Ap23 briefing on d3 asas concept of operations
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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 l.jpg

AP23 briefing on D3: ASAS Concept of operations

ASAS-GN Seminar

13 Nov 08, Rome


Ken Carpenter, QinetiQ

Ap23 overview deliverables l.jpg
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 l.jpg

“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 l.jpg

  • 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

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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

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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 l.jpg

  • 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

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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

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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

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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)

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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

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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

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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

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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

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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 l.jpg

  • 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 …. ?