ASAS FRA OB/T ATM Projects

1. ASAS FRA OB/T ATM Projects Lufthansa point of view

2. To increase airspace safety and traffic capacity More movements per air traffic controller per sector should be accommodated while preserving the required minimum separation the increased number of movements should be handled by ATC without degradation of service quality To redistribute (sub)tasks between ATC and flight crew New work share for separation of aircraft and merging of target trajectories To Improve ATC availability Reduction of air traffic controller workload ASAS-ApplicationsGoals & Conditions

3. To exploit the benefit potential of new information, not available previously, for ASAS improvements on flight deck Real time monitoring capability by controller Knowing, not guessing future a/c trajectories ASAS-Applications –Goals & Conditions

4. LH 138  Controller gets ADS-B picture (closed loop) trajectory LH 138    AF 416 LH WPT1 AF 416 ASPA C&P Scenario for example! Two aircraft on convergent tracks and separation minimum will be infringed without track change by one or both a/c.

5. LH 138    8NM LH 138  trajectory   AF 416 AF 416 ASPA C&P Scenario for example! De- conflicting solution consideredby ATC: LH 138 to modify lateral route to pass minimum 8 NM separation behind AF 416 before returning to their original route. trajectory LH WPT1

6. ASPA C&P GENERAL REQUIREMENT LH 138  GENERAL REQUIREMENT for all C&P applications: • Crossing trajectory of trailer (LH138) should be close as possible to original track AND • Minimum separation to leader (AF 416) should be any time not less than 8NM. trajectory   8NM trajectory  AF 416 LH WPT1

7. Different passing possibilities ASPA C&P – Instruction Phase LH 138  ATC: “LH 138, turn left (max track 180) to pass AF 416 8 NM behind. After passing AF 416direct to WPT1”. Report at WPT 1 Depending on weather, other traffic, performance, ATC restrictions,…DLH 138 defines own most efficient and possible crossing trajectory taking into account the ATC restrictions and informs ATC accordingly(based on aircraft system support) trajectory  8NM  trajectory  AF 416 LH WPT1

8. Activated passing trajectory FMC flight plan (including merge trajectory) will be activated. Lead target selected and locked. Commanded mode! The down link triggered by the activation of the new FMC flight plan is the confirmation to the instruction. ASPA C&P – Instruction Phase: Confirmation and Activation LH 138  trajectory LH 138    AF 416 LH WPT1 AF 416

9. ASPA C&P – Execution Phase Activated passing trajectory LH 138  Dynamic process: • Trailer can always adjust flightpath to maintain the most economic and efficient flight path. • Controller receives permanent feedback of procedure >>>> closed loop!!! trajectory  LH 138  AF 416  LH WPT1 AF 416

10. ASPA C&P – Execution Phase No need for routine Air/Ground communication! (except automatic ADS-B) 8.0 trajectory   8NM LH 138 AF 416 LH 138   AF 416 LH WPT1

11. ASPA C&P – Execution Phase 8.0  trajectory AF 416  LH 138 AF 416  LH 138  LH WPT1

12. Crossing and Passing (C&P) • Trailer (aircrew, based on aircraft system support,) should decide the most efficient and economic crossing/passing trajectory on his own, taking into account the ATC restrictions/constraints and inform ATC accordingly. No aircrew is able to calculate possible heading for C&P • A precondition for future ASAS applications is to start using intent data now. • To increase the benefit of ASAS applications • To efficiently monitor C&P procedures(How should ATC monitor a C&P procedure without knowing where trailer can turn back on course) • To delegate responsibilities for subtasks to flight crews • To enhance traffic situation awareness for flight crews and controllers • Enables new and automated monitoring functions to improve safety and controller availability

13. For situational awareness and safety aspects (Redundancy) WPT1 C&P End WPT Speed vector  AF 416 C&P Start WPT  LH 138 Why Intent Data? • Without intent data of AF 416, LH 138 and ATC are unable to define, execute and monitor a Passing application. • Without intent data of AF 416 and LH 138 ATC must guess where and when a passing application ends. • Simply a speed vector does not satisfy • To ensure that instructed WPT 1 is part of leaders track. • No aircrew would pass other a/c without knowing their intent!!!! • Common situational awareness picture (air AND ground). • For future applications and efficiency • Cockpit responsible for separation • Work with source data, not with predictions

14. ADS-B situational awareness (Including Intent (4D WPTs)) Common view of traffic situation for all involved aircraft and controllers Controller needs to know when trailer is able to turn back on course otherwise they have to guess and no benefit is available Enables new and automated monitoring functions to improve safety and controller availability Redistribution of tasks between ATC and Flight Crew ATC should delegate Subtasks which are best manageable on board Self-contained accomplishment of delegated tasks by the Flight Crews After Subtask delegation; Controller intervention for safety reasons only ASPA – C&P Operational Procedure Summary

15. Conclusion Avoid to implement ADS-B simply as an add on to conventional ground centred ATC procedures(from first Package I applications on) Develop new procedures which fully exploit the potential benefit of ADS-B and modern onboard navigation capabilities. Changes of separation management laws, ATM processes and procedures required