1. 1 PHARE Demonstrations Overview of Results Marc Bisiaux PD/3 Project Leader Eurocontrol Experimental Centre

2. 2 AGENDA l Overview of PHARE Demonstrations l Major results l Workload l Capacity l Quality of Service l Conclusions and recommendations

3. 3 What is a PHARE Demonstration?

4. 4 PD/1+ Tools and GHMI improvement PD/1++ Direct routing larger sectors 9897969599 PD/1 En-Route PHARE Demonstration: Programme

5. 5 PD/1+ Tools and GHMI improvement PD/2+ Tools improvement PD/1++ Direct routing larger sectors 9897969599 PD/2 Arrival PD/1 En-Route PHARE Demonstration: Programme

6. 6 PD/1+ Tools and GHMI improvement PD/2+ Tools improvement PD/1++ Direct routing larger sectors 9897969599 IOCP En Route & MSP IOCP Departure & En-Route PD/2 Arrival PD/1 En-Route IOCP Arrival EATMS-OPTIONSEATMS-OPTIONS EATMS-OPTIONSEATMS-OPTIONS PD/3 PHARE Demonstration: Programme CT

7. 7 PHARE Demonstration: Design l Operational Controllers l PD/1; PD/2: PD/3 >100 controllers 13 European nationalities 13 European nationalities USA, Canada USA, Canada l Multiple Runs l Matched Pairs l Multiple Organisations l Baseline l Increased traffic throughput - 1996, +25%, +50%, +75%, +100% l Increased fleet datalink/4D FMS fit - 0%, 30%, 70%, 100%

8. 8 Controller Training l Training essential (lessons from PD/1) Training : a common design Training : a common design l Distance Learning (CBT or Paper) l Computer Based Training (PC) l Standalone System (Scenarios) l Linked System (Scenarios) l Implementation : common and dedicated site materials l Training generally well received by controllers

9. 9 AIM:To investigate the application of computer assistance tools to assist conflict-free planning in a 2005 en-route scenario with a varying number of aircraft equipped with 4D Flight Management Systems and datalink PD1 / PD1+

10. 10 l Computer Assistance Tools l Trajectory Predictor l Conflict Probe l HIPS l Flight Path Monitor PD1 / PD1+

11. 11 PD/1+ Workload l Significant reduction in Workload for Tactical Controller l Reduction in controller frustration l Concern at Tactical Controller losing the picture for 100% datalink scenario Baseline, 70%, 100% Datalink Low Relaxed Comfortable High

12. 12 PD1/PD1+ Summary l Workload l Reduced for Tactical Controller l Unchanged for Planner Controller l Capacity l No significant change l Decrease in workload indicates increase in en- route capacity l Quality of Service l Improvements indicated but not proven

13. 13 PD/2 Frankfurt TMA Planner Pick-up Feeder AIM:To investigate the application of computer assistance tools to assist conflict-free planning in a 2005 TMA scenario with a varying number of aircraft equipped with 4D Flight Management Systems and datalink

14. 14 l Computer Assistance Tools l Trajectory Predictor l Conflict Probe l Arrival Manager l Flight Path Monitor l Negotiation Manager l 4D Trajectory Negotiation l datalink PD/2 Frankfurt TMA

15. 15 PD/2 Results l Implementation of Computer Assistance Tools in TMA

16. 16 PD/2 Quality of Service l Implementation of Computer Assistance Tools in TMA l Reduction in TMA flight time; increase in landings

17. 17 PD/2 Quality of Service l Implementation of Computer Assistance Tools in TMA l Reduction in TMA flight time; increase in landings Without PHARE tools

18. 18 PD/2 Quality of Service l Implementation of Computer Assistance Tools in TMA l Reduction in TMA flight time; increase in landings Without PHARE tools With PHARE tools

19. 19 PD/2 Workload l Implementation of Computer Assistance Tools in TMA l Reduction in TMA flight time; increase in landings l Workload decrease with tools and datalink Without PHARE tools With PHARE tools

20. 20 PD2 Summary l Workload l Reduction in TMA with new tools l Knock-on effect in En-Route l Capacity l Increased landing rate l Quality of Service l Reduced flight time in TMA

21. 21 PD3 - CENA, NLR, EEC CENA EEC NLR

22. 22 Indicative Results - NLR: Arrival Management l Less need for stacks l Early sequencing helps to smooth inbound traffic flows l System works with non D/L aircraft (Advisories) l Possible need to redesign (E)TMA airspace l Positive controller acceptance

23. 23 Indicative Results - EEC l Trajectory Editor & Problem Solver: l potentially powerful l MSP Complexity zones: l real-time flow control l Sector Load Window liked l Look Ahead Display: l required conflict information

24. 24 PD3 CENA: Workload l Workload increased with the introduction of tools and datalink aircraft l transfer of workload from TC to PC l Increase noted on all positions: l departure, ETMA, en-route l Frustration and Time pressure increased: l due to system problems? l due to PHARE design? l more research required

25. 25 PD/3 CENA: Capacity / Safety ( En Route exemple)

26. 26 PD3 CENA Summary l Workload l Increase - but reasons not determined l Capacity l No benefit shown l Quality of Service l Reduced flight time in TMA / ETMA

27. 27 Controller Roles PC / TC Co-operation Aspects in PD/3 The « Operational Gap » l In Baseline : PC and TC shared the same space-time environment and had same traffic awareness l In advanced : l PC too busy : trajectory edition - time required for planning l TC/PC frustration regarding the lack of co-operation and mutual information - impression to work on two different traffic situations l TCs Feeling of insecurity - lack of efficient support from the PC. l Reduced Verbal communications between PC/TC OPERATIONAL GAP

28. 28 Concept Departure Management l Evaluation covered by 4 ATCOS for a significant time period - limited environment l Ground Sequencing Algorithms promissing l Adequate information displayed by DM (predeparture patterns) l Interest in the approach of Coupling sequencing and Trajectory function l DM HMI : synthetic, useful aspects (animations) l DMD : Essential tool for participant to sequencing

29. 29 Co-operative tools and layered task sharing l ENROUTE Consistent problem detection provided by APD - adequacy for planning activity l advisory labels : an efficient link with the TEPS areas l APD under-utilised by TC due to the work required to remain aware of PC actions l Is the cooperative tools approach applicable to an advanced planning context ? has to be improved l Need to maintain « Situation Awareness » l ETMA : need to adapt conflict/problem detection

30. 30 PD1++: Organisations RVSM 70% a/c 4D FMS & D/L PHARE tools Increased Sector Size Direct Routes

31. 31 PD1++ Workload l Lowest workload in baseline l two controller teams - four controllers l Increased workload in bandboxed sector l only two controllers l well within controllers acceptable limits l Workload lower in structured than direct route systems

32. 32 PD1++ Capacity l Capacity of single controller in Combined Sector greater than either controller in Single Sectors l Capacity of Direct Route sectors greater than capacity of Structured Route sectors

33. 33 PD1++ Quality of Service l No statistical significant difference between QoS measurements for ORGS l It was easier to give direct routes and better profiles in the large sector; l Easier and more continuous climbs and descents; l Aircraft receive less intervention, so 4D better. 3D, no benefit; l Great circle tracks…less flying time…therefore less fuel used; l With direct routing there are many advantages to the airline - time and distance particularly

34. 34 PD1++ Summary l Workload l Single controller can handle higher traffic in larger sector within acceptable workload limits l Capacity l The results cannot robustly identify contribution to capacity increase of separate elements within PD1++: l introduction of RVSM? PHARE tools? larger sectors? l % of 4D FMS & d/l equipped aircraft? l Quality of Service (PD1++; PD3CT) l Improved by User Preferred Trajectories

35. 35 PD1++ Summary Increased Throughput Fewer Controllers Acceptable Controller Workload

36. 36 PHARE Overall Summary l Concept aimed to: l Reduce Controller Workload l Increase ATM Capacity l …based on: l Advanced Planning l Air/Ground Trajectory Negotiation l …through Computer Assistance Tools and Human Centred Approach

37. 37 PHARE Workload l Overall reduction in controller workload shown as: l concept matures l tools, HMI developed l system reliability increases l En-route candidate for early application and workload reduction l More work needed on application of tools and concept in TMA

38. 38 PHARE Capacity l PHARE Demonstrations used traffic up to 2010 levels l Additional increase in en-route capacity within current airspace design indicated by workload decrease l Increase in landing rate shown within TMA l Increase in controller capacity shown when airspace is re-designed to fit tools

39. 39 PHARE Quality of Service l Use of PHARE operational concept should allow aircraft to fly optimum trajectories, resulting in: l reduced cost l reduced delays l better airline operating practices l reduced environmental impact l Results have shown Quality of Service can be improved

40. 40 PHARE Advanced planning l Significant potential for advanced planning l Trajectory optimisation l Conflict resoltuion l Needs clear definition of operational concept l Sharing of controller tasks, planning authority l Early display of incoming traffic l Requires re-designed airspace for optimum results l Larger sectors; direct routes

41. 41 PHARE Air-Ground Integration l Reduction of R/T occupancy l Allows optimum trajectory: l Higher reliability of predicted trajectories l Controller/pilot dialogue user preferred trajectories l Trajectory Negotiation not designed for tactical intervention l Datalink performance crucial for achieving the full benefits of the concept

42. 42 PHARE Tools

43. 43 Conclusions l PHARE has developed and shown an operational concept which is already producing operational benefit l Oceanic HIPS l Further development is justified by the results to date PHARE - a Path to Future ATM

44. 44 PHARE Demonstrations Overview of Results Marc Bisiaux PD/3 Project Leader Eurocontrol Experimental Centre next