Federal AviationAdministration

AP23 briefing on D3: ASAS Concept of operations

ASAS-GN Seminar13 Nov 08, Rome

ByKen Carpenter, QinetiQ

2Federal AviationAdministration

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

3Federal AviationAdministration

Background

“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

4Federal AviationAdministration

Objective

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 applications

but not in order to propose them It introduces “application elements”

Discusses airborne separation = airborne separation & self-separation applications

5Federal AviationAdministration

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

6Federal AviationAdministration

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

7Federal AviationAdministration

Contents

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

8Federal AviationAdministration

Concept: terminology

Airborne Separation is used to refer to any separation mode in whichthe 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

9Federal AviationAdministration

Concept: airborne separation

Separation: “The tactical process of keeping

aircraft away from hazards by at leastthe 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

10Federal AviationAdministration

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)

11Federal AviationAdministration

Concept: application elements

AP23 asked for candidate applications Over 100 separate suggestions We grouped them by category

found 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

12Federal AviationAdministration

Identifying designated aircraft

13Federal AviationAdministration

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 reorganisation

and 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

14Federal AviationAdministration

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

15Federal AviationAdministration

Use: “procedural airspace”

Airspace that is not under ground surveillance Whole family of applications being studied

for oceanic airspace Self-separation and cruise climbing Self-separation on dedicated tracks in the OTS

but Procedural separation should simply disappear

16Federal AviationAdministration

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)

17Federal AviationAdministration

Conclusion

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 TeamICAO: www.icao.int/anb/panels/scrsp/indexp.html

(click information/documents)and …. ?

18Federal AviationAdministration

Thank you

ken.carpenter@atc.qinetiq.com