SEP 7.4 AIRBORNE SEPARATION ASSISTANCE SYSTEMS (ASAS) AND COCKPIT DISPLAY OF TRAFFIC INFORMATION (CDTI)

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SEP 7.4 AIRBORNE SEPARATION ASSISTANCE SYSTEMS (ASAS) AND COCKPIT DISPLAY OF TRAFFIC INFORMATION (CDTI)

Many changes have occurred to Airborne Separation Assistance System (ASAS) since 2003, when the provisional IFATCA policy on ASAS and Cockpit Display of Traffic Information (CDTI) was accepted in Buenos Aires (Argentina). It is therefore more than appropriate to do a full review of policy in order to make sure that the statements remain correct and are still up-to-date. The aim of this working paper is to inform the IFATCA – delegates and MAs about where we stand in the matter of ASAS. Clear and unambiguous policies must be adopted so that the Federation’s representatives can fully participate in the discussions where the integration of the ASAS technology and –applications into the ICAO-process are decided.


IFATCA Policy is:

Where ASAS-applications are implemented, a clear and unambiguous statement for separation responsibility is required.

ASAS-applications shall meet all appropriate safety levels.

The publication of MOPS (Minimum Operational Performance Specifications) for CDTIs by ICAO, or another internationally recognized organisation, is urgently required

New ICAO phraseology shall be developed before ASAS applications are deployed. Identification issues need to be resolved prior to implementation of ASAS applications. Procedures shall be in place to ascertain that any action taken by a crew in the use of ASAS applications will not generate additional conflicts.


See: WP 93 Istanbul 2007

See also: WP 84 – Toulouse 1998, WP 89 – Tunis 1996, WP 93 – Buenos Aires 2003


 

Last Update: September 29, 2020  

November 3, 2019   251   Jean-Francois Lepage    SEP    

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