CRISTAL-ITP ASAS-GN

1. CRISTAL-ITPASAS-GN Rome 12-13 November 2008 Johan Martensson, CASCADE

2. Objectives • ATSA-ITP: Airborne Traffic Situational Awareness - In Trail Procedure in procedural airspace • Flight Economy • Reduced Carbon Dioxide Emissions • Whilst maintaining Safety and comfort • CRISTAL ITP • Is the way to achieve this…

3. Standard Separation Standard Separation ADS-B out (consistent with ITP) No specific ADS-B requirements No specific ADS-B requirements ATSA-ITP aircraft ATSA-ITPProcedure BLOCKING AIRCRAFT REFERENCE AIRCRAFT Desired Altitude FL360 FL350 FL340 1. Climb is desired 2. Standard climb ? Blocked 3. ITP ? FC-Assessment; FC-request; ATC-Assessment; ATC-clearance; FC-reassessment 4. Assessments ok ! ITP can be performed

4. Standardisation • Industry standards • WG51/SC-186 - RFG • ATSA-ITP SPR-INTEROP ED-159/DO-312 issued 19th of June 2008 • Ad-hoc working group for ITP CPDLC provisions • ICAO material • SASP (Separation and Airspace Safety Panel) • Approval of RFG ATSA-ITP procedure and CRM (with limitations) • PANS-ATM (Doc4444) draft amendment finalised, including voice and CPDLC phraseology • ICAO Circular in progress • ANC (Air Navigation Commission) • Will process the SASP draft PANS-ATM amendment • NAT groups • OPLINK

5. ITP Training material - Controller - Flight crew Activities Simulations World’s first flight trial of ATSA-ITP Benefitanalysis Pioneer preparation NATSIM

6. 2007 2008 Milestones • Project Kick-off July 2007 • Simulations • Airbus stand alone October 2007 • Airbus – NATS (Shanwick) October 2007 • Airbus – ISAVIA (Flight test rehearsal) December 2007 • ISAVIA stand alone (Reykjavik) January 2008 • Flight test • Airbus – ISAVIA March 2008 • Benefit Analysis • NATS October 2008 • Preparation for pioneer trials Ongoing

7. ResultsProcedure acceptability • Procedure acceptable in typical North Atlantic environment (controller and flight crew) • NAT organized track system and Random track system • NAT flight level orientation schemes • Low and high ABS-B out equipage *1 • Low and high Traffic density *2 • Straightforward controller and flight crew training • Controllers – one day training; theoretical briefings and simulation sessions • Flight crews – procedure, phraseology and simulator training *1 Low equipage level limit opportunities and could cause communications workload *2 Assessed scenarios: Controller perspective OTS and Random track low – high, Flight crew perspective OTS low – high, Random track low – medium

8. ResultsHuman Machine Interaction • Flight Crew HMI • Supportive in assessment and communication tasks • Minimizes • Detailed ITP criteria memory task • Flight crew manual calculations • Graphical displays (CDTI) are preferred for ITP • Controller HMI • Current HMI in Reykjavik and Shanwick is acceptable to support ITP • Strip markings and clearance composition should be automatically handled by the FDPS • ITP should be integrated in the conflict probe

9. ResultsTechnical feasibility • ITP Distance (observations) ITP aircraft altitude ITP Distance Reference aircraft altitude

10. Flight crew request: REQUEST I-T-P CLIMB (or DESCENT) TO (level) (ITP Distance) MILES BEHIND (Reference Aircraft identification) ATC Clearance I-T-P CLIMB (or DESCEND) TO (level) BEHIND (Reference Aircraft identification) Voice CPDLC ResultsCommunications • Refinement of phraseology (voice and CPDLC) • Recommendations for voice and CPDLC • Voice communication • Time consuming • Writing down and manually entering messages into the FDPS is workload demanding • Risks for third party • CPDLC • Strong preference for CPDLC in ITP requests and ITP clearances • Defined CPDLC message elements preferred, but • Acceptable with CPDLC based on preformatted free text

11. Results – CPDLC

12. ResultsEfficiency, Capacity and Economics Basic – Operations using today’s compromise altitudes as initial altitudes. Behaviour – Operator with adapted behaviour, starting at their optimal level knowing ITP will allow to climb to follow the optimal profile.

13. ResultsEfficiency, Capacity and Economics Basic – Operations using today’s compromise altitudes as initial altitudes. Behaviour – Operator with adapted behaviour, starting at their optimal level knowing ITP will allow to climb to follow the optimal profile.

14. Next Steps • 2008 Q2-Q4 Results consolidation of phase 1 • 2008 Q3-2009 Q2 Phase 2 - preparation for revenue flight trials • 2009 Q3 Pioneer airline project for ITP Preparation for revenue flight trials Pioneer trials  Operations Result consolidation Q4 Q1 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q3 Q4 Q2 Q2 2007 2008 2010 2009

15. Next Steps Revenue aircraft Trial • Potential trial sites • Reykjavik – Radar coverage • Gander – Radar coverage • Reykjavik and Gander – ADS-B coverage • Shanwick and Gander – RLongSM • Santa Maria 3 1 2 4 5

16. Conclusions CRISTAL ITP – An important step towards ATSA-ITP implementation • ITP procedure feasible for NAT • Controller and flight crew acceptance • Technical systems are able to support ITP • Human Machine Interaction • Technical performance • ITP is capable of saving ~ 1% Fuel burn reduction • Saving € 108 million (€ 124k per aircraft ) annually and • Reducing carbon dioxide emissions with 344 000 tonnes annually • Preparation for revenue aircraft trials ongoing • Moving towards implementation