the effects of the introduction of free route(hufra) in...

The Effects of the Introduction of Free Route (HUFRA) in the Hungarian Airspace

5 December, 2018

SESAR Innovation Days

Fanni KlingData Scientist

Research, Development and Simulation Department

1. Overview

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Hungary

Kosovo (KFOR)

864,542 Total movements within the Hungarian FIR

102,131 Movement at Budapest Liszt Ferenc International Airport

708,112 En-route movements withinthe Hungarian FIR

95,904 KFOR sector

960,446 Total movements

Traffic statistics in 2017

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2 Abolishment of the fixed-route network2.1 Free-route airspace

„…users may freely plan a route between a defined entry point and a defined exit point, with the possibility to route

via intermediate waypoints, without reference to the ATS route network…”

Reduction in flight time, fuel consumption and engine emissions

Plan to implement FRA by 2022 in the ICAO EUR region

Hungarian free-route airspace (HUFRA)

Implemented in 05/02/2015

All ATS and direct routing abolished (9500 MSL- FL660)

Only NAV points remained

Source: skyvector.com

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2 Abolishment of the fixed-route network2.2 Beginnings

Other FRA implementations in Europe*:

Time restrictions (night operations)

ATS route network in lower airspace (e.g. FL245/285)

Comparable airspace volume (e.g.Denmark, Ireland)

ABOLISHED ATS & DCT ROUTE NETWORK, H24

Source: eurocontrol.int

* Before 2015 February

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2 Abolishment of the fixed-route network2.3 Key enablers

1. Traffic characteristics

Relatively homogenous fixed-route network with north-west and south-east main traffic flows

Minimal crossing traffic loads

TMA integration (airport departures and arrivals)

Flexible national military airspace (TRAs)

Route chart from 2014LHBP Tower

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2. ATM System

MATIAS (Magyar Automated and Integrated Air Traffic Control System)

Thales and HungaroControl

Enhanced functions to support controllers in cross-border FRA operations

MATIAS’ flight data processor

Radar and FPL-based separation tools

Medium-term conflict detection (20 min horizon, FPL-based)

Short-term conflict alert pre-warning (1 min prior to STCA)

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3. Human Factors and operating procedures

Controllers used to work with direct routing

Workload prediction (e.g. modified MesserSchmitt Bölkow Blohm Method)

weighting to both lateral/vertical conflict types

HungaroControl’s Simulation Hub

K. Kageyamaand Y. Nakamura (2018). Congress of the International Council of the Aeronautical SciencesAirtopsoft, http://airtopsoft.com /R. van Gent, J.M. Hoekstra and R.C.J. Ruigrok (1997). In Proceedings of the Confederation of European Aerospace Societies (CEAS) 10th European Aerospace Conference

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3 Implementation outcomes3.1 Traffic evolution

Emergent traffic patterns

Vienna-Zagreb/Malta, Rome-Bratislava

Increased occupancy and complexity

Vertical movements

LRTR, LROD airports

2018: the year of major delays

NOP actual flight demand

Frequent adverse weather (e.g. Ts)Number of movements of ATCC Budapest between 2014 and 2018

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3 Implementation outcomes3.2 Safety

Safety performance was not only maintained but has IMPROVED

Classified safety occurrences within ATCC Budapest between 2012 and 2018 based RAT

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3 Implementation outcomes3.3 Human Factors

CHANGES IN COGNITIVE PROCESSING

Continuous scans as location of hotspots are more distributed and unpredictable

Process significantly more information

Hightend risk and scenarios to be taken into account

In order to maintain situational awareness,

sustained attention is required

Endsley Situational awareness modelRetrieved from https://en.wikipedia.org/wiki/File:Endsley-SA-model.jpg

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1. TRAINING

Duration and content revised:

simulator module and OJT (avg. 300 400 hours)

Vector calculus experience is advantageous

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2. ATM system

Separation tools frequently applied

STCA pre-warning used regularly

FPL-based conflict filtering and trajectory-based probe function

NEW BUILD to be implemented in 2019 March:

MTCD: enhanced accuracy and decreased false alarms

Tactical controller tool (FPL and actual track data, 8 min horizon, displayed automatically)

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3. Airspace resectorisation

Smaller geographical sectors

(e.g. West sector)

Source: AIP Hungary, 2018 March

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FABs as major elements of the Single European Sky

FAB CE FRA Case study (November 2016)

SEEN FRA: HUFRA & N-FRAB (March 2017)

4 Case Study: FAB CE FRA – Validation of CONOPS4.1 Background

Source: http://www.danubefab.eu/

15utmutato_prezentacio_sablon_ufig_hu_20180827utmutato_prezentacio_sablon_ufig_hu_20180827

Project lifecycle according to E-OCVM standards and the main objectives

Main objectives of the project:

1. Safety

Workload and situational awareness

2. Airspace design

Horizontal 2D and vertical 3D

Capacity analysis

3. CONOPS

Cross-border FRA procedures

ACC / TMA connectivity

Military airspace

4 Case Study: FAB CE FRA – Validation of CONOPS4.2 Objectives

16utmutato_prezentacio_sablon_ufig_hu_20180827 16utmutato_prezentacio_sablon_ufig_hu_20180827

4 Case Study: FAB CE FRA – Validation of CONOPS4.3 Major activities

FTS - Phase1Preparation

Traffic sample, Sectorisation

FTS - Phase2KPIs

Occupancy, Distance, Fuel

RTSKPIs

Workload, SA, Safety


4 Case Study: FAB CE FRA – Validation of CONOPS4.4 Experimental design

Sectorisation in the TOP scenarios

1. Simulated environment

Upper and lower airspace (16 and 15 sectors respectively)

Three traffic samples


4 Case Study: FAB CE FRA – Validation of CONOPS4.4 Experimental design

2. Experimental scenarios:

Distance-based or Time-based Area of Common Interest

Close proximity to the internal common Area of Responsibility boundaries

Responsibilities of the transferring sector (exit conditions which ensure separation within the AoCI)

Visualized with AirTOp


Real Time Simulation

Objective measurements (e.g. simulator logs)

Subjective measurements

ISA, Standard questionnaires (i.e.NASA-TLX, Bedford Workload Scale, SASHA-Q)

Simulation specific questionnaire: developed by the project team

Debriefing sessions

Sources: https://ext.eurocontrol.int/ehp/?q=node/1643https://ext.eurocontrol.int/ehp/?q=node/1585

https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20000021488.pdf

Standard HF questionnaires

4 Case Study: FAB CE FRA – Validation of CONOPS4.5 Metrics

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1 week testing and training

2 weeks simulation with more than 40 controllers, subject-matter experts and 20 pseudo pilots

4 Case Study: FAB CE FRA – Validation of CONOPS4.6 Simulation


Real Time Simulation

Workload has remained at acceptable levels

Situational awareness has remained at

acceptable levels

Hotspots have been identified

Required ATC tools identified:

Specific AoCI tools

Additional pairs of “SepTool”

“Probe” function for route edition

4 Case Study: FAB CE FRA – Validation of CONOPS4.7 Results

Visualized with R


Both versions of the AoCI were deemed adequate

Implementation of additional ATM tools required

FAB CE FRA AS A STEPWISE IMPLEMENTATION APPROACH

maintain workload and situational awareness within acceptable levels

Mitigation actions may include (a combination of):

Modification of sector boundaries

Regulation (channelling) of traffic flows

4 Case Study: FAB CE FRA – Validation of CONOPS4.8 Discussion and recommendations

5 Conclusion

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HUFRA:

Evolved traffic growth patterns with maintained safety level

Required a change in cognitive processing

Revised training methodology

Airspace resectorisation

Other cross-border FRA initiatives:

SEEN FRA (+ SECSI FRA- SAXFRA+SEAFRA)

FAB CE FRA

Source: eurocontrol.int

5 Conclusion

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Source: AAS Workshop 2018, SESAR SJU; NM

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Call for papers: 7.12.2018https://www.fab-ce.eu/news-media/news/199-call-for-papers-fragmentation-in-air-traffic-and-its-impact-on-atm-performance

utmutato_prezentacio_sablon_ufig_hu_20180827

Végső üzenet szerkesztéseTHANK YOU FOR YOUR ATTENTION

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