EPISODE 3 - EUROCONTROL · 2019. 2. 18. · Document owner Patricia AYLLÓN AENA Technical approver Richard POWELL NATS Quality approver Ludovic LEGROS EUROCONTROL Project coordinator

Episode 3 D5.3.5-02 - Separation Management in the TMA -

Simulation Report Version : 1.00

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Issued by the Episode 3 consortium for the Episode 3 project co-funded by the European Commission and Episode 3 consortium.

EPISODE 3

Single European Sky Implementation support through Validation

Document information

Programme Sixth framework programme Priority 1.4 Aeronautics and Space

Project title Episode 3

Project N° 037106

Project Coordinator EUROCONTROL Experimental Centre

Deliverable Name Separation Management in the TMA - Simulation Report

Deliverable ID D5.3.5-02

Version 1.00

Owner

Patricia Ayllón AENA

Contributing partners

INECO; ISDEFE; SICTA; NLR; LVNL; NATS; EUROCONTROL; and DFS.



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DOCUMENT CONTROL Approval

Role Organisation Name

Document owner Patricia AYLLÓN AENA

Technical approver Richard POWELL NATS

Quality approver Ludovic LEGROS EUROCONTROL

Project coordinator Philippe LEPLAE EUROCONTROL

Version history

Version Date Status Author(s) Justification - Could be a

reference to a review form or a comment sheet

1.00 12/08/2009 Approved Patricia Ayllón Document approved by the EP3 Consortium



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TABLE OF CONTENTS 0 EXECUTIVE SUMMARY................................................................................................... 9 1 INTRODUCTION ............................................................................................................. 10

1.1 PURPOSE OF THE DOCUMENT ..................................................................................... 10 1.2 INTENDED AUDIENCE.................................................................................................. 10 1.3 SCOPE AND STRUCTURE OF DOCUMENT ..................................................................... 10 1.4 EXPERIMENT BACKGROUND AND CONTEXT.................................................................. 10 1.5 CONCEPT OVERVIEW ................................................................................................. 11 1.6 GLOSSARY OF TERMS ................................................................................................ 14

2 SUMMARY OF EXPERIMENT AND STRATEGY PLANNING ...................................... 17 2.1 EXPECTED EXPERIMENT OUTCOMES, OBJECTIVES AND HYPOTHESES .......................... 17

2.1.1 FTS1 Objectives and Hypotheses ................................................................... 18 2.1.2 FTS2 Objectives and Hypotheses ................................................................... 19 2.1.3 CRE Objectives and Hypotheses .................................................................... 19

2.2 VALIDATION SCENARIO SPECIFICATIONS ..................................................................... 20 2.2.1 FTS1 Validation Scenarios .............................................................................. 20 2.2.2 FTS2 Validation Scenarios .............................................................................. 22

2.3 ASSUMPTIONS ........................................................................................................... 25 2.3.1 FTS1 Assumptions .......................................................................................... 26 2.3.2 FTS2 Assumptions .......................................................................................... 26

2.4 CHOICE OF METRICS AND MEASUREMENTS ................................................................. 28 2.4.1 Selection of Performance Indicators................................................................ 28 2.4.2 PI Calculation Methodology ............................................................................. 30

2.5 CHOICE OF METHODS AND TECHNIQUES ..................................................................... 31 3 CONDUCT OF VALIDATION EXERCISE RUNS ........................................................... 33

3.1 FTS EXPERIMENT PREPARATION METHODOLOGY........................................................ 33 3.1.1 FTS1 Experiment Preparation Main Issues..................................................... 33 3.1.2 FTS2 Experiment Preparation Main Issues..................................................... 34

3.2 CRE EXPERIMENT PREPARATION METHODOLOGY ....................................................... 36 3.2.1 CRE Methodology Main Issues ....................................................................... 37

3.3 EXECUTED EXPERIMENT SCHEDULE............................................................................ 37 3.4 DEVIATIONS FROM THE PLANNING ............................................................................... 38

4 FTS EXPERIMENT RESULTS........................................................................................ 39 4.1 FTS1 EXPERIMENT RESULTS AND ANALYSIS ............................................................... 39

4.1.1 KPA Capacity................................................................................................... 39 4.1.2 KPA Safety....................................................................................................... 41 4.1.3 KPA Efficiency ................................................................................................. 43

4.2 FTS2 EXPERIMENT RESULTS AND ANALYSIS ............................................................... 43 4.2.1 KPA Capacity................................................................................................... 43 4.2.2 KPA Safety....................................................................................................... 45 4.2.3 KPA Efficiency ................................................................................................. 48

4.3 CONFIDENCE IN FTS EXPERIMENT RESULTS ............................................................... 50 4.3.1 Quality of Results of Experiment ..................................................................... 50 4.3.2 Significance of Results of Experiment ............................................................. 50

5 EXPERIMENT RESULTS ON CRE ................................................................................ 51 5.1 GENERAL TMA STRUCTURE TRANSITION ASPECTS ..................................................... 51 5.2 TRANSITION CASES IDENTIFICATION............................................................................ 52 5.3 ACTORS IDENTIFIED ................................................................................................... 53 5.4 TRANSITION SITUATION PROCESS DEFINITION ............................................................. 54 5.5 NEED FOR SUPPORTING TOOLS .................................................................................. 54 5.6 CONFIDENCE IN CRE EXPERIMENT RESULTS .............................................................. 54

6 CONLUSIONS AND RECOMMENDATIONS ................................................................. 55 6.1 KEY FINDINGS ............................................................................................................ 55



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6.1.1 Key Findings on Separation Modes (FTS) ...................................................... 55 6.1.2 Key Finding on Transition Aspects (CRE) ....................................................... 57

6.2 ISSUES ...................................................................................................................... 57 6.2.1 Issues on Separation Modes (FTS)................................................................. 57 6.2.2 Issues on Transition Aspects (CRE)................................................................ 58

6.3 RECOMMENDATIONS .................................................................................................. 59 6.3.1 Recommendation on New Separation Modes and FTS .................................. 59 6.3.2 CRE General Recommendations .................................................................... 59 6.3.3 Recommendations on supporting DODs and Operational Scenarios ............. 59 6.3.4 Conclusions and Recommendations for Project Level .................................... 59

6.4 CONCLUSIONS ........................................................................................................... 59 7 REFERENCES AND APPLICABLE DOCUMENTS....................................................... 59

7.1 REFERENCES............................................................................................................. 59 7.2 APPLICABLE DOCUMENTS ........................................................................................... 59

8 ANNEX I: FTS1 DETAILED RESULTS .......................................................................... 59 8.1 CAPACITY METRICS MEASURED ................................................................................... 59 8.2 SAFETY METRICS MEASURED ...................................................................................... 59

9 ANNEX II: FTS2 DETAILED RESULTS ......................................................................... 59 9.1 CAPACITY METRIC MEASURED..................................................................................... 59 9.2 SAFETY METRIC MEASURED ........................................................................................ 59 9.3 EFFICIENCY METRICS MEASURED ................................................................................ 59

10 ANNEX III: CRE RESULTS............................................................................................. 59 11 ANNEX IV: INITIAL WORK ON TRANSITION PROCESS DEFINITION....................... 59

11.1 TMA DAILY OPERATING CHARACTERISTICS ................................................................ 59 11.2 RBT DEFINITION ........................................................................................................ 59 11.3 UPDATE OF THE TMA OPERATING CHARACTERISTICS IN THE EXECUTION PHASE .......... 59 11.4 EFFECT OF MODIFYING NOP IN THE EXECUTION PHASE .............................................. 59 11.5 DEFINITION OF AOS................................................................................................... 59

12 ANNEX V: SECONDARY RESULTS OBTAINED ON TRANSITION ISSUES.............. 59 12.1 TRIGGERS ................................................................................................................. 59 12.2 TOOLS: NEW TOOLS AND AFFECTED TOOLS ................................................................ 59



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LIST OF TABLES Table 1.1 OI steps addressed by EP3 WP5.3.5....................................................... 13 Table 1.2 OI steps and ATM concepts addressed by EP3 WP5.3.5. ....................... 14 Table 1.3 Glossary of Term..................................................................................... 16 Table 2.1 KPAs and Focus Areas vs. FTS experiment. ........................................... 18 Table 2.2 Rome TMA Sectors and Separation ........................................................ 20 Table 2.3 FTS1 Validation Scenarios ...................................................................... 22 Table 2.4 CNFW5 Barcelona TMA separation......................................................... 24 Table 2.5 FTS2 Validation Scenarios ...................................................................... 25 Table 2.6 FTS Performance Indicators.................................................................... 29 Table 2.7 FTS Metrics ............................................................................................. 31 Table 6.1 EP3 WP5.3.5 FTS Key Findings.............................................................. 57 Table 6.2 EP3 WP5.3.5 Conclusions....................................................................... 59 Table 12.1 CRE Possible Affected and Needed Tools............................................. 59



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LIST OF FIGURES Figure 1.1: Point merge system - example with two parallel and curved sequencing

legs. ................................................................................................................. 12 Figure 2.1PMS Working Methodology in Rome TMA............................................... 21 Figure 2.2: CDA Application in Rome TMA.............................................................. 21 Figure 2.3: Barcelona RNAV SIDs (DME/DME)....................................................... 23 Figure 2.4: Barcelona RNAV STARs (DME/DME) ................................................... 23 Figure 2.5: Barcelona CFN5W Sectorisation ........................................................... 24 Figure 3.1 FTS2 Alternative SIDs Definition ............................................................ 35 Figure 3.2: FTS2 Alternative STARs definition option 1........................................... 35 Figure 3.3: FTS2 Alternative STARs definition option 2........................................... 36 Figure 3.4 CRE Methodology Used ......................................................................... 36 Figure 3.5 WP5.3.5 Executed Experiment Schedule ............................................... 38 Figure 4.1 CAP.LOCAL.TMA.PI2 FTS1................................................................... 39 Figure 4.2: CAP.LOCAL.TMA.PI4 ........................................................................... 40 Figure 4.3: CAP.LOCAL.TMA.PI5-TNEST FTS1 ..................................................... 40 Figure 4.4: CAP.LOCAL.TMA.PI5-TNOVEST FTS1................................................ 40 Figure 4.5: CAP.LOCAL.TMA.PI5-DEPNORD FTS1............................................... 40 Figure 4.6: CAP.LOCAL.TMA.PI5-DEPSUD FTS1.................................................. 41 Figure 4.7: SAF.LOCA0TMA.PI1 FTS1 ................................................................... 41 Figure 4.8: Geographical Distribution Separation Losses in FTS1.A0, FTS1.A1 and

FTS1.A2........................................................................................................... 42 Figure 4.9: SAF.LOCAL.TMA.PI3&4 – FTS1........................................................... 43 Figure 4.10: CAP.LOCAL.TMA.PI1-Sector Capacity-FTS2.A2 ................................ 44 Figure 4.11: CAP.LOCAL.TMA.PI1-Sector Capacity FTS2.A3/A4a/A4b.................. 44 Figure 4.12: CAP.LOCAL.TMA.PI2-Maximum Simultaneous Number of Aircraft FTS2

......................................................................................................................... 45 Figure 4.13: SAF.LOCAL.TMA.PI2-Separation Losses FTS2.................................. 45 Figure 4.14: SAF.LOCAL.TMA.PI2-(Ground Tool)-Separation Losses FTS2........... 46 Figure 4.15: SAF.LOCAL.TMA.PI3-Overloads-FTS2.A2 ......................................... 46 Figure 4.16: SAF.LOCAL.TMA.PI3-Overloads FTS2.A3/A4a/A4b ........................... 47 Figure 4.17: SAF.LOCAL.TMA.PI4-Underloads....................................................... 47 Figure 4.18: EFF.LOCAL.TMA.PI1-Total Flight Duration FTS2.A3/A4a/A4b............ 48 Figure 4.19: EFF.LOCAL.TMA.PI2-Optimal Flight Duration FTS2 ........................... 48 Figure 4.20:EFF.LOCAL.TMA.PI5-Delayed Aircrafts FTS2 ..................................... 49 Figure 4.21: EFF.LOCAL.TMA.PI6-Delay Minutes FTS2......................................... 49 Figure 8.1: CAP.LOCAL.TMA.PI1- FTS1 TMA ........................................................ 59 Figure 8.2: CAP.LOCAL.TMA.PI4- FTS1 TMA ........................................................ 59 Figure 8.3: CAP.LOCAL.TMA.PI5- FTS1 TMA ........................................................ 59 Figure 8.4: SAF.LOCAL.TMA.PI1- FTS1 TMA......................................................... 59 Figure 8.5: SAF.LOCAL.TMA.PI3- FTS1 TMA......................................................... 59 Figure 8.6: SAF.LOCAL.TMA.PI4- FTS1 TMA......................................................... 59



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Figure 9.1: CAP.LOCAL.TMA.PI1- FTS2 TMA ........................................................ 59 Figure 9.2: SAF.LOCAL.TMA.PI2- FTS2 TMA......................................................... 59 Figure 9.3: EFF.LOCAL.TMA.PI1/PI2- FTS2 TMA................................................... 59 Figure 9.4: EFF.LOCAL.TMA.PI5 - FTS2 TMA........................................................ 59 Figure 9.5: EFF.LOCAL.TMA.PI6 - FTS2 TMA........................................................ 59 Figure 10.1: Transition Case 01: Identified Process ................................................ 59 Figure 10.2: Transition Cases 02&03: Identified Process ........................................ 59 Figure 10.3: Transition Cases 04&05: Identified Process ........................................ 59 Figure 10.4: Transition Cases 06&07: Identified Process ........................................ 59



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0 EXECUTIVE SUMMARY The Episode 3 work package 5.3.5 Separation Management (EP3 WP5.3.5) in the Terminal Manoeuvring Area (TMA) intends to provide evidence on the expected increment of Capacity in High density TMAs through the implementation of new separation modes included in the SESAR Concept. The exercise was also intended to analyse how the introduction of certain Air Traffic Control supporting tools might improve the conflict management. Finally, EP3 WP5.3.5 was expected to clarify, in close relation with the EP3 WP5.3.1 TMA Expert Group, how the transition from one structured TMA to a smaller or larger TMA could affect both the TMA and the surrounding En-route airspace, where a User Preferred Route environment is assumed. This document is the Validation Exercise Report for EP3 WP5.3.5.

Two Fast-Time Simulations (FTS) Experiments have been carried out to analyse both the increase in capacity produced by new separation modes and the introduction of conflict management tools. The methodology consisted of simulating a set of scenarios, i.e. reference scenarios and scenarios built from this reference scenario with the appropriate modifications, so that results pointed out the variations regarding the reference case.

These two FTS experiments are focused on three Key Process Areas: Capacity, Efficiency and Safety. The potential gains were assessed in terms of:

• Increase of TMA capacity and reduction of Controller workload;

• Increase of Flight efficiency (in terms of flight duration);

• Reduction of the number of potential conflicts and the number of controller overloads / under loads.

The report describes the conditions under which the Operational Improvement steps tested in this Exercise may increase TMA capacity.

The results obtained from the fast time simulations in terms of the Key Process Areas show that:

• Capacity;

o All Separation Modes analysed could increase Capacity;

o There is little difference between 2D P-RNAV and P-RNAV+VNAV capability;

o Reduction of task load greater than 20%, produced by the conflict management tools used, may cause excessive under load;

o The greatest capacity gain was achieved using PTC-3D, conflict management tools and route allocation tools.

• Efficiency:

o Due to FTS Tool limitations, no realistic conclusion for this Key Process Area could be achieved.

• Safety:

o P-RNAV (2D) and A-CDA (3D) produce less potential conflicts in TMA sectors.

o Separation losses worsen with PTC-3D unless a route/profile allocation tool is implemented.

The transition issues have been analysed through a set of questionnaires issued iteratively to the experts. A generic TMA was modelled and suitable features were introduced for the study. This allowed reaching various conclusions on most of the concepts addressed.

The transition issues outcomes show that:

• Modification of TMA size should be performed by means of Airspace defined through a Collaborative Layered Panning Phase;

• Planned TMA Modifications should be defined in the Medium/Short Term Planning Phases.



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1 INTRODUCTION

1.1 PURPOSE OF THE DOCUMENT This document provides the Validation Exercise Report for EP3 WP5.3.5 / TMA Trajectory and Separation Management, which will contribute to the elaboration of the Integrated Report of EP3 WP5 / TMA & Airport.

1.2 INTENDED AUDIENCE The document is intended for the following audience:

• Episode 3 WP5 participants, specially;

o EP3 WP5.2 Validation strategy, support and operational concept refinement;

o EP3 WP5.3.1 TMA Expert Group;

o EP3 WP5.3.4 Multi Airport TMA Fast Time;

o EP3 WP5.3.6 Prototyping of Dense TMA;

• Other Episode 3 partners;

• SJU Project Leaders.

1.3 SCOPE AND STRUCTURE OF DOCUMENT The scope of this document is the description of the objectives of EP3 WP5.3.5 TMA Trajectory and Separation Management in the TMA and how the Exercise were prepared and executed. Finally, it provides the results together with a detailed analysis of the results obtained, including conclusions and recommendations.

This document has the following structure;

• Section 1 provides a general introduction to the document;

• Sections 2 summarises the exercise plan, including all modifications to the original plan (see [1]) carried out during the exercise execution. The Exercise objectives, the Operational Improvement steps, the hypotheses, the choice of metrics, the simulation methodology and the different environments used are thereby described.

• Section 3 describes the Exercise preparation and execution, including main issues or problem encountered during the execution of the Exercise.

• EP3 WP5.3.5 objectives have been addressed by means of two Fast Time Simulations Experiments and one Concept Refinement Exercise. Section 4 provides the Fast Time Simulation Experiments results and analysis. The results and the analysis of the Concept Refinement Exercise are detailed in section 5.

• Section 6 contains global EP3 WP5.3.5 conclusions and recommendations;

• Section 7 contains a list of applicable and reference documents.

• Annexes I, II, III, IV and V provides detailed information on the results of the three experiments.

1.4 EXPERIMENT BACKGROUND AND CONTEXT Episode 3 is charged with beginning the validation of the operational concept expressed by SESAR Task 2.2 and consolidated in SESAR D3 The initial emphasis is on obtaining a system level assessment of the concept’s ability to deliver the defined performance benefits in the 2020 time horizon corresponding to ATM Capability Level 2/3 and the Operational Improvement Step IP 2. The validation process as applied in EP3 is based on version 2 of the E-OCVM, which describes an approach to ATM Concept validation, and is managed and coordinated by EP3/WP2.3.



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Based on the exercise plan, [1], validation exercises have been performed to provide evidence about the ability of some aspect of the concept to deliver on some aspects of the performance targets. According to step 4 of the E-OCVM, this exercise report has been produced to lay down the evidence of qualities and shortcomings together with issues and recommendations.

The exercise report in this document describes the validation exercise EP3 WP5.3.5 Separation Management in the TMA, which is done within EP3 WP5: Airport and TMA. This Exercise analyses the impact of new TMA concepts and their associated influence on several KPAs, such as capacity, safety, and efficiency. It is focused on a high complexity TMA as this could be a constraint in the overall ATM System.

1.5 CONCEPT OVERVIEW EP3 WP5.3.5 is intended to provide evidence on the expected increment of Capacity in High density TMAs through the implementation of new separation modes included in the SESAR Concept (see [1], section 2.3.1).

Moreover, an assessment of the capacity impact due to ATC conflict management supporting tools with three different levels of efficiency has been carried out. This assessment was required by Experts to study the efficiency target to be achieved by the developers of such ATC tools.

Finally, it is expected that a change of the TMA structure and/or shape could be beneficial e.g. to balance TMA capacity against individual flight efficiency. This exercise has addressed how the transitioning from one TMA structure to another TMA structure should occur in terms of;

• Identification of Transition Cases in which this change could be beneficial;

Definition of how this Change in the TMA structure and/or shape occurs.

EP3 WP5.3.5 is therefore focused on the analysis of the following ATM Concepts:

2D and 3D Precision Trajectory Clearances (PTC) in Arrivals and Departures. The objective of a PTC is to authorize the execution of a segment of trajectory with the required precision. Although they are described as 'clearances' they should be seen as 'rolling authorisation' ahead of the passage of the aircraft and will be heavily supported by automation. PTC may be defined in terms of 2D (lateral route portion only), 3D (lateral and vertical trajectory) or a 4D PTC (out of the scope of this exercise). In the latter, the details with which all 4 dimensions of flight will be executed are very accurately described. In the scope of this Exercise, routes will be considered as predefined (i.e. published), even though they can also be user defined, as part of a user preferred trajectory or created on an ad-hoc basis by an ANSP (i.e. a closed-loop route portion to resolve a conflict). The precision with which the 2D route should be flown will be coherent with the lateral spacing of the routes (this lateral spacing will ensure separation between the subject aircraft and other aircraft on adjacent 2D routes). The precision with which the 3D trajectory should be flown will be specified. This, combined with continuous airborne and ground monitoring will ensure separation between the subject aircraft and other aircraft on adjacent 3D trajectories. PTC clearances will be complimented by level instructions and may include other constraints such as speed, CTA or relative instructions such as ASPA-S&M;

An alternative complex 2D and 3D route structure, both in Departures and Arrivals, supported by Allocation of Departure/Arrival Profile tools. A ground system route allocation tool, which will automatically select the optimum conflict-free route when triggered by a specific event, is implemented to support the ANSP in managing the potentially large number of interacting routes. In the most complex TMAs it is assumed that many of the pre-defined arrival and departure routes (2D and 3D) will interact. To assist with the efficient use of this route network a MTCD-based tool will be required to allocate flights to routes in real time ensuring that each flight remains conflict-free. Even if conflict-free route allocation is deployed, there will still be circumstances when flights have to deviate from their clearance. There will be a tool that will assist the ANSP in detecting and assessing the impact of such deviations. Ground system situation monitoring, conflict detection and resolution



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support is deployed through ATC Supporting Tools to ensure safety and assist with task identification in Terminal Area Operations;

Alternative 2D and A-CDA structures in Arrivals. Area navigation (RNAV) is a method of navigation that permits aircraft operation on any desired flight path without the necessity to fly point-to-point between ground-based navigational aids (ICAO manual [9]). Aircraft RNAV equipment automatically determines aircraft desired flight path by a series of waypoints held in a database. Precision-RNAV (P-RNAV) procedures provide an enhanced track keeping accuracy of ±1NM, which makes them suitable for use in terminal airspace. In conjunction with other flight techniques such as Continuous Descent Approach (CDA) and ATC system support tools (e.g. Advanced Arrival Managers), P-RNAV is expected to form a cornerstone of ATM initiatives aimed at maximising the efficiency of Terminal Areas.

P-RNAV will be applied in conjunction with Point Merge Techniques (PMS) [10], i.e. a P-RNAV application that has been developed by EUROCONTROL as an innovative technique aiming at improving and standardising terminal airspace operations. This technique will allow a systemised operating method to integrate arrival flows with extensive use of RNAV while keeping aircraft on FMS lateral navigation mode. It thus permits the optimisation of vertical profiles, making it possible to apply Continuous Descent Approaches (CDAs) even under high traffic load. Open-loop radar vectoring is not used, except for recovering from unexpected situations. The dedicated RNAV route structure relies on the following key elements: merge point and sequencing legs. Integration of arrival flows is performed by merging inbound flows to a single common point (merge point), using “Direct-to” instructions. After this merge point, aircrafts are established on a fixed common route until the exit of the point merge system. Before the merge point, a sequencing leg of a pre-defined length is dedicated to path stretching/shortening for each inbound flow (Figure 1.1: ). While flying along a sequencing leg, aircraft can be instructed to fly direct to the merge point at any appropriate time (i.e. be kept for a certain amount of time on the leg for path stretching, or inversely sent early direct to the merge point for path shortening).

Figure 1.1: Point merge system - example with two parallel and curved sequencing legs.

Although Point Merge mainly deals with 2D improvements for arrivals, it is expected to form a sound foundation on top of which further improvements can be envisaged in line with SESAR concepts like Advanced Continuous Descent Approaches (3D), enabled by VNAV capability

• At present, and in the absence of an internationally agreed definition of Continuous Descent Approach, EUROCONTROL proposes the following: “Continuous Descent Approach is an aircraft operating technique in which an arriving aircraft descends from an optimal position with minimum thrust and avoids level flight to the extent permitted by the safe operation of the aircraft and compliance with published procedures and ATC instructions.” (from [11]). CDAs provide a first level of benefits in the frame of a trade-off between flight efficiency on the one hand and airspace capacity on the other hand. “Advanced Continuous Descent Approach” (A-CDA) will be investigated in EP3 WP5.3.5. According to the SESAR definition of OI Step AOM-0702, A-CDA refers to the harmonised implementation of CDA in high density



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traffic, relying on further developments of RNAV procedures, complemented by appropriate ground support tools as needed. A-CDA is expected to bring an improved benefit compared to CDA, as it enables increased flight efficiency even under high traffic load.

These ATM Concepts have been analysed through a set of SESAR Operational Improvements (OI) steps. The OI steps addressed are listed in the table below.

OI Id OI Title OI Step Id OI Step Title

L02-06 Use of Free Routes / 4D Trajectories

AOM-0403 Pre-defined ATS Routes Only When and Where Required

L02-07 Enhance Terminal Airspace AOM-0602 Enhanced Terminal Airspace with Curved/Segmented Approaches, Steep Approaches and RNAV Approaches Where Suitable

L02-08 Optimising Climb/Descent AOM-0702 Advanced Continuous Descent Approach (ACDA)

L02-09 Increasing Flexibility of Airspace Configuration

AOM-0804 Dynamic Management of Terminal Airspace

L06-03 ATC Automation in the Context of Terminal Area Operations

CM-0405 Automated Assistance to ATC Planning for Preventing Conflicts in Terminal Area Operations


CM-0406 Automated Assistance to ATC for Detecting Conflicts in Terminal Area Operations

L08-02 Precision Trajectory Operations CM-0601 Precision Trajectory Clearances (PTC)-2D Based On Pre-defined 2D Routes

L08-02 Precision Trajectory Operations CM-0602 Precision Trajectory Clearances (PTC)-3D Based On Pre-defined 3D Routes

Table 1.1 OI steps addressed by EP3 WP5.3.5.

In order to set up a suitable environment for the analysis of these OI steps, other OI steps have been assumed, although their impact has not been analysed. The OI steps assumed are listed below and grouped according to the OI step addressed.

• OI step AOM-0602. OI steps assumed: o TS-0102 Arrival Management Supporting TMA Improvements (incl. CDA, P-

RNAV) – (It must be noted that in FTS1 AMAN is not used even if arrival flows were pre-sequenced to simulate an AMAN behaviour).

• OI step AOM-0702. OI steps assumed: o AOM-0704 Tailored Arrival. Through this, descents are optimised.

• OI steps CM-0405, CM-0406, CM-0601 and CM-0602. OI steps assumed:

o IS-0401 Automatic Terminal Information Service Provision through Use of Data-link;

o IS-0402 Extended Operational Terminal Information Service Provision Using Data-link;

o IS-0706 SWIM - European Air-Ground Communication Infrastructure; o IS-0707 SWIM - Air-Ground limited services.

The table below summarises the ATM Concepts addressed through the OIs analysed;



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OI Id OI Title OI Step Id ATM Concept

L02-06 Use of Fress Routes / 4D Trajectories

AOM-0403 N/A

L02-07 Enhance Terminal Airspace

AOM-0602 Point Merge Techniques PMS (2D) enabling CDA Precision RNAV (P-RNAV) routes

L02-08 Optimising Climb/Descent

AOM-0702 A-CDA P-RNAV enabled by the PMS with the addition of VNAV (3D)

L08-02 Precision Trajectory Operations

CM-0601 Precision Trajectory Clearances (PTC) on Fixed 2D Departures and Arrivals

L08-02 Precision Trajectory Operations

CM-0602 Precision Trajectory Clearances on Fixed 3D Departures and Arrivals


CM-0405 ATC Supporting tools for the Allocation of Departure /Arrival Routes/Profiles.


CM-0406 ATC Supporting tools for detecting, solving and monitoring potential conflicts.

L02-06 Use of Free Routes / 4D Trajectories

AOM-0403 N/A

L02-09 Increasing Flexibility of Airspace Configuration

AOM-0804 N/A

Table 1.2 OI steps and ATM concepts addressed by EP3 WP5.3.5.

1.6 GLOSSARY OF TERMS

Term Definition

2D 2 Dimensions

2D-PTC 2 Dimension Precision Trajectory Clearance

3D 3 Dimensions

3D-PTC 3 Dimension Precision Trajectory Clearance

ACC Airspace Control Center

ACDA Advanced Continuous Descent Approach

ADO Airport Duty Officer

AENA Aeropuertos Españoles y Navegación Aérea

AMAN Arrival MANager

AIP Aeronautical Information Publication

ANSP Air Navigation Service Provider

AOP Airport Operation Plan

AOS Airspace Operation Strategy

APOC Airport Operations Centre

APV Approach Vertical Guidance

ATC Air Traffic Control

ATCo Air Traffic Controller



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Term Definition

ATM Air Traffic Management

Aus Airspace Users

CDA Continuous Descent Approach

CFMU Central Flow Management Unit

CFN Configuration

CM Complexity Manager

ConOps Concept of Operations

CRE Concept Refinement Exercise

CTA Controlled Time of Arrival

CTO Controlled Time of Overfly

DCB Demand and Capacity Balancing

DME Distance Measurement Equipment

DOD Detailed Operational Description

DOP Day of Operation Plan

DTG Distance To Go

ENAV Ente Nazionale di Assistenza al Volo

E-OCVM European Operational Concept Validation Methodology

EP3 Episode 3

FA Focus Area

FAF Final Approach Fix

FL Flight Level

FMS Flight Management System

FTS Fast Time Simulation

FUA Flexible Use of Airspace

GAT General Air Traffic

GND Ground

IAF Initial Approach Fix

ICAO International Civil Aviation Organisation

INECO Ingeniería y Economía del Transporte

IP Implementation Package

ISDEFE Ingeniería de Sistemas para la Defensa de España

KPA Key Performance Area

KPI Key Performance Indicator

L/R Left/Right

LFV Luftfartverket

LoA Letter of Agreement

MTCD Medium Term Conflict Detection



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Term Definition

N/A Not Applicable

NATS National Air Traffic Services

NM Nautical Mile

NOP Network Operations Plan

NPA Non Precision Approach

OI Operational Improvement

PMS Point Merge System

P-RNAV Precision Area Navigation

PTC Precision Trajectory Clearance

R/T Radio Telephony

RAMS Re-organised ATM Mathematical Simulator

RBT Reference Business Trajectory

Ref. Reference

RM Regional Manager

RNAV Area Navigation

RWY Runway

SBT Shared Business Trajectory

SESAR Single European Sky ATM Research and Development Programme

SICTA Sistema Innovative per il Controllo del Traffico Aereo

SID Standard Instrument Departure (Route)

SJU SESAR Joint Undertaking

SRM Sub-Regional Manager

STAR Standard Terminal Arrival Route

TMA Terminal Maneuvering Area

TOD Top of Descent

TRL Technology Readiness Level

TTA Target Time of Arrival

TWR Tower

VNAV Vertical Navigation

XAIP XML AIP

XML Extensible Mark-up Language

Table 1.3 Glossary of Term



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2 SUMMARY OF EXPERIMENT AND STRATEGY

PLANNING

The analysis of the ATM Concepts and OIs indicated in §1.5 has been done through three Validation Experiments: two Fast-Time Simulation (FTS) Experiments and one Concept Refinement Exercise (CRE):

• FTS1, in Rome TMA, aiming to assess the performance impact of the introduction of: 1) PRNAV (using PMS techniques) together with CDA, and 2) P-RNAV (using PMS techniques) with VNAV, enabling A-CDA, in the arrival sequence of a complex TMA;

• FTS2, in Barcelona TMA, to carry out a sensitivity analysis of Conflict Detection, Conflict Resolution and Conformance Monitoring tools, as well as to assess the performance impact of the Allocation of Departure/Arrival Route, Allocation of Departure/Arrival Profile, PTC-2D, PTC-3D and 3D Departure and Arrival Routes, in a complex TMA;

• CRE (Concept Refinement Exercise), in a generic complex TMA, to analyse why there is a need to modify the TMA Structure and how this transition could occur.

2.1 EXPECTED EXPERIMENT OUTCOMES, OBJECTIVES AND HYPOTHESES

The outcomes of both FTS Experiments defined within EP3 WP5.3.5 are expected to provide evidence on how the introduction of the new separation modes and conflict management tools described in §1.5 affects the Key Performance Areas: Capacity, Safety and Efficiency, as explained below:

• Capacity. With the new technologies under study and the new assumed working methodology defined in §2.3, there will be an increment of airspace capacity due to an expected decrease in Controller Workload.1

• Safety. Expected to be improved due to a reduction in the number of potential separation loses (conflicts), as well as a reduction in the time the controller is either overloaded or underloaded.

• Efficiency. With better trajectory management due to the introduction of improved Arrival and/or Departure Procedures allocation, it is expected that the flights reduce their flight duration within the TMA, and also reduce delays.

The CRE is expected to provide clarification on when a change in the TMA Structure is needed and how a dynamic modification of the Terminal Area is done. In this sense, this is a purely analytical process to support the update of the SESAR concept, and hence no data will be provided in terms of KPAs.

Following table summarises, for each FTS Experiment, the KPAs addressed and more precisely the Focus Areas on which the experiments have been concentrated.

1 The new working methodology can now only be assumed due to its limited definition.



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SESAR KPA Description Focus Area Description FTS

CAPACITY Capacity addresses the ability of the ATM system to cope with air traffic demand (in number and distribution through time and space).

The global ATM system should exploit the inherent capacity to meet airspace user demand at peak times and locations while minimizing restrictions on traffic flow. To respond to future growth, capacity must increase, along with corresponding increases in efficiency, flexibility, and predictability while ensuring that there are no adverse impacts to safety giving due consideration to the environment. The ATM system must be resilient to service disruption, and the resulting temporary loss of capacity.

Airspace Capacity

Airspace Capacity covers the capacity of any individual or aggregated airspace volume within the European airspace. It relates to the throughput of that volume per unit of time, for a given safety level.

FTS1 & FTS2

SAFETY Safety will be address in terms of impact in the number of conflicts related to new methods of conflict management and separation provision.

ATM-related safety outcome

Safety criteria define the level of acceptable safety. Safety is a complex multi-dimensional subject. The exercises will focus on the controller overload and the number of conflicts.

FTS1 & FTS2

EFFICIENCY Efficiency focused on the impact of flying optimum trajectory and the introduction of new separation modes in the “Temporal Efficiency”. It will measure the deviations from the optimal flight duration.

Temporal Efficiency

Temporal Efficiency covers the magnitude and causes of deviations from planned (on-time) departure time and deviations from Initial Shared Business Trajectory durations (taxi time, airborne time).

FTS2

Table 2.1 KPAs and Focus Areas vs. FTS experiment.

2.1.1 FTS1 Objectives and Hypotheses The introduction of P-RNAV applications is expected to improve and standardise Terminal Airspace Operations. Additionally, the application of A-CDA concept in P-RNAV procedures is expected to provide flight efficiency benefits. Therefore, the main objectives of FTS1 Exercise are;

• Objective 1: Analyse the impact on Capacity, Safety and Efficiency of the introduction of P-RNAV procedures (A1) and A-CDA (A2) in a High Density TMA ( Rome TMA):

o Objective 1.1: Check for an improvement in Rome TMA sector capacity in the management of arrival flows e.g. - through reduction in ATCO workload;

o Objective 1.2: Check for an Improvement in safety in the Rome TMA sectors in terms of number of potential conflicts and number of controller overloads/ under loads.

o Objective 1.3: Check the influence in the Rome TMA sector flight efficiency in terms of flight duration.

It is expected that the introduction of PRNAV and A-CDA (OIS AOM-0602 and AOM-0702) proves the following hypotheses:



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o Hypothesis 1: will reduce the tactical controller workload (reducing controller task load per flight and the need for tactical interventions) with a potential positive impact on the sector capacity;

o Hypothesis 2: will not affect efficiency in terms of flight duration: the increment in flight efficiency should result from the possibility to fly an optimum and more efficient trajectory;

o Hypothesis 3: will reduce the number of potential conflicts and the number of controller overloads.

2.1.2 FTS2 Objectives and Hypotheses The main objectives of FTS2 are:

• Objective2: to provide support to the developers of Conflict Detection, Conflict Resolution and Monitoring support tools (AOM-0406) by showing the task load reduction required to obtain the required capacity to meet the expected 2020 traffic demand;

• Objective3: to analyse how introducing 2D & 3D Departure & Arrival routes, together with Precision Trajectories Clearances (PTC2D and PTC-3D), with support tool for the Allocation of Departure/Arrival Routes/Profiles (CM-0405, CM-0601 and CM-0602):

o Objective3.1 improves airspace capacity;

o Objective3.2 improves flight efficiency in terms of temporal efficiency;

o Objective3.3 improves safety in terms of number of potential conflicts and number of ATC overload / underloads situations;

It is expected that:

• The introduction of Conflict Detection, Conflict Resolution and Monitoring Tools (AOM-0406) in a complex TMA assuming that they will reduce workload in the involved controller task (20% or 30% or 50% - sensitivity assessment):

o Hypothesis 4: increases sufficiently the airspace capacity to meet the 2020 traffic demand;

o Hypothesis 5: will reduce the number of controller overloads / underloads.

• The Allocation of Departure/Arrival Route, Allocation of Departure/Arrival Profile, PTC-2D, PTC-3D and 3D Departure and Arrival Routes, in a complex TMA:

o Hypothesis 6: will reduce the tactical controller workload (reducing controller task load per flight and the need for tactical interventions) and, therefore, increase the airspace capacity;

o Hypothesis 7: will increase flight efficiency in terms of flight duration (temporal efficiency). In this sense, the increment in flight efficiency should result from the possibility to fly an optimum and more efficient trajectory;

o Hypothesis 8: will reduce the number of potential conflicts and the number of controller overloads / underloads.

2.1.3 CRE Objectives and Hypotheses

The Transition Issues study to support the analysis of OIs AOM-0403 and AOM-0804 aims at clarifying the following aspects;

Identification of triggers of the transition process;

Identification of relevant transition cases;

Objectives in issuing a transition from one structured TMA to another (bigger or smaller);

Description of the expected changes caused by the transition process (change in the pre-defined arrivals and departures routes, Airspace Volumes, RBTs, TMA entry and exit points, AMAN horizon, etc.);



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Identification of the actors that are involved in the transition (including roles and responsibilities);

Description of the process [and the sequence of actions] (including timing) during the transition process;

Description of the procedures that should be implemented for performing the transition;

Identification of KPAs that could be affected by this transition, and how they can be affected (including the impact at airport level, at en-route level, and at TMA level);

Explore the relation between this transition and other concepts such as the Extended TMA concept, sequencing within the En-route area (the use of AMAN in the en-route phase), etc.

Being a purely conceptual exercise whose aim is to provide support in the refinement of the SESAR ConOps, no hypotheses have been made in the CRE Exercise.

2.2 VALIDATION SCENARIO SPECIFICATIONS The CRE exercise has been focused on a generic complex TMA, so that the conclusions obtained can be applied in any other comparable TMA existing across the ECAC area.

In order to analyse all objectives defined, both FTS Exercises have been divided into several Validation Scenarios. The following sub-sections describe the Validation Scenarios used within each FTS Exercise.

2.2.1 FTS1 Validation Scenarios FTS1 is focused on arrivals flows. However, current departure procedures have been modelled to represent the traffic flow distribution in a realistic way.

Taking into account the objectives of this experiment, a set of Validation Scenarios have been created to test the effects of the operational improvements steps described in § 1.5. These include;

FTS1.A0, with the current (2009) TMA characteristics but using 2020 traffic. This scenario will be used as a baseline scenario;

FTS1.A1, to analyse the impact of introducing 2D P-RNAV with CDAs for arrivals to RWY 16L/R to Fiumicino Airport;

FTS1.A2, to analyse the impact of introducing the guidance capability in the vertical plane in the P-RNAVs defined within FTS1.A1 (and therefore becoming PRNAV+VNAV capability). This VNAV capability enables aircraft flying in A-CDA into Rome Fiumicino.

FTS1 uses the current TMA Rome sectorisation. The table below briefly describes the TMA sectorisation. A more detailed description of current TMA sectorisation can be obtained from D5.3.5-01 Separation Management in the TMA Plan (Ref. [1]).

Sector Name Vertical Limits Radar Separation

TNEST FL GND to FL195 Horizontal 3NM; Vertical 1000ft

TNOVEST FL GND to FL245 Horizontal 3NM; Vertical 1000ft

DEPNORD FL GND/245 to FL275 Horizontal 3NM; Vertical 1000ft

DEPSUD FL GND to FL275 Horizontal 3NM; Vertical 1000ft

Table 2.2 Rome TMA Sectors and Separation

Due to the difficulty encountered in the adaptation of the traffic provided by EP3 WP2 to the FTS1 Validation Scenarios, the internally available Rome TMA 2006 traffic sample was updated to 2020 traffic levels. For this adaptation, the 2020 traffic sample provided by EP3 WP5 was used as reference to obtain the same traffic distribution. Further detail on how this traffic sample was achieved can be found in D5.3.5-01 Separation Management in the TMA Plan (Ref.[1]).



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To model P-RNAV route structure in both FTS1 A1 & A2, two triangles (Point Merge systems) have been introduced, (as shown in the figure below) one on the East, the other one on the West. Each triangle is associated to one merge point, each one feeding one runway.

Figure 2.1PMS Working Methodology in Rome TMA

Associated working methods require FL and speed restrictions (see Figure 2.1) on the segment corresponding 10 NM before the entering of sequencing leg.

To model CDA in FTS1.A1 and Advanced CDA in FTS2.A2 it should be noted that they were enabled taking into account the airspace configuration, feeding two parallel runways, each one using two opposite sequence legs. As a result steady entry sequence flight levels were needed until the aircraft was cleared to the merge point (see Figure 2.2: ).

CDA 2

Cruis ingSe que nc ing Le g

CDA 1

P o in t Me rge

Bou ndary o f TMA Se ctors

TOD

CDA 2

Cruis ingSe que nc ing Le g

CDA 1

P o in t Me rge

Bou ndary o f TMA Se ctorsBou ndary o f TMA Se ctors

TOD

Figure 2.2: CDA Application in Rome TMA

Additionally in FTS1.A2, besides this operational behaviour facilitating CDAs in high traffic conditions, two further features were introduced:



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• Aircrafts VNAV capable assumption (according to SESAR ATM Master Plan, VNAV is an enabler of A-CDA), adding further benefits, and

• RAMS functionality “Linear Trajectory” activation: this functionality allows a more realistic optimised path, almost linear in the vertical view while respecting the restrictions. This path is chosen by the simulation platform depending on the aircraft performances tables contained in its internal database, where aircraft weight, load and balance, etc. are specified.

The table below summarises the Validation Scenarios that have been addressed by FTS1 together with their specific objectives.

Validation Scenario ID

Associated SESAR OI

Step Validation Scenario Objective

FTS1.A0 N/A Current Concept (pre-defined departure and arrival routes with traditional working methods as used to separate arrivals with current Rome TMA Sectorisation, 2020 traffic)

N/A

FTS1.A1

AOM-0602 P-RNAV (2D) procedures with CDAs are modelled for the arrival flows to RWY 16 L/R of Fiumicino Airport.

Current traffic to 2020 is used with current Rome TMA sectorisation.

Objective 1

FTS1.A2

AOM-0702

P-RNAV network routes of A1 with guidance capability in vertical plane (VNAV) (3D) enabling flights flying in A-CDA to Rome Fiumicino Airport. Current pre-defined departure and arrival routes are kept for Ciampino Airport.

2020 Traffic is used with current Rome TMA sectorisation.

Objective 1

Table 2.3 FTS1 Validation Scenarios

2.2.2 FTS2 Validation Scenarios FTS2 is based on the Barcelona TMA. Three different airports are included in this TMA (Barcelona - LEBL, Reus - LERS and Gerona - LEGE), from which Barcelona Airport is the most complex one.

FTS2 was initially divided into six Validation Scenarios (see [1] for further detail);

• FTS2.A0, current TMA definition but with 2020 traffic. This should highlight the need to define new procedures;

• FTS2.A1, in which new procedures are defined;

• FTS2.A2, to carry out a sensitivity analysis of the new ATC Supporting Tools (Conflict Detection and Monitoring and Monitoring Tools);

• FTS2.A3, to analyse the impact of introducing PTC-2D together with ATC Supporting Tools (including Profile Allocation Tool);

• FTS2.A4a, to analyse the impact of introducing PTC-3D together with ATC Supporting Tools (including Profile Allocation Tool) when 50% of aircraft are 3D equipped;

• FTS2.A4a, to analyse the impact of introducing PTC-3D together with ATC Supporting Tools (including Route Allocation Tool) when all aircraft are 3D equipped.

The figure below shows the current RNAV network for Barcelona TMA, used for the modelling of FTS2.A0:



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Figure 2.3: Barcelona RNAV SIDs (DME/DME)

Figure 2.4: Barcelona RNAV STARs (DME/DME)

Following the guidelines from the experts, the 2020 traffic demand was assessed and the pre-defined departure and arrival routes (current SIDs and STARs) with more than 30 flights per hour were split into two. After analysing the traffic in the operational scenario FTS2.A0 it was concluded that there was no departure or arrival route with more than 30 operations per hour. Therefore, it was assumed that the current procedures can handle 2020 traffic level and



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FTS2.A1 would have the same route network as FTS2.A0. For that reason and in order to avoid any confusion to the reader, FTS2.A1 will not be studied. To perform the ATC supporting tools assessment, Validation Scenario FTS2.A2 will use the same route network as FTS2.A0, with the same working methodology for traffic management. The only difference will be the conflict management due to the introduction of tools.

Validation Scenarios FTS2.A3, FTS2.A4a and FTS2.A4b will use the same nominal procedures as FTS2.A0 and FTS2.A2. However, a new set of Alternative Departure and Arrival procedures has been defined, in the current RNAV procedures included in FTS2.A0 and FTS2.A2. These new alternative procedures have been defined according to the methodology described in D5.3.5-01 Separation Management in the TMA Plan [1] and considering the comments provided by the EP3 WP5.3.1 TMA Expert Group indicated in §3.1.2.

Barcelona TMA Configuration 5W has been selected for the TMA, as it is currently the most frequently used configuration in the TMA. The table and figure below show the sectors defining this Configuration together with their characteristics;

T1W

T2W

T3W

T4W

FINAL

TWR LEGE

TWR LERS

T1W

T2W

T3W

T4W

FINAL

TWR LEGE

TWR LERS

T1W

T2W

T3W

T4W

FINAL

TWR LEGE

TWR LERS

Figure 2.5: Barcelona CFN5W Sectorisation

Sector Vertical Limits Radar Separation

LEBLFIN GND-FL065 3NM

LEBLT1W GND-FL255 5NM




Table 2.4 CNFW5 Barcelona TMA separation

The following table summarised the Validation Scenarios defined for FTS2 Exercises, together with the associated OI Step and Objective.



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Validation Scenario ID

Associated SESAR OI Step Validation Scenario Objective

FTS2.A0 N/A Current Concept (traffic 2020 – current routes and sectors network)

FTS2.A2 CM-0406 Conflict Detection, Conflict Resolution and Conformance Monitoring tools (traffic 2020 – new routes network)

FTS2.A2 will be provided support in the definition of the task load reduction needed by these supporting tools to obtain the required capacity gain needed with 2020 traffic levels. As the required rate of task load reduction needed from new tools was an issue, the TMA experts agreed that 20%, 30%, 40% were the best values for the analysis. This task load reduction will be kept constant for the assessment of the Route/Profile Allocation Tool and the introduction of PTC-2D and PTC-3D (FTS2.A3 and FTS2.A4).

Objective 2

FTS2.A3 CM-0601

CM-0405

Allocation of Departure/Arrival + Conflict Detection, Conflict Resolution and Conformance Monitoring tools + PTC-2D (traffic 2020 – new routes network).

Objective 3 (3.1, 3.2 & 3.3)

FTS2.A4a

CM-0602

CM-0405

Allocation of Departure/Arrival Profile + 3D Departure and arrival routes + Conflict Detection, Conflict Resolution and Conformance Monitoring tools + PTC-3D. (traffic 2020 – new routes network).

50% Aircraft are 2D Capable, 50% Aircraft are 3D Capable

Objective 3 (3.1, 3.2 & 3.3)

FTS2.A4b

CM-0602

CM-0405

Allocation of Departure/Arrival Profile + 3D Departure and Arrival routes + Conflict Detection, Conflict Resolution and Conformance Monitoring tools + PTC-3D. (traffic 2020 – new routes network).

100% Aircraft are 3D Capable

Objective 3 (3.1, 3.2 & 3.3)

Table 2.5 FTS2 Validation Scenarios

2.3 ASSUMPTIONS Due to the limited definition of the new ATM Concept and tools under analysis, and how they will work together when the overall SESAR Concept is in place, some assumptions have been made for the definition of all Validation Scenarios within FTS1 and FTS2.

The following sub-sections define the assumptions made, both in terms of definition of the Validation Scenarios and in terms of the way the new concepts have been modelled.

Due to the nature of the CRE, no assumptions have been made for this Exercise.

The following parameters have been kept constant through the three validation scenarios:

• Runway configuration and Runway use2;

• Airspace characteristics in terms of sectorisation and minimum separation values3;

• Traffic samples. The following Validation Scenario Assumptions are common for both FTS Experiments:

A1. Weather conditions: weather constraints (night / low visibility, strong wing or bad weather conditions) will not be considered;

2 The most commonly used runway configuration has been used for all airports. 3 The 2009 preferential TMA configuration and separation values have been used.



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A2. Equipment Failure; no systems failures and consequently no emergencies have been considered;

A3. Aircraft types; military aircraft will not be considered if it participates in military exercises and will be taken into account if it flies as GAT;

A4. FUA: no active military areas will be considered;

A5. No reserves/prohibited areas will be introduced;

A6. Fixed route structure and procedures will be defined;

A7. All aircraft will be able to fly P-RNAV procedures;

A8. All aircraft are suitably equipped to carry out new procedures and manoeuvres;

A9. The level of detail of the airport modelling has been defined so that the airport is not a limiting factor.

2.3.1 FTS1 Assumptions

The following Validation Scenario Assumptions have been made for FTS1;

A10. Traffic is presented in a metered way so as to feed the PMS without exceeding its capacity.

The following General Concept Assumptions were made in FTS1 for analysing the P-RNAV (2D) routes (AOM-0602) in the arrival sequence of a complex TMA:

A11. P-RNAV/PMS technique will replace open-loop vectoring instructions, determining a decrease in ATC instructions;

A12. The PMS Concept will facilitate the merging of traffic from a number of RNAV arrival routes;

A13. The PMS Concept will allow the Controller to clear the aircraft off the arc direct to the merge point when separation from the preceding aircraft is assured;

A14. All aircraft have to fly, with an appropriate spacing/separation, at a common speed and altitude when they enter the arc, these constraints should be published at the entry waypoint and when reaching a defined distance before entering the sequencing leg (subject to local constraints – here: at least 10 NM). In general the arc nearest to the merge point has the highest altitude and that furthest away has the lowest altitude. If the aircraft reaches the end of the arc without receiving a “direct to” clearance, it automatically turns towards the merge point;

A15. The clearance to descend is not given until the aircraft is clear of all other traffic and is usually the responsibility of the Executive Controller responsible for final approach;

For analysing A-CDA (3D) in the arrival sequence of a complex TMA, the following General Concept Assumptions apply:

A16. Aircraft are assumed to have barometric vertical navigation (VNAV) capability;

A17. The constraints introduced at the TOD will be the same as that for FTS1.A1. However, Continuous Descent Profiles starting from TOD will be applied (AOM-0704).

2.3.2 FTS2 Assumptions

The following Validation Scenario Assumptions have been made for FTS2;

A18. En-route arrival queue management has already been performed and different flows of arrival have been merged;

A19. All aircraft are Data-Link capable (ATM Capability Level 0); For the sensitivity analysis of the support tools (CM-0406), the following Concept Assumptions apply:

A20. The Conflict Detection tool will alert the controller of possible conflicts, taking into account the latest RBTs available in the FMS;



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A21. The Conflict Resolution tool will provide a set of possible options for the resolution of each detected conflict;

A22. The Monitoring tool will alert the controller of any deviations or unexpected event that requires the attention of the controller.

For the validation of Allocation of Departure and Arrival Routes and Profiles together with PTC-2D and PTC-3D, the following Concept Assumptions apply:

A23. The controller affected by the allocation tool and responsible for managing the clearance is the “first entry” TMA sector controller in arrivals and the departure controller in departures (AOM-0403);

A24. The ground system will allocate both Departure and Arrival Profiles. The Conflict Detection tool, taking into account the PT updated will provide alerts of conflicts (AOM-0602, CM-0405);

A25. The SIDs & STARs network is the same (except for flight level restrictions) for 2D Capable aircraft and for 3D Capable Aircraft (AOM-0602);

For assessing the impact of the allocation of Departure/Arrival Route + Conflict Detection, Conflict Resolution and Monitoring Tools + PTC-2D, the following Concept Assumptions apply:

A26. RBT portion is unlimited. One RBT clearance will be provided for the whole TMA transit. In case a potential conflict happens, a vertical profile restriction (RBT revision) will be performed. FL restriction will be the first option and vectoring will be avoided (CM-0601, CM-0406);

A27. Only if there is a potential conflict in sector A, the A executive controller will apply a new 2D clearance, constraining a FL to solve it as first option (CM-0601, CM-0406);

A28. The longitudinal (time) dimension is relatively unconstrained other than by speed control;

A29. There will be less lateral interventions needed, as there are more available routes;

A30. The lateral uncertainty disappears. However, the vertical and time uncertainties remain;

A31. The Route Allocation Tool only solves conflicts between flights using the same SID or same STAR (CM-0405);

For assessing the impact of the allocation of Departure/Arrival Profile + Conflict Detection, Conflict Resolution and Monitoring Tools + PTC-3D, the following Concept Assumptions apply:

A32. To apply PTC-3D concept, there will be an "allocation of arrival profile 3D" tool that will offer arrival conflict-free-tubes to avoid (x,y,z) ARR-ARR and ARR-DEP conflicts in the whole TMA. This tool will provide the initial allocation of the 3D arrival 200 NM before the runway. The TMA arrival profile will be cleared with updated conflict management just before entering the TMA (CM-0602 and CM-0405);

A33. Automated allocation of 3D routes will be conflict-free along the TMA transit. This means that RBT portion is unlimited within the whole TMA transit, and therefore there is no need to provide any intermediate clearances to flights using 3D routes (CM-0602 and CM-0405);

A34. The vertical separation between two 3D flights evolving in the same procedure is the current vertical separation;

For mixed mode environment, coexisting 2D capable flights and 3D capable flights, the following Concept Assumptions apply:

A35. The 3D capable flights will be cleared all through the Arrival or Departure Procedure in the first TMA sector where the flight enters (Departure and First Entry Sector). This implies no workload due to consecutive RBT Clearances. However, for 2D capable flights, consecutive RBT clearances will be needed (CM-0601 and CM-0602).



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2.4 CHOICE OF METRICS AND MEASUREMENTS

2.4.1 Selection of Performance Indicators

The following table defines the Performance Indicator (PI) that will be provided for FTS2 Exercise, together with the associated Validation Scenario for which each PI.

KPAs Local PIs ID Local PI Name (unit)

Local PIs Definition Validation Scenario

CAP.LOCAL.TMA.PI 1 Sector capacity (Number of aircraft per hour)

Maximum number of aircraft that can exit the geographic area or the most penalising TMA sector in one hour. It must be measured when the system is in high traffic conditions for a whole hour. It can be based on the maximum task load the tactical controller can deal with in this period of time.

FTS1 & FTS2

CAP.LOCAL.TMA.PI 2 Maximum simultaneous number (Number of aircraft)

Maximum number of simultaneous aircraft being controlled in the TMA. This value will be provided for the entire TMA

FTS1 & FTS2

CAP.LOCAL.TMA.PI 4 Total period throughput (Number of aircraft)

Total number of aircraft controlled in the TMA during the 6h00-22h00 period.

FTS1

Cap

acity

CAP.LOCAL.TMA.PI 5 Maximum measured throughput (Number of aircraft per hour)

It is the maximum number of aircraft that exited the geographic area, or the most penalising TMA sector per hour with the considered traffic demand. It can be lower than the sector capacity, but can be equal to it when the system is fully loaded. This maximum measured throughput might be computed as the average of the maximum measured throughput for different controllers and traffic samples.

FTS1

SAF.LOCAL.TMA.PI 1 Conflict number in the TMA (No units)

A conflict here means a potential separation loss.

FTS1

SAF.LOCAL.TMA.PI 2 Number of separation losses in the TMA (No units)

Number of times two aircraft have a separation of less than 3NM horizontally or 1000ft vertically.

FTS2

Saf

ety

SAF.LOCAL.TMA.PI 3 Total overload duration (Minutes)

Times the controller is saturated4 with different severities causing a reduction in safety. This is computed by analysing controller taskload during the day, and counting the accumulated time spent with taskload over a saturation limit. An ATCo is said to be overloaded when the hourly workload value is above 70%

FTS1 & FTS2

4 Saturation is defined in the D5.3.5-D1 Separation Management in the TMA Plan (Ref. [1])



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Local PIs Definition Validation Scenario

SAF.LOCAL.TMA.PI 4 Total underload duration (Minutes)

Duration the controller has little work to carry out causing a reduction in safety. It is computed by analysing controller taskload during the day, and s the accumulated time spent with taskload under a minimal activity limit. An ATCo will be considered as under loaded when the hourly workload value is below 15%

FTS1 & FTS2

EFF.LOCAL.TMA.PI 1 Total flight duration (Minutes)

Sum of the flight durations in the scenario. The time during which aircraft are not in the geographic area of interest is not considered.

FTS1 & FTS2

EFF.LOCAL.TMA.PI 2 Optimal total flight duration (Minutes)

Sum of the “best controlled” flight durations. The “best controlled” flight duration is the one the aircraft would have if it were alone in the TMA, following applicable procedures, from the first point of the geographic area to the last point of the geographic area of the TMA. This takes into account aircraft performance

FTS2

EFF.LOCAL.TMA.PI 5 Number of delayed aircraft (Number of aircraft)

Number of aircrafts delayed by more than 3 minutes (a delay is the difference between expected time and actual time).

FTS2

Effi

cien

cy

EFF.LOCAL.TMA.PI 6 Total Delays (Minutes)

Sum of delays due to the TMA, for arrivals and for departures.

FTS2

Table 2.6 FTS Performance Indicators

The analysis of the TMA Transition Issues (CRE Exercise) is not based on any quantitative data related to Local Performance Indicators, since the objective is to clarify the Concept regarding the transition aspects when the TMA needs to be changed. This analysis will provide, as an output, conclusions from the study produced following close consultation with EP3 WP5.3.1 TMA Expert Group.



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2.4.2 PI Calculation Methodology The following table summarises the methodology used for the Calculation of each PI. Further information on how this metrics are calculated can be found in EP3 WP5 D535-01 Deliverable (Ref.[1]).


PI Calculation Methodology

CAP.LOCAL.TMA.PI 1 Sector capacity (Number of aircraft per hour)

The Performance Framework defined this PI as the Capacity for the entire TMA or the most limiting sector. However, within EP3 WP5.3.5, it has been defined as the sector capacity for each defined sector.

This PI is calculated through estimating the best trend line with the maximum Route Mean Square (linear, exponential, polynomial, logarithmic, etc) between the number of aircraft entering the sector in one hour and its corresponding ATC Workload values. Capacity will be that where the predefined workload saturation value (70%), defined as the maximum workload assumable by a controller, cuts this tendency line.

For those cases in which the workload values were low (i.e. far from saturation), capacity values needed to be extrapolated.

CAP.LOCAL.TMA.PI 2 Maximum simultaneous number (Number of aircraft)

The maximum simultaneous number of aircraft being controlled in the TMA has been obtained in a time interval of 10 minutes.

CAP.LOCAL.TMA.PI 4 Total period throughput (Number of aircraft)

Total number of aircraft controlled in the TMA during the 6h00-22h00 period.

Cap

acity

CAP.LOCAL.TMA.PI 5 Maximum measured throughput (Number of aircraft per hour)

It is the maximum number of aircraft that exited the geographic area, or the most penalising TMA sector per hour with the considered traffic demand. It can be lower than the sector capacity, but can be equal to it when the system is fully loaded. This maximum measured throughput has been computed as the average of the maximum measured throughput for different controllers and traffic samples.

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A potential conflict has been considered when there is a loss of separation between two or more aircraft with respect to those imposed into the model. In this sense, this PI is equivalent to SAF.LOCAl.TMA.PI2.



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PI Calculation Methodology

SAF.LOCAL.TMA.PI 2 Number of separation losses in the TMA (No units)

It has been assumed that the Allocation of Departure/Arrival Profile Tool solves every detected conflict in the TMA by allocating a conflict-free procedure. Therefore, the values provided for this PI in scenarios FTS2.A3, FTS2.A4a and FTS2.A4b might be higher if the tool cannot allocate a conflict-free procedure. These values have been estimated for comparison purposes, not to provide absolute values.

Moreover, in the analysis of the Route & Profile Allocation Tool (OI CM-0405 within FTS2.A3, FTS2.A4a and FTS2.A4b), an additional PI has been calculated (i.e. SAF.LOCAL. TMA.PI.2-Ground Tool) to indicate the number of separation losses in the TMA that are solved by this ground tool.

SAF.LOCAL.TMA.PI 3 Total overload duration. (Minutes)

The overload duration is evaluated in periods of 60 minutes. If the ATCO´s workload is higher than 70% for a period of an hour, the sector is considered as overloaded.

SAF.LOCAL.TMA.PI 4 Total underload duration (Minutes)

The underload duration is evaluated in periods of 60 minutes. If the ATCO´s workload is lower than 15% of an hour the sector is considered as underloaded.

For the calculation of this metric, it has been assumed that if at any point during one hour the controller is underloaded, the controller is underloaded during the 60 minutes period.

EFF.LOCAL.TMA.PI 1 Total flight duration (Minutes)

Total flight duration is calculated by the addition of all flight durations in all sectors and measured by taking into account flight procedures (nominal or alternative).

EFF.LOCAL.TMA.PI 2 Optimal total flight duration (Minutes)

Flight duration has been measured by allowing aircraft to fly their assigned procedures without any tactical intervention (nominal only)

EFF.LOCAL.TMA.PI 5 Number of delayed aircraft (Number of aircraft)

This metric has been calculated through the number of aircraft delayed by more than 3 minutes.

The delay has been assumed as the difference between the scheduled and the actual time exiting the TMA boundary.

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The delay has been measured by analysing the difference between scheduled and actual time. The actual time is the result of combining the traffic demand and the separation restrictions (i.e. the final longitudinal separations for arrivals and the separations between consecutive departures to meet existing agreements).

Table 2.7 FTS Metrics

2.5 CHOICE OF METHODS AND TECHNIQUES

Both FTS Exercises have been done through Fast Time Simulations using RAMS Plus.5.

5 Information on this FTS Tool can be obtained from the Experimental Plan §2.6 and through www.ramsplus.com.



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The analysis of Transition Issues has been done in a close relationship with EP3 WP5.3.1 TMA Expert Group and through two questionnaires plus one workshop.



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3 CONDUCT OF VALIDATION EXERCISE RUNS Two different experiment preparation methodologies have been used, one for the fast time simulations and one for the concept refinement exercise. Both Methodologies are defined in the following sub-sections.

3.1 FTS EXPERIMENT PREPARATION METHODOLOGY

The main activities to perform the fast time simulations are organized in three phases:

� Phase 1: Preparatory activities, sub-divided into the following tasks:

1. Definition of the exercise, including selection of the SESAR CONOPS elements, platform, scenarios, identification of the principal variables, metrics to be measured and the identification of the hypotheses, as described in [1];

2. Update of the FTS Platform. All specific requirements needed to update the FTS platform have been documented and sent to ISA Software who, as developer of RAMS, has carried out part of the necessary updates to the platform. Once the platform has been updated, the new version has been analysed in order to determine the correct implementation of the requirements.

3. Adaptation of the Traffic for the Simulation. FTS1 traffic has been adapted according to the modifications indicated in §2.2 and in D5.3.5-01 Separation Management in the TMA Plan (Ref. [1]). FTS2 traffic has been adapted as indicated in §3.1.1;

4. Modelling of Scenarios. This includes:

- Physical sectorisation, with all the necessary parameters (separation standards, control tools, etc);

- Arrival and/or Departure procedures, adaptations of the traffic needed and the rough design of alternative procedures;

- ATCo behaviour (including modification of resolution rules).

� Phase 2: Execution activities, including:

5. Simulation Execution for each Validation Scenario. Once the Validation Exercise has been correctly modelled, the scenario is simulated, and final results obtained;

� Phase 3: Post-Exercise Activities, which include:

6. Output data post-processing to obtain the selected metrics. The raw Fast-Time Simulation to the Performance Indicators and Key Performance Indicators;

7. Analysis of Simulation Results. The results obtained from the Simulation Activities have been analysed, in terms of Key Performance Indicators and in terms of Key Performance Areas and their corresponding Local Focus areas.

3.1.1 FTS1 Experiment Preparation Main Issues

Even though the platform has been updated, not all the updates worked in a correct way, and several problems were detected whilst preparing modelling FTS1;

• To implement the PMS working methods, “Direct_to_Merge_Point” clearances were required together with flight levels and speed restrictions on each segment of the PMS procedure, as shown in Figure 2.1.

To allocate dynamically the “Direct_to_Merge_Point” clearances, the Path Object function was proposed by ISA SW: the activation of this function led inexplicably to an incorrect application of the speed and flight levels constraints on the approach routes segments. The majority of aircraft joined randomly the speed restrictions before the entry point of sequencing legs and the assigned FL well in advance, having impact on flight duration (EFF.LOCAL.TMA.PI1) and obtaining inconsistent values for this metric.

These problems forced to not consider the EFF.LOCAL.TMA.PI1 metric in the overall results of both scenarios of FTS1.



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• The activation of RAMS Linear Trajectory function, allowing the modelling of A-CDA, inexplicably duplicated some flights, making as they came from a “NULL” sector. This affected the number of flights entering in a sector, impacting on all the metrics to be evaluated by FTS1.A2.

This problem has been solved through post-processing tools, assuring in that way the consistency of results.

3.1.2 FTS2 Experiment Preparation Main Issues

Several issues were tackled whilst preparing modelling both Fast Time Simulation Exercises. These problems include;

1. Modelling of the Scenario with FTS Platform

Even though the platform has been improved to emulate the new ATM concepts, due to the timeframe, not all the updates worked in the expected way. These shortages have been solved by urgently developing in-house post-processing tools to obtain more realistic values for the PIs provided.

The main issue was related to the emulation of the Allocation of Depart/Arrival Route Tool as this did not work as expected, giving some problems in terms of conflict detection and therefore in conflict resolution. The resolution was to use a post-processing tool which extracted the real conflicts and removed the false conflicts detected by the Platform.

2. Definition of 2D and 3D routes for FTS2

Although initially enough information was provided by TMA experts to design the alternative arrival and departure routes, when starting the preparation of the simulation, additional data were required to solve specific issues. Major problems were detected when designing alternative routes for the allocation of departures from Barcelona. It was indicated by EP3 WP5.3.1 TMA Expert Group that an alternative pre-defined departure route needs to be 6NM away from its original pre-defined departure route. However, for Barcelona TMA, the current first segment of SIDs is only 3NM apart, which made it impossible to use the required 6NM separation.

Several options were considered and discussed with the EP3 WP5.3.1 TMA Expert Group. The different options are defined below and in Erreur ! Source du renvoi introuvable.:

• Option 1: Use a nominal pre-defined departure route separated 6NM from the expected pre-defined departure route and cross a third route towards the TMA Exit Point of SID A. For example, use pre-defined departure route C (see Erreur ! Source du renvoi introuvable.) as an alternative to the pre-defined departure route A and cross pre-defined departure route B (yellow path) to go back to pre-defined departure route A TMA Exit Point;

• Option 2: Use a nominal pre-defined departure route as an alternative pre-defined one even if separation between them is less than 6NM, what should be the nominal separation between both. For example, in Erreur ! Source du renvoi introuvable. route B is the alternative to the departure route A.

• Option 3: Use part of a nominal pre-defined departure route for the definition of an alternative pre-defined departure route. For example, use the first segment of pre-defined departure route D to define pre-defined departure route DR (green path) as an alternative to pre-defined departure route D.



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Figure 3.1 FTS2 Alternative SIDs Definition

Experts from the TMA Expert Group (EP3 WP5.3.1) indicated that any of the suggested options were feasible. Therefore, the most appropriate choice was used for each situation. The final alternative SID designed in the scenarios has 6NM separation except the first segment (at the beginning of the SIDs).

Two different options were considered for the definition of Alternative Arrival procedures, shown in the figures below. The STARs should merge at the IAF, and therefore, Option 1 was chosen as the most promising for the definition of all alternative arrival procedures.

Figure 3.2: FTS2 Alternative STARs definition option 1.



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Figure 3.3: FTS2 Alternative STARs definition option 2.

3. EP3 WP2 Traffic Adaptation for FTS2

The 2020 traffic provided by EP3 WP2 runs roughly from 10:00 to 48:00 hour. To decide the 24 hours to be studied, the traffic provided was compared to real traffic currently operating from/to LEBL. The final period analysed in the experiment has been from 21:00 to 45:00 hour, as this is the relevant 24-hour period in this scenario.

The traffic sample provided by EP3 WP2 only included two waypoints. To adapt this traffic to the FTS tool requirements, a first navaid has being created closer to the airport, so that the time provided by EP3 WP2 is indeed airport departure time. Finally, some waypoints ids had to be modified, as the format was not understood by the tool.

3.2 CRE EXPERIMENT PREPARATION METHODOLOGY

For the concept refinement exercise, information was obtained in a close consultation with EP3 WP5.3.1 TMA Expert Group through questionnaires and a workshop. A first questionnaire was sent out to the experts. Once feedback was received, a meeting was held to analyse the inputs received. An updated questionnaire and the main conclusions of the previous were sent out to the Experts in order to obtain further feedback. An analysis based on the objectives defined in §2.1.3 was carried out taking into account comments and answers from the Experts. A report on this analysis was sent to the Experts for their review. The final findings have been included in this report.

The following figure summarises the working methodology in the CRE Exercise.

Figure 3.4 CRE Methodology Used



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3.2.1 CRE Methodology Main Issues The main difficulties detected during the execution of the CRE are related to the planning of the exercise and to the different expertises available:

1. Available Timeframe and Planning

The objectives of the exercise were very ambitious for the timeframe available. During the planning of the exercise it was assumed that the timeframe defined for the exercise was appropriate. However, when running the exercise, the topic was found to be so complex that the post-processing time needed to be extended.

The second questionnaire designed for the exercise was difficult to understand, causing delays in delivering the answers by the experts, as well as partial fulfilment in a few cases. Post-processing of that questionnaire took thus longer than expected. The time available for creating a third questionnaire and getting the answers of the experts was not enough, so it was not sent. Therefore, the final conclusions were based on the results obtained from the second questionnaire.

2. Available Expertise

The profiles of the experts who collaborated in the exercise were mainly controllers and engineers, from EP3 WP5.3.1 TMA Expert Group (execution phase) and EP3 WP4.3.1 Expert Group on En-Route, Queue, Trajectory and Separation Management.

Nevertheless the exercise did not include experts from airlines and from the planning phase. This means that the answers provided showed a slanted analysis, which was useful in some aspects, but which might not have been enough in order to achieve a complete input to the concept refinement.

3.3 EXECUTED EXPERIMENT SCHEDULE The following table shows the Executed Experiment Schedule;



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41-52 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31

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D5.3.5-02 Ready for Review

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D5.3.5-02 Areview Process Phase 2

D5.3.5-02 Ready for Approval

2008 200936-40

WEEKACTIVITY

Figure 3.5 WP5.3.5 Executed Experiment Schedule

3.4 DEVIATIONS FROM THE PLANNING A delay of three months in the delivery of D5.3.5-02 Exercise Report was introduced for several reasons;

• More time was needed for the modelling due to the issues identified in §3.1.1 and §3.1.2. That is;

o Initial Platform update delivered did not work in the expected way and further Platform updates were needed

o The final version of the platform delivered still had some functionalities shortages and pos-processing tools were needed

o The modelling of alternative routes for FTS2 was not as easy as expected

o The adaptation of EP3 WP2 traffic sample was more difficult than expected)

• More time was needed to analyse the Transition Aspects with enough level of detail;

• More time was needed to respond to the comments received.



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4 FTS EXPERIMENT RESULTS

4.1 FTS1 EXPERIMENT RESULTS AND ANALYSIS In this section, FTS1 results are reported in terms of overall numbers calculated by the RAMS simulator per sector and for some metrics also per time slot. The results expressed in terms of % of variation of each metric of A1 vs. A0 and A2 vs. A0 for the overall TMA are reported in Annex I: FTS1 Detailed Results.

Taking into account the simulation platform limits in modelling the new working methods requested by the new concepts, the analysis carried out aims to get only high level feedback, limited to the potential trends of the selected metrics. The figures obtained must always be inserted in this context, together with the hypotheses and assumptions on which FTS1 scenarios are based.

Moreover, conclusions whether a hypothesis defined within §2.1.1 is valid or not were directly inferred from KPI values obtained from simulation and they were not based on any statistical analysis.

4.1.1 KPA Capacity The available methodology to address KPI CAP.LOCAL.TMA.PI1 (Sector Capacity) is based on traffic demand and ATCO workload. The assumptions made on during the FTS1 modelling (especially on airspace structure) provided unrealistic results on Sector Capacities that do not reflected the overall operational scenario. Therefore, Sector Capacity has not been analysed.

With regard to the other PIs used to assess capacity KPA, the graphs produced shows that PMS allows the management of an increased arrival flow.

The following figure shows the maximum simultaneous number of aircraft entering each sector in a period of 10 minutes.

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BASELINE P-RNAV (2D) A-CDA (3D) Figure 4.1 CAP.LOCAL.TMA.PI2 FTS1

This graph shows that a more standardised path approach allows the management of an increased arrival flow, confirming the H1 hypothesis.

With regard to FTS1.A2, in showing the same values obtained for FTS1.A1, the graph also confirms the expectation that A-CDA concept should produce benefits in terms of Flight Efficiency (H2) and not of Capacity.

The following figure shows the total period throughout for each analysed sector.



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CAP.LOCAL.TMA.PI 4

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BASELINE P-RNAV (2D) A-CDA (3D) Figure 4.2: CAP.LOCAL.TMA.PI4

The graph shows that throughput increases more in the TN sectors, managing the arrivals in Rome TMA. This confirms H1 hypothesis.

The following figures show, for each sector, the hourly maximum measured throughout.

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CAP.LOCAL.TMA.PI 5 - DEPSUD


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BASELINE P-RNAV (2D) A-CDA (3D) Figure 4.6: CAP.LOCAL.TMA.PI5-DEPSUD FTS1

The graphs show the maximum number per time slots of aircraft under control in each sector of Rome TMA. 6h-22h time slots reveal an increase in values, as for CAP.LOCAL.TMA.CAP4.

Early in the morning and late in the evening time slots reveal low traffic flows.

In Baseline scenario there are some time slots with 2 or 3 movements more than the other two scenarios. In pre-sequencing traffic flows, slight negative impact on traffic distribution could be happened. Even if in these time slots there has been a slight decrease of throughput, in the other ones there is a consistent increase.

4.1.2 KPA Safety The PIs measured to assess Safety KPA prove that there is a reduction in the number of potential conflicts, especially in the sectors managing arrivals to LIRF (TNxxx), making H3 acceptable and Objective 1.2 joined. This is explained with the fact that flights are pre-sequenced in the upstream sectors and therefore already de-conflicted.

The following figure shows, for each sector, the total number of conflicts detected. The number of conflict is measured per day of simulation.

SAF.LOCAL.TMA.PI 1

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BASELINE P-RNAV (2D) A-CDA (3D) Figure 4.7: SAF.LOCA0TMA.PI1 FTS1

The major decrease of conflict numbers in TNOVEST is due to Rome TMA configuration, having two parallel runways, each one with a different number of arrivals and with RWY16L (TNEST) receiving more traffic than RWY16R (TNOVEST).

Conflict number decreases less in A2 scenario where coexist A-CDA procedures to LIRF, traditional STAR to LIRA and departure procedures. That can be also observed from the maps drawn by ATC PlayBack LUCIAD tool, reported in the following section.

Finally it should be noticed that Baseline scenario shows a less number of conflicts in DEPSUD sector than A1 and A2: this could be explained through the interaction of departing flows with arrivals to LIRA and LIRF via ESINO fix, as also shown in the second density map. As FTS1 is focused on arrivals to LIRF, it could be interesting to further investigate the departure and arrivals interactions.



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The following figures show, for the Validation Scenario, the geographical distribution of the Separation Losses.

Figure 4.8: Geographical Distribution Separation Losses in FTS1.A0, FTS1.A1 and FTS1.A2

These figures show the number of times that two aircraft experiment a separation of less than 3 NM horizontal and 1000 ft vertically. The maps show the conflicts emerged in the sectors investigated.

The following figures show, for each analysed sector and for each Validation Scenario, the Total Overload/Underload per time slot. For each time slot the workload value of all TMA sectors is reported.

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BASELINE P-RNAV (2D) A-CDA (3D) Figure 4.9: SAF.LOCAL.TMA.PI3&4 – FTS1

For the value of 42 minutes (70% on 1h) and 9 minutes (15 % on 1 h), two lines has been reported, the red one indicating the limit value over which Overload periods could be considered and the green one indicating the limit value under which Underload Periods could be taken into account.

4.1.3 KPA Efficiency Efficiency FTS1 results have been obtained with the currently available update of RAMS simulator that allowed a model implementation giving serious limits in the calculation of this metric, the aircraft behaviour was unrealistic, this limitation was not solvable through post processing elaboration bringing to groundless results.

4.2 FTS2 EXPERIMENT RESULTS AND ANALYSIS This section provides the overall results obtained by FTS2. A detailed reference of absolute values for each metric can be found at Annex II: FTS2 Detailed Results.

4.2.1 KPA Capacity The figure below shows, for each sector that comprises Barcelona TMA, the increment in sector capacity with respect to the Baseline (FTS2.A0) when introducing ATC supporting Tools (FTS2.A2) with different levels of impact in ATCo workload.



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Figure 4.10: CAP.LOCAL.TMA.PI1-Sector Capacity-FTS2.A2

The capacity increases due to the implementation of some ATC supporting tools (i.e. Detection, Resolution and Monitoring tools) depends on the accuracy and efficiency of these tools. Results show that in case these tools achieve a workload reduction of 20% in the Detection, Resolution and Monitoring tasks the capacity increases in roughly 15%. In Barcelona TMA, it would be almost enough to meet the 2020 traffic demand (Objective 2 – Hypothesis 4).

However, after assessing all scenarios, it can be concluded that taking into account the implementation of all the ATM concepts analysed (i.e. PTC-3D, Allocation Tool, 100% 3D capability on-board, 3D routes ) the task load reduction required would be less than 20% if ATC Conflict Detection & Resolution and Monitoring Tools are available.

The figure below shows, for each sector that comprises Barcelona TMA, the increment in sector capacity with respect to the Baseline (FTS2.A0) when introducing ATC supporting Tools (with a workload reduction of 20% due to these tools) and introducing PTC separation modes with their corresponding Allocation Tool (FTS2.A3, FTS2.A4a and FTS2.A4b).

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Figure 4.11: CAP.LOCAL.TMA.PI1-Sector Capacity FTS2.A3/A4a/A4b

Once assumed that the ATC supporting Tools (CM-0406) will reduce the related task/workload a 20%, the introduction of the Allocation Route Tool (CM-0405), together with the PTC-2D separation mode (Validation Scenario FTS2.A3) provides a significant Capacity gain. This increase in airspace capacity is mainly due to the deconfliction performed by the Allocation Route Tool. Therefore the introduction of PTC-2D separation mode does not provide any relevant capacity improvement (Objective3.1 - Hypothesis 6).

Once assumed that the ATC supporting Tools (CM-0406) will reduce the related task/workload a 20%, the introduction of PTC-3D does provide a significant increment in the



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airspace capacity, assuming that the Profile Allocation Tool (CM-0405) will be able to allocate traffic into conflict-free procedures. The more aircraft are 3D capable, the higher the gain in Airspace Capacity (Objective3.1 - Hypothesis 6).

The figure below shows the reduction in the maximum simultaneous number of aircraft with respect to the Baseline (FTS2.A0) when introducing ATC supporting Tools (with a workload reduction of 20% due to these tools) and introducing PTC separation modes with their corresponding Allocation Tool (FTS2.A3, FTS2.A4a and FTS2.A4b).

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The decrease in number of maximum simultaneous aircraft is less than 7% in the studied scenarios. This PI is not a reliable indication to compare the differences obtained in the different scenarios

4.2.2 KPA Safety The figure below shows the reduction in the number of separation losses with respect to the FTS2.A0 when introducing ATC supporting Tools (with a workload reduction of 20% due to these tools) and introducing PTC separation modes with their corresponding Allocation Tool (FTS2.A3, FTS2.A4a and FTS2.A4b).

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Figure 4.13: SAF.LOCAL.TMA.PI2-Separation Losses FTS2

The figure below shows the number of separation losses solved by the Allocation Tool when introducing gradually the PTC-2D and PTC-3D separation modes.



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A llocation P roflie, P TC -3D, 100% E quip.

Figure 4.14: SAF.LOCAL.TMA.PI2-(Ground Tool)-Separation Losses FTS2

The introduction of PTC as a separation mode will only reduce the potential number of separation losses in the TMA if the Route/Profile Allocation Tool works as expected. Otherwise, the more 3D capable aircraft exits, the more separation losses will occur, affecting negatively in safety (Objective3.3 - Hypothesis 8).

The figure below shows the reduction of overloads with respect to the Baseline (FTS2.A0) when introducing ATC supporting Tools (FTS2.A2).

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Figure 4.15: SAF.LOCAL.TMA.PI3-Overloads-FTS2.A2

If the ATC supporting Tools (CM-0406) will reduce the related task-workload a 20% the duration of ATC overloads is reduced more than 40% (Objective 2 - Hypothesis 5).

If the ATC supporting Tools (CM-0406) will reduce the related task-workload a 30% the duration of ATC overloads is minimum (Objective 2 - Hypothesis 5).

If the ATC supporting Tools (CM-0406) will reduce the related task-workload a 40%, all ATC overloads situations are eliminated (Objective 2 - Hypothesis 5).

The figure below shows the reduction of overloads with respect to the Baseline (FTS2.A0) when introducing ATC supporting Tools (with a workload reduction of 20% due to these tools) and introducing PTC separation modes with their corresponding Allocation Tool (FTS2.A3, FTS2.A4a and FTS2.A4b).



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S upport Tools 20% A llocation R oute, PT C-2D

A llocation P rofile, P TC -3D 50% Equip. A llocation P roflie, P TC -3D, 100% Equip.

Figure 4.16: SAF.LOCAL.TMA.PI3-Overloads FTS2.A3/A4a/A4b

Once assumed that the ATC supporting Tools (CM-0406) will reduce the related task-workload a 20%, the introduction of the Allocation Route Tool (CM-0405), together with the PTC-2D separation mode (Validation Scenario FTS2.A3) will minimise the duration of ATC overloads (Objective 3.3 - Hypothesis 8).

Once assumed that the ATC supporting Tools (CM-0406) will reduce the related task-workload a 20%, the introduction of the Allocation Route Tool (CM-0405), together with the PTC-3D separation mode (Validation Scenario FTS2.A4a/b) will eliminate the ATC overloads (Objective 3.3 - Hypothesis 8).

The duration of ATC underloads if the ATC supporting Tools (CM-0406) will reduce their related task-workload a 20%, 30% or 40% are constant (scenario FTS2.A2). (Objective 2 - Hypothesis 5).

The figure below shows the increment in underloads with respect to the Baseline (FTS2.A0) when introducing ATC supporting Tools (with a workload reduction of 20% due to these tools) and introducing PTC separation modes with their corresponding Allocation Tool (FTS2.A3, FTS2.A4a and FTS2.A4b).

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S upport Tools 20% Allocation R oute, P TC -2D

Allocation P rofile, P TC -3D 50% E quip. A llocation P roflie, P TC -3D, 100% E quip.

Figure 4.17: SAF.LOCAL.TMA.PI4-Underloads

Once assumed that the ATC supporting Tools (CM-0406) will reduce the related task-workload a 20%, the introduction of the Allocation Route Tool (CM-0405), together with the PTC-2D separation mode (Validation Scenario FTS2.A3) will not induce any new ATC underload (Objective3.3 - Hypothesis 8). These hours are so low-complexed that the new tools do not offer any relevant improvement because there are not any complex situations to be solved.



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Once assumed that the ATC supporting Tools (CM-0406) will reduce the related task-workload a 20%, the introduction of the Allocation Profile Tool (CM-0405), together with the PTC-3D separation mode (Validation Scenario FTS2.A4a/b) will increase the durations of ATC underloads by 9% (Objective3.3 - Hypothesis 8).

4.2.3 KPA Efficiency The figure below shows the reduction of total flight duration, with respect to the FTS2.A1 (assuming a workload reduction of 20% due to the ATC supporting tools) when introducing gradually PTC separation modes with their corresponding Allocation Tool.

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Allocation R oute, P TC -2D A lloc ation Profile, PTC -3D 50% E quip.

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Figure 4.18: EFF.LOCAL.TMA.PI1-Total Flight Duration FTS2.A3/A4a/A4b

The figure below shows the reduction of optimal flight duration, with respect to the FTS2.A1 (assuming a workload reduction of 20% due to the ATC supporting tools) when introducing gradually the PTC-2D and PTC-3D separation modes with their corresponding Allocation Tool.

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Figure 4.19: EFF.LOCAL.TMA.PI2-Optimal Flight Duration FTS2

Once assumed that the ATC supporting Tools (CM-0406) will reduce the related task-workload a 20%, the introduction of the Allocation Route Tool (CM-0405), together with the PTC-2D separation mode (Validation Scenario FTS2.A3) will have no relevant effect on the optimal flight duration. Therefore, the use of PTC-2D as a separation mode has no effect on the Temporal Efficiency (Objective3.2 - Hypothesis 7).

This temporal Efficiency slightly improves when introducing 3D capable aircraft and PTC-3D as separation mode. The reason is that as the nominal level capping almost disappears (only



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a level cap is applied if there is a conflict), there is an increase in the accomplishment of most of the user preferred trajectories (in terms of descent and climb profile). Therefore, most of the arrivals can enter in the TMA later than nowadays and most of the departures can leave the TMA earlier than today (Objective3.2 - Hypothesis 7).

As previously indicated, due to the FTS Platform limitations, the impact of introducing these OIs on Efficiency needs further investigation.

The figure below shows the reduction of delayed aircrafts with respect to the Baseline (FTS2.A0) when introducing ATC supporting Tools (with a workload reduction of 20% due to these tools) and introducing PTC separation modes with their corresponding Allocation Tool (FTS2.A3, FTS2.A4a and FTS2.A4b).

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S upport Tools 20% A llocation R oute , PTC -2D

A llocation P rofile, P TC -3D 50% E quip. A llocation P roflie, P TC -3D, 100% E quip. Figure 4.20:EFF.LOCAL.TMA.PI5-Delayed Aircrafts FTS2

The figure below shows the reduction of delay minutes with respect to the Baseline (FTS2.A0) when introducing ATC supporting Tools for Conflict Detection and Resolution and for Monitoring (assuming a workload reduction of 20% due to these tools) and introducing gradually the PTC-2D and PTC-3D separation modes with their corresponding Allocation Tool.

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Figure 4.21: EFF.LOCAL.TMA.PI6-Delay Minutes FTS2

Delay values remain roughly the same in all FTS2 exercises. This is because they are calculated by combining the traffic demand (high traffic demand) and the separation restrictions (i.e. the final longitudinal separations for arrivals and the separations between consecutive departures to meet the LoA) (Objective3.3 - Hypothesis 8).



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4.3 CONFIDENCE IN FTS EXPERIMENT RESULTS

4.3.1 Quality of Results of Experiment The RAMS model provides a high level of accuracy in terms of aircraft performance and the modelling of Air Traffic Control rules. The results of the type described in this report can be accepted with confidence as accurately representing aircraft performance characteristics together with the precision of the operations tested.

4.3.2 Significance of Results of Experiment The level of detail of some of the ATM Concepts analysed prior to the modelling activities mean that some Concept Assumptions had to be made. This lack of ATM Concept details, together with the limited timeframe, implied that the FTS tool could not be updated as required.

The assumptions made are considered to be valid given the scope and the time limitation of the exercise, as they have been agreed with different Experts. However, it should be noted that for EP3 WP5.3.5, it has been assumed that the analysed tools work on themselves. The ATC working methodology might be different than assumed when the ATM Concepts work together with other SESAR Concepts, and this would affect the results. However, they can be considered as valid given the objective of the exercise. Making an analysis of the introduction of all tools as a whole in the SESAR Concept is not possible, given the current definition of the Concept and the available timeframe.

These limitations could affect the significance of the results obtained. However, as an initial assessment of the new concepts addressed, the results show the potential gains of the ATM Concepts analysed in terms of Capacity and Safety. Therefore, the results can serve as guidance for future SESAR Concept and DODs updates.



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5 EXPERIMENT RESULTS ON CRE The two questionnaires sent to Experts can be obtained from the EP3 Web (http://www.episode3.aero/@@shortcut?uid=0805500e8746612bf2b2f80174f2d99d). The results obtained from the Second Questionnaire sent to Experts have been introduced in Annex III: CRE results.

NLR and LVNL supported the CRE study by defining a Use Case of the Runway Configuration Change at Schipol Airport. A document was generated by NLR and LVNL (Ref [8]) on this Use Case that has been used in the analysis of the results.

The expected outputs have different levels of detail. Within this section, only the outputs obtained with more detail of information and higher confidence are included. Other outputs obtained with a lower level of detail are included in Annex V: Secondary results Obtained on transition issues.

5.1 GENERAL TMA STRUCTURE TRANSITION ASPECTS

As a first analysis, it can be said that for Complex TMAs, it would be more efficient to have a pre-defined route structure network even during those times with Low/Medium Complexity. However, during quiet periods, the pre-defined routes should be as direct and short as possible, with several pre-defined routes being defined from one TMA Entry and/or Exit Point. The user will be able to select the TMA Entry or Exit point and the corresponding pre-defined route that best suits their flight intentions; this can be seen as a user-preferred route.

The change in a TMA Structure can be made to maintain or improve capacity values, improve TMA efficiency or to maintain safety. A change in TMA might also be needed due to Noise abatement, as is the case for Schipol Airport in Amsterdam (Ref [8]). At Schipol, some constraints are in force due to noise restrictions, which imply restrictions in the use of the runways. The modification in the runway usage necessary means a modification of the TMA in terms of procedures, configuration and possibly a change in the TMA sectorisation.

The change in the TMA structure can help improve, or at least maintain capacity, as well as safety and efficiency. A modification in the TMA structure can be made in several ways and for different reasons;

• A change in the configuration will mean a change in the procedures defined within the TMA. This could also imply a modification in the TMA Entry and/or Exit Points and/or Conditions;

• The extension of the TMA boundary when more airspace is needed within the TMA, (e.g for sequencing). The TMA will return to its original shape when the additional airspace is no longer needed;

• A modification to the use of the runway requires a modification in the TMA configuration. The change in the runway used could be needed for different reasons (as identified in Ref [8]), including weather conditions, airport capacity needs, possible noise restrictions. Any unexpected events (for example, an accident) can also imply a change in the use of the runway. In this sense, three types of runway configuration changes can be identified, (see Ref [8]);

o Planned runway configuration changes;

o Un-planned but non critical runway configuration changes. These will be un-planned changes known at least 20 minutes in advance;

o Un-planned and critical runway configuration changes known less than 20 minutes in advance.

The transition from en-route sectors, where aircraft fly RBTs into the TMA where there is a pre-defined route structure could be complicated in terms of traffic merging. For the situation when merging of user-preferred trajectories into the TMA Entry points becomes too complicated, new En-Route merging points could be created prior to the TMA Entry point to ease this merging traffic and facilitate the hand-off conditions from the En-Route sectors to the TMA Sectors.



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Within SESAR, planning is a key issue; information will be known well in advance to allow planning so the optimum situation can be achieved for the day of operation. The expected TMA structure and any transition from one TMA structure to another needs to be planned and known in advance to generate the RBTs. The pre-defined route structure within the TMA and the corresponding time each pre-defined route structure will be active and should be available in the NOP so RBTs are as accurate as possible. However, unexpected events (e.g weather changes, accidents, aircraft failure, (Ref [8]) may force changes in the planned transition during execution.

5.2 TRANSITION CASES IDENTIFICATION Depending on the changes within the TMA, eight possible Transition Cases have been identified:

1. Transition Case 01: Medium/Low Complexity TMA to High Complexity TMA.

The structure within the TMA could be different depending on Complexity. A free route network within a TMA would only be feasible during “very quiet traffic conditions” i.e. Low Complex Situations. Complex or high density TMAs should have a pre-defined TMA route structure at all times. Even at quiet times (e.g. at night), where there is a Medium/Low Complexity Situation or a low traffic density a set of pre-defined routes will be more efficient than free routes as they facilitate the RBT definition and CDAs. A pre-defined route network would also ease the Controller’s situational awareness...

During Low/Medium complexity periods, when defining TMA entry and exit points and configuration, known/historical flight intentions will be taking into account so that procedures can be defined as direct as possible. The low complexity procedures will be user-preferred in the sense that several different options of procedures could be defined and it will be the user who decides which procedure best adapts to the en-route user-preferred RBTs or flight intentions.

2. Transition Case 02: Runway Configuration Change due to Weather Conditions.

A change in the weather conditions can lead to a modification of the runway. This would lead to a change in the procedures (as occurs currently) to be used as well as the change in the TMA Sectorisation maintaining the TMA boundaries.

3. Transition Case 03: Unexpected Airport Configuration Change.

This is an unexpected event not mentioned in Transition Situation 02 and Transition Situation 08 that could affect runway configuration, runway usage or procedures assignment (e.g. unexpected runway closure because of accident, closure of adjacent airport).

4. Transition Case 04. Change in Procedures in High Complexity.

Depending on the Traffic situation, the use of different procedures could be more efficient and improve ATCo Workload balance and/or TMA Capacity. These procedures will take the known/historical flight intention data and expected demand into account. Each potential configuration could have the same or different TMA Entry and/or Exit points. This situation is similar to what happens currently when a runway in use changes.

Having different procedures could be possible and should be known in advance and integrated to RBT definition (this will also allow pilots to define the optimum TOD). During the Expert Group sessions, it was initially assessed that defining different TMA Entry and Exit Points for each configuration would be less efficient as it can have an impact on en-route adjacent or non-adjacent airspace. It will be more efficient to keep the changes inside the TMA by for example, reducing TMA FL entries and having shorter procedures, thus producing a positive impact on TMA Capacity. This issue would require further analysis.

5. Transition Case 05: Complete TMA Change.



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This case is similar to Transition Case 04, but includes a change in the TMA shape and size as well as a change in the TMA procedures and Entry/Exit points. Changing the shape of the TMA as well as TMA Entry and Exit points on a daily basis represents a major challenge potentially leading to errors (a major safety issue). Changing the TMA frontiers may imply a ‘stop/hold’ procedure to reconfigure the TMA, which would have a negative impact on capacity during the transition. Therefore, giving more airspace from En-Route to TMA would be more efficient and safer if done via delegation of Airspace. This Airspace delegation should be part of Collaborative Layered Planning during both the Long Term and Medium/Short Term Planning Phases. The airspace delegation could be defined as an operational rule and should be clearly identified in the NOP. This would also imply more ATCo training and the re-definition of ATC responsibilities.

6. Transition Case 06: New En-Route RBT Merging points

The SESAR ConOps identifies that route structures may be retained to support transition to/from terminal areas and for fallback purposes. There may be a need to define RBT merging points prior to the TMA entry point if merging user-preferred En-Route RBTs into the fixed TMA Entry Points is too complex. The new merging points will be defined in the en-route sector to ease the transition from a free route en-route environment to a TMA structured route environment. The TMA remains the same shape with the same procedures. This transition situation affects the en-route phase. The en-route RBTs would therefore need to be adapted.

7. Transition Case 07: New En-Route RBT Merging points with TMA Change.

This Transition Situation is similar to Transition Situation 06. The difference is that the part of the En-Route airspace between the TMA Boundary and the new merging point will be delegated to the TMA. This airspace delegation should be similar to the Airspace delegation defined within Transition Situation 05.

8. Transition Case 08: Planned Runway Configuration Change. This case was identified by NLR/LVNL, in which a modification in the procedures is needed due to a runway configuration change due to restrictions (noise regulation, traffic demand, etc) or planned events. NLR/LVNL prepared a document with results on this Issues: Use Case Schipol (Ref [8]). This document can be found on the EP3 website (Click here for the NLR/LVNL Paper on Planned Runway Configuration Changes).

5.3 ACTORS IDENTIFIED A first analysis of the transition showed that the task of deciding the requirement to modify the TMA does not lie with a single actor, but will depend on the layered planning phase and reason for the change. The decision on changing the TMA structures will always lie under responsibility of the relevant TMA ANSP (i.e ATCo Supervisor, Complexity Manager and/or the Sub-Regional Manager).

The actors involved in this transition process could include;

• Complexity Manager (CM)

• Sub-Regional Manager (SRM)

• Regional Manager (RM)

• MET Data Manager (MDM)

• TWR/TMA/ACC Supervisor and ATCos

• Airline Operations Centre (AOC)

• Airport Duty Officer

• Airport Operations Centre (APOC)

• Airspace Designer

• Civil/Military Airspace Designer



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• Flight Crew

5.4 TRANSITION SITUATION PROCESS DEFINITION An initial indication of how the planning process for transitioning from one TMA structure to another process could operate is available (Annex IV: Initial Work on Transition Process Definition). Further work is needed on this aspect requiring input from Planning Experts.

5.5 NEED FOR SUPPORTING TOOLS Some analysis has been done on the tools needed to support this TMA modification; however there was limited time to analyse this in any detail.

The analysis made on tools can be found in Annex V: Secondary results Obtained on transition issues.

5.6 CONFIDENCE IN CRE EXPERIMENT RESULTS The Transition Process has been defined through the use of two questionnaires from members of the EP3 WP5.3.1 TMA Expert Group and from EP3 WP4.3.1 En-Route Expert Group. The number of answers received has limited the exercise to an initial the definition of the Transition Process. However, it should be noted that the process definition is based on the consensus reached from the experts but that excluded airspace users.



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6 CONLUSIONS AND RECOMMENDATIONS

6.1 KEY FINDINGS

6.1.1 Key Findings on Separation Modes (FTS) The following table summarises, for each OI analysed, the key findings obtained from both FTS1 and FTS2.

FTS OI Step OI Step Title KPA Key Finding

Capacity PMS allows the management of an increased arrival flow.

FTS1 AOM-0602

Enhanced Terminal Airspace with Curved/Segmented Approaches, Steep Approaches and RNAV Approaches Where Suitable

Safety Safety is improved with the introduction of P-RNAV.

Capacity Results confirmed the expectation that A-CDA concept should produce benefits in terms of Flight Efficiency (H2) and not of Capacity. FTS1 AOM-0702

Advanced Continuous Descent Approach (ACDA)

Safety Safety is improved with the introduction of P-RNAV.

A tool that allocates flights to a conflict-free procedure needs to be introduced together with PTC-3D separation mode in order to manage potential conflicts generated due to removing the pre-defined FL restrictions linked to this new separation mode.

The introduction of the Allocation Route Tool (linked to the PTC-2D separation mode) reduced the number of Separation losses.

FTS2 CM-0405

Automated Assistance to ATC Planning for Preventing Conflicts in Terminal Area Operations

Safety

The introduction of ATC supporting tools (assuming a task load reduction of 20%), in comparison with baseline scenario, would improve the safety in terms of number of overloaded hours (around 45%).

Capacity If new supporting tools save 40% of workload in some of the controller tasks, it would be unnecessary to implement the PTC-2D separation mode.

If new supporting tools save 30% of workload in some of the controller tasks, it would be required to implement the PTC-2D separation mode.

If new supporting tools save 20% of workload in some of the controller tasks, it would be strongly recommended to implement the PTC-2D (and even the PTC-3D).

FTS2 CM-0406

Automated Assistance to ATC for Detecting Conflicts in Terminal Areas Operations

Safety The introduction of supporting tools considerably reduces the time the TMA sectors are overloaded. However, the number of conflicts does not change.



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The introduction of PTC-2D by itself provides a very slight capacity increase, as it was already foreseen by different experts.

The introduction of PTC-2D together with an Allocation Tool (CM-0405) provides different gains in capacity depending on the kind of sector under analysis (up to 10% for Arrival Sector, around 3% for mixed Arrival and Departure Sectors).

Capacity

The introduction of ATC supporting tools (CM-0406 assuming a task load reduction of 20%) together with PTC-2D and an Allocation Tool, results in a significant Capacity Improvement (up to 26% for Arrival Sector, around 19% for mixed Arrival and Departure Sectors)

Safety is improved, as long as there is a tool that correctly allocates a conflict-free procedure to solve potential conflicts on the same SID or on the same STAR.

Safety

The introduction of ATC supporting tools (assuming a task load reduction of 20%), in comparison with the baseline scenario, would improve the safety in terms of number of overloaded hours

FTS2 CM-0601

Precision Trajectory Clearances (PTC)-2D Based On Pre-defined 2D Routes

Efficiency Efficiency is not considerably improved with the introduction of PTC-2D, However, due to the FTS Platform limitations, this KPA needs further investigation.

The introduction of PTC-3D, together with an Allocation Tool (CM-0405), provides different gains in capacity depending on the kind of sector under analysis (up to 11% for sectors with a low number of arrival integrations and arrival vs. departure crosses; around 25% for sectors with a high number of arrival merging or arrival vs. departure crosses).

Capacity

The introduction of ATC supporting tools (CM-0406 assuming a task load reduction of 20%) together with PTC-3D and an Allocation Tool, result in a significant Capacity Improvement (up to 30% for sectors with a low number of arrival integrations and arrival vs. departure crosses; around 50% for sectors with a high number of arrival merging or arrival vs. departure crosses)

FTS2 CM-0602

Precision Trajectory Clearances (PTC)-3D Based On Pre-defined 3D Routes

Safety The introduction of PTC-3D without the Allocation Tool would worsen safety due to a large increase in the number of potential conflicts. This is because the introduction of PTC-3D is linked to the introduction of user-preferred profile (i.e. climb and descent rate) operation in the procedures (Experts opinion).



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Efficiency Efficiency is considerably improved with the introduction of PTC-3D (around 17%) because flights can fly using their optimum climb or descent rate. The introduction of PTC-3D together with an Allocation Tool reduce tactical level-offs and therefore the flight profile can be similar to the user-preferred one.

Table 6.1 EP3 WP5.3.5 FTS Key Findings

6.1.2 Key Finding on Transition Aspects (CRE) In a high density TMA, predictability is a key issue to manage the aircraft in an efficient and safe manner. It is important to have a set of pre-defined ATS Procedures (as described in OI Step AOM-0403) for Complex TMAs.

During periods of high complexity or peak hours, the procedures should be fixed and agreed within the RBT by the Sub-Regional Manager, taking into account the Users’ preferences (identified in the SBTs) so the TMA procedures are as much as possible in line with the airlines’ business intentions.

During periods of low complexity and possibly in low complexity TMAs, a pre-defined structure is recommended to ensure ATC has the necessary predictability. However, these pre-defined routes could be more direct routes than those defined during high complexity situations, with fewer restrictions, and taking into account the flight trajectories within the neighbouring En-Route sectors. TMA Entry and Exit Points will be less strictly defined during low complexity periods. These low complexity routes could be user-preferred routes as users can choose their preferred TMA entry/exit point and conditions, as well as the procedure to use. The selection of the procedure will be done well in advance so that it can be published in the RBT and therefore TMA Controllers are aware of how traffic will behave within their area of responsibility.

To reduce the complexity of merging En-Route User-Preferred trajectories into a fixed structure TMA at the TMA Entry Points, a set of En-Route Merging Points could be defined, together with pre-defined routes from these merging points to the TMA Entry Points.

Terminal Airspace could be more flexible if several sets of pre-defined arrival/departure routes were defined, each set being selected to support the expected traffic situation. However, current FMS might not be able to handle too many sets of TMA procedures. The FMS capabilities need to be assessed. A dynamic adjustment of TMA boundaries (OI Step AOM-0804) could be difficult to manage, especially if there is a dramatic change in TMA boundaries. A TMA boundary configuration change could be carried out in a more efficient manner through agreed Airspace Delegation, defined in the NOP (under certain conditions and including ATCo training).

The dynamic change in a TMA, whether it implies dynamically changing procedures or TMA boundary changes, needs to be defined during the Long Term Planning. The changes that occur during a day of operation should be included in the NOP to enable access to this information by ATCos. This needs to be reviewed during the Medium/Short Term Planning phase and the day of operation. The planning should be done to ensure changes are limited to unexpected changes, unless needed due to, for example runway or airport closure.

6.2 ISSUES

6.2.1 Issues on Separation Modes (FTS) EP3 WP5.3.5 has provided evidence, of possible improvements from the introduction of new concepts in a high density TMA. This is aligned with the SESAR JU’s expectation from the EP3 Project to refine the concept whilst limiting the use of Fast Time techniques through an



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assessment of trends and not absolute values. This approach is valid for TMA concept elements at the current level of maturity in the SESAR concept.

Together with the issues identified during the ATM Concepts modelling defined in §3.1, the following issues also arose:

• Understanding the Concept

Even though some Use Cases were defined within the DODs, further Use Cases were requested from WP5.2.2 due to the level of maturity of the concept elements addressed (particularly P-RNAV with VNAV, Allocation Tool and the Transition Aspects).

While modelling the ATM Concept some questions not solved in the operational scenarios provide were identified. These were solved through a face-to-face meeting with EP3 WP5.3.5 TMA Expert Group and through email exchanges with experts. Although experts from WP5.3.1 were very helpful, in some cases difficulties were encountered as experts did not have enough knowledge of SESAR and SESAR expertise is difficult to find for some areas.

Taking these issues into account, the addressed OIs have been modelled by making several ATM Concept Assumptions.

• Problems with updating Tools used

The tool updating is a key aspect in the FTS Technique. The effort and time needed for the tool updating should be taking into account when during the planning and the effort distribution;

o In order to be able to make suitable requirements for the update, the ATM Concept under analysis should be clearly defined;

o The updating requirements, the updating of the tool and testing of the introduced updates should be done before the beginning of the modelling;

Some of the areas that RAMS Plus should improve are;

o Emulation of the Route/Profile Route Allocation Tool;

o Implementation of restrictions in TMA procedures;

o A-CDA;

o Resolve the sequencing problems, which caused additional conflict numbers;

o Improvements to allow a more accurate analysis on efficiency (in terms of flight duration).

Some of these problems were worked around by means of post-processing modules (validation experts considered that this process does not affect Capacity and Safety results). However, the latest version of RAMS Plus is not ready to analyse in depth the effect of introducing the new separation modes (i.e. PTC-2/3D) and their related Allocation tools. Validation experts believe that the tool could be easily updated in order to cover the identified gaps.

6.2.2 Issues on Transition Aspects (CRE) The possibility of modifying the TMA Structure through procedures definition and modification of TMA boundaries previously defined and included in the NOP taking into account real-time traffic conditions could reduce complexity and/or workload imbalances. This TMA flexibility would increase capacity. However, this needs to be proven through further validation.

The study done on Transition Issues identifies how the TMA could be modified and the possible reasons or triggers that could lead to the TMA changes. It also provides an initial definition of what needs to be done to allow a safe and effective transitioning from one TMA structure to another. The results obtained are a ‘first look’ at the problem and should only be considered as such.

Most of the objectives set out in the Experimental Plan have been achieved. However, the following objectives were not achieved;



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• Identification of supporting tools needed. Some information on this aspects has been obtained and introduced in Annex V: Secondary results Obtained on transition issues;

• Identification of KPAs that could be affected by the Transitioning of the TMA. Due to time constraints this objective was not achieved;

• Relationship between the TMA Transition and other SESAR Concepts. Due to time constraints this objective was not achieved.

As mentioned before, the analysis of transition situations at TMA context during the EP3 WP5.3.1 TMA Expert Group Session dedicated to CRE was a first approach and will need further analysis and refinement. However, the processes on how to perform each transition case were identified as well as a related set of open issues that need further clarification:

• Actors and responsibilities during the transition cases: “Who” is responsible for “what”;

• Time steps of the transition processes: when each task should start and the final deadline for applying the decision made;

• How to manage and plan the airspace delegation (in those transition cases where is needed);

• Safety and Human Factors related issues.

6.3 RECOMMENDATIONS

6.3.1 Recommendation on New Separation Modes and FTS

During the Analysis of the ATM Concepts and OIs through FTS, the following recommendations have been raised;

• In order to model advanced ATM concepts in a suitable way,

o The new ATM Concepts should be well described in terms of working methodology and ATM changes, and take into account their relationship with other ATM Concepts;

o Time and effort need to be introduced to allow tools updates to have the new simulation features correctly implemented;

o FTS tools and platforms will need further updates e.g. how to model the user preferred trajectories instead of the current flight plan based on consecutive waypoints.

• The investigation of the potential benefits of new Separation Modes and/or ATM Concepts could be more effective if done in conjunction with different separation values.

During the FTS1 analysis on the introduction of P-RNAV, the following recommendations have been raised:

• The departure and arrival interactions need to be investigated.

During the FTS2 analysis of PTCs (both 2D and 3D), working with a Route/Profile Allocation Tool, several recommendations on how this tool should work were raised;

• It is suggested to define a Specification Document to support the Airspace Designers in the Procedure network definition and the Allocation Route/Profile Ground Tool Designers. This document should include:

o Parallel Separation between Procedures: although 6NM is the general “parallel separation” required between the nominal and alternative SID or STAR, it is necessary to define the design parameters from the divergence/convergence point until the point where 6NM can be assured;

o Taking into account the previous parameters, the Allocation Departure/Arrival Route/Profile concept should be refined;



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o Although the alternative STAR was stated by the TMA Expert Group to end at the IAF, the concept should specify the de-confliction scope of the Allocation Tool;

o It has been stated that the Allocation Tool will choose between two options (i.e. left or right predefined alternatives). It is recommended that the Allocation Tool, in addition, proposes some speed adjustments to improve the resolution efficiency;

o In cases that a conflict could not be solved by predefined alternatives, it should be defined how this event should be reported to the subsequent-affected executive controller.

• In the analysis of PTC-2D, it has been assumed that the Route Allocation Tool only solves conflicts between flights using the same procedure. Due to this it is recommended to;

o Define until which point two departure or two arrival procedures are considered to be the same. There are different SIDs with a very long common path whose conflicts apparently could be managed by the Tool Scope without difficulties;

o Clarify if it is expected that the Allocation Tool solves a conflict between two flights using the same STAR until touchdown (assuming that there is no conflict with a third flight).

• In the analysis of PTC-3D (50% of aircraft are 3D equipped), the top view of the nominal and alternative SID and STAR network will be the same for both 2D and 3D Capable aircraft. On one hand, 2D capable flights could have pre-defined FL restrictions linked to the procedures. On the other hand, 3D capable flights will nominally evolve without FL restrictions, unless the tool detects a potential conflict due to the aircraft’s imminent entry into the TMA. It is recommended that, when 2D and 3D capable aircraft co-exist, alternative procedures with FL restrictions should also be defined.

• In the analysis of PTC-3D (100% of aircraft are 3D equipped), flights will fly without FL restrictions unless the tool detects a potential conflict due to the aircraft’s imminent entry into the TMA. In this case the Profile Allocation Tool should:

o Propose an alternative profile without FL restriction (predefined Left or Right) to solve conflicts between flights using the same SID or STAR;

o Propose an alternative profile with a FL restriction (predefined Left or Right). to solve conflicts between crossing flights (i.e. ARR vs. DEP).

The potential conflicts appearing in the TMA, under PTC-3D separation mode and by using the Allocation Profile Tool, will be solved in advance by the tool (i.e. before the divergence point for departures and before entering in the TMA for Arrivals). The TMA Executive Controller will not need to solve any potential conflict. Therefore, this should lead to an update of the corresponding Letter of Agreement; especially, in the traditional table of separations between consecutive departures (e.g. those penalising separations due to fast departures following slow departures using the same SID, should be reduced according to this new situation where parallel alternatives are easily available). However, these separation reductions would increase the simultaneous number of flights, so it is highly recommended to analyse the impact on controller workload further.

The flight duration reduction due to PTC-3D and 3D Departure and Arrival routes implies that real entry/exit points will be different to their current location (horizontally and vertically). It is recommended to analyse the impact on the future TMA size, and on the design of the en-route sectors feeding it.

6.3.2 CRE General Recommendations

Some initial results on how the transition process to change from one TMA structure to another could be done has been carried out and provided in Annex IV: Initial Work on



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Transition Process Definition. However, further work needs to be carried out to clarify the open issues stated in §6.2.2.

Any defined working methodology needs to be validated through Gaming and/or Prototyping Sessions to check their viability and ATC functionalities, and through FTS to check their overall impact.

Aspects addressed by CRE are directly linked to Collaborative Planning and therefore it should be analysed by a joint expert group with expertise on the layered planning process.

6.3.3 Recommendations on supporting DODs and Operational

Scenarios

Some of the information provided within this Report, obtained during the execution and definition phases of the EP3 WP5.3.5 exercise, can be used for the developing orupdating of new or existing Operational Scenarios. In particular,

• Operational Scenario Related to Route & Profile Allocation. Even though this Operational Scenarios was identified, many assumptions were considered (and agreed with WP5.3.2 TMA Expert Group) as indicated in §2.3. These assumptions, together with the defined methodology indicated §3.1.2 and the recommendations obtained from FTS2 indicated in §6.3.1 need to be considered for the Route & Profile Allocation Operational Scenario update;

• No operational Scenarios were defined within EP3 for PRNAV+VNAV Capabilities or A-CDAs. The assumptions considered during the execution of the FTS exercises (agreed with WP5-3-2 TMA Expert Group) indicated in §2.3, together with the the defined methodology indicated in §3.1.1 and recommendations obtained from FTS1 indicated in §6.3.1 should be considered for the development of these scenarios.

• The possible Transition Cases identified and detailed in §5 and Annex III: CRE results provides detailed information that should be used for the definition of an Operational Scenario.

• The CRE exercise has provided an initial approximation to how the transition from one TMA structure to another should be carried out and detailed in Annex IV: Initial Work on Transition Process Definition. This information is only an initial approximation and it should be furthered analysed and validated by Expert Groups and possibly through FTS techniques or gamings outside of EP3. However, the information provided in this Annex should be considered as an initial approximation for future DODs and scenarios updates.

6.3.4 Conclusions and Recommendations for Project Level

The following benefits and recommendations were identified from the analysis done within EP3 WP5.3.5:

• Working in a close relationship with an Expert Group provides beneficial support in the definition and understanding of the concepts under analysis;

• Having a continuous support from an Expert Group during the preparation of a FTS exercise facilitates the definition of the assumptions, increasing the quality of the results;

• The conceptual conclusions obtained for Barcelona and Rome TMAs are relevant for any high density TMAs within the ECAC area. However, the extrapolation of the results to other TMAs within the ECAC area can’t be properly performed, given that there is not a previous classification of the TMAs nor a methodology defined in the E-OCVM. It is recommended that the SJU works on defining a TMA Categorisation to allow local TMA results to be extrapolated ECA-wide;

• The modelling of new ATM Concepts with a limited Detailed Operational Description of the concept elements to be addressed is difficult and many assumptions need to be made. Therefore an analysis of the level of maturity of the concept elements and the



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most appropriate method for validating the concept elements should be carried out at the project start;

• FTS is a valuable validation tool to be used with concepts at a relevant level of maturity. The planning of the simulations should consider the level of maturity and allow in an initial phase solving eventual issues or problems encountered regarding the definition of the concept;

• The sensitivity analysis performed, in which workload reduction required for future tools was assessed, is useful for the new "ATC supporting tools" developers and provides support in the decision making for these new tools;

• When doing a theoretical Concept Refinement Exercise, questionnaires are useful sources of input only when there is enough time to elaborate these questionnaires, and when the appropriate expertise is available. Furthermore, these Exercises should be planned with enough time to allow having more face-to-face meetings with the experts. New techniques for developing answers from experts (different brainstorming techniques) should be investigated.

6.4 CONCLUSIONS Taking into account the limitations when updating the FTS tool, the assumptions made and the available ATM Concept description, the following conclusions have been obtained within EP3 WP5.3.5.

Conclusion ID Description of Conclusions

EP3 WP535-01 PMS Technique improves and standardises terminal airspace operations even in a high density terminal area like Rome TMA.

EP3 WP535-02 PMS Technique reduces ATC task-load, which means reduction of ATC availability requirements, and has a positive effect on safety by decreasing the number of conflicts.

EP3 WP535-03 PMS Technique together with VNAV capability, allows the application of A-CDAs (CDA in high traffic load)

EP3 WP535-04 A reduction of 20% in task load provided by Conflict Detection, Conflict Resolution and Conflict Monitoring Tools almost provides the required capacity to meet the “2020 Barcelona TMA” traffic demand.

EP3 WP535-05 PTC-3D would only be viable if it is combined with an Allocation Profile Tool that allocates flights to conflict-free procedures (conflict free between two arrivals, two departures and arrival vs departure).

EP3 WP535-06 The calculated capacity increase due to PTC-2D is not enough to cope with the expected demand as it was already foreseen by different experts.

EP3 WP535-07 A user-preferred profile operation with 3D Precision Trajectory Clearances could be only acceptable in safety terms if it was implemented together with the Allocation Profile Tool that allocates traffic to conflict-free procedures.

EP3 WP535-08 A more suitable mathematical relationship between workload and number of aircraft would be needed for the new SESAR Concept.

EP3 WP535-09 Any possible modification in the TMA Structure should be defined in the Long Term Medium Phase.

EP3 WP535-10 The modifications in the TMA Structure or Procedures for any day of operations should be defined and reviewed (updated if necessary) in the Medium-Short Term Planning Phase and as the flight intentions become more accurate.

Table 6.2 EP3 WP5.3.5 Conclusions



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7 REFERENCES AND APPLICABLE DOCUMENTS

7.1 REFERENCES [1] Episode 3, Separation Management in the TMA Plan, D5.3.5-01, v1.00, 27/01/2009. [2] Episode 3, SESAR Detail Operational Description- General Purpose DOD –G, D2.2-

020, V3.0, 11/09/2008. [3] Episode 3, Arrival and Departure – High and Medium/Low Density Operations – E5,

D2.2-027, v3.0, 29-07-2008. [4] Episode 3, Performance Framework Document, D2.4.1-04, v3.03, 03/03/2009. [5] EP3 E1 - Runway Management D2.2-034 Version V1.0, 23/01//2009 [6] EP3 M1 - Collaborative Airport Planning D2.2-032 Version V1.0,

03/02//2009 [7] EP3 L - Long Term Network PlanningD2.2-031 Version V1.03, 06/04//2009 [8] EP3 Use Case Schipol6 Version 1.0 February/March 2009 [9] ICAO ICAO Doc 9573, Manual of Air Navigation (RNAV) Operations, First Edition

[10] PMS Point Merge Integration of Arrival Flows Enabling Extensive RNAV Application and CDA – Operational Services and Environment Definition, EUROCONTROL, v1.0. April 2008

[11] EUROCONTROL CDA Brochure, Continuous Descent Approach, Implementation Guidance Information May 2008

[12] SESAR, ATM Master Plan, www.atmmasterplan.eu

[13] EP3 UCYY – Refine Possible Runway Configurations

[14] EP3 UC23 – Change of Runway Configuration Version 0.20, 03/06/2009

7.2 APPLICABLE DOCUMENTS [15] Episode 3 Exercise Report Template D2.5-03 Version V1.00

8/04/2009

6 Document can be found at http://www.episode3.aero/@@shortcut?uid=0939f79785dd86c3dd3c7917326ab9a1



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8 ANNEX I: FTS1 DETAILED RESULTS This annex shows FTS1 results in terms of percentage of variation of each metric of the validation scenarios FTS1.A1 vs. FTS1.A0, as well as FTS1.A2 vs. FTS1.A0 for the whole TMA.

8.1 CAPACITY METRICS MEASURED

CAP.LOCAL.TMA.PI 2

Maximum Simultaneous Number ( 10 min.)

0%

2%

4%

6%

8%

10%

TMA

P-RNAV (2D) A-CDA (3D)

Figure 8.1: CAP.LOCAL.TMA.PI1- FTS1 TMA

CAP.LOCAL.TMA.PI 4

Total Period Throughput (6h00 - 22h00)

0%

2%

4%

6%

8%

10%

12%

14%

16%

TMA

P-RNAV (2D) A-CDA (3D)


CAP.LOCAL.TMA.PI 5


0%

2%

4%

6%

8%

10%

TMA

P-RNAV (2D) A-CDA (3D) Figure 8.3: CAP.LOCAL.TMA.PI5- FTS1 TMA

Each % variation is obtained by adding the throughput on all sectors of Rome TMA.



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8.2 SAFETY METRICS MEASURED

SAF.LOCAL.TMA.PI 1

Conflict Number in the TMA

-70%

-60%

-50%

-40%

-30%

-20%

-10%

0%

TMA

PMS (2D) A-CDA (3D)

Figure 8.4: SAF.LOCAL.TMA.PI1- FTS1 TMA

SAF.LOCAL.TMA.PI 3

Total Overload Duration

-80%

-70%

-60%

-50%

-40%

-30%

-20%

-10%

0%

TMA

PMS (2D) A-CDA (3D)


SAF.LOCAL.TMA.PI 4

Total Underload Duration

0%

2%

4%

6%

8%

10%

12%

TMA

PMS (2D) A-CDA (3D)




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9 ANNEX II: FTS2 DETAILED RESULTS This annex shows FTS2 results in terms of absolute values of each metric obtained in the validation scenarios FTS2.Ax (x from 0 to 4).

9.1 CAPACITY METRIC MEASURED

CAPACITY

0

1 0

2 0

3 0

4 0

5 0

6 0

7 0

T 1 W T2W T3 W T 4W

SECTO RS

CA

P.L

OC

AL

.TM

A.P

I1

oper

atio

ns/

h

F TS2.A0

F TS2.A2 2 0%

F TS2.A2 3 0%

F TS2.A2 4 0%

F TS2.A3 2 0%

F TS2.A4 A 2 0%

F TS2.A4 B 2 0%

If the ca pa city is m or e tha n 70 op er atio ns in g ra fics it w ere re pr ese nt ed by 70 .


9.2 SAFETY METRIC MEASURED

SAFETY: CONFLICTS

0

50

100

150

200

250

FTS2.A0 FTS2.A2 20% FTS2.A2 3 0% FTS2. A2 40% FTS2 .A3 20% F TS2.A4A 20% FTS2.A4B 20 %

SCENARIOS

NU

MB

ER O

F C

ON

FLIC

TS/D

AY

SAF.LOCAL.T MA.PI2

SAF .LOCAL.T MA.PI2 (Gr ound Tool)




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9.3 EFFICIENCY METRICS MEASURED

EFFICIENCY: FLIGHT DURATION

0

500 0

1000 0

1500 0

2000 0

2500 0

FTS2. A0 FTS2.A2 2 0% FT S2 .A2 30% F TS2.A2 40 % FT S2. A3 20% F TS2.A4A 20% FTS2.A4B 2 0%

SCENARIOS

MIN

UT

ES/D

AY

EF F.LO CAL.T MA.PI1

EF F.LO CAL.T MA.PI2

Figure 9.3: EFF.LOCAL.TMA.PI1/PI2- FTS2 TMA

EFFICIENCY: DELAYSEFF.LOCAL.TMA.PI6

161 00

161 10

161 20

161 30

161 40

161 50

161 60

161 70

FTS2 .A0 FTS2.A2 2 0% FTS2 .A2 30% FTS2.A2 40% FTS2.A3 2 0% FTS2. A4 A 20% FTS2 .A4B 20%

SCENARI OS

MIN

UT

ES/D

AY

Figure 9.4: EFF.LOCAL.TMA.PI5 - FTS2 TMA



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EFFICIENY: DELAYSEFF.LOCAL.TMA.PI5

100 2

100 4

100 6

100 8

101 0

101 2

101 4

FTS2. A0 FTS2. A2 20% FT S2.A2 30 % FT S2. A2 40% F TS2.A3 20 % FT S2 .A4 A 20%

SCENARIO S

NU

MB

ER

OF

DEL

AYS

/DA

Y

Figure 9.5: EFF.LOCAL.TMA.PI6 - FTS2 TMA



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10 ANNEX III: CRE RESULTS The following diagrams show the processes for the set of transition cases identified during the Expert Group Session dedicated to CRE. These results are a first approach to transition issues and will need further analysis and refinement.

Transition Case 08 “Planned Runway Configuration Change” is not shown since has been analysed in depth in the following document (found on the EP3 website). (http://www.episode3.aero/@@shortcut?uid=0939f79785dd86c3dd3c7917326ab9a1).



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Figure 10.1: Transition Case 01: Identified Process



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Definition of Possible Runway Configurations and Runway Allocation Policy

considering weather conditions and unexpected events. The APOC Staff establishes and

updates the list of available runways, their characteristics and the possible configurations

that could be applicable for the day of operations.

Publication in NOP.

Update of the SBTs affected by the new planing. Publication in NOP.

Update of the Initial Runway Allocation Planning as demand becomes

more accurate and weather forecast is updated.

Publication in NOP.

Day of

Operations

APOC

AOC

ATCo

(Procedure

Designer Expert)

AI Data

Manager

Final Decision on Runway

Configuration: when each

runway configuration is

applied.

Update of the

RBTs (if

necessary).

Publication in

NOP.

Long Term

Planning PhaseMedium & Short Term

Planning Phase

Execution

Phase

SubRegional

Manager

Regional

Manager

MET Data

Manager

APOC

AOC

ATCo

AI Data

Manager

MET Data

Manager

Unexpected

Event

Last Update

Weather Forecast

MET Data

Manager

SubRegional

Manager

Regional

Manager

APOC

AOC

ATCo

(Supervisor)

Figure 10.2: Transition Cases 02&03: Identified Process



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Update of the SBTs affected by the new

planing. Publication in NOP.

Initial Planning

including Procedures,

TMA Entry Points and

new Merging Points and

possible fixed routes

between them.

Publication in NOP.

Update of the Initial Planning as demand

becomes more accurate, if demand and

capacity imbalance is detected.

Publication in NOP.

Day of

Operations

Update of the

RBTs (if

necessary).

Publication in NOP.

Complexity Assessment:

Final decision of when

and which set of

Procedures and Merging

Points are used.

If needed, airspace

delegation put in place.

Long Term

Planning PhaseMedium & Short Term

Planning Phase

Execution

Phase

SubRegional

Manager

Regional

Manager

ATCo

APOC

AOC

Complexity

Manager

Regional

Manager

ATCo

APOC

AOC

Subregional

Manager

Definition of new Merging Points (and connection between these points and the

correspondent TMA Entry Points) for a High Complexity TMA in the En-Route

adjacent airspace in order to ease the transition from free route En-Route enviroment

to a TMA structured route environment:

Transition Case 06: defining new merging points prior to the TMA Entry point may

be necessary if merging free routes into the TMA structure is too complex.

Transition Case 07: the airspace from the new merging points to the TMA entry

points should be delegated to the TMA. This delegation should be part of

collaborative layered planning.

Publication in NOP.

APOC

AOC

ATCo

(Procedure

Designer Expert) Airspace

Designer

AI Data

Manager

SubRegional

Manager

Regional

Manager




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11 ANNEX IV: INITIAL WORK ON TRANSITION

PROCESS DEFINITION

This Annex provides information on the TMA Transition Planning Scenario. The information provided within this Annex should be taken as an initial study only and be analysed further by planning experts.

11.1 TMA DAILY OPERATING CHARACTERISTICS

For the safe transitioning from one TMA Structure to another TMA Structure, it is recommended that, during the Medium/Short Term Planning Phase, the TMA operating characteristics for the day of operation is defined and included in the NOP. This should define the distribution of the TMA Configuration, including;

• The expected complexity, as well as an indication of any variations in complexity during the day;

• The expected daily runway configuration, as indicated in Ref [8];

• The distribution of Procedures used, including Procedures that define each Configuration, and the time each set of Procedures will be used;

• For each TMA Configuration, the TMA Entry and Exit conditions;

• En-route merging points and their associated pre-defined route structure from this merging point to the TMA Entry Points for the relevant configurations;

• The time and duration of any Airspace Delegation from En-Route to TMA.

The TMA Operating Characteristics could be defined with the following inputs;

• Airport Operation Plan (AOP) that includes, as indicated by SESAR, the plan for the use of the airport resources, the traffic demand and the demand capacity balance assessment at airport level;

• Airspace Operation Strategy (AOS) that should include for each TMA, conditions under which Low and High complexity procedures are to be followed, conditions that force a change in the TMA Structure, definition of the strategy to apply in case a change is needed, that is, which possible solution to apply (Procedures, TMA Entry/Exit Conditions, Airspace delegation, etc);

• Updated Flight Intentions, provided by the Flight Schedule Department Staff.

Initial versions of both AOP and AOS will be defined in the Long Term Planning Phase and will be updated during the Medium/Short Term Planning Phase as more accurate data becomes available.

During the Medium/Short Term Planning Phase, a Possible Runway Configuration Plan (PRCP) will be defined showing the runway configuration(s) that can be applied during the Day of Operations. The Runway Configuration Plan could be defined by the APOC with support of the Airport Duty Officer (ADO) and TWR Supervisor. The information provided within the Airport Master Plan can be used for the definition of this Plan7. The Possible Runway Configuration Plan could be used by the SRM to update the TMA Operating Characteristics during the Medium/Short Term Planning Phase. The Airport Operation Plan could be updated during the Execution Phase using the Runway Configuration for the Day of Operation defined in the PRCP (as indicated in Ref.[14]).

The Airspace Operation Strategy (AOS) can be defined during the Long Term Planning Phase by the Regional Manager (RM) with support of the Sub-Regional Manager (SRM), Airspace Designers (AspD), Civil/Military Airspace Designer (CMAD), with support from both TMA and ACC Supervisor and/or Controllers (ACCSup, ACCATC, TMASup and TMACont).

7 This process will be defined in an EP3 Use Case (Ref [13])



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The TMA Operating Characteristics could be updated during the Medium/Short Term Planning Phase taking into account;

• Updated versions of the AOP and AOS;

• Any modifications in the complexity situation detected by the Sub-Regional Manager;

• Any imbalances, in air or in ground, detected by the Sub-Regional Manager as the expected traffic intentions is updated;

• Any necessary DCB process;

• Any situation detected by any of the actors responsible for its definition (SRM, RM, AOC, TMASup, ACC Sup and APOC).

A version of the TMA Operating Characteristics will be ready for use for the Day of Operation. However, as the Day of Operation progresses, the traffic information is updated, and the TMA Operating Characteristics could therefore be updated also.

11.2 RBT DEFINITION Taking into account the latest information known for the Day of Operation, SBTs will progressively move to RBTs.

This process of turning SBT to RBT is still to be agreed, and work has been ongoing within EP3 WP5.3.2 Airport Expert Group In support of this, See D5.3.2-02 for more details. However, it has been determined during the execution of WP5.3.5, that in the RBT definition, the following information should be included;

• Runway Assignment;

• Procedures Assignment;

• If en-route merging points are in use, the pre-defined routes from the merge points to the TMA.

11.3 UPDATE OF THE TMA OPERATING CHARACTERISTICS IN THE EXECUTION

PHASE

All actors involved in the Execution Phase (all ATCs and Supervisors, CM, SRM, ADO, APOC and AOC) should have access to the NOP and therefore to the TMA Operating Characteristics. TMA, ACC and TWR ATC will know well in advance when a different Procedure Configuration starts and be aware of;

Procedure each flight is to take;

TMA Entry and Exit Conditions;

The existence of any en-route merging points to the TMA, and the pre-defined routes merging points to the TMA entry point;

The applications of any Airspace Delegation from en-route to TMA.

During the Execution Phase, the complexity situation will be checked. If the Execution Phase is as expected, the pre-defined TMA Operating Characteristics are used. However, changes during the Execution Phase could mean the TMA Characteristic defined within the NOP does not provide the optimum TMA structure. This could be due to;

• 4-D Trajectory updates (e.g late oceanic arrivals causing timing change of inbound arrivals, diverted traffic from other airports), may trigger a runway configuration change, (as indicated in Ref. [14]), or a TMA structure change due to;

o Unexpected Complexity Situation, detected by the Complexity Manager, TMA/ACC Supervisor and/or TMA/ACC ATC.

o Workload Imbalances or ATM Inefficiency, detected by the Complexity Manager.

• An unexpected change in the runway configuration used (critical or non critical) detected by the APOC;

• The need to partially or completely close an airport.



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In any of these cases, the TMA Characteristics would need to be updated.

11.4 EFFECT OF MODIFYING NOP IN THE EXECUTION PHASE

If the TMA Characteristics within the NOP is updated during the Execution Phase, there will be flights whose RBTs will need to be updated. Flights still in the planning phase could require an update of their SBTs also.

The process for updating the RBT during the Execution Phase is not clear and needs further elaboration in SESAR. The RBT update during the Execution Phase could be triggered by any of the following actors involved in the CDM process: the Complexity Manager, the TMA Controller/Supervisor, the AOC, the APOC, the Regional Manager and the Flight Crew. The new TMA Characteristics would be defined by a new set of constraints that would be sent to the RBT owner for acknowledgment.

The updating of the SBT will be done in the Medium/Short Term Planning Phase. This process could be triggered by the Complexity Manager, the Regional Manager,the Sub Regional Manager, the AOC, the APOC and the flight crew. The new TMA Characteristics would be defined by a new set of constraints.

11.5 DEFINITION OF AOS In order to define the Airspace Operation Strategy (AOS), the following tasks should be carried out during the Long Term Planning Phase;

1. TMA Configuration Definition and their publication in XAIP and SWIM;

All the possible TMA Configurations have to be defined. For each TMA Configuration, the available procedures should be listed, indicating if they are “Low Complexity Procedures” or “High Complexity Procedures”. The definitions of the procedures include the definition of the necessary waypoints and/or, the TMA Entry or Exit Conditions, and any restriction or limitations within any waypoint or segment. If the TMA Configuration implies an Airspace Delegation, this delegation should be included in the TMA Configuration Definition. Finally, each TMA Configuration should indicate under which circumstances that particular Configuration can provide best benefits.

The definition of the TMA Configurations and the corresponding procedures could be defined by the Airspace Designer (AspD) in coordination with the Civil/Military Airspace Designer (CMAD), and in close relation with the AOC and the Airport Operation Centre. The procedures will be defined so that the optimum benefits can be obtained from the TMA taking into account the expected traffic pattern or flight intentions provided and based on historical data. The RM will provide support in the definition of procedures if needed.

Once defined, the TMA Configuration(s) and corresponding procedures will be provided (presumably by the AspD) to the Airspace Data Manager for publication in the XAIP and SWIM.

Definition of en-route Merging Points and corresponding route Structures between Merging Points and TMA Entry Points;

The AspD, together with the Civil/Military Airspace Designer, and in close relation with ACC Supervisors and ATCs, should define any necessary en-route merging points prior to the TMA Entry Points, as well as the pre-defined route structure from these merging points to the TMA Entry Points. These will be defined taking into account the expected traffic pattern or flight intentions provided and/or based on historical data with close support from the Regional Manager.

Several en-route merging points could be defined, depending on the expected traffic demand and the expected complexity.

The en-route merging points and the pre-defined route structures will be provided (presumably by the AspD) to the Airspace Data Manager for its publication in the XAIP and SWIM.

Airspace Delegation Definition;



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The AspD, together with the Civil/Military Airspace Designer, and in close relation with both ACC and TMA Supervisors and ATCs, could define any necessary Airspace Delegations. These Airspace Delegations would be defined taking into account the expected traffic pattern or flight intentions provided and/or based on historical data with close support from the Regional Manager.



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12 ANNEX V: SECONDARY RESULTS OBTAINED ON TRANSITION ISSUES

12.1 TRIGGERS The main identified triggers that cause a change in the TMA are;

Traffic Complexity, that could be influenced by;

Number and Type of Conflicts

TMA Over-flights

Military Activity

Traffic Capability Mixture

Available Airspace for Sequencing

Environment Restrictions

Traffic Demand

Demand-Capacity Imbalances

Workload Imbalances

Runway Closure

Adjacent Airport Closure

12.2 TOOLS: NEW TOOLS AND AFFECTED TOOLS

The table below shows the tools that could be affected or needed by the transition situation.

Tool Tool Definition

Conflict Prediction & Resolution Tools Enhances MTCD and enhanced CORA applicable in TMA

ADS-B In/Out Support for ASAS Applications (S&M)

Updated FDP FDP should be able to transit from one route structure to another

Dynamic Video Mapping Support ATC in the management of new TMA structure (dynamic re-sectorisation or TMA Shape modification)

Route Allocation Tools Provides best available route

DCB Support Demand-Capacity Balancing

Integrated Runway Management System Support ATCo optimising the use of runways.

Sequencing Tools (Arrival/Departure Management Tools)

Support ATCo in the traffic flow management to select the best arrival and departure strategies.

It should plan the best arrival and departure sequences taking into account the modifications after transition.

4D Planning Tools Enhances TP and FMS

Table 12.1 CRE Possible Affected and Needed Tools



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END OF DOCUMENT

Documents

EPISODE 3 - EUROCONTROL · 2019. 2. 18. · Document owner Patricia AYLLÓN AENA Technical approver Richard POWELL NATS Quality approver Ludovic LEGROS EUROCONTROL Project coordinator