It's Time for a paradigm change . . .

1. Workshop 28. - 30. May 2003 , Rome It's Time for a paradigm change . . . juergen.lauterbach@dlh.de

2. . . . in our ATM system

3. Delay Cost for Lufthansa in FRA only . . . . . . est. 150 Mio € in 2002 20 5 150 25 additional 470.000 left behind Bags in FRA 100 Passenger rebooking & care Fuel for flight acceleration Arrival delays Resources Total cost

4. Key ATM Problems to be solved • Fragmented airspace (political & organisation) • Potential Data link widely unused • No common use of data sources (air & ground) • Lack of automation support • No co-operative system approach • No challenge for cost effectiveness through competition Today’s ATC operational infrastructure is still based on radar tracking, voice communication & ground based radio beacons

5. ATC is positioned as a bottleneck ACC RadarSurveillance

6. Innovation required Ä one human J = one sector = number of aircraft More traffic = More sectors M = more inefficiency L = more cost L Controllers do an excellent job – but they are lacking the kind of progress pilots have experienced in the aircraft technology

7. State-of-the-art is distributed intelligence Co – operative data network ACC ADS-B Surveillance Radar Surveillance Cooperative 4D flow management

8. Redefinition of tasks Airspace needs to be managed to best accommodate its prime objective: • save & efficiently serve flights from gate to gate Structured ATM system approach needed: • What needs to be worked on centralised? • What shall be accommodated in a distributed fashion?

9. The future is co-operative . . . Go ahead Thank you! . . . use of distributed intelligence, responsibilities shared according to best task accomplishment

10. ADS-B AFAS VDL M.2 / ATN 1090 Phases of co-operative Air Traffic Management Safety net tactical strategic Pre-flight FP co-ordination In-flight FPL co-ordination (Aircraft Flight Plan data exchange with ATM-units/airports) Aircraft Surveillance ASAS (->MTCD) C - ATM ACAS (->STCA) 0 -10 -20 -30 distance in minutes (not to scale) current position (time reference)

11. Where to go to . . . Improvements Today • Air Traffic Control with constraints to grow • Air and Ground System • ground based surveillance • oriented on manual ground procedures – human centred • Limited safety horizon (ACAS) • voice infrastructure • airspace fragmented into small sectors • C-ATM • Air Traffic Management with growth capability • Co-operative Air-/Ground System • air and ground based surveillance • oriented on best capabilities – distributed ATM system • Enhanced Safety horizon (ASAS) • data infrastructure (voice for abnormal only) • flow oriented functional blocks of airspace Safety Efficiency Capacity

12. ASAS – Benefits tactical • Largely enhanced safety(surveillance will be available where it is most needed – in the airplane, more effectively through the closed loop nature of ADS-B using source data – no prediction) • Distributed surveillance system caters for more effectiveness & capacity • Distributed responsibility will significantly reduce controller workload • avoid double work • participants to focus efficiently on their assigned task • reduction of workload in the overall process

13. ASAS – Benefits con´t tactical • Common situational awareness available in air & on ground • Use of data rather than voice will allow automation support to be available not only for pilots but also controllers • “Congestion resistant” due to its distributed nature • Allows larger sectors, with ground controller workload focused on strategic flow management • Availability independent of ground infrastructure – world-wide • Use of global ADS-B infrastructure standards will support use of common data

14. Flow management - Benefits strategic • Co-operative use of 4D trajectory will largely enhance efficiency • Use of existing VDL Mode 2 / ATN standards will support use of common data • Seamless data communication will significantly reduce controller workload • Use of data rather than voice will allow automation support to be available not only for pilots but also controllers

15. It's time to decide . . . CARE/ASAS ANSPs FREER NUP EC LINK 2000+ ADS-B AFAS MA-AFAS IATA AEA JAA/EASA Industry . . . C- ATM Incl. benefits & incentives!

16. Potential C-ATM Partners Sweden Germany France Austria Italy Spain

17. Nothing will materialise without commitments

18. What needs to be done next? • Pave the way for a common Europe wide operational and technical infrastructure based on global standards (Single European Sky) • Focus on the definition of operational requirements at places where the problems exist (e.g. high density not in remote areas) • Operational & technical infrastructurefor large scale trials with revenue aircraft has to be established cost effectively (e.g. single link) • Benefits & Incentives need to generate a payback and encourage users to equip & participate in new operational ATM applications • Transition planning (taking local specialities into account) • Establishment of an User Network (National pairs of airlines/ATSP‘s) • assure an interoperable air & ground system approach