C-ATM High Level Operational Concept · Web viewAdverse weather affecting surface and airspace operations; Poor use of existing technology and operational capability. The challenges

Cooperative Air Traffic Management - Phase 1

C-ATM High-Level Operational Concept

Date: 06/02/2005Version: 1.2Status: Draft

Cooperative Air Traffic ManagementPhase 1

C-ATM High-Level Operational ConceptDeployable From 2012

Version 1.2

Programme: Sixth Framework ProgrammeContract No.: TREN/04/FP6AES/S07.29954/502911Project No.: FP6-200X-XXXProject Title: Cooperative Air Traffic Management (C-ATM) Phase 1Deliverable No.: D1.1.1Document Title: (Vision) C-ATM High-Level Operational ConceptDocument ID: CATM-WP111-ERC-HLOC-D111-V0120Version: 1.2Date: 06/Feb/2005Status: DRAFTClassification: InternalFilename: document.doc

Approval Status

Authors Responsible Partner Verification

Project Approval

AFR, DLH, EEC, NATS EEC Project Management Board(PMB)

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This document was developed by members of the C-ATM consortium under contract to the European Commission. Its content cannot be reproduced or disclosed in any form without prior written authorisation, to be requested from the C-

ATM Project Co-ordinator.© Copyright 2004 – All Rights Reserved




Michel Stirnman, Volker Rothmann, Robert Graham, Ray Dowdall, Ros Eveleigh,

Franck Ballerini

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Document Change Log

Release Author/ Organisation

Date of the Release Description of the Release

Modifications – Sections Affected and Relevant Information

(See attached comment sheet)

1.0 EEC/R Graham Dec/2004 First Version New

1.1 EEC/R Graham Dec/2004 Update with editorial changes All

1.2 EEC/R Graham Feb/2005 Update with User Group input All

DISTRIBUTION LIST

Company Short Name Country Name of Project Manager

AIRBUS France AIRBUS France

Entidad Pública Empresarial Aeropuertos Españoles y Navegación Aérea

AENA Spain

Thales ATM TATM France

Alenia Marconi System S.p.a. AMS Italy

BAE SYSTEMS Avionics Limited BAES United Kingdom

Deutsche Flugsicherung GmbH DFS Germany

Deutsche Lufthansa AG DLH Germany

Deutsche Zentrum für Luft- und Raumfahrt e. V. DLR Germany

Direction de la Navigation Aérienne DNA France

Eurocontrol EEC

INDRA Sistemas INDRA Spain

Ingeniera y Economia del Transporte INECO Spain

Ingeniera de Sistemas para la Defensa del España ISDEFE Spain

Luftfartsverket LFV Sweden

Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NLR The Netherlands

Consorzio Sistemi Innovativi per il Controllo del Traffico Aereo

SICTA Italy

Société Française d'Etudes et de Réalisations d'Equipements Aéronautiques

SOFREAVIA France

Thales Avionics S.A. Thales Avionics France

NATS En Route Ltd NATS United Kingdom

Luchtverkeersleiding LVNL The Netherlands

Alitalia S.p.a. AZA Italy

ENAV S.p.a. ENAV Italy

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TABLE OF CONTENTS1. INTRODUCTION.................................................................................................................................. 1

1.1 What is Co-operative Air Traffic Management (C-ATM)?...................................................................11.2 Purpose of the Concept Document...................................................................................................11.3 Background...................................................................................................................................... 11.4 External Influences........................................................................................................................... 1

2. EUROPEAN ATM SYSTEM TODAY - CONSTRAINTS.......................................................................2

3. CO-OPERATIVE AIR TRAFFIC MANAGEMENT – CONCEPT DRIVERS...........................................3

4. PRINCIPAL C-ATM ELEMENTS.........................................................................................................34.1 Gate to Gate.................................................................................................................................... 34.2 ATM Processes................................................................................................................................ 3

4.2.1 Layered Planning...................................................................................................................... 44.2.2 Airline and Airspace User Operations Processes.......................................................................44.2.3 Military Operations Processes...................................................................................................54.2.4 Network Management...............................................................................................................54.2.5 Airport Processes...................................................................................................................... 5

4.3 Network Operations and 4D Plans....................................................................................................64.3.1 Network Operations Plan..........................................................................................................64.3.2 4D Plan..................................................................................................................................... 74.3.3 Managing the Network Operations Plan and 4D Plan.................................................................7

4.4 Airspace Configurations.................................................................................................................... 74.5 System Wide Information Management and Collaborative Processes................................................84.6 Data Link.......................................................................................................................................... 84.7 Airborne Separation Assistance Systems - ASAS.............................................................................84.8 ASAS and the 4D Plan..................................................................................................................... 84.9 Separation Responsibility..................................................................................................................8

5. MODE OF OPERATION......................................................................................................................95.1 Air Traffic Flow and Capacity Management, and Airspace Management............................................9

5.1.1 Strategic Phase........................................................................................................................ 95.1.2 Pre-Tactical Phase (Optimised)...............................................................................................105.1.3 Tactical Phase........................................................................................................................ 10

5.2 Airport Operations.......................................................................................................................... 115.2.1 Arrival-taxi phase.................................................................................................................... 135.2.2 Pre-departure phase...............................................................................................................135.2.3 Departure-taxi phase...............................................................................................................14

5.3 Departure, En-Route and Terminal Operations................................................................................145.3.1 Local Traffic Management (Synchronisation)...........................................................................145.3.2 Air Traffic Control (Separation Management and Synchronisation)...........................................15

5.4 Post-Flight Analysis........................................................................................................................ 18

6. SIGNIFICANT CHANGES AND FUTURE EVOLUTION.....................................................................18

7. expected benefits............................................................................................................................... 19

ANNEXES

A: Abbreviations and Acronyms

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B: GlossaryC: References

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EXECUTIVE SUMMARY

Cooperative Air Traffic Management (C-ATM) is a research concept for the air transport industry, targeting deployment from 2012. The prime objectives are to contribute to improving safety and the use of available capacity in all weather conditions, creating additional capacity, better management of uncertainty, and enhancing the efficiency of Air Traffic Management processes.

A doubling of traffic is predicted by 2020 by which time the major European airports are expected to be unable to cater to demand. Unchecked, this traffic forecast will exacerbate system uncertainty and lack of integrated processes leading to increased delay and unacceptable cost.

The C-ATM mode of operation focuses on a collaborative air and ground integrated ATM system that is predictive and coherent, aiming to deliver aircraft consistently according to user schedules and agreed traffic sequences, with predefined scenarios that cater for degraded situations.

To fulfil these aims, the ATM system must disseminate high quality information, contained in a Network Operations Plan. The plan will cover strategic planning, scheduling, flow, air traffic, airport, military, airline and aircraft information, and 4-dimensional flight data.

The airport is the key resource in the ATM network and the mode of operation integrates airport procedures that optimise the plan by managing collaborative arrival, departure, taxiway and runway processes, and incorporate the aircraft turnaround.

A layered planning process will cover air and ground partners strategic and tactical collaborative planning. The network operations plan will be the backbone of this process, developed to cover all phases of flight with the objective of improving efficiency, predictability and timely notification of degraded performance.

Unit workload per aircraft will be reduced through improved separation management and traffic synchronisation processes that are supported by 4D traffic planning, decision support systems and data link communications enhancing ground system performance through aircraft intent data.

Airborne separation assistance will permit task sharing between the controller and flight crew, although separation management will remain a ground responsibility. Safety will be reinforced through improved situation awareness in the cockpit.

The main changes envisaged by Cooperative Air Traffic Management include:

Layered Planning Introduction of reconciled 4D air and ground data

Network Operations Plan Increased use of existing aircraft navigation capabilities

Integration of the Airline Operating Centres and Military Airspace Management cells into ATM

Change in both pilot and controllers roles and perspective towards an integrated managed ATM system

The concept provides the ability to increase use of data link to further integrate the Flight Management System and ground based flight data processing systems.

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The introduction of Airborne Separation Assistance procedures integrates the pilot into the ATM system permitting future increased pilot responsibility with regard to separation management.

C-ATM represents an opportunity to evolve towards a fully integrated and tactically managed ATM system exploiting the potential of system support in a closed loop environment.

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ServiceProvision

Flow & NetworkManagement

AirspaceUsers

Airport

C-ATM

ServiceProvision

Flow & NetworkManagement

AirspaceUsers

Airport

Cooperative Air Traffic Management




1. INTRODUCTION

1.1 What is Co-operative Air Traffic Management (C-ATM)?

Cooperative Air Traffic Management (C-ATM) is a research concept for the air transport industry, targeting deployment from 2012. The prime objectives are to contribute to improving safety, the use of available capacity in all weather conditions, creating additional capacity, better management of uncertainty, and enhancing the efficiency of Air Traffic Management processes.

The concept integrates current research and although it does not open up new research, it provides a step to evolve towards a 2020 vision through concepts identified in the Eurocontrol Operational Concept Document(1) (OCD) and Advisory Council for Aeronautical Research in Europe Strategic Research Agenda 2(2) (ACARE SRA2).

C-ATM concept development is scoped around the following themes:

Separation management supported by Airborne Separation Assistance System (ASAS);

4D based co-operative flight management;

Collaborative traffic flow management and collaborative decision making (CDM).

C-ATM deliverables and validation results will contribute to the SESAME programme.

1.2 Purpose of the Concept Document

This document describes the holistic high-level mode of operation proposed for research by C-ATM. It provides the top-down framework for the project’s operational concept, and user and technical requirements and system architecture.

1.3 Background

C-ATM is a research project supported by the European Commission’s Directorate General, Transport and Energy, within the 6th Framework Programme.

The Programme is supported by a “User Group” composed of airlines, airports and air navigation service providers ensuring a wide airspace-user industry representation.

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Figure 1: Common Concept




1.4 External Influences

The project draws on: the Eurocontrol Operational Concept Document the OCD volume 2 Concept of Operations(3) documents under development for the years 2011 (3) and the Dynamic Management of European Airspace Network concept of operation, DMEAN (4) and all recent European Commission ATM research and Trans European Networks-Transport (TEN-T) projects, in particular Leonardo(5), Aircraft in Future ATM Systems(6) & More Autonomous-AFAS(7), Gate to Gate(8), Mediterranean Free Flight(9).

2. EUROPEAN ATM SYSTEM TODAY - CONSTRAINTS

With expansion in global economic activity, increasing traffic demand has resumed; forecast increases suggest at least a doubling of traffic by 2020 (1) 3-5% pa(10) which will lead to airport(11)

and en-route congestion with a significant increase in traffic restrictions.

The main focus of the ground based European operational concept is set at sector level with different methods of operation across Europe. The Performance Review Report number 8 (12)

(PRR8) suggests that “raising controller productivity and support costs to 3rd best achieved levels in Europe would improve cost-effectiveness by 56% and 23% respectively. Every 10% improvement in cost-effectiveness is worth some € 700M per annum”.

The lack of predictability and warning of events exacerbates problems related to the flow of traffic en-route and in terminal airspace; furthermore airspace users and ATM service providers optimise their operations independently leading to inefficiency.

The lack of predictability means that Central Flow regulation and slot action taken to protect sectors from overload can lead to inefficiency and a significant loss of slots.

PRR8 identified flight-efficiency “as a major contributor to ATM performance: en-route horizontal inefficiencies alone are estimated at €1,000M - €1,500M per annum”. Furthermore, it suggests that “improved predictability of air transport would generate high added-value: compressing half of flight schedules by 5 minutes on average would be worth some €1,000M per annum in better use of airline and airport resources”.

Lack of integrated processes and procedures together with long lead times to implementation of new infrastructure has meant significant pressure on gates, taxiways and runways at peak times with an associated impact on airspace user operations.

Currently capacity constrained airports use stacks and extended approach patterns to maintain pressure on runways. Tactical traffic management that smoothes in-bound flows need to be developed in order to improve the airport capacity-delay trade-off by minimising such delays while maintaining runway throughput.

Considering the above, the C-ATM mode of operation concentrates on the following limitations:

Capacity, sector productivity, support costs; Information distribution and fragmented and uncoordinated decision making processes; Lack of European ATM integration, disparate processes and non uniform services;







Airport arrival, departure, taxiway and aircraft turnaround processes; Adverse weather affecting surface and airspace operations; Poor use of existing technology and operational capability.

The challenges that need to be dealt with when addressing these constraints include the need to increase safety, to be cost efficient and to take account of increasing environmental concerns.

Although outside of the scope of the C-ATM project it must be recognised that the social issues concerning trends towards automation and changes in the ATM working environment should be resolved in parallel with system evolution to ensure it’s safe and correct functioning. Furthermore, it is important that security issues are addressed to ensure a “secure” ATM system.

3. CO-OPERATIVE AIR TRAFFIC MANAGEMENT – CONCEPT DRIVERS

If we acknowledge that the ATM system operates in an inherently non-deterministic environment and it can be strongly influenced by random factors such as weather outside its control then an ambition for a fully deterministic ATM system is unrealistic.

Taking this into account, C-ATM mitigates the random effects through staged planning and information sharing, creating a more predictive ATM system whose goal is to consistently deliver aircraft according to planned user schedules and agreed sequences, based on a shared gate-to-gate plan but with predefined scenarios to cater for degraded situations.

Based on this statement, C-ATM is driven by the following guidelines:

Integrate all stakeholders – distribute up-to-date Information to permit participation in decision making processes better understanding of how the system is performing.

Predictable and stable delivery system where all stakeholders know how to react when the system degrades – jointly planned and managed processes to provide predictability, whilst globally agreed scenarios help manage degraded situations and non-nominal events.

Provide growth capability which is understood by the stakeholders – new capacity is provided and system limitations are understood with regard to stakeholders’ business aspirations i.e. runway capacity, bigger aircraft.

4. PRINCIPAL C-ATM ELEMENTS

4.1 Gate to Gate

Gate to gate is considered by C-ATM as the integration of the phases of flight from “off-block,” departure taxi, departure, en-route, arrival, arrival taxi and “in-block”. This aligns with the official definition for gate to gate provided in Annex B.




Stra

tegi

c Fl

ow a

ndC

apac

ity P

lann

ing

Pre-

Tact

ical

(Opt

imis

ed) C

apac

ityM

anag

emen

t

Tact

ical

Flo

w a

nd

Cap

acity

Man

agem

ent

- - - - - - - - - -- - - - - Gate-to-Gate- - - - - - - - - - - - - -

Local Traffic Management

Network Operations Plan

En-route ArrivalDepartu

re

AirportAirport

PostFlight

Operations

>> 1 Year 7 days << 1 Day of Operation Real Time




The network operating plan (NOP) incorporates the gate to gate airspace user demand as a set of 4D plans for anticipated flights, including both surface and air profile. It is expected that future aircraft avionics will permit both surface and flight navigation and management on this basis.

4.2 ATM Processes

To provide a predictable and stable system a number of key goal driven ATM processes have been identified within C-ATM. These processes link airline schedule management and service provider management of the ATM system.

4.2.1 Layered Planning

Layered planning is the continuous process of determining and balancing, refining and then optimising capacity and demand. The goal is a predictable ATM system with pre-defined scenarios that cover “degraded” situations from sudden severe weather conditions through traffic over-delivery, to shortfalls in airport capacity.

Layered planning is collaborative and continuous and the phases of planning are strongly allied to the quality of available information, the time when information is used, and the purpose to which it is relevant. The Network Operations Plan is developed during the layered planning phases.

The following planning layers are defined:

Strategic: Demand and capacity determination, actions required to balance demand and capacity, long term military plans, airspace design and development of initial Network Operations Plan. Local alternative scenarios for dealing with unforeseen events are developed and coordinated with the network manager.

From >12 months to 1 week before operations.

Pre-Tactical (Optimised): Demand and capacity balancing based on users refined traffic plans (including the 4D profile from historic data or the airspace user, according to the look-ahead time) military airspace use, alignment of airport slot and stand allocation plans, and weather forecasts.

7 days before operations.

Tactical: Airspace configurations are promulgated and slot allocation (arrival and departure capacity balancing) 4D plan negotiation and pre-tactical clearances are




Figure 2: Layered PlanningFigure : Layered Planning




negotiated. Re-balancing capacity and demand, traffic management and synchronisation occurs whilst planning risks are monitored and solved.

Day of operation

4.2.2 Airline and Airspace User Operations Processes

4.2.2.1Flight Operations Management

Flight operations management ensures that the airspace user can optimise aircraft profiles, make requests for significant changes to the plan such as re-routing, and may request changes to change the position of its aircraft in the final approach sequence (in relation to its own aircraft).




DepartureProcess

Target Driven Network Operations Plan Target Driven Network Operations Plan

TurnaroundProcess

ArrivalProcess

TaxiwayProcess

TaxiwayProcess

Target Time Of Arrivalleading to -

Target In-Blocks Time

Target Arrival Sequence

Target In-BlocksTime

Target Off-Blocks Time TargetTake-Off

Time

Target DepartureSequence

Target take-OffTime




4.2.2.2Rolling Review Process

The rolling review process is allied to the pre-strategic 7 day rolling review process. The airline will review on a daily basis its planned operations with a view to optimising its business. This may involve changes to the Network Operations Plan in the event that flights are cancelled; amended, added, aircraft changed or degraded scenarios updated during the pre-tactical phase.

4.2.3 Military Operations Processes

The military operations process is under the Airspace Management Cell and involves the dynamic management of airspace through civil military coordination in implementation of the flexible use of airspace concept. Flexible use of airspace will ensure that multi-dimension military training areas are collaboratively pre-defined and located at an economic distance from airbases and ensuring optimal training conditions for military traffic.

4.2.4 Network Management

The goal of Dynamic Management of the European Airspace Network is the provision of necessary capacity through the activation of flexible and dynamic European airspace structures to meet users needs, specifically provision of preferred routes and achievement of military user airspace requirements. The network management process is supported by the Network Operations Plan.

4.2.5 Airport Processes

Airport processes are identified as critical to the stable operation of balanced network operations and individual airline schedules. Each process is focused on target times and/or collaborative processes that are concentrated on departure or arrival sequences or timely delivery of an individual aircraft at a pre-arranged point such as runway or gate.

4.2.5.1Collaborative Arrival Sequence Preparation

The goal of the collaborative arrival sequence process is for airlines, airport, service provider(s) and the network and flow managers, to collaboratively plan and agree the target arrival sequence for the expected runway configuration at capacity constrained airports.

The output is a target arrival sequence and aircraft target time of arrival aligned to expected airline operations and actual network conditions.

4.2.5.2Turnaround Process




Airspace, Airport, Airline & Military

Planning

ICAO slot conferencesSchedules & 4D profiles

Analysis of demand against known capacity and initial balancing

Rolling review of demand andplans

5 years +Business planning Processes

Airspace availability, staffing, routes finalized through demand analysis

Strategic

Pre-Tactical

Tactical

FlightExecution

Strategic decisions on aircraft purchase, avionics upgrades runway implementation,

route structures etc.

Network Operations PlanCreated

Network Operational Plan reflects knownDemand and expected events

Network Operational Plan reflects lateRequests and actual operational situation




The goal of the turnaround process is to ensure the target off-blocks time. Turnaround is an airline driven process during which a target off-blocks time is confirmed then managed by the airline.

In the event that an airline is unable to achieve the agreed target off-blocks time it will take action to re-negotiate this and the associated slot if appropriate.

4.2.5.3Taxi Process

The goal of the taxi process is to ensure the target take-off time or the target in-blocks time is met.

This process will be based on a taxiway plan designed to optimise the route from a gate or runway to the runway or gate according to the runway configuration in operation and known constraints.

4.2.5.4Collaborative Departure Sequence Preparation

The goal of the departure sequence process is for airlines, airport, service provider(s) and if appropriate, the network and flow managers, to plan and agree an optimised target departure sequence for a given runway configuration at capacity constraint airports.

The output is a target departure sequence and aircraft target time of arrival for peak traffic periods.

4.3 Network Operations and 4D Plans

4.3.1 Network Operations Plan

The Dynamic Management of the European Airspace Network concept of operation states that the network operations plan will provide an up to date overview of the European airspace situation from which traffic managers, air traffic services, airports and airspace users and military operators’ access and extract data to support their operations and to build their own specific actual operations plans.

The network operations plan is a constantly updated data repository of interlinked strategic and tactical subsidiary plans covering demand and capacity, constraints and predefined solutions to common




Figure 3: Airport Collaborative Processes

Figure 4: Network Operations Plan




events or expected situations. For an individual flight it becomes an actual plan at the moment of clearance delivery at which point the flight plan is represented by a 4D Plan.

Network operations plans are continually accessible and updated during strategic, tactical and real time phases by ATM stakeholders through collaborative processes and SWIM.

4.3.2 4D Plan

The 4D plan represents agreed airspace user preferred profile for a given flight from gate to gate based on the airspace users profile request and which provides information on: Route and profile, off-block time, take-off time, time of arrival information for sector entries, initial and final approach fixes, and in-blocks time, that is, including both flight and taxi.

When issued, the 4D plan represents the agreement between central flow, network manager, air traffic services and airline operations centre as to how the flight should proceed. The flexibility of the 4D plan will be relative to the capacity constraints that need to be managed at departure and destination airports.

The 4D plan will be defined by a series of constraints common to both ground and air systems that includes agreed target times to be used for the management and control of the flight, ensuring that the same representation of the agreed user preferred profile is used by ground and air.

The accuracy of the 4D plan will be based on a series of buffers that will decrease as the flight moves from planning through to flight itself. Once airborne, the 4D plan buffer will reflect the aircraft navigation capability and arrival management exigencies. The 4D plan is represented in the aircraft by the Flight Management System trajectory and in ground system by trajectory calculations in flight data processing systems.

It is expected to improve predictability and therefore safety, reducing “bottlenecks” whilst improving aircraft and fleet management efficiency.

A default plan will be used for flights not participating with a 4D plan.

4.3.3 Managing the Network Operations Plan and 4D Plan

The goals of predictability and consistent delivery (according to the Network Operations Plan) drive actors’ tasks and working methods throughout the mode of operation.

Successful exploitation of the network plan assumes that Airline Operations Centres and Airspace Management Cells manage individual aircraft flight plans and deviations whilst optimise traffic according to network requirements and not those of individual flights.

Changes to the flight plan requested by pilots will normally only be safety related (or transmitting a “company” request) whilst actions by controllers will be prioritised by safety (separation management), network requirements (e.g. synchronisation) and then aircraft profile achievement.

Once a 4D plan, compliant with flow management requirements, is agreed it is uploaded to the FMS and validated by the flight crew. During the pre-departure flight phase, the 4D plan is







coordinated between the Aircrew and the Departure Air Traffic Services and updated if necessary.

Agreed changes to the plan will result in a trajectory exchange and reconciliation of the ground and air 4D plans and an update of the Network Operations Plan.

4.4 Airspace Configurations

Airspace is organised as a continuum comprising managed and non-managed airspace. Route networks and route options will be collaboratively developed and flexible structures based on user preferred profiles and military user needs.

Dynamic (modular) sectorisation will be implemented through sector configurations, pre-designed and adapted to the main traffic flows predicted for each day of operation.

4.5 System Wide Information Management and Collaborative Processes

C-ATM relies heavily on the implementation of system wide information management (SWIM) to enable Information Management and Services. Collaborative processes will integrate all stakeholders into the ATM system by providing the necessary level of data exchange and negotiation to enhance their business operation. The goal is informed decision making and proactive planning based on known scenarios, or at worst, as information on unexpected events become available to the system.

4.6 Data Link

It is expected that whenever feasible, advance planning or tactical instructions will be provided via data-ling to aircraft by Local Traffic Managers for traffic synchronisation or traffic organisation and by sector or tower controllers for plan amendments or separation management purposes.

4D plans will be provided or amended via data link through Controller Pilot data link communications and trajectory exchange e.g. Pre-Departure Trajectory Coordination and 4D Trajectory Re-planning. Nevertheless, radio telephony remains the primary communication channel for time critical clearance delivery.

4.7 Airborne Separation Assistance Systems - ASAS

Airborne Separation Assistance Systems will be used to support situation awareness, separation management and to ensure better adherence to ATC separation minima and the 4D plan, in en-route, terminal, and approach airspace and on the airport manoeuvring areas.

It is believed that ASAS will provide increased capacity and controller availability for other tasks whilst bringing environmental benefit through achievement of consistent flight profiles (reduction in intermediate level application and aircraft configuration changes with associated noise pollution).







4.8 ASAS and the 4D Plan

PRNAV procedures and traffic synchronisation techniques will be used to prepare traffic flows for ASAS procedures e.g. sequenced traffic flows into an ASAS sequencing and merging capture area. The 4D plan will define the segment of a flight during which an ASAS procedure may be applied. Implementation of an ASAS procedure will be subject to a controller instruction.

4.9 Separation Responsibility

Separation management responsibilities remain unchanged for this period although the concept prepares the way for future evolution. The pilot is ultimately responsible for aircraft safety and for separation on the airport surface, whilst the controller provides separation in the air.

However, implementing ASAS will provide the opportunity for certain tasks to be carried out by the pilot, under the responsibility of the controller.

5. MODE OF OPERATION

5.1 Air Traffic Flow and Capacity Management, and Airspace Management

5.1.1 Strategic Phase

Strategic planning commences more that one year before the day of operation.

The goal of this phase is to plan how the ATM system can meet the demand of the airspace users using the available and planned resources. This is achieved through a cooperative planning process and is captured in the Network Operations Plan; as such it reflects the balance between capacity and demand for a given day of operation. Modelling exercises by the network manager, Service Providers, Airports and Airspace Users will continually refine the plan throughout this phase as more accurate information on demand and capacity arrives.

The plan is based on medium term planning involving resource management and facilities planning covering future operations e.g. recruitment of staff and associated training, building facilities (airport gates and taxiways e.g. A380) and implementing systems, aircraft purchase and avionics upgrades, etc.

Historical data, projected airspace user traffic demand and forecast data related to business and general aviation users are collated with planned military airspace needs.

Detailed military exercise planning is factored into the network operations plan. Military airspace planners will define modular and mobile training areas that can be adjusted to fit with the major traffic flows identified for the day of operations. This will ensure an equitable balance between civil and military airspace users needs through flexible use of airspace.

Airport arrival and departure routes are designed to cater for expected runway configurations, taking account of PRNAV procedures and ASAS spacing and merging requirements.







Following the ICAO airport slot conference, airspace users develop their schedules and preferred 4D profiles based on the airspace information in the network plan. A collaborative process to understand and resolve commercially driven schedule imbalances commences.

This information is used to generate a multiple choice route network (4) based on major traffic flows as they are predicted to occur during a 24 hour period. The data is used by Service Providers to generate modular sector configurations that fit proposed routes.

Airports (or airlines, for gates, if responsible) design their gate allocation and preferred taxiway plans for each runway configuration, which include timed routes to and from runways and gates, including holding bay areas.

Traffic demand is modelled by Service Providers to validate the capacity-demand balancing choices that have been made. Scenarios are developed to cover capacity shortfall, significant expected events and degraded situations. The network operations plan is updated.







5.1.2 Pre-Tactical Phase (Optimised)

Pre-tactical planning commences seven days before the day of operation.

The goal is to review and update the Network Operations Plan and take account of short-notice requests and new information, so that on the day of operation an agreed and feasible plan is in place to set priorities and guide decision making. “Rolling detailed daily and iterative planning will take account of planned military airspace use, predicted sectorisation and associated planned capacity with the systems capabilities(4)”. Adjustments will be made to the plan to “correlate airport slots, airline schedules and Service Providers capacity plans(4)”. This permits final choices to be made by airspace users for their expected operations.

This is coincident with the airline strategic rolling review process when the airspace user will review its planned operations with a view to optimising its business.

External traffic flows from the North Atlantic and Far East into the European region will be added to the traffic demand and this information updates the network operations plan.

Final military training information, airspace route and sector scenarios (based on known resources) plus airline schedule and profile changes are incorporated into the plan. Final decisions are taken the day before operations based on latest service provision, user information and weather forecasts; the network operations plan is disseminated including updated scenarios and expected regulation, and is now active for the day of operation.

On this basis, the network manager models the predicted traffic plans, balancing departure and arrival airport demand with capacity and with departure, en-route and arrival airspace structures, and setting critical arrival and departure sequences.

5.1.3 Tactical Phase

Tactical planning occurs on the day of operation.

The goal is to manage, optimise and synchronise the network operations as expected and un-expected events and risks unfold, to ensure a predictable and consistent ATM system.

The Enhanced Traffic Flow Management System(13) that provides constant updated ground and aircraft derived data to all stakeholders, which, together with the network operations plan (which includes accurate weather data), allows more accurate situation forecasts to be made and thus enabling proactive refinement of individual plans and flight profiles.

The network manager collaborates with ATM stakeholders to action short notice change requests or deviations that impact the network operations plan, e.g. extended or reduced activation of military areas, weather, traffic imbalances due local resource problems, airport infrastructure difficulty, etc.

The target arrival sequence for the expected runway configuration at capacity constraint airports will be collaboratively agreed through the sharing of airlines operational knowledge in order to manage arrival runway demand created by imbalances in airline schedules.







The target arrival sequence and aircraft target time of arrival1 will be aligned to expected airline operations and actual network conditions; the process takes account of constraints such as capacity and demand balancing agreed with the network manager and it impacts the departure management sequence collaboration. It is understood that the final tactical control will be determined by the need to optimise runway utilisation.

Approximately two hours prior to departure, airspace users file their requests for preferred profiles and alternate profiles. The network manager issues an aircraft 4D plan based on the latest network operations plan that includes updated information from Air Traffic Flow and Capacity Management, Airline Operating Centres and departure / arrival Airports.

The airlines turnaround progress will be monitored through the network operations plan permitting assessment of target off-blocks times and the associated departure sequences.

In coordination with the network manager, Airspace Management Cells and local ATS ensure Flexible Use of Airspace by optimising the network by using under-used airspace for training areas, and by precise activation and de-activation of areas and re-activation of route structures.

Local Traffic Management links network management and separation management. This is carried out by the Service Provider up to about forty minutes prior to traffic entering its area of responsibility. It has two main functions:

Local traffic balancing and management of the network operations plan in coordination with tactical flow management, airports and sectors, through:

o En-route balancing of flows, redistributing traffic between sectors and centres;

o Invoking and coordinating modular sector configurations;

o Coordinating with military units and AMCs to optimise flexible use of airspace.

Traffic synchronisation to organise traffic sequences and reduce traffic density, applying:

o Delay mechanisms such as miles in trail for specific destinations or exit points;

o Rerouting of traffic to segregate departures, arrivals and over-flights;

o Flight level allocation plans to reduce crossing traffic complexity in sectors.

Local Traffic Managers work on the basis of traffic flows and update the network operations plan to ensure that pre-departure coordination on the 4D plan accurately reflects departure clearance requirements. Changes to 4D plans before aircraft arrive in the traffic manager’s area will be transmitted to flights concerned via data link or by coordination with the responsible controller for delivery, or if the aircraft is not airborne, via the pre-departure coordination process.

5.2 Airport Operations

The airport operations critical to ATM encompasses the gate turnaround, movement of traffic to and from the apron and runway via the taxiway system, and the management of departures and arrivals on the runways.

1 To be defined, but could be for example, the standard arrival route gate, initial approach fix, or the runway.







The goal is to manage these processes in an optimal, visible and expeditious manner, ensuring all partners are fully involved and participating, and that the network operations plan for target in-block, off-block and take-off times, can be achieved.

All airport and ATM stakeholders will be integrated through system wide information management providing data access to arrival and departure management, surface management and surveillance systems, network operations plan, 4D plan, turnaround processes, weather and aeronautical information services.

This will enable the following critical airport processes for ATM and airspace users:

Turnaround: an airline driven process to manage the aircraft to meet the goals in terms of target off-blocks time. In the event that an airline is unable to achieve the agreed target off-block time to within a fine tolerance of around -2/+3 minutes it will take action to re-negotiate this and associated slot if appropriate.

Departure sequence process: airlines collaboratively share operational knowledge with airport, service provider(s) and if appropriate, the network and flow managers, to resolve runway demand created when schedules become unbalanced by planning and agreeing an optimised target departure sequence for a given runway configuration at capacity constraint airports.

The output is a target departure sequence and aircraft target time of arrival for peak traffic periods aligned to expected airline operations and actual network conditions whilst respecting the need to optimise runway resources

It is understood that final tactical changes will be necessary to ensure that runway optimisation is maintained.

Weather delays and ATM regulation processes: airspace users, airports, service providers, the network flow managers will work collaboratively to minimise their impact on airport operations.

To increase predictability of surface manoeuvring, taxi management will focus on safety and meeting a flight’s target take-off time or target in-blocks time. Airports will publish a taxiway plan of preferred routes and timings for arrival and departure traffic manoeuvring to and from gates and runways. This will be an integral part of surface management procedures and will be included in the 4D plan in terms of events and target times (with associated buffers).

Airports will publish taxi-holding procedures for aircraft that have to vacate stands early in order to resolve gate availability problems. This is to ensure that aircraft holding on taxiways do not obstruct the traffic flow. Taxiway and holding bay plans will include environmental procedures for reduced noise and emissions.

To ensure safety and shared situational awareness, all traffic that enters the apron, taxiway system or runways will be suitably equipped to ensure surface movement surveillance. ASAS surface procedures will further enhance the ability of aircraft to operate in most weather conditions by ensuring flight crew surface situational awareness and spacing, enhancing safety and separation management, whilst helping to maintain capacity in poor weather conditions.







Decision support tools will provide controllers with surface routing and guidance information integrated with arrival and departure planning management. Such information may be transmitted by controllers to pilots via R/T or data link. Avionics will include airport “runway and surface map visualisation with routing instructions” as well as traffic display of airport traffic.

As separations may vary tactically according to conditions that impact wake vortex, the reduced (in the future, time based) arrival and departure separations maybe authorised based on wake vortex procedures, supported by forecasting and monitoring wake vortex systems.

Data link will enhance airport operations by supporting delivery of 4D plan, pre-departure clearance and taxiway routing. However, the use of radio telephony will remain essential to the safe and efficient operation of air traffic.

5.2.1 Arrival-taxi phase

The arrival phase will be driven by the target landing and in-blocks times and managed from the start of sequencing, during landing to ground movement inbound to the gate. These times will be included in the 4D plan and are calculated according to the published taxiway plan and runway configuration in force at the time of arrival.

Changes to runway taxiway routing and gate allocation will be provided by data link to the aircraft whilst traffic information (e.g. follow, give way etc.) and holding instructions will be provided after runway clearance.

System support such as surface route lighting or aircraft moving map displays with route clearance will enhance operations whilst safety management systems will monitor and control runway access, alerting the pilot and controller to uncontrolled runway penetration or unexpected events.

5.2.2 Pre-departure phase

During the pre-departure phase and in parallel with the turnaround phase, the aircraft is operationally prepared for flight. Although this primarily involves the flight crew and Air Traffic Services, the 4D plan is delivered to the aircraft during this phase by the Airline Operations Centre as a Flight Management System (FMS) trajectory.

Once the aircraft FMS has been loaded and checked by the flight crew, a pre-departure coordination can be initiated (although radio telephony remains an option but data link will be the norm). This involves the down link of the FMS plan and a reconciliation process with the ground based flow, network and air traffic control versions of the 4D plan.

The result of the reconciliation process includes the pre-departure clearance and plan amendment depending on the following:

Runway sequence collaborative process and associated slot swapping or shifting; Regulation or weather operations in force or about to come into force; Network changes including arrival airport requirements;







First en-route Centre Local Traffic Manager integration requirements (synchronisation, route and or level organisation).

When the 4D plan is accepted, amended and agreed it reflects an expression of plan execution (taxi route, Standard Instrument Departure, and profile requirements based on the airline’s filed profile preferences). At this point the network operations plan is updated with the 4D plan in the FMS.







5.2.3 Departure-taxi phase

The departure-taxi phase will be driven by the target take-off time managed from the push back, manoeuvring to the runway (ground movement outbound) and take off. It may include an intermediate procedure of taxi to a holding bay area if the aircraft is in advance of its target take-off time and the gate is required for other traffic.

Significant deviations to the target take-off time result in an amendment following collaborative consultation between Flow, Network and Local Traffic Managers, and Airlines. The goal is to minimise the time spent taxiing and holding for departure and to ensure that the target departure sequence is achieved. However, as the operation evolves the controller will ensure that appropriate changes are made, if required to ensure the optimum use of runway resources.

Decision support tools will help the controller and pilot to establish the best taxi route according to the published taxi plan. Progress will be monitored through various surveillance mechanisms such as Aerodrome Surface Detection Equipment and video and data link based position information and cockpit moving maps. The pilot will use ASAS procedures in the event of low visibility.

The runway departure sequence will be managed with assistance from arrival/departure management. Approach and departure spacing and monitoring tools will facilitate landing and take off decisions. Safety management tools will assist in the assurance of runway safety.

5.3 Departure, En-Route and Terminal Operations

Departure, En-route and Terminal operations involve local traffic management, flight operations management, separation management and traffic synchronisation during flight execution with the goal of safe and consistent delivery of traffic according to the network operations plan.

The goal of consistent traffic delivery is driven by safety, and the target time of arrival, which is determined in accordance with network needs to balance capacity and with airspace demand.

This is achieved through flexible airspace configurations which change according to the type of traffic flow, military demand and runway configurations existing at any time of day. These include modular sector configurations that are known to all through the network operations plan.

5.3.1 Local Traffic Management (Synchronisation)

Local Traffic Management operates up to about forty minutes in advance of traffic arriving in its area of responsibility and aims to ensure a balanced traffic distribution. Balancing may involve invoking sector configurations, re-routing traffic into adjacent Centre’s airspace to reduce en-route regulation or delay and ensure acceptable and safe through sector traffic rates, in coordination with the network manager, central flow and military airspace management cells

Specific routes based on main traffic flows will be organised according to the network operations plan and agreed military airspace configurations. These may include pre-defined promulgated profiles to be flown by aircraft to ensure the systematic delivery of aircraft through dense and complex airspace.







Traffic managers may identify flows of stable traffic that can be managed through the application by pilots of ASAS procedures.

5.3.1.1Departure

The local traffic manager will ensure that departing traffic fits into en-route traffic flows by agreeing a 4D plan before pre-departure coordination.

Departure management systems will consider traffic from multiple airports, synchronising departure times to ensure that bunching does not occur at points of convergence or crossing.

Precise departure routes will be defined through the use of PRNAV with the option to define specific routes adapted to aircraft performance groups. Departure speed regimes will be applied to optimise capacity through consistent miles in trail spacing.

5.3.1.2En-route

The traffic manager will organise dense traffic flows as far as possible, segregating over-flight, departure and arrival traffic flows to minimise their interaction by exploiting aircraft FMS route capability (e.g. off-set) or predefined scenarios which use identified PRNAV routes.

Dense crossing traffic flows may be managed by the application of vertical level allocation rules. Early top of descent points may be identified by the traffic manager to reduce interaction between arrival and crossing traffic flows.

5.3.1.3Arrival

Arrival traffic flows will be subject to arrival management regulation for congested airports, taking account of collaboratively agreed target arrival sequences. The goal is to ensure optimised runway exploitation with a trade-off against appropriate en-route delay mechanisms to make sure that the appropriate level of demand is maintained and optimise arrival rates.

Local traffic managers, supported by arrival management, will work to organise traffic flows prior to top of descent to enhance the sector controller’s task of sequencing and merging arrival traffic.

5.3.2 Air Traffic Control (Separation Management and Synchronisation)

The work of Local Traffic Managers described above will enhance the sector controller’s ability to safely and consistently handle high levels of traffic with acceptable levels of workload. Increased predictability of traffic brought through the 4D plan and target driven processes, will permit through-sector, entry and exit planning tasks to be accomplished well in advance of the aircraft’s entry into the sector.

Whilst the traffic management task manages traffic density and complexity to enable high traffic levels to pass through a given airspace with an acceptable controller workload, it does not provide for separation between aircraft. This remains a controller responsibility, although it is anticipated that certain tasks may be carried out by the pilot through ASAS procedures.

The pilot will be able to undertake tasks as instructed by the controller related to spacing and sequencing through use of traffic displays and automated support mechanisms linked to the flight







management system. The aircraft will support ASAS procedures, PRNAV and continuous descent approach procedures.

Airline flight operations management may make requests for flight optimisation, sequence changes or significant flight plan changes. The flexibility to respond to such requests will be dictated by the urgency of the request or the constraints of the network operations plan that apply at that time.

The 4D plan may have an airline defined preference for each flight to be used by the controller when sequencing same airline aircraft. The goal is to ensure that an airline’s final approach sequence preferences are communicated and acted upon whenever possible.

Most sectors will continue to operate on the basis of planner and tactical tasks (which maybe merged and accomplished by a single controller) although it is recognised that there may be other models adapted to local requirements, especially in the departure and approach phases of flight.

As flexible route structures will be applied, modular (dynamic) sector configurations will be designed for predicted traffic density and associated workload, specifically covering the forecast traffic flow.

Transfer conditions from one sector to another will be clearly defined following a European standard, and presented to the controller through system support. Nevertheless, the controller will always be able to override standard transfer conditions, although this will be the exception rather than the rule.

At the control position, the system will present the controller with an appropriate level of information for tasks to be accomplished which is carefully filtered and prioritised to take advantage of the controller’s competencies for:

Traffic assessment; Problem/conflict detection and evaluation; Problem/conflict resolution; Traffic monitoring.

Organised and filtered information will support controllers in setting task priorities and provide decision support to evaluate solutions proposed by the system, and define and test manually developed solutions.

Network operations plan requirements such as advance sequencing information e.g. “all traffic to LFPG ten miles in trail” will also be presented to the sectors concerned. Communication of pre-planned control actions such as routing and level changes may be transmitted to the aircraft as a 4D plan change via data link, either directly from the Local Traffic Manager or by the sector currently managing the flight. The system will support the manual or automatic coordination and distribution of tasks between controllers, including alerts.

System assisted coordination will ensure that all changes to the actual operations plan are co-ordinated with the appropriate control authorities according to agreed “silent procedures”.







Following tactical intervention the system will advise the controller if a flight is still within its 4D plan scope or not (buffer). It is accepted that tactical action may go beyond the current 4D plan therefore, on completion of the intervention, the controller will take the necessary action to implement a new and agreed 4D plan. Irrespective, following all tactical intervention or 4D plan amendments a trajectory exchange will be implemented to ensure that both air and ground system plans are reconciled.

Flight Information services will ensure that aircraft in managed and non-managed airspace receive information appropriate to the safe and efficient operation of their flight.

Alerting Services will “notify organisations regarding aircraft in need of search and rescue support and assistance” including security issues.

5.3.2.1Departure phase

Departure routes will be PRNAV and separated according to aircraft performance capability and environmental requirements. The 4D plan may require the pilot to operate a given flight profile to ensure separation from other departing and arriving traffic.

The application of speed regimes will enable departure spacing to be managed through miles in trail (or seconds) in trail if appropriate. ASAS procedures may be applied in this phase.

The departure controller task is to assure traffic merging of climbing departure traffic with stable en-route traffic. If this cannot be achieved procedurally then tactical intervention is applied and the 4D Plan amended as required.

5.3.2.2En-route phase

It is assumed that preparation of arrival sequences will commence in the en-route phase with arrival management information or arrival regulation from the Local Traffic Managers providing guidance on what has to be achieved (e.g. miles in trail, ASAS seconds in trail, speed control, route alterations) in accordance with the network operations plan. Arrival management guidance will be provided as early as appropriate and across boundaries, and will be presented to the controller as goals to achieve prior to transfer. Arrival management is a dynamic process and therefore may require 4D plan amendment.

ASAS procedures may be applied en-route to exploit the pilots ability to manage the 4D plan whilst, for example, the pilot maintains his specific spacing in a traffic flow.

The controller will be responsible for transitioning traffic to new profiles and amending 4D plans in the event of scenario changes being implemented by the network manager and/or Local Traffic Manager.

5.3.2.3Arrival flight phase

Arrival management will propose runway assignment, sequence position and arrival procedure based on the prevailing network operations plan, airport runway configuration, the collaboratively agreed target arrival sequence and system defined target time of arrival2.

2 To be defined, but could be for example, the standard arrival route gate, initial approach fix, or the runway.







Actions to achieve these requirements will form part of the 4D plan; however, the dynamic nature of terminal airspace means that there will be numerous opportunities for the controller to optimise the arrival sequence plan to ensure optimum use of available runways.

The controller will intervene to resolve sequencing and merging problems, updating the system as appropriate. System monitoring will update the network operations plan on arrival sequence events so that target time of arrival and target in-block times are accurate and disseminated to airspace users and airport stakeholders.

Where PRNAV approach procedures are in place, the controller will ensure that the required sequence is created, and once established on the procedure the pilot will operate the flight accordingly. At airports where ASAS spacing and PRNAV are operated, the controller may instruct the pilot to apply an ASAS procedure to optimise the runway landing rate. The use of continuous descent approaches will be built into procedures to minimise environmental impact and maximise aircraft efficiency.

5.4 Post-Flight Analysis

The Network Operations Plan will be analysed following the day of operations for trends and lessons learned that can be fed-back to improve the ATM processes.

6. SIGNIFICANT CHANGES AND FUTURE EVOLUTION

The main changes envisaged by Cooperative Air Traffic Management include:

Layered Planning, providing a collaborative process to plan and manage the day of operations, specifically through the Network Operations Plan and collaborative decision making enabled by system wide information management.

Introduction of reconciled 4D air and ground data ensuring common situation awareness and increased predictability.

Network Operations Plan providing the data backbone of the ATM system.

Increased use of existing aircraft navigation capabilities providing improved procedures for synchronisation of traffic and for more efficient separation management.

Integration of the Airline Operating Centres and Military Airspace Management cells into ATM ensuring that airspace users are fully aware of the systems actual and planned performance and can fully participate in decision making processes.

Change in both pilot and controllers roles and perspective towards a managed rather than tactical system that enhances the overall network and airspace users’ business objectives.

The concept provides the ability to increase use of data link to further integrate the Flight Management System and ground based flight data processing systems and exploit options for automation. This will further enable the implementation of 4D based trajectory concepts.







The introduction of Airborne Separation Assistance procedures integrates the pilot into the ATM system permitting future increased pilot responsibility with regard to separation management.

C-ATM represents an opportunity to evolve towards a fully integrated and tactically managed ATM system exploiting the potential of system support in a closed loop environment, whilst increasing opportunities for the exploitation of technical systems by human operators.

Furthermore, C-ATM take a first opportunistic step in addressing the need to change controller focus to network needs rather than individual aircraft, and airlines need to provide an optimum profile to be followed by the pilot, providing for system stability.







7. EXPECTED BENEFITS

In general:A safe and efficient ATM system with scenarios and fall back plans for recovery from degraded system situations.

A managed ATM system with full participation of stakeholders able to influence ATM planning, providing increased:

ATM situation awareness (current and forecast) leading to informed choices;

Predictability leading to improved planning and allocation of resources;

Improved business planning and flexibility.

An effective and predictive ATM system providing the basis for sustainable growth towards 2020.

Airlines:Robust schedules reduced block times and associated cost benefits.

Improved planning horizons.

Reduced delays and smaller buffers improving resource utilisation.

Military:Increased operational flexibility through ATM integration.

Efficient use of training areas and improved ability to conduct military exercises in civil airspace.

Improved security based on known traffic.

Air Navigation Service Provider:Ability to provide an improved quality of service.

Changes to working practices with associated cost benefit.

Improved productivity of resources.

CFMU:Increased predictability leading to:

Improved planning and allocation of resources;

Reduced need for regulation and application of delay.

Airport:Enhanced safety.

Better integration of stakeholders leading to improved business processes.

Initial step to a fully integrated airport operation.

Other Airspace Users:Increased predictability and flexibility leading to better access for business users.

Increased ATM situation awareness and planning leading better access for general aviation and sport users.

Safety: Safer, due increased predictability and situation awareness of all ATM participants.

Capacity: Increased, due greater predictability, improved resource allocation & better traffic management.

Efficiency: Increased, due greater predictability, improved resource allocation & reduced block times.

Environment: Improvements due greater predictability reduced block times & improved aircraft profiles.













ANNEXES

ANNEX A: ABBREVIATIONS AND ACRONYMSAbbreviation De-Code

ACC Area Control CentreADS-B Automatic Dependant Surveillance BroadcastANSP Air Navigation Service ProviderAOC Airline Operations CentreASAS Airborne Separation Assistance SystemA-SMGCS Advanced Surface Movement Guidance and Control SystemASPA Airborne SpacingATC Air Traffic ControlATFCM Air Traffic Flow and Capacity ManagementATM Air Traffic ManagementATS Air Traffic ServicesC-ATM Cooperative Air Traffic ManagementCDM Collaborative Decision MakingCDTI Cockpit Display of Traffic InformationCFMU Central Flow Management UnitConOps Concept of Operations for 2011 (Eurocontrol)CPDLC Controller Pilot Data Link CommunicationsCTOT Calculated Take-Off TimeDMAN Departure ManagerEC European CommissionETFMS Enhanced Traffic Flow Management SystemFDPS Flight Data Processing SystemFMS Flight Management SystemFUA Flexible Use of AirspaceFLIPCY Flight Plan ConsistencyICAO International Civil Aviation OrganisationILS Instrument Landing SystemOCD Operational Concept Document (Eurocontrol)PTC Pre-Flight Trajectory CoordinationPRR Performance Review ReportP-RNAV Precision Area NavigationRNP Required Navigation PerformanceRTA Required Time of ArrivalR/T Radio TelephonyRTCA Radio Technical Commission for AeronauticsSES Single European SkySESAME Single European Sky ATM Master-plan for EuropeSTCA Short-Term Conflict AlertTFM Traffic flow managerTMA Terminal AreaTIBT Target In-Blocks TimeTOBT Target Off-Blocks TimeTTOA Target Time Of ArrivalTTOT Target Time Of Take-Off







ANNEX B: GLOSSARYDefinition Meaning

4D Plan A 4D plan is an agreed flight profile based on the airspace users profile request, which describes the route and profile, target off-block Time, target take off time, target time of arrival information for sector entries, initial and final approach fixes, and target in block time. It expresses the agreement between the network manager and airline operations centre as to how the flight should proceed and reflects the capacity and demand situation for airport and airspace resources

Actor An actor is anything with behaviour. It might be a person, organisation, or computer system.Airport Capacity The “declared capacity” of an airport is the maximum number of runway movements per unit of

time. However, although declared capacity may be considered in a strategic sense for planning purposes, this value may shift according to the tactical element of air-side operations such as the usage pattern dictated by hub-and-spoke operations.

Air-side That part of the airport outside of the terminal buildings set aside for the operation of aircraft.Airspace

Management Cell

The AMC collects airspace requests, negotiates and resolves conflicting requirements, allocates airspace portions and disseminates airspace allocation information.

Airspace User Any authority, organisation or individual that requires access to airspace. It may involve aircraft operations, military requirements (e.g. artillery ranges) and environmental protection (e.g. the protection of national heritage sites, bird sanctuaries, etc.).

Area Navigation (RNAV)

A method of navigation which permits aircraft operation on any desired flight path within the coverage of station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of both (ICAO).

ATM The aggregation of the airborne functions and ground-based functions (air traffic services, airspace management and air traffic flow management) required to ensure the safe and efficient movement of aircraft during all phases of operations (ICAO).

ATM System A system that provides ATM through the collaborative integration of humans, information, technology, facilities and services, supported by air, ground and/or space-based communications, navigation and surveillance (ICAO ATMCP).

Collaborative Decision Making

Refers to a set of applications aimed at improving flight operations through the increased involvement of airspace users, ATM service providers, airport operators and other stakeholders in the process of air traffic management. It applies to all layers of decisions, from longer-term planning activities through to real-time operations, and is based on the sharing of information about events, preferences and constraints.

Dynamic Resectorisation

(C-ATM)

Dynamic resectorisation is a tactical response to changing situations in traffic patterns and/or short-term changes in users’ intentions by the dynamic adjustment of airspace configurations of ATC sectors, in order to provide the best balance between their size and controller workload.

Functional Airspace Block

Managed airspace of defined dimensions within which specified Air Traffic Services are provided by a single Service Provider, in accordance with a uniform set of rules.

Gate-to-Gate The gate-to-gate scope is considered to start at the moment the user first interacts with ATM and ends with the switch-off of the engines, but also including the process of charging users for ATM services. The scope does not encompass ATM processes only.

General Air Traffic (GAT)

All flights, which are conducted in accordance with the rules and procedures of ICAO and/or the national civil aviation regulations and legislation". (Decision of the Commission [ref. GS.2/App./PC/00-32 of 13/10/2000]).

Highway Pre-determined routes that incorporate specific profiles of the majority aircraft type exploiting the “highway”, established to formalise and manage systematic flight profiles and procedures which are regularly adopted in parts of dense airspace and between major city pairs

Information Management

The timely distribution of relevant, up-to-date and validated data to those who have the necessary authorisation to access it.







Definition Meaning

Integrated Systems or procedures that function, or appear to the end user to function, as a single entity.Land-side Part of the airport other than the air-side. It may also include inter-modal links.

Network Operations Plan

The output of the optimised phase of ATM planning in which all Stakeholders, either in this phase and/or in the tactical phase, have coordinated, through a collaborative decision-making process, their actions or intent. During the tactical phase the plan will be dynamically updated in real time in a collaborative and transparent manner.

Nominal Routine situation where no unexpected or unplanned events take place.Non-Nominal Unexpected situations that arise or are forecast in the short-term.

Operational Air Traffic (OAT)

All flights that do not comply with the provisions stated for GAT and for which rules and procedures have been specified by appropriate national authorities. OAT can be divided into OAT-compatible (OAT-C) and OAT-special (OAT-S): OAT-C is by nature like GAT, however the technical requirements of aircraft operating as

GAT cannot be met due to the characteristics of the military aircraft in question. Special handling by ATC is necessary, preferably by harmonised procedures across Europe.

OAT-S requires special handling and the key word is the military operating principle of self-determination. OAT operations are a crucial element of military activity and they should be able to be conducted in any of the proposed airspace regimes. The missions must be separated from other traffic, and in most cases it is necessary to communicate with tactical support units. There is a need to be able to operate under VFR in European airspace. (Decision of the Commission [ref. GS.2/App./PC/00-32 of 13/10/2000]).

Operational Concept

A description of a set of defined ATM components and the manner in which they are configured and operated, which meet a given set of high-level user requirements. The operational concept should provide information on concerned actors and their tasks and responsibilities, enablers, events and the drivers of events, processes and their relative relationships, airspace organisation, information flows and procedures.

Profile The path of an aircraft through space described by a sequence of 4D points (geographic position + altitude + time).

Scenarios Within the context of an operational concept, scenarios are a description of how a future system should work. Each scenario describes the behaviour of users and the future system, the interaction between the two, and the wider context of use. From a detailed scenario a user should be able to identify user requirements and potential business cases.

Situational Awareness

Involved actors will have a better understanding of the tactical ATC traffic management in progress through increased operator’s situational awareness of movements both in the air and on the ground. This understanding of the traffic by the pilot might allow him/her to adapt the manoeuvring to suit a timely and smooth flow.

Stakeholder A stakeholder is someone or something that has a vested interest in a topic. For Eurocontrol generally, the term stakeholder is used for organisations and individuals that have a vested interest in European ATM and whose support, cooperation and advice is important in ensuring that a proposed operational concept can be brought into service.

Temporary Segregated Area

Airspace of defined dimensions within which activities require the reservation of airspace for the exclusive use of specific users during a determined period of time.

Traffic Synchronisation

(C-ATM)

Traffic synchronisation refers to the tactical establishment and maintenance of a safe, orderly and efficient flow of air traffic. Key conceptual changes are: 4D plans; traffic organise to improve traffic flow through sectors and reduce chokepoints; and optimisation of traffic sequencing to achieve maximisation of runway throughput. (ICAO

ATMCP).Trajectory The description of movement of an aircraft, both in the air and on the ground, including position,

time, and at least via calculation speed and acceleration. (ICAO ATMCP)







ANNEX C: REFERENCES

Number Reference

1 EUROCONTROL Operational Concept Document (OCD) Volume 1 (The Vision)

2 Advisory Council for Aeronautical Research in Europe Strategic Research Agenda 2

3 Eurocontrol Operational Concept Document Volume 2 Concept of Operations 2011

4 Dynamic Management of European Airspace Network concept of operation

5 LEONARDO – Linking Existing On-Ground Arrival and Departure Operations

6 Aircraft in Future ATM Systems

7 More Autonomous AFAS

8 Gate to Gate

9 Mediterranean Free Flight

10 Performance Review Report 2003

11 Challenges to Growth Study 2004 (CTG04)

12 Performance Review Report 2004 (Draft)

13 Air Traffic Flow & Capacity Management Strategy Edition 1.2

Other References taken as significant influences in the concept development

ICAO Air Traffic Management Concept Panel Global ATM Operational Concept

The MANTAS Concept Proposal, EUROCONTROL Maastricht

Principles of Operations for the use of Airborne Separation Assistance System V 7.1

Determining Future Military Airspace Requirements in Europe, 2/4/03

Determining Future Military Requirements in Europe; April 2003

ACARE: Contribution of the ATM Team to the Strategic Research Agenda N° 2; Autumn 2004







END OF DOCUMENT




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