SESAR Release 1 Results.Pdf

2012

SESAR Release 1 Results 2012 SESAR Rolls out R&D Results 1 /

Table of Contents

01 General Introduction p.2

02 Results explained: some highlights p.3 • Extended AMAN Horizon: reaching out for greener operations • Remote towers: real results in virtual reality • P-RNAV: precision in complex environments • Point Merge: bringing order in high density traffic • Enhanced ACAS: silencing false alarms • STAM: collaborate to mitigate • I4D + CTA : time is under control

03 Results Factsheets p.7 01 General Introduction 02

/ 2 assesses the R&D results compiled in the Release 1 of the SESAR The present report programme and constitutes a significant milestone, as it shows that the programme has now reached its cruising speed. The work performed to achieve this first raft of results has not only generated new operational solutions for the Air Traffic Management (ATM) community; it also allowed SESAR teams to stabilise their working processes and to produce intermediate results which will spill over into the next waves of development: Release 2&3.

SESAR’s ability to deliver a solid stream of solutions for the modernisation of Europe’s ATM system is now confirmed.

Members

Associate Partners

Associate Partners to the SESAR Joint Undertaking 02 Results explained: some highlights

The aim of SESAR’s Release approach is to feed the aviation community with an incremental flow of new or improved ATM solutions at a pre- 3 / industrialisation stage, ready for deployment. Results delivered through the Release process will gradually allow the European ATM system to evolve into a new technological era, as by the end of decade the constraints which currently hamper the system’s optimal performance will be lifted.

Release 1 featured 25 operational validation exercises which took place throughout Europe in 2011 and in the first months of 2012. The exercises focused essentially on the development of efficient and green terminal airspace operations, the initial 4D trajectory, enhancing flight safety and collaborative network management.

Extended AMAN Horizon: reaching out for greener operations

Release 1 exercises demonstrated the clear environmental benefits of extending the geographical scope of Arrival of the successful implementation of a major new part of Manager (AMAN) systems and tools, which are currently the SESAR concept: AMAN Extended horizon SESAR tri- used by air navigation service providers to manage in- als took place between October 2011 and February 2012 bound traffic at airports. in different European geographical areas and operational environments. High density/complexity and Medium den- AMAN systems were developed to relieve congestion and sity/complexity scenarios were assessed. help airports cope with challenging situations, such as bad weather or runway closures. They are intended to cal- In a High density/complexity scenario, representing Lon- culate a smooth, optimal arrival flow capable of maximis- don TMA, AMAN coverage was extended to 500 nautical ing runway throughput and conversely minimising arrival miles (NM) – i.e. 926 kilometres, beyond the limits of the queuing time. Today, the scope of these systems is gener- United Kingdom’s airspace. ally limited to TMA (Terminal Manoeuvring Area) airspace and to the final phase of the flight. Aircraft fuel burnt to fly the last 500 nautical miles to destination was reduced by 942 kg on average per flight With an extended AMAN horizon, air traffic controllers can – which is a 9% decrease. As well, airborne waiting time reach beyond the borders of the TMAs into the upstream (stack holding time) was reduced by between 78% and airspace sectors. This enables them to pre-sequence 87%, with proportional positive consequences on the incoming flights to further improve trajectory efficiency, flight’s environmental impact. thereby reducing fuel burn and emissions. Giving pilots the instruction to modify the aircraft speed before the Top The exercises in London also indicated that extended of Descent (the transition from the cruise phase to the AMAN did not appear to affect the en route controllers’ descent phase), Extended AMAN systems prevent stack work load. holding upon arrival the destination airport and improve the organisation of traffic delivery to the TMAs. In a Medium density/complexity scenario, AMAN horizon was extended to 250 NM from Rome Fiumicino airport. A set of validation exercises constituted a shining example The experience was evaluated in terms of environmental A positive impact on the environment, allowing capacity impact, for the most part re- day-to-day live air and ground lated to fuel consumption increases traffic at Ängelholm airport, and CO2 emissions. The re- 100km away, testing the latest sults showed a drop in fuel consumption of up to 7.2 % for updates to the remote tower concept and its technologies a short-haul Airbus A320 (flying from Paris to Rome), with in daylight, dawn, darkness, CAVOK (Ceiling and Visibility CO2 emissions into the atmosphere reduced by about 325 are OK) and low visibility conditions. Kg. Under nominal conditions, the controllers confirmed that These reductions were mainly highlighted in TMA sectors a safe service could be provided remotely. / 4 where the aircraft trajectories were shorter and the holding manoeuvres reduced, thanks to a better management The National Supervisory Authority of the Netherlands of arrivals. participated in the exercise, and identified a number of areas of improvement including the need to mitigate large contrast differences – e.g. between ground and sky or Remote towers: real results for whenfacing the sun. The trials also indicated that the use of infrared cameras would create increased opportunities virtual reality for the use of Remote Towers and enable additional flexibility in the controllers’ working methods. SESAR’s remote and virtual tower projects conducted a three week long operational validation trial campaign in the autumn of 2011, which showed that the technology P-RNAV: Precision in Complex could be introduced in a wide European context. environments Using virtual imagery, remote towers allow cost effective provision of Air Traffic Services at one airport with con- Through real-time validation activities in Madrid’s Termi- trollers that are not physically present on location. This nal Manoeuvring Area (TMA), SESAR trials showed that technology could make a strong contribution to the eco- improved procedures and guidelines for implementing nomically sustainable operation of smaller regional and Precision Area Navigation (P-RNAV) in complex TMAs ultra-peripheral airports. have a positive impact on the environment and alleviate the work load of air traffic controllers, while allowing sub- Twelve Swedish air traffic controllers took part in the stantial capacity increases. SESAR validation at the remote tower facility in Malmö Sturup Airport, in shadow mode. They monitored all The trials demonstrated the feasibility of environmentally- friendly Continuous Descent Approaches (CDAs) and Con- tinuous Climb Departures (CCD) thanks to P-RNAV. These upgraded procedures also reduced airborne waiting time prior to descent in Madrid’s TMA, lowering the flights’ environmental impact and cutting delays subsequent to the airborne waiting time.

The exercise also showed an increase in capacity through the integration of P-RNAV into conventional routes in high traffic density TMAs. In Madrid, the technology enabled the possibility of using two parallel runways operating indepen- dently, which led to a doubling of aircraft movements. At the same time, the trials demonstrated that the upgraded P- RNAV procedures and guidelines allowed a reconfiguration of air traffic controller teams, which effectively decreased the controllers’ work load by between 47% and 57%.

Point Merge: bringing order in high density traffic

Validation activities in London’s Terminal Manoeuvring Area (TMA) demonstrated that point merge procedures increased the capacity of the area, prompting a higher 5 /

runway throughput, reducing the occurrence of airborne During the SESAR trial, the new systems proved very effi- aircraft holding and consequently cutting fuel consump- cient in avoiding undesired Resolution Advisory. The likeli- tion as well as the environmental impact of flights. hood of air traffic controllers receiving an unnecessary RA during a level-off encounter between two trajectories was Point Merge systems build on Precision Area Navigation shown to be reduced by a factor of 30 – or even a factor of (P-RNAV) technologies, allowing the convergence and the 70, with the introduction of additional functionalities. smooth sequencing of approaching and departing flights. A second validation exercise looked at warnings sent to Improved Point Merge procedures in London’s TMA, as pilots by the aircraft’s ACAS (Airborne Collision Avoidance tested in SESAR Release 1, showed that these new pro- System); it demonstrated the cedures could make a substantial contribution to the de- operational and safety bene- velopment of a new, fully effective air traffic management fits of linking these RAs with A safe, concept for TMA airspace. The validation exercises in Lon- the autopilot, to ensure an don showed a reduction in fuel burn and related emissions appropriate reaction auto- of 2%. At the same time, runway throughput increased by matically. Existing systems automated 4% in the entire London TMA, while the work load of air have proven their effective- traffic controllers dropped by 16%. ness in reducing the risk of response mid-air collision. However, Release 1 exercises also showed that Point Merge proce- pilots very often do not respond to warnings exactly as ex- dures work most effectively when implemented in com- pected, which reduces the system’s safety benefits and bination with high performance AMAN (Arrival Manager) makes air traffic control operations more complex. The systems and procedures. solution assessed and validated by this exercise triggers a safe, automated response by the aircraft itself, instead of Enhanced Conflict Avoidance: the current manual response performed by pilots. Silencing False Alarms Two separate SESAR Release 1 exercises demonstrated STAM: Collaborate to Mitigate the efficiency and safety benefits of enhanced conflict and collision avoidance systems, which are now ready for in- A SESAR Release 1 exercise showed that Short Term Air dustrialisation. traffic control flow and capacity management Measures (STAM) are an efficient tool to mitigate congestion and de- A first validation exercise pertaining to enhanced Short lays; their operational implementation is currently consid- Term Conflict Alert (STCA) systems looked at ways to sup- ered for 2013. port air traffic controllers in identifying possible conflicts for steady and manoeuvring aircraft in the Terminal Ma- The trial was part of the overall dynamic Demand Capacity noeuvring Area (TMA). The enhanced STCA technology Balancing (dDCB) project, which seeks to develop ways of allows a reduction in the number of false alarms while smoothing traffic and easing the congestion that causes the occurrence of genuine alerts remains stable. This im- capacity demand peaks and sudden increases in work proved technology is beneficial for flight safety, as it helps load for air traffic controllers. controllers focus on issues which require their full atten- tion – i.e. Resolution Advisory (RA) which designate situations that need solving. 03 The results indicate that measures such as minor ground delays, flight level capping and re-routings initiated through a collaborative decision-making mechanism, reduce the complexity of traffic peaks and facilitate the overall flow of traffic.

The iterative dDCB process takes place between a few hours and a few minutes before an aircraft enters an / 6 airspace sector. The objective of the process is to fos- ter collaboration between all air traffic management stakeholders – airports, air- line flight planners, network managers, etc. – to identify measures that are capable of solving a capacity issue with a minimum impact on air- Reducing craft operations. The selected measures are subsequently coordinated with the actors the initial delay directly concerned, and finally by a factor implemented. Network Managers and Air of 10 traffic Flow Management Po- converge to a merging point in a congested area. After co- sitions in London, Reims and ordination between the ground systems and the aircraft, Maastricht as well as 11 air- each aircraft is allocated a time slot for its arrival at the lines participated in the ex- merging point and is allowed to fly its optimum flight pro- ercise. On November 9, 2011, file up to that point, without receiving any further vectoring a hotspot was identified at instructions from air traffic controllers. Reims Area Control Centre, requiring a regulation of the airspace sector due to high demand and flow complexity. Departing from Toulouse, the test aircraft flew through Initial regulation measures, such as they would have been the Eurocontrol Maastricht Upper Area Control Centre implemented with existing technologies and procedures, (MUAC) airspace, where the airborne and ground systems generated a potential total delay of 810 minutes. The ap- automatically agreed on a first time constraint at a merg- plication of nine STAM measures - in this case, flight level ing point close to Copenhagen airport. The flight then capping - reduced the initial delay by a factor of ten, to 99 continued into Scandinavian airspace and demonstrated minutes. an optimised descent to Copenhagen. After reaching the first merging point, the aircraft climbed back to a cruise level, where it negotiated a second time constraint aim- I4D + CTA : time is under control ing at a merging point close to Stockholm Arlanda Airport. The flight then operated a fully optimised descent into Release 1 features a première, with SESAR’s first four- Swedish airspace, reached the second merging point and dimensional trajectory management (I-4D) validation ex- landed at Arlanda. ercise, which took place on February 10, 2012 and marks the beginning of a paradigm shift. The trial successfully verified the automated 4D data exchange between aircraft Flight Management System The test was carried out with Airbus A320 aircraft of the (FMS) and ground automation systems through data link. most advanced generation, which flew from Toulouse to The level of precision reached automatically by the air- Copenhagen and Stockholm and back, operating to a time borne FMS was more than satisfactory. In the original I4D in the En-Route as well as in the Terminal Manoeuvring concept, time constraints for flying through En-Route way- Area (TMA) airspace. points included a 30 second tolerance. For these SESAR trial flights, tolerance was lowered to 10 seconds and the I-4D represents a key element in the transition from con- test aircraft stayed well below that threshold at all times. strained flights in the current ATM system to optimised, safe, efficient and predictable flights in the future Sin- Last but not least, the full safety of the procedure was as- gle European Sky. I-4D tools & procedures establish far certained, as the trial was performed live over the MUAC in advance a sequence for aircraft operations, which will airspace. 03 Exercise Factsheets

The Release 1 includes 25 Exercises, clustered in 15 Operational Focus Areas (OFA). Four additional exercises, initially planned in Release 1, were moved to Release 2. 7 /

The following fact sheets present research results for each OFA. The criteria applied for assessing the maturity of the concepts under review – and hence the success of the exercise - were the following: • The Operational & System Requirements were developed and 25 Exercises, tested in a realistic environment and are properly documented; clustered in • Validation evidence shows that the expected Performance is adequate to justify further investment for industrialisation; 15 Operational Focus • Evidence shows that, when implemented, the Concept Option will be safe under normal and abnormal operational conditions. Areas (OFA).

• The validation process has been conducted with a level of rigour and quality sufficient to justify confidence in the results.

The each exercise fact sheets integrate the following colour codes:

Conclusions Preparation for industrialisation

The exercises successfully demonstrated the The exercise results are conclusive and sufficient maturity of the concept. to support a decision for industrialisation.

The exercises partially demonstrated the maturity Further work on the concept is planned prior of the concept. to industrialisation.

The exercises did not demonstrate the maturity of No benefits are demonstrated for this concept the concept. element. /8 01 Optimized RNPstructures (SESARreference: EXE-05.07.04-VP-142PRNAV inComplex TMA) • • activities byairtraffic controllers; theaimof technology is: today’svectoringforsubstitute radar a P-RNAVis optimisation. capacitysafe hence and dictability pre- improved allows precision Enhanced (TMA). AreaTerminal Madrid in technologies (P-RNAV) Navigation AreaPrecision of use the for activities validation performing exercisein consistedThis Main objectives

Exercise Factsheetsnow available for latest generation commercial aircraft. to improve the route network organisation using RNP1 (Required Navigation Performance) a capability procedures, suchascurved andsegmented P-RNAV approaches andFlexible UseofAirspace (FUA); to improve the design and organisation of the Terminal Manoeuvring Area (TMA) by implementing new The Release results are conclusive and sufficient to support a decision for industrialisation. for decision a support to sufficient and conclusive are results Release The industrialisation for Preparation concept. the of maturity the demonstrated successfully exercises The Conclusion circumstances. most in CDAs consumption fuel low smooth, hinder not do • they CCDs; consumption fuel low smooth, allow • they delays; associated and periods holding airborne limit • they in reductions deliver can : as procedures Emissions, and burn Fuel P-RNAV that confirmed assessment Environmental The runways. parallel two of operation independent the enabled concept the as 47 movements, to + 50 movements aircraft 48 from increased was capacity in the calculated Europe, elsewhere of manyFor which is situations above Madrid, therepresentative encountered sector LEMDREN com (STAR), Tran Routes operations of Arrival mode usual the Arrivals, Terminal with pared Standard P-RNAV & of (SID) terms in Departures increase Instrument Standard capacity a sitions, assessment allow will exercise The concept the savings. that fuel concluded potential also and predictability better in ob was resulting holding airborne served, to due delays of reduction a concept, this of implementation the With Ap Descent scenarios. density Continuous traffic of high in (CCD) P-RNAV, Departures Climb of Continuous and (CDA) proaches feasibility operational the demonstrated exercise The Results - - - - 02 Point merge in complex TMA

Exercise Factsheets(SESAR reference: EXE-05.07.04-VP-229) ments. turesfor Departures, fullya that so operational concept could developedbe for real-life environairport - The exercise was centered on Point Merge Systems for arrivals but also integrated P-RNAV route struc- safety, capacity, complexity, environment orefficiencylimitations. into a single entry point, which allows efficient integration and sequencing of inbound traffic while solving and Londoncity airport. This new procedure designbuilds upon the P-RNAV concept for merging traffic Procedure Stansted,Luton London’sTerminalincludes in multi-airport which Area (TMA) Manoeuvring Merge Point of improvement the validating at aimed exercise this activities, validation of basis the On Main objectives Further activities are planned as part of Release 2. Release of part as planned are activities Further industrialisation for Preparation concept. the of maturity the demonstrated successfully exercises The Conclusion the that stressed and communications. voice of use their awareness reduced considerably situational concept new improved an reported also controllers Approach maintained. was overall performance Safety Manager (AMAN). Arrival and effective an with combination in used effectively when more increase, even capacity potential works further a provide procedure Merge Point the that indicated Further exercise the system. TMA more, the impact adversely not do procedures Merge Point that showed also It throughput. runway average in • a4% increase and burn; fuel in decrease • a2% load; work controller traffic air in • a16% reduction revealed: assessment exercise’s The concept. the of benefits the and feasibility operational the demonstrated exercise The Results - 9/ /10 03 Approach procedures with vertical guidance (APV)

Exercise Factsheets(SESAR Reference: EXE-05.06.03-VP-224) Assess airtraffic controller training needs for theuseofLPVprocedures. Guidance (LPV)procedures. Vertical with Performance Localizer of implementation the of control traffic air on impact the Measure Main objectives The Release results are conclusive and sufficient to support decision for industrialisation. for decision support to sufficient and conclusive are results Release The industrialisation for Preparation concept. the of maturity the demonstrated successfully exercises The Conclusion phraseology. standard using and defining of importance the as such procedures, LPV of design the for learnt lessons valuable provided has exercise The flight or closure airport with associated avoided. be can costs conditions and weather bad to due diversions maintained or improved is rate landing Airport controller’s workload. The exercise showed that the implementation procedures causeonly of LPV a minor increase in ILS. with equipped not failure are that of airports in or case in conditions weather solution fallback a as implemented and of the Instrument Landing environment inte Systemsafely (ILS). be LPV procedurescan operational the also enableapproaches into landingLPV operations grated that in bad demonstrated airport Glasgow at activities Validation Results - 04 Trajectory management framework

Exercise Factsheets (SESARReference: EXE-05.05.01-VP-212&EXE-04.05-VP-041) operations. effective cost more and smoother safe, supports which traffic, inbound of pre-sequencing CTAallows control sectors andair-ground datalink coordination between aircraft andATC. aircraft.inbound toCTA calculatedground-groundtois thanks coordinationtraffic datalink air between (CTA)ControlledArrival issuingof trajectorythroughthe Time (i4D) dimensional 4 Validationinitial of Main objectives The results will contribute to further i4D+CTA exercises planned in Release 2 and Release 3. Release 2and Release in planned exercises i4D+CTA further to contribute will results The industrialisation for Preparation yet. validated been not has situations other to applicabililty its concept; the of maturity the demonstrated partially exercises The Conclusion • • safety; impact not does • CTA allocation that: showed Rome in activities Validation Results The concept leads, however, to a deterioration of horizontal performance, which needs to be be to needs which investigated. performance, further horizontal of deterioration a to however, leads, concept The Profile. Descent Continuous efficient fuel a following descended and altitudes efficient fuel more higher, at flown were flights efficiency: vertical of improvements allows concept The 11/ /12 05 Sector team operations

Exercise Factsheets(SESAR reference: EXE-04.03-VP-032&EXE-04.03-VP-237) • Improve information &task sharing. • Enhance cooperation between plannerandexecutive controllers; • Upgrade team organization; air traffic control teams to: technologiesThese were implemented ERATOthe in (En-route TrafficAir Organiser) enables which tool • afirst step towards CORA(Conflict resolution assistant) technology. • mediumterm conflict detection (MTCD) monitoring aid;and Validation ofanelectronic decisionaidtool kitfor EnRoute airtraffic controllers including: Main objectives The Release results are conclusive and sufficient to support decision for industrialisation. for decision support to sufficient and conclusive are results Release The industrialisation for Preparation tool. organiser traffic air Route En the of maturity the demonstrated successfully exercises The Conclusion methods. working and exercises. the during tools highlighted was concept support ERATO the to related and ERATO issue the safety using noticeable No productivity their effectively, tasks increase to controlling their controllers perform traffic air of ability the demonstrated exercises The and assessed was ERATO of usability confirmed. general the trials, live and Mode Shadow of basis the On Results

06 Enhanced STCA

Exercise Factsheets(SESAR reference: EXE-04.08.01-VP-140) comparative analysis withexisting STCA technology asacomparison baseline. a throughaircraft, manoeuvring and steady to related rates alert nuisance & false lower and warning earlier for enabled prototype, (STCA) Alert TermConflict Short a for algorithms enhanced of Validation Main objectives The exercise results are conclusive and sufficient to support a decision for industrialisation. for decision a support to sufficient and conclusive are results exercise The industrialisation for Preparation concept. the of maturity the demonstrated successfully exercises The Conclusion performance. its improve drastically would prototype the by integrated been yet not have which functionalities number a that confirmed was it addition, In local to adapted and environment. operational tuned be to needs STCA The alarms. nuisance/false of level minimum tive con what determining on stitutesinfluence significant a an have operationally circumstances local and relevant factors Human conflict which must be alerted by STCA and what is an effec algorithm). hypothesis a multi (i.e. suc technology the met state-of-the-art same the operates which eventually TMA, Lyon at system which existing the than prototype, the of 15%was lower of rate the prototype alert performance the false For set of for instance: the exercise. criteria cess level the lifted tuning Subsequent alerts. false of terms in particularly systems, baseline with Initial compared did when of nota results validation the clear demonstrate advantage prototype (TMA). Areas Manoeuvring of the prototype for the identification offeasibility conflictssystem and betweenoperational the flights,demonstrated in data Lyon (France) both traffic real EnTests using route and in Terminal Results

- - - 13/ /14 07 Enhanced ACAS

Exercise Factsheets(SESAR Reference: EXE-04.08.02-VP-054&EXE-04.08.02-VP-480) tablishing alinkbetween ACAS andtheautopilot, prompting automatic reactions to ACAS alarms. Collision Avoidance System) alarms. Validation of the operational and safety benefits brought by es- Assessment of the introduction of new altitude capture laws to reduce unnecessary ACAS (Airborne Main objectives The exercise results are conclusive and sufficient to support a decision for industrialisation. for decision a support to sufficient and conclusive are results exercise The industrialisation for Preparation concept. the of maturity the demonstrated successfully exercises The Conclusion decreases. alerts false of number the as action appropriate the take to likely more be will Pilots func additional of introduction tionalities. the with 70, of trajectories factor a two even or – 30 between of encounter factor a by level-off reduced was a during alerts unnecessary Manage of occurrence Traffic The Air with operations ACAS of compatibility the while improved. is ment maintained are levels Safety benefits. safety assessed. and positively been have criteria ATC compatibility operational significant bring can concept the that showed exercises Validation Results

- - 08 Integrated AMANDMAN

Exercise Factsheets(SESAR Reference: EXE-06.08.04-VP-470) safety. and effectiveness environmental & cost capacity, airport predictability, traffic improveto CDG, Paris at pre-departure sequence a proceduresestablish to(DMAN) Manager Departureenhanced of Validation Main objectives The exercise results are conclusive and sufficient to support a decision for industrialisation. for decision a support to sufficient and conclusive are results exercise The industrialisation for Preparation concept. the of maturity the demonstrated successfully exercises The Conclusion 3. Release during integration DMAN and AMAN future for baseline as used be will system The emissions. CO2 in drop kg 46.6 to corresponding flight, kg per 14.6 The technology has on results shown favourable fuel consumption, with an reduction average of the facilitates it that configuration. and showed capacity and runway to changes tool of implementation DMAN the of reliability the demonstrated also tests The was that slot the match to them. to managing attributed flights Manage Flow departing all of Central 81% to with adherence slots, (CFMU) Unit improved an ment enable also tools DMAN of implementation The • • can: tool new the that demonstrated controllers traffic air 48 of atotal involving cises exer Airports, Zurich and Frankfurt from inputs with and CDG in Paris trials, of live basis On the Results utes after schedule (TOBT - Target Off-Block Time), which constitutes a 7.8% improvement. a7.8% improvement. constitutes which Time), Off-Block -Target (TOBT schedule after utes Cut delays: of 93.8% the flights observed in the trials were authorised towithin depart 5 min and 9%; by time taxi average the Decrease

- - - 15/ /16 09 AMAN andExtended AMAN horizon

Exercise FactsheetsEXE-05.06.04-VP-189) (SESAR Reference: EXE-05.06.04-VP-187;EXE-05.06.04-VP-187bis;EXE-05.06.04-VP-188& Based Platform (IBP)inRome; Schiphol-East; NATS LondonTC andNORACON Malmö. in- pre-sequence ENAV’s coming improve at and flights to activities of validation basis the on traffic smoothing, Industry- horizon (AMAN) Manager Arrival the extending of impact the of Validation Main objectives The results will be fed into the follow-up activities planned in release 2. release in planned activities follow-up the into fed be will results The industrialisation for Preparation concept. the of maturity the demonstrated successfully exercises The Conclusion Further exercises. the of stage. this at result a available not as is data possible quantified a –but indicate safety in to increase seems locations workload four controller the traffic of air TMA any in in reduction reported the more, identified were concerns safety No control border. northern traffic air country’s the and Rome Italian between three sectors through journey the in kg 103 short- or a by 7.28% of flight consumption A320 fuel the Airbus cut haul could AMAN extended that showed Rome in validation The on consequences positive matching with impact. 87%, environmental and (i.e. flight’s the 78% time holding between by stack reduced was Aircraft waiting) flight. per airborne average on kg 942 or 9% by extended miles reduced nautical was 500 the Horizon in AMAN burnt fuel aircraft exercise, London the in specifically, More significant gains. showed environmental substantial TMAs including Malmö benefits, and Amsterdam Rome, London, in exercises validation SESAR Results - 10 i4D +CTA

Exercise Factsheets(SESAR reference: EXE-04.03-VP-323;EXE-05.06.01-VP-203&EXE-05.06.01-VP-205) Maneuvering Area (TMA). Validateoperationalconcept the the time in a flying as constraint En-Routeto of well as the in Terminal Main objectives The results will contribute to further i4D+CTA exercises planned in Release 2 and Release 3. Release 2and Release in planned exercises i4D+CTA further to contribute will results The industrialisation for Preparation concept. the of maturity the demonstrated partially exercises The Conclusion CTA for improvements possible outlining information certain operations. useful in aircraft generated also arriving trials sequence The and delays situations. absorb to way positive as perceived was CTA tolerance. second a 30 CTA within assigned their met these of 92% and completed successfully were 72 trials, 90 the Of controllers traffic air and pilots of CTA operations. experience with working the evaluating traffic on medium to focused low in trials These airport, density. Arlanda Stockholm into flights revenue with performed were In another exercise concentrating on Controlled Time of (CTA), Arrival a series of 90 flight trials second). the in waypoints En-Route +1 the Southbound seconds; +6 for bound (North set tolerance a 10 second within met as were airspace MUAC constraints time a all included trial, the waypoints In En-Route tolerance. through second 30 flying for constraints time satisfactory. than concept, more I4D was original FMS the In airborne the by automatically reached precision of level The in controller the to communicated and system charge. ground the by used be can air-ground data by Such exchanged be can systems. concept the supporting data useful that proved trial flight The interoperability. link data through solution I4D the implement systems tomation au ground and (FMS) System Management Flight the that verifying at aimed trial The back. and Airport, Arlanda at Stockholm to land Upper airspace Danish-Swedish and (MUAC) Maastricht Centre Control through Area then airspace, French through Airport, Blagnac Toulouse from legs, six flew aircraft test A320 An 2012. 10, February on place took which world, the in flight trial tion valida management (I-4D) trajectory four-dimensional first the included exercises SESAR The Results

- - 17/ /18 11 Complexity assessment and resolution

Exercise Factsheets(SESAR reference: EXE-04.07.01-VP-001) tools for en-route airtraffic controllers. Validation ofnew complexity prediction indicators to beimplemented asautomated decisionaid Main objectives Further activities are planned in Releases 2. Releases in planned are activities Further industrialisation for Preparation concept. the of maturity the demonstrate not did exercises The Conclusion considered. be to yet have (ACC) Centres Control Area other in plicability However, the system’s maturity is not demonstrated at this stage, as non-nominal cases and ap observed. was safety to lead also could tools The optimis workload. significant of controller capable fuel savingstraffic are air as and a consequence tools utilisation of more assessment capacity direct and aircraftairspace ing routing. prediction No negative complexity impact that on confirmed trials The feasible. was option concept the that indicated which (MUAC) Centre Control Area out at Upper Maastricht carried exercise consisted of trials of a shadow-mode series SESAR The Results - - 12 Enhanced ATFCM processes

Exercise Factsheets at fostering (SESAR reference: EXE-07.06.05-VP-314)5) aiming (STAM) Measures Management Flow Traffic collaborative Air decisionmakingto smoothtraffic andairtraffic controller workload. Term Short of Assessment Main objectives Further activities are planned in Release 3. Release in planned are activities Further industrialisation for Preparation fulfilled. partially are criteria 1success Release The Conclusion exercises later in assessment further for identified Centres). Control Area other to were applicability and loads traffic higher cases, issues non-nominal (e.g. operational Several from confidence demand. that traffic potential of awareness and highlighted result a assessment as better of safety, trial enhance to seen the is prediction in and interpretation participants monitoring, traffic from improved feedback safety, of of terms delay In average reducing delay minutes, total 799 initial by the reduced trial flight. measures, per was minutes to 2 flight per the 13 minutes STAM regulation during Applying network illustrated flights. by clearly 59 generated were containing hotspot predictability caused a and observing punctuality delays of terms in mitigating of Benefits method whilst safe Reims, of and example the 65%. Using almost by reduced was delay immediate network. an corresponding 2%, the almost of by year on year grew traffic regulation provide can subsequent and STAM demand excess that by showed trial The Users. Airspace and London) & Maastricht (Rheims, predict Centres the Control Traffic Air Managers, improve and capacity Network system, Unit (CFMU) systems’ Management Flow Central the involved trials The Management of traffic. ability Traffic Air the of safely can utilisation the measures STAM that optimise demonstrated clearly 2011 November in conducted trial live A Results -

19/ /20 13 SESAR CWP Airport

Exercise Factsheets(SESAR Reference: EXE-12.04.01-VP-391&VP-404) Manager. racy ofdeparture information shared between theTower andtheApproach andwiththeNetwork not equippedwithadvanced electronic flight strip capabilities improving theavailability andaccu- Validation oftheuseasimple AirportDeparture Data EntryPanel (ADDEP)for smaller airports Main objectives The Release results are conclusive and sufficient to support decision for industrialisation. for decision support to sufficient and conclusive are results Release The industrialisation for Preparation concept. the of maturity the demonstrated successfully exercises The Conclusion tool. SESAR new the without 43% with ac traf (ETOT) in Time Take-Off improvement curacyEstimated at of small airports.improvement significant an a Only with 6%specifically: ofmore flightsand, were outside demonstrated, predictability were a fic 10-minute margin feasibility of error, system compared and operational The opera normal tions. through (CFMU) Unit Management Flow Central the at compared was received panel data ADDEP similar tower’s with airport the from directly received data departure trial, the In CFMU. the and controllers approach with data in ran and Kingdom United the of south shadow-mode. the The ADDEPin gives regional airports a low-cost solutionAirport to compute and departureSouthampton place took trial SESAR The Results

- - - 14 SESAR CWP En-Route and TMA

Exercise Factsheets(SESAR Reference: EXE-05.09-VP-148&VP-356) a focus ontheAircraft SituationDisplay. Position Working Controller Integrated the for Terminal improvedaddressingfactorswith Areathe with design, human manoeuvring in CWP) (SESAR (HMI) Interface Machine Human new a of Validation Main objectives Further exercises for this concept will be conducted in Release 2. Release in conducted be will concept this for exercises Further industrialisation for Preparation concept. the of maturity the demonstrate not did exercises The Conclusion documen system the and yet addressed been not have incomplete. remains tation requirements operational some However, and controllers. useful traffic air by considered are trustworthy picture traffic support term resulting medium/long & and short HMI, a the retaining by and building in provided triggers and reminders sequence outputs, the tools and Automation features CWP SESAR new the of appreciation good perform. to a required are they actions of voiced controllers Overall, Results - 21/ /22 15 Remote tower

Exercise Factsheets(SESAR Reference: EXE-06.09.03-VP-056) site located atadistance ofapproximately 100kilometres inanoperational environment. prototype for theprovision ofAirTraffic Services (ATS) to asingle aerodrome from a remote control The overall aimofthistrialwasto assess thetechnical andoperational capability ofaninitial Main objectives on the security, safety and human performance. human and safety security, the on information more provide 2to Release of part as planned are activities Further industrialisation for Preparation concept. the of maturity the demonstrated successfully exercises The Conclusion of flexibility the methods. working enhance and controllers’ opportunities increased enable could cameras infrared of use The generally situation daytime a of representation displays. time night than remote interpret to easier and clearer the that was opinion controller’s The safe a that confirmed remotely. exercise provided be could the service in participating controllers the conditions, nominal Under Flight (Instrument IFR accommodate capacity. on impact to negative no with able ATS remote through be traffic Rules) would they that stated controllers the Overall issue. an of less be to considered they what and assessment) further for areas therefore conditions. flight degraded and normal for (and as consider risks they would issues what team able to were and theidentify project controllers The safety into ATS. remote insight initial providing when generated trial The responsibilities The and roles robust. the and regarding understandable issues it no had finding system, controllers the trust could they felt controllers The by environment. confirmed were arepresentative in platform the requirements assessing of context the in functional staff The operational prototype initial objectives. basic a various with against aims, its assessed achieving platform in successful considered was trial SESAR The Results

23 / / 24

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IMPRINT ISBN 978-92-9216-008-1 - DOI 10.2829/17816 - © SESAR Joint Undertaking, 2012 Publisher SESAR Joint Undertaking Phone: +32 2 507 80 00 Executive Director Editor For more information about this publication, Avenue de Cortenbergh 100 Fax: +32 2 507 80 01 Patrick Ky Elisabeth Schoeffmann reactions or subscriptions, please write B-1000 Brussels to [email protected].

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