The SESAR Concept of Operations in Detail Andy Barff, EUROCONTROL Philip Hogge, Airspace Users 8 th October, 2007 - NLR

The SESAR Concept of Operations in Detail

Andy Barff, EUROCONTROL

Philip Hogge, Airspace Users8th October, 2007 - NLR

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The SESAR CONOPS is

Performance Driven

Process Orientated

Trajectory Based

Founded on SWIM

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Trajectory Based Concept Founded on SWIMATM Capability Levels Network Management

Airspace Organisation and ManagementQueue ManagementAirport Operations

Conflict Management and Separation

The SESAR Concept

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The world without SWIM

ATC

ATC

ATC

ATC

ATC

Airport

Airport

Airport Airport

Airport

A/O

A/O

A/O

A/O

A/O

AIS

MET

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System Wide Information Management

Source RESPONSIBILITY Output

STORE

PROCESS

DISTRIBUTE

A/OOPS

ATFM

MET

CDM

World AIS

EADSupplies Traditional

AIS productsNAV

FIS

ATCOPS

FDM

EFB

CDM

FDM

AIS App

CHECKManage Data

ATC

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The Business Trajectory

4D Trajectory which expresses the Business/Mission intention of the airspace user.

Fully owned by the airspace user:• Changes via CDM processes involving user BUT does not interfere with ATC/Pilot

time-critical decision processes.• When constraints are needed the solution is chosen by the user whenever possible

Based on most timely and accurate data available • Sources: AOC, Airborne Automation, ANSP, 3rd Party on behalf user.• Normally the relevant ANSP will compute trajectory for Military or non-capable users

during flight.

Exists through out all phases of the ATM process

Exists during the planning phase‘Published’ by the user and shared by all participants(User entry point to process will vary)

Trajectory that airspace user agrees to fly and the ANSP and Airport agrees to facilitate

Exists during Business Development processes.Internal to the User(Not all users have a Trajectory at this time)

Business Development Trajectory Shared Business Trajectory Reference Business Trajectory

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Reference Business Trajectory (RBT)

RBT authorised by the ANSP, executed by the flight crew unless there is intervention for the purpose of separation provision or other safety related needs.

CTAAUTHORIZED

RBT

EXECUTEDRBT

Current Position

AGREEDRBT

Continuous Descent Approach

“The unique 4D description

of the trajectory”

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ATM Capability Levels

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ATM Capability Levels

“Current Aircraft”: ADS-B/out (position/aircraft/met data); Avionics with 2D-RNP, vertical constraint management and a single RTA; Datalink: Event reporting/Intent sharing

0

1

2

3

2010 2020 2030

AT

M C

apab

ilit

y L

evel

SESAR 2020 Requirements: Trajectory Sharing meeting ATM requirements; Avionics with Vertical Navigation Performance capability; multiple RTA and Airborne Separation capability

Available 2025+: Trajectory Sharing Air-Air; Met data sharing (Air-Air/Air-Ground); Avionics with Longitudinal Navigation Performance Capability (4D Contract) and Airborne Self-Separation

4

Aircraft Delivered 2013 onwards: ADS-B/IN and avionics enabling airborne spacing – “Sequencing and Merging”; Datalink: Link 2000+ applications

Aircraft is a “node” on the SWIM network

CDTI

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Managing the Network

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Business Development

Trajectory

SBT

SharedBusiness Trajectory

SBT SBT SBT SBT RBTBDT

ReferenceBusinessTrajectory

LIFECYCLE OF THE

BUSINESS TRAJECTORY

Trajectories in all the ATM processes

ATM PLANNINGPHASES

YEARS 6 MONTHS

Mid/Short Term

Long Term Execution

HOURS MINUTESDAYS

SWIMNetAOC

BA/GA

MIL

ACFT ATM

APT

NETman

MET

• Forecasts• Airline Plans• Schedule Dev.• Military Exercises• Major Events• Airspace Design

Negotiations on:• Schedules• Airspace• Routes• Resources

L

R

C

D

F

SASAS

Plan refinement:• Arrival Capacity• Departure Planning• Impacting Events• Weather

• Local Capacity Mgt.• Traffic Balancing• Real-time Queue Mgt• Tactical De-confliction

Time-critical Actions

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The NOP to support the Network Management

The Network Operations Plan (NOP) a dynamic rolling plan for continuous operations

Supports the Layered Planning process achieving a balanced demand and capacity situation

Provides to all stakeholders precise and up-to-date information on: Traffic demand Airspace and Airport Capacity Scenarios to assist the management of diverse events

Network Management is the ultimate mediator In case of excess of demand, Airspace Users can recommend a priority order

for flights through the User Driven Prioritisation Process (UDPP) Monitored by Network Management

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Airspace Organisation and Management

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• European Airspace a Single Continuum• Two types of airspace – managed and unmanaged

• Managed:• All information on all traffic is shared• Pre-determined separator is the ANSP (may be delegated)

• Unmanaged:• Traffic may not share information• Pre-determined separator in the Flight Crew

• Full application of Flexible Use of Airspace (FUA) by 2020 and the gradual abandonment of fixed dimensions for special airspace activities

• New airspace types (dynamic, variable, mobile)• Improved airspace management and simulation

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• Needs of Trajectory Management determine the dynamic adjustment of airspace

• Distortions to the business/mission trajectory kept to an absolute minimum• Potential distortions at points of transfer (LoA etc.) eliminated through trajectory

sharing

• In Managed airspace user preferred routing will apply with no need to adhere to a fixed route structure • Route structures will be available

• Trade off between flight efficiency and capacity will mean that route structures may be deployed to maximise capacity and suspended when no longer needed

• In vicinity of major airports route structures may be essential and may extend to/from cruising levels

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Queue Management

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Queue Management (1)

• In the real world, there will be circumstances in which, after all possible optimisations, demand does exceed capacity.

• Queuing is a natural result of the excess of demand over capacity

• Queue management is the tactical establishment and maintenance of a safe, orderly and efficient flow of traffic.

• Includes the handling of queues, both in the air and on the ground.

• Operates on individual flights

• Closely related to the Separation process

• Queue management will not by itself reduce delays or increase capacity: • The goal is a better management of throughput, ensuring that delay is

managed in the most fuel-efficient and environmentally acceptable manner.

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AMAN Horizon

Queue Management (2)

Turn-Around Activities(User and

Airport Tasks)

CTA

DMANEOBT

SWIMNetSEQ/CTA

A-SMGCS

AMAN

(CTAREV) CTAFREEZE

TacticalFine Spacing

ATC/ASAS

Metering Fix(CTA point)

TTA RQ TTA Issued

Departure: ATD - CTA received

EOBT/TTA

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SEQUENCEArrival Management processes assure an optimum arrival sequence

by the allocation of Controlled Time of Arrival (CTA) at an appropriate fix

MERGEASPA Merging technique achieves

precise pair-wise time-based spacing at fix

SPACEASPA in trail time-based spacing

- precise final approach spacing

in all wind conditions Continuous Descent ApproachSignificant Fuel Saving: UPS, NUP2+30% less noise (6db) 34% less NOx

Increased consistentrunway utilisation

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Merge point close to runway - time based merging

Final spacing <50secs

Dynamic allocationof arrival routes

Continuous descent approaches

Single Merge Point

A

B

C

D

E

F

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Airport Operations

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Airport Operations

• Increased runway and surface safety• Elimination of runway incursions, improved surface movement management

• Increased runway throughput• Improved wake vortex separation techniques – prediction/detection

• Minimizing and predicting runway occupancy times

• Accurate time-based spacing on final approach

• Reduced departure spacing

• Increased and consistent runway utilisation• Arrival and departure management tools – sequence optimisation

• Optimising runway configuration / mode of operation

• Increase runway utilization during low visibility conditions

• Reducing noise and pollution through operational improvements• Continuous descent approaches, continuous climb departures

• Minimal ground and air holding

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Airport Operations

Safety is paramount – SESAR goal is the elimination of runway incursions

Images courtesy of the FLYSAFE project (TU Darmstadt)

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Conflict Management and Separation

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Conflict Management: Background and Needs

Task-Load

TMA and En-route capacity is a function of ATC task-load

Task IdentificationTactical Intervention to ensure Separation

Clearances CommunicationsCoordination

Provide Automation AssistanceMTCD/R, Conformance Monitoring …

Reduce the need for InterventionDeconfliction, Share Tactical InterventionAutomation

Routine Tasks

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!

!

Separation Modes

Mode

Conventional Self-Separation

Conventional Surveillance/Procedural

Trajectory Control by Speed Adjustment

Precision Trajectory-2D


Precision Trajectory-4D Contract

Airborne Separation: Visual

Airborne Spacing, Sequencing/Merging

Airborne Separation

Airborne Self-Separation

Vertical uncertainty results in a large protected area

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Separation Modes

Mode









Airborne Separation


Vertical containment releases a large volume of airspace - available for other aircraft

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Separation Modes

Mode









Airborne Separation


“Cones” and/or “tubes”

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Separation Modes

Mode









Airborne Separation


Dynamic Route Allocation

Optimum profile

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Separation Modes

Mode









Airborne Separation


Under a 4D Contract clearance uncertainty is contained

The aircraft guarantees a maximum degree of deviation inall dimensions from the cleared trajectory segment

Lateral, Verticaland Longitudinal

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Separation Modes

TargetDelegated

Delegated aircraft calculates overtaking manoeuvre usingairborne separation – then shares new trajectory providingthe controller with assurance that the situation is resolved

Overtaking ProblemMode



Trajectory Control-Speed Adjust.




Delegated Separation: Visual


Airborne Separation


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Separation Modes

Mode









Airborne Separation


FL320

FL250^370

Climb Through Problem

FL340

Controller authorises climbing Aircraft to execute RBT but delegates separation responsibility against the 2 “blocking” aircraft

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Conflict Resolution - ASAS Solution (courtesy of Dassault Aviation)

000

5

SEPARATIONF7X F-WIDE3 nm 03:30

NTS62.5 nm 08:00

11 44 Z

FMS1

X1ADS-B will provide :

An accurate position of the Intruder

The Track of the Intruder

The Ground Speed of the Intruderand so the intruder relative course

Appropriated route change might be proposed to the pilot

020

5SEPARATION F7X F-WIDE5 nm 03:20

X122.5 nm 04:30

11 38 ZX1

FMS1

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Separation Modes

Mode









Airborne Separation


Sequence to fix – continuous descent

Slowly converging “separated” RNP routes – no need for a “platform altitude”

ASEP automated monitoring of parallel streams

ASEP monitoring replaces radar monitoringbefore radar separation is lost

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Separation Modes

Mode









Airborne Separation


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Managed Airspace

Self-Separation (SSEP) – aware of all surrounding traffic and its intent – execute airborne separation in relation to all other aircraft trajectories

SSEP in mixed airspace is perhaps the most

challenging SESAR concept aspect

However SSEP in very low densityhigh altitude airspace may be feasible

in a relatively short time-scale

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Managed Airspace

Self-Separation (SSEP) – awareness of all surrounding traffic and its intent – execute airborne separation in relation to all other traffic

Particularly as an enabler to cruise climb….

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IN CONCLUSION

Main themes of SESAR are very similar to those of NextGen

The SESAR Concept of Operations is fully compliant with the ICAO OCD

• SESAR stakeholders have risen to the challenge and have developed this new Concept of Operations.

• We now respect each others positions much more! • There is a high level of agreement – and any disagreements or caveats

will be respected on the way ahead.• SESAR will now use this Concept of Operations as the basis of the ATM

Master Plan and will test and validate the ideas it contains.

8th October, 2007 - NLR

The SESAR Concept of Operations in Detail

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The SESAR Concept of Operations in Detail Andy Barff, EUROCONTROL Philip Hogge, Airspace Users 8 th October, 2007 - NLR