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CRISTAL-ITP ASAS-GN. Rome 12-13 November 2008 Johan Martensson, CASCADE. 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

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cristal itp asas gn

CRISTAL-ITPASAS-GN

Rome 12-13 November 2008

Johan Martensson, CASCADE

objectives
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…
atsa itp procedure

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

standardisation
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
activities

ITP Training material

- Controller

- Flight crew

Activities

Simulations

World’s first flight trial of ATSA-ITP

Benefitanalysis

Pioneer preparation

NATSIM

milestones

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
results procedure acceptability
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

results human machine interaction
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
results technical feasibility
ResultsTechnical feasibility
  • ITP Distance (observations)

ITP aircraft altitude

ITP Distance

Reference aircraft altitude

results communications

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
results efficiency capacity and economics
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.

results efficiency capacity and economics13
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.

next steps
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

next steps revenue aircraft trial
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

conclusions
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