Airborne%20Separation%20Assistance%20System%20Thematic%20Network%202%20(ASAS%20TN2)%20%20

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Airborne Separation Assistance System Thematic
Network 2 (ASAS TN2) Implementing ASAS as an
integral part of future ATMThe pilot
perspectiveIFALPA / ECACapt. Bob Arnesen
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The challenge 1.Converting engineering into
fact. 2. Engineering that will withstand the
tests of everyday use in commercial aviation.
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Pilots and engineers have to work together.
Respect for the others needs and ideas. At
the same time, as professional pilots, we reserve
the right to say no, we dont agree.
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Need to make ATM safe and effective.
Congestion.There is only so much airspace and
only so many airports and runways to work with in
Europe.
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Pilots are end users. What are we pilots going
to get out of this?Industry says You save
money, you fly more effectively, you use less
fuel, sector length is shortened.
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Industrys dreams Slot times and ATC delays
may not be a factor any more.ADS-B in and out
technology combined with ASAS may lead to safer
skies.Greater safety means money saved.
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If you think safety is expensiveTry and
accident
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Step 1 ADS-B out only.Package 1
applicationsGet all the advantages of SAT NAV
and ADS-B runway incursionsexpanded
surveillance
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Package 1 is not the real issue. There is no
transfer of responsibility from the controller to
the pilot for separation.
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Step 2 ADS-B in and outPackage 2 3
applicationsPotential for transfer of
responsibility for separation from controller to
pilot.
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IFALPA policy on transfer of separation
responsibility from ATC to the cockpit.
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The pilot community should not support the
transfer of separation responsibility to pilots
in any but the most regulated conditions. For a
multitude of human factors and technical reasons,
the Federation does not recognise the ability of
flight crew to perform airborne based separation
on a safe and orderly basis using existing ICAO
procedures or technology.
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The IFALPA/ECA position ASAS applications which
require the transfer of responsibility from the
controller to the pilot . Develop the correct
technology and procedures through exhaustive
study and testing
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Document Ref ASAS-TN2/WP3/Report/0.9e ASAS
separation cluster Enhanced crossing and
passing operations (ASPA-CP)Lateral Crossing
and Passing (ASEP-LCP)Vertical Crossing and
Passing (ASEP-VCP)In-Trail Follow
(ASEP-ITF)In-Trail Procedure (ASEP-ITP)Airborne
self-separation clusterSelf-Separation in
segregated Free Flight Airspace
(SSEP-FFAS)Self-Separation in Managed Airspace
(SSEP-MAS)Self-separation in an Organised Track
System (SSEP-FFT)
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LanguageAviation phraseology based on
English.The safety implications of using
different languages in for example a SeqMer
application are severe.
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PhraseologyCommon phraseology must be agreed
upon and exercised with great discipline.Need
Standardization.Both within Europe and Worldwide.
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Pilot Workload Issues

• The bottom line .. simplicity.
• Information user friendly and simple as possible.
• Pilot response and inputs to system simple.
• NAV Display already has a considerable amount of
  information.

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IFALPA Policy DISPLAY FUNCTIONS1. The
display should be integrated with other CRTs
(navigation display, weather radar) as long as
the amount of presented data does not interfere
with the readability and interpretation.
2. The display of traffic should be pilot
selectable as a function of range and
relative/absolute vertical position.
3. The altitude of proximate traffic should be
displayed. Note It may be advantageous to
include a provision for selecting relative or
absolute altitude displays.
4. The display
of the flight identification should be possible
on pilot's selection, where available (Data Link,
Mode S). 5. The display of relative (closing)
speed should be possible on pilot's selection.

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Testing and Trials

• Testing and running of trials to determine the
  maturity of the various ASAS applications has to
  move from the laboratory stage to the real life
  stage, with of course normal safeguards in place.
• ASAS applications that are going to be used later
  in everyday use have to be verified in that
  environment. Pick a large carrier (or two)
  operating in core Europe as a test bed.
• This also means that the navigational position
  source as well as the ADS-B link, both supporting
  the whole idea of ASAS, need to be reliable,
  robust and of the highest integrity. It must
  above all support accurate and consistent
  position reporting, with no deviation or error.

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The Big Sky Theory

• Different airspace classifications have different
  radio, transponder, flight plan and reporting
  requirements.
• The ultimate aim of the use of ADS-B and ASAS
  applications in remote airspace is to optimize
  its use.
• The mix of IFR and uncontrolled VFR traffic can
  become unholy. There are big risks. The big sky
  theory doesnt work anymore.
• Serious consideration must be given to
  reclassifying airspace that is to become more
  saturated with IFR aircraft as a result of ADS-B
  and ASAS.

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Ownership and Security

• An ADS-B link as it is used today and currently
  envisioned for the future, is not secure.
• We are convinced that the ADS-B link needs to
  support encryption for reasons of security.

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The success of ASAS in the future ATM and the
integrity of the future ADS-B link go hand in
hand.
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Need to be sending a message. Generation and
transmission of position accuracy data (along
with anything else included in the data protocol)
must be of the highest integrity to ensure the
success of ASAS.
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The pilots need to know they are buying into a
system that gives them a secure and safe platform
to work from.Applications tested and tried.
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Move to live onboard long term testing and
trials, with all the normal safeguards in
place.Use a large launch airline in and around
the core Europe.