Network Management functions Evolutions in SESAR WP7 and WP13

The European Organisation for the Safety of Air Navigation

Network Management functions Evolutions in SESAR WP7 and WP13

Moving Towards an Integrated ASM/ATFCM/ATS Approach Etienne de Muelenaere

20 September 2012

Evolutions in SESAR WP7 and WP13 2

Evolutions of the Network Management functions (1)

• Performance driven – high Airspace Users’ involvement in decision making

• From airspace-based to trajectory-based operations

• Strong Network View on Capacity Management

• Dynamic airspace management with enhanced civil/military cooperation

• Network Management up to the execution phase

• Collaborative process continuously reflected into the Network Operations Plan (NOP)

The main objectives


The objective: Extending the Network Management to the Execution phase.

The milestones:• Research & Development (SESAR Step 1): 2010 – 2013+• Deployment in operations: 2013 – 2017+

Towards Time-Based Operations

The objective: Using the accurate and shared view of the trajectory as common reference to perform Network Management.

The milestones:• Research & Development (SESAR Step 2): 2012 – 2017+• Deployment in operations: 2018 – 2022+

Towards Trajectory-Based Operations

SESAR

Step 1SESAR

Step 1



• Business and Mission Trajectory• User Preferred Routing• Advanced Flexible Use of Airspace• Dynamic Airspace Configuration• Enhanced ATFCM Processes (DCB)• Network Operations Plan


Operational Focus Areas:


Improved sharing of the Demand

Business and Mission Trajectory (1)

4D Trajectories data linked and

negotiated between aircraft-

ATC

Predicted Position, Altitude,

time, speed

Military Mission Trajectory enables complex military

operations

4DT4DT

4DT

4DT

4DT

4DT

Trajectory negotiation

4D Business Trajectories

Achieving Airspace Users’

business objectives

Military Mission Trajectory• enables complex military operations• includes ARES requests/allocations

4DT4DT

4DT

4DT

4DT

4DT

Trajectory negotiation

TTA


Current shortcomings:

• Different views of profiles• Rejections of valid FPL• Demand impredictability• Additional workload• Reduced Network performance

Shared view of Traffic Demand

All Restrictions

4D profiles + Additional Data

Airspace

Users

NetworkMgnt

ICAO FPL

Derived 4D Profiles

Shared Profile

Improved sharing of the Demand (pre-departure)

SESAR

Step 1



Reference Trajectories (RBT/MT) => support the CDM processes in the planning and execution phases


RBT/MT TTA

TTOTTO

TTO

TTOT

-x min

+ y min

To

lera

nc

es

RBT/MT Revision Process

The Reference Trajectory = 4D profile and tolerances agreed so farThe Predicted Trajectory = 4D profile provided by aircraft systemsWhen PT out of tolerances => CDM revision process is triggered

ATC NM Fn

AOC

TMA

Crew


User Preferred Routing (1)

• Routing based on users’ business needs – No fixed route network except for high complexity areas (flight efficiency/capacity trade off).

• Dynamic transition from structured area (high complexity traffic) to user preferred routing area (low/medium complexity traffic).

• Step 1: Free routing inside Functional Airspace Blocks (FABs) above Flight Level xxx.

• Step 2: Pre-defined ATS Routes only when and where required (part of the Airspace Configuration Process)

• From 2020: Free routing from TMA exit to TMA entry.


Advanced Flexible Use of Airspace (1)

Shortcomings:

• Lack of Airspace management flexibility• Missing capacity opportunities• Unnecessary protections• Demand impredictability• Reduced capacity

Network Impact

AirspaceManagement

up to real time

Improved ASM/ATFCM Integration

NetworkMgnt

Airspace

Manager

SESAR

Step 1



Military airfield

More an more Flexible Airspace Structures, in order to define the best location limiting constraints for other Airspace Users:

• Fixed areas (TSA – CBA – TRA )

• Variable Profile Areas

• Dynamic Mobile Areas (DMA – 1)

• Dynamic Mobile Areas (DMA – 2)



Variable Profile Area (VPA)

TSA X

Fixed areas (TSA – CBA – TRA )

TSA Xi TSA Xi TSA Xi

TSA Xi TSA Xi TSA Xi

SESARStep 1



Dynamic Mobile Area (DMA 1)• Needs are expressed in term of Airspace Design (Volume description) • Area with defined lateral/vertical dimensions + time allocation• Decided through CDM in order to implement the optimal DCB scenario• Reference Mission Trajectory included the allocated areas

Military airfield

TSA X

~10 min transit time



Dynamic Mobile Area (DMA 2)• Area with defined lateral/vertical dimensions + time allocation.• At variable geographical location along the trajectory, activated & de-activated during specific timeframes to protect an activity



• Flexible Airspace shapes• Dynamic Airspace Configuration• CDM approach

Network Impact

AirspaceConfigurationup to real time

Improved ASM/ATFCM/ATC Integration

NetworkMgnt

Airspace

Manager

Airspace

User

ARES Request (SMT)

Allocated ARES (RMT)


Dynamic Airspace Configuration (1)

ATC WorkloadAssessment :• Occupancy• Complexity• Environment• Human Factors

computed from Trajectories (BT/MT)

computed by probalistic analyses and AU intentions

Short-Term or Exec

Lg/Med-Term

DCB/dDCB:• optimum Airspace Configuration• Workload reduction measures (if needed)

Hotspot detection:• modular based AS solutions• high granularity workload assessment• made visible to all via the NOP

Sector managment:• modular based sector configuration• re-configure sectors to meet User Prefered Routing• made visible to all via the NOP


Sector 2

Sector 3

Sector 2

DMA 2

DMA 1

Sector 1

DMA 2

DMA 1

Dynamic Airspace Configuration (2)

Flow 1 (SBTs)

Flow 2 (SBTs)

Building Blocks

(“PIXEL”)

HOT SPOT (workload/complexity)

AUs NOTIFIED +

NEGOTIATION WITH MIL

Flow 1 (RBTs)

Flow 2 (SBTs)

Higher granularity => finer solutions


Airspace Users All Service Providers

Trajectory EditionAirspace

Configuration

Hotspot detection

Trajectory Management

Trajectory Implementation

Planning Phase

Execution Phase

All Phases

RBTRMT

PT

SBT

4DTargets

Airspace Users:• more involved in DCB• access to Network View (Airspace Config, hotspot…)

Airspace configurations:• primary solution• fully integrated in DCB (Demand Capacity Balancing)

Hotspot detection:• modular based airspace solutions• high granularity workload assessment• Made visible to all

Network Manager:• provide the Network view• assess Network impact of local/FAB DCB• promote Network efficient solutions

Enhanced ATFCM Processes (1)

SMT



Congestedlocation

DNM Profile

ICAO FPL

Current shortcomings:

• CTOT derived from NM Profile• No ATC/Pilot awareness of congested

locations and regulation entry times• Changes in execution (weather, …)• Impredictability of entry times• Reduced Nw performance

Target Time of Arrival

Involve Flight crew and ATC

NetworkMgnt

CTOT

TTA

Improved implementation of the plans

SESAR

Step 1



Shortcomings:• Lack of flexibility in Flow Management

•Lack of accuracy with Hourly counts•No measure at and after departure

• Overprotections• Reduced Nw performance

• Initial solution = local STAM, but:• No coordination with neighbours• No Network View

Congestion ?(hourly counts)

Let’s say Yes

In fact no congestion

Too Late !

STAM

CDM Updates of the Plans (STAM)

NetworkMgnt

Airspace

Users

• Occupancy counts• Hot Spot Detection• Network View• Support to CDM

FMP

Short-Term ATFCM Measures (STAM)

SESAR

Step 1


Network Operations Plan

Air-GroundDatalinkManagement

Aircraft

Airport Airside Ops AOC/WOC ATM

En-Route & approachATC

Airspace Design

Network Operations

Aeronautical InformationManagement

primary gateway for all users and providers to visualise and

understand the ATM environment

NOP:• Output of Network Management• All Nw Ops actions throuh CDM

Network Situation:• Data supporting NOP generation• Network Demand and Capacities• ATFCM scenarios• Airport data• Met data

NOP System:• Distributed open system architecture providing a set of functions/tools allowing access and modification of the NOP and the Network Situation


Questions ?

Documents

Network Management functions Evolutions in SESAR WP7 and WP13