direction générale de l’aviation civile centre d’Études de la navigation aérienne first asas...
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Directiongénéralede l’Aviationcivile
centred’Études dela navigationaérienne
First ASAS thematic network workshop
The user’s expectations and concerns
A Printemps
First ASAS Thematic Network
centred’Études dela navigationaérienne
Page 228/04/2003
ATM service provider view
•Operational benefit•Transition issue•System implementation issue•Acceptability and Training
•For each item :• benefits of ASAS and in particular package 1
•what still needs to be studied
First ASAS Thematic Network
centred’Études dela navigationaérienne
Page 328/04/2003
Operational benefit
-ATSA : Should increase safety : airport / departure management Parallel runway management
-Spacing application : Improves controller efficiency (EEC simulations of arrival
sectors of Paris en route center), Improves flight efficiency, as shown by these simulations Should improve the capacity of arrival sectors where
ground automation is quite difficult to implement(MTCD does not work, workload to organise the traffic flow is quite high)
First ASAS Thematic Network
centred’Études dela navigationaérienne
Page 428/04/2003
Operational benefit of Spacing application
ATN
DIJ
MEL
OKRIX
SUSIN
20
40
60
80
100
120
140
160
180
20
40
60
80
100
120
140
160
180
EACAC111201A15-60
ATN
DIJ
MEL
OKRIX
SUSIN
20
40
60
80
100
120
140
160
180
20
40
60
80
100
120
140
160
180
EACAC101201B15-60
Spatial mapping of instructions (Heading, direct
and speed only)Very High
With
Very HighWithout
Many other indicators has shown benefits when all aircrafts are equipped.
First ASAS Thematic Network
centred’Études dela navigationaérienne
Page 528/04/2003
Operational benefit : to be studied
Arrival manager integration Operational concept refinement HMI integration
Arrival sector > approach sector transition Interest and feasibility in approach sectors
Demonstrate operational benefits and procedure on main European airports For France : CDG airport
Spacing concept safety needs to be consolidated Standardisation
First ASAS Thematic Network
centred’Études dela navigationaérienne
Page 628/04/2003
Transition (1)
A new concept is implementable only if a cost effective transition path can be achieved
To mandate ASAS package one is unlikely for the short/medium term :
progressive implementation must be possible
« ADS/B out » could be easy and cheap to implement if MODE S 1090 technology is used ( part of enhance MODE S surveillance package, no new equipment required)
If a significant number of aircraft is « ADS/B out » equipped, then operational benefit could be available from each aircraft equipped with package one.
First ASAS Thematic Network
centred’Études dela navigationaérienne
Page 728/04/2003
Transition (2)
Spacing application does not require electronic stripping
Spacing application does not require MTCD and other complex tools implementation
Spacing application does not require CPDLC implementation
Spacing application does not require a fundamental change in responsibilities
Spacing application is compatible with existing ATM system
First ASAS Thematic Network
centred’Études dela navigationaérienne
Page 828/04/2003
Transition : to be studied
Operational benefit with a limited number of aircraft equipped with package one
Spacing application : benefit for the controller of a limited number of aircraft equipped with package one
Possibility to implement package one without having to implement complex avionics
Acceptability for pilots of spacing application in flight descent phase or approach phase (workload issue)
First ASAS Thematic Network
centred’Études dela navigationaérienne
Page 928/04/2003
Technical ATC system upgrade
Ground ATC systems are now complex systemsImplementing a new function may be quite long and costly
if RDPS or FDPS has to be modified.
Package one application does not require complex system modification, at least in the first years
STCA compatibility or extension HMI modification (and minimum FDPS modification to
identify aircraft equipped)
Package one cost / benefit is good for the ground part : in the first years little benefit… but little cost
First ASAS Thematic Network
centred’Études dela navigationaérienne
Page 1028/04/2003
System implementation : to be studied
Airworthiness issue may be critical for package one introduction
Airborne complexity of package one New autopilot mode should not be a prerequisite to
Package One introduction.
Integration of ACAS CDTI / ATSA displays, need of new HMI…
First ASAS Thematic Network
centred’Études dela navigationaérienne
Page 1128/04/2003
Controller acceptability and training
Controller acceptability is a quite important issueTraining time is quite critical
Package one spacing application has been well received in the first simulations
Better anticipation, handover to approach are much easier
Responsibility issue has to be clearly explained
Training time (one week) and methodology still need to be improved
First ASAS Thematic Network
centred’Études dela navigationaérienne
Page 1228/04/2003
Conclusion
Main feasibility criteria for implementing are being met for package one :
operational benefit transition is possible (if 1090 ADS /B) ground system complexity and cost are moderate controller acceptability
However some work is still necessary on the airborne part : pilot acceptability without airborne automation on the operational benefit with a limited number of aircrafts equipped on the standardisation process
First ASAS Thematic Network
centred’Études dela navigationaérienne
Page 1328/04/2003
A Eurocontrol programme one Package One implementation is now needed
Since RVSM, Package One is the most promising advance in ATM
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