Work Package 3 Chris Shaw

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Work Package 3Chris Shaw Karim
Zeghal(EUROCONTROL)
CARE/ASAS Action FALBALA Project Dissemination
Forum 8th July 2004
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Work package 3Assessment of possible operational
benefits

• Initial assessment of possible operational
  benefits, limitations and applicability ATC and
  flight deck
• Three Package 1 applications
• Enhanced Traffic Situational Awareness during
  Flight Operations ATSA-AIRB
• Enhanced Visual Separation on Approach ATSA-VSA
• Enhanced Sequencing and Merging ASPA-SM

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Work package 3 Assessment approach

• Application description (Package 1)
• Past studies (NUP II, US Ohio Valley flight
  trials, CoSpace)
• Potential ATC and airborne benefits
• Limitations applicability

WP 1 2 Current situation analysis airspace
aircraft perspective
WP 4 Operational indicators, interviews workshop
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Work package 3Assessment of possible operational
benefits

• Initial assessment of possible operational
  benefits, limitations and applicability ATC and
  flight deck
• Three Package 1 applications
• Enhanced Traffic Situational Awareness during
  Flight Operations ATSA-AIRB
• Enhanced Visual Separation on Approach ATSA-VSA
• Enhanced Sequencing and Merging ASPA-SM

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ATSA-AIRB US Ohio valley CDTI/ADS-B flight trials

• Cargo Airline Association (CAA), FAA Safe Flight
  21 program, MITRE, NASA, DoD
• OpEval1 Wilmington, Ohio, July 1999
• 25 aircraft, dedicated experiment, focus on
  enhanced visual acquisition and enhanced visual
  approach
• OpEval2 Louisville, Kentucky, October 2000
• Continued investigation, focus on approach
  spacing for visual approaches during night and
  day.

Airborne Express
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ATSA-AIRB OpEval 1 traffic pattern

Wilmington airport, Ohio
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ATSA-AIRBPotential benefits

• Potential ATC benefits OpEval 1
• Controllers indicated that CDTI had a
• slight positive effect on providing control
  information
• - allowed controller to call traffic earlier
  than normal
• moderately positive effect on communicating
• Potential airborne benefits OpEval 1
• Liked Flight ID tags, altitude information, and
  additional selected information
• Increased flight crew confidence in their ability
  to maintain awareness of the exact position of
  traffic even when traffic transitioned in and out
  of obscurations.
• Aided in planning and workload management, and
  intra-cockpit communication

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ATSA-AIRBLimitations and applicability

• Limitations OpEval12, WP24
• Partial awareness due to partial equipage
• Display clutter is an issue in high density areas
• Pilot hesitation over controller instruction
• Applicability WP24
• 38 out of 57 core Europe scenarios with over 15
  traffic targets displayed with an altitude filter
  of -2700 feet to 2700 feet.
• Application dependent
• Filter could use intent

WP2 CENA CDTI prototype showing 36 traffic
aircraft
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Work package 3Assessment of possible operational
benefits

• Initial assessment of possible operational
  benefits, limitations and applicability ATC and
  flight deck
• Three Package 1 applications
• Enhanced Traffic Situational Awareness during
  Flight Operations ATSA-AIRB
• Enhanced Visual Separation on Approach ATSA-VSA
• Enhanced Sequencing and Merging ASPA-SM

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ATSA-VSAPotential benefits
Baseline and CDTI for enhanced visual acquisition
OpEval 1
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ATSA-VSAPotential benefits
NIGHT
DAY
Three methods used for visual acquisition and the
order of use in OpEval 2
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ATSA-VSAPotential benefits
OpEval 1
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ATSA-VSAPotential benefits

• Majority of flight crews said that CDTI helped
  during visual approach OpEval 1 questionnaire
  comments
• Allowed us to tighten up our approach
• Very useful for acquiring and re-acquisition of
  traffic
• Display of ground speed and distance information
  reduced the workload of following traffic
• Increased situational awareness in busy traffic
  pattern
• Supported re-checking the position of traffic
  without consulting ATC
• Improved our awareness of ATC traffic pattern
  objectives
• Using the system to support flight deck
  objectives improved with experience for
  example, our confidence in maintaining a desired
  interval during the approach

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ATSA-VSALimitations

• Clutter and head down time an issue OpEval, WP4
• Frequency of use depends on percentage of
  aircraft equipped WP4
• Only for use in Visual Meteorological Conditions
  OpEval2
• Identification using call sign a potential issue
  OpEval 2

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ATSA-VSAApplicability

• Visual separation currently used in Frankfurt TMA
  and US results imply a CDTI could help in visual
  acquisition, maintaining visual contact, gauging
  distance and closure rates WP4, OpEval 2
• Frankfurt analysis example own aircraft 1.0 NM
  behind leading aircraft whilst flying visually
  separated to the parallel runways. Wake vortices?
  WP4
• Successive visual approaches not often flown in
  major capacity-limited European airports because
  of risk of go-around WP 4. Why is risk not same
  in US?

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Work package 3Assessment of possible operational
benefits

• Initial assessment of possible operational
  benefits, limitations and applicability ATC and
  flight deck
• Three Package 1 applications
• Enhanced Traffic Situational Awareness during
  Flight Operations ATSA-AIRB
• Enhanced Visual Separation on Approach ATSA-VSA
• Enhanced Sequencing and Merging ASPA-SM

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ASPA-SM

• What does it mean? A typical example
• CoSpace, in collaboration with NUP (COOPATS
  tiger team) covering TMA and E-TMA
• Analysing applicability? Some indications
• CoSpace assumptions and findings, feedback from
  ANSP participating, WP1 and WP4
• Extrapolating benefits? Issues
• CoSpace results, expected benefits from WP4 and
  radar data from WP1

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ASPA-SMA typical example

• Four new instructions to
• Maintain spacing (remain, merge)
• Create then maintain spacing (heading then
  remain/merge)
• Two constraints
• Required anticipation to setup SM (target
  selection)
• Restriction to manoeuvre aircraft under SM
  (e.g. heading not compatible with merge)
• Same instructions for E-TMA and TMA
• In TMA, aircraft arrives under SM

90s
XYZ123 060 - 24
XYZ456 070 - 24
Behind target, merge WPT 90s behind
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ASPA-SM Air ground interface
INKAK
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ASPA-SMTypical uses in TMA

• Maintaining spacing with SM, but handling final
  integration as today
• For aircraft under SM on long downwind leg
• Limited benefits
• No constraint (except same trajectory)
• Maintaining spacing and handling final
  integration with SM
• Maximum benefits, specifically under very high
  traffic conditions
• However, need to delay aircraft of one flow while
  keeping them under SM
• Constraints typically in terms of airspace design

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ASPA-SM Constraints

• Airspace design
• Unique merging point (by definition of merge)
• Enough space (anticipation)
• Standard trajectories (by definition of remain,
  merge)
• TMA Holding legs (to delay for final
  integration)
• TMA Geometry of legs (to easily visualise
  situation)
• ATC organisation
• Grouping of positions (e.g. feeder pickup for
  TMA)
• Executive and planning controllers
• Traffic
• High or very high

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ASPA-SMApplicability characteristics
pre-sequencing
holding legs
airspace size
use of stack
complexity

• London Heathrow small high no normal no
• London Gatwick small medium yes occasional possib
  ly
• Paris CDG medium medium yes occasional possibly
• Paris Orly medium medium yes occasional possibl
  y
• Frankfurt large high yes occasional possibly
• Generic medium simple yes no yes

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ASPA-SM Applicability assessment from WP4

• With existing airspace structure, Paris (CDG and
  Orly) highly feasible to the use of SM, and
  feasible at London Gatwick
• Applicability to London Heathrow hardly feasible
  in todays operations (limited airspace and use
  of stacks) same for Frankfurt (large but complex
  airspace)

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ASPA-SMIdentifying metrics

• Three dimensions of analysis for CoSpace air
  ground real-time experiments
• Four key metrics
• Number and geographical distribution of
  instructions (controller)
• Number of instructions per aircraft (pilot)
• Actual spacing compared to required spacing
• Length and dispersion of trajectories

Human shaping factors
Human activity
Safety
Effectiveness
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ASPA-SM Expected benefits

• From WP1
• Analysis of spacing between successive aircraft
  with radar data
• From WP4
• Reduction of voice communications
• Less time-critical instructions, capability to
  establish the sequence further out, and generally
  reduction in controller workload
• Improvement of ATC efficiency through more
  consistent spacing
• but
• Possibility to increase capacity?
• Percentage of equipped aircraft?
• Pilot workload level of cockpit automation

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ASPA-SM Extrapolating benefits?
Specific Conventional ATC
Potential benefit?
Yes
No
metric i
metric i
-

Generic Conventional ATC
Generic With SM
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ASPA-SM Illustration spacing on final
Paris CDG
Generic
No
Time
London Heathrow
Frankfurt
Note reference points are different
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ASPA-SM Limitations of comparisons

• Actual spacing should be related to desired
  spacing
• Is large spacing due to
• required spacing (e.g. for wake vortex,
  departure, runway inspection)
• low traffic
• inefficient sequencing?
• Is small spacing due to
• visual separation
• tight (but controlled) sequencing due to a high
  traffic load
• missed sequencing?

Generic

Conventional ATC
With ASAS spacing
Small
Below
Required
Above
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ASPA-SM Issues related to extrapolation
Results of experiments
Generic Conventional ATC
Generic With SM
Impact of the differences between the generic and
specific environment?
Specific Conventional ATC
Specific With SM
Impact of the limitation of use of SM resulting
from constraints of specific environment?
Known
Unknown
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WP3 SM conclusion

• Initial understanding of applicability of SM to
  TMA and E-TMA
• Paris (CDG and Orly) highly feasible and London
  Gatwick feasible
• London Heathrow hardly feasible (limited airspace
  and use of stacks)
• Frankfurt, divergent assessment (large but
  complex airspace)
• Assessment of benefits related to spacing at
  reference points hardly feasible in the scope of
  FALBALA
• Determine minimum applicable spacing (e.g.
  considering wake vortex, runway type of
  operations, runway occupancy time) and traffic
  demand
• Investigate other benefits in terms of ATC
  effectiveness (e.g. flight efficiency) and human
  activity (e.g. increased availability, more
  anticipation)
• Experiments on generic environment should be
  continued to develop trends already identified
• Experiments on specific environment necessary to
  assess benefits