Session 3A. ASAS implementation: The MFF Experience

1. Session 3A. ASAS implementation: The MFF Experience • Chairman: Billy Josefsson (LFV) Secretary: Pietro Rotundo (ENAV) • MFF Overview (Maurizio Zacchei) • - Civil-Military Cooperation: (Maurizio Smanio, Italian Air Force) • ASPA-S&M accepted, ASPA-C&P was found complex to implement • Issues; HMI tools, safety nets, and coordination procedures • Contingencies (emergency / weather) need to be further evaluated. “Our positive MFF experience clearly emphasis that the Air Force should always be involved in future studies of advanced concepts.” “Military ATC and Air Defence units should be equipped with the same ATM technologies planned for civilian controllers.”

2. Safety Assessment in MFF,Alberto Pasquini, Deep Blue • Operational Scenarios for the application of the MFF procedures (OSED) • Identification of potential hazards and of the severity of their consequences (OHA) • Evaluation of acceptability (with reference to frequency), and safety requirements for limitation of non acceptable hazards or mitigation of their consequences (ASOR) MFF Scope

3. 8 Nm Wrong target in ASAS Spacing, an Example Target 2 Delegated 2 Delegated 1 Target 1 8 Nm 8 Nm

4. The results • Free Routing, complete and mature concept, require well functioning MTCD and Flight Path Monitoring tools • ASAS Spacing safety requirements identified for “Maintain Spacing” still to be done for “Resume then maintaining Spacing operation” • Free Flight and ASAS Separation are less consolidated (and less validated in case of ASAS) concepts only major safety requirements have been identified

5. MFF Avionics Architecture, Sileno Goedicke, ENAV • Avionic Retrofit Package • VDL Mode 4 transponder • CDTI

6. CDTI • Based on a COTS unit and upgraded with MFF/ASAS software • ASAS Tools: Conflict Detection, Conflict Resolution and Conflict Prevention • ASAS software algorithms based on state vector of aircraft • Pilot interactions through a 5’’ display and six Function Keys

7. ASAS Avionics Issues Required attention level for the CDTI was considered high Human Computer Interaction Improvements, identified • Aural and visual warnings in case of predicted separation infringement should be provided • ASAS functionality should be integrated with aircraft FMS, especially for ASAS Self Separation • Traffic picture and ASAS information should be presented on the aircraft navigation display • the number of function keys should be maximized to reduce the levels in the menu tree • Pilots should be given the choice to suppress or to show surrounding traffic during ASAS Spacing.

8. Economic Appraisal, David Booker, EUROCONTROL HQ • Quantify economic value of operational benefits for each application • aircraft cost savings from reduced flight time, flight distance, fuel consumption • ACC cost savings from reduced workload • value of capacity increases • Quantify cost of each application • cost of equipping new and existing aircraft • cost of upgrading ground infrastructure • Compare to check if benefits derived justify cost incurred

9. Covering the airspace

10. Numbers of aircraft • Aircraft in traffic sample • Total - 8677 • Non-capable - 3591 • Too old - 1152 • Eligible - 3934 • Aircraft by 2020 • Retirements - 1788 • New - 7476 • Total fleet - 13300

11. Implementation costs

12. Discussion, highlights • Military cooperation, Involvement and capture of requirements is essential to any ATM program • SAFETY well integrated, more work to be done • Availability of downloaded intended data will reduce ATCOs workload • Even if retrofit solution is possible it is strongly recommended that ASAS/ATSAW functionalities will be integrated with FMS, Air Data Computer and Navigation Display. Electronic Flight Bags promising. • Proportion of cost for implementation is around 10% for ANSPs and 90% for Airliners, Avionics prices to come down.