military / civil controllers.  Evaluated only during RTS3 in high traffic density airspace.

9. 2 nd ASAS-TN2 Workshop - Rome, 4 th April 20069/13 Effect of ASPA-C&P 1/2  Significantly more time required for set up before implementation.  Increased telephone coordination, especially in a high density and complex traffic situation.  Applied only in specific circumstances and unlikely when a civil ASPA-S&M chain already established.  Insufficient time available to apply corrective action should the need arise.  Specific instructions necessary when the application is completed, thus increasing workload.

10. 2 nd ASAS-TN2 Workshop - Rome, 4 th April 200610/13 Effect of ASPA-C&P 2/2  Concern with the fact that both involved aircraft are managed by two different ATCO (civil and military) working on two different frequencies.  Increased monitoring and workload required in order to react to the unexpected.  Improved HMI is required to highlight when separation is likely to be infringed.  Long and complex phraseology.

11. 2 nd ASAS-TN2 Workshop - Rome, 4 th April 200611/13 IAF Conclusion  ASPA-S&M is acceptable and useful especially in the military terminal environment.  ASPA-C&P is complex to implement and monitor, and not appropriate for extended terminal environment.  Improvements in HMI tools, safety nets, and coordination are all required.  Contingencies (emergency / weather) need to be further evaluated.  Specific Requirements needed for the Air Force.

12. 2 nd ASAS-TN2 Workshop - Rome, 4 th April 200612/13 Air Force Requirements  Our positive MFF experience clearly emphasis that the Air Force should always be involved in future studies of advanced concepts.  Military ATC and Air Defence units should be equipped with the same ATM technologies planned for civilian controllers.  New equipment should be installed on all military aircraft to allow such flights to operate in ASAS airspace (very difficult to achieve for combat aircraft).

13. 2 nd ASAS-TN2 Workshop - Rome, 4 th April 200613/13