EUROCONTROL EXPERIMENTAL CENTRE MILAN …...EUROCONTROL EXPERIMENTAL CENTRE MILAN_99 REAL-TIME SIMULATION EEC Report No. 338 Project SIM-S-E1 (S23) Issued: August 1999 The information

EUROPEAN ORGANISATIONFOR THE SAFETY OF AIR NAVIGATION

EUROCONTROL EXPERIMENTAL CENTRE

MILAN_99 REAL-TIME SIMULATION

EEC Report No. 338

Project SIM-S-E1 (S23)

Issued: August 1999

The information contained in this document is the property of the EUROCONTROL Agency and no part shouldbe reproduced in any form without the Agency’s permission.

The views expressed herein do not necessarily reflect the official views or policy of the Agency.

EUROCONTROL

REPORT DOCUMENTATION PAGE

Reference:EEC Report No. 338

Security Classification:Unclassified

Originator:EEC - RTO(Real-Time Operations Simulations)

Originator (Corporate Author) Name/Location:EUROCONTROL Experimental CentreB.P.15F – 91222 Brétigny-sur-Orge CEDEXFRANCETelephone : +33 (0)1 69 88 75 00

Sponsor:EATCHIP Development DirectorateDED.4

Sponsor (Contract Authority) Name/Location:EUROCONTROL AgencyRue de la Fusée, 96B –1130 BRUXELLESTelephone : +32 2 729 9011

TITLE:

MILAN_99 REAL-TIME SIMULATION

AuthorY. KERMARQUER

DateAug 99

Pagesxiv + 67

Figures46

Maps8

Annex1

References4

EATCHIP TaskSpecification

-

Project

SIM-S-E1 (S23)

Task No. Sponsor

-

Period

January-February1999

Distribution Statement:(a) Controlled by: Head of RTO(b) Special Limitations: None(c) Copy to NTIS: YES / NO

Descriptors (keywords):

S23, Real-Time Simulation, Milan_99

Abstract:

This report describes a EUROCONTROL real-time simulation conducted at the EEC / Brétigny inJanuary/February 1999.The context of the simulation was the new traffic distribution resulting from the opening and the foreseendevelopment of Malpensa airport. Its purpose was to discover the best possible airspace organisation forthe Milan terminal area capable to accommodate year 2005 expected traffic levels.

This document has been collated by mechanical means. Should there be missing pages, please report to:

EUROCONTROL Experimental CentrePublications Office

B.P. 1591222 - BRETIGNY-SUR-ORGE CEDEX

France

Milan_99 Real-Time Simulation EUROCONTROL

Project SIM-S-E1– EEC Report n° 338 v

SUMMARY

The opening of Malpensa airport and the related increase of traffic made it indispensableto review the structure of the Milan airspace.

As a result of a working process launched in late 1997, and following the results of a fasttime simulation (F14) run at the EEC/ Brétigny in 1997/98, new organisations of the Milanarrival / departure sectors were designed. Both were aiming at:

- increasing the actual capacity of Malpensa airport from 58 to 70 aircraft per hour,

- harmonising traffic flows on the three airports of the Milan area and checking anychange to be made in this regard.

A real time simulation was then planned with the objectives of determining the bestpossible airspace organisation capable of accommodating the above constraints togetherwith the expected traffic levels.

The Milan_99 real-time simulation took place at the EUROCONTROL ExperimentalCentre between 25th January and 19th February 1998.

The operational environment was developed around 4 airspace organisations (A, B, C, D)to be run with 3 different traffic slots of 3 different increasing volumes (1999, 2002, 2005).A technical platform was built up to reflect most of the facilities available in Milan ACC.An analysis plan was set up to assess objective and subjective figures with the effectiveparticipation of LAA (Laboratoire d'Anthropologie appliquée ) of Paris V University.

The simulation was run in a constructive manner, eliminating organisations found notacceptable and improving procedures and design of the best one (Org. B). Finally, twonew organisations derived from Org. B were set up and evaluated: Org. E and Org. F. Both were found acceptable and capable of accommodating the 2005 traffic levels in theterminal area. This was not the case for en-route sectors that have reached significantloads.

Most of the typical losses of separation were due to lack of application of standardprocedures in the terminal area. Procedure amendments were then found desirable, aswell as the implementation of new methods of working in order to both improve theefficiency and the safety of ATC operations in the Milan terminal area.

In addition, it might be worth investigating some other areas not specifically evaluatedduring the simulation: compliance to ORCAM system, simplification of the hand overprocedure, creation of a co-ordinator position for LIMC arrivals.

This report describes in detail the above elements.

EUROCONTROLMilan_99 Real-Time Simulation

vi Project SIM-S-E1– EEC Report n° 338

Figure 1: The simulation participants


Project SIM-S-E1– EEC Report n° 338 vii

ACKNOWLEDGEMENTS

The author thanks all those that actively contributed to the implementation and the smoothrunning of the simulation:

- the Client project leaders MM P. Paglia, A. Scorciarino, and the Milan ATCC experts fortheir efficient support during the elaboration, the preparation and the refinement of theoperational and technical simulation environment,

- the controllers of the Milan ATCC, and particularly those who participated in thepreparation phase of the simulation: S.Campanella, C.Cannavicci and R. Talevi.

- the members of the EEC project team (SMG):MP. Balloy, V. BegaultG. Assire, PY. Gauthier, A. Gizdavu, S. Lievre, A. Marsden, P. Slingerland, and A. Walter

- the pilot team,

- other EEC staff concerned whether operational, technical or administrative. Particularthanks to N. Muthelet who efficiently handed over the technical support during the lasttwo weeks of the simulation, and to A. Marsden and S. Guibert for their assistance inreport writing and analysis.

The author would also like to thank:

- Sr N. Patrizi director of Milan ATCC for his kind welcome and assistance on theoccasion of our working sessions in Milan,

- Prof. R. Mollard and his team from LAA (Paris V University) whose studies addedsignificant further dimension to our own analysis.


viii Project SIM-S-E1– EEC Report n° 338

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Project SIM-S-E1– EEC Report n° 338 ix

TABLE OF CONTENTS

List of figures .......................................................................................................................................... xiReferences, list of maps ......................................................................................................................... xiiAbbreviations .......................................................................................................................................... xiii

1. INTRODUCTION.........................................................................................................1

1.1. Context ........................................................................................................................................1

1.2. Project management ...................................................................................................................1

2. SIMULATION OBJECTIVES.......................................................................................3

2.1. General objectives ......................................................................................................................3

2.2. Specific objectives ......................................................................................................................3

2.3. Achieving the objectives.............................................................................................................3

3. PREPARATION PHASE .............................................................................................5

3.1. Operational environment ............................................................................................................53.1.1. Simulation area .........................................................................................................................53.1.2. Simulated airspace organisations and related sectors instructions .............................................53.1.3. Traffic samples..........................................................................................................................63.1.4. Method of working .....................................................................................................................6

3.2. Technical environment ...............................................................................................................63.2.1. Controller working position equipment .......................................................................................63.2.2. Main functionalities available .....................................................................................................63.2.3. Control / Pilot Room layout ........................................................................................................6

3.3. Measures and analysis ...............................................................................................................63.3.1. Subjective assessments ............................................................................................................63.3.2. Objective assessments:.............................................................................................................6

3.4. Pre-simulation / simulation program..........................................................................................63.4.1. Pre-simulation program .............................................................................................................63.4.2. Simulation program ...................................................................................................................63.4.3. Staffing......................................................................................................................................6

4. SIMULATION CONDUCT............................................................................................6

4.1. General overview ........................................................................................................................64.1.1. Program ....................................................................................................................................64.1.2. Subjective and objective data figures recorded ..........................................................................64.1.3. Reservations .............................................................................................................................6

4.2. Week 1 .........................................................................................................................................64.2.1. Planning ....................................................................................................................................64.2.2. Execution ..................................................................................................................................6


x Project SIM-S-E1– EEC Report n° 338



5. SIMULATION RESULTS.............................................................................................6

5.1. Airspace organisation (approach area) .......................................................................................65.1.1. Comparative study: Org. A / Org. B / Org. C ..............................................................................65.1.2. Comparative study: Org. B / Org. E............................................................................................65.1.3. Comparative study Org. E / Org. F.............................................................................................65.1.4. Comparative figures for specific objectives ................................................................................6

5.2. Procedures ..................................................................................................................................65.2.1. SID / STAR procedures .............................................................................................................65.2.2. Traffic concentration on a single point........................................................................................65.2.3. Reduced separations in approach .............................................................................................6

5.3. Methods of working ....................................................................................................................65.3.1. Traffic regulation/sequencing in LIMC approach area (sector RR)..............................................65.3.2. Co-ordinator position or arrival manager ....................................................................................65.3.3. Use of strips on en-route sectors ...............................................................................................65.3.4. Use of HND / OWN buttons .......................................................................................................65.3.5. Transponder codes ...................................................................................................................6

5.4. Separation infringments analysis...............................................................................................65.4.1. Nature of separation infringements ............................................................................................65.4.2. Variation in number of non-minor conflicts with traffic volume.....................................................65.4.3. Effect of feed sectors.................................................................................................................65.4.4. Separation losses in Approach airspace ....................................................................................65.4.5. Specific instances of loss of separation......................................................................................6

5.5. En-route sectors..........................................................................................................................6

5.6. LAA results summary .................................................................................................................6

5.7. The effect of the simulation against current operations ...........................................................6

5.8. Achieving the objectives.............................................................................................................65.8.1. General objectives.....................................................................................................................65.8.2. Specific objectives.....................................................................................................................6

6. CONCLUSIONS AND RECOMMENDATIONS............................................................6

Green pages: French synthesis of the report and full translation of the conclusions andrecommendations. ........................................................................................................ 65

Pages vertes : Synthèse en français du rapport et traduction intégrale des conclusions etrecommandations. ......................................................................................................... 65


Project SIM-S-E1– EEC Report n° 338 xi

LIST OF FIGURES

Figure 1: The simulation participants...............................................................................................viFigure 2: View of the control room.................................................................................................xivFigure 3: Air traffic controller at work............................................................................................... 2Figure 4: Simplified vertical sectorisation Org. A............................................................................. 6Figure 5: Departure strip format ...................................................................................................... 6Figure 6: Arrival strip format ............................................................................................................ 6Figure 7: Overflight strip format ....................................................................................................... 6Figure 8: Equipment for sectors WN, WS, EN, ES (2 x positions). ................................................. 6Figure 9: Equipment (1 x positions) for sectors DE, DS, DN, DP, DL, RR. ..................................... 6Figure 10: Equipment (1 x positions) for sector DCP. ....................................................................... 6Figure 11: Example of “a feed” sector equipment ............................................................................. 6Figure 12: Example of telecommunication screen display................................................................. 6Figure 13: Control room layout Org.B................................................................................................ 6Figure 14: Pilot room layout Org.B .................................................................................................... 6Figure 15: Template showing ISA values definition........................................................................... 6Figure 16: Example of ISA record during an exercise ....................................................................... 6Figures 17: T/A sectors perceived traffic volume ................................................................................ 6Figures 18: T/A sectors measured traffic volume ................................................................................ 6Figures 19: T/A sectors measured R/T communication usage (% of time) ......................................... 6Figures 20: T/A sectors control actions (pilot inputs) per hour ............................................................ 6Figures 21: T/A sectors perceived workload (EEC questionnaire) ...................................................... 6Figures 22: T/A sectors I.S.A workload ............................................................................................... 6Figures 23/24: Measured traffic volume / Measured radio usage ....................................................... 6Figures 25/26: I.S.A sectors workload / Control actions per hour ....................................................... 6Figures 27/28: Measured traffic volume / Measured Radio communications...................................... 6Figures 29/30: I.S.A sectors workload / Pilot inputs per hour.............................................................. 6Figure 31: Anticipated traffic increase per sector (1999 Ð 2005) ..................................................... 6Figure 32: Increase of ATC instructions per sector (1999 Ð 2005) .................................................. 6Figure 33: Evolution of sectors transit duration / time on frequency (1999 Ð 2005)......................... 6Figure 34: Trajectory history (exercise E05 / 090299C) .................................................................... 6Figure 35: Trajectory history (exercise F05 / 100299C) .................................................................... 6Figures 36 / 37: Exercise 090299C: Specific speed orders / Controllers (pilots) orders .................... 6Figures 38 / 39 : Exercise 100299C: Specific speed orders / Total controller orders.......................... 6Figure 40: Nature of losses of separation.......................................................................................... 6Figure 41: Distribution of non-minor conflicts .................................................................................... 6Figure 42: Losses of separation in approach .................................................................................... 6Figures 43: LIML/LIMC SID' crossing.................................................................................................. 6Figure 44: LIML Arr./Dep. crossing.................................................................................................... 6Figure 45: LIMC Dep./Dep. loss of separation .................................................................................. 6Figure 46: A volunteer for ERP recordings........................................................................................ 6


xii Project SIM-S-E1– EEC Report n° 338

REFERENCES

1. Simulation Project Plan V1.1 dated 10/11/982. Facility specifications V1.0 dated 06/10/983. Simulation controller book V2.0 dated 18/12/984. EEC (LAA) report n°339 V1.0 dated August 1999

LIST OF MAPS

Map 1: General airspace organisation: Airways / en-route and Feed sectors .................................... 4Map 2: Arr/Dep sectors Org. A ........................................................................................................... 6Map 3: Arr/Dep sectors Org. B ........................................................................................................... 6Map 4: Arr/Dep sectors Org. C ........................................................................................................... 6Map 5: Arr/Dep sectors Org. D ........................................................................................................... 6Map 6: New organisation E ................................................................................................................ 6Map 7: Organisation F ........................................................................................................................ 6Map 8: SIDs and STARs initial design................................................................................................ 6

ICAO AIRPORTS DECODE

LIMC Milano / Malpensa LIPX VillafrancaLIME Bergamo LIRF Roma / FumicinoLIMF Torino LIRP PisaLIMJ Genova LIRQ FirenzeLIML Milano / Linate LSGG GenevaLIMP Parma LSZA LuganoLIPE Bologna LSZH Zurich


Project SIM-S-E1– EEC Report n° 338 xiii

ABBREVIATIONS

CODE DE-CODEACT ACTivated transfer messageARN (V2/V3) Ainav Route Network (version 2 / version 3)

ATC Air Traffic ControlATCC Air Traffic Control CenterATCO Air Traffic Control OfficerBADA Aircraft performance data baseCBT Computer Based TrainingCWP Controller Working PositionE.N.A.V. Ente Nazionale di Assistenza al VoloEEC Eurocontrol Experimental CentreEEG ElectroEncephaloGramERS En-Route SectorFS Facility SpecificationsGAT General Air TrafficHND HaNDover keyboard buttonI.S.A. Instantaneous Self AssessementIATA International Air Transport AssociationIFPU2 Initial Flight Plan Processing Unit 2LAA Laboratoire d’Anthropologie AppliquéeLOA Letter Of Agreement NASA/TLX Workload self assessment methodOLDI On Line Data InterchangeORCAM Originating Region Code Assignment MethodOWN Assume keyboard buttonR/T Radio TelecommunicationREV REVision messageRWY RunWaYSID Standard Initial DepartureSSR Secondary Surveillance RadarSTAR STandard ARrivalSTCA Short Term Conflict AlertSWG Simulation Working GroupTAS True Air SpeedTMA TerMinal Area


xiv Project SIM-S-E1– EEC Report n° 338

Figure 2: View of the control room


Project SIM-S-E1– EEC Report n° 338 1

1. INTRODUCTION1.1. CONTEXT

The opening of the new Malpensa airport and the related increase of traffic made itindispensable to change the current structure of Milano airspace in order to cope with theforeseen demand. Different studies and observation on traffic flows gave the opportunityto initially focus attention on the West sector of Milano area.

A working group was created in late 1997 and a de-jamming of this area was obtained bychanging the structure of the sectorisation in order to render it more compatible with themain flow of traffic operating in the area.

The Italian Government’s decision to move all traffic currently operating at Linate airport toMalpensa (except traffic to/from Fiumicino airport) and the decision of Alitalia to considerMalpensa as a hub has changed the scenario into a new one with more traffic operatingon it.

The initial results of the Fast Time Simulation (F14) run at the EEC/Brétigny in 1997/98pointed out that the proposed organisation of Arr/Dep sectors was still working with heavyworkload. The foreseen increase of traffic in Malpensa augmented by Linate and Bergamoslots, made it necessary to re-design the arrival/departure area sectorisation in order toreduce the traffic load for each controller. Another working group was created in 1998 forthis purpose.

The S23 Milano ATCC Real Time Simulation was a direct consequence of the F14 FastTime Simulation (1997/98). It was considered necessary for E.N.A.V.:

- to help in increasing the capacity of Malpensa airport from 58 to 70 Aircraft per hour inthe next years,

- to harmonise traffic flows on the three airports of the Milano area, and to check anyother change to be made in this regard.

1.2. PROJECT MANAGEMENT

Project Management, deliverables and responsibilities were described in theS23 MILAN 99 Project Plan version 1.1 issued on November the 10th 1998.

A simulation working group (SWG) was created with members of the EEC and Client coreteams. Six working group sessions (WSS) of the SWG were held during the preparationphase.

A general debugging session was convened mid-December 1998, followed by asuccessful acceptance test mid-January 1999.

Finally, the Milan 98 real-time simulation took place at the EUROCONTROL ExperimentalCentre between January 25th and February 19th 1998.


2 Project SIM-S-E1– EEC Report n° 338

Figure 3: Air traffic controller at work



2. SIMULATION OBJECTIVESDefinition of a new sectorisation structure in the Milano area capable to accommodate theair traffic demand over the next six years, focusing on the Milano TMA with particularregard to Malpensa (LIMC) and Linate (LIML) airports.

The relevant traffic sample levels should include the three following data levels:

• level 1: LIMC = 58 acft/h, LIML = 12 acft/h, other aerodromes in the TMA = 6 acft/h• level 2: level 1 + 3 years foreseen traffic increase (Brussels data base figures)• level 3: level 2 + 3 more years traffic increase and with LIMC = 70 acft/h

2.1. GENERAL OBJECTIVES

throughout 9 (+ 2 spares) exercises using 3 different traffic samples of level 1:

• verify if the organisations A, B and C are capable of accommodating the traffic;• list the strengths against the weaknesses of each of them and compare;• recommend if appropriate a first selection;

throughout 12 (+ one spare) exercises using 3 different traffic samples of level 2:

• verify whether or not each remaining organisation + Org.D is capable ofaccommodating the traffic;

• list the strengths against the weaknesses of each of them and compare;• recommend if appropriate a second selection;• propose operational improvements for the remaining organisations to be tested

wherever possible the next week.throughout 10 exercises using 3 different traffic samples of level 3:

• verify whether or not each remaining organisations is capable of accommodating thetraffic;

• list the strengths against the weaknesses of each of them and compare;• recommend if appropriate a final selection;• propose operational improvements for the remaining organisation(s) in view of a

future implementation.

2.2. SPECIFIC OBJECTIVES

throughout all the above exercise and for each organisation:

• verify there is no interference in between SIDs & STARs from different airports;• compare traffic load between comparable sectors for each traffic level;• compare the increase of ATC actions against the increase of traffic;• compare the average duration for transiting the whole measured area, or each

measured sector or on given axis;• compare aircraft fuel consumption.• running some exercises with wind (350°/40Kts), study the influence of wind on

approach and en-route ATC operations;• study instances of loss of separation.

2.3. ACHIEVING THE OBJECTIVES

Various ways for achieving the objectives were explored and set up:

• subjective data analysis (questionnaires, debriefings, analysis of ISA recordings)• objective data analysis (R/T, pilots inputs, physiological data recordings)

The FS_Part2 and LAA report includes full details of the analysis above plan.



Map 1: General airspace organisation: Airways / en-route and Feed sectors

The dualisation of the route G7 was used during the simulation. Entering traffic from Marseillesarea proceeded BORDI - GEN - VOG/LUPOS, exiting traffic proceeded VOG - LAGEN - KEPPO -NIZ. Traffic flying WEST on G7 proceeded via GEN - LAGEN - KEPPO - NIZ.

8 9

ABENA

ABN

ADISO

ANAKI

AOSTA

ARLESBANKO

BAVMI

BELEL

BENGO

BERGA

BERIS

BEROK

BIBAN

BLA

BOA

BORDI

BOTALBRUSA

BZO

CANNE

CAS

CERVI

CMO

CODCSL

DIJ

DIXER

DORIN

BEKAN

ELB

ELTAR

FARAK

FER

FRI

FRZ

GAZ

GEN

GHE

GIGGI

GINAR

GOLAS

GOLTO

GRO

HANNY

HOC

IDONA

KAFEE

KALMO

KAMPA

KEPPO

KONER

LAGEN

LEV

LISAP

LIGUR

LIMBA

LIN

LSA

LUPOS

LUSIL

MAL

MARCO

MATOGMEGEV

MIRAX

NIKMO

NIZ

NOV

ODENA

ODINAOGERO

OMETO ORI

ORILOSKOR

PAR

PAS

PIA

PIKOT

PINIK

PIS

PRT

RESIA

RMG

ROCCA

SIPLO

SOSPI

SPEZI

SPR

SRN

STP

TESTO

TONDA

TOP

TORTU

TRA

TZO

UNITA

VERCE

VIC

VIL

VOG

ZUE

ZUPA

GEMA

ROPA

RES

REN

RWS

RWN

En route /feed sectors



3. PREPARATION PHASE3.1. OPERATIONAL ENVIRONMENT

This chapter outlines the simulation operational environment prepared for theS23_MILAN_99 simulation. It concerns the simulation area, the simulated airspaceorganisations, the traffic samples preparation and the method of working.

3.1.1. Simulation area

The simulation area included sectors from Italian, French and Swiss ATC Centres. Thesimulation window was defined as follows:

• left down corner: 43°30’N / 002°30’E,• up right corner: 50°00’N / 011°30’E.• Centre: 46°45’N / 007°00’E

Simulated airports / terminal areasThe following airports: Malpensa, Linate, Bergamo, (Lugano, Nice, Torino, Genova,Florence, Bologna, Verone, Pisa, …) were simulated.

In order to simplify the airspace description, the associated terminal areas were notdescribed in the airspace (or “static”) of each organisation. However, the controllers ofeach sector concerned were told to apply the actual ATC procedures exactly as if theseareas were described.

SIDs and STARsThe existing set of SIDs and STARs for the main aerodromes in Milano area wereamended as appropriate so as:

• to accommodate the new traffic distribution,• to cope with new anti-noise procedures1,• to ensure where appropriate strategic separations in between them.

The complete set of SID's and STAR's can be found (page 63) in the annex to the presentreport.

Holding patternsA set of holding patterns associated to the STARs has also been re-designed to meet thesimulation requirements.

3.1.2. Simulated airspace organisations and related sectors instructions

Four organisations were designed for evaluation, each of them comprising:

• 4 en-route measured sectors (FL175/185 – FL285),• 5 arrival / departure measured sectors in Org. A, B and C,

6 arrival / departure measured sectors in Org. D,• 4 Adjacent/feed non-measured sectors.

No military activity was simulated, except for military traffic under GAT.

The general airspace organisation (en-route and feed Map 1 refers), was expected tobasically remain the same throughout the simulation.

Only minor changes were specified depending on the chosen arrival/departureorganisation (refer to organisations descriptions hereafter).

1 In particular, it was agreed that all departing traffic from Malpensa shall use RWY 35 left, except for turboprop aircraftgoing Eastbound or South-Eastbound, which shall use RWY, 35 right.



Map 2: Arr/Dep sectors Org. A

GEMA

FL285

RENRWN RES

FL185

FL175 ROPA RWS ZUPAADN

ADS ADEFL95 ADP6000ft ARR2000ft RBIN

Figure 4: Simplified vertical sectorisation Org. A

ABENA

ARLES

BAVMI

BENGO

BERGA

BERIS

BLA

BOTAL

BRUSA

CANNE

COD

DIXER

DORIN

ELTAR

FARAK

GAZ

GHE

GIGGI

GOLTO

HANNY

IXORA

KAMPALISAP

LIMBA

LIN

LUSIL

MAL

MARCO

MIRAX

NIKMO

NOV

ODENA

ODINA OGERO

OMETO ORI

ORILOSKOR

PABRO

PAR

PIA

PIKOT

PINIK

RESIA

RMG

SOSPI

SRN

SULUR

TELVA

TONDA

TOP

TZO

VIL

VOG

RIGONBEKAN

VERCE

LIML

LIMB

LIMCLIME

LIMN

ORG A

ARR

ADS

ADE

ADP

ADN

ADN GND/FL185ADS GND/FL175ADE GND/FL175/185ARR GND/6000ftADP GND/FL95



INSTRUCTIONS FOR MEASURED SECTORS Org. A

Routing to be appliedTraffic to LIMC entering LUSIL/OSKOR will proceed to COD.

ADN sector

• Clears traffic inbound SRN max. FL 100,• Manages LIMC departures via FARAK - LIN - PAR from FL 90 to FL 170,• Manages LIMC departures to AOSTA/ARLES from FL 90 to FL 170,• Has the responsibility of LSZA dep/arr. Dep via ORI/VIC - PAR will be cleared to FL

80 (higher only after co-ordination with ADE),• Verify traffic departing LSZA will not interfere with ADP sector,• Traffic cleared to leave SRN to RIGON, if exceptionally remains in contact with ADN

after SRN will be cleared to descend to FL 70.

ADE sector

• Manages LIML dep/arr,• Manages LIME dep/arr• Manages LIMC dep via SRN from FL 90 to FL 170/180,• Manages LSZA dep via ORI - PAR/ELTAR from FL 80 (higher if co-ordinated with

ADN) To FL 170,• Co-ordinate with ARR COD leaving traffic to LIMC.

ADS sector

• Manages LIMC dep. via FARAK - LAGEN/VOG from FL 90 to FL 170,• Manages LIML arr. until VOG and clears them to leave the VOR after co-ordination

with ADE,• Co-ordinate with ARR VOG/GOLTO leaving traffic to LIMC.

ARR sector

• Clears LIMC traffic to RIGON/VERCE, and determines the correct sequence inarrival. A special care has to be given to the traffic leaving SRN which has to becleared to descend at least 5 NM after SRN VOR.

ADP sector

• Manages LIMC departures till FL 90• Manages SRN5A departures from LIML till FL 90

DCP sector

• Detect compatibility between LIME/LIML/LIMC departures. Primary airport will beLIMC, second LIML and third LIME

• Will also choose different clearances between default/ATC discretion, according tothe traffic situation.



Map 3: Arr/Dep sectors Org. B

• Lateral organisation: Compared to Org. A, the change consists of a modification ofthe sectors limit between the arr/dep sectors (except for ARR which remainsunchanged)

• Vertical organisation: similar to figure 4• Traffic orientation: Compared to Org. A, the traffic orientation is slightly modified in

order to alleviate the traffic load of BDE sector (ADE in Org. A). The relevant changeresulting in re-routing the traffic to LIMC incoming via LUSIL toward SRN instead ofORI-COD.

RG B

ABENA

ARLES

BAVMI

BENGO

BERGA

BERIS

BLA

BOTAL

BRUSA

CANNE

COD

DIXER

DORIN

ELTAR

FARAK

GAZ

GHE

GIGGI

GOLTO

HANNY

IXORA

KAMPALISAP

LIMBA

LIN

LUSIL

MAL

MARCO

MIRAX

NIKMO

NOV

ODINA OGERO

OMETO ORI

ORILOSKOR

PABRO

PAR

PIA

PIKOT

PINIK

RESIA

RMG

SOSPI

SRN

SULUR

TELVA

TONDA

TOP

TZO

VOG

RIGON BEKANVERCE

LIML

LIMB

LIMCLIME

LIMN

BRR

BDS

BDE

BDP

BDN

BDN GND/FL185BDS GND/FL175BDE GND/FL175/185BRR GND/6000ftBDP GND/FL95



INSTRUCTIONS FOR MEASURED SECTORS Org. B

Routings to be applied

Traffic to LIMC entering via LUSIL to SRN.Traffic to LIMC entering via OSKOR to COD.

BDN sector

• Clears traffic inbound LIMC to SRN max FL 100,• Clears traffic inbound LIML to COD via NIKMO - TZO max FL 100,• Manages LIMC - LIML departures to NORTH from FL 90 to FL 180 except LIME

dep, to co-ordinate with BDE. (Dep “T” go initially SOUTH and could interfere withBDE sector),

• Manages LIMC dep. via SRN - PAR/ELTAR from FL 90 to FL 170 and co-ordinatewith BDE,

• Manages LIMC dep. via FARAK - LIN - PAR from FL 90 to FL 170 and co-ordinatewith BDE,

• Manages traffic dep/arr to LSZA. For departure via ORI - ELTAR/PAR, co-ordinationis needed with BDE,

• Traffic cleared to leave SRN to RIGON, if exceptionally remains in contact with BDNafter SRN, will be cleared to descend to FL 70,

• Traffic arriving LIME from CANNE - LUSIL needs special co-ordination with BDE,

BDE sector

• Manages LIML dep. via PAR - GEN TOP,• Manages LIME arr/dep (dep. via ABENA - LUSIL - IXORA need co-ordination with

BDN). Special co-ordination for arr. via CANNE - LUSIL is needed,• Manages LIML arrivals.

BDS sector

• Manages LIMC dep. via FARAK - GEN/LAGEN from FL 90 to FL 170,• Manages LIML arr. until VOG and clears them to leave the VOR after co-ordination

with ADE,• Co-ordinate with BRR VOG/GOLTO exiting traffic inbound LIMC.

BRR sector

• Clears LIMC traffic to RIGON/VERCE and determines the correct sequence inarrival. A special care has to be given to the traffic leaving SRN. It has to be clearedto descend at least 5 NM after SRN VOR.

BDP sector

• Manages LIMC departures until FL 90,• Manages LIML departures via SRN5A–TZO 5A till FL 90

DCP sector


• Will also choose different clearances between default/ATC discretion according tothe traffic.



• Map 4: Arr/Dep sectors Org. C

• Lateral description: compared to Org. A, sector ADE disappears and is being sharedin between ADN and ADS to become CDN and CDS.

• In order to relieve these new sectors of some traffic load, another new arr/dep sectoris created: CDL.

• Vertical organisation: similar to figure 4• Traffic orientation: identical to Org. B

ABENA

ARLES

BAVMI

BENGO

BERGA

BERIS

BLA

BOTAL

BRUSA

CANNE

COD

DIXER

DORIN

ELTAR

FARAK

GAZ

GHE

GIGGI

GOLTO

HANNY

IXORA

KAMPALISAP

LIMBA

LIN

LUSIL

MAL

MARCO

MIRAX

NIKMO

NOV

ODINA OGERO

OMETO ORI

ORILOSKOR

PABRO

PAR

PIA

PIKOT

PINIK

RESIA

RMG

SOSPI

SRN

SULUR

TELVA

TONDA

TOP

TZO

VOG

RIGON BEKANVERCE

LIML

LIMB

LIMCLIME

LIMN

ORG C

CRR

CDS

CDL

CDP

CDN

CDN GND/FL185CDS GND/FL175CDL GND/FL95CRR GND/6000ftCDP GND/FL95



INSTRUCTIONS FOR MEASURED SECTORS Org. C


• Traffic destination LIMC entering via LUSIL shall proceed to SRN,• Traffic destination LIMC entering via OSKOR shall proceed to SRN,• Traffic destination LIMC entering via FRZ/LUPOS shall proceed to KALIK then VOG.

CDN sector

• Clears traffic inbound LIMC to SRN max. FL 100,• Clears traffic inbound LIML to COD via NIKMO - TZO max. FL 120 and changes

traffic to CDS (CDN shall provide separation between dep. and arr. trafficbefore transfer),

• Manages LIMC departures via BLA - SRN from FL 90 to FL 170/180,• Manages LIMC departures via FARAK - LIN - PAR from FL 90 to FL 170 and co-

ordinate with CDS,• Manages LIML departures via TZO,• Manages LSZA dep/arr (special co-ordination with CDS needed, for traffic via PAR),• Clears LIME arrival traffic to ORI VOR,• Traffic cleared to leave SRN for RIGON, if exceptionally remains in contact with

CDN, after SRN will be cleared to descend to FL 70.

CDS sector

• Clears LIME arrival traffic to COD, initiate descend to a lower level then changestraffic to CDL,

• Manages LIMC dep. via FARAK - VOG from FL 90 to FL 170,• Manages LIML dep. via PAR/GEN from FL 90 to FL 170,• Manages LIME dep. via PAR/GEN from FL 90 to FL 170.

CDP sector

• Manages LIMC departures from GND to FL 90,• Manages LIML departures via SRN5A until FL 90.

CRR sector

• Clears LIMC traffic to RIGON/VERCE.

CDL sector

• Manages LIML/LIME inbound traffic over COD,• Manages LIML/LIME departures via PAR/GEN from GND to FL 90.

DCP sector





Map 5: Arr/Dep sectors Org. D

• Lateral description: It consists in a new version of Org. A in which sector “CDL” ofOrg. C would be implemented and named DDL.

• Vertical organisation: similar to figure 4• Traffic orientation: identical to Org. A

ABENA

ARLES

BAVMI

BENGO

BERGA

BERIS

BLA

BOTAL

BRUSA

CANNE

COD

DIXER

DORIN

ELTAR

FARAK

GAZ

GHE

GIGGI

GOLTO

HANNY

IXORA

KAMPALISAP

LIMBA

LIN

LUSIL

MAL

MARCO

MIRAX

NIKMO

NOV

ODINA OGERO

OMETO ORI

ORILOSKOR

PABRO

PAR

PIA

PIKOT

PINIK

RESIA

RMG

SOSPI

SRN

SULUR

TELVA

TONDA

TOP

TZO

VOG

RIGON BEKANVERCE

LIML

LIMB

LIMCLIME

LIMN

ORG D

DDS DDE

DDN

DRR

DDL

DDP

DDN GND/FL185DDS GND/FL175DDE GND/FL175/185DDL GND/FL95DRR GND/6000ftDDP GND/FL95



INSTRUCTIONS FOR MEASURED SECTORS Org. D


• Traffic to LIMC entering LUSIL/OSKOR shall proceed to COD,• Traffic to LIME from SOUTH shall proceed to COD.

DDN sector

• Clears traffic inbound SRN maximum FL 100,• Manages LIMC departures via FARAK - LIN - PAR from FL 90 to FL 170,• Manages LIMC departures to AOSTA/ARLES from FL 90 to FL 170,• Has the responsibility of LSZA dep/arr. Dep via ORI/VIC - PAR shall be cleared to

FL 80 (higher only after co-ordination with DDE),• Verify that traffic departing LSZA will not interfere with DDP sector traffic,• Traffic cleared to leave SRN to RIGON, if exceptionally remains in contact with ADN

after SRN shall be cleared to descend to FL 70.

DDE sector

• Manages LIMC departures via SRN from FL 90 to FL 170/180,• Manages LSZA departures via ORI - PAR/ELTAR from FL 80 (higher if co-ordinated

with DDN) to FL 170,• Co-ordinate with DRR traffic leaving COD inbound to LIMC.

DDS sector

• Manages LIMC departures via FARAK - LAGEN/VOG from FL 90 to FL 170,• Manages LIML arrivals until VOG and clears them to leave VOR after co-ordination

with DDE,• Co-ordinate with DRR traffic leaving VOG/GOLTO inbound to LIMC.

DRR sector

• Clears LIMC traffic to RIGON/VERCE and determines the correct sequence inarrival. A special care has to be given to the traffic leaving SRN which has to becleared to descend at least 5 NM after SRN VOR.

DDP sector

• Manages LIMC departures until FL 90,• Manages SRN5A departures from LIML until FL 90.

DDL sector

• Manages LIML/LIME arrivals and departures.

DCP sector





GENERAL INSTRUCTIONS FOR FEED SECTORS

The main task of the controller manning a feed sector is to present the traffic to themeasured sectors in a safe and orderly manner as it would normally be done by aneighbouring sector/ACC. For these purposes, the feed controllers had to pilot the aircraft as appropriate to thefollowing exit flight levels (XFL) which were printed in the ‘level box’ (C16) of thecorresponding arrival or overflight strip of the following measured sectors:

Sector ZUPA:

Flight family via XFL

Destination LIMC/ML/ME ECTAR = FL240

LUSIL ÚFL270

CANNE ÚFL250

Destination LIPZ ÚFL250

Destination LSZA ÚFL150

Departure LSZH/LFSB ÙFL230

Departure LIPZ ÙFL260

Departure LIPX ORI ÙFL140

PAR ÙFL130

Sector ROPA: Sector GEMA:

Flight family via XFL Flight family via XFL

DestinationLIMC/ML/ME/MF/PX,LSZA

= FL280 DestinationLIMC/ML/ME/,LSZA

TOPABN/TOR

= FL270= FL280

Destination LIMJ = FL240 Destination LIMF TOP ÚFL210

Departure LIPE ÙFL110 Departure LSGG ÙFL250

Departure LIMQ/RP ÙFL120 Departure LFMN ÙFL140



3.1.3. Traffic samples

Traffic Orientation Scheme (TOS)The general traffic orientation scheme was ARN V2.

For all the organisations, the traffic sharing in between Linate and Malpensa was: all traffictransferred from LIML to LIMC, except for the domestic shuttle flow to/from LIRF and thegeneral aviation.

Traffic levelsThe different traffic levels prepared for the simulation exercises were:

• level 1999 = basic traffic level 1998 + the above TOS + increase so as to reach 58acft/h in LIMC, 12acft/h in LIML and 6 acft/h on other airports.

• level 2002 = level 1999 + Brussels database increase for three years.• level 2005 = level 2002 + Brussels database increase for three more years

+ additional traffic so as to reach 70 acft/h in LIMC.Preparation

The simulation traffic samples were prepared and validated at the EEC.

Three basic traffic samples were extracted from the F14 fast time simulation sample. Eachtraffic sample covering a 3 hours period showing a significant workload for most of thesectors concerned (e.g. results of the F14). These basic samples were augmented by theClient in order to reach the 1999 traffic workload and distribution.

The traffic profiles were validated by the Client experts (on Org. A basis) and thenanalysed in order to reduce them to 1h 30 minutes periods considered as ‘representative’as possible to meet the simulation objectives. Thereafter they were refined in order toshow usual conflicting traffic situations within the measured sectors.

When ready, the 1999 traffic samples were increased and adjusted as appropriate by theclient experts so as to reach the expected traffic levels for years 2002 and 2005.

Finally, all the samples were duplicated and modified as appropriate to conform with theORG. B and Org. C traffic orientation.

Training samplesA training sample was developed to cater for initial training and equipment familiarisationduring the mid-December debugging session. It was prepared from one of the basicsamples reduced by about 20% so as not to overload the controllers during thefamiliarisation phase. The training sample name was: TNG

Total traffic samples requirementThe following traffic samples have been prepared, in order to meet the simulationprogram:

Training 1TNGA 2TNGA1T99A 2T99A 3T99A

Org. A and D 1T02A 2T02A 3T02A1T05A 2T05A 3T05A1T99B 2T99B 3T99B

Org. B 1T02B 2T02B 3T02B1T05B 2T05B 3T05B1T99C 2T99C 3T99C

Org. C 1T02C 2T02C 3T02C1T05C 2T05C 3T05C



3.1.4. Method of working

Radar coverage / separationsThe radar coverage was unlimited. Due to technical constraints, the radar picture updateswere made every 8 seconds on both approach and en-route sectors.

Standard vertical separations and 5NM lateral radar separation were applied. No shortterm conflict alert (STCA) system was required.

Co-ordinationsThe standard co-ordination procedures based on existing LOAs were applied, unlessspecific instructions were implemented in the case of each of the new airspaceorganisations.

The “assistant” position for “en-route” sectors was not implemented.

OLDI connections were simulated between all sectors (measured and feed sectors),transmitting OLDI messages as follow:

• from feed to measured sectors: ACT, REV (revisions were displayed automaticallyin the “Inbound List” or “Departing Window”);

• between measured sectors: ACT,• from measured to feed sectors: ACT.

Any ACT message was transmitted 10 minutes before the subject aircraft was to enter thenext sector. The controllers were told to make all revisions by telephone.

Handover procedureThe usual hand over procedure using the HND / OWN buttons of the keyboard wasapplied between measured sectors.

Traffic entering a measured sector from a feed sector was given a new transponder codein order to insure the correlation (call sign replacing the initial code + letter of the firstmeasured sector appears). However, flights departing from the following aerodromes:LIMC, LIME, LIMF, LIMJ, LIML, LIMP, LIPX, LSZA were correlated from the navigationstart; they appeared under ‘hand over’ status (with * and receiving sector letter blinking)and were assumed by the receiving controller.

Traffic leaving a measured sector toward a feed sector was given another transpondercode (66xx) by the pilot prior to the frequency transfer in order to ensure the de-correlationof the flight (code to replace the call sign + sector letter to disappear).

Strip informationPaper strips were used during the simulation. For each flight, strips were basically printedas per the following rules:

For all traffic departing in the measured area (LIMC, LIME, LIMF, LIMJ, LIML, LIMP, LIPX,LSZA), no strip was printed in the departure sectors (ADN, ADE, ADS, BDN, BDE, BDS,CDN, CDS, CDL) whatever the organisation, except for traffic overflying CANNE or GIGIwith RFL� FL180.

For traffic to LIMC, LIME, LIML and entering the measured area at or below FL180, adouble strip was printed over COD, GOLTO, SRN and VOG, one in each sectorconcerned (for example, for COD one strip was printed in REN, and another one in DN).

For traffic to LSZB, LSGG, LSZH, overflying CANNE or TONDA, a strip was printed inREN or RWN as appropriate.

Even if the relevant static profiles did not penetrate REN sector, a strip was printed inREN for any traffic overflying LUSIL, GAZ or VIL.



Wherever a strip was printed, there were 3 possible strip formats: overflight, departureand arrival.

Unless no strip printing was required (as per the above rule), for all traffic departing: LIME,LIMF, LIMJ, LIMP, LIPX, LSZA, the first strip printed in the first measured sector was in a"departure strip format".

For all traffic destination: LIMC, LIME, LIMF, LIMJ, LIML, LIMP, LIPX, LSZA, the last stripprinted in the last measured sector was in an "arrival strip format".

Any other strip was printed in an "overflight strip format".

Also the list of strip printing points was reviewed in order to reduce the number of stripsprinted by flight (max 2 in a sector, i.e. entry/exit points).

Figure 5: Departure strip format

Figure 6: Arrival strip format

Figure 7: Overflight strip format

Meteo filesSpecific meteorological parameters were defined for the simulation:

• QNH: 1013,2 Hpa• Wind: 350° / 30Kts at ground level (020° / 65Kts at FL280),

only for a few windy versions of the exercises.

ADEP

ETD RTD

RFL TYPE

CALLSIGNTAS

HH:MM

SSR

XPT XPT+1 ADES

SID GOTO

SECTOR direction: X

ADES

ADEP TYPE

CALLSIGNRFL TAS

HH:MM

EPT-1 SECTOR

SSR

direction: X

LEVEL

MM

HH PT

TYPE

CALLSIGNRFL TAS

HH:MM

SSR-1

ADEP ROUTE ADES

EPT-1 SECTOR

SSR

direction: X

(Ê)

LEVEL

MM

HH PT



3.2. TECHNICAL ENVIRONMENT

This chapter outlines the simulation technical environment prepared for the simulation. Itdescribes the controller working positions (CWP) equipment, the main functionalityavailable and the control room / pilot room organisation.

3.2.1. Controller working position equipment

Measured positionsThe S23 Milan real-time simulation comprised a maximum of 10 measured positions.

The measured positions were equipped with the following devices:

Radar positionsDE, DS, DN, DP, DL, RR 28’ screen (radar picture + waiting list), keyboard, mouse, 21’

screens (sectors departure/inbound list), R/T display, stripprinter, I.S.A. box

RWN, RWS, REN, RES 28’ screen (radar picture + waiting list), keyboard, mouse, 21’screens (sectors departure/inbound list), R/T display, I.S.A. box

Planner positionsPWN, PWS, PEN, PES 3 x Strip boards, R/T display, strip printer (connected to the

radar position), I.S.A. boxDCP 28’ screen (showing departure list), keyboard, R/T display

Figure 8: Equipment for sectors WN, WS, EN, ES (2 x positions).

SCREEN 28’

I.s.A.

TELECOM

KEYBOARD

S C R E E N 2 1 ’

I.s.A. TELECOM

P R IN T E R



Figure 9: Equipment (1 x positions) for sectors DE, DS, DN, DP, DL, RR.

Figure 10: Equipment (1 x positions) for sector DCP.

Feed positionsThe feed positions were developed to assure continuity of control and co-ordination withthe measured positions.

The feed positions were “hybrid” positions. On these positions, the controller was asked tohandle the traffic by himself, using specific pilot functions.

The primary feed task were to:

• respond or initiate co-ordinations

SCREEN 28’

I.s.A.

TELECOM

KEYBOARD

S C R EE N 2 1 ’

I.s.A.

TELECOM

KEYBOARD



• pilot the traffic in line with the organisation procedures and according to co-ordination requests.

However, the control actions on these positions were kept to a minimum: each feed sectorwas manned by one Controller.

The S23 Milan real-time simulation comprised 4 feed positions for each organisation

The feed positions were equipped with the following devices:

Feed positionsGEMA, ZUPA, ROPA 28’ screen (radar picture + Navstart window + short/long LDL),

mouse, (R)/T display (frequency not available)RBIN 28’ screen (radar picture + short/long LDL), mouse, (R)/T

display (frequency not available), 21’ (departure list), keyboard,

An example of measured position equipment is shown hereafter:

Figure 11: Example of “a feed” sector equipment

3.2.2. Main functionalities available

Radar screenThe radar screens replicated most of functionalities available in Milano ACC such as:

• sectors / area maps with minimum safety altitude, coast and boundaries map;• radar tracks, aircraft label, sector letter and layer symbol, speed vector, ….• waiting list (measured) or navstart/inbound lists (feed sectors);• menu bar in order to modify the default settings.

The default settings consisted in data coded in the system in order to initialise the moreconvenient radar picture for each sector. The referred data are described hereafter:

• orientation of leader line / labels: N-E• length of speed vector: 0 NM• menu data to be displayed:

TELECOM

SCREEN 28’



- on “en-route sectors ”: Routes, Sectors limits, Beacons- on “ approach sectors”: App radar minima, RWY extensions, beacons

• some other individual sector parameters (centre, scale, upper/lower limits).14’ display

14' displays were installed on each position in order to show the departing list window(departure sectors) or the inbound list window (en-route sectors).

For the DCP position, the departure list was displayed on a 28' screen. It was madepossible to delay (or cancel) the departure of certain flights by using special keyboardfunctions.

Strip printerStrip printers were made available for all radar positions (close to the assistant whereapplicable).

In Milano ACC, two strip colours are available (white and yellow) in order to indicate thegeographical orientation of the flight. For both operational and technical reasons, thiscould not be implemented and the strips were provided in a single colour.

Radio telecommunication panelAll control positions were provided with a telephone touch input panel.

The telecom matrix was designed in order to allow connections in between all sectors(each one connected to all the others). The sectors were positioned on the touch inputdisplay screen in order to likely replicate the position of the sectors in the control room.

Figure 12: Example of telecommunication screen display

Mouse / KeyboardA mouse and wherever required a keyboard were made available on radar positions inorder to handle the various CWP functions.



3.2.3. Control / Pilot Room layout

Both measured and feed sectors were positioned in the control room.

The control / pilot room layout didn't show significant differences from one organisation toanother. Hereafter's are the one set up for Org. B.

Figure 13: Control room layout Org. B

28"

BDS

DCP

Strp.pr.

1

25

09/11/98/SLI

28"REN

228"

PES

Strp.pr.

22

28"

BDP

26

28"24

RES

SUPERVISION

127.45

126.30

135.12

125.0

PEN

Strp.pr.

28"21

28"

Strp.pr.

12

11

34

28"

Hybrid

33

28"

Hybrid

32

28"

Hybrid

31

28"

Hybrid

Strp.pr.

Strp.pr.

GEMA ZUPA ROPA RBIN128.15 128.05 124.8 119.6

Org.B 23

21"

BDE 126.6

BRR 132.70

BDN 126.75

Strp.pr.

21"

21"

428"

RWS

Strp.pr.

328"

135.45

125.27

Strp.pr.

14

13

PWN

RWN

PWS 21"

21"

28"

21"

21"

21"

21"

21"

21"

28"

Strp.pr.



Figure 14: Pilot room layout Org. B

1 2 3 4 5 6

8 9 10 11

21 22 23 24

13

14

15

16

17

18

19

7

06.01.99/SLI

12

20

ORG.B

27 28 29 3025 26

BRR BDE

REN

BDPBDS BDN

130.17 132.70 125.0 126.75 126.3

127.45

135.12

135.45

RES

RWS RWN

125.27

REN

127.45

BDE

126.3

BRR

132.70135.12

RES



ISA DEFINITION

Rating Colour Self Assessment of Workload

vh (5) very high Very High Overload: some tasks are notcarried out, you are loosing thepicture.

h (4) high High High workload level that leaves verylittle spare capacity

f (3) fair Comfortable Enough work for the job to beinteresting and challenging. Somespare capacity

l (2) low Relaxed Not quite enough traffic to fullyoccupy you.

vl (1) very low Under-utilised

You have very little to do and few ifany aircraft on the frequency.

Figure 15: Template showing ISA values definition

Figure 16: Example of ISA record during an exercise

Workload React. 6 s/u Record name: M0902B Start Time: 13:38, Freq.: 118s, Resp.Win.: 30 s Session stat.: EXERCISE END by user

1 11 21 31 41

vllfhvh DCP-P mean: 1.94

1 11 21 31 41

vl

lfhvh DP-R mean: 1.94

1 11 21 31 41

vl

lf

hvh DE-R mean:2.44

1 11 21 31 41

vl

lfhvh DS-R mean:2.41

1 11 21 31 41

vllfhvh n.u. mean:0.00

1 11 21 31 41

vllfhvh n.u. mean: 0.00

1 11 21 31 41

vll

fhvh RR-R mean: 1.85

1 11 21 31 41

vl

lfhvh mean:DN-R 2.82

1 11 21 31 41

vll

fhvh ES-P mean:3.50

1 11 21 31 41

vll

fhvh EN-R mean:2.62

1 11 21 31 41

vll

fhvh WN-R mean: 3.03

1 11 21 31 41

vll

fhvh ES-R mean: 3.94

1 11 21 31 41

vll

fhvh WN-P mean:2.53

1 11 21 31 41

vll

fhvh WS-R mean:2.76

1 11 21 31 41

vll

fhvh EN-P mean:2.38

1 11 21 31 41

vll

fhvh WS-P mean:2.94

Workload React. 6 s/u Record name: M0902B Start Time: 13:38, Freq.: 118s, Resp.Win.: 30 s Session stat.: EXERCISE END by user



3.3. MEASURES AND ANALYSIS

3.3.1. Subjective assessments

Controllers subjective opinions on the simulated ATC system, sectorisation andprocedures were gathered from planned post-exercise debriefings, from questionnairesand from replies to the Instantaneous Self-Assessment (ISA) device requests.

DebriefingsDaily and weekly debriefings were programmed in order to gather as much personal viewsand comments as possible from the experts.

QuestionnairesAn LAA booklet of daily questionnaires was delivered to each participant for collection ofsleep and fatigue information from one week before to one week after the simulation.

Two individual questionnaires were prepared for completion after each exercise:

• an EEC questionnaire aiming to evaluate the controllers feelings on traffic volumeand both R/T and telephone workload,

• an LAA questionnaire for workload assessment based on NASA/TLX method.Two sets of collective questionnaires were set up for completion after discussion by eachgroup of controllers (approach, en-route/radar and en-route/assistants):

• one prior to the simulation start, in view of highlighting the major difficultiesencountered today in the Milano area (main reasons ,degree of importance,….),

• the second after the simulation, to highlight -if applicable- improvements resultingfrom the new organisation.

A last individual questionnaire about the simulation conduct was also prepared for aninternal evaluation of the simulation conduct.

Instantaneous Self Assessment (ISA)The ISA technique allowed the participants to assess their workload every two minutesduring the course of a simulation exercise by clicking on the corresponding button (ref.Figure 15). Each click value was recorded (green values) together with the elapsed replytime (red square), refer to Figure 16.

A full briefing on ISA was given to the participants prior to the start of the simulation.

3.3.2. Objective assessments:

EEC recordingsOn the basis of the large amount of recorded data available after each exercise, thefollowing compared analysis between sectors of each organisation were required:

• average (or detailed) number of aircraft + average time in sector,• average (or detailed) list and number of pilot inputs (e.g. controller instructions),• average (or detailed) figures on telephone and radio communications,• aircraft trajectory history,• major "airprox" occurrences.

LAA recordings• workload, attention processing and vigilance from electroencephalogram (EEG) and

auditory evoked potentials (AEP),• stress related to workload by measurement of the saliva cortisol concentration

before and after each exercise.



3.4. PRE-SIMULATION / SIMULATION PROGRAM

3.4.1. Pre-simulation program

Working sessions

The pre-simulation working sessions program was executed as follows:

Dates Subject / participants PlaceWeek 19 / 98 (4d) Preparation kick off / draft project plan / technical

data collectionHeads Milano ACC - Milano/EEC project leaders

Milano ACC

Week 25 / 98 (4d) Operational / technical data collectionHeads Milano ACC -

Milano ACC

Week 33 / 98 (3d) Final data collection / review facility specificationsMilano/EEC project leaders

EEC/Brétigny

Week 35 / 98 (5d) 1st static/traffic data validation: lateral profilesMilano/EEC project leaders + 3 Milano controllers

EEC/Brétigny

Week 41 / 98 (5d) 2nd static/traffic data validation: vertical profilesMilano/EEC project leaders + 3 Milano controllers

EEC/Brétigny

Week 45 / 98 (5d) 3rd validation session: traffic volume/realismMilano/EEC project leaders + 3 Milano controllers

EEC/Brétigny

Week 46 / 98 (2d) Computer based training presentationEEC: representatives + Milano controllers

Milano ACC

Week 51 / 98 (3d) Full size debugging sessionMilano/EEC project leaders + 19 Milano controllers

EEC/Brétigny

Week 02 / 99 (3d) Simulation acceptance testRoma/Milano Headquarters representatives +Milano/EEC project leaders + 19 Milano controllers

EEC/Brétigny

TrainingIn order to ease the controller familiarisation with the simulation platform andfunctionalities (CWP, AUDIO-LAN R/T system, strips) a pre-simulation package wasprepared jointly between the client and the EEC. It comprised a computer based training(CBT) and a controller handbook.

Both were delivered to Milano ACC in early November. A CBT presentation wasorganised locally on this occasion, together with a CBT training session.

Later, the same controllers participated for a total of 6 days in the full size debuggingsession (week 51/98) and the acceptance test (week 02/99). Finally, the acceptancetesting as well as the first day of simulation, which had been designated as training, gavethe controllers the opportunity to complete their system familiarisation prior to thecommencement of measured exercises.

Debugging / acceptance testsA debugging session comprising the full simulation environment was run mid-December inorder to raise and correct major operational and system discrepancies.The simulation acceptance test was run mid-January, during which the simulation platformwas adjusted and found acceptable albeit with some minor reservations.



3.4.2. Simulation program

Daily programThe daily program consisted of 3 simulation exercises a day plus one debriefing based onthe following schedule:

Start Stop ORG / EXERCISES0900 1030 Org.B / ex. A:1100 1230 Org.B / ex. B:

Lunch1345 1515 Org.B / ex. C:1545 1700 Debriefing

Weekly programThe weekly program consisted of 4 days of experiment (one organisation a day). The lastday was reserved for a spare exercise (if applicable), week debriefing and a visit to anATC Centre.It was established for week one only. The other week programs -which were dependingon the initial results of the previous weeks exercises- were established during eachweekly debriefings.

WEEK 1 Start Stop ORG /EXERCISES

TRAFFICCODE

MON. 25 JAN 0900 1015 General briefing1030 1200 Org.A / ex. A: 1T99A1315 1445 Org.A / ex. B: 2T99A1500 1630 Org.A / ex. C: 3T99A1645 1730 Debriefing

TUE 26 JAN 0900 1030 Org.B / ex. A: 1T99B1100 1230 Org.B / ex. B: 2T99B1345 1515 Org.B / ex. C: 3T99B1545 1700 Debriefing

WED 27 JAN 0900 1030 Org.C / ex. A: 1T99C1100 1230 Org.C / ex. B: 2T99C1345 1515 Org.C / ex. C: 3T99C1545 1700 Debriefing

THU 28 JAN 0900 1030 Org.D / ex. A: 1T99D1100 1230 Org.D / ex. B: 2T99D1345 1515 Org.D / ex. C: 3T99D1545 1700 Debriefing

FRI 29 JAN 0845 1015 ex. A: ???? spare1045 1215 Weekly debriefing / week 2 program1330 1630 Visit of LFPG/PO approach

Week 1 was run with exercises of 1999 traffic level, week 2 with 2002 traffic level andweek 3 with 2005 traffic level.

3.4.3. StaffingThe external staff participation was established as follows:

Milano ATCO’s External pilots Assistant for analysis

Debug. / Acceptance 19 + 2 supervisors 12 + 1 (week 3) -

Simulation 19 + 2 supervisors 12 + 1 (week 3) 1 (over 2 weeks)






4. SIMULATION CONDUCT4.1. GENERAL OVERVIEW

Despite some minor technical problems, the simulation program was run according toplan. Except for R/T measures relating to one exercise, all data files were recorded orcollected as expected. However, some reservations shall be expressed (point 4.1.3 refers)even though they are not likely to impact on the comparison process betweenorganisations.

4.1.1. Program

Simulation planningThe simulation planning which included 36 exercises was run nearly according to the plan.No exercises were lost; however, the first 3 exercises Org. A were considered invalid(points 4.1.3 and 4.2 refers). The following evaluations were run:

Org.A, B and C: 3 x ex. 1999 + 3 x ex. 2002 each [+ 3 x Org. A(-)]

Org.D: no exercise (point 4.2 refers)

New Org.E: 3 x ex. 2002 + (6 + 1 with wind) x ex. 2005 version E1(point 4.4 refers) (3 + 1 with wind) x ex. 2005 version E2/F

Visits to ATC centres3 visits to ATCC Centres were arranged: LFPG / LFPO Approaches, Paris ACC, IFPU2.

External staff participationConformed to plan: 19 + 2 experts from Milano ACC, 12 +1 pilots, 1 assistant for analysis.

VisitorsRepresentatives from Roma, Paris and EUROCONTROL headquarters visited thesimulation, as well as experts from IATA, a journalist from Volare … and other interestedparties.

4.1.2. Subjective and objective data figures recorded

The following information was gathered from about 36hr of measured exercises:

Subjective data figures• 14 debriefings (45mn to1hr each) were held.• 960 individual + 3 sets of collective operational questionnaires.• I.S.A. recordings: all of a good shape but always under estimated compared to

answers to questionnaires,• 1300 physiological questionnaires + answers to 19 individual agenda

Objective data figures• pilots actions recordings: all recorded OK,• telecom recordings: one set lost for 1 exercise,• all track histories recordings available, allowing the extraction of "airprox" incidents,• physiological data: 60 EEG recordings, 400 saliva samples collected.

4.1.3. Reservations

Prior to analyse the simulation results, the following reservations shall be raised:

Traffic samplesThe traffic samples did not represent exactly the existing or expected future trafficenvironment for two reasons:



• the main objective of the simulation was to evaluate various airspace organisationsof the Milano terminal area, in particular with high traffic levels. To allow this withoutoverloading the en-route sector, it was agreed to remove some departing traffic fromLIMF/MJ/RP/RQ/PE/PX.

Ð In consequence, the traffic load of the en-route sectors was then always under evaluated.

• the traffic figures in LIMC/ML did not always show the expected values pertaining toeach year. The template below shows the relevant anomalies:

Sample year Ttl.MEdep. arr. real expect. dep. arr. real expect. dep. arr.

1 1999 30 28 58 58 12 10 22 12 1 2 32002 36 32 68 16 9 25 1 2 32005 38 34 72 70 21 11 32 5 4 9

2 1999 21 28 49 58 10 7 17 12 2 4 62002 29 33 62 12 9 21 2 3 52005 38 34 72 70 13 12 25 2 4 6

3 1999 20 28 48 58 11 8 19 12 3 2 52002 26 32 58 14 14 28 3 2 52005 37 33 70 70 16 14 30 4 1 5

LIMETtl MC Ttl MLLIMC LIML

Aircraft performanceDespite having implemented the "Paris simulation" version of BADA, which improvedperformances and rate of turn at least in lower airspace, the Client experts still complainedabout the poor aircraft performances shown during the simulation (excessive rates ofclimb/descend, even rate of turn). This certainly resulted in increasing the number ofcontroller orders during all the exercises.



4.2. WEEK 1

4.2.1. Planning

Hereafter is a comparative (programmed/realised) template of week 1 planning.


TRAFFICCODE

Start Stop ORG /EXERCISES

TRAFFICCODE

Programmed RealisedMON. 25 JAN 0900 1015 General briefing 0900 1015 General briefing

1030 1200 Org.A / ex. A: 1T99A 1100 1215 Org.A / ex. A: 1T99A1315 1445 Org.A / ex. B: 2T99A 1330 1445 Org.A / ex. B: 2T99A1500 1630 Org.A / ex. C: 3T99A 1515 1630 Org.A / ex. C: 3T99A1645 1730 Debriefing 1645 1730 Debriefing

TUE 26 JAN 0900 1030 Org.B / ex. A: 1T99B 0915 1030 Org.B / ex. A: 1T99B+1045 1215 Org.B / ex. B: 2T99B 1100 1215 Org.B / ex. B: 2T99B+1330 1500 Org.B / ex. C: 3T99B 1330 1445 Org.B / ex. C: 3T99B+1515 1600 Debriefing 1500 1630 Debriefing

WED 27 JAN 0900 1030 Org.C / ex. A: 1T99C 1030 1145 Org.C / ex. A: 1T99C+1100 1230 Org.C / ex. B: 2T99C 1300 1415 Org.C / ex. B: 2T99C+1345 1515 Org.C / ex. C: 3T99C 1430 1545 Org.C / ex. C: 3T99C+1545 1700 Debriefing 1600 1645 Debriefing

THU 28 JAN 0900 1030 Org.D / ex. A: 1T99D 0915 1030 Org.A / ex. A: 1T99A+1100 1230 Org.D / ex. B: 2T99D 1130 1245 Org.A / ex. B: 2T99A+1345 1515 Org.D / ex. C: 3T99D 1430 1545 Org.A / ex. C: 3T99A+1545 1700 Debriefing 1600 1700 Debriefing

FRI 29 JAN 0845 1015 ex. A: spare1045 1215 General dbfng week 1

Program week 21000 1200 General dbfng week 1

Program week 21330 1630 Visit LFPG/PO approach 1300 1630 Visit LFPG/PO approach

4.2.2. Execution

General briefingThe week started with a general briefing. All the participants had already experienced thesimulation platform during the December debugging session and acceptance test in earlyJanuary and no additional training was required. The participants were simply reminded ofthe simulation objectives and the week program: evaluation of Org. A/B/C/D with 1999traffic level. They were also given a full briefing on the ISA method and physiological datacollection.

ResultsThe experiment started with 3 exercises Org. A. It was observed that the traffic figures forLIMC operations did not reach the appropriate level (58 acft/Hr). All the traffic sampleswere adjusted, and it was agreed to replay Org. A in place of Org. D with the newsamples.

The first simulation figures (ISA, questionnaires) gave the following indications:

• Org. A: sector ADE too big and much more loaded than the other sectors, resultingin 2/3 of the approach controllers not wishing to continue it's evaluation;

• Org. B: good sector workload balance Ð satisfactory but would require procedure amendments, worth continuing it's evaluation;

• Org. C: sectors CDN and CDS too big, DL underloaded; 2/3 of the approach controllers considered worth continuing it's evaluation (with modifications).

For all of them, en-route sectors EDN/EDS showed significant workload.



However, none of the sectors in the 3 organisations reached unacceptable workloadlevels. It was then agreed to continue their evaluation with year 2002 traffic level.Procedural improvements were also proposed for implementation in the further exercises.

Week 2 programThe program for week 2 was then set up as follows:

• Run Org. A with: - all departures using preferably ABENA8J / PAR8J (no FL restrictions). Modify PAR8J (FARAK-PAR) - arrivals LIMC via COD will be given initially COD clearance limit.

(For technical reasons, the traffic profiles were modified to reflect COD-VOG-VERCE-RIGON-NOV) - add VOG between GOLTO and VERCE for traffic inbound LIMC.

• Run Org. B with: - idem Org. A but with traffic from LUSIL via SRN• Run Org. C with: - idem Org. B + traffic from ELTAR/OSKOR via SRN• Run a new organisation Org.E proposed by the experts in place of Org.D.

Silent co-ordinations for LIMC/ML/ME departures were implemented(e.g. LIMC / FARAK6D to contact direct RES after EDP therefore avoiding EDS)

Map 6: New organisation E

ABENA

ARLES

BAVMI

BENGO

BERGA

BERIS

BLA

BOTAL

BRUSA

CANNE

COD

DIXER

DORIN

ELTAR

FARAK

GAZ

GHE

GIGGI

GOLTO

HANNY

IXORA

KAMPALISAP

LIMBA

LIN

LUSIL

MAL

MARCO

MIRAX

NIKMO

NOV

ODINA OGERO

OMETO ORI

ORILOSKOR

PABRO

PAR

PIA

PIKOT

PINIK

RESIA

RMG

SOSPI

SRN

SULUR

TELVA

TONDA

TOP

TZO

VOG

RIGON BEKAN

VERCE

LIML

LIMB

LIMCLIME

LIMN

ERR

EDS

EDE

EDPEDN

GND/FL185 126.75

GND/FL175 130.17

GND/FL175 126.30

GND/FL175/FL18 125.0

RBIN119.6

Véro:01.02.99

GND/6000f 132.7

ORG. E



4.3. WEEK 2

4.3.1. Planning

The week 2 planning was programmed and realised as per the following template:


TRAFFICCODE


TRAFFICCODE

Programmed RealisedMON 1 FEB 0900 1015 Valid. synthesis week 1 1000 1030 Presentation physio. data

1030 1200 Org.A / ex. A 1T02A 1030 1145 Org.A / ex. A 1T02A1315 1445 Org.A / ex. B 2T02A 1300 1415 Org.A / Ex. B 2T02A1500 1630 Org.A / ex. C 3T02A 1445 1600 Org.A / Ex. C 3T02A1645 1730 Debriefing 1615 1645 Debriefing

TUE 2 FEB 0900 1030 Org.B / ex. A 1T02B 1045 1200 Org.B / ex. A 1T02B1100 1230 Org.B / ex. B 2T02B 1315 1430 Org.B / ex. B 2T02B1345 1515 Org.B / ex. C 3T02B 1500 1615 Org.B / ex. C 3T02B1545 1700 Debriefing 1630 1700 Debriefing

WED 3 FEB 0900 1030 Org.C / ex. A 1T02C 0900 1000 Briefing1100 1230 Org.C / ex. B 2T02C 1000 1115 Org.C / ex. A 1T02C1345 1515 Org.C / ex. C 3T02C 1200 1315 Org.C / ex. B 2T02C1545 1700 Debriefing 1415 1530 Org.C / ex. C 3T02C

1600 1645 Debriefing

THU 4 FEB 0900 1030 Org.E / ex. A 1T02E 9000 0945 Briefing1100 1230 Org.E / ex. B 2T02E 0945 1100 Org.E / ex. A 1T02E1500 1630 Org.E / Ex. C 3T02E 1115 1230 Org.E / ex. B 2T02E1645 1730 Debriefing 1430 1545 Org.E / Ex. C 3T02E


FRI 5 FEB 0845 1015 Org. ?/ ex. A spare 0945 1100 Org.E / Ex. A 1T02E1045 1215 General dbfng week 2 1115 1200 Dbfng / Program week 31330 1630 Visit Paris ACC 1330 1630 Visit Paris ACC

4.3.2. Execution

ResultsOrg. A, B, C and E were run, each of them with 3 samples of Year 2002 traffic level.

Initial subjective and objective data analysis confirmed week 1 results and the feeling thatonly Org. B and E would be worth continuing to validate.

Week 3 programAfter discussions and because Org. E was considered as an Org. B variant offeringpotential improvements, it was decided to continue running only various Org. E versions:

• Org. E,• Org. E2 = Org. E + Co-ordinator position,• Org. E3 = Org. E 2 + amended procedures,• Org. E4 = Org. E 3 + wind

For Org. E2, a co-ordinator position was especially developed. It consisted of:

• a radar position (previously prepared for sector DDL Org. D),• a radar screen showing a video-map with time/distance scales on LIMC arrival

tracks, tracks and labels only for traffics to LIMC destination,• flight strips indicating LIMC threshold time,• telephone with all sectors but no R/T connection / No keyboard.

Its role was to co-ordinate between all sectors concerned the best possible arrivalsequence in LIMC.



4.4. WEEK 3

4.4.1. Planning

The week 2 planning was programmed and realised as per the following template:


TRAFFICCODE


TRAFFICCODE

Programmed RealisedMON 8 FEB 0900 1015 Valid. synthesis week 2 0900 1015 Debriefing physiological data

1030 1200 Org. E/ ex. A: 3T05E 1030 1145 Org. E/ ex. A: 3T05E1315 1445 Org. E/ ex. B: 1T05E 1300 1415 Org. E/ ex. B: 1T05E1500 1630 Org. E/ ex. C: 2T05E 1430 1545 Org. E/ ex. C: 2T05E1645 1730 Debriefing Debriefing

TUE 9 FEB 0900 1030 Org.E2/ex. A: 3T05E 2 0900 1100 Filling questionnaires1100 1230 Org.E2/ex. B: 1T05E 2 1115 1230 Org. F/ ex. A: 3T05E1345 1515 Org.E2/ex. C: 2T05E 2 1345 1500 Org. E/ ex. B: 1T05E1545 1700 Debriefing 1515 1630 Org. E/ ex. C: 2T05E


WED 10 FEB 0900 1030 Org.E3/ex. A: 3T05E 3 0915 1030 Org. E/ ex. A: 3T05E1100 1230 Org.E3/ex. B: 1T05E 3 1100 1215 Org. F/ ex. B: 1T05E1345 1515 Org.E3/ex. C: 2T05E 3 1200 1400 Social lunch1545 1700 Debriefing 1415 1530 Org. F/ ex. C: 2T05E


THU 11 FEB 0845 1015 Org.E4/ex. A: 2T05E 4 0945 1100 Org.FW/ex A: 1T05E + wind1045 1215 Org.E4/ex. B: 1T05E 4 1145 1300 Org.EW/ex.B: 1T05E + wind1230 1300 Debriefing 1345 1445 Filling questionnaires1400 1530 Visit of IFPU (or else) 1545 1630 Visit of IFPU

FRI 12 FEB 1000 1200 General debriefing 1015 1230 General debriefing

4.4.2. Execution

ProceduresIn order to accommodate 35 departures/hr, the take off sequence from LIMC was set upat 90 seconds RWY35L for jets, and RWY35R for propellers.

ResultsAfter the basic Org. E set of exercises was run on Monday, the controllers were asked tofill in a general questionnaire on Org. E behaviour.

From Tuesday, Org. E and a new Org. F were played alternatively (above templaterefers). Org. F was another variant of Org. B in which different procedures were applied:

• Org. E = airspace as per Map 6 + SRN5A departures from LIML to contact EDN• Org. F = airspace as per Map 7 + SRN5A departures from LIML contact direct

EDP, and EDN to keep in contact LIMC arrival via SRN until RIGON.Both subjective opinions and data analysis showed balanced feelings and workloadbetween these two organisations. Detailed result analyses were performed before makingany more comment.

The co-ordinator position worked well, but the controllers in charge couldn't find bythemselves an appropriate way of manning efficiently the position (point 5.3.2 refers).However, this had no real impact on measured sectors.

Finally, two exercises (one of each organisation) were run with wind components of350°/30Kts at GND level (020°/120Kts at FL300).



Map 7: Organisation F

ABENA

ARLES

BAVMI

BENGO

BERGA

BERIS

BLA

BOTAL

BRUSA

CANNE

COD

DIXER

DORIN

ELTAR

FARAK

GAZ

GHE

GIGGI

GOLTO

HANNY

IXORA

KAMPALISAP

LIMBA

LIN

LUSIL

MAL

MARCO

MIRAX

NIKMO

NOV

ODINAOGERO

OMETO ORI

ORILOSKOR

PABRO

PAR

PIA

PIKOT

PINIK

RESIA

RMG

SOSPI

SRN

SULUR

TELVA

TONDA

TOP

TZO

VOG

RIGON BEKAN

VERCE

LIML

LIMB

LIMC LIME

LIMN

FRR

FDS

FDE

FDP

FDP FDN

FDNGND/FL185 126.75

GND/FL175 130.17

GND/FL175 126.3

GND/FL175/FL185 125.0

RBIN119.6

Véro:23.03.99

105GND

185

GND/6000ft 132.7

ORG. F






5. SIMULATION RESULTS5.1. AIRSPACE ORGANISATION (approach area)

The following sections describe the result of a comparative study between the variousorganisations of the approach area. It concerns only the Terminal Area Sectors(T/A sectors); as En-Route sectors (E/R sectors) always remained the same, relatedfigures didn't show significant differences between the various organisations.All the histograms below result from the aggregation of the data collected from at leastthree exercises run for each organisation.

5.1.1. Comparative study: Org. A / Org. B / Org. C

The comparison is based on from subjective 'perceived' data and objective 'measured'data collected from exercises run with sets of both 1999 and 2002 traffic levels.

The figures in between 1999 and 2002 levels are almost similar with a general increasefor 2002 level. But they are not that much proportional to the increase of traffic: this waspresumably due to the ATCOs' better perception of and familiarisation with the simulatedenvironment.

Figures 17: T/A sectors perceived traffic volume

Figures 18: T/A sectors measured traffic volume

The controllers did not perceive the 21% increase between 1999 and 2002 traffic levels.However the two sets of graphs show similar characteristics:

• Org. A Ð a peak of traffic in sector DE (too big) / unbalanced sectors traffic load• Org. B Ð better average traffic load / well balanced sectors traffic load• Org. C Ð peaks of traffic load in sectors DS & DN / unbalanced sectors traffic load

PERCEIVED TRAFFIC VOLUME Traffic 2002

0

0,5

1

1,5

2

2,5

3

3,5

4

4,5

5

DS DN DP RR DE/DL

ORGA ORGB ORGC

23/02/99PERCEIVED TRAFFIC VOLUME / Traffic 1999

0

0,5

1

1,5

2

2,5

3

3,5

4

4,5

5

DS DN DP RR DE/DL

ORGA ORGB ORGC

23/02/99

MESURED TRAFFIC VOLUME by sectors Traffic 1999

0

10

20

30

40

50

60

70

80

DS DN DP RR DE/DLsectors

Nb

of a

/c +

ave

rag

e se

cto

r tr

ansi

t du

ratio

n

Org A Org B Org C

le 23/02/99

5,435,57

5,99

4,75

5,04

5,82

3,31

3,05

4,1

7,48 7,86 7,49

8,49

7,97

5,93

MESURED TRAFFIC VOLUME by sectors Traffic 2002

0

10

20

30

40

50

60

70

80


Nb

of a

/c

ORG A ORG B ORG C

le 23/02/99

6,57,81

7,09

6,4

5,74

5,55

4,99

4,01 4,91

7,83

7,7

7,89

8,18

6,62

6,31



R/T communication usage

Figures 19: T/A sectors measured R/T communication usage (% of time)

The perceived radio workload was rather well balanced in between sectors and remained"average" with the 2002 traffic samples. Opposite, the measured radio usage revealed anunbalanced usage (e.g. RR= DP x 2) in between sectors. A limited increase from 1999 to2002, except for DS area due to the particular increase of traffic volume in this sector(about +50% in Org. C also due to the extended size of the sector).

These figures induce the following comments:

• Org. A Ð unbalanced sectors radio usage / a peak in sector DE (too big)• Org. B Ð better average and balanced radio usage• Org. C Ð unbalanced sectors radio usage with peaks in sectors DS and DN

Control actions (pilot inputs)

Figures 20: T/A sectors control actions (pilot inputs) per hour

The measured pilots inputs graphs reflect very closely those of radio usage. Veryunbalanced in between sectors (from about 80 in DP to 280 in RR). The average increasefrom 1999 to 2002 is of about 15% (which is less than the increase of traffic).

The above figures suggest the following comments:

• Org. A Ð DE and DN very unbalanced (e.g. DE too big)• Org. B Ð better average balance between sectors, and in particular DE/DN)• Org. C Ð good balance DE/DN but peak in DS sector (e.g. DS too big)

MESURED RADIO COMMUNICATIONS USAGE Traffic 2002

0

5

10

15

20

25

30

35


% o

f mes

ure

d h

ou

r

ORG A ORG B ORG C

23/02/99MESURED RADIO COMMUNICATIONS USAGE Traffic 1999

0

5

10

15

20

25

30

35


% o

f mes

ure

d h

ou

r

ORG A ORG B ORG C

le 23/02/99

MESURED PILOTS ORDERS Traffic 2002

0

50

100

150

200

250

300

350

400

DS DN DP RR DEsectors

Nb

of o

rder

s

ORG A ORG B ORG C

le 24/02/99MESURED PILOTS ORDERS Traffic 1999

0

50

100

150

200

250

300

350

400


Nb

of

ord

ers

ORG A ORG B ORG C

le 24/02/99



Sectors workload

Figures 21: T/A sectors perceived workload (EEC questionnaire)

Figures 22: T/A sectors I.S.A workload

A general first sight shows measured values are lower than average for all sectors, evenfor 2002 traffic levels which doesn't show a significant increase compared to 1999. Thistends to indicate that controllers have well accommodated the technical and operationalenvironment. It should also be noted that the perceived workload collected in thequestionnaires after the exercises is always higher (~0,75) than ISA values. There are twopossible reasons:

• tendency to overestimate after one hour exercise due to fatigue and/or• to focus on the last moments of the exercise where the traffic was generally intense.

The following particular points shall be highlighted:

• Org. A Ð a peak of workload in sector DE (to big)• Org. B Ð better average and well balanced sectors workload• Org. C Ð peaks of workload in sectors DN and DS (too big)

Conclusion

Among the 3 simulated organisations (A, B and C), both subjective and objectiveresults show that Org. B is the best one for the lower airspace.

PERCEIVED WORKLOAD / Traffic 1999

0

0,5

1

1,5

2

2,5

3

3,5

4

4,5

5

DS DN DP RR DE/DL

ORGA ORGB ORGC

23/02/99 PERCEIVED WORKLOAD / Traffic 2002

0

0,5

1

1,5

2

2,5

3

3,5

4

4,5

5

DS DN DP RR DE/DL

ORGA ORGB ORGC

23/02/99

ISA Traffic 1999

0%

20%

40%

60%

80%

100%

ADSBDS

CDSADN

BDNCDN

ADPBDP

CDPARR

BRRCRR

ADEBDE

CDLsectors

% o

f u

sin

g I

SA

bu

tto

ns

HIGH=buttons4&5 FAIR=button3 LOW=buttons 1&2

le 23/02/99 ISA Traffic 2002

0%

20%

40%

60%

80%

100%

ADSBDS

CDSADN

BDNCDN

ADPBDP

CDPARR

BRRCRR

ADEBDE

CDLsectors

% o

f usi

ng

ISA

bu

tto

ns

MHIGH=buttons4&5 MFAIR=button3 MLOW=buttons 1&2

le 23/02/99



5.1.2. Comparative study: Org. B / Org. E

The following figures are based on expected year 2002 traffic level. They result from theaggregation of one hour of data collected during 3 exercises with Org. B (slots 1/2/3 runon 02/02/99) and 3 exercises with Org. E (slots 1/2/3 run on 04/02/99).

Figures 23/24: Measured traffic volume / Measured radio usage

•

Figures 25/26: I.S.A sectors workload / Control actions per hour

The two organisations didn't show very significant differences. Only measured results arereported above as subjective questionnaire assessments gave similar figures.

Compared to Org. B, the main observations in Org. E are as follows:

• a reversal of comparative values between sectors DP and DN which correspond to atransfer of traffic and load from DP to DN (e.g. departures LIML / SRN5A).

• an increase of traffic volume in DE due to the initial re-routing to COD (then left toVOG when passing FL 170 descending) of LIMC arrivals from S-E. However thisdidn't lead to a workload increase in DE.

• no significant changes in DS and RR.

It should also be noted that the I.S.A. workload figures remained at a fair level, as inparticular none of the high level workload exceeded 11%.

Conclusion

Both Org. B and Org. E show acceptable results for year 2002 traffic level.

MESURED TRAFFIC VOLUME Traffic 2002

0

10

20

30

40

50

60

70

80


Nb

of a

/c +

ave

rag

e se

cto

r tr

ansi

t du

ratio

n

ORG B ORGE

7,81

8,76

5,747,06

4,01

5,46

7,7 8,35

6,62

7,79

le 07/04/99 MESURED RADIO COMMUNICATIONS USAGE Traffic 2002

0

5

10

15

20

25

30

35


% o

f mes

ure

d h

ou

r

ORG B ORG E

04/07/99

ISA Traffic 2002

0%

20%

40%

60%

80%

100%

BDS EDS BDN EDN BDP EDP BRR ERR BDE EDEsectors

% o

f usi

ng

ISA

bu

tto

ns

MHIGH=buttons4&5 MFAIR=button3 MLOW=buttons 1&2

04/07/99 MESURED PILOTS ORDERS Traffic 2002

0

50

100

150

200

250

300

350

400


Nb

of o

rder

s

ORG B ORG E

le 07/04/99



TAS controller’s opinionAfter two weeks of exercises, the approach controllers were asked the following question:

For each of the 4 organisations evaluated so far, do you think it is preferable to stop orcontinue their evaluation?

The following charts show how they replied to the question:

Conclusion

Considering the above results, Org. B and Org. E were both capable toaccommodate year 2002 traffic levels in arrival / departure sectors.

Org. A and Org. C were both rejected by the controllers who also statedthat only Org. B* and Org. E were worth continuing to evaluate with 2005traffic levels.

*At that stage, it should be remembered that week 3 Org. B was replaced by Org. F (ref.chapter4.2.2)

Org A

17%

Org B17%66%

Org C

83%17%

Org E

Stop

Continue

Continue with mods



5.1.3. Comparative study Org. E / Org. F

The following figures are based on expected year 2005 traffic level. They result from theaggregation reported to one hour of the data collected during 6 exercises (slots 1/2/3 x 2run on 8-9/02/99) with Org. E and 3 exercises with Org. F (slots 1/2/3 run on 10/02/99).

Figures 27/28: Measured traffic volume / Measured Radio communications

Figures 29/30: I.S.A sectors workload / Pilot inputs per hour

The two organisations didn't show very significant differences. Only measured results arereported above as subjective questionnaire assessments gave similar figures. The twomajor comments are the following:

- The 4 graphs show a better balance of all figures between DN and DP sectors in Org.F

- none of these figures have reached unacceptable levels. In particular, the I.S.A.workload remained moderate, even in sectors handling 45 to 50 aircraft per hour.

Influence of windOnly two exercises were run with wind, this is insufficient for a statistical analysis. Havingsaid that, while objective figures (I.S.A.) remained more or less unchanged, perceivedworkload, fatigue and stress (LAA report refers) show significant increase. Howevercontrollers stated that such strong winds are not a recurrent problem; in reality, fog hasmuch more impact on ATC operations.

Conclusion

Both organisations appear capable of accommodating year 2005 traffic levels.Measured and perceived figures show similar results with a better balancebetween DN and DP sectors in Org. F. Wind would impact on controller stress.

MESURED R/T COMMUNICATIONS USAGE / Traffic 2005

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5.1.4. Comparative figures for specific objectives

The figures below show for each sector various data evolution from year 1999 to year2005. But as none of the organisations has been run with all traffic levels, we have chosento consider the data recorded with Org.B (levels 1999/2002) and Org.F (level 2005).

This would result in some transfer of workload/traffic from DP to DN (due to differentsectors configuration) and from DS to DE (due to different procedures).

Please also note that a flight is considered in a sector when on it's frequency.

Traffic volume per sector function of traffic levels

Figure 31: Anticipated traffic increase per sector (1999 Ð 2005)

Due to LIMC runways operations limitations (70 acft/Hr) in year 2005, the traffic increasewas much more significant in en-route sectors.

Number of ATC orders per sector function of traffic levels

Figure 32: Increase of ATC instructions per sector (1999 Ð 2005)

This shows there were fewer number of orders in 2005 than in 2002 in RR sector. As theamount of traffic remained equivalent, this was certainly due to both sector learning andapplication of amended approach procedures.

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Average transit duration (time on frequency) per sector function of traffic levels

Figure 33: Evolution of sectors transit duration / time on frequency (1999 Ð 2005)

These figures remained more or less unchanged, except for DP (due to its extendedlimits) and DS which could indicate either early traffic transfer from en-route sectors or latetraffic transfer to sector RR.

Fuel consumptionDue to the reduce size of the simulation window and the limited airspace modifications,the figures obtained didn't show any notable differences.

M E A S U R E D T IM E O N F R E Q U E N C Y

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5.2. PROCEDURES

In addition to the airspace refining, new SIDs / STARs procedures were designed togetherwith associated sectors instructions. Controllers were asked to comment.

5.2.1. SID / STAR procedures

LIMCFor the purpose of the simulation, it was made possible to chose one out of three ABENAdepartures (RMG6D/ABENA 8J, SRN6D/ABENA 8Q and SRN6F/ABENA 8Q).

The SID ABENA 8J was found preferable for the approach sectors because avoidingSRN, a conflicting area subject to holding operations. Meanwhile this didn't meet with theapproval of sector EN controllers as they inherited the management of a crossover withLIMC arrival flows from North inbound to SRN.

In order to allow the expected operation of 70 aircraft per hour (in year 2005), an idealrunway departure sequence of 90 seconds minimum was implemented from LIMC, whichallowed a bit more than 35 departures per hour. The longitudinal separation between twodepartures would then be about 4NM (at 240Kts). A risk of loss of separation would thenarise should a high performance aircraft be behind a lower performance aircraft.

Results (chapter 5.4.3 refers) didn't show much occurrences of that kind.

LIMLStrict respect of southbound standard departures (via PAR-PIS) was required in order toavoid conflicts over KALIK with inbound traffic to LIML.

LIMEIn general, most of the traffic was handled by sector DE. However, co-ordination problemsoccurred in case of simultaneous departure to NNE (up to FL80) and arrival from NNE(down to FL90). No clear procedure was agreed so far.

5.2.2. Traffic concentration on a single point

SRNIn addition to the implementation of ABENA 8J procedure, it was found preferable todedicate RIGON instead of SRN for holding operations. New standard sequencingprocedures (paragraph 5.3.1 refers) also helped in reducing the relevant holding sessions.

RIGONAccording to the above it was found preferable to dedicate VERCE holding for other traffic

CODIn order to alleviate traffic congestion over COD a flexible traffic re-routing wasimplemented: - either to RIGON if no incoming traffic from SRN,

- or initially to RIGON, then to VOG-VERCE when passing through FL170.

5.2.3. Reduced separations in approach

A 3,5 NM longitudinal separation was applied in between traffic in approach in order tocomply with objectives set up for year 2005 runway operations (and therefore alleviatecongestion over COD). No particular difficulty was highlighted in this regard.

Conclusion

Procedure amendments were evaluated and found desirable: use SID ABENA8Jpreferably to another, relieve traffic concentration from SRN and COD, apply3,5NM longitudinal separation in approach.



Figure 34 : Trajectory history (exercise E05 / 090299C)

Figure 35 : Trajectory history (exercise F05 / 100299C)



5.3. METHODS OF WORKING

5.3.1. Traffic regulation/sequencing in LIMC approach area (sector RR)

The figures on the facing page show two opposite methods of working.

In Figure 34, standard arrival and departure trajectories are more or less respected andcan be easily re-built from the picture. The integration of the two arrival flows from VOG-VERCE and SRN-RIGON is clearly operated on a "Christmas tree" format allowing aneasy traffic regulation on the final approach.

The relevant recordings indicate that particular instructions were applied:

- speed restrictions: 8 values, 70% between 200 and 220Kts (including 50% at 210Kts),Ð most of the traffic was flying the same speed during the regulation phase.

- "magic headings" (headings that fit all the time) rather than turn left or right instructions:left 080°+ NOV or left 130°+ 080°+ NOV from VERCE holding outbound leg,right 260°+ NOV or right NOV from SRN-RIGON leg.

It should be noted that 23 heading instructions (from 170 to 230) were given to LIMCarrival flights in order to avoid SRN; unless for regulation purpose was this necessary?

Figures 36 / 37: Exercise 090299C: Specific speed orders / Controllers (pilots) orders

Opposite, Figure 35 doesn't show any particular traffic organisation:

- Flights were given 13 different speed values (34% at 250Kts, the rest balancedbetween 170 and 240Kts) and 50% more speed orders.

- Some were also given multiple heading instructions in opposite directions for regulationpurpose; then, traffic joined NOV from a wider inbound angle.

Figures 38 / 39 : Exercise 100299C: Specific speed orders / Total controller orders

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Exercise F5 / 100299C

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This resulted in greater difficulty to sequence traffic at different speeds and coming fromso many directions (making it more difficult to align on the ILS), factors that generallyincrease the mental demand and the radar surveillance workload.

Even if this aspect was not directly evaluated during the simulation, there are more andmore areas where SIDs and STARs procedures are designed to limit noise and pollutionover inhabited areas. Then, relevant profile and thrust constraints have to be strictlyapplied, allowing very little flexibility.

5.3.2. Co-ordinator position or arrival manager

The co-ordinator position was not found helpful: an efficient handling of that position wouldhave required major changes in working methods of all approach and area sectors, aswell as an appropriate briefing on the specific role of each approach controller.Unfortunately, this was not possible at a so short notice. The position was then mannedduring only one exercise with no impact on the results.

5.3.3. Use of strips on en-route sectors

As described in chapter 3.1.4 (strip information), significant numbers of strips were beingprinted (up to 3 or 4 for one flight) in a given sector. This would have led to strip boardcongestion at least for future traffic levels. The strip-printing list was then amended so asto reduce to 1 or 2 the number of strips printed for one flight in a given sector.

Controllers made no particular comments in this regard. Moreover, during someexercises, a number of printers failed during long periods. This didn't impact considerablyon the relevant sectors operations.

The redundant information contained in the sector inbound list device or on the radarscreens, partly explains the above attitude.

5.3.4. Use of HND / OWN buttonsThe number of actions on the HND/OWN buttons was recorded during some exercises.Unfortunately some figures shown excessive values due to unnecessary repetitive inputsfor a single action. The set of data was then unreliable.However, on the basis of the average number of traffic (of level 2005) having entered orexited each sector, it's a total of about 70 (DS) to 120 (ES) inputs per hour to operate ineach sector. All actions required attention and generated controller workload.

5.3.5. Transponder codes

Milan controllers are used to ask the pilots for SSR code change for every incoming flight.Moreover, squawk ident or action on the OWN button is required to obtain the labelcorrelation. This is a time consuming task in terms of radar surveillance and frequencyoccupation.

Conclusion

New methods of working were occasionally tested and found interesting:Christmas tree sequencing, reduction of strip volume in en-route sectors. It mightbe worth investigating other areas: arrival manager, simplification of HND/OWNprocedure and transponder code allocation.



5.4. SEPARATION INFRINGMENTS ANALYSIS

The following study is based on the whole set of exercises with a particular focus on year2005 exercises and on specific instances of loss of separation in the approach area.

Unfortunately, none of the losses of separation were reported to us by the controllersduring the simulation. We then lost the opportunity to collect valuable controllersexplanations on the objective reasons having led to these losses of separation andpossibly directly related to airspace organisation or procedures run.

5.4.1. Nature of separation infringements

Losses of separation are classified according to a ‘severity index’ which is determinedbased on the evolution of the horizontal and vertical separation during the time that twoaircraft violate the separation minima. This severity index yields a numeric value in therange (0,100) where values close to zero represent only minor separation infractions andthe value of 100 represents simultaneous values of zero for both the horizontal andvertical separation, i.e. a collision. The severity index is further used to classify conflictsinto three categories, namely:

M = Minor S = Serious VS = Very serious

The following scatter diagram shows the violations of the separation minima (5nm lateraland 1000ft/2000ft vertical) for all measured airspace above FL50. The cut-off point ofFL50 was chosen so as to remove the large number of separation losses associated withthe movement rate at LIMC. (These are analysed separately later).

Figure 40 : Nature of losses of separation

5.4.2. Variation in number of non-minor conflicts with traffic volume

The following distribution of ‘non-minor’ conflicts with traffic volume was observed:

Traffic volume Number of separation infringements Equivalent per measured hour99 13 1.402 14 1.105 22 2.4

The separation losses occurring throughout the simulation were distributed in such amanner as to indicate that there was no specific effect due to the simulated organisation.

Severity M S VS

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A number of conflicts occurred when the aircraft were operating on different sectorfrequencies. These are shown in the graphic below:

Figure 41 : Distribution of non-minor conflicts

5.4.3. Effect of feed sectors

Due to the fact that aircraft can effectively ‘pop-up’ in feed sectors as they start theirnavigation, the feed sectors are excluded from any conflict analysis. It is however the roleof the feed sectors to ensure a realistic traffic flow to the measured sectors, separatingaircraft as necessary prior to the transfer of control. This task can be partly simplifiedduring the simulation preparation phase so that it can be ensured that aircraft commencetheir navigation whilst geographically separated from other aircraft but there will always bean additional feed sector workload associated with separation assurance.

It was observed in some cases that aircraft were transferred to measured sectors whilstviolating the separation minima and the peak value of the conflict severity index occurredwhile the aircraft were subsequently under the control of one or more measured sectors.

5.4.4. Separation losses in Approach airspace

In order to gain an insight into the nature of the separation losses occurring in the RRsector, two specific exercises were studied. These were executed at 2005 traffic volumeand comprised an Organisation E exercise and an Organisation F exercise. Theseparation losses were quantified according to the minimum horizontal separationobserved in different altitude bands as shown below.

Horizontal separation Altitude slice Exercise090299C / Org. E 100299C / Org. F

< 3.5nm 4000’ to 6000’ 1 2< 3.5nm GND to 4000’ 0 2> 3.5nm and < 5nm 4000’ to 6000’ 9 10

Each loss of separation was subsequently studied using the ‘Analysis and Replay Tool’, afacility for viewing the aircraft trajectories from the recorded simulation exercise data.

For Organisation E exercise:All the conflicts were minor in terms of severity. In each case the horizontal separationwas around 4.5nm and occurred during the vectoring phase with generally the in-trailaircraft being given a descent, which reduced the vertical separation below 1000’.

Severity S VS

Control sector 2

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Control sector 1ADE ADN BDS CDS EDN ERR REN RES



For Organisation F exercise:For the two conflicts less then 3.5nm and between 4000’ and 6000’, one consisted of aloss of separation during the sequencing for final approach and one was a loss ofseparation for two aircraft on the departure SID from LIMC.

The remaining 12 conflicts all occurred during the establishing of the final approachsequence or once both aircraft were established on the runway heading. All conflicts wereconsidered as minor – generally around 4nm lateral separation.

All year 2005 exercises:The losses of separation in the RR and DP sectors were analysed separately for the year2005 traffic volume. The horizontal separation minimum used for this analysis was 5nm.Although this is a pessimistic figure for approach airspace, giving rise to a large number ofseparation losses, it did allow a complete classification of the different conditions underwhich losses of separation were observed. The separation losses were classified firstlyaccording to whether the pair of aircraft were both landing at LIMC under the control of theRR sector or both recently departed under the control of the DP.

Both aircraft landing at LIMC – under the control of RR sector.The vast majority (86% i.e. 131) of the separation losses occurred with aircraft bothlanding at LIMC. For these conflicts the following scenarios were observed:

Scenario FrequencyAt least one aircraft < 4000ft 15Both aircraft level at 4000ft awaiting further descent 85At least one aircraft > 4000ft 31

For the 15 conflicts observed where at least one aircraft was below 4000ft, the conflictswere never serious with only minor simultaneous infringements of the horizontal andvertical minima. The severity of the conflicts was in all cases classified as “minor”according to the definition above. This situation also holds true for the 31 conflictsobserved when there was at least one of the aircraft above 4000ft.

For the more frequently observed occurrence (85) with both aircraft at 4000ft there weremore severe violations of the horizontal separation minima as shown hereafter:

Figure 42 : Losses of separation in approach

Given these horizontal separation values, conflicts were observed to occur in each of thethree categories of minor, serious and very serious.

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Conflicts between departing aircraftAnalysis of the individual losses of separation does not imply any criticism of the SIDtracks or the procedures for departing aircraft. The severity of the conflicts was in allcases classified as “minor”.

5.4.5. Specific instances of loss of separation

In relation to the procedures in operation for the LIMC and LIML SID and STAR tracks, anumber of specific losses of separation merited further analysis.

LIML and LIMC departure SIDS crossingThe following figures show the loss of separation occurrence between a LIML departure(PHLFL) and LIMC departure (AZA1136). AZA1136 was steady FL110. For some reason,PHLFL, steady FL100, was re-cleared FL120 while the two aircraft were still converging.The loss of separation occurred as the aircraft tracks crossed, and between the times15:51:00 and 15:52:05. The maximum severity index was attained when the two aircrafthad a horizontal separation of 3.27nm and a vertical separation of 200ft.

Figures 43 : LIML/LIMC SID’ crossing

LIML arrival and LIML departure tracks crossingThe following figures show the loss of separation occurrence between a LIML departure(ILXGR) and LIML arrival (IPOPE) from the north. ILXGR was cleared up FL120 (insteadof FL90) while IPOPE was converging at FL100.

The loss of separation occurred as the aircraft tracks crossed between times 12:44:20 and12:44:45. The maximum severity index was attained when the two aircraft had ahorizontal separation of 3.28nm and a vertical separation of 200ft.

Figure 44 : LIML Arr./Dep. crossing

CALLSIGN AZA1136 PHLFL

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LIMC departures on the same SIDThe following graph shows an example of the simultaneous lateral and vertical separationfor a pair of consecutive departures (MD80 followed by a B747) from LIMC. The 90sminimum departure spacing was respected and at the time of departure of the B747 therewas a lateral spacing of 4nm and vertical spacing of over 3000ft between the aircraft. Theconflict between these two aircraft arose after the time 12:46:00 when both the lateral andvertical spacing are observed to decrease dramatically together. The highest severityindex of this conflict was observed at time 12:48:30 when the horizontal spacing was2.3nm and the vertical spacing 300ft.

Figure 45 : LIMC Dep./Dep. loss of separation

Conclusion

The more typical losses of separation were due to lack of application of standardprocedures in the terminal area, as a result of:

- short departure sequencing,- SIDs/STARS crossovers,- operations at 4000ft,

rather than being related to a particular airspace organisation.

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5.5. EN-ROUTE SECTORS

As in the previous chapters, the following figures result from the aggregation of one hourof the data collected during runs of 3 exercises for each organisation.

High figures levelsBecause the sector's shape remained the same all along the simulation, most of theobjective and subjective recorded data didn't show significant differences between thevarious organisations. Much more important was the level reached by certain figuresalong with the traffic increase.

Measure \ Sector (ASTT*) WS (9) WN (8) ES (10) EN (6)

traffic level 99 02 05 99 02 05 99 02 05 99 02 05

Volume of traffic 28 37 48 39 48 61 41 52 67 49 56 67

Average control orders 105 130 155 145 170 185 155 180 230 160 180 190

Average R/T usage (% /Hr) 12 17 24 19 22 29 24 24 27 26 26 27

Average I.S.A. (VH + High)executive controller (%/Hr) 2 3 3 4 4 20 9 12 32 6 9 8

Average I.S.A. (VH + High)planner controller (%/Hr) 2 1 1 2 3 10 2 1 27 9 10 7

* Average Sector Transit Time

Once again, it should also be stressed that in order to concentrate on approach sectors, itwas agreed to reduce their traffic load by deleting some departing flights fromLIMF/MJ/RP/RQ/PE/PX. The above figures are therefore under estimated (in particularthose of sectors planners who were missing several co-ordination tasks).

Learning effectOn the other hand, a limited number of qualified experts (4) have handled a limitednumber of radar positions (4) with always the same sectorisation throughout thesimulation. This has had the effect of balancing the impact of traffic increased on theabove figures.

However, these figures already indicates that WN, ES sectors will be overloaded at leastwith year 2005 traffic level. Sector EN figures were also important, except of I.S.A.executive workload, due to a lower average sector transit time (6 mn).

Conclusion

The en-route sectors (WN and ES in particular) have reached significantworkloads in a rather optimum environment (some typical traffic figures missing,familiarisation with sectorisation and traffic samples, no military activity, goodweather conditions….). These sectors are unlikely to be capable of accommodating 2005 trafficlevels.



5.6. LAA RESULTS SUMMARY

LAA results obtained from both subjective and objective analysis of physiologicalparameters collected before, during and after the simulation are shown in the "Objectiveevaluation of physiological behaviour and workload of controllers" report, publishedseparately by the EEC. Hereafter is a short synthesis of this report.

Objectives, preparation and conductThe psycho-physiological impact of new airspace organisations of the Milan terminal area(TMA) was evaluated through subjective and objective measures during the Milan_99Real-Time Simulation (RTS).

These data were collected with the aim to identify the best airspace organisation to allowthe controllers to perform a safe and efficient control with a reasonable level of workloadregarding the foreseen increase of traffic in the next years.

The sample involved 19 Italian controllers divided into three sub-groups:

- approach radar controllers (n = 6),- en-route radar controllers (n = 7),- en-route planner controllers (n = 6).

The method used during the three weeks of simulation was based on the assessment ofthe following objective and subjective evaluations:

- fatigue (scales of fatigue, Event Related Potential),- stress (salivary cortisol),- number of controllers orders to pilots,- controllers workload (NASA-TLX scales).

Three organisations (A, B, C) were tested during the first week with 1999 traffic levels.They were tested again during the second week with 2002 traffic levels, together with anew organisation E (derived from organisation B) designed by the Italian controllers. The third week, the organisation E and a variant, organisation F, were tested with 2005traffic levels. One exercise of each was also run under windy conditions (EW / FW).

The fatigue and the NASA-TLX measures were collected on the whole sample ofcontrollers during the three weeks.The ERP recordings involved one approach controller per organisation. Each of thesecontrollers was assigned to the same sector position.Salivary cortisol was collected from all approach controllers and, from one (first andsecond weeks) and then two (third week) en-route controllers.

ResultsThe main results were the following:

- Traffic volume increase results in an increasing level of workload and stress. However,the workload levels remained moderate (lower than 50 on the NASA TLX scale), evenfor the highest traffic volume (2005).

- First week: the lowest levels of workload and fatigue were observed for theorganisation B also considered the best one by the controllers.

- Second week: two organisations, B and E, were associated with the lowest values ofperceived workload, objective fatigue and stress. However, controller orders to pilotswere still the lowest for the organisation A.



- Third week, the lowest values were observed for E. Windy exercises led to significantincrease of stress and fatigue.

However, it should be noted that some factors may have impacted on workloadmeasurements:

- the learning process, supported by the fact that the increase of pilot orders remainedwell below the increase of traffic;

- significant differences in matter of stress and perceived workload were raised. Inparticular, less experienced controllers showed some stress reactions whileunderestimating their own workload.

Conclusions

Org. E is likely the most adapted organisation as it showed less workload stressand fatigue. The controller's workload remained moderate even with 2005 trafficlevels. However, en-route controllers perceived workload was underestimated.

In future simulations, particular attention should be paid on:- the possible impacts of controllers previous experience,- training and familiarisation phases,- the daily planning as controllers performance vary from Monday to Friday,- how to minimise the simulation learning effect.



Figure 46: A volunteer for ERP recordings



5.7. THE EFFECT OF THE SIMULATION AGAINST CURRENT OPERATIONS

Before the simulation, the Italian controllers were asked to fill-in questionnaires todetermine sector by sector the main problems recorded in the existing airspaceorganisation; the were also asked to rate the level of severity of each problem.

After the final run on Monday the 8th and the 3 Org. E exercises of year 2005 traffic level,the controllers were asked to fill-in the same questionnaire.

Hereafter is a set of templates showing, sector by sector, a comparison of these results.Bearing in mind the fact that the results for Org. E were obtained with a traffic sampleincreased by about 45 % from today, it states clearly the following:

• Org. E has improved the situation in the arrival/departure terminal area except insector DS where the convergence of traffic flows and R/T loading was augmented;

• the traffic growth has increased the severity of traffic flow convergence, bunching,and sequencing in sectors RES and REN;

• despite the traffic growth, the situation in sector WS has possibly been improved.

SectorsProblems

DS DN DP RR DE/DL

Manoeuvring and vectoringTraffic bunching

Several traffic flows converging at the same Pt

Single crossing point for multiple routes

Multiple crossing points in sector

Problem associated with direct routes

Holding problem

R/T loading

Sequencing problem

Aircraft profile problem

High co-ordination workload

Mix of high/low performance a/c on SID/STAR

Complex mix of arrival/departure traffic flows

Airspace restrictions

Late transfer of communication

Complex mix of arr/dep flows and flight in cruise

Controlling traffic while in another sector

Extremely severe Severity increase Ù

COLORS Severe SYMBOLS Severity decrease Ú

Moderate No change ==Light Problem solved J



SectorsProblems

RWS RWN RES REN

Manoeuvring and vectoring

Traffic bunching

Traffic flows converging at same Pt

Single crossing Pt for multiple routes

Multiple crossing Pt in a sector

Holding problem

R/T loading

Sequencing problem


Mix of High/low perf. a/c on SID/STAR

Complex mix of arrival/departure flows

Controlling traffic within another sector

Monitoring tfc controlled in another sector

Flight level allocation scheme problem

SectorsProblems

PWS PWN PES PEN

Multiple crossing points in sector

Flight allocation scheme problem

R/T loading

Sequencing problem

Traffic bunching

Single crossing Pt for multiple routes


Complex mix of arr/dep/cruising tfc

Complex mix of arr/dep tfc flows

FL’s not available for use

Holding problem

Several tfc flows converging at same Pt

Mix of high/low perf. a/c on SID/STARs

Airspace restrictions

Problem associated with direct routes

Conclusion

Org. E has improved sectors operations and workload in the terminal area exceptfor sector DS. It is worse in en-route sectors except in sector WS.



5.8. ACHIEVING THE OBJECTIVES

5.8.1. General objectivesDuring weeks 1 and 2, throughout 9 exercises of 1999 and 9 exercises of 2002 trafficlevels, Org. A, B and C were carefully compared. Org. A and C were found not suitableand were rejected.Then, based on simulation learning, a 'modified Org. B = Org. F' and a new Org. E weredeveloped and evaluated throughout 11 exercises of year 2005 expected traffic levels.Both were found capable to accommodate the future traffic load with some reservations:

- improvements should be reached in terms of procedures and methods ofworking in both upper and lower areas;

- the present en-route sectors organisation will be saturated at mid-term (evenbefore 2005).

Org. D was not run as it was found preferable to run Org. E instead.

5.8.2. Specific objectivesThroughout all the above exercises we have been able to achieve the following:

SPECIFIC OBJECTIVE STATUS REFER TOCHAPTER

Interference between SIDs/STARs Done 5.2.1

Sectors load and traffic increase Done 5.1.4

ATC actions and traffic increase Done 5.1.4

Compared sectors / area transit duration Done 5.1.4

Compare aircraft fuel consumption Done: but non applicable 5.1.4

Study influence of wind Done: for indication only 5.1.3

Study instances of loss of separation Done 5.4

Conclusion

The S23 Milan_99 real-time simulation permitted the Milan ACC controllers totest a number of airspace organisations with future traffic volumes equating to2005 within the context of the new Milan/Malpensa airport.

The subjective feedback and related objective data analysis has identified twoairspace organisations most likely to cope with the future demands. It has alsoidentified a number of areas which would require further study as defined in thefollowing section.



6. CONCLUSIONS AND RECOMMENDATIONS

Conclusion 1Org. E and Org. F were the best organisations simulated for the terminal area.Both are likely capable to accommodate year 2005 anticipated traffic levels. ATCoperations and workload were improved except for sector DS. Measured andperceived figures show similar results with a better balance between DN and DPsectors in Org. F.

Recommendation 1It is recommended to implement one or other on the basis of a local consensus;consideration should be given to reduce traffic convergence and R/T loading in sector DS.Appropriate procedures and methods of working should accompany the implementation(refer to recommendation 3 and 4).

Conclusion 2

The en-route sectors (WN and ES in particular) have reached significantworkloads in a rather optimum environment (some typical traffic figures missing,familiarisation with sectorisation and traffic samples, no military activity, goodweather conditions….). In the mean time, physiological tests indicated that eventhese figures were under-estimated.These sectors are unlikely capable to accommodate 2005 traffic levels.

Recommendation 2It is strongly recommended that studies be launched in order to review the intermediateupper airspace organisation. Clear standard co-ordination procedures between en-routeand area sectors should be set up accordingly.

Conclusion 3

Procedure amendments were evaluated and found desirable: use SID ABENA8Jpreferably to another, relieve traffic concentration from SRN and COD, and apply3,5NM longitudinal separation in approach.New methods of working were briefly tested and found interesting:respect of standard speed restrictions and trajectories as well as "Christmas treesequencing" on approach, reduction of strip volume per flight on en-route sectors.

Recommendation 3It is recommended to implement the above procedures and method of working whereverpracticable. In this regard, particular attention should be drawn to recommendation 4.



Conclusion 4

The more typical losses of separation were due to lack of application of standardprocedures in the terminal area in case of short departure sequencing,SIDs/STARS crossovers and operations at 4000ft, rather than being related to aparticular airspace organisation.

Recommendation 4It is highly recommended that standard procedures be set up in order to overcome theseproblems such as:

- establish a set of standard separation figures between aircraft of differentperformances departing from the same runway along the same SID;

- implement standard level allocations in order to insure strategic separations atSIDs/STARs crossovers wherever required;

- implement appropriate standard speed limitation/trajectories on the approach path sothat to relieve losses of separation at 4000ft

Conclusion 5

It would be worth investigating other areas where benefits might be expected forthe efficiency and the safety of ATC operations.

Recommendation 5 It is suggested that investigations be made wherever applicable in the following direction:

- system compatiblity with ORCAM to allow an anticipated and permanent labelscorrelation;

- symplify the HND/OWN procedure;

- implement a co-ordinator position equipped with a (simplified?) arrival manager. Thiscould help (even the en-route sectors) in anticipating the arrival sequences.



ANNEX

Map 8: SIDs and STARs initial design

IXORA

PABRO

SULUR

TELVALIML

LIMB

LIMCLIME

LIMN

ABENA

ARLES

BAVMIBERGA

BLA

BOTAL

CANNE

COD

DIXER

DORIN

BEKAN

FARAK

GOLTO

LEV

LIMBA

LIN

LUSIL

MAL

MARCONIKMO

NOV

ODINA

OGERO

OMETO ORI

ORIL

OSKOR

PAR

PIKOT

PINIK

RMG SRN

TONDA

TOP

TZO

VERCE

VOG

RIGON

SRN6D

ABENA8Q

FARAK6D

BLA

8D

ABENA8J

LAG

EN

8J

PAR8J

VOG

8J

PAR8Q

SRN6HRMG

6D

SRN6F

SRN6D OSKOR8Q

LUSIL8Q

MA

RC

O6T

OSKOR6T

OR

I6T

DO

RIN

6T

GEN

6T

PAR6T

SR

N5A

OMETO7A

ARLES7A

OMETO8A

ARLES8A

DORIN5A

TZO5A

OSKOR8A

ABENA8A

LUSIL8A

PAR8A

GEN

8A

VOG8A

GENLAGEN

SIDs/STARs DESIGN




Simulation Temps Réel Milan_99 EUROCONTROL

Projet SIM-S-E1– Rapport EEC n° 338 65

Résumé en français du rapport de la simulation Milan_99

GénéralitésL'ouverture de l'aéroport de Malpensa joint à l'accroissement du trafic rendirent nécessairele réaménagement des structures de l'espace aérien Milanais.

Conséquence d'un processus de travail lancé en 1997, et suite aux résultats de lasimulation temps accéléré (F14) tournée au CEE/Brétigny en 1997/98, de nouvellesorganisations des secteurs arrivée / départ de Milan furent produites. Elles visaient :

- à accroître la capacité de l'aéroport de Malpensa de 58 à 70 mouvements par heure,

- à harmoniser les flux de trafic sur les trois aéroports de la plate-forme Milanaise tout enappréciant les aménagement à opérer à cet effet.

Une simulation temps réel fut donc programmée en vue de déterminer la meilleureorganisation possible, capable de répondre à ces attentes.

ObjectifsLes objectifs généraux consistèrent à évaluer et à comparer les organisations proposées àl'aide d'un certain nombre d'exercices de volume croissant, de recommander le choix d'uneorganisation, d'y apporter les aménagements nécessaires, et de s'assurer qu'elle pourras'accommoder des niveaux de trafic 2005.

Une liste d'objectifs spéciaux fut également établie, notamment l'étude des pertes deséparation.

Environnement opérationnel, technique et analysesL'environnement opérationnel fut développé autour de 4 organisations espace (A, B, C etD) de la région terminale de Milan, et de trois échantillons de trafic respectivementaugmentés pour atteindre les volumes attendu en 1999, 2002 et 2005.

La plate-forme technique fut construite de façon à présenter la plupart des fonctionsaujourd'hui disponibles à l'ACC Milan.

En collaboration avec le Laboratoire d'Anthropologie Appliquée de l'Université Paris V, unplan d'analyse fut établi de façon à recueillir et traiter les données subjectives et objectivesde la simulation.

Conduite de la simulation et résultatsLa simulation Milan_99 fut réalisée au Centre expérimental Eurocontrol de Brétigny / Orgeentre le 25 Janvier et le 18 Février 1999.

Elle fut conduite de façon constructive en éliminant dès que possible les organisations nonsatisfaisantes, et en améliorant le tracé et les procédures de celle considérée la meilleure(Org.B). Finalement, deux nouvelles organisations dérivée de l'Org.B furent créées etévaluées: Org.E et Org.F. Toutes deux furent jugées acceptables et capables d'absorber letrafic de niveau 2005 en région terminale. Ce ne fut pas le cas pour les secteurs en-routequi atteignirent des charges de travail significatives.

EUROCONTROLSimulation Temps Réel Milan_99

66 Projet SIM-S-E1– Rapport EEC n° 338

Des amendements aux procédures et la mise en œuvre de nouvelles méthodes de travailfurent également jugés souhaitables pour améliorer l'efficacité et la sécurité des opérationsde contrôle dans la région terminale. Enfin, il semblerait intéressant de poursuivre lesinvestigations dans certains domaines qui ne furent pas particulièrement évalués pendantla simulation.

Conclusions et recommandations

Conclusion 1

Org. E and Org. F furent les deux meilleures organisations simulées pour la régionterminale. Toutes deux semblent pouvoir s'accommoder des niveaux de traficattendus pour l'an 2005. Les opérations ATC et les charges de travail furentaméliorées, sauf pour le secteur DS. Les données perçues et mesurées firentapparaître des résultats comparables toutefois mieux équilibrés entre les secteursDN et DP dans l'Org. F.

Recommandation 1Il est recommandé de mettre en œuvre l'une ou l'autre de ces deux organisationssur la base d'un consensus local. Il conviendrait de réduire les convergences detrafic et la charge de radio communication du secteur DS. Des procédures et desméthodes de travail appropriées devraient accompagner cette mise en œuvre (seréférer aux to recommandations 3 et 4).

Conclusion 2

Les secteurs en-route ont atteint des niveaux de charge significatifs dans unenvironnement plutôt favorable (certains trafics type volontairement supprimés,parfaite habitude de la sectorisation et du trafic, pas d'activité militaire, bonnesconditions météo, …). Parallèlement, les tests physiologiques indiquèrent quemême ces données furent sous-estimées par les contrôleurs.Ces secteurs ne semblent pas capables de s'accommoder du trafic attendu pourl'an 2005.

Recommandation 2Il est vivement recommandé de lancer une étude en vue de reprendrel'organisation des espaces supérieurs intermédiaires. Il conviendrait également declarifier les procédures de coordination entre les secteurs en-route et les secteursterminaux.

Conclusion 3

De nouvelles procédures furent évaluées. En particulier, on jugea souhaitablel'utilisation préférentielle de la SID ABENA8J, l'allègement du trafic autour de SRNet COD, et la réduction à 3,5NM de l'espacement longitudinal en approche.De nouvelles méthodes de travail furent occasionnellement testées: respect desvitesses et trajectoires standard et régulations en arbre de Noël en approche,réduction du nombre de strips par vol sur les secteurs en-route.

Simulation Temps Réel Milan_99 EUROCONTROL

Projet SIM-S-E1– Rapport EEC n° 338 67

Recommandation 3Il est recommandé de mettre en œuvre autant que possible ces procédures etméthodes de travail. A cet égard, il conviendrait de prendre en compte leséléments de la recommandation 4.

Conclusion 4

Les pertes de séparation les plus fréquentes résultèrent d'un manque d'applicationde procédures standard en zone terminale en cas:

- de séparations réduites au départ,- de croisement de trajectoires arrivée / départ,- et d'opérations à 4000ft en approche,plutôt que d'une réelle différence entre organisations espace.

Recommandation 4Il est vivement recommandé de mettre en œuvre des procédures standard visant àrésoudre ces problèmes, telles que :

- établir un jeu de séparations standard au départ d'une même piste et sur lamême SID entre vols de performances différentes;

- définir et mettre en œuvre un système standard d'allocation de niveaux visantà garantir des séparations stratégiques aux croisements entre SIDs et STARs;

- mettre en œuvre des contraintes standard de vitesse et de trajectoire enapproche pour mieux maîtriser les séparations à 4000ft.

Conclusion 5

Il serait intéressant d'étudier d'autres voies où des bénéfices peuvent être espérésen matière d'efficacité et de sécurité des opérations ATC.

Recommandation 5 il est proposé de rechercher autant que possible des améliorations dans lesdomaines suivants :

- rendre votre système compatible avec ORCAM de façon à permettre lacorrélation anticipée et systématique de tous les vols;

- simplification du système de transfert de responsabilité (HND/OWN);

- mise en œuvre d'une position co-ordonateur équipée d'un séquenceurd'arrivées. Cela pourrait aider les contrôleurs des secteurs (y compris dessecteurs en-route) à mieux anticiper les séquences d'arrivée.

Documents

EUROCONTROL EXPERIMENTAL CENTRE MILAN …...EUROCONTROL EXPERIMENTAL CENTRE MILAN_99 REAL-TIME SIMULATION EEC Report No. 338 Project SIM-S-E1 (S23) Issued: August 1999 The information