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First ASAS thematic network workshop The user

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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


1
First ASAS thematic network workshopThe users
expectations and concernsA Printemps
2
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

3
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)

4
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
5
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

6
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.

7
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

8
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)

9
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

10
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

11
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

12
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

13
  • 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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