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ASSTAR Airborne Separation Applications

ASSTAR Airborne Separation Applications. Craig Foster. Contents. Describe ASSTAR Applications Concept Environment Commonalities Between Applications Use of Datalink An Operational (ANSP) Viewpoint. Operational Concept. Airborne Separation Applications

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ASSTAR Airborne Separation Applications

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  1. ASSTAR Airborne Separation Applications CraigFoster

  2. Contents • Describe ASSTAR Applications • Concept • Environment • Commonalities Between Applications • Use of Datalink • An Operational (ANSP) Viewpoint

  3. Operational Concept • Airborne Separation Applications • Controller delegates separation responsibility and transfers separation tasks to the flight crew • Flight crew ensure applicable airborne separation minima are met • Responsibility limited to separation from a designated aircraft • Separation provision still the controller’s responsibility • Self-Separation Applications • Require flight crews to separate their flight from all surrounding traffic

  4. Applications by Responsibility • Separation Applications • Crossing & Passing (ASEP-C&P) • In Trail Follow (ASEP-ITF) • In Trail Procedure (ASEP-ITP) • Self-Separation Applications • Free Flight Track (SSEP-FFT) • New Application from Glasgow ASAS-TN Workshop • In Trail Merge (ASEP-ITM) Radar Airspace Oceanic Airspace

  5. ASEP-C&P Turning Point

  6. ASEP-C&P - Offset

  7. Oceanic Environment • No VHF Radio or radar cover over most of the North Atlantic Region (NAT) • Voice communications provided by High Frequency (HF) Radio • HF subject to weather effects • Audibility can be limited • Sometimes impossible • So ATC issues strategic clearances • Issued prior to entering Oceanic FIR • Extend from Oceanic Control Area (OCA) entry to landfall • Long-term conflict prediction used to ensure no separation loss over whole route

  8. Organised Track Structure

  9. 15 mins 10 mins 60 miles 1000 ft Oceanic Separations • Separation standards governed by various uncertainties: • Communication unreliability • Navigational accuracy • Accuracy of forward estimates (driven by weather forecasts) . . . so separation standards are very large

  10. SAATS

  11. OAC Movements 2002

  12. > 10 mins > 10 mins FL360 ATSA-ITPCriteria 5 mins FL350 ASEP-ITP (In Trail Procedure) • Aircraft at FL340 would like to climb ….. • But standard longitudinal separation does not exist at level above • Crew request an ITP Climb FL340

  13. ITF 5 mins ASEP-ITF (In-Trail Follow) • 5 minutes : No standard longitudinal separation • Airborne Separation Established: In-Trail Follow • Climb Approved, Maintaining In-Trail Airborne Separation • In-Trail Separation maintained over extended period • Second climb approved –Maintaining ITF Separation • In-Trail Follow cancelled • Exit Oceanic Airspace FL360 FL350 FL340

  14. SSEP-FFT • FFT is an OTS track reserved for ASAS-capable aircraft • Aircraft on the track can change speed and level at their own discretion . . . but no lateral flexibility allowed • Aircraft requires downstream clearance to re-enter managed airspace

  15. Tactical re-routes in the NAT

  16. 15 minutes ITM 4 minutes ASEP-ITM (In Trail Merge) • New WP-8 to investigate • Opportunities • Procedures

  17. Application Commonalities • Equipment • ADS-B IN • CDTI functionality • Require High ADS-B Out equipage • Common phases of application • ATC • Institutional issues for delegation • Transition issues - from today to tomorrow • Interface with managed airspace

  18. Use of Datalink • Assumed that this is post-Package 1 and that ADS-B IN (and data link) would be available. • All ASSTAR applications designed to use both HF voice communications and datalink… • … but we wouldn’t want to use HF • Only consider these applications in a datalink environment

  19. Operational Perspective - NATS • Potential environmental and cost benefits to our customers • NATS needs to understand the implications of implementing • Capacity effects of FFT • Control of adjacent tracks • Management of traffic at the domestic interface • Regulatory issues • Need for harmonised approach with adjacent ANSPs • Exploring other complementary options • Improved Vertical Profiling (IVP)

  20. Thank you for listening craig.foster@nats.co.uk

  21. Operational Perspective - DSNA • DSNA intentions in ASSTAR: • Opportunity to re-activate and extend visual separation clearance used in the past. • New sharing of tasks between air and ground should have a positive impact on ATCO workload • Capacity effects of C&P for the ATCO • Flight efficiency of C&P

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