ASAS in the SESAR Master Plan

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

2. SESAR and the ASAS-TN2 • What has been presented already? • 4th Workshop, Amsterdam, April 2007 • How ASAS fits in the SESAR ConOps (Andy Barff) • 5th 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. D5 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 Task Deliverables 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 Agreed and Committed Implementation Activities Renewed ECIP/LCIP What is the SESAR ATM Master Plan? • 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. How will the Master Plan be executed? ATM Master Plan Management SESAR JU DeploymentFramework PerformanceFramework Development Framework RegulatoryFramework Standards Framework Target Concept Architecture ValidationVerification HOW WHO WHEN WHAT Working Arrangements Accountable / Responsible Decision Calendar / Regular Reviews Level of Decision-Making R&DPlan ValidationPlan DeploymentPlan Targets IR and CS Standards Stakeholder Engagement

5. 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. 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) Deployment and Implementation Packages

7. Levels 0 & 1 Industry commits to deployment Accommodating full 4D trajectory management based on user preferred trajectories ASEP WV spacing, SSEP R&D “Innovative” R&D 5 Implementation “Innovative” R&D R&D Extending operations with advanced separation modes ASEP-C&P (advanced ASEP applications) Implementation 4 Levels 2 & 3 SESAR Joint Undertaking R&D R&D Achieving advanced automation in a shared trajectory environment ASEP-ITP (initial ASEP applications) Implementation 3 R&D Implementing network-centric trajectory management ASPA-S&M Implementation 2 Levels 4 & 5 SESAR JU R&D NOW Technology choices need confirmation R&D Preparing trajectory based operations ATSAW, Manual S&M Implementation 1 Impl. Rolling out current Best Practices 0 Available for Operations Available for Operations Available for Operations Available for Operations Available for Operations Available for Operations Implementing the Master Plan ATM Service Level 2013 2008 2016 2025 Date of Initial Operating Capability 2020

8. Levels 0 & 1 Industry commits to deployment

9. 2006 07 08 09 10 11 12 13 14 15 16 17 18 19 20 Time (Calendar Years) R&D ATSAW in flight and on the surface ATSA-ITP and ATSA-VSA Manual ASAS S&M Implementation Available for Operations Deploy ATSAW and Manual S&M(1090 ADS-B)

10. 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. Levels 2 & 3 SESAR Joint Undertaking R&D

12. 2006 07 08 09 10 11 12 13 14 15 16 17 18 19 20 Time (Calendar Years) R&D ASPA-S&M Implementation R&D ASEP-ITP Implementation Available for Operations Available for Operations Capability Level 2 & 3 – Deploy ASPA and initial ASEP 1090 extended squitter Review/Update 1090 standards to support ASAS spacing & initial separation

13. 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. Levels 4 & 5 SESAR JU R&D NOW Technology choices need confirmation

15. 2006 07 08 09 10 11 12 13 14 15 16 17 18 19 20 Time (Calendar Years) R&D ASEP-C&P Implementation R&D ASEP Wake Vortex Spacing Self Separation Implementation Available for Operations Available for Operations Capability Levels 4 & 5 – ASEP and SSEP

16. 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. Risks and other issues

18. Need YOU Commitment, Alignment, Drive Risks: Failure to deliver the 2020 ATM Target Concept

19. 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. Thank you