SESAR SOLUTIONS CATALOGUE
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SESAR JU Executive Director Florian Guillermet
Editors Triona Keaveney Ewa Magnowska
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Luxembourg: Publications Office of the European Union, 2017
Print ISBN 978-92-9216-076-0 doi:10.2829/326956 MG-06-16-221-EN-C PDF ISBN 978-92-9216-077-7 doi:10.2829/0404 MG-06-16-221-EN-N
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Printed by Ragusa in Italy SESAR SOLUTIONS CATALOGUE
Second Edition Table of contents
Message from the founding members...... 6 Foreword ...... 9 SESAR in a nutshell...... 10 SESAR vision...... 11 What are SESAR Solutions?...... 12 Addressing the needs of the entire ATM community...... 15 Framing SESAR Solutions...... 17 Deploying SESAR Solutions...... 22
High-performing airport operations 23
Precision approaches using GBAS Category II/III...... 24 Time-based separation ...... 25 Automated assistance to controllers for surface movement planning and routing... 26 D-TAXI service for controller-pilot datalink communications (CPDLC) application... 27 Manual taxi routing function...... 28 Guidance assistance through airfield ground lighting...... 29 Virtual block control in low-visibility procedures...... 30 Airport safety nets for controllers: conformance monitoring alerts and detection of conflicting ATC clearances...... 31 Enhanced ground controller situational awareness in all weather conditions...... 32 Runway status lights...... 33 Enhanced traffic situational awareness and airport safety nets for vehicle drivers... 34 Departure manager (DMAN) baseline for integrated AMAN DMAN ...... 35 Pre-departure sequencing supported by route planning...... 36 Flow-based integration of arrival and departure management...... 37 ATC and AFIS service in a single low-density aerodrome from a remote controller working position (CWP)...... 38 Single remote tower operations for medium traffic volumes...... 39 Remote tower for two low‑density aerodromes...... 40 Remotely-provided air traffic services for contingency situations at aerodromes..... 41 A low-cost and simple departure data entry panel for the airport controller working position...... 42 Airport operations plan (AOP) and its seamless integration with the network operations plan (NOP)...... 43 De-icing management tool...... 44
Advanced air traffic services 45
Extended arrival management (AMAN) horizon...... 46 Point merge in complex terminal airspace...... 47 Arrival management (AMAN) and point merge...... 48 Continuous descent operations (CDO) using point merge...... 49 Precision area navigation (P-RNAV) in a complex terminal airspace...... 50 Optimised route network using advanced required navigation performance (RNP).. 51 Enhanced terminal operations with RNP transition to ILS/GLS...... 52 Enhanced terminal operations with RNP transition to LPV...... 53 Approach procedures with vertical guidance...... 54 Optimised low-level instrument flight rules (IFR) routes for rotorcraft...... 55 Arrival management into multiple airports...... 56 Controlled time of arrival (CTA) in medium-density/medium-complexity environments...... 57 Sector team operations - en-route air traffic organiser...... 58 Multi-sector planning...... 59 Enhanced tactical conflict detection & resolution (CD&R) services and conformance monitoring tools for en-route...... 60 User-preferred routing...... 61 Free route through the use of direct routing for flights both in cruise and vertically evolving in cross ACC/FIR borders and in high complexity environments... 62 Free route through the use of free routing for flights both in cruise and vertically evolving in cross ACC/FIR borders and within permanently low to medium complexity environments...... 63 Enhanced short-term conflict alert (STCA) for terminal manoeuvring areas (TMAs).....64 Enhanced short-term conflict alerts (STCA) with downlinked parameters...... 65 Enhanced airborne collision avoidance system (ACAS) operations using the autoflight system...... 66
Optimised ATM network services 67
Initial collaborative network operations plan (NOP)...... 68 Automated support for dynamic sectorisation...... 69 Variable profile military reserved areas and enhanced civil-military collaboration...... 70 Automated support for traffic complexity detection and resolution ...... 71 Advanced short-term ATFCM measures (STAMs)...... 72 Calculated take-off time (CTOT) and target time of arrival (TTA) ...... 73 Enhanced air traffic flow management (ATFM) slot swapping...... 74 User-driven prioritisation process (UDPP) departure...... 75
Enabling aviation infrastructure 77
Initial ground-ground interoperability...... 78 Extended projected profile (EPP) availability on the ground...... 79 AOC data increasing trajectory prediction accuracy...... 80 Extended flight plan...... 81 Digital integrated briefing...... 82 Meteorological information exchange...... 83 Initial system-wide information management (SWIM) technology solution...... 84 ACAS ground monitoring and presentation system...... 85 Extended hybrid surveillance...... 86 Aeronautical mobile airport communication system (AeroMACS)...... 87 Air traffic services (ATS) datalink using Iris Precursor...... 88 ADS-B surveillance of aircraft in flight and on the surface...... 89 Composite cooperative surveillance automatic dependent surveillance – broadcast/Wide area multilateration (ADS-B/WAM)...... 90 Conclusion...... 91 ANNEX 1. Reaching research maturity...... 92 ANNEX 2. SESAR Solutions in the pipeline (SESAR 2020)...... 97 ANNEX 3. Glossary...... 108
5 Message from the founding members
Henrik Hololei, Director General, Directorate-General for Mobility and Transport, European Commission, and Chairman of the SESAR Joint Undertaking Administrative Board
he number of passengers passing through the world’s airports will double over the next twenty years at current annual growth rates. Aviation is a hugely important T global market and it is important that Europe plays a full role in the sector. In Europe, we need to ensure we can deliver to our citizens more and better connectivity and enable the competitiveness of industry for a sustainable growth.
The SESAR (Single European Sky ATM Research) project has an important role in strengthening the European aviation sector through the modernisation of air traffic management. One of the most important outcomes of the project has been the development of partnerships which link aviation stakeholders in a common desire to maintain and even improve air transport’s safety levels, while making it more punctual, more affordable and all with an improved environmental footprint.
With the establishment of the SESAR Joint Undertaking (SESAR JU) in 2007 by the European Union and Eurocontrol, the ATM community was tasked to develop the technical and operational solutions to overcome fragmentation and meet the performance requirements for the future air traffic management system. The definition and development of these solutions, which are now beginning to be deployed across Europe, is a testament to that original vision of the Single European Sky and SESAR, first articulated by Transport Commissioner Loyola de Palacio in 1999.
This vision has now become a reality thanks to the commitment and collaboration of the ATM community. The following pages illustrate just how complex a challenge this is – but also how deep the reserves of technical and research excellence remain in Europe.
It is only by working more closely together that we will properly be able to exploit these reserves. If we are to meet the targets set for the future performance of the European air traffic management system we will have to ensure that we are at the start, not the end, of a new era of aviation collaboration.
6 SESAR Solutions Catalogue Frank Brenner, Director General, Eurocontrol, and Vice-Chairman of the SESAR JU Administrative Board
s one of the founding members, Eurocontrol has championed the work of the SESAR JU in bringing about a paradigm shift in ATM and a new way of working A together in research and innovation. The solutions described in this catalogue are proof that this change is happening.
European ATM organisations have a long tradition of research and innovation. However, in the years before the Single European Sky was launched it became clear that the resources needed for all the intended research was not enough and that duplication was hampering the outcomes. A greater focus on modernisation under one roof and with validations much closer to real operational environments required a deeper involvement of the broader aviation and ATM industry. We have come a long way since the establishment of the SESAR JU. In SESAR we have now established a framework for research cooperation which is breaking down “silos” and bringing together all ATM stakeholders, from airspace users, air navigation service providers to airports, manufacturers, military, professional staff associations, research institutes and academia.
We wholeheartedly believe and subscribe to this approach which is why we have concentrated all our development resources and work within the SESAR project. In particular, we have taken the lead in those solutions with a pan-European network dimension, from free routing and advanced flexible airspace use to the network operations planning and the move towards trajectory-based operations. We are confident that these solutions will enable us to meet the performance ambitions of the coming years.
We are particularly proud of our role in building and maintaining the European ATM Master Plan, which has been key to achieving consensus in all stages of the ATM lifecycle, from definition and development through to deployment. Thanks to the Master Plan, we now have a clear link between research and deployment, ensuring that the solutions developed and validated by the SESAR JU are deployable in the real operational world of aviation and ATM. The fact that some of the solutions in this catalogue are already implemented or in the process of being deployed is proof that we are moving in the right direction.
7
Foreword
Florian Guillermet, Executive Director, SESAR Joint Undertaking
his second edition of the Catalogue draws together the SESAR Solutions delivered by SESAR JU members and partners to modernise Europe’s air traffic T management system. Developed in line with the European ATM Master Plan - the main planning tool for ATM modernisation - these solutions serve as a basis for deployment activities and further research in SESAR 2020.
The contents of this catalogue are evidence of how European R&I are concretely delivering against European performance targets. Whether implemented individually or in combination, the solutions can bring benefits in key performance areas, such as cost and operational efficiency, capacity, safety, security and the environment. This is in keeping with the European ATM Master Plan, which recognises the wider context of the need for interoperability and linking technologies to achieve greater efficiency across the whole network; for example targeting improvements across an entire flight rather than in segments. And this reflects the change in mindset that the SESAR JU has helped to introduce through its unique public and private partnership structure.
The contents of this second edition range from baseline or quick-win solutions to those that address more complex operations. They cover solutions which have been fully validated and documented, with the majority confirmed as ready for implementation. Stakeholders have already taken steps to implement some of these into their operations. We have also delivered a set of these solutions to the SESAR Deployment Manager, which is preparing their synchronised and timely deployment across Europe over the next five years. This catalogue is a living document and will be updated in the future as R&D activities supporting more solutions become ready for the delivery of industrialisation and deployment within solutions in the framework of SESAR 2020. 63 SESAR 2020
Solutions delivered in SESAR 1
9 SESAR in a nutshell
As the technological pillar of the Single European Sky to modernise Europe’s air traffic management (ATM) system, SESAR is now making significant progress in transforming the performance of Europe’s ATM network. The goal of SESAR is to contribute to the SES High-Level Goals of tripling capacity, halving costs per flight by 50 %, reducing emissions by 10 % and improving safety by a factor of 10.
Established in 2007, the SESAR JU, a public-private partnership, is responsible for defining, developing and validating these solutions in preparation for their deployment. The SESAR JU does so by harnessing the research and innovation expertise and resources of the entire ATM community, from the Network Manager and civil and military air navigation service providers, to airports, civil and military airspace users, staff associations, academia and research centres.
Established in 2014, the SESAR Deployment Manager is the official title of the organisation that is coordinating the upgrading of Europe’s air traffic management infrastructure. The main task of the SESAR Deployment Manager is to develop, propose and maintain the Deployment Programme of SESAR concepts and technologies and ensure efficient synchronisation and overall coordination of implementation projects, as well as the related investments in line with the Deployment Programme. The tasks of the Deployment Manager are specified in Article 9 of Commission Implementing Regulation (EU) No 409/2013.
The following pages bring together in one volume the fully validated and documented SESAR Solutions delivered by the first wave of research and innovation (SESAR 1). Framed within the European ATM Master Plan, these solutions address all parts of the ATM value chain, from airports, air traffic services to the network, as well as the underlying systems architectures and technological enablers, which are validated in real day-to-day operations. On every page you will find evidence of how SESAR is contributing to improved ATM performance.
Definition Development Deployment SESAR Solutions SESAR 2020
European ATM Master Plan • Exploring & developing new operational • Implementation of SESAR Solutions to • A roadmap for ATM modernisation & technology Solutions answer local needs • Meeting the performance objectives • Validating & demonstrating benefits in • Synchronised deployment to deliver of the Single European Sky real-operational environments Europe-wide benefits • Ensuring support with ICAO’s • Delivering a catalogue of Solutions to global air navigation plan transform ATM
10 SESAR Solutions Catalogue SESAR vision
It is widely recognised that to increase performance, ATM modernisation should focus on the flight’s need as a whole and not in segmented portions, as is the case today. Mindful of this, the SESAR vision is realised across the entire ATM system including airport operations, offering improvements at every stage of the flight.
The vision sees the integration of all air vehicles with higher levels of autonomy and digital connectivity coupled with a more automated support to the management of the traffic. Operational predictability of flights and traffic flows is improved as the air vehicle trajectory is constantly kept up-to-date and shared across the various sub- systems (vehicle-to-vehicle and vehicle-to-infrastructure) through modern, mobile, terrestrial and satellite-based communication links. SESAR operational services also rely on a high level of digitisation and automation of functions, whether they are on board the air vehicle itself, or are part of the ground-based infrastructure and system environment.
The SESAR vision also addresses airport operational and technical system capacity and efficiency, introducing technologies such as satellite-based tools for more accurate navigation and landing and mobile communications to improve safety on the airport surface. Meanwhile, dig data analytics and better data sharing through system-wide information management are allowing for better flight planning, airport operations and their integration into the overall Network.
As European economic recovery remains slow; the aviation and ATM industries must increase their productivity, sustainability and competitive edge. In response to this, SESAR enables the development of leaner, modular and more scalable systems that are easier to upgrade and interoperable with each other. In the longer term, virtualisation and the move towards “digitally connected aviation” are allowing for safer and more efficient and flexible use of resources, substantially improving safety and the cost efficiency of service provision and relieving congested airspace.
Planning Final approach Medium-and short-term planning Pre-departure Post flight phase
Cruise Descent Climb Taxi-out and take-off Landing and taxi-in
Pre- Taxi-out and Post Planning Climb Cruise Descent Landing departure take-off and taxi-in flight
• Integration of all air vehicles, including drones • Higher levels of autonomy and connectivity • Increased use of mobile, terrestrial and satellite-based communications • Digital and automated tools (air vehicle/ ground-based infrastructure) • Introduction of virtual technologies • High-tech video, synthetic and enhanced sensor technologies • Big data analytics and data sharing • Greater system modularity
11 What are SESAR Solutions?
SESAR Solutions refer to new or improved operational procedures or What is in the second edition of the technologies that aim to contribute catalogue? to the modernisation of the European and global ATM system. Each solution This second edition of the SESAR includes a range of documentation, Solution Catalogue embeds the final including: list of SESAR Solutions delivered by the SESAR 1 programme, which closed 33 Operational services and at the end of 2016. This edition brings environment descriptions; together the full range of solutions, which are essential for improving 33 Safety, performance and performance either at network or local interoperability requirements; level, subject to local business cases. In addition, the catalogue indicates 3 3 Technical specifications; solutions that have reached maturity but for which further refinements will be 3 3 Regulatory recommendations; undertaken by interested stakeholders (Annex 1). It also gives an overview of 3 3 Safety and security assessments; the research and development (R&D) activities which are underway to support 3 Human and environmental the delivery of solutions in SESAR 2020 performance reports. for development in SESAR 2020 (see Annex 2). To deliver solutions for deployment, the SESAR JU and its members have built a process, known as the release process, whereby solutions are tested or validated in real operational environments including direct airport interfaces. With validation sites across Europe, the SESAR JU and its members have taken R&I out of the lab and connected it with the real world.
Validations take place in simulation platforms, on board commercial flights, dedicated airport testbeds and air traffic control centres. Exercises are not limited to a specific location, but can be used to test multiple environments irrespective of the location where the physical validation is held. To date, over 350 validations have taken place, where pilots, controllers, engineers and other operational staff have worked with SESAR projects to put the solutions to the test.
To ensure their uptake, the solutions are deeloped taking into account existing ICAO and industry standards and also contributes to the definition or refinement of these standards.
12 SESAR Solutions Catalogue SESAR validation techniques and tools
A number of techniques and tools are used to validate the SESAR Solutions, sometimes in combination with one another. These include:
Fast-time simulations: involve using models of ATM systems, several of which exist for both airspace and airport operations. These models are highly dependent on the data used to drive them, and hence must be carefully validated in order to assure realistic outputs. They are best used to test the sensitivity of a proposed solution to different assumptions and scenarios.
Real-time simulations: provide human-in-the-loop experience of a proposed solution in a relatively controlled and repeatable environment. Data collected may include simulator data logs, observer notes, video recordings, questionnaires and debriefing sessions.
Shadow-mode trials: involve the use of prototypes of operational tools to assess the effectiveness of a proposed solution. The prototypes are integrated with live operational systems and run in the background in parallel.
Live trials: involve the deployment of prototypes of operational tools and/or the use of proposed procedures in live operations. They have the advantage of exposing the proposed solution to reality but inevitably place high demands on rigorous safety assessment and understanding the effects (positive and negative) on impacted traffic.
Demonstrations: bring together a broader range of stakeholders from airlines, air navigation service providers, to the manufacturing industry and airports in order to demonstrate the benefits of SESAR solutions in real-life environments using commercial flights.
SOURCE: European Operational Concept Validation Methodology (EOCVM)
13 FIGURE 1 — Locations where solutions have been validated
Reykjavik Værøy Røst
Bodø
Stockholm
Glasgow Gothenburg Ängelholm Riga Dublin Copenhagen Malmö Shannon Cork Hamburg Cardiff Den Helder Southampton London Amsterdam Braunschweig Dusseldorf Brussels Maastricht Cologne Frankfurt Prague Brest Brétigny Reims Langen Paris Saarbrücken Karlsruhe Strasbourg Stuttgart Zurich Munich Vienna Friedrichshafen Budapest Bordeaux Lyon Turin Milan Zagreb Toulouse Aix en Provence Nice
Madrid Girona Lisbon Barcelona Ajaccio Rome Palma de Mallorca Grazzanise
Grottaglie Corfu
Azores Mykonos Santorini
Madeira Malta Paphos Heraklion Larnaca
Canarias
14 SESAR Solutions Catalogue Addressing the needs of the entire ATM community
SESAR Solutions have been categorised according to four key areas of ATM (key features):
High-performing airport operations The future European ATM system relies on the full integration of airports as nodes into the network. This implies enhanced airport operations, ensuring a seamless process through collaborative decision making (CDM), in normal conditions, and through the further development of collaborative recovery procedures in adverse C-M-Y-K: 75-80-00-00 C-M-Y-K: 90-01-98-00 C-M-Y-K: 72-08-04-0 conditions. InC-M-Y-K: this context, 75-80-0-0 this feature addresses the enhancement of runway throughput, integrated surface management, airport safety nets and total airport management.
Advanced air traffic services The future European ATM system will be characterised by advanced service provision, underpinned by the development of automation tools to support controllers in routine tasks. The feature reflects this move towards further automation with activities addressing enhanced arrivals and departures, separation management, enhanced air and C-M-Y-K: 75-80-00-00 C-M-Y-K: 90-01-98-00 ground safetyC-M-Y-K: nets 72-08-04-0and trajectory and performance-basedC-M-Y-K: 75-80-0-0 free routing. C-M-Y-K: 94-100-30-25 C-M-Y-K: 87-27-100-17 C-M-Y-K: 95-66-01-00 C-M-Y-K: 75-80-0-0 Optimised ATM network services An optimised ATM network must be robust and resilient to a whole range of disruptions, including meteorological and unplanned events relying on a dynamic and collaborative mechanism. This will allow for a common, updated, consistent and accurate plan that provides reference information to all planning and executing ATM actors. C-M-Y-K: 75-80-00-00 This featureC-M-Y-K: includes 90-01-98-00 activities in the areasC-M-Y-K: of advanced 72-08-04-0 airspace C-M-Y-K:WHO BENEFITS? 75-80-0-0 management, advanced dynamic capacity balancing (DCB) and SESAR Solutions meet optimised airspace user operations, as well as optimised ATM network the business needs of a range of ATM stakeholders. C-M-Y-K: 94-100-30-25 C-M-Y-K: 87-27-100-17management C-M-Y-K: through 95-66-01-00 a fully integrated networkC-M-Y-K: operations 75-80-0-0 plan (NOP) For each solution, the and airport operations plans (AOPs) via system-wide information stakeholders targeted by management (SWIM). the solution are indicated using the following key: Enabling aviation infrastructure ANSP The enhancements described in the first three key features will be Airspace navigation service underpinned by an advanced, integrated and rationalised aviation providers (civil and military) infrastructure, providing the required technical capabilities in AO C-M-Y-K: 94-100-30-25a resource-efficient C-M-Y-K: 87-27-100-17manner. This feature willC-M-Y-K: rely on 95-66-01-00 enhanced AirportC-M-Y-K: operators 75-80-0-0 integration and interfacing between aircraft and ground systems, (civil and military) C-M-Y-K: 75-80-00-00 C-M-Y-K: 90-01-98-00 C-M-Y-K: 72-08-04-0 C-M-Y-K: 75-80-0-0 including ATC and other stakeholder systems, such as flight operations AU and military mission management systems. Communications, navigation and surveillance (CNS) systems, SWIM, trajectory Airspace users (civil and military) management, Common Support Services and the evolving role of the human will be considered in a coordinated way for application across NM the ATM system in a globally interoperable and harmonised manner. Network Manager
15 C-M-Y-K: 94-100-30-25 C-M-Y-K: 87-27-100-17 C-M-Y-K: 95-66-01-00 C-M-Y-K: 75-80-0-0 Delivering performance
Performance is at the heart of SESAR, which is why every SESAR Solution is assessed and documented according to a set of key performance areas, notably safety, cost efficiency, operational efficiency, capacity, environment, security and human performance1. Some solutions bring specific local value, for example the introduction of remote tower services at small regional airports. Others are organised to deliver benefits in a synchronised manner across Europe. The performance of SESAR Solutions validated in SESAR 1, many of which are captured in this catalogue, can be measured as follows:
33 Improved predictability: measured by the variability in the duration of the flight;
33 Reduced costs: refers to the costs associated with air navigation service provision;
33 Increased airport capacity: refers to runway throughput at ‘best-in-class’ airports which already operate close to their capacity limit;
33 Increased airspace capacity: refers to airspace which is close to saturation in both en-route and in the surrounding area of airports (terminal manoeuvring area);
33 Reduced fuel consumption and emissions: refers to the average reduction in fuel consumption per flight in Europe (at the level of European Civil Aviation Conference).
FIGURE 2 — SESAR 1 performance results
-2.4% +38% fuel consumption and airspace capacity emission per flight in TMA -5.3% air navigation +33% service costs airspace capacity -39% en-route flight time variance* +11% airport capacity safety No increase in accidents despite increase in traffic * Corresponding to a reduction of the standard deviation between actual and scheduled flight time from 7.4 to 5.7 minutes.
The performance of each Solution is available in their data packs, which can be downloaded from the SESAR JU website: www.sesarju.eu
(1) Source: 2015 Performance Assessment (B.5-D71). The figures refer to the performance assessment made on all the SESAR results captured by 2015 relative to the 2005 baseline. This includes solutions which are ready for industrialisation (V3), solutions for which more work is planned under SESAR 2020 (V2) and developments with regard the deployment baseline.
16 SESAR Solutions Catalogue Framing SESAR Solutions
SESAR Solutions are very much the end product of the SESAR research and innovation SESAR DICTIONARY pipeline. However these solutions would not see the light of day if it were not for a The SESAR Dictionary brings number of important transversal elements and activities that support and frame together close to 500 terms the operational and technological work. These transversal elements, working in the and definitions associated shadows of the programme, ensure that the end products fully fit with the SESAR vision with SESAR research and innovation activities. and meet the necessary criteria, whether they have to do with the system, service and operational architectures, the key performance ambitions or the required cost-benefit View the dictionary: analysis and business case. These elements are complementary to one another and https://ext.eurocontrol.int/ lexicon/index.php/SESAR are regularly reviewed to ensure alignment with the SESAR vision.
Seeing the big picture
European ATM Master Plan
Set within the framework of the Single European Sky (SES), the Master Plan is the European planning tool for defining ATM modernisation priorities and ensuring SESAR Solutions become a reality. Both pragmatic and ambitious in its design, the Plan provides a high-level view of what is needed in order to deliver a high-performing aviation system for Europe. It also sets the framework for the related development and deployment activities, thereby ensuring that all phases of the SESAR lifecycle remain connected. The content of the Master Plan is structured into three levels, allowing stakeholders to view the information that is most relevant for them whether they are executives, planners or those implementing the plan. The Plan is accessible online via https://www.eatmportal.eu.
SESAR Concept of Operations
The Master Plan is supported by the SESAR Concept of Operations (CONOPS). It describes the operational target, namely to move ATM towards business or mission trajectory-based operations. The CONOPS allows all those in ATM, from the civil and military airspace users and service providers, to airports and the manufacturing industry to gain a common understanding of the system and a clear view of the phases to achieve the concept target. The SESAR CONOPS, which has been adapted for Europe from the ICAO Global Air Traffic Management Operational Concept, is an important reference for global interoperability and harmonisation.
SESAR system and services architecture
To meet the operational needs described in the CONOPs, SESAR has developed and described an overall technical architecture of the ATM system that highlights interconnectivity between the various technical systems through system-wide information management (SWIM) and message exchange interfaces. This is captured in the architecture description document, which is the entry point to more detailed architectural information hosted in the European ATM architecture (EATMA) framework.
17 FIGURE 3— SESAR transversal elements European ATM Master Plan Transversal elements
SESAR concept of operations SESAR system and services architecture European ATM architecture (EATMA) System-wide information management Performance framework Supporting methodologies Roadmaps and strategies SESAR solution packs Operational services & environment descriptions Safety, performance & interoperability requirements Technical specifications Regulatory recommendations Safety and security assessments Human & environmental performance reports
European ATM Architecture (EATMA)
The EATMA is a repository of content and programme-related information that provided the structure to the work of the 300 projects that have made up the first SESAR R&I activities (SESAR 1). In doing so, the EATMA ensures a coherent architecture framework for developing interoperable solutions, as well as for identifying gaps or duplication of technical system work between projects. As a framework, the EATMA federates the performance framework as well as operational, systems and service architectures. The EATMA is accessible through the ATM Master Plan portal that captures, maintains, validates and reports on architecture-related content.
Information exchange at your service
SWIM represents a complete paradigm change in how information is managed and shared along its full lifecycle and across the whole European ATM system. It means sharing the right air traffic management information at the right time to the right people. SWIM results in a more cost and time efficient exchange of information between providers and users. SWIM is structured around three main layers:
33 Information: Aeronautical information reference model (AIRM) 33 Services: Information service reference model (ISRM) 33 Technical infrastructure profiles.
All of these layers require appropriate standards to ensure interoperability. On top of these layers a transparent governance structure manages the development, deployment and evolution of these SWIM building blocks.
Making the case
Meeting the performance ambitions
Performance is the heart of the Single European Sky and therefore SESAR’s work. It is no surprise then that the SESAR JU has integrated a framework to measure the performance of SESAR Solutions and aggregate the results to the level of the Master
18 SESAR Solutions Catalogue Plan. This approach means that at the very outset, SESAR Solutions are designed with a range of performance ambitions in mind (operational and cost efficiency, capacity, safety, environment, security), aimed at contributing in a measurable way to reaching the SES performance targets and, in the long term, the SES High-Level Goals. The framework and process also allow for the traceability of performance throughout the development of the solutions until their delivery. Regular performance assessments are made providing the detailed calculations, assumptions and gap analysis for SESAR Solutions. The bottom-up results stemming from individual analysis on the different Solutions are then consolidated at a higher level to provide a holistic view of the performance of SESAR and to identify possible performance gaps.
Supporting methodologies
Supporting methodologies form part of the backbone of any R&I programme, since they ensure that a common approach to testing and analysis. In SESAR 1, a range of methodologies has been developed to support assessments of solutions. These assessments provide input to cost-benefit analysis and the overall business case of a solution. They also allow for forward and backward traceability between R&I and the High-Level Goals of the SES.
Safety: enables safety assessments to be carried out across the programme in a systematic way. The methodology framework is also validated by the European Aviation Safety Agency (EASA). It is documented in the safety reference material (SRM) and is based on a rigorous requirements-engineering (RE) approach.
Security: provides a holistic approach to assess ATM security, addressing personnel, procedures and the physical infrastructure, as well as information and communications technology (ICT) systems. The approach is documented in the SESAR ATM security risk assessment methodology (SecRAM) and can be applied in a tailored manner to the projects developing solutions. The methodology consists of several catalogues containing security assets (information and services) and controls that can be selected to mitigate risks. In addition the methodology uses a specialised database in which to store results for analysis and to automatically generate reports.
Human performance: ensures that human performance-related aspects are systematically identified and managed during the definition, development and validation of solutions. The methodology provides projects with a framework in which to assess whether a solution will contribute to expected human performance benefits and is within the scope of human capabilities and limitations.
Environment: offers a common approach to making the environmental impact assessments of solutions. The process, captured in a document called environment reference material (ERM), is derived from a mapping onto the SESAR validation framework of the globally-recognised process from ICAO2. The methodology provides guidance at each step of the validation process of a particular solution, indicating, for instance, types of environmental impact that should be assessed, and when and how they should be assessed. The methodology includes tools for assessing a solution’s impact in terms of noise and fuel and emissions (IMPACT); local as well as global fuel and emissions (AEM); airport fuel and emissions and dispersion (Open-ALAQS); and for vertical flight path analysis (V-PAT). It should be noted that these tools have also been developed to be used for the research and future deployment phase of SESAR. The methodology also contains an appendix describing the assessment of fuel efficiency based on aircraft-derived data from flight trials, one of the main validation techniques used by the SESAR R&I programme.
Cost-benefit analysis (CBA) and business case development:provides an approach and common guidance to structure, organise and validate the many contributions stemming from the active involvement and support of all ATM stakeholder groups in
(2) ICAO Guidance document (Doc 10031) “Guidance on Environmental Assessment of Proposed Air Traffic Management Operational Changes”
19 defining the economic, financial and business impact of SESAR. The reference material goes beyond strict CBA models and includes also the method to assess costs and to identify, structure and monetise the benefits in the validation activities. The solution integrates several different models including scheduled airlines, business aviation, general aviation, rotorcraft, ANSPs and airports as well as a cost model for the military.
It should be noted that these methodologies are valid under SESAR 1 and will evolve under SESAR 2020 with a view to closing the gap between the SESAR performance framework and the SES performance framework. Commission implementing Regulation (EU) No 409/2013 has established that SESAR deployment is ‘essential to achieve the SES performance objectives’ and that ‘common projects shall be consistent with and contribute to the European Union-wide performance targets’. Thus, the definition and assessment of the performance ambitions and validated results of the SESAR Solutions need to be aligned and cross-readable with the SES performance framework, key performance areas and indicators. This has already been done in 2015 edition of the Master Plan.
Roadmaps and strategies
Communications, navigation and surveillance (CNS) roadmaps
CNS technologies on the ground and on board the aircraft are an essential underlying technical enabler for many of the operational improvements and new procedures of the future ATM system. Performance requirements for CNS systems are becoming increasingly complex and demanding and will be considered as part of an integrated air and ground CNS system, whereby convergence towards common infrastructure components may be considered, where appropriate, across the different CNS domains. In parallel, CNS systems and both airborne and ground infrastructure will take a more business-oriented approach that sees a more efficient use of resources, delivering the required capability in a cost-effective and spectrum-efficient manner.
These factors are taken into account in the CNS Roadmaps that provide a detailed vision of the European infrastructure evolution described in the European ATM Master Plan to support the evolving SESAR Target Concept (short, medium and long-term). It covers the airborne and ground communication, navigation, surveillance, as well as spectrum aspects, in an integrated perspective, starting from the current baseline and driven by updated strategy and planning information from stakeholders.
Spectrum Strategy
Radio spectrum is vital for safe, efficient and cost-efficient air transport, and in particular for enabling the provision of CNS. The SESAR Spectrum Strategy’s main goal is to create a sustainable environment for spectrum-efficient aeronautical systems. It does so by identifying the means to optimise the current spectrum usage as well as developing more spectrum-efficient CNS technologies. Work is underway to integrate the SESAR strategy into the ICAO Handbook on Radio Frequency Spectrum Requirements for Civil Aviation Doc 9718 Vol 1 ICAO spectrum strategy, policy statements and related information. The strategy examines potential spectrum requirements, beyond existing strategic plans, in the timeframe 2035-2050 based on the European aviation vision set out in Flightpath 2050 (FP2050).
20 SESAR Solutions Catalogue Solutions at a click of the button
The value of SESAR Solutions is dependent on the ability of the aviation industry to move forward with their implementation. For every validated solution, there is a significant amount of documentation on the deliverables required for their industrialisation. Each solution comes with recommendations on the regulatory and standardisation frameworks needed. This documentation has been assembled in the SESAR Solution Packs and made available online to allow that a much wider audience obtain the information they need.
The Solution Packs are displayed in three steps:
33 At a glance: gives a brief description of the solution and the benefits it will bring to air traffic management
33 In context: provides a summary of the validation process, performance achievements, benefits to ATM operations, and activities to be conducted before or as part of deployment
33 Getting technical: provides a pack of reference documentation, including operational services and environment descriptions, safety, performance and interoperability requirements, technical specifications, standards and regulatory recommendations. Additional material may include safety and security assessments, and human and environmental performance reports.
The SESAR Solution Packs enable the entire ATM community to actively explore how they can best benefit from SESAR Solutions, according to their own needs, to ensure that these solutions become a reality. This Catalogue is complementary to the solution packs, offering a reference for stakeholders in order to pick and choose the solutions that are most relevant for their business.
Visit the SESAR Solution portal: http://www.sesarju.eu/activities-solutions
21 Deploying SESAR Solutions
Several of the SESAR Solutions are already in operation or are part of procurement specifications for implementation, demonstrating SESAR’s role in transforming Europe’s ATM network into a modern, cohesive and performance-based operational system. Examples of these local implementations are given in the catalogue and can be further referenced in the Master Plan Level 2 and 3.
Through its international cooperative arrangements, SESAR aims to foster interoperability, harmonisation and performance of the global aviation system. SESAR Solutions are promoted through these cooperation and demonstration activities, which in turn foster uptake in other world regions.
Furthermore, the decision by the European Commission to package a first set of SESAR Solutions into a Pilot Common Project (PCP), proved the readiness of the SESAR research and development activities for synchronised implementations across Europe. The SESAR Deployment Programme, which is managed by the SESAR Deployment Manager, is working to ensure that these solutions delivered by the SESAR JU are Several SESAR Solutions are timely and operationally synchronised for due to be deployed across Europe in accordance with entrance into everyday operations across the Pilot Common Project. Europe, resulting in significant benefits for These are highlighted in this airspace users and the environment. catalogue using a PCP stamp.
Europe is therefore well on its way to building the ATM system that it needs to increase the performance and sustainability of its aviation sector.
Examples of airports where SESAR Solutions are being deployed
Oslo Gardermoen Stockholm Arlanda
Machester Ringway Copenhagen Kastrup London Heathrow London Stansted Amsterdam Schiphol Dublin Berlin Brandenburg London Gatwick Düsseldorf Brussels National Munich Franz Josef Strauss Frankfurt Int. Vienna Schwechat Paris-Orly Zurich Kloten Paris-CDG Milan Malpensa Nice Cote d’Azur
Barcelona El Prat Rome Fiumicino Istanbul Ataturk
Madrid Barajas Palma De Mallorca Son San Juan
22 SESAR Solutions Catalogue High-performing airport operations SJU references: #55/Release 4 SATELLITES DELIVER PRECISION LANDING GUIDANCE Precision approaches using GBAS Category II/III
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For more than 50 years airports have relied on instrument landing systems (ILS) to provide pilots with approach and landing guidance in low-visibility conditions, such as heavy rain and low cloud. Although the system has proved to be reliable and functional, BENEFITS ILS is costly to maintain and has operational limitations that reduce runway capacity in certain conditions. It is no surprise then that airports are turning to other solutions, such ¡¡Improved resilience by limiting the as ground-based augmentation of satellite navigation systems (GBAS), to meet their capacity reduction in capacity needs and reduce delays and disruptions for airspace users and passengers. degraded situations and by avoiding GBAS uses four global navigation satellite system (GNSS) reference receivers and a critical and sensitive VHF broadcast transmitter system. Its ground system measures distances to GNSS areas) satellites (e.g. Galileo), and computes error corrections and integrity data based on ¡¡Reduced installation signal quality and known fixed positions of the GNSS reference receivers. Together and maintenance with the approach path and quality information the corrections are broadcast as costs compared to ILS digital-coded data to all GNSS landing system (GLS)-equipped aircraft within range. ¡¡Maintained level of The aircraft receives this information, calculates the (differentially) corrected position safety and deviations from the selected approach path, allowing it to land automatically in ¡¡Greater frequency low‑visibility conditions. efficiency GBAS CAT II/III can enable precision landing in low‑visibility ¡¡ Improved conditions, helping to maintain safety and capacity GBAS requires environmental impact lower installation due to shorter routes performance. SESAR validations have shown that the GBAS and maintenance and noise abatement CAT II/III can overcome challenges posed by low-visibility costs compared to conditions, reducing runway blocking times and thereby conventional instrument increasing arrival capacity (by between two and six aircraft landing systems (ILS) per hour) compared to ILS.
Over 90 flights were conducted using several prototype This solution is linked systems, and the results are being used to help develop to ICAO’s Annex 10 on common standards at an international level. The work Gast D standard and EUROCAE’s ED-114 continues in parallel with the development of airborne GNSS landing system (GLS), the avionics required for GBAS-controlled landings. Assuming that standardisation and regulation progress as planned, the entry into service of GBAS Category II/III is expected in the 2018-2019 timeframe.
24 SESAR Solutions Catalogue SJU references: CAPACITY GAINS WITH #64/Release 2 TIME-BASED ARRIVALS Time-based separation
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Today, aircraft making their final approach to land are obliged to maintain minimum separation distances. These distances are fixed whatever the wind conditions. When keeping to these distances in strong headwinds longer gaps of time develop between aircraft. This means fewer flights landing per hour (reduced airport capacity), leading to BENEFITS delays and increased holding at busy times, which results in increased fuel burn. ¡¡Improved airport capacity as a result SESAR’s time-based separation (TBS) replaces current distance separations with time of increased aircraft intervals in order to adapt to weather conditions. It provides consistent time-based landing rates in spacing between arriving aircraft in order to maintain runway approach capacity. strong headwind conditions The TBS software uses real-time information about the weather, airspeed, ground ¡¡Reduction in holding speed, heading and altitude to display time-based separation and arrival speed times as well as stack information to the approach controller. No changes are required on board the aircraft, entry to touchdown but the controller uses the real-time separation indicators to manage the final times approach separations. ¡¡Increased situational awareness TBS research included analysis of the arrival paths of over 100,000 aircraft using state-of-the-art equipment Analysis has shown to measure the behaviour of aircraft wake vortices. that there has been no The procedure now is in daily use at London Heathrow, increased risk to wake turbulence encounters, and where, in strong wind conditions, it delivers up to five no increase in the number additional aircraft landings with TBS per hour compared of go-arounds following to traditional distance-based separation procedures. introduction of time-based TBS results in an average reduction of 0.9 minutes separation at London holding time, and an average reduction of 1.4 minutes Heathrow between stack-entry and touchdown times. This solution is linked The SESAR Solution is available for industrialisation. to Eurocontrol’s TBS TBS entered into full-time service at London-Heathrow specifications (STD-065) in March 2015. The solution is due for synchronised deployment across Europe in accordance with the Pilot Common Project.
High-performing airport operations 25 SJU references: #22/ Release 5 EFFICIENT PLANNING AROUND THE AIRPORT Automated assistance to controllers for surface movement planning and routing
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Selecting the most suitable route from the departure gate to the runway or from the runway to the arrival gate depends on the airport layout, aircraft type, operational constraints such as closed taxiways, arrival routes, as well as departure planning BENEFITS information such as target start-up times. ¡¡Improved predictability The SESAR surface route planning function automatically generates taxi routes which are then displayed on the controller working position. The software uses flight plans ¡¡Enhanced safety and current operational data to calculate the optimum route for each aircraft. It also ¡¡Increased capacity calculates the taxi time, which can then be used for departure planning purposes. The ¡¡Improved taxi times controller can graphically edit the route before relaying it to the pilot by voice, or where resulting in reduced possible by datalink. fuel burn By generating an electronic route plan, the information can be shared not just with the cockpit, but also with the airline operations centre, air traffic control and other operators on the airfield. It is less prone to error than route plans agreed solely based on controller/pilot communication, and it increases air navigation service productivity. The route plan is also available for use with other solutions such as enhanced guidance assistance tools (through airport moving maps in aircraft and vehicles or through the airfield ground lighting) to provide guidance instructions for pilots or vehicle drivers on the airfield.
Trials revealed a reduction in variability between the The route planning planned and actual taxi time compared with current functionality allows operating methods. Efficiency of surface operations controllers to graphically is also improved since pilots and vehicle drivers can edit routes and receive optimum route plans. Safety is also enhanced, automatically compute particularly in low visibility, as controllers can rely on a estimated taxi times, graphical display of the routes assigned to aircraft and contributing to more predictable surface vehicles. operations This SESAR solution is available for industrialisation. The solution is due for synchronised deployment across This solution is linked to Europe in accordance with the Pilot Common Project. EUROCAE standards ED- 87C and ED-87D
26 SESAR Solutions Catalogue SJU references: IMPROVED COMMUNICATIONS #23/Release 5 THANKS TO DATALINK D-TAXI service for controller-pilot datalink communications (CPDLC) application
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Radio channels become congested and hard to access during periods of busy traffic. Yet the majority of transmissions are routine exchanges between the controller and the flight deck to confirm instructions such as pushback clearance, start-up and taxi instructions. Datalink provides a more efficient means to relay these messages and is BENEFITS less prone to error. ¡¡Provides reliable, repeatable message Aircraft already use datalink in oceanic airspace to send position updates and request sets for non-safety route changes, and the technology even now delivers pre-departure instructions critical exchanges to pilots at the gate. SESAR is testing message exchanges on the airfield using ¡¡Frees up congested controller-pilot datalink communications (CPDLC) on board modern aircraft. The radio channels service is supported at some airports with advanced controller working positions, and enhances safety at simulations are also underway looking at protocols and operational procedures. The busy airports delivery by datalink of information and clearances during the taxi phase is known as ¡¡Delivers instructions D-TAXI. The solution aims to reduce voice communications by exchanging non-critical more effectively, message between controllers and flight crew by datalink. Radio remains available at allowing the pilot and any time and is still used on first contact with the controller for radio check and for controller to focus safety or time critical clearances like line-up and take-off. on other operational issues A combination of simulations and live trials assessed the performance of the solution in different traffic This service aims to reduce densities, with different levels of aircraft equipage. radio transmissions Datalink messages were exchanged to initiate start- by exchanging routine and non-safety critical up, push back, taxi, revised taxi and further route messages by datalink information (such as de-icing). The exercises also used SESAR routing and planning functions to obtain the most suitable taxi route. The activity aims to improve the This solution is linked safety of surface movements. to RTCA and EUROCAE standards, namely DO- This SESAR solution is available for industrialisation. 350A/ED-228A, DO-351A/ ED-229B
High-performing airport operations 27 ANSP NM AU AO #26/Release 5 SJU references: 28 ¡ ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ ¡ and emissions Reduced fuelburn in surface operations Increased efficiency predictability Improved Enhanced safety SESAR Solutions Catalogue
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Manual taxi routing function This SESARSolutionisavailable for industrialisation. taxi route instructions withoutdelay. communications. Aircraft are more likely to comply with for theflightcrew, inaddition to visualsignalsand voice familiar. Thesolution provides anextra layer ofsafety conditions andataerodromes withwhichthey are not crew’s situationalawareness, notably inlow-visibility display ofthetaxi route instructions increases theflight safety netsto warnofpotential hazards. Thegraphical route to thecockpit, andcould belinked withairport pilot datalink communications (CPDLC) to relay the the optimumtaxi route. Italsomakes useofcontroller- route planning system thecontroller employs, to select The solutionusestechnology, suchastheelectronic into the airportmoving map. database. Ifthetaxi clearance issentviavoice, theflightcrew can enter itmanually message isinterpreted andtranslated asagraphical pathbytheon-board moving map the taxi clearance issentvia datalink, through theD-TAXI service, thecorresponding so thepilot can seeexactly where theaircraft isinrelation to thecleared route. If right route. The on-board moving mapoftheairfield can be overlaid withthe taxi route control provides anothermeansfor theflightcrew to checkthey are following the Presenting agraphical displayofthetaxi route instructions received from airtraffic other tools to helpthepilot. - inadditionto today’s airfield signageandground lighting-SESARisdeveloping becomes harder duringlow-visibility conditions oratnight.To provide extra guidance Navigating theroute between thedeparture gate andtherunwaycan becomplex and TAXI ROUTE DISPLAY FOR PILOTS ARINC 816-3 DO-342/EUROCAE ED-220, EUROCAE ED-119C,RTCA ED-99D, RTCA DO-291C/ RTCA DO-272D/EUROCAE several industry standards: This solutionislinked to are notfamiliar an airportwithwhichthey low-visibility conditions or awareness, notably in flight crew’s situational moving mapincreases the taxi route ontheairport A graphical display of the Based onmore than650movements, oneoftheairports required, freeing upcontrollers’ timefor othertasks. improving efficiency. Fewer radio transmissions were and alsoreduce theduration ofstops duringtaxiing, system can significantly help to reduce taxi times In allcases, thetrialsshowed thattheuseoflighting aircraft andseveral live trialswithcommercial aircraft. exercises, shadow-mode trialsusingvehicles to represent SESAR validations usedacombination ofsimulation apron throughput isimproved. fuel consumption. Astaxi speedsare globally increased, taxi times. Thefewer speedchangesalsoresult inlower surface movement through areduction inthevariability of position overruns. Itincreases situationalawareness andimproves thepredictability of conditions, through areduction ofrunwayincursions, taxi route deviations andholding The solutionimproves thesafety ofsurface operations, especially duringlow‑visibility accurate aircraft positiondata. solution alsorelies onthesurface movement guidance andcontrol system to provide implemented to protect no-goareas, they are alsoautomatically commanded. The drivers receive asingle instruction to ‘follow-the-greens’ from ATC. Ifstop bars are as theaircraft (orthevehicle) moves along itsassigned route. Pilots andvehicle lights are automatically andprogressively switched oninsegments(orindividually) ahead ofanaircraft, andoffimmediately behind.To achieve this,taxiway centre line ramp control tower. Theairfieldlighting control system needs to turnonthelights The solutionrequires advanced technology withinthelightsthemselves, andinthe crew andvehicle driver to follow. management system, theairportcan provide anunambiguousroute for theflight around theairport.Bylinkinglightinginfrastructure withthetaxi route Airfield ground lightingoffers auniqueopportunity to guideaircraft and vehicles airfield ground lighting Guidance assistance through FOLLOW-THE-GREENS This SESARsolutionisavailable for industrialisation. push backrequest andactualclearance) fell bytwo thirds. transmissions fell bythesameamount.Clearance delays(the timebetween thepilot’s at whichthesolutionwasvalidated recorded a25%reduction intaxi time,while radio
87C andED-87D EUROCAE standards ED- This solutionislinked to guidance supplementary meansof and vehicle drivers with order to provide flightcrew airfield ground lighting,in route managementwiththe This solutioncouples taxi High-performing airport operations #47/ Release 5 SJU references: ¡ ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ ¡ throughput Increased apron noise andemissions Reduced fuelburn, Enhanced safety predictability Improved
STAKEHOLDERS 29 ANSP NM AU AO ANSP NM AU AO #48/ Release 5 SJU references: 30 ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ and emissions Reduced fuelburn Enhanced safety predictability Improved SESAR Solutions Catalogue
STAKEHOLDERS Virtual block control inlow-visibility WITH VIRTUAL ENHANCING SAFETY This SESARsolutionisavailable for industrialisation. aircraft aswell asairfield vehicles. investigating theuseofdatalink communications with Real timesimulationstested thesolutionalso safety. alerts ontheground controller’s displayenhances without clearance from theground controller. Providing aircraft andvehicles inadvertently entering anarea These virtualstop bars are avaluable defence against infringement, thecontroller’s displayreceives analert. If theairportsurface surveillance system identifiesan sizes according to theconditions. controller’s display. Thevirtualstop bars can beusedbythecontroller to reduce block providing surface movement guidance atthesetimes,displayingred stop lightsonthe areas. SESARhasdeveloped virtualstop bars to supporttheground controller in control to maintain safe separation, requiring clearance for aircraft to enter different During low-visibility conditions, theground controller can introduce procedural physical safety nets,SESARisadvancing anovel virtual stop barsolution. aircraft entering arunwaywithoutairtraffic control clearance. Inaddition to these conditions. Alineofred lights,known asstop bars, are already usedto prevent Supporting controllers andflightcrew isespecially important in low‑visibility procedures STOP
BARS ED- 87CandED-87D to EUROCAE standards This solutionislinked area oftherunway aircraft orvehicles inthe unauthorised movement by controllers ofanykind Virtual stop bars alert airports resilience andsafety at for improving weather an operational concept Virtual block control is Project. due for synchronised deployment across Europe inaccordance withthePilot Common This SESARsolutionisavailable for industrialisation. Theseairportsafety netsare conformance to ATC instructions orprocedures anywhere inthemovement area. (CATC) alert system can beconfigured to detect non- Moreover, theautomatic conflicting ATC clearances rely only onsurveillance data to triggeranalarm. than current safety netsfor runwayoperations which This solutionhighlightspotential conflicts muchsooner and alert thecontroller wheninconsistencies are detected. procedures. Theintegration ofthisdata allows thesystem to monitor theinformation with otherdata suchasflightplan,surveillance, routing andpublishedrules and instructions given byacontroller are available electronically andcan beintegrated The introduction ofelectronic flight strips inmany control towers meansthat instructions orprocedures. runway) andincase ofmobile behavior(i.e.aircraft orvehicle) notcomplying withATC clearances (e.g.lineupandlandingclearances given atthe sametimeonthe validations assessed therelevance ofalerts to tower controllers in case ofconflicting how various tools can operate together to provide integrated airportsafety nets.These activities, new generation automation systems have beenincludedinvalidations to see As partofadvanced surface movement guidance and control systems (A-SMGCS) to provide valuable safety netsinthisarea. driven byICAO, aseriesofautomation tools have beendeveloped bySESARpartners traffic moving across runways, taxiways andaprons. Inaddition to safety initiatives As traffic rises,airports face thechallenge of more ground operations andsurface of conflicting ATC clearances conformance monitoring alerts anddetection Airport safety netsfor controllers: AIRPORTS ENHANCING SAFETYAT BUSY 87C andED-87D EUROCAE standards ED- This solutionislinked to High-performing airport operations #02/Release 5 SJU references: ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ situational awareness Enhanced safety and airport operations Improved safety in awareness Increased situational
STAKEHOLDERS 31 ANSP NM AU AO ANSP NM AU AO #70/Release 3 SJU references: 32 ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ alerts generation of real thanks to the Enhanced safety visibility conditions awareness inlow Increased situational safety nets acceptance ofairport Operational SESAR Solutions Catalogue
STAKEHOLDERS Enhanced ground controller situational WEATHER CONDITIONS SURFACE SAFETYINALL This solutionisready for industrialisation. of surface movement guidance andcontrol activity. solutions were seen assuitable for development aspart result oftheoperational acceptance oftheresearch, the situational awareness inlow‑visibility conditions. Asa SESAR validation activitiesdemonstrated anincreased safety improvement ofthe surveillance interms ofsecurityand by erratic ADS-Btransponders, guaranteeing an spoofing messages as well asmessages transmitted of theADS-Bderived data andto discard possible ADS-B ground station isenhanced to checkthevalidity system bymeansofimproved surveillance data. The is increased withregard to thecurrent surveillance performance, interoperability andsecurity. Data quality improve ground surveillance systems interms ofsafety, The solutiondevelops furtherADS-Bapplications to Warnings can alsobeactivated whenmeteorological data signalsadverse weather. an individualaerodrome inorder to triggeralerts for themainconflict situations. given, andtaxi routes assigned. Built-in monitoring rules can beconfigured to (ADS-B) messages emitted byaircraft andvehicles), flightdata includingclearances received from surface surveillance (automatic dependentsurveillance –broadcast to triple capacity andincrease safety byafactor of10.Safety netsrely oninformation Developing andimplementing airportsafety tools isfundamental to SESARobjectives a meansto provide early warningofpotential conflict situations. operations attheairfield.Addingsurface safety nets to the controller’s displayoffers aircraft, butalsoguidingtheservice andemergency vehicles thatsupportsafe Ground controllers face thechallenge ofmanagingnotjust arrivinganddeparting awareness inallweather conditions RTCA standard DO-260B This solutionislinked to safety byafactor of10 triple capacity andincrease to SESAR objectives to safety tools isfundamental implementing airport Developing and area vehicles inthemovement all relevant aircraft and and automatic identityof controller withtheposition The solutionprovides the beginning of2017atParis Charles deGaulle. This SESARsolutionisavailable for industrialisation andwasimplemented atthe or driver’s cab. and doesnotrequire additionalequipmentinthecockpit runway. Itappliesequally to aircraft andvehicle traffic runway usage,andreduces theriskofcollisions onthe control safety nets.Thesystem improves awareness of other safety netssuchason-board alerts andairtraffic and operate simultaneously with,andinadditionto, The RWSLare uniqueinproviding instant visualalerts, the detection ofmobile behaviorbytheA-SMGCS. the vehicle driver theinstant therunwayisunsafe dueto the pavement, thered warninglightsalert thepilot or an active runwaythatisalready occupied. Embeddedin flight crew and vehicle drivers from entering orcrossing not safe to take-off from therunway, andrunwayintersection lights(RILs)to prevent that therunwayisnotsafe to enter, take-off holdlights(THLs)warningpilots thatitis entrance lights(RELs),warninganaircraft about to enter therunwayfrom ataxiway Runway status lights(RWSL)includethree types ofhighintensity LED lights:runway seconds. equipment can receive information atthesametimeastower, savingcrucial A pilot navigatingto andfrom therunwayalsorelies onvisualsignage,andthis virtue oftheadvanced surface movement guidance and control system (A-SMGCS). alerts orroute deviation, ensure safe andaccurate guidance around theairportby time. Addingsafety tools for controllers, for example, to highlightnon-conformance (SMR) to provide thetower controller withavisualpicture ofsurface movements inreal Major airportsrely onsurface surveillance systems suchassurface movement radar airports can provide runwayusers withanearly warningofapotential hazard. installing lightswhichautomatically alert whenitisunsafe to enter arunway, Runway incursions are amongthegreatest risksinairportoperations today. By Runway status lights SAFEGUARD RUNWAY USERS VISUAL SIGNALSTO movements for aircraft andvehicle enhances surface safety with airfieldlighting airfield surface movements Linking intelligence about operators orflightcrew from controllers, airport and require noinput (RWSL) are fully automatic Runway status lights High-performing airport operations #01/Release 5 SJU references: ¡ ¡ BENEFITS ¡ ¡ awareness Increased situational safety Enhanced runway
STAKEHOLDERS 33 ANSP NM AU AO ANSP NM AU AO #04/Release 5 SJU references: 34 ¡ ¡ BENEFITS ¡ ¡ airport operations Increased safety in awareness Increased situational SESAR Solutions Catalogue
STAKEHOLDERS Enhanced traffic situationalawareness and WITH ENHANCEDVISUALTOOLS PROVIDING VEHICLEDRIVERS This SESARsolutionisavailable for industrialisation. mobile devices. the central system andvehicle, aswell astheuseof runway. Thetests alsoestablished connectivity between aircraft andvehicles operating on ornearanactive information related to thesurrounding traffic, including The trialsdeveloped therequirements for thedisplayof for vehicle drivers. dedicated functioncalculating alert situationsrelevant aerodrome surveillance system enhanced witha on thedashboard, orwere uplinked from theground traffic andvisibility conditions. Alerts were generated eitherbyanon-board system SESAR hascarried outaseriesofvalidation exercises indifferent locations invarious or taxiway, infringementsofarunway, oraclosed orrestricted area. Warnings can includethoserelated to possible collisions withanaircraft onarunway regarding surrounding traffic, and can receive alerts ifadangerous situationarises. screen inthevehicle, thedriver can access anairportmoving map,can seeinformation This information can alsobeusedbyvehicle drivers to improve safety. Byfittinga Busy airportsmonitor airfieldactivityusinga range ofsensors andtracking systems. a clearance, puttingyou andtheothermobiles’ safety atrisk? importantly, how doyou ensure thatyou are notentering asafety critical area without when indensefog, oratnight,whenanunforeseen event occurs? Andmore operational conditions. Buthow doyou ensure you are following thecorrect route Driving anairfield vehicle ontheairportshouldbe straightforward innormal airport safety netsfor vehicle drivers ED-102+ ED-102, ED-102Aand to EUROCAE standards This solutionislinked safety situational awareness and Solution interms of benefits ofthisSESAR trials thesignificant through extensive live SESAR demonstrated Common Project. Gaulle Airportandisdueto bedeployed aspartofthe Pilot The solutionhasbeenimplemented atParis Charles de per flight,andalsosupports enhanced tactical scheduling. solution contributed to average reduction of14.6kg offuel allocated slot compared with76%priorto DMAN.The management slots, with81%offlightsdepartingontheir average taxi timesby9%,andimproved adherence to flow achieving thefive-minute window available. Itdecreased predictability ofoff-block timeby7.8%,with85%offlights The trialsdemonstrated improved performance interms of manager (AMAN)andadvanced surface movement guidance andcontrol system (A-SMGCS). stakeholders. Thebasicoperational concept alsosupportsDMANintegration witharrival taking advantage ofthewideradoptionairport collaborative decisionmakingamong airline partners. Thesystem provides abaselinefor furtherdevelopment ofDMANprocedures, conjunction withairportcollaborative decision‑makingprocedures involving local airportand reduction. Controllers were able to establish pre-departure sequences byusingDMANin SESAR’s baselineDMANwasvalidated inaseriesoflive trialswithaparticularfocus ondelay sourced from theNetwork Manager, responsible for flow control across thewhole ofEurope. off time(TTOT). Information aboutdeparture slots orcalculated take-off times(CTOTs) is tower controller usestables which generate variable taxi timesto achieve thetarget take- example, theairlineorground handler can provide thetarget off-block time(TOBT), while the collaborative decision-making(A-CDM)platform supportsthisinformation exchange. For the status ofindividualflightsandairport resources from different systems. Theairport In order to calculate reliable sequences, DMANneedsaccess to accurate information about capacity andslot constraints, tower controllers can optimisethepre-departure sequence. consideration information suchastheaircraft’s readiness to leave itsparkingstand, runway predictability, cost efficiencyandenvironmental sustainability, as well assafety. By taking into slot constraints, runwayconstraints andairportfactors. Indoingso,itimproves traffic The departure manager(DMAN)tool takes into account thescheduled departure times, transforming departure timefrom aninformed estimate into aprecise art. less andless, dueto a large extent to theway departure managementprocess is unpredictability andisfrustrating for passengers. Fortunately, we encounter thesequeues Waiting inaqueuefor take-off burnsunnecessary fuel,generates delayand integrated AMANDMAN Departure manager(DMAN)baselinefor DEPARTURE A BASELINEFOR ON-TIME and ED-87D and ED-87D EUROCAE standards ED-87C This solutionislinked to sources (A-CDMprocesses) airline andairtraffic control information provided byairport, sequences basedon optimum pre-departure scheduling bycalculating DMAN lends itselfto tactical High-performing airport operations #106/Release 1 SJU references: ¡ ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ ¡ emissions in fuelburnandCO Significant reduction delays taxi timesandrunway Reduced waitingand runway scheduling Enhanced tactical off-time blocks approval timeand sequence, start-up stability ofdeparture predictability and Improved
STAKEHOLDERS 35 ANSP NM AU AO 2
ANSP NM AU AO #53/Release4 SJU references: 36 ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ sequence stable pre-departure Provision ofamore time (TTOT) their target take-off aircraft to adhere to in turnallows the predictability, which hence take-off time predication and of taxi time-out Increased accuracy efficiency navigation service fuel andallows air point, whichsaves at therunwayholding Reduced waitingtime SESAR Solutions Catalogue
STAKEHOLDERS Pre-departure sequencingsupported DEPARTURE IMPROVING ON-TIME Common Project. sequencing isplannedfor deployment across Europe inaccordance withthePilot This solutionisavailable for industrialisation. DMANsynchronised with pre-departure optimise traffic flow. benefits airportoperations overall, andisusedinturnbytheNetwork Manager to aircraft to adhere to target take-off time.Finally, themore stable departure sequence estimated taxi timeandhence take-off timepredictability, whichinturnallows the improving efficiency. Italsoincreases theaccuracy of time attherunwayholdingpoint,savingfueland Trials showed thatthesolutionleads to reduced waiting result inbetter useoftheavailable capacity. For busysingle runwayairports,predictable operations improved withtheuse ofroute planninginformation. for target start-up time,andfor target take-off time, In particular, thesequence assigned to eachflight and stability ofbothtarget times andactualtimes. the departure sequence, andimproved predictability information resulted inmore accurate calculations of SESAR trialsusingthisdynamicroute planning quality ofdata available. be enhanced byaccess to dynamicdata dependsupontheindividualairportand operations -whichrely oncollaborative decisionmakingto estimate taxi times-can and tactical adjustments suchastemporary restrictions. Just how muchcurrent system (A-SMGCS).Thiscan account for where theaircraft isparked, taxi route length consideration data provided bytheadvanced surface movement guidance andcontrol predictability. Accuracy can beimproved ifthedeparture manager(DMAN)takes into help to reduce waitingtimeatrunwayholdingpoints,andimprove take-off time in accurate taxi timeforecasts androute planningderived from static data. Thiscan Pre-departure managementdelivers optimaltraffic flow totherunwayby factoring and introduce efficienciesrightfrom push-back. departures are carefully planned,SESARislooking at waysto enhance theprocess but contributes little to efficientfueluseand reducing noiseandemissions. While all A row ofaircraft linedupready to departmightdeliver maximumrunwayefficiency, by route planning and ED-87D EUROCAE standards ED-87C This solutionislinked to guidance andcontrol system the surface movement planning information from times calculated using benefit themost from taxi lengths can vary significantly Airports where taxi route
The solutionisavailable for industrialisation. to more accurate controller clearances. because thesequence offered bythesystem contributed terms oftarget take-off timeandtarget landingtime, times. Thetests resulted inincreased predictability in provided data ontarget push-back,taxi- andtake-off surface movement guidance andcontrol system also exceptionally busysingle-runway airport.Theadvanced accurate runwaysequence hasbeenvalidated atan The concept ofcoupling AMAN-DMANto produce an coordination between controllers. in increased predictability, whichleads to highcapacity andless fuelburn,andbetter and facilitates long-range planningsuchasextended arrival management.Itresults and departure demand.The solutionisanenabler for accurate runwaysequencing the operators orprovided byanoptimisationalgorithmwhichtakes account ofarrival departure pattern for definedperiods.Thesuccessive pattern mightbechosenby runway (orfor dependentrunways)are integrated bysettingupafixed arrival- runway ismanagedbyarrival metering. Arrival anddeparture flows to thesame is managedbythepre-departure sequencingplanningtool, while arrival flow to the takes account ofbotharriving anddepartingaircraft. Departure flow to therunway (DMAN) tools, anoptimisationalgorithmcan calculate theidealtraffic flow that By integrating theactivitiesofarrival manager(AMAN)andthedeparture manager arrival sequence thatcan lead to more predictable airport operations. approach andtower controllers results inmore accurate information aboutthe or ondependentrunways.Improving coordination between en-route controllers, efficiency, especially ifarrivals anddepartures are handled onthesamerunway, Knowing exactly whenanaircraft isdueto arrive hasadirect impactonairport and departure management Flow-based integration ofarrival HORIZON EXTENDING THEPLANNING runway patterns the abilityto inputmultiple information sharingand the integrated sequence, positive feedback about Controllers delivered
High-performing airport operations #54/Release 4 SJU references: ¡ ¡ BENEFITS ¡ ¡ Reduced fuelburn runway throughput resulting inincreased predictability Increased
STAKEHOLDERS 37 ANSP NM AU AO ANSP NM AU AO ¡ ¡ BENEFITS #71/Release 3 SJU references: 38 ¡ ¡ economies support for regional accessibility to and Increased efficiency Increased cost SESAR Solutions Catalogue
STAKEHOLDERS ATC andAFISservice inasingle low-density FOR SMALLAIRPORTS REMOTE TOWER SERVICES implementing similartechnology. Authority in2014,andtwo more regional airportsare The facility wasfully certified bytheSwedish Aviation remotely from Sundsvall centre over 150kmaway. first remotely operated tower atÖrnsköldsvik, controlled validation results prompted Sweden to buildtheworld’s The solutionisavailable for industrialisation. Conclusive also supportsdevelopment ofregional economies. operational hours withlower overall staffing costs. It enhanced visualtools. Theconcept supportsextended and degraded conditions andcontrollers welcomed the location. Asaresult, safety wasmaintained innormal functionalities to provide advisoryservices to aremote controllers used highresolution imageryandenhanced by theoperational controllers inthereal tower), in thevalidation ‘shadowing’ theinstructions given shadow-mode trials(i.e.thecontrollers participating In aseriesofreal-time simulations andpassive remote facility can provide services whichmaynotbeavailable onsite around theclock. and departures. Withaccess to arange ofvisual,audio,andmeteorological data, the aerodrome flightinformation services (AFIS)orairtraffic control services forarrivals relayed backto aremote control centre where aqualifiedoperator isonhand to provide monitor activitysuchasrunwayoccupancy, weather, andvisibilityinreal time.Data is By installing sensors (mainly videocameras) around theairfield,operator can as well asnon-towered ones. offer themeansto provide airtraffic services ina cost-efficient way tosuchairports, afford to operate acontrol tower around theclock. SESAR’s remote tower services Small orlocal airportsare alife-line for alocal economy, however they cannot always position (CWP) aerodrome from aremote controller working ICAO rules requirements asexisting the sameservice delivery and approval isbasedon those for real operations WG-100) currently match (addressed byEUROCAE remote tower services Operational standards for centre over 150kmaway remotely from Sundsvall Örnsköldsvik, controlled tower wasopenedat first remotely-operated In 2014,theworld’s
The SESARSolutionisavailable for industrialisation. more than oneairport. but controllers willhave theoptionto cross-train for night. Single airportoperations willapply ineachcase, area, even duringadverse weather conditions andat provided enhanced views oftheairfieldand terminal controllers adetailed view oftheairfield.The tests camera system aswell asinfrared technology to give Shadow-mode exercises usedavideo-basedpanorama checked to deliver additional safety features. visual alerts, track labelsaddedto flight targets, andhotspots regularly camera- ATS services. Thetower-like environment attheremote facility can beenhanced with tilt-zoom functionsdeliver thelevel ofdetail andaccuracy required to safely provide considered inthescope ofthissolution;while day/nightcameras, infrared, andpan- sensors. Sophisticated camera equipment,somesourced from themilitary sector, are Tests have demonstrated thesolution’s feasibility usingdifferent technology and communications, lighting,flightdata, andmeteorological information. In addition,thecontrollers have access to allthenecessary remote controls, including additional sources andenhanced through technology for useinallvisibilityconditions. found inthetower. Thevisualreproduction can alsobeoverlaid withinformation from reproduced ataremote facility where controllers can access alltheinformation usually and supportcosts. Theout-of-the-window view from thetower can becaptured and improve service continuity withthe option to extend hours ofservice, andshare training Providing airtraffic control services from a remote location can spread staffing costs, at smallairports,andisundertest atmedium-sizedairports. and staff conventional tower facilities andservices. Thesolutionisalready deployed enhance safety andefficiencyatairportswhere itis too expensive to build,maintain to cover therunningcosts. SESAR’s remote tower services offer thepossibility to medium-sized airportcan become too costly ifthenumberofflightsisinsufficient Conventional control towers are expensive to operate andmaintain, andeven ata for mediumtraffic volumes Single remote tower operations BENEFIT MEDIUM-SIZEDAIRPORTS REMOTE TOWER SERVICES WG-100 addressed byEUROCAE on remote towers is The standardisation work of airports tower services to anumber centre providing single by meansofaremote tower operational staff resources an efficientway to deploy Single remote towers offer
High-performing airport operations #12/Release 5 SJU references: ¡ BENEFITS ¡ efficiency Increased cost
STAKEHOLDERS 39 ANSP NM AU AO ANSP NM AU AO #52/Release 4 SJU references: 40 ¡ BENEFITS ¡ cost efficiency technology-related Operational and SESAR Solutions Catalogue
STAKEHOLDERS Remote tower for two low‑density aerodromes AIRPORTS, REMOTELY MANAGING MULTIPLE SMALL 2017. to five smallairportsfrom one central facility atBodøin plans to deliver aeronautical flightinformation services This solutionisavailable for industrialisation. Norway air traffic services to multiple airports. identified a core setoffunctionalitiesneeded to deliver information ondisplay, andSESARpartners have and software tools thatsignificantly enhance thevisual onsite mannedtower, thecontroller hasaccess to data from supplementary sensors remotely, andallowed thecontroller to switch seamlessly between thetwo. Like an view andworking positionthatsupported two low-traffic densityairports located In SESARvalidations, acontrol facility provided controllers withanout-of-the-window surveillance sources to identifyandtrack targets. controller wantsto seeinreal time.Videocamera data can beintegrated withexisting cameras, Infrared, andpan-tilt-zoomcameras to deliver theinformation the The concept draws onarange ofadvanced technology, includinghigh-definition continuity andmaintaining safety atthesametime. efficient and cost-effective deployment ofoperational resources, improving service maintaining, andstaffing a conventional tower isunaffordable. Itpromises more The solutionoffers new possibilities for smallorlocal airportswhere building, airports from asingle location. remotely, SESARvalidated thefeasibility ofproviding simultaneous services to two Having proved controllers can provide airtraffic control services to anairport by EUROCAE WG-100 remote towers isaddressed The standardisation work on performance targets SESAR cost-efficiency airports contribute to Multiple remotely controlled The SESARSolutionisavailable for industrialisation. performance. controller workload, situationalawareness, andhuman can beaccessed bycontrollers. They alsolooked at of anout-of-the-window view, andwhatinformation what level of service can beprovided intheabsence switch from theprimarytower to thecontingency facility, exercises assessed thetransition timenecessary to contingency services atmedium-sizedairports.The examine exactly how aremote tower facility can provide Shadow-mode exercises have beencarried outto flights operating to andfrom theairportaffected. Most importantly, itcan maintain safe flightoperations, withminimumdisruption to the possible, andcan feature additionalinformation feeds to enhance thedata available. onsite. Itcan provide airtraffic control services asclose to full-operating capacity as A remote facility offers acost-efficient alternative to buildingnew infrastructure more resilience andahigherefficiencyindegraded situations. into play, andaddresses issues includingaccessibility, training andsecurityto deliver should theprimarytower becompromised. Thissolutionbringsadditionaltechnology completion atBudapest. They provide operational resilience andsafety assurance Contingency towers are notnew, andalready operate atLondon,Brussels, andnear- contingency situationsfor airports. disruption inanemergency? Thisquestion hasbeenaddressed bySESAR looking at Security alerts can shutdown control towers. How doestheairportensure minimum for contingency situationsataerodromes Remotely-provided airtraffic services PROVIDING BACKUP REMOTELY WG-100 addressed byEUROCAE on remote towers is The standardisation work to maintain cost-efficient, andeasier off-site ismore Building infrastructure for medium-sizedairports operational resilience deliver increased Contingency towers High-performing airport operations
#13/ Release 5 SJU references: ¡ ¡ BENEFITS ¡ ¡ situations in degraded Improved resilience efficiency Increased cost
STAKEHOLDERS 41 ANSP NM AU AO ANSP NM AU AO #61/ Release 1 SJU references: 42 ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ management configuration and Better runway capacity Increased network traffic predictability improvement in Significant SESAR Solutions Catalogue
STAKEHOLDERS A low-cost andsimple departure data entry TO THENETWORK LINKING SMALLAIRPORTS locations, inparticulartheUK. This solutionisavailable for industrialisation. The solutionhasbeendeployed inseveral controller working position. on safety, andcould beeasily accommodated bythe access to the ADDEP. Theextra paneldidnotimpact this dropped to less than10%whencontrollers had with estimated times(often sethours inadvance), and Previously, over 40%oftake-off timeswere atvariance times whencompared withoperations withoutthepanel. the solutionimproved accuracy ofestimated take-off The validation activitiesshowed thattheapplication of Network Manager. messages whichcould beusedto update thelocal flow management centre andthe back clearance, taxi andcleared for take-off. ThisADDEPthengenerated departure tested astandalone panelwhichthecontrollers usedto inputdata suchaspush- as well asthetower andtheNetwork Manager. Trials carried outatasmallairport the airtraffic managementnetwork, between the tower andapproach controllers, cost solutionto compute andshare aircraft electronic pre-departure data across The useofasimple airportdeparture data entrypanel(ADDEP)provides alow- airports to thewidernetwork. air traffic from theseairports.SESARhasdeveloped affordable ways to linkthese traffic managementnetwork isoften limited and leads to alackofpredictability of and voice communications. Asaresult, theintegration oftheseairportsinto theair with electronic flightdata processing systems (eFDPs) but rely onpaperflight strips Many airportsinEurope, particularly regional andsmallairports,are notequipped panel for theairportcontroller working position provision for thetower arrivals anddepartures services, suchascombined adapted to provide other application, itcan be installed anADDEP Once anairporthas
planned aspartoftheEuropean Commission’s Pilot Common Project. The fullsolutionisnow available for industrialisation andsynchronised deployment is In 2014,LondonHeathrow and Paris Charles deGaulle partially implemented thesolution. environment byintegrating data related to passenger milestones intheAOP. management. Finally, alive trialtook place to integrate landside operations withtheairside as well asshadow-mode exercises were usedto validate airport performance monitoring and sharing inorder to optimisetheuseofairportcapacity and resources. Real-timesimulations SESAR validations looked indetail atinformation requirements, alerts andinformation awareness ofATM stakeholders through thesharingofreal-time information. resilient to disruptionsbyenhancingthecommon situational timeframe. Ultimately theAOP andAPOCmake airportsmore goals andto monitor theperformance duringtheexecution are provided bythissolution:to establish appropriate performance share information withthewidernetwork. Two principalservices maintain airportperformance inalloperating conditions, andto The aimwiththissolutionisto provide processes andtools to the planningactivitiesto includeairtraffic demandandimproved target time coordination. and usedto manageresources andcoordinate operations. Integration withtheNOPextends update theirintentions, oraccurate flight progress information is received, the AOP is refined is continuously monitored, withchangesbeingmadeto theAOP asrequired. Asstakeholders collaboration between stakeholders. Thealignmentbetween plannedandexecuted operations Daily airportoperations are managedbytheAPOC,which can beaphysical facility oravirtual mitigates theimpactofanydeviations thatmayoccur. against specificperformance targets, theairportmonitors theprogress oftheplanand air traffic control, security, emergency services, meteorology andairportmanagement.Set The AOP relies oninformation from different players includingairlines,ground handlers, The AOP isasingle, common andcollaboratively-agreed rolling planfor anindividualairport. and theairportoperations centre (APOC). operations inacollaborative andproactive way, through theairportoperations plan(AOP) (NOP), sowhynotairports?SESARisintroducing theadditionalmeansto manageairport as awhole. Thenetwork operates according to apre-defined network operations plan They can alsoactasbottlenecks ofthenetwork andneedto beintegrated into thesystem Airports are thenodesofairspace network, linkingflights for seamless traffic flow. integration withthenetwork operations plan(NOP) Airport operations plan(AOP) anditsseamless OF THENETWORK AIRPORTS ARETHENODES Airport CDMmanual Eurocontrol’s the revision of contributed to This solution High-performing airport operations
#21/ Release 5 SJU references: ¡ ¡ BENEFITS ¡ ¡ degraded situations capacity reduction in resilience/limiting Improved airport predictability Enhanced
STAKEHOLDERS 43 ANSP NM AU AO ANSP NM AU AO #116/Release 5 SJU references: 44 ¡ ¡ BENEFITS ¡ ¡ predictability Increased de-icing operations awareness ofaircraft Improved situational SESAR Solutions Catalogue
STAKEHOLDERS This solution is available for industrialisation. by coordinators, managingthede-icingofaircraft. produces information intheform of timestamps for use (AODB), thetool subscribesto flightinformation and tool. Withtheinvolvement of airportoperations data base (ATV) through theintroduction ofade-icingmanagement operations onthepredictability oftheairtransit view to analyse theimpactofaplanningphasefor de-icing late 2015andearly 2016.Thefocus oftheexercises was took place inHelsinki,Oslo andStockholm airports during The tool wasvalidated duringaseriesof exercises, which • • • browser-based tool thataddresses three distinct procedures for de-icing: The DIMTallows for theschedulingandmonitoring ofde-icingoperations. Itisan internet recovery procedures, butrather apartofnormaloperations inthewinter period. by theA-CDMconcept as‘adverse conditions’, i.e.astate thatisinneedofcollaborative departure. Thesolutionenvisagesthatde-icingoperations are nolonger characterised icing activitiesandneedingto make theirown estimates ofwhenaircraft are ready for that airtraffic controllers no longer need to work withoutsituationalawareness ofde- departure, whichiscurrently calculated bypredetermined estimates. Thesolutionmeans going to take place, how long itwilltake andwhentheaircraft willbeready to taxi for The solutionincreases theaccuracy ofinformation related to whentheprocedure is meteorological service providers andinvolving therelevant airportstakeholders. of aircraft de-icingoperations atEuropean airportsbytaking data inputsfrom management tool (DMIT)refers to asystem capable ofimproving thepredictability place between anairlineandaspecialisedground handlingagent.TheSESARde-icing de-icing fluids to aircraft atmost airportsisprimarily abusiness process that takes during thistimede-icingservices maybeneeded. Theprocedure ofapplying required The winter seasonatEuropean airportscan last from afew daysto manymonthsand De-icing managementtool OPERATIONS FORECASTING FOR DE-ICING IMPROVED WINTERWEATHER After-push de-icing,whichoccurs after theaircraft has On-stand de-icing,whichoccurs just before theaircraft Remote de-icing,whichoccurs ataspecific location ontheairportawayfrom the taxiing after de-icing. taxiing after de-icing. pushed backfrom thestand andispositioned to start leaves itsstand; and parking stand; other airportactors situational awareness for and increasing common de-icing milestone information both improving thequalityof these to theA-CDMplatform, time stamps andpublishes end ofde-icingTime(EEZT) time (ECZT)andestimated commencement ofde-icing de-icing time(EDIT),estimated The DIMTproduces estimated not handled bythetool any adhocsituationsthatare user interface to account for the sequence through theDIMT the de-icingagentcan refine The de-icingcoordinator and Advanced air traffic services ANSP NM AU AO #05/Release 4 SJU references: 46 ¡ ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ ¡ quality ofservice Improved safety and provision air navigationservice Efficiency in terms of emissions fuel burnand efficiency by reducing Improved operational holding times efficiency by reducing Improved operational SESAR Solutions Catalogue
STAKEHOLDERS Extended arrival management(AMAN)horizon TO HISTORY ASSIGNING HOLDINGSTACKS Common Project. deployed across Europe inaccordance withthePilot used atLondonHeathrow, thesolution isdueto be This solutionisavailable for industrialisation. Already extended upto 200nautical miles (NM)from theairport. SESAR partners have shown thatE-AMANcan be system-wide information management(SWIM)service. time. Allpartiesshare thesameinformation usinga management information withupstream sectors inreal E-AMAN issupported bysharingtheairport’s arrival consumption. reducing theneedfor holdinganddecreasing fuel along thedescent oreven before top-of-descent, thus example, instructing pilots to adjust theaircraft speed an earlierpre-sequencing ofaircraft. Controllers implement thoseadvisoriesby, for even adifferent functionalairspace block (FAB), obtain system advisoriesto support Controllers intheupstream sectors, whichmaybeinadifferent control centre or the airportto furtherupstream andsoallowing more smoothtraffic management. than iscurrently thecase, byextending theAMANhorizonfrom theairspace close to Extended-AMAN (E-AMAN)allows for thesequencingofarrival traffic muchearlier more before touchdown cutsdown holdingtime,reduces noiseandsaves fuel. and reduce theneedfor holding.Planningarrivals into abusyairportanhour or Faced withincreasing traffic, airportsare looking for ways to overcome congestion Today, arrivingtraffic ismanagedandsequenced intheairspace close to theairport. SWIM Service) coordination service (AMAN horizon AMANupstream covering theextended the EUROCAE standard This solutionisrelated to dioxide annually 4,700 tonnes ofcarbon and areduction ofover 2.9 million infuelsavings and savingairlinesEUR reducing noiseemissions stacks byoneminute, holding timesinitsarrival London-Heathrow hascut Norway andtheCanaryIslands. is already providing more efficientarrival streams into Ireland’s DublinAirport,Oslo in demonstrated theapplication ofpointmerge procedures incomplex TMAs.Point merge This solutionisavailable for industrialisation. SESAR validation activities successfully efficiency and reducing emissions. maintaining orimproving safety, airnavigationprovision airspace capacity inmore complex environments, while Live trialshave demonstrated thepotential to increase point. equipped aircraft can still bevectored to thefinalapproach height changes–consuming less fuel,while nonP-RNAV descent approach (CDA) path-rather thanstepped route andthe distance to go.Thepilot can flya continuous on theflightdeckwith regard to theanticipated tactical the pilot. Fewer radar vectors alsomeansless uncertainty controllers to use,andrequires fewer radio exchanges with simplicity ofpointmerge meansthatitisintuitive for the on board modernaircraft, enablingthemto flyprecise pathwaysinthesky. The sequence. Theprocedure takes advantage ofprecision navigationtechnology (P-RNAV) from where thetimingoftheirturn towards themerge pointdetermines thelanding At theextremity oftheterminal airspace, arrivingaircraft are vectored along anarc efficient approach pathdown to therunway. arrivals atanearlierstage, while pilots receive fewer interventions socan flyamore reach asingle entrypoint. For abusyterminal area controllers can start to sequence approach point,aircraft can beguidedalong shorter orlonger distances inorder to The concept issimple. Bydesigningstandard sequencinglegs aheadofthefinal independently withoutriskofconflict, anddelivers more predictable arrival times. down to thefinalapproach path.Itallows departure andarrival streams to operate The pointmerge route structure provides amore efficientway to vector aircraft Point merge incomplex terminal airspace AND PREDICTABILTY IMPROVING ARRIVAL EFFICIENCY terminal airspace require redesign ofthe aircraft, however does changes onboard the Point merge requires no multiple airports can beappliedto standardisation, which of structure and provide ahighdegree Point merge systems Advanced airtraffic services #107/Release 2 SJU references: ¡ ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ ¡ emissions consumption and Reduced fuel provision navigation service Improved air levels Improved safety the terminal airspace Increased capacity in
STAKEHOLDERS 47 ANSP NM AU AO ANSP NM AU AO #108/Release 2 SJU references: 48 ¡ ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ ¡ Reduced noiseimpact Enhanced safety procedures more standardised the application of awareness through situational Improved pilot of humanresources Better management SESAR Solutions Catalogue
STAKEHOLDERS TERMINAL AREA PATTERNS INTHEEXTENDED ELIMINATING HOLDING de Gaulle. has beenputinto operation inseveral large European airportssuchasParis Charles This solutionisavailable for industrialisation. Following SESAR validations, thesolution capability to operate withinthesameairspace. different PBNcapabilities, which allows amixed navigation merge point.Thepointmerge legs can beflown with descent operations from thepointmerge legs to the Airspace users have theopportunityto fly continuous reducing noiseemissions atlower altitudes. tended to beabsorbedintheextended terminal area, before aircraft reached terminal airspace, anddelays flow. There wasbetter adherence to AMANadvisories communications andexperienced amore orderly traffic concept. Controllers commented onthereduction inradio Flight trialshave demonstrated theworkability ofthe manoeuvre whichispredictable andrepeatable. tasks. Theflightcrew’s task isalsosimplifiedbytheuseofthis standardised to perform inthepointmerge leg isalways thesame,whichsimplifies controller’s conventional traffic streams whichare individually vectored, theturnaircraft needs will instruct thenext aircraft ontheleg to turndirect to themerge point.Unlike constant. Whenthespacingwithpreceding aircraft isattained, thecontroller in alevel-off lateral holdingsituationwhere thedistance to themerge pointremains based navigation(PBN)routes referred to aspointmerge legs, where they flybriefly entering holdingpatterns, aircraft intheextended terminal area enter performance- tool that provides sequencingsupportbasedontrajectory prediction. Ratherthan The solutioniscomposed ofapointmerge system coupled withanarrival management avoid unnecessary holding. which can significantly improve capacity indenseand complex terminal airspace, and both interms ofaircraft efficiencyandairportoperations. Itisthispredictability optimising arrival streams contributes to theoverall arrival managementprocess manager (AMAN)to establish amore predictable arrival sequence. Integrating and traffic. SESARhasdeveloped pointmerge for thisenvironment to enable thearrival airspace, itcan beappliedto theextended terminal airspace area for pre-sequencing Point merge notonly delivers amore efficientarrival route structure inthe terminal Arrival management (AMAN)andpointmerge during peakhours over 300hourly movements en-route airspace handling hourly movements and airspace handlingover 100 Applicable for terminal operations continuous descent as atechnique to support Upgrades andisreferenced ICAO Aviation System Block Point merge isoneofthe This SESARsolutionisready for industrialisation. traffic before andafter theflighttrials. under thearrival pathsto test thenoiseimpactof data iscollected usingaseriesofnoisestations placed depending onthecharacteristics ofthelocal area. This which allows theconcentration ordispersion oftraffic by thenoiseusingRNAV trajectory capabilities, allows better control ofthegeographical area impacted the vector to pointmerge procedure. Thesolutionalso near theairportwere reduced withtheintroduction of Results showed thatnoiselevels for inhabitants living merge pointprocedure. Thisresults inhigherprofiles inthevicinityofairport. the merge point,while fewer level-offs are required earlierduringthevectoring to path. Inthisprocedure, controllers donotneedto issue anylevel-off clearances after completed bythemerge point,from there pilots could follow anunconstrained descent intercept theinstrument landingsystem (ILS).Since allsequencingprocedures were point from where they followed asingle airnavigationtrajectory (RNAV) procedure to During thevalidation ofthesolution,aircraft were vectored to acommon merge a lower altitudeandinasmallvery constrained airspace. has extended thesolutionsoitcan be appliedto high-density traffic environments at their impactonairportcapacity. Bycombining itwithpointmerge techniques, SESAR (CDOs) have beenrestricted to low andmediumtraffic densityenvironments due to a conventional stepped approach. Upuntilnow, thesecontinuous descent operations noise levels byfollowing asmoothdescent down to therunwaythreshold rather than Aircraft engines have become quieter but an aircraft’s flight path can also help reduce using pointmerge Continuous descent operations (CDO) AND MOREEFFICIENT SMOOTHER, QUIETER,
standards as various avionicssensor PANS OPS(8168),aswell ILS standards andICAO’s (Doc 9613),EUROCAE to the ICAO PBNManual This solutionislinked the airport emissions inthevicinityof noise impactandlower paths resulting inless to fly higherapproach trials allowed aircraft Simulations andlive flight in complex airspace Making CDOspossible
Advanced airtraffic services
#11/Release 5 SJU references: ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ Noise reduction communities their neighbouring impact ofairportson environmental Reduced and emissions Reduced fuelburn
STAKEHOLDERS 49 ANSP NM AU AO ANSP NM AU AO #62/Release 1 SJU references: 50 ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ provision navigation service Improved air and emissions Reduced fuelburn precision thanks to better Enhanced safety SESAR Solutions Catalogue
STAKEHOLDERS Precision area navigation(P-RNAV) ROUTES FLYING MOREEFFICIENT accordance withthePilot Common Project. including Madrid.Thesolution isto bedeployed in The solutionisalready implementedin several airports, descent profiles. de-confliction of routes thatenable better climb and flexibility inairspace design,whichallows strategic environmental impactasaresult oftheincreased offer thepossibility ofreducing fuelconsumption and Europe, where theintroduction ofP-RNAV procedures density terminal airspace encountered elsewhere in The validation site usedisrepresentative ofmanyhigh- structure. path-stretching possibilities offered bythenew route reduction ofairborneholdingtimeenabled bythe integrated withconventional routes, resulting in a existing arrival streams. P-RNAV procedures were the new approach pathswere introduced to reduce congestion experienced with SESAR partners carried outreal-time simulationsofP-RNAV implementation, where inbound aircraft. inbound andoutboundtraffic, heavily populated areas, and can reduce track miles for also supportscurved approach pathswhichcan avoid complex interaction between departures inplace oftraditional stepped flightprofiles issued bya controller. P-RNAV P-RNAV supportsmore efficient continuous descent approaches and continuous climb optimised flightpaths. organisation oftheairspace allowing theaircraft’s on-board navigationsystem to fly Introducing precision area navigation(P-RNAV) procedures improves thedesignand approach paths,whichcan release capacity, reduce holdingandcutemissions. useful inbusyterminal airspace, where theincreased accuracy allows more on populated areas andeasingbottlenecks. This navigationcapability isespecially have thecapability to follow very flexible routes, for example reducing noiseimpact Equipped to fly to within an accuracy ofonenautical mile (NM),modernaircraft in acomplex terminal airspace standards as various avionicssensor PANS OPS(8168),aswell ILS standards andICAO’s (Doc 9613),EUROCAE to the ICAO PBNManual This solutionislinked operations descent andclimb consumption continuous enable smooth,low fuel route de-confliction, which possibilities for strategic as they allow increased fuel burnandemissions deliver reductions in P-RNAV procedures can
The solutionisavailable for industrialisation. less advanced navigationcapabilities. where they cannot necessarily beplaced today using enhanced track keeping intheturn-to place routes terminal airspace alsomakes itpossible -dueto turn performance inherent inA-RNPen-route and routes, inthemost convenient place. Thepredictable being able to place flightpaths,arrival anddeparture flexibility ofairspace design.Thisallows, for example, traffic managementsystem, asa result ofthegreater potential to increase theoverall efficiencyoftheair One ofthemainbenefitsprovided byA-RNPisthe radius transition (FRT)andtactical parallel offset(TPO). (A-RNP) routes supportprecise flightprofiles suchasspaced parallel routes, fixed (NM) inen-route sectors andasclose asfive NMin terminal airspace. Advanced RNP together. NominalRNP1routes can bedesignedasclose asseven nautical miles aircraft andthisgreater confidence translates into beingable to place routes closer controllers can have greater confidence inthetrack-keeping performance ofthe flight pathwhetherflyinga straight legoraturn.In practical terms,thismeansthat procedures can berelied onto stay withinonemile oneitherside ofthenominal and alerting to continually checkconformance. Aircraft flyingadvanced A-RNP Aircraft withRNPspecifications are equippedwithon-board performance monitoring thanks to advanced RNPbelow flight level 310. aircraft. Thissolutionsupportsconnectivity between free route airspace andTMAs performance provided byrequired navigationperformance (RNP)onboard modern possible thanksto theprecision inairbornenavigationusing theimproved navigation New possibilities inadvanced airspace designsolutionsandoptionsare now required navigationperformance (RNP) Optimised route network usingadvanced AIRSPACE DESIGNING MOREEFFICIENT 9613) edition 4and5(Doc navigation (PBN)manual ICAO’s performance-based This solutionislinked to aircraft behaviour results inmore predictable performance monitoring A-RNP withon-board Advanced airtraffic services #10/Release 5 SJU references: ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ provision navigation service Improved air emissions fuel burnand efficiency by reducing Improved operational Enhanced safety
STAKEHOLDERS 51 ANSP NM AU AO ANSP NM AU AO #09/Release 5 SJU references: 52 ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ Enhanced safety throughput (GBAS) Increased runway efficiency Improved fuel SESAR Solutions Catalogue
STAKEHOLDERS Enhanced terminal operations withRNP AND DEPARTURES FLEXIBLE ARRIVALS the Pilot Common Project. to beimplemented across Europe inaccordance with This solutionisavailable for industrialisation andis due pilots. impact onthesituationalawareness ofcontrollers and operational feasibility oftheprocedure, includingits wake encounter. Theexercise setsoutto confirm the touchdown zonesontherunwayto reduce theriskof angles for two arrivingaircraft aimingatdifferent procedures basedontheuseofdifferent glidepath Flight trialswere carried outto validate new arrival system (GBAS)landingsystems (GLS),usingconstellations suchasGalileo. GBAS-equipped airportsthey mayalsobeprovided bynew ground-based augmentation final approach path.Final approach guidance maybeprovided by existing ILS,but for by supportingthedesignofnew procedures thatconnect theroute structure to the and departure procedures. SESARhasworked ontheintroduction oftheseturns trajectory, known asradius-to-fix (RF),whichsomeairportsare adding to theirarrival Modern flightmanagementsystems have theability to flya repeatable curved low-minima of200ftandbelow. track miles, andaddnew flightpaths,while alsoachieving ILSlandingguidance to approach paths,for example to avoid noiseemissions over populated areas, reduce performance (RNP)withatransition to ILS/GLS.Thisallows aircraft to follow new refers to theuseofcurved procedures enabled byadvanced required navigation of thesatellite-based navigation capability onboard modern aircraft. Thissolution development ofmore flexible arrival anddeparture routes which take advantage The focus onefficient,green operations atEuropean airportshas led to the transition to ILS/GLS
(Doc 9613) edition 4and5 navigation (PBN)manual ICAO’s performance-based This solutionislinked to impact and reduce environmental all-weather operations, airports, helpto maintain improve access to busy Advanced RNPprocedures with thePilot CommonProject. procedures are plannedfor synchronised deployment across Europe inaccordance This solutionisavailable for industrialisation. Enhanced terminal operations withLPV saving fuelandemissions. for controllers andpilots, while reducing track miles, segments. Thenew transitions increased predictability by examining theimpactonbothground andair ways to introduce A-RNPtransition to LPVprocedures Several validation exercises focused onpreparing reduce track miles to cutfuelconsumption. making itpossible to designprocedures thatcontrol thenoiseimpactofairportor Advanced APVallows increased flexibility inplanningarrival pathsin terminal airspace, safely down to adecisionheightof200ftwhichisequivalent to ILSCatIminima. the threshold. From thatpoint,thesatellite-based guidance allows thepilot to descend leave theaircraft alignedwiththerunwayasclose asthree nautical miles (NM)before geometric descent guidance. Thetransitions mayincluderadius-to-fix (RF)turnsthat barometric descent guidance thatthentransition to theLPVapproach segmentwith smooth transition from RNParrival routes into RNPapproach flightpathswith SESAR’s advanced approach procedures withvertical guidance (APV)includethe SESAR supportswideruseofadvanced RNPto enhance terminal area operations. localiser performance withvertical guidance (LPV)to enhance terminal operations. This SESARsolutiondefines required navigationperformance (RNP)transitions to ground ILSequipmentmalfunction. systems (ILS),andcan beusedaspartofafall-back procedure incase ofairborneor supports additionalapproach pathswithouttheneedto addinstrument landing precise flightpathsindependently ofground-based infrastructure. The technology Satellite-based navigationsystems, includingGalileo, enable aircraft to follow with RNPtransition to LPV Enhanced terminal operations APPROACH TRANSITIONING TO FINAL Not for flightplanningpurposes
(Doc 9613) edition 4and5 navigation (PBN)manual ICAO’s performance-based This solutionislinked to Advanced airtraffic services #51/Release 4 SJU references: ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ Improved safety predictability Increased airport neighbouring the the communities noise impacton savings andreduced which result infuel landing procedures, route layouts and in thedesignofTMA Increased flexibility
STAKEHOLDERS 53 ANSP NM AU AO ANSP NM AU AO #103/Release 1 SJU references: 54 ¡ ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ ¡ Improved safety footprint Reduced noise in reduced fuelburn track miles, resulting profile and reduced Improved descent equipment to install ground without theneed weather conditions, to airportsinall Improved access SESAR Solutions Catalogue
STAKEHOLDERS Approach procedures withvertical guidance Common Project. for synchronised deployment inaccordance with thePilot The solutionisavailable for industrialisation andisdue airports, savingcosts. states to decommission ILSservices atsomeregional to risesharply. Thenew procedures have enabled some been publishedacross Europe, andthenumbercontinues By theendof2015,more than250LPVprocedures had using standard phraseology. of LPVprocedures, suchastheimportance ofdefiningand exercises provided valuable lessons learnt for thedesign or flightdiversions due to bad weather conditions. The also meansavoiding costs associated withairportclosure the LPVdescent profile. Usingsatellite-based technology aircraft flying longer downwind approaches while allowing theLPVaircraft to execute were able to safely integrate LPVaircraft flyingshortdownwind approaches withILS compared to thetraditional ILSapproach. Moreover, inlow traffic conditions controllers procedures allowed aircraft coming from adownwind inbound route saved track miles into the operational environment. Theexercises showed thattheimplementation ofLPV SESAR validation activitiesdemonstrated thatLPV approaches can besafely integrated equipment malfunction. the existing ILSandbeusedasafall-back procedure incase ofairborneorground ILS be usefuleitherto shorten theflightpath for certain traffic flows orsimply to overlay ILS-equipped onallrunways.For ILS-equipped runways,thenew approach designmay an ideallow-cost alternative to increase access to secondary airportsthatmaynotbe LPV procedures donotrequire anynew equipmentattheairportwhichmakes them European area andwascertified for safety oflife (SoL)service in2011. (EGNOS), thethree-satellite constellation thatimproves theprecision ofGNSS inthe (GNSS) signalsaugmented bytheEuropean geostationary navigationoverlay service performance withvertical guidance (LPV)approach usesglobal navigationsatellite system conventional instrument landingsystem (ILS)-down to a200ftdecisionheight.Alocaliser and safety atmanyairports.Anaircraft can flyinstrument approachesa similar to guidance withouttheneedfor ground-based navigationalaids,increasing accessibility Satellite-based technology, supported by constellations such as Galileo, provides approach PREPARING TO LAND OPS (8168) 20-27 andICAO’s PANS (Doc 9613),EASAAMC to theICAO PBNManual This solutionislinked procedures be maintained withLPV Airport landingrate can environment guidance into theairspace navigation withvertical of satellite-based ICAO supportsintegration
segregated from conventional fixed-wing operations. non-interfering (SNI)operations thatare procedurally procedures, where published,enablingsimultaneous dedicated point-in-space (PinS)arrival anddeparture These low-level IFRroutes can be directly linked to procedures. sensitive areas thanksto narrow and/orcurved low-level VFR flightsat very low altitudeandavoidance ofnoise- for theenvironment mayalsobeexpected dueto fewer weather resilience ofrotorcraft operations. Benefits network for rotorcraft can enhance flightsafety and The integration ofanoptimisedlow-level IFRroute procedurally separates rotorcraft andfixed-wing traffic. Provision oftheIFRroutes incontrolled airspace needed asaresult ofneighbouring procedures, airspace and/orterrain. designed to eitherRNP1or0.3dependingonthealtitudeanddegree ofprecision an optimiseduseoftheairspace withinmediumanddense/complex TMAs.Routes are designed to anenhanced required navigationperformance (RNP)standard thatallows (SBAS): theEuropean Geostationary NavigationOverlay Service (EGNOS). Routes are satellite systems (GNSS) usingtheEuropean satellite-based augmentation system ability of suitably-equipped rotorcraft to navigate very accurately using global navigation This SESARSolutionenables thedesignofIFRroutes atvery low level, basedonthe existing fixed-wing operations. enables theirsafe integration into controlled airspace withoutadversely affecting altogether. Theintroduction ofIFRprocedures specifically designed for rotorcraft under instrument flightrules (IFR)are often severely constrained or even prohibited visual flightrules (VFR)flightsinvisualmeteorological conditions(VMC).Flights controlled airspace andterminal manoeuvringareas (TMA)are often limited to their lower speedandvulnerability to badweather, rotorcraft operations inside Due to theirdifferent operational characteristics to fixed-wing aircraft, especially (IFR) routes for rotorcraft Optimised low-level instrument flightrules SURROUNDING AIRPORTS OPERATIONS INBUSY AIRSPACE ENABLING ROTORCRAFT
avionics sensorstandards (8168), aswell asvarious (Doc 9613)andPANS OPS to the ICAO PBNManual This solutionislinked TMA capacity but mayalsoincrease airspace insidetheTMA, and accessibility inthe only improve safety, equity routes for rotorcraft not Dedicated low-level IFR
Advanced airtraffic services
#113/Release 5 SJU references: ¡ ¡ ¡ BENEFITS ¡ ¡ ¡
Reduced noise rotorcraft operations and resilience of Increases safety TMAs for rotorcraft Increases access to
STAKEHOLDERS 55 ANSP NM AU AO ANSP NM AU AO ¡ ¡ ¡ ¡ BENEFITS #08/Release 5 SJU references: 56 ¡ ¡ ¡ ¡ Enhanced safety available capacity Better useof efficiency Improved fuel predictability Enhanced SESAR Solutions Catalogue
STAKEHOLDERS Arrival management into multiple airports INTO MULTIPLE AIRPORTS STREAMLINING TRAFFICFLOW The SESARSolutionisavailable for industrialisation. staffing requirements. The validation exercises alsoassess training and reduce theneedfor tactical interventions bycontrollers. spacing aircraft to optimisetraffic flow in order to time simulationslooked atconverging arrival streams, management tools to smoothqueues.Aseriesofreal- terminal airspace, where airportsalready usearrival The solutionoffers the most benefitinmore complicated deliver more fuel-efficientarrival streams. navigation service efficiency, inparticulartheuseof tactical voice communications, and is to establish anew multi-airportarrivals concept thatisexpected to increase air extended terminal area, reducing theneedfor subsequentradar-vectoring. Theaim imposing atime-to-lose (TTL)constraint, aircraft can besequenced efficiently inthe traffic flow in order to reduce theneed for tactical interventions by controllers. By This solutionlooks atconverging arrival streams, andspacingtheaircraft to optimise calculate themost efficientarrival streams. predicted departure timesandtheextended arrival managementhorizoninorder to based onbalancingthedemandandcapacity. TheCMANusesairportdata including management systems ofthedifferent airportsto develop optimumarrival streams, a centre manager(CMAN).Thesolutionoperates inconjunction withthearrival This SESARsolutioncoordinates traffic flows into multiple airportsbymeansof the most efficient routes in terminal airspace. than integrated nodesinawidernetwork. Asaresult, aircraft cannot always access today’s airtraffic management,airportsare considered asseparate entities rather must share thesurrounding airspace, orterminal manoeuvringarea. However, in Some airportsinEurope are located very close to oneanother, which meansthatthey serving multiple airports terminal environment demand inacomplex capacity to match predicted CMAN helpsto adjust controllers for tactical interventions by streams reduce theneed More predictable arrival This SESARSolutionisavailable for industrialisation. function. the useofrequired timeofarrival (RTA) airborne systems thatsupportflying to atime constraint through aircraft are already equippedwithflightmanagement medium-density andcomplex terminal airspace. Many SESAR validated how CTA operations can beappliedin conditions. the flightspeedaccording to aircraft typeandwind each aircraft’s flightmanagementsystem willoptimise are notable to evaluate themost fuel-efficient strategy for eachindividualaircraft, equipped withthisadvanced navigationcapability. While arrival managementsystems as partofthearrival managementprocess andrelays thisinformation to aircraft defined pointassociated withanarrival runway. The controller calculates the CTA allows anaircraft to self-manageitsspeedinorder to arrive ataspecifictime Controlled timeofarrival (CTA) isatimeconstraint definedbyairtraffic control that more predictable anddeliver more efficientoperations. aircraft withground-based system support,thearrival managementprocess can be for efficientdelayabsorption.By combining timemanagement capabilities onboard holding rather thanfuel-efficient strategies basedonen-route speedmanagement is predominantly ground-based andcan result inlate vectoring andunnecessary controller resources from anearly phaseintheapproach procedure. Theprocess Building anarrival sequence inmedium- andhigh-densityenvironments calls on density/medium-complexity environments Controlled timeofarrival (CTA) inmedium- ARRIVALS FOR MOREPRECISELY TIMED AIRBORNE SELFMANAGEMENT 228A, ED-229AandED-75D EUROCAE standards ED- This solutionislinked to their aircraft have already installed in on equipmentthatmany return for airspace users provides better investment airborne technologies More inclusive useof Advanced airtraffic services #06/Release 5 SJU references: ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ situational awareness Improved flightcrew predictability Enhanced flight efficiency per CTA Improved fuel
STAKEHOLDERS 57 ANSP NM AU AO ANSP NM AU AO ¡ ¡ ¡ BENEFITS #104/Release 1 SJU references: 58 ¡ ¡ ¡ airspace capacity Increased en-route sharing information andtask of traffic as well as Improved monitoring team operations management of Effective SESAR Solutions Catalogue
STAKEHOLDERS
air traffic organiser Sector team operations -en-route SUPPORTING TEAMWORK This solutionisready for industrialisation. route environment. methods. Thesolutioncan bringbenefits to anybusyen- more effectively usingthesupporttools andworking The solutionallows controllers to perform control tasks the controller withtask reminders atspecific locations. In addition,itprovides geographical markers to provide controller to identifypotential conflicts well inadvance. the predicted trajectory ofspecificflights toaidthe help thecontroller schedule tasks. Italsoextrapolates to a particular situation.Itprovides visualsaids to It shadesout–according to pre-determined criteria –flightswhichare not relevant or otherdisturbing agents.Thesolutiondoesanumberofthingsto helpthecontroller. based onproviding assistance to controllers particularly whenfaced withstress, fatigue that allows controllers to filter aircraft and extrapolate theirfuture positions.The tool is In thisframework, theSESARsolutionisamedium-term conflict detection (MTCD) tool on resolving conflicts between flights. assisting withdetecting andmonitoring tasks, freeing upmental resources to focus controllers. Itrecognised thatthere wasaneedto optimiseservice provision by air traffic organiser concept, to designelectronic decision-making tools to help The sustained traffic growth inthe 1980sprompted thelaunchofen-route in performing theirtasks effectiveness ofcontrollers potential for increasing the demonstrated areal SESAR validation results controllers planner andexecutive cooperation between sharing, andenhances information andtask The SESARtool improves
The solutionisavailable for industrialisation. control. boundaries are definedbetween planning and tactical This evolution willrequire developing thewayinwhich under theresponsibility ofasingle plannercontroller. two tactical controllers, to several tactical controllers the new team structure beyond oneplannersupporting A furtherphaseofsolutiondevelopment isextending levels. way andoperate efficiently at reasonably hightraffic levels, butanumberofsectors can becombined inthis not expected to beapplicable to allsectors atalltraffic of theplanninganddecision‑makingprocess. They are aforementioned solution,whichimprove theefficiency of enhancements to theplanningtools, suchasthe The new operating procedures are adirect result responsible for adifferent sector. proposes astructure whereby aplanner can supporttwo tactical controllers, each traffic control team – composed ofaplanner for each tactical controller –and more flexible. SESAR’s multi-sector planningsolution reconsiders theusualair such aswhat-iforlook-see functions,therole oftheplanningcontroller hasbecome and pre-tactical tasks. Withaccess to electronic flightdata, decision-making tools of theairtraffic control workforce innew ways,especially whenit comes to planning Advanced controller tools present anopportunityto look atmanagingtheresources Multi-sector planning RESOURCES EFFECTIVELY USING CONTROLLER high traffic levels efficiently at reasonably in thiswayandoperate sectors can becombined showed thatanumberof validation exercises traffic levels, theSESAR to allsectors atall expected to beapplicable While thesolutionisnot traffic required bythelevel of sectors are only splitwhen traffic control sectors while flexibility inmanningair improves efficiencyand Multi-sector planning Advanced airtraffic services #63/Release 2 SJU references: ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ human resources and deployment of flexibility insourcing efficiency due to Improved cost of humanresources Better distribution sharing Improved task
STAKEHOLDERS 59 ANSP NM AU AO
ANSP NM AU AO #27/Release 5 SJU references: 60 ¡ ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ ¡ efficiency Increased cost Improved capacity provision navigation service Optimised air Improved safety SESAR Solutions Catalogue
STAKEHOLDERS TOOLS WITH ADVANCED CONTROLLER KEEPING AHEADOFTRAFFIC This SESARsolution isavailable for industrialisation. tactical controllers, andhow thetools are integrated into thedecision-makingprocess. Ultimately, theSESARwork focused onthedistribution oftasks between plannerand environments suchasafree route environment. simulations assessing theoperational acceptability of automated tools inspecific This Solutionwasvalidated through aseriesofexercises includingseveral real-time en-route controllers insuchcoordination tools. productivity, increases thebenefitsofsuch services, andincrease the confidence ofthe this SESARSolutioncan optimiseairnavigationservice not cover alladherence deviations andpresent false alarms, not fully match with thetactical controller’s needsanddo Where existing tactical controller tools (FASTI baseline)do and usable for theplanningcontroller use developed for thetactical controller, butalsoavailable is basedoneffective clearances andspecificergonomics and conflict detection service down to flight level 100.Thisservice dedicated anddesignedfor thetactical controller witha Second, aconflict detection and resolution service fully climbing anddescending phaseto minimizefalse alerts. a new alert to take into account lateral deviation andtherate changemonitoring in planning controllers. Compared to theexisting MONA,thisSESARSolutionincludes First, anenhanced monitoring conformance service (MONA)for bothtactical and provision services: of innovative approaches thatprovide theen-route controller withtwo separation making andfewer tactical interventions bycontrollers. ThisSESARSolutionconsists Reliable andaccurate conflict detection and resolution services lead to better decision supporting development offunctionsto aidcapacity andsafety. European Skyperformance targets, whichaimto triple airspace capacity. SESARis Providing controllers withimproved coordination tools iskey to meetingSingle tools for en-route (CD&R) services andconformance monitoring Enhanced tactical conflict detection & resolution (STD 61,STD62) specifications linked to Eurocontrol This solutionis conflicts muchsooner to assess possible tools allow controllers New conflict detection deployed inaccordance withethePilot Common Project. The solutionisavailable for industrialisation andis being 12 %. fuel consumption hasseenemissions fall between 6 and minutes less flighttime-byparticipatingaircraft, while lower an average 7%reduction inflightdistance flown –or two offers more than250user-preferred routes andhasrecorded operations. TheMaastricht UpperArea Control centre now first step towards themore advanced concept offree route showed thematurityofsolutionwhich represents the air traffic service unitthat could beimplemented. They also The results served to identifyalist ofdirect routes withinone are integrated into thewidernetwork. validation activities,learning how to operate theconcept correctly, andhow theroutes aeronautical information services personnel. Several airlinesalsoparticipated inthe validation activitiesinvolved airtraffic controllers, planners, andsupervisors as well as trials whichthoroughly tested theprocedures atnight,onweekends andweekdays. The User-preferred routing validation istheresult ofanumber ofsimulationsandflight users. However, thissolutiondoesnottake into account cross-border direct routing. for thisoptionto mimicestablished direct route requests from operational airspace This solutionisseenasanearly iteration ofthefree route concept dueto thepotential performance. consideration windspeedanddirection, turbulence, temperature, aircraft typeand operator’s flightplanningsystem to calculate themost efficient route takinginto ultimately aimsto introduce free route airspace across Europe. Thisenables the level, butSESARisintroducing far more radical changeatadesignlevel which terms oftimeandfuelconsumption. There are tactical refinements atanoperational Many aircraft currently follow fixed routes whichare notalways themost efficientin User-preferred routing THEIR ROUTE ALLOWING USERS TO CHOOSE 63/STD 64) (STD 61/STD62/STD specifications linked to Eurocontrol This solutionis concept free route airspace concept ofEuropean a step closer to the routing takes Europe User-preferred Advanced airtraffic services #65/Release 2 SJU references: ¡ ¡ ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ ¡ ¡ safety Maintained levels of and emissions Reduced fuelburn capacity increase provision, despite navigation service Maintained air reduced flight time flown distance and Reduced average air traffic service unit efficiency withinone Improved flight
STAKEHOLDERS 61 ANSP NM AU AO ANSP NM AU AO ¡ ¡ ¡ BENEFITS #32/Release 5 SJU references: 62 ¡ ¡ ¡ and emissions Reduced fuelburn efficiency Improved operational capacity Increased airspace SESAR Solutions Catalogue
STAKEHOLDERS Free route through theuseofdirect routing for CROSS-BORDER OPERATIONS MORE DIRECT ROUTESFOR the whole ofEurope’s upperairspace inaccordance withthePilot CommonProject. The SESARSolutionisavailable for industrialisation andisbeingimplemented across cross-border direct routing operations. activities to assess theoperational acceptability of flight planning.SESAR continues to support validation regional documentation andthenmadeavailable for Published direct routes are established withinlocal and routing operations. airspace attheregional scale supportstheuseofdirect systems from airspace users. Advanced flexible useof airspace changes,aswell asnew flightdata processing regions andnationalboundariesrequire appropriate The extension ofdirect routes across flightinformation network. without theneedfor theintermediate pointsto bepresent inthecurrent fixed-route preferred flightpathbyselecting adirect route - connecting publishedwaypoints- Direct routing allows airspace users the possibility to planaroute close to their national borders. flight planning route optionsonalarge scale, crossing flightinformation regionsand forward withrespect to the user-preferred routing solution.Itoffers more direct the most direct route between two points.ThisSESARSolutionrepresents astep Under thecurrent network structure, aircraft flyanaverage of20kmfurtherthan environments cross ACC/FIR borders andinhighcomplexity flights bothincruiseand vertically evolving in complexity environments in highandvery high cross-border operations particularly relevant for Direct routing is optimised flightpath network andfollow an with thefixed route are reduced incomparison Planned flightdistances low to mediumcomplexity environments cross ACC/FIR borders andwithinpermanently flights bothincruiseand vertically evolving in Free route through theuseoffree routing for The SESARSolutionisavailable for industrialisation. routing environment. operational issues related to military airspace zonesinafree work alsolooked atairspace complexity andconsidered what isrequired andacceptable andthelikely benefits.The dealing withfree routing anddirect routing traffic to assess routing. Theexercises compared service provision when simulations to assess theoperational acceptability offree The validation activitiesfor thissolutionincludedreal-time requirements. with individualoperator business needsandmilitary opportunities to optimisetheirrespective flights inline network. Indoingso,itprovides themwithsignificant without reference to afixed route orpublished direct route The solutionallows airspace users to plantrajectories, complexity environments. reference to afixed route network orpublisheddirect routes within low- to medium- flexibility. Thissolutionallows airspace users to planflight trajectories without advanced flexible useofairspace (AFUA)principles provide thenecessary airspace route according to theuser-definedsegmentswithinfree route airspace (FRA),where Free routing corresponds to theabilityofairspace userto planandre-plan a EUROPE-WIDE FREE ROUTING G C L C P C P O G O M C M E M G S M O G M U W M M L E M P S M P C N G O M L R M S E M A C U M G E M A L A M L E S E S C E U M I M C S N S L E B L C I R F M R D R E G T L E T E C L G F B P B X B L F F L F F L E F L M E S A M E G D Y L L E Y S I N M E E A O N K M Z E R O D D K B U U L I P L P I R R L L L E O K J S V L A M L A E V A M D S Z O L O M S L M I E B M P B L W Z L B H L B C Y L C A B A A E E L E E A H Y E L V K F V T R WS I R N T C R S L L R G B M B D L F L B G L S r U G R U e G U e
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n 2 s) ) 0 1 6 #33/Release 5 SJU references: ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ and emissions Reduced fuelburn efficiency Improved operational capacity Increased airspace
STAKEHOLDERS 63 ANSP NM AU AO ANSP NM AU AO ¡ ¡ ¡ BENEFITS #60/Release 1 SJU references: 64 ¡ ¡ ¡ complex operations especially during in safety offlight Significant increase are maintained and warningtimes genuine alert rate rate while maintained Reduced false alert terminal area route andinthe conflicts, bothen- Identification of SESAR Solutions Catalogue
STAKEHOLDERS Enhanced short-term conflict alert (STCA) FOR CONTROLLERS IMPROVING CONFLICT ALERT The solutionisavailable for industrialisation. 70 withtheintroduction ofadditionalfunctionalities. was shown to be reduced byafactor ofbetween 30and during alevel-off encounter between two trajectories controllers receiving unnecessary resolution advisories 15 % lower than theexisting system. Thelikelihood of instance: thefalse alert rate ofthenew system was for theidentification of conflicts between flights. For operational andsystem feasibility ofthe prototype Tests usingreal traffic data demonstrated the nuisance alerts whencompared against existing STCA technology. developed for theSTCA prototype led to more precise warningsandfewer false and on issues suchasconflict risksor resolution advisories.Theenhanced algorithms of genuinealerts. This isbeneficial for flightsafety, asithelps controllers focus and nuisance alerts compared to existing technologies, while maintaining thedetection Validation exercises looked atenhanced STCA solutionsto reduce thenumberoffalse turns, climbsanddescents. in order to account for lower separation minima,aswell asincreased frequency of Specific tuningisnecessary for STCA to beeffective especially inthe terminal airspace same timemakingsure thatreal conflicts triggeranappropriate andtimely warning. STCAs are challenging to develop since they must minimisefalse alerts, while atthe short-term conflicts. (STCA), asophisticated algorithmwhichusesthetrack data to warnagainst possible appropriate action. Avaluable safety netistheautomated short-term conflict alert alert, airtraffic controllers are expected to immediately assess thesituationand take surveillance data, they provide warningtimesofupto two minutes. Uponreceiving an Ground-based safety netsare anintegral partoftheATM system. Usingprimarily ATS for terminal manoeuvringareas (TMAs) false alarms minimum level ofnuisance/ and whatisaneffective must bealerted bySTCA relevant conflict which constitutes anoperationally on determining what significant influence circumstances have a Human factors andlocal
The solutionisavailable for industrialisation. downlink oftheselected altitude. to theanticipationofvertical evolution basedonthe environment aswell asterminal airspace, chieflydue improvements inalert warningtimewithintheen-route the STCA system increased. There wasalsoevidence of was maintained orincreased. Thus,controllers’ trust in reduction ofnuisance alerts, while relevant alert rate validation results confirmed thebenefitsin termsof en-route and terminal airspace environments. The STCA withdownlinked parameters wastested for both anticipation ofhow anaircraft willturn,andappliesparticularly in terminal airspace. instructions copied byadifferent aircraft. Thelatter -track angle rate –gives abetter controller-pilot misunderstandings inradio transmissions, suchasread backerrors or the manoeuvre. Thiscan detect anunsafe clearance given inerror bythecontroller, or the aircraft intends to climbordescend to acertain flight level even before itbegins selected flight level andtrack angle rate. The former prompts thesystem to checkif solution, two Mode-Sderived parameters were incorporated into theSTCA logic: Aircraft already transmit enhanced surveillance data usingModeS.InthisSESAR which to basewarningsignals. net withinformation down-linked from theaircraft provides more accurate data on potential conflicts between aircraft inthesameairspace. EnhancingtheSTCA safety Short-term conflict alerts (STCA) provide controllers withashort-term warningof with downlinked parameters Enhanced short-term conflict alerts (STCA) DETECTION TOOLS BETTER CONFLICT
alerts improved short-term conflict relevant contribution to flight level wasthemost confirming aircraft‑selected Downlinked information conflict alerts version ofshort-term compared to thecurrent downlinked parameters values withthe supportof significant highertrust Controllers reported Advanced airtraffic services #69/Release 3 SJU references: ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ situational awareness controller’s Increase of efficiency Improved operational between flights times ofconflicts improved warning false alert rates and through reduced Enhanced safety
STAKEHOLDERS 65 ANSP NM AU AO ANSP NM AU AO #105/Release 1 SJU references: 66 ¡ ¡ ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ ¡ ¡ advisories ingeneral time for resolution Shorter response are more consistent Resolution advisories provision navigation service Increased air and pilots traffic management less disturbing for air ACAS operations are maintained Safety levels are SESAR Solutions Catalogue
STAKEHOLDERS Enhanced airbornecollision avoidance system COLLISION ALERTS AUTOMATED AIRCRAFT The solutionisavailable for industrialisation. positively assessed. with airtraffic control operations hasalsobeen reducing distraction ontheflightdeck. Compatibility alerts are reduced, increasing faith inthesystem, while approach to theselected flight level, unnecessary By automatically reducing thevertical rate atthe The solutioncan bringsignificant operational benefits. system to improve protection against multiple alerts. It alsorecommends modifyingthecollision avoidance altitude capture rule to reduce unnecessary ACAS alerts. configuration. SESAR recommends implementing the reduced byafactor of30,andeven 70inoneparticular The likelihood ofreceiving aresolution advisorywas advisories triggered in1,000 ftlevel-off encounters. is very effective inreducing thenumberofresolution The validation showed thenew altitudecapture law modification, to seeifthenew lawimproved thecurrent situation. looked atsafety, pilot acceptance, compatibility withairtraffic control, andtrajectory a close-encounter course butwhere trajectories maytriggeraconflict alert. The tests collision, andaninday-to-day encounters, inwhichtheaircraft are notnecessarily on included testing aircraft inclose encounters, where there isanactualriskofmid-air of thenew altitudecapture rule compared withexisting operations. Thescenarios which ACAS isbeingoperated, anduseddifferent configurations to test theapplication SESAR partners conducted validation exercises thatreplicated theenvironment in reducing unnecessary resolution advisories. that automatically reduce thevertical rate attheapproach to theselected flight level, control operations more complex. ICAO hasrecommended new altitudecapture laws by anotheraircraft. Thiscan reduce thesystem’s safety benefitsandmake airtraffic correctly climbingordescending to acleared flight level close to the level occupied when acollision riskispredicted. Unnecessary alerts can becaused byaircraft Existing airbornecollision avoidance systems (ACAS) triggers resolution advisories (ACAS) operations usingtheautoflight system System coupled to TCAS) Guidance andControl for Automatic Flight EUROCAE ED-224(MASPS This solutionislinked to collision avoidance systems generated byairborne unnecessary alarms laws aimto reduce The new altitudecapture performed bypilots current manualresponse aircraft itself,instead ofthe automated response bythe The solutiontriggers asafe Optimised ATM network services ANSP NM AU AO #20/Release 5 SJU references: 68 ¡ ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ ¡ Enhanced safety optimised routes allowing for Improved planning predictability Enhanced network capacity Increased ATC SESAR Solutions Catalogue
STAKEHOLDERS Initial collaborative network operations plan IN REALTIME SHARING INFORMATION Europe inaccordance withthePilot CommonProject. The SESARSolutionisavailable for industrialisation. Thesolutionwillbedeployed across measures. - includingmeteorological forecasts -to improve tactical demandcapacity balancing exercises are alsovalidated theintegration ofweather information into thenetwork capacity management(ATFCM) measures (STAMs) onnetwork performance. The sharing environment for assessing theimpactofadvanced short-term airtraffic flow Meanwhile, aseriesofshadow-mode exercises evaluated theuseofinformation airspace users andtheNetwork Manager. interoperability requirements between air traffic control, in military airspace. Theexercises aimedto identifythe airspace users activate temporary airspace reservations automatically updatingcontroller displays when by assessing thesafety andtechnical feasibility of of NOP,andtheintegration AOP-NOP, specifically and benefitsof expanding the collaborative aspects Live trialsindifferent locations looked atthefeasibility performance monitoring. the meteorological status monitoring andthenetwork the airportoperations plan(AOP)-NOP integration, The SESARsolutionaddressed three mainaspects: allow shared operational real-time decisionmaking. uses system-wide information management(SWIM)to process, andassist decisionmakingandperformance monitoring. Theconcept also to deliver greater operational efficiency. Additionalautomation tools supportthe more data exchanges between theNetwork Managerandotherpartners inorder The SESARSolutionextends thecollaborative NOPinformation structure to enable and operational data andshows where anylikely pinchpointsmightoccur. Importantly, itconnects theairportswithrest ofthesystem byincludingcapacity and airportscan view thecurrent situationandcan coordinate theiractivities. air navigationservice providers, airlines,ground handlers, meteorological experts time abouttheairtraffic situationacross thewhole ofEurope. Through theNOP, The network operations plan(NOP)isasingle window showing information inreal (NOP) operational efficiency contribute to greater carried outinreal time and airtraffic control airports, airspace users the Network Manager, Data exchanges between decision‑making processes. and supportscollaborative information inreal time prepare andshare and stakeholders to the Network Manager The solutionenables
accordance withthePilot Common Project. This solutionisready for industrialisation andisdueto bedeployed across Europe in during busyperiods. and capacity imbalances and enabled controllers to handle more flightsper sector even to managethesesituationssafely. Theimproved situationalawareness avoided demand the airtraffic managementsystem wasbetter prepared addition, because thetools provided advanced warning, while thenumberofdelayed flights fell by5 %.In traffic capacity increased by 10 %duringpeakperiods, The validation ofdynamicsectorisation showed that result ofactionsatotherairports. unplanned events suchasbadweather orchangesasa data; local constraints suchasstaff availability; and data, includingactualflightdata as well asplanned several information sources. Theseincludedemand related staffing needs.The tool takes into account most suitable en-route sector configuration and the supervisorandflow manager to evaluate the support for dynamicsectorisation tool wasusedby During thevalidation activities,theautomated improved safety dueto early management ofconstraints, and fewer delays. staff resources accordingly. Theresult isbetter useofairspace andhumanresources, the supervisorto determine sector planningonthe dayofoperations andto manage airspace sectors to match capacity withevolving demand.Thesupporttool isusedby This SESARautomated solution considers thetraffic needs,andgroups orungroups help meetdemandatpeaktimes. congestion. Byadaptingairspace configurations, thislatent capacity can beused to can detect hightraffic density, butdonot–as yet –findalternative solutions toease few tools available today to take advantage ofthis.Airtraffic managementsystems Spare airspace capacity can become available even atpeaktraffic times,butthere are Automated supportfor dynamicsectorisation MANAGEMENT MORE EFFICIENTAIRSPACE controller work force to optimise useofthe configuration inorder making basedonsector support for decision The concept provides resources airspace andstaff better useofavailable sectorisation resulted in support for dynamic the tool for automated Shadow-mode trialsusing Optimised ATM network services #66/Release 2 SJU references: ¡ ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ ¡ efficiency Increased cost delays periods andflight Reduced saturation airspace both humanand available resources, due to better use of Increased capacity of supervisors situational awareness due to increased Improved safety
STAKEHOLDERS 69 ANSP NM AU AO ANSP NM AU AO #31/Release 5 SJU references: 70 ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ Improved safety reducing track miles trajectories, thereby Optimised capacity Increased airspace SESAR Solutions Catalogue
STAKEHOLDERS Variable profile military reserved areas and OF AIRSPACE ADVANCED FLEXIBLE USE in accordance withthe Pilot Common Project. The solutionisnow available for industrialisation andisbeingdeployed across Europe the systems space. concentrating onrefining thoseprocedures andfurtherdeveloping thefunctionalityof using basicprocedures andsystems withlimited functionality. SESAR’s work isnow SESAR hasvalidated theadvanced flexible useofairspace in terms of connectivity information for mission-planning purposes. series ofshadow-mode trialsvalidated thebenefitsofsharingandusingaeronautical requirements sothere isbetter exchange ofdata between thedifferent parties.A The activitieshelpedto refine theinteroperability solution thatcan putinto anoperational environment. system, andassessing theoptimumtechnology updating airspace status into theNetwork Manager Live trialsdemonstrated thefeasibility ofautomatically accommodating local andnetwork needs. airspace users. Theaimisto achieve greater dynamicairspace management, making process between theNetwork Manager, civilandmilitary authorities,and by sharingairspace information inreal timeandsupporting thecollaborative decision- and for managingvariable profile areas (VPA). Planningoperations can beenhanced operational procedures andprocesses for real-time airspace status data exchange taking into account local traffic characteristics. Thesolutionincludessupport tools, all phasesofATM operations, from initialplanningthrough to theexecution phase, This solutionoffers greater flexibility byallowing dynamicairspace managementin SESAR isworking hard to change. national airspace userather thancross-border implementation, asituationthat additional airspace capacity. However, itsapplication isstill largely confined to through enhanced civil/military coordination andplaysamajorrole indelivering airspace to beallocated according to user requirements. Theconcept isachieved use hasbeensuperseded bytheconcept offlexible airspace usewhichallows the Traditional airspace classification of certain areas for either‘civil’ or‘military’ enhanced civil-military collaboration on thebasisofactualneed allows users to have access Flexible useofairspace
accordance withthePilot Common Project. This solutionisavailable for industrialisation andisbeingdeployed across Europe in intervention. the airtraffic situation and enable controllers to optimisethroughput with very little concept ofcomplexity measurement inafree route environment. Theaimisto simplify the extended arrival manager time horizon. Further real-time simulations assessed the Real-time simulationstested theautomation tools intheen-route environment, and delivers more predictable traffic flow. and supervisors inbetter tactical decisionmaking, and levels ofefficiency are sustained. Itsupports FMPs flexible deployment ofhuman resources to ensure high the combination ofautomated detection tools and operations. Resolutionofcomplexity problems requires capacity, operator preferences andoverall network of airspace (dueto weather, reservation, etc), sector automated tools whichtake into account theavailability leaving airspace capacity unused.CAR issupported by to maximise throughput withoutoverloading or horizons to balance workload across different sectors tool operates inshort-term andmedium-term time The complexity assessment andresolution (CAR) The result ismore predictable traffic flow, fewer delaysandenhanced safety. action to adjust capacity incollaboration withtheNetwork Managerandairspace users. sources. Byapplying predefined complexity metrics,FMPs at local level can take timely traffic demandand complexity basedon continuously updated information from multiple SESAR isreplacing today’s non-integrated tools withadvanced software thatcan assess complexity. predict complexity andtraffic peaks,offers amore efficientway to reduce airspace positions (FMP)withmore accurate information abouttraffic flow, as wellas tools to disruption orcan bere-routed to avoid bottlenecks. Providing local flow management vary from plannedoperations, asaircraft encounter unexpected delays, weather intend to fly- to safely andefficiently managetheairspace. Reality, however, can Air traffic control usesflightplandata filed byairlines-indicating the routes they detection andresolution Automated supportfor traffic complexity COMPLEXITY RESOLUTION BETTER TOOLS FOR peaks thereby reducing traffic complexity situations, assess andresolve local and supervisors to identify, management positions This solutionenables flight of controller resources time, andoptimisestheuse de-conflict traffic aheadof airspace structure helpsto Dynamic managementof Optimised ATM network services #19/Release 5 SJU references: ¡ ¡ ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ ¡ ¡ emissions Reduced fueland Enhanced safety efficiency Increased cost Improved punctuality capacity Increased ATC
STAKEHOLDERS 71 ANSP NM AU AO ANSP NM AU AO #17/Release 5 SJU references 72 ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ European network awareness ofthe Improved situational efficiency Increased cost route airspace terminal anden- airspace capacity in Better useof SESAR Solutions Catalogue
STAKEHOLDERS Advanced short-term ATFCM measures FEWER DELAYS LESS WAITING AND in accordance withthe Pilot Common Project. This solutionisavailable for industrialisation andisdueto bedeployed across Europe data available for detailed post-operational analysis. applied across thenetwork for flow management staff, andmakes allSTAM-related SESAR’s automated STAM tools allow ashared situationalawareness oftheSTAMs business (B2B)system-wide information management(SWIM)inthe future. complexity. Thedata isshared electronically withthepossibility to usebusiness-to- information setincludingweather, airportoperations, runwayoccupancy andtraffic them. Theinformation takes account ofanexpanded the effect ofSTAMs willbebefore effectively applying functionalitiesto evaluateincludes ‘what-if’ what positions inthearea control centres. Thetoolset also disseminate theinformation to flow management tools atthenetwork level whichdetect hotspotsand Advanced STAMs includeasetofautomated support to a group of flights asawhole. re-routing, to take into account local preferred solutions,rather thanapply aregulation flights withaSTAM measure, suchasaminorground delay, flight level cap,orminor Through close cooperation between different actors, itispossible to target individual measures asandwhennecessary. Network Managerandarea control centres whichonly imposeawiderrange of SESAR hasdeveloped advanced STAMs through sharinginformation between the re-routings, to prevent sector overload. constraining aflightorgroup offlightsata lower altitude,orimposingminimum with actualdemand.They alsoallow additionalmeasures, suchastemporarily overload since control measures are appliedatalater stage andalignmore closely management (ATFCM) measures (STAMs) have more flexibility to handle traffic in advance andare basedonflightplans.Short-term airtraffic flow capacity to congested flightpaths.Theseprecautionary measures can beimposedhours To avoid traffic overload, flights are typically heldonthe ground ratherthanadded (STAMs)
post‑operations analysis also allow detailed during operations, but visibility andpredictability STAMs notonly improve in accordance withthePilot CommonProject. This solutionisavailable for industrialisation andisdueto bedeployed across Europe testing the useofsharingthesamenetwork view ofthesituation. tactical measures imposed to maintain plannedperformance. Thetrialsare also communicating plannedmeasures (suchastake-off andarrival time)aswell as Live trialsvalidated itsfeasibility with input from allactors involved. Thetrialsincluded of entryinthecongested area(s) and/orto assess andmonitor theeffects ofdeviations. (flight crew, aircraft operator, local traffic managers) tosupportadherence tothetime between theagreed targets andthe actualflightmaybeusedbythedifferent partners management regulations. Duringtheflight,anydeviations awareness willincrease theeffectiveness ofairtraffic flow are hard constraints, itisexpected thattheshared the regulation ofitsdeparture time.While target times to arrive atthecapacity-constrained area thatmotivated from theNetwork Manager thecorresponding target time with aregulated take-off time,theairlinealsoreceives Manager andflightoperators. Whenever aflightis issued greater level ofinformation sharingbetween theNetwork Another aspectofthisSESARsolutionisbasedona passengers andairlines,aswell asthenetwork. which isexpected to result inareduced numberofknock-ondelaysthereby benefitting collaborative process contributes to amore coherent approach to demandregulation, slots, arrival route andrunwayallocation, orgate andconnection management.This airspace users’ input,theconsistency offlightplanswithseasonally-allocated airport to allocate theavailable landingcapacity. Strategies are likely to take into account hotspot. Eachairportcollaborates withterminal area control to develop itsown strategy take-off time(CTOT), withthedissemination oflocally-generated target times,over the The solutionaimsatcomplementing departure regulations, suchasthecalculated resolve thesituation. allowing thearrival airportto participate inthedecision-makingprocess ofhow to traffic demand for landinginto anairport exceeds theairport capacity (hotspot),by This SESARsolutionallows more intelligent demandandcapacity balancingwhen open upto smoothtraffic flow and prevent imbalances between demandand capacity. As theairspace network andtheairportsbecome more connected, opportunities and target timeofarrival (TTA) Calculated take-off time(CTOT) OPERATIONS MOVING TO TIME-BASED
operational performance as well asimproving airport planningactivities, to improved network and awareness whichleads in common situational information, resulting airport andnetwork timely exchange ofrelevant This solutioninvolves the Optimised ATM network services #18/Release 5 SJU references: ¡ ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ ¡ Increased capacity awareness Improved situational predictability Enhanced sharing Improved information
STAKEHOLDERS 73 ANSP NM AU AO ANSP NM AU AO #56/Release 4 SJU references: 74 ¡ ¡ BENEFITS ¡ ¡ performance environmental Improved capacity) (management and performance Improved network SESAR Solutions Catalogue
STAKEHOLDERS Enhanced airtraffic flow management (ATFM) WITH AIRLINES WORKING INPARTNERSHIP The solutionisavailable for industrialisation. flight. users reported estimated savingsofEUR1000 per response timeto requests wasnotaffected. Airspace 5 % rejected. TheNetwork Managerreported thatthe swap requests were madeusingthetool withonly of cancellation. Over aseven-week timeperiod,199 for asingle flight,as well assubstituting slots in case this swappingtool whichsupported multiple swaps Exercises simulatingEuropean citypairs validated ultimately benefitallairspace users, particularly in capacity constrained situations. feature isexpected to encourage cancellation of flights inthesystem, which would promote one of theirown flightsininstances where they have to cancel aflight.This available too late for themto beusedbyanotherflight.Thissolutionallows airlines to encourage flight cancellation, which results intheslots of cancelled flightsbeingmade slot to anotherflight,usually operated bya different airline. Thissituationdoesnot In current operations, whenaflightis cancelled theNetwork Managerassigns its flights, orsplitthedelayassigned to oneflightbetween amaximumofthree flights. flight. Thesefunctionalitiesallow airlines to swapbetween long-haul andshort-haul swap pre-allocated slots withallocated slots orcarry outmultiple swapsfor asingle The SESARsolutionenhances slot swapping functionalitiesbymakingitpossible to Network Managerto smooththetraffic flow. exchanges withinasingle airlineare agreed inacooperative process withthe late inbound flights, weather conditions, airport congestion, amongothers. Slot Slot swappingisameansto reduce theimpactofdelayswhichmaybecaused by slot swapping multiple swaps possible to carry out process, andmakes it system supportfor the swapping tool provides SESAR’s enhanced slot would benefitfrom aswap. identify whichflights It isnotalways easyto This solutionisavailable for industrialisation. beneficial in case ofdisruptionwithsignificant financialbenefits for theairlines. operators about plannedpush-back,start-up andtarget take-off times.Itisespecially planning process to function,for example using information already shared between airlines, withbenefitsincreasing asmore airlinesjoin.It requires apre-departure The solutioncreates more opportunitiesfor departure flexibility withinagroup of to a minimum for long‑haul flights. have prevented passengers makingflight connections, anddelays were selectively kept Among benefits,the tool helped to managearunwayclosure which otherwise would start-up approval time(TSAT) withairtraffic control to optimisetheirschedules. for start-up. Participating airlineswere given theopportunityto agree to anew target support animmediate swapfor aflightthatis ready It alsoincludeda‘ready-to-depart’ functionalityto requirements while still early intheplanningstages. to re-order departures basedontheiroperational Departure Flexibility (DFlex) project allowed airlines existing pre-departure sequencingprocess. The introduced theSESARtool aspartoftheairport’s A full-scale demonstration atamajorEuropean hub last‑minute disruptions,whichusually lead to departure delaysorcancelled flights. authorities. Airlinesare given thisflexibility inthepre-departure sequence (PDS) for of unregulated flightsamongthemselves andin collaboration withtheairport The user-driven prioritisationprocess allows airlinesto changethepriorityorder departure User-driven prioritisation process (UDPP) DEPARTURE OUTPUT AIRLINE INPUTIMPROVES and user-friendly way opportunities inaneasy to identifyslot swapping decision-making airport airlines atacollaborative Offers alocal solutionfor Optimised ATM network services #57/Release 4 SJU references: ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ performance environmental Improved for airlines Increased flexibility performance airport andnetwork without jeopardising disrupted situations, delay costs incase of Reduced airline
STAKEHOLDERS 75 ANSP NM AU AO
Enabling aviation infrastructure ANSP NM AU AO #28/Release 5 SJU references: 78 ¡ ¡ BENEFITS ¡ ¡ for deployment update inpreparation Support standards sharing access to information Increased andeasier SESAR Solutions Catalogue
STAKEHOLDERS Initial ground-ground interoperability FLIGHT EFFICIENCY SHARED DATA FOR IMPROVED management processes (SeePJ.18-02). be consolidated with R&D activitiesinSESAR2020ontheintegration oftrajectory planned deployment inaccordance withthePilot Common Project. Thissolutionwill through theflightobjectwillbein place to supportits standards for theexchange offlightinformation The aimofthisinitialsolutionisto ensure theindustry known asthereference business trajectory. to provide theoptimumflightprofile foranaircraft, also how theflightobject can beusedbyairtraffic control control centers. Requirements andusecases specify controller assistance services between different ground information isusedfor thecoordination oftasks and traffic service unitsthrough theuseofflightobject.The feasibility offlightdata trajectory sharingbetween air Requirements are beingscoped for thetechnical operations). different ground control centres (e.g.Free route all ATM solutionsthatrequire an interface between This solutionrepresents akey enabler to support route operations. times, whichsupportsseamless cross-border operations, includingcross-border free units. Inthisway, allairtraffic control facilities holda consistent view oftheflightatall flight. Thesystem allows controllers to conduct silent coordination between adjacent ‘flight object’whichisasingle entityholdingthemost up-to-date information abouta technical infrastructure (known astheSWIMblueprofile) supporting the concept ofthe The solutionisbasedonasecure system-wide information management(SWIM) between allactors managinganaircraft atallstages ofitsjourney. is developing Europe’s first system for continuous exchange offlightinformation originally filed flightplanin order to organise theirairspace. Toaddress this,SESAR however, donotgetaccess to thisinformation straight awayandmust rely onthe on-line data interchange mechanism known asOLDI.Centres furtherdownstream adjacent centres exchange abasicorminimum setofflightinformation through an Today, whenanaircraft leaves onenationalairspace andenters another, the EUROCAE ED-133A This solutionislinked to between actors information isshared shift inhow flightdata a complete paradigm interoperability represents Initial ground-ground centres (orANSPs) between adjacent ATC optimised coordination effective andbetter data can result inmore Access to common flight Pilot Common Project. and airportsacross Europe inaccordance withthe control centres and18terminal manoeuvring areas deployed inasynchronised wayacross 22airtraffic This solutionisready for industrialisation. Itwillbe warning incase adiscrepancy isidentified. was expected ontheground; controllers willreceive a whether thedownlinked route isconsistent withwhat radar screen andwillalsoautomatically cross-check controllers to displaythedownlinked route onthe In thisinitialsolution,theground systems will enable route. as thepredicted horizontal andvertical speedsonupto 128future waypointsalong the used inoceanic airspace; itincludes,for example, thepredicted aircraft weight, aswell The data inthenew standard ismuchmore detailed thaninthecurrent ADS-Creports the extended projected profile (EPP),which contains anupdated FMS route prediction. is called ATN Baseline2andtargets alloperations. Itallows thei4DFMSto downlink today exclusively for oceanic andremote operations. The newly developed standard standard for theautomatic dependentsurveillance contract (ADS-C)thatisused trajectory information directly from theFMSto theground systems viaanupdated The initialtrajectory information sharingsolutionisbasedontheaircraft downlinking data connection between theFMSandairtraffic control ground systems. processing systems (FDPS)to manageflightdata ontheground, butthere islimited centres (AOC). Airtraffic control centres, inturn,have sophisticated flightdata guide theirnavigation,whichcan exchange relevant data withtheairlineoperations Modern aircraft feature advanced computerised flightmanagementsystems (FMS) to on theground Extended projected profile (EPP)availability GETTING CONNECTED ED-228A andED-229A to EUROCAE standards This solutionislinked system modernisation oftheATM is akey enabler for the traffic control systems systems andground air between on-board Increased data connectivity Enabling aviationinfrastructure #115/Release 5 SJU references: ¡ BENEFITS ¡ predictability resulting inincreased situational awareness Increased ground
STAKEHOLDERS 79 ANSP NM AU AO ANSP NM AU AO 80 ¡ ¡ #67/Release 2 SJU references: BENEFITS ¡ ¡ Increased safety predictability Increased SESAR Solutions Catalogue
STAKEHOLDERS AOC data increasing trajectory WITH ACCURATE FLIGHTDATA PLANNING IMPROVES The solutionisavailable for industrialisation. level-offs. and airlinesconsumed less fuelasaresult offewer controllers hadto perform fewer unnecessary actions, provision wasimproved since fewer false alerts meant profile issupported by AOC data. Airnavigationservice detection false alerts whentheunderlying technical resulted ina10%reduction inmedium-term conflict- A real-time simulationinacomplex terminal airspace trajectory predictions. sequencing rates whichresult from thepooraccuracy of controller acceptance dueto highfalse alerts andre- profiles, where current tools can encounter limited helpful whencreating climbing anddescending flight up to two-hour timehorizons.Thedata isparticularly to help create trajectory profiles to meetfive-minute and descent speed,andtake-off mass, andcan beused The flightdata provides information aboutaircraft climb ground, anticipated from 2025onwards. applied, trajectory information willbeexchanged directly between theaircraft andthe and departure streams. Eventually, whennew datalink communications are universally advanced controller tools to detect potential conflicts and to develop efficientarrival trajectory predictors (TP)basedontheintentions oftheaircraft. TheTPare usedby Access to flightplanningdata enables airtraffic control to create more accurate flight andflow information fora collaborative environment (FF-ICE). This solutionrepresents aninitial step towards theextended flightplansolutionand airline operational control (AOC) to helpcontrollers optimiseaircraft flightpaths. introduced anearly version whichmakes useof flightplanningdata sourced from while minimisingconstraints dueto airspace andservice configurations. SESARhas trajectory-based operations –meaningthataircraft can flytheirpreferred trajectory Europe’s visionto achieve high-performing aviationby2035buildsontheideaof prediction accuracy
Plan 2012 included intheICAO Flight the FIXMstandard (v4) This solutionislinked to terminal airspace descending profiles suchas with strong ascending and occur inflightsegments expected from thisconcept Most ofthebenefits controllers’ tasks tools whichsupport detection andresolution sequencing orconflict- accuracy itneedsto build control with thedegree of provides airtraffic Trajectory information
in Europe inaccordance withthe Pilot CommonProject. The solutionisavailable for industrialisation. Theextended flightplanis being deployed plan validation process. reduces flightplan rejections compared to thoseassociated withtheICAO 2012flight the refinement ofthedata exchange processes andshows thatEFPLsignificantly unwarranted flightplan rejections. The validation ofthisSESARsolutionhas included data fieldsintheICAO flightplan isopen todifferent interpretations resultingin Concerning theflightplan rejections, theuseof15 Network Managerandincrease traffic predictability. The EFPLaimsto reduce flightplan rejections bythe controllers. of theconflict detection and resolution tools usedby flow management,andalsoimproves theperformance relevant incomplex airspace, because itallows better their prediction ofthetrajectory. Thisisespecially air traffic control andtheNetwork Manager to improve as plannedclimbanddescent profiles. Thisallows both aircraft mass, aswell asotherperformance data such point oftheaircraft’s trajectory, for example speedand The EFPLincludesfurtherinformation relevant to each the Network Managerto theairspace users. constraints andaccepted trajectories to besentfrom the concept allows for appliedairspace management data (compared to theICAO flightplan),a key partof addition to trajectory data andaircraft performance aircraft flightplans,which were updated in2012,with yet more operational data. In The extended flightplan(EFPL)goesbeyond theICAO minimum requirements for control unitsto have amore precise planofhow theaircraft willfly. additional information, whichwillallow both theNetwork Managerandtheairtraffic without beingconstrained byairspace configurations, flightplandata willinclude trajectory‑based flightenvironment, where aircraft can flytheir preferred flightpaths air traffic inorder to balance airspace supply anddemand.InEurope’s future Air navigationservice providers useaircraft flightplandata to planandschedule Extended flightplan TO ENRICHED DATA IMPROVED PLANNING THANKS system acceptance anddistribution Manager flightplanning data into theNetwork dimensional flightplan integration offour – This solutionseesthe paths can flytheirpreferred flight environment where aircraft which supportsanairspace four-dimensional trajectory to anaircraft’s planned information inrelation plan includesadditional The extended flight Enabling aviationinfrastructure #37/Release 5 SJU references: ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ resolution tools conflict detection and performance of Improved Enhanced safety predictability Improved network
STAKEHOLDERS 81 ANSP NM AU AO ANSP NM AU AO #34/Release 5 SJU references: 82 ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ awareness Improved situational provision improved service efficiency through Increased cost sharing Enhanced information SESAR Solutions Catalogue
STAKEHOLDERS Digital integrated briefing THE BENEFITSOFDIGITAL DATA This solution is available for industrialisation. times andreduce therisk ofinformation beingmisunderstood ormissed. flight information bulletins can improve pilot anddispatcher awareness, reduce briefing automatic notification of relevant changesandamore logical organisation ofthepre- In terms ofbenefits,thegraphical presentation ofdigital information, better filtering reducing briefingtimes. aim ofimproving situationalawareness for pilots and MET, andairtraffic flow managementdata, withthe briefing applications basedondigital NOTAMs, digital Real-time simulationsassessed enhancements inpilot pages for across-European flight. with briefingnotes whichmayincludebetween 10 and 50 can beselected more easily from digital data compared to reduce riskoferror. Inaddition,relevant information documents) to ensure adherence to ICAO standards and cross-checked automatically (unlike today’s pre-briefing The digitisedinformation can alsobevalidated and briefing material bymakingitsearchable andinteractive. meteorological charts,aswell asincrease theusabilityof support thegraphical representation ofdata suchas SWIM information exchange anddigital NOTAMs can system-wide information management(SWIM)anddigital NOTAM. of thedigital aeronautical data, includingNOTAM andMETdata, isenabled bymeansof digital briefingsfrom theground andupdated over adatalink duringtheflight.Retrieval documentation. Thepre-flight briefing could take place directly ontheEFB, receiving support pre-flight briefing tothepilot andonthe ground through provision offlight Aircraft are increasingly equippedwithelectronic flightbag(EFB)devices which and METdata, thebriefing could be radically improved. aeronautical andmeteorological information updates. Byintroducing digital NOTAM for pilots to use,andnolonger satisfytoday’s airtraffic needs for timely andaccurate be integrated into aconsolidated operational picture. Thedocuments can bedifficult notice to airmen(NOTAM), recent weather reports andforecasts (MET),whichhave to The current pre-flight briefing forthe pilot includespagesofinformation, called development intheUS scale andmirrors parallel information onaglobal of digital aeronautical roadmap for theprovision aligned withtheICAO The SESARsolutionis digital aeronautical data understand, better filtered exchange ofeasierto controllers through the dispatchers andairtraffic between pilot, flight information sharing to improve pre-flight This solutionaims deployed aspartofinitialSWIM,inaccordance withthePilot CommonProject. This solutionisavailable for industrialisation. METinformation exchange willbe weather (convection, turbulence, icing)developed underthescope ofthissolution. such aslegacy forecasts (METAR/TAF/SIGMET) andnew onessuchashazardous of meteorological data withdifferent partners, andinvolves SWIM-compliant services The meteorological information exchange usesSWIMto enable seamless interchange changing pressure ortemperature orbyintroducing low-visibility conditions. all aspectsofairtraffic operations, for example byincreasing ordecreasing tailwind, by plan accordingly andeffectively. Weather conditions influence to stay upto date withthelatest weather situation,andto airspace users, airportsandairnavigationservice providers the airtraffic managementdecision-makingprocess enables Sharing thisweather information anditsintegration within (SWIM) compliant MET-GATE. stakeholders viaitssystem-wide information management (METSPs) andmadeavailable to airspace management produced bymultiple meteorological service providers shared consistent andtranslated meteorological information, (4D) weather cube.The4DWxCube isa(virtual)repository of service provision; thisisknown asthefour-dimensional be seamlessly integrated into aeronautical information data generated byEuropean meteorological agenciescan SESAR developed amechanismbywhichmeteorological resource planning,androute planning,andcan helpto avoid unnecessary delay. precise weather data can assist decisionmakingwhenitcomes to flightplanning, prioritise key information, orhighlightrelevant weather phenomena.Access to more these formats, they limittheopportunityto usethedata effectively, for example to in theform ofmapsorchartsandplaintext. Althoughendusers are accustomed to Meteorological information iscurrently available inseveral message formats andalso timely sharingofinformation sothateffective recovery strategies can beputinplace. approximately 13 %ofEurope’s primarydelays.Yet theimpactcan bemitigated bythe Bad weather bringsunwelcome disruptionto flightschedules andisthe cause of Meteorological information exchange OF THEWEATHER STAYING AHEAD
adverse weather alerts sources for providing different air and ground MET information from actual andforecast cube makes useof The SESAR4Dweather standards the definitionofMET and contributes to and recommendations, ICAO Annex 3standards This solutionbuildson Enabling aviationinfrastructure #35/Release 5 SJU references: ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ provision improved service efficiency through Increased cost reduction leading to fuel Improved planning, Improved safety
STAKEHOLDERS 83 ANSP NM AU AO ANSP NM AU AO ¡ ¡ ¡ BENEFITS #46/Release 5 SJU references: 84 ¡ ¡ ¡ making collaborative decision Improved awareness Improved contextual information sharing easily accessible efficiency and Increased cost SESAR Solutions Catalogue
STAKEHOLDERS (SWIM) technology solution Initial system-wide information management LEARNING TO SWIM sectors. introduced in2014to support the exchange ofdata between neighbouringairspace in accordance withthe Pilot Common Project. Thefirst SWIM-enabled solutionwas This solutionisavailable for industrialisation andisdueto bedeployed inEurope, 3 3 3 3 steering SWIM-enabled systems for ensuringinteroperability are thefollowing: standardisation inthecontext ofSWIMdeployment. Theseare thekey elements in This SWIMtechnological solutionprovides acoherent setofspecifications to support introduces atotally new wayofworking thatsitscomfortably inacloud environment. It isbasedonservice-oriented architecture andopenstandard technologies. It providers to exchange data withouthavingto usedifferent interfaces orprotocols. rather aglobal level ofinteroperability andstandardisation thatenables users and understandable information. Itdoesnotrefer to asingle solutionortechnology, but The aimofSWIMisto provide information users withrelevant andcommonly services. and interchange between allproviders andusers ofairtraffic managementdata and information management(SWIM).SWIMenables seamless information data access SESAR isintroducing anew approach to sharinginformation, called system-wide 3 3 3 3 information onservices thathave beenimplemented basedonSWIMstandards. a common view onSWIMproviding consolidated consumers, andtheswimgovernance to share available through SWIM.Itenables service providers, accessibility ofATM information andservices SWIM registry to improve the visibilityand architecture to enable technical interoperability; SWIM technical infrastructure (SWIMTI)profiles and organisational interoperability; Information service reference model(ISRM)to ensure ensure semanticinteroperability; Aeronautical information reference model(AIRM)to SWIM manual accordance withtheICAO services are developed in The SWIMsolutionand system whole European ATM lifecycle andacross the managed along itsfull in how information is complete paradigm shift SWIM represents a the operational usebycontrollers. This solutionisavailable for industrialisation butfurther work isexpected to address enhancements. sensor RAdata provide practical andbeneficialsafety (MLAT) andADS-B,whencombined withACAS ground radar, widearea multilateration (WAM), multilateration and theuseofsurveillance sensordata from Mode-S The SESARvalidation work alsoshowed thatthefusion filter out false advisories. process anddeliver valid resolution advisorieswithintwo seconds, andwasable to than three years to collect data andevaluate theconcept. Thesystem wasable to A test platform wasusedto monitor theentire upperairspace duringaperiodofmore broadcast thatcan provide information onthepresence ofanRA. receive 1030 MHz messages exchanged between ACAS equippedaircraft andtheRA safety nets.For ACAS RAmonitoring, theground station is extended to beable to The system includesthepotential to provide real-time airbornedata to ground-based the ground. and analysis ofACAS RAsandcoordination messages between airborneunitsfrom monitoring stations andaserver system, whichenable thecontinuous monitoring late, incomplete orare absentinsomeinstances. Thissolutionconsists ofaset as they occur inaccordance withICAO regulations. However thesereports can come to pilots inorder to avoid collisions. Controllers rely onpilots to report RAsby radio The airbornecollision avoidance system (ACAS) provides resolution advisories(RAs) system ACAS ground monitoring andpresentation FROM THEGROUND VISUALISING AIRBORNEALERTS management system into an overall airtraffic and can beintegrated on theground isfeasible that ACAS monitoring SESAR exercises show Enabling aviationinfrastructure #100/Release 5 SJU references: ¡ BENEFITS ¡ Enhanced safety
STAKEHOLDERS 85 ANSP NM AU AO ANSP NM AU AO #101/Release 5 SJU references: 86 ¡ BENEFITS ¡ frequency band due to overloaded information loss Reduced riskofradar SESAR Solutions Catalogue
STAKEHOLDERS Extended hybridsurveillance SURVEILLANCE This solutionisavailable for industrialisation. reduction ofMode-Sinterrogations ofatleast 70 %. was compared withTCAS II,theassessment showed a for pilots andcontrollers. Whenthe1090MHzusage the solutionandresulted innooperational differences met theminimumoperating requirements developed for and overall impacton1090MHzload. Thetechnology data wasusedinsimulationactivityto assess theresults the system. Theconcept wasalsoflight-tested andthis proximity ofanairportshowed thebasicfunctionalityof Validations carried outusingroof-top antennae inthe reduce theusageof1090MHzfrequency. making fewer active interrogations, thissolutionallows theaircraft to significantly surveillance methodsandreducing theneedfor active Mode-Sinterrogations. By The technical solutionconsists ofanenhanced TCAS capability, adding passive purposes. the process usesprecious frequency bandwidththatisalsoneededfor surveillance distance, bearingandaircraft altitude andare usedto buildactive tracks. However, 1030 MHzinterrogations. Theseprovide thepilot withinformation abouttherelative aircraft. Currently, TCAS IIisdependentupon1090MHzreplies thatare elicited by avoidance system designedto reduce theincidence ofmid-aircollisions between The traffic alert and collision avoidance system (TCAS) isanairborne collision SPECTRUM EFFICIENT software update require aTCAS IIunit surveillance would also capability, improved hybrid required for ADS-B-in In additionto changes RTCA (DO-300A) EUROCAE (ED-221) and already publishedbothby surveillance hasbeen (MOPS) for improved hybrid performance standards Minimum operational demonstration ofaviable business case. This solutionisavailable for industrialisation. Implementation willbesubjectto the airspace management. the useofdatalink communications astheprimarymeansofcommunications in increased robustness ofdatalink operations andthereby supportingthemove towards with otherFCI solutions,AeroMACS willsupportthemultilinkFCI concept, offering Electronic EngineeringCommittee (AEEC).Together standards inICAO, EUROCAE/RTCA andtheAirlines aircraft. Inaddition,SESARled thedevelopment of in labconditions aswell ason-site atairportsandon through simulations,developing prototypes andtesting airport surface datalink system. Thishasbeendone SESAR validated thesystem concept andusageofthe capabilities according to ICAO Global AirNavigationPlan(GANP). AeroMACS isaninternational standard andsupportsglobally harmonisedandavailable in compliance withSESAR’s future communication infrastructure (FCI) concept. service providers (ANSPs), airspace users andairportauthoritycommunications, reserved (aeronautical) frequency bands,AeroMACS can beusedfor airnavigation 4G technology andusestheIEEE802.16(WiMAX)standard. Designedto operate in and supportnew services. Thetechnical solutionAeroMACS isbasedoncommercial to offload thesaturated VHFdatalink communications intheairportenvironment The aeronautical mobile airportcommunication system (AeroMACS) offers asolution operations increasingly rely ondata communications. where alarge concentration ofaircraft combined withpre-flight andpost-flight traffic volumes anddensity. Thesituationisparticularly acute ontheairportsurface ATM communications capacity isreaching saturation inEurope dueto increasing air system (AeroMACS) Aeronautical mobile airportcommunication DIGITAL ENVIRONMENT ENTERING THENEW
(ICAO Doc10044) the AeroMACS Manual ED223 andED227 to EUROCAE standards This solutionislinked Enabling aviationinfrastructure #102/Release 5 SJU references: ¡ ¡ ¡ BENEFITS ¡ ¡ ¡ costs thereby lowering between actors, of infrastructure synergies and sharing efficiency, thanks to Increased cost and securitylevels with increased safety surface operations More efficientairport exchanges communications for information and Increased capacity
STAKEHOLDERS 87 ANSP NM AU AO ANSP NM AU AO #109/Release 5 SJU references: 88 ¡ BENEFITS ¡ operations Enabler for initiali4D SESAR Solutions Catalogue
STAKEHOLDERS COMMUNICATIONS SATELLITE-BASED DATALINK A NEWGENERATION OF well asbytheEuropean Space Agency(ESA)andInmarsat (IrisService Evolution). SESAR 2020-thenext wave ofresearch andinnovation activitiesbytheSESARJU-as Precursor to thefuture communication infrastructure iscurrently beingaddressed by This solutionisavailable for industrialisation. Thetransition roadmap from Iris time ofbelow two seconds throughout theflight’s duration. messages were exchanged along theflightwitha remarkable performance round trip i4D trajectory exchanges, various controller-pilot datalink communications (CPDLC) rate whichiswell above therate neededfor i4Dtrajectory exchanges. Inadditionto the trajectory updates approximatively every 20seconds with20waypoints-anupdate During thistime,i4DADS-Creports were generated onevents resulting indownlinking could besuccessfully maintained withtwo airtraffic control centres for over two hours. Specifically, itshowed how i4Dautomatic dependent surveillance-contract (ADS-C) communication performance required for datalink exchanges to flyi4Doperations. A SESARflighttrialdemonstrated thattheIrisPrecursor service could provide the SATCOM systems. This solutionalsooffers analternative datalink optionfor aircraft already equippedwith communications asakey component inthefuture ATM communications landscape. in Europe inorder to increase reliability andcapacity, andhelpestablish satellite from Inmarsat. Theaimisto augmenttheexisting VHF datalink (VDL)capability communications service basedontheexisting SwiftBroadband (SBB)satellite network The IrisPrecursor isdesignedto exploit anopportunityto deploy anaviation ground systems. communications for i4Doperations, connecting aircraft andairtraffic management datalink capability. Thetechnology can beusedto provide end-to-end air–ground existing satellite technology systems to supportinitialfour-dimensional (i4D) The IrisPrecursor offers aviable optionfor airtraffic services (ATS) datalink using Iris Precursor Air traffic services (ATS) datalink using
The SESARsolutionisavailable for industrialisation. surveillance means. The solutionisalsofully interoperable withother gains itbringsinterms ofcosts andspectrumusage. infrastructure rationalisation thanksto theefficiency The solutionisseenasakey enabler for surveillance can beusedto improve flight conformance monitoring. route) under nominal andnon-nominalconditions and be usedindifferent typesofairspace (airports,TMA,en- Shadow-mode exercises showed how thesolutioncan interface specifications as well as to theSDPDspecifications. incorporating new functionalitiesdeveloped for theADS-Bground station, ASTERIX has contributed to therelevant standards, suchasEUROCAE technical specifications, techniques can alsobeusedto cope with malfunctioningofavionicsequipment.SESAR techniques against deliberate spoofingoftheground system byoutsideagents.These and distribution (SDPD)functionality. Thesolutionalsooffers detection andmitigation The SESARsolutionconsists ofADS-Bground station andsurveillance data processing surveillance andotheremerging requirements, suchassecurity. compliant withthenew applications ofADS-Binradar airspace, ADS-Bfor airport and interfaces are required to theground surveillance system, inorder to make it the tracking ofaircraft inflightandonthesurface. Enhancements ofthe functionality Automatic dependentsurveillance-broadcast (ADS-B)isatechnique whichallows and onthesurface ADS-B surveillance ofaircraft inflight SECURITY AND INTEGRITY IMPROVING SURVEILLANCE the SDPDspecifications specifications as well as to station, ASTERIXinterface for theADS-Bground functionalities developed incorporating new technical specifications, such asEUROCAE the relevant standards, SESAR hascontributed to
Enabling aviationinfrastructure #110 SJU References: ¡ BENEFITS: ¡ rationalisation infrastructure surveillance Enabler for
STAKEHOLDERS 89 ANSP NM AU AO ANSP NM AU AO 90 #114/Release 5 SJU References: ¡ ¡ BENEFITS: ¡ ¡ Improved security efficiency Improved cost SESAR Solutions Catalogue
STAKEHOLDERS dependent surveillance –broadcast/Wide area Composite cooperative surveillance automatic multilateration (ADS-B/WAM) This solutionisavailable for industrialisation. and assessed to compare WAM &ADS-Bvalues. to collect alarge dataset ofoverlapping CAT021 ADS-BandCAT020 WAM messages pollution generated bythesystem. Platforms were used ADS-B data intheWAM outputhelpsto reduce theRF Shadow-mode exercises demonstrated thatuseof ADS-B threats. improved securitybysuccessfully mitigatingassociated Furthermore, theuseofsystem contributes to an components, thesystem offers improved cost efficiency. Since thetwo surveillance layers share hardware the data item. validated data items into theWAM channel,thereby preventing aneedto re-interrogate load andimprove spectrumefficiency. Itachieves thisthrough theintegration of and numberofreplies and therefore reduce the1030/1090MHzradio frequency (RF) parallel byaWAM system, thesystem can helpto reduce thenumberofinterrogations By allowing theuseofADS-Bdata thathasbeenvalidated against data derived in output. Information isthenperiodically re-evaluated. with WAM information extracted byothers methods,thenitisusedintheWAM system. ADS-Binformation received byWAM system isevaluated andifmatching similarities between thetwo surveillance techniques andcombines theminto asingle Composite cooperative surveillance ADS-B/WAM isasystem thatexploits the SYSTEMS FOR GREATER EFFICIENCY COMBINING SURVEILLANCE ‘composite’ concept are implementing this for WAM andADS-Bthat technical specifications such asEUROCAE the relevant standards, SESAR hascontributed to Conclusion
The SESAR JU will build on the solutions included in this catalogue in SESAR 2020, the next wave of air traffic management research and innovation for Europe. The next edition of this catalogue will detail further progress in the development, validation and delivery of solutions in line with the European ATM Master Plan to contribute to the SES High Level Goals.
In SESAR 2020 the focus will be on further integration of airports into the air traffic network; the implementation of advanced air traffic services such as satellite-based navigational aids; integrated arrival and departure management tools, and free route airspace; and optimising network services through increased dynamic data sharing between airlines and air traffic control. New technical and operational solutions as well as other important evolving challenges, such as the integration of remotely piloted air systems into controlled airspace and cyber security, will also be covered.
The combined resources of SESAR members and industry partners will continue to bring benefits in key performance areas of safety, operational efficiency, security, capacity and the environment, fast-tracking solutions to meet individual stakeholder challenges or more strategic long-term infrastructure improvements.
R&D activities supporting the delivery of solutions in 63 SESAR 2020
Solutions delivered in SESAR 1 NOTE: the number of solutions to be delivered in 2020 will be confirmed during the research and innovation activities.
91 ANNEX 1 Reaching research maturity
SESAR researches and delivers solutions according to a set of agreed business needs and strict performance requirements and with a view to industrialisation readiness. During the course of developments and when assessing the results of SESAR validation, it may become apparent that these solutions do not fully match the completeness criteria for reaching the level of expected maturity and performance which in itself is the very purpose and value of R&D. This is the case for the solutions in this annex, for which further refinements in their development by stakeholders will be required if and when decisions for industrialisation are taken.
92 SESAR Solutions Catalogue SJU references: A COORDINATED #14/Release 5 DEPARTURE ROUTE Departure management integrating surface management constraints
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The departure manager (DMAN) takes inputs from a number of different sources to calculate the optimum sequence for aircraft to push back from the gate and taxi to the runway. The process may begin hours before a flight is due to depart, when flight plan data, flow management slots, and aircraft schedules provide a reasonable guide BENEFITS to departure time. ¡¡Increased predictability The calculation becomes a lot more precise if tactical information is added into the ¡¡Enhanced safety equation. For example, the taxi out time from the gate to the runway may change by several minutes depending upon the route available; arriving aircraft can slow down ¡¡Reduces fuel burn and emissions the rate of departure; and busy taxiways will also affect route planning by the tower controller. Taking account of these variables, the DMAN is able to estimate more precise departure times, and calculate a more accurate pre-departure sequence for aircraft at the gate.
The solution integrates surface planning and routing functions to build a very accurate departure sequence, The solution includes taking the tactical changes into account. The solution procedures and technical includes procedures and technical specifications to specifications supporting departure management support the addition of dynamic data from the control that takes into account tower, in particular to take account of taxi-out times. route planning and route Integrating surface management constraints with monitoring information departure management delivers a more predictable departure sequence, and improving the use of available capacity on the airfield. Safety is also enhanced by reducing the risk of unplanned events.
While the solution reached operational and technical feasibility, the expected reduced fuel consumption and increased operational predictability could not be validated. SESAR 2020 PJ.02-08 will build on the valuable results to analyse the balance between sequence updates and planning stability.
ANNEX 1. Reaching research maturity 93 SJU references: #15/Release 5 OPTIMISED ARRIVALS AND DEPARTURES Integrated and throughput-optimised sequence of arrivals and departures
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It is common for arriving aircraft to take priority at an airport, but with careful planning, traffic flow can be optimised for both arrivals and departures. By integrating the sequence of arrivals and departures, and adjusting the traffic flows to BENEFITS minimise delays, overall efficiency can be improved. ¡¡Keeps delays to a minimum The solution requires the departure manager (DMAN) to be coupled with the arrival manager (AMAN). An algorithm ensures minimum separations are maintained, and ¡¡More predictable arrival and departure up-to-date information regarding the pre-departure sequence and the arrival metering times enhances sequence is used to calculate the optimum traffic flow. Controllers play an important safety part in working towards establishing the plan, for example by following target take- off times and target landing times as closely as possible. Planners create gaps in the arrival sequence to allow for departure flights. The process is particularly useful at busy single runway airports, or with dependent runways, where both capacity and efficiency can improve as a result of using integrated systems.
Real-time simulations assessed the feasibility of Integrated AMAN-DMAN integrating AMAN-DMAN, and its impact on runway is characterised by high throughput, airport operations and service provision. planning stability, and Operational and human factor issues that can affect all controllers working performance were also looked at. Controller tools such towards establishing and as route planning, surface conflict alerts, and flight data delivering a common plan were included in the sequence planning.
While the solution reached operational and technical feasibility, the expected performance benefits could not be fully operationally validated. SESAR 2020 PJ.02-08 will focus on the flow-based operations to enable optimised spacing of arrivals and departures reflecting benefits from reduced and predicted runway occupancy.
94 SESAR Solutions Catalogue SJU references: AIRCRAFT SPACING TOOLS TO #16/Release 5 STABILISE ARRIVAL MANAGEMENT ASAS spacing applications ‘remain behind’ and ‘merge behind’
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The management of traffic flows in almost all European terminal manoeuvering areas (TMAs) requires complex traffic patterns and tactical intervention e.g. open‑loop vectoring. This impacts the overall ATM system performance (capacity, predictability, efficiency). BENEFITS ¡¡Enhanced safety By using the aircraft’s on-board airborne separation assistance system (ASAS) to monitor distances between aircraft, the flight deck can maintain the spacing requested ¡¡Increased capacity by air traffic control. Separation provision is still the controller’s responsibility, but in the TMA the pilot would only need one instruction – for example “remain 90 seconds behind” – rather than several speed commands by the controller. On-board automation would automatically generate and execute the appropriate speed commands.
SESAR is assessed the application of airborne interval management sequencing and merging during the arrival To carry out airborne phase for ADS-B-in-equipped aircraft. sequencing and merging, an aircraft has to be equipped with ADS-B-in, a traffic While the solution was shown to be operationally and situational awareness technically feasible, the expected operational benefits tool, interval management of decreased fuel consumption and efficient service capability, and advanced provision could not be fully validated. SESAR 2020 PJ.01- required navigation 05 will start from these results, but focusing on different performance capabilities environments and assessing various possibilities of communicating between aircraft.
ANNEX 1. Reaching research maturity 95 SJU reference: #112 LIGHTENING THE LOAD Flexible communication avionics
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Today, civil aircraft are typically fitted with several radios. This is standalone equipment, which is not only costly but also adds to the weight and the energy consumption of the aircraft. At the same time new technologies are expected to BENEFITS be implemented on board to meet the communication capacity and performance requirements of air traffic management in the future. ¡¡Lower airborne equipment costs SESAR’s flexible communication avionics aims to overcome this equipment challenge ¡¡Weight savings in with the introduction of multi-purpose communications equipment capable of fulfilling terms of wiring and conventional radio transceiver functions using generic computing platforms and overall equipment software. The solution has the potential to reduce the cost, weight, size, and power ¡¡ Increased equipment penalties of multiple radio systems on board aircraft, and to provide flexibility for flexibility, reusability and reconfigurability adding, removing, replacing, or upgrading these systems. In doing so, the solution facilitates the transition from current to future technologies and is a key enabler to ¡¡Improved reliability realising efficiently multi-link operations. and performance thanks to software reconfigurability Since not all aircraft radios are used simultaneously in all airspaces, the solution brings the opportunity to build new dynamically reconfigurable radio systems to operate a specific radio link only when required. Such flexibility can allow a further reduction in the number of separate hardware components carried on board and can also improve availability of the aircraft communication functions and aircraft interactions with the ground.
The feasibility of the solution has been validated through the development of two prototypes and laboratory testing, as well as complementary assessments on the benefits and challenges, for instance, related to security and certification. The solution has the potential to reduce the cost, weight, size, and power penalties of multiple radio systems on board aircraft, and to provide flexibility for adding, removing, replacing, or upgrading these systems. In doing so, the solution facilitates the transition from current to future technologies and is a key enabler to realising efficiently multi-link operations.
Having reached V2/TRL4 maturity (technical feasibility), the technology will be demonstrated by industry within the Clean Sky II research programme.
96 SESAR Solutions Catalogue ANNEX 2 Supporting the delivery of future SESAR Solutions (SESAR 2020)
Guided by the European ATM Master Plan, SESAR 2020 aims to transform European ATM into a more modular, automated system that takes advantage of advances in digital and virtualisation technologies. The planned SESAR R&D activities listed in this annex illustrate this transformation and the ambition of the programme between now and 2024. Covering all key areas of air traffic management, these activities will support the delivery of new solutions to enable a more flight-centric approach to ATM as well as the integration of all vehicles, including remotely-piloted aircrafts or drones, in addition to important established users such as business aviation, general aviation and rotorcraft. As solutions become mature, they will be introduced into the main body of the catalogue.
High-performing airport operations
Wake turbulence separation optimisation SJU reference: Wake turbulence separation optimisation (PJ.02-01) The work refers to the use of downlinked information from aircraft to predict wake vortex and determine appropriate wake-vortex minima dynamically, thereby optimising runway delivery.
Enhanced arrival procedures enabled by satellite technologies SJU reference: Enhanced arrival procedures (PJ.02-02) The work makes use of satellite navigation and augmentation capabilities, such as GBAS and satellite-based augmentation systems (SBAS), to enhance landing performance and to facilitate advanced arrival procedures (e.g. curved approaches, glide slope increase, displaced runway threshold). By doing so, noise is reduced while runway occupancy time (ROT) is optimised. The aim is to also reduce the need for separation for wake vortex avoidance.
Minimum-pair separations based on required surveillance performance (RSP) SJU reference: Minimum-pair separations based on required surveillance performance (RSP) (PJ.02-03) The work refers to the application (by air traffic control) of non-wake turbulence pair wise separation (PWS) of 2 nautical miles for arrivals on final approach (at the point that the leading aircraft in the pair crosses the runway threshold), based upon RSP.
Independent rotorcraft operations at airports SJU reference: Independent rotorcraft operations at airports (PJ.02- 05) The work refers to RC specific approach procedures and SBAS- based point-in-space (PinS), which aim to improve access to secondary airports in low-visibility conditions.
ANNEX 2. SESAR Solutions in the pipeline (SESAR 2020) 97 Improved access into secondary airports in low-visibility conditions SJU reference: Improved access into secondary airports in low-visibility conditions (PJ.02-06) Improved access into secondary airports in low-visibility conditions will be possible thanks to the introduction of new airborne capabilities, such as RNP and global navigation satellite system (GNSS)-based landing systems.
Traffic optimisation on single and multiple runway airports SJU reference: Traffic optimisation on single and multiple runway airports (PJ.02-08) This work refers to a system that enables tower and approach controllers to optimise runway operations arrival and/or departure spacing and make the best use of minimum separations, runway occupancy, runway capacity and airport capacity.
Enhanced terminal area for efficient curved operations SJU reference: Enhanced terminal area for efficient curved operations (PJ.02-11) The work refers to curved segment approaches as close to the runway as possible to optimise procedures in terms of fuel consumption or noise abatement. Using geometric vertical navigation guidance in the TMA will facilitate a more efficient transition from barometric to geometric vertical navigation.
Enhanced guidance assistance to aircraft and vehicles on the airport surface combined with routing SJU reference: Enhanced guidance assistance to aircraft and vehicles on the airport surface combined with routing (PJ.03a-01) The work sees the extension of the A-SMGCS routing function to avoid potential traffic conflicts, an improved use of AMAN and DMAN information and integration with total airport management procedures. It includes the exchange of virtual stop bar identifiers and status between air traffic controllers and flight crews to improve safety in low-visibility conditions. The exchange of information between air traffic control and vehicles/aircrafts will be improved with the use of airport datalink and other guidance means. Enhanced navigation accuracy in low-visibility conditions on airport surfaces SJU reference: Enhanced navigation and accuracy in low-visibility conditions on the airport surface (PJ.03a-03) The work refers to improved accuracy of aircraft navigation during both take-off and landing operations, as well as improved accuracy for surface movement navigation and service vehicle positioning (using GBAS or SBAS corrections).
Enhanced visual operations SJU reference: Enhanced visual operations (PJ.03a-04) The work refers to enhanced vision systems (EVS) and synthetic vision systems (SVS), which will be developed to enable more efficient taxi, take-off and landing operations in low-visibility conditions. This is applicable to all platforms — even if main airline platforms have autoland capabilities to facilitate approaches in low-visibility conditions, they have no capability to facilitate taxi and take-off in order to maintain airport capacity.
Integration of drone operations at airports SJU reference: Surface operations by remotely-piloted aircraft systems (RPAS) (PJ.03a-09) The work facilitates the operation of drones at airports and their integration into an environment, which is currently dominated by manned aviation. To the maximum extent possible, drones will have to comply with the existing rules and regulations. The solution includes the particular requirements of remotely-piloted operations, and will describe their specificities with respect to manned operations, providing operational requirements for technological developments that could mitigate them.
98 SESAR Solutions Catalogue Enhanced airport safety nets for controllers SJU reference: Enhanced airport safety nets for controllers (PJ.03b-01) These safety alerts for controllers detect potential and actual conflicting situations, incursions and non-conformance to procedures or air traffic control clearances, involving mobiles (and stationary traffic) on runways, taxiways and in the apron, stand and gates area, as well as unauthorised and unidentified traffic. Controllers are provided in all cases with the appropriate alerts.
Conformance monitoring safety nets for pilots SJU reference: Conformance monitoring safety nets for pilots (PJ.03b-03) The work provides conformance monitoring safety alerts for the flight crew (either generated by the on-board system or uplinked from the controller alerting system) when the system detects a non-compliance with airport configuration (e.g. closed runway, non-compliant taxiway, restricted area, etc) as well as non-conformance to procedures or clearances.
Traffic alerts for pilots for airport operations SJU reference: Traffic alerts for pilots for airport operations (PJ.03b-05) Traffic alerts for pilots for airport operations refer to enhancing on-board systems in order to detect potential and actual risks of collision with other traffic during runway and taxiway operations, non-compliance with airport configuration (e.g. closed runway, non-compliant taxiway, and restricted areas). In all cases the flight crew are provided with appropriate alerts.
Safety support tools for runway excursions SJU reference: Safety support tools for runway excursions (PJ.03b-06) This work provides controllers and/or pilots with the appropriate alerts where there is a risk of runway excursion (take-off and landing).
Enhanced collaborative airport performance planning and monitoring SJU reference: Enhanced collaborative airport performance planning and monitoring (PJ.04-01) The work extends the airport performance monitoring process to the airport landside and ground access processes with a view to improving the planning and timely execution of airside operations. Specifically, the work sees the development of rationalised dashboard(s) fed with all landside and airside key performance indicators and covering total airport management processes.
Enhanced collaborative airport performance management SJU reference: Enhanced collaborative airport performance management (PJ.04-02) This work sees the full integration of the AOP into the NOP, moving towards a total airport DCB process. This involves, among other things, a proactive assessment of the total airport capacity available, including terminal, stand, manoeuvring area, taxiway and runway capacities, and taking into account the prevailing and/or forecast weather and other operational conditions.
Remotely-provided air traffic services for multiple airports SJU reference: Remotely-provided air traffic services for multiple aerodromes (PJ.05-02) This work refers to the provision of airport control services or airport flight information services for more than one airport by a single controller from a remote location. It includes further development of the CWP and MET information from multiple airports. This work goes beyond the scope of solution #52 (two small aerodromes).
ANNEX 2. SESAR Solutions in the pipeline (SESAR 2020) 99 Flexible and dynamic allocation of remote tower modules SJU reference: Remotely provided air traffic services from a remote tower centre with a flexible allocation of aerodromes to remote tower modules (PJ.05-03)
This work will enable the provision of remote tower services to a large number of airports with a flexible and dynamic allocation of airports connected to different remote tower facilities over time depending on needs. It includes the development of remote tower control supervisor and support systems, and advanced and more cost efficient automation functions. It also sees connecting flow management between remotely connected airports and the development of tools and features for a flexible planning of all aerodromes connected to remote tower services.
Advanced air traffic services
Extended arrival management across overlapping AMAN operations SJU reference: Extended arrival management with overlapping AMAN operations and interaction with DCB and CTA (PJ.01-01) This work integrates information from multiple arrival management systems, enabled by SWIM, operating out to extended ranges into en-route sectors using local traffic/ sector information and balancing the needs of each AMAN. The work addresses the interaction between traffic synchronisation and DCB, including the identification of integration needs, and CTA in high density/complexity TMAs.
Improving traffic flow around airports using arrival and departure management information SJU reference: Use of arrival and departure management information for traffic optimisation within the TMA (PJ.01-02) The work sees TMA traffic managed in near real time, taking advantage of predicted demand information provided by arrival and departure management systems from one or multiple airports. This allows the identification and resolution of complex interacting traffic flows in the TMA and on the runway, through the use of AMAN and DMAN flow adjustments and ground holdings.
Dynamic and enhanced routes and airspace SJU reference: Dynamic and enhanced routes and airspace (PJ.01-03) This work brings together vertical and lateral profile issues in both the en-route and TMA phases of flight, with a view to creating an end-to-end optimised profile and ensuring transition between free route and fixed route airspace. The solution will be supported by new controller tools and enhanced airborne functionalities.
Airborne spacing flight deck interval management SJU reference: Airborne spacing flight deck interval management (PJ.01-05) This work refers to new ASAS spacing interval management sequencing and merging (ASPA IM S&M) manoeuvres encompassing the potential use of lateral manoeuvres and involving more complex geometries where a designated target aircraft may not be flying direct to the merge point.
100 SESAR Solutions Catalogue Enhanced rotorcraft and general aviation operations around airports SJU reference: Enhanced rotorcraft and general aviation operations in the TMA (PJ.01-06) This work further develops the simultaneous non-interfering (SNI) concept of operations to allow RC and GA to operate to and from airports without conflicting with fixed-wing traffic or requiring runway slots.
Assisted visual separation SJU reference: Approach improvement through assisted visual separation (PJ.01-07) This work refers to cockpit display of traffic information (CDTI) assisted visual separation (CAVS) and CDTI assisted pilot procedure (CAPP) applications that enable aircraft to separate each other visually in marginal visual conditions and that facilitate transitions from IFR operations to CAVS during approach.
Optimised traffic management to enable free routing in high and very high complexity environments SJU reference: Optimised traffic management to enable free routing in high and very high complexity environments (PJ.06-01) This work enables airspace users to plan flight trajectories without reference to a fixed route network or published directs within high and very high-complexity environments so they can optimise their associated flights in line with their individual operator business needs or military requirements.
Performance-based free routing in lower airspace SJU reference: Management of performance-based free routing in lower airspace (PJ.06-02) Management of performance-based free routing in lower airspace sees the application of free route for airspace users beyond what is prescribed in the Pilot Common Project (below FL310), improving predictability, efficiency and flexibility for a wider range of different airspace users.
Improved controller team configuration SJU reference: High productivity controller team organisation (PJ.10-01a) This work sees the extension of sector team operations beyond team structures of one planning controller and two tactical controllers both in en-route and TMA in order to optimise flight profiles, minimise delays and improve ANSP cost efficiencies while taking into account intrinsic uncertainty in the trajectory.
Flight-centric air traffic control SJU reference: Flight-centric air traffic control (PJ.10-01b) The work sees the provision of ground-based automated support for managing separation provision across several sectors in order to optimise the use of larger sectors. Rather than managing the entire traffic within a given sector, with this solution air traffic control is responsible for a certain number of aircraft throughout their flight segment within a larger airspace or along flows of traffic.
Collaborative control SJU reference: Collaborative control (PJ.10-01c) This work refers to coordination by exception rather than coordination by procedure and is facilitated by advanced controller tools, reducing the need for coordination agreements, fewer boundary constraints and the ability to combine sectors into multi- sector planner teams.
Improved performance in the provision of separation SJU reference: Improved performance in the provision of separation (PJ.10-02a) The work aims to improve the separation (tactical layer) in the en-route and TMA operational environments through improved ground trajectory prediction. This is achieved using existing information on lateral and vertical clearances that are known by the ground system, airborne information and data derived from meteorological services.
ANNEX 2. SESAR Solutions in the pipeline (SESAR 2020) 101 Advanced separation management SJU reference: Advanced separation management (PJ.10-02b) This work aims to further improve the quality of services of separation management in the en-route and TMA operational environments by introducing automation mechanisms and integrating additional information (ATC intent, aircraft intent).
Enabling drones to comply with air traffic control SJU reference: Integration of RPAS under instrument flight rules (IFR) (PJ.10-05) This work provides the technical capability or procedural means to allow drones to comply with air traffic control instructions.
Tooling controllers for the future SJU reference: Generic (non-geographical) controller validations (PJ.10-06) This work refers to the development of advanced tools and concepts that will help to remove the qualification constraints imposed on controllers for controlling a single volume of airspace. This approach would allow controllers to operate in any airspace classified as a particular type.
Enhanced airborne collision avoidance for standard commercial air transport operations SJU reference: Enhanced airborne collision avoidance for commercial air transport normal operations - ACAS Xa (PJ.11-A1) This work refers to the use of ACAS Xa, an airborne collision avoidance system which takes advantage of optimised resolution advisories and of additional surveillance data, without changing the cockpit interface (i.e. same alerts and presentation in the current TCAS).
Enhanced airborne collision avoidance for drone operations SJU reference: Enhanced airborne collision avoidance for RPAS – ACAS Xu (PJ.11-A2) This work aims to provide airborne collision avoidance to drones, building on optimised resolution advisories and additional surveillance data, while taking into account the operational specificities of drones (the additional surveillance sources could be ADS-B but also any other sensor installed on the drones).
Enhanced airborne collision avoidance for specific commercial air transport operations SJU reference: Enhanced airborne collision avoidance for commercial air transport specific operations – ACAS Xo (PJ.11-A3) This work builds on optimised resolution advisories and additional surveillance data, while avoiding unnecessary triggering of resolution advisories (RAs) in new separation modes (e.g. ASAS), in particular if lower separation minima are considered.
Enhanced airborne collision avoidance for general aviation and rotorcraft SJU reference: Enhanced airborne collision avoidance for general aviation and rotorcraft – ACAS Xp (PJ.11-A4) This work takes into account their limited capability to carry equipment and their operational specificities.
Enhanced ground-based safety nets adapted to future operations SJU reference: Enhanced ground-based safety nets adapted to future operations (PJ.11-G1) This work refers to ground-based safety nets for SESAR future trajectory management and new separation modes through the use of wider more widespread information sharing and new surveillance means.
102 SESAR Solutions Catalogue Optimised ATM network services
Addressing airspace users’ needs within the Network SJU reference: Airspace user processes for trajectory definition (PJ.07-01) This work refers to the development of processes related to the flight operation centre (FOC) aimed at managing and updating the shared business trajectory, and fully integrating FOCs in the ATM Network processes. The processes respond to the need to accommodate individual airspace users’ business needs and priorities without compromising the performance of the overall ATM system nor the performance of all stakeholders.
Airspace user fleet prioritisation and preferences SJU reference: Airspace user fleet prioritisation and preferences (PJ.07-02) The work sees the extension of airspace user capabilities, through the UDPP, allowing them to recommend a priority order request to the Network Manager and appropriate airport authorities for flights affected by delays on departure, arrival and en-route, and to share preferences with other ATM stakeholders in capacity-constrained situations.
Addressing military user needs within the Network SJU reference: Mission trajectory-driven processes (PJ.07-03) This work refers to the full integration of the wing operations centre (WOC) within the ATM system and the updating of WOC processes for the management of the shared and reference mission trajectory (SMT/RMT). These processes respond to the need to accommodate individual military airspace user needs and priorities without compromising the overall ATM system and the performance of all stakeholders.
Management of dynamic airspace configurations SJU reference: Management of dynamic airspace configurations (PJ.08-01) This work refers to the development of the process, procedures and tools related to dynamic airspace configuration (DAC), supporting dynamic mobile areas of Type 1 and Type 2. It consists of activating airspace configurations through an integrated collaborative decision making process, at national, sub-regional and regional levels; a seamless and coordinated approach to airspace configuration, from planning to execution phases. In doing so, the work allows the Network to continuously adapt to demand pattern changes in a free route environment and air traffic control sectors configurations adapted to dynamic TMA boundaries and both fixed and dynamic elements.
Dynamic airspace configuration supporting moving areas SJU reference: Dynamic airspace configuration supporting moving areas (PJ.08-02) This work extends the management of DAV to support dynamic mobile areas (DMA Type 3). This includes an impact assessment and the integration in the DAC process of areas that are potentially unsafe due to weather phenomena that can evolve in four dimensions.
Network prediction and performance SJU reference: Network prediction and performance (PJ.09-01) This work consists of improved traffic and demand forecasts based on a shared business trajectory and the computation of confidence indexes. Prediction of DCB constraints and complexity issues are based on the definition of metrics and algorithms for prediction, detection and assessment of traffic complexity, thus improving the accuracy and credibility of the diagnosis and awareness of hotspots.
ANNEX 2. SESAR Solutions in the pipeline (SESAR 2020) 103 Integrated local DCB processes SJU reference: Integrated local DCB processes (PJ.09-02) This work sees the seamless integration of local network management with extended air traffic control planning and arrival management activities in short-term and execution phases. The work will improve the efficiency of ATM resource management, as well as the effectiveness of complexity resolutions by closing the gap between local network management and extended ATC planning.
Collaborative network management SJU reference: Collaborative network management functions (PJ.09-03) This work allows for network management based on transparency, performance targets and agreed control mechanisms. The work enables a real-time visualisation of the evolving AOP/NOP planning environment (such as demand pattern and capacity bottlenecks) to support airspace user and local planning activities.
Enabling aviation infrastructure
CNS environment evolution SJU reference: CNS environment evolution (PJ.14-01-01) This work aims at identifying potential technological/functional synergies across the CNS domains to benefit from common system/infrastructure capabilities for both ground and airborne segments. The goal is to evaluate and define evolutionary steps towards an efficient and reliable integrated CNS provision.
Future communication infrastructure (FCI) terrestrial datalink SJU reference: Future communication infrastructure (FCI) terrestrial datalink (PJ.14-02-01) The work covers L-band digital aeronautical communications system (L-DACS) and digital voice communications.
FCI datalink SJU reference: FCI datalink (PJ.14-02-02) This work enables data communications in oceanic and remote regions and is complementary to terrestrial systems. The work will be carried out in cooperation with the European Space Agency Iris programme.
FCI network technologies SJU reference: FCI network technologies (PJ.14-02-04) This work sees the migration towards Internet protocol, enabling network-centric SWIM architectures and military interfacing.
New ADS-B services for general aviation SJU reference: Development of new services similar to FIS-B to support ADS-B solutions for general aviation (PJ.14-02-05) Development of new services similar to flight information system-broadcast (FIS-B) to support ADS-B solutions for general aviation.
AeroMACS integration in to the ground ATM infrastructure SJU reference: Operationally validated AeroMACS development (PJ.14-02-06) This work trials the deployment of AeroMACS at airport(s) with multiple mobile users, integrating AeroMACS on vehicles and EFB equipped aircraft. The aim is to support validation of other potential usages of the AeroMACS data link to support especially digital voice communication and multilink and to prepare/support the consideration of the AeroMACS enabler in demonstrating the AeroMACS capabilities with involving airport(s) and airlines.
104 SESAR Solutions Catalogue GBAS for complex runway environments SJU reference: GBAS (PJ.14-03-01) The work sees the application of GBAS CAT III L1 (GBAS approach service type (GAST-D)) in order to maximise the benefits of GBAS technology down to CAT II/III minima.
Multi-constellation/Multi-frequency (MC/MF) GNSS SJU reference: Multi-constellation/Multi-frequency (MC/MF) GNSS (PJ.14-03-02) Multi-constellation/Multi-frequency (MC/MF) GNSS refers to standardisation developments for multi-constellation GNSS.
Alternative position, navigation and timing (A-PNT) SJU reference: Alternative position, navigation and timing (A-PNT) (PJ.14-03-04) This work covers fall-back capabilities in case of GNSS unavailability. A-PNT options could include distance measuring equipment (DME)/inertial reference system (IRS) hybridisation, multilateration and L-DACS mode N.
Surveillance performance monitoring SJU reference: Surveillance performance monitoring (PJ.14-04-01) This work refers to the development of a new surveillance system-wide area multilateration (WAM), multi-static primary surveillance radar (MSPSR), integrated CNS (ICNS) and space-based ADS-B.
Cooperative and non-cooperative surveillance SJU reference: Cooperative and non-cooperative surveillance (PJ.14-04-03) This sees the new use and evolution of cooperative and non-cooperative surveillance for ATM and A-SMGCS purposes.
Sub-regional demand capacity balancing service SJU reference: Sub-regional demand capacity balancing service (PJ.15-01) This service aims at facilitating an improved usage of the airspace at sub-regional level and facilitate tactical interventions when necessary, ensuring that any potential disruptions could be correctly managed. The scope also includes an AOP common service to facilitate the integration of AOP information into the NOP.
Delay sharing service SJU reference: Delay sharing service (PJ.15-02) This work aims to enable AMAN functionalities to operate within an extended horizon to provide local and overall arrival sequences for planning and tactical operational purposes in a cross-border environment.
Trajectory prediction service SJU reference: Trajectory prediction service (PJ.15-08) This work aims at computing and distributing an accurate and consistent 4D trajectory and update as the flight progresses. The output could be used during different flight phases, such as an initial reference trajectory in the planning phase, as input for DCM during the tactical phase or to facilitate transfers during the operations phase.
Static aeronautical data service SJU reference: Static aeronautical data service (PJ.15-10) This work provides static aeronautical data in digital form to be used by different ATM systems (e.g. safety nets). The output is an AIXM-compliant dataset whose subsets can be retrieved by individual requests demanding specific geographical areas, attributes or functional features.
ANNEX 2. SESAR Solutions in the pipeline (SESAR 2020) 105 Aeronautical digital map service SJU reference: Aeronautical digital map service (PJ.15-11) The work provides digital maps ready to be used by different ATM systems (e.g. safety nets) when performing separation functions. The output is highly customisable in order to meet the different requirements from the consumers and easily convertible among different digital formats, as AIXM, GML, XML, etc.
Towards virtualisation SJU reference: Work station, service interface definition and virtual centre concept (PJ.16-03) The work provides an operating environment in which different air traffic service units, even across different ANSPs, can appear as a single unit and can be subject to operational and technical interoperability. Based on the virtual centre concept, the CWP/ HMI needs to interface with one or more information service providers or consumers.
Data centre services for virtual centres SJU reference: Data centre services for virtual centres (PJ.15-09) The work aims to provide air traffic services using standardised operating methods, procedures and technical equipment. The service would be seen as a unique system from the consumer’s perspective, rather than the current fragmented situation.
Advanced human machine interface (HMI) technologies SJU reference: Workstation, Controller productivity (PJ.16-04) This work aims to increase the efficiency of service provision through the development of new human machine interface (HMI) interaction modes in relation to other SESAR Solutions (including new user interface technologies, such as speech recognition, multi- touch and gaze detection).
Air-ground advisory information sharing (SWIM TI purple profile) SJU reference: Air-ground advisory information sharing (SWIM TI purple profile) (PJ.17-01) This work supports ATM operational improvements that depend on A/G information exchanges to enable better situational awareness and collaborative decision-making. This includes the specification of technical architecture and functions that are required to achieve full interoperability between air and ground SWIM segments and meet the safety and performance requirements required by airborne operations.
Ground-ground civil-military information sharing (SWIM TI green profile) SJU reference: Ground-ground civil-military information sharing (SWIM TI green profile) (PJ.17-03) This work ensures that protocols and data models used in military systems can be interfaced with SWIM with adequate quality of service levels maintained. It will complement the air-ground advisory information sharing (SWIM TI purple profile) for advisory services.
Improved mission trajectories SJU reference: Mission trajectories (PJ.18-01) The work sees the integration of mission trajectories into the TBO environment throughout all phases of trajectory planning and execution (SMT/RMT). Enhanced mission trajectory will be subject to trajectory management processes and contain 4D targets and ATM constraints.
Integration of trajectory management processes in planning and execution SJU reference: Integration of trajectory management processes in planning and execution (PJ.18-02) This work refers to the management, negotiation and sharing of the SBT/SMT, as well as the management, updating, revision and sharing of the RBT/RMT, and finally the transition from the SBT/SMT to the RBT/RMT. The solution consolidates the extension of the trajectory and flight plan information exchange and delivers the technical solution to provide the infrastructure enabling seamless operation and trajectory sharing in response to the need of the SESAR Solutions.
106 SESAR Solutions Catalogue Improved trajectory management through data sharing SJU reference: Management and sharing of data used in trajectory (AIM, METEO) (PJ.18-04) This work will allow greater flexibility to meet the full 4D trajectory management requirements and is expected to come with further proposals on operational, technical and institutional aspects of how aeronautical data should be identified and exchanged.
Performance-based trajectory prediction SJU reference: Performance-based trajectory prediction (PJ.18-06) This refers to data exchange between air and ground and the use of other sources in order to support all advanced operational processes required in SESAR 2020. The work looks at how the trajectory predictions for ATC, FOC and NM can be improved, taking into account all possible data sources (legacy or not).
ANNEX 2. SESAR Solutions in the pipeline (SESAR 2020) 107 ANNEX 3. Glossary
ANNEX 3 Glossary
ACAS Airborne collision avoidance system A-CDM Airport collaborative decision making ADDEP Airport departure data entry panel ADS-B Automatic dependent surveillance – broadcast AEEC Airlines Electronic Engineering Committee AFIS Aerodrome flight information services AFUA Advanced flexible use of airspace AIRM Aeronautical information reference model AIXM Aeronautical information exchange model ANSP Airspace navigation service provider AO Airport operators AOC Airline operational control AOP Airport operations plan AMAN Arrival manager A-PNT Alternative position, navigation and timing APOC Airport operations centre ASAS Airborne separation assistance system A-SMGCS Advanced surface movement guidance and control systems ATC Air traffic control ATFCM Advanced short-term air traffic flow capacity management ATM Air traffic management ATV Air transit view AU Airspace user CAPP CDTI assisted pilot procedure CAR Complexity assessment and resolution CBA Cost-benefit analysis CDA Continuous descent approach CDM Collaborative decision making CDO Continuous descent operations CDTI Cockpit display of traffic information CNS Communications, navigation and surveillance CONOPS Concept of Operations COS Conflict organiser and signaller CPDLC Controller-pilot datalink communications CTA Controlled time of arrival CTOT Calculated take-off times DAC Dynamic airspace configuration DCB Dynamic capacity balancing DMAN Departure manager DME Distance measuring equipment D-TAXI Datalink taxi DMIT De-icing management tool E-AMAN Extended AMAN EASA European Aviation Safety Agency EATMA European ATM architecture EDIT Estimated de-icing time EEZT Estimated end of de-icing Time EFB Electronic flight bag EFPL Extended flight plan eFDP Electronic flight data processing EGNOS European Geostationary Navigation Overlay Service EOCVM European operational concept validation methodology
108 SESAR Solutions Catalogue EPP Extended projected profile ERM Environment reference material ESA European Space Agency EVS Enhanced vision systems EU European Union FAB Functional Airspace Block FABEC Functional Airspace Block Europe Central FASTI First ATC support tools implementation FCI Future communication infrastructure FF-ICE Flight and flow information for the collaborative environment concept FIS-B Flight information system-broadcast FMP Flow management position FOC Flight operation centre FRA Free route airspace FRT Fixed radius transition GBAS Ground-based augmentation system GLS GBAS landing system GNSS Global navigation satellite system GPS Global positioning system HMI Human machine interface i4D Initial four dimensional trajectory management ICAO International Civil Aviation Organization ICT Information and communications technology IEEE Institute of Electrical and Electronics Engineers, Inc. ILS Instrument landing system IRS Inertial reference system ISRM Information service reference model ITF In-trail follow ITM In-trail merge JU Joint Undertaking LPV Localiser performance with vertical guidance MC/MF Multi-constellation/Multi-frequency METSPs Meteorological service providers MLAT Multilateration MONA Monitoring aids MOPS Minimum operational performance standards MSPSR Multi-static primary surveillance radar MTCD Medium-term conflict detection NM Nautical mile NM Network Manager NOP Network operations plan NOTAM Notice to airmen OLDI On-line data interchange PCP Pilot Common Project PBN Performance-based navigation PinS Point-in-space P-RNAV Precision area navigation PWS Pair wise separation RA Resolution advisory REL Runway entrance lights RF Radius-to-fix RIL Runway intersection lights RNP Required navigation performance ROT Runway occupancy time RSP Required surveillance performance RTA Required time of arrival RTS Remote tower services RWSL Runway status light SATCOM Satellite communications SDPD Surveillance data processing and distribution SecRAM SESAR ATM security risk assessment methodology SES Single European Sky SESAR Single European Sky ATM Research
109 SIGMET Significant meteorological information SMGCS Surface movement guidance and control system SMR Surface movement radar SRM Safety reference material STAM Short-term ATFM measures STCA Short-term conflict alert SVS Synthetic vision systems SWIM System-wide information management SWIM TI SWIM technical infrastructure TBS Time-based separation TCAS Traffic alert and collision avoidance system THL Take-off hold lights TMA Terminal manoeuvering area TOBT Target off-block time TP Trajectory predictors TSAT Target start-up approval time TTL Time-to-lose TTOT Target take-off time UDPP User-driven prioritisation process VPA Variable profile areas V-PAT Vertical flight path analysis WAM Wide area multilateration WeP What-else probing WiMAX Aviation airport surface datalink system WOC Wing operations centre
110 SESAR Solutions Catalogue
MG-06-16-221-EN- C
www.sesarju.eu @SESAR_JU SESAREuropanUnion
ISBN 978-92-9216-076-0