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The European Organisation for the Safety of Air Navigation Network Management functions Evolutions in SESAR WP7 and WP13 Moving Towards an Integrated ASM/ATFCM/ATS.

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Presentation on theme: "The European Organisation for the Safety of Air Navigation Network Management functions Evolutions in SESAR WP7 and WP13 Moving Towards an Integrated ASM/ATFCM/ATS."— Presentation transcript:

1 The European Organisation for the Safety of Air Navigation Network Management functions Evolutions in SESAR WP7 and WP13 Moving Towards an Integrated ASM/ATFCM/ATS Approach Etienne de Muelenaere 20 September 2012

2 Evolutions in SESAR WP7 and WP13 2 Evolutions of the Network Management functions (1) Performance driven – high Airspace Users involvement in decision making From airspace-based to trajectory-based operations Strong Network View on Capacity Management Dynamic airspace management with enhanced civil/military cooperation Network Management up to the execution phase Collaborative process continuously reflected into the Network Operations Plan (NOP) The main objectives

3 Evolutions in SESAR WP7 and WP13 3 The objective: Extending the Network Management to the Execution phase. The milestones: Research & Development (SESAR Step 1): 2010 – Deployment in operations: 2013 – Towards Time-Based Operations The objective: Using the accurate and shared view of the trajectory as common reference to perform Network Management. The milestones: Research & Development (SESAR Step 2): 2012 – Deployment in operations: 2018 – Towards Trajectory-Based Operations Evolutions of the Network Management functions (2)

4 Evolutions in SESAR WP7 and WP13 4 Business and Mission Trajectory User Preferred Routing Advanced Flexible Use of Airspace Dynamic Airspace Configuration Enhanced ATFCM Processes (DCB) Network Operations Plan Evolutions of the Network Management functions (3) Operational Focus Areas:

5 Evolutions in SESAR WP7 and WP13 5 Improved sharing of the Demand Business and Mission Trajectory (1) 4D Trajectories data linked and negotiated between aircraft- ATC Predicted Position, Altitude, time, speed Military Mission Trajectory enables complex military operations 4DT Trajectory negotiation 4D Business Trajectories Achieving Airspace Users business objectives Military Mission Trajectory enables complex military operations includes ARES requests/allocations 4DT Trajectory negotiation TTA

6 Evolutions in SESAR WP7 and WP13 6 Current shortcomings: Different views of profiles Rejections of valid FPL Demand impredictability Additional workload Reduced Network performance Shared view of Traffic Demand All Restrictions 4D profiles + Additional Data Airspace Users Network Mgnt ICAO FPL Derived 4D ProfilesShared Profile Improved sharing of the Demand (pre-departure) SESAR Step 1 Business and Mission Trajectory (2)

7 Evolutions in SESAR WP7 and WP13 7 Reference Trajectories (RBT/MT) => support the CDM processes in the planning and execution phases Business and Mission Trajectory (3) RBT/MT TTA TTO TTOT -x min + y min Tolerances RBT/MT Revision Process The Reference Trajectory = 4D profile and tolerances agreed so far The Predicted Trajectory = 4D profile provided by aircraft systems When PT out of tolerances => CDM revision process is triggered ATC NM Fn AOC TMA Crew

8 Evolutions in SESAR WP7 and WP13 8 User Preferred Routing (1) Routing based on users business needs – No fixed route network except for high complexity areas (flight efficiency/capacity trade off). Dynamic transition from structured area (high complexity traffic) to user preferred routing area (low/medium complexity traffic). Step 1: Free routing inside Functional Airspace Blocks (FABs) above Flight Level xxx. Step 2: Pre-defined ATS Routes only when and where required (part of the Airspace Configuration Process) From 2020: Free routing from TMA exit to TMA entry.

9 Evolutions in SESAR WP7 and WP13 9 User Preferred Routing (2) Entry Point Exit Point Interm. Point Managed Airspace Part of Airspace Configuration process Whatever size (ACC/ National/ FAB/Multi-FAB) Intermediate Points = published WP or Lat/Long coord Underlying Route Structure as DCB measure SESAR Step 1 Free Routing Airspaces

10 Evolutions in SESAR WP7 and WP13 10 Advanced Flexible Use of Airspace (1) Shortcomings: Lack of Airspace management flexibility Missing capacity opportunities Unnecessary protections Demand impredictability Reduced capacity Network Impact Airspace Management up to real time Improved ASM/ATFCM Integration Network Mgnt Airspace Manager SESAR Step 1

11 Evolutions in SESAR WP7 and WP13 11 Advanced Flexible Use of Airspace (2) Military airfield More an more Flexible Airspace Structures, in order to define the best location limiting constraints for other Airspace Users: Fixed areas (TSA – CBA – TRA ) Variable Profile Areas Dynamic Mobile Areas (DMA – 1) Dynamic Mobile Areas (DMA – 2)

12 Evolutions in SESAR WP7 and WP13 12 Advanced Flexible Use of Airspace (3) Variable Profile Area (VPA) TSA X Fixed areas (TSA – CBA – TRA ) TSA Xi SESAR Step 1

13 Evolutions in SESAR WP7 and WP13 13 Advanced Flexible Use of Airspace (4) Dynamic Mobile Area (DMA 1) Needs are expressed in term of Airspace Design (Volume description) Area with defined lateral/vertical dimensions + time allocation Decided through CDM in order to implement the optimal DCB scenario Reference Mission Trajectory included the allocated areas Military airfield TSA X ~10 min transit time

14 Evolutions in SESAR WP7 and WP13 14 Advanced Flexible Use of Airspace (5) Dynamic Mobile Area (DMA 2) Area with defined lateral/vertical dimensions + time allocation. At variable geographical location along the trajectory, activated & de-activated during specific timeframes to protect an activity

15 Evolutions in SESAR WP7 and WP13 15 Advanced Flexible Use of Airspace (4) Flexible Airspace shapes Dynamic Airspace Configuration CDM approach Network Impact Airspace Configuration up to real time Improved ASM/ATFCM/ATC Integration Network Mgnt Airspace Manager Airspace User ARES Request (SMT) Allocated ARES (RMT)

16 Evolutions in SESAR WP7 and WP13 16 Dynamic Airspace Configuration (1) ATC Workload Assessment : Occupancy Complexity Environment Human Factors computed from Trajectories (BT/MT) computed by probalistic analyses and AU intentions Short-Term or Exec Lg/Med-Term DCB/dDCB: optimum Airspace Configuration Workload reduction measures (if needed) Hotspot detection: modular based AS solutions high granularity workload assessment made visible to all via the NOP Sector managment: modular based sector configuration re-configure sectors to meet User Prefered Routing made visible to all via the NOP

17 Evolutions in SESAR WP7 and WP13 17 Sector 2 Sector 3 Sector 2 DMA 2 DMA 1 Sector 1 DMA 2 DMA 1 Dynamic Airspace Configuration (2) Flow 1 (SBTs) Flow 2 (SBTs) Building Blocks (PIXEL) HOT SPOT (workload/complexity) AUs NOTIFIED + NEGOTIATION WITH MIL Flow 1 (RBTs) Flow 2 (SBTs) Higher granularity => finer solutions

18 Evolutions in SESAR WP7 and WP13 18 Airspace UsersAllService Providers Trajectory Edition Airspace Configuration Hotspot detection Trajectory Management Trajectory Implementation Planning Phase Execution Phase All Phases RBT RMT PT SBT 4D Targets Airspace Users: more involved in DCB access to Network View (Airspace Config, hotspot…) Airspace configurations: primary solution fully integrated in DCB (Demand Capacity Balancing) Hotspot detection: modular based airspace solutions high granularity workload assessment Made visible to all Network Manager: provide the Network view assess Network impact of local/FAB DCB promote Network efficient solutions Enhanced ATFCM Processes (1) SMT

19 Evolutions in SESAR WP7 and WP13 19 Enhanced ATFCM Processes (2) Congested location DNM Profile ICAO FPL Current shortcomings: CTOT derived from NM Profile No ATC/Pilot awareness of congested locations and regulation entry times Changes in execution (weather, …) Impredictability of entry times Reduced Nw performance Target Time of Arrival Involve Flight crew and ATC Network Mgnt CTOT TTA Improved implementation of the plans SESAR Step 1

20 Evolutions in SESAR WP7 and WP13 20 Enhanced ATFCM Processes (3) Shortcomings: Lack of flexibility in Flow Management Lack of accuracy with Hourly counts No measure at and after departure Overprotections Reduced Nw performance Initial solution = local STAM, but: No coordination with neighbours No Network View Congestion ? (hourly counts) Lets say Yes In fact no congestion Too Late ! STAM CDM Updates of the Plans (STAM) Network Mgnt Airspace Users Occupancy counts Hot Spot Detection Network View Support to CDM FMP Short-Term ATFCM Measures (STAM) SESAR Step 1

21 Evolutions in SESAR WP7 and WP13 21 Trajectory Management: Revising the RBT CTOT TTO RBT Congestion The problem should be solved in a CDM process if time permit A new constraint might trigger a revision of the RBT ATC NM AOC TMA Crew TTA Update Executed RBT Cleared RBT Agreed RBT PT Executed RBT Cleared RBT Agreed RBT Enhanced ATFCM Processes (4)

22 Evolutions in SESAR WP7 and WP13 22 User Driven Prioritisation Process In case of reduced capacity AUs can coordinate among them the priority of their flights During the short-term & execution phases triggered by: Airports Network Manager monitored by the Network Manager: solution is found? Network impact? facilitated by the Network Manager: proposes initial set of measures provides toolset

23 Evolutions in SESAR WP7 and WP13 23 Network Operations Plan Air-Ground Datalink Management Aircraft Airport Airside Ops AOC/WOC ATM En-Route & approach ATC Airspace Design Network Operations Aeronautical Information Management primary gateway for all users and providers to visualise and understand the ATM environment NOP: Output of Network Management All Nw Ops actions throuh CDM Network Situation: Data supporting NOP generation Network Demand and Capacities ATFCM scenarios Airport data Met data NOP System: Distributed open system architecture providing a set of functions/tools allowing access and modification of the NOP and the Network Situation

24 Evolutions in SESAR WP7 and WP13 24 Questions ?


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