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ASAS Avionics Lessons from MFF Flight Trials: Improving Design Efficiency

Explore lessons learned from ASAS avionics during MFF Flight Trials to enhance future design processes. Investigate ASAS operations realistically. Address avionics constraints, architecture, and HMI issues. Highlight necessary improvements for ASAS functionality and avionics certification. Present insights for enhancing pilot workload, system integration, and situational awareness.

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ASAS Avionics Lessons from MFF Flight Trials: Improving Design Efficiency

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  1. Presentation Objective • To present the lesson learnt about ASAS avionics during MFF Flight Trials so that future ASAS avionics designers will not have to reinvent the wheel

  2. MFF Flight Trials • To investigate ASAS operations in a scenario as realistic as possible • 9 December 2004 - 10 July 2005 • Five real aircraft and two cockpit simulators • Temporary Segregated Area • ATC services provided by dedicated ATCOs on a Shadow Mode • Rome ACCradar supervision • 240 hours flight hours with real aircraft

  3. ASAS Applications Investigated • MFF Flight Trials addressed A3, A4 and A5 applications • A3 – ASAS Spacing • In-trail operations (Remain Behind, Heading then Remain Behind) • Merging operations (Merge Behind, Heading then Merge Behind) • A4 – ASAS Separation • Lateral separation (Pass behind, Pass abeam) • Longitudinal separation (Remain behind, Merge behind) • A5 – Airborne Self Separation

  4. Experimental Avionics Constraints • Aircraft avionics panel crowded • Room for a small instrument only (few keys, limited display size) • Airworthiness certification issues • Limited interconnections with aircraft avionics • Lack of integration with FMS, PFD, etc

  5. MFF Avionics Architecture • 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: HMI • Pilots workload is highly dependant on CDTI HMI • Required attention level for the CDTI was considered high • The PNF experienced a decrease in aircraft flight state awareness, due to the interaction with CDTI • Pilots had different opinions whether surrounding traffic should be presented during ASAS Spacing delegations.

  8. ASAS Avionics Issues: HMI • Suggestions for HMI Improvements • Aural and visual warnings in case of predicted separation infringement should be provided. In A5 they are strictly necessary. • 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.

  9. ASAS Avionics Issues • ASAS communication overhead (A3, A4) should be reduced using data link. • ‘Suggested Airspeed’ should be calculated from actual IAS • The ASAS algorithm should take into account aircraft performance and passenger comfort. • The ASAS system should require a minimum number of speed changes during the ASAS application. • Pilots should be provided with tools to a priori assess the feasibility of the delegation instructions. • ADS-B with Intent information would improve situational awareness and safety. • In A4 the effect of failures is significant on workload. • High reliability of avionics • Redundancy

  10. Airworthiness Certification • Installation of ASAS avionics poses no specific airworthiness certification issue • Airworthiness certification of ASAS avionics should address: • A common algorithm for Self Separation operations • Airborne Separation Minima

  11. Thank You for Your Attention

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