Transcript Document

rd
3 Workshop, Glasgow, 11 - 13 September 2006
ASAS - the link with SESAR
Phil Hogge, ASAS-TN2
rd
3 Workshop, Glasgow, 11 - 13 September 2006
The EC’s High Level Targets
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3 times capacity.
10 times the safety.
Halve the unit costs.
Reduce environmental impact by 10%.
• NEED A PARADIGM SHIFT – but what should
it be?
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3 Workshop, Glasgow, 11 - 13 September 2006
SESAR Timescales
• 2005 – 2007 – The Definition Phase
– D2, due on 6th December 2006, will contain a High Level vision
of the Concept of Operations in 2020.
– D3, due on 6th June 2007 will contain the Definition of the Future
Target Concept.
• 2008 – 2013 – The Development Phase
• 2014 – 2020 – The Deployment Phase
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3 Workshop, Glasgow, 11 - 13 September 2006
The Future Concept of Operations
Will include:• Down-linked 4D trajectory information to assist flow
management and to de-conflict traffic as much as
possible.
• Airborne surveillance to assist pilots to share tasks
(spacing and separation) and, ultimately selfseparation.
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3 Workshop, Glasgow, 11 - 13 September 2006
SESAR and NGATS
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EC/FAA MoU
Eurocontrol/FAA MoU for R&D
SESAR JU/JPDO
EUROCAE/RTCA
– RFG
• IT IS ESSENTIAL FOR BOTH SESAR AND NGATS TO
MARCH IN STEP.
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3 Workshop, Glasgow, 11 - 13 September 2006
NGATS Timeline for ASAS
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Years 2008-2012
– Oceanic pair-wise maneuvers
– Increased use of visual approaches w/ ADS-B CAVS
Years 2012-2016
– Limited Self spacing, merging and passing in en route airspace
– Departures rates are increased by ADS-B and CAVS
Years 2016-2020
– Self spacing at near VFR levels on single runway approaches
Year 2025
– Longitudinal and lateral separation delegated to flight deck in high
density en route
– Separation delegated to flight deck in oceanic airspace
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3 Workshop, Glasgow, 11 - 13 September 2006
ADS-B-NRA & ADS-B-RAD
• ADS-B NRA
– Australia
– Elsewhere – La Reunion, New Caledonia, French Polynesia,
Gulf of Mexico.
– ADS-B is one tenth the cost of radar.
• ADS-B RAD
– USA
– Europe
– ROI over 20 years
• Decide the standard ASAP:- DO-260, DO-260A, DO260+???
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3 Workshop, Glasgow, 11 - 13 September 2006
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3 Workshop, Glasgow, 11 - 13 September 2006
Oceanic Route Structures
NATOTS
EUR-NAM
PACOTS
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CENPAC
Fixed Routes (CEP, NOPAC)
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EUR-CAR
CEP
SOPAC
Organized Track Systems (NATOTS, PACOTS)
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Fixed routes similar to domestic
airway structure
Do not account for changing
wind or weather conditions
Reduce complexity for ATC,
but are not always most
efficient for customers
WATRS
Flexible track system established by ATSP’s, utilizing forecasted weather conditions to produce the most time/fuel efficient routes for a
representative city pair (established daily)
User Preferred Routes (UPRs)
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Optimized routes generated by individual operators based on aircraft type, aircraft loading, weather and flight plan requirements
Advantages include optimum cruise trajectories (altitudes, routes), improved fuel efficiency, increased predictability on fuel usage and
payload capacity
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3 Workshop, Glasgow, 11 - 13 September 2006
ASAS in the Pacific & N Atlantic
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If we add ADS-B-In and use a CDTI or ASAS.
ATSA-ITP
ASEP-ITP
SSEP-FFT – the ultimate answer for all
oceanic airspace by 2020.
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3 Workshop, Glasgow, 11 - 13 September 2006
Dense Continental Airspace
• ATSA-VSA – improves visual operations.
• ATSA-SURF – improved safety.
• ATSA-S&M
- consistent spacing/improved R/W capacity.
- reduced fuel burn on descent.
- reduced ATCO workload/more capacity.
• ASAS applications are an integral part of the
ATM system.
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3 Workshop, Glasgow, 11 - 13 September 2006
Use 4D trajectories and ASAS together
• All 4D could be too rigid.
• All 4D could be very expensive.
• Full self-separation in dense airspace might be very
expensive to certificate.
• The balance is probably:- To use 4D for the “more strategic”
deconfliction.
- To use ASAS Applications as part of the
controller toolkit.
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3 Workshop, Glasgow, 11 - 13 September 2006
Autonomous Operations
• CDTI alone on the navigation display has limitations.
• Predictive ASAS to calculate track changes and
vertical manoeuvres.
• CD&R algorithms, symbology and alerting logic.
• ADS-B to broadcast and receive the relevant data.
• ACAS remains independent.
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3 Workshop, Glasgow, 11 - 13 September 2006
Perceived Conflict Rate
Conflict
rate
1000
pcg  12 N ( N 1) p2
900
800
Pc/P2
700
600
Air
500
Ground
400
300
200
100
0
0
10
20
30
Number of aircraft in sector
40
pca  ( N 1) p2
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3 Workshop, Glasgow, 11 - 13 September 2006
Manufacturer’s Road Map
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Air Traffic Alliance (EADS, Airbus, Thales)
Airbus
Boeing
Honeywell
Rockwell Collins
ACSS who have developed the equipment being
used by UPS
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3 Workshop, Glasgow, 11 - 13 September 2006
Airborne Surveillance & SESAR
• Take advantage of developments being implemented
elsewhere.
• Use ASAS applications as tools, integrated into the
ATM system.
• Ensure the SESAR concept of operations and
roadmap of implementation keeps in step with
NGATS.
• Keep the door open for Autonomous Operations in
the long term.
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3 Workshop, Glasgow, 11 - 13 September 2006
SESAR
• 2005 – 2007 – The Definition Phase
This must include within the proposed road map the
use of ASAS Applications.
• 2008 – 2013 – The Development Phase
The SESAR JU must organise the necessary R&D,
pre-operational trials, validations and business
cases for Package 2 and 3.
• 2014 – 2020 – The Deployment Phase
2020+ Separation delegated to the flight deck?
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3 Workshop, Glasgow, 11 - 13 September 2006