The SESAR Target Concept of Operations
ASAS Related Aspects
Presented by
Andy Barff – Drafting Team Member Task 222
Topics
Date: 170907
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A Trajectory Based Environment
ATM Capability Levels
ASAS in the SESAR environment
ASAS Delivering Performance
• Safety – Airport Surface
• Airport Capacity – Low Visibility Operations, Merging and Spacing, Closely
Spaced Parallel Approaches
• Airspace Capacity – Task Delegation
• Efficiency and Environment – Close as possible to User Preferred Trajectory,
Cruise-climb
• Access/Equity and Flexibility – Mixed operations
• Conclusions
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SESAR is
Performance Driven
Process Orientated
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Trajectory Based
Founded on SWIM
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A Trajectory Based Environment
• Trajectory based operations
• A new approach to airspace design and flexible airspace management
• Business Trajectory ownership
• User involvement in decision making processes
• Users determine how constraints shall be applied whenever possible
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• Trajectory management
• An agreed 4D trajectory for each flight – as close as possible to the user preferred
trajectory which may include cruise climb - route structures only deployed
when/where essential for capacity reasons.
• Authorised by controllers using new separation modes or executed by the flight
crew using airborne separation modes
• Executed with an agreed precision
• Trajectory revisions respect the concept of ownership
• 4D trajectories are the principle language for information sharing
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The SESAR Timescale
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ATM Capability Levels
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ATM Capability Levels
4
Aircraft is a
“node” on the
SWIM network
Available 2025+: Trajectory Sharing Air-Air; Met data sharing (AirAir/Air-Ground); Avionics with Longitudinal Navigation Performance
Capability (4D Contract) and Airborne Self-Separation
ATM Capability Level
3
SESAR 2020 Requirements: Trajectory Sharing meeting ATM requirements;
Avionics with Vertical Navigation Performance capability; multiple RTA and
Airborne Separation capability
2
Aircraft Delivered 2013 onwards: ADS-B/IN and avionics enabling airborne spacing –
“Sequencing and Merging”; Datalink: Link 2000+ applications
CDTI
Date: 170907
1
“Current Aircraft”: ADS-B/out (position/aircraft/met data); Avionics with 2D-RNP, vertical
constraint management and a single RTA; Datalink: Event reporting/Intent sharing
0
2010
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2020
2030
ASAS Applications
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SESAR Context
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ASAS Applications
Situational Awareness (ATSA) - aware of all surrounding traffic and its intent
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TOD
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ASAS Applications
Situational Awareness (ATSA) - aware of all surrounding traffic and its intent
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Intention of previous landing aircraft
to vacate via the rapid exit
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ASAS Applications
Spacing (ASPA) – aware of all surrounding traffic and its intent
- achieve and maintain a specific time/distance behind the specified aircraft ahead
TOD
Date: 170907
90secs
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ASAS Applications
Separation (ASEP) – aware of all surrounding traffic and its intent
– execute airborne separation in relation to other specified aircraft trajectories
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TOD
Page: 11
ASAS Applications
Separation (ASEP) – aware of all surrounding traffic and its intent
– execute airborne separation in relation to other specified aircraft trajectories
Date: 170907
TOD
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ASAS Applications
Self-Separation (SSEP) – aware of all surrounding traffic and its intent
– execute airborne separation in relation to all other aircraft trajectories
Date: 170907
However SSEP in very low density
high altitude airspace may be feasible
in a relatively short time-scale
Managed Airspace
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SSEP in mixed airspace is
perhaps the most
challenging SESAR
concept aspect
ASAS Applications
Self-Separation (SSEP) – awareness of all surrounding traffic and its intent
– execute airborne separation in relation to all other traffic
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Particularly as an enabler to cruise climb….
Managed Airspace
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ASAS Delivering Performance
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Situational Awareness for Safety
on the Airport Surface
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ASAS Delivering Performance
• Situation Awareness (ATSA) delivering safety on the airport surface
• Comair 5191 Lexington accident 27/08/06: NTSB recommends “the installation of
cockpit moving map displays or an automatic system that alerts pilots when a
takeoff is attempted on a taxiway or a runway other than the one intended”
• ASMGCS is foreseen to provided surveillance, safety and surface guidance
information to controllers – only in its most sophisticated form (level 4) cockpit
systems are included
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• SESAR advocates the accelerated development of cockpit based displays
providing guidance and warnings directly to the flight crew as well as the controller
• Prime SESAR safety goal is the elimination of ATM related accidents on the airport
surface
• The SESAR SWIM network will facilitate the flow of all relevant data directly to
wherever it is needed (air-air, air-ground, ground-air)
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ASAS Delivering Performance
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ASAS Spacing for Consistent Runway Throughput
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ASAS Delivering Performance
• Airport Capacity – ASAS Spacing (ASPA) delivering consistent runway
throughput:
Date: 170907
• Delegation of specific tasks to flight crew
• SESAR foresees P-RNAV routings merging towards final approach facilitating
continuous descent approaches (CDA)
• The proposed arrival management technique is the use of Controlled Time of
Arrival (CTA) over a waypoint in the vicinity of the airport (exploiting FMS RTA
capability) resulting in the precise sequencing of traffic
• ASPA techniques can be used to facilitate the accurate merging of trajectories into
a final single stream
• ASPA can then ensure precise time-based spacing on final approach
• ASPA techniques relieve controllers of multiple routine tasks
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SEQUENCE
Arrival Management processes assure an optimum arrival sequence
by the allocation of Controlled Time of Arrival (CTA) at an appropriate fix
MERGE
ASPA Merging technique achieves
precise pair-wise time-based spacing at fix
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SPACE
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ASPA in trail time-based spacing
- precise final approach spacing
In all wind conditions
ASAS Delivering Performance
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ASAS Separation for Safety and Capacity
on the Airport Surface in Low Visibility
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ASAS Delivering Performance
• Airport Capacity - Maintaining airport throughput in low visibility by use of
ASEP
• The logical step beyond ATSA on the airport surface is an ASAS Separation
application (ASEP-SURF) enabling flight crew to provide separation on
taxiways when unable to see outside the flight deck
• SESAR provides opportunities for new techniques based on enhanced sharing
and display of information to both controllers and flight crew
• Increasing safety and maintaining throughput in Low Visibility Conditions are
Date: 170907
leading characteristics of the SESAR concept
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ASAS Delivering Performance
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ASAS Separation Maximising Throughput of
Closely Spaced Parallel Runways
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ASAS Delivering Performance
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• Airport Capacity – ASAS Separation improving the exploitation of existing and
future closely spaced parallel runways avoiding the high costs of building
segregated runways – ASEP-CSPA
• In IMC precision monitoring is required for parallel approaches spaced between
1525mtrs and 1035mtrs
• High precision RNAV combined with cockpit monitoring of separation may provide
an alternative to ground based monitoring
• ASEP-CSPA has the potential to unlock additional capacity if the concept can be
proved to be safe and efficient at spacing of less than 1035mtrs (existing and
future runways)
• A lot of research and analysis has already been conducted, the problem is well
understood
• SESAR capabilities may offer a chance to develop acceptable procedures within a
reasonable timescale
• Contributing to the SESAR objective of maintaining throughput in all weathers
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Sequence to fix – continuous descent
Slowly converging “separated” P-RNAV routes – no need for a “platform altitude”
ASEP automated monitoring of parallel streams
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ASEP monitoring replaces radar monitoring
before radar separation is lost
Optimised arrival stream
- maximising landing rate
- limited only by wake vortex
ACAS will need to be filtered
for designated aircraft
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ASAS Delivering Performance
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ASAS Separation Reducing Controller Task Load per
Flight – Increasing Airspace Capacity
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ASAS Delivering Performance
• Airspace Capacity - reducing controller task load per flight – ASEP techniques
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• This involves the delegation of both tasks and responsibility
• This aspect has been given high importance by SESAR but we know that research
has yet to confirm real potential
• The SESAR environment of precision trajectories will enable conflict situations to
be detected and resolved earlier due to better predictions and precision clearances
– can ASEP provide tactical resolution of residual conflicts thereby potentially
reducing controller workload?
• Can ASEP techniques enable airspace users to determine the most efficient
solution – given the constraint? (the conflicting aircraft)
• Also minimising disturbance to the most efficient trajectory?
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Conflict Resolution - ASAS Solution (courtesy of Dassault Aviation)
NTS
62.5 nm
08:00
11 44 Z
X1
22.5 nm
04:30
11 38 Z
000
X1
020
X1
ADS-B will provide
:
 An accurate position of the Intruder
 The Track of the Intruder
 The Ground Speed of the Intruder
F
M
S
1
F
M
S
1
and so the intruder relative course
 Appropriated route change
Date: 170907
might be proposed to the pilot
5
If the target
is designated by ground systems = ASEP
SEPARATION
F7X F-WIDE
If target
designated by airborne systems = SSEP
3 nm is
03:30
In both cases – airborne resolution
For pilot – no real difference
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5
SEPARATION
F7X F-WIDE
5 nm
03:20
ASAS Delivering Performance
• Efficiency and the Environment
• The SESAR concept documents state that the User Preferred Trajectory may
include cruise climb segments (5% fuel saving even if just at very high altitude)
• Airborne self-separation techniques may enable cruise-climb at high altitude
• Airborne separation techniques can assure minimum disruption of trajectory
• However…..
Date: 170907
• Access and Equity, Flexibility
• SESAR states that there shall be no segregation on basis of equipment
• Therefore airborne separation techniques must be integrated in managed airspace
operations
• SESAR foresees a mixed environment where non-ASAS equipped a/c will be
receiving a separation service and ASAS equipped a/c may separate themselves
from all other aircraft
• So….
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ASAS Delivering Performance
• Can ASEP and SSEP perform in the SESAR mixed equipage environment?
Date: 170907
• The trajectories of all aircraft will be known and shared
• Trajectories are foreseen to be more stable than today with much less last minute
tactical intervention – problems will be detected earlier thanks to precise trajectory
predictions and resolved with closed-loop trajectory revisions
• Therefore in Low/Medium density operations there should be very few “last
minute” control interventions
• In this more stable environment could a paradigm shift in separation provision
occur with ASAS becoming the “tactical mode” when needed (rarely)?
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An integrated approach
SSEP
NextGen ASAS applications
Oceanic ASAS applications
ASEP
(SSEP in low density?)
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A global family of advanced techniques
- delivering enhanced performance
ASPA Merging
and Spacing
ASEP-CSPA
SURF applications
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Conclusions
• ASAS is expected to make a significant contribution to achieving the SESAR
performance objectives
• The validation process will address this claim
• Airborne separation has a role in all airspace types
• Focus of research should be on the ASAS applications that have the potential
to deliver the required performance in the long term
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• Be they simple – ATSA-SURF
• Or the most challenging – SSEP in a mixed environment
• The right form of phased approach will emerge
• ATM procedures using ASAS must be safe, simple, homogenous – a global
family of advanced techniques delivering enhanced performance
• Co-ordination is required with NextGen and then ICAO
• EUROCONTROL/FAA Action Plan 23 can facilitate prioritising and co-ordination
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SESAR D3 Milestone Deliverable
Contains the Target Concept of Operations
Date: 170907
Publication within a few days
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