Mediterranean Free Flight ASAS Separation and Spacing

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Mediterranean Free FlightASAS Separation and
Spacing
Presented by Andy Barff Project Leader MFF
Real-time Simulations ASAS-TN, Malmö 7-10-03
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• This presentation explains 2 aspects of MFF
• ASAS Separation Applications and Simulation
  Design
• ASAS Spacing An Integrated Approach

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ASAS Separation
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MFF ASAS Separation Concept

• Definition in line with PO-ASAS
• Delegation of separation responsibility to the
  flight crew for a particular manoeuvre in
  relation to a target aircraft limited in space
  and time
• Applications
• Crossing Procedures
• Lateral Crossing (pass behind)
• Vertical Crossing (pass above or below)
• Overtaking Procedures
• Lateral overtaking (pass to the right or left)
• In-trail Procedures
• Remain in trail
• Merge in trail
• In-trail climb or descent
• In-trail climb or descent to same level

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MFF ASAS Separation Simulation

• Simulation of Greek and Maltese airspace
• October 20th 31st 2003
• 4 days training
• 1 day of reference exercises
• 5 days of ASAS evaluation
• 2 large sectors over central Mediterranean
  (mainly high seas)
• Simulation of radar and ADS-B surveillance
• An area of poor or no surveillance
• Inter-centre transfer procedures
• Experimental Design
• Qualitative assessment of ASAS Separation
  applications
• Traffic samples tuned to offer several ASAS
  opportunities every 6-10mins
• Current fixed route structure and existing sector
  dimensions
• Technical Features
• Position symbol reflects surveillance quality
• ADS-B down-linked parameters displayed on demand
  in track label

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MFF RTS3 Greece-Malta Scenario
? AFR123 350 350 350 g45 hdg m.84 rocd
? BAW456 350 350 350 g45 h270 m.82 r0
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ASAS Spacing An Integrated Approach
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ASAS Spacing as a System Component

• ASAS Spacing cannot be considered in isolation
• Unlike RVSM for example.
• It seems that the benefits of ASAS Spacing will
  be greatest when it is a component of an
  integrated concept of operations
• Current practices will have to evolve to include
  ASAS Spacing in the more efficient management of
  arrival flows probably including RNAV arrival
  procedures
• Current practices (generally) include
• Extensive marshalling and vectoring at low
  altitudes
• Some use of holding (ready supply of a/c to
  maximise runway capacity)
• This is not really compatible with the extensive
  use of ASAS Spacing because spacing set up in the
  ETMA will be lost if there is holding or
  extensive vectoring
• New tasks for en-route sectors establishing the
  sequence in the vicinity of top of descent

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Towards a more efficient arrival flow
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ASAS Spacing as a System Component

• MFF is initiating a study of Rome arrivals using
  ASAS Spacing as a tool in a more efficient
  arrival concept..
• Subtle sector revisions to allow the controllers
  to concentrate on the management of arrivals.
  Overflights and outbounds handled mainly by other
  sectors
• Key objectives
• To ensure that the en-route/ETMA sectors can
  effectively establish the arrival sequence before
  or shortly after Top of Descent
• To study the feasibility of merging of ASAS
  spaced flows at medium level
• To study the impact on the TMA sectors in terms
  of holding (reduction), environmental/efficient
  trajectories (mileage/levels) and controller
  workload/concept feasibility

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MFF RTS3 Rome Scenario