smooth, predictable, efficient · 2017-03-06 · smooth, predictable, efficient . #sesar...

How SESAR improves the flow of traffic in to major airports

SMOOTH, PREDICTABLE, EFFICIENT

#SESAR @WorldATM_now

HOW SESAR IMPROVES THE FLOW OF TRAFFIC IN TO MAJOR AIRPORTS

ROBIN GARRITY

SESAR JU


Aim

• This session selects certain SESAR concepts and types of SESAR activity to illustrate how combining concepts can smooth the flow of traffic into airports, including: – Extending arrival planning far upstream, even into oceanic

airspace – Managing airspace flexibly to improve efficiency and

plannability – Managing trajectories to optimise flight execution – Using advanced technology to provide ATC and flight deck

with a common view of actual and predicted trajectory

Scenario

• A generic scenario serves to illustrate how these elements link together. – The scenario shows an arrival from the Ocean into a major

airport – Its RBT avoids an active ARES and arrival planning and TOD

are planned accordingly – The ARES is released while the aircraft is far upstream and

so becomes available for planning – The trajectory is re-planned, TOD re-calculated, AMAN

adjusted – Aircraft flies a much shorter, planned trajectory, managed

using new trajectory-management techniques and making use of aircraft-derived information (EPP)

Scenario

1. TOPFLIGHT: Oceanic to XMAN

2. P07.05.04: Release of ARES

3. Trajectory Management and

4. Use of EPP

OEP XMAN horizon

New RBT

IAF

Airport

TOD

Original RBT

ARES

Oceanic airspace

En-route airspace

TMA airspace

Session Structure

• Introduction • TOPFLIGHT Demonstration Project • P07.05.04 – ARES Release Validation Exercise • Trajectory Management • Extended Projected Profile (EPP) • Wrap up and Panel Discussion

Sustainable Arrivals Optimisation • TOPFLIGHT was a SESAR

Demonstration Project • Ramón Raposo is a systems engineer

with NATS. He is contributing to several NATS projects for SESAR, including Extended Arrival Management.

• Ramón will describe: • Objectives of TOPFLIGHT • Overview of the demonstration • Gate-to-gate optimisation of transatlantic

flights, showing how early management can smooth the arrival flow

• XMAN Concept for London Heathrow • Summary of results • Future plans

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Ramón Raposo

Updating Airspace Status in Real Time • P07.05.04 is a core SESAR Project called

‘Flexible Airspace Management’ • Kris Delcourte works for EUROCONTROL as

PjM for P07.05.04. He is a network expert, formerly working at CFMU.

• Kris will describe one of the forthcoming validation exercises – VP-710 – addressing the real-time update of airspace status to allow more refined plannability of airspace that had been previously reserved for military activity.

• Aims of the exercise are to assess the number of flights affected by such reservation changes, and to determine the average flight time impact per flight

8

Kris Delcourte

Trajectory Mangement • Trajectory management is a transversal

topic of paramount importance to the SESAR Concept.

• Olivia Núñez is an air traffic controller, recently from Madrid ACC, who has worked at the SJU as an ATM expert for more than two years.

• Olivia will present some of the concepts being researched to manage trajectories during the flight execution phase.

• This allows both controllers and pilots to benefit from smoother, more predictable flights, with potentially fewer interventions than is currently the case.

9

Olivia Núñez

Extended Projected Profile • The EPP is a key technological

development that enables effective Trajectory Management.

• Marouan Chida is an avionics engineer who, until recently, worked at Airbus. He is now a CNS Expert in the SJU’s ATM Team.

• Marouan will explain EPP showing: • What it is; • How it works; and • Why we need it.

• The presentation will demonstrate that EPP makes a significant contribution to the shared understanding between air and ground that enables smoother air traffic management.

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Marouan Chida

So to the presentations …

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Ramón Raposo NATS

TOPFLIGHT Sustainable Optimisation of Transatlantic Flights


Contents

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• Objectives & Organization

• Phases overview – Concept definition

• Phase 1 – Transatlantic flight trials – Summary and data collection – Results & Conclusions

• Phase 2 – NATS Queue Management Strategy – XMAN trials – Results – Oceanic metering – E-AMAN future steps

• Conclusions

Objectives & Organisation – TOPFLIGHT

• Transatlantic Optimised Flight – Objectives

• To develop, demonstrate and transition to operations an airline-driven concept for the gate-to-gate optimisation of flights between North America and Europe based on multiple sustainable elements of the SESAR concept

• Deliver scalable and sustainable change • Identify implications of such a concept on future SWIM systems

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Overview - Concept Definition, Phase 1

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Overview - Concept Definition, Phase 2

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Phase 1

Phase 1 Trials – Concept of Operations

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Minimal vectoring on departure

Cruise Climb on ocean

Entered Danger area <1 minute after military vacated

Cleared direct to ocean

Continuous climb to initial cruise level

Variable Mach on ocean

Minimal vectoring on arrival

Continuous Descent Arrival

Cleared direct to STAR

Example; BAW95 (Heathrow to Montreal) 30 May

Oceanic Profile at gate

Reduced Engine Taxi on Arrival

• Data sources • Flight Plans • Flight Data Recorder • Flight Data Processing Data • Surveillance Data Processing Data • Cockpit Questionnaires • ATCO feedback • Cockpit Simulations

• Assessment methodology • Spreadsheet based analysis • 3Di

Phase 1 Trials summary

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Phase 1 Results & Conclusions

• Trial was a success

• Feasibility & scalability of SESAR concept elements was proven

• Westbound – Up to 834 Kg fuel saved

• Eastbound – Up to 301 Kg fuel saved

• Interacting traffic & data sharing as main blocking factors

• Limiting elements

– Flight planning practices (optimum profile, CDR)

– FMC limitations (RTA, Climb, Met)

– Trajectory prediction

– Lack of accurate and automatic data sharing

20

Phase 2

Extended AMAN (XMAN) London Heathrow

• Heathrow is one of the world’s busiest dual runway airport

• XMAN is a partnership between UK Ireland FAB and FABEC to deliver the Extended AMAN SESAR solution

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Within London FIR

Descent Speed Procedure

To neighbouring FIRs

XMAN Horizon: 350 NM

To oceanic airspace

TOPFLIGHT: Oceanic Metering

• XMAN for London Heathrow, managed by NATS, is the world’s first implementation of an Extended AMAN system with multi-ANSP partners

Extended AMAN (XMAN) London Heathrow

• Airport operation at full capacity – average holding 8 mins • Cross border collaboration: reliant upon neighbours to

enable the benefits of E-AMAN to airline customers

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Operational trials since April 2014

April - September

• Speed instruction: 0.03M • Delay trigger > 9 mins

September – Onwards

• Speed instruction: 0.04M • Delay trigger > 7 mins

Extended AMAN behind the scenes

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Current Status & Benefits

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• Operational trials since April 2014

• 25-40% candidate flights

• 75-80% speed instructed

• Ready for permanent deployment

• Reduction of up to a minute spent in holding stacks

• Each minute represents 60 Kilograms of fuel

• €1.25 million in fuel

• 5,000 tonnes of CO2

• Reduced noise beneath the stacks

Oceanic metering

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• Technically feasible – Airborne perspective – Capacity to accommodate

• Improve data accuracy through data sharing

• Not possible to implement in isolation: changes in arrival sequences

Extending AMAN horizon to North Atlantic Airspace

Extended AMAN future steps

• XMAN is evolving to form part of a wider and more integrated picture

• Airport recommends TTAs to Airspace Users to resolve airport DCB issues. Implementation could be: – Datalink TTAs to long-hauls (iStream) – Network Manager coordinating TTAs for European

departures (CTOT to TTA)

• XMAN evolution: TTA fine-tuning opportunity to address ATC needs for pre-descent streaming

Conclusions

Gate-to-gate sustainable optimization concept demonstrated

Metrics: feasibility, sustainability, fuel and CO2 savings

Accurate trajectory prediction and early information sharing, as key mechanism for overcoming airspace capacity constraints

Move workload from tactical phase to planning phase

Conclusions

29

Thanks for your attention

30


Kris Delcourte Eurocontrol

VP-710: UPDATE REAL TIME STATUS AIRSPACE


P.7.5.4: VP-710 • Introduction: P7.5.4 • Flexible Airspace Management:

– Advanced Flexible Use of Airspace or AFUA (Step 1 & 2) – Dynamic Airspace Configuration or DAC (Step 2)

• VP-710 is a Step 1, V3 exercise, R5

– Update of Real Time Status of an AS: • Exchange RTSA information ATC – local ASM system: iCAS –

ACOS • Integration in NM system. Update of Real Times Status:

STANLY_ACOS/LARA to NM. • Improved Cross Border Operations (ASM to ASM).

– R5 exercise, Planning: execution in week of 8-Jun-2015 – Military areas used: German TRA 305 and Dutch EH-D02A and

EH-D05A

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P.7.5.4: VP-710

• Related Previous Validation Exercises (2012):

– VP-016: Static Airspace data, AUP/UUP Process with NM (ASM tools: LARA, STANLY_ACOS). R2 exercise.

– VP-017: integration of ASM Tools and ATC processes:

automated airspace status update in real time (LARA – MUAC). R2 exercise.

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P.7.5.4: VP-710

• Overview

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P.7.5.4: VP-710

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P.7.5.4: VP-710

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P.7.5.4: VP-710

• Actors involved

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P.7.5.4: VP-710

• Expected Outcome Exercise related to this scenario: – Feedback on CDM process for optimisation – Assess the impact of the early release of the ARES:

• Number of flights entries (planned, real) released AS • Time crossed released AS (planned ,real) • Average of the time flight within the released AS

– Same for other Scenarios: • Ad-hoc activation request ARES • New ARES request

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P.7.5.4: VP-710

• SWIM services: – Notification of the activation of an Airspace

Reservation/Restriction (ARES) – Notification of the de-activation of an Airspace

Reservation/Restriction (ARES) – Pre-notification of the activation of an Airspace

Reservation/Restriction – (ARES)Notification of the release of an Airspace

Reservation/Restriction (ARES) – Query Airspace Reservation/Restriction (ARES) information

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P.7.5.4: VP-710

• Future Outlook: Step 2 and SESAR 2020 – RTSA Information to Aircraft (AOM-0203) – Dynamic Sector Configuration (DAC) and Dynamic Mobile

Area of Type 1, 2, and 3 – Exercises VP718 (DMA Type 1) and VP755 (DMA Type 1 &

2) better initial design of the airspace (dynamic airspace and

sector configuration with optimally placed DMAs having less (average) impact thanks to DAC process)

Better situational awareness will reduce time DMA is needed (directly linked to execution of the MT)

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41


Olivia Núñez SESAR JU

TRAJECTORY MANAGEMENT


Sharing Trajectory Data on the Ground

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NM FOS

NM

ATSU 1

ATSU 1

Flight Object (FO)

FO is created by NM (EOBT-90 min) FDMP (Flight Data Manager and Publisher) FDC (Flight Data Contributors) At any one time, there is one FDMP; The rest are FDC

ATC-NM Data Sharing (TBC)

44

Today NM’s TP, based on Correlated Position Reports (CPR) from ACCs and original FPL NM predictions can be significantly wrong (>20NM) FL update does not take place until flight has levelled off!

With FO With FO, ACCs will update position and flight intent to FO, and NM will take from FO input for its TP

ATSU-ATSU Data Sharing

45

Old time telephone estimates over the boundary have been substituted by OLDI message: less WL, but little more information than we used to have! Objective: to enable cross-ATSU coordination equivalent to current cross-sector coordination: DCT, re-routes, level change, custom messages…

i4D: CTO (Controlled Time Over)

14:30

METERING POINT

15:06

I estimate the metering point at 15:04, but I could adjust my flight to be there between 15:00 and 15:06

ADS-C Estimate + RTA min/max

CPDLC CTO constraint

Reach CTO fix at 15:06:00

ATCO

- RTA (+-10 sec

95% confidence) - ADS-C - CPDLC

Use of CTO for separation (conflict dilution)

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Trajectory-Based Tactical Tools

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• Tools that use trajectory data: better TP (use of EPP) • Tools that support trajectory sharing: Elastic Vector • Tools that support ATCOs to deliver SAFE CLEARANCES • Tools that do not increase ATCO WL!

Enhanced Air and Ground Safety Nets

Shor Term Conflict Alert (STCA) Area Proximity Warning (APW) Minimum Safe Altitude Warning (MSAW) Approach Path Monitoring (APM) Conformance Monitoring: - Safety - Ensure ATC tools performance

Air and ground safety net compatibility

49

Thank you for your attention

50


Airborne Computed 4D Trajectory “EPP”

Marouan Chida SESAR JU

March 2014 51


Agenda

March 2014 52

1 What is EPP ?

2 How does it work ?

3 What for?

4 Conclusion

Agenda

March 2014 53

1 What is EPP ?


3 What for?

4 Conclusion

1. What : The context

54

Flight Crew ATC

Multiple Views

March 2014

1. What : Objective

55

Share and synchronize airborne and ground trajectory.

FAF IAF MP

4DT

13:52:53

13:57:21

14:02:43

14:08:35

14:13:53

13:50:56

13:55:25

14:00:49

14:06:40

14:11:58

13:48:56

13:53:49

14:01:32

14:06:45

EPP= Extended Projected Profile EPP is the Airborne Computed 4D Trajectory March 2014

Agenda

March 2014 56

1 What is EPP ?


3 What for?

4 Conclusion

2. How : Datalink Environment

57

Ground Network A A

DCDU ATSU

SATCOM VHF

PILOT CONTROLLER HF

FMS

Ground Network

ATSU

SATCOM VHF

CONTROLLER

HF

ADS-C Automatic Dependent Surveillance : System → Human

CPDLC Controller Pilot Data link Communication : Human ↔ Human

March 2014

2. How: EPP Description

58

TOP OF DESCENT

CLB DES CRZ

TOP OF CLIMB

CAS CAS

MACH

MACH MACH MACH MACH

MACH

CAS CAS

CLB Crossover altitude

DES Crossover altitude

WPT3

WPT4

WPT5

WPT6

WPT2WPT1

INTCPT

WPT7

(SPD LIM)

(SPD CHG)

ARINC424 trajectoryFMS trajectory

March 2014

Agenda

March 2014 59

1 What is EPP ?


3 What for?

4 Conclusion

3. What for :

60

The 4D Trajectory is a basis for a multitude of services (separation, situation awareness, enhanced prediction, flow and capacity management….)

(*)Courtesy of MUAC and NORACON

FDP Graphical display* FDP Tabular display* Arrival Manager (AMAN)*

13:52:53

13:57:21

14:02:43

14:08:35

14:13:53

13:50:56

13:55:25

14:00:49

14:06:40

14:11:58

13:55:10

13:48:56

13:53:49

14:01:32

14:06:45

March 2014

3. What for : Reducing Uncertainty

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Baseline EPP Enhanced Without EPP With EPP

March 2014

Agenda

March 2014 62

1 What is EPP ?


3 What for?

4 Conclusion

4. Conclusion :

ADS-C ‘EPP’ is a natural evolution of the existing

datalink.

SESAR is delivering a mature solution

EPP is already part European deployment plans (PCP AF#6)

63 March 2014


64 March 2014


Robin Garrity SESAR JU

CONCLUSIONS


Summary

• This session has shown examples of how combining SESAR concepts can smooth the flow of traffic into airports by: – Optimising the flow arrivals, while still in oceanic airspace,

linking this to an extended AMAN horizon, leading to reduced holding times.

– Ensuring that a flight’s RBT is adjusted efficiently, even during the execution phase, to take advantage of changing airspace availability.

– Using new trajectory-management techniques to allow AUs to fly their profiles as closely as possible to the RBT, with potentially reduced interventions from ATC.

– Enabling air and ground actors to share a common picture to enhance flight predictability and promote a smooth execution, through the use of the EPP

Summary

• This session has also demonstrated how different elements of SESAR’s Research and Development programme can complement each other to enrich solutions: – Core Projects: P07.05.04 Researches and Validates the new

concepts for Flexible Airspace Management. – Demonstration Projects: TOPFLIGHT allowed NATS and their

partners to select mature SESAR concepts and combine them both to demonstrate their effectiveness externally, but also to support their own improvement programmes.

– Technological Research: The EPP is an important technology to enable and support many of the concepts being researched in SESAR.

– Transversal Research: Management of trajectories is a core element of the move towards the SESAR vision, and supports many elements across the SESAR programme.

Questions for the Panel?

68

Ramón Raposo Extended Arrival Management

Kris Delcourte Flexible Airspace Management

Olivia Núñez Trajectory Management

Marouan Chida Avionics

Robin Garrity Moderator

Thank you very much for your attention

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smooth, predictable, efficient · 2017-03-06 · smooth, predictable, efficient . #sesar...

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