1. ENAV S.p.A. 1 AENA / ENAV / DFS / LFV ASAS Thematic Network Workshop Malmoe, 2004-09-28 ASAS /ADS-B: SAMPLE ANSPs STRATGIES & EXPECTATIONS

2. ENAV S.p.A. 2yes Is ASAS /ADS-B needed for ANSP strategy? HISTORY LESSON HISTORY LESSON HISTORY LESSON

3. ENAV S.p.A. 3 ATC cost base Traffic volume Automation -ASAS -…. HISTORY LESSON HISTORY LESSON HISTORY LESSON Time

4. ENAV S.p.A. 4 Package 1: can act as a complement to radar (low levels, additional parameters) ADS-B stations can provide additional services (TIS-B, FIS-B) ASAS operations  Improved operations. Example: sequencing and merging around the TMAs in specific scenarios ADS-B stations respect more the environment  Ecology ADS-B stations: lower Costs! ADS-B radar HISTORY LESSON HISTORY LESSON HISTORY LESSON

5. ENAV S.p.A. 5 Aena: strategic objectives in ASAS To identify the possible benefits (and costs) and general implications To identify clear Spanish scenarios where ASAS could provide benefits To carry out tests focussed on these scenarios Implementation aiming at improving current services Why? Where? How? When? ASAS?

6. ENAV S.p.A. 6 Aena: activities (I) Currently AENA are carrying out / have carried out the following ASAS related activities: –Definition of clear ASAS scenarios (in precise geographical areas) –Experimentation with ADS-B technologies (example: two VDLm4 stations already installed and tested in Spain) –Investigation of impact on ground and air side –Investigation of possible real flight tests with commercial aircraft (SEAP project) –Participation in joint validation and pre-operational ASAS/ADS- B activities

7. ENAV S.p.A. 7 Aena: activities (II) –Arrival and approach phases to Palma TMA –Drawbacks of current control practices: Aircraft may be placed in holding stacks. Radar vectoring increases traffic dispersion. R/T load Separation at peak hours –It is proposed to use ASPA-S&M in the arrival and approach phases to Palma de Mallorca airport Palma TMA & delegated airspace Example: ASAS scenario in Palma de Mallorca: Large Scale European ADS pre-implementation Programme

8. ENAV S.p.A. 8 ENAV strategic objectives To provide a better ATM service To reduce ATM and Users cost ASAS/ADS-B as a paradigm change HOW? WHEN? WHERE?

9. ENAV S.p.A. 9 ASAS/ADS-B as a paradigm change ASAS / ADS-B allow new paths to achieve ANSPs objectives. Currently ENAV is pursuing the following short-term ASAS priorities: –ASAS Spacing Package 1 –Integration of ASAS with other Decision Support Tool (I.e. AMAN) – ASAS as a non-Stand Alone tool. –Use of ADS-B Data Link capabilities ASAS and ADS-B priorities has opened new interesting possibilities for improvements in ATM sensitive areas in terms of: Predictability Bottle neck avoidance Capacity and safety increasing ANSPs and Users costs Technology update More efficient development of operational procedures The improvement road is paved with several joint validation and pre-operational ASAS/ADS-B activities

10. ENAV S.p.A. 10 DFS position on ASAS Assumptions: Air Traffic Situational Awareness (ATSAW) and SPACING applications will be available in core European airspace in individual aircraft from 2010 on … positive effects on the capacity are expected by 2015 onwards Recommendations: Package 1 is on the right track, a leading application is required to stress early implementation (e.g. ADS-B Initiated Flight Level Changes ATSA-AIFLC in oceanic airspace) Implementation of high density airspace application potentially be a following step DFS airspace mainly high/medium density Important issue: international harmonisation to ensure compatible applications of ASAS functionality

11. ENAV S.p.A. 11 Regional flow management “will be implemented, connected seamlessly to the wider European and global network, yet meeting the needs of the key Nordic stakeholders” Functional enablers ADS-B/ASAS, Downlinked Aircraft Parameters ADD from the Nordic Operational Concept

12. ENAV S.p.A. 12 Air traffic services/airspace users operations “On Time, First Served” will act as a general principle for the Nordic region, thus improving the predictability in the ATM network in a stepwise manner; Provision of most accurate information to increase network efficiency; “Separation assurance will be the task of the actor best placed to perform it – in some airspaces, this may be the flight crew; in others, the controller will retain responsibility” Functional enablers ADS-B/ASAS, Downlinked Aircraft Parameters ADD, ADS-B from the Nordic Operational Concept

13. ENAV S.p.A. 13 AENADFSENAVLFV CascadeXXXX NUP IIXX NUP II+XX MFFXXX G2GXXXX EVPXX ASASTN2XX SEAPXX SESAMEXXXX Overview

14. ENAV S.p.A. 14 Common position Work on standardisation of procedures/applications (ground and air side); Work on ground side issues: standardisation/certification of equipment and procedures (for the aimed use!); Positioning of ASAS Applications integrated in the European ATM Concept; Some coherent and common decisions taken at a given point

15. ENAV S.p.A. 15 By introducing ASAS components in the ATM network, AENA, DFS, ENAV and LFV believes an ANSp should be able to: provide a better ATM service reduce ATM and Users cost However, more work on business cases with participation of all stake holders are needed Conclusion