One of the objectives of the action was to better assess the potential gains of ASAS applications. The basic expectations were:
  • Safety: enhanced cockpit situation awareness, with possibility to better understand surrounding traffic; this would complement visual acquisition and avoid erroneous visual acquisition; this is not to replace Short Term Conflict Alert and/or ACAS, but can help to avoid being in situations where those safety nets would be useful by reducing exposure to risk of judgement error in planning traffic situation.

  • Capacity & Flight Efficiency: ASAS applications should reduce controller workload (e.g. long monitoring situations). Depending on traffic conditions, airspace constraints, and controller’s options, can be converted into capacity and/or flight efficiency. These gains are sensitive to many factors. Pilot awareness may also help him to avoid flight plan changes that would be denied due to traffic, thereby also reducing controller workload.

  • Cost reductions: which may come from reduced delays attached to capacity/flight efficiency gains. It is not anticipated that this would lead to a reduction of ATC infrastructure costs in the timescale under consideration. Nevertheless, one might imagine reducing the need for controllers at night or at very low traffic density times.

The EUROCONTROL ATM Strategy for 2000+ identifies a strategic line of action on progressive, limited transfer of separation responsibility to the cockpit. It indicates that operational improvements in En-route and Terminal ATC could be achieved by transfer of separation responsibility with ASAS as an enabler. A possible operational use is anticipated from 2008 onwards for simple applications, to 2015 onwards for more complex applications.

The main purpose of CARE-ASAS was to support the validation of this strategic line of action, in particular by driving the establishment of a common view of ASAS applications. The main issues included the feasibility and conditions of applicability of the concept. The action dealt with the operational aspects, not with the supporting technologies (i.e. ADS-B, Traffic Information Service - Broadcast, air-to-air data-link).
  Last validation: 18/01/2005