Presentation on theme: "ENHANCED TACTICAL FLOW MANAGEMENT SYSTEM (ETFMS)"— Presentation transcript:
1 ENHANCED TACTICAL FLOW MANAGEMENT SYSTEM (ETFMS) Hans Koolen16 January 2013
2 ETFMS - SUMMARYSupporting tool for coordination between ATM, ATFCM, ATC, Airports and Aircraft Operators.Provides global data to be shared throughout the ECAC and adjacent States.Monitoring tool and support for decision making in short-term Tactical actions.ATFCM and flight data improved with current traffic position data and airport information.
3 ETFMS - IMPLEMENTATION MILESTONES March 1995 : Start of Operations of TACT based upon FPL data only.April : Reception of first FSA message from France.Today : Reception of FSAs from 30 ACCs plus oceanic clearances from 3 oceanic centres.March 2001 : ETFMS PHASE 1a operational, based upon FSA data only.7 Feb 2002 : ETFMS PHASE 1a operational, based upon FSA data and surveillance data from UK, France and MUAC.6 May 2003 : Flight Activation Monitoring (FAM) Operational for Ireland, Oslo FIR and Belgium.June : First DPI messages from CDM airport - Munich
4 ETFMS - OBJECTIVESTo increase the accuracy of ATFCM thus reducing any differences in data between ATFCM, ATC and airports.To improve short-term traffic demand forecasts.To reduce over-delivery.To enable more accurate slot allocations thus improved utilisation of the available capacity.To improve reaction to short-terms events.
5 ETFMS - OBJECTIVES Increase Safety Solve potential overloads and bunching, reduce en-route airborne holding, management of unusual events.Fluidity, Responsive Capacity ManagementAdapt Airspace, ATC sector configuration to better meet the traffic demand variation.Contribution to Collaborative Decision Making (CDM)Share enhanced information between all users.Contribution to “GATE-TO-GATE”
6 ETFMS : TO UPDATE TACTICAL ATFCM WITH FLIGHT POSITIONS 10.30
7 ETFMS - USERSFLOW MANAGERS – NMOC (CFMU) OPERATIONS & FLOW MANAGEMENT POSITIONS (FMPs).ATC SUPERVISORS with Occupancy Counts.ATC, ATFCM & AO MANAGERS.OTHERSAirport Authorities & Terminal Area Units (TMA).Airspace Management (ASM) Bodies.Route Charges.Airspace Planning.Investigation.Quality Control (QC).Performance Review & Analysis.Studies & Research.Training.
8 ETFMS - SCOPE ROUTINE SITUATIONS (tuning & optimisation of ATFCM plan) Compliance Monitoring.Best Use of Available Capacities.Smoothing the Traffic.Balancing Capacity & Traffic Demand at Airports.SPECIFIC SITUATIONS (conservative actions & restart)Stacks.System Failures.Low Visibility, De-Icing / Severe Weather.Airspace / Airport Closures.Interruption or New Pattern of Specific Demand.
9 NMOC (CFMU) Systems & Main Data Flows AIS DATAEADAIPAircraftOperators(AOs)/Air TrafficServicesReportingOffices(AROs)Air TrafficControl(ATC)RPLENVFPLIFPSFPLFP1 FP2Brussels BrétignyORMATC FPLChangesRCATFlight PlansENV DATADailyPlanDailyPlanPREDICTSlots RerouteingsNetwork SituationETFMSNetwork SituationATCUpdatesDWH
10 ETFMS - SYSTEM OVERVIEW Meteo InterfaceFP-1(Haren)ETFMSCentral Server(ETFMS-CS)AN-1ENVLocalTerminalsRemoteFP-2(Brétigny)AFTNCIDINWide Area Network (s)TAN-3NM (CFMU)ACCREntryNodesATMsystemsSDPSFDPS
11 DATA INPUT Flight Plans ENVironment Data ATFCM Measures Flight plan and flight plan modification messages received by the ETFMS-CS from IFPS such as FPL, CHG, DLA, ….ENVironment DataStandard ENV data from the ADR system.ATFCM MeasuresNo changes for ETFMS.Aircraft PositionsMainly Surveillance data (CPR) but also positions based upon flight plan data (FNM, MFS,FSA,AFP).Flight Data UpdateUpdates to flight plan data sent by ATC to ETFMS (AFP,FSA) and by airport CDM systems (DPI).
12 DATA INPUT ETFMS FLIGHT PLANS AIRCRAFT POSITION ENVIRONMENT DATA AOFLIGHT PLANSATC/AONMOC/ADAIRCRAFTPOSITIONENVIRONMENTDATAETFMSFLIGHT DATAUPDATEATFCMMEASURESATC/AirportsNMOC/FMP
13 DATA INPUT FLIGHT DATA UPDATE Airport CDM systems send early estimates of Take-Off-Times, SIDs and TaxiTimes.They are sent when a change is entered in an ATC or Airport CDM system.The flight data updates are for indicating changes in the flight plan, once the flight is airborne (AFP, FSA).Changes concern the route (short cuts, CDR3, ….), the Cruising level, estimates and in the future possibly diversions.
14 DEPARTURE PLANNING INFORMATION MESSAGE (DPI) DATA INPUTDEPARTURE PLANNING INFORMATION MESSAGE (DPI)DPI: Receive flight data updates while flight is still on the ground.Advance notification of TTOTTaxi-time per flightAccurate SID updatesNotification of actual off block event
15 FIRST SYSTEM ACTIVATION MESSAGE (FSA) DATA INPUTFIRST SYSTEM ACTIVATION MESSAGE (FSA)The purpose of the FSA is to provide estimates and route updates to the NMOC (CFMU) for ATFCM purposes.FSA shall be sent via AFTN/CIDIN to the ETFMS-CS directly.FSA messages are sent by ANSPs.FSA shall be sent in the following circumstances :On first entry into FDPA including departures.Change of route within an FDPA which does not affect another FDPA and when the information is not already sent via an AFP.Flight is entering a holding.
16 DATA INPUT Example Example En-route FSA Departure FSA - TITLE FSA - IFPLID BB- ARCID THY1905- ADEP LTAC- EOBT 0600- EOBD- ADES LSZH- POSITION- PTID BABIT- TO 0812- FL F350- TITLE FSA- IFPLID AA- ARCID MAH9554- ADEP LHBP- EOBT 1050- EOBD- ADES LFPG- POSITION- ADID LHBP- TO 1110
17 DATA INPUT IFPLID Unique flight plan number issued by IFPS Example: AA or BBUsed for flight plan identification when exchanging data between ATM systems.Used by NMOC (CFMU) in:IFPS ADEXP outputATFM messages such as SAM, SRM, FLS, …Airborne messages such as FSA, CPR, AFP,…To be used by systems only, not by humans.
18 ATC FLIGHT PLAN PROPOSAL (AFP) DATA INPUTATC FLIGHT PLAN PROPOSAL (AFP)The purpose of the AFP is to inform the NMOC (CFMU) of missing flight plans and of significant changes to airborne flights.AFP shall be sent via AFTN/CIDIN to IFPS which convert them into APL/ACH for transmission to the ETFMS-CS.AFP messages are sent by ANSPs.Currently, AFPs are sent in the following circumstances :An IFR-GAT flight exists but no FPL has been received from IFPS.Change of route where the exit point from the Flight Data Processing Area (FDPA) has changed.Change of Cruising Level (permanent change of level).Change of aircraft type, aircraft equipment.Change of flight rules (IFR/VFR) or flight type (OAT/GAT).Diversion or change to a new destination.
19 DATA INPUT AIRCRAFT POSITION Position Reports based upon Surveillance Data from ATC, called Correlated Position Reports (CPRs).Position Reports based upon Flight plan data which are mainly extracted from FNM, MFS, AFP and FSA messages.Position Reports received from Aircraft Operators via APR messages.
20 CORRELATED POSITION REPORT (CPR) DATA INPUTCORRELATED POSITION REPORT (CPR)Contains the actual geographical Position of the Aircraft and its altitude.Provided by ATC Surveillance Data processing systems.Enriched with flight plan information such as Callsign, ADEP, EOBT and ADES or IFPLID for correlation purposes.Normally sent every minute by Air Navigation Service Providers (ANSPs).
21 AIRCRAFT OPERATOR POSITION REPORT (APR) DATA INPUTAIRCRAFT OPERATOR POSITION REPORT (APR)The purpose : To supply the NMOC (CFMU) with advance information of entry into the NMOC (CFMU) area.Only for long-haul flights inbound into the NMOC (CFMU) area.Should be received 2 hours before the flight enters the NMOC (CFMU) area.Gives the ETA or the actual position and level of the flight.Based upon message exchange between aircraft and the AO ground flight management systems (e.g. ACARS or mvt messages).Shall be sent via SITA or AFTN to the ETFMS-CS directly.APRs from AFR in OPS on 11/02/2002, other AOs are requested to join.
22 RE-CALCULATION OF FLIGHT PROFILE PROCESSINGRE-CALCULATION OF FLIGHT PROFILEDEVIATION MONITORING.UPDATE OF FLIGHT PROFILE.FLIGHT PATH AND PROFILE PREDICTION.
23 FLIGHT RE-CALCULATION BASED UPON CPRs PROCESSINGFLIGHT RE-CALCULATION BASED UPON CPRsTimeupdatesCD+21NmBPredictedrouteTime andpath updatesReportedPositionsEA
24 PROCESSINGUSE OF FLIGHT PLAN UPDATESCDNew ATC route(CDR3, Direct..)BEACan be used as a confirmation of a Position Report updateor vice versa
25 USE OF FLIGHT PLAN UPDATES PROCESSINGUSE OF FLIGHT PLAN UPDATESFPLrouteADEPATC FPLupdateReportedpathPredictedrouteADES
26 USE OF FLIGHT LEVEL UPDATES PROCESSINGUSE OF FLIGHT LEVEL UPDATESATC intentionFlight PlanPredictedReported profile
27 PROCESSING – Use of flight level Updates FTFMPlanned Level F370CPRsCTFMUpdated Planned LevelCPRs
28 USE OF FLIGHT LEVEL UPDATES (2) PROCESSINGUSE OF FLIGHT LEVEL UPDATES (2)FTFMPlanned trajectoryCPRsCTFMUpdated trajectoryCPRs
30 PROCESSING No change in allocation mechanism. SLOT ALLOCATIONSNo change in allocation mechanism.Slot lists are updated based upon the actual position and the recalculated profile (forced).Released slots may be re-used for other flights.
31 FUNCTIONS FLIGHT ACTIVATION MONITORING (FAM) Monitors flights which should have departed.Identifies flights which should have departed and for which no message is received to confirm their departure.“Updates/Shifts” these flights until a message is received.If no update is received after 30 min, the flight is suspended.Informs the AOs of a suspension enabling them to react.
32 OBJECTIVES FLIGHT ACTIVATION MONITORING (FAM) Benefit from ETFMS data to improve Traffic Load counts.Allow a more efficient use of the available capacity.Provide an incentive for Aircraft Operators to update their EOBTs.Reduce the impact of ghost flight plans and of late departures.
33 APPLICATION FLIGHT ACTIVATION MONITORING (FAM) Only for flights in areas from which ETFMS receives CPRs for all flights.Operational for first states since 06/05/2003.Target: All states from which CPRs are received.
34 FLIGHT ACTIVATION MONITORING (FAM) EXPECTED RESULTFAM will release slots which are unduly occupied by flights not departed, thus making these slots available for other aircraft which are ready to depart.
35 APPLICATION OF FAM (1)FAM is applied on all flights, whether regulated or not, departing from and/or landing at areas where CPRs are received by the NMOC (CFMU) and FAM is activated.Flights departing from and landing in non FAM enabled areas are NOT affected by FAM, irrespective if they fly through CPR covered or non CPR-covered FAM enabled areas en-route.CPR coverage is an essential requisite for FAM to be applied. When CPR coverage in a particular area is not at the level considered as “safe”, then FAM is deactivated for his area.Where FAM is applicable, the timing starts at the entry of the first CPR-covered FAM enabled area (AUA).
36 = FAM enabled CPR-covered areas APPLICATION OF FAM (2)1.X}FAM applies2.X3.}FAM does not apply4.= FAM enabled CPR-covered areas
37 PROCESSING DEMANDS Planned Demand Regulated Demand Initially based upon the planned data.Updated with re-allocation of slots, not with the forced flights.Current Demand (load)Initially based upon the regulated data.Updated with the actual position of the flight.Updated with the route and level updates received via AFP and FSA.Updated with route and level predictions.
40 IMPACT ON COUNTS AND FLIGHT LISTS OUTPUTIMPACT ON COUNTS AND FLIGHT LISTSHaving flight profile forecasts increases the accuracy of the traffic prediction.The counts on any sector/aerodrome take into consideration the profile recalculation.Flight lists and summaries are updated accordingly.
41 IMPACT ON THE SLOT ALLOCATIONS OUTPUTIMPACT ON THE SLOT ALLOCATIONSSame scenario for flights changing route : vacant slots are re-used, overload slots are compensated if possible.As statistics show that on average flights are late, it improves the delay situation.
42 IMPACT ON TRAFFIC MONITORING OUTPUTIMPACT ON TRAFFIC MONITORINGBoth departed and not-yet-departed traffic are updated.Both regulated and non-regulated traffic are updated.Traffic forecast is improved.Potential overloads will be detected earlier.
43 IMPACT ON ATFCM IN GENERAL OUTPUTIMPACT ON ATFCM IN GENERALImproving the use of available capacity reduces delay (dynamic slot lists).Increased accuracy of the information provided to users. Improve Traffic smoothing (less “bunching”).Improved monitoring of slot compliance.Consequence: increased confidence in ATFCM is expected to lead to increases in capacity provided to ATFCM.
44 IMPACT ON NMOC (CFMU) OPERATIONS OUTPUTIMPACT ON NMOC (CFMU) OPERATIONSGreater accuracy of the traffic load, permitting less “unnecessary” actions being taken (no longer creation of regulations “just in case”).Improved ability to manage “unusual” situations in real time (given the more accurate data on actual traffic demand).
45 IMPACT ON FLOW MANAGEMENT POSITIONS (FMPs) OUTPUTIMPACT ON FLOW MANAGEMENT POSITIONS (FMPs)Because of the improved accuracy of the data in ETFMS, FMPs will have earlier warning of demand which, for whatever reason, is exceeding the declared capacity.This earlier warning will permit the FMP to consider and perhaps implement some further remedial actions to reduce the impact :Level capping.Sector organisation.Warnings to controllers.Rerouteings.
46 IMPACT ON AIRCRAFT OPERATORS (AOs) OUTPUTIMPACT ON AIRCRAFT OPERATORS (AOs)Less delay.Greater accuracy in the flight plan data on the CIA, in particular for the arrival time.Improved ability to maintain in good time, accurate EOBTs for the return and subsequent legs for a flight/aircraft.
47 IMPACT ON REMOTE CLIENT APPLICATION (CHMI) OUTPUTIMPACT ON REMOTE CLIENT APPLICATION (CHMI)Figures in traffic counts and flight plan data are more accurate.
49 STATES’ PLANNING FOR PROVISION OF CPRs The NMOC (CFMU) will establish an implementation plan with the states that are not yet providing CPRs.
50 ATC ACTIVATION MESSAGES COVERAGE The FSA coverage is in North and South-East is increasing.
51 IMPLEMENTATION OF METEO DATA Use wind speed and wind direction in flight profile calculation.Forecasts for 6 periods of 6 hours, in total for 36 hours. It is updated every 6 hours.Forecasts for flight levels: 050, 100, 140, 180, 240, 300, 340, 390, 450, 530.At update of meteo data only not-activated flights are re-calculated.
52 SECTOR OCCUPANCY COUNTS Count the number of flights actually present in the sector at a given moment in time.Enabled by the improved accuracy of the ETFMS flight profile.Occupancy counts for counts in the near future (e.g. < 60 min).Average Occupancy counts for counts in the more distant future (e.g. > 60 min).
53 NMOC (CFMU) DATA RE-DISTRIBUTION ETFMS Flight Data (EFD).Sent at significant flight data updates in ETFMS.Sent in broadcast to interested ANSPs and AOs via a dedicated network.Message in ADEXP format.Contains ETFMS data, including 4D flight profile.Same data as on CHMI
54 DATA DISTRIBUTION OUTPUT TRAFFICSUMMARIESSLOTMESSAGESETFMSCOUNTSFLIGHT LISTSEFDMESSAGES
55 FUTURE ENHANCEMENTS Further Deployment of CDM airports (DPI message) Integration of Data from FAANext steps in integrating ATM systems
56 ESSIP OBJECTIVESFCM01 – Implement Enhanced Tactical Flow Management ServicesASP02 (or ASP01) – Provide Correlated Position DataASP04,06,07 – Provision of FSA messagesImplementation time frame: 1995 – 2006FCM03 - Implement Collaborative Flight PlanningASP05 – AFP for missing flight plansASP06,07,08,09,10,13,14 – AFPs for modificationsImplementation time frame:Defined in close cooperation with ANSPsPan European Objectives
57 EU Implementing Rule 255/2010COMMISSION REGULATION (EU) No 255/2010 of 25 March 2010 lays down common rules on air traffic flow managementIt defines in Article 6/5: ATS Units shall provide NMOC with following data and subsequent updates:(f) updated flight positions (i.e. CPR & FSA)(g) deviations from flight plans (i.e. FSA & AFP)(i) actual take-off times (FSA)EU Law
58 CONCLUSIONETFMS is an important step in the improvement of the ATFCM process.A critical step because numerous data will be used for the first time and systems will have to be adapted for their interpretation.Areas for special attention:Quality of received data.Quality of prediction and extrapolation algorithms.It will require fine-tuning for all areas and processes.ETFMS will allow ATC to share information on the flight data.