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Network Collaborative Management, DCB and Free Route

Document information

PCP Expert Group 3

Deliverable Name Deployment Analysis

Edition 00.00.00

Task contributors BILLARD, Eric (ECTL/DSS)BLOEM, Fred (SJU)BOUMAN, Chris (ECTL/NM)- ChairBRAIN, Chris (ECTL/NM)BURGESS, Mark (BAA/Heathrow)CANNAVICCI, Claudio (ENAV)CONDIS, Jérome (Airbus)COQUEL, Jacqueline (Air France)FERRO, Daniel (Airbus)GREENAWAY, Matt (NATS)LABY, Mikael (Airbus)De LANG, Noud (MUAC)LATGE, Dominique (Thales)LEWIS, Robert (Selex)RICHARD, Marcel (ECTL/NM)RIVOISY François-Xavier (ADP)RODRIGUEZ, Andrés (Indra)TROUSLARD, Philippe (DSNA)

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AbstractThis document provides the assessment of PCP Expert Group 3 (EG3) of 2015-2019 deployments in the areas of dynamic Demand Capacity Balancing (in particular: STAM), NOP-AOP Integration, Free Route Airspace at Network Level, and Airspace Management (particularly A-FUA). The process followed was to establish a generic view of subject

Final Proposal11 DEC 2012 / modified LDO with new section 1

PCP Expert Group 3 Edition 23.02.13Deployment Analysis

deployments and from that consider the appropriateness of the proposed OI-steps concerned and their enablers, and provide related contextual information. EG3 had 6 meetings with constructive input reflecting ANSP, AO, Airport and manufacturing industry points of view, to arrive at this description of the “What” i.e. the scope of assumed deployments in PCP time frames.

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©SESAR JOINT UNDERTAKING


Authoring & Approval

Reviewed By - Reviewers internal to the Expert Groop.

Name & Company Position & Title DateExpert Group 3 10/12/2012

Approved for submission to the SJU By - Representatives of the company involved in the project.

Name & Company Position & Title Date<Name / Company> <Position / Title> <DD/MM/YYYY>

Rejected By - Representatives of the company involved in the project.

Name & Company Position & Title Date<Name / Company> <Position / Title> <DD/MM/YYYY>

Rational for rejectionNone.

Document HistoryEdition Date Status Author Justification

30.11.12 30/11/2012 draft PCP EG3 First Input

03.12.12 03/12/2012 draft PCP EG3 Input 4 Dec’12 meeting

06.12.12 06/12/2012 draft PCP EG3 Input to 7 Dec’12 meeting

10.12.12 10/12/2012 Final proposal PCP EG3 Deliverable to PCP SG

23.02.13 23/02/13 With new section 1 LDO

Assembly of updated section 1 of 15/1 into original DA details

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Table of ContentsEXECUTIVE SUMMARY....................................................................................................................................9

1.1 HIGH-LEVEL OPERATIONAL IMPACT DESCRIPTION..................................................................................111.1.1 Cooperative Traffic Management (incl. STAM, CTOT=>TTO/TTA, towards i4D, CTA/CTO)...121.1.2 Initial Integration AOP/NOP.........................................................................................................151.1.3 ASM/A-FUA...................................................................................................................................18- Extensive use of modular areas and Introduction of mechanisms allowing the definition and use of flexible, ad hoc, reserved/segregated airspace structures within a given Airspace Configuration, and improved management of segments of CDRs.. . .19- More flexibility in definition and operation of sector configurations taking into account not only traffic demand but also the airspace availability as result of the CDM process; indeed airspace allocation and sector configuration should offer enough flexibility in order to identify the best combination to satisfy civil and military requests, exploit resources available and minimize the need of ATFM measures, while keeping to a simple and straightforward coordination process............................................19- More extensive cross border operations across Europe, supported by FABs implementations, resulting in shared use of reserved/segregated areas, taking into account reasonable sharing of environmental nuisance.........................................................191.1.4 FRA at Network Level....................................................................................................................20

1.2 HIGH-LEVEL SYSTEM IMPACT DESCRIPTION............................................................................................261.2.1 System impact Transversal requirements.......................................................................................261.2.2 System impact Cooperative Traffic Management..........................................................................261.2.3 System impact initial integration NOP/AOP..................................................................................281.2.4 System impact Airspace Management / Advanced-FUA................................................................291.2.5 System impact Free Route Airspace...............................................................................................30

ATTACHMENT: CTOT TO TARGET AND CONTROLLED TIMES DIFFERENT CONCEPTUAL USAGE...........................1

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..............................................................................................................................................................................1

2 SHORT TERM ATFCM MEASURES (OI STEP DCB-0205)..................................................................2

2.1 OI STEP DESCRIPTION.................................................................................................................................22.2 RELATED ENABLERS DESCRIPTION.............................................................................................................3

2.2.1 System...............................................................................................................................................32.2.2 Procedural........................................................................................................................................42.2.3 Institutional: None............................................................................................................................5

3 ENHANCED SHORT TERM ATFCM MEASURES (OI STEP DCB-0308)..........................................6

3.1 OI STEP DESCRIPTION.................................................................................................................................63.2 RELATED ENABLERS DESCRIPTION.............................................................................................................8

3.2.1 System...............................................................................................................................................83.2.2 Procedural........................................................................................................................................93.2.3 Institutional......................................................................................................................................9

3.3 BACKGROUND & ASSUMPTION...................................................................................................................93.3.1 Related SESAR Specifications..........................................................................................................93.3.2 Aeronautical services involved.......................................................................................................103.3.3 Phases of flow management / Phases of flight involved.................................................................113.3.4 Actors involved...............................................................................................................................11

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3.3.5 Flows of information between actors.............................................................................................113.3.6 Impact on airborne systems...........................................................................................................123.3.7 Impact on ground systems..............................................................................................................12

3.4 RELATED STANDARDIZATION AND REGULATORY ACTIVITIES..................................................................133.4.1 Standards........................................................................................................................................13

O LOCAL AND SUB-REGIONAL AIRSPACE MANAGEMENT SUPPORT SYSTEM (LARA) AND STANLY (DFS BUILT).......................................................................................................13

MET SYSTEMS........................................................................................................................................13

O DIFFER PER STATE..............................................................................................................................13

NOT SPECIFIED SYSTEMS...............................................................................................................13

O ELECTRONIC FLIGHT BAG. THE EFB IS HOWEVER JUST A REPLACEMENT OF THE CURRENT PRINTED INFORMATION REQUIRED ON BOARD THE AIRCRAFT.......13

O CPDLC OR TRAJECTORY D-LINK..................................................................................................13

O ACARS.........................................................................................................................................................13

3.4.2 Impact on SES / EASA Regulatory frameworks.............................................................................133.4.3 Link to ICAO Global Concept Blocks............................................................................................14

3.5 MATURITY AND IMPLEMENTATION CONSIDERATIONS..............................................................................143.5.1 Maturity Issues including link with the SJU Release Strategy.......................................................143.5.2 Any other deployment considerations not covered above..............................................................14

4 AUTOMATED SUPPORT FOR TRAFFIC COMPLEXITY ASSESSMENT (OI STEP CM-0103A)15

4.1 OI STEP DESCRIPTION...............................................................................................................................154.2 RELATED ENABLERS DESCRIPTION...........................................................................................................16

4.2.1 System.............................................................................................................................................164.2.2 Procedural......................................................................................................................................184.2.3 Institutional: None..........................................................................................................................19

4.3 BACKGROUND & ASSUMPTION.................................................................................................................204.3.1 Related SESAR Specifications........................................................................................................204.3.2 Aeronautical services involved.......................................................................................................204.3.3 Phases of flow management / Phases of flight involved.................................................................204.3.4 Actors involved...............................................................................................................................214.3.5 Flows of information between actors.............................................................................................214.3.6 Impact on airborne systems...........................................................................................................214.3.7 Impact on ground systems..............................................................................................................21

4.4 RELATED STANDARDIZATION AND REGULATORY ACTIVITIES..................................................................224.4.1 Standards........................................................................................................................................224.4.2 Impact on SES / EASA Regulatory frameworks.............................................................................224.4.3 Link to ICAO Global Concept Blocks............................................................................................22


5 INTEGRATION OF INITIAL NETWORK AND AIRPORT PLANNING (OI STEP DCB-0103-A)23


5.2.1 System.............................................................................................................................................265.2.2 Procedural......................................................................................................................................335.2.3 Institutional....................................................................................................................................33

5.3 BACKGROUND & ASSUMPTION.................................................................................................................335.3.1 Related SESAR Specifications........................................................................................................33

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5.3.2 Aeronautical services involved.......................................................................................................345.3.3 Phases of flow management / Phases of flight involved.................................................................345.3.4 Actors involved...............................................................................................................................355.3.5 Flows of information between actors.............................................................................................355.3.6 Impact on airborne systems...........................................................................................................355.3.7 Impact on ground systems..............................................................................................................36



6 AIRSPACE MANAGEMENT AND ADVANCED FLEXIBLE USE OF AIRSPACE (OI STEP AOM-0206-A).......................................................................................................................................................37

6.1 OI STEP DESCRIPTION...............................................................................................................................37- Extensive use of modular areas and Introduction of mechanisms allowing the definition and use of flexible, ad hoc, reserved/segregated airspace structures within a given Airspace Configuration, and improved management of segments of CDRs.. . .38- More flexibility in definition and operation of sector configurations taking into account not only traffic demand but also the airspace availability as result of the CDM process; indeed airspace allocation and sector configuration should offer enough flexibility in order to identify the best combination to satisfy civil and military requests, exploit resources available and minimize the need of ATFM measures, while keeping to a simple and straightforward coordination process............................................38- More extensive cross border operations across Europe, supported by FABs implementations, resulting in shared use of reserved/segregated areas, taking into account reasonable sharing of environmental nuisance.........................................................38It is important to note that the OI Step AOM-0206A does not cover all the scope of the ASM evolutions expected in the PCP timeframe.................................................................40

6.2 RELATED ENABLERS DESCRIPTION...........................................................................................................406.2.1 System.............................................................................................................................................406.2.2 Procedural:....................................................................................................................................446.2.3 Institutional: None..........................................................................................................................44


6.4 RELATED STANDARDIZATION AND REGULATORY ACTIVITIES..................................................................496.4.1 Standards........................................................................................................................................49

O LOCAL AND SUB-REGIONAL AIRSPACE MANAGEMENT SUPPORT SYSTEM (E.G. LARA, STANLY)...............................................................................................................................................50

6.4.2 Impact on SES / EASA Regulatory frameworks.............................................................................506.4.3 Link to ICAO Global Concept Blocks............................................................................................50

6.5 MATURITY AND IMPLEMENTATION CONSIDERATIONS..............................................................................506.5.1 Maturity Issues including link with the SJU Release Strategy.......................................................50

MATURITY DESCRIPTION BELOW IS DERIVED FROM SJU MATERIAL AND UPDATES FROM WP 7.5.2.......................................................................................................................50

AOM-0206-A (FLEXIBLE MILITARY AIRSPACE STRUCTURES).............................................50

RELEASE AND ROADMAP ANALYSIS.................................................................................................50

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THE FOLLOWING ANALYSIS RELATES TO AOM-0206.............................................................50

TWO VALIDATION EXERCISES HAVE BEEN DEFINED IN R2, AND ONE EXERCISE (VP-515) IS PLANNED IN R4..................................................................................................................50

6.5.2 Any other deployment considerations not covered above..............................................................51

7 FREE ROUTING (OI STEP AOM-0501)..................................................................................................52






8 FREE ROUTE AIRSPACE IN HIGH DENSITY TRAFFIC (OI STEP AOM-0502)..........................63






9 TITLE TO BE DEVELOPED (OI STEP AOM-0403-A STEP)..............................................................78


9.2.1 System.............................................................................................................................................799.2.2 Procedural: None...........................................................................................................................799.2.3 Institutional: None..........................................................................................................................80

9.3 BACKGROUND & ASSUMPTION.................................................................................................................809.3.1 Related SESAR Specifications........................................................................................................80

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9.3.2 Aeronautical services involved.......................................................................................................809.3.3 Phases of flow management / Phases of flight involved.................................................................819.3.4 Actors involved...............................................................................................................................819.3.5 Flows of information between actors.............................................................................................819.3.6 Impact on airborne systems...........................................................................................................829.3.7 Impact on ground systems..............................................................................................................82


9.5 MATURITY AND IMPLEMENTATION CONSIDERATIONS..............................................................................829.5.1 Maturity Issues including link with the SJU Release Strategy.......................................................82Any other deployment considerations not covered above-.............................................................................83END OF DOCUMENT-................................................................................................................................83

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Executive summaryThe following sections provide a summary description of the improvements that have been considered by EG3, based on agreed overviews of improvement directions, and then linked to the OI-steps that can be found in this document.

Collaborative Traffic ManagementImproving the ATC-ATFCM-Airport operations interaction will improve traffic predictability and provides the cornerstone for delivering traffic to downstream ATC sectors in a ‘shape’ (rate, sequence, complexity) that allows best use of available resources, and for network support to airport arrival sequencing processes, thus reducing the need for ATFCM measures and reducing the need for excessive airport holding.

The 2015-2020 improvements addressed in this deployment analysis aim to:- improve predictability by achieving an adherence to (improved) planning to the

extent possible without affecting the flexibility required for ATC/AU operations,- reduce the need for ATFCM measures (generating delays and re-routings) by

stepwise assessing alternative solutions and, as required, manage specific flights in quasi real-time (STAMs)

- improve predictability by cooperatively managing ATCFM congestions at the point of congestion rather than only at departure (moving from CTOT to a target time at a given congested node), and

- using target times to support airport arrival sequencing processes in the en-route phase, optimising the use of available ATC arrival capacity and minimising flight inefficiencies resulting from vectoring and holding activity

Complexity management tools, basic and enhanced, will increase the accuracy and effectiveness of the processes to align traffic demand with available capacity and associated ATFCM measures.

This improvement area is supported by the Performance Scheme Implementing Rule. The maturity of preparation work (incl validation) for the essential elements of these deployments is considered medium to high. A risk is reduced maturity due to confusion on the objectives of target times, which is addressed in this deployment analysis. In terms of the ICAO ASBU’s, this area is covered by Module’s B0-35, B1-35, B2-35.

Initial Integration of Network and Airport PlanningIn 2015-2020, the integration between network and airport planning will be progressively improved through better exchange of data, and strengthened airport-network coordination processes to address ATFCM measures and optimisation of arrival sequencing.

Airport Planning information will enhance the predictability at network level and support collaborative decision making processes e.g. for STAMs in terms of departure sequencing and will be enhanced with severe weather information impacting capacity and airport constraints on day of operation.

The maturity of preparation work (incl. validation) for the essential elements of these deployments is considered medium to high. A risk is achieving the A-CDM baseline objective and convincing airports to invest in integration with network operations. There is no explicit link with the ICAO ASBU’s.

Airspace Management/Advanced-FUA

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For Enhanced Flexible Use of Airspace/Airspace Management, the first steps towards airspace configurations will be deployed and direct actions with the military partners will be promoted to achieve the following improvements at local level:

Inclusion of future civil/military airspace requirements Update ASM procedures and processes, when required, to change from

procedures and processes based on a fixed ATS route structure to civil/military airspace structures (CDRs, airspace volumes, etc.)

Following a gradually harmonized application of FUA at local level, initiate consistent data sharing with respect to the availability of civil/military airspace structures in support of a more dynamic ASM and FRA implementation

The deployment of ASM solutions in support of the airspace users Enhanced cooperation at pre-tactical and tactical level Getting closer together planning and operations Integrating ASM/ATFCM Enhanced ASM network assessment in cooperation with NM

This improvement area is supported by EC Regulations No 551/2004 (Airspace Regulation) and No 2150/2005 (Flexible Use of Airspace). The maturity of preparation work (incl. validation) for the essential elements of these deployments is considered medium to high. A risk is the readiness of military authorities to change processes and invest for the advantage of civil flights. In terms of the ICAO ASBU’s, this area is covered by Module’s B0-10 and B1-10.

Free Route Airspace Free Route Airspace (FRA) is defined as a specified airspace within which users may freely plan a route between a defined entry point and a defined exit point, with the possibility to route via intermediate (published or unpublished) way points, without reference to the ATS route network, subject to airspace availability. Within this airspace, flights remain subject to air traffic control. The target by 2019/2020 is to achieve the maximum possible number of FRA implementations, as defined above, along with cross border operations in low, medium complexity airspace and at least one implementation in complex airspace.

The current Free Route and FRA-like developments and deployments at local and network level have reached a good level of maturity. Future deployment is mostly planned in incremental phases according to local ANSP/FAB capabilities. Typically initial implementation starts with the publishing of DCT-routes or constraints, progressing to more flexible operation over time. This is seen as a logical process on the way to reaching the target concept. In periods of high traffic demand, in complex airspace areas, it may be necessary to have systemised traffic flows or routes in a specific airspace volume in order to maintain capacity.

This improvement area is supported by the Performance Scheme Implementing Rule. The maturity of preparation work (incl validation) for the essential elements of these deployments is considered medium to high. A risk is reduced maturity due to confusion on the objectives of target times, which is addressed in this deployment analysis. In terms of the ICAO ASBU’s, this area is covered by Module’s B0-35, B1-35 and B2-35.

This improvement area is supported by the European Route Network Implementation Planning (as referred to in the NM IR). The maturity of preparation work (incl validation) for the essential elements of these deployments is considered medium to high. A risk is the readiness for deployment of specific enablers that are considered to be required in the more demanding FRA environments. In terms of the ICAO ASBU’s, this area is covered by Module’s B0-10 and B1-10.

1.1 High-Level Operational impact descriptionAs an overall direction towards 2020 and as context for the deployments addressed in this analyses, the network development, while delivering safer ATM operations, aim to reduce existing

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PCP Expert Group 3 Edition 23.02.13Deployment AnalysisATM constraints to airspace users, exploiting existing and emerging aircraft and ground (CNS, ATC) system capabilities, and exploiting opportunities in the Single European Sky context. Its major purpose is to support Airspace Users, Airport Operator and ANSP in meeting their business objectives by increasing cost-efficiency through improved network performance, notably capacity and flight efficiency. This approach, addressing the overall SESAR direction, is characterised by:

To provide the basis for optimal business/mission trajectories and reduction in route length extensions and increase of capacity, Free Route Airspace (FRA) will be available in the airspace where the majority of enroute portions of flight is conducted. Airports and multi-hub TMAs will be linked to FRA by dedicated fixed routes aimed at maximising arrivals to and departures from airports in a sequence which prioritises the top hub airports. Restricted/reserved airspaces will be modular to provide built-in flexibility.

ATC sectors, reserved/restricted airspace, and airport infrastructures are configured & managed to optimise network performance, and to provide Airspace Users with operational options balancing capacity with flight efficiency and mission effectiveness. This is achieved through collaborative decision making at local (incl. airports), FAB and network level, using (real-time) what-if assessments, aligning resource planning, and minimising adverse effect of individual responsibilities or requirements on network performance.

To maximise the usage of available network capacity and to allow the airspace user to continuously optimise their operational business performance, network constraints are managed by 4D measures (time, route, level) focused at the constraint. Targets are continuously delivered to reflect the operational situation and users’ capabilities. This is based on procedures for the operational use of targets and on the continuous sharing of real-time traffic and operational decision and capability data between all actors. All flights are linked, and capacity or routing issues can be now solved with micro measures to the 4D-trajectories of several flights.

To reduce the workload and to allow increase in both safety and capacity, Airports, ATC and Airspace Users manage together issued targets with the support of appropriate ATM (prediction) tools and aircraft navigational capabilities, thus increasing the predictability of network operation. This will also develop the trust in network operations’ planning leading to better use of available resources. Where opportunities or disruptions emerge, ATC and flight crew can adapt flight trajectories through network coordination.

Within the overall aim to improve ATM cost-efficiency in a safer environment, the vision will increase network capacity, will lead to the better use of network resources and will also improve flexibility in planning operations allowing users to better handle their own operational business priorities.To realise these targets as set to them in the Network Ops Plan, each and every actor will participate in network operations through a rolling cooperative process and by sharing operational data.

The above overall direction can be seen as driver for the following high level description of the PCP improvement areas addressed by EG3.

1.1.1 Cooperative Traffic Management (incl. STAM, CTOT=>TTO/TTA, towards i4D, CTA/CTO)

Cooperative Traffic Management minimises ATM constraints on individual flights and increases cost-effectiveness, by better utilising ATC and Airport resources through the collaborative optimisation of traffic delivery into congested sectors and airports during the executive phase of flight.

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Tactical cooperation in executing network operations

Simplified and flexible airspace structures and airport operations aligned with user needs

Cooperation to achieve best performing usage of airspace and airports

Focused measures to address operational constraints


Network traffic management is impaired significantly by the fact that ATFCM and ATC, while impacting the same flights, do not necessarily operate on basis of the same information and traffic objectives. This results in reduced value of ATFCM and ATC planning processes, reduced predictability affecting ATC capacity, and sub optimal utilisation of available capacity. Improving the ATC-ATFCM operations interaction and integrating airports into the Network view will improve traffic predictability and provides the cornerstone for delivering traffic to downstream ATC sectors in a ‘shape’ (rate, sequence, complexity) that allows best use of available resources, and for network support to airport arrival sequencing processes, thus reducing the need for ATFCM measures and reducing the need for excessive airport holding.

The performance benefits of improving traffic management on the day of operations, by more accurately considering and adjusting traffic load figures, have been demonstrated by ANSPs. Cooperative Traffic Management builds on those practices to achieve network wide performance benefits, through a better operational and data integration between Airspace Users, network management and ATC, improving predictability and facilitating network support to tailored traffic delivery into sectors and airport arrival sequencing.

The activities addressed will reduce the ATM operational and data gap between ATFCM, ATC and Airport operations and is based on the needs of the network as a whole, local ATC and airports, and AU preferences.

Improved predictability, supported by a complementary ATFCM and ATC view of the AU flight intentions, will bring improved accuracy and increased confidence in traffic and workload forecasts, reducing the need and magnitude of ATFCM measures. These ATM constraints will be further reduced by dynamic short term measures to better align the traffic with available resources.

All these measures, that are initiated and optimised locally, will be supported by network activity, providing optimised network solutions based on a variety of resource situations at different ATC units, and by distributing the required traffic management data. As such, key enablers are ATC-NM-AU cooperation and data distribution, plus taking advantage of available aircraft navigation and (i4D) data link capabilities, paving the way towards trajectory-based operations. The proposed Pilot Common Project “initial SWIM” further addresses Information Management enablers.

1.1.1.1 Implementation steps and elementsThe main elements for improvements are:

Adherence to the filed flight plan Based on an effective traffic forecast process and a complementary ATFM, ATC

and Airport view of AU flight intentions (through extended flight plan), improve predictability by achieving an adherence to that planning to the extent possible, without affecting the flexibility required for ATC/AU operations, changing conditions and the utilisation of new opportunities/solutions.

Short Term ATFCM measures Reduce the need for ATFCM measures (generating delays and re-routings) by

stepwise assessing alternative solutions based on more accurately forecast sector loads, i.e. cooperatively manage groups of sectors and ATCO resources, consider ASM solutions with civil and military airspace users, and manage specific flights in quasi real-time (STAMs), supported by tools that combine local and network ASM, sectorisation/ATCO staffing and ATFCM data.

In order to bridge the gap between ATFCM and ATC planning activity, operational procedures are developed that require dynamic coordination within an ACC and

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potentially between more than one ACC, AUs and the Network level as appropriate. [DCB-0205]

The tactical phase of STAM consists of: - Local detection of excessive forecast workload periods for a specific node of

activity, complexity assessment, analysis of the possible solutions, and, if required (on the declaration of a Hot Spot), the triggering of a STAM process, notification to the network of potential STAM application areas.

- Network assessment and, where necessary, consolidation of multiple STAM measures through a light CDM process that includes AU’s.

- Local agreement and implementation of STAM measures with the appropriate ATC actors (INAP).

- Continuous monitoring and assessment of traffic, workload and complexity at local level; corrective actions if necessary.

The aim is to maximise the efficiency of a system by using flow and capacity management techniques close to the real time operations with direct impact on tactical capacity management, occupancy counts and tactical action on traffic. STAM measures are already in use with a small number of ANSPs but not shared and defined in a CDM way at a regional level

CTOT Target Times (incl ATFCM support to arrival sequencing)1

Improve predictability by cooperatively managing ATCFM congestions at the point of most penalising congestion rather than only at departure (moving from CTOT to a target time at a given congested node), by sharing data and taking advantage of airborne 4D navigation capabilities.

Based on the notion of moving from a pure CTOT (Calculated Take Off Time) mechanism (Regulation translated to point of departure) to one based on TTA/TTO (Target Time of Arrival / Target Time Over) (Regulation at point of congestion). The aim is to address specific workload delivery weaknesses known to exist within the current regulation system due to the lack of predictability. The use of TTA/TTO can be tailored w.r.t. purpose for En-Route or Arrival Management, each with its own accuracy.

The aim of pre-flight DCB time-based measures is to resolve significant detected imbalances between forecast traffic demand for a given node and its capacity. By time constraining the excessive traffic demand at the point of congestion, the resultant forecast traffic quantity no longer exceeds the available capacity and is presented as a smoothed flow with a higher level degree of assurance and information quality.

The proposed methodology introduces a number of operational changes- Visibility of the target time at the most penalising constrained node to both

Pilot (initially) and ATC (to an appropriate level of detail)- New procedures for AU/pilot and ATC/ATCO regarding adherence to the target

(further work still required to clarify roles incl. validation for all phases of flight) e.g:

o different tactical management of changes in airspace status in respect of potential impact of re-routing vs TTA/TTO

- AU freedom to better respond to the regulated area in line with their business needs

- Improved arrival sequence visibility already from pre-departure phase and associated levels of assurance

1 At the moment CTOT to target times is part of the OI step for STAM. EG3 suggests it would be better to have 2 separate OI steps for STAM (reducing need for ATFCM measures) and CTOT Target Times for ATFCM purposes (improving delivery into regulated sectors/airports).

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i4D and Controlled Times (incl en-route ATC support to arrival sequencing) Support airport arrival sequencing processes in the en-route phase, optimising the

use of available ATC arrival capacity and minimising flight inefficiencies resulting from vectoring and holding activity, through shared (i4D) traffic and sequencing data and accurate aircraft 4D navigational capabilities

Initially, ATFCM target times may be used or specific target times generated for specific flights to support arrival sequencing requirements as indicated in previous bullet point under CTM. This is a step towards initial 4D.

In an initial 4D context, messages might be generated automatically on request of either Controller or Flight Crew through dedicated HMI. On board, additional integration of CPDLC terminal with avionics allows the Flight Crew to auto-upload into the FMS clearances or directions received from ground and accept, with minimal interaction via the HMI. When checked, analysed and sent by Flight Crew, controllers receive CPDLC messages from AC.

System acknowledgement of messages can be an automated process. However, human response [for example, WILCO, UNABLE, etc] to be sent/received within designated 'operational time-outs', is required for 'operational closure' of many CPDLC messages/exchanges. This is done through the HMI used at the specific location.

Because of the significant increase of data exchanges (via CPDLC and possibly also via ADS-C), both the ground as well as the air systems need a high degree of automation and automated monitoring tools are required to prevent a workload increase as well as the risk of introducing extra chances for human errors.

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In the context of the activities for CTOT TTO/TTA, and support to arrival sequencing it is important to distinguish between:

moving to target times (TTO/TTA) at the ATFCM constraints (e.g. congestions) for regulated flights, i.e. to better manage en-route or airport ATFCM congestions instead of using (only) CTOTs, with benefits in terms of more effective ATFCM, improved ATC predictability and consequential benefits to performance. The ATFCM target time (TTO or TTA) may be used as input for arrival sequencing.

The use of TTA (and CTOT for that matter) purely defined to support arrival sequencing, i.e. also for non-regulated flights, with benefits to arrival flight efficiency and airport throughput.

The use of CTAs (and CTO’s) that, supported by air-ground system negotiation processes that consider sequencing requirements with the actual and planned aircraft 4D profile, allowing more accurate sequencing (AMAN) support in the context of i4D, providing further benefits to arrival flight efficiency and airport throughput.

Although there are relations between these applications (e.g. in case of airport congestion, coordination of a TTA between airport and network), the validation and deployment planning activities need to take the application difference into account in terms of performance objectives and maturity for (phased) deployment.

See diagram in the attachment.

1.1.2 Initial Integration AOP/NOPThe overall aim for Airports & TMA are to increase the throughput, resilience, safety, efficiency (ultimately, declared capacity) of an airport, ensuring integration of AOP and NOP supported by initial deployment of the APOC, alignment and integration with aircraft capabilities together with corresponding improvements within the associated terminal airspace.

Experience has shown that better planning and execution of airport and network operations results in an improvement in utilisation of resources, airspace, infrastructure and a reduction of delays. In the current environment the level to which this can be achieved is limited and a step change in the interaction between the airports and network will be achieved by fully integrating airports into the ATM network through technologies and further culture change. The AOP-NOP linking is at the heart of this change and is therefore a key deployment activity. The key objectives for this project are to:

Increasing the scope and timescales of data shared between the airport and network improve common awareness amongst stakeholders engaged in decisions at

network and airport level network in both the tactical and short/ medium term planning arenas.

improve airport awareness of related network activity at airports; reduce voice interactions due to automated exchanges (SWIM-based services); and Introducing automation in support of network and airport performance monitoring

and post-operations feedback.

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A reduction in the no of wasted slots (particularly in disruption situations) and therefore increase in capacity utilisation both locally and in the wider airspace network.

The integration of airports into the ATM network will be achieved through the sharing of information between the AOP and the NOP. As a result, two issues need to be addressed:

1. The implementation of the AOP, with content and update responsibilities agreed between all stakeholders, including the interface to local systems. The AOP will be the principal information source for airport operations and will need to be able to support interaction by certain local stakeholders and receive relevant data from the network.

2. The NOP will be the principle information source to cover the entire network and will integrate the data received from the airport via the AOP mechanisms The sharing of appropriate information between the AOP and the NOP in a manner similar to today’s FUM and DPI message exchange needs to be implemented.

In the future however, the information exchange between the AOP and the NOP will be achieved through SWIM based services e.g. via publish / subscribe mechanisms. It is also important to understand that the information exchange must be 2-way. Not only will local ‘knowledge’ contained within the AOP be shared with the NOP where there is a clear network benefit but also the NOP information (i.e.; the “network perspective”) will be shared with the airports if such information will lead to a local performance enhancement or optimisation.

It is expected that Airport Planning and tactical information delivered through the AOP/NOP will enhance predictability at network level and support collaborative decision making processes being delivered through SESAR deployment e.g. for STAMs in terms of departure sequencing.

The AOP will be richer in terms of the information content and will cover an extended time horizon – typically starting 6 months ahead of operations rather than being restricted to several hours – as it is the case with the current systems and procedures. In addition, the AOP will be the principal tool permitting the evolution toward performance based airport management. The Performance targets will be contained within the AOP and the monitoring of actual performance against those targets – as well as the raising of appropriate alert deviations – all form part of the AOP design architecture. .

The scope of the data to be shared via the AOP/NOP will include weather information , capacity forecasts, demand data, and airport constraints. It will also contain the necessary data and connectivity to support collaborative network and airport arrival/departure sequence management integrating AU preferences plus collaborative planning of airport resources,

The other “new” capability the AOP will provide are look ahead and what if functions for the airport (which will be shared with the network and local stakeholders) so that as the operational day evolves leading indicators such as predicted delay/punctuality are available the local airport stakeholders and the network. This will lead to proactive rather than reactive decision making with the goal of being able to achieve the performance level agreed by the airport stakeholders and including the network.

For large complex airports there is a need for an ‘airport focal point’ to ensure cooperation with the network. In such airports where the APOC organisation and associated support tools are lilely to be in place, this role could be fulfilled by the APOC Supervisor. Whilst such organisational aspects are important, the initial deployment of AOP / NOP integration will be more focused on the technical elements.

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1.1.2.1 Implementation steps and elementsThis deployment will happen in various phases, building on the current implementation of A-CDM and its associated A-CDM Information Sharing Platforms connected to local systems and tuned at local airport level.

By 2020, full AOP and NOP integration is foreseen providing shared two way situation awareness to airports and network with query tools and data updating by stakeholders. Local implementation steps are applicable for the entire network on the understanding that some airports have more ambitious plans and that those plans must be maintained.

Important factors to consider are that priority and deployment speed will very much depend on the local business case and investment funds available. Based on the experience of A-CDM implementation, it is likely that hub airports and capacity constrained airports would deploy faster. It is important that any requirements are scalable and that the network is able to justify data or additional interface requirements placed on local airports which cannot make a local business case.

In the time frame of 2020 a number of deployment activities are foreseen which should include:

1. Initial deployment of AOP/NOP information sharing , for which agreement on data to be exchanged between Airports and Network (2-way) will be achieved in 2013, as well as the options for information exchange means supporting initial deployment, e.g. B2B exchanges of messages and/or use of SWIM-based services. AOP/NOP information sharing forms the foundation for all other elements, with interface in the planning time horizon , stretching time line for departures from current 3 hours horizon, and linking to airport (time-based) operations.

2. Initial deployment of AOP / NOP cooperative traffic management : Based on AOP/NOP information sharing and Network and Airport (APOC) organisational roles / responsibilities:

a. Collaborative management of adverse conditions, based on increased exchange of data (e.g. MET data, capacity information);

b. Collaborative arrival sequencing: optimum arrival sequence considering Network and Departure constraints.

c. Initial deployment of tools to reflect airspace user preferences and provide what-if capabilities.

d. Deployment of APOC decision support tools and “what if” tools for both the network and airport where local complexity necessitates.

The AOP NOP integration will be based on common European standardised interfaces with B2B services already providing a platform for deployment during transition to SWIM based services.

AOP / NOP integration will provide visibility on the management of European, network and airport performance targets, embedded in the AOP processes, further enhanced by an airport focal point for collaborative activities with the network (later integrated into the Airport Operations Centre).

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1.1.3 ASM/A-FUAIt is important now that the FUA procedures developed over the past years are exploited to their maximum through a much closer cooperation between the Network Manager and the local civil and military partners. It is essential that the Network Manager achieves to coordinate from a network perspective the availability of civil/military airspace structures and the appropriate utilisation of those by civil users.

This should be achieved through a more proactive and simplified exchange of data and information between the ANSPs, the Network Manager and the airspace users so that the airspace users will receive a more consolidated network picture on airspace availability for both the strategic and the pre-tactical phases.

1.1.3.1 Implementation steps and elementsIn the context of this PCP description, the expected evolutions and basic concepts which constitute the link between the deployment baseline and further deployment under Step 1 extend beyond FUA only and require better integration of ASM, ATS and ATFCM aspects, as described below:

- Extensive use of Airspace Configurations. These are defined as “the predefined and coordinated organisation of ATS Routes of the ARN and/or Terminal Routes and their associated airspace structures (including temporary airspace reservations and Free Routes Airspace portions, if appropriate) and ATC sectorisation”. Airspace Configurations are aimed at responding to and balancing performance driven strategic objectives (capacity, flexibility, flight efficiency, environmental) at all levels, network, sub-regional and local, while taking due account of military mission effectiveness.

- Airspace Configurations will result from a CDM process where improvements to the airspace organisation and management are agreed. The CDM Process will be based on the cooperation between airspace users, the local functions, the Network Manager as appropriate and, where available, sub-regional functions (FABs). It will be conducted through a process, set up to agree upon a predefined set of Airspace Configurations for a given airspace volume and time, including route structures, airspace structure and associated sectorisation.

- Continuous, seamless and reiterative planning, allocation and operational deployment of optimum airspace configurations, based on airspace request at any time period within both pre-tactical Level 2 and tactical Level 3. This will result in a rolling process, supporting enhancement of the daily Network Operations Plan. This will allow airspace users to better take benefit from changes to airspace structures in real-time.

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- Extensive use of modular areas and Introduction of mechanisms allowing the definition and use of flexible, ad hoc, reserved/segregated airspace structures within a given Airspace Configuration, and improved management of segments of CDRs.

- More flexibility in definition and operation of sector configurations taking into account not only traffic demand but also the airspace availability as result of the CDM process; indeed airspace allocation and sector configuration should offer enough flexibility in order to identify the best combination to satisfy civil and military requests, exploit resources available and minimize the need of ATFM measures, while keeping to a simple and straightforward coordination process.

- More extensive cross border operations across Europe, supported by FABs implementations, resulting in shared use of reserved/segregated areas, taking into account reasonable sharing of environmental nuisance.

The elements described represent a realistic evolution, based on enablers developed within preceding ATM related programmes, projects and trials. The improved and better coordinated ASM/ATFCM/ATC process that will be the result of the work will support Network performance by providing processes and procedures from strategic planning to tactical usage.

Most of the improvements of the ASM/ATFCM processes expected in PCP-time frames will be related to the closer interaction between operating phases (Level 1, Level 2 and Level 3). This interaction will result in a seamless (running) process enabled by continuous CDM. The three levels will be maintained, but the processes of which they comprise will no longer be restricted to a particular time interval (i.e. non-overlapping phases). However, the decision on the operations of an airspace will be part of only one operating phase at a given time.The other major improvement expected will come through a much closer interaction between the ASM/ATFCM process and the actions required by ATC, making it into a combined and closely coordinated ASM/ATFCM/ATC process.

The CDM process at strategic level will be driven by the continuous evaluation of the performance achieved in respect of the performance targets defined. The outputs will provide indication for the revision of strategic plans whenever required to react to criticality identified and to re-orient the efforts of specific performance targets.The process to collect and co-ordinate requests until the very end of the Pre-tactical Level 2 will be subject to a seamless CDM process and to the assessment of the requests and resources available in respect of performance targets required at that specific moment. It will result in the publication of agreed Airspace Configurations (instead of the AUPs/UUPs, as it is today). These will contribute to the definition of the daily Network Operations Plan (NOP). The daily NOP will be continuously updated with planned and real-time data through interfaces with local support systems and available to the users through the Airspace Data Repository (ADR) so they may file and modify their FPLs accordingly.

Agreed Airspace Configurations and any changes to them will be processed at local, sub-regional and at network levels. Process, procedures and systems will be developed to allow a continuous rolling network impact assessment of Airspace configurations and to communicate their impact on network performance to local, sub-regional and at network levels.

A joint activity, integrating ASM, ATFCM functions and relevant ATC planning tasks (deciding on sector configurations and CDRs availability), uniting the processes of each in

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order to facilitate a coordinated management of Airspace Configurations at Level 2, needs to be established at national or, if operationally required, at sub-regional (FAB) level. This activity is expected to play a decision making role at Level 2 in respect of civil/military airspace allocation management, flow and capacity management, including sector configurations.

For Enhanced Flexible Use of Airspace/Airspace Management, the first steps towards airspace configurations will be deployed and direct actions with the military partners will be promoted to achieve the following improvements at local level:

Inclusion of future civil/military airspace requirements Update ASM procedures and processes, when required, to change from

procedures and processes based on a fixed ATS route structure to civil/military airspace structures (CDRs, airspace volumes, etc.)

Following a gradually harmonized application of FUA at local level, initiate consistent data sharing with respect to the availability of civil/military airspace structures in support of a more dynamic ASM and FRA implementation

The deployment of ASM solutions in support of the airspace users Enhanced cooperation at pre-tactical and tactical level Getting closer together planning and operations Integrating ASM/ATFCM and ATC Enhanced ASM network assessment in cooperation with NM

The steps indicated above with respect to Enhanced Flexible Use of Airspace/Airspace Management will be gradually deployed at network level between 2013 and 2020.

1.1.4 FRA at Network LevelFree Route Airspace (FRA) is defined as a specified airspace within which users may freely plan a route between a defined entry point and a defined exit point, with the possibility to route via intermediate (published or unpublished) way points, without reference to the ATS route network, subject to airspace availability. Within this airspace, flights remain subject to air traffic control. The target by 2020 is to achieve the maximum possible number of FRA implementations, as defined above, along with cross border operations in low, medium complexity airspace and at least one implementation in complex airspace.

The definition of the Free Routing area must be commonly discussed and agreed to assure smooth coordination and procedures at the airspace boundaries (e.g. harmonised floor level)

The implementation of FRA presents a number of additional operational challenges over classic airspace.

- The removal of known conflict points- Introduction of non-standardised flows- An increased variety of confliction type for a single ATCO position- Removal or non-use of normal geographic reference points- Review if needed of the design sectors which are today based on

conventional routings - The need to transition from different types of managed airspace- The introduction of ad-hoc and/or moveable TSA’s (Temporary segregated

airspace)- The increased provision of climbing/descending flights on direct tracks in

airspace of high complexity as opposed to indirect conventional tracks today designed to optimize the crossing flows. Therefore the interactions must be closely monitored and surveyed to manage potential conflicts

- The transition from/to ETMA/TMA with FRA airspace must have a flexible structure to meet requirements such as CCD/CDA procedures. In particular,

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this structure must provide the optimal and efficient link between FRA airspace -in which CDA may be initiated- and SID/STAR to be used in ETMA/TMA. The overall structure must be manageable by the ground and airborne systems, which assure the best shared operational management to pilots/controllers: with their respective tools, these human actors have to understand the shared operational context

- The impact of CDA procedures with Free Route has to be clarified- Military area activity has to be more coordinated in order to respond to an

increased complexity in which notices must guaranty the best reorganization of the traffic (see AFUA for increased coordination).

- Depending on traffic complexity and to preserve Airspace capacity, locally and on an ad hoc basis, an activation of a temporary route network may be still envisaged. The use of this specific network will contain an increasing complexity to be surveyed at the ground and air levels (systems, human management –controller and pilot-). Required advances notices will have to be defined according to this complexity

These are all areas where the human in the system becomes less affective as the mental “picture” that is relied upon to optimise classic airspace becomes impossible to maintain at similar traffic levels.

This introduces a requirement to generate enhanced controller aids into the CWP (controller working position) to reduce sector workload an still deliver a high level of productivity.

The current Free Route and FRA-like developments and deployments at local and network level have reached a good level of maturity. Future deployment is mostly planned in incremental phases according to local ANSP/FAB capabilities. Typically initial implementation starts with the publishing of DCT-routes or constraints, progressing to more flexible operation over time. This is seen as a logical process on the way to reaching the target concept. In periods of high traffic demand, in complex airspace areas, it may be necessary to have systemised traffic flows or routes in a specific airspace volume in order to maintain capacity, possibly through the temporary use of predefined ATS routes.

The implementation of Free Route Airspace initiatives will, in the short term, go some way to meeting the efficiency, capacity, and environmental challenges required. They will be the starting point on the path to full Free Routing across European airspace, which itself is an intermediate step on the road to SESAR business trajectories and 4D profiles. At the same time, progress will be needed to ensure efficient civil/military coordination and cooperation as a key contributing factor to allow for an optimum use of available airspace through the application of ASM solutions.

FRA Operational Changes

Airspace Management ATC units, corresponding military authorities, airspace users and the Network Manager will need to know and share the same updated information with regard to activity of airspace reservations.When filing the flight plan, the airspace users will need to know the latest available information on the planned activity of airspace reservations affecting each flight. In the pre-tactical phase the planned activation of all airspace reservations shall be made available to all interested parties.

In the tactical phase, changes to the planned activation will need to be communicated to the NMOC as soon as they occur and shared with all the relevant ATM actors. Real-time updates on airspace constraints will be made

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available to all partners. An enhanced exchange and sharing of ASM data will be required at network level to ensure that airspace reservations are either crossed or avoided depending on local procedures and whether or not activity is taking place in the area.

Flight Planning There are requirements for flight plan processing and checking in the context of variable lower levels of FRA in various parts of the European airspace. Similarly, there will be a need for appropriate flight plan processing and checking for the transition from FRA to the fixed route network airspace whenever FRA will be implemented for limited time periods, e.g. during night time only.

In addition to the normal flight plan validation rules, the flight-planned route through FRA shall be considered invalid if it: Fails to comply with published entry/exit requirements Infringes an airspace reservation Fails to maintain the prescribed minimum lateral and vertical distances from

an airspace reservation (to be confirmed after spacing methodology is fully agreed – expected by May 2013);

Fails to maintain the published FLOS.In proposing alternative routes, IFPS will not be able to consider all the varying AO criteria for route selection. IFPS will propose routes on the basis of shortest distance and/or alternative FL above or below airspace reservations.

ATFCM Airspace users will comply with normal ATFCM procedures both within and outside FRA. Regional or FAB wide implementation of FRA or implementation in adjacent ATC units will generate a large variation of trajectories. Real-time updates of the airspace situation with respect to both sector configurations and airspace reservations will be required in order to offer the most updated ATFCM situation at network/local levels.

In areas where adjacent airspace is FRA, the variability of the traffic flows will be higher than today. This will require a larger number of elementary sectors, a larger number of sector configurations and a more flexible and dynamic system adaptation of the sector configuration to the traffic demand/pattern.

Changes to sector configurations will need to be notified in real time to the NMOC to enable optimum network management actions. Appropriate procedures and system support to enable this flexibility shall be required. System support shall be in place to better predict trajectories in an environment where trajectories will be more variable than in a fixed route structure.

In addition, procedures need to be defined to allow the NMOC, through collaborative decision making processes, to propose the most optimum configurations, taking into account the expected traffic pattern at network level. Variable sector monitoring values, communicated in real time to the NMOC systems will be required to reflect the changing traffic complexity.

The use of traffic volumes and exclusions will need to be considered, as large variations in traffic patterns could appear in the context of large scale applications of free route airspace or even when two adjacent ATSUs allow free route operations.

The management of FRA is different to that of the fixed route network and the NMOC will need additional system support and new procedures in certain areas such as: Taking into account routing schemes outside FRA

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The expected increase in RPL updates Tools for ATFCM planning within Free Route Operations Airspace Tools for re-routeing (especially for the management of the modifications and the information resulting from military activities) Tool to calculate and manage traffic loads at local and central level. Tool to safely manage a comprehensive information of the transition phases FR <-> CDA, FR/CDA<-> SID/STAR

Pre-TacticalSectors shall be aligned as far as possible so that the number of flights with short transit times is reduced to a minimum. If this is not feasible such traffic should be exempted from Network Manager traffic counts. Appropriate rules shall be set in this context.

TacticalThe system capability for IFPS/NMOC to propose trajectories to airspace users, taking into account the best operating conditions in free route airspace, shall be considered. New procedures will be required to define new trajectories within free route airspace. System support will be required to facilitate this task. The provision of a time window for the period the FPL/RPL will be suspended or invalid should be considered (FLS/REJ). A more extensive application of cross-border sectors is likely to be required to reflect better variations of traffic patterns. Local functions (e.g. FMP, TCM, traffic manager, etc) will have to take a more proactive role in the selection of optimum sector configurations. Active sector configurations shall be dynamically communicated to the NMOC.

AUs AUs will be able to chose their trajectory from entry to exit of free route airspace

according to airspace availability Flight planning systems will need to be aware of airspace type free/fixed route Flight crews will fly the planned trajectory, with an agreed level of 4D accuracy Vertical entry and exit of free route airspace will require airspace awareness

ANSPs Controller – working methods There will be a need to manage traffic based on ground based calculated

trajectories No published route structure for reference, monitoring will be done according to

individual trajectories. Each flight will have a unique trajectory however traffic is expected to form into traffic flow

Display of the trajectories in graphical representation will be a key HMI requirement

More pro-active planning possible provided by more predictability and less uncertainty

Strategic separation methods will not apply ie single directional routes, deemed separated routes etc.

Conflict points may be at different locations When radar vectoring aircraft will be required to either resume own navigation to

its original trajectory or direct to the next user defined waypoint or exit point. In the latter case the new trajectory shall be clear of reserved airspace ahead of the flight which could be well outside current Area of Interest (AofI) of an ACC

Exit points may require traffic management depending on traffic demand In high complex airspace operations may change according to time of day – ie

during high complex traffic periods systemized flows of traffic may be required in

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order to maintain capacity - while other times of the day full free routing will be available

ATCO training needs to be adapted to the new operational procedures and tools A high degree of automation to monitor the FP adherence shall support the

controller (the monitoring shall be based on either the track data, but preferable downlinked 4D trajectory data)

Airspace designSectors designed to accommodate known conflict points based on route structure, conflict points may require re-design to accommodate new flows and conflicts points. Also, aadaptations and tunings of the airspace design tools to better respond to FRA needs are necessary

Flight Data Processing and Distribution Automatic processing will be necessary in order to calculate an aircraft’s trajectory and corresponding sector sequence and coordination points. This calculation could be based on points outside the current AoR of an ACC.

Coordination and TransferCurrent coordination points (COPs) will not apply and could be different for each flight depending on the aircrafts trajectory. Use of lat/long will be required instead of Coordination Points

MilitaryMilitary ATC (dual service) and Air Defense

Awareness of traffic may be reduced without route structure as reference. This may limit identification, monitoring and separation of traffic. To compensate, support tools may be necessary.

Network Manager Operations Centre (NMOC) Network Manager will need to know and share the same updated information with

regard to activity of airspace reservations. Requirements for flight plan processing and checking will be different according to

fixed and free route airspace environments For ATFCM

o Real-time updates of the airspace situation with respect to both sector configurations and airspace reservations will be required in order to offer the most updated ATFCM situation at network/local levels.

o Sectors shall be aligned as far as possible so that the number of flights with short transit times is reduced to a minimum. If this is not feasible such traffic should be exempted from Network Manager traffic counts. Appropriate rules shall be set in this context.

o New procedures will be required to define rerouting within free route airspace.

The use of traffic volumes and exclusions will need to be considered, as large variations in traffic patterns could appear in the context of large scale applications of free route airspace or even when two adjacent ATSUs allow free route operations

1.1.4.1 Implementation steps and elementsThis deployment will happen in various phases and will be tuned at local/FAB level to the progress that has been already achieved. By 2020 cross-border FRA operations are foreseen on the basis of flight planning from entry to exit, or via intermediate point without reference to a fixed ATS route network.

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Those implementation steps are applicable for the entire network on the understanding that some ANSPs/FABs have more ambitious plans and that those plans must be maintained.

At Network level: Further adaptations and tunings of the network systems and data requirements to

better respond to cross-border free route applications for flight planning, ATFM, airspace utilisation and ASM;

Further adaptations and tunings of the network modelling tools to better respond to cross border free route applications;

Further adaptations of network procedures and processes (airspace design, network connectivity, ASM and civil/military coordination, RAD, ATFCM, etc.) to better respond to cross border free route applications.

At local/FAB level: Introduction of FDP systems that support:

o Cross-border operations (direct flight planning beyond areas of responsibility, random entry/exit points, etc.)

o Processing of user defined trajectories without reference to fixed airspace structures

o Modularised airspace solutions (Airspace - Building Blocks & Controlling Blocks)

o Recognition of the trajectory / modularised airspace relationship to enable the introduction of appropriate workload delivery to the tactical position and associated messages & updates

o The ability to effectively communicate appropriate current information with SWIM layer;

Progressive introduction of tactical aids to the CWP (Controller working position)o MTCDo Advanced alerting services o Complexity Algorithm;

Local network management procedures and toolsetso Advanced representation of 4D airspaceo Forecast Workload Algorithmo Associated Safety & Performance indicatorso Optimised Airspace configuration generatoro Appropriate messaging systemso Adoption of INAP (Integrated Network management and ATC Planning)o Integration of local ASM systems and procedures

Adaptation of airspace structureso Introduction of modularised airspaceo Buffer airspace between classic and modular airspaceo Procedures for cross-border operationso Where possible the inclusion of segregated airspace into modularised

methodology; Simulations, training, as required.

At airspace users level: Further adaptations of flight planning systems to support FRA and cross-border

operations; Adaptation of operational procedures for FRA cross-border operations.

1.2 High-Level System impact descriptionThe changes that are proposed in this Deployment Analysis will have a system impact, albeit limited because more challenging system changes are generally enhancements to

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the operation rather than essential required enablers. The impact is mainly on ground systems while airborne capabilities that are referred to in the EG3 improvement area are generally already available.

Where specific airborne enablers (aircraft systems, flight deck procedures) will provide important enhancements to subject improvements, their availability is to be augmented through benefits to those that have the required capability and participate to the improvement processes (as regards equipage, this aligns with the BEBS-approach). This is for example applicable for processes supported by air-ground data link applications, and the processes associated with Target Times.

System changes will be required in ANSP systems, Airport Systems, AOC systems and NM systems, but in most cases these changes are already under development, or are a progression of existing developments.

Highest deployment risk is for those enablers that are deemed necessary by ANSPs to operate the improvements, e.g. in support of FRA in high traffic demanding environments, which may impact the time scales in which the improvements will materialise. However, in most cases improvements will be introduced in a phased manner, allowing the benefits to gradually increase with more system sophistication.

1.2.1 System impact Transversal requirements Required access to consistent flight (plan) data for which solutions are addressed

by PCP EG6 Required access to consistent environment (AIS, airspace, routes) data for which

solutions are addressed by PCP EG6

1.2.2 System impact Cooperative Traffic ManagementSTAM, reducing the need for ATFCM measures

NM systems Target time sharing, at least as part of CHMI (NOP portal) content and possibly by

B2B interoperability with local tools or part of Demand Data Repository (DDR3) Process Extended Flight Plan information to improve effectiveness of DCB based

on more accurate profiles Process downlinked trajectory data (e.g. EPP) is an improvement not pre-requisite.

Concept is possibly making use of existing Airborne timekeeping capabilities, no due requirements.

CASA algorithms to process target times IFPS to accept extended FPL or accurate trajectories (IFPS/ETFMS integration) OAT flight intent and flight plans integration and share through NOP Collaborative NOP including Meteo information (see OI in document). Airspace Data Repository Tools to support INAP function (Integrated Network management function / Atc

planning Process). INAP address the overlapping period where the Network Management function runs DCB and dynamic DCB processes at all geographical levels, while ATC planning starts preparing early strategic de-confliction and conflict detection within the appropriate look ahead time horizon and within its defined local area of responsibility.

ANSP FDP system to process extended FPL info or EPP info for those flights that

downlink Tools that support the function to integrate Network Information with ATC

planning information (INAP); e.g. combining local and network ASM, sectorisation/ATCO staffing and ATFCM data

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AU Distribute extended FPL information Mil AU OAT FPL to IFPS Downlink trajectory data (improvement, not a pre-requisite)

CTOT to target times (incl ATFCM support to ARR sequencing)NM systems Target time sharing, at least as part of CHMI (NOP portal) content and possibly by

B2B interoperability with local tools or part of Demand Data Repository (DDR3) Process downlinked trajectory data (e.g. EPP) is an improvement not pre-requisite.

Concept is possibly making use of existing Airborne timekeeping capabilities, no due requirements.

CASA algorithms to process target times

ANSP Tools that support the function to integrate Network Information with ATC

planning information (INAP); e.g. combining local and network ASM, sectorisation/ATCO staffing and ATFCM data

Process downlinked trajectory data (e.g. EPP) is an improvement not pre-requisite. Concept is possibly making use of existing Airborne timekeeping capabilities, no due requirements.

AU Downlink trajectory data (improvement, not a pre-requisite)

i4D + CTA/CTOANSP Initial 4D (i4D) Air ground exchange of 4D trajectory via datalink (standardization

activities (known as the ATN-B2 baseline and as defined by EUROCAE WG78/RTCA SC 214) are ongoing and should deliver mature standards in 2013);

The Ground System to receive downlinked 4D trajectory data (via ATN-B2 / ADS-C EPP) either directly from the aircraft or via the network.

The AMAN to use ADS-C data relative to its metering point (ETA, ETAmin/max…) in its computation of CTA proposed for the a/c.

Changes to support arrival sequencing messaging outside ATSU, this could be realised via e.g. an upgrade/extension of OLDI or the use of the Flight Object (FO).

"MET data to ground systems to improve trajectory prediction

AU FMS shall be capable of flying to time (CTA/CTO) on one point at the time with an

accuracy of 30 seconds for En Route and 10 seconds in TMA as under definition by EUROCAE WG85.

MET data provision to aircraft systems (possibly including automatic upload) to improve trajectory prediction

FMS may have standardised Mach/CAS schedules including standard cross-over points to maintain their time spacing between 200nm out and the RTA waypoint.

Standardised speed profiles shall be built in the FMS algorithm of i4D aircraft. FMS shall be capable of complying with a speed restriction at and after the CTA

point as well as with altitude constraints. The RTA function of the FMS must be capable of accepting an upper Mach-limit

and/or a lower CAS-limit that is kept during RTA flight. The RTA function of the FMS must be capable of accepting a given Mach/speed-

ratio that is kept during RTA flight Initial 4D (i4D) Air ground exchange of 4D trajectory via datalink (standardization

activities (known as the ATN-B2 baseline and as defined by EUROCAE WG78/RTCA SC 214) are ongoing and should deliver mature standards in 2013)

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NM NM system to process downlinked trajectory data

1.2.3 System impact initial integration NOP/AOPTypically, the AOP / NOP integration will require adaption of current systems or deployment of new systems at airports. The exact detail of the work required will depend on the level of maturity of the local airport systems as many airports have legacy systems which will requirement replacement or significant develop to support the data set and mechanisms required for AOP-NOP integration.

The systems impact can be summarised as follows:-

1. Adaption to airport systems including the Common Information Sharing Platform databases, algorithms and user interface/displays to support the increased range of data and functionalities. This is the AOP development and builds and in many local cases may be a completely new system. System architecture, hardware and software will be deployed.

2. Adaption to network management systems (ETFMS) algorithms, database, and user interface/displays to integrate data available from AOP.

3. Initial AOP / NOP deployment will include: Ability for NOP to access airport strategic planning view from 6 months out via

day of execution to post execution analysis; Access to airport configuration (Runway preferences/dynamic taxi times/SID

information etc.); Updated schedule information; Stretching time line for departures from current 3 hour horizon and

collaborative departure planning and sequencing taking account of network constraints and arrival traffic;

Target Time of Arrival planning and operation taking account of network complexity and departure traffic;

Sharing of met data and capacity information and planning scenarios related to adverse conditions supporting airport/network capacity collaborative processes;

Access to airspace user preferences. 4. Airspace users systems, databases and displays will need to be updated to

interface with modified NOP or AOP.5. “What if” tools for both network and airport will be developed.6. In parallel, major airports will start development of APOC decision support tools

that will rely on AOP / NOP integration and the associated data provision.

Initial AOP / NOP integration can exploit existing B2B services based on the experience gained from the FUM (Flight Update Messages) and DPI (Departure Planning Information) as transition towards SWIM based services occurs.

Common European standards such as those developed for A-CDM will be required and can build upon the A-CDM Information Sharing Platforms implemented at A-CDM airports. It is critical to use and develop standards to maintain and improve system interoperability via the AOP/NOP interface mechanisms.

The systems will need to evolve to cater for high volumes of data, in a common data format and be a two way process with query / update tools to ensure accuracy, correctness and timeliness of data.

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A significant culture change will be required to support the deployment of the system elements. The benefits of AOP-NOP integration will not be delivered by systems development and deployment only but will need to be supported with the following elements:

adapted and new procedures at both network and airport level, training of ATC, Airport, Airline, Meteo, Ground Handling and NMOC personnel Post operations activity to determine the benefits.

1.2.4 System impact Airspace Management / Advanced-FUANM An essential enabler is the interoperability between network and local ASM tools,

sharing operational and planning information regarding airspace Latest airspace (configuration) status real-time to stakeholders (also airspace

planning status) Automated Airspace Planning (local and network tools) What-if and optimizer tools ADR real-time developments DDR3 ATS system and AU system support tools (to modify FPLs) Automatic flows of data between centralized ADR and stakeholders through

defined services B2B B2C FPL cross checking with (expected) airspace configuration

Airspace managers (AMC or “joint function”) Local ASM support tools linked to and interoperable with network Allocation and modification tools

ANSPs An essential enabler is the interoperability between network and local ASM tools,

sharing operational and planning information regarding airspace, including not only local ones, but also the ones from neighbouring areas in case of CBAs

Local support tools linked to network (e.g. ‘instant’ Airspace changes to a controller)

Allocation and modification tools

AU AU flight planning systems linked to ADR

1.2.5 System impact Free Route AirspaceMany of the system changes with respect to implement Free Route Airspace are already planned and budget-allocated as part of investments in new ATS systems. These new ATS systems work more cost-efficient with FRA than with fixed route airspace.It should be noted that ANSP system enablers for implementation of FRA in high complexity traffic airspace will need to be determined by te ANSPs based on local circumstances and safety case needs, as such below information is indicative.

NM Systems

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Latest airspace (configuration) status real-time to stakeholders (also airspace planning status)

Check FPL checks against latest airspace status Flight plan processing and checking in the context of variable lower levels of FRA

in various parts of the European airspace. flight plan processing and checking for the transition from FRA to the fixed route

network airspace whenever FRA will be implemented for limited time periods, e.g. during night time only.

IFPS real-time routing proposals based on FRA ETFMS/IFPS to deal with a more flexible and dynamic sector configuration to the

traffic demand/pattern. Tools for ATFCM planning within Free Route Operations Airspace Tools for re-routeing Tool to calculate and manage traffic loads at FMP and central level.

ANSP Systems Systems shall be capable to deal with (de-)activation of military areas in the

planning phase. (Maybe ideally a counter proposal should be provided (by IFPS) after the initial plan can not be flown due to e.g. a planned activated military area. A network approach shall be envisaged.)

On the day of operations systems shall be able handle the dynamics (including dynamics regarding dimensions) of the (ad-hoc) (de-)activation of military areas. This can be split into a pre-flight phase and the in-flight phase.

o In the pre-flight phase the action should be taken at the network level, o during the flight execution phase an enhanced upstream coordination is

required and even better the AOC should play a decisive role to asses the best solution for the remainder of the flight and not just the "ANSP's view" to a segment of the remainder of the flight.

Support to definition and management of ad-hoc military areas in free route airspaces

Tools shall support complex climb/descend profiles, even though the complexity might restrict the possibilities of a full free route concept in certain areas.

Adaptation of FDP system which shall be able to manage trajectory/FPL without reference to the ATS network, to receive and utilise updated flight data coming from aircraft (according to this view, Datalink shall be considered as requested) and to pass updated info to ATC support tools

Adaptation of Flight Planning systems to support FRA and cross-border operations Establishment of ASM/ATFCM tools able to manage different airspace availability

and sectors’ capacity in FRA which have to take into consideration:o civil/military coordination (CDR management; enhanced booking,

activation/de-activation of reserved areas, implementation of ad hoc and/ or Dynamic Mobile Areas (DMAs), etc.)

o RAD adaptation to FRAo STAM

Evolution/Establishment of ATC support tools have to strongly support the following area of needs or activities:

o Conflict detection. MTCD-based tools detect mid-term conflicts between aircraft, for planner and executive controllers and provide resolution advisory information based upon predicted conflict detection.MTCD must be considered while establishing a link with the CORA (Conflict Resolution Assistant) steps. The accuracy of a MTCD must be aligned with the following CORA 1 target: the system identifies conflicts and the controller solves (display of detailed and filtered conflict data and provision of what-if-probing) [CM-0405]

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o Conformance monitoring. The conformance monitoring function compares the system tracks with the corresponding flight clearances in order to warn the controller of any deviation of a flight from its clearance and, where possible, to establish the progress of the flight and to refine the prediction of the remaining trajectory to be flown.

o INAP. An integrated Network and ATC Planner (INAP) including Multi Sector Planner aspects, may integrate a flight in its area of responsibility, and is capable of taking early conflict management decisions and to optimise complexity resolution measures

o 4D Trajectories data in order to identify and resolve local complex situations, by de-conflicting or synchronizing flight trajectories

o the ability to 'dissolve' conflicts by minor adjustments of flight parameters (vertical/horizontal speed, rate of climb/descent) not directly perceivable by the Controller and not conflicting with their own action and responsibility, through the use of enhanced aircraft navigation accuracy and air-ground communication facilities

o APW for mobile or ad hoc areaso Monitoring of flight profile progress and impact of dynamic airspace status

and their tactical management towards TTA/TTO

Airspace Users systems AU flight planning systems to deal with long DCTs (pseudo WPTs) AU flight planning systems linked to ADR AU flight planning systems’ database improvements (all FRA info including

possible constraints) AU flight planning systems changes to optimization algorithms (also to deal with

temporary constraints in FRA)

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Attachment: CTOT to target and controlled times different conceptual usage


2 Short Term ATFCM Measures (OI STEP DCB-0205)

2.1 OI Step description

DCB-0205 Short Term ATFCM Measures

IOC: 31/12/2011

DESCRIPTION: In order to close the gap between ATC and ATFCM, local operational procedures are developed. The aim is to improve the efficiency of the system using flow management techniques close to the real time operations with direct impact on tactical capacity management, occupancy counts and tactical action on traffic.

RATIONALE: The rigid application of ATFM regulations based on standard capacity thresholds as the pre-dominant tactical capacity measure needs to be replaced by a close working relationship between ANSPs/FMP and CFMU, which would monitor both the real demand, the effective capacity of sectors having taken into account the complexity of expected traffic situation.

COMMENTS: OI Step to be reviewed Tactical Capacity Management already in use with number of ANSPs (Maastricht).

Expert Team comment:

DCB 205 is already deployed within IDP timeframes. The Expert group proposes that in the 2015-2019 timeframe Enhanced STAM is ready for deployment. DCB-0308 has been added to the scope of EG3 (see further in document).

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2.2 Related Enablers description

2.2.1 System

CTE-C11Pan-European network services (PENS), in support of the European ANSPs needs, for information exchange (first set of users and of communication network services)

IOC: 12/2009 IOC Sync none Category: System

Required H Stakeholder Unassigned

DESCRIPTION: PENS provides a common IP-based secured network service for the connected ANSPs, NM systems (incl. EAD) across the Pan-European region and enables the implementation of AMHS, FMTP, Surveillance data exchange, VoIP (radio and telephony), connectivity to datalink systems (SATCOM, AeroMacs, LDACS) and other ATM users.

COMMENTS: Must be checked whether this is supporting Departure Management from multiple airports. GA: Used by everyone to connect to SWIM. Essential enabler. Mil: IOC: 2012/2013 (ref 15.2.10)


Already implemented

NIMS-08 Strategic and pre-tactical demand-capacity balancing evaluation, simulation and display tools

IOC: Unknown IOC Sync none Category: System

Required R Stakeholder Network Manager

DESCRIPTION: ATFCM system enhanced with tools (for use in strategic and pre-tactical timeframes) that provide functionality for simulating, evaluating and displaying the balance between demand and capacity at a future time and date, given the predicted applicable environment.

COMMENTS: none.


The enabler is quite abstract. Nevertheless, even today, there are already deployed tools which are consistent with the provided description. 2015 is a realistic target.

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NIMS-13aCapacity planning and scenario management equipped with tools to identify the possible re-routed flights/flows providing the best benefits


Required R Stakeholder

ANSP Civil

AU Civil AOC

Network Manager

DESCRIPTION: Develop means to assist the Network Manager and the concerned ATS Providers to identify the possible re-routed flights/flows providing the best benefits according to the traffic demand and AOs capabilities.

COMMENTS: CAMES was the project that validated the first set of cooperative capacity/demand balancing features between ANSPs, NM and AU.


Already implemented

2.2.2 Procedural

PRO-038FCM procedures to enable application of flow management techniques on traffic streams closer to real-time

IOC: 01/2011 IOC Sync none Category: Procedural


DESCRIPTION: FCM Procedures are developed in collaboration with the ANSP to enable application of flow management techniques on traffic streams closer to real-time.

COMMENTS: none.


Also applicable in the context of Enhanced STAM.

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2.2.3 Institutional: None<Enabler reference> <title>

IOC: <date> IOC Sync <date> Category: <…>

Required/EnHancement/Alternate <…> Stakeholder <…>

DESCRIPTION: <text from Data Set 9>

COMMENTS: <text from Data Set 9>


No institutional enabler identified by EG3

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3 Enhanced Short Term ATFCM Measures (OI STEP DCB-0308)


DCB-0308 Short Term ATFCM Measures Enhancement

IOC: 2014

DESCRIPTION: In Step 1 ANSPs will adopt and improve the tactical capacity management procedures to optimise capacity throughput (with the use of Short Term ATFCM Measures -STAM), that have been developed within the context of DCB-0205. The tactical capacity management procedures will be supported by automated tools for hot spot detections in the network view, and for promulgation and implementation of STAM including CDM. These tools are envisaged to be at local or regional network management function level and will be applicable in the pre-tactical timeframe (e.g. up to 2 hours before flights enter a sector).

RATIONALE: Tactical capacity management procedures using STAM although developed in DCB-0205 require further enhancements in order to ensure a close and efficient working relationship between ATC and the network management function, as also indicated in the "07 06 05 Validation Report (VALR) Step 1 V3 Release.

COMMENTS: None


Proposed improved OI description:

In Enhanced STAM ANSPs will adopt and improve the tactical capacity management procedures to optimise traffic throughput (with the use of Short Term ATFCM Measures -STAM), that have been developed within the context of DCB-0205. The tactical capacity management procedures will be supported by automated tools for hot spot detections in the network view, and for promulgation and implementation of STAM including CDM. These tools are envisaged to be at local and supported at regional network management function level for information sharing and CDM. dDCB is a local planning activity at Tactical level applied to current flight plan pre or post departure.

Enhanced ATFCM measures builds on the basis STAM deployment (hotspot, coordination tool, OTMV) of the IDP. The enhancements foreseen focus on improved predictability of operations, including traffic prediction, weather, airport operations (departure sequences, ground handling, gate management, runway usage, etc). Improved predictability is seen as fundamental for fine-tuned coordination to optimal use constrained resources (of all operational stakeholders).

Enhanced coordination will build on the further evolution of time-based operation (not necessarily part of this OI) where operational target times have an impact on executive operation

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Deployment projects:

- Predictability (adherence), incl. more accurate operations by reducing time-windows.- Enhancements time-based operations (CTOT, TTA, TTO) including

improvements to ATFCM, cooperatively managing en-route and airport congestion the link to AU preferences network support to arrival sequencing

- Enhanced Short Term ATFCM Measures, incl: Complexity analysis and STAM elaboration (link to OI CM-0103A) STAM editor including flow measures with What-if capabilities tactical operations

(STAM measurement analysis tool) Interoperability of ATFCM measures of Network to local systems and in the next

phase Integrated Network and ATC planning (INAP, see below) linking STAM measures to ATC

Enhanced CDM coordination and time line management NM system to support target times

Key Enablers for these operational improvements are: Basic STAM (as part of IDP) AFP messages (improve predictability as part of IDP) Target time sharing, at least as part of CHMI (NOP portal) content and possibly by

B2B interoperability with local tools or part of Demand Data Repository Extended Flight Plan to improve effectiveness of DCB based on more accurate

profiles OAT flight intent and flight plans integration through NOP Procedural agreement to operate target times, taking on board ‘Best Equipped

Best Served’ principles Collaborative NOP including Meteo information (see OI in document). Airspace Data Repository

INAP (Integrated Network management function / Atc planning Process) address the overlapping period where the Network Management function runs

DCB and dynamic DCB processes at all geographical levels, while ATC planning

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In the context of the activities for CTOT TTO/TTA it is important to distinguish between:

moving to target times at the ATFCM constraints (e.g. congestion) for regulated flights, i.e. to better manage en-route or airport ATFCM congestions instead of using (only) CTOTs, with benefits in terms of more effective ATFCM, improved ATC predictability and consequential benefits to performance. The ATFCM target time (TTO or TTA) may be used as input for arrival sequencing.The use of TTA (and CTOT for that matter) purely defined to support arrival sequencing, i.e. also for non-regulated flights, with benefits to arrival flight efficiency and airport throughput. With more accurate timing, the use of Calculated Time of Arrival (CTA) will be used to support AMAN processes, but this is addressed by EG2 (i4D)

Although there are relations between these two target time applications (e.g. in case of airport congestion, coordination of a TTA between airport and network), the validation and deployment planning activities may need to take the application difference into account in terms of performance objectives and maturity for (phased) deployment.


starts preparing early strategic deconfliction and conflict detection within the appropriate look ahead time horizon and within its defined local area of responsibility. As such, the process:

o communicates network operations to/from ATC’s, flow managers, AOCs o provides optimum solutions (airspace configuration and trajectory/flow

management) to solve workload imbalances with resolution assessment from local level to the network level

o ensures that those solutions are compatible and efficient with traffic synchronisation activities and strategic conflict management under the responsibility of the ATC planning function.

o monitors and manages workload distribution within the area of responsibility

o Implement agreed (d)DCB measures taken within its area of responsibility, including airspace re-configuration;

o monitors the execution of the measures and the situation within its area of responsibility;

o performs conflict detection and resolution (the implementation of the resolution might be shared with the control sector);

o integrates Network Management measures, traffic synchronisation and strategic conflict management measures within its area of responsibility to allow a seamless, efficient and consistent ATM process


3.2.1 System<Enabler reference> <title>


Required <…> Stakeholder <…>




See enablers list in the OI comment field

3.2.2 Procedural<Enabler reference> <title>





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PRO-038 (FCM procedures to enable application of flow management techniques closer to real-time) is an essential enabler for DCB-0308

3.2.3 Institutional<Enabler reference> <title>






No institutional enablers identified.

3.3 Background & assumptionIt is assumed that the necessary validation work has been achieved prior to the start of any deployment work. DMEAN programme, CAMES project, EUROCONTROL studies on instant load and occupancy counts, Dynamic DCB early project and local current practices in some ANSPs (For example: French, UK and German ATSUs). OI DCB-0308 is the enhancement of basic STAM. Basic STAM is referred to in OI DCB-0205 and is is Deployment baseline and will be deployed before PCP time frame 2014-2020.

3.3.1 Related SESAR Specifications

VALR

P07.06.05 D06 Validation Report (VALR) Step1 V3 Release 1 Ed 00.01.01

OSED

P07.06.05 D03 Operational Service and Environment Definition (OSED) Step1 V3 Release 3 Draft Ed 00.00.83

SPR

P07.06.05 D04 Safety and Performance Requirements (SPR) Step1 V3 Release1 Ed 00.00.08

INTEROP Add ref.

TS Add ref.

Other supporting P07.06.05 D02 STEP1 VALIDATION

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documents PLAN - V3

3.3.2 Aeronautical services involved air traffic control service (area control service, approach control service or aerodrome

control service).

o Flight Plan Data Processing

o Route management

o Capacity management and definition of hotspots

o Departure management

aeronautical information services

o Infrastructure information exchange between aeronautical services

central flow management (NM)

o Flow Management Procedures


o Route Management

o Capacity Management

o Scenario Management

airport operations

o Facilitation of CDM

o Airport Slot Management

o Information Management

o Gate and Parking Management

o Infrastructure

3.3.3 Phases of flow management / Phases of flight involved taxi

gate or stand planning variable taxi times

take-off target take off time

en route rerouting proposals

approach arrival management

strategic/pre-tactical

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o simulation and evaluationo scenario developing

tacticalo real time flow management

3.3.4 Actors involved Pilot

o Requires ATC clearance in respect of TTOT and of agreed route changes, Airline Operations Center (AOC)

o Processes flight plano Updates flight plan

tower runway controllero facilitates pilot to take off at the relevant TTOT

tower ground controllero facilitate pilot and runway controller to deliver aircraft at the holding point

of the runway to anticipate TTOT airport operator (possibly as part of APOC)

o facilitate tower ATC and airspace user the relevant infrastructure for the pilot to be able to take off at the relevant TTOT

ACC supervisoro decides, which flow measures or techniques will be applied from a local

perspective flow manager

o manage locally capacity and demand and defines hotspots and coordinates with ATC supervisor, traffic complexity manager and network manager which flow management technique or measure will be implemented

traffic complexity managero manage and facilitate ATC supervisor, flow manager and network manager

the local complexity situation in the relevant airspace network manager

o decides upon the flow management techniques to be implemented from a network perspective and disseminates all the actions and conclusions to the relevant actors in network (ATC,AOC and APOC)

3.3.5 Flows of information between actorsFlows of information:

Since there are a lot of actors in this OI the means and quantity of information will be various:

pilot:o Receives flight plan with AOC o Receives ATC clearance o Provides position updates

AOCo Sends (updated) flight plan to pilot

tower runway controllero Communicates with pilot o Communicates with tower ground controller o Receives information about TTOT

tower ground controller

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o Communicates with pilot o Communicates with runway controller and flow manager o Receives information on TTOT and clearances

airport operatoro Communicates to/from ATC, AOC o Receives information from NM

ATC supervisoro Communicates to/from ATC, flow manager, traffic complexity manager

flow managero Communicates to/from ATC, ACC supervisor, traffic complexity manager o Communicates to AOC and APOC o Communicates to/from NM o Receives information

traffic complexity managero Communicates to/from ATC, ACC supervisor, flow manager o Receives information

network managero Communicates network operations to/from ATC’s, flow managers, AOCs o Communicates network operations to APOC

INAP (Integrated Network management function / Atc planning Process)o Communicates to/from ATC, ACC supervisor, flow managero Communicates to/from NM o Communicates to AOCo Receives information

3.3.6 Impact on airborne systems Not Applicable.

3.3.7 Impact on ground systems Systems and procedures for air traffic flow management.

o System enablers: NIMS-08 and NIMS-13Ao Procedural enablers: PRO-038

Systems and procedures for air traffic services, in particular flight data processing systems, surveillance data processing systems and human-machine interface systems.

o System Enablers: CTE-C11

3.4 Related standardization and regulatory activities

3.4.1 StandardsFor the time being a detailed operational description (DOD) is not available according the latest relevant OSED (DEL07.06.05 D3)

Flow Management Data Exchange is according ADEXP standard Flight Plan Data Exchange is according OLDI specifications

Current systems available to automate the flows of information:

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Flow management systemso Enhanced Tactical Flow Management System (ETFMS) release 17o Flightplan Data Processing System (FDPS) updated with ICAO FPL2012o European Aeronautical Database (EAD)o Support tools (like,Stanly, LARA, etc.)

ATC systemso ATC-system (can differ per ANSP)o Closed Circuit Information Systems (CCIS) (can differ per ANSP)o Complexity tool (can differ per ANSP) (eg. NATS: Traffic Load Prediction

Device, TLPD)o PSTN and VoIPo Surveillance systems

Airport Systemso A-CDM system (standardisation via Eurocontrol A-CDM Handbook)

ASM systemso Local And sub-Regional Airspace Management support system (LARA) and

Stanly (DFS built)

MET systems

o Differ per State.

Not specified systems

o Electronic Flight Bag. The EFB is however just a replacement of the current printed information required on board the aircraft

o CPDLC or trajectory D-link.

o ACARS

3.4.2 Impact on SES / EASA Regulatory frameworksATFM Implementation Rule is in place. No other regulatory frameworks identified.

3.4.3 Link to ICAO Global Concept BlocksB0-35, B1-35, B2-35.

3.5 Maturity and implementation considerations

3.5.1 Maturity Issues including link with the SJU Release StrategyValidation reports not mature yet, but sufficient confidence that V3 maturity will be achieved up to and including Release 4 (2014).

3.5.2 Any other deployment considerations not covered aboveLocal deployment activities are planned, but full deployment is desirable for full network benefits.

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4 Automated support for traffic complexity assessment (OI STEP CM-0103A)


CM-0103-A

Automated support for traffic complexity assessment

IOC: 31-12-2019

DESCRIPTION: Automated tools continuously monitor sector demand and evaluate traffic complexity (by applying predefined complexity metrics) according to a predetermined qualitative scale. Forecast complexity coupled with demand enables ATFCM to make timely action to adjust capacity, or demand profiles through various means, in collaboration with ATC and Airspace Users. RATIONALE: Complexity prediction for: local Network Management analyzing aircraft trajectories using RBT and other demand information, coupled with the use of validated complexity metrics, allows prediction of changes in traffic complexity and potential overload situations, allowing mitigation strategies to be applied. Such ability will support decision making processes regarding e.g. :

Transition from operations without route structures to period when routes structures are necessary.

Determination of the optimum sectorisation organization (including adjustment of sector AOR) and associated staffing allocation

The modification of individual trajectories by route, level of timing Complexity management is seen as a tool supported process to simplify the ATM

situation so that separation provision can be efficiently applied by human intervention

The tools entail the detection of volumes/nodes of high complexity caused by trajectory confliction, enhancing tactical decision to ensure that safe and orderly management of traffic. Tools are likely to be at centre level (e.g. local or regional network manager) and applicable in the pre-tactical timeframe – e.g. up to 2 hours before flights enter a sector.

Info: example is NATS traffic load prediction device (TLPD) which forecasts sector loading (as CHMI) but with addition of a traffic complexity metric. Understanding the empirical capacity of an ATC sector, in particular with relation to varying degrees of complexity – both of individual flights and interaction between different types of flights-. Experience indicated the potential need for a “monitoring value” as opposed to a rigid maximum capacity figure, to allow the NM and supervisory staff some flexibility in the treatment of demand.

COMMENTS: None.


OI CM-0103-A should be addressed as an enabler. The reason is that assessing the complexity does not solve the conflicts being identified, for that we need then STAM/Flow Mgt/DCB processes. The OI is a useful enabler for enhanced DCB processes but not an essential one to DCB-0308 and will facilitate the HMI for traffic managers and will enhance decision making. It is an element to be considered also in the context of INAP (Integrated Network

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management & ATC Planning). Coordination processes would benefit from prediction of complexity which relates more direct to workload than demand predictions.

The IOC is seen towards the end of the PCP timeframe and would support dynamic, real-time and DCB processes where local and network tools are integrated.


4.2.1 System

A/C-37a Downling of trajectory data according to contract terms

IOC: 31-12-2016

IOC Sync

31-12-2016 Category: System

EnHancement R Stakeholder

AU Civil Scheduled Aviation

AU Civil Business Aviation

AU Civil General Aviation AU Military Transport AU Military Fighter

DESCRIPTION: Downlink of trajectory data (e.g. way points, altitude, speed, time contraints and prediction in the 4 dimensions, wind, weight etc) according to contract terms (e.g. change of the route and/or constraints, deviation of the trajectory prediction continuously computed onboard versus the previously shared trajectory prediction more than thresholds (TMR), on request or on periodic basis)

COMMENTS: This enabler includes ADS-C Aircraft Derived Data e.g. ETA min/max and Extended Projected Profile (up to 128 points with e.g. estimates or associated constraints), contract established with up to 5 ANSP during the whole flight from the gate No link with APV, Cruise Climb, CDA, CCD. Missink link with I4d + CTA. V4 start depending on 2012 decision. Mainline: IOC 2016 or 2018 Boeing: Current capability BA: Few BA aircrafts are equipped with FANS (mainly large BA aircrafts). Few BA aircrafts are equipped with ADS-C. ADS-C capability not planned. TBC with manufacturer for ADS-C IOC. Beneficial enabler. GA: Critical component of ground-air shared picture of projected trajectory. Needs a GA version apart from ADS-C-EPP. Beneficial enabler. As for the uplink enabler (A/C-31a), there is no reason why GA could not downlink traj data over a suitable datalink. This won?t be VDL2. Note for GA, this may have an impact on IOC/FOC dates. Is this really going to be used in low complexity TMAs in Step 1? Mil: "Applies to military transport a/c the same way as civil aircraft. For other types of a/c, depends on military data link accomodation, covered by 9.20 & 15.2.8 (step 1); we should not provide an IOC earlier than for civil a/c!"; V3 of 9.20/15.2.8 is 2013 => IOC 2018

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Currently WP 7.6.2 is performing initial validation of the extended FPL with Lido. The Extended FPL is the FPL enriched with the 4D Trajectory and additional data allowing NM systems to process trajectories much closer to the AUs trajectories.

Extended Flight Plan would be seen as an essential enabler to support complexity assessments. The extended flight plan especially provides more accurate flight plan information in the climb and descent phase. As complexity is influenced heavily by descending or climbing traffic. The availability of accurate profiles in this phase is essential.

The downlink of the (eventually full) trajectory as the most accurate profile would be an improvement over the extended flight plan. For dynamic DCB 20% of equipped aircraft would already provide benefits.

Also, ATC systems are required to process trajectories and include in their calculations, otherwise, we are just downloading information without a clear purpose. Another enabler should be the processing of NM and FDP system of this downlinked data. Today, it is not evident how this information can be exploited.

ER APP ATC 93Enhance Resource Management and Planning Tools to use Traffic Complexity Assessment

IOC: 31-12-2013

IOC Sync None Category: System

EnHancement R Stakeholder ANSP Civil

DESCRIPTION: Automated tools continuously monitor and evaluate traffic complexity (in a certain airspace volume) according to a predetermined scale (e.g. high-medium-low) facilitating information on upcoming congestions and allowing to switch to the correspondent "airspace sub-category" and applicable operating procedures. To support decision making processes related to Airspace management (transition between airspace sub-categories).

COMMENTS: None.


Enabler is seen as enhancement. There seem to be many of them with very similar scope (ER-APP-ATC 93, NIMS 37, CM-0103...)

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NIMS-37 Basic Complexity assessment tools

IOC: None IOC Sync None Category: System

Required/ R Stakeholder Network Manager

DESCRIPTION: Provision of basic complexity assessment tools to the traffic manager (local/sub-regional/regional).

COMMENTS: None.


Required enabler. Considered to be part of baseline deployment.

4.2.2 Procedural

PRO-220a ATC Procedures related to Detection and Resolution of Complexity, Density and Traffic Flow Problems

IOC: 31-12-2011

IOC Sync None Category: PROCEDURAL

Required R Stakeholder ANSP Civil

DESCRIPTION: None.

COMMENTS: None.


Enabler is obvious requirement. Even without description

PRO-220b FCM Procedures related to Detection and Resolution of Complexity, Density and Traffic Flow Problems

IOC: 31-12-2011

IOC Sync None Category: PROCEDURAL


DESCRIPTION: None.

COMMENTS: None.

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Enabler is obvious requirement. Even without description







No institutional enablers identified by EG3

4.3 Background & assumptionIt is assumed that the necessary validation work has been achieved prior to the start of any deployment work. DMEAN programme, EUROCONTROL studies on instant load and occupancy counts, Dynamic DCB early project and local current practices in some ANSPs consider complexity indicators and calculation to determine workload.

4.3.1 Related SESAR Specifications Related SESAR specifications are not identified by EG3. WP4.7.1 doesn’t have an OSED on complexity related developments. WP7.6.5 mentions complexity as enabler to enhance dDCB processes.


control service).


o Tactical Capacity management





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airport operations







strategic/pre-tacticalo simulation and evaluationo scenario developing


4.3.4 Actors involved airport operator (APOC)

o coordinates link of network with airport processes ATC supervisor

o Interprets and decides, which flow measures or techniques will be applied from a local perspective based on complexity indicators

flow managero manage locally capacity and demand and defines hotspots and

coordinates with ATC supervisor, traffic complexity manager and network manager which flow management technique or measure will be implemented

traffic complexity managero manage and facilitate ATC supervisor, flow manager and network manager

the local complexity situation in the relevant airspace network manager

o oversees network complexity situation by determining impact of local complexity and proposed measures on network operations.


airport operatoro Communicates to/from ATC, AOC o Receives information from NM

ATC supervisor

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o Communicates to/from ATC, flow manager, traffic complexity manager flow manager

o Communicates to/from ATC, ACC supervisor, traffic complexity manager o Communicates to AOC and APOC o Communicates to/from NM o Receives information


network managero Communicates network operations to/from ATC’s, flow managers, AOCso Communicates network operations to APOC


4.3.7 Impact on ground systems Systems and procedures.

o System enablers: NIMS-37 and ER APP ATC-93o Procedural enablers: PRO-220a and PRO-220b


4.4.1 StandardsNot applicable.

4.4.2 Impact on SES / EASA Regulatory frameworksNot Applicable.

4.4.3 Link to ICAO Global Concept BlocksNone identified.


4.5.1 Maturity Issues including link with the SJU Release StrategyNo maturity issues for OI. OI CM-0103-A should be addressed as an enabler. The reason is that assessing the complexity does not solve the conflicts being identified, for that we need then STAM/Flow Mgt/DCB processes. The OI is seen as useful enabler for enhanced DCB processes.

4.5.2 Any other deployment considerations not covered above

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5 Integration of initial Network and Airport Planning (OI STEP DCB-0103-A)


DCB-0103-A

Collaborative NOP for Step 1

IOC: 31/12/2020

DESCRIPTION: A Collaborative NOP Information structure (information model, classification by types of actions, influencers, performance objectives, relationships between actions, objectives, issues, etc.) will be available. The Collaborative NOP will be updated through data exchanges between Network Manager and stakeholders? systems to the required level of service. This will enable the Network Manager and stakeholders to prepare and share operational decisions (e.g. TTA, STAM) and their justifications in real-time. The focus in Step 1 will be on the time period from Day-7 until the day of operations. In addition to data currently available, airports` constraints (AOP-NOP integration) and severe weather impacting capacity will be accommodated. Network KPIs will be developed and monitored using the collaborative NOP information platform for giving feedback to operational staff on the difference between how well the network performed compared to expectations (for the previous day, or for the last week).

RATIONALE: The information structure must be established first; this is the initial `building block? of the collaborative NOP (logically as part of Step 1). It must be robust enough to accommodate future needs (beyond Step 1). The main objectives are to: - improve common awareness amongst stakeholders engaged in decisions at network level; - reduce voice interactions thanks to automated exchanges (SWIM-based services); and - continuous improvement by introducing automation in support of network performance monitoring and post-operations feedback.

COMMENTS: none.


The description of Collaborative NOP in this OI is focused on the principles behind collaborative NOP or AOP/NOP integration. The OI should focus on the centralized availability of shared operational data by all stakeholders, possibly linked through B2B interfaces with local tools (e.g. AOP as extension of A-CDM platform). Query mechanisms to provide all stakeholders with a tailored overview of operations are essential elements for deployment.

Deployment activities depend on assumed baseline amongst others A-CDM. The approach is then on of iteration to improve the data set supplied by the airport to the network and the network to the airport. The initial deployment could be focused on the AOP – NOP interface. A Collaborative NOP Information structure (information model, classification by types of actions, influencers, performance objectives, relationships between actions, objectives, issues, etc.) will be available. The Collaborative NOP will be updated through data exchanges between Network Manager and stakeholders? Systems to the required level of service. This will enable the Network Manager and stakeholders to prepare and share operational decisions (e.g. TTA, STAM) and their justifications in real-time. The focus in

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Step 1 will be on the time period from Day-7 until and including the day of operations as it is a rolling plan – hour by hour.

Also, the AOP will be dynamic and includes real time data sharing building on the A-CDM data sharing platform. The AOP will provide data in advance of the day of operation (likely from 6 months) and this will be updated as required through to and including the day of operation.

This supports the planning phases but crucially supports the management of the operation through enhanced monitoring of the plan (agreed with the network and airspace users).

The other “new” capability the AOP will provide is a look ahead and what if functions for the airport (which will be shared with the network and local stakeholders) so that as the operational day evolves leading indicators such as predicted delay/punctuality are available the local airport stakeholders and the network. This will then allow for proactive rather than reactive decision making with the target being to achieve the performance level agreed by the airport stakeholders including the network.

In addition to data currently available, a richer set of data will be provided from the airports including constraints, demand and capacity information, performance targets; priorities as agreed with local stakeholders will be available to the network via the integration of the AOP-NOP. Weather info including severe weather impacting capacity will be accommodated. Real time flight information for both arrivals and departures will be provided in the form of Target Take Off Times (TTOT) and Target Arrival Times (TTA). Airport KPI’s will be developed and monitored using the AOP and shared with the Network. The network KPIs will be developed and monitored using the collaborative NOP information platform for giving feedback to operational staff on the difference between how well the network performed compared to expectations (for the previous day, or for the last week).

The sharing of information spans the entire series of aircraft rotations as planned/updated by the airspace users this information is exchanged dynamically with the network, airport and airspace users and is 2 way. As such this OI needs also to represent the true and full picture of what is happening on the ground and what is likely/predicted to happen throughout the operational day. This considers all elements of the airfield performance. It also accommodates planning time frame and improved information regarding adverse conditions (including but not limited to de-icing), arrivals sequencing, capacity and demand.

APOC is required as organisational focal point for coopertion with the network, will enhance the collaborative decision making processes, and facilitate the operational data exchange between airport and networkDeployment speed needs to consider, that the bulk of the change is a cultural one. If it was only a technology deployment A-CDM would be live in a lot more airports today, than what is actually observed. The cultural/political issues experienced by A-CDM are only the beginning of what needs to be addressed at each deployment location for the APOC to be effective.

Another important factor is that the priority and deployment speed will very much depend on the local business case and investment funds available. It is likely that hub airports and capacity constrained airports would deploy faster. It is important that any requirements are scalable and that the network is able to justify data or additional interface requirements placed on local airports which cannot make a local business case. In the time frame of 2020 a sub set of airports should be considered for deployment activities:

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- Establish APOC organisation – roles/responsibilities etc

- Deploy APOC decision support tools and what if tools for both network and airport

-Establish Network & Airport (APOC) roles/responsibilities to support cooperative traffic management

- Deploy AOP and interface with NOP, Initial deployment could be:-

1. Airport sharing schedule information.2. the link to airport (time-based) operations3. Arrival times (target/estimated?) shared with network for all traffic (including

out of area).

4. Stretching time line for departures from current 3 hour horizon.

5. Adverse conditions management – sharing of met data and capacity information

6. Data Sharing - Runway preferences/dynamic taxi times/SID information

7. Interface in the planning time horizon, not just the day of execution.

Network support to arrival sequencing – Tools to assess of optimum arrival sequence considering network and departure constraints. Tools to reflect airspace user preferences and provide what if capabilities. Basic enablers:

- A-CDM (assumed baseline),- Access to consistent flightdata (flight object) and consistent environmental data through ADR both to be provided through iSWIM deployment.- APOC to be contact point for interaction (e.g. STAM etc) with network and to facilitate data exchange with network.- Basic NOP (baseline).- Infrastructure and processes to exchange data between airport and network.- CDM processes between network and airports for STAM measures including roles and responsibilities.- Adaptation of network and airport systems to facilitate the negotiation of departure and arrival preferences/sequencing building on A-CDM information sharing.

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5.2.1 System

AERODROME-ATC-10a Enhanced arrival/departure sequence with external aerodrome and CDM, taking into account the user TTA



DESCRIPTION: Surface/Arrival/Departure management processes including HMI upgraded to take account of longer time horizons and constraints produced by their counterparts at the departure/destination airports.

COMMENTS: MSW: En connected to SWIM and NOP, V3 in 2014 looks optimistic to be checked with WP 6, 7 and 14. 6 years between V3 and IOC estimated: earliest IOC 2020.


This implies a coupled AMAN/DMAN/SMAN, what seems quite ambitious in the proposed time frame. The step 2 validations of OFA 05-01-01 and a number of the other contributing work package 6 projects are not planned until 2014-2015 so this means the maturity may be an issue.

AERODROME-ATC-10b Enhanced arrival/departure sequence with external aerodrome and CDM, taking into account the user TTA



DESCRIPTION: Surface/Arrival/Departure management processes including HMI upgraded to take account of longer time horizons and constraints produced by their counterparts at the departure/destination airports.

COMMENTS: MSW: En connected to SWIM and NOP, V3 in 2014 looks optimistic to be checked with WP 6, 7 and 14. 6 years between V3 and IOC estimated: earliest IOC 2020


This implies a coupled AMAN/DMAN/SMAN, what seems quite ambitious in the proposed time frame. The v2/v3 validations of OFA 05-01-01 and a number of the other contributing work package 6 projects are not planned until 2014-2015 so this means the maturity may be an issue.

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AIMS-06 Aeronautical Information system providing airspace information static and dynamic



ANSP Civil

ANSP Military

Network Manager

DESCRIPTION: The purpose is to provide a common and consistent source of airspace information, containing both static (airspace definition) and dynamic elements (airspace reservation, sectorization, capacity), from various stakeholders (ASM, ATC, Military).

COMMENTS: Airspace Data Repository


AIMS-06 is required enabler for ASM processes and ATFCM processes. Airspace information sharing should obviously be part of collaborative processes..

AOC-ATM-04 Provision of Shared Business/Mission Trajectory from AOC/WOC-ATM system into ATM world with SWIM

IOC: 12/2018 IOC Sync 12/2018 Category: System

Required R StakeholderAU Civil AOC

AU Military WOC

DESCRIPTION: The trajectory of the flight is calculated to day in many AOC/WOC-ATM system with more accuracy than given in ICAO FPL. This enabler is used to allow share via SWIM with ATC, taking into account only the capability of the system already implemented

COMMENTS: GA: Essential enabler. In practice, this should be a secure PC-based SWIM input (distributed AOC). Also applicable to other AOC-ATM-xx enablers for GA. MIL: "Enabler similar to AOC-ATM-03 but based on SWIM. WP11 to review enabler and provide V3 date (CMAC: V3 is 2015). Mapping with DCB-0103 to be checked. MSW: V3 to be retrieved from WP 11 - IOC 2018 is assumption for CIV. IOC 2019 predicted for Mil - link with DCB-0103 to be checked Flight Operations Officer / Air Traffic Flow Manager | Flight Operations comment (A. Coenen-BRU): What is the excact meaning of "with more accuracy"There is no Shared trajectory. There is the intention,by defenition is the most efficient and then there is the reality thay should strave to suceed to be as close as possible to the intention. This is completly forgotten and today the system just does the opposite.


Terminology is confusing. We are talking about iSBT.

This is an essential enabler to provide the airport and network with the planned rotations and intentions of the airspace user so resources can best be matched to demand. The first steps are taken via the extended FPL that is already available but not shared.

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AOC-ATM-07Modification of AOC/WOC-ATM trajectory management system (or new systems) to allow quality of service requested by NOP for pre-flight trajectory



AU Military WOC

DESCRIPTION: Modification of AOC/WOC-ATM trajectory management system (or new systems) to allow quality of service requested by NOP for pre-flight trajectory

COMMENTS: GA: Essential enabler. In practice, this should be a secure PC-based SWIM input (distributed AOC). Also applicable to other AOC-ATM-xx enablers for GA. MIL: DCB - Military bodies should interface with NOP for exchange of predictions on traffic picture. Enabler linked with institutional enabler MIL-0501. WP11 to review enabler and provide V3 date. Flight Operations Officer / Air Traffic Flow Manager | Flight Operations comment (A. Coenen-BRU): Very nice, but needs manpower and has operational issues. Pre flight trajectory is always linked to fuel on board.


This is an essential enabler to provide the airport and network with the planned rotations and intentions of the airspace user so resources can best be matched to demand.

However, this enabler is applicable to FRA operations where trajectories receive constraints, and not to AOP/NOP integration.

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AOC-ATM-09Modification of AOC/WOC-ATM trajectory management system to allow integration of information outside trajectory



AU Military WOC

DESCRIPTION: All other related information data (weather, AIS, ...) have to be automatically integrated in trajectory management.

COMMENTS: GA: Essential enabler. In practice, this should be a secure PC-based SWIM input (distributed AOC). Also applicable to other AOC-ATM-xx enablers for GA. MIL: WP 11 to determine if other sub-systems, such as G-G IOP/SWIM Management or Weather Information Management are impacted by this enabler. WP 11 to determine which MET/AIS data constitutes additional data compared to what is necessary for trajectory management systems. WP 11 to provide a V3 date (CMAC: V3 is 2015) and to clarify if the following is needed: - Connection of AOC/WOC to SWIM - Flight Object Concept Flight Operations Officer / Air Traffic Flow Manager | Flight Operations comment (A. Coenen-BRU):That's why we have Flight Dispatchers and sophisticated flight plan systems that have this information integrated.


This is an essential enabler to provide the airport and network with the planned rotations and intentions of the airspace user so resources can best be matched to demand.

However, this enabler is applicable to FRA operations where trajectories receive constraints, and not to AOP/NOP integration.

In addition this enabler is seen as STEP2 implementation. Full 4D and SBT management not foreseen in these timescales.

AOC-ATM-11 Integration of constraints and answers


H StakeholderAU Civil AOC

AU Military WOC

DESCRIPTION: Modification of AOC/WOC-ATM trajectory management system (or new systems) to allow pre-flight trajectory automatic integration of new constraints for SBT negotiation.

COMMENTS: GA: Essential enabler. In practice, this should be a secure PC-based SWIM input (distributed AOC). Also applicable to other AOC-ATM-xx enablers for GA. MIL: SWIM based enabler that will be used for mission planning (short / mid / long term). WP11 to determine V3 date (CMAC: V3 2015).

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The management of SBT is not mature enough to deploy. In addition the enabler shouldn’t be in the NOP/AOP integration scope but part of trajectory management (SBT).

ER APP ATC 127 Enhanced Traffic Management Tools to support use of initial shared NOP


EnHancement R StakeholderANSP Civil

ANSP Military

DESCRIPTION: none.

COMMENTS: The frontier between NIMS and ER APP ATC is not clear enough regarding where the functionality covered by ER APP ATC 127 should be implemented. Discussion between those two domains will have to take place but no conclusion can be expected in the coming weeks. This enabler is linked to DCB-0103 for the time being until these discussions will have concluded.


Tools to use initial NOP (scope of initial shared NOP is not clear) are seen as enhancement of ATM processes. Not essential enabler.

MIL-0502 Support MIL-0501 eith ground-ground COM interface for interconnection of military systems to PENS


Required R StakeholderANSP Military

AU Military WOC

DESCRIPTION: PENS covers OSI layers 1 to 3 and will be the SWIM backbone. However PENS can also be used to provide the physical network support to specific applications (e.g. ASM application) without using SWIM middleware if SWIM is not available yet.

COMMENTS: Potential standardisation enabler currently under review by C.03 - Military part of CTE-C11b.


Subjects is a EG6 (iSWIM) enabler.

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NIMS-02 Ground-ground data communications services for flight plan filing and exchange



ANSP Civil

ANSP Military

Network Manager

DESCRIPTION: Ground-ground data communication messaging services between ATFM, Aircraft Operators, Airports and ATC to support SBT/SMT exchange.

COMMENTS: Already in operation: distribution of EFD messages.


Required enabler. Already implemented.

NIMS-06 Network information management system equipped with post-analysis tools for airprot traffic



DESCRIPTION: Define post-analysis procedures, tools and indicators in order to evaluate the consistency between expected airport traffic demand (based on the airport slots) and the airport real throughput.

COMMENTS: none.


The airport will have this capability in A-CDM and the AOP/APOC function, so this development for Network systems is not necessary. Network function needs to have access to the data.

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NIMS-23Capacity planning and scenario management equipped with tools integrating airport/airline schedule data, to assist ATCCs in optimising the use of airport holding patterns, to identify other usable capacity



DESCRIPTION: Tools that provide functionality for simulating, evaluating the balance between demand and capacity taking into account airline and airport schedule data. Tools to assist in identifying the 'other available capacity': where this available capacity might be used, the CDM process will allow consultation to implement the best solutions such as Re-routing, FL Management and Advancing Traffic. Tools allowing the ATS Providers concerned to optimise the use of airport holding patterns.

COMMENTS: none.


This is key enabler for both the network and the local airport – important that the information that is used is common and avoid duplication of tasks. Clear ownership, responsibilities and roles for assessing demand and capacity at airports and how this interacts with the network need to be established with the tool set.

This also links into the TTA concept, with the goal being minimal (or zero) air holding.

NIMS-29 Network DCB sub-system for Network Operations Plan (NOP) preparation and dissemination



DESCRIPTION: Improve the information process by developing the portal to disseminate the Network Operations Plan (NOP) and NOP updates to reach the wider audience. Tools to support a pan-European System for demand-capacity balancing (DCB), including interaction with the Network Operations Plan (NOP), using improved historical data and providing simulation tools for most Users and Service Providers.

COMMENTS: NOP portal and web services mechanisms are already in operation !! Further B2B services has to be developed specifically for ad-hoc purpose


Baseline deployment. Critical that the NOP interface is developed to take full benefit of the data available from the AOP and A-CDM this should include the arrival as well as the departure flows.

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5.2.2 Procedural

PRO-091 FCM procedures for verifying and utilising changing data to maintain balance



DESCRIPTION: none.

COMMENTS: none.


Obvious enabler even without further description

5.2.3 Institutional

MIL-0501 Develop specifications on Interoperability between SWIM and military systems

IOC: 12/2017 IOC Sync none Category: Institutional

R Stakeholder AU Military WOC

DESCRIPTION: none

COMMENTS: Potential standardisation enabler currently under review by C.03 - Allocate to AOC-ATM CC.


EG3 focused on AOP/NOP integration. The link with military operations is not clear.

5.3 Background & assumptionIt is assumed that the necessary validation work has been achieved prior to the start of any deployment work.

The NOP is already deployed in baseline version and will be developed over the time period 2014-2020. A number of airports are supporting the development of the APOC and AOP interface in validations starting from 2013. A-CDM is assumed to be implemented as the baseline.

5.3.1 Related SESAR Specifications The Airport Operations Plan is be defined in SESAR project 6.5.1. OFA 05.01.01 OSED edition 1 is available which covers the AOP/NOP/APOC and edition 2 is released in March 2013. INTEROP and SPR will be delivered following the OSED in 2013.

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control service).


o Route management

o Capacity management and definition of hotspots

o Departure management






o Route Management



airport operations


o Airport Slot Management

o Information Management

o Gate and Parking Management

o Infrastructure






strategic/pre-tacticalo simulation and evaluationo scenario developing


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5.3.4 Actors involved tower runway controller tower ground controller airport operator ACC supervisor flow manager traffic complexity manager network manager airspace users


tower runway controllero Communicates with pilot o Communicates with tower ground controller o Receives information about TTOT

tower ground controllero Communicates with pilot o Communicates with runway controller and flow manager o Receives information on TTOT and clearances

airport operator (possibly as part of APOC)o Communicates to/from ATC, AOC o Receives information from NM

ACC supervisoro Communicates to/from ATC, flow manager, traffic complexity manager

flow managero Communicates to/from ATC, ACC supervisor, traffic complexity manager o Communicates to AOC and APOC o Communicates to/from NM o Receives information


network managero Communicates network operations to/from ATC’s, flow managers, AOCs o Communicates network operations to APOC

Airline operations centero Communicates to pilotso Creates/updates flight plans


5.3.7 Impact on ground systems Systems and procedures

o System enablers: NIMS-02/06/23/29, AIMS-06, Aero ATC10a, AOC-ATM04, ER APP ATC-127, MIL 0502

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o Procedural enablers: PRO-091o Institutional enablers: MIL-0501


5.4.1 Standards- Flow Management Data Exchange is according ADEXP standard- A-CDM system (standardisation via Eurocontrol A-CDM Handbook)

5.4.2 Impact on SES / EASA Regulatory frameworksNot Applicable

5.4.3 Link to ICAO Global Concept BlocksB0-35, B1-35, B2-35, B3-10


5.5.1 Maturity Issues including link with the SJU Release StrategyFor most of the improvement areas there is sufficient confidence that V3 maturity will be achieved up to and including Release 4.


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6 Airspace Management and Advanced Flexible Use of Airspace (OI STEP AOM-0206-A)


AOM-0206-A Flexible Military Airspace Structures in Step 1

IOC: 2016

DESCRIPTION: The possibility to design ad-hoc structure delineation at short notice is offered to respond to short-term Airspace Users' requirements not covered by pre-defined structures and/or scenarios. In Step 1, changes in the airspace status are not uplinked to the pilot yet but are shared with all other concerned users by the system, i.e Network Manager (ASM and ATFCM function), ANSPs, civil and military Airspace Users (FOC/WOC).

RATIONALE: The objective is to better respond to military airspace requirements and/or meteorological constraints while giving more freedom to GAT flights to select the preferred route trajectories and to achieve more flexibility from both civil and military partners.

COMMENTS: none.


A regards this OI step, the following activities are forseen:

- ASM procedures and processes to change from procedures and processes based on a fixed ATS route structure to civil/military airspace structures (CDRs, airspace volumes, etc.)

- Data sharing with respect to the availability of civil/military airspace structures in support of a more dynamic ASM and FRA implementation

- ASM solutions in support of the airspace users, incl. alignment of CDR availability based on demand flows

- Enhanced cooperation at pre-tactical level (i.e. getting closer together planning and operations and Integrating ASM/ATFCM)

- Enhanced cooperation at tactical level (i.e. FUA level 3)

- Enhanced ASM network assessment in cooperation with NM

Enablers:

An essential enabler is the interoperability between network and local ASM tools, sharing operational and planning information regarding airspace

Some ASM related OI’s are seen as enabler for AOM-0206-A. Some of the OI may be partially deployed under IDP:

AOM-0201 Moving airspace into day of ops (already in baseline, but to highlight)

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AOM-0202 Enhanced Real Time Civ/Mil coordination of airspace utilisation (already in baseline, but to highlight)

AOM-0203 X-border Ops facilitated through Collaborative Planning with neighbours

AOM-0205 Modular Temporary Airspace structures and reserved areas.

AOM-0206-A is an important contributor to the overall airspace development direction. In the context of this PCP description, the expected evolutions and basic concepts which constitute the link between the deployment baseline and further deployment under Step 1 extend beyond FUA only and require better integration of ASM, ATS and ATFCM aspects, as described below:

- Extensive use of Airspace Configurations. These are defined as “the predefined and coordinated organisation of ATS Routes of the ARN and/or Terminal Routes and their associated airspace structures (including temporary airspace reservations and Free Routes Airspace portions, if appropriate) and ATC sectorisation”. Airspace Configurations are aimed at responding to and balancing performance driven strategic objectives (capacity, flexibility, flight efficiency, environmental) at all levels, network, sub-regional and local, while taking due account of military mission effectiveness.

- Airspace Configurations will result from a CDM process where improvements to the airspace organisation and management are agreed. The CDM Process will be based on the cooperation between airspace users, the local functions, the Network Manager as appropriate and, where available, sub-regional functions (FABs). It will be conducted through a process, set up to agree upon a predefined set of Airspace Configurations for a given airspace volume and time, including route structures, airspace structure and associated sectorisation.

- Continuous, seamless and reiterative planning, allocation and operational deployment of optimum airspace configurations, based on airspace request at any time period within both pre-tactical Level 2 and tactical Level 3. This will result in a rolling process, supporting enhancement of the daily Network Operations Plan. This will allow airspace users to better take benefit from changes to airspace structures in real-time.

- Extensive use of modular areas and Introduction of mechanisms allowing the definition and use of flexible, ad hoc, reserved/segregated airspace structures within a given Airspace Configuration, and improved management of segments of CDRs.

- More flexibility in definition and operation of sector configurations taking into account not only traffic demand but also the airspace availability as result of the CDM process; indeed airspace allocation and sector configuration should offer enough flexibility in order to identify the best combination to satisfy civil and military requests, exploit resources available and minimize the need of ATFM measures, while keeping to a simple and straightforward coordination process.

- More extensive cross border operations across Europe, supported by FABs implementations, resulting in shared use of reserved/segregated areas, taking into account reasonable sharing of environmental nuisance.

- Major system support enabling functions at network/sub-regional and local

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level, such as the Airspace Data Repository, the Demand Data Repository, automated airspace planning, allocation and modification tools, ATS System and Airspace Users system support tools will have to be developed and implemented as required by the different improvements.

The elements described represent a realistic evolution, based on enablers developed within preceding ATM related programmes, projects and trials. The improved and better coordinated ASM/ATFCM/ATC process that will be the result of the work will support Network performance by providing processes and procedures from strategic planning to tactical usage.

Most of the improvements of the ASM/ATFCM processes expected in PCP-time frames will be related to the closer interaction between operating phases (Level 1, Level 2 and Level 3). This interaction will result in a seamless (running) process enabled by continuous CDM. The three levels will be maintained, but the processes of which they comprise will no longer be restricted to a particular time interval (i.e. non-overlapping phases). However, the decision on the operations of an airspace will be part of only one operating phase at a given time.The other major improvement expected will come through a much closer interaction between the ASM/ATFCM process and the actions required by ATC, making it into a combined and closely coordinated ASM/ATFCM/ATC process.

The CDM process at strategic level will be driven by the continuous evaluation of the performance achieved in respect of the performance targets defined. The outputs will provide indication for the revision of strategic plans whenever required to react to criticality identified and to re-orient the efforts of specific performance targets.The process to collect and co-ordinate requests until the very end of the Pre-tactical Level 2 will be subject to a seamless CDM process and to the assessment of the requests and resources available in respect of performance targets required at that specific moment. It will result in the publication of agreed Airspace Configurations (instead of the AUPs/UUPs, as it is today). These will contribute to the definition of the daily Network Operations Plan (NOP). The daily NOP will be continuously updated with planned and real-time data through interfaces with local support systems and available to the users through the Airspace Data Repository (ADR) so they may file and modify their FPLs accordingly.

Agreed Airspace Configurations and any changes to them will be processed at local, sub-regional and at network levels. Process, procedures and systems will be developed to allow a continuous rolling network impact assessment of Airspace configurations and to communicate their impact on network performance to local, sub-regional and at network levels.

A joint activity, integrating ASM, ATFCM functions and relevant ATC planning tasks (deciding on sector configurations and CDRs availability), uniting the processes of each in order to facilitate a coordinated management of Airspace Configurations at Level II, needs to be established at national or, if operationally required, at sub-regional (FAB) level. This activity is expected to play a decision making role at Level II in respect of civil/military airspace allocation management, flow and capacity management, including sector configurations.

Level III of ASM/ATFCM/ATC process will mainly focus on the use of the deployed airspace configurations according to the daily NOP and will react to unpredictable events which, by their nature, require immediate decision making at local level. In all cases such decisions made at Level III will be shared with the joint function and the Network Manager as soon as possible.

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The notification of Airspace Configurations will be based on automatic flows of information between a centralised ADR and the different stakeholders through defined services (B2B or B2C) connected to the Network Manager. Flight Plans will be cross checked for consistency with the expected Airspace Configuration(s) in a particular time-frame (e.g. for the day of operations) and a particular airspace volume (e.g. a FAB, geographical area covering specific traffic flows, hot spot areas, etc).

It is important to note that the OI Step AOM-0206A does not cover all the scope of the ASM evolutions expected in the PCP timeframe.Other OI Steps must be taken into consideration in order to provide a more comprehensive view. Some aspects of these OI Steps have already started to be implemented, but in most cases, it is a continuous evolution which deserves to be considered. The description of some aspects may sometimes not be described or available in OI Steps.


6.2.1 System

AAMS-05 Airspace management system enhanced to exchange information with the Network Operations Plan

IOC: None IOC Sync None Category: SYSTEM


DESCRIPTION: Local airspace management systems enhanced to exchange information with the Network Operations Plan.

COMMENTS: Evidence of Current implementation" - Nop Portal, CFMU Web-services.


Expect to be baseline.

AAMS-06aAirspace management system enhanced to generate and distribute planned airspace usage information(CIAM)

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IOC: 12/2007 IOC Sync None Category: SYSTEM


DESCRIPTION: Local airspace management systems enhanced to generate and distribute planned airspace usage information (CIAM).

COMMENTS: It basically covers the existing CIAM-NM interface, CIAM being a remote tool (installed in local ASM) developed and provided by CFMU for local aispace managers to provide central CFMU system with ASM information.


Already implemented.

AAMS-06bAirspace management system enhanced to generate and distribute planned airspace usage information(SWIM)


Enhancement R Stakeholder Network Manager

DESCRIPTION: Moving from existing CIAM specific interface towards SWIM in order for local ASM tools (e.g. LARA) to exchange with the NM Airspace Use Plans and Updated Use Plans through Web services.

COMMENTS: none.


Enhancement.

AAMS-06c Transmission of VPA-related data from local ASM tool to the NM


EnHancement R Stakeholder Network Manager

DESCRIPTION: The data related to the Variable profile Area concept element is to be exchanged between local ASM tools (e.g. LARA) and the NM through.

COMMENTS: Tools (at local levels such as LARA and at regional level) must be updated to take into account the VPA concept element. The AAMS-08 is the enabler to perform such updates of the tools and should therefore be updated accordingly.

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Not only to NM, but also to ATC. Today, in most ACCs, this information is input by hand, but this is because the flexible structures are statically defined, so the only necessary information is when they will be active.With dynamically defined structures, it would be necessary to define the geographical area each time a new one is created. The safety risk of performing the process manually seems unacceptable, so there should be an automatic link. This is already operational in MUAC.Tested with 07.05.02/VP016, but not yet significantly implemented – IOC to be considered – This enabler is relevant in the PCP timeframe.

AAMS-08 Airspace management system enhanced to support improved collaborative airspace planning



ANSP Civil

ANSP Military

AU Military Wing Operations Centre

Network Manager

DESCRIPTION: Local and regional (e.g. ATCC-based) airspace management systems enhanced to support enhanced local and sub-regional (ATCC-based) airspace planning.

COMMENTS: "Evidence of Current implementation" - Tools in operations in ACC: NEVAC, central CFMU databases: EAD, CACD.


Essential enabler.

AAMS-09 Airspace management system enhanced to support the integrated European airspace planning process

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ANSP Civil

ANSP Military

Network Manager

DESCRIPTION: Regional and local airspace management systems enhanced to support the integrated European airspace planning process.

COMMENTS: "Evidence of Current implementation" - At local level: LARA, STANLEY ACOS; At regional level: CIAM.


Essential enabler.

AAMS-11 Airspace management system enhanced with real-time functions and dialogues for dynamic airspace allocation



DESCRIPTION: Local and regional (e.g. ATCC-based) airspace management systems enhanced to operate with the dynamic airspace allocation application, providing near real-time functions and supporting dynamic airspace allocation dialogues. DAA (dynamic airspace allocation) should be seen as a Collaborative Decision-Making (CDM) process in which both civil and military ATS units are involved together with Military Operations Planners and Aircraft Operators and/or civil Flight Planners. A prerequisite for the introduction of DAA is the sharing of both strategic, pretactical and real-time information rather than data exchange between all parties concerned.

COMMENTS: Convergence between Traffic ATFM measures (e.g. STAM) and Airspace measures (e.g. LARA) CR - Big inconsistences enabler with V3 date 2015 and linked with Ois of baseline.


Essential enabler.

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AAMS-12Airspace management system equipped with a method to achieve regional airspace coordination capability


Required - Stakeholder Network Manager

DESCRIPTION: Develop a co-ordination tool between AMC, Network Manager and FMP(s) concerned in order to: - review the airspace allocation to better accommodate the traffic demand; - enable Network Manager to re-consider with the FMPs the declared capacity according to the updated airspace structure.

COMMENTS: Nevac/LARA/Stanley are some of the tools to support airspace coordination. Exchange of airspace design is ensured through specific tool-related network (particularly for Nevac & LARA): it is already in operation. A move to SWIM for exchanging airspace design and more dynamic capa figures, through the NOP, is to be developed to support the TBD method.


Essential enabler.

6.2.2 Procedural: <Enabler reference> <title>






Procedural enablers are essential to develop future ASM processes. AU procedures are missing.






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Need for institutional developments (especially regarding military cross border activities).

6.3 Background & assumptionThe relevant operational project in SESAR for all AFUA related concepts is 7.5.2. It is backed from the system thread by 10.5.1, dealing with AFUA impact on ER/APP ATC, and 13.2.1, covering the ASM tools (Local) and Regional NM support.

According to the available material, this project will validate AOM-0205 & AOM-0206 in Step 1. This is stated in the VALP document (“The validation exercises intend to validate the concept of AFUA in the three levels of airspace management. In Step 1, it will be limited to the OIs AOM 0205 Modular Temporary Airspace Structures and reserved Areas and AOM 0206, Flexible military airspace structures and their integration in the network.”).

Note though that as specified in the SJU’s maturity analysis, they are addressing the AOM-0206, considered as partially covered, but the non covered part is right the one that has been the reason to split this OI step in two (Exchange of airspace status by datalink). If we consider the AOM-0206-A as the validation target, it could be considered that it is fully covered.

There is also a mention in the Validation plan that the AOM-0201 OI step was validated by Eurocontrol in 2011.

The project has organized four validation exercises, whose description is summarized as follows (Extracted from latest draft of VALP):

EXE-07.05-02-VP016 (ASM Level 1): Fast Time Simulation that will address the ASM level 1 (VPA design) and ASM level 2 (CDM and network impact assessment). Those exercises will provide operational and performance assessments of the concept of VPA. This will be addressed in two different operational scenarios, Belgium airspace where the traffic is dense and Spanish airspace where generally traffic flow is lower and where the actual restricted areas are large allowing some improvements.

EXE-07.05-02-VP016 (ASM Level 2): Integration of VPA in the network and network improvement by sharing in real time airspace planning and status. This exercise follows an ASM improvement initiative led by EUROCONTROL in 2011 to validate AOM 0201 Moving Airspace Management into Day of Operations. It will use the NMVP platform in Brussels / Bretigny. ASM Systems (LARA & STANLY_ACOS) will be connected in B2B / AIXM to provide the information to the network manager.

EXE-07.05.02-VP017 (ASM Level 3): Automated process to activate and/or de activate airspace in ATC systems by interfacing an ASM system with ATC systems. This exercise is led by EUROCONTROL and will use MUAC platform connected with LARA to run a Live Trial, and DFS’s iCAS platform connected to STANLY-ACOS in a simulation.

EXE-07.05.02-VP-624 (iADS). This will be a real-time/shadow-mode simulation. The Validation exercise will be performed in February at Swanwick and led by NATS with the assistance and support of SELEX. The aim of this exercise is to validate the concept that a collaborative dialogue between civil and military Local Network Management agencies will improve coordination and provide an

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enhanced mutual awareness of airspace activity of both civil and military operations.

Regarding the outcome of the exercises, the following is an extract of a mail sent by the 7.5.2 PM about that on the 08/11/2012 (Note that VP017 has not been executed yet).

VP015: The exe is finalised for the part that takes place in Spain and the first draft for the Val report is available but still subject to completion. The Belgian part is still ongoing as we decided not be in a hurry in order to "squeeze" all beneficial information out of it. Surely we will end this year to finalise the Validation report by end February 2013.

The results from Spain seem very promising and show significant benefits for the use of a VPA compared to using the"old style" in regard to extra distance flown, fuel burned and emissions saved. The delay issue also looks positive and for workload my interpretation is the same.VP 016: It has been performed October 09th and 10th and ended with success. No problems were encountered and the interface was working as it should. The static airspace status worked perfectly, mistakes were detected and the data set successfully sent. The AUP / UUP process was performed in B2B and AIXM format without any problem. In the end the eAUP was produced and delivered..


VALR 7.5.2-D06

Not available yet, first draft of the part related to VP-015 is available.

OSED 7.5.2-D02

Interim draft available. The current draft seems to be mature

SPR 7.5.2-D04


INTEROP 7.5.2-D03


TS

10.5.1-D05 (ASM Tool -> ATC Interface)

13.02.01-D02 (ASM Tool -> NM information exchange)

Both documents available and at an acceptable level of maturity. They may suffer modifications after validation, but they are not expected to be major

Interface Specifications TBDWP8 and Fast Track documentation about AFUA

6.3.2 Aeronautical services involved-Airspace management services (e.g. AMC or “joint function”)-AIS (EAD, ADR…)

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-ATC services-Central flow management (ATFCM services)

All operations are related to ASM/ATS/ATFCM coordination process

6.3.3 Phases of flow management / Phases of flight involved-Flow management: pre-tactical and tactical phases-Flight phases: pre-departure (flight planning) and En-route phases

6.3.4 Actors involved-Airspace Manager (civil and military e.g. AMC or “joint function”)-Air Traffic Controller (civil and military, executive and planning)-Air Traffic Controller supervisor-FMP operator- Airspace Users (civil and military, AOC, FOC, WOC)-Air defence/controlling unit-Network manager operators (CADF, centralized airspace data function operators).-Airspace Users

6.3.5 Flows of information between actorsAdditional flows will probably need to be described; this is a first overview consistent with the time available for the description.Type of information:ASM data Level 1&2:

Airspace Use Plan & Update of Airspace Use Plan / AUP / UUP information AS/RT data European Airspace Use Plan & Update of European Airspace Use Plan information

(EAUP/EUUP…) Static airspace data Published AS allocations eAMI and eRAD Traffic Monitoring (ETFMS ENV) ARES (VPA)

ASM data Level 3: AS/ARES (VPA) activations/de-activations/cancellations/modifications

Flow between actors:

Information sent by Airspace managers to Network manager operator CADFASM data Level 1&2:

Draft AUP/UUP AUP-UUP (AS/CDR/ARES)

ASM data Level 3:

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AS/ARES (VPA) activations/de-activations/cancellations/modifications

Information sent by Airspace managers or air defence/controlling unit to ATCOs and ATC SupervisorsASM data Level 3:


Information sent by Network manager operator CADF to Airspace managersASM data Level 1&2:

AIRAC :Base definition + Airspace available (from EAD/ADR) AS/RT data Published AS allocations EAUP/EUUP via NOP Portal and/or eAMI

Information sent by Network manager operator CADF to airspace usersASM data Level 1&2:

Static airspace data EAUP/EUUP via NOP Portal and/or eAMI

Information sent by Network manager operator CADF to ATCOs and ATC SupervisorsASM data Level 1&2:

EAUP/EUUP via NOP Portal and/or eAMIASM data Level 3 (by Network manager operator CADF or air defence/controlling unit):


Information sent by FMP operator to Network manager operator CADF ATFM data

Information sent by ATCO to Pilot (by R/T)

AS/ARES (VPA) activations/de-activations/cancellations/modifications Route clearance

Information sent by air defence/controlling unit to CADF/Airspace managerASM data Level 3:


Information sent by NM/CADF to NM/IFPSASM data Level 1&2:

EAUP/EUUP

Information sent by ATCO to NM/IFPSASM data Level 3:

FPL modifications

6.3.6 Impact on airborne systemsNot Applicable.

6.3.7 Impact on ground systems 1. Systems and procedures for airspace management.

a. ASM support system

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2. Systems and procedures for air traffic flow management.a. ATFCM systemb. ETFCM system (Enhanced Tactical Flow Management System)

3. Systems and procedures for air traffic services, in particular flight data processing systems, surveillance data processing systems and human-machine interface systems.

• ATC systems• IFPS system• Air defence military systems

4. Systems and procedures for aeronautical information services.• AIS systems (EAD and local AIS)

5. Other systemso AOC, FOC, WOC systems


6.4.1 Standards Flow Management Data Exchange is according ADEXP standard Flight Plan Data Exchange is according OLDI standard B2B, static data and AUP-UUP are according to AIXM5.1

Current systems available to automate the flows of information: Flow management systems

o Enhanced Tactical Flow Management System (ETFMS) release 17o Flight plan Data Processing System (FDPS) updated with ICAO FPL2012o European Aeronautical Database (EAD)o Airspace Data Repository (ADR)o Evaluation, simulation and display tools (like SAAM, TAAM, etc.)

ATC systemso ATC-system (can differ per ANSP)

Airport Systemso A-CDM system (standardisation via Eurocontrol A-CDM Handbook)

ASM systemso Local And sub-Regional Airspace Management support system (e.g. LARA,

Stanly)

6.4.2 Impact on SES / EASA Regulatory frameworks- EC Regulations No 551/2004 (Airspace Regulation)- No 2150/2005 (Flexible Use of Airspace). - ECTL specification for application of FUA (ECTL-SPEC-0112), supporting above.

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6.4.3 Link to ICAO Global Concept BlocksB0-35, B1-35, B2-35, B3-10


6.5.1 Maturity Issues including link with the SJU Release StrategyMaturity description below is derived from SJU material and updates from WP 7.5.2

AOM-0206-A (Flexible Military Airspace Structures)Release and Roadmap analysis

This OI step was expected to be split into two OI steps –A and –B respectively with target R2 and R5. Change Request has been raised to introduce the split in the Integrated Roadmap.This OI step target is not targeted in a Release. In Dataset 9 the OIs is identified as AOM-0206. The following analysis relates to AOM-0206. Two Validation Exercises have been defined in R2, and one exercise (VP-515) is planned in R4. The R2 Exercises aimed at Operational validation activities focused on Coordination level 2: Interfacing ASM tool with ATFCM systems (VP-016), and Coordination Level3: Integrating ASM tools in ATC systems (VP-017). There are 3 open issues related to these exercises that should not affect confidence.

One exercise is completed and the preliminary conclusion is that there are successful validation results (VP-016). The AUP process as well as the UUP process (including exchange of data for VPA) were tested via B2B in AIXM and proved to be working correctly. The second validation exercise (VP-017, planned Dec 17-19) will produce results at the beginning of 2013.

All VALR are expected Feb 2013.

No exercise is planned in R3 and 1 exercise is planned in 2014 (assumed addressing AOM-0206-B), possibly subject to changes.

What is the confidence in achieving V3 maturity by Release 4, based on existing plans and results? MEDIUM (as Operational Primary Project 07.05.02 has stated that the OI step will be partially covered in the R2 exercises)


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7 Free Routing (OI STEP AOM-0501)


AOM-0501

Use of Free Routing for Flight in cruise and vertically evolving, inside FAB above a certain level, within low to medium traffic complexity areas

IOC: 31/12/2019

DESCRIPTION: Free routing corresponds to the ability for flights to file a flight plan with at least a significant part of the intended route which is not defined according to published route segments but specified by the airspace users. It is a user-preferred route, not necessarily a direct route, but the flight is supposed to be executed along the direct route between any way-point specified by the airspace user (published or not). Nevertheless, for transition purposes between FRA and fixed ATS route network environment, the overfly of a published entry and a published exit way points is mandatory. In step 1 Free Route operations are plannable at FAB level and made available to the maximum extent (up to H24 when and where possible) depending on the complexity (low to medium) of the airspace and the traffic demand.

RATIONALE: To allow the airspace users to plan trajectories without reference to a fixed route network where operationally feasible. Local OI Step with Network benefits

COMMENTS: none


Free Route Airspace (FRA) is defined as a specified airspace within which users may freely plan a route between a defined entry point and a defined exit point, with the possibility to route via intermediate (published or unpublished) way points, without reference to the ATS route network, subject to airspace availability. Within this airspace, flights remain subject to air traffic control. The target by 2019/2020 is to achieve the maximum possible number of FRA implementations, as defined above, along with cross border operations in low, medium airspace. . The current Free Route and FRA-like developments and deployments at local and network level have reached a good level of maturity. Future deployment is mostly planned in incremental phases according to local ANSP/FAB capabilities. Typically initial implementation starts with the publishing of DCT-routes or constraints, progressing to more flexible operation over time. This is seen as a logical process on the way to reaching the target concept. In periods of high traffic demand, in complex airspace areas, it may be necessary to have systemised traffic flows or routes in a specific airspace volume in order to maintain capacity.


Regarding current FRA deployments under coordination by ERNIP and endorsed by the Network Management Board, many FRA initiatives are planned in the timeframe of this PCP.

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The ERNIP planning does not fully align with SESAR conceptual work as local and sub-regional (cross-border) application of FRA is prepared, sometimes even beyond FAB boundaries.

The concept to deploy FRA varies from implementing directs between fixed entry/exit points to full flexibility for airspace users. Benefits for Airspace users will only be significantly noticable in case of widespread FRA implementation (full flexibility to AU) allowing AU to file random routings. Many of the initiatives follow a stepwise approach of deploying FRA in low/medium traffic intensity conditions before evolving towards cross boundary and high traffic intensities. Because current planning includes FRA-like applications in high traffic areas, including X-border, this requires consideration of AOM-502 in addition to this OI-step.

Low/medium traffic intensity FRA deployment is expected to be possible without the need for extra ATC tools although this would be subject to local pre-operational validation and such tools could enhance FRA operations. For high density FRA deplyment see AOM-0502.

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Trouslard, 10/12/12,

Assumption to be validated. It would be a challenge to deploy FRA in medium airspace without taking care of this assumption. This not be validated in real time..

BOUMAN Christopher (HBRUPY61A - boumanc), 11/12/12,

Move last sentence to AOM 0502 (and say here “for high density FRA deployments see AOM-0502”)



7.2.1 System

A/C-04 Flight management and guidance to improve lateral navigation in approach (2D RNP)


not relevant R Stakeholder

AU Civil Sch. Aviation

AU Civil Bus. Aviation

AU Civil Gen. Aviation

AU Mil. Transport

AU Mil. Fighter

DESCRIPTION: Flight management and guidance to improve lateral navigation e.g. 2D RNP value down to 0.3NM. Enabler for IP1 already available in most Airbus ACFT

COMMENTS: IOC dates correspond to V3 end dates + 2 or 3 years, i.e. initial operational capabilities if standardisation is available, there is no major certification issue and there is a window of opportunity for the implementation within the aircraft. MSW: Connected to the 2nd step on PBN regulation. Comment from C.03: With regard to the "2nd step of PBN regulation", the ICB recommended a stepwise approach to the PBN IR. In all current scenarios, final implementation of PBN IR would cover all NAV requirements for Initial 4D. Note however that final implementation of PBN IR is currently foreseen only in 2025 Mainline: Enabler for IP1 timeframe already available in most A/C. Boeing: "Current fleet capability. Still incompatibility with European legislation (AMC20-26, 20-27)" BA: Most BA aircrafts are certified for 2D RNP0.3 ; Essential Enabler for BA GA: Essential enabler. The IOC/FOC dates may need to be moved for GA. For the low density TMA rows in particular, we have some concerns. A-RNP will not be mandatory by 2021 in these TMAs. The dates should be shifted to 2025 and beyond. Check for over-design e.g. Point merge in complex TMAs is allocated to low density TMAs in the same timescale; no need. Rationale for the GA comment: The RNP lateral accuracy (and possibly integrity/continuity) requirements shouldn?t be an issue for GA. Vertical constraints or turn-based requirements (e.g. FRT, RF) will present an issue for most GA IFR aircraft in the dates suggested (2018 onwards). Also, are we suggesting that every TMA will move to A-RNP by 2021 (i.e. at the same time)? This is unlikely in practice. MIL: Applicability to military aircraft and associated timetable handled by 15.03.01; Military authorities to be consulted.When MMS impact, to be handled by 9.3. Processes for certification by equivalent performance should be provided by 9.49. CMAC (Jpe) 25/11/11: Indirectly solved by the PBN IR. In accordance with 15.3.1 by 2017 it will be available in the majority of transport and some fighters (through equivalent performance). Implemented in A400M (2017); Fighter 2019, ref 15.3.1


Enabler is PBN oriented . PBN has the focus on TMA operations. The link with FRA is only where a link between FRA and TMA is made via fixed route network. This enabler is not immediately linked to FRA deployments.

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A/C-37a Downlink of trajectory data according to contract terms

IOC: 12/2016 IOC Sync 12/2016 Category: System





AU Mil. Transport

AU Mil. Fighter

DESCRIPTION: Downlink of trajectory data (e.g. way points, altitude, speed, time contraints and prediction in the 4 dimensions, wind, weight etc) according to contract terms (e.g. change of the route and/or constraints, deviation of the trajectory prediction continuously computed onboard versus the previously shared trajectory prediction more than thresholds (TMR), on request or on periodic basis)

COMMENTS: This enabler includes ADS-C Aircraft Derived Data e.g. ETA min/max and Extended Projected Profile (up to 128 points with e.g. estimates or associated constraints), contract established with up to 5 ANSP during the whole flight from the gate No link with APV, Cruise Climb, CDA, CCD. Missink link with I4d + CTA. V4 start depending on 2012 decision. Mainline: IOC 2016 or 2018 Boeing: Current capability BA: Few BA aircrafts are equipped with FANS (mainly large BA aircrafts). Few BA aircrafts are equipped with ADS-C. ADS-C capability not planned. TBC with manufacturer for ADS-C IOC. Beneficial enabler. GA: Critical component of ground-air shared picture of projected trajectory. Needs a GA version apart from ADS-C-EPP. Beneficial enabler. As for the uplink enabler (A/C-31a), there is no reason why GA could not downlink traj data over a suitable datalink. This won?t be VDL2. Note for GA, this may have an impact on IOC/FOC dates. Is this really going to be used in low complexity TMAs in Step 1? Mil: "Applies to military transport a/c the same way as civil aircraft. For other types of a/c, depends on military data link accomodation, covered by 9.20 & 15.2.8 (step 1); we should not provide an IOC earlier than for civil a/c!"; V3 of 9.20/15.2.8 is 2013 => IOC 2018.


IOC 2016 for this enabler may be considered as very uncertain and seen without reliance and proof of good and provable validation:

1°) Only a part of the fleet will be ADS/C equipped

2°) The ground systems will have to manage ADS/C and for the time being nothing is clear on this ability

In current FRA developments this enabler is seen as a enhancement rather than essential. The more aircraft equipped, the better. However, full deployment is not foreseen before 2024.

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AAMS-06bAirspace management system enhanced to generate and distribute planned airspace usage information (SWIM)


R Stakeholder Network Manager

DESCRIPTION: Moving from existing CIAM specific interface towards SWIM in order for local ASM tools (e.g. LARA) to exchange with the NM Airspace Use Plans and Updated Use Plans through Web services

COMMENTS: none.


Enabler is essential for ASM developments.

AAMS-16a Airspace management functions equipped with tools able to deal with free-routing


R Stakeholder

ANSP Civil

ANSP Military

Network Manager

DESCRIPTION: Tools (modelling, simulation) supporting the design and management of new airspace categories, free-routing areas, FUA, determining optimal airspace design according to traffic demand. Existing tools (e.g. SAAM: System for traffic Assignment and Analysis at a Macroscopic level) shall be updated accordingly and/or new tools developed

COMMENTS: In paralel of ADR.


Enabler is essential for ASM developments

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AIMS-22 Airspace management functions enhanced to provide airspace status information

IOC: 12/2003> IOC Sync none Category: System

R Stakeholder

ANSP Military

AU Mil. WOC

Network Manager

DESCRIPTION: Pan-European Airspace Management system enhanced to provide real time airspace status information.

COMMENTS: none.


Enabler is essential for ASM developments

ER APP ATC 76 Enable systems to differentiate between different traffic type airspaces

IOC: unknown IOC Sync none Category: System

Required/EnHancement/Alternate R Stakeholder ANSP Civil

DESCRIPTION: Modify Flight Data Processing function to differentiate airspaces (free-route versus controlled). These modifications include those needed for new operational procedures related to transitions between free route and non free route airspaces, changes of airspaces availability, etc...

COMMENTS: This does not seem to be addressed by any WP10 project. It might be clearer if the OR source project were known.


This is not addressed in WP10 by now, but it is also difficult to find a clear operational reference, it seems to be scattered among several projectThe way it is described, the enabler mostly says that FDP systems must support free route airspaces, but not a single word on how.

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ER APP ATC 100aFDP modified to allow management of those aspects of 4D trajectories implemented in step1 (including clearances, RBT update proposal, constraints, Pilot reques, CTA, etc.).


EnHancement R Stakeholder ANSP Civil

DESCRIPTION: FDP modified to allow management of those aspects of 4D trajectories implemented in step1 (including clearances, RBT update proposal, constraints, Pilot reques, CTA, etc.).

COMMENTS: none.


In FRA developments this enabler is seen as a enhancement rather than essential. The more capable FDP’s, the better. However, full deployment is not foreseen before 2020.

NIMS-21 Flight Planning management enhanced to support 4D



ANSP Civil

ANSP Military

Network Manager

DESCRIPTION: Flight Planning management enhanced to process 4D flight plans, flight plans that use free-routing, capable of interfacing with the 4D Common Flight Object, including use of the flight object and updating of its parameters.

COMMENTS: Exchange of EFD (Maastricht experiment in 2013) . Wil then move further towards the FO concept.


Enhancement, initial 4D is sufficient. Precision of 4D is seen as enhancement.

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7.2.2 Procedural

PRO-085ATC procedures to cover issues such as hand-off, transfer of control, and for defining trajecctory changes necessitated by changes in airspace availability, wheather constraints and other non-nominal events


Required/EnHancement/Alternate R StakeholderANSP Civil

ANSP Military

DESCRIPTION: ATC procedures are required to cover issues such as hand-off, transfer of control, and for defining trajectory changes necessitated by changes in airspace availability, weather constraints and other non-nominal events.

COMMENTS: none.


Very important enabler. Key to application of FRA over larger areas of Europe and therefore key to realize performance benefits for AU’s. Also pilot’s procedures are essential.







No institutional enabler identified by EG3.

7.3 Background & assumptionFree route phased deployment ongoing, full concept implemented in the airspace of Portugal, Sweden/Denmark and Ireland while phased deployment continues in remaining European airspace with Network Management Bord (NMB) target set at 25% of European airspace to be conducting free route operations by 2014. Free Route Concept agreed– as specified in the Technical Specifications for Airspace Design - Part 1 of the European Route Network Improvement Plan (ERNIP) 2012. Deployment Plans submitted and update in the ERNIP Data Base 2012. Most relevant SESAR WP 7.5.3 User Preferred Routes one validation exercise complete in Maastricht UAC during spring 2012. Second validation exercise expected in Nordic airspace by NORACON during winter 2012/2013.

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Further validation under FRAMAK (Maastrucht/Kalrsruhe UACs and Lufthansa) planned in next two years.


VALR

EXE-06.03.01-VALP-609 09/08/2012

EXE-07.05.03-VALP-57131/08/2011

OSED

EXE-07.05.03-OSED-46525/04/2012

EXE-07.05.03-OSED-57130/10/2012

SPR Add ref.

INTEROP Add ref.

TS Add ref.

Other supporting documents No validation reports released

7.3.2 Aeronautical services involved air traffic control service (area control service)

communication, navigation, surveillance services

flight information service

alerting service


central flow management

airspace management

7.3.3 Phases of flow management / Phases of flight involved strategic pre-tactical tactical

No major changes from today’s ATFCM procedures and processes

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7.3.4 Actors involved Airspace users executive controller planning controller multi-sector planner ACC supervisor local traffic manager flow manager airspace users airspace manager traffic complexity manager network manager


airspace users:o Communicates flight plan which includes free route portion with AOC Receives

ATC clearance ACC supervisor


o Communicates to/from ATC, ACC supervisor, traffic complexity manager Communicates to AOC and APOC

traffic complexity managero Communicates to/from ATC, ACC supervisor, flow manager, o Receives information

network managero Communicates to/from ATC’s, flow managers, AOCs

airspace manager o Provides airspace use plan and updates in real time

executive controllero Perform as today but assisted by more system support

planning controllero Performs as today assisted by more system support (conflict identification)

Supervisoro Performs ATC planning (incl staff/sector planning)


7.3.7 Impact on ground systems Systems and procedures for airspace management. Systems and procedures for air traffic flow management. Systems and procedures for air traffic services, in particular flight data processing

systems, surveillance data processing systems and human-machine interface systems.

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Airspace Users flight planning systems

Main impact is on ground systems to support the concept. Locally there will be requirements on FDP, ATC tools and ASM tools foreseen. Some further changes required to NM systems- already ongoing to support current operations of FRA.

Airspace users computer flight planning systems to be upgraded to meet full concept.


7.4.1 StandardsNone

7.4.2 Impact on SES / EASA Regulatory frameworksNone

7.4.3 Link to ICAO Global Concept BlocksB0-10, B1-10


7.5.1 Maturity Issues including link with the SJU Release StrategyNo validation reports available. Decisions on maturity made largely on subject matter expert opinion, current deployment experience and planned deployment under ERNIP by ANSPs.

Given correct development and planning there is sufficient confidence that these deployments will take further place 2015-2020.


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8 Free Route Airspace in high density traffic (OI STEP AOM-0502)


AOM-0502

Use of Free Routing (H24) for Flight in cruise and vertically evolving, through FABs above a certain level, extended to high traffic complexity areas.

IOC: 31-12-2018

DESCRIPTION: Free routing corresponds to the ability for flights to file a flight plan with at least a significant part of the intended route which is not defined according to published route segments but specified by the airspace users. It is a user-preferred route, not necessarily a direct route, but the flight is supposed to be executed along the direct route between any way-point specified by the airspace user (published or not). Nevertheless, for transition purposes between FRA and fixed ATS route network environment, the overfly of a published entry and a published exit way points is mandatory. In step 2, Free Route operation are plannable at a multi FAB level and implemented H24 and extended to high traffic complexity areas.

RATIONALE: Note: this OI was initially foreseen in Step 2, but has been moved to step 1 (P7.5.3). Several states/FAB have already implemented free route operations for evolving traffic. This adds complexity by including vertical transitions to and from defined free route airspace.

COMMENTS: None


Free Route Airspace (FRA) is defined as a specified airspace within which users may freely plan a route between a defined entry point and a defined exit point, with the possibility to route via intermediate (published or unpublished) way points, without reference to the ATS route network, subject to airspace availability. Within this airspace, flights remain subject to air traffic control. The target by 2019/2020 is to achieve the maximum possible number of FRA implementations, as defined above, along with cross border operations in at least one implementation in complex airspace.

The current Free Route and FRA-like developments and deployments at local and network level have reached a good level of maturity. Future deployment is mostly planned in incremental phases according to local ANSP/FAB capabilities. Typically initial implementation starts with the publishing of DCT-routes or constraints, progressing to more flexible operation over time. This is seen as a logical process on the way to reaching the target concept. In periods of high traffic demand, in complex airspace areas, it may be necessary to have systemised traffic flows or routes in a specific airspace volume in order to maintain capacity.


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Regarding current FRA deployments under coordination by ERNIP and endorsed by the Network Management Board, many FRA initiatives are planned in the timeframe of this PCP. The ERNIP planning does not fully align with SESAR conceptual work as local and sub-regional (cross-border) application of FRA is prepared, sometimes even beyond FAB boundaries.

The concept to deploy FRA varies from implementing directs between fixed entry/exit points to full flexibility for airspace users. Benefits for Airspace users will only be significantly noticable in case of widespread FRA implementation (full flexibility to AU) allowing AU to file random routings.

In high complex airspace the full concept may not be possible without traffic flow constraints to systemise the traffic to maintain capacity. An example of achieving this is by restricting free route flight planning by applying an arc at the entry point where you can only select your user preferred route within the confines of the arc. The arc could change dimensions over a few hours according to traffic complexity. (validation work required)

For the cross border high intensity deployments the availability of extra ATC tools are expected to be required for traffic prediction and conflict detection (MTCD, INAP (see more info under DCB-0308) including MSP aspects, etc), the necessity of which will be locally determined.

SUPPORT TOOLSWith free route the building of the mental traffic situation awareness is not so easy compared to the one with conventional tracks. Conflict detections and conformance monitoring tools are needed to support controller tasks. With Free Routing these tools would be intensively used for conflict detection / resolution task. A loss of these tools would lead to increase the controller’s workload. They also support a better view of the expected conflicts in the area of responsibility. The system provides support for smoothing flows of traffic and de-conflicting flights in this multi-sector/multi-unit environment with Controllers assisted in alleviating traffic complexity, traffic density and traffic flow problems

An integrated Network and ATC Planner (INAP) including Multi Sector Planner aspects, may integrate a flight in its area of responsibility, and is capable of taking early conflict management decisions. The extended view of the airspace under the MSP responsibility allows a wider visibility of the problems/conflicts and the resulting solutions. Facilitation must certainly be increased for the INAP to take early conflict management decisions and to optimise complexity resolution measures, in close coordination with the Local Traffic Manager.

The support tools have to strongly support the following area of needs or activities for which the complexity is really increased with Free routing in High Complexity area:

the harmonised application of AFUA (Advanced Flexible Use of Airspace) concept and civil/military coordination with harmonised procedures and service provision.

the dynamic management of the airspace (e.g. sector boundaries, route structure adaptable, swapping between route structures and Free Routing -as necessary to meet the capacity or efficiency needs-, extended use of Dynamic Mobile Areas (DMAs) to limit volume and time on airspace reservation in accordance with the objective of Free Routing in high complexity area while responding to the military needs) and linked with the closer surveillance of the type of airspace

the activation of the temporary route segments which is still envisaged in the Free

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Route area: the use of these specific segments contains an increasing complexity to be surveyed at the ground and air levels (systems, human management –Controller and pilot-). Required advances notices have to be defined according to this complexity

4D Trajectories data in order to identify and resolve local complex situations, by de-conflicting or synchronizing flight trajectories

The way to manage climbing/descending flights on direct tracks in airspace of high complexity has to be monitored and surveyed because the conflicts are increasing due to the fact that the current conventional tracks are most of the time well designed to facilitate the separation.The transition from/to ETMA/TMA with FRA airspace will have to face to a flexible structure to meet requirements such as CCD/CDA procedures. In particular, this structure must provide the optimal and efficient link between FRA airspace in which CDA may be initiated and STAR to be used in ETMA/TMA. The overall structure will have to be manageable by the ground and airborne systems which assure the best shared operational management by pilots/controllers: with their respective tools these human actors have to understand the shared operational context.


8.2.1 System

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A/C-04 Flight management and guidance to improve lateral navigation in approach (2D RNP)


Required/EnHancement/Alternate R Stakeholder




AU Mil. Transport

AU Mil. Fighter

DESCRIPTION: Flight management and guidance to improve lateral navigation e.g. 2D RNP value down to 0.3NM. Enabler for IP1 already available in most Airbus ACFT

COMMENTS: IOC dates correspond to V3 end dates + 2 or 3 years, i.e. initial operational capabilities if standardisation is available, there is no major certification issue and there is a window of opportunity for the implementation within the aircraft. MSW: Connected to the 2nd step on PBN regulation. Comment from C.03: With regard to the "2nd step of PBN regulation", the ICB recommended a stepwise approach to the PBN IR. In all current scenarios, final implementation of PBN IR would cover all NAV requirements for Initial 4D. Note however that final implementation of PBN IR is currently foreseen only in 2025 Mainline: Enabler for IP1 timeframe already available in most A/C. Boeing: "Current fleet capability. Still incompatibility with European legislation (AMC20-26, 20-27)" BA: Most BA aircrafts are certified for 2D RNP0.3 ; Essential Enabler for BA GA: Essential enabler. The IOC/FOC dates may need to be moved for GA. For the low density TMA rows in particular, we have some concerns. A-RNP will not be mandatory by 2021 in these TMAs. The dates should be shifted to 2025 and beyond. Check for over-design e.g. Point merge in complex TMAs is allocated to low density TMAs in the same timescale; no need. Rationale for the GA comment: The RNP lateral accuracy (and possibly integrity/continuity) requirements shouldn?t be an issue for GA. Vertical constraints or turn-based requirements (e.g. FRT, RF) will present an issue for most GA IFR aircraft in the dates suggested (2018 onwards). Also, are we suggesting that every TMA will move to A-RNP by 2021 (i.e. at the same time)? This is unlikely in practice. MIL: Applicability to military aircraft and associated timetable handled by 15.03.01; Military authorities to be consulted.When MMS impact, to be handled by 9.3. Processes for certification by equivalent performance should be provided by 9.49. CMAC (Jpe) 25/11/11: Indirectly solved by the PBN IR. In accordance with 15.3.1 by 2017 it will be available in the majority of transport and some fighters (through equivalent performance). Implemented in A400M (2017); Fighter 2019, ref 15.3.1

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A/C-04a Flight management and guidance to enhance A-RNP

IOC: 12-2018 IOC Sync none Category: System

R Stakeholder



AU Mil. Transport

AU Mil. Fighter

DESCRIPTION: Flight management and guidance to enhance A-RNP en route functionality (e.g. scaleable RNP and Fixed Radius Turn) and associated airborne navigation data base.

COMMENTS: New A/C-04a required for Advanced RNP En-Route features not yet available in the A/C as well as A424 data evolutions to support A-RNP functionality. MSW: A/C-04a IOC 2018 (earliest IOC depending on Regulation) - Comment from C.03: With regard to earliest IOC, it is too early to tell as PBN IR scenarios are currently being developed. But as far as I know, 2018 would be compatible with the current approaches, so deployment scenarios still have the possibility to drive the regulatory prescriptions; Mainline: First benefit cannot be earlier than 2018 linked to mandate on A-RNP - No enabler date available as long as airworthiness regulation unkown Boeing: Capability before 2020 expected BA: Allocation to BA may be necessary if moving from P-RNAV to RNP TMA. FMS software updates should enable A-RNP down to 0.3 with Fixed Radius Turns (TBC). Not only En-Route, but also terminal area can benefit from A-RNP without requiring additionnal authorisation and qualifications (without Authorisation Required concept). NAV DATAbases is a major challenge in Europe (27 different countries/data sources). Business Aviation can potentially operate into any suitable airport. Essential enabler for BA GA: Essential enabler. The IOC/FOC dates may need to be moved for GA. For the low density TMA rows in particular, we have some concerns. A-RNP will not be mandatory by 2021 in these TMAs. The dates should be shifted to 2025 and beyond. Check for over-design e.g. Point merge in complex TMAs is allocated to low density TMAs in the same timescale; no need. Rationale for the GA comment: The RNP lateral accuracy (and possibly integrity/continuity) requirements shouldn?t be an issue for GA. Vertical constraints or turn-based requirements (e.g. FRT, RF) will present an issue for most GA IFR aircraft in the dates suggested (2018 onwards). Also, are we suggesting that every TMA will move to A-RNP by 2021 (i.e. at the same time)? This is unlikely in practice. MIL: Should apply to transport military aircraft the same way as to commercial aircraft. TBD for other types of military aircraft (impact on automation of flight guidance systems linked to MMS: 9.3). Ref. 15.3.1 A-RNP will be covered by PBN IR. Implementation date for transport likely to be 2020. Fighters may be capable through equivalent performance at a later date. MMS aspects dealt in 9.3


Enabler is PBN oriented. PBN has the focus on TMA operations. The link with FRA is only where a link between FRA and TMA is made via fixed route network. This enabler is not immediately linked to FRA deployments.

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A/C-37a Downlink of trajectory data according to contract terms

IOC: 31/12/2016 IOC Sync 31/12/2016 Category: System


AU Civil Scheduled Av.

AU Civil Business Av.

AU Civil General Av.

AU Mil Transport

AU Mil Fighter

DESCRIPTION: Downlink of trajectory data (e.g. way points, altitude, speed, time contraints and prediction in the 4 dimensions, wind, weight etc) according to contract terms (e.g. change of the route and/or constraints, deviation of the trajectory prediction continuously computed onboard versus the previously shared trajectory prediction more than thresholds (TMR), on request or on periodic basis).

COMMENTS: This enabler includes ADS-C Aircraft Derived Data e.g. ETA min/max and Extended Projected Profile (up to 128 points with e.g. estimates or associated constraints), contract established with up to 5 ANSP during the whole flight from the gate No link with APV, Cruise Climb, CDA, CCD. Missink link with I4d + CTA. V4 start depending on 2012 decision. Mainline: IOC 2016 or 2018 Boeing: Current capability BA: Few BA aircrafts are equipped with FANS (mainly large BA aircrafts). Few BA aircrafts are equipped with ADS-C. ADS-C capability not planned. TBC with manufacturer for ADS-C IOC. Beneficial enabler. GA: Critical component of ground-air shared picture of projected trajectory. Needs a GA version apart from ADS-C-EPP. Beneficial enabler. As for the uplink enabler (A/C-31a), there is no reason why GA could not downlink traj data over a suitable datalink. This won?t be VDL2. Note for GA, this may have an impact on IOC/FOC dates. Is this really going to be used in low complexity TMAs in Step 1? Mil: "Applies to military transport a/c the same way as civil aircraft. For other types of a/c, depends on military data link accomodation, covered by 9.20 & 15.2.8 (step 1); we should not provide an IOC earlier than for civil a/c!"; V3 of 9.20/15.2.8 is 2013 => IOC 2018.


IOC 2016 for this enabler may be considered as very uncertain and seen without reliance and proof of good and provable validation:

1°) Only a part of the fleet will be ADS/C equipped

2°) The ground systems will have to manage ADS/C and for the time being nothing is clear on this ability

In current FRA developments this enabler is seen as a enhancement rather than essential. The more aircraft equipped, the better. However, full deployment is not

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foreseen before 2024.

AAMS-06c Transmission of VPA-related data from local ASM tool to the NM

IOC: 31-12-2016 IOC Sync none Category: System


DESCRIPTION: The data related to the Variable profile Area concept element is to be exchanged between local ASM tools (e.g. LARA) and the NM through.

COMMENTS: Tools (at local levels such as LARA and at regional level) must be updated to take into account the VPA concept element. The AAMS-08 is the enabler to perform such updates of the tools and should therefore be updated accordingly.


Essential enabler for ASM.

AAMS-16a Airspace management functions equipped with tools able to deal with free-routing



ANSP Civil

ANSP Military

Network Manager

DESCRIPTION: Tools (modelling, simulation) supporting the design and management of new airspace categories, free-routing areas, FUA, determining optimal airspace design according to traffic demand. Existing tools (e.g. SAAM: System for traffic Assignment and Analysis at a Macroscopic level) shall be updated accordingly and/or new tools developed

COMMENTS: In paralel of ADR.


Essential enabler for airspace management.

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AIMS-22 Airspace management functions enhanced to provide airspace status information

IOC: 12/2003> IOC Sync none Category: System


ANSP Military

AU Mil. WOC

Network Manager

DESCRIPTION: Pan-European Airspace Management system enhanced to provide real time airspace status information.

COMMENTS: none.


Essential enabler for ASM

AOC-ATM-10Modification of AOC/WOC-ATM trajectory management system (or new systems) to allow quality of service requested by NOP for pre-flight trajectory with dynamic routing

IOC: 31-12-2013

IOC Sync none Category: System


AU Civil Airline Operational Control

AU Military Wing Operations Centre

DESCRIPTION: Taking into account a dynamic management of airspace (free-routing mixed with routing depending on circumstances) could require modification of AOC/WOC-ATM, subject to further research.

COMMENTS: This enabler applies both to AOCs and WOCs. Free routing is the ability to plan a trajectory outside of published waypoints. Dynamic routing means the ability to replan trajectories at short notice, taking into account e.g. dynamic resectorisation or dyna MIL: This enabler applies both to AOCs and WOCs. Free routing is the ability to plan a trajectory outside of published waypoints. Dynamic routing means the ability to replan trajectories at short notice, taking into account e.g. dynamic resectorisation or dynamic changes in airspace reservations. WP 11 to determine IOC date. Links with WP13 & WP 11.


Essential enabler as is AOC-ATM-11.

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ER APP ATC 78 Enhance FDP to use 4D trajectories to support extended direct routing beyond local AoR

IOC: 31-12-2018

IOC Sync none Category: System

R Stakeholder ANSP Civil

DESCRIPTION: Update related systems to support direct (free-routing / direct Required Business Trajectory) across FABs and multiple AoR areas for the planning and clearance of direct/user preferred routing from Top Climb to Top of Decent, and/or TMA exit to TMA entry.

COMMENTS: This seems to be a marker EN for the functions needed for AOM-0502 - Use of Free Routing from ToC to ToD and AOM-0503 - Use of Free Routing from Terminal Area Operations-exit to Terminal Area Operations-entry . It assumes FDP involvement but the function.


High density traiffc application of FRA is also possible with FDP’s that are not capable of support beyond AoR. This enabler is linked to UPR which is not yet considered by EG3 and expected not to be feasible before 2020.Regarding ATC support tools: ER APP ATC 120 is considered as essential enabler. Ground systems are optimized to calculate trajectories on well known route (fixed point, route network), all the trajectory prediction is made “off line”. For free route, this is no longer possible, and main trajectory prediction algorithms must be activated “on line”.




ANSP Civil

ANSP Military

Network Manager




Essential Enabler

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8.2.2 Procedural

PRO-148 ASM Procedures for identifying and promulgating 'Free Route' areas


Required R Stakeholder Unassigned

DESCRIPTION: ASM Procedures for identifying and promulgating 'Free Route' areas and re-defining them on a near-tactical basis driven by the evaluation of demand as found in the updated NOP.

COMMENTS: none.


Essential Enabler

PRO-149 Airline Operational Procedures to select the most appropriate route based upon TTA, EOBT, METEO and other operational conditions drawing from a continuously updated NOP


Required/EnHancement/Alternate R Stakeholder Unassigned

DESCRIPTION: none.

COMMENTS: none.


Enabler is already implemented. AU always select most appropriate route to them based on continuously updated network information.

PRO-150 Airline Operational Procedures to take into account airspace and traffic constraints when selecting a route


Required/EnHancement/Alternate R Stakeholder Unassigned

DESCRIPTION:none.

COMMENTS: none.


Enabler is already implemented. AU always select most appropriate route to them based

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on continuously updated network information.

PRO-151 ATC Procedures for evaluating trajectory interactions in a free route environment



DESCRIPTION: none.

COMMENTS: none.


Essential Enabler. However, this is normal ATM practice irrespective of type of airspace.

PRO-152 ATC Procedures for constructing and issuing trajectory change instructions in non-nominal situations



DESCRIPTION: none.

COMMENTS: none.


Essential Enabler. But already part of normal ATM operations and always considered in new ATC developments as part of ESARR requirements.

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PRO-AC-04a Cockpit Procedure for Advanced RNP


Not relevant R Stakeholder

AU Civil Scheduled Aviation

AU Civil General Aviation

AU Military Transport

DESCRIPTION: none.

COMMENTS: none.


Enabler is PBN oriented. PBN has the focus on TMA operations. The link with FRA is only where a link between FRA and TMA is made via fixed route network. This enabler is not immediately linked to FRA deployments.







No institutional enabler identified by EG3

8.3 Background & assumptionFree route phased deployment ongoing, full concept implemented in the airspace of Portugal, Sweden/Denmark and Ireland while phased deployment continues in remaining European airspace with Network Management Bord (NMB) target set at 25% of European airspace to be conducting free route operations by 2014. Free Route Concept agreed– as specified in the Technical Specifications for Airspace Design - Part 1 of the European Route Network Improvement Plan (ERNIP) 2012. Deployment Plans submitted and update in the ERNIP Data Base 2012. Most relevant SESAR WP 7.5.3 User Preferred Routes one validation exercise complete in Maastricht UAC during spring 2012. Second validation exercise expected in Nordic airspace by NORACON during winter 2012/2013.Further validation under FRAMAK (Maastricht/Kalrsruhe UACs and Lufthansa) planned in next two years.

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8.3.1 Related SESAR Specifications These specs are identifief for FRA developments.

VALR

EXE-06.03.01-VALP-609 09/08/2012

EXE-07.05.03-VALP-57131/08/2011

OSED

EXE-07.05.03-OSED-46525/04/2012

EXE-07.05.03-OSED-57130/10/2012

SPR Add ref.

INTEROP Add ref.

TS Add ref.

Other supporting documents No validation reports released




alerting service



airspace management



8.3.4 Actors involved airspace users executive controller planning controller multi-sector planner ACC supervisor

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local traffic manager flow manager Airspace user airspace manager traffic complexity manager network manager



ATC clearance o Provides position updates

ACC supervisoro Communicates to/from ATC, flow manager, traffic complexity manager

flow managero Communicates to/from ATC, ACC supervisor, traffic complexity manager

Communicates to AOC and APOC traffic complexity manager

o Communicates to/from ATC, ACC supervisor, flow manager, o Receives information









Airspace User flight planning systems

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Airspace Users computer flight planning systems need to be upgraded to meet full concept.


8.4.1 StandardsNone




8.5.1 Maturity Issues including link with the SJU Release StrategyNo validation reports available. Decisions on maturity made largely on subject matter expert opinion, current deployment experience and planned deployment under ERNIP by ANSPs.

Pre-operational validation required in high complex airspace.


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9 Title to be developed (OI STEP AOM-0403-A Step)

9.1 OI Step descriptionAOM-0403-A

Pre-defined ATS Routes activation only when and where required within FRA (Free Route Airspace) in Step 1

IOC: Unknown

DESCRIPTION: Within Free Route Airspace, operational constraints may, locally and on an ad hoc basis, lead to temporarily activate a limited predefined route network. This network solution could be required to enable a more efficient management of traffic situation of too high complexity.

RATIONALE: Reduction of airspace constraints enables User Preferred Trajectories, but underlying route structures are needed to maintain safety and manage workload.

COMMENTS: none.


OI description is interpreted as necessary measures to mitigate direct safety issues as a result from several aircraft operating under FRA rules. Details need to be further worked out.

In exceptional situations, operational constraints may, locally and on a temporary basis, lead to temporarily activate limited predefined route segments to guarantee safety and appropriate capacity. Other measures could also be defined such as RAD measures, temporary traffic flow measures, etc.With Free Route operations extended to high complexity area all flight phases (i.e. climbing, cruising and descending) will be concerned while having a higher impact on the transition with the extended TMA area. This enlarged implementation of FRA must be performed without detrimental effect on capacity. In collaboration with all Network Management functions it may be decided to implement FRA on a structurally basis (e.g. by delivering target times over the available entry/exit point for certain traffic flows).

When Free Route airspace availability is H24 and depending on traffic complexity the activation of a temporary route network is still envisaged (AOM-403A Step 2) to preserve Airspace capacity, The use of this specific network will contain an increasing complexity to be surveyed at the ground and air levels (systems, human management –controller and pilot-). Required advances notices will have to be defined according to this complexity.


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9.2.1 System

NIMS-02 Ground-ground data communications services for flight plan filing and exchange



ANSP Civil

ANSP Military

Network Manager

DESCRIPTION: Ground-ground data communication messaging services between ATFM, Aircraft Operators, Airports and ATC to support SBT/SMT exchange.

COMMENTS: Already in operation: distribution of EFD messages


Essential enabler. Part of IDP




ANSP Civil

ANSP Military

Network Manager




Essential enabler

9.2.2 Procedural: None<Enabler reference> <title>





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Procedural enablers are essential to agree the conditions for using temporary measures to mitigate safety issues under FRA (like) rules, incl pilot procedures.







No institutional enablers identified by EG3.

9.3 Background & assumptionFree route phased deployment ongoing, full concept implemented in the airspace of Portugal, Sweden/Denmark and Ireland while phased deployment continues in remaining European airspace with Network Management Bord (NMB) target set at 25% of European airspace to be conducting free route operations by 2014. Free Route Concept agreed– as specified in the Technical Specifications for Airspace Design - Part 1 of the European Route Network Improvement Plan (ERNIP) 2012. Deployment Plans submitted and update in the ERNIP Data Base 2012. Most relevant SESAR WP 7.5.3 User Preferred Routes one validation exercise complete in Maastricht UAC during spring 2012. Second validation exercise expected in Nordic airspace by NORACON during winter 2012/2013.Further validation under FRAMAK (Maastricht/Kalrsruhe UACs and Lufthansa) planned in next two years.

9.3.1 Related SESAR Specifications R&D validation work for this specific OI is not known to EG3.




alerting service


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airspace management



9.3.4 Actors involved airspace users executive controller planning controller multi-sector planner ACC supervisor local traffic manager flow manager airspace user airspace manager traffic complexity manager network manager



ATC clearance ACC supervisor


o Communicates to/from ATC, ACC supervisor, traffic complexity manager Communicates to AOC and APOC

traffic complexity managero Communicates to/from ATC, ACC supervisor, flow manager, o Receives information






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Airspace user flight planning systems


Airspace Users computer flight planning systems to be upgraded to meet full concept.


9.4.1 StandardsNone




9.5.1 Maturity Issues including link with the SJU Release StrategyNo validation reports available. Decisions on maturity made largely on subject matter expert opinion, current deployment experience and planned deployment under ERNIP by ANSPs. Pre-operational validation required in high complex airspace.

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Any other deployment considerations not covered above-

END OF DOCUMENT-

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