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AP23 briefing on D3: ASAS Concept of operations. ASAS-GN Seminar 13 Nov 08, Rome By Ken Carpenter, QinetiQ. AP23 Overview: Deliverables. Five deliverables from AP23: D1 – General data exchange D2 – Methodology to prioritize applications for AP23

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ap23 briefing on d3 asas concept of operations

AP23 briefing on D3: ASAS Concept of operations

ASAS-GN Seminar

13 Nov 08, Rome

By

Ken Carpenter, QinetiQ

ap23 overview deliverables
AP23 Overview: Deliverables

Five deliverables from AP23:

  • D1 – General data exchange
  • D2 – Methodology to prioritize applications for AP23
  • D3 – Operational Role of Airborne Surveillance in Separating Traffic
  • D4 – Draft proposal for a second set of ADS-B/ASAS applications
  • D5 – Draft White Paper on Issues Surrounding Airborne Separation
background
Background

“The operational role of airbornesurveillance in separating traffic”

  • Work started in 2005 (ASAS SG)
  • The world was different then
    • We were trying to avoid saying “ASAS”
    • Emphasised the use of “airborne surveillance”
    • The word “separation” in ASAS looked like a mistake
  • SESAR and NextGen have changed all that
    • Now discuss the use of ASAS in a TM environment
    • and emphasise new ASAS-based separation modes
objective
Objective
  • Overall picture of ASAS in the ATM paradigm
  • Common sense of direction for ASAS community
  • Explain ASAS to wider community
  • The document is conceptual
    • Tries not to state requirements
    • Tries not to design equipment nor procedures
    • Discusses many applicationsbut not in order to propose them
    • It introduces “application elements”
  • Discusses airborne separation
    • = airborne separation & self-separation applications
application categories
Application categories
  • We suggest no change in the PO-ASAS categories
    • Situational awareness applications:could have been called “traffic information applications”
    • Airborne spacing applications:the controller continues to provide separation;the flight crew provide a specified spacing from specific reference aircraft
    • Airborne separation applications: subject aircraft is receiving a separation service;but is cleared to provide airborne separation from specific reference aircraft
    • Self-separation: subject aircraft is not receiving a separation service
status of the document
Status of the document
  • The document is complete
    • Will deliver imminently
    • You can all see the document … please!
      • I would like to tell you where to get it (and now I can!)
    • It should be circulated as widely as possible
      • all 100 pages of it
  • It will be submitted to ASP/1 in December
    • To be reported by ASP as “Work in progress”, not yet for adoption by ICAO
    • ASP will do what it determines
  • Further work by AP23 depends on feedback
contents
Contents
  • Part I: Concept
    • Airborne separation
    • Airborne surveillance applications
    • The elements of applications
    • Some minimal technical information
  • Part II: Operational use
    • Describes the potential evolution of ATM and use of ASAS
    • Looks at 2010, 2020 and 2030 (but don’t be too literal)
    • Discusses: terminal areas, en-route operations, procedural airspace and the surface
concept terminology
Concept: terminology

Airborne Separation is used to refer

to any separation mode in which

the flight crew is the separator

  • This definition includes airborne separation and airborne self-separation applications
  • No change proposed (yet?) in PO-ASAS category names
    • We keep the name “airborne separation applications”
    • AP23 plans to address this ambiguity (D5)
  • Alternatives?
    • NextGen use “delegated separation” for more than the PO-ASAS airborne separation applications
    • We use the plain language word “delegate”
      • but the controller cannot be responsible for the pilot’s actions
concept airborne separation
Concept: airborne separation
  • Separation:

“The tactical process of keeping

aircraft away from hazards by at least

the appropriate separation minima”

    • from ICAO Doc 9854, “The Global ATM Operational Concept”
    • The definition of “separation” applies equally to airborne separation and ground-based separation
  • Airborne separation is not collision avoidance
concept airborne separation10
Concept: airborne separation
  • Airborne separation will work well with trajectory management
    • Self-separation does not need to exclude trajectory management
  • (Delegated) airborne separation applications are tools for controllers
    • So they will be used only in controlled airspace
    • Benefits need to be mutual
    • Benefits are mutual
  • Self-separation is a manner of operation
    • Flexible and efficient for operators
    • Permitted by ANSPs (or airspace managers)
concept application elements
Concept: application elements
  • AP23 asked for candidate applications
  • Over 100 separate suggestions
  • We grouped them by categoryfound elements common to many applications
  • Decided to base work on “application elements”
  • These elements are operational
  • PANS-OPS and PANS-ATM might need to discuss elements
    • They do not need to discuss anything else
  • The functional and performance requirements for each element will depend on context
  • A later talk will tell you much more about application elements
use terminal areas
Use: terminal areas
  • S&M, aka M&S, as a separation application
    • The use of ASAS is part of a larger story
    • The big benefits come from airspace reorganisationand good trajectory management, arriving on time
    • Using ASAS gives predictable and reliable throughput
    • Task of managing the interval is in the right place
  • CSPA
    • Has yet to be developed
    • A central and demanding application
  • Climb out
    • Use ASAS to fan out, or pass aircraft in front
use en route
Use: en-route
  • Trajectory Management dominates
    • but it is not realistic to expect no conflicts
    • ASAS will be used to resolve tactical conflicts
  • Delegated airborne separation
    • can resolve crossing and passing encounters
    • minimal deviation from the desired trajectory
  • Four variants of self-separation:
    • unmanaged airspace
    • dedicated airspace, with no TM
    • dedicated airspace, a/c on agreed trajectories
    • managed airspace, some a/c self-separating and others not (SESAR scenario)
  • Flow corridors
use procedural airspace
Use: “procedural airspace”
  • Airspace that is not under ground surveillance
  • Whole family of applications being studiedfor oceanic airspace
  • Self-separation and cruise climbing
  • Self-separation on dedicated tracks in the OTS
  • but
  • Procedural separation should simply disappear
use the surface
Use: the surface
  • The surface is different
    • There is no accepted concept of “separation”
  • The surface is important
  • Runway incursions – big safety issue
    • ASAS provides knowledge of the offence
  • Main benefits likely to be at un-towered airports
  • Operational use at non-towered airports
    • autonomous runway crossing (safe window of opportunity)
    • assess take-off times wrt local traffic (integrated with TM)
conclusion
Conclusion
  • Airborne separation should be regarded as an embedded part of trajectory management
    • TM and ASAS are complementary
  • A concept of use for ASAS is available
  • Get it from:

One Sky Team

ICAO: www.icao.int/anb/panels/scrsp/indexp.html(click information/documents)

and …. ?

thank you
Thank you

ken.carpenter@atc.qinetiq.com