1. Final Seminar, Paris, 14 - 15 April 2008 ASAS in the SESAR Master Plan Fraser McGibbon (BAE Systems) Andy Barff (EUROCONTROL EEC) ASAS-TN2 Seminar Paris 15 April 2008

2. Final Seminar, Paris, 14 - 15 April 2008 SESAR and the ASAS-TN2 What has been presented already? –4 th Workshop, Amsterdam, April 2007 How ASAS fits in the SESAR ConOps (Andy Barff) –5 th Workshop, Toulouse, September 2007 Introduction to SESAR (Susanne Reed) What ASAS brings to the SESAR ConOps (Andy Barff) What will you hear today? –What is the SESAR Master Plan? –Implementing the SESAR Master Plan –ASAS in the SESAR Master Plan

3. Final Seminar, Paris, 14 - 15 April 2008 What is the SESAR ATM Master Plan? High Level Overview of the SESAR ATM Master Plan Agreed strategic guideline delivered by the SESAR Consortium, identifying the necessary activities at stakeholder group level. Will be published at www.sesar-consortium.aero. D5 Agreed and Committed Implementation Activities Renewed ECIP/LCIP Planning Area / Working Material More detailed information, including task deliverables from the SESAR Consortium. To be migrated to an ATM Master Plan web portal (www.atmmasterplan.eu) e-ATM Master Plan D5 Task Deliverables Plan for implementing the SESAR 2020 Target Concept Roadmaps for Operational Evolutions, Enabler Development & Deployment, plus Supporting Aspects (e.g. Regulation and Legislation) Considers the lifecycle from feasibility up to deployment supported by analysis of associated benefits, funding, finance and risks

4. Final Seminar, Paris, 14 - 15 April 2008 Stakeholder Engagement ATM Master Plan Management HOW WHO WHEN WHAT HOW WHO WHEN WHAT Validation Verification Validation Plan Deployment Framework Deployment Plan Target Concept Architecture R&D Plan Performance Framework Targets IR and CS Regulatory Framework Standards Framework Working Arrangements Accountable / Responsible Decision Calendar / Regular Reviews Level of Decision-Making Development Framework How will the Master Plan be executed?

5. Final Seminar, Paris, 14 - 15 April 2008 ATM Capability and Service Levels Capability levels are associated with Stakeholder systems, procedures, human resources, etc. –N.B Revised since D3! Service levels are associated with operational services offered by a service provider and consumed by a service user

6. Final Seminar, Paris, 14 - 15 April 2008 Deployment and Implementation Packages IP1 (2008 to 2013) Implement short term initiatives & best practices IP2 (2013 to 2020) Deliver the 2020 concept by improving network cost-effectiveness & efficiency IP3 (beyond 2020) Achieve the SESAR long-term goals (most advanced features of the SESAR Concept)

7. Final Seminar, Paris, 14 - 15 April 2008 Implementing the Master Plan ATM Service Level 2013 2020 Date of Initial Operating Capability 20162025 Preparing trajectory based operations ATSAW, Manual S&M 1 R&D Implementation Available for Operations 2 Implementing network-centric trajectory management ASPA-S&M Available for Operations Implementation R&D Available for Operations Achieving advanced automation in a shared trajectory environment ASEP-ITP (initial ASEP applications) 3 Implementation R&D Rolling out current Best Practices Impl. Available for Operations 0 Levels 2 & 3 SESAR Joint Undertaking R&D Levels 0 & 1 Industry commits to deployment 2008 Extending operations with advanced separation modes ASEP-C&P (advanced ASEP applications) 4 Available for Operations Implementation R&D “Innovative” R&D 5 Accommodating full 4D trajectory management based on user preferred trajectories ASEP WV spacing, SSEP Available for Operations Implementation R&D “Innovative” R&D Levels 4 & 5 SESAR JU R&D NOW Technology choices need confirmation

8. Final Seminar, Paris, 14 - 15 April 2008 Levels 0 & 1 Industry commits to deployment

9. Final Seminar, Paris, 14 - 15 April 2008 Deploy ATSAW and Manual S&M (1090 ADS-B) R&D Asses benefits of Manual S&M for different categories of TMAs in the ECAC Area Analyse the impact on runway throughput of relative Time Based Separation (ASPA-S&M) vs. Absolute Time Based Separation (RTA) Analyse and compare the use of single or multiple merging points for sequencing arrivals to the airport Assess benefits of ASEP-ITP over ATSA-ITP Study how UAV Operations may be integrated with other managed air traffic in an ASAS Separation environment R&D Implementation Available for Operations Time (Calendar Years) 20060708091011121314151617181920 ATSAW in flight and on the surface ATSA-ITP and ATSA-VSA Manual ASAS S&M

10. Final Seminar, Paris, 14 - 15 April 2008 ATSAW and Manual S&M Equipment is available and is being deployed ATSAW is being deployed to bring clear safety benefits on the airport surface ASPA-S&M is proving beneficial in pioneer projects (e.g. UPS) The key points are –What opportunities are there in Europe and do TMAs need re-organisation? –RTA techniques and ASAS still seem to be competing, can we identify clear benefits of integrating the two techniques? –Will ATSA-ITP evolve to ASEP-ITP? –Will UAVs accelerate development of ASEP?

11. Final Seminar, Paris, 14 - 15 April 2008 Levels 2 & 3 SESAR Joint Undertaking R&D

12. Final Seminar, Paris, 14 - 15 April 2008 Capability Level 2 & 3 – Deploy ASPA and initial ASEP R&D Assess the ASPA-S&M application for expected benefits versus absolute time based separation methods such as 2D Precision Trajectory Operations. Evaluate the ASPA-S&M and ASEP-ITP applications in mixed mode of operations. Analyse compatible algorithms for ground based tools and airborne separation applications. 1090 extended squitter R&D Implementation Available for Operations Time (Calendar Years)20060708091011121314151617181920 ASPA-S&M R&D Implementation Available for Operations ASEP-ITP Review/Update 1090 standards to support ASAS spacing & initial separation

13. Final Seminar, Paris, 14 - 15 April 2008 ASPA-S&M Additional issues to be addressed in the R&D: Use of datalink for ASPA-S&M instructions –The procedures could be potentially simplified by the use of the datalink capabilities which SESAR will bring –Use of datalink will bring safety by reducing risk of confusion concerning target and/or spacing requirements Use of an ASPA application in the event that final approach spacing is very close to radar separation minima –As we deploy means of reducing runway occupancy, final approach spacing will become closer, which on the one hand could be achieved very precisely with ASPA but will create problems if the spacing is close to or less than radar separation –This means that the “upgrading” of this application to an ASEP application must be seriously considered Applicability of ASPA-S&M techniques in conjunction with the “curved path segments” now being deployed in RNP procedures which may affect merging and spacing algorithms

14. Final Seminar, Paris, 14 - 15 April 2008 Levels 4 & 5 SESAR JU R&D NOW Technology choices need confirmation

15. Final Seminar, Paris, 14 - 15 April 2008 Capability Levels 4 & 5 – ASEP and SSEP R&D Develop and validate the operating concept for the ASEP-C&P and Self Separation applications in mixed mode of operations. In particular, evaluate the impact of RNP/RCP/RSP on the separation minima (strategic or tactical). Compare alternative means of separation management like airborne self management; cooperative self-separation for business jets in low density high altitude airspace (e.g. above FL410) should be started as early as possible to validate the self-separation concept. Investigate potential Human Factor impact of the mixed mode operation on both pilots and controllers. R&D Implementation Available for Operations Time (Calendar Years)20060708091011121314151617181920 ASEP-C&P R&D Implementation Available for Operations ASEP Wake Vortex Spacing Self Separation

16. Final Seminar, Paris, 14 - 15 April 2008 ASEP and SSEP Success of ASEP-ITP will expedite implementation of ASEP and SSEP applications thanks to early aircraft equipage and certification SESAR has emphasised ASEP “Crossing & Passing” whilst there are several other variations on the ASEP-C&P theme including overtaking and vertical transitions as identified by AP23 –The research must not be limited just to lateral crossing but must include all the other potential traffic configurations As with ASPA the safety and simplicity of ASEP applications may well be enhanced by the use of datalink to minimise confusion of misunderstanding –in particular when multiple targets are included in a situation ASEP may be useful for closely spaced parallel runway operations exploiting the possibility of the flight crew assuring separation between themselves and other aircraft on a closely spaced parallel approach removing the need for ground based monitoring

17. Final Seminar, Paris, 14 - 15 April 2008 Risks and other issues

18. Final Seminar, Paris, 14 - 15 April 2008 Risks: Failure to deliver the 2020 ATM Target Concept Need YOU Commitment, Alignment, Drive

19. Final Seminar, Paris, 14 - 15 April 2008 Conclusions SESAR provides a great boost for ASAS applications by prescribing an environment which lends itself to many ASAS applications The SESAR technical developments in terms of ADS and datalink both bring significant opportunities to accelerate the safe implementation of ASAS applications Under SESAR, we need to ensure that communication and dissemination of ASAS progress is maintained Overall: We’ve come a long way in SESAR The Definition Phase has now finished ASAS is successfully there …but now is just the beginning!

20. Final Seminar, Paris, 14 - 15 April 2008 Thank you