Mediterranean Free Flight ASAS Separation and Spacing Presented by Andy Barff

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Transcript Mediterranean Free Flight ASAS Separation and Spacing Presented by Andy Barff

Mediterranean Free Flight
ASAS Separation and Spacing
Presented by Andy Barff – Project Leader MFF Real-time Simulations
ASAS-TN, Malmö 7-10-03
This presentation explains 2 aspects of MFF:
ASAS Separation Applications and Simulation Design
ASAS Spacing – “An Integrated Approach”
ASAS Separation
MFF ASAS Separation Concept
 Definition in line with PO-ASAS
 Delegation of separation responsibility to the flight crew for a particular
manoeuvre in relation to a target aircraft – limited in space and time
 Applications
 Crossing Procedures
 Lateral Crossing (pass behind)
 Vertical Crossing (pass above or below)
 Overtaking Procedures
 Lateral overtaking (pass to the right or left)
 In-trail Procedures
 Remain in trail
 Merge in trail
 In-trail climb or descent
 In-trail climb or descent to same level
MFF ASAS Separation Simulation
 Simulation of Greek and Maltese airspace
 October 20th – 31st 2003
 4 days training
 1 day of reference exercises
 5 days of ASAS evaluation
 2 large sectors over central Mediterranean (mainly high seas)
 Simulation of radar and ADS-B surveillance
 An area of poor or no surveillance
 Inter-centre transfer procedures
 Experimental Design
 Qualitative assessment of ASAS Separation applications
 Traffic samples “tuned” to offer several ASAS opportunities every 6-10mins
 Current fixed route structure and existing sector dimensions
 Technical Features
 Position symbol reflects surveillance quality
 ADS-B down-linked parameters displayed on demand in track label
MFF RTS3 Greece-Malta Scenario
Radar cover only
no ADS-B surveillance here
 AFR123
350 350
hdg m.84 rocd
 BAW456
350 350
h270 m.82 r0
Radar cover limited
in this area
“AF123 clear of target,
turning direct to ABC”
“AF123 pass behind target
maintain airborne separation,
report clear of target”
“AF123 clear of target,
turning direct to ABC”
- Is the controller
able to re-assume
pass behind
- “AFR123
full control
at thisseparation,
point – maybe no!
- “AFR123
back under
report radar
clear of
target” until the
delegated a/c is back in
surveillance cover and reidentified……
ASAS Spacing – “An Integrated Approach”
ASAS Spacing as a “System Component”
 ASAS Spacing cannot be considered in isolation
 Unlike RVSM for example…….
 It seems that the benefits of ASAS Spacing will be greatest when
it is a component of an integrated concept of operations
 Current practices will have to evolve to include ASAS Spacing in
the more efficient management of arrival flows probably including
RNAV arrival procedures
 Current practices (generally) include:
 Extensive marshalling and vectoring at low altitudes
 Some use of holding (ready supply of a/c to maximise runway capacity)
 This is not really compatible with the extensive use of ASAS
Spacing because spacing set up in the ETMA will be “lost” if there
is holding or extensive vectoring
 New tasks for en-route sectors establishing the sequence in the
vicinity of “top of descent”
Towards a more efficient arrival flow
AMAN advisories
organise arriving traffic
and build initial
sequence – ASAS
Spacing initiated
ASAS Spacing
maintains sequence
with optimal spacing
Conventional traffic
control – en-route
sector has little
awareness of approach
Flows integrated using
merging techniques
Continuous descent
from ideal TOD to FAF
Holding stack feeding
traffic marshalling and
sequencing at low
ASAS Spacing as a “System Component”
 MFF is initiating a study of Rome arrivals using ASAS Spacing as
a tool in a more efficient arrival concept…..
 Subtle sector revisions to allow the controllers to concentrate on the
management of arrivals. Overflights and outbounds handled mainly by other
 Key objectives:
 To ensure that the en-route/ETMA sectors can effectively establish the
arrival sequence before or shortly after Top of Descent
 To study the feasibility of merging of ASAS spaced flows at medium level
 To study the impact on the TMA sectors in terms of holding (reduction),
environmental/efficient trajectories (mileage/levels) and controller
workload/concept feasibility
MFF RTS3 Rome Scenario