CRISTAL ATSAW Project

1. CRISTAL ATSAW Project Sep 2007 ASAS TN Christelle Pianetti, DSNA Simona Canu-Chiesa, Airbus

2. Scope and objectives (1) • Project partners • Airbus, DSNA & Egis Avia (formerly Sofréavia, Project Leader) • Project performed in partnership with EUROCONTROL CASCADE (CRISTAL Initiative) • Focus on three ATSAW applications • Enhanced Visual Separation on Approach (ATSA-VSA) • Enhanced Traffic Situational Awareness during Flight Operations (ATSA-AIRB) • Enhanced Traffic Situational Awareness on the Airport Surface (ATSA-SURF) • Reference documents • RFG ATSAW application descriptions, CASCADE validation plan and ATSAW validation objectives

3. Exercise #2 ATSA-VSA Pilot & Airline perspective Exercise #3 ATSA-SURF Pilot & Airline perspective Exercise #4 ATSA-AIRB Pilot & Airline perspective Exercise #1 ATSA-AIRB(traffic filtering) Pilotperspective Exercise #5 ATSA-AIRB ATCperspective (including ATCO/pilot cooperation) Airbus DSNA Scope and objectives (2) • Five validation exercises • Two perspectives: Airborne side & ATC side • Two validation levels: Application level & Benefit level

4. Airbus Objectives • Past validation activities conducted internally by Airbus allowed to : • Validate a solution from the pilot perspective • Make an Industrial and Economic assessment => Development launch decision • Still some questions to be answered • What is the air traffic controller point of view? • Do we present the most interesting aircraft to the pilots in all situations? • Impact on phraseology? => Need for air/ground cooperation

5. Traffic filtering investigation (1/2)

6. Traffic filtering investigation (2/2) • Three different scenarios • Arrival flight at CDG, cruising flight and departure flight from CDG • Four design meetings with Airbus pilots • Baseline filter always well accepted • Filtering should only be adapted for non Proximate, TA or RA traffic • Maximum 8 traffic on basic display. • Preferred filter depending on pilots: Convergence based filtering is often preferred in low altitude flight phases but do not match to cruise phase (especially OTS). • Radio/Transmission based filtering was rejected. • Filtering principle should be transparent for pilots (maybe adaptive to match different contexts but automatically)

7. Airbus RT experiments • Operational evaluations of traffic display using A380 flight simulator • ATSA-VSA at a major airport (i.e. Frankfurt) • ATSA-SURF at a major airport (i.e. Paris CDG) • ATSA-AIRB during approach (i.e. Paris ACC and TMA) • Four sessions in May-June 06 • All three ATSAW applications evaluated in each session by test pilots and training instructor pilots • Pilots’ feedback collected through debriefing after each scenario

8. Airbus RT Results • Confirmation of preceding evaluation results • Operational benefits in terms of • Airport capacity & a/c spacing for ATSA-VSA, • Safety for ATSA-SURF, • Flight efficiency & management for ATSA-AIRB. • ADS-B information contribute to a better situational awareness, could decrease crew stress and situation analysiseffort during all flight/ground phase. • Ease A/C identification & decrease risk of confusion between traffic. • TCAS & ADS-B information can be integrated on CDTI. • Phraseology proposed for traffic identification assumed to be useful if improved (workload, wording, etc.).

9. DSNA RT experiments • Evaluation of ATSA-AIRB using real-time simulation facilities at DSNA • Operational use of CDTI in response to traffic information by ATC • Six sessions (of one day each)in May-June 06 • Two CDG approach scenarios, two Bordeaux ACC scenarios & two Nice approach scenarios • Participation of eight ATCOs & ten pilots

10. DSNA RT Results (ATSA-AIRB) • Evaluation of new phraseology • Option tested: • No modification for the traffic information issued by the ATCO • Possible use of identifier of other traffic in pilot’s answer • Identifier = spelled identification • C_D_T_I contact <identifier> or Traffic <identifier> in sight • Divided opinions of participants • Interest in sharing the information on the identifier … • But not in heavy traffic and workload situations • Spelling the call-sign is found complex, time consuming and possibly source of confusion • No specific clearance after identification of traffic

11. DSNA RT Results (ATSA-AIRB) • Impact on controller tasks and global integration • No major impact foreseen on controllers activity • Impact only related to the phraseology, and possible abusive uses of the CDTI by flight crews • No clear trend on Radio/Transmission communication durations, workload, usefulness to know the a/c equipage • Training (or at least briefing) on the new system is requested by the controllers

12. DSNA RT Results (ATSA-AIRB) • Impact on controller/flight crew cooperation • CDTI considered quite positively by both controllers and pilots on their cooperation • CDTI seen as a mean for the pilots to better understand the situation • And for the controllers as a mean to have more efficient communications with pilots, less pilot requests on the traffic • Both pilots and controllers raised the importance of training and the need for a clear definition of procedure to avoid abusive uses of the CDTI by the pilots.

13. DSNA RT Results (ATSA-AIRB) • Impact on safety of flight operations • CDTI felt positive on safety by both pilots and controllers • Possible benefits: better identification of dangerous situations, better preparation to TCAS alerts • But risk of abusive uses • Training as a key issue

14. Next steps • CRISTAL-ATSAW final report development (Oct 07) • Summary of the main achievements • Answer to the covered ATSAW Validation Objectives • Conclusions on the feasibility and potential benefits of the evaluated ATSAW applications • Recommendations to complete validation and progress with their implementation