NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS) Oliver Reitenbach / DFS, Matthias Groth / DLH September 2005 / Slide.

NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS)

Oliver Reitenbach / DFS , Matthias Groth / DLH

September 2005 / Slide 1

NUP DFS / Lufthansa Simulation Workshops

Workshop Objectives • Extended Visual Acquisition (EVA) • Airborne Approach Spacing (AAS)

Experiences from the NUP-2 Simulation Workshops:

• Extended Visual Acquisition (EVA)• Airborne Approach Spacing (AAS)

Objectives:

• Look and Feel of potential Spacing applications for the future Frankfurt approach environment

• Evaluation of the controller acceptance of Spacing Applications

• Evaluation of a potential applicability of Extended Visual Acquisition (EVA) or Airborne Approach Spacing (AAS) in the future Frankfurt approach environment






Extended Visual Acquisition (EVA)

similar to Visual Separation on Approach (VSA)




PSACHA

MTR

GED

ETARU

LAGES

ROKIM

DF470

DF011

DF043

DF018

DF020

OTKUR

EPINO

DF082

DF038

DF480

DF484

DF040

LEDKI DF034

DF042

DF016OSMAX

Frankfurt Approach Sector: Working arrangements

Pick-up North

Pick-up South

Feeder

Tasks for the EVA Simulation Session:

Performance of EVA procedure





EVA proposed phraseology

Controller: ”Lufthansa 123, maintain own visual separation to Delta Lima Hotel 234.”

Pilot:”Delta Lima Hotel 234 in sight, maintaining own visual separation, Lufthansa 123”

Controller: ”Lufthansa 123, maintain own visual separation to traffic twelve o’clock. 3 miles. Company A320.”

Pilot:”Traffic in sight, maintaining own visual separation, Lufthansa 123.”

Visual Following Procedure without CDTI

EVA Procedure using CDTI

Controller:Lufthansa 123, Traffic to follow is a Company Airbus 320 in your 12 o‘clock position, range 4 nautical miles. Report when aircraft in sight.

Pilot after visual identification:Aircraft in sight, Lufthansa 123.

Controller:Lufthansa 123, Confirm visual identification of Delta Lima Hotel 234.

Pilot after checking CDTI and visual identification:Confirm visual Identification of Delta Lima Hotel 234, Lufthansa 123.

DLH 123

DLH 234






Pilot after checking CDTI and visual identification:Confirm visual Identification of Delta Lima Hotel 234. Range 4 nautical miles, 12 o’clock, Lufthansa 123.

EVA proposed phraseology

Visual Following Procedure without CDTI

EVA Procedure using CDTI

Controller:Lufthansa 123, Traffic to follow is a Company Airbus 320 in your 12 o‘clock position, range 4 nautical miles. Report when aircraft in sight.

Pilot after visual identification:Aircraft in sight, Lufthansa 123.


Pilot after checking CDTI and visual identification:Confirm visual Identification of Delta Lima Hotel 234, Lufthansa 123.

DLH 123

DLH 234



Controller: ”Lufthansa 123, maintain own visual separation to traffic twelve o’clock. 3 miles. Company A320.”

Pilot:”Traffic in sight, maintaining own visual separation, Lufthansa 123.”

VSA conform Procedure The participating controllers and pilots do

not support the VSA conform procedure, because it does not support the requirement for a reduction of communication workload







Conclusions from the EVA Workshops

1. The EVA application was highly accepted by the participating controllers and pilots assuming the use of the simplified phraseology:

2. Third Party Identification via Voice Communication is still to be resolved.

DLH 123

DLH 234


3. Procedure Mix between EVA (with CDTI) and Visual Following Procedure (without CDTI) seems to be possible.





Airborne Approach Spacing (AAS)





PSACHA

MTR

GED

ETARU

LAGES

ROKIM

DF470

DF011

DF043

DF018

DF020

OTKUR

EPINO

DF082

DF038

DF480

DF484

DF040

LEDKI DF034

DF042

DF016OSMAX

Frankfurt Approach Sector: Working arrangements

Pick-up North

Pick-up South

Feeder

Tasks for the AAS Simulation Session:

- Sequencing of Aircraft- (Handling of Sequences)


- Sequencing of Aircraft- (Handling of Sequences)


Handling of Sequences





Spacing Functionality

Spacing x NM / x sec

1. Distance based Spacing / Time based Spacing


2. Track Mode Spacing / Navigation Mode Spacing

Track Mode Spacing

switch to Navigation Mode Spacingas soon as the aircraft is established on ILS


3. Altitude Changes

Aircraft is able to follow 3D-track of the preceding aircraft incl. altitude changes

Point of Descent of the preceding aircraft





Phraseology used for the Simulation

ATC: AZA400, expect spacing with TYR263V

A/C: Expect spacing with TYR263V, AZA400

ATC: AZA400, select target TYR263V

A/C: Select target TYR263V, AZA400

A/C: Target selected, AZA400

ATC: AZA400, remain 3 NM behind target

A/C: Remain 3 NM behind target, AZA400

Instruction Phase

Initiation Phase

Identification Phase





Subjective Workload: Pick-Up Controller

Related tasks of the Pick-Up Controllers:• Sequencing of Aircraft• (Handling of Sequences)

PSACHA

GED

ETARU

LAGES

ROKIM

OTKUR

EPINO

OSMAX

Pick-up North

Pick-up South

PSACHA

GED

ETARU

LAGES

ROKIM

OTKUR

EPINO

OSMAX

Pick-up North

Pick-up South

PSACHA

GED

ETARU

LAGES

ROKIM

OTKUR

EPINO

OSMAX

Pick-up North

Pick-up South

PSACHA

GED

ETARU

LAGES

ROKIM

OTKUR

EPINO

OSMAX

Pick-up North

Pick-up South








Instruction Phase

Initiation Phase






Possible vectoring of trailing aircraft

Subjective Workload: Pick-Up Controller








Instruction Phase

Initiation Phase


high voice communication workload during the Initiation / Identification /

Instruction Phases

Selection of appropriate aircraft (similar performance)

Vectoring of aircraft to the initial position to initiate Spacing

Monitoring instead of Vectoring for all following aircraft

Vectoring of first aircraft

Monitoring of all following aircraft only

ConclusionAdding the increasing and the decreasing effects of the subjective controller workload,

the handling of sequences still significantly increased the subjective workload of the Pick-Up Controller

Increasing Subjective Workload

Decreasing Subjective Workload





Subjective Workload: Feeder Controller

Related tasks of the Feeder Controller:• Handling of Sequences





Conclusion

The more aircraft in a sequence The higher the Reduction in Workload

Subjective Workload: Feeder Controller

(similar subjective workload as today)• Feeder has to control the first aircraft in the sequence

• High effort to monitor the last aircraft in the sequence, because

• the aircraft is not under „direct“ control of the controller,

• but the controller has to separate the following aircraft relative to the last aircraft in the sequence

(increased subjective workload)

• Very low effort to monitor additional aircraft in the sequence (very low subjective workload)





Effects: First Come - First Serve

Today: alternating aircraft from North / SouthFuture: alternating sequences from North / South

Difficulties to respect the “First come - First serve“ principle loss of flexibility (evolving gaps can’t be used any more)





Effects: Time based / Distance based Spacing

• Early speed reductions because of long sequences on final:Speed reduction of the first aircraft effects all following aircraft in the sequence

• Distance based Spacing: Strong effect

• Time based Spacing: Less (but still visible) effect

distance-based

time-based

waste of rare airspace non-economic aircraft configuration

(leaving clean configuration early)





Conclusions from the AAS Workshops

Effects on Subjective Controller Workload

Controllers reported

• an increase of subjective workload in cases when they had to initiate sequences

• a reduction of subjective workload in cases when sequences were transferred to them

Limitation of FlexibilityLong Sequences resulted in a limitation of flexibility (limitation of the applicability of the „First Come – First Serve“ principle)

Distance based Spacing vs. Time based Spacing

Distance based spacing early speed reduction

Time based spacing large spacing distances at high speeds





Thank you for your attention …


… we would be happy to present you more of our view of the AAS application during the demonstration session in the evening

NUP Phase 2 – Extended Visual Acquisition (EVA) and Airborne Approach Spacing (AAS) Oliver Reitenbach / DFS, Matthias Groth / DLH September 2005 / Slide.

Documents

visual separation

aas slide

cdti eva procedure

approach vsa slide

aas objectives

eva simulation session

aas oliver reitenbach

nup phase