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How SESAR improves the flow of traffic in to major airports
SMOOTH, PREDICTABLE, EFFICIENT
#SESAR @WorldATM_now
HOW SESAR IMPROVES THE FLOW OF TRAFFIC IN TO MAJOR AIRPORTS
ROBIN GARRITY
SESAR JU
#SESAR @WorldATM_now
Aim
• This session selects certain SESAR concepts and types of SESAR activity to illustrate how combining concepts can smooth the flow of traffic into airports, including: – Extending arrival planning far upstream, even into oceanic
airspace – Managing airspace flexibly to improve efficiency and
plannability – Managing trajectories to optimise flight execution – Using advanced technology to provide ATC and flight deck
with a common view of actual and predicted trajectory
Scenario
• A generic scenario serves to illustrate how these elements link together. – The scenario shows an arrival from the Ocean into a major
airport – Its RBT avoids an active ARES and arrival planning and TOD
are planned accordingly – The ARES is released while the aircraft is far upstream and
so becomes available for planning – The trajectory is re-planned, TOD re-calculated, AMAN
adjusted – Aircraft flies a much shorter, planned trajectory, managed
using new trajectory-management techniques and making use of aircraft-derived information (EPP)
Scenario
1. TOPFLIGHT: Oceanic to XMAN
2. P07.05.04: Release of ARES
3. Trajectory Management and
4. Use of EPP
OEP XMAN horizon
New RBT
IAF
Airport
TOD
Original RBT
ARES
Oceanic airspace
En-route airspace
TMA airspace
Session Structure
• Introduction • TOPFLIGHT Demonstration Project • P07.05.04 – ARES Release Validation Exercise • Trajectory Management • Extended Projected Profile (EPP) • Wrap up and Panel Discussion
Sustainable Arrivals Optimisation • TOPFLIGHT was a SESAR
Demonstration Project • Ramón Raposo is a systems engineer
with NATS. He is contributing to several NATS projects for SESAR, including Extended Arrival Management.
• Ramón will describe: • Objectives of TOPFLIGHT • Overview of the demonstration • Gate-to-gate optimisation of transatlantic
flights, showing how early management can smooth the arrival flow
• XMAN Concept for London Heathrow • Summary of results • Future plans
7
Ramón Raposo
Updating Airspace Status in Real Time • P07.05.04 is a core SESAR Project called
‘Flexible Airspace Management’ • Kris Delcourte works for EUROCONTROL as
PjM for P07.05.04. He is a network expert, formerly working at CFMU.
• Kris will describe one of the forthcoming validation exercises – VP-710 – addressing the real-time update of airspace status to allow more refined plannability of airspace that had been previously reserved for military activity.
• Aims of the exercise are to assess the number of flights affected by such reservation changes, and to determine the average flight time impact per flight
8
Kris Delcourte
Trajectory Mangement • Trajectory management is a transversal
topic of paramount importance to the SESAR Concept.
• Olivia Núñez is an air traffic controller, recently from Madrid ACC, who has worked at the SJU as an ATM expert for more than two years.
• Olivia will present some of the concepts being researched to manage trajectories during the flight execution phase.
• This allows both controllers and pilots to benefit from smoother, more predictable flights, with potentially fewer interventions than is currently the case.
9
Olivia Núñez
Extended Projected Profile • The EPP is a key technological
development that enables effective Trajectory Management.
• Marouan Chida is an avionics engineer who, until recently, worked at Airbus. He is now a CNS Expert in the SJU’s ATM Team.
• Marouan will explain EPP showing: • What it is; • How it works; and • Why we need it.
• The presentation will demonstrate that EPP makes a significant contribution to the shared understanding between air and ground that enables smoother air traffic management.
10
Marouan Chida
So to the presentations …
11
#SESAR @WorldATM_now
Ramón Raposo NATS
TOPFLIGHT Sustainable Optimisation of Transatlantic Flights
#SESAR @WorldATM_now
Contents
13
• Objectives & Organization
• Phases overview – Concept definition
• Phase 1 – Transatlantic flight trials – Summary and data collection – Results & Conclusions
• Phase 2 – NATS Queue Management Strategy – XMAN trials – Results – Oceanic metering – E-AMAN future steps
• Conclusions
Objectives & Organisation – TOPFLIGHT
• Transatlantic Optimised Flight – Objectives
• To develop, demonstrate and transition to operations an airline-driven concept for the gate-to-gate optimisation of flights between North America and Europe based on multiple sustainable elements of the SESAR concept
• Deliver scalable and sustainable change • Identify implications of such a concept on future SWIM systems
14
Overview - Concept Definition, Phase 1
15
Overview - Concept Definition, Phase 2
16
Phase 1
Phase 1 Trials – Concept of Operations
18
Minimal vectoring on departure
Cruise Climb on ocean
Entered Danger area <1 minute after military vacated
Cleared direct to ocean
Continuous climb to initial cruise level
Variable Mach on ocean
Minimal vectoring on arrival
Continuous Descent Arrival
Cleared direct to STAR
Example; BAW95 (Heathrow to Montreal) 30 May
Oceanic Profile at gate
Reduced Engine Taxi on Arrival
• Data sources • Flight Plans • Flight Data Recorder • Flight Data Processing Data • Surveillance Data Processing Data • Cockpit Questionnaires • ATCO feedback • Cockpit Simulations
• Assessment methodology • Spreadsheet based analysis • 3Di
Phase 1 Trials summary
19
Phase 1 Results & Conclusions
• Trial was a success
• Feasibility & scalability of SESAR concept elements was proven
• Westbound – Up to 834 Kg fuel saved
• Eastbound – Up to 301 Kg fuel saved
• Interacting traffic & data sharing as main blocking factors
• Limiting elements
– Flight planning practices (optimum profile, CDR)
– FMC limitations (RTA, Climb, Met)
– Trajectory prediction
– Lack of accurate and automatic data sharing
20
Phase 2
Extended AMAN (XMAN) London Heathrow
• Heathrow is one of the world’s busiest dual runway airport
• XMAN is a partnership between UK Ireland FAB and FABEC to deliver the Extended AMAN SESAR solution
22
Within London FIR
Descent Speed Procedure
To neighbouring FIRs
XMAN Horizon: 350 NM
To oceanic airspace
TOPFLIGHT: Oceanic Metering
• XMAN for London Heathrow, managed by NATS, is the world’s first implementation of an Extended AMAN system with multi-ANSP partners
Extended AMAN (XMAN) London Heathrow
• Airport operation at full capacity – average holding 8 mins • Cross border collaboration: reliant upon neighbours to
enable the benefits of E-AMAN to airline customers
23
Operational trials since April 2014
April - September
• Speed instruction: 0.03M • Delay trigger > 9 mins
September – Onwards
• Speed instruction: 0.04M • Delay trigger > 7 mins
Extended AMAN behind the scenes
24
Current Status & Benefits
25
• Operational trials since April 2014
• 25-40% candidate flights
• 75-80% speed instructed
• Ready for permanent deployment
• Reduction of up to a minute spent in holding stacks
• Each minute represents 60 Kilograms of fuel
• €1.25 million in fuel
• 5,000 tonnes of CO2
• Reduced noise beneath the stacks
Oceanic metering
26
• Technically feasible – Airborne perspective – Capacity to accommodate
• Improve data accuracy through data sharing
• Not possible to implement in isolation: changes in arrival sequences
Extending AMAN horizon to North Atlantic Airspace
Extended AMAN future steps
• XMAN is evolving to form part of a wider and more integrated picture
• Airport recommends TTAs to Airspace Users to resolve airport DCB issues. Implementation could be: – Datalink TTAs to long-hauls (iStream) – Network Manager coordinating TTAs for European
departures (CTOT to TTA)
• XMAN evolution: TTA fine-tuning opportunity to address ATC needs for pre-descent streaming
Conclusions
Gate-to-gate sustainable optimization concept demonstrated
Metrics: feasibility, sustainability, fuel and CO2 savings
Accurate trajectory prediction and early information sharing, as key mechanism for overcoming airspace capacity constraints
Move workload from tactical phase to planning phase
Conclusions
29
Thanks for your attention
30
#SESAR @WorldATM_now
Kris Delcourte Eurocontrol
VP-710: UPDATE REAL TIME STATUS AIRSPACE
#SESAR @WorldATM_now
P.7.5.4: VP-710 • Introduction: P7.5.4 • Flexible Airspace Management:
– Advanced Flexible Use of Airspace or AFUA (Step 1 & 2) – Dynamic Airspace Configuration or DAC (Step 2)
• VP-710 is a Step 1, V3 exercise, R5
– Update of Real Time Status of an AS: • Exchange RTSA information ATC – local ASM system: iCAS –
ACOS • Integration in NM system. Update of Real Times Status:
STANLY_ACOS/LARA to NM. • Improved Cross Border Operations (ASM to ASM).
– R5 exercise, Planning: execution in week of 8-Jun-2015 – Military areas used: German TRA 305 and Dutch EH-D02A and
EH-D05A
32
P.7.5.4: VP-710
• Related Previous Validation Exercises (2012):
– VP-016: Static Airspace data, AUP/UUP Process with NM (ASM tools: LARA, STANLY_ACOS). R2 exercise.
– VP-017: integration of ASM Tools and ATC processes:
automated airspace status update in real time (LARA – MUAC). R2 exercise.
33
P.7.5.4: VP-710
• Overview
34
P.7.5.4: VP-710
35
P.7.5.4: VP-710
36
P.7.5.4: VP-710
• Actors involved
37
P.7.5.4: VP-710
• Expected Outcome Exercise related to this scenario: – Feedback on CDM process for optimisation – Assess the impact of the early release of the ARES:
• Number of flights entries (planned, real) released AS • Time crossed released AS (planned ,real) • Average of the time flight within the released AS
– Same for other Scenarios: • Ad-hoc activation request ARES • New ARES request
38
P.7.5.4: VP-710
• SWIM services: – Notification of the activation of an Airspace
Reservation/Restriction (ARES) – Notification of the de-activation of an Airspace
Reservation/Restriction (ARES) – Pre-notification of the activation of an Airspace
Reservation/Restriction – (ARES)Notification of the release of an Airspace
Reservation/Restriction (ARES) – Query Airspace Reservation/Restriction (ARES) information
39
P.7.5.4: VP-710
• Future Outlook: Step 2 and SESAR 2020 – RTSA Information to Aircraft (AOM-0203) – Dynamic Sector Configuration (DAC) and Dynamic Mobile
Area of Type 1, 2, and 3 – Exercises VP718 (DMA Type 1) and VP755 (DMA Type 1 &
2) better initial design of the airspace (dynamic airspace and
sector configuration with optimally placed DMAs having less (average) impact thanks to DAC process)
Better situational awareness will reduce time DMA is needed (directly linked to execution of the MT)
40
Thanks for your attention
41
#SESAR @WorldATM_now
Olivia Núñez SESAR JU
TRAJECTORY MANAGEMENT
#SESAR @WorldATM_now
Sharing Trajectory Data on the Ground
43
NM FOS
NM
ATSU 1
ATSU 1
Flight Object (FO)
FO is created by NM (EOBT-90 min) FDMP (Flight Data Manager and Publisher) FDC (Flight Data Contributors) At any one time, there is one FDMP; The rest are FDC
ATC-NM Data Sharing (TBC)
44
Today NM’s TP, based on Correlated Position Reports (CPR) from ACCs and original FPL NM predictions can be significantly wrong (>20NM) FL update does not take place until flight has levelled off!
With FO With FO, ACCs will update position and flight intent to FO, and NM will take from FO input for its TP
ATSU-ATSU Data Sharing
45
Old time telephone estimates over the boundary have been substituted by OLDI message: less WL, but little more information than we used to have! Objective: to enable cross-ATSU coordination equivalent to current cross-sector coordination: DCT, re-routes, level change, custom messages…
i4D: CTO (Controlled Time Over)
14:30
METERING POINT
15:06
I estimate the metering point at 15:04, but I could adjust my flight to be there between 15:00 and 15:06
ADS-C Estimate + RTA min/max
CPDLC CTO constraint
Reach CTO fix at 15:06:00
ATCO
- RTA (+-10 sec
95% confidence) - ADS-C - CPDLC
Use of CTO for separation (conflict dilution)
47
Trajectory-Based Tactical Tools
48
• Tools that use trajectory data: better TP (use of EPP) • Tools that support trajectory sharing: Elastic Vector • Tools that support ATCOs to deliver SAFE CLEARANCES • Tools that do not increase ATCO WL!
Enhanced Air and Ground Safety Nets
Shor Term Conflict Alert (STCA) Area Proximity Warning (APW) Minimum Safe Altitude Warning (MSAW) Approach Path Monitoring (APM) Conformance Monitoring: - Safety - Ensure ATC tools performance
Air and ground safety net compatibility
49
Thank you for your attention
50
#SESAR @WorldATM_now
Airborne Computed 4D Trajectory “EPP”
Marouan Chida SESAR JU
March 2014 51
#SESAR @WorldATM_now
Agenda
March 2014 52
1 What is EPP ?
2 How does it work ?
3 What for?
4 Conclusion
Agenda
March 2014 53
1 What is EPP ?
2 How does it work ?
3 What for?
4 Conclusion
1. What : The context
54
Flight Crew ATC
Multiple Views
March 2014
1. What : Objective
55
Share and synchronize airborne and ground trajectory.
FAF IAF MP
4DT
13:52:53
13:57:21
14:02:43
14:08:35
14:13:53
13:50:56
13:55:25
14:00:49
14:06:40
14:11:58
13:48:56
13:53:49
14:01:32
14:06:45
EPP= Extended Projected Profile EPP is the Airborne Computed 4D Trajectory March 2014
Agenda
March 2014 56
1 What is EPP ?
2 How does it work ?
3 What for?
4 Conclusion
2. How : Datalink Environment
57
Ground Network A A
DCDU ATSU
SATCOM VHF
PILOT CONTROLLER HF
FMS
Ground Network
ATSU
SATCOM VHF
CONTROLLER
HF
ADS-C Automatic Dependent Surveillance : System → Human
CPDLC Controller Pilot Data link Communication : Human ↔ Human
March 2014
2. How: EPP Description
58
TOP OF DESCENT
CLB DES CRZ
TOP OF CLIMB
CAS CAS
MACH
MACH MACH MACH MACH
MACH
CAS CAS
CLB Crossover altitude
DES Crossover altitude
WPT3
WPT4
WPT5
WPT6
WPT2WPT1
INTCPT
WPT7
(SPD LIM)
(SPD CHG)
ARINC424 trajectoryFMS trajectory
March 2014
Agenda
March 2014 59
1 What is EPP ?
2 How does it work ?
3 What for?
4 Conclusion
3. What for :
60
The 4D Trajectory is a basis for a multitude of services (separation, situation awareness, enhanced prediction, flow and capacity management….)
(*)Courtesy of MUAC and NORACON
FDP Graphical display* FDP Tabular display* Arrival Manager (AMAN)*
13:52:53
13:57:21
14:02:43
14:08:35
14:13:53
13:50:56
13:55:25
14:00:49
14:06:40
14:11:58
13:55:10
13:48:56
13:53:49
14:01:32
14:06:45
March 2014
3. What for : Reducing Uncertainty
61
Baseline EPP Enhanced Without EPP With EPP
March 2014
Agenda
March 2014 62
1 What is EPP ?
2 How does it work ?
3 What for?
4 Conclusion
4. Conclusion :
ADS-C ‘EPP’ is a natural evolution of the existing
datalink.
SESAR is delivering a mature solution
EPP is already part European deployment plans (PCP AF#6)
63 March 2014
Thanks for your attention
64 March 2014
#SESAR @WorldATM_now
Robin Garrity SESAR JU
CONCLUSIONS
#SESAR @WorldATM_now
Summary
• This session has shown examples of how combining SESAR concepts can smooth the flow of traffic into airports by: – Optimising the flow arrivals, while still in oceanic airspace,
linking this to an extended AMAN horizon, leading to reduced holding times.
– Ensuring that a flight’s RBT is adjusted efficiently, even during the execution phase, to take advantage of changing airspace availability.
– Using new trajectory-management techniques to allow AUs to fly their profiles as closely as possible to the RBT, with potentially reduced interventions from ATC.
– Enabling air and ground actors to share a common picture to enhance flight predictability and promote a smooth execution, through the use of the EPP
Summary
• This session has also demonstrated how different elements of SESAR’s Research and Development programme can complement each other to enrich solutions: – Core Projects: P07.05.04 Researches and Validates the new
concepts for Flexible Airspace Management. – Demonstration Projects: TOPFLIGHT allowed NATS and their
partners to select mature SESAR concepts and combine them both to demonstrate their effectiveness externally, but also to support their own improvement programmes.
– Technological Research: The EPP is an important technology to enable and support many of the concepts being researched in SESAR.
– Transversal Research: Management of trajectories is a core element of the move towards the SESAR vision, and supports many elements across the SESAR programme.
Questions for the Panel?
68
Ramón Raposo Extended Arrival Management
Kris Delcourte Flexible Airspace Management
Olivia Núñez Trajectory Management
Marouan Chida Avionics
Robin Garrity Moderator
Thank you very much for your attention
69
#SESAR @WorldATM_now