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First ASAS thematic network workshop The user


A Printemps. First ASAS Thematic Network. centre. d' tudes de. la navigation. a rienne ... Improves controller efficiency (EEC simulations of arrival sectors of ... – PowerPoint PPT presentation

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Title: First ASAS thematic network workshop The user

First ASAS thematic network workshopThe users
expectations and concernsA Printemps
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

Operational benefit
  • -ATSA
  • Should increase safety airport / departure
  • 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
  • Should improve the capacity of arrival sectors
    where ground automation is quite difficult to
  • (MTCD does not work, workload to organise the
    traffic flow is quite high)

Operational benefit of Spacing application
Spatial mapping of instructions (Heading, direct
and speed only)
Very HighWith
Many other indicators has shown benefits when all
aircrafts are equipped.
Very HighWithout
Operational benefit to be studied
  • Arrival manager integration
  • Operational concept refinement
  • HMI integration
  • Arrival sector gt 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

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.

Transition (2)
  • Spacing application does not require electronic
  • Spacing application does not require MTCD and
    other complex tools implementation
  • Spacing application does not require CPDLC
  • Spacing application does not require a
    fundamental change in responsibilities
  • Spacing application is compatible with existing
    ATM system

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)

Technical ATC system upgrade
  • Ground ATC systems are now complex systems
  • Implementing 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

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

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

  • 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

  • A Eurocontrol programme one Package One
    implementation is now needed
  • Since RVSM, Package One is the most promising
    advance in ATM