First ASAS thematic network workshop The user

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First ASAS thematic network workshopThe users
expectations and concernsA Printemps
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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

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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)

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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
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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

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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.

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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

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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)

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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

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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

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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

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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

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