Title of the Document

Authoring & Approval

Reviewed By - Reviewers internal to the Expert Groop. Name & Company Position & Title Date

Approved for submission to the SJU By - Representatives of the company involved in the project. Name & Company Position & Title Date

Rejected By - Representatives of the company involved in the project. Name & Company Position & Title Date

Rational for rejection None.

Document History

Edition Date Status Author Justification 00.00.01 New Document Summary of SESAR baseline and step1 Essential 00.00.02 S&VO operational changes (8.1 Annex A updates of § 1 "high level 15 January description" as required by 00.00.03 G. Batistella 2013 S&VO (note the rest of the document must be updated updates of § 1 "high level description" , these take into account of : - the SC decision on Jan 28th: the number of candidates in the scope of 12 February EG4 00.00.04 G. Batistella 2013 - the S&VO agreement to maintain the OIs and ENs related with the selected candidates

(note the rest of the document must be updated) PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis Table of Contents

EXECUTIVE SUMMARY...... 8

1 HIGH LEVEL DESCRIPTION...... 9

1.1 HIGH-LEVEL OPERATIONAL IMPACT DESCRIPTION...... 9 1.1.1 Introduction...... 9 1.1.2 Candidates Overview...... 9 1.1.3 Conclusion...... 15 1.2 HIGH-LEVEL SYSTEM IMPACT DESCRIPTION...... 16 1.2.1 Introduction...... 16 1.2.2 Candidates...... 17 1.2.3 Conclusion...... 22 1.3 HIGH-LEVEL DESCRIPTION OF THE ESSENTIAL DEPLOYMENT BASELINE RELATED ELEMENTS...... 25 1.3.1 ATM master plan...... 25 1.3.2 Baseline consideration...... 27 1.3.3 Links with existing and/or planned implementing rules and/or standards...... 28 1.3.4 Potential risks...... 28 1.3.5 Coherence with ICAO’s Global Air Navigation Plan and Aviation System Blocks Upgrades..28 1 DEPARTURE MANAGEMENT SYNCHRONISED WITH PRE-DEPARTURE SEQUENCING (OI STEP TS-0202)...... 29

1.1 OI STEP DESCRIPTION...... 29 1.2 RELATED ENABLERS DESCRIPTION...... 30 1.2.1 System...... 30 1.2.2 Procedural:...... 30 1.2.3 Institutional: N/A...... 31 1.3 BACKGROUND & ASSUMPTION...... 31 1.3.1 Related SESAR Specifications...... 31 1.3.2 Aeronautical services involved...... 31 1.3.3 Phases of flow management / Phases of flight involved...... 32 1.3.4 Actors involved...... 32 1.3.5 Flows of information between actors...... 32 1.3.6 Impact on airborne systems...... 33 1.3.7 Impact on ground systems...... 33 1.4 RELATED STANDARDIZATION AND REGULATORY ACTIVITIES...... 33 1.4.1 Standards...... 33 1.4.2 Impact on SES / EASA Regulatory frameworks...... 33 1.4.3 Link to ICAO Global Concept Blocks...... 33 1.5 MATURITY AND IMPLEMENTATION CONSIDERATIONS...... 34 1.5.1 Maturity Issues including link with the SJU Release Strategy...... 34 1.5.2 Any other deployment considerations not covered above...... 35 1.5.3 Maturity Assessment provided by SESAR IS...... 35 1.5.4 EG4 Maturity Assessment Conclusion...... 36 2 INTEGRATION OF SURFACE MANAGEMENT CONSTRAINTS INTO ARRIVAL MANAGEMENT (OI STEP TS-0104)...... 37

2.1 OI STEP DESCRIPTION...... 37 3 SURFACE MANAGEMENT INTEGRATED WITH DEPARTURE AND ARRIVAL MANAGEMENT (OI STEP AO-0207)...... 38

3.1 OI STEP DESCRIPTION...... 38 4 DEPARTURE MANAGEMENT INTEGRATING SURFACE MANAGEMENT CONSTRAINTS (OI STEP TS-0203)...... 39

4.1 OI STEP DESCRIPTION...... 39  OFA04.01.01 Integrated AMAN DMAN...... 39

2 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis

4.2 RELATED ENABLERS DESCRIPTION...... 40 4.2.1 System...... 40 4.2.2 Procedural...... 42 4.2.3 Institutional...... 43 4.2.4 Human Performance...... 44 4.3 BACKGROUND & ASSUMPTION...... 44 4.3.1 Related SESAR Specifications...... 44 4.3.2 Aeronautical services involved...... 44 4.3.3 Phases of flow management / Phases of flight involved...... 44 4.3.4 Actors involved...... 45 4.3.5 Flows of information between actors...... 45 4.3.6 Impact on airborne systems...... 45 4.3.7 Impact on ground systems...... 45 4.4 RELATED STANDARDIZATION AND REGULATORY ACTIVITIES...... 46 4.4.1 Standards...... 46 4.4.2 Impact on SES / EASA Regulatory frameworks...... 46 4.4.3 Link to ICAO Global Concept Blocks...... 46 4.5 MATURITY AND IMPLEMENTATION CONSIDERATIONS...... 46 4.5.1 Maturity Issues including link with the SJU Release Strategy...... 47 4.5.2 Any other deployment considerations not covered above...... 47 4.5.3 Maturity Assessment provided by SESAR IS...... 47 4.5.1 EG4 Maturity Assessment Conclusion...... 47 5 AUTOMATED ASSISTANCE TO CONTROLLER FOR SURFACE MOVEMENT PLANNING AND ROUTING (OI STEP AO-0205)...... 48

5.1 OI STEP DESCRIPTION...... 48 Automated Assistance to Controller for Surface Movement Planning and Routing...... 48 5.2 RELATED ENABLERS DESCRIPTION...... 49 5.2.1 System...... 49 This enabler is more related with the guidance function than with the routing function. The enabler should be deleted...... 49 5.2.2 Procedural...... 52 5.2.3 Institutional...... 52 5.2.4 Human Performance...... 53 5.3 BACKGROUND & ASSUMPTION...... 53 5.3.1 Related SESAR Specifications...... 54 5.3.2 Aeronautical services involved...... 54 5.3.3 Phases of flow management / Phases of flight involved...... 54 5.3.4 Actors involved...... 54 5.3.5 Flows of information between actors...... 55 5.3.6 Impact on airborne systems...... 56 5.3.7 Impact on ground systems...... 56 5.4 RELATED STANDARDIZATION AND REGULATORY ACTIVITIES...... 57 5.4.1 Standards...... 57 5.4.2 Impact on SES / EASA Regulatory frameworks...... 57 5.4.3 Link to ICAO Global Concept Blocks...... 57 5.5 MATURITY AND IMPLEMENTATION CONSIDERATIONS...... 58 5.5.1 Maturity Issues including link with the SJU Release Strategy...... 58 5.5.2 Maturity Issues including link with the SJU Release Strategy...... 60 5.5.3 Any other deployment considerations not covered above...... 60 5.5.4 EG4 Maturity Assessment Conclusion...... 61 6 TIME BASED SEPARATION FOR FINAL APPROACH - FULL CONCEPT (OI STEP AO-0303) 62

6.1 OI STEP DESCRIPTION...... 62 6.2 RELATED ENABLERS DESCRIPTION...... 63 6.2.1 System...... 63 6.2.2 Procedural...... 64 6.2.3 Institutional:...... 65

3 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 6.2.4 HUM-AO-0303...... 65 6.3 BACKGROUND & ASSUMPTION...... 66 6.3.1 Related SESAR Specifications...... 66 6.3.2 Aeronautical services involved...... 67 6.3.3 Phases of flow management / Phases of flight involved...... 68 6.3.4 Actors involved...... 68 6.3.5 Flows of information between actors...... 69 6.3.6 Impact on airborne systems...... 70 6.3.7 Impact on ground systems...... 70 6.4 RELATED STANDARDIZATION AND REGULATORY ACTIVITIES...... 71 6.4.1 Standards...... 71 6.4.2 Impact on SES / EASA Regulatory frameworks...... 71 6.4.3 Link to ICAO Global Concept Blocks...... 72 6.5 MATURITY AND IMPLEMENTATION CONSIDERATIONS...... 72 6.5.1 Maturity Issues including link with the SJU Release Strategy...... 73 6.5.2 Any other deployment considerations not covered above...... 73 6.5.3 Any other deployment considerations not covered above...... 73 6.5.4 Maturity Assessment provided by SESAR IS...... 73 6.5.5 EG4 Maturity Assessment Conclusion...... 73 7 GUIDANCE ASSISTANCE TO AIRCRAFT ON THE AIRPORT SURFACE (OI STEP AUO-0602) 75

7.1 OI STEP DESCRIPTION...... 75 7.2 RELATED ENABLERS DESCRIPTION...... 76 7.2.1 System...... 76 7.2.2 Procedural...... 80 7.2.3 Institutional: None...... 82 7.3 BACKGROUND & ASSUMPTION...... 82 7.3.1 Related SESAR Specifications...... 82 7.3.2 Aeronautical services involved...... 83 7.3.3 Phases of flow management / Phases of flight involved...... 83 7.3.4 Actors involved...... 83 7.3.5 Flows of information between actors...... 83 7.3.6 Impact on airborne systems...... 84 7.3.7 Impact on ground systems...... 84 7.4 RELATED STANDARDIZATION AND REGULATORY ACTIVITIES...... 84 7.4.1 Standards...... 84 7.4.2 Impact on SES / EASA Regulatory frameworks...... 85 7.4.3 Link to ICAO Global Concept Blocks...... 85 7.5 MATURITY AND IMPLEMENTATION CONSIDERATIONS...... 85 7.5.1 Maturity Issues including link with the SJU Release Strategy...... 85 7.5.2 Any other deployment considerations not covered above...... 86 7.5.3 Maturity Assessment provided by SESAR IS...... 86 7.5.4 EG4 Maturity Assessment Conclusion...... 87 8 AUTOMATED OPTIMISED BRAKING TO VACATE (OI STEP AUO-0702)...... 88

8.1 OI STEP DESCRIPTION...... 88 8.2 RELATED ENABLERS DESCRIPTION...... 89 8.2.1 System...... 89 8.2.2 Procedural...... 89 8.2.3 Institutional...... 91 8.3 BACKGROUND & ASSUMPTION...... 92 8.3.1 Related SESAR Specifications...... 92 8.3.2 Aeronautical services involved...... 92 8.3.3 Phases of flow management / Phases of flight involved...... 92 8.3.4 Actors involved...... 92 8.3.5 Flows of information between actors...... 93 8.3.6 Impact on airborne systems...... 93 8.3.7 Impact on ground systems...... 93

4 of 123

8.4 RELATED STANDARDIZATION AND REGULATORY ACTIVITIES...... 94 8.4.1 Standards...... 94 8.4.2 Impact on SES / EASA Regulatory frameworks...... 94 8.4.3 Link to ICAO Global Concept Blocks...... 94 8.5 MATURITY AND IMPLEMENTATION CONSIDERATIONS...... 94 8.5.1 Maturity Issues including link with the SJU Release Strategy...... 94 8.5.2 Any other deployment considerations not covered above...... 95 8.5.3 Maturity Assessment provided by SESAR IS...... 95 8.5.4 EG4 Maturity Assessment Conclusion...... 95 9 AIRPORT SAFETY NETS FOR CONTROLLERS IN STEP 1 (OI STEP AO-0104-A)...... 97

9.1 OI STEP DESCRIPTION...... 98 9.2 RELATED ENABLERS DESCRIPTION...... 99 9.2.1 System...... 99 9.2.2 Procedural...... 101 9.2.3 Institutional...... 102 9.2.4 Human Performance...... 103 9.3 BACKGROUND & ASSUMPTION...... 104 9.3.1 Related SESAR Specifications...... 104 9.3.2 Aeronautical services involved...... 105 9.3.3 Phases of flow management / Phases of flight involved...... 105 9.3.4 Actors involved...... 106 9.3.5 Flows of information between actors...... 106 9.3.6 Impact on airborne systems...... 106 9.3.7 Impact on ground systems...... 106 9.4 RELATED STANDARDIZATION AND REGULATORY ACTIVITIES...... 106 9.4.1 Standards...... 106 9.4.2 Impact on SES / EASA Regulatory frameworks...... 107 9.4.3 Link to ICAO Global Concept Blocks...... 107 9.5 MATURITY AND IMPLEMENTATION CONSIDERATIONS...... 107 9.5.1 Maturity Issues including link with the SJU Release Strategy...... 109 9.5.2 Any other deployment considerations not covered above...... 109 9.5.3 Maturity Assessment provided by SESAR IS...... 109 9.5.4 EG4 Maturity Assessment Conclusion...... 109 10 ENHANCED RUNWAY USAGE AWARENESS TO REDUCE HAZARDOUS SITUATIONS ON THE RUNWAY (OI STEP AO-0209)...... 111

10.1 OI STEP DESCRIPTION...... 111 10.2 RELATED ENABLERS DESCRIPTION...... 111 10.2.1 System...... 111 10.2.2 Procedural: None...... 112 10.2.3 Institutional: None...... 112 10.3 BACKGROUND & ASSUMPTION...... 113 10.3.1 Related SESAR Specifications...... 113 10.3.2 Aeronautical services involved...... 113 10.3.3 Phases of flow management / Phases of flight involved...... 113 10.3.4 Actors involved...... 113 10.3.5 Flows of information between actors...... 114 10.3.6 Impact on airborne systems...... 114 10.3.7 Impact on ground systems...... 114 10.4 RELATED STANDARDIZATION AND REGULATORY ACTIVITIES...... 115 10.4.1 Standards...... 115 10.4.2 Impact on SES / EASA Regulatory frameworks...... 115 10.4.3 Link to ICAO Global Concept Blocks...... 115 10.5 MATURITY AND IMPLEMENTATION CONSIDERATIONS...... 115 10.5.1 Maturity Issues including link with the SJU Release Strategy...... 115 10.5.2 Any other deployment considerations not covered above...... 115 10.5.3 Maturity Assessment provided by SESAR IS...... 115 10.5.4 EG4 Maturity Assessment Conclusion...... 116

5 of 123

A.0 STAKEHOLDER CATEGORIES...... 117 A.1 LIST OF AERONAUTICAL SERVICES...... 117 A.2...... 118 A.2.1 LIST OF PHASES OF FLIGHT (as defined by CAST/ICAO)...... 118 A.2.2 LIST OF PHASES OF FLOW MANAGEMENT...... 118 A.3 LIST OF ACTORS (EXCERPT FROM OATA APPROACH)...... 118 A.4 LIST OF EATMN SYSTEMS (AS IDENTIFIED IN ANNEX I OF (EC) 552/2004)...... 119

6 of 123

Executive summary At its 19th meeting, the Programme Committee decided to identify 5 priorities based on the Strategic Business needs of Service providers. These 5 priority Strategic Business Needs are

 Airport Integration and throughput

 Conflict Management and Automation

 Moving from Airspace to 4D Trajectory Management

 Network Collaborative Management and Dynamic/Capacity Balancing

 Traffic Synchronisation

Regarding the scope of the candidates, it is included into

 Airport Integration and throughput

 Traffic synchronization

The analyses of the maturity and confidence (WHAT) must prove that candidates are compatible with the step 1 of the deployment. The mapping of pre-selected candidates regarding Essential operational changes identified in the ATM master Plan is shown in the following figure:

7 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis It is possible to distinguish two major area on those candidates : one concern the flight safety and the other hand the flight efficiency and airport capacity according to coherence, maturity and confidence to the goal of ATM master plan at the step 1 level.

8 of 123

1 High Level Description

1.1 High-Level Operational impact description

1.1.1 Introduction Each candidate PCP is defined by objective and enablers. The chapters are summarised for each candidate according to each OI step and associated enablers, identifying the major changes and level of maturity.

1.1.2 Candidates Overview

1.1.2.1 Integration AMAN-DMAN

1.1.2.1.1 Introduction: For the purpose of the PCP, AMAN-DMAN integration or coupling specifically refers to the OIs:

 Departure Management Synchronised with Pre-departure sequencing (TS-0202)

 Departure Management integrating Surface Management Constraints (TS-0203)

However, integration of A-SMGCS with AMAN was considered to be out of scope as there is no initiative within SESAR Projects. This included:

 Integration of Surface Management Constraint into Arrival Management (TS-0104)

 Surface Management Integrated With Departure and Arrival Management (AO-0207)

1.1.2.1.2 Departure Management Synchronised with Pre-departure sequencing (TS-0202) Description:

This concept contains two parts

o Pre-departure management,

with the objective of metering the departure flow to a runway by managing Off-block-Times (via Start-up-Times) which consider the available runway capacity. In combination with CDM, Pre-departure management aims thus at reducing taxi times, increasing CFMU-Slot compliance and increasing predictability of departure times for all linked processes.

o Departure management,

with the objective of maximising traffic flow on the runway by setting up a sequence with minimum separations.

9 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis The pre-departure sequence refers here only to the organisation of flights from the stand/parking position. Pre-departure sequences are established collaboratively with the airport CDM partners concerned, taking into account agreed principles to be applied for specified reasons (runway holding time, slot compliance, airline preferences, night curfew, evacuation of stand/gate for arriving aircraft, adverse conditions (de-icing), actual taxi/runway capacity, current constraints, etc.). Based on the actual progress of operations from airlines during the turnaround process, the system elaborates a collaborative sequence and provides both off-block time (TSAT) and an take-off time (TTOT), taking into account variable taxi times and aligned to real situation according to the actual aircraft Take Off. Actors involved during the Turnaround process have the responsibility to provide an accurate and timeliness TOBT. The system calculates a TTOT, may ask the NM for a CTOT as close as possible to the TTOT and provides the controller with the list of TSAT and TTOT for the a/c metering. The pre-departure list is used by ATC tower controllers, mainly by Delivery Clearance tower controller to follow the TSAT window and Tower supervisor as best available information about traffic demand. The underlying runway departure sequence provided by the system is an information available for the runway controller while sequencing departing aircraft, as and when feasible, that will be fully relevant when Surface management constraints will be properly integrated and monitored. Transition and Maturity:

A stepwise deployment for this OI will focus on pre-departure management and on a basic DMAN approach where TTOTs will be generated but the ATCOs will not be expected to follow the TTOT order. Pre-departure sequencing using a basic DMAN (no basic DMAN ATM MP reference) is already in operation at CDM airports, and SESAR Departure management V3 will be achieved by 2015 (06.08.04, 12.4.4 and 12.3.5 projects, see TS-0203). IOC:

Since deployment has already occurred the IOC could be taken as 2012.

1.1.2.1.3 Departure Management integrating Surface Management Constraints (TS-0203) Description:

The departure sequence at the runway is fine tuned according to real traffic situation reflecting any delay off gate or during taxi to the runway in use which may trigger an update to the departure sequence. The system interacts and provides assistance to the ground controller and runway controller to coordinate surface movements and to manage an optimised departure sequence consistently with real surface traffic. Improvements to Departure sequence acceptance will arise from better taxi-time, from monitoring of real surface traffic situation and from consistent management and assistance between departure

10 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis sequence and taxi route provided by ASMGCS. Benefits will be more important at airports with a complex layout or during non-nominal situations. Transition and Maturity:

This deployment is dependent on the deployment of A-SMGCS levels 3 and 4 addressed in AO-0205. DMAN is already deployed and A-SMGCS Routing V3 will be ready by 2015 (06.08.04 and 12.4.4 projects). IOC: Ready for 2018 (from a deployment perspective, dependency on TS-0202).

1.1.2.2 Wake vortex separation not based on distance but on time

1.1.2.2.1 Time Based Separation for Final Approach – Headwind Only (AO- 0303) (This “head wind version” is transition towards “full concept” agreed with the Steering Group.) Description:

The objective is to recover loss in airport arrival capacity currently experienced in headwind conditions on final approach under distance-based wake turbulence radar separation rules. By using time-based parameters, this loss is mitigated, having a positive effect on runway throughput and runway queuing delays. Minimum radar separation is not affected. Whilst TBS (Time-Based Separation) operations are not exclusive to a headwind on final approach, the current deployment proposal is specifically targeted at realising the potential capacity benefits in these currently constraining conditions. Radar separation minimum and vortex separations are parameters that will be integrated in the Time Based Separation support tool that provide guidance to the controller to achieve the time proposed spacing to counter the effect of the headwind. Deployment will be subject to local safety case and there is no specific impact expected on ICAO or EASA regulations. Transition and Maturity Deployment will be consistent with aspects of RECAT EU expected adoption by end of 2013. A deployment decision has already been taken for one major European airport (London Heathrow) and at least four others will also benefit from this OI. Benefit expected is capacity resilience during strong headwind conditions. IOC: Ready by 2014, although the first European deployment is expected by 2017.

11 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 1.1.2.3 Airport surface management

1.1.2.3.1 Introduction: For the purposes of the PCP, airport surface management specifically refers to the OIs:  Automated Assistance to Controller for Surface Movement Planning and Routing (AO- 0205)

 Guidance Assistance to Aircraft on the Airport Surface (AUO-0602)

1.1.2.3.2 Automated Assistance to Controller for Surface Movement Planning and Routing (AO-0205) Description:

This OI Steps deals with the Routing and Planning functions of A-SMGCS levels 3&4 that provides the automatic generation of taxi routes, with the corresponding estimated taxi time and management of potential conflicts and of DMAN sequence, for mobiles operating on the movement area. Taxi routes can be manually modified by the ATCO (CLD, apron, GND , RWY and supervisor) before being assigned to mobiles. These routes are then available in the airport FDPS for use by other systems (e.g. uplink to mobile via data link, optimise departure sequence, follow the green ….) Although excluded in this PCP, in the future, the generated route can be provided through data link to the flight crew on the Moving Map and in some cases to vehicle drivers (e.g. tug drivers). See D- TAXI application in AUO-0602/AUO-0603-A. The operational concept targets large airports (LHR, CDG, FRA, MAD, …).with complex taxiway layout Procedures will define the roles and responsibilities of ATCOs and flight crew, and notably the management of routes, depending on their status (planned, cleared or pending on an airport with multiple ground sectors). Surface alerts related to this OI are covered in Safety Nets section and OI AO-0104-A. Transition and Maturity:

Automated Assistance to Controller for Surface Movement Planning and Routing is dependent on the deployment of electronic flight strip systems which has started in Europe. A-SMGCS Routing function with management of the potential conflicts and DMAN constraints will be validated by 2015 (06.07.02 and 12.3.3, 12.5.3 and 12.5.4 projects). This is expected to improve taxi times and operations in low visibility conditions. There is a safety benefit through surface conformance monitoring. No air ground data exchange is considered for this PCP. IOC:

Ready by 2018

12 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 1.1.2.4 Airport safety nets

1.1.2.4.1 Introduction: For the purposes of the PCP, airport safety nets specifically refer to the OIs:  Airport Safety Nets for Controllers in Step 1 (AO-0104-A)

 Enhanced runway usage awareness to reduce hazardous situations on the runway (AO- 0209)

1.1.2.4.2 Airport Safety Nets for Controllers in Step 1 (AO-0104-A) Description:

The geographical scope of this activity is considered to cover both the Runway and Airfield Surface Movement area. Two functions are considered as mature for deployment in the timeframe: • Conflicting ATC clearances: when the Tower Runway Controller provides mobiles with ATC clearances that, if followed, would bring them into conflict with other mobiles,

The detection of Conflicting ATC Clearances is a support tool for the Tower Runway Controller and will be performed by the ATC system based on the knowledge of data such as the clearances given to mobiles by the Tower Runway Controller, the assigned runway and holding point. Working procedures need to ensure that all clearances given to aircraft or vehicles are input in the ATC system by the controller on the Electronic Flight Strip (EFS). Different types of conflicting clearances are identified (e.g. Line-Up vs Take-Off). Some of them are only based on the controller input; others are in addition using other data such as A-SMGCS Surveillance data to confirm that an abnormal situation is detected. The detection of Conflicting ATC Clearances aims to provide an early prediction of situations that if not corrected would end up in hazardous situations that would be detected in turn by the RIMS if in operation • Non-conformance to ATC instructions or procedures: when a mobile deviates from its assigned clearance or airport procedures.

The objective of this service is to alert ATCOs when mobiles deviate from ATC instructions, procedures or route, potentially placing the mobile at risk. The introduction of Electronic Flight Strips (EFS) means that the instructions given by the ATCO are now available electronically and can be integrated with other data such as flight plan, surveillance, routing, published rules and procedures. The integration of this data allows the system to monitor the information and when inconsistencies are detected, the ATCO can be alerted (e.g. No push-back approval) (Linked to provision of surface routing AO-0205) For both safety nets, the Controller will make the appropriate input on the EFS and give voice instructions to resolve the situation and hence cancel the alert.

13 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis The new alerts are considered as an additional layer on top of the A-SMGCS Level 2 alerts and not seen as a replacement for them. The alerts that exist today are triggered at the last moment giving the controller and flight crew very little time to react. The new alerts are more predictive than reactive, identifying situations that could lead to a potential incident and thus giving the controller more time to resolve the problem safely. Transition and maturity:

Both safety nets require the deployment of Electronic Flight Strip systems and the Non-conformance aspects require the deployment of A-SMGCS routing function for route deviation. It is assumed that the surveillance aspects of A-SMGCS will already be deployed. Considering maturity achieved, the integrated V3 is expected by 2014. IOC:

An IOC of 2018 is considered reasonable based on SESAR validation and the deployment of EFS and A-SMGCS routing function although earlier deployment for some aspects such as Conflicting ATC clearances, could be earlier.

1.1.2.4.3 Enhanced runway usage awareness to reduce hazardous situations on the runway (AO-0209) Description:

The RWSL system is a support tool for flight crews and vehicle drivers. RWSL is a surveillance driven system that automatically indicates to flight crews and vehicle drivers when it is unsafe to enter, use or cross a runway, through new airfield lights which can be composed of Runway Entrance Lights (REL), Take-off Hold Lights (THL) and Runway Intersection Lights (RIL). In normal operations, the exchanges between actors remain the same. Pilots and vehicle drivers comply with the tower runway controller’s clearances, except when compliance would require crossing an illuminated red REL, RIL or THL. In such a case the pilots hold short of the runway for REL or stop the aircraft for THL and RIL (if possible), contact the tower runway controller and await further instructions. If pilots notice an illuminated red REL/THL/RIL and remaining clear of the runway/aborting take-off is impractical for safety reasons, then they shall proceed according to their best judgment of safety (understanding that the illuminated REL/THL/RIL indicate the runway is unsafe to cross or enter/take-off on) and contact the tower runway controller at the earliest opportunity. Transition and Maturity:

Deployment is dependent on the availability of surface surveillance. The main benefit is related to the increase of runway usage awareness, and consequently an increase of runway safety. This supports the European Performance Scheme RP2 regarding the reduction of the number of the most severe runway incursions (categories A and B). IOC:

14 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis Whilst the IOC is planned for 2014, this operational improvement is already in deployment at one major European airport (Paris CDG).

15 of 123

1.1.3 Conclusion

Operational Deployment Analysis

OIs IOC Maturity

TS-0202 2012 Pre-departure sequence refers to the organisation of flights from the stand/parking position and sequences are established collaboratively Departure with the airport CDM partners concerned. Management synchronised with Pre-departure sequencing is already in operation at CDM airports and pre-departure SESAR V3 maturity will be achieved by 2014, for this OI to be sequencing considered for continued deployment

TS-0203 2018 The departure sequence at the runway is fine tuned or updated according to real traffic situation based on surface management Departure constraints. . Integration of A-SMGCS and DMAN will reflect any Management impact on the departure sequence of any delay on departing the gate integrating surface or during taxi to the holding point. management constraints Sufficient maturity will be achieved by 2014, for this OI to be considered for deployment. AO-0205 2018 Routing and Planning functions of A-SMGCS levels 3&4 provide the automatic generation of taxi routes, with the corresponding Automated estimated taxi time and management of potential conflicts and DMAN Assistance to sequence Controller for Surface Movement Sufficient maturity will be achieved by 2014, for this OI to be Planning and considered for deployment. No air ground data communication is Routing considered for this PCP.

AO-0303 2014 TBS recovers loss in airport arrival capacity currently experienced in headwind conditions on final approach under distance-based wake Time Based turbulence radar separation rules by using time-based parameters. Separation for The separation rules are input parameters and currently no specific Final Approach – regulations are considered to be impacted although a local safety case Headwind Only will be necessary. Sufficient maturity will be achieved by 2014, for this OI to be considered for deployment. A deployment decision has already been taken by London Heathrow and NATS. AO-0104-A 2018 Two functions are considered as mature for deployment: Conflicting ATC clearances and Non-conformance to ATC instructions.

16 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis Operational Deployment Analysis

OIs IOC Maturity

Airport Safety Nets Sufficient maturity will be achieved by 2014, for this OI to be for Controllers considered for deployment. The deployment of A-SMGCS Routing is a critical dependency for Non- conformance alerts. AO-0209 2014 RWSL is a surveillance driven system that automatically indicates to flight crews and vehicle drivers when it is unsafe to enter, use or cross Enhanced runway a runway, through new airfield lights. usage awareness to reduce Sufficient maturity will be achieved by 2014, for this OI to be hazardous considered for deployment and deployment is already underway at situations on the Paris Charles De Gaulle. runway

1.2 High-Level System impact description

1.2.1 Introduction The Impacts on ground system focus on:

 Information Management systems for A/L (TOBT feeding) and Airport (contextual data feeding) and A-CDM Systems, DMAN, A-SMGCS (EATMN - Surveillance systems and procedures) and Electronic Flight Strips, A-SMGCS routing in particular flight data processing systems for departure sequencing and routing computation, and human-machine interface systems.

 New separation tool to enable TBS: Automatic monitoring and alerting on non-conformant final approach airspeed behavior, Automatic monitoring and alerting of separation infringement, Automatic monitoring and alerting for the wrong aircraft being turned on to a separation indicator. For BTV concept the connection of Pre-selected Exit and ROT to the A- SMGCS system.

 A-SMGCS and a processor needs to automatic detection conflict and airport Field Lighting System with the Tower controller CWP.

 New surface lighting capability for RWSL as well as RWSL automatic control systems that interface lighting and surveillance systems and operating rules will be deployed. There is no impact on airborne system considered for this PCP.

17 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 1.2.2 Candidates

1.2.2.1 Integration AMAN-DMAN For the purpose of the PCP, AMAN-DMAN integration is considered taking account the surface management functions integration (ASMGCS planning and guidance functions, also designated as SMAN).

1.2.2.1.1 Departure Management Synchronised with Pre-departure sequencing (TS-0202)

1.2.2.1.1.1 Impact on ground equipment Current System Capability:

A-CDM with initial DMAN is already deployed at a number of major European airports. A-CDM and initial DMAN are required enablers for deployment of this OI and this capability is available today. Electronic Flight Strips are a pre-requisite. No air ground data capability is required. New Functionality:

No new system development is required. However, to deploy the OI, system Integration is required Standards:

Whilst European standards exist for A-CDM, integration with initial DMAN may require standard development. Stakeholder Impact:

Both Airport and ANSP will be involved in the deployment activity and system integration. Limited AU integration.

1.2.2.1.1.2 Impact on airborne equipment No impact.

1.2.2.1.2 Departure Management integrating Surface Management Constraints (TS-0203)

Initial DMAN is already deployed at a number of major European airports. Electronic Flight Strips are a pre-requisite.

18 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis No air ground data capability is required. New Functionality:

This OI requires the deployment of A-SMGCS routing function. Current DMAN needs to evolve to take account of variable and updated taxi times to calculate the TTOT and TSAT. Interfaces between DMAN and A-SMGCS routing will be developed. Advanced CWP with appropriate human-machine interface will be developed. Standards:

No impact. Stakeholder Impact:

Both Airport and ANSP will be involved in the deployment activity and system integration.

1.2.2.2 Wake vortex separation not based on distance but on time

1.2.2.2.1 Impact on ground equipment Current System Capability:

Initial AMAN is already deployed at a number of major European airports. Safety nets are already deployed. Minimum radar separation and wake vortex standards are parameter inputs. New Functionality:

 The FDP/sequencing tool (i.e. AMAN) will be updated:

AMAN modified to be compatible with TBS and able to switch between time and current distance based wake turbulence radar separation rules. Switching from TBS to DBS is necessary to cover contingency and other locally-driven requirements.

 The CWP will be updated:

A new TBS tool with safety nets to support the relevant approach controller and tower runway controller, specifically required to:

- Calculate TBS distance respecting minimum radar separation using actual glide slope wind conditions.

- Calculate Indicator distance

19 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis - Display indicator distance on controller displays

- Include spacing requirements radar and vortex.

 Safety nets:

There is no relaxation of radar separation minima under this concept. Nonetheless, safety nets capturing:

- Automatic monitoring and alerting of separation infringement require adaptation to fit a TBS operation, and

- Specifically, safety nets for individual TMA operations will need to be reviewed to take into account the mitigations used to manage some of the identified hazards in the context of TBS.

Standards:

Not expected. Stakeholder Impact:

ANSP will be involved in the deployment activity and system integration. AU will be required to ensure pilot awareness.

1.2.2.2.2 Impact on airborne equipment No impact.

1.2.2.3 Airport surface management For the purpose of the PCP, airport surface management is considered taking account one OI:  Automated Assistance to Controller for Surface Movement Planning and Routing (AO- 0205)

1.2.2.3.1 Automated Assistance to Controller for Surface Movement Planning and Routing (AO-0205)

Electronic Flight Strips with A-SMGCS 1 and 2. No air ground data capability is required. New Functionality:

CWP will be updated with appropriate human-machine interface systems to interact with surface route trajectory.

20 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis An A-SMGCS level 3 & 4 routing and planning function is required to calculate the most operationally relevant route as free as possible of conflicts which permits the aircraft to go from stand to runway/ from runway to stand or any other surface movement. FDPS able to receive planned and cleared routes assigned to mobiles and manage the status of the route for all concerned mobiles. This should be available for use by other systems (e.g. uplink to mobile via data link, optimise departure sequence, follow the green ….) Standards:

The A-SMGCS level 3 & 4 system should be subject to standards (WG-41). Stakeholder Impact:

ANSP (and airport depending on ownership of systems) will be involved in the deployment activity and system integration.

1.2.2.4 Airport safety net For the purpose of the PCP, airport safety nets are considered taking account two OIs:  Airport Safety Nets for Controllers in Step 1 (AO-0104-A)

 Enhanced runway usage awareness to reduce hazardous situations on the runway (AO- 0209)

1.2.2.4.1 Airport Safety Nets for Controllers in Step 1 (AO-0104-A)

The majority of alerts require Electronic Flight Strips and A-SMGCS level 1 and 2 which already exist. No air ground data capability is required. New Functionality

A new function will be required to generate and distribute the appropriate alerts. A-SMGCS will require the Routing and planning Function in addition to Level 1 and 2 capability to fully support conformance monitor alerts. However, a subset of alerts can be deployed if the A- SMGCS route function is not available.

CWP will be updated to host warnings and alerts with an appropriate human machine interface supporting interaction for cancelling an alert. This will include tools for resolution of surface conflicts (Conflict resolution is considered out of scope for Step 1) Flight Plan update is required to host the ATC Clearances given by the controller to the Aircraft.

21 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis Standards

Common European Operational procedures will be required with a generic safety case. Stakeholder Impact

ANSP will be involved in the deployment activity and system integration.

1.2.2.4.1.2 Impact on airborne equipment There is no impact.

1.2.2.4.2 Enhanced runway usage awareness to reduce hazardous situations on the runway (AO-0209)

No current lighting capability. A-SMGCS Level 1 and 2 is available and deployed at major European airports. New Functionality

RWSL is a fully automatic system based on A-SMGCS (Advanced Surface Movement Guidance and Control System) surveillance. A new control function generating the appropriate status for the airport Field Lighting System according to surface, runway and landing traffic movements in relation to runway occupancy status is required. The A-SMGCS (including surveillance) and RWSL operating rules need to be integrated. Information on runway usage is directly made available to the vehicle drivers and flight crews through new airfield lights (i.e. Runway Entrance Lights and Take-off Holding Lights; Runway Intersection Lights in case of crossing runways). The Tower controller CWP is expected to display the status of lights (red/switched-off) and the status of the system. Standards

Operational standards are in process in ICAO. Stakeholder Impact:

Both Airport and ANSP will be involved in the deployment activity and system integration.

1.2.2.4.2.2 Impact on airborne equipment There is no impact.

22 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 1.2.3 Conclusion

Enablers Analysis List of enablers OIs IOC Maturity Ground Sys Air Sys No ATM MP reference TS-0202 2012 Successor TS-0203 No new system No impact Departure development is is available for this Departure capability. Management Management required. synchronised integrating Surface However, to Basic DMAN with pre- Management deploy the OI, departure Constraints and system Integration sequencing associated is required. enablers. Electronic Flight Strips are required. Note this is operational at CDG in the context of A- CDM AERODROME-ATC-44a TS-0203 2018 DMAN and A- A-SMGCS routing No impact SMGCS Routing V3 and planning Departure sequence will be ready by function required. updated taking into account surface 2015 (06.08.04 and management information 12.4.4 projects) and the IOC ready by 2018 V3 is expected by 31/12/2014 AIRPORT-33 TS-0203 2018 V3 is expected by DMAN to evolve to No impact 31/05/2015 take account of Provision of departure and variable and arrival constraints to the Aerodrome ATC surface updated taxi times management NIMS-25 TS-0203 2017 The reception of Information No impact NOP information systems to be able Integration of Airport CDM into the AOP is to facilitate NOP / data into Network DCB sub- system already done, and AOP integration the integration of (dependency with Airport EG3 and initial information (AOP) integration of into the NOP will AOP/NOP DCB- be ready for 2014, 0103-A) so the IOC could be achievable. V3 expected 31/12/2014

23 of 123

Enablers Analysis List of enablers OIs IOC Maturity Ground Sys Air Sys AERODROME-ATC-12 AO-0205 2018 The ground system A-SMGCS routing No impact Surface Routing and planning Provision of the optimised Server will provide function required. ground route minimising conflicts a route as free as possible of conflicts, according to the lasts validations performed in 06.07.02 and 12.03.03, this part could be considered not mature enough to be in operation before 2018 AERODROME-ATC-13 AO-0205 2017 This enabler is FDPS should be No impact more related to able to receive Surface movement the Flight Data planned and information processing system enhanced with Processor (FDP) cleared routes storage and dissemination than the routing assigned to and of surface routes function. make the information available for use by other systems. CTE-S9b AO-0205 2007 The proposed ADS- No Impact No impact B capability is not Airport Surface Surveillance considered to be through MLAT critical to deployment. Existing surveillance is considered to be adequate. ER APP ATC 118 AO-0303 2015 Not an enabler for Not applicable Not applicable this OI. Likely Enhance AMAN to reduced Time Based relates to link distance separation in Separation specific conditions for Final between enhanced Approach – AMAN, reducing Headwind distance Only separation in specific conditions, and AO-0304 weather

24 of 123

Enablers Analysis List of enablers OIs IOC Maturity Ground Sys Air Sys dependent reductions of wake vortex separations for final approach and departures.

ER APP ATC 136 AO-0303 2015 The adaptation of Safety nets to be No impact safety nets to adapted for TBS Adapt Safety Nets to specific TMA and take account specific TMA operations operations will of local mitigations need to be used to manage reviewed to take hazards identified into account the in the context of mitigations used to TBS some of the identified hazards are not mature, and so require development and assessment in the context of TBS. AERODROME-ATC-03 AO-0104A 2010 At this moment, New function to No impact this enabler is one generate and Surface movement control of the most distribute alerts. workstation equipped with mature. tools for runway incursion A-SMGCS requires detection and alerting Routing and planning Function. CWP updated to host warnings and alerts. Flight Plan update to host ATC Clearances given by controller to Aircraft A-SMGCS201 TS-0203 2018 New system Not required integration with New EUROCAE Standard for AO-0205 current A-SMGCS A-SMGCS (Level 3&4) AO-0104A and CWP

25 of 123

Enablers Analysis List of enablers OIs IOC Maturity Ground Sys Air Sys AERODROME-ATC-22 AO-0104A 2018 This is not Not required Not required considered in the Surface movement control timeframe for PCP workstation equipped with tools for resolution of surface conflicts CTE-N11 AO-0209 2014 Exist but is not No impact Enhanced critical to this New lighting technology runway usage application awareness to reduce hazardous situations on the runway CNE-N11a AO-0209 The technology New airport RWSL exists and is being system RWSL lighting capability deployed in Europe (Paris CDG) CNE-N11b AO-0209 The technology New function exists and is being managing the Interfaces lighting and deployed in Europe airport RWSL surveillance systems (Paris CDG) System according to surface, runway and landing traffic movements in relation to runway occupancy status. A-SMGCS and RWSL to be integrated

1.3 High-Level description of the Essential Deployment Baseline related elements

1.3.1 ATM master plan The strategic business need is connected to the notion of groupings of projects and usage of Operational Focus Areas (OFAs), so it can be summarized as follows

26 of 123

Operational Operational OFA OI steps Package Sub-Package

OFA01.02.01 Airport AO-0104-A Airport Safety Nets including Taxiway SPC01.02 safety nets and Apron Airport Safety OFA01.02.02 Enhanced AO-0209Enhanced runway usage awareness to situational awareness reduce hazardous situations on the runway

PAC01 OFA01.03.01 Time Based AO-0303 time based separation for final approach SPC01.03 Separation –full concept Enhanced OFA01.03.03 Runway Runway AUO-0702 automated optimised braking to Occupancy Time Throughput vacate Management

OFA04.02.01 Surface AO-0205 Automated Assistance to Controller for Planning and Routing Surface Movement Planning and Routing

AO-0205 Automated Assistance to Controller for Surface Movement Planning and Routing

AO-0207 surface management integrated with departure and arrival management OFA04.02.03 Surface management Integrated TS-0202 Departure Management Synchronised with Arrival & Departure with Pre-departure Sequencing SPC04.02 Management TS-0104 integration of surface management Integrated PAC04 constraints into arrival management Surface Management TS-0203 Integration of Surface Management Constraint into Departure Management

TS-0104 integration of surface management OFA04.01.01 Integrated constraints into arrival management

AMAN DMAN TS-0203 departure management integrating surface management constraint

OFA04.02.05 Guidance AUO-0602 guidance assistance to aircraft on the assistance to aircraft and airport surface vehicles

The ATM Master plan considers that essential operational changes are airport safety nets, surface management integrated with arrivals and departures and integrated AMAN / DMAN.

27 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis Regarding these considerations and the status of candidates, a deployment Baseline is needed.

1.3.2 Baseline consideration The following table shows the summary of SESAR baseline considerations

Concerning Airport Safety Nets included in the airport integration and throughput, if the surface movement capacity is increased, the risk of conflict could be greater. Before developing measures including conflict detection or warning systems, the deployment baseline includes surface movement Guidance and control systems (SMGCS level 1 and 2) as a baseline. Concerning airport integration and throughput, the baseline consideration regarding integration of AMAN/DMAN, the deployment baseline addresses only a basic AMAN and implementations of basic DMAN. The deployment baseline also includes A-CDM.

28 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 1.3.3 Links with existing and/or planned implementing rules and/or standards According to operation implementations, it is clear that the existing standards have to be revised or the OI must take into account the conclusions of working group led by ECTRL. i.e. A-CDM concept and harmonization Task force ( A-CDM HTF). The Community Specification ETSI EN 303 212 V1.1.1 may also need to be revised. Though ICAO Doc 4444 8.7.3 Distance based wake turbulence radar separations mentions standards in relation to RECAT 1 DBS, the adoption of new wake vortex categories. through EASA rule making is anticipated by end of 2014. No current SES/EASA/EUROCONTROL legislation relating to wake vortex or runway usage awareness exists, except EAPPRI. Moreover, the Aerodromes Panel has been tasked by the ICAO Air Navigation Commission to develop inter alia "an appropriate ICAO document concerning enhanced runway usage awareness to reduce hazardous situations on the runway including procedures associated to its implementation. This will address standards on RWSL. For new technology, EUROCAE WG41 has been reactivated and will incorporate the SESAR Airport Safety Nets, as it provides an enhancement to the A-SMGCS level II existing baseline. Potential standardization enabler currently under review by C.03 and Publication are expected 2015. Rules for deployment need to be started as soon as possible to ensure they are ready for 2015 – 2020 time frame.

1.3.4 Potential risks Some of OIs have enabler systems and validation plans (VALP) with exercises achieving V3 maturity by Release 4; maturity confidence has been judged by experts based on this anticipated validation and not on the basis of concrete elements comparable with completed exercises with validation reports and cases. Some OIs introduce new technology and potential standards are expected around 2015. A number of OIs will require Implementation Rules which needs to be started in good time for deployment

1.3.5 Coherence with ICAO’s Global Air Navigation Plan and Aviation System Blocks Upgrades Most of OIs have coherence with ICAO's ASBU.

29 of 123

1 Departure Management Synchronised with Pre- Departure Sequencing (OI STEP TS-0202)

1.1 OI Step description

TS-0202 Departure Management Synchronised with Pre-departure Sequencing

IOC: 31-12-2012 DESCRIPTION: Departure management has the objective of maximising traffic flow on the runway by setting up a runway sequence with minimum separations. Tower Clearance Delivery Controllers will follow TSAT (pre-departure sequencing) when issuing the start up approval and Tower Runway Controllers will follow as much as possible the TTOT (departure sequencing) given by the DMAN when establishing the departure sequence.

RATIONALE: Maximising runway capacity for departures. Phase: Gate to Departure, at 'per flight' level. WP6.2: It is likely that 6.7.2 and 6.8.4 will both cover this OI step. (6.7.2: 20% - 6.8.4: 80%).

COMMENTS: This OI Step is moved from IP1 Expert Team comment:

OFA concerned OFA04.01.04 DMAN Multiple Airports OFA04.02.03 Surface management Integrated with Arrival & Departure Management

Project concerned : 06.08.04

OI Predecessor:  AO-0602 Collaborative Pre-departure Sequencing OI Successors:  AO-TS-0203 Departure Management integrating Surface Management Constraints  TS-0309 Integration of Departure and Arrival Management (Integrated Arrival and Departure Sequencing up to the Runway)

The pre-departure sequence refers here only to the organisation of flights from the stand/parking position. Pre-departure sequences are established collaboratively with the airport CDM partners concerned, taking into account agreed principles to be applied for specified reasons (e.g. slot compliance, airline preferences, night curfew, evacuation of stand/gate for arriving aircraft, etc.). The resulting pre-departure list is used by ATC tower controllers while sequencing departing aircraft, as and when feasible.

30 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 1.2 Related Enablers description

1.2.1 System

Basic DMAN

IOC IOC: 31/12/2021 Category: <…> Sync

Required/EnHancement/Alternate <…> Stakeholder See §2.3.4 DESCRIPTION:

COMMENTS: Expert Team comment:

Successor TS-0203 Departure Management integrating Surface Management Constraints and associated enablers

Note this is operational at CDG in the context of A-CDM

1.2.2 Procedural: Procedures to assist in achieving the optimal departure PRO 051 sequence minimising fuel burn IOC IOC: None None Category: Procedural Sync

Required/EnHancement/Alternate R Stakeholder ANSP Civil

DESCRIPTION:

Includes methods for sequencing via start-up/push back times, taxi routes and integrating user preferred departure sequence as needed.

COMMENTS:.

Expert Team comment:

This procedure has been deployed at a number or European airports CDG as part of the A- CDM process.

31 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 1.2.3 Institutional: N/A

CDM-01 Community Specifications for A-CDM

IOC IOC: Category: Institutional Sync

Required/EnHancement/Alternate Stakeholder

DESCRIPTION:.

Community Specification ETSI EN 303 212 V1.1.1

COMMENTS: A CS exists for A-CDM and may have to be revised

A-CDM HTF: Harmonisation sub-group of the AOT is working to ensure coherency of deployment across Europe.

1.3 Background & assumption This OI is related to

 OFA04.01.04 DMAN Multiple Airports

 OFA04.02.03 Surface management Integrated with Arrival & Departure Management

1.3.1 Related SESAR Specifications Validation for P6.8.4 basic DMAN concept performed as described in:

Basic DMAN OSED: P06.08.04 D32 Basic DMAN OSED V00.01.01 - 05.04.2011

According to the EXE-06.08.04-VP-470 performed in Release 1, the V3 phase is completed.

However, during Release 2, an additional but partial validation of OI TS-0202 will be performed in EXE-06.03.02-VP-401 using 12.03.05 prototype developed according to the D32 OSED. This validation will be performed during the second week of December; however the results will not be available until February 2013.

As a predecessor, AO- 0602 is available in the mid-term at major airports but potentially not through the SWIM infrastructure (SESAR W2.4 source). A project is started at Schiphol airport together with Eurocontrol (CISS, Central Information System Schiphol). The first phase (timeline) was implemented in the beginning of 2008.

1.3.2 Aeronautical services involved Main services involved are:

 aerodrome control service

32 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis  communication services

 aeronautical information services

 aeronautical meteorological services

 central flow management (NM)

 airport operations (APOC)

 OCC (FOC)

1.3.3 Phases of flow management / Phases of flight involved Phases of flight involved are:

 Standing

 Turn-round

 pushback/Towing

 taxi

Phase of flow management involved: tactical

1.3.4 Actors involved Actors involved in operations are:

 pilot

 tower runway controller

 tower clearance delivery controller

 tower ground controller

 aircraft operator

 ground handler

 APRON manager

 Airport Operator

 Other actors involved in the turnaround process (refuelling, catering, cleaning...)

1.3.5 Flows of information between actors The complete flow of information is exchanged between the standing phase and the pushback phase.

33 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis Based on the actual demand from airlines during the Turnaround process, the Basic DMAN elaborates a collaborative sequence for both the off-block (TSAT) and take-off events taking into account variable taxi times (calculated from the actual aircraft location to the runway threshold), adverse conditions (de-icing) and actual taxi / runway capacity and current constraints.

Actors involved during the Turnaround process have the responsibility to provide the tool with an accurate and timeliness TOBT. The tool calculates a TTOT, may ask the NM for a CTOT as close as possible to the TTOT and provides the controller with the list of TSAT, TTOT for the a/c metering.

1.3.6 Impact on airborne systems None

1.3.7 Impact on ground systems Impacts are mainly focus on Information Management systems for A/L (TOBT feeding) and Airport (contextual data feeding).

 DMAN

 A-CDM support systems

1.4 Related standardization and regulatory activities

1.4.1 Standards Eurocontrol A-CDM Concept Elements documents, with regards to Eurocae standards as described in the documents:

 Community Specification ETSI EN 303 212 V1.1.1

 Doc ED-141 (Minimum specifications for systems)

 Doc ED-145 (Interfaces specifications)

 Doc ED-146 (Tests and validation)

1.4.2 Impact on SES / EASA Regulatory frameworks Must be taken into account the CDM harmonisation ( A-CDM HTF) by ECTRL.

Community Specification ETSI EN 303 212 V1.1.1 may need to be revised.

1.4.3 Link to ICAO Global Concept Blocks B-80 Improved Airport Operations through Airport-CDM

34 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 1.5 Maturity and implementation considerations Conclusions presented in this chapter are based upon EXE-06.08.04-VP-470, Validation Report conclusions. Exercises EXE-06.08.04-VP-470 Objectives Validation of enhanced Departure Manager (DMAN) procedures to establish a pre-departure sequence at Paris CDG, to improve traffic predictability, airport capacity, cost & environmental effectiveness and safety. Release R1 (Step 1 - V3) Remedy State Closed Type Live trial OFA OFA04.01.01 Integrated AMAN DMAN Contributing projects 06.08.04 Deliverables 06.08.04.D32-OSED basic DMAN, 00.01.01 - 05/04/2011 Validation Report 06.08.04.D33 Basic DMAN Validation Report, 00.01.00, 30/11/2011 Results Other exercises including VP-064, VP-065 and VP-401 contribute to the maturity of concept and technology.

Two other exercises (EXE-06.03.02-VP-065, EXE-06.03.02-VP-401) are indicated by SESAR IS to be linked with TS-0202, but no Validation Reports are currently available.

From EXE-401 (Indra-Aena) perspective, TS-0202 is only partially covered as stated in the SE Review 2, due to the validation of the 12.03.05 “DMAN” according to the basic DMAN specifications made by 06.08.04 (D32).The Validation Report will not be ready before February 2013, as the validations will be performed not before December 2012.

At the time this document is written, It is therefore not possible to draw any conclusions regarding those exercises.

1.5.1 Maturity Issues including link with the SJU Release Strategy On a MATURITY standpoint, this OI Step TS-0202 is rather in OFA04.01.01. But OFA04.02.03, OFA04.01.01, OFA04.02.01 and – at a later stage – OFA04.02.05 are anyhow about to be merged so there is no issue on the OFA allocation. This OI Steps is in the focus of P06.08.04.

P06.08.04 is confident that they will reach V3 maturity for TS-308 and TS-0202 with Release 4 validations (NATS).

Conclusion from the SJU (Release 1 close-out report) is that it’s ready for deployment.

On a PERFORMANCE standpoint and considering live trials performed in Paris CDG and with inputs from Frankfurt and Zurich Airports, exercises involving a total of 48 air traffic controllers demonstrated that the new tool can:

 decrease the average taxi time by 9%

35 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis  cut delays: 93,8% of the flights observed in the trials were authorised to depart within 5 minutes after schedule (TOBT - Target Off-Block Time), which constitutes a 7,8% improvement

The implementation of DMAN tools also enable an improved adherence to Central Flow Management Unit (CFMU) slots, with 81% of all departing flights managing to match the slot that was attributed to them.

The tests also demonstrated the reliability of the DMAN tool and showed that it facilitates the implementation of changes to runway capacity and configuration.

The technology has shown favourable results on fuel consumption, with an average reduction of 14,6 kg per flight, corresponding to 46,6 kg drop in CO2 emissions.

The system will be used as baseline for future AMAN and DMAN integration during future Releases.

No issues identified during the exercise.

 The DMAN HMI is usable and rather satisfactory to the tower controllers.

 However, procedures are not always applied by the flight crews, which lead to an increase of the Clearance Delivery controller’s workload (pilots not monitoring the frequency while waiting for start-up approval). The increase of workload is also related to many TSAT updates mainly due to TOBT updates.

 Workload is maintained regarding the Runway controller and the Tower Supervisor. It is however increased on the Apron and Ground control positions, mainly due to the fact that these control positions are not provided yet with an HMI supporting the TSAT management.

Considering exercise results and achieved performance improvement, experts’ conclusion is:

 enabler maturity level is HIGH.

1.5.2 Any other deployment considerations not covered above Only 5 airports have deployed A-CDM (MUN, BRU, CDG, FRA, LHR), it need to follow the IDP for the next period 2012 – 2016.

To avoid complexity linked with the usage of various different CDM tools (e.g. websites), Airspace user wishes would be to share a standardised single tool within all the involved airports.

1.5.3 Maturity Assessment provided by SESAR IS Additional assessment undertaken by the SESAR IS (EG4-Support to PCP – November 20122 – sent to SJU doc (3).doc) states the following based on its system engineering data:

 Question: What is the confidence in achieving V3 maturity by Release 4, based on existing plans and results?

36 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis MEDIUM (note: Operational Project 06.03.02 has stated that the OI step will be partially covered in Release 2 exercises)

 Question: What is the confidence in availability of requirements in a database?:

1.5.4 EG4 Maturity Assessment Conclusion Based on the available information at this stage of validation planning and maturity and despite the inaccurate IS assessment the EG4 considers that:

 Sufficient maturity will be achieved by 2014, for this OI to be considered for deployment.

37 of 123

2 Integration of Surface Management Constraints into Arrival Management (OI STEP TS-0104)

Integration of Surface Management Constraint into Arrival Management TS-0104

IOC: 31-12-2019 DESCRIPTION: More efficient arrival sequence through to the gate, thanks to a better awareness of traffic situation on ground. More stable arrival sequence thanks to a better awareness of traffic situation on ground. (source: atmmasterplan.eu)

RATIONALE: Phase: Arrival to Gate, at 'per flight' level. When building the arrival sequence AMAN should consider constraints from the taxi route (ground part of RBT/RMT) as planned by SMAN. Examples are the choice of the arrival runway with regard to the shortest route to the planned aircraft stand or the choice of aircraft types (and thus RWY exits used) in case of taxiways that are unavailable. The SMAN will also need information on the planned arrival sequence with the aim to calculate a conflict-free route to the aircraft parking stand. If AMAN has to consider the constraints on surface management (such as the capacity of the runway this latter considering the surface management constraint-) it could be very difficult to improve AMAN with non stable data. The idea must be that there is coupling to routeing on the ground and gate allocation. SMAN/AMAN "data-exchange/cooperation" may support optimal taxi routeing, using of "best" exit from runway, choice of runway for landing (if there is an option), etc. All kinds of situation can be found which of course relate to airport layout (e.g.runways, taxiways, terminals) but also inbound or outbound traffic peaks.

COMMENTS: None Expert Team comment:

There is no initiative within SESAR Projects to integrate A-SMGCS with AMAN and so this is considered out of scope

38 of 123

3 Surface Management Integrated with Departure and Arrival Management (OI STEP AO-0207)

Surface Management Integrated With Departure and Arrival AO-0207 Management IOC: 31-12-2019 DESCRIPTION: The taxiing process is considered as an integral part of the process chain from arrival to departure and AMAN / DMAN is integrated with CDM processes between airport operator, aircraft operators and air traffic service provider at the same airport.

RATIONALE: To improve the aerodrome throughput, Arrival and Departure Management need to be considered as a combined entity, itself closely linked to surface movement especially at airports with runways used for both arriving and departing flights. Note: A related project is started together with Eurocontrol & CISS (Central Information System Schiphol). The first phase was due for implementation at the beginning of 2008. Note: Link retained with AUO-0603 (re surface guidance assistance).

COMMENTS: None Expert Team comment:

There is no initiative within SESAR Projects to integrate A-SMGCS with AMAN / DMAN and so this is considered out of scope

39 of 123

4 Departure Management integrating Surface Management Constraints (OI STEP TS-0203)

4.1 OI Step description TS-0203 Departure Management integrating Surface Management Constraints

IOC: 31-12-2022

DESCRIPTION: More efficient departure sequence from the gate thanks to a better awareness of traffic situation on ground.

RATIONALE: Phase: Gate to Departure, at 'per flight' level. To improve the effectiveness of DMAN including the optimization of ground movement traffic in order to reduce the additional constraint of the airport surface capacity, this OI needs to consider SMAN (Surface management) and its integration with DMAN, plus CTOT/ TSAT calculation and relationship.

COMMENTS: WP6.2: 6.7.2 covers this TS-0203 for this particular matter (departure management).

The following OFAs are related to the OI

 OFA04.01.01 Integrated AMAN DMAN

 OFA04.02.03 Surface management Integrated with Arrival & Departure Management

OI Predecessor(s)

 TS0202 Departure Management Synchronised with Pre-departure Sequencing

OI Successors

 AO-0207 Surface Management Integrated With Departure and Arrival Management

 TS-0304 Integrated Arrival / Departure Management in the Context of proximate airports

 TS-0301 Integrated Arrival Departure Management for full traffic optimisation, including within the TMA airspace.

On ground system, DMAN and A-SMGCS Routing V3 will be ready by 2015 (06.08.04 and 12.4.4 projects) and the IOC ready for 2018

Air ground data link is not a requirement for initial implementation of this OI. However, data link standards for uplink taxi clearance will be ready for 2018 for the ground system.

40 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 4.2 Related Enablers description

4.2.1 System

A/C-42a Onboard management of up linked taxi clearance

31-12- IOC IOC: None Category: SYSTEM 2019 Sync

AU Civil Scheduled Aviation

AU Civil Business Required/EnHancement/Alternate R Stakeholder Aviation AU Civil General Aviation

AU Military Transport

DESCRIPTION: Onboard management of up linked taxi clearance i.e. graphical display.

COMMENTS: 9.13, linked to A/C-31a for the uplink of taxi clearance, 9.31, linked to A//C-55 Airport connectivity data base (ED99a&c) Missing OFA 'surface planning and routing'. Mainline: End of V3 2015 for A320, IOC 2018. Date updated by Airbus on 20-03-2012 Boeing: "Boeing indicated this would be a FANS3 capability. Boeing is working with industry committees on FANS 3 capabilities. Boeing expects FANS3 in 2022." BA: CPDLC capability is planned. TBC with BA manufacturers for the OI Step function's IOC. GA: Unlikely to be used on GA - more likely to be done via guidance functions. Probably won't need standardisation (as long as it meets higher level interop requirements for performance). Unlikely to be needed but depends on OI Steps: AUO-0303-A: Not sure of the link here between enabler and OI. - AO-0205: GA could use D-TAXI - AUO-0602: not GA for small / remote airports, Uplink of D-TAXI clearances at small airports onto a moving map is unlikely. MIL: "Should apply to military transport a/c the same way as civil aircraft. For other types of a/c, depends on military data link accomodation (projects 9.20 & 15.2.8, step 1). For fighters would only be a recommendation. Pb: we said N/A for fighters, so ref. to 9.20/15.2.8 does not seem relevant. FR 06/12/2011: No FMS/MMS impact, FM function performed by ground system OANS". V3 of 9.20/15.2.8 is 2013 => IOC 2017; Pb : we should not provide an IOC earlier than for civil a/c!

This enabler is not critical to deployment.

Departure sequence updated taking into account AERODROME-ATC-44a surface management information IOC IOC: 31/12/2018 None Category: SYSTEM Sync

41 of 123

DESCRIPTION: More efficient departure sequence thanks to better awareness of surface management constraints.

COMMENTS: this a test.

DMAN and A-SMGCS Routing V3 will be ready by 2015 (06.08.04 and 12.4.4 projects) and the IOC ready by 2018

V3 is expected by 31/12/2014

Provision of departure and arrival constraints to the AIRPORT-33 Aerodrome ATC surface management

IOC 31-12- IOC: 31/12/2018 Category: SYSTEM Sync 2018

ANSP Civil Required/EnHancement/Alternate R Stakeholder AP OPR Civil

DESCRIPTION: Surface movement control workstation equipped with enhanced DMAN tools. The enhanced departure management tool is integrated with arrival and surface movement management tools. It provides departure constraints and takes account of arrival constraints and planned taxi times.

COMMENTS: MSW: wrong IOC, probably 2019. En description incomplete to be clarified, V3 to be provided by project 6.8.4

Expert Team comment: V3 is expected by 31/05/2015

Integration of Airport CDM data into Network DCB sub- NIMS-25 system 31-12- IOC IOC: None Category: SYSTEM 2017 Sync

Required/EnHancement/Alternate R Stakeholder Network Manager

DESCRIPTION: Network DCB sub-system enhanced to interact with Airport Operators for CDM, Stand and Gate Management, in connection with gate and stand allocation, slot- shifting and slot-swapping to better coordinate en-route slots with airport slots. Develop an assistance tool to exchange accurate capacity data and to adapt the best capacity value according to the traffic data.

COMMENTS: Integration of NOP and AOP.

V3 expected 31/12/2014

42 of 123

The reception of NOP information into the AOP is already done, and the integration of Airport information (AOP) into the NOP will be ready for 2014, so the IOC could be achievable.

4.2.2 Procedural

ATC Procedures (Airport) to make use of DMAN PRO-121 sequence in establishing ground traffic routing and pushback priorities and timing

31-12- IOC 31-12- IOC: Category: PROCEDURAL 2016 Sync 2018

DESCRIPTION: None

COMMENTS: None

Expert Team comment: Before pushback, use of TSAT to establish priorities and then focus on trying to stick to TTOT

ATC Procedures (Airport) to modify DMAN sequence PRO-122 taking into account real-time events on airports

DESCRIPTION: None

COMMENTS: None

DMAN should take account of critical events such as push back, taxi, hold etc.

43 of 123

PRO-AC-42a Cockpit Procedure for uplinked taxi clearance

AU Civil Scheduled Required/EnHancement/Alternate R Stakeholder Aviation AU Military Transport DESCRIPTION: The capabilities of enhanced automation for guidance and control on the manoeuvring area can only be effective if there are changes in the concept of aircraft operations and in the associated cockpit procedures. This EN will formalise the cockpit roles, responsibilities, techniques and phraseology.

COMMENTS: None

Note that air ground data link is not a requirement for deployment to be completed by onboard system provider

4.2.3 Institutional

New EUROCAE Standard for A-SMGCS (Level 3&4) ASMGCS-0201 including SMAN

31-12- IOC IOC: None Category: INSTITUTIONAL 2015 Sync

Required/EnHancement/Alternate R Stakeholder Unassigned

DESCRIPTION: None

COMMENTS: ASMGCS standards for levels 3 & 4 need to be updated.

EUROCAE WG 41 has been reopened. However, work on ASMGCS interface with DMAN is not planned before 2015

44 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 4.2.4 Human Performance

Initial training, competence and/or adaptation of new/active operational staff for the application and use of the enhancements and improvements HUM-TS-0203 included of the OI Step Integration of Surface Management Constraint into Departure Management

31-12- IOC IOC: 31/12/2018 Category: INSTITUTIONAL 2014 Sync

DESCRIPTION: None

COMMENTS:

Training for ATSEP and ATCO's, commercial and mil pilots

Training/verification development measures to be started 1 yrs before IOC.

Development/infrastructure measures to be started 1 yrs before IOC.

4.3 Background & assumption

4.3.1 Related SESAR Specifications P06.08.04 D07 Coupled AMAN-DMAN OSED, V00.01.01 - 06.06.2011

06.07.02.D04 Initial OSED for A-SMGCS Routing and Planning, 00.01.00, 12/04/2011

4.3.2 Aeronautical services involved Air traffic control service (area control service, approach control service or aerodrome control service),

Communication, navigation, surveillance services

4.3.3 Phases of flow management / Phases of flight involved

4.3.4 Actors involved

 Tower Clearance delivery controller

45 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis  Tower Runway Controller

 Tower Ground / Apron Controller

4.3.5 Flows of information between actors The associated routing clearance can be delivered by the controller to the pilot.

Once the flight has arrived at the stand, DMAN can start to optimise the sequence for runway and off-block sequence planning, based on real-time information from the surface and the latest TOBT prediction of the individual flight.

An estimate of the turn-round time is determined by the ground handler based on its own data and/or the airline operator. A Target Off-Block Time (TOBT) is generated and uploaded in the system. The TOBT can be adjusted by the aircraft operator if necessary.

Following the receipt of the TOBT, estimated taxi-out period (EXOP) will be calculated taking into account the predicted traffic load, gate/stand location, runway in use, etc. More accurate taxi-time will be provided through the Variable Taxi Time (VTT) calculation.

On the basis of the EXOP, a Target Take-Off Time (TTOT) is calculated. It represents the Aircraft rank in the take-off sequence. Consequently, each flight is scheduled in the pre- departure sequence according to its first TTOT.

Using D-TAXI envisages that for

 arrival flight prior to approach phase, the planned taxi route computed by the ground system (SMAN) is sent to the on board equipment and then, after landing, taxi clearances are sent.

 departure flights, prior to the start up clearance, the planned taxi route computed by the ground system (SMAN) is sent to the on board equipment and then, the taxi clearances are sent.

4.3.6 Impact on airborne systems None

4.3.7 Impact on ground systems DMAN, A-SMGCS routing and A-CDM Systems and procedures for air traffic services, in particular flight data processing systems for departure sequencing and routing computation, and human-machine interface systems.

Interfaces between DMAN and A-SMGCS routing to consider the route constrains in the departure sequence

Communication systems and procedures for ground-to-ground, air-to-ground and air-to-air communications.

46 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 4.4 Related standardization and regulatory activities

4.4.1 Standards EUROCAE WG41 should address an update to ASMGCS standards.

What about A-CDM and DMAN standards?

4.4.2 Impact on SES / EASA Regulatory frameworks Are there any CS standards.

4.4.3 Link to ICAO Global Concept Blocks Link with B2-15

4.5 Maturity and implementation considerations Exercises EXE-?? Objectives

Release Remedy State Type OFA Contributing projects Deliverables Validation Report Results P06.03.02 VP-064, 065 & 401

EXE-06.08.04-VP-231 Validation of Basic DMAN-ASMGCS Step1 V2

Two Validation Exercises related to this OI step have been defined in R2.

The R2 Exercises aimed at Operational validation activities are focused on:

 the integration of 06.07 (Surface Management) and 06.09.02 (iCWP) concepts and systems, to show to air traffic controllers, and validate with them, that the integration of systems brings an additional value compared to a situation where the systems are not integrated (EXE-06.03.02-VP-065);

 Integration of Enhanced Surface Routing Function for Surface Management with Departure Management Systems into the CWP (EXE-06.03.02-VP-401)

A consolidated VALR is expected at the beginning 2013, operational Project 06.03.02 has stated that the OI step will be partially covered in Release 2 exercises through validation of the prototype 12.04.04 according to the OSED developed by 06.08.04

47 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 4.5.1 Maturity Issues including link with the SJU Release Strategy

4.5.2 Any other deployment considerations not covered above

4.5.3 Maturity Assessment provided by SESAR IS Additional assessment undertaken by the SESAR IS (EG4-Support to PCP – November 20122 – sent to SJU doc (3).doc) states the following based on its system engineering data:

MEDIUM (note: Operational Project 06.03.02 has stated that the OI step will be partially covered in Release 2 exercises).

 What is the confidence in availability of requirements in a database?:

4.5.4 EG4 Maturity Assessment Conclusion Based on the available information at this stage of validation planning and maturity, the EG4 considers that

 Sufficient maturity will be achieved by 2014, for this OI to be considered for deployment,.

Note that there is a need to reassess the IOC date of 2022.

48 of 123

5 Automated Assistance to Controller for Surface Movement Planning and Routing (OI STEP AO-0205)

Automated Assistance to Controller for Surface Movement Planning and AO-0205 Routing

IOC: 31-12-2020

DESCRIPTION: The System provides the controller with the best route calculated by minimising the delay according to planning, ground rules, and potential conflicting situations with other mobiles.

RATIONALE: This improvement could be applicable for airports with a complex layout to improve safety and traffic flows.

COMMENTS: None

This OI Steps deals with the Routing and Planning functions of A-SMGCS levels 3&4 and the automatic generation of taxi routes, with the corresponding estimated taxi time, for mobiles operating on the movement area. Taxi routes can be manually modified by the ATCO (CLD, apron, GND and RWY) before being assigned to the mobiles.

The operational concept targets large airports with complex taxiway layout (CDG, FRA, MAD, …).

On the ground side, the projects involved are part of OFA 04.02.01 (Surface Planning and Routing) and consist of:

 06.07.02 (A-SMGCS routing and planning functions): operational project defining surface routing concept,

 12.03.03 (Enhanced Surface Routing): technical project in charge of route generation server,

 12.04.03 (Enhanced FDPs at airports): technical project in charge of assigned routes management, and

 12.05.03 (Enhance Controller Tools to manage all aspects of 4D trajectories): technical project in charge of HMI aspects of surface routing.

 12.05.04 (Integrated Tower Working Position (iCWP) Design, Specification Prototyping and Test/Validation) technical project in charge of CWP

49 of 123

V3 validation is currently planned for Release 4.

On ground system, A-SMGCS Routing function with management of the potential conflicts will be validated by 2015 and ready for deployment in 2018 (06.07.02 and 12.3.3 project)

The contribution of the data link for uplink taxi route will depend on the maturity of the enabler and standardization process) however this part is more related with the guidance part of the A-SMGCS (AUO-0603-A) than with the AO-0205

This OI is prerequisite for AO-0201 Enhanced Ground Controller Situational Awareness in all Weather Conditions

5.2 Related Enablers description

5.2.1 System

A/C-63 Fit Low Power SSR Transponder to Small Aircraft

IOC IOC: None None Category: SYSTEM Sync

AU Civil Scheduled Aviation Required/EnHancement/Alternate H Stakeholder AU Military Light Aircrafts

DESCRIPTION: Fit Low Powered SSR Mode S Transponders (LPST) to all small aircraft (only those not already normal transponder equipped) operating within identified TMA.

COMMENTS: Mainline: Check relevance of Enabler for mainliner. No SESAR project. Boeing: Not Applicable BA: High priority - No affordable ADS-B out solution (e.g. UAT, FLARM, etc) for GA which limits traffic proximity warning and traffic situational awareness possibility in mixed VFR/IFR environment. Furthermore, TCAS safety net sometimes not suitable for those environments (spurious RA alerts, TA positioning and vector information approximate). Essential enabler for BA. GA: See comment on ADS-B OUT (A/C-48). Essential enabler. Assumed to be a 1090ES transponder (SSR + ADS-B) - for CM-0406: Perhaps not applicable to low complexity TMAs?- CM-0601: Most GA flying in ENR or TMAs will be equipped. Is the LPST really applicable here?

This enabler is more related with the guidance function than with the routing function. The enabler should be deleted.

Surface movement management tools updated to AERODROME-ATC-02 provide the D-TAXI information to the pilot

50 of 123

DESCRIPTION: Workstation equipped with tools to assist the Controller with the route planning function to determine the best route for mobiles. Tool to provide the Controller with proposed ground movement plans for individual controlled aircraft and the air-ground data link communication service to issue taxi and other ground clearances.

COMMENTS: None

Note that D-TAXI is not required for the deployment of this OI.

The Ground systems will be improved to calculate the best route as free as possible of conflicts which permits the aircraft to go from stand to runway/runway to stand or any other surface movement. The introduction of the data link communications will reduce controller workload uploading to the aircraft the route to be followed. A-SMGCS Guidance system will be of high benefit guiding the aircraft for the agreed route. Several D-TAXI messages have been identified by RTCA Special Committee 214/EUROCAE Working Group 78 for the communication of the route by data link and have been retained for validation in SESAR 06.07.XX projects (the full set of D-TAXI messages will be defined later as part of the OFA 04.02.01). Following the V2 validation conducted by 06.07.02 jointly with 06.07.03 and 09.13, changes to existing messages and new messages have been proposed (16) and are currently under consideration by the standardisation bodies

Provision of the optimised ground route minimising AERODROME-ATC-12 conflicts IOC IOC: 30/12/20?? None Category: SYSTEM Sync

DESCRIPTION: Tool (route planning function) to provide the Controller with conflict-free route for individual controlled aircraft and the air-ground data link communication service to issue taxi and other ground clearances.

COMMENTS: None

The ground system Surface Routing Server will provide a route as free as possible of conflicts, according to the lasts validations performed in 06.07.02 and 12.03.03, this part

51 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis could be considered not mature enough to be in operation before 2018

V3 expected in 2013

Surface movement information processing system AERODROME-ATC-13 enhanced with storage and dissemination of surface routes 31-12- IOC IOC: None Category: SYSTEM 2017 Sync

DESCRIPTION: Surface movement information processing system enhanced to support storage and dissemination of the surface routes selected in the ground movement planning function, the tools for which are covered by other enablers. For use with A-SMGCS supporting advanced level functions (Most likely A-SMGCS commonly identified as "Level- 3").

COMMENTS: MSW: V3 is rather 2013 so IOC 2017.

This enabler is more related to the Flight Data Processor (FDP) than the routing function.

CTE-S9b Airport Surface Surveillance through MLAT

31-12- IOC IOC None Category: SYSTEM 2007 Sync

AP OPR Civil Required/EnHancement/Alternate R Stakeholder AP OPR Military

DESCRIPTION: Cooperative surveillance is provided by Airport Multilateration (MLAT) and ADS-B Out, based on the choice of the airport operator.

COMMENTS: The ADS-B Out part is covered by other enabler.

Significant work on technical requirement capture for A-SMGCS sensors is required to identify the position of mobiles. Surveillance systems need to be improved.

52 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 5.2.2 Procedural Runway and Surface Movement Procedures linked to PRO-203 Improvement in Planning and Routing

DESCRIPTION: The capabilities of the enhanced automation can only be effective if there are changes in the operational concept and therefore the control procedures. This EN will formalise the roles and responsibilities (cockpit/ATC) and define the techniques and any changes to phraseology to be used.

COMMENTS: None

These procedures will define the roles and responsibilities of ATCOs and flight crew, and notably the management of routes, depending on their status (planned, cleared) on an airport with multiple ground sectors.

5.2.3 Institutional New EUROCAE Standard for A-SMGCS (Level 3&4) ASMGCS-0201 including SMAN 31-12- IOC IOC: None Category: INSTITUTIONAL 2015 Sync

DESCRIPTION: None

COMMENTS: Potential standardisation enabler currently under review by C.03 - Enabler description not clear.

06.07.02 is working on this in the WG41

The reactivation of EUROCAE WG-41, in charge of A-SMGCS, has been requested. Work on Level 3&4 MASPS is not planned before 2015

53 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 5.2.4 Human Performance Initial training, competence and/or adaptation of new/active operational staff for the application and use of the enhancements and improvements included of the OI Step HUM-AO-0205 Automated Assistance to Controller for Surface Movement P" Assessment: affected mainly for ATCO, ATSEP (see Training) 31-12- IOC IOC: None Category: Human 2015 Sync

DESCRIPTION: None

COMMENTS: HELIOS: Part of ASMGCS L4 and if implemented would save controllers a great deal of time and increase throughput. It is very expensive and a number of years away from a trial

5.3 Background & assumption The objective of the Routing function is to calculate the most suitable route on the movement area (Runway, Taxiway and Apron) for an aircraft or a vehicle, before it starts taxiing, taking into account Air Traffic Controller inputs and known constraints such as taxiway closures, aircraft type etc… This planned route can be accessed by all controllers so that they share the same information and have an increased awareness of the planned movements on the aerodrome surface.

The planned route can also be provided to flight crews and vehicle drivers via data link and can be displayed on aircraft and vehicle systems, typically on an Airport Moving Map, to help in the preparation of ground movements.

Lastly, assigned planned routes are entered into the Airport Operational Plan to be accessible to all A-CDM actors.

The Routing function shall also calculate the unimpeded (unrestricted) time it will take for the mobile to taxi/drive on a given planned route. This time will then be used by the appropriate airport systems in order to calculate the Estimated In Block Time, Target Start Up Approval Time and Target Take Off Time. The taxi time information is also of interest for the Flight Crew, for example to help to decide if they can taxi out with one engine turned off.

The Planning function will be limited to providing a planned route on the airport surface together with taxi time duration based on fixed parameters per taxiway segments.

54 of 123

5.3.1 Related SESAR Specifications The following documents have been delivered by the operational project 06.07.02 “A- SMGCS Routing and planning functions”:

 06.07.02.D04- Initial OSED, version 00.01.00, 12/04/2011 (approved by partners and SJU “ No reservation (P)”)

 06.07.02.D12 – Preliminary OSED, version 00.01.00, 14/07/2012 (approved by partners and SJU “ No reservation (P)”)

 06.07.02.D73-Updated OSED, version 00.01.00, 12/11/2012 (approved by partners)

5.3.2 Aeronautical services involved

 Air traffic control service (aerodrome control service)

 Communication, navigation, surveillance services

 AIS for Airport Mapping Data Base

5.3.3 Phases of flow management / Phases of flight involved The following phases of flight are addressed according to the processes described in the Airport DOD Step 1 from 6.2:

 Turn-round

 Surface-out

 Surface-in

 Approach, planned taxi route would be delivered as early as 20/30 minutes before landing due to cockpit procedures during approach

5.3.4 Actors involved The following actors are involved in the routing and planning process:

 Flight Crew

o Verify/crosscheck routes

o Request rerouting when necessary (e.g. for technical reasons)

o Acknowledge route

o Follow routing instructions

 Vehicle driver

55 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis o Vehicle drivers will request a routing in certain situations, such as runway crossing, depending on the local procedures

 Tower Ground Controller : CLD, Apron, GND, RWY

o Route planning and modification is normally only possible in the area of responsibility of the concerned ATCO. That may mean that certain handover points/or adequate handover procedures are necessary to reduce the impact of the decision of one ATCO to another.

5.3.5 Flows of information between actors The surface routing concept envisages that A-SMGCS Routing and Planning functions automatically generate planned routes for mobiles (i.e. aircraft, but also cooperative vehicles that may need a clearance to operate on the aerodrome movement area). Routes are created by finding the shortest path from starting point to destination while conforming to circulation rules and known constraints (time, aircraft type restrictions …). These routes are then stored in the airport FDPS for use by other systems (e.g. uplink to mobile via data link, which is part of Guidance assistance to aircraft on the aerodrome surface – AUO-0603-A).

For departing aircraft and vehicles, ATCOs (CLD, apron, GND and RWY) have the opportunity to manually modify routes before validating them and assigning them to the corresponding mobiles.

The generated route will be provided to the flight crew and in some case vehicle drivers (e.g. tug drivers).

In the future, the primary means of communicating taxi clearances and expected routing information will be via data link (D-TAXI CPDLC). However, R/T communications shall remain for establishing a first contact and in some cases such as: data link failure, runway clearances, time-critical communication or for safety reasons. Mobiles not equipped with data link will not receive planned route information and will receive their taxi clearances via R/T, as through previous operating method.

In the future, aircraft equipped with an Airport Moving Map will be able to display graphically the planned or cleared taxi route. A planned taxi route shall be displayed in a different way from a cleared taxi route (colour, dashed line, etc…).

5.3.5.1 Pre-departure The flight crew receives the pre-flight information briefing concerning the flight.

Prior to start up, the planned (expected taxi out route) is sent to the flight crew by data link and it is loaded in to the aircraft system, together with latest weather data and some aircraft parameters (gross weight, cost index, etc.).

The flight crew will acknowledge (or reject) the uplinked planned taxi out route.

In the cockpit the planned route will be presented on the onboard display in a textual and, if the aircraft is fitted, in a graphical way. However, at this stage the route has not been cleared by the ATCO. The planned route transmitted by the clearance delivery announces the route to be expected to be cleared by ground and runway controller. In automatic mode, adjustments to the planned route can also be made by the system due to short-term taxiway

56 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis closures or changes in the operational. The ground or runway controller would still have the possibility to modify the initial taxi route if necessary. If the initial taxi route information has been modified, an UPDATE message should be accompanied with the new route clearance to make the flight crew aware of this modification.

Once the flight is off-blocks (i.e. when the start-up clearance has been received), no further planned route is provided. All segments of the route for which no clearance has yet been received constitute the pending route.

5.3.5.2 Approach and landing During the approach, the flight crew will be able to receive, either on request or after an automatic upload from the ATC system, the planned taxi in route information via data link (CPDLC). The route will be based on the predicted runway exit considering the aircraft type and runway exit position. Some airlines have Standard Operating Procedures (SOPs) implementing the sterile cockpit concept, which restricts communication to safety of the flight and operation of the aircraft once the aircraft has reached a certain altitude. In order to be compatible with these SOPs, the provision of planned routes will be prevented below a given altitude or below a given distance from runway or below a given time before landing.

If the aircraft is equipped with the capability to communicate and negotiate their nominal runway exit (Enhanced Braking System):

 The ATC system will receive requests from the aircraft for the use of a specific runway exit. It is expected that the ATC system will check the availability of the requested runway exit before it replies ROGER or UNABLE. As soon as a ROGER message is sent back to the aircraft, a Downlinked Runway Exit will be made available to the Routing and Planning Functions for the calculation of a (revised) planned taxi-in route. This planned taxi-in route will be made available for uplink to the Flight Crew on request.

 If the runway exit becomes unavailable then the Routing and Planning Functions will recalculate a planned taxi in route without waiting for an update of the Downlinked Runway Exit. In parallel, the ATC system is expected to alert the Flight Crew of the runway exit unavailability, which could lead to a new negotiation of the runway exit with the ATC system.

ATC clears the aircraft to land. Flight crew has situational awareness through visual observation assisted by Cockpit Display of Traffic Information (CDTI) information.

After landing, the flight crew will endeavour to leave the runway at the agreed exit. Once the flight has landed, no further planned route is provided. All segments of the route for which no clearance has yet been received constitute the pending route.

5.3.6 Impact on airborne systems Airborne description is provided through supporting text in the AUO-0602 PCP enabler in this document.

5.3.7 Impact on ground systems Systems and procedures for air traffic services, in particular flight data processing systems for routing computation, and human-machine interface systems.

57 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis Communication systems and procedures for ground-to-ground,

5.4 Related standardization and regulatory activities

5.4.1 Standards The following standardisation activities have been identified in SESAR:

 New EUROCAE Standard for A-SMGCS (Level 3&4) including SMAN

 Potential standardisation enabler currently under review by C.03 - Enabler description not clear.

Publication date 2015

In 06.07.02, several D-TAXI messages have been identified by RTCA Special Committee 214/EUROCAE Working Group 78 for the communication of the planned route by data link and have been retained for validation in SESAR 06.07.XX projects (the full set of D-TAXI messages will be defined later as part of the OFA 04.02.01). Following the V2 validation conducted by 06.07.02 jointly with 06.07.03 and 09.13, changes to existing messages and new messages have been proposed (16) and are currently under consideration by the standardisation bodies

5.4.2 Impact on SES / EASA Regulatory frameworks CS exists for A-SMGCS and may have to be revised.

5.4.3 Link to ICAO Global Concept Blocks Block 1

 ICAO Module Code : B1-75

 ICAO Module Title: Enhanced Safety and Efficiency of Surface Operations (ATSA- SURF)

 ICAO Module Title: Improved Traffic Synchronisation and Initial Trajectory-Based Operation.

Block 2

 ICAO Module Title: Optimised Surface Routing and Safety Benefits (A-SMGCS level 3-4, ATSA-SURF IA and SVS)

58 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 5.5 Maturity and implementation considerations

5.5.1 Maturity Issues including link with the SJU Release Strategy The following Step 1 validation exercises are planned or have already taken place: Exercises EXE-06.07.02-VP-071 Objectives High-level objectives of the validation exercises are related to:  HMI usability as a support to route planning,  route generator ability to propose operationally realistic routes,  provision of planned route through data link Release Step 1 - V2 Remedy State Initial feeding Type RTS OFA OFA04.02.01 - Surface Planning and Routing Contributing projects 06.07.02; 12.03.03; 09.13 Deliverables 06.07.02.D04 Initial OSED for A-SMGCS Routing and Planning, 00.01.00, 12/04/2011 06.07.03.D02 Preliminary OSED, 00.01.00, 17/11/2011 Validation Report 06.07.02.D18 - Preliminary Validation Report, 00.01.00; 24/10/2012 Results Recommendations for further improvements. Exercises EXE-06.07.02-VP-588 Objectives This exercise aims to investigate the influence of various optimisation features (distance, time, number of turns) on the taxi times and delays Release Step 1 - V2 Remedy State Initial feeding Type FTS OFA OFA04.02.01 - Surface Planning and Routing Contributing projects 06.07.02 Deliverables 06.07.02.D04 Initial OSED for A-SMGCS Routing and Planning, 00.01.00, 12/04/2011 Validation Report 06.07.02.D18 - Preliminary Validation Report, 00.01.00; 24/10/2012 Results Recommendations for further improvements. Exercises EXE-06.03.02-VP-064 Objectives Trials of Surface routing and D-Taxi including use of surveillance data, sequencing and surface routing controller tools. Release R2 (Step 1 - V3) Remedy State Closed Type RTS OFA OFA04.02.01 - Surface Planning and Routing Contributing projects 06.03.02; 06.07.02; 06.07.03; 06.08.04; 10.07.01; 12.03.02; 12.04.04; 12.05.02 ; 03.03.02; 03.03.03.

59 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis Deliverables 06.07.02.D04 06.07.03.D10 06.07.03.D11 06.08.04.D07

Validation Report Not available Results Exercises EXE-06.03.02-VP-065 Objectives Validation of Surface Routing and Aircrafts/Vehicles Guidance (D-TAXI) Release R2 (Step 1 - V3) Remedy State Closed Type Live trial OFA OFA04.02.01 - Surface Planning and Routing Contributing projects 06.03.02; 06.07.01; 06.07.02; 06.07.03; 06.08.04; 06.09.02;12.03.02; 12.03.04; 12.04.04; 12.05.02; 12.05.04; 15.04.05.b; 03.03.02; 03.03.03 Deliverables 06.07.03.D02 06.07.02.D04 06.07.01.D22 06.09.02.D07-02

Validation Report Not available Results Exercises EXE-06.03.02-VP-401 Objectives Validate preliminary Enhanced Surface Routing Function for Surface Management by using improved surveillance and encompassing a modernised TWR A-iCWP at a complex airport layout. This activity will be coordinated with P06.07.02 and P06.09.02. Release R2 (Step 1 - V3) Remedy State Closed Type RTS OFA OFA04.02.01 - Surface Planning and Routing Contributing projects 06.03.02 ; 06.07.02; 06.08.04; 06.09.02;12.03.01 ; 12.03.03 ; 12.03.05 ; 12.04.04 ; 12.05.04; 03.03.02; 03.03.03. Deliverables 06.07.02.D04 06.08.04.D07 06.08.04.D32 06.09.02.D04

Validation Report Not available Results Other exercises?? Exercise Name Phase Release Status EXE-06.07.02-VP-665 Interoperability of surface routing V2 - Initial feeding operations EXE-06.03.02-VP-614 Operational Validation of airport V3 R3 Closed safety nets in a iCWP

60 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis EXE-06.03.02-VP-652 Integration of Airport safety and enhanced ADSB, with the ATC System supervision; initial feeding 15/11/2013 – 07/02/20 ????

06.07.02 performed during 2010 and 2011 several Step 1 V1 validations with DSNA and EUROCONTROL focused on two of the three research areas of project 06.07.02 (06.07.02.D08-Initial Validation Report):

 Routing and planning controller HMI

 Route generation integrated with planning information

The main results and conclusions were that several improvements need to be achieved in the controller HMI usability and Route generation, the recommendations obtained in the Validation Report were incorporated in the deliverable 06.07.02.D12 – Preliminary OSED.

Between February 2012 and April 2012, V2 validation exercises EXE-06.07.02-VP-588 and EXE-06.07.02-VP-071 were performed addressing the following research themes from project 06.07.02, as well as some from 06.07.03:

 06.07.02 / 06.07.03: Routing and planning controller interface.

 06.07.02: Route generation integrated with planning information.

 06.07.02: On-board provision of routing information via data link.

 06.07.03: D-TAXI services i.e. Start-up, Pushback, Taxi-in, Taxi-out and Taxi update

Several conclusions and recommendations were obtained to be incorporated in the validation exercises for Release 2, however two of three exercises from Release 2 have not been carried out yet, only EXE-06.03.02-VP-064 has been finished and the Validation Report is not available yet.

The assessment of the maturity of the Routing function will be available at latest by February 2013.critical issues with regards to the scope and present level of description of pre- identified OI steps or enablers could be identified and Human scope : initial training and competence Any other deployment considerations not covered above

5.5.2 Maturity Issues including link with the SJU Release Strategy The assessment of the maturity of the Routing function will be available at latest by February 2013.critical issues with regards to the scope and present level of description of pre- identified OI steps or enablers could be identified and Human scope : initial training and competence

5.5.3 Any other deployment considerations not covered above The SESAR JU IS analysis:

MEDIUM (note: Operational Project 06.03.02 has stated that the OI step will be partially covered in Release 2 and Release 3 exercises)

61 of 123

©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis  Question: What is the confidence in availability of requirements in a database?

MEDIUM

5.5.4 EG4 Maturity Assessment Conclusion Based on the available information at this stage of validation planning and maturity, the EG4 considers that

 Sufficient maturity will be achieved by 2014, for this OI to be considered for deployment.

62 of 123

6 Time Based Separation for Final Approach - full concept (OI STEP AO-0303) The TBS (Time based Separation) concept is applied from when consecutive aircraft are established on final approach localiser until the lead aircraft crosses the runway threshold to touchdown.

The concept is to apply time based wake turbulence radar separation rules on final approach with the aim of mitigating the loss of capacity experienced in headwind conditions using current distance based separation.

AO-0303 Time Based Separation for Final Approach - full concept

IOC: 31-12-2014 DESCRIPTION: The application of time based wake turbulence radar separation rules on final approach (TBS) provides a consistent time spacing between arriving aircraft in order to maintain runway approach capacity independently of any headwind component. The final approach controller and the Tower runway controller are to be provided with the necessary TBS tool support to enable consistent and accurate delivery to the TBS rules on final approach. The minimum radar separation and runway related spacing constraints will be required to be respected when applying the TBS rules.

RATIONALE: The objective is to recover the reduction in the achieved arrival capacity currently experienced in headwind conditions when applying the current distance based wake turbulence radar separation rules on final approach, with a positive effect on runway throughput and runway queuing related delays. The minimum radar separation will constrain the recovery of the reduction in the achieved arrival capacity for spacing minimum pairs.

COMMENTS: This is Phase 1 of Project 06.08.01 from 2010 to 2012 addressing the V3 maturity level of the TBS concept Expert Team comment:

AO-0303 applies to full concept TBS.

There is a transitional step defined under AO-0302 (Time Based Separation (TBS) for Arriving Aircraft -Transitional Step). AO-0302 requires no system change and proposes a change to the current ATM procedures that will enable controllers to apply a 0.5nm fixed reduction of the ICAO wake turbulence distance-based radar separation minima between wake turbulence separated aircraft in pairs in specified headwind conditions.

A NATS F&O was completed, but this was not progressed into implementation and deployment for a number of reasons, the most pertinent being:

Cost benefit assessment benefits for the limited period before AO-0303 Full TBS is projected to be implemented and deployed.

63 of 123

RECAT 1 DBS, expected adoption by ICAO by end of 2013, is simply the adoption of new wake vortex categories defined as distance. For TBS operations, RECAT 1 DBS will require definition as to the equivalent TBS (as defined in the P 6.8.1 OCD/OSED for TBS).

RECAT 2 DBS, with possible adoption around two years later, is based on separations of specific pairs by type/small group. As with RECAT 1 DBS, there will be a need to define the equivalent TBS. It is expected that this should be based on the reference airspeed profile to the threshold as per RECAT 1.

Note: Enabler AERODROME-ATC-30 – APP/TWR workstation equipped with wind monitoring and forecast info (incl winds up to 4000’). This enabler is linked to AO-0301 and AO-0302. It is not strictly applicable to AO-0303 as the actual glide slope conditions are automatically taken into account by the TBS tool when calculating distance to be displayed to the operational actors. Nonetheless, the ability to factor in forecast conditions would allow for efficient demand/capacity balancing to take place at network level. Assessment of forecast wind is ongoing as part of the safety assessment (see 1.3.1).

6.2 Related Enablers description

6.2.1 System Enhance AMAN to reduced distance separation in ER APP ATC 118 specific conditions 31-12- IOC IOC: None Category: SYSTEM 2015 Sync

Required/EnHancement/Alternate R Stakeholder ANSP Civil DESCRIPTION: AMAN modified to switch between configurable distance criteria. The reduced separations (per aircraft pair) provided by Wake vortex prediction system will be used in AMAN to increase runway throughput.

COMMENTS: Check for OI driving this. AO-0304 is about Wake vortex. This is simple time based (replacing) distance based separation).

AO-0304, in COMMENT above: likely relates to link between enhanced AMAN, reducing distance separation in specific conditions, and AO-0304 weather dependent reductions of wake vortex separations for final approach and departures. In particular this applies to the crosswind transport of wake turbulence out of the path of the following aircraft, and atmospheric conditions that significantly increases the rate of decay of such turbulence.

However, note that AMAN is not an enabler for the AO-0303 concept.

64 of 123

System requirement for the concept is:

TBS tool with safety nets to support the relevant approach controller and tower runway controller, specifically:

Calculating TBS distance respecting minimum radar separation.

Calculating Indicator distance

Displaying indicator distance on controller displays

ER APP ATC 136 Adapt Safety Nets to specific TMA operations

DESCRIPTION: New or modified existing functionality (e.g. of STCA) to provide automated alerting of conflicts to terminal controller workstations whilst avoiding false alerts (adapted for the specific TMA operating modes, separation standards and time based wake turbulence on final approach rules).

COMMENTS: None

Recommend remove STCA comment, as this is NOT an enabler for this concept as there is no relaxation to radar separation minima under P 06.08.01 (AO-0303). However, this is a legitimate enabler for P6.8.3 which proposes a 2nm minimum radar separation during the landing stabilisation speed phase on final approach to the runway threshold. This enabler should capture:  Automatic monitoring and alerting of separation infringement. The adaptation of safety nets to specific TMA operations will need to be reviewed to take into account the mitigations used to some of the identified hazards are not mature, and so require development and assessment in the context of TBS.

6.2.2 Procedural

ATC Procedures to apply new flexibility in application PRO-066a of wake vortex standards

65 of 123

31-12- IOC IOC: None Category: PROCEDURAL 2012 Sync

ANSP Civil Required/EnHancement/Alternate R Stakeholder ANSP Military DESCRIPTION: ATC Procedures - wake vortex separation standards need to be reviewed. Reduction due to crosswind is not practical in en-route/TMA phases of flight but can improve runway resilience by reduction of airborne delay in crosswind conditions

COMMENTS: System Enablers missing.

For applicability to P 06.08.01, suggest revise description to read: ATC Procedures - revised criteria for applying wake vortex separation standards (i.e. time value converted to a distance rather than distance alone) need to be approved by the regulatory authority.

1st sentence seems a legitimate link, to AO-0303 but 2nd implies better link to AO-0301 – Crosswind reduced separation for arrivals so is not appropriate here.

Primary project opinion is this enabler is applicable to AO-0304, weather dependent reductions, so is not correctly referenced as an AO-0303 enabler.

6.2.3 Institutional:

IOC IOC: <date> <date> Category: <…> SyncRequired/EnHancement/Alternate <…> Stakeholder <…> DESCRIPTION: <text from Data Set 9>COMMENTS: <text from Data Set 9> Expert Team comment: N/A6.2.4 HUM-AO-0303 Initial training, competence and/or adaptation of new/active operational staff for the application and use of the enhancements and improvements inc Intense training for ATCOs, pilots, ATESP required 66 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis Verification of competence can be covered with today’s standards Enhanced knowledge requirements of ATCOs and pilots on prediction model, assumptions etc. Affected staff: ATCOs, Commercial pilots, Military pilots, ATSEP, A/C Engineers, Met peopleLegal/regulatory activities to be started 2 yrs before IOC. Training/verification development measures to be started 1 yrs before IOC. Development/infrastructure measures to be started 1 yrs before IOC."6.3 Background & assumption Time Based Separation is expected to be available H24.TBS will directly impact the tactical operation at the approach phase of the flight with Controllers in approach and in the tower using an arrival separation tool to apply the time based separation minima. It is assumed that this TBS tool will be linked to an arrival sequence manager in order to receive electronic input of aircraft information and sequence, however, other methods to achieve this input are also foreseen.The benefits are potentially significant to capacity constrained airfields. A study within Euroben, WP4 Deliverable D4.1 considered the benefits of TBS at Heathrow, Part A - European Wake vortex mitigation benefits study (using Summer 2005 traffic) is of note. This study concluded that the concept can provide a significant benefit to a segregated mode operation. TBS has the potential to recover up to 375,000 minutes of annual arrival delay (delay being defined as time spent airborne holding) at Heathrow. This has been estimated to be almost one quarter of the annual arrival delay seen at Heathrow. Benefits for other airports will depend on the traffic / type mix, airfield layout and operation (mixed and separated modes depending on runway configurations).6.3.1 Related SESAR Specifications OSED: 06.08.01 Operational Concept Description (OCD) and Operational Service and Environment Definition (OSED) for Time Based Separation for Arrivals (TBS)SPR: TBS Safety Assessment report – in draft for partner review in Dec 2012 and wider SJU review by Feb 28 2013.An important element of the TBS safety Assessment is the Wake Turbulence Risk Assessment being carried out through the LIDAR Analysis related to VP-134TBS Human performance assessment report – in draft for partner review in Dec 2012 and wider SJU review by Feb 28 2013. 67 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis Both reports will be used to update the TBS safety and Performance Requirements report by end Dec 2012 for review in Jan 2013 and delivery to SJU by Feb 28 2013INTEROP: Nil formally, however highlight concept is reliant upon:Interoperability with a tool for sequencing/a/c type/ WV cat (i.e. AMAN or similar)Actual wind conditions on glide slopeApplicable separation criteriaVALP: Exercise Name Phase Release Status EXE- Execution of validation exercises for V3 - 06.08.01-VP- phase 1. Lower level tasks will 134 include: Data collection (OPS, MET, Aircraft performance and wake vortex behaviour data), Existing data screening to support definition and validation of the TBS concept, Definition of new practices and procedures EXE- Objectives: validate at the v3 level V3 R2 06.08.01-VP- the suitability of the concept, 302 practices and procedures and associated tools support for TBS minima on Approach for Tower Air OperationsEXE- Objectives: validate at the v3 level V3 R2 06.08.01-VP- the suitability of the concept, 303 practices and procedures and associated tools support for TBS minima on Approach for Approach control operations. 6.3.2 Aeronautical services involved Air traffic control service  Communication, navigation, surveillance service  FIS68 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis  Alerting service  Aeronautical Information Services  Aeronautical meteorological services  Central flow management  Airspace management  Airport operations 6.3.3 Phases of flow management / Phases of flight involved Flow management phases involved:Strategic Rationale - airport capacity able to factor in a greater resilience to adverse headwind conditions over a season i.e. winter, where current capacity is periodically constrained.Pre tactical Rationale - met forecast sufficiently mature at D-1 to allow assessment of landing rate using TBS in headwind conditions.TacticalRationale - Day of operation reliant upon declared landing rate which, the contribution to which TBS gives may be significant.Phases of flight involved:ApproachRationale - TBS is applied on final approach6.3.4 Actors involved Operationally responsible for execution of concept: Tower ATC Supervisor Approach ATC Supervisor Pilot – rationale: needs to be aware of the revised separation requirements to ensure company operational/safety procedures are followed.  Intermediate approach controller Final approach controller69 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis  Tower runway controllerOther actors directly (not operationally) involved – to ensure benefits of concept: Network Manager Safety data analyst, sensor operator & technician: New roles/posts to analyse collected sensor data, radar data, weather data, and wake related reports from flight crews and controllers, in order to develop and ensure the continued safe operation of TBS.6.3.5 Flows of information between actors Strategic phase:Actors: Airport Operator  A/C operatorIn context of scheduling committee – factor in benefits TBS operations give during known seasonal period where headwind is currently a factor in reducing landing rate.Pre-tactical phase:Actors: Network Manager  ATC Twr Supervisor ATC Approach SupervisorAssess landing rate for day of Operation using met forecast up to D-1, allowing assessment of any benefits enabled by TBS operations. Also applies to tactical phase at standing phase of flight. Output to AOP/NOP. Tactical phase:Approach phase of flight:Actors: Pilot Intermediate Controller70 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis  Final approach controller ACC (approach) supervisor  Tower runway controller Tower supervisor  Implementation and Execution of TBS concept on final approach6.3.6 Impact on airborne systems Nil6.3.7 Impact on ground systems Systems and procedures for airspace management NilSystems and procedures for air traffic flow management Existing procedure only, whereby declared landing rate implications are assessed and any flow measures actioned. Systems and procedures for air traffic services, in particular flight data processing systems, surveillance data processing systems and human-machine interface systemsThe core of the concept, the TBS tool, requires: Track surveillance data for approach tracking on intermediate/final approach; FDP data on aircraft type/wake category (may be through AMAN); Final approach arrival sequence and landing runway intent; For mixed mode operations, departure gap requirement in the arrival sequence; Integration of separation indicators into approach radar display and tower air traffic monitor.Communication systems and procedures for ground-to-ground, air-to-ground and air- to-air communicationsNil – existing R/TNavigation systems and proceduresNilSurveillance systems and procedures71 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis New separation tool required to enable TBS operations, taking account of the safety assessment requiring safety nets i.e.: Automatic monitoring and alerting on non-conformant final approach airspeed behaviour; Automatic monitoring and alerting of separation infringement; Automatic monitoring and alerting for the wrong aircraft being turned on to a separation indicator. Systems and procedures for aeronautical information servicesAdaptation of ATIS to promulgate separation criteria in operation Systems and procedures for the use of meteorological informationThere are several options being considered for the provision of glide slope wind conditions: Derived from down-linked Enhanced Mode S Ground systems processing through ADS-B data Deployed ground wind profilers ‘Nowcast’ (5-10mins forecast horizon) of the wind on final approach via: o Statistical trend from actual and recent reports o MET service providerThe requirement for short term forecasting is currently under consideration as part of the safety assessment (see 1.3.1)6.4 Related standardization and regulatory activities6.4.1 Standards ICAO Doc 4444 8.7.3 Distance based wake turbulence radar separations Regional/local rule changes if applicableLocal assessment of R/W collision risk/midair collision riskLocal assessment of human factors/actors’ workload6.4.2 Impact on SES / EASA Regulatory frameworks No current SES/EASA/EUROCONTROL legislation relating to wake vortex. Does Time based require a European “something?”72 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 6.4.3 Link to ICAO Global Concept Blocks ASBUs relating to airport capacity and TBS: B0-70 increased runway throughput through wake turbulence separation B1-70 increased runway throughput through dynamic wake turbulence separation B2-70 advanced wake turbulence separation6.5 Maturity and implementation considerations The Phase 1 Time Based Separation concept (TBS) has been extensively evaluated, refined and partially validated by EUROCONTROL and NATS since 2001. The positive outcome of a series of activities demonstrated the benefits and the operational feasibility of the concept (V2). So the first phase of the P06.08.01 project started at the beginning of the maturity level V3.The V3 level of maturity is also justified by the significant progresses made in other closely related wake vortex projects such as:  WIDAO (EUROCONTROL completed implementation project) A380 Wake turbulence separation design (ICAO completed implementation project) NM NRC (FAA completed implementation project) SOIA (FAA completed implementation project).NATS have conducted validation exercises in and Feb/March and July 2012 based on the Heathrow operation. Validation reports for both VP302 (Heathrow twr) and VP-303 (Heathrow Approach) are awaiting release to the SJU (as of 3 Dec 2012). Relevant extracts from the conclusions, taken from the P6.8.1 Safety Assessment Report SAR (working doc) are:‘The evidence from the Time Based Separation (TBS) Heathrow Tower validation exercise VP-302 indicates that the TBS concept is viable and could deliver improvements and benefits for aircraft landing rates during strong wind conditions.’‘The evidence from the Time Based Separation (TBS) Heathrow Approach validation exercise (VP-303) indicates that the TBS concept is viable and could deliver significant improvements and benefits for aircraft landing rates, holding times and stack entry to touchdown times.Aircraft landing rates were consistently increased with TBS… up to 5 additional aircraft per hour were landed with TBS compared to DBS, with a mean of 2 additional aircraft per hour… The increased aircraft landing rates are statistically significant.’73 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 6.5.1 Maturity Issues including link with the SJU Release Strategy However, the industrial prototype for the TBS tool support is being developed in P10.04.04. The industrial prototype for wake vortex detection and prediction in all weather conditions is being developed by P12.02.02.6.5.2 Any other deployment considerations not covered above Nil6.5.3 Any other deployment considerations not covered above Nil6.5.4 Maturity Assessment provided by SESAR IS Additional assessment undertaken by the SESAR IS (EG4-Support to PCP – November 20122 – sent to SJU doc (3).doc) states the following based on its system engineering data: Question: What is the confidence in achieving V3 maturity by Release 4, based on existing plans and results?MEDIUM Question: What is the confidence in availability of requirements in a database?MEDIUM6.5.5 EG4 Maturity Assessment Conclusion Exercises EXE-06.08.01-VP-302 (“In a Sequence”) Objectives The objectives of the simulation are to validate at the v3 level the suitability of the concept, practices and procedures and associated tools support for Time Based Separation minima on Approach for Tower Air Operations. Release R2 (Step 1 - V3) Remedy State Closed Type RTS OFA OFA01.03.01 Time Based Separation Contributing projects 06.08.01 Deliverables 06.08.01.D05 Validation Report Not available Results Exercises EXE-06.08.01-VP-303 (“In a Sequence”) Objectives The objectives of the simulation are to validate at the v3 level the suitability of the concept, practices and procedures and associated tools support for Time Based Separation minima on Approach for Approach control operations. Release R2 (Step 1 - V3)74 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis Remedy State Closed Type RTS OFA OFA01.03.01 Time Based Separation Contributing projects 06.08.01 Deliverables 06.08.01.D05 Validation Report Not available Results Based on the available information at this stage of validation planning and maturity, the EG4 considers that  Sufficient maturity will be achieved by 2014, for this OI to be considered for deployment,75 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis7 Guidance Assistance to Aircraft on the Airport Surface (OI STEP AUO-0602) 7.1 OI Step description AUO-0602 Guidance Assistance to Aircraft on the Airport SurfaceIOC: 31-12-2020 DESCRIPTION: The system provides the pilot with an airport moving map showing taxiways, runways, fixed obstacles and own aircraft position.RATIONALE: NoneCOMMENTS: (WP6.2 propose: "Situational Awareness for pilot on the Airport Surface."). Expert Team comment:As indicated above, there is a proposal from 6.2 to modify the content of some OIs related to guidance assistance to aircraft on the Airport Surface”. Current definition of OIs AUO-0401; AUO-0602 and AUO-0603a&b is not relevant and therefore a proposal is made to solve the issue. As the 6.2 proposal is not yet accepted and reflected in the master plan, the analysis is made with the current OI definition OI. However, it does not change the analysis as the enablers remain valid and are not impacted by the change request.The purpose of this OI is to improve the pilot situation awareness on top on the aircraft moving map which is already under deployment on some aircraft such as A380, B787 or in EFB solutions. In this OI, two additional sources of information are added on top of the Aircraft moving map: Traffic situation awareness around the airport vicinity (ATSA-SURF).  Airport ATC instruction/clearance (Push-back/Start-up, Departure Clearance Taxi route clearance) by datalink and graphical display of the taxi route in the cockpit. On the ground side, the projects involved are part of OFA 04.02.01 (Surface Planning and Routing) and OFA OFA04.02.05 (Guidance assistance to aircraft and vehicles). Main projects  06.07.02 (A-SMGCS routing and planning functions): operational project defining surface routing concept)  06.07.03(A-SMGCS Guidance function) 06.07.01 (Airport safety support tools for pilots, vehicle drivers and controllers)76 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 7.2 Related Enablers description7.2.1 System Airport moving map and own aircraft position display in A/C-24 cockpit 31-12- IOC IOC: None Category: SYSTEM 2012 SyncAU Civil Scheduled AviationAU Civil Business Aviation Required/EnHancement/Alternate R Stakeholder AU Civil General AviationAU Military TransportDESCRIPTION: Airport moving map and own aircraft position display in cockpit.COMMENTS: Already exists, taxi clearance and traffic at airport surface can be superposed to the airport layout, linked to A/C-55 to improve air ground data connectivity Mainline: In 2012 available in all Airbus a/c; 2007 ok for A380. Boeing: "Available on 787, 747-8, 777 with EFB; 737 foreseen in 2015" BA: Already available on some aircrafts. Proves to be beneficial for situational awareness. Beneficial enabler. GA: Placed here as it is an enabler for A/C-26, but will also provide benefits in its own right. Lots of non-certified products exist. Not so many certified. Beneficial enabler. MIL: Electronic Flights Bags were not considered for military aircraft in SESAR DP; However, moving map is already implemented on some military aircraft (e.g on A400M, part of TAWS).Implemented in A400M (2017).Expert Team comment: No comment. It is widely recognized that the introduction of the Aircraft moving map is the core enabler for the future of airport operation. Airborne Traffic Situational Awareness to support A/C-25 surface operations (ATSA-SURF), including reception (ADS-B in), processing and display77 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis31-12- IOC IOC: None Category: SYSTEM 2014 SyncAU Civil Scheduled AviationAU Civil Business Aviation Required/EnHancement/Alternate R Stakeholder AU Civil General AviationAU Military TransportDESCRIPTION: This enabler ensures that the airborne traffic situational awareness surface operations (ATSA SURF) is achieved through the addition of standard compliant flight deck systems (Traffic Computer and Display).COMMENTS: Civil a/c: implementation already in progress (IP1 - IOC 2013) GA: An application used by the traffic display. In practice, will be bought as one box with A/C 24. Beneficial enabler MIL: Should apply to transport military aircraft as to civil ones; for other types of military aircraft, depends on project 9.24.Surface application => should not apply to fighters. Is the ref to 9.24 still relevant? V3 of 9.24 is 2013 => IOC 2018.Expert Team comment: The ATSA-SURF function has been validated within EUROCONTROL CASCADE program and standardised in a common RTCA/EUROCAE standardisation group led by EUROCONTROL and FAA. This function is allowing a first level of Runway protection with other traffic.A/C-31a Uplink of clearances or instructions in step 178 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis31-12- IOC 31-12- IOC: Category: SYSTEM 2016 Sync 2016AU Civil Scheduled AviationAU Civil Business Aviation Required/EnHancement/Alternate R Stakeholder AU Civil General AviationAU Military TransportAU Military FighterDESCRIPTION: Uplink of clearances or instructions in step 1 i.e. DCL/ATN, CPDLC in Approach, clearance for ATSA-ITP, CTA allocation, clearance for ASPA and clearances for push-back/start-up and taxi route (D-TAXI).COMMENTS: "9.33 for DCL/ATN, CPDLC in APP, CPDLC for ATSA-ITP, IOC 2015, may be clearance for BTV which has no project today. 9.1 for CTA allocation, linked to A/C-11 9.5 for ASPA clearance, linked to A/C-15 9.13 for D-TAXI services, linked to AC-42a Missing OFA: Surface planning and routing. A/C31a IOC 2016 or 2018 (depending on V4 launch decision next year) Mainline: IOC 2016 or 2018; IOC 2019 MIL (implementing rule). IR exemption cell considers 75% equip in 2016 but later IOC due to new set of msg standadisation. Boeing: "Boeing indicated this would be a FANS3 capability. Boeing is working with industry committees on FANS 3 capabilities. Boeing expects FANS3 in 2022." BA: CPDLC capability is planned. Few BA aircrafts are equipped with FANS. TBC with BA manufacturers for the OI Step function's IOC. Beneficial enabler GA: Will probably be done via VDL2 initially outside of GA, but we will cost out a separate solution (e.g. 4G LTE). For now, we'll call it a "GA datalink". Beneficial enabler but not for all related OI Steps: AUO- 0703: GA won?t use brake to vacate - AUO-0704: Possibly not used, GA unlikely to carry out tailored arrivals in Step 1. (and is it really needed in low complexity TMAs?) - AUO- 0302-A & AUO-0303-A & CM-0601 & TS-0103: Can be done by GA, but a separate cost figure will need to be used as GA will not use VDL2 (too costly). Note for GA, this may have an impact on IOC/FOC dates.Is this really going to be used in low complexity TMAs in Step 1? - TS-0105: GA won?t do ASPA-S&M in Step 1- AO-0205: GA may use D-TAXI - AUO- 0602: not GA for small/remote airports Uplink of D-TAXI clearances at small airports onto a moving map is unlikely. MIL: "Applies to military transport a/c the same way as civil aircraft. For other types of a/c, depends on military data link accomodation, covered by 9.20 & 15.2.8 (step 1). OC Tpt: 2019 (ref SPI reg) . IOC for civil is now 2018. Should align IOC on SPI reg, i.e. 2019". V3 of 9.20/15.2.8 is 2013 => IOC 2017. Note: [Enabler being split by WPB4.3 into 7 enablers according to type of clearance].Expert Team comment: The enabler AC-31 has a wider scope as it contains all D/L messages eligible in the EUROCAE/WG78-RTCA/SC-214 standard baseline 2 foreseen for end of 2013. the implementation of Baseline 2 for the airborne & ground segment: Airborne segment: known as FANS C for airbus aircraft and planned for 2017. Known as Fans 3 for Boeing aircraft and foreseen around 2020/202279 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment AnalysisA/C-55 Onboard airport connectivy database31-12- IOC IOC: None Category: SYSTEM 2019 SyncAU Civil Scheduled AviationAU Civil Business Aviation Required/EnHancement/Alternate R Stakeholder AU Civil General AviationAU Military TransportDESCRIPTION: Harmonization of the data used at the airport with the ones used on-board, in order to avoid misinterpretations, it applies to clearances, trajectory coding, terrain and obstacle database etc.COMMENTS: 9.31, linked to A/C-42a Onboard management of taxi clearance, relates to ED99a and then ED99c, V3 2014, IOC 2016, linked also to AC-22, A/C-23 Mainline: Enabler description should not include ref to terrain and obstacles. Std is ED 99C, database format available in 2013, IOC ? Boeing: Current fleet capability BA: Connectivity and database accuracy (including obstacles) for small and remote airports is a BA concern. Essential enabler. GA: This is updates on the AIS data. Good to have. Beneficial enabler. MIL: "Should apply to military transport a/c the same way as civil aircraft. See 9.31 'Aeronautical databases', which ends Q1 2014. Linked to A/C-42a. V3 of 9.31 2013 => MIL IOC 2018.Expert Team comment: Implementation of D-Taxi on the aircraft is relying on the availability of the ED99c standard. This standard comprises the connectivity information allowing the building of a graphical taxi route based on a textual information as send by voice today or by CPDLC in the futureIt must be noted that some early implementation are under investigation in 9.13 project. Indeed the principle is to add the connectivity information in the Moving Map Software (instead of having it directly in the database). This approach is a way to mitigate the risk of the late availability of database based on Ed-99c standard definition.It must be noted that the on board management of the graphical display of the taxi clearance is described in A/C-42a. From an airborne perspective, both enablers are linked as one of the main benefit of ED-99c is the capability to display a graphical clearance based on textual description. 80 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 7.2.2 ProceduralPRO-AC-25 Cockpit Procedure for ATSA-SURF31-12- IOC IOC: None Category: PROCEDURAL 2012 SyncAU Civil Scheduled AviationAU Civil Business Required/EnHancement/Alternate R Stakeholder Aviation AU Civil General AviationAU Military TransportDESCRIPTION: Cockpit Procedures should be updated to reflect modifications associated with the implementation of ATSA-SURF functionality. The ATSA-SURF application does not change the responsibilities of either pilots or controllers. The flight crew continues to be responsible for the operation of the aircraft and compliance with its clearance, and the controller continues to be responsible for ensuring safe surface operations through appropriate issuance of clearances throughout the ATSA-SURF application. The Traffic Display and associated information presented to the flight crew are supplemental to the ATC services they receive and provide a potential safety net should either ATC or flight crew errors occur.COMMENTS: NoneExpert Team comment: Indeed there is no Cockpit procedure linked to ATSA-SURF as it is an awareness application used at pilot discretion.It must be highlighted that Procedural description content has not been reviewed recently. In addition there are some proposals to include procedure in the A/C enablers.Cockpit Procedure to comply to up linked constraints or PRO-AC-31a clearances81 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis31-12- IOC IOC: None Category: PROCEDURAL 2018 SyncAU Civil Scheduled AviationAU Civil Business Required/EnHancement/Alternate R Stakeholder Aviation AU Civil General AviationAU Military TransportDESCRIPTION: Automatic loading onboard of up linked constraints or clearances.COMMENTS: Datalink Implementing rule will not be enforced untill 2013, which covers ascending and descending transmission of data.Expert Team comment: There is no specific procedure for the uplink and downlink of data for D-Taxi . It is implemented as an extension of the FANS service already in use within the scope of Baseline 1 mandatePRO-AC-42a Cockpit Procedure for uplinked taxi clearance31-12- 31-12- IOC: None Category: PROCEDURAL 2007 2018AU Civil Scheduled Aviation Required/EnHancement/Alternate R Stakeholder AU Military TransportDESCRIPTION: The capabilities of enhanced automation for guidance and control on the manoeuvring area can only be effective if there are changes in the concept of aircraft operations and in the associated cockpit procedures. This EN will formalise the cockpit roles, responsibilities, techniques and phraseology.COMMENTS: NoneExpert Team comment: For mix mode operations (voice & D/L), procedure will be put in place to ensure that the voice remains the primary means. In the same manner a procedure will be put in place to ensure that the textual information remains the primary means for the Taxi route (ie cross check that the taxi route displayed graphically in the cockpit is consistent with the Textual information received by datalink.82 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 7.2.3 Institutional: None<Enabler reference> <title>IOC IOC: <date> <date> Category: <…> SyncRequired/EnHancement/Alternate <…> Stakeholder <…> DESCRIPTION: <text from Data Set 9>COMMENTS: <text from Data Set 9> Expert Team comment: N/A 7.3 Background & assumption7.3.1 Related SESAR Specifications D-Taxi partDeliverable 6.7.2 Final OSED step 1: 15/10/2012 Final SPR step 1 : 12/10/2012 Final Validation Report step 1 : 08/01/2013Deliverable 6.7.3 Final OSED step 1: 28/10/2012 Final SPR step 1: 16/11/2012 Final Validation exercises report Step 1: 15/01/2013Deliverable 9.13 FRD Initial package: 02/11/2011 FRD Advanced package: 21/12/2013Preliminary Technical Validation report (Integration simulator trials) - Initial Package : 01/08/2014Preliminary Technical Validation report (Integration simulator trials) - Advanced Package : 12/09/2015Final Technical Validation Report (TVR) : 19/02/2016 Add Ground development documents for maturity evidences83 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis ATSA-Surf part As R&T has performed before the start of SESAR; there is no deliverable related to ATSA-SURF. However validation activities has been made in the scope EUROCONTROL CASCADE program and within the standardisation of ATSA-SURF realised by EUROCONTROL and FAA in the scope of the Requirement Focus Group and with the issue of a common EUROCAE/RTCA standard (ED-165 and DO-320). 7.3.2 Aeronautical services involved Air traffic control service (area control service, approach control service or aerodrome control service) Communication, navigation, surveillance services7.3.3 Phases of flow management / Phases of flight involved D-taxi part Approach phase for the reception of the planned taxi route after the Top of Descend (Expect message) Pre-flight for the reception of the departure clearance, the planned taxi route prior (10mn) and the start-up/push-back (Expect message) Taxi-in/out for the exchange of taxi route instructions & Clearance Surf part 5NN & 2700ft around the airport vicinity including approach/landing, runway and taxiing 7.3.4 Actors involved pilot tower runway controller tower ground controller tower supervisor7.3.5 Flows of information between actors The full nominal flow is as follows. Items 5,6,7 are optional as they depend on the availability of the planned route and the implementation of D-Taxi service. 1 Flight Crew uploads landing data (through digital ATIS), including runway conditions 2 Flight crew arm Enhanced Braking System 3 The CPDLC connection is established by the Flight Crew. The Airborne System automatically down links: • Estimated ROT • First available exit84 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis • Airborne Intended exit for aircraft 4 Ground System receives data and uplinks: • Acknowledge ROT and Airborne Intended exit (confirms Airborne system choice) 5 Ground System uplinks D-TAXI information (includes Ground trajectory and stand starting from Airborne Intended exit and with a time calculated from the ROT)) 6 Airborne system down links: • Acceptance of D-TAXI 7 The planned taxi in route is displayed to the Flight Crew on the Airport Moving Map (AMM) display and/or as text information. 8 ROT/exit data integrated into AMAN, ASMGCS and DMAN 9 The ROT and exit data is presented to the ATCOs on their strip/label 10 Flight Crew land and exit runway at planned exit7.3.6 Impact on airborne systems D-Taxi part (main modifications for Airbus A/C ) Communication system update (software only ) for the implementation of D/L standard Baseline 2 (it corresponds to the terminology Fans C. From an HMI view point it consists of the introduction new downlink clearance on MCDU pages and the management of new uplink clearances.  On-board navigation system: New capability to build & manage the graphical taxi clearance ATSA-SURF part Modification of the TCAS software to manage ATSA-SURF traffic  Modification on the On board Navigation System to manage the traffic displayFor other a/c it depends on the architecture. However it always the modification of the Communication system and an Aircraft Moving Map system for D-Taxi and a Modification of a Traffic Computer System and an Aircraft Moving Map system for ATSA-SURF.7.3.7 Impact on ground systems 7.4 Related standardization and regulatory activities7.4.1 Standards D-Taxi part ED99C/ DO-272 ARINC 816-2 MOPS DO257A WG78/SC214 – Baseline 2 (D/L) 85 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis ATSA-Surf part ED-165 SAFETY, PERFORMANCE AND INTEROPERABILITY REQUIREMENTS DOCUMENT FOR ATSA-SURF APPLICATION DO-322: SAFETY, PERFORMANCE AND INTEROPERABILITY REQUIREMENTS DOCUMENT FOR ATSA-SURF APPLICATION RTCA DO-317A Minimum Operational Performance Standards (MOPS) for Aircraft Surveillance Applications (ASA) System ED99B/ DO-272B7.4.2 Impact on SES / EASA Regulatory frameworks CS or IR for data Link Deployment by 2015?7.4.3 Link to ICAO Global Concept Blocks ATSA-SURF part B1-75 Enhanced Safety and Efficiency of Surface Operations (ATSA-SURF)7.5 Maturity and implementation considerations7.5.1 Maturity Issues including link with the SJU Release Strategy Exercises EXE-As describes in OI AO-205, the validation activities are the following:06.07.02 performed during 2010 and 2011 several Step 1 V1 validations with DSNA and EUROCONTROL focused on two of the three research areas of project 06.07.02 (06.07.02.D08-Initial Validation Report): Routing and planning controller HMI Route generation integrated with planning informationThe main results and conclusions were that several improvements need to be achieved in the controller HMI usability and Route generation, the recommendations obtained in the Validation Report were incorporated in the deliverable 06.07.02.D12 – Preliminary OSED.Between February 2012 and April 2012, V2 validation exercises EXE-06.07.02-VP-588 and EXE-06.07.02-VP-071 were performed addressing the following research themes from project 06.07.02, as well as some from 06.07.03: 06.07.02 / 06.07.03: Routing and planning controller interface. 06.07.02: Route generation integrated with planning information. 06.07.02: On-board provision of routing information via data link.86 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis  06.07.03: D-TAXI services i.e. Start-up, Pushback, Taxi-in, Taxi-out and Taxi update Several conclusions and recommendations were obtained to be incorporated in the validation exercises for Release 2, however two of three exercises from Release 2 have not been carried out yet, only EXE-06.03.02-VP-064 has been finished and the Validation Report is not available yet.The assessment of the maturity of the Routing function will be available at latest by February 2013.7.5.2 Any other deployment considerations not covered aboveIndicator Result StatusOperational specifications Available & robust by by 2014. Interoperability Safety & Performance requirement Available & robust by 2014. documents Validation Strategy Available Airborne segment enablers V3 prototypes by 2013/2014.Ground segment enablers V2 prototypes Datalink enablers Standard defined EUROCAE/RTCA WG78/SC214 Procedures Available Conclusions No showstopper at this stage of the analysis. Maturity seems good for a deployment in 2018 Can these be green if they have not yet been delivered? HM7.5.3 Maturity Assessment provided by SESAR IS Additional assessment undertaken by the SESAR IS (EG4-Support to PCP – November 20122 – sent to SJU doc (3).doc) states the following based on its system engineering data:No Validation Exercises related to OI step AUO-0602 have been defined for a release. One V2 exercise (VP-090) planned in 2012 is NOT part of a Release.Note : According to Step 1 6.2 DOD this OI is superseded by AUO-0603 Question: What is the confidence in achieving V3 maturity by Release 4, based on existing plans and results?LOW87 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis  Question: What is the confidence in availability of requirements in a database?LOW 7.5.4 EG4 Maturity Assessment Conclusion Based on the available information at this stage of validation planning and maturity, the EG4 considers that: Sufficient maturity will be achieved by 2014, for this OI (airborne function) to be considered for deployment,However, the maturity issues for deployment concerns other critical dependencies: maturity of routing function, safety nets, linkage to airfield lighting and deployment of baseline 2 data link capabilities. This requires a total system synchronisation.Note that the OI is proposed to be cancelled and replaced with an orientation more related to guidance function than moving map.88 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis8 Automated Optimised braking to vacate (OI STEP AUO- 0702) 8.1 OI Step description Optimised braking to vacate at a pre-selected runway exit coordinated with Ground ATC by voice AUO-0702IOC: 31-12-2018DESCRIPTION: Optimised braking to vacate at a pre-selected runway exit coordinated with ground ATC by voice, and based on avionics that controls the deceleration of the aircraft to a fixed speed at the selected exit.RATIONALE: Landing aircraft can make optimal use of existing exits (RETS or other) by adapting their braking techniques. During blue sky situations the pilot can adapt its braking as he can see the exit from quite a distance. During low visibility conditions this will become more difficult and longer ROTs will occur. Assisting the pilot in optimal braking techniques will result in lower ROTs and thus increasing capacity.COMMENTS: Some aircraft capabilities for avionics-based BTV already available(*) Expert Team comment:It is proposed to exchange the runway; the selected exit and the Runway Occupancy Time (ROT) via Datalink for the initial deployment in 2018. Exchange by voice is perceived as not viable for daily operations. Runway Exchange through data link communications is formally addressed by “AUO-0703 Optimised braking to vacate at a pre-selected runway exit coordinated with Ground ATC by datalink”. For an initial deployment a basic downlink exchange (**) with a formatted free text is achievable within the PCP time-frame and therefore part of the AUO-702 OI.Full Datalink (***) capability can be realized in a second step and therefore aligned with the future WG78/SC214 baseline 3 definition as part of the AUO-703 OI.A live trial of the BTV voice procedure is planned for testing at EGLL during the winter 2012/13. A procedure has been developed. Existing systems with minimal adaptation will be used.(*) This an optional feature in Airbus A380 and basic on the A350 XWB(**) In the 6.8.2 OSED description, there is only a downlink message. (***) A certain level of negotiation can be envisaged in the future based on a first operational feed-back 89 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis8.2 Related Enablers description8.2.1 SystemA/C-18 Flight management and guidance to support automatic braking according to a pre-defined runway exit IOC: 31-12- IOC None Category: SYSTEM 2017 SyncRequired/EnHancement/Alternate R Stakeholder AU Civil Scheduled AviationDESCRIPTION: Flight management and guidance to support automatic braking onboard according to a pre-defined runway exit (Brake To Vacate).COMMENTS: Already exists; 9.33 project may take into account BTV clearance via data link, IOC may be 2016, see A/C-31a This enabler for Step1 is without using datalink as information channel. Datalink Implementing rule will not be enforced untill Feb 2013. Mainline: Enabler for IP1 already available in most Airbus ACFT; A320: 2017 (IOC at the earliest). Boeing: Capability planned in 2016. Boeing has envisaged a different system from Airbus (ORE - Optimal Runway Exit). One of the capabilities of their new system is compliant with the Airbus 'Brake to Vacate' system. Coordination via datalink unclear. BA: Not appropriate for BA with relatively small/light aircrafts. However, a better coordination with ATC agreeing on a pre-defined runway exist may enable to expedite the runway vacation. Unlikely to be deployed. MIL: Could be applicable to military transport but no plan exists today, not applicable to fighters (BTV not in the list of applications addressed by 15.2.8, only D-TAXI ).Expert Team comment: As mentioned above, the use of D/L is highly preferable. The use of a preformatted free text will secure the implementation time frame. A full end to end validation with Airbus simulator cockpit and EUROCONTROL ITPWP platform is foreseen in Nov 2013. On the ground the D/L infrastructure (CPDLC and relay) and ground systems need to be in place. The downlinked AROT will be used in TBS calculations. The exit will be displayed to the controllers via their HMI (on the A-SMGCS display and electronic flight strips) The HMI should also support negotiation of a different exit between the controller and the Flight Crew. 8.2.2 ProceduralPRO-218b Brake to Vacate (BTV) procedures (Airport)90 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis31-12- IOC IOC: None Category: PROCEDURAL 2017 SyncRequired/EnHancement/Alternate R Stakeholder AP OPR CivilDESCRIPTION: BTV procedures - developed by APRII - can accrue significant benefit achievements. Procedures are implemented during the final approach phase depending on the crew workload.COMMENTS: Without using datalink as information channel. Agreements are done in en- route phase due to less workload on pilot.Expert Team comment: This procedure will vary depending upon the airport and ANSP. In principle the communication of the ROT and exit by voice should take place at a time when the Flight Crew and ATC are not workload critical. For the Flight Crew this means completing the procedure early in the approach, at the latest, before they establish on the ILS. The Runway and Ground controllers benefit from the pre notified exit, as it assists surface movement planning. Approach do not require or use the AROT and exit.If the first communication between ATC and the Flight Crew occurs on transfer to the Runway controller the Flight Crew have more pressing priorities. The procedure needs to be completed with an Approach controller which requires an additional procedure for the transfer of the exit information from the approach to the runway and ground controllers. PRO-218c Brake to Vacate (BTV) procedures (Airport)31-12- IOC IOC: None Category: PROCEDURAL 2017 SyncRequired/EnHancement/Alternate R Stakeholder ANSP CivilDESCRIPTION: BTV procedures - developed by APRII - can accrue significant benefit achievements. Procedures are implemented during the en-route phase depending on the crew workload.COMMENTS: Without using datalink as information channel.Expert Team comment:What are the ground service provider procedures? N/A anymore91 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment AnalysisCockpit Procedure for automatic braking according to a PRO-AC-18 pre-defined runway exit31-12- IOC IOC: None Category: PROCEDURAL 2017 SyncAU Civil Scheduled Required/EnHancement/Alternate R Stakeholder Aviation DESCRIPTION: Automatic Braking to exit runway.COMMENTS: Procedure description unclear. Expert Team comment:This procedure is linked with the airframer implementation choices. This is reflecting in the Ops documentation such as FCOM and training packageWith datalink in place the procedure will be completed after the Flight Crew landing briefing. This is likely to be in the en route or early approach phase. . The exit will be displayed to the controllers and the AROT used in TBS. An option for the controller to negotiate a different exit will be available under specific circumstances. In this case direct action by the controller to propose a new exit via the HMI will also require action in the cockpit. Flight Crew will accept or reject the change proposal.Note For Airbus aircraft implementation: datalink procedure will not require direct input from the Flight Crew or controller. Arming BTV and selecting the exit will automatically trigger the transfer of the AROT and exit to the ground system. However , it is an implementation airframer decision and other alternative can be implemented on other a/c. 8.2.3 Institutional <Enabler reference> <title>IOC IOC: <date> <date> Category: <…> SyncRequired/EnHancement/Alternate <…> Stakeholder <…> DESCRIPTION: <text from Data Set 9>COMMENTS: <text from Data Set 9> Expert Team comment: A level of standardised approach will be required to ensure that procedures are common across European airports.HUM-AUO-0702 Initial training, competence and/or adaptation of new/active operational staff for the application and use of the enhancements and improvements incl. of the OI Step Optimised braking to vacate at a pre-selected RWY exit coordinated w Ground ATC by voice92 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis Comments :Training is needed for Pilots, controllers Affected staff: ATCOs, Commercial pilots, Military pilots Training/verification development measures to be started 0.5 yrs before IOC. 8.3 Background & assumption The knowledge of a pre-selected exit with a Runway Occupancy Time calculation is seen as a promising enabler for increasing runway capacity. As this function is already implemented on A380, no R&T activities were required for the airborne segment. The SESAR 6.8.2 Operational project is aiming at validating the operational use and benefit of using the pre- selected exit and ROT for ATC purposes. It is shared by the expert group that integration of Runway exit and ROT is not significant in terms of development. Consequently the current validation activities based on an end to end V2 validation with EUROCONTROL ITWP platform & Airbus Mosart simulator and a flight trial with Emirate & NATS controllers connected by voices is providing a good level of maturity. Ground Datalink exchange and Integration of Selected Exit and ROT in Ground system can be realized before a large scale demo targeted for 2016 and with a deployment in 2018.Large Scale validation can be made with A380 commercial flight as the core element of the function is already available. Availability of the function on Single Aisle aircraft is foreseen by 2018.8.3.1 Related SESAR Specifications 06.08.02 Enhance Runway Management Through Optimised Braking Systems Operational Services and Environment Description (OSED – Deliverable D09)06.09.02 Advanced - integrated Controller Working Position (A-iCWP) OSED8.3.2 Aeronautical services involved Air traffic control service (area control service, approach control service or aerodrome control service)Communication, navigation, surveillance services8.3.3 Phases of flow management / Phases of flight involved  en route Approach Landing phases8.3.4 Actors involved  ACC/Approach controller93 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis  Tower runway controller Tower ground controller Flight Crew8.3.5 Flows of information between actors In general terms the concept envisages that prior to TOD a CPDLC connection is established, the ROT and exit is calculated and is then downlinked by the Airborne System. The ROT and runway exit information is received by the Ground System and integrated into AMAN and A-SMGCS. The ROT and runway exit will be displayed to the relevant controllers for planning of sequencing and/or surface movement. In specific circumstances negotiation of a different runway exit will be possible.8.3.6 Impact on airborne systems The term Airborne System refers to the onboard system (airborne) required to incorporate an Enhanced Braking System. This includes: a control display unit with the ability to display ROT and pilot selected exit  the ability to determine the aircraft actual position along the runway (e.g. GPS)  the ability to apply a control signal to the aircraft’s braking system  the ability to calculate, in advance, a maximum incurred ROT to reach a defined speed during the runway roll out phase  the ability to communicate exit and ROT by datalink to the Ground systemThe term Enhanced Braking Systems (EBS) refers to new generation braking systems that apply predetermined braking to the aircraft such that the aircraft reaches a defined speed at a selected point on the runway. EBS provides a calculated ROT which is guaranteed by adapting braking regardless of dynamic atmospheric conditions.8.3.7 Impact on ground systems In order to improve airport operations, the main impact on ground systems is the connection of Pre-selected Exit and ROT to the A-SMGCS system with the objective to provide to the aircraft as soon as possible the route to be followed from the runway exit to the selected stand, this will help airport systems to compute an accurate taxi time and In-block Time.Existing systems on the ground are sufficient to support the voice communication procedure. When data link is available it will be used for communication between the Airborne and Ground Systems. Prior to Top Of Descent (TOD) the data link connection will be established, the AROT and Airborne intended runway exit calculated and then down linked by the Airborne System. The AROT and runway exit information will be received by the Ground System and integrated into AMAN and A-SMGCS. The ground system will need to be able to receive and process the exit and AROT data.The ROT will be incorporated into TBS as one element used to determine the spacing. The runway exit will be displayed to the relevant controllers for planning/sequencing and/or surface movement. This will be on the A-SMGCS display and the electronic strips. If 94 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis required locally the AROT can also be presented to the ATCOs. In specific circumstances, negotiation of a different runway exit will be possible via the controller HMI. The planned taxi in route will be calculated, starting from the Airborne Intended Exit and uplinked to the aircraft (direct link to project 6.7.2). This will provide the Flight Crew with the taxi in route from runway exit to stand and will help airport systems to compute an accurate taxi time and In-block time.8.4 Related standardization and regulatory activities8.4.1 Standards As mentioned above, the strategy should be to define pre-formatted message for the exchange of information (Runway; pre-selected Exit and ROT). In that sense no standard such as EUROCAE/RTCA is foreseen. A SPR (Safety & Performance Requirements) will have to be produced within the scope of 6.8.2 A local safety case will have to be produced by Airport/ANSP for the deployment of the function for the large scale demo as well as for the initial deployment8.4.2 Impact on SES / EASA Regulatory frameworks8.4.3 Link to ICAO Global Concept Blocks N/A8.5 Maturity and implementation considerationsExercises EXE-??The fact that the core function is already available on A380 allows the building of a robust validation strategy starting from 2012 with initial EMIRATES flight and NATS/EGLL using voice communication until the deployment in 2018 with a stepwise implementation of the function in several ground systems;8.5.1 Maturity Issues including link with the SJU Release StrategyIndicator Result StatusInitial OSED available. Strong V2 end to end Operational specifications validation in 2013 allowing a good confidence that 6.8.2 is able to produce a robust OSED by 2014. Interoperability Safety & Not foreseen in 6.8.2 project; However action is Performance requirement taken with the project leader to cover this gap. documents Validation Strategy Defined; Strategy is well balanced between V2 exercises with Eurocontrol ITWP platform/ Airbus 95 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis Mosart as well as with real commercial flights with A380 a/c. Airborne segment enablers Good confidence based on A380 experience.Ground segment enablers Not realised in current plan but good confidence from stakeholders that fast-track implementation is achievable. Datalink enablers Use of existing D/L (Fans A for oceanic) or Fans B for continental will be available within the large scale demo time-frame. Choices will have to be made in coordination with the targeted airport for the large scale demo and initial deployment. Procedures Operational procedures will be derived from V2 validation experiences. Conclusions No showstopper at this stage of the analysis. However a maturity assessment will be needed at the local implementation level to make sure that the ground implementation plans are achievable. HM8.5.2 Any other deployment considerations not covered above8.5.3 Maturity Assessment provided by SESAR IS Additional assessment undertaken by the SESAR IS (EG4-Support to PCP – November 20122 – sent to SJU doc (3).doc) states the following based on its system engineering data:Note: According to Step 1 6.2 DOD this OI is superseded by AUO-0703 Question: What is the confidence in achieving V3 maturity by Release 4, based on existing plans and results?HIGH (note: Operational Primary Project 06.08.02 has stated that the OI step will be fully covered in Release 3 exercise) Question: What is the confidence in availability of requirements in a database? LOW8.5.4 EG4 Maturity Assessment Conclusion Based on the available information at this stage of validation planning and maturity, the EG4 considers that  Sufficient maturity will be achieved by 2014, for OI AUO-0703 (airborne part) to be considered for deployment.96 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis However, the maturity issues for deployment concern other critical dependencies: maturity of ground capability to route the messages and integration with routing function of A-SMGCS.97 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis9 Airport Safety Nets for Controllers in Step 1 (OI STEP AO-0104-A) The geographical scope of this activity is considered to cover both the Runway and Airfield Surface Movement area for Safety and Non-Conformance Alerts.Two conditions are considered as mature for deployment in the timeframe: Conflicting ATC clearances: when ATC provides mobiles with ATC clearances that, if followed, would bring them into conflict with other mobiles, and  Non-conformance to ATC instructions or procedures: when a mobile deviates from its assigned clearance (3D-trajectory).The work on this is covered in SESAR: OFA01.02.01 “Airport Safety Nets” and  OFA 01.02.01 Enhanced Situational awarenessThe deployment scope is considered as local.In some cases, the items in the OFA 01.02.02 are considered as a baseline for the airport safety nets (e.g. Airport Vehicle Driver's Traffic Situational Awareness (AO-0204)). Furthermore, the limit can be fuzzy between both OFAs, as Run Way Status Lights (RWSL, AO-0209) can be relevant for both OFAs.Note: Step 1 SESAR activities not only cover safety support tools for controllers but also vehicle drivers (AO-0105, AO-0209) and flight crews (AUO-0605-A, AO-0209).OI Predecessor AO-0102 is Automated Alerting of Controller in Case of Runway Incursion or Intrusion into Restricted Areas. This is already available from 2013 for deployment at major European airports (SESAR W06.07.01 source). The Runway Incursion Alerting System Schiphol (RIASS), phase 1 was implemented in November 2007 and deployment is currently underway at Paris CDG. OI Predecessor AO-0201 is Enhanced Ground Controller Situational Awareness in all Weather Conditions. The system provides the controller with the position and automatic identity of all relevant aircraft and all relevant vehicles on the movement area (i.e. manoeuvring area plus apron). Currently implemented at 5 major airports (CDG, Heathrow, Frankfurt, Vienna, and Zurich) and a multi-lateration system implemented at Schiphol. OI Successor AO-0104-B Airport Safety Nets for Controllers in Step 2. The System detects potential and actual conflicting situations, incursions and non conformance to procedures or ATC clearances, involving mobiles (and stationary traffic) on runways, taxiways and in the apron/stand/gate area as well as unauthorized / unidentified traffic. Appropriate alerts are provided to the controllers. Three operational projects support this activity: 06.07.01, 06.03.02 and 06.09.02.The technical projects supporting this activity are: 12.03.03, 12.05.0298 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 9.1 OI Step descriptionAO-0104-A Airport Safety Nets for Controllers in Step 1IOC: 31-12-2022DESCRIPTION: The System detects conflicting ATC clearances during runway operations, and non conformance to procedures or clearances for traffic on runways, taxiways and in the Gate/apron/stand area. Appropriate alerts are provided to controllers.RATIONALE: Current automated alerting system is limited to the runway and is based upon a set of rules that assist controllers in detecting the most serious conflicts. This system has no knowledge of aircraft intent or clearances and in some cases the time window to determine and communicate a solution may be very limited.COMMENTS: ---Expert Team comment: The OI description is adequate.The alerts that exist today are triggered at the last moment giving the controller and flight crew very little time to react. The new alerts are more predictive than reactive, identifying situations that could lead to a potential incident and thus giving the controller more time to resolve the problem safely.The majority of alerts require the installation and enhancement of A-SMGCS Surveillance and Electronic Flight Strips.The new alerts are considered as an additional layer on top of the A-SMGCS Level 2 alerts and not seen as a replacement for them.Two types of alerts for difference situations are envisaged:1. Conflicting ATC Clearance2. Non-conformance to ATC instructions or procedures.99 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 9.2 Related Enablers description9.2.1 SystemA/C-63 Fit Low Power SSR Transponder to Small AircraftIOC IOC: 31/12/2014 --- Category: System SyncRequired/EnHancement/Alternate H StakeholderDESCRIPTION: Fit Low Powered SSR Mode S Transponders (LPST) to all small aircraft (only those not already normal transponder equipped) operating within identified TMA.COMMENTS: Mainline: Check relevance of Enabler for mainliner. No SESAR project. Boeing: Not Applicable BA: High priority - No affordable ADS-B out solution (e.g. UAT, FLARM, etc) for GA which limits traffic proximity warning and traffic situational awareness possibility in mixed VFR/IFR environment. Furthermore, TCAS safety net sometimes not suitable for those environments (spurious RA alerts, TA positioning and vector information approximate). Essential enabler for BA. GA: See comment on ADS-B OUT (A/C-48). Essential enabler. Assumed to be a 1090ES transponder (SSR + ADS-B) - for CM-0406: Perhaps not applicable to low complexity TMAs?- CM-0601: Most GA flying in ENR or TMAs will be equipped. Is the LPST really applicable here?Expert Team comment:Although A-SMGCS surveillance requires mobiles to be SSR equipped to enable correct identification, conflicting ATC clearances and non conformance instructions do not require to be directly related with the transponder of the vehicle. This enabler is not directly related with the safety nets mentioned in the previous OI AO-0104-AMost Mainline aircraft operating at Airports equipped with A-SMGCS are transponder equipped as are the General aviation aircraft operating at those locations.Today only a limited number of vehicles are transponder equipped, but most of the alerts are aimed at aircraft.The necessity of having both GA equipage requirements for participating airports should be assessed.The need to have vehicles operating on the apron and manoeuvring area equipped should be assessed.100 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment AnalysisSurface movement control workstation equipped with AERODROME-ATC-03 tools for runway incursion detection and alerting31-12- IOC IOC: --- Category: System 2010 SyncRequired/EnHancement/Alternate R StakeholderDESCRIPTION: Surface movement control workstation equipped with a system to provide near-term warning of runway incursion by unauthorised air or ground vehicles, E.g. RIAS (Runway Incursion Alert System). For use with A-SMGCS level 2.COMMENTS: ---Expert Team comment:Electronic Flight Strip type systems are required to host warnings and alerts with an appropriate human machine interface supporting interaction for cancelling an alert.At this moment, this enabler is one of the most mature.However, there does not seem to bean EN ATC-03 (which is for A-SMGCS Level 2, and which is independent of EFSAir-ground Datalink communications service for AERODROME-ATC-21 surface movement conflict alarmsIOC 31-12- IOC: 31/12/2019 Category: System Sync 2019Required/EnHancement/Alternate R StakeholderDESCRIPTION: A Datalink service to uplink alarms regarding detected conflicts concerning mobiles on the movement area to aircraft and vehicles. For use with A-SMGCS supporting advanced level functions (Most likely A-SMGCS commonly identified as "Level-3").COMMENTS: Enabler not in step1, to be checked with WP6 (enabler not supported by the airborne side). Making Sense Workshop (MPG): Enabler removed from step1. All Datalink Enablers to be removed from AO-0104 and OFA Airport Safety Nets MIL: Should be de- allocated from MIL transport stakeholder: the enabler is for Aerodrome ATC. Corresponding aircraft enabler is A/C-65. Enabler not related to military a/c.Expert Team comment:This is not considered in the PCP timeframe and the enabler is now longer required as it was agreed that the Ground and Airborne alerts would remain independent of each other.101 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment AnalysisSurface movement control workstation equipped with AERODROME-ATC-22 tools for resolution of surface conflicts31-12- IOC 31-12- IOC: Category: System 2018 Sync 2019Required/EnHancement/Alternate R StakeholderDESCRIPTION: Automated assistance to Controllers in resolving detected conflicts concerning mobiles on the movement area. For use with A-SMGCS supporting advanced level functions. (Most likely A-SMGCS commonly identified as "Level-4").COMMENTS: ---Expert Team comment: This is not considered in the timeframe for PCP.9.2.2 ProceduralProcedures (Airport) for systematic, standard PRO-136 responses to safety net alerts31-12- IOC 31-12- IOC: Category: Procedural 2012 Sync 2021Required/EnHancement/Alternate R Stakeholder DESCRIPTION: Procedures (Airport)-safety net alertsCOMMENTS: --- Expert Team comment: No changes are expected in RTF phraseology and although intuitive alerts should support current working methods and procedures when there is a safety related occurrence, procedures and training may need to be review to ensure that controllers are fully aware of and understand the functioning of alerts.No changes are expected to pilot or driver responses to safety net generated alerts.Interaction with the controller working station will be required and procedures for cancelling an alert should take the form of an input on the Electronic Flight Strip or a voice instruction. 102 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment AnalysisAirport Operations Procedures for vehicle drivers for PRO-137 systematic, standard response to safety alerts31-12- IOC 31-12- IOC: Category: Procedural 2012 Sync 2021Required/EnHancement/Alternate R StakeholderDESCRIPTION: Airport Operations Procedures-safety alertsCOMMENTS: ---Expert Team comment:In the event that vehicles are included then the necessary procedures will have to be defined for vehicle drivers and appropriate training delivered.Note that at some airports, vehicles are already included. Safety tools for vehicle drivers (AO-0105 + AO-0209). Maturity is V2 at the moment in P06.07.01for AO-0105. Closely linked to P06.07.03 too and maturity is V3 for AO-0209.Vehicle alerts are covered by a different OI step (AO-0105):" The System detects potential and actual risk of collision with aircraft and infringement of restricted or closed areas. The Vehicle Driver is provided with the appropriate alert, either generated by the on-board system or uplinked from the controller airport safety net."RWSL is also a ground system for vehicle drivers and pilots and is covered in chapter 11.. At this moment the project 06.07.01 is validating this through their mock-ups.9.2.3 InstitutionalNew EUROCAE Standard for A-SMGCS (Level 3&4) ASMGCS-0201 including SMAN31-12- IOC IOC: --- Category: Institutional 2015 SyncRequired/EnHancement/Alternate R Stakeholder Unassigned DESCRIPTION: ---COMMENTS: Potential standardisation enabler currently under review by C.03 - Enabler description not clear Expert Team comment:To be correct we should refer to A-SMGCS and not to SMAN.The A-SMGCS will need to have the Routing Function in addition to Level 1 and 2 in order that Route Deviation alert triggers correctly.103 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment AnalysisThe A-SMGCS system should be subject to standards. 06.07.02 is working in WG-41 to ensure that this will be re-opened.Legal/regulatory activities to be started 5 yrs before IOC. 9.2.4 Human Performance Initial Training, competence and/or adaptation of HUM-AO-0104 new/active operational staff for the use Airport Safety Nets including Taxiway and Apron31-12- IOC IOC: --- Category: Human 2013 SyncRequired/EnHancement/Alternate R Stakeholder UnassignedDESCRIPTION: The planning for the training set-up, and the training itself includes training needs identification for affected actors with regard to the new procedures; Training refers to the development of the skills, knowledge, understanding & attitude behaviour patterns required by an individual in order to adequately perform their role & tasks ; potential negative effects of training during the transition are identified; potential interference between existing and new knowledge & skills are identified; potential negative effects of the training on operational task performance are identified; performance and competence levels in order to perform a defined task safely and efficiently are identified; provisions are made for emergency training; the training covers normal operational conditions/ abnormal operational conditions and conditions in degraded mode.COMMENTS: "Assessment: Training for all staff mentioned in OIS (pilots, ATCOs, Apron control, vehicle drivers on apron) Interdisciplinary Training required (esp. Between those mentioned above) ATSEP training required Remarks: HELIOS: Part of ASMGCS L4 and if implemented would save controllers a great deal of time and increase throughput. It is very expensive and a number of years away from a trial Affected staff: ATCOs (TWR), ATSEP (TWR), Apron controllers, technical airport staff, airport vehicle drivers Training/verification development measures to be started 2 yrs before IOC.Expert Team comment: Training will be required. Consideration to a generic training design should be given that can them be adapted to local specific operations to ensure a harmonised approach across airports with focus on ensuring a seamless operations from the cockpit viewpoint. Training of controllers (and vehicle drivers if included) will be required covering normal104 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis operational conditions/ abnormal operational conditions and conditions in degraded mode.9.3 Background & assumption With increased pressure on runways and the complexity of different taxiway systems the safety of aircraft and vehicles on the runway and surface movement area becomes critical. The PRB identifies in its Reference Period 2 proposals a performance target related to Runway Safety.With the advent of new surface surveillance systems and deployment of A-SMGCS the ability to detect unsafe situations and deviations from clearances and to provide intuitive alerts is now a reality.To deploy such capability it is assumed that: The appropriate surveillance system capability is or will be deployed; An A-SMGCS capability with routing and conformance monitoring is validated and ready for deployment; An electronic flight progress strip system is or will be deployed, and  An appropriate Human Computer Interface is available for the controller to interact between alerts and the system.9.3.1 Related SESAR Specifications The General Operational Concept Document is: 06.07.01-D04-Updated_OCD.doc9.3.1.1 Conflicting ATC clearances This type of situation is generated when ATC provides mobiles with ATC clearances that, if followed, would bring them into conflict with other mobiles. This category includes situations when conflicting ATC clearances could result in a runway incursion, e.g. an aircraft is cleared for take-off and another mobile is given a crossing clearance in front of the aircraft on the same runway.These situations can negatively impact safety (risk of collision).The specifications for Conflicting ATC Clearances: 06.07.01-D16-OSED-V3-ATC-CL.doc version 00.01.01, 10/02/2012 (approved by partners and SJU “No reservation”) 06.07.01-D17-SPR-V3-CATC.doc version 00.01.02, 12/07/2012 (approved by partners and SJU “No reservation” (P) 06.07.01-D14-VALP-V2-CATC.doc , version 00.01.01, 19/07/2011 (approved by partners and SJU “No reservation”) 06.07.01-D15-VALR-V2-ATC-CL.doc , version 00.01.00, 30/01/2012 (approved by partners and SJU “Reservation/s requiring clarification/s))105 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis  06.07.01-D18-VALP-V3-CATC.doc , version 00.01.01, 27/07/2012 (approved by partners and SJU “No reservation (P)”(Draft version) 06.07.01-D19-VALR-V3-CATC.doc (under development, scheduled 28/02/2013)It should be considered that D17 is an input for the developments of 12.03.02 Phase 2 which is in progress9.3.1.2 Non-conformance to ATC instructions or procedures This situation is caused when a mobile deviates from its assigned 3D-trajectory (the two dimensions on airport surface and the associated time dimension); i.e. does not adhere to the apron/taxiway/runway routing assigned to it. This category includes situations such as: Non-compliance to the ATC clearances by the flight crews and vehicle drivers in the proximity of active runways, e.g. aircraft/vehicle do not stop at the runway holding point; Where a communication misunderstanding occurs between what is meant by the instructions of the controller and what is interpreted by the mobile operator.The specification for Conformance Monitoring alerts for Controllers 06.07.01-D22-OSED-V2-CMA.doc (18/11/2011, No reservations) 06.07.01-D23-SPR-V2-CMA.doc 16/02/2012, no reservations 06.07.01-D24-VALP-V2-CMAC.doc (delivered 04/05/2012 No reservations) 06.07.01 D25 VALR V2 CMAC (under development, scheduled 01/02/2013)9.3.2 Aeronautical services involved The following services are considered: Air traffic control service (aerodrome) Communication, navigation, surveillance services9.3.3 Phases of flow management / Phases of flight involved The following flight phases are considered: Pushback/Towing Taxi Take-off Approach Landing106 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 9.3.4 Actors involved The following actors are considered: Tower runway controller detecting and acting on an alert Tower ground controller detecting and acting on an alert Tower supervisor (in a supervisory role ) follow-up action Flight Crew receiving an alert instruction from the controller Vehicle Driver receiving an alert instruction from the controller9.3.5 Flows of information between actors The alerts will be generated for either the Tower Runway controller or the Tower Ground Controller or both. The controller responsible for the mobile will provide appropriate instructions by voice using the R/T to resolve the alert.A warning of the alert should be provided to the tower supervisor.Alerts should be recorded for post analysis.9.3.6 Impact on airborne systems Not Applicable9.3.7 Impact on ground systems The concept relies on A-SMGCS (EATMN - Surveillance systems and procedures) and Electronic Flight Strips (EATMN-Systems and procedures for air traffic services, in particular flight data processing systems, accurate surveillance systems and surveillance data processing systems and human-machine interface systems) being available.A link between these to systems will need to be established and a server will generate the appropriate alerts when detected.The Controller will either make the appropriate input on the EFS or give voice instructions (EATMN-Communication systems and procedures for ground-to-ground, air-to-ground and air-to-air communications) to resolve the situation and hence cancel the alert.9.4 Related standardization and regulatory activities9.4.1 Standards The EUROCAE WG-41 Surface Movement Guidance & Control System has been in the past for development of guidelines for surveillance data fusion for A-SMGCS levels I and II in alignment with EUROCONTROL operational concepts and requirements.The EUROCAE WG41 is has been reactivated and will incorporate the SESAR Airport Safety Nets for Controllers in Step 1 as it provides an enhancement to the A-SMGCS level II, existing baseline.107 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis Project 06.07.02 is involved in WG-41.9.4.2 Impact on SES / EASA Regulatory frameworks A community Standard for A-SMGCS exists and will have to be reviewed and possibly revised to accommodate the proposed SESAR Airport Safety nets.9.4.3 Link to ICAO Global Concept Blocks The SESAR Airport Safety Nets for Controllers in Step 1 has been developed from a baseline defined in the ICAO A-SMGCS Manual Doc 9830. The concept has been further detailed but there is no contradiction with regards to the existing ICAO A-SMGCS manual and therefore there are no issues identified that might hamper the deployment of the solution.With regard to the ICAO ASBUs, this improvement is within the context of Improvement area Airport Operations and Block 0-75 Safety and Efficiency of Surface Operations and B1-75 Enhanced Safety and Efficiency of Surface Operations.9.5 Maturity and implementation considerations Conflicting ATC clearance validation exercises that are planned or have already taken place include: Exercise EXE-06.07.01-VP-437 (V2)Exercise EXE-06.07.01-VP-438 Objectives V3 tests in shadow mode at the Hamburg test platform with industrial prototypes from P12.3.2 and P12.5.2. Develop the safety justification for implementation Release R2 (Step 1 - V3) Remedy State Closed Type Shadow Mode OFA OFA01.02.01 Airport Safety Nets Validation Report Not available Safety assessment under developmentExercise EXE-06.03.02-VP-614 (2013) Objectives Demonstrate safety improvement through the reduction of risk collision due to their early detection and alert provided to the controllers. Release R3 (Step 1 - V3) Remedy State Closed Type RTS OFA OFA01.02.01 Airport Safety Nets Validation Report Not availableExercise EXE-06.03.02-VP-652 (2013)108 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis Objectives Demonstrate safety improvement through the reduction of risk collision due to their early detection and alert provided to the controllers. Release R3 (Step 1 - V3) Remedy State Closed Type RTS OFA OFA01.02.01 Airport Safety Nets Validation Report Not availableNon conformance to procedures or clearances validation exercises that are planned or have already taken place include:Exercise EXE-06.07.01-VP-502 Objectives Alerts for vehicle drivers (traffic alerts and in case of closed/restricted area infringement)Release R? (Step 1 - V2) Remedy State Initial Feeding Type OFA ?? Validation Report Not availableExercise EXE-06.07.01-VP-503 Objectives Alerts for vehicle drivers (traffic alerts and in case of closed/restricted area infringement) Release R? (Step 1 – V3) Remedy State Initial Feeding Type OFA ?? Validation Report Not availableExercise EXE-06.07.01-VP-537 Objectives Conformance monitoring alerts for Air Traffic Controllers, connected to an industrial prototype from P12.3.2. Release R? (Step 1 – V2) Remedy State Initial Feeding Type OFA ?? Validation Report Not availableIn support of the maturity assessment it is noted that:109 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis  Further validation exercises are expected up to 2014  Which exercise? An industry prototype exists and has been integrated with the validation platform (12.03.02-D06-Indra-Enhanced Surface Safety Nets).9.5.1 Maturity Issues including link with the SJU Release Strategy “Conflicting ATC clearances” is addressed in Releases 2 and 3 and therefore should reach a V3 maturity level.“Non conformance to procedures or clearances” will be addressed in Releases 3 and 4 hence will reach V3 maturity level in 2014.9.5.2 Any other deployment considerations not covered above The implementation of these safety nets can be done in phases.Conflicting ATC Clearances and Conformance Monitoring are independent. There are many different conformance monitoring alerts and where as a full implementation of the set of alerts would bring the most safety protection to the airport, the alerts could be introduced in stages (e.g. if the routing function is not yet implemented then some alerts can still function using just EFS and A-SMGCS Level 1).Furthermore, a transition strategy could also be envisaged that initially targets aircraft related alerts then includes vehicles and GA aircraft.There is a clear dependency with OFA01.02.02 Enhanced situational awareness and AO- 0209 Enhanced runway usage awareness to reduce hazardous situations on the runway. This System provides information on runway usage directly to Vehicle Drivers and Flight Crews through airfield lights (Runway Warning Status Light RWSL) and is ready for (and being) deployed.9.5.3 Maturity Assessment provided by SESAR IS Additional assessment undertaken by the SESAR IS (EG4-Support to PCP – November 20122 – sent to SJU doc (3).doc) states the following based on its system engineering data: Question: What is the confidence in achieving V3 maturity by Release 4, based on existing plans and results?Answer: MEDIUM (note: Operational Project 06.03.02 has stated that the OI step will be partially covered in Release 2 and Release 3 exercises). What is the confidence in availability of requirements in a data base?Answer: LOW since there is no link with requirements.9.5.4 EG4 Maturity Assessment Conclusion Based on the available information at this stage of validation planning and maturity, the EG4 considers that  Sufficient maturity will be achieved by 2014, for this OI to be considered for deployment.110 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis111 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis10 Enhanced runway usage awareness to reduce hazardous situations on the runway (OI STEP AO-0209)10.1 OI Step descriptionAO-0209 Enhanced runway usage awareness to reduce hazardous situations on the runwayIOC: 31-12-2014DESCRIPTION: The System provides the information on runway usage directly to Vehicle Drivers and Flight Crews through airfield lights (Runway Warning Status Light RWSL).RATIONALE: Reduction of hazardous situations on the runway, e.g. number of the most severe runway incursions (Cat. A and B).COMMENTS: none.Expert Team comment:10.2 Related Enablers description 10.2.1 System CTE-N11 New lighting technologyIOC IOC: 12/2014 none Category: SYSTEM SyncAP OPR Civil Required/EnHancement/Alternate R Stakeholder AP OPR MilitaryDESCRIPTION: The use of aeronautical ground lighting (AGL) include visual aids to flight crew (e.g., approach lighting, glideslope indication, delineating the runway surface, showing taxiway centre-lines and edges), surface movement control (e.g. the use of red stop bars, the indication of authorised surface routes), alerts (e.g. entering the runway) and manoeuvring aids in the apron area. Light emitting diodes (LEDs) are more energy efficient than currently lighting, which is largely provided by incandescent lamps of varying light output, colour and beam spread characteristics. LEDs have approximately ten to one hundred times the life span of incandescent lamps, are more tolerant of vibration (i.e. in the touch down area) and can generate a greater diversity of colours of specific hues.COMMENTS: MSW: V3 is rather 2010 (there are already airports with LED). 6.7.x projects should be linked to this as well (not only 9.28 & 9.29)112 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment AnalysisExpert Team comment:10.2.2 Procedural: NoneProcedures (Airport) for systematic, standard PRO-136 responses to safety net alerts31-12- IOC 31-12- IOC: Category: Procedural 2012 Sync 2021Required/EnHancement/Alternate R StakeholderDESCRIPTION: Procedures (Airport)-safety net alertsUnderstood to be for pilots, controllers and vehicle drivers. PRO-137 also relevant.COMMENTS: ---Initial Training, competence and/or adaptation of HUM-AO-0104 new/active operational staff for the use Airport Safety Nets including Taxiway and Apron.31-12- IOC 31-12- IOC: Category: HUMAN 2013 Sync 2021Required/EnHancement/Alternate <…> Stakeholder <…> DESCRIPTION: <text from Data Set 9>COMMENTS: <text from Data Set 9> Expert Team comment: specify here any complementary comments you may have with regards to the description of the Enabler10.2.3 Institutional: NoneTBD <title>IOC IOC: <date> <date> Category: <…> SyncRequired/EnHancement/Alternate <…> Stakeholder <…> DESCRIPTION: <text from Data Set 9>COMMENTS: <text from Data Set 9>113 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment AnalysisExpert Team comment:To be addressed. Safety cases are being prepared however, is there need for a European approach from EUROCOINTROL then EASA?10.3 Background & assumption10.3.1 Related SESAR Specifications The SESAR deliverables available are the following: 06.07.01-D07-OSED-V3-RWSL: OSED prior to V3 trials (Delivered 06/2011, No Reservations) 06.07.01-D08-VALP-V3-RWSL: VALP for V3 trials on RWSL (Delivered 25/10/2012, assessment to be done)V3 trials are currently scheduled in 2013 (February to December), the associated VALR on 28/02/2014 (06.07.01-D09-VALR-V3-RWSL). A final OSED (D10) and SPR (D20) are expected to be developed after the VALR. 10.3.2 Aeronautical services involved Air traffic control service (aerodrome control service) airport operations10.3.3 Phases of flow management / Phases of flight involved taxi take-off landing10.3.4 Actors involved The actors involved are: Flight Crew Vehicle drivers Tower Runway Controller Tower supervisor Airport operator114 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 10.3.5 Flows of information between actors The RWSL system is a support tool for flight crews and vehicle drivers.RWSL is an independent surveillance driven system that automatically indicates to flight crews and vehicle drivers when it is unsafe to enter, use or cross a runway, through new airfield lights which can be composed of:  Runway Entrance Lights (REL): sets of red lights illuminating runway entrances when it is not safe to enter or cross the runway; Take-off Hold Lights (THL): sets of red lights illuminating along the axis of a runway in front of a departing aircraft when it is unsafe to take-off from that runway due to a traffic already occupying the runway ahead; Runway Intersection Lights (RIL): sets of red lights illuminating along the axis of a runway near the intersection with another runway (crossing runways only) when it is not safe to go through the intersection.In normal operations, the exchanges between actors remain the same.Pilots and vehicle drivers comply with the tower runway controller’s clearances, except when compliance would require crossing an illuminated red REL, RIL or THL. In such a case the pilots hold short of the runway for REL or stop the aircraft for THL and RIL (if possible), contact the tower runway controller and await further instructions.If pilots notice an illuminated red REL/THL/RIL and remaining clear of the runway/aborting take-off is impractical for safety reasons, then they shall proceed according to their best judgment of safety (understanding that the illuminated REL/THL/RIL indicate the runway is unsafe to cross or enter/take-off on) and contact the tower runway controller at the earliest opportunity. 10.3.6 Impact on airborne systems Not applicable.10.3.7 Impact on ground systems RWSL is a fully automatic system based on A-SMGCS (Advanced Surface Movement Guidance and Control System) surveillance. A link between A-SMGCS and a RWSL processor needs to be established. This processor generates the appropriate status for the airport Field Lighting System. Information on runway usage is therefore directly made available to the vehicle drivers and flight crews through new airfield lights (i.e. Runway Entrance Lights and Take-off Holding Lights; Runway Intersection Lights in case of crossing runways).The Tower controller CWP is expected to also display the status of lights (red/switched-off) and the status of the system.115 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis The main expectations are related to the increase of runway usage awareness, and consequently an increase of runway safety: reduction of the number of the most severe runway incursions (categories A and B).10.4 Related standardization and regulatory activities10.4.1 Standards ? To be assessed yet.10.4.2 Impact on SES / EASA Regulatory frameworks Discussions initiated at ICAO level on RWSL (Aerodrome panel).10.4.3 Link to ICAO Global Concept Blocks TBC10.5 Maturity and implementation considerations Exercises EXE-??10.5.1 Maturity Issues including link with the SJU Release Strategy SESAR activities encompassed in P06.07.01 schedule 06.07.01-EXE-VP-232 (V3 trials for RWSL) as part of the Release 3.Besides, RWSL has been trialled operationally in some US airports since 2004 with promising results in terms of reduction in the frequency and severity of runway incursions, lack of impact on airport efficiency and acceptance by the flight crews community. Deployment is planned for several U.S. airports.Supports the PRB RP2 Regulatory Approach regarding Runway Incursions.10.5.2 Any other deployment considerations not covered above10.5.3 Maturity Assessment provided by SESAR IS Additional assessment undertaken by the SESAR IS (EG4-Support to PCP – November 20122 – sent to SJU doc (3).doc) states the following based on its system engineering data:NO SESAR IS assessment on this OI.116 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 10.5.4 EG4 Maturity Assessment Conclusion Based on the available information at this stage of validation planning and maturity, the EG4 considers that  Sufficient maturity will be achieved by 2014, for this OI to be considered for deployment.117 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment AnalysisTHIS APPENDIX SERVES THE PURPOSE OF PROVIDING GUIDANCE TO EXPERT GROUP MEMBERS, SHALL NOT BE INCLUDED IN YOUR FINAL DELIVERABLE TO THE SJUA.0 Stakeholder Categories Stakeholder Title Sub-Stakeholder Title Air Navigation Service Provider ANSP Civil ANSP Military Airport Operator AP OPR Civil AP OPR Military Airspace Users AU Civil Airline Operational Control AU Civil Business Aviation AU Civil General Aviation AU Civil Scheduled Aviation AU Military Fighter AU Military Light Aircraft AU Military Transport AU Military Wing Operations Centre Network Manager Network ManagerA.1 LIST OF AERONAUTICAL SERVICES  air traffic control service (area control service, approach control service or aerodrome control service) communication, navigation, surveillance services flight information service alerting service air traffic advisory service aeronautical information services aeronautical meteorological services central flow management airspace management airport operations other services (not covered by specific Regulations) based on ad-hoc arrangements between organisations (example CCAMS server see: http://www.eurocontrol.int/airspace/public/standard_page/CCAMS_how_will_CCAMS _operate.html)118 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis A.2A.2.1 LIST OF PHASES OF FLIGHT (as defined by CAST/ICAO) http://www.intlaviationstandards.org/Glossary.html# standing  pushback/Towing  taxi  take-off  initial climb  en route  approach  landingA.2.2 LIST OF PHASES OF FLOW MANAGEMENT http://www.eurocontrol.int/articles/air-traffic-flow-and-capacity-management-atfcm strategic  pre-tactical  tacticalA.3 LIST OF ACTORS (excerpt from OATA approach) pilot  tower runway controller  tower ground controller  tower supervisor airport operator  stand planner  aircraft operator  ground handler executive controller  planning controller  multi-sector planner  ACC supervisor  local traffic manager  tower supervisor  flow manager  pilot  aircraft operator airspace manager  traffic complexity manager  network manager119 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis A.4 LIST OF EATMN SYSTEMS (as identified in Annex I of (EC) 552/2004) 1. Systems and procedures for airspace management. 2. Systems and procedures for air traffic flow management. 3. Systems and procedures for air traffic services, in particular flight data processing systems, surveillance data processing systems and human-machine interface systems. 4. Communication systems and procedures for ground-to-ground, air-to-ground and air-to- air communications. 5. Navigation systems and procedures. 6. Surveillance systems and procedures. 7. Systems and procedures for aeronautical information services. 8. Systems and procedures for the use of meteorological information.120 of 123©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis-END OF DOCUMENT-121 of 123©SESAR JOINT UNDERTAKING </div> <div class="ft-cover"> <a href="#" id="scrollLink"> Load more</a> </div> </div> </div> </div> </div> </div> <div class="about-item" data-tab-item="article"> <div class="article-container" id="loader"></div> <div class="load-content flex-column-center"> </div> <div id="downTop"> <div class="reader-tools-bar"> <div class="tools flex-justify"> <a href="javascript:void(0);" title="previous page" class="tools-prev flex-justify"> </a> <input type="text" class="page-cur" value="1" /> 122 <a href="javascript:void(0);" title="next page" class="tools-next flex-justify"></a> </div> <div class="bar-download"> <a href="javascript:;" id="copyLink"> Copy Link</a> </div> </div> </div> </div> </div> </div> </article> <section class="recommend"> <div class="panel-box"> <div class="panel-success"> <div class="panel-heading"> <div class="panel-flex"> <div class="panel-left"> Recommended publications </div> </div> </div> <div class="panel-body"> <ul class="panel-body-ul"> </ul> </div> </div> </div> </section> </div> <div class="rw-right row-pd" id="side-right"> <aside class="side" id="side-list"> <div class="side-download"> <a href="" class="side-load-a flex-justify" title="Download"> Download </a> </div> <div class="side-tag"> <ul class="side-tag-ul"> <li><a href="javascript:;" data-tab-target="featured" class="active">Featured</a></li> <li><a href="javascript:;" data-tab-target="last" class="">Last Commenis</a> </li> <li><a href="javascript:;" data-tab-target="popular" class="">Popular</a></li> </ul> <div class="tab-items"> <div class="tab-item active" data-tab-item="featured"> <ul> <li><a href="/doc/13853560/affidavit-of-capacity-and-energy-allocations">Affidavit of Capacity and Energy Allocations</a></li> <li><a href="/doc/13853559/health-safety-policy">Health & Safety Policy</a></li> <li><a href="/doc/13853558/application-for-the-quantitative-reasoning-faculty-workgroup">Application for the Quantitative Reasoning FACULTY WORKGROUP</a></li> <li><a href="/doc/13853557/Grades-K-6-ELA-Punctuation-Capitalization-And-Other-Conventions-Rubric">Grades K – 6 - ELA Punctuation, Capitalization, And Other Conventions Rubric</a></li> <li><a href="/doc/13853556/first-baptist-church-s2">First Baptist Church s2</a></li> <li><a href="/doc/13853555/community-teacher-s-association">Community Teacher S Association</a></li> </ul> </div> <div class="tab-item" data-tab-item="last"> <ul> <li><a href="/doc/13853554/online-resource-2-list-of-excluded-articles-with-reasons">Online Resource 2 - List of Excluded Articles with Reasons</a></li> <li><a href="/doc/13853553/student-and-family-handbook">Student and Family Handbook</a></li> <li><a href="/doc/13853552/just-try-to-sleep-tight-the-bedbugs-are-back">Just Try to Sleep Tight. the Bedbugs Are Back</a></li> <li><a href="/doc/13853551/organizacion-de-los-estados-americanos-s2">Organizacion De Los Estados Americanos s2</a></li> <li><a href="/doc/13853550/earth-and-space-sciences-s1">Earth and Space Sciences s1</a></li> <li><a href="/doc/13853549/terms-of-reference-s31">Terms of Reference s31</a></li> </ul> </div> <div class="tab-item" data-tab-item="popular"> <ul> </ul> </div> </div> </div> <div class="adspace"> <ins class="adsbygoogle" style="display:block" data-ad-client="ca-pub-8519364510543070" data-ad-slot="2167091933" data-ad-format="auto"></ins> <script>(adsbygoogle = window.adsbygoogle || []).push({});</script> </div> <div class="side-message"> <ul> </ul> </div> </aside> </div> </div> </div> </main> <script> var totalPage = 122; var dId = 13853561; var docId = 'f1311952bb2d701527bc2a1f3959b0d3'; </script> <script src="https://cdnjs.cloudflare.com/ajax/libs/jquery/3.5.1/jquery.min.js"></script> <script src="/js/article.js"></script> <footer> <div class="container-fluid"> <a href="#Top" data-toggle="tooltip" data-original-title="TO TOP"> </a> © 2024 Docslib.org <a href="/help/feedback">Feedback</a> </div> </footer> <script> $(".nav-menu").click(function () { $(".menu-list").toggle(); }); </script> <script type="text/javascript"> var sc_project = 11552861; var sc_invisible = 1; var sc_security = "b956b151"; </script> <script type="text/javascript" src="https://www.statcounter.com/counter/counter.js" async></script> </body> </html>