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
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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
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©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
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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
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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
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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:
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©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.
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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.
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©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
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©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.
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©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
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©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.
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©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:
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©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).
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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.
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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.
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©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)
1.2.2.1.2.1 Impact on ground equipment Current System Capability:
Initial DMAN is already deployed at a number of major European airports. Electronic Flight Strips are a pre-requisite.
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©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.
1.2.2.1.2.2 Impact on airborne equipment No impact.
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
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©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)
1.2.2.3.1.1 Impact on ground equipment Current System Capability:
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.
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©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.
1.2.2.3.1.2 Impact on airborne equipment No impact.
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)
1.2.2.4.1.1 Impact on ground equipment Current System Capability:
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.
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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)
1.2.2.4.2.1 Impact on ground equipment Current System Capability:
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.
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©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
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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
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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
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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
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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.
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©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.
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©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.
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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.
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©SESAR JOINT UNDERTAKING PCP Expert Group 4 Edition 00.00.00.4 Deployment Analysis 1.2 Related Enablers description
1.2.1 System
IOC IOC: 31/12/2021
Required/EnHancement/Alternate <…> Stakeholder See §2.3.4 DESCRIPTION:
COMMENTS:
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.
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©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
Expert Team comment:
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
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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.
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©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
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©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%
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©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?
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Question: What is the confidence in availability of requirements in a database?:
LOW
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.
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2 Integration of Surface Management Constraints into Arrival Management (OI STEP TS-0104)
2.1 OI Step description
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
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3 Surface Management Integrated with Departure and Arrival Management (OI STEP AO-0207)
3.1 OI Step description
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
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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).
Expert Team comment:
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.
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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!
Expert Team comment:
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
Required/EnHancement/Alternate R Stakeholder ANSP Civil
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DESCRIPTION: More efficient departure sequence thanks to better awareness of surface management constraints.
COMMENTS: this a test.
Expert Team comment:
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.
Expert Team comment:
V3 expected 31/12/2014
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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
ANSP Civil Required/EnHancement/Alternate R Stakeholder AP OPR Civil
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
31-12- IOC 31-12- IOC: Category: PROCEDURAL 2016 Sync 2018
ANSP Civil Required/EnHancement/Alternate R Stakeholder AP OPR Civil
DESCRIPTION: None
COMMENTS: None
Expert Team comment:
DMAN should take account of critical events such as push back, taxi, hold etc.
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PRO-AC-42a Cockpit Procedure for uplinked taxi clearance
31-12- IOC 31-12- IOC: Category: PROCEDURAL 2007 Sync 2018
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
Expert Team comment:
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.
Expert Team comment:
EUROCAE WG 41 has been reopened. However, work on ASMGCS interface with DMAN is not planned before 2015
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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
Required/EnHancement/Alternate R Stakeholder Unassigned
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.
Expert Team comment:
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
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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.
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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
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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:
Question: What is the confidence in achieving V3 maturity by Release 4, based on existing plans and results?
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?:
LOW
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.
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5 Automated Assistance to Controller for Surface Movement Planning and Routing (OI STEP AO-0205)
5.1 OI Step description
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
Expert Team comment:
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
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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?
Expert Team comment:
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
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31-12- IOC IOC: None Category: SYSTEM 2015 Sync
ANSP Civil Required/EnHancement/Alternate R Stakeholder AP OPR Civil
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
Expert Team comment:
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
Required/EnHancement/Alternate R Stakeholder ANSP Civil
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
Expert Team comment:
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
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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
ANSP Civil Required/EnHancement/Alternate R Stakeholder AP OPR Civil
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.
Expert Team comment:
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.
Expert Team comment:
Significant work on technical requirement capture for A-SMGCS sensors is required to identify the position of mobiles. Surveillance systems need to be improved.
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31-12- IOC 31-12- IOC: Category: PROCEDURAL 2012 Sync 2018
ANSP Civil Required/EnHancement/Alternate R Stakeholder AP OPR Civil
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
Expert Team comment:
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
Required/EnHancement/Alternate R Stakeholder Unassigned
DESCRIPTION: None
COMMENTS: Potential standardisation enabler currently under review by C.03 - Enabler description not clear.
Expert Team comment:
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
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Required/EnHancement/Alternate R Stakeholder Unassigned
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
Expert Team comment:
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.
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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
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©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
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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.
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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 Code : B1-40
ICAO Module Title: Improved Traffic Synchronisation and Initial Trajectory-Based Operation.
Block 2
ICAO Module Code : B2-75
ICAO Module Title: Optimised Surface Routing and Safety Benefits (A-SMGCS level 3-4, ATSA-SURF IA and SVS)
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©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.
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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
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©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:
Question: What is the confidence in achieving V3 maturity by Release 4, based on existing plans and results?
MEDIUM (note: Operational Project 06.03.02 has stated that the OI step will be partially covered in Release 2 and Release 3 exercises)
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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.
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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.
6.1 OI Step description
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.
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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).
Expert Team comment:
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.
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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
31-12- IOC IOC: None Category: SYSTEM 2015 Sync
Required/EnHancement/Alternate R Stakeholder ANSP Civil
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
Expert Team comment:
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
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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.
Expert Team comment:
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: