CARE/ASAS Action
FALBALA Project
Dissemination Forum – 8th July 2004
Project conclusions and recommendations
Thierry Arino (Sofréavia)
July 2004 – FALBALA/WP5/FOR6/D – CENA, DFS, EEC, NATS, Sofréavia & UoG
Slide 1
Synthesis – Applicability
ATSA-AIRB
Applicable in various
environments
ATSA-VSA
Applicable in Frankfurt
Unlikely to be applicable in
Paris and London (where
there is no use of visual
separation on approach)
Possibly applicable in
other airports (e.g. Nice)
ASPA-S&M
Compatible with Paris (in
particular CDG) and London
Gatwick current
characteristics
Possibly compatible with
Frankfurt current
characteristics
Hardly compatible with
London Heathrow current
characteristics
July 2004 – FALBALA/WP5/FOR6/D – CENA, DFS, EEC, NATS, Sofréavia & UoG
Slide 2
Synthesis – Limitations
ATSA-AIRB
Partial ADS-B out
equipage
Impact on pilots’ workload
depends on design
options
Possible increase in
controllers’ workload due
to pilots’ queries
ATSA-VSA
CDTI use may lead to
greater spacing
ASPA-S&M
Impact on pilots’ workload
depends on level of
automation
Possible controllers’ deskilling
Improper use can lead to
degraded situations
CDTI requirements are
ASAS applications
dependent
July 2004 – FALBALA/WP5/FOR6/D – CENA, DFS, EEC, NATS, Sofréavia & UoG
Slide 3
Synthesis – Expected benefits
ATSA-AIRB
ATSA-VSA
Safety expected mostly in
remote areas
Gain in capacity with
staggered approaches to
dependent parallel
runways, but unclear
benefits for single runways
Significant safety
improvements expected
for VFR flights
Shared views between
pilots and controllers: a
challenge to quantify
Additional safety from
CDTI use (aid to visual
acquisition and better
ability to maintain own
spacing)
ASPA-S&M
Increased controllers’
availability and more
anticipation in sequence
building
Better stability of flows with
more a/c getting optimal
spacing values
Better understanding of the
situation and gain in
anticipation by pilots
Possible reduction of
pilots’ and controllers’
workload
July 2004 – FALBALA/WP5/FOR6/D – CENA, DFS, EEC, NATS, Sofréavia & UoG
Slide 4
FALBALA results

Better understanding of the current situation for 3 major
TMAs

Initial assessment of CDTI to support traffic situational
awareness in core Europe

Objective radar data analysis complemented by operational
feedback & experiment result analysis
July 2004 – FALBALA/WP5/FOR6/D – CENA, DFS, EEC, NATS, Sofréavia & UoG
Slide 5
FALBALA conclusions

Airspace / airport characteristics and traffic demand must
be considered when assessing applicability and benefits

Radar data analysis is of particular interest for such
objectives

Operational benefits depend on the Airborne Surveillance
application and the operational environment
July 2004 – FALBALA/WP5/FOR6/D – CENA, DFS, EEC, NATS, Sofréavia & UoG
Slide 6
Recommendations for future work

Further benefit analysis should be performed
 Enhancement of benefit evaluation process based on radar data
extrapolation
 ATSA-AIRB: Design studies for determining the appropriate traffic
filtering
 ATSA-VSA: Investigation of the US & Europe difference in
operations
 ASPA-S&M: Development of experiments for specific operational
environments & design studies for determining the appropriate
level of automation
 Assessment of the required level of a/c equipage and cost analysis
of avionics retrofit
 Compared assessment of the most promising ASAS applications
and alternative operational improvements
July 2004 – FALBALA/WP5/FOR6/D – CENA, DFS, EEC, NATS, Sofréavia & UoG
Slide 7