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Page 128.04. 2003
LufthansaLufthansa
ASAS
It's Time for a paradigm change . . .
Workshop Workshop
28. - 30. May 2003 , Rome28. - 30. May 2003 , Rome
[email protected]@dlh.de
Page 228.04. 2003
LufthansaLufthansa
ASAS
. . . in our ATM system
Page 328.04. 2003
LufthansaLufthansa
ASAS
100
25
20 5
150
Arrival delays Resources Fuel for flight acceleration
Total cost
additional470.000 left behind
Bags in FRA
Passengerrebooking &
care
Delay Cost for Lufthansa in FRA only . . .
. . . est. 150 Mio € in 2002
Page 428.04. 2003
LufthansaLufthansa
ASAS
Fragmented airspace (political & organisation) Potential Data link widely unused No common use of data sources (air & ground) Lack of automation support No co-operative system approach No challenge for cost effectiveness through competition
Key ATM Problems to be solved
Today’s ATC operational infrastructure Today’s ATC operational infrastructure is still based on is still based on
radar tracking, voice communication & ground based radio beacons
Page 528.04. 2003
LufthansaLufthansa
ASAS
ATC is positioned as a bottleneck
ACC
RadarSurveillance
Page 628.04. 2003
LufthansaLufthansa
ASAS
Innovation required
one human =
one sector =
number of aircraft
More traffic =
More sectors =
more inefficiency =
more cost
Controllers do an excellent job – but they are lacking the kind of progress
pilots have experienced in the aircraft technology
Page 728.04. 2003
LufthansaLufthansa
ASAS
State-of-the-art is distributed intelligence
ACC
Radar Surveillance
Cooperative 4D flow management
Co – operative data network
ADS-B Surveillance
Page 828.04. 2003
LufthansaLufthansa
ASAS
Airspace needs to be managed
to best accommodate its prime objective:
save & efficiently serve flights from gate to gate
Structured ATM system approach needed:
What needs to be worked on centralised? What shall be accommodated in a distributed fashion?
Redefinition of tasks
Page 928.04. 2003
LufthansaLufthansa
ASAS
The future is co-operative . . .
. . . use of distributed intelligence, responsibilities shared according to best
task accomplishment
Thank you!
Go ahead
Page 1028.04. 2003
LufthansaLufthansa
ASAS
Phases of co-operative Air Traffic Phases of co-operative Air Traffic ManagementManagement
ACAS(->STCA)
Aircraft Surveillance ASAS (->MTCD)
Pre-flight FP co-ordination
0 -10 -20 -30 distance in minutes (not to scale) current position(time reference)
In-flight FPL co-ordination (Aircraft Flight Plan data exchange with ATM-units/airports)
strategictactical
AFAS
VDL M.2 / ATN
ADS-B1090
Safety net
C - ATMC - ATM
Page 1128.04. 2003
LufthansaLufthansa
ASAS
Today
Air Traffic Control with constraints to grow
Air and Ground System
ground based surveillance
oriented on manual ground procedures – human centred
Limited safety horizon (ACAS)
voice infrastructure
airspace fragmented into small sectors
C-ATM
Air Traffic Management with growth capability
Co-operative Air-/Ground System
air and ground based surveillance
oriented on best capabilities – distributed ATM system
Enhanced Safety horizon (ASAS)
data infrastructure (voice for abnormal only)
flow oriented functional blocks of airspace
Safet
yEffi
cien
cy
Capac
ity
Where to go to . . .
Improvements
Page 1228.04. 2003
LufthansaLufthansa
ASAS
Largely enhanced safety (surveillance will be available where it is most needed – in the airplane, more effectively through the closed loop nature of ADS-B using source data – no prediction)
Distributed surveillance system caters for more effectiveness & capacity
Distributed responsibility will significantly reduce controller workload
avoid double work
participants to focus efficiently on their assigned task
reduction of workload in the overall process
ASAS – Benefits tactical
Page 1328.04. 2003
LufthansaLufthansa
ASAS
ASAS – Benefits con´t
Common situational awareness available in air & on ground
Use of data rather than voice will allow automation support to be available not only for pilots but also controllers
“Congestion resistant” due to its distributed nature
Allows larger sectors, with ground controller workload focused on strategic flow management
Availability independent of ground infrastructure – world-wide
Use of global ADS-B infrastructure standards will support use of common data
tactical
Page 1428.04. 2003
LufthansaLufthansa
ASAS
Flow management - Benefits
Co-operative use of 4D trajectory will largely enhance efficiency
Use of existing VDL Mode 2 / ATN standards will support use of common data
Seamless data communication will significantly reduce controller workload
Use of data rather than voice will allow automation support to be available not only for pilots but also controllers
strategic
Page 1528.04. 2003
LufthansaLufthansa
ASAS
It's time to decide . . .
CARE/ASAS ANSPs FREER NUPEC LINK 2000+ ADS-B AFAS MA-AFAS
IATA AEA JAA/EASA Industry . . .
Incl. benefits & incentives!
C- ATM
Page 1628.04. 2003
LufthansaLufthansa
ASAS
Spain
France
Germany
Sweden
Potential C-ATM Partners
Austria
Italy
Page 1728.04. 2003
LufthansaLufthansa
ASAS
Nothing will materialise
without commitments
Page 1828.04. 2003
LufthansaLufthansa
ASAS
Pave the way for a common Europe wide operational and technical infrastructure based on global standards (Single European Sky)
Focus on the definition of operational requirements at places where the problems exist (e.g. high density not in remote areas)
Operational & technical infrastructure for large scale trials with revenue aircraft has to be established cost effectively (e.g. single link)
Benefits & Incentives need to generate a payback and encourage users to equip & participate in new operational ATM applications
Transition planning (taking local specialities into account)
Establishment of an User Network (National pairs of airlines/ATSP‘s)assure an interoperable air & ground system approach
What needs to be done next?
Page 1928.04. 2003
LufthansaLufthansa
ASAS