2 nd ASAS-TN2 Workshop - Rome, 4 th April 20061/13 Civil-Military cooperation as a key factor in ASAS implementation Italian Air Force (IAF) Ltc. Maurizio.

2nd ASAS-TN2 Workshop - Rome, 4th April 2006 1/13

Civil-Military cooperation as a key factor in ASAS implementation

Italian Air Force (IAF)

Ltc. Maurizio SMANIO

2nd ASAS-TN2 Workshop - Rome, 4th April 2006 2/13

MFF/IAF Participation

IAF involved during Mediterranean Free Flight Programme (MFF) Real Time Simulations conducted at ENAV Experimental Centre in Rome;

Three Real Time Simulations undertaken between 2002 and 2004 (RTS1-RTS2 and RTS3).

IAF took part only in the evaluation related to civilian and military controller / ground side.

2nd ASAS-TN2 Workshop - Rome, 4th April 2006 3/13

Area of Responsibility

Simulated airspace based on current Italian FIR/UIR layout therefore military controllers were familiar with the airspace & procedures.

Responsible for all military traffic operating within the simulated area, including the Restricted Areas for military activities.

The FUA concept was applied on Tactical Level similar to what is in force today.

2nd ASAS-TN2 Workshop - Rome, 4th April 2006 4/13

Evaluated Applications

IAF assessed the following ASAS spacing applications:

Sequencing and Merging Operations (ASPA-S&M)

Crossing and Passing Operations (ASPA-C&P)

2nd ASAS-TN2 Workshop - Rome, 4th April 2006 5/13

ASPA Responsibility

Controller is responsible for Separation during ASPA-

S&M and ASPA-C&P operations at all times.

To achieve this, must issue appropriate ATC instruction. It is at the initiative of the controller who can end it at any time.

Pilots implements and follows the ASAS instruction as defined by controller.

2nd ASAS-TN2 Workshop - Rome, 4th April 2006 6/13

Operational use of ASPA-S&M

Useful when transferring military aircraft from Free Route exit points (RTS1) into military terminal areas.

Helpful when recovering military traffic from TSAs to their destination airport.

Based on Spacing distance as specified by the Controller.

2nd ASAS-TN2 Workshop - Rome, 4th April 2006 7/13

Feasibility of ASPA-S&M

Controllers rapidly accepted it due to it’s familiarity with current IAF Operations (Radar Trail for formation flights).

Able to apply immediate corrective action if something were to go wrong.

2nd ASAS-TN2 Workshop - Rome, 4th April 2006 8/13

Operational use of ASPA-C&P

Applied between military traffic passing behind civil traffic following appropriate coordination with civilian controller.

Facilitated coordination due to same HMI tools being available to both military / civil controllers.

Evaluated only during RTS3 in high traffic density airspace.

2nd ASAS-TN2 Workshop - Rome, 4th April 2006 9/13

Effect of ASPA-C&P 1/2

Significantly more time required for set up before implementation. Increased telephone coordination, especially in a high density

and complex traffic situation.

Applied only in specific circumstances and unlikely when a civil ASPA-S&M chain already established.

Insufficient time available to apply corrective action should the need arise.

Specific instructions necessary when the application is

completed, thus increasing workload.

2nd ASAS-TN2 Workshop - Rome, 4th April 2006 10/13

Effect of ASPA-C&P 2/2

Concern with the fact that both involved aircraft are managed by two different ATCO (civil and military) working on two different frequencies.

Increased monitoring and workload required in order to react to the unexpected.

Improved HMI is required to highlight when separation is likely to be infringed.

Long and complex phraseology.

2nd ASAS-TN2 Workshop - Rome, 4th April 2006 11/13

IAF Conclusion

ASPA-S&M is acceptable and useful especially in the military terminal environment.

ASPA-C&P is complex to implement and monitor, and not appropriate for extended terminal environment.

Improvements in HMI tools, safety nets, and coordination are all required.

Contingencies (emergency / weather) need to be further evaluated.

Specific Requirements needed for the Air Force.

2nd ASAS-TN2 Workshop - Rome, 4th April 2006 12/13

Air Force Requirements

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.

New equipment should be installed on all military aircraft to allow such flights to operate in ASAS airspace (very difficult to achieve for combat aircraft).

2nd ASAS-TN2 Workshop - Rome, 4th April 2006 13/13