European Atm Master Plan — Executive View

Digitalising EUROPEAN ATM Europe’s Aviation MASTER PLAN Infrastructure Executive view EUROPEAN ATM MASTER PLAN — EXECUTIVE VIEW

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Print: ISBN 978-92-9216-135-4 doi:10.2829/650097 Catalogue number: MG-01-20-128-EN-C PDF: ISBN 978-92-9216-134-7 doi:10.2829/695700 Catalogue number: MG-01-20-128-EN-N

Printed by the Publications Ofﬁ ce in Luxembourg This edition of the European ATM Master Plan is dedicated to the memory of Stefano Porfiri. He will be remembered for his warmth and generosity of spirit, as well as his tireless commitment to SESAR and air traffic management modernisation in Europe.

Digitalising EUROPEAN ATM Europe’s Aviation MASTER PLAN Infrastructure Executive view

2020 edition

Fourth edition 2020 edition E 1 2 3 4 5 6 7 A

The European EXECUTIVE ATM Master Plan SUMMARY in a nutshell EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW EDITION 2020

1Within the framework of the EU aviation strategy and Single European Sky (SES), the European Air Traffic Management (ATM) Master Plan (hereafter referred to as ‘the Master Plan’) is the main planning tool for ATM modernisation across Europe. It defines the development and deployment priorities needed to deliver the Single European Sky ATM Research (SESAR) vision. The Master Plan is regularly updated, through strong collaboration between all ATM stakeholders, in order to respond to the evolving aviation landscape.

WHY ACT NOW? flights in 2040, which is equivalent to around 160 million passengers unable to Steady increase fly (1). in conventional traffic Following the economic crisis of a decade Growing environmental concerns ago, since 2014 Europe has seen a steady return to air traffic growth, which is With the growth in air traffic come forecast to continue in the long term. concerns about its environmental and The year 2018 saw an all-time record health impacts. These concerns in Europe of 11 million flights in the airspace of and worldwide are prompting the aviation the European Civil Aviation Conference, industry to step up its efforts to address the an increase of 4 % on 2017, and the environmental sustainability of air travel most reliable traffic forecast scenarios to reach the EU’s carbon neutral goal by anticipate over 15 million flights per 2050 (2). In support of this goal, the SESAR year by 2035. In 2018, the average en- project has prioritised solutions that will route air traffic flow management (ATFM) gradually contribute to the elimination of delay over SES airspace was just under environmental inefficiencies due to the 2 minutes per flight, while the EU-wide underlying aviation infrastructure. performance target for the year was 0.5 minutes. The 2018 average was Emergence of new entrants into the double the 2017 figure, and, in view of the airspace expected continued growth, all signs are that the delay situation will deteriorate The booming drone industry is creating further and dramatically if stringent new markets and huge business actions are not taken.

This so-called capacity crunch is also (1) All figures in this paragraph are extracted from affecting airports: in the absence of Eurocontrol, ‘European aviation in 2040 — challenges of growth’, 2018 (https://www.eurocontrol.int/articles/ bold action, airports will be unable to challenges-growth). accommodate approximately 1.5 million (2) European aviation environmental report 2019.

v AVERAGE EN-ROUTE ATFM DELAY PER FLIGHT

2.5 120 Capacity/Stafﬁng ATC disruptions 115 Weather 2.0 110 Other 1.83 Trafﬁc index (2008) 105 EU-wide target 1.5 100

95 En-route ATFM delay per ﬂight (min) ATFM En-route

1.0 0.91 0.94 90 0.76 85 0,50 0.5 80

0.0 70 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Source: EUROCONTROL, Performance Review Unit

opportunities (3), particularly in terms of WHAT WILL THE FUTURE OF urban mobility and service delivery, but AVIATION INFRASTRUCTURE LOOK it also poses a significant and complex LIKE? challenge in terms of ATM, given the expected large number and heterogeneous The current European ATM system and nature of these aerial vehicles. Highly network will not be able to accommodate automated vehicles (single-pilot operations, the expected traffic growth and the new urban air mobility aircraft, cargo drones, challenges without embracing digitalisation etc.) will require new forms of traffic at an accelerated pace. This endeavour is management and air-ground system fully in line with the vision of the EU aviation integration. At the same time, interest is strategy (4), which acknowledges SES and growing again in the potential for operating SESAR as key drivers of sustainable growth vehicles at very high altitudes, which will and innovation in air transport. need access to and from the stratosphere via managed airspace. The need for change SESAR’s vision: towards a digital is becoming even more pressing, as we can European sky already observe the limits of the current system resulting in increasing delays In order to manage future traffic growth and disruptions. Pressure to optimise safely while mitigating the environmental trajectories is higher than ever before, impact, the SESAR vision is to deliver a fully and there is a growing need to enable scalable traffic management system capable new forms of flight that are attracting a of handling growing air traffic, both manned significant share of global investments. and unmanned. The vision builds on the notion of trajectory-based operations, which

(4) European Commission, Communication from the Commission to the European Parliament, the Council, (3) SESAR Joint Undertaking (SJU), Drones outlook study, the European Economic and Social Committee and the 2016; SJU, Roadmap for the safe integration of drones into all Committee of the Regions — An aviation strategy for classes of airspace, 2018 Europe (COM(2015) 598 final), Brussels, 7.12.2015. vi EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 enable airspace users to fly their preferred Combining airspace design and flight trajectories, delivering passengers technological solutions and goods on time to their destinations as cost-efficiently as possible. This will Delivering the vision will require changes be enabled by a digital transformation in the way that technologies are developed of the underlying infrastructure system, and deployed, as well as in the way services characterised by a significant increase in are provided. This change in approach levels of automation and connectivity. The builds on the recommendations made in system infrastructure will become more ‘A proposal for the future architecture of the modular and agile, allowing air traffic European airspace’, developed by the SESAR and data service providers, irrespective of Joint Undertaking with the support of the national borders, to plug in their operations Network Manager and delivered to the where needed, supported by a wider range European Commission in February 2019. of services. Airports will be fully integrated Known as the Airspace Architecture Study, into the ATM network, which will facilitate the proposal seeks to address the airspace and optimise airspace user operations. capacity challenge in the medium to long The vision will be realised across the entire term by combining airspace configuration European aviation network, rather than and design with technologies to decouple segmented portions of airspace, as is the service provision from local infrastructure case today. and progressively increase the levels of

EXECUTIVE SUMMARY vii collaboration and automation support. HOW CLOSE ARE WE TO The findings and recommendations of the REALISING THIS VISION? proposal are aligned with and integrated Taking a phased approach into the Master Plan. The new approach is illustrated in the figure opposite. The vision is being realised in four progressive but overlapping phases. This phased approach takes into account that aviation is Integrating all aerial vehicles, manned digitalising rapidly and that the supporting and unmanned infrastructure needs to evolve based on The realisation of the vision also depends shorter innovation cycles than in the past. on the integration of the wide variety of new aerial vehicles accessing the airspace Phase A: address known critical network alongside conventional manned aircraft. performance deficiencies by delivering This is U-space, a framework designed to solutions that enhance collaboration fast-track the development and deployment between stakeholders, including of a fully automated drone management across state borders and with aircraft, system, in particular for but not limited to implementing initial system-wide very low-level airspace. Scalable by design, information management, and introducing U-space relies on high levels of autonomy network capacity and demand balancing and connectivity in combination with measures. emerging technologies. Alongside U-space is the need to integrate large remotely Phase B: efficient services and piloted aircraft systems into manned infrastructure delivery through the launch traffic, with special provisions designed to of first ATM data services, the introduction compensate for the fact that the pilot is not of cross-border free-route operations, on board the aircraft. The roadmap covering and the integration of advanced airport drone integration is incorporated into this performance management into the network edition of the Master Plan. and the provision of initial U-space services. viii EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 EVOLUTION OF THE EUROPEAN SKY

Current architecture

Airspace layer Limited capacity Poor scalability Fixed routes Fixed national airspace structures Air trafﬁc service layer with vertical integration of applications and information (weather, surveillance…) Limited automation Low level of information sharing

Physical layer Fragmented ATM (sensors, infrastructure…) infrastructure

STATE A STATE B

Future architecture

Higher airspace operations

Dynamic & cross FIR airspace conﬁguration & management Network operations Free routes High resilience

Automation support & virtualisation Air trafﬁc services Scalable capacity Data and application services Uniﬁed information U-space operations & interface

Integrated & rationalised ATM infrastructure Infrastructure

STATE A STATE B

EXECUTIVE SUMMARY ix Phase C: defragmentation European skies Phase D: digital European sky through through virtualisation and dynamic airspace the delivery of a fully scalable system for configuration, supported by the gradual manned and unmanned aviation supported introduction of higher levels of automation by a digital ecosystem, full air-ground support, the full integration of airports into system integration, distributed data ATM at network level and the management services, and high levels of automation and of routine drone operations. connectivity.

FOUR-PHASE APPROACH TO IMPROVEMENTS

2040

Today D Digital European sky

Defragmentation of European C skies through virtualisation

Efﬁcient services and B infrastructure delivery

Address known critical network A performance deﬁciencies Performance

A Countries/FIRs B Countries/FIRs C Countries/FIRs ATC ATC ATC Operation Operation Operation

Services Services Services & infra. & infra. & infra.

NM NM NM

Airports Airports Airports

Introduction of common Cross-border Free Route & Network-wide dynamic Fully scalable services standards for deployment Operational excellence airspace conﬁgurations supported by a digital Network Manager balances Enabling framework for ATM ATM Data Service Providers ecosystem minimising capacity and supports Data Services and capacity and Virtual centres providing the environmental ANS/NM network tasks on demand, First ADSP capacity on demand footprint of aviation certiﬁed

Implementation of target architecture and transformation to trajectory-based operations

Advanced network operations Integrated & rationalised and services ATM infrastructure

Information exchange Optimisation of airport Airport fully integrated Highly resilient and enabling improved infrastructure use through into the ATM network and efﬁcient airport operations, passenger experience advanced collaborative airside-landside virtual passenger-centric, operations and planning integration multimodality Airport services Integration of UAS Automation levels (air and ground) Automation level 2/3 Automation level 4/5

Large certiﬁed UAS/RPAS in Integration of certiﬁed Single pilot operations, controlled airspace UAS/RPAS in all classes of delegation of separation airspace responsibility to systems Vehicle

New high altitude platforms Urban air mobility

Initial U-space services Advanced U-space services Full U-space services U-space

x EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 State of play Project). In addition, local deployments of SESAR Solutions have taken place in Steps towards delivering the vision are parallel (see European ATM Master Plan under way, with the delivery of the first Level 3 for more information (5). To date, batch of mature SESAR Solutions and the one third of the SESAR Solutions have been start of synchronised European deployment in 2014 (known as the Pilot Common (5) see: www.ATMMasterPlan.eu

WHAT IS COMING NEXT?

SESAR innovations Coming next New standards for safety Airborne automation and security Cockpit Augmented 4D Trajectory Self evolution approaches separation Wake vortex Video based Future collision  Urban air mobility detection & navigation Avoidance avoidance system (ACAS-X)  Single pilot operations

U-space Atomic gyros Tracking Emergency Dynamic Detect &  Autonomous cargo inertial navigation recovery geofencing avoid  Autonomous large passenger Ground automation aircraft

Evolution Wake 4D Trajectory Complex digital Speech  Digital cockpit assistant of the separation clearances recognition ground Assistance for Trafﬁc system surface Role of the Safety nets  Digital ground assistant complexity movement human resolution  Emulating U-space Runway status Advanced Intelligent & surface Separation queue  AI powered ATC environment guidance Management management

U-space Trafﬁc Flight Dynamic capacity Automatic deconﬂiction information planning management (multiprovider)

Automation Decision Task Execution Conditional High Full levels 1 Support 2 Support 3 Automation 4 Automation 5 Automation

Virtualisation  Defragmented European sky Virtual & Approach & landing Visual aids for augmented aids for the cockpit tower control  All weather operations reality  Pan European service Virtual Rationalisation Contingency Dynamic cross Delegation provision capability centres border of services  Pan-European mobility of staff Remote Single airport Multi-source Multiple & large airports tower surveillance data fusion  Fully dynamic airspace  Resilient operations Connectivity  Hyper connectivity Cockpit  Multilink  Broadband  Broadband  Broadband  Cellular for high automation evolution management satellite comm. airport comm. ground Comm. link for (ESA-Iris) (Aeromacs) (LDACS) GA/RC  Next generation links

 Internet of Things for aviation U-space  Command  Tracking &  Vehicle to  Vehicle to & control telemetry vehicle infrastructure  CNS as a service  Future data services Data sharing and applications  Interconnected network  Collaborative  Digital aeronautical  Flight object  Cloud-based drone airport and network information (AIM-MET) sharing (IOP) information management  Passenger centric ATM

System-wide  Yellow profile  Blue profile  Purple profile  Open data information for web services for ﬂight services for air/ground advisory management information sharing  Multimodality

 Advanced analytics for decision making

EXECUTIVE SUMMARY xi delivered for deployment, while one third and using the present ways of working. are in development and in the pipeline In order to complete this transformation, towards deployment; these two thirds it will therefore be essential to move will allow the delivery of up to phase C towards new ways of working within of the vision. The remaining third are SESAR and a regulatory framework that those to be undertaken in future research encourages innovation to enable a further and development to deliver phase D, as shortening of the innovation cycle. With illustrated in the ‘Coming next’ area of the these changes and strong collective figure. commitment and motivation, it is likely that the transformation can be delivered by 2040 with significant positive consequences What is the timeline for the rollout? for EU growth, EU citizens, and the The rollout of SESAR Solutions and the attractiveness and sustainability of the delivery of the digital European sky should aviation sector at large. be complete by 2040 in order to address the challenges faced by aviation infrastructure in Europe and deliver maximum benefits to WHAT ARE THE EXPECTED EU citizens. BENEFITS?

Although SESAR has already contributed Delivering the digital European sky to shortening the innovation cycle in ATM, represents tremendous value potential achieving the SESAR vision by 2040 will for every stakeholder in the aviation value be challenging in the present context chain; it will also significantly benefit the xii EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 European economy and society in general to a total investment need in the range at relatively small investment cost. of EUR 30 billion to EUR 40 billion in the period up to 2040, covering needs in It is estimated that, by 2040, the value relation to both manned and unmanned of all the direct and indirect benefits aviation. If innovation cycles are not would amount to EUR 80 billion in annual shortened, these investments will need recurring benefits for manned and to be significantly higher, reaching unmanned aviation. Realising the benefits EUR 60 billion, as legacy and new system will largely depend on the ability of the components would have to co-exist and sector to create the conditions to shorten be maintained during a longer transition the innovation life cycle for infrastructure period. modernisation. If these conditions are not created, the transformation is likely to Altogether these investments represent be completed only by 2050, with negative a very small portion (less than 5 %) of implications for the environment, jobs and the value at stake, considering also the growth in Europe. significant investments that will be made in the next 20 years by airspace users and More critically, these benefits also rely new entrants to introduce new aircraft into on the scaling up and rationalisation of the skies, amounting to several hundreds investments in infrastructure amounting of trillions of euros.

EXECUTIVE SUMMARY xiii

TABLE OF CONTENTS

EXECUTIVE SUMMARY IV WHY ACT NOW? V Steady increase in conventional traffic v Growing environmental concerns v Emergence of new entrants into the airspace v WHAT WILL THE FUTURE OF AVIATION INFRASTRUCTURE LOOK LIKE? VI SESAR’s vision: towards a digital European sky vi Combining airspace design and technological solutions vii Integrating all aerial vehicles, manned and unmanned viii HOW CLOSE ARE WE TO REALISING THIS VISION? VIII Taking a phased approach viii State of play xi What is the timeline for the rollout? xii WHAT ARE THE EXPECTED BENEFITS? XII

1. INTRODUCTION 6 1.1 A POLICY-DRIVEN PROJECT 8 1.1.1 Definition 8 1.1.2 Development 9 1.1.3 Deployment 10 1.2 EVOLVING WITH THE TIMES 10 1.3 NEW ELEMENTS IN THIS EDITION 12 1.4 ACKNOWLEDGEMENTS 14

2. THE SESAR VISION 16 2.1 OFFERING IMPROVEMENTS ACROSS ATM 18 2.1.1 Enabling high network capacity and resilience 18 2.1.2 improved flight trajectories, minimising the environmental footprint of aviation 19 2.1.3 improved airport performance and access 19 2.1.4 Enabling greater airborne automation 20 2.1.5 improved air navigation services productivity 21 2.1.6 Optimal use of air navigation services infrastructure and use of scarce resources 21 2.1.7 increased global interoperability and enhanced collaboration 22 2.1.8 Enhanced safety and security 22 2.2 EMBRACING THE DIGITAL TRANSFORMATION OF AVIATION 23 2.3 DELIVERING A DIGITAL EUROPEAN SKY IN FOUR PHASES 25 3. PERFORMANCE VIEW 32 3.1 DELIVERING A FULLY SCALABLE SYSTEM THAT IS EVEN SAFER THAN TODAY’S 33 3.2 CONFIRMING THE 2035 PERFORMANCE AMBITIONS FOR CONTROLLED AIRSPACE AND AIRPORTS 35 3.2.1 Capacity 38 3.2.2 Cost efficiency 40 3.2.3 Operational efficiency 41 3.2.4 Environment 43 3.2.5 Safety and security 44 3.2.6 Military contribution to network performance 45

4. OPERATIONAL VIEW 48 4.1 SESAR TARGET CONCEPT — IN THE PIPELINE TOWARDS DEPLOYMENT 50 4.2 ESSENTIAL OPERATIONAL CHANGES 53 4.2.1 CNS infrastructure and services 55 4.2.2 ATM interconnected network 60 4.2.3 Digital AIM and MET services 64 4.2.4 U-space services 65 4.2.5 virtualisation of service provision 67 4.2.6 Airport and TMA performance 69 4.2.7 Fully dynamic and optimised airspace 73 4.2.8 Trajectory-based operations 75 4.2.9 Multimodal mobility and integration of all airspace users 77 4.3 DELIVERING THE DIGITAL EUROPEAN SKY (PHASE D) 80 4.4 LINK TO THE GLOBAL CONTEXT 83 4.4.1 The ICAO Global Air Navigation Plan 83 4.4.2 Harmonisation with other major modernisation programmes 85 4.5 THE ROLE OF THE HUMAN 85 4.5.1 An integrated view of the ATM system 85 4.5.2 Changes to address 86 4.5.3 Approach to change management 88 4.5.4 Gender equality in ATM 89 4.6 CYBERSECURITY IN A SAFETY-ORIENTED INDUSTRY 90

5. DEPLOYMENT VIEW 92 5.1 HOW AND WHEN THE SESAR VISION SHOULD BE DEPLOYED 93 5.1.1 Status of SESAR Solutions 93 5.1.2 Key milestones for SESAR deployment 94 5.1.3 Critical changes in the airborne segment 96 5.1.4 Supporting the implementation of an optimised European airspace architecture 97 5.1.5 Synchronising ATM transformation and the drones roadmap 99 5.2 DEPLOYMENT SCENARIOS 100

2 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 5.3 STAKEHOLDER ROADMAPS SUPPORTING ESSENTIAL OPERATIONAL CHANGES 101 5.3.1 The ANSP roadmap 103 5.3.2 The airport operator roadmap 104 5.3.3 The Network Manager roadmap 104 5.3.4 The airspace user roadmap 105 5.4 iNFRASTRUCTURE EVOLUTION IN RELATION TO CNS AND SPECTRUM 105 5.4.1 CNS strategy 105 5.4.2 CNS roadmap 109 5.5 STANDARDISATION AND THE REGULATORY VIEW 111 5.5.1 Harmonisation and synchronisation 111 5.5.2 identifying the needs 111 5.5.3 Standardisation and regulatory needs 112

6. BUSINESS VIEW 116 6.1 HOLISTIC VIEW OF SESAR NET BENEFITS FOR MANNED AVIATION 117 6.1.1 Holistic view on investment 118 6.1.2 Holistic view on benefits 119 6.1.3 Net result of the holistic view 122 6.2 HOLISTIC VIEW OF SESAR NET BENEFITS FOR DRONES 123 6.2.1 Holistic view on investments 124 6.2.2 Holistic view on benefits 126 6.3 iNCENTIVISATION STRATEGY 128

7. RISK MANAGEMENT 130 7.1 CAPTURING AND ANALYSING RISK 131 7.2 iDENTIFIED HIGH-PRIORITY RISKS 132

ANNEXES 137 ANNEX A. ESSENTIAL OPERATIONAL CHANGES WITH MAPPED DEPLOYMENT SCENARIOS/ SOLUTIONS AND R&D ACTIVITIES 138 ANNEX B. MAPPING SESAR CHANGES TO 2019 ICAO FRAMEWORK 149 ANNEX C. EVOLUTION OF THE UNDERLYING CNS TECHNOLOGIES 152 ANNEX D. AN ATM DIGITAL INDEX 154 ANNEX E. ABBREVIATIONS 155

3 TABLE OF FIGURES

FIGURE 1. THE SESAR PROJECT’S INNOVATION CYCLE 8

FIGURE 2. THE THREE LEVELS OF THE EUROPEAN ATM MASTER PLAN 9

FIGURE 3. IMPROVEMENTS AT EVERY STAGE OF THE FLIGHT 22

FIGURE 4. LEVELS OF AUTOMATION 24

FIGURE 5. EVOLUTION OF THE EUROPEAN SKY 27

FIGURE 6. TOWARDS A DIGITAL ECOSYSTEM 29

FIGURE 7. FOUR-PHASE APPROACH TO IMPROVEMENTS 30

FIGURE 8. IMPACT ON AIRSPACE OF MANNED VERSUS UNMANNED OPERATIONS, MEASURED IN FLIGHT HOURS AND DISTANCES EXPECTED BY 2050 34

FIGURE 9. AVERAGE EN-ROUTE DELAY 2008-2019 37

FIGURE 10. PERFORMANCE AMBITIONS FOR 2035 FOR CONTROLLED AIRSPACE 37

FIGURE 11. THE TARGET ARCHITECTURE 51

FIGURE 12. CNS AS A SERVICE 55

FIGURE 13. CNS SERVICE TRANSFORMATION 56

FIGURE 14. WHAT IS COMING NEXT? 80

FIGURE 15. STATUS OF SESAR SOLUTIONS 94

FIGURE 16. TARGET ROLLOUT OF SESAR 95

FIGURE 17. AIRSPACE ARCHITECTURE STUDY TRANSITION STRATEGY 98

FIGURE 18. U-SPACE ROADMAP 99

FIGURE 19. INTERPRETATION OF DEPLOYMENT SCENARIOS 100

FIGURE 20. DEPLOYMENT SCENARIOS FOR MATURE SOLUTIONS 100

FIGURE 21. DEPLOYMENT SCENARIOS FOR SOLUTIONS APPROACHING MATURITY 101

FIGURE 22. INTERPRETING THE STAKEHOLDER DEPLOYMENT ROADMAPS AND THE LINK TO THE DEPLOYMENT SCENARIOS 102

FIGURE 23. ANSP ROADMAP 103

FIGURE 24. AIRPORT OPERATOR ROADMAP 104

FIGURE 25. NETWORK MANAGER ROADMAP 104

FIGURE 26. AIRSPACE USERS ROADMAP 105

FIGURE 27. RATIONALISED INFRASTRUCTURE 107

FIGURE 28. CNS ROADMAPS FOR BACKBONE INFRASTRUCTURE 110

FIGURE 29. STANDARDS AND REGULATORY NEEDS 113

FIGURE 30. TOTAL CUMULATIVE INVESTMENTS FOR DELIVERING THE SESAR VISION — MANNED AVIATION 118

FIGURE 31. TOTAL CUMULATIVE INVESTMENTS BY STAKEHOLDER FOR SESAR PHASES A TO C — MANNED AVIATION (BILLION EUR) 119

4 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 FIGURE 32. BREAKDOWN OF YEARLY BENEFITS IN 2035 AND 2040 (BOTH OPTIONS) — MANNED AVIATION 121

FIGURE 33. SESAR DELIVERS SIGNIFICANT VALUE FOR EUROPE (UNDISCOUNTED) 122

FIGURE 34. OVERVIEW OF INVESTMENTS ASSOCIATED WITH THE SAFE INTEGRATION OF DRONES AND BENEFIT LEVELS 124

FIGURE 35. BREAKDOWN OF INVESTMENT LEVEL BY CATEGORY AND ASSOCIATION WITH EACH PHASE 125

FIGURE 36. INVESTMENT NEEDS FOR DRONE DEPLOYMENT IN EUROPE (UNDISCOUNTED) 125

FIGURE 37. PRELIMINARY STAKEHOLDER INVESTMENT BREAKDOWN FOR 2035 126

FIGURE 38. ECONOMIC BENEFITS OF DRONE DEPLOYMENT IN EUROPE (UNDISCOUNTED) 128

5 E 1 2 3 4 5 6 7 A INTRODUCTION EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW EDITION 2020

1Aviation is an important driver of economic growth, jobs and trade, with a major impact on the lives and mobility of European citizens (6). The Single European Sky (SES) initiative aims to achieve more sustainable and better performing aviation in Europe (7), and Single European Sky Air Traffic Management (ATM) Research (SESAR) is the technological pillar of the SES initiative.

A performance-driven, innovative and 6 7 In line with the goals set out in Flightpath state-of-the-art ATM system is recognised 2050 (9) and the EU’s aviation strategy (10), as a critical element for achieving greater the SESAR vision, driving the European connectivity, as well as safe and predictable ATM Master Plan (hereafter referred to air travel for passengers, while ensuring as ‘the Master Plan’), is to deliver an the environmental sustainability of the ATM system for Europe that is fit for the aviation sector in Europe. That is why in 21st century and capable of handling the 2004 the SESAR project (8) was set up to growth and diversity of traffic safely and modernise and harmonise ATM systems efficiently while improving environmental through the definition, development performance, thereby contributing to the and deployment of a new generation of SES high-level goals adopted in 2005 (11). innovative operational and technological solutions compliant with the SES objectives and taking due care of the human dimension.

(6) According to the European Commission, the aviation industry employs around 1.4 million people and supports between 4.8 million and 5.5 million jobs. Aviation contributes EUR 110 billion to the EU’s gross domestic (9) European Commission, Flightpath 2050 — Europe’s vision for product (GDP). aviation: report of the High Level Group on Aviation Research, (7) European Commission, Communication from the Publications Office of the European Union, Luxembourg, Commission to the European Parliament, the Council, 2011 (https://ec.europa.eu/transport/sites/transport/files/ the European Economic and Social Committee and the modes/air/doc/flightpath2050.pdf). Committee of the Regions — Single European Sky II: (10) https://ec.europa.eu/transport/modes/air/aviation- towards more sustainable and better performing aviation strategy_en (COM(2008) 389 final), Brussels, 25.6.2008. (11) The goals are to improve safety by a factor of 10; to enable (8) The SESAR project is the vast European ATM a threefold increase in capacity that will also reduce modernisation initiative, also described as the SES delays both on the ground and in the air; to enable a 10 % ‘technological pillar’, broken down into three phases: reduction in the effects flights have on the environment; definition, development and deployment. The research and and to provide ATM services to airspace users at a development (R&D) phase is organised as a programme. unit cost of at least 50 % less (European Commission, The SESAR 1 Programme was closed at the end of 2016, Communication from the Commission to the Council and and the current R&D Programme is SESAR 2020, which is to the European Parliament — The Air Traffic Management split into Solutions and transversal projects. This is further Master Plan (the ATM Master Plan) (COM(2008) 750 final), detailed in this section. Brussels, 14.11.2008).

7 FIGURE 1. THE SESAR PROJECT’S INNOVATION CYCLE

EU Aviation strategy Single European Sky Regulation Partnerships Incentives SESAR vision Innovation Deﬁnition cycle Operations Exploring, deﬁning Performing monitoring & planning

Development Deployment Research, development, Synchronisation, validation, industrialisation SESAR Solutions investments

1.1 A POLICY-DRIVEN PROJECT made for SESAR development and deployment activities remain strongly As acknowledged by the EU’s aviation connected to EU policy priorities. strategy, innovation is a key enabler for the sustainability of Europe’s air transport The content of the Master Plan is organised sector, offering greater mobility and into three levels, as shown in FIGURE 2, to connectivity for passengers and more enable stakeholders to access information opportunities for business growth. By at the level of detail that is most relevant to investing in innovation, Europe remains their area of interest. competitive and a leader in the global market, delivering state-of-the-art This document presents the executive technologies and setting high standards view (Level 1). It outlines the SESAR vision in terms of safety and performance in Chapter 2; performance ambitions worldwide. The SESAR innovation cycle associated with the vision in Chapter 3; has been put in place in support of priorities (essential operational changes) in the EU’s aviation strategy and the SES Chapter 4; the deployment roadmap (how initiative; it pools the resources and and when the SESAR vision will be deployed) expertise of all ATM stakeholders in a in Chapter 5; the impact assessment coordinated way in order to define, develop (benefits and investments needs) in and deploy solutions that meet Europe’s Chapter 6; and the main risks and mitigation policy objectives on aviation and air actions associated with the execution of the transport. ATM Master Plan in Chapter 7.

The intended readership for Level 1 is 1.1.1 Definition policy- and executive-level stakeholders. The Master Plan defines the vision and objectives of the SESAR project. It is an Levels 2 and 3 of the Master Plan provide evolving document intended to ensure that more detail on operational changes and the priorities determined and commitments related elements, and therefore the target

8 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 FIGURE 2. THE THREE LEVELS OF THE EUROPEAN ATM MASTER PLAN

Level 1 Executive view

Level 2 Planning and architecture view

Level 3 Implementation view

audience comprises experts among those related information in the development same stakeholders. and deployment views (Levels 2 and 3 respectively). Level 2 is the planning view for SESAR development activities. The Master Plan provides the basis for reporting by the stakeholders and key Level 3 is the planning view for SESAR institutions on the execution of SESAR. deployment activities. 1.1.2 Development All three levels of the Master Plan are available for consultation interactively, SESAR has created a pipeline through via the ATM Master Plan portal (12). A which promising ideas are explored and ‘drill-down’ capability provides access to then moved out of the ‘lab’ and into real

(12) www.atmmasterplan.eu

Explores new concepts beyond those identiﬁed in the European ATM Master Plan or emerging technologies and methods. The knowledge EXPLORATORY acquired can be transferred into the SESAR RESEARCH industrial and demonstration activities.

Assesses and validates technical and operational concepts in simulated and real operational environments according to a set of key INDUSTRIAL performance areas. This process transforms RESEARCH concepts into SESAR Solutions. & VALIDATION

Tests SESAR Solutions on a much larger scale and in real operations to prove their applicability VERY LARGE and encourage the early take-up of solutions. SCALE DEMONSTRATIONS

INTRODUCTION 9 operations. The pipeline consists of three 1.2 EVOLVING WITH THE TIMES distinct strands. The Master Plan represents a snapshot in SESAR Solutions are the main output of time and is updated on an annual basis. A the SESAR development activities. They are major update is performed approximately new or improved operational procedures or every 2-3 years (13), through a collective technologies that aim to contribute to the ‘update campaign’ process involving all modernisation of the European and global stakeholder categories and key aviation ATM systems. These solutions address all institutions (14). parts of the ATM value chain, integrating operations on the ground and in the air, as Reflecting the changing landscape of well as the underlying system architecture aviation, this fourth edition, aims to achieve and technological enablers, which are the following. validated in real day-to-day operations. • Address the new challenges, tackling the steady increase in traffic demand from 1.1.3 Deployment both manned and also now unmanned When a SESAR Solution reaches maturity aviation, and enabling the emergence of and is ready for implementation, it is new business models, while supporting delivered to the aviation community the sustainability of aviation. The 2015 for industrialisation and subsequent edition of the Master Plan reflected deployment. This deployment can be the need to focus on those ATM voluntary or mandated, local or coordinated modernisation efforts that could bring across the network under EU regulatory the greatest cost efficiency in response frameworks, and may be supported by to the economic crisis. With the recent EU funding. Local deployment activities return to steady traffic growth, forecast are decided based on specific, localised to continue in the long term (15), the business cases (e.g. in the case of remote focus now is on addressing the so-called towers) or through investors’ collective capacity crunch while maintaining safety commitment recorded at EU level through and mitigating environmental impact. the Master Plan Level 3 processes. The year 2018 saw an all-time record Coordinated deployment may be opted for of 11 011 434 flights in the network, an where the implementation of a change is increase of 3.8 % on 2017. En-route air critical to the performance of the European traffic flow management (ATFM) delays network. The first wave of Europe-wide increased to 1.83 minutes per flight, coordinated deployment started in 2014 and compared with the EU-wide performance was supported by a regulatory framework target of 0.5 minutes. This yearly capacity and funding from the EU; this deployment performance target has not been met work was carried out primarily through since 2014, an indication of the inability of the Pilot Common Project (PCP) and the associated deployment programme. (13) The first edition of the Master Plan was derived from the SESAR Master Plan and issued in May 2008 as one of the six main deliverables from the SESAR definition phase, as agreed by all major European aviation stakeholders. It was endorsed by the Transport Council of the European Union on 30 March 2009. Although not legally binding, the endorsement represented a clear political commitment to the SESAR project and an acknowledgement of the importance of the Master Plan. Two further editions of the Master Plan were published in 2012 and 2015 respectively (see https://ec.europa.eu/transport/modes/air/sesar/ european_atm_en). (14) ‘All stakeholder categories’ means air navigation service providers, airspace users and airports; the key players and institutions in European aviation are the European Commission, Eurocontrol, the European Aviation Safety Agency (EASA), the European Organisation for Civil Aviation Equipment, the European Defence Agency, the Network Manager, the SESAR Deployment Manager, the relevant ground and air manufacturing industries, and professional staff associations. (15) Eurocontrol, European aviation in 2040 — challenges of growth, 2018 (https://www.eurocontrol.int/articles/ challenges-growth).

10 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 the system to cope with the situation (16). aerial vehicles into the controlled and The average delay in 2018 was double uncontrolled airspace) and an opportunity that in 2017 and the situation is expected (drones and the relevant services to deteriorate further in the coming can serve as a testbed, for example years if stringent actions are not taken. for connectivity and virtualisation The increased number of flights and technologies that can then be applied to

delays also meant that CO2 emissions manned aviation). grew by 5.2 % during the same period. The capacity crunch is not just in the • Seize new opportunities, accelerating skies; it is also affecting airports. It is the digital transformation of the aviation estimated that in the absence of bold infrastructure to accommodate aerial action the ‘airport bottleneck’ may vehicles, which are set to become more lead to 1.5 million unaccommodated autonomous, more connected and more flights in 2040, equivalent to around intelligent. Digital transformation is 160 million passengers unable to fly. widely recognised today as a driving force These challenges must be addressed. behind innovation, business growth and In addition, the emergence of rapidly improved well-being for citizens. This is growing drone traffic (and also the also true for the aviation industry, which recent emergence of interest in very is embracing technological advances to high-altitude aerial vehicle operations) respond to increasing demand for travel, is perceived as both a challenge (safely as well as to cater for new airspace and efficiently integrating these new users seeking access to Europe’s skies. New technology can improve (16) PRB Annual Monitoring Report 2017. (https://webgate. the efficiency of airspace, ensuring ec.europa.eu/eusinglesky/system/files/ged/2017-rp2-prb- monitoring-report-volume-3_safety_v1.1_0.pdf) better environmental performance

INTRODUCTION 11 and enhancing safety. The aviation 1.3 NEW ELEMENTS IN THIS industry has shown its commitment to EDITION this digital transformation with a joint industry declaration, ‘Towards the digital This latest edition incorporates several European sky’(17), published in November supporting and complementary studies and 2017 at a high-level event in Tallinn analyses. against the backdrop of the European Digital Transport Days , marking the • A proposal on the future architecture of start of the update campaign leading to the European airspace was developed the delivery of the present edition of the by the SESAR Joint Undertaking Master Plan. (SJU) (18), with the support of the Network Manager, and delivered to the • Take stock of, and acknowledge, European Commission in February 2019. the overall progress achieved in the Known as the Airspace Architecture SESAR project (closure of the SESAR 1 Study, the proposal seeks to address programme in 2016, launch in 2017 the airspace capacity challenge in of the SESAR 2020 programme, the short to long term by combining first concrete results from SESAR airspace configuration and design deployment). This progress is outlined with technologies to decouple service in Chapters 4 and 5, where the mature provision from local infrastructure technology that is in deployment or and progressively increase the levels in the pipeline towards deployment is of collaboration and automation described. It should be noted that SESAR support. The intention is to ensure has not delivered against a ‘moving that airspace is optimised according to target’, as the four phases for the delivery operational needs, regardless of flight of the SESAR vision have remained information regions (FIRs) or national unchanged from the last version of the boundaries. The content, approach and Master Plan: the SESAR 2020 programme key milestones of the study are fully has the ambition of delivering phase C synchronised with, and make use of, of this vision by the unchanged date the technology that is being developed of 2035, making it possible to reach by within the SESAR programme, combined the same target date the performance with operational improvements. This is ambitions detailed in Chapter 3 and also made clear throughout this edition of supporting the phased implementation of the Master Plan, in which interrelations the Airspace Architecture Study. between the supporting technological roadmaps are duly identified and assessed to highlight the critical path, in terms of dependencies and timelines, to achieving the defragmentation of European skies through virtualisation and the free flow of data among trusted users across the network. The sovereignty, responsibility and liability issues are important aspects that are addressed by the European Commission in a specific study.

• The roadmap for the safe integration of drones into all classes of airspace was adopted by the SESAR Administrative Board in March 2018 (19). It outlines which drone-related research and development

18 (17) Towards the Digital European Sky. A Joint Industry ( ) https://www.sesarju.eu/node/3253 Declaration. (https://www.sesarju.eu/sites/default/ (19) SJU, European ATM Master Plan — roadmap for the safe files/documents/reports/Joint%20Declaration%20-%20 integration of drones into all classes of airspace (https:// Towards%20the%20Digital%20European%20Sky.pdf) www.sesarju.eu/node/2993)

12 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 (R&D) activities should be prioritised in and services, as well as steps to integrate order to support the expansion of the and rationalise CNS systems and drone market and achieve the smooth, technologies in order to increase their safe and fair integration of these new performance, in terms of costs, coverage aircraft systems into the European and spectrum use. The roadmap provides airspace. This includes U-space, a a timeline, aligned with the four phases framework designed to fast-track the of the Master Plan, for the rollout of the development and implementation of a future CNS infrastructure. drone management system, in particular for but not limited to very low-level • The definition of phase D of Master (VLL) airspace, as well as provisions to Plan, for the delivery by 2040 of a fully integrate large remotely piloted aircraft scalable system able to handle both systems (RPAS) into manned traffic. manned and unmanned aviation in The key elements of this roadmap have line with the joint industry declaration been incorporated into this edition of the ‘Towards the digital European sky’. This Master Plan. includes the high-level identification of related future R&D and investment • A more integrated air-ground roadmap needs. Linked to this, an ATM automation to enable improvements in aviation model that mirrors the five-level model infrastructure and in particular a from the Society of Automotive Engineers move towards performance-oriented (ranging from Level 0, ‘no automation’, to communications, navigation and Level 5, ‘full automation’) was developed. surveillance (CNS) infrastructure was The model illustrates the level of developed. It details the capabilities that automation anticipated for each phase of make up the future CNS infrastructure the Master Plan.

INTRODUCTION 13 • An updated assessment of the 1.4 ACKNOWLEDGEMENTS macroeconomic impact of SESAR, considering the broader impact The scale and complex nature of ATM in of changes or costs related to the Europe means that no one stakeholder can modernisation of aviation infrastructure. fix it; it can be done only through effective This includes an assessment of collaboration. Like previous editions, this passenger benefits and other impacts latest Master Plan was produced with on society driven by SESAR (e.g. the close involvement of all key players in environmental impacts). the aviation world: beyond the continued involvement of all stakeholder categories (air navigation service providers (ANSPs), the Network Manager (NM), airspace users (AUs), airports, ground and airborne manufacturing industries, and professional staff associations), the European Aviation Safety Agency (EASA) has been closely involved throughout the update campaign process, and explicit links and cross- references have been made between the Master Plan and the European Plan for Aviation Safety (EPAS). The involvement of the European Organisation for Civil Aviation Equipment (EUROCAE) made it possible to identify standardisation needs.

14 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 The European Defence Agency (EDA) has Scientific Committee was consulted to been present and involved throughout the ensure the quality of the approach to the update process, and several dedicated digitalisation and automation elements of workshops have been held with the military the Master Plan. community. Enhanced civil-military collaboration, aimed at fulfilling civil and Repeated contact and coordination with military operational objectives safely the Performance Review Body resulted and efficiently, was achieved through the in coordination of efforts between the involvement of the relevant experts from technology and performance pillars of the EDA and Eurocontrol. The NM was the SES to ensure the readability of the also involved at every stage to ensure SESAR performance ambitions by the SES consistency between the network strategy performance scheme. Efforts were also plan and the Master Plan. The contribution made to make more visible and explicit the of the SESAR Deployment Manager (SDM) link between the Master Plan’s priorities made a more robust link with coordinated and key objectives and the EU’s aviation deployment activities possible. SESAR’s strategy.

INTRODUCTION 15 E 1 2 3 4 5 6 7 A THE SESAR VISION EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW EDITION 2020

2By 2040, an increasing number and variety of air vehicles will be taking to Europe’s skies. The SESAR vision aims to deliver a resilient and fully scalable ATM system capable of handling growing air traffic made up of a diverse range of manned and unmanned air vehicles in all classes of airspace, in a safe, secure, sustainable manner.

The vision builds on the SESAR target (on the ground and in the air) are connected concept and primarily on the notion of and optimised across the network and trajectory-based operations (TBO), which irrespective of altitude (up to and including enable airspace users to fly their preferred super-high-altitude operations), class of flight trajectories, delivering passengers and airspace or aircraft performance (manned goods on time to their destinations as cost- or unmanned), leveraging modern efficiently as possible. This will be enabled technology through a data-rich and cyber- by a new architecture referred to as the secure connected digital ecosystem. In ‘digital European sky’, in which resources this environment, service providers will be

THE DIGITAL EUROPEAN SKY

By 2040, increasing numbers of aerial vehicles (1) (conventional aircraft and unmanned aircraft, such as drones) will be taking to Europe’s skies, operating seamlessly and safely in all environments and classes of airspace. Trajectory- based free-route operations will enable airspace users (civil and military) to better plan and execute their business and mission trajectories (2) within an optimised airspace configuration that meets safety, security and environmental performance targets and stakeholder needs. The system infrastructure will progressively evolve with the adoption of advanced digital technologies, allowing civil and military ANSPs and the Network Manager to provide their services in a cost-efficient and effective way irrespective of national borders, supported by secure information services. Airports and other operational sites (e.g. landing sites for rotorcraft and drones) will be fully integrated at the network level, which will facilitate and optimise airspace user operations in all weather conditions. ATM will progressively evolve into a data ecosystem supported by a service-oriented architecture enabling the virtual defragmentation of European skies. Innovative technologies and operational concepts will support a reduction in fuel and emissions while also mitigating noise impact, in support of the EU’s policy of transforming aviation into a climate-neutral industry. Performance- based operations will be fully implemented across Europe, allowing service providers to collaborate and operate as if they were one organisation with both airspace and service provision optimised according to traffic patterns. Mobility as a service will take intermodality to the next level, connecting many modes of transport, for people and goods, in seamless door-to-door services.

(1) Traditional aircraft will be complemented by new entrants such as very low-level drones, military medium-altitude long-endurance unmanned aircraft systems, automated air taxis, super-high-altitude (FL600+) operating aircraft, next generation supersonic aircraft and electrically propelled aircraft. (2) Meaning that aircraft and drones can fly their preferred trajectories.

17 able to collaborate and operate as if they 2.1 OFFERING IMPROVEMENTS were one organisation with both airspace ACROSS ATM and service provision optimised according to traffic patterns. This architecture is also It is widely recognised that, to increase more compatible with the overall global performance, ATM modernisation should vision for a more profound evolution of look at the flight as a whole and not in core ATM capabilities driven by new forms segmented portions, and take account of of traffic (drones and super-high-altitude parallel industrial evolutions. With this operations). in mind, the SESAR vision embraces the entire ATM system, offering improvements at every stage of the flight.

2.1.1 Enabling high network capacity and resilience The future airspace will be fully optimised according to network flows, making maximum use of cross-FIR cooperation. Supported by progressively higher levels of automation and common ATM data services, the system will be able to use resources more efficiently, responding to disruptions and changing demand with greater flexibility and resilience. The introduction of service-oriented architectures — relying on vertical and geographical decoupling of services along with new technologies, such as virtual centres associated with a sector-independent air traffic services (ATS) framework — will enable dynamic and shared management of airspace and remote provision of ATS, meaning that sectors can

18 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 be dynamically modified based on demand and air-ground system-wide information and airspace available and managed management (SWIM) communications. TBO by the most appropriate area control will bring increased predictability, enabling centre. Moreover, flight-centric operations a reduction in buffers and optimisation may mean that ATS methods gradually of capacity and resources. Airspace evolve from the management of pieces configuration will be dynamically adjusted of airspace (sectors) to the management in response to capacity and demand needs of the trajectory of flights across a larger and using fully developed civil-military portion of airspace, thus enabling increased collaboration. By optimising aircraft flexibility. Air traffic flow and capacity trajectories, TBO also supports greater management (ATFCM) will evolve to enable fuel efficiency. Its benefits will be further the management of complete traffic flows increased when combined with solutions in the network in a more collaborative such as continuous descent and climb, and dynamic manner, with the increased which will reduce both emissions and noise involvement of airspace users. as well as, possibly, contrail formation. Looking further into the future, innovative technologies and concepts, such as new 2.1.2 Improved flight trajectories, aerial vehicles using hybrid propulsion and minimising the environmental solar energy, will contribute to mitigating footprint of aviation aviation’s environmental footprint. By taking a holistic view of the trajectory from beginning to end, the TBO concept 2.1.3 Improved airport performance will enable airspace users to operate and access their preferred trajectory from gate to gate, in order to satisfy their business and Optimal use of available airport capacity (20) operational needs, for example through relies on technologies and solutions 4D trajectory optimisation during the allowing airports to operate efficiently in planning and execution phases. TBO and periods of high traffic density and extend 4D are enabled thanks to the sharing of the same aeronautical, weather and 4D (20) Airport operations and maximum airport capacities could become more and more constrained by local, trajectory information via ground-ground environmentally driven regulations. periods of operating at maximum capacity systems will increase access to regional including under bad weather conditions. and smaller airports, maintaining or even This will be achieved by implementing increasing the safety of operations. enhanced runway throughput capabilities, safety nets, and more accurate navigation The digital transformation of airports will and routing tools as well as through allow seamless passenger processes and enhanced planning to achieve higher improve landside predictability. predictability. New approach procedures will increase operational flexibility and 2.1.4 Enabling greater airborne improve access to airports even with automation limited ground navigation infrastructure. Solutions for remote tower services will Advances in technologies, as well as not only enable operational coverage capabilities inherent to new unmanned to be extended at low- and medium- aerial vehicles, will pave the way for traffic airports but also have safety higher levels of airborne automation. This and operational efficiency benefits for will be facilitated by the development of tower operations. Airport operations an enabling framework for the integration will be further integrated with network and management of drones (through operations and airspace user operations U-space)21 and larger RPAS alongside (e.g. through the user-driven prioritisation traditional manned aviation operations. process (UDPP)). Better performance At the same time, innovative traffic prediction will be possible thanks to big management solutions will be developed data analytics and artificial intelligence in order to enable greater levels of (AI). The total airport management autonomy and connectivity in manned (TAM) concept is one example of how to aviation. Airframes for commercial implement the Ground Coordinator at passenger transport will move from airports in order to improve predictability the current large aircraft with two crew and punctuality and to contribute to better members in the cockpit to a single crew passengers’ experience. Safety on and member in the cockpit, that is, single- around the runway will increase thanks

to supporting tools and alert systems for (21) The progressive deployment of U-space is envisaged in an air traffic control officers (ATCOs) and incremental manner, moving from U1 (U-space foundation services) to U2 (U-space initial services), U3 (U-space pilots preventing runway incursions and advanced services) and U4 (U-space full services). Each excursions as well as collisions on the new phase will introduce a new set of services while including an upgraded version of the services already airport surface. On-board enhanced vision existing in the previous phase.

20 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 pilot operations (SPO), paving the way for to the system, allowing controllers to fully autonomous flights. Flights above concentrate on more complex work. FL660 (66 000 ft) will also be integrated, At the same time, new capabilities will with entry and exit procedures through be introduced to enhance the interface segregated or non-segregated airspace. between air and ground and enable These innovative airborne research data exchange, as well as separation concepts, when confirmed, will feed into management. These enhancements and steer ATM research, first exploratory will mean that the system will be more and then industrial. All these different scalable to meet growing demand. ANS environments will converge towards an productivity will also increase thanks to integrated ATM in which manned and the shift to a new ATM service delivery unmanned aerial vehicles will operate in landscape. ATM data service providers a seamless and safe environment using (ADSPs) will provide the data and common infrastructure and services. All applications required to provide ATS. This of this will enable the growth of the sector, will enable capacity on demand — more particularly with regard to the use of dynamic delegation of the provision of large certified unmanned aircraft systems ATS to an alternative centre with spare (UAS) for cargo and other civil operations, capacity — and will result in a substantial air taxis and smaller drones for a host improvement in ANS operations and of services (parcel delivery, medical productivity. emergencies, etc.). 2.1.6 Optimal use of air navigation 2.1.5 Improved air navigation services services infrastructure and use productivity of scarce resources Air navigation services (ANS) productivity The move from physical assets to services, will improve thanks to the introduction of as well as standardisation between increased levels of automation support systems, will result in a rationalised in air traffic control (ATC), the move aviation infrastructure. This is especially from voice to data communications, the case for CNS, which will rely on more and better connectivity and information integrated solutions, increased civil- sharing between ground systems. This military synergies, and combined ground- means that controllers will perform based and satellite-based services. This fewer manual and repetitive tasks, since rationalisation and integrated approach these will be automated and delegated to CNS will result in a more efficient use

THE SESAR VISION 21 and long-term availability of spectrum. support further efficient and effective Similarly, the virtualisation of ANS and collaborative decision-making involving all sharing of data services will enable the relevant parties. These capabilities will be delivery of ATC services irrespective of especially important in view of the forecast the location of the infrastructure. Virtual increase in extreme weather phenomena, control centres and use of remote towers which may cause severe local and will allow a more efficient and flexible network-wide disruptions. AI capabilities use of resources, substantially improving that combine weather, flight, airport and the cost efficiency of service provision. other transport modality information will As a result, ANSPs will have leaner, more deliver insights and opportunities to the modular and scalable systems that are established operational actors and to many easier to upgrade and more interoperable. emerging specialised service providers, Because of this, the system will become focusing on value for the passenger and more resilient to unexpected traffic other end-users. downturns or rapid returns to growth. 2.1.8 Enhanced safety and security 2.1.7 Increased global interoperability The expected increase in automation and enhanced collaboration support will enable the management of The exchange of trajectory, weather and the expected growing traffic and variety of aeronautical information made possible aerial vehicles accessing the airspace at through information management, the same if not higher levels of safety than supported by SWIM, will enhance today. The widespread use of enhanced collaborative decision-making at network ground-based and airborne safety nets and global levels. Global interoperability in all phases of flight, including on the will be improved through standardised airport surface, and new safety tools interfaces for ATM information exchanges, attached to drone operations (geo-fencing allowing seamless ATM operations for all and self-separation) will ensure that the operational stakeholders. future system’s contribution to aviation safety is maximised. The system will be Sophisticated algorithms and forecast defined and developed collaboratively by models capable of mining historical civil and military stakeholders to ensure data for trends and providing real-time trust, cyber-resilience and continuity of information (big data management) will operations.

FIGURE 3. IMPROVEMENTS AT EVERY STAGE OF THE FLIGHT

En-route Oceanic En-route Arrival Departure NETWORK Taxi-out & take-off Landing & taxi-in

Pre- Taxi & Planning ... departure take-off Climb Cruise Descent Landing & taxi Post ﬂight

Improved ANS operations productivity

Optimal use of ANS infrastructure and use of scarce resources

Increased global interoperability and enhanced collaboration

Improved airport performance & access Improved airport performance & access

Improved ﬂight trajectories, minimising the environmental footprint of aviation

Enabling higher airborne automation Beneﬁts for citizens Beneﬁts for Enabling high network capacity and resilience

Enhanced safety and security

22 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 2.2 EMBRACING THE DIGITAL coordination, to keep pace and reduce time TRANSFORMATION OF to market. AVIATION The strategy for digitalising European ATM responds to the need, expressed in Digital transformation is not a goal the EU’s aviation strategy, to digitalise in itself but a means of accelerating Europe’s aviation infrastructure and the rollout of the SESAR vision. The respond to Europe’s digital single market desired change is profound and goes strategy (22). The future European society far beyond the narrow understanding of and economy will build strongly on ‘going paperless’ or ‘replacing analogue increased digitalisation. The ATM industry with digital’. A ‘digitally transformed cannot fall behind and must consolidate its aviation’ will use targeted data and position at the forefront of innovation with information through automated and a global perspective given the significant connected solutions to improve the overall potential value for the European economy performance of the system from safety, and citizens (see Chapter 6). efficiency and cost perspectives. Aviation will take full advantage of advanced digital Digitalisation is a transversal topic affecting technologies to generate new services and the full width of ATM, from concept of optimise current ones while delivering operations to service provision, from a better experience and benefits to all safety-critical systems to passenger travel stakeholders. experience. Therefore, progress in this field must be visible. Considering the fast pace of technological development outside ATM and the amount The digital single market strategy defines of high-risk/high-gain research that the Digital Economy and Society Index could be undertaken in the digital sector (22) European Commission, Communication from the (autonomy, AI, fast prototyping, etc.), there Commission to the European Parliament, the Council, is a need for an agile and open approach the European Economic and Social Committee and the Committee of the Regions — A digital single market strategy to collaboration, together with greater for Europe (COM(2015) 192 final)., Brussels, 6.5.2015.

THE SESAR VISION 23 (DESI) (23). It is a composite index that of Automotive Engineers (ranging from summarises relevant indicators on Level 0, ‘low automation’, to Level 5, ‘full Europe’s digital performance and tracks automation’) (24). It presents a simplified trends in EU Member States’ digital view of the overall level of automation competitiveness. The DESI indicator is a in each of the ATM Master Plan phases broad societal index that, so far, does not (A to D) in two different areas: ATC and provide details on specific branches of U-space services. It highlights the steps industry. Consequently, to demonstrate envisaged towards the profound digital alignment between the SESAR project transformation outlined in the Master and the digital single market goals, this Plan. Master Plan includes a proposal for an ATM digitalisation index (see Annex D) that, by The progress made in the fields of analogy with the DESI, could be used in the machine learning and AI will open years to come to illustrate the uptake of the door to a multitude of innovative digitalisation by the European ATM industry. applications in ATM. Tasks will be The expectation is that higher scores on performed collaboratively by hybrid this index will indicate an improvement human-machine teams, in which advanced in ATM performance and an increase in adaptable and adaptive automation the economic potential generated by the principles could dynamically guide European ATM industry. the allocation of tasks. The goal is not automation per se but optimising the FIGURE 4 introduces an automation overall performance of the socio-technical model for ATC based on the classic levels ATM system and maximising human of automation taxonomy model used by performance and engagement at all times. human performance and safety experts The synchronisation of the air and ground in the SESAR programme. It mirrors automation systems will make it possible the five-level model from the Society to reduce both controller and flight crew

(23) The Digital Economy and Society Index (DESI) (https:// (24) Society of Automotive Engineers Standard J3016, ‘Levels of ec.europa.eu/digital-single-market/en/desi) automated driving’.

FIGURE 4. LEVELS OF AUTOMATION

Deﬁnition of level of automation per task Automation level targets per MP phase (A,B,C,D)

Deﬁnition Information Information Decision and Action Autonomy Air trafﬁc control U-space acquisition and analysis action implementation services exchange selection

LEVEL 0 Automation supports the human operator in information LOW acquisition and exchange and information analysis AUTOMATION

LEVEL 1 Automation supports the human operator in information acquisition DECISION and exchnage and information analysis and action selection for SUPPORT some tasks/functions

Automation supports the human operator in information acquisition LEVEL 2 and exchange, information analysis, action selection and action TASK implementation for some tasks/functions. Actions are always EXECUTION initiated by Human Operator. Adaptable/adaptive automation Action can only be initiated by human be initiated only Action can SUPPORT concepts support optimal socio-technical system performance.

Automation supports the human operator in information acquisition LEVEL 3 and exchange, information analysis, action selection and action implementation for most tasks/functions. Automation can initiate CONDITIONAL actions for some tasks. Adaptable/adaptive automation concepts AUTOMATION support optimal socio-technical system performance.

Automation supports the human operator in information acquisition LEVEL 4 and exchange, information analysis, action selection and action HIGH implementation for all tasks/functions. Automation can initiate AUTOMATION actions for most tasks. Adaptable/adaptive automation concepts support optimal socio-technical system performance.

LEVEL 5 Automation performs all tasks/functions in all conditions. FULL There is no human operator.

Action can be initiated by automation be initiated Action can AUTOMATION

Degree of automation support for each type of task

24 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 workload when managing or operating in 2.3 DELIVERING A DIGITAL busy airspace, thus supporting reduced EUROPEAN SKY IN FOUR crew operations and RPAS. PHASES

Safety science will evolve to cope with the safety challenges posed by the introduction The digital European sky is an evolution of of machine learning, developing new the European airspace architecture that methodologies for the validation and leverages modern digital technologies certification of advanced automation to decouple service provision from that will ensure their transparency, local infrastructure. At the same time, robustness and stability under all it progressively increases the levels of conditions. Automation will also offer collaboration and automation support safety opportunities, making it possible through a data-rich and cyber-secure to progress towards the zero-accident connected digital ecosystem. This evolution performance ambition in spite of traffic will open up new business opportunities growth. through the creation of a dynamically distributed system, while fully respecting U-space, the development of which started the sovereignty of Member States in in phase B, was conceived from the start relation to their airspace. Airspace without the requirement for a human to be configuration and design will be optimised always in the loop, and developments will from a European network point of view, continue in this direction in phases C and connecting airports and taking into due D. The objective is to create the building consideration major traffic flows across blocks of a system that provides services Europe. Data services made available that are scalable for large numbers of to trusted users will feed advanced ATC small drones, creating an ecosystem that tools, allowing operational harmonisation, is very different from ATM but seamlessly bringing the level of performance to new integrated with it. heights and eventually realising the virtual defragmentation of European skies. In phases A to C, ATC and ATFM automation developments will focus on increasing the The system will serve a growing number level of system support, while the initiation of increasingly diverse aircraft (manned of actions will always lie with the human. and unmanned), with more aircraft than The breakthrough will happen in phase D, ever before in the air at any moment when higher automation levels will remove in time. With the full deployment of the human from the loop for selected ATC U-space, drones (civil and military) will be tasks. Human cognitive limitations will no completely and seamlessly integrated into longer limit the capacity of the airspace by all environments and classes of airspace, design. operating safely and efficiently alongside manned aircraft. Trajectory-based free- Automation in phase D will also enable route operations with performance-based advanced collaboration paradigms between navigation (PBN) take place in airspace different human and machine ATM configurations designed to optimise the agents. ATC will orchestrate the overall performance of operations while providing traffic density in collaboration with ATFM, a high level of service and meeting while pilots and on-board automation ambitious EU standards for safety and systems may be allocated specific tasks security. by delegation. The boundaries between ATC and ATFM will progressively blur, as The system infrastructure will progressively automation takes on more and more of the evolve with the adoption of digital tactical ATC tasks and makes it possible to technology, allowing civil and military implement more flexible ATFM concepts ANSPs and the Network Manager to that rely on advanced tactical support. provide their services in a cost-efficient and effective way irrespective of national borders, supported by a range of secure information services. Airports and other

THE SESAR VISION 25 operational sites (e.g. for rotorcraft and cyberattacks are jointly implemented to drones) will be fully integrated into ATM ensure the continuity and the integrity of at network level, which will facilitate and the operations. optimise airspace user operations. This approach allows increased information The achievement of the digital European sharing across national borders and sky and maximising performance gains exchange between ATM stakeholders, will require a change in the approach to including the Network Manager, airlines, how SESAR Solutions are developed and airports and the military. In this way, it deployed and how services are provided. targets both ground-ground and air-ground Through four transitional phases, the communications with the implementation system architecture will gradually move of the SWIM blue profile (flight object away from a country-specific architecture interoperability), the automatic dependent to a more interoperable, global and flexible surveillance contract/extended projected service provision infrastructure. It should profile (ADS-C/EPP) and controller-pilot be noted that these transitional phases will datalink communications. overlap and that the first three phases are already being deployed or in the pipeline This phase has already started, with the towards deployment. deployment of solutions delivered by SESAR and mainly, but not exclusively, deployed through the PCP. PHASE A. Address known critical network performance deficiencies PHASE B. Efficient services and infrastructure Although most ANSPs are vertically delivery integrated into country-based infrastructures, this phase sees the initial The development of open standards for adoption of a service-oriented architecture ATM systems also means that stakeholders as an enabler for TBO. The sharing of will find commonalities in terms of their data and information is enabled by SWIM operations and service needs, allowing implementation and the introduction of for the development and introduction of a open architectures and standards, as common service layer achievable through well as common data layers. Specific a set of ADSPs. This will make possible measures related to the protection of the optimisation and rationalisation of ATM systems and infrastructures against ATM support services, enabling a move

26 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 FIGURE 5. EVOLUTION OF THE EUROPEAN SKY

Current architecture

Physical layer Fragmented ATM (sensors, infrastructure…) infrastructure

STATE A STATE B

Future architecture

Higher airspace operations

Dynamic & cross FIR airspace conﬁguration & management Network operations Free routes High resilience

Automation support & virtualisation Air trafﬁc services Scalable capacity Data and application services Uniﬁed information U-space operations & interface

Integrated & rationalised ATM infrastructure Infrastructure

STATE A STATE B

THE SESAR VISION 27 from physical infrastructures to virtual driven context. The collaborative planning infrastructures that are characterised by and decision process will allow each flight automation and increased sharing of data to be managed and optimised as a whole and information to enhance predictability rather than in relation to segmented and enable the remote provision of ATS. portions of its trajectory. This phase will This phase is reliant on the delivery also see the full integration of airports of a continuous flow of solutions from into the ATM network, facilitating airspace the SESAR 2020 R&D activities and user operations and thereby reducing the demonstratable evidence of the related impact of ATM on user costs. This will performance gains expected from Europe- be possible thanks to the involvement of wide and/or local deployment, where airspace user / flight operations centres, appropriate. In tandem with the more dynamic demand - and capacity-balancing efficient organisation of infrastructure (DCB) management, and further integration and services, this phase will see the of ATC and ATFCM. The data provided business cycles of the traditional ATM through ADSPs and a more flexible system stakeholders gradually start to shorten with improved and new services, such as and move towards the accelerated cycles capacity on demand, will fully support the already seen with the integration of new implementation of these operations. This entrants (e.g. drone operators, very high- integration will certainly be gradual; it altitude operators, mobility providers, may start at a regional level or for some U-space service providers) into the aviation alliances of ANSPs. environment. The new architecture will make it possible to decouple the system infrastructure PHASE C. from ATC operations. ANSPs, irrespective Defragmentation of European skies of national borders, will be able to plug through virtualisation in their services where they are needed, By this phase, the ATM system will have providing end-to-end services and sharing gradually integrated greater levels of resources among ANSPs. automation and connectivity, supporting higher productivity and full sharing of In this phase, drone operations (UAS information among stakeholders. It will and RPAS) could be managed as routine be using standardised and interoperable operations even if not yet fully integrated systems enabling TBO in a highly into ATM. Additional services, along with connected, service-oriented, network- new ground and air capabilities, will

28 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 FIGURE 6. TOWARDS A DIGITAL ECOSYSTEM

Current Future system system

Monolithic Distributed

Product Service oriented oriented

Narrow Wide supply supply base base

make it possible to manage safely a large controllers, substantially alleviating number of diverse drone operations in all the workload generated under these environments, including urban areas, for conditions. Pilots are likely to count which specific requirements will be set up. on digital assistants powered by AI to automatically negotiate with the ground This phase is also reliant on the delivery and manage any trajectory changes. On of solutions arising from the SESAR 2020 the ground, in a joint cognitive system, R&D activities and demonstrable evidence ATCOs could delegate a large portion of of the performance gains expected their tasks to machines that can help in from Europe-wide, regional and/or local a safe and efficient manner. The system deployment, where appropriate. will propose the best possible options to the human (flows, sequences, safety net, etc.) and will solve complex trajectory PHASE D. situations using machine-to-machine Target vision: the digital European sky communication with air vehicles. ATM and aviation will evolve into an integrated digital ecosystem characterised Well in advance, using advanced analytics, by distributed data services. Phase D the network will be capable of building aims to deliver a fully scalable system for a very accurate picture of the predicted manned and unmanned aviation that is traffic situation. In order to solve capacity even safer than today’s, based on high air- bottlenecks, in coordination with the ground integration and leveraging digital stakeholders involved, the airspace will be technologies to transform the sector. dynamically reconfigured and sufficient capacity could be created by activating By the time this phase is activated, the capacity on demand services. As a result, core ATM system will have reached all demands would be accommodated with a high degree of automation in the no or very small delays. air and on the ground. Phase D will advance the level of automation at least Smart airports will become a reality, with to Level 4 (as depicted in FIGURE 4). airports placing connectivity and other Airborne operations will comprise technologies at the centre of their business a considerable mix of flight profiles to redefine the user experience while and airborne capabilities, giving rise improving operations. Advanced virtual to a high level of complexity. AI will technologies will enable all-weather offer significant support to pilots and operations and reduce delays.

THE SESAR VISION 29 FIGURE 7. FOUR-PHASE APPROACH TO IMPROVEMENTS

2040

Today D Digital European sky

Defragmentation of European C skies through virtualisation

Efﬁcient services and B infrastructure delivery

Address known critical network A performance deﬁciencies Performance

A Countries/FIRs B Countries/FIRs C Countries/FIRs ATC ATC ATC Operation Operation Operation

Services Services Services & infra. & infra. & infra.

NM NM NM

Airports Airports Airports

Implementation of target architecture and transformation to trajectory-based operations

Advanced network operations Integrated & rationalised and services ATM infrastructure

Large certiﬁed UAS/RPAS in Integration of certiﬁed Single pilot operations, controlled airspace UAS/RPAS in all classes of delegation of separation airspace responsibility to systems Vehicle

New high altitude platforms Urban air mobility

Initial U-space services Advanced U-space services Full U-space services U-space

The full implementation of concepts physical location of the infrastructure. This such as infrastructure as a service will rely on hyper-connectivity between (IaaS), platform as a service (PaaS) and all stakeholders (ground-ground and software as a service (SaaS) will enable the air-ground) via high-bandwidth, low- complete decoupling of service provision latency fixed and mobile networks. Highly (infrastructure services, information automated systems with numerous actors services and all other ANS) from the will interact with each other seamlessly,

30 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 with fewer errors. Scaling of system However, enabling growth for the sake of performance will happen in quasi-real growth is not the objective. Aviation has time, as and when required. In this context, externalities that cannot be overlooked. multiple options can be envisaged for Indeed, as air traffic will have increased the reorganisation of services in relation significantly year on year, the same holds to geography and flight execution (e.g. true for environmental and health impacts. seamless collaboration between ANSPs This is why, with the delivery of the digital across Europe and/or end-to-end ANS European sky, SESAR will enable an provision). irreversible shift to low- and ultimately no-emission mobility; the vision is zero Many types of civil airspace users will be inefficiencies due to traffic management by part of or provide services to providers 2040. This commitment shown by aviation of mobility as a service. This will offer stakeholders confirms SESAR’s long- customers a seamless and hassle-free standing efforts to ensure that European travel experience combining different citizens can travel by air while leaving a modes of transport for door-to-door minimal environmental footprint. journeys. Autonomous vertical take-off and landing-capable air taxis will provide new Delivery of the digital European sky by ways to connect airports with populated 2040 is ambitious and will require, from areas. For example, urban air mobility 2020 onwards, a new way of working within will feature flying taxis operating at low SESAR, combined with changes to the and very low levels in urban and suburban regulatory framework to further shorten areas, evolving from today’s helicopters innovation cycles and time to market. It towards increasingly autonomous is only by introducing these bold changes operations using alternative propulsion and in a timely manner that the aviation new vehicle designs. Urban air mobility will infrastructure will be able to effectively and be one of the most demanding use cases sustainably cope with the entry into service for U-space. of new types of vehicles expected to shape the future of aviation.

THE SESAR VISION 31 E 1 2 3 4 5 6 7 A PERFORMANCE VIEW EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW EDITION 2020

3This chapter outlines SESAR’s performance ambitions. Section 3.1 sets out the overarching ambition while Section 3.2 confirms and details performance ambitions described in the previous edition of the Master Plan in relation to manned aviation (controlled airspace) up to Phase C of the vision.

3.1 DELIVERING A FULLY leading to an increased degree of airborne SCALABLE SYSTEM THAT IS automation, unmanned cargo requiring EVEN SAFER THAN TODAY’S fully automated ATM interactions). The entry into service of the most significant of these new types of aircraft is expected Major developments will require a profound to gradually scale up from 2030, which transformation of ATM technology to is when the supporting infrastructure support safe operations in both controlled needs to be ready to accommodate this and uncontrolled airspace; growth in the new air traffic. Demand for access to volume and diversity of air traffic; moves lower level airspace is already growing towards automation in the ATM sector; rapidly as more and more drones are parallel moves towards automation in other taking to the sky every day, for leisure but transport sectors; and increasing reliance also increasingly to deliver professional on digitally shared information. services (e.g. for inspections and data collection, and for public safety and • Growth in the volume and diversity of security purposes, but soon also for parcel air traffic. By 2050, air traffic will consist delivery and urban air mobility). Two key of tens of millions of annual flights. As implications follow. First, managing this shown in FIGURE 8, the vast majority level of air traffic at current productivity of this traffic will originate from new levels will be unsustainable, given the types of vehicles (e.g. drones) operating cost implications and the limited gains in in airspace previously not used: VLL efficiency that can be achieved by further airspace (initially below 150 m or 500 ft) splitting of sectors (airspace elasticity). away from aerodromes. In the airspace Second, increased traffic levels and new at and above 500 ft, which includes both forms of traffic (including military traffic controlled and uncontrolled airspace, such as RPAS and fifth generation fighter manned traffic will still exceed unmanned aircraft) with diverse communication aviation in 2050, but this airspace will be technologies, flight and speed patterns, profoundly different from today due to the etc., will lead to unprecedented levels of increased density and diversity of traffic. heterogeneity and complexity in vehicles, Also here, the interactions between the requiring further automation, connectivity various types of traffic will not necessarily and interoperability. On both counts, the be driven entirely by humans (e.g. SPO uncertainty of the timing and magnitude

33 FIGURE 8. IMPACT ON AIRSPACE OF MANNED VERSUS UNMANNED OPERATIONS, MEASURED IN FLIGHT HOURS AND DISTANCES EXPECTED BY 2050

Controlled airspace Controlled + Uncontrolled Manned aviation Unmanned aviation in controlled airspace in controlled airspace hrs ~33 million hrs ~ 7 million km ~ 20 billion km ~ 4 billion

Manned aviation often Long endurance in uncontrolled airspace surveying & monitoring hrs ~ 2 million hrs < 0.1 million km ~ 0.6 billion km < 0.1 billion

Very low level “VLL” airspace (initially at 150m or 500ft) Densely populated Remote infrastructure & Leisure usage rural usage usage Protected sites hrs ~ 250 million hrs ~ 20 million hrs ~ 80 million km ~15 billion km ~1 billion km ~1 billion

Source: SJU, European drones outlook study, 2016 (https://www.sesarju.eu/sites/default/files/documents/reports/ European_Drones_Outlook_Study_2016.pdf)

of the change requires the future ATM with the number of users that adopt system to be fully scalable to ensure a it. Public acceptance of change in the cost-efficient ATM system with safety aviation technology landscape at large above current levels. will therefore increasingly be influenced by moves towards automation in other • Growing environmental challenge in safety-and security-critical sectors (e.g. the years to come. While the benefits automotive industry, energy and banking). of continued growth in air traffic for EU Such acceptance has already been citizens are clear in terms of mobility, observed in the rapidly expanding leisure connectivity and availability of new or semi-professional drone sector. services (e.g. those enabled by drones), this growth represents a significant • Increasing reliance on digitally shared environmental challenge in the years to information. Advances in technology come. Concerns in this regard in Europe will make it possible for companies to and worldwide are prompting the aviation collect, store and use large amounts of industry to step up its efforts to address data to deliver new, innovative services the environmental sustainability of air the relevance of which for flight safety travel and reach the EU’s carbon neutral will continue to increase. This increased goal by 2050. In support of this goal, the reliance on digitally shared information SESAR project will gradually contribute will increase the need for strong to the elimination of environmental cybersecurity systems. inefficiencies caused by the underlying aviation infrastructure, by ensuring that Primarily driven by growth in the volume it offers solutions that will fully exploit and diversity of air traffic, these additional the potential offered by next generation changes require the ATM sector to set aircraft for cleaner and quieter flight. the performance ambition of delivering a fully scalable system that is even • Moves towards automation in other safer than today’s, while contributing sectors will also shape the future to the elimination of environmental of flight. The convenience of using inefficiencies due to the underlying aviation a technology or a service increases infrastructure.

34 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 3.2 CONFIRMING THE 2035 to long term, there is a perceptible degree PERFORMANCE AMBITIONS of uncertainty about how volumes of traffic FOR CONTROLLED AIRSPACE will change, which is taken into account AND AIRPORTS in the SES legislative package through the risk-sharing mechanism. Therefore, contributions to performance ambitions This section outlines the performance should be confirmed and adapted as and ambitions linked to the timely when SESAR Solutions are delivered and implementation of SESAR phases A in some cases should be supported by to C, excluding U-space, aligned with changes in the way services are provided to the implementation of the vision (see ensure that they reach their full potential. Chapter 2). The performance ambitions are outlined in relation to several key In this context, the SESAR project is performance areas (KPAs) including those expected to contribute to achieving the set by SES (see Chapter 1) and defined in targets established in the SES performance the SES performance scheme (25). scheme. Nevertheless, its contribution to the various KPAs described in this section As the technological pillar of SES, SESAR will need to be validated on the basis of is a key contributor to the SES high-level the research outcomes for each SESAR goals, through the delivery and deployment Solution and reviewed in the context of of SESAR Solutions with demonstrable deployment activities, which may depend and measurable performance benefits. As on local circumstances and the availability the SESAR project must take into account of sufficient deployment capacity to bring lengthy investment lead times, which are the changes into operation. common in infrastructure industries such as ATM, and therefore the need to stimulate The performance ambitions set out in this sustained R&D activities for the future, the section are based on the assumption that performance ambitions are not binding, SESAR Solutions covering phases A to C in contrast with the performance targets (and excluding U-space) are being made established in the performance scheme available through R&D activities deployed for the performance reference periods. in a timely manner and used to their Longer look-ahead times bring increased full potential. These ambitions provide uncertainty with regard to the level of a common reference point for the ATM performance. In particular, regardless of stakeholder community, which it can use the steady growth foreseen in the medium to determine development and deployment priorities. Unless otherwise specified, the (25) European Commission, Commission Implementing Regulation (EU) 2019/317 of 11 February 2019 laying specific values given for the performance down a performance and charging scheme in the single ambitions refer to the European Civil European sky and repealing Implementing Regulations (EU) No 390/2013 and (EU) No 391/2013, OJ L 56, 5.2.2019, p. 1-67. Aviation Conference (ECAC) area as a

PERFORMANCE VIEW 35 whole (26) and are linked to the 2035 target 2015 edition of the Master Plan. This is date. Performance ambitions were first also supported by evidence of performance introduced in 2012, which was also the gains from the solutions deployed so far. start of the SES performance scheme’s first period. The aim is to ensure continuity • Air traffic growth. Air traffic growth between Master Plan editions. has increased in recent years, reaching more than 11 million ECAC instrument The performance ambitions are categorised flight rules (IFR) flights in 2018 (i.e. according to the SES KPAs: capacity, 13.4 % more flights than in 2012). safety, environment and cost efficiency. Furthermore, observations confirm that Two additional KPAs, namely operational new trends, since 2015, are driving air efficiency and security, have been identified traffic growth, making a high-growth as important contributors to SESAR scenario more likely in the long term. performance and have been included. These trends include the expansion or building of airports (e.g. Istanbul), For this edition of the Master Plan, the a rise in low-cost long-haul flights 2035 ambitions have been confirmed (e.g. Norwegian) and the emergence using a data-driven approach, which links of the Asian middle class, leading to current and forecast data to target agreed increased demand for air travel. In performance improvements, challenging accordance with the regulation and but realistic, for various lower-level growth forecast by EUROCONTROL’s performance indicators, typically at the statistics and forecasts service level of individual flight phases. These (STATFOR), the traffic forecast for have been combined with anticipated 2035 2035 has been revised upwards from traffic levels (27) to link to the ambitions 14.4 million to 15.2 million flights. shown in FIGURE 10. The ambitions and all other performance parameters use 2012 • Growing capacity constraints. The performance levels as a baseline. upwards trend in air traffic indicates that capacity constraints have become Achieving the performance ambitions for a key challenge, and the situation is 2035 is subject to optimal development and expected to deteriorate further in the deployment of the most relevant, mature coming years if changes supported and best-performing SESAR Solutions. The by systems are not introduced to the resulting changes and the related R&D current airspace architecture, airport activities are detailed in Chapter 4, while capacity and ATM operations. The SES the benefits are evaluated in Chapter 6. delay target (0.5 min/flight) established in the performance scheme has not The combination of sustained air traffic been met since 2015, mainly because of growth forecasts and the emerging ATC capacity and staffing constraints, as capacity constraints substantiate the shown in FIGURE 9 (28). need to maintain and even reinforce the performance ambitions set for 2035 in the In 2017, there was an average 0.94 minute en-route ATFM delay (26) Geographical scope as defined by EUROCONTROL’s per flight, while in 2018 the average statistics and forecasts service (Statfor), including the North Atlantic oceanic airspace managed by the European en-route delay was 1.83 minutes per ANSPs. flight. Performance is expected to (27) EUROCONTROL, STATFOR ‘Challenges of Growth’, 2018 deteriorate further in the coming years (https://www.eurocontrol.int/publications/flight-forecast- 2040-challenges-growth-annex-1). Note that for the 2035 if stringent actions are not taken. traffic level the regulation and growth scenario was used. This scenario is deemed to be the most robust one. It The capacity crunch is also affecting incorporates not only the increase in the number of flights airports: in the absence of bold action, but also other aspects of traffic evolution that are part of the forecast, such as a progressive increase in average according to the current Eurocontrol flight distance and duration, a continued trend towards larger aircraft, the prediction that intercontinental traffic Challenges of Growth-study the will grow faster than internal ECAC traffic, etc. This persisting capacity crunch may lead to data-driven approach ensures that a fully consistent set of performance parameter values for 2035 is readily available, 1.5 million unaccommodated flights in as well is a breakdown of the ambitions into more specific performance improvements, including in relation to the indicators used in the SES performance scheme. (28) Values shown are for SES reference period 2 (2015-2019).

36 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 FIGURE 9. AVERAGE EN-ROUTE DELAY 2008-2019

2.5 120 Capacity/Stafﬁng ATC disruptions 115 Weather 2.0 110 Other 1.83 Trafﬁc index (2008) 105 EU-wide target 1.5 100

95 En-route ATFM delay per ﬂight (min) ATFM En-route

1.0 0.91 0.94 90 0.76 85 0,50 0.5 80

0.0 70 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Source: EUROCONTROL, Performance Review Unit

FIGURE 10. PERFORMANCE AMBITIONS FOR 2035 FOR CONTROLLED AIRSPACE

Performance ambition vs. baseline Key performance SES high-level Key performance Baseline value Ambition value Absolute Relative area goals 2005 indicator (2012) (2035) improvement improvement

Enable 3-fold Departure delay4,min/dep 9.5 min 6.5-8.5 min 1-3 min 10-30% increase in 5 ATM capacity IFR movements at most congested airports , million 4 million 4.2-4.4 million 0.2-0.4 million 5-10% Network throughput IFR ﬂights5, million 9.7 million ~15.7 million ~6.0 million ~60% Capacity Network throughput IFR ﬂight hours5, million 15.2 million ~26.7 million ~11.5 million ~75%

Reduced ATM services Gate-to-gate direct ANS cost per ﬂight1 , EUR(2012) EUR 960 EUR 580-670 EUR 290-380 30-40% unit costs by 50% or more Cost efﬁciency

Gate-to-gate fuel burn per ﬂight2, kg/ﬂight 5280 kg 4780-5030 kg 250-500 kg 5-10%

Additional gate-to-gate flight time per flight, min/flight 8.2 min 3.7-4.1 min 4.1-4.5 min 50-55% Operational efficiency Within the: Gate-to-gate flight time per flight³, min/flight (111 min) (116 min)

Enable 10% reduction in

the effects ﬂights have Gate-to-gate CO2 emissions, tonnes/ﬂight 16.6 tonnes 15-15.8 tonnes 0.8-1.6 tonnes 5-10% on the environment Environment

Accidents with direct ATM contribution6, #/year 0.7 no ATM Improve safety Includes in-ﬂight accidents as well as accidents during surface (long-term related 0.7 100% by factor 10 movement (during taxi and on the runway) Safety average) accidents

no signiﬁcant ATM related security incidents resulting in disruption due unknown trafﬁc disruptions to cyber-security unknown - Security vulnerabilities

1 Unit rate savings will be larger because the average number of Service Units per flight continues to increase. 2 “Additional” means the average flight time extension caused by ATM inefficiencies. 3 Average flight time increases because the number of long-distance flights is forecast to grow faster than the number of short-distance flights. 4 All primary and secondary (reactionary) delay, including ATM and non-ATM causes. 5 Includes all non-segregated unmanned traffic flying IFR, but not the drone traffic flying in airspace below 500 feet or the new entrants flying above FL 600 6 In accordance with the PRR definition: where at least one ATM event or item was judged to be DIRECTLY in the causal chain of events leading to the accident. Without that ATM event, it is considered that the accident would not have happened.

PERFORMANCE VIEW 37 2040, an equivalent to circa 160 million It is therefore important to be aware of passengers unable to fly. the challenges involved in meeting this performance ambition, and, as already Furthermore, capacity growth has noted, contributions from beyond SESAR become increasingly complex and more are needed. Further details for each costly, both from an ATM perspective and KPA are given in the subsections below. from an airport perspective; growing Performance improvements delivered airport capacity involves long lead times, by the programme are to be judged as is complex to implement because of the benefits against a do-nothing scenario, consultation and planning required, and which is the basis for the business view in is therefore now a priority. Last but not Chapter 6. least, sector configurations are driven by national borders rather than traffic For some KPAs, the refinement of the flows, resulting in significant variations ambitions has resulted in the 2015 capacity in ATCO workload across sectors and ambition being maintained, resulting in complex capacity management. an increased need for capacity owing to the higher traffic forecasts. The measures • Evidence of the positive impact of the proposed in the Airspace Architecture solutions deployed. The progress in the Study are expected to substantially help in development and deployment of SESAR achieving this ambition in a context that is Solutions confirms the SESAR’s potential even more challenging than in 2015. The to address current and future challenges safety ambition has also increased, and and improve the performance of the is now expressed as zero accidents with system. direct ATM contribution (which includes in-flight as well as surface movement Meeting the ambitions is conditional on accidents). Finally, there has been a small two (non-exhaustive) key requirements increase in the ambition level for departure being met. First, the regulatory/institutional delay reduction. landscape and the business models of actors in the value chain need to evolve to enable a Overall, these refinements confirm the significant part of SESAR’s expected impact. performance ambitions for 2035 expressed Second, automation at higher levels than in the 2015 edition of the Master Plan. outlined in the previous edition of the Master Plan will be a key enabler of meeting the 3.2.1 Capacity performance ambitions. 3.2.1.1 Introduction The following subsections detail the 2035 performance ambitions for controlled Statfor’s Challenges of growth report airspace at KPA and key performance foresees 1.5 million unaccommodated indicator (KPI) levels. flights by 2040, resulting in 470 000 passengers per day being delayed In this edition, In comparison with by 1-2 hours, compared with 50 000 performance ambitions defined in passengers in 2018 (30). the Master Plan 2015 edition, some refinements have been made in this Mindful of this forecast, the ambition is edition. The cost efficiency, fuel efficiency to tackle this capacity crunch, address and environment ambitions have been the risk of unaccommodated traffic and maintained. However, the average take- increase the network traffic throughput off weight and average flight time of IFR in order to accommodate predicted flights in 2035 will be significantly greater demand with a sufficient margin. It also than in 2012, leading to an increase in intends to provide sufficient scalability fuel burn per flight. This effect is clearly at key bottlenecks in the network to noticeable in the period 2012-2018 (29). (30) In the ‘Regulation and Growth’ scenario envisaged by STATFOR. See Eurocontrol, ‘Flight forecast to 2040 — (29) Eurocontrol, ‘Flight forecast to 2040 — challenges of challenges of growth’, 2018 (https://www.eurocontrol.int/ growth’, 2018 (https://www.eurocontrol.int/publications/ publications/flight-forecast-2040-challenges-growth- flight-forecast-2040-challenges-growth-annex-1). annex-1).

38 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 enable reductions in ATFCM delays and so much a lack of overall capacity rather increase the potential for fuel-efficient than a lack of capacity in certain locations trajectories. or at certain periods of time which could be exacerbated by a lack of potential The capacity ambition is to accommodate for growth (e.g. for the construction all traffic forecasts in the ‘Regulation and of additional runways and terminal Growth’ scenario, including the additional infrastructures). ‘recovered’ unaccommodated demand, which can be realised through SESAR- This potential lack of airport capacity enabled capacity improvements at the most will have a knock-on effect on other congested airports. operating environments, which will also need to be managed. Exhaustive use of The capacity performance ambitions KPAs saturated airports will adversely impact shown in FIGURE 10 include departure predictability and punctuality, making delay. Because the scope of the ambition meeting performance ambitions all the extends beyond capacity, departure delay more challenging. is discussed in the context of operational efficiency, in Subsection 3.2.3. The ambition is to enable a 5-10 % capacity improvement in highly congested airports (which altogether handled 3.2.1.2 Capacity ambitions in relation to congested airports 4 million movements in 2012). This will allow an additional 0.2 million-0.4 million In 2035, bottlenecks are expected to movements on top of the forecast Statfor develop in locations where there is value. In addition, the overall traffic insufficient terminal airspace and airport growth will encourage regional and capacity. The Challenges of Growth report local airports to develop, supporting foresees approximately 0.9 million flights an increase in direct flights between unaccommodated in 2035. The issue is not European regional cities.

PERFORMANCE VIEW 39 Meeting these performance ambitions will are taken from the traffic forecasts in the also require means of increasing capacity ‘Regulation and Growth’ scenario envisaged — such as the construction of additional in the 2018 Challenges of growth report. runways and terminal infrastructures — at airports that are not covered by or within 3.2.2 Cost efficiency the scope of SESAR. However, this is a subject for local decision-making parties SESAR delivers a portfolio of solutions to consider, and will involve extensive capable of enhancing ANS productivity. The consultation periods for planning consent ambition is to provide necessary technical and airspace changes. system changes, at reduced life cycle costs, while continuing to develop operational concepts to enhance the overall productivity 3.2.1.3 Airspace and network capacity ambitions of ANS provision.

At ECAC level, the network will need In 2012, the gate-to-gate direct ANS cost to accommodate an increase of up to for the ECAC area was approximately 15.7 million flights, which is an increase EUR 9.28 billion for 9.71 million flights, of about 60 % compared with 2012. These which corresponds to a unit cost of flights correspond to 27 million IFR airport EUR 960 per flight (31). movements network-wide, representing growth of 56 %. By 2035, the performance ambition for the ECAC area is to allow a reduction of Airspace capacity needs are better 30-40 % (equivalent to EUR 290-380 per expressed in terms of IFR flight hours. flight (32) in the cost per flight compared Owing to a slow but steady increase in with 2012. The ANS cost performance average flight distance, there is a need for ambition is to achieve a gate-to-gate the ATM system to control 26.7 million IFR direct ANS cost of EUR 670-580 per flight hours in 2035, which is an increase flight. With traffic volume projected to of 75 % compared with 2012. In terms of reach 15.7 million flights, this will entail the distance flown, the increase is 80 %. keeping the annual gate-to-gate direct Sufficient capacity margins must be provided to enable the achievement of the (31) ATM cost effectiveness 2012 benchmarking report data for 37 ANSPs, enhanced with data on a further two ANSPs to ambitions in the other KPAs. achieve almost total ECAC coverage (Azerbaijan missing), https://www.eurocontrol.int/ACE/ACE-Reports/ACE2012.pdf. The capacity performance ambitions are (32) Unless otherwise specified, all financial values are expressed in euros as in 2012 (in real terms; that is, not all expressed as ranges, because they adjusted for inflation). ANS cost of the ECAC area as a whole at operational efficiency is an enabler of constant levels in the face of significant mission effectiveness. This means the best traffic growth. The achievement of these possible adherence between the planning cost efficiency improvements will involve and the execution phase of the mission initiatives addressing both ANS productivity (e.g. in relation to fine-tuning of the and significant organisational changes, transit time from/to the home base, real as indicated in the SESAR vision (see occupancy of the reserved airspace). Chapter 2). In this way, cost efficiency ambitions will be fulfilled while still 3.2.3.1 Fuel efficiency allowing delivering the capacity needed. The fuel efficiency performance ambition The extent to which these gains can be addresses the average gate-to-gate fuel realised will depend on how the SESAR consumption per flight. This includes Solutions are deployed, developments with efficiency on the airport surface as well regard to traffic growth and the validation as flight trajectory efficiency (including of the SESAR Solutions’ performance horizontal, vertical and time efficiency). potential. It should be noted that this cost The aim of ATM improvements is to efficiency ambition does not take into achieve a significant reduction in the account the cost of change or the possible fuel inefficiency induced by ATM-related restructuring costs incurred. trajectory constraints while maintaining the ability to accommodate traffic increases safely and ensuring the achievement of the 3.2.3 Operational efficiency punctuality objectives of airspace users. In addition to direct gains in terms of cost efficiency, SESAR will also bring indirect The high-level ambition is to achieve a economic benefits for flight operations, reduction in total gate-to-gate fuel burn mainly through the reduction and better of 250-500 kg from a baseline of 5 280 kg management of departure delays and for an average flight in 2012. This more efficient flight paths, reducing ambition is challenging when seen in the both the additional fuel consumption light of historical and projected trends attributable to ATM and gate-to-gate flight in fleet composition and traffic patterns, time, and increasing predictability. It will which affect fuel burn regardless of also significantly reduce the need for ATM performance. For example, in the intervention by operators (ATCOs, airline past 6 years (i.e. 2012-2018) the average ground operators, flight crew, etc.), which maximum take-off weight of aircraft is assessed in other KPAs. For the military, flying IFR in the ECAC area has increased

PERFORMANCE VIEW 41 from 77 to 86 tonnes (+12 %), and in savings are expected to be achieved not addition the average distance flown has only in the taxi-in, taxi-out and arrival increased from 1 120 km to 1 210 km phases but also in the en-route phase of (+8 %). As a result, the average gate-to- the flight. The most significant savings gate fuel burn per flight has increased are expected during the taxiing and flight from 5 280 kg to 5 790 kg (+17 %); arrival phases; the contribution from the however, in terms of average fuel burn en-route phase will depends to a large per tonne-kilometre, there was a notable extent on the successful implementation of improvement: a decrease from 61.1 g to the SESAR vision. 55.5 g (–9 %). These shorter times will contribute to fuel savings, as explained in the previous 3.2.3.2 Time efficiency — shorter gate-to- gate flight times subsection.

To take into account the historical and 3.2.3.3 Time efficiency — improving on- predicted future increases in average time performance city-pair distances, the gate-to-gate flight time performance ambition does not aim In the baseline year 2012, the departure for a reduction in total flight time, as can delay per flight in the ECAC area averaged be seen in the increase from 111 minutes approximately 9.5 minutes (primary and to an ambition value of 116 minutes reactionary delays of all causes) (33). Of (see FIGURE 10). The performance this total, approximately 40 % (or up to ambition therefore takes the form of a 3.7 minutes) is due to (directly or indirectly reduction in the total additional flight influenced by) ATM- and weather-related time, which is defined as the difference factors. The remaining time delay can be between the duration of the actual gate- attributed to other factors, such as airline to-gate trajectory and the duration of a operational or technical issues, industrial corresponding unimpeded gate-to-gate action and airport security. trajectory. The performance ambition is to reduce The performance ambition is to achieve this delay of 9.5 minutes per flight to a reduction in additional gate-to-gate 8.5-6.5 minutes, which is a reduction of 1 flight time of 50-55 %, from an ECAC-wide to 3 minutes or 10-30 % compared with average value of 8.2 minutes for an average flight in 2012. The data-driven approach (33) Central Office for Delay Analysis, a part of the Network results in a reduction to 3.7 minutes. These Manager.

42 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 the 2012 baseline (note that in 2018 the factors; the key being sharing airport delay had increased to 14.7 minutes per operating plans between airports and the flight). The data-driven approach assumes Network Manager. a reduction to 7.0 minutes, which is expected to come from reactionary delays This in turn will have a beneficial effect (–2.26 minutes), airport ATFM delays in reducing the ‘buffer time’ that airlines (–0.16 minutes) and ATFM weather delays factor-in to their schedules to add (–0.04 minutes). The current trend, shown robustness to tactical time variations. in FIGURE 9, with regard to en-route ATFM The key phases of flight for increasing delays, which is a proxy for other delays, predictability are taxi-out and terminal implies that the challenge of meeting airspace arrival. this performance ambition is now even greater, owing to the recent increase in 3.2.4 Environment delays compared with the 2012 baseline; nevertheless, the ambition can be achieved. The reduction in gate-to-gate CO2 To reduce reactionary delay, it is essential emissions is directly proportional to the to improve the level of predictability, which average reduction in fuel burn per flight, is addressed in the next subsection. and thus captured by the efficiency KPI. The performance ambition for the reduction in average CO emissions per flight is 0.8-1.6 3.2.3.4 Increased predictability 2 tonnes. In addition to reducing departure delays, the aim is to increase the predictability of In addition to its global impact due to CO2 flight arrivals in accordance with commonly emissions, aviation has local impacts, in agreed reference business trajectories, terms of noise and local emissions, that prior to push-back. Greater predictability are specific to each airport and affected by is expected to be a key outcome of the airspace constraints, the traffic mix, local deployment of the SESAR target concept, land use and local geography. Therefore, which anticipates a move to TBO, a highly the regulation of environmental impacts is advanced network operations planning also a local issue, which creates constraints process and extensive information that can limit traffic growth at airports. It is exchange (see Section 4.1). therefore important that greater emphasis is placed on innovative solutions to enable Specifically, more predictable arrivals airports, ANSPs and airspace users to are expected, resulting from enhanced optimise trajectories while taking account capabilities for managing constraint of potential trade-offs between noise and

PERFORMANCE VIEW 43 emissions. Innovation in aircraft and engine zero accidents as a consequence of ATM/ design will also be a significant contributor ANS. Meeting this ambition will require a to better management of the trade-off significant reduction in risk per individual between noise and emissions. SESAR flight, going beyond the SES high-level goal Solutions for airport and terminal airspace, of a 10fold (35) improvement in safety. such as continuous climb and descent operations (CCO/CDO), curved, steep and/ A substantial number of SESAR Solutions or segmented approaches, and noise are specifically focused on improving safety preferential routes are being considered for performance, and additional benefits are deployment to address noise reduction. expected from the implementation of the new SESAR vision. Beyond this, all SESAR Evaluation tools, the development of which Solutions, even those not specifically was initiated during the start of the SESAR targeting safety gains, will remain subject project, are available for assessing SESAR to a positive safety assessment prior to Solutions and their impact on noise and on being validated as fit for deployment. or global or local emissions (34). Assessment of safety risks is a cornerstone of ATM strategic planning. Furthermore, as 3.2.5 Safety and security the role of ensuring the safety of aviation systems in Europe is held by EASA, safety 3.2.5.1 Safety improvements and therefore SESAR Safety improvements are one of the Solutions aiming to improve safety will four SES high-level goals driving the be implemented in accordance with the development of ATM in Europe and one European Plan for Aviation Safety. With its of the four KPAs addressed by the SES total system approach to aviation safety, performance scheme. Irrespective of traffic EASA aims to ensure a common vision growth, and taking into account that the and alignment of objectives between ATM/ANS system must ensure gate-to-gate the European ATM Master Plan and the traffic safety (in flight as well as during European Plan for Aviation Safety. A surface movement, that is, during taxi consistent and complementary approach and on the runway), the safety ambition is to ATM and to safety- and security-related matters is deemed to provide greater (34) Environmental assessments are addressed in the European efficiency in achieving safety and efficiency aviation environmental report, produced jointly by EASA, Eurocontrol and the European Environment Agency; the latest edition was published in January 2019, https://www. eurocontrol.int/sites/default/files/publication/files/eaer- (35) A proxy based on the finding that safety risk increases by a 2019.pdf. cubic factor when traffic doubles.

44 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 goals, and it may prepare the ground Additional information on cybersecurity can for a unified aviation risk management be found in Section 4.6. framework. 3.2.6 Military contribution to network 3.2.5.2 Security performance The overall objective is to ensure that the Aviation is a strong driver of economic airspace and the ATM system, including growth, jobs, trade and mobility, and it is ATC and CNS infrastructure and airports, also key to enabling military air power as well as ATM-related information, are to provide security and defence (36). adequately protected against security Consequently, considerations relating to threats, meeting the expectations of economic interest and to national security European citizens and policymakers. and defence need to be addressed taking a balanced approach. The aim of security risk management is to support the ATM community, which As in civil aviation, military airspace requires secure, safe, efficient and rapid requirements are also growing as a access to the system and information. result of new manned and unmanned In the event of (cyber)security threats to aircraft, weapons systems and concepts aviation that may disrupt operations or of operations stemming from changing endanger operational safety, ATM requires geo-strategic challenges (37). Furthermore, sufficient protection through security greater mobility of forces within and controls, measures to ensure resilience, beyond the EU will enhance European and the provision of appropriate assistance security by enabling EU Member States and information. to act faster, in line with their defence needs and responsibilities, in the context of The objective in terms of cybersecurity is to both common security and defence policy ensure that adequate protection is in place missions and operations and national and to ensure that ATM systems and services, including ATM operations, are cyber- resilient. The ambition for 2035 is to have (36) Military aviation strategy in the context of SES, 2017. (37) Joint declaration by the President of the European no significant network or ATM business Council, the President of the European Commission, disruption due to cybersecurity-related and the Secretary General of the North Atlantic Treaty Organisation, 8 July 2016 (http://www.consilium.europa.eu/ incidents. media/21481/nato-eu-declaration-8-july-en-final.pdf). multinational activities (e.g. through the EU Civil and military system interoperability is or NATO) (38). the basis on which reuse of existing military capabilities can be enabled. It is considered To fulfil requirements emerging from new vital that recommendations and regulations military concepts of operation, military at global and regional levels should specify aviation requires due prioritisation and performance target objectives rather facilitation to conduct operations, training, than equipage requirements. Moreover, air policing and air defence missions, the military should maintain the ability without prejudice to the safety of civil air to protect the confidentiality of mission- traffic, for day-to-day training operations critical information. A resilient and robust and when transiting to major crisis areas. ATM system, including a data-sharing network and relevant cyber-protection and Because such facilitation should have cyber-resilience measures, is essential to recourse to the development of new ensure that the military can perform its technologies and procedures, it is therefore duties 24/7, notably in the event of a crisis. crucial that military aviation is fully associated from the outset with the whole Enhanced airspace management (ASM) SESAR life cycle to exploit all existing civil- through concepts going beyond flexible military synergies. For example, dual-use use of airspace and using enhanced solutions can contribute to ensuring both segregation features (e.g. variable the safety, regularity and efficiency of the profile areas and dynamic mobile areas) global aviation system and compliance with to support the dynamic configuration requirements for military air operations of airspace and mission trajectory and training. management will contribute to the efficiency with which both civil and military requirements are met, while improving (38) European Commission, Joint communication to the network performance. Measuring the European Parliament and the Council on the action plan on military mobility (JOIN(2018) 5 final), Brussels, 28.3.2018. effectiveness of the implementation

46 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 of advanced flexible use of airspace congestion, including for the military. In by choosing appropriate metrics for a this context, virtualisation, automation and civil-military approach will contribute to digitalisation, as well as AI technologies, ensuring military mission effectiveness will be major enablers. and to overall ATM performance gains with an expected proactive military In the future, manned and unmanned contribution. It is also recognised that an military training and operations will be important means of coping with future conducted seamlessly across Europe owing civil-military needs will be a rationalised to the implementation of harmonised CNS infrastructure that could reduce procedures and new standards and costs and provide a solution for spectrum systems.

PERFORMANCE VIEW 47 E 1 2 3 4 5 6 7 A OPERATIONAL VIEW EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW EDITION 2020

4This chapter mainly addresses how the vision presented in Chapter 2 and the performance ambitions set out in Chapter 3 are supported by the innovation pipeline, bringing R&D projects to maturity and deployment stage. Having first summarised the SESAR target concept, which is in the pipeline towards deployment (see Section 4.1), the chapter then describes the nine essential operational changes (EOCs) — the essential game changers — triggering structural alterations to the European ATM. It also provides an overview of the prioritised SESAR Solutions that are in deployment and development to support the delivery of the vision up to phase C (Section 4.2).

The concept of SESAR Solutions. The These key features are: SESAR R&D programme identifies, assesses and validates technical and High-performing airport operational concepts in simulated and operations; real operational environments. This process transforms concepts into specific SESAR Solutions, which are self-standing Advanced ATS; packages that aim to contribute to the modernisation and high performance of the European ATM system. This concept Optimised ATM network structures the R&D programme. To allow services; for easy identification by non-specialists and a sense of belonging on the part of key stakeholders, the solutions are grouped Enabling aviation into four key features, making it possible infrastructure. to easily identify to what environment the solutions (39) relate. For ease of reading for stakeholders and investors, Section 4.2 is complemented by Annex A, which provides a list of all the solutions currently delivered or in development, mapped against both EOCs (39) All the solutions that the programme has been, or is, working on are presented in the SESAR Solutions and key features. catalogue, where they are categorised according to these four key features, thus ensuring that the catalogue is easy for stakeholders and investors to read. The catalogue is In order to fully deliver the vision and in publicly available, regularly updated, widely distributed particular phase D, the digital European in print form and available from the SJU website (https:// www.sesarju.eu/solutionscatalogue). sky, additional R&D will be needed beyond

49 the current SESAR programme. The key 4.1 SESAR TARGET CONCEPT — areas where future R&D will be required IN THE PIPELINE TOWARDS are specified in Section 4.3. DEPLOYMENT

As a major ATM modernisation programme, SESAR shares responsibility for and The SESAR target concept aims to deliver interest in harmonisation as a means an ATM system for Europe that is fit for of ensuring safe, efficient and seamless the 21st century and capable of safely and global interoperability. Section 4.4 puts efficiently handling the growth and diversity the European R&D driven by SESAR into a of air traffic while improving environmental global context, describing its contribution performance. This target concept relies to the setting of the International Civil on a concept of operations underpinned Aviation Organisation’s (ICAO’s) Global Air by technologies that enable improvements Navigation Plan (GANP) as well as Europe’s at every stage of the flight. Put simply, the cooperation with other regions of the world. target concept envisages the integration of all aerial vehicles, with higher levels Modernisation of the European ATM, in of automation and digital connectivity, particular when driven by digitalisation and coupled with more automated support for automation, cannot be achieved without the management of air traffic. In this new taking full account of the role of the human paradigm, aircraft will fly their optimum and the human interface with the machine. trajectories, relying on improved data This is addressed in Section 4.5. sharing between aircraft and the ground infrastructure using mobile, terrestrial Moves towards automation and and satellite-based communication links. digitalisation require additional efforts to The SESAR concept also addresses airport guarantee the security, and in particular operational and technical system capacity cybersecurity, of the system, in order to and efficiency, introducing technologies preserve and if possible further enhance such as satellite-based tools for more the level of safety. These efforts are accurate navigation and landing, and detailed in Section 4.6. mobile communications to improve safety on the airport surface. Meanwhile, data analytics and better data sharing through SWIM allow for dynamic flight planning and more predictable airport operations, with their full integration into the overall ATM network. Service provision will be made more flexible and resilient through the implementation of a virtualised architecture, which will support the provision of additional capacity where and when it is needed.

TBO are at the core of the SESAR target concept, providing high predictability and accuracy of the trajectory during planning and execution of the flight, with airborne and ground actors sharing consistent information throughout the business/ mission trajectory life cycle. On the ground, flight operations centres (FOCs) and wing operations centres (WOCs), the Network Manager, airports and ANSPs will share trajectory information through SWIM.

Technological improvements to civil and military airborne and ground systems

50 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 will be essential to the realisation of the to operate seamlessly alongside manned SESAR target concept. Standardised and aviation. interoperable systems will enable civil and military airspace users, manned and The progressive implementation of the unmanned operations, to interoperate SESAR target concept will be supported seamlessly. Area control centres will be by enabling a seamless European en- connected to a common, virtualised ATM route airspace. This new architecture data service layer. (FIGURE 11) is incorporated in the notion of the Single European Airspace System, The target concept also addresses the in which resources are connected and airspace and trajectory management optimised across the network, leveraging needs of the military community, with modern technology through a data-rich and the aim of ensuring the smooth flow of cybersecure connected ecosystem. In this civil traffic while meeting states’ needs environment, service providers would be for flexible training and security-related able to collaborate and operate as if they operations. were one organisation, with both airspace and service provision optimised according The SESAR target concept is designed to to traffic patterns. This architecture is fully support not only the commercial airline compatible with the overall SESAR target community, recognised as vital to the concept of a more profound change in core economic performance of Europe, but ATM functionality, capable of supporting also all other stakeholder groups, such traditional airspace users and new forms as business aviation, general aviation of traffic, such as RPAS, supersonic flights rotorcraft, and RPAS, which will be able and higher airspace operations.

FIGURE 11. THE TARGET ARCHITECTURE

Higher airspace operations

Dynamic & cross FIR airspace conﬁguration & management Network operations Free routes High resilience

Automation support & virtualisation Air trafﬁc services Scalable capacity Data and application services Uniﬁed information U-space operations & interface

Integrated & rationalised ATM infrastructure Infrastructure

STATE A STATE B

operational VIEW 51 New levels of digital connectivity and The forecast increase in traffic requires automation will enable the creation of an that the aviation industry rigorously entirely new aviation category: U-space. consider its environmental impact. Through With the exponential growth in the use of efficient management of airborne and drones across Europe, there is an urgent surface routing and associated procedures, need to put in place a new UAS traffic the SESAR target concept seeks to reduce management (UTM) system that supports the impact of aviation on the climate, the safe and effective integration of drone reduce noise and put the health of aviation operations with manned aviation. This new personnel and the wider European system is called U-space, and will involve community as a whole on the research a staged approach to the definition and agenda. implementation of services, procedures and technology to enable drone operations. It is important to remember that U-space implementation starts by enabling safety is the overarching concern of simple, local operations and will lead to the aviation and therefore is central in the full, highly automated operation of fleets of development of SESAR Solutions. The drones performing a wide range of aerial solutions are supported by new tools tasks. designed to prevent or reduce the risk or loss of separation, to reduce the risk The role of the human, and its continued of runway excursion, to improve runway importance is recognised in the target condition awareness, to alert for taxi concept, which takes into account the non-conformance and to avoid collisions necessary balance between the efficiency on the airport surface. Safety nets are created by automation and human being updated to secure operations within capabilities. For the foreseeable future, the new SESAR environment through human decisions will need to take primacy the development of advanced collision- over systems, regardless of the level of avoidance tools, taking advantage of automation. additional information and improving compatibility between all AUs, manned and unmanned.

52 Essential operational changes EOCs

CNS Fully dynamic U-space infrastructure and optimised services and services airspace

ATM Virtualisation Trajectory interconnected of service -based network provision operations

Digital Airport Multimodal mobility AIM and MET and TMA and integration of services performance all airspace users

4.2 ESSENTIAL OPERATIONAL collaborative decision-making processes CHANGES to enable the ATM interconnected network. The EOCs described below are the nine essential game changers triggering • The core functions of the ATM structural evolutions of the European ATM. interconnected network are a basic They will be required to deliver the SESAR prerequisite for TBO and fully dynamic vision up to and including its Phase C, the and optimised airspace, as well as an defragmentation of European skies through enabler of the virtualisation of service virtualisation, and will enable the delivery provision. of the SES objective of implementing ‘more sustainable and better performing • Virtualisation of service provision is a aviation’ (40). must to make the most efficient use of ATM data-processing resources, but it The EOCs are not independent of each can deliver value only if it is accessed as other. In particular, some of them are a service irrespective of its geographical closely linked in terms of delivering en- location. route performance and have driven the definition of the target architecture, while • Virtualisation of service provision others bring essential changes to other is also an essential element for parts of the system. As we move towards decoupling the current ANS provision the vision, they are expected to interrelate from the supporting infrastructure as detailed below. and should allow for a reduction in the number of deployment locations • Progress towards a service-oriented ATM for new SESAR Solutions, thus requires all parties to be connected to significantly reducing deployment a high-bandwidth, low-latency network complexity and future investment infrastructure based on internet protocol costs. (IP). This is part of delivering CNS infrastructure and services. • TBO require complex trajectory information synchronisation mechanisms • With basic connectivity in place, a service to benefit from a deployment delivery infrastructure needs to be put environment that is less fragmented than in place to connect all stakeholders in today.

(40) European Commission, Communication from the • Interoperable digital AIM and MET Commission to the European Parliament, the Council, the European Economic and Social Committee and services are an essential precondition for the Committee of Regions — Single European Sky II: TBO, and therefore need to be deployed in towards more sustainable and better performing aviation (COM(2008) 389 final), Brussels, 25.6.2008. advance of TBO.

operational VIEW 53 • Airport and terminal manoeuvring Each EOC is supported by SESAR Solutions area performance for all operational and deployment scenarios (41) contributing conditions is and will remain a critical to its achievement. The following element for the entire network. subsections provide a short description Continuous improvements will be of each EOC and the prioritised solutions required, with some solutions exploiting or deployment scenarios supporting it, the ATM interconnected network while according to their degree of maturity: others benefit from the virtualisation of service provision. • In deployment: a growing number of Solutions are already in deployment — • The change to fully dynamic and either through regulation or voluntary optimised airspace is best implemented initiatives at network, regional or local in an airspace that is already optimised level — or are mature and available for for traffic flows and where service deployment. They are paving the way for provision is being virtualised. Airspace the delivery of the SESAR vision. optimisation provides urgently needed capacity benefits while providing an • In the development phase or in the airspace context that is appropriate pipeline towards deployment: for fully dynamic airspace and the implementation of TBO. -- solutions approaching maturity: other solutions, appropriately clustered in • The first U-space services will start to deployment scenarios, are still at the be rolled out to enable the subsequent development stage but expected to reach integration of various new vehicles. maturity and thus the industrialisation With the ATM interconnected network phase by the end of 2020; in place, U-space services will play (41) A deployment scenario is a solution or group of solutions an important role in the move towards that belong to the same architectural capability. It may multimodal mobility and integration of include deployment synchronisation aspects that will create synergies and additional benefits in the expected all airspace users. operating environment.

54 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 -- key R&D activities: they are the airspace users, including new entrants, prioritised candidate solutions under be they low-altitude drones or very high- development within the SESAR altitude aircraft. programme, expected to deliver the end of phase C of the vision. 4.2.1.1 Description of the essential operational change Section 4.3 describes the R&D that will be required beyond the existing SESAR Changes in the area of CNS will be driven programme to deliver phase D of the vision, by a service-based approach and a the digital European sky. performance-based approach. This will enable the decoupling of CNS service An exhaustive list of all solutions and provision from ATS and ATM data services. deployment scenarios linked to the EOCs is This change will make the European ATM provided in Annex A; the list also includes, system more flexible and resilient, allowing going beyond the prioritised solutions scalability. and key R&D activities, additional mature solutions and ongoing R&D activities, less crucial to achieving the vision but still FIGURE 12. CNS AS A SERVICE valuable, or even required, to improve ATM performance at network, regional or local level.

4.2.1 CNS infrastructure and services The historical national ownership of CNS services CNS infrastructure, as well as the need to support a variety of heterogeneously equipped airspace users (civil and military), has led to an inefficient distribution of equipment when taking performance needs in relation to air traffic into consideration. In addition, some technologies still in operation have overlapping capabilities and, in a context of steady growth, may not be able to provide the required Through a service-based approach, performance to deliver the SESAR vision. CNS services will be specified through Therefore, the main challenge is to contractual relationships between optimise the infrastructure and rationalise customers and providers, with a clearly it both on the ground and in the air. The defined, European-wide set of harmonised development and implementation of services and level of quality. This approach new technologies supported by satellite will create business opportunities for infrastructure will offer opportunities for those providing affordable services, with Europe to reduce significantly its annual a strong incentive for service providers operating and investment budget in CNS to compete resulting in cost-efficient while improving efficiency in the use of services. The progressive introduction scarce resources, especially spectrum. of a service-based approach to CNS will The development of ATM, with the use of enable the virtualisation of ATM (consisting virtualisation and innovative concepts of in decoupling the provision of ATM data operations, will support the move towards services from ATS) and will enable a service-oriented architecture, in which ANSPs to make implementation choices CNS service providers and ANSPs, as about how new services are provided. consumers of these services, may be A service-based approach to CNS (as different entities. This will enable more illustrated in FIGURE 12) should provide capacity in the medium term to meet the a strong incentive for service providers to current and expected traffic demand. It cooperate across national boundaries and will also address the future needs of all to optimise the use of technologies and

operational VIEW 55 the geographical distribution of equipment providers and users. Technologies will (and hence optimise spectrum use). It will evolve over time without requiring the also provide a better environment for the operations themselves to be revisited, integration of new CNS services, such as long as the requisite performance is as space-based automatic dependent achieved by the system. surveillance broadcast (ADS-B) and satellite communications. The future CNS infrastructure will be based on an integrated CNS backbone comprising The performance-based approach will see the multilink Pan-European Network Service, a move from system/technology-based a global navigation satellite system (GNSS) operations, where systems/technologies and ADS-B. This integrated backbone will be are prescribed, towards performance- complemented by a minimum operational based services, which specify the network (MON) (42), composed of legacy ambition to be achieved within a specific infrastructure systems (e.g. distance- environment. measuring equipment (DME) and an instrument landing system (ILS), rationalised It is anticipated that this service-based and to provide efficient support and operate as performance-based approach will favour a backup for the integrated backbone. The potential technological/functional synergies MON will provide safe transitions in and across communication (COM), navigation out the integrated modes, as well as a safe, (NAV) and surveillance (SUR), taking stable operation if required. advantage of common system and common infrastructure capabilities for the ground, During the transition to the SESAR vision, airborne and space segments. From a the degree of rationalisation will increase service standpoint, the boundaries between with the development of CNS services. the different domains will disappear (42) Minimum operational network: a fair rationalisation of progressively as the infrastructure moves CNS legacy infrastructure down to a point where it can to an integrated digital framework. It will still operate as a backup or provide an efficient support as a secondary technology, in the event of loss of GNSS, for be the most cost-effective solution for example.

FIGURE 13. CNS SERVICE TRANSFORMATION

CNS transformation FROM TO

3 separate CNS domains with conventional technology One lean and efﬁcient infrastructure with state-of-the -art and low integration technology

Technology/system-based CNS framework Service and performance-based CNS framework Fragmentation costs and costly infrastructure Cost efﬁcient Poor business opportunities Large business opportunities

Data-link primary mainly based on digital communications Broadband connectivity Voice primary mainly based on analogue communication A/G SWIM supporting automatic trajectory sharing Narrow band connectivity & trajectory-based operations Support for digitalisation, automation and remote provision of ATM data & tech service

Conventional navigation ground-based navaids Multi-constellation GNSS for high-availability primary means ILS-based of navigation SBAS primary for Cat I / GBAS primary for Cat II/III

Exposed and vulnerable Robust & resilient Cyber secure

Poor civil/military interoperability with low dual use High civil/military interoperability with maximal dual use

Saturated spectrum with sub-optimal spectrum utilisation Available spectrum and efﬁcient use of spectrum Reactive process against threats Proactive process and long term view

56 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 Under this approach, the introduction of encourage the uptake of solutions that are new capabilities follows an integrated CNS enabled by the European Geostationary roadmap, which provides robustness and Navigation Overlay Service (EGNOS) and new opportunities to enable performance- Galileo, Europe’s satellite navigation based and service-based CNS and system. In this respect, the 2018 EU air facilitate ATS while ensuring civil-military navigation strategy developed by the interoperability. European Commission and presented to the Single Sky Committee in the Performance requirements can be context of the PBN implementation expressed with respect to various airspace roadmap confirms the availability of PBN user types and various environments, with applications from 2015. It states that, in the aim of optimising overall performance order to ensure necessary independence with no degradation for the least capable when GNSS is the primary means of airspace users. navigation, Galileo and EGNOS will become GNSS components required in The EU strategies and policies with the EU, for the multifrequency, multi- respect to space-related technologies (43) constellation GNSS system.

(43) European Commission, Communication from the For end-users, the technological Commission to the European Parliament, the Council, the European Economic and Social Committee and the solutions will be packaged or merged in a Committee of Regions — Space strategy for Europe way that guarantees availability, integrity, (COM(2016) 705 final), Brussels, 26.10.2016; Regulation (EU) 2018/1139 of the European Parliament and of the safety and security, and performance Council of 4 July 2018 on common rules in the field of civil requirements, as mandated by relevant aviation and establishing a European Union Aviation Safety Agency, OJ L 212, 22.8.2018, p. 1-122. authorities.

57 aircraft in flight and on the surface). These 4.2.1.2 Related SESAR deployment and development activities enhancements are required to ensure compliance with new applications of ADS-B 4.2.1.2.1 In deployment for radar airspace and airport surveillance, The following mature deployment scenario and other emerging requirements such as supports short- and medium-term CNS security requirements. rationalisation. • Localizer performance with vertical CNS rationalisation will facilitate network guidance (LPV) approaches using optimisation following implementation Satellite-Based Augmentation System of new functionality and/or technologies. (SBAS) as alternative to ILS Cat I. It For navigation, the availability of GNSS provides the airspace users stable services enabling PBN services creates approach options with the lowest minima opportunities to rationalise and optimise relative to non-precision instrument the use of the non-directional beacon approach and facilitates advanced arrival (NDB) and very high-frequency (VHF) procedures. omni-range and distance-measuring equipment (NDB, very high-frequency • Precision approaches using Ground- omnidirectional radio range (VOR), DME) Based Augmentation System (GBAS) infrastructure, and the availability of category II/III maximises the benefits ground-based augmentation systems/ of GBAS technology for visibility down satellite-based augmentation systems to category II/III minima to mitigate the (GBAS/SBAS) creates new operational impact of adverse weather conditions conditions for approach and landing on airport capacity, as well as to reduce operations and valid alternatives to an ILS delays and disruption for airspace users. for some airports. CNS rationalisation will be supported by the use of an MON of the 4.2.1.2.2 In the development phase or in legacy infrastructure to a level suitable the pipeline towards deployment for use as a fall-back in the event of, for example, loss of GNSS. For surveillance, SOLUTIONS APPROACHING MATURITY the implementation of an optimal mix of ADS-B, wide-area multilateration (WAM) • Enhanced airborne collision avoidance and mode S secondary radars will make for commercial air transport normal it possible to decommission all secondary operations (ACAS Xa): this is an airborne surveillance radar (SSR) mode A/C ground collision avoidance system that takes stations. advantage of optimised resolution advisories and additional surveillance The following SESAR Solutions support data but will not change the cockpit CNS rationalisation. interface (i.e. it uses the same alerts and presentation as the current traffic • ATS datalink using satcom (satellite collision avoidance system). communications) class B offers a first option for the future communications • Alternative position, navigation and infrastructure (FCI) for ATS datalink using timing (A-PNT): in the short term, this existing satellite technology systems to provides fallback capabilities in the event support initial four-dimensional (i4D) of GNSS unavailability, using an optimised datalink capability and provide end-to- DME navigation aids infrastructure as a end air-ground communications for i4D backup. operations, connecting aircraft and ATM ground systems. KEY R&D ACTIVITIES

• ADS-B surveillance of aircraft in flight The CNS services evolution deployment and on the surface consists of enhanced scenario includes the following. functionalities and interfaces (e.g. improving surveillance data processing • Integrated CNS and spectrum addresses and distribution to facilitate tracking of CNS cross-domain consistency in

58 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 terms of robustness, spectrum use and support increasing ATM performance interoperability, including civil-military requirements. The development aspects, through the provision of a global and standardisation of L-DACS view of future CNS services, as well as technology will continue. The system the definition of the future integrated will address both avionics and ground CNS architecture and the CNS spectrum implementation. strategy. • Future satellite communications • FCI services address the provision of datalink class A performance will digital communication services (IP-based enable more ATM concepts and services data and digital voice). It supports future to emerge. It aims to provide global ATS and airline operations centre (AOC) interoperability based on an international services with demanding high air-ground communications standard that ensures and air-air communication capacity and that aircraft equipped with a standard high performance. It will allow the real- terminal will be able to communicate time sharing of 4D trajectories and timely anywhere using compatible satellite access to ATM data and information systems. In addition, it is expected to services and will enable network-centric ensure lower costs for aircraft equipage SWIM architectures. It manages, in a and communication services. secure way, different subnetworks. It also integrates the services provided by open • Dual-frequency multi-constellation networks needed for hyper-connected (DFMC) GNSS/SBAS and GBAS ATM. address the move towards resilient and performance-based navigation in • The FCI terrestrial datalink and A-PNT all phases of flight, taking advantage enabler, L-DACS (L-Band Digital of a dual GNSS constellation (GPS and Aeronautical Communication System), Galileo). In particular, for the approach constitutes the future terrestrial air- phase, this will includes the development ground and air-air datalink solution to of GBAS approach service type F

operational VIEW 59 (GAST-F), based on multi-constellation and maintained individually and locally, multi-frequency GNSS. Finalisation of at significant cost and with suboptimal the development of GAST-F CAT II/III performance. There is a strong case (these are ICAO categories of precision for standardisation of the ATM system approach and landing) and DFMC SBAS interfaces. is expected to maximise the benefits of satellite-based technology for achieving Through the implementation of a approach in low-visibility conditions down collaborative network for planning and to CAT II/III minima for GBAS and lateral decision-making, the implementation of precision with vertical guidance down to the ATM interconnected network enables 200 ft for SBAS (LPV 200). the implementation of flight- and flow- centric operations. For the provision of • In the long term, the aim is to develop common network situational awareness A-PNT systems capable of providing and enhanced DCB tools, the Network better performance in comparison with Management function will require the short-term solution (based on DME- further improvements to ATFCM and DME) and supporting PBN / required ASM processes and systems, enabling navigation performance (RNP) operations a collaborative approach in the context using alternative technologies in the of flow and network management and event of a GNSS degradation or outage. reconciling requirements for increased dynamic capabilities and predictability. Hyper-connected ATM: this deployment Particular attention will need to be paid scenario considers the possibility of using to the subject of multiple constraints commercially available services, delivered resolution and network impact using open technologies (e.g. 5G networks, assessment. There will be also a need open satcom), to support demanding for further improvements in network and broadband applications, including in complexity management, ATFCM scenario support of ATM (and as such providing management and performance monitoring. services to the FCI), for U-space operations and other uses (e.g. engine maintenance). 4.2.2.1 Description of the essential operational change 4.2.2 ATM interconnected network The ATM collaborative network enables Today’s European ATM system comprises a all relevant stakeholders to participate in wide variety of applications developed over collaborative decision-making processes in time for specific purposes. The interfaces a transparent framework, and to negotiate used by these applications are custom- their preferences and reach agreements designed; they are developed, managed that benefit not only one but all of the

60 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 stakeholders involved, thus contributing to delivery infrastructure, providing accurate the performance of the entire network. The information using common standards. collaborative network operations plan (NOP) Global interoperability and standardisation will provide, in a continuum from planning are essential, and this EOC is expected to to execution, a real-time visualisation of be an important driver of new and updated the evolving network planning environment, standards. It should be based on service- leading to network stability, increased oriented architecture driven by analysis of capacity and increased efficiency. business processes and needs. The ATM collaborative network is to be developed, Further improvements to DCB tools and packaged and implemented as a suite of ATFCM processes through collaborative interoperable services that can be used network operational planning are needed, in a flexible way within multiple systems not only to enhance network performance in several business domains, delivered but also to allow the integration of the using open and standardised mainstream ATFCM and ATC planning functions. technologies. Integrated local DCB processes are intended to improve situational 4.2.2.2 Related SESAR deployment and awareness through the seamless development activities integration of local network management with extended ATC planning and arrival 4.2.2.2.1 In deployment management activities. The network As part of the PCP, the following have been prediction and performance processes deployed: are intended to ensure increased efficiency by assessing the performance • initial SWIM (44); of network operations, enabling stakeholders to evaluate the impact of • calculated take-off time to determine their intentions and decisions. the target time of arrival (TTA) for ATFCM purposes; Collaboration among stakeholders, in real time, will be improved by extended airport • collaborative NOP; integration with ATM network planning, multi-slot swapping and a user-driven • automated support for traffic complexity prioritisation process, allowing airspace assessment; users to make a priority order request for flights affected by delays and to share • enhanced short-term ATFCM measures. preferences with other ATM stakeholders, in capacity-constrained situations and in non- The following mature SESAR Solutions are constrained situations, during the planning proposed for deployment. and execution phases. This will increase the flexibility available to airspace users for • Enhanced ATFM slot swapping: this aims addressing unexpected business needs. The to improve the current NM/AU processes integration of airport and network planning and make it possible to prioritise targets the timely exchange of relevant flights during pre-tactical operations. It airport and network information, resulting facilitates the identification of possible in a common situational awareness and swaps of a regulated flight with another improving network and airport planning flight, regulated or not, and allows activities, as well as overall operational a significant reduction in the rate of performance. The collaborative airport and rejection of swap requests. network processes are expected to deliver arrival and departure predictability for • Airport integration into the network: this both airports and the network in all traffic deployment scenario is supported by a conditions. Solution that targets small and medium-

The infrastructure component of the (44) As part of initial SWIM, the IOP solution is critical to ATM collaborative network needs to be enable the European aviation infrastructure to evolve towards higher levels of interoperability, digitalisation and based on the implementation of a service automation, supporting trajectory-based operations.

operational VIEW 61 sized airports and aims to enable the operational improvements that depend integration of estimated departure times, on air-ground information exchanges as well information about expected to enable better situational awareness delays or cancellation of flights. This and collaborative decision-making. aircraft departure planning information The activities include the specification should provide the ATM network with a of the technical architecture and more accurate view of the traffic and thus functions that are required to achieve full support predictability. interoperability between air and ground SWIM segments and meet the safety and • Collaborative airport (airport operations performance requirements for airborne plan - network operations plan (AOP - operations. NOP) phase 2): this deployment scenario is supported by a solution making it KEY R&D ACTIVITIES possible to interface landside with the ATM network. In this scenario, airport • SWIM TI purple profile for air-ground operations planning, monitoring, safety-critical information sharing: this management and post-operations aims to allow the distribution of safety- analysis tools and processes are built critical information through air-ground into the AOP and the airport collaborative SWIM infrastructure and aeronautical decision-making process for normal, telecommunications network-IP suite adverse and exceptional operating networking, rather than legacy point- conditions. TTA is derived from the AOP to-point contracted services. Technical and used by the NM to balance arrival specifications will be defined to support demand and capacity, thus facilitating safety and security requirements, arrival management processes during allowing the exchange of safety-critical the en-route phase. These processes are information. fully compatible with the NOP and SWIM- based services. • Enhanced network traffic prediction and shared complexity representation: the objective is to improve the accuracy of 4.2.2.2.2 In the development phase, in the the Network Manager’s traffic predictions pipeline towards deployment from the medium-term planning phase SOLUTIONS APPROACHING MATURITY (2 days before operations) to execution, relying in particular on new trajectory • SWIM TI (SWIM technical infrastructure) management features such as the purple profile for air-ground advisory preliminary flight plan. The Solution information sharing: this supports ATM will adapt existing methodologies and

62 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 algorithms for demand prediction and of rationalised predictive datadriven regional complexity assessment. dashboards, fed with all landside and airside leading key performance airport • Network optimisation of multiple ATFCM indicators and covering total airport time-based measures: this involves management processes. This will enable improving efficiency and reducing the stakeholders to proactively identify adverse impact of multiple regulations demand and capacity imbalances, affecting the same flight or flow. It also their time frames, locations and the involves exploring the relationships trajectories affected, and solve them between the DCB regulations and their supported by “what-if” capabilities. interaction through flights to quantify the The Solution uses data and video network effect of those interactions. The analytics, big data and machine-learning key to this is identifying and eliminating techniques. regulations that have a negative impact on network performance. • Enhanced collaborative airport performance planning and monitoring: • Collaborative network performance this aims at improving the collaborative management: this aims to provide a airport performance planning and common framework and toolbox for the monitoring processes, in particular other solutions and actors, making it through the inclusion in the airside possible to assess network performance processes of the relevant landside in the pre-tactical and tactical phases (passengers and baggage flows) of network management. It will involve process outputs, by taking into account developing transparent and shareable connectivity and multimodality aspects, network performance indicators, and through the extension of turnaround and network state monitoring and monitoring within the airport operations prediction tools. This will support the centre. The goal is to achieve full and Network Manager operations centre seamless interoperability with AU (NMOC) through greater supervision operational systems and to improve and awareness, as well as network connectivity between regional airports performance “what-if and what-else” and the NMOC. capabilities. • Collaborative framework for managing • Digital collaborative airport performance delay constraints on arrivals: this management: this addresses digital data aims to facilitate the integration and management for airport performance, coordination of 4D constraints from through the development and validation various stakeholders (airports, ANSPs,

operational VIEW 63 AUs and the NM) to ensure the stability management, the NM and ATC planning and high performance of the network. to assist controllers in reducing traffic Furthermore, it enables airspace users to complexity, traffic density and traffic flow prioritise their important flights to reduce problems. the impact of ATM planning constraints on the cost of their operations. It 4.2.3 Digital AIM and MET services streamlines the prioritisation process during the planning phase and, instead The ability to move to full TBO in a of routinely using regulations to resolve collaborative environment strongly demand and capacity imbalances on depends on the sharing, between all arrivals, allocates target times. AU actors involved (aircraft, AOCs, WOCs, ATS prioritisation is key to the process of units (ATSUs), ADSP, and NM), of a similar selecting flights for allocation of target picture of the environment in which the times. flights operate. This requires that the full range of relevant aeronautical and • SWIM TI green profile for ground-ground meteorological information be shared and military information sharing: this solution available simultaneously to all actors. With is intended to enable ground-ground the need to use airspace and other ATM civil-military coordination through SWIM resources in a dynamic way and to ensure profiles. It includes (cyber)security and efficient performance delivery at all times, (cyber)resilience aspects and fills the gap network access to up-to-date aeronautical between existing ground-ground profiles and meteorological information, with and what is required to fully support minimum delay and from anywhere, will SWIM-based civil-military coordination be a must. and cooperation, especially in terms of (cyber)security. 4.2.3.1 Description of the essential operational change • Digital integrated network management and ATC planning: this aims to fill the The digitalisation of AIM and MET services gap between management of traffic will enable the implementation of services flows at network level and control of to provide static and dynamic aeronautical flights in individual sectors, through and meteorological information in digital the development and integration of form, useable by ATM systems and local functions and associated tools, human operators. The output is a SWIM- roles and responsibilities to address compliant dynamic data set, subsets DCB with the network management of which can be retrieved by individual function. The Solution will provide an requests for specific geographical areas, automated interface between local flow attributes or functional features. These

64 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 services will also allow the on-board acquisition, processing and distribution of AIM, MET and other operational information, including the interpretation and representation of this information within the aircraft.

4.2.3.2 Related SESAR deployment and development activities 4.2.3.2.1 In deployment The following mature SESAR Solution is proposed for deployment. 4.2.4 U-space services • Digitally enhanced briefing: this solution includes the improvement of the quality The demand for UAS operations is steadily and usability of the aeronautical and increasing, with the potential to generate meteorological information presented to significant economic growth and societal the pilot, flight dispatchers and ATCOs benefits. A drone traffic management during all phases of flight, through the system is needed to enable simultaneous use of digital aeronautical data (including drone operations in a safe and efficient a digital notice to airmen and digital manner in all types of airspace and meteorological data). especially urban areas. U-space is the framework designed in Europe in response to the urgent need to support the safe 4.2.3.2.2 In the development phase, in the integration of drones into airspace, in pipeline towards deployment particular but not only VLL airspace. SOLUTIONS APPROACHING MATURITY U-space builds on ATM legacy, but it does not reproduce the current model for the Improved aviation AIM and MET services provision of ATC services. By design, through automation and digitalisation: U-space is set to be scalable and will rely this deployment scenario addresses new on high levels of autonomy and connectivity services such as static aeronautical data in combination with emerging technologies. service and aeronautical digital map U-space will encourage innovation, support service functions that will provide static and the development of new businesses and dynamic aeronautical data in digital form, facilitate the overall growth of the European to be used by various ATM systems (e.g. drone services market while appropriately safety nets). The output is an aeronautical addressing safety, security and defence information exchange model-compliant data issues at EU level, in addition to respecting set, subsets of which can be retrieved by the privacy of citizens and minimising individual requests for specific geographical environmental impact. areas, attributes or functional features. 4.2.4.1 Description of the essential KEY R&D ACTIVITIES operational change

Aircraft as an AIM/MET sensor and U-space is an enabling framework consumer: this Solution addresses the including a set of new services along application of information made available with specific procedures designed to by the aircraft (e.g. aircraft meteorological support safe, efficient and secure access data, information derived from ADS-C, to airspace for large numbers of drones. CNS status information) and improved use U-space is therefore not to be considered of MET and AIM information by airspace a defined volume of airspace, which is users. It makes it possible to increase segregated and designated for the sole AUs’ situational awareness and improve use of drones. U-space services will strategic trajectory management and rely on a high level of digitalisation and collaborative decision-making. automation of functions, whether on

operational VIEW 65 board the drone or as an element of the ground-based environment. Therefore, 4.2.4.2.1 In deployment the implementation of the new services is • U-space U1 — foundation services: this associated with airborne capabilities and deployment scenario provides foundation adequate/qualified ground infrastructure. services, the main objectives of which are Complementary infrastructure may be to identify drones and operators and to required if the existing ATM infrastructure inform operators about known restricted does not meet requirements. The U-space areas. With the deployment of U1, more framework includes a safe, secure, clear drone operations have been enabled, and effective interface with manned especially in areas where the density of aviation, with ATM services / ANS providers manned traffic is low. and with the relevant authorities. U-space is capable of ensuring the smooth The U-space foundation services include operation of drones in all operating e-registration, e-identification and geo- environments and in all types of airspace. awareness (45). U-space operations will also enable national military airspace defence systems to react to any drone-related situation 4.2.4.2.2 In the development phase, in the pipeline towards deployment deemed critical to national security. U-space is developed and deployed in an SOLUTIONS APPROACHING MATURITY agile way using short life cycles in which technologies are deployed as they become • U-space U2 — initial services: this mature. This is done in four phases (U1, U2, deployment scenario relates to an initial U3 and U4), which serve as the basis for set of services designed to support the the gradual deployment of services. safe management of beyond the visual line of sight (BVLOS) operations and a first level of interface and connection 4.2.4.2 Related SESAR deployment and development activities with ATM/ATC and manned aviation. This phase includes the establishment R&D of U-space services is done in (45) At the time of drafting this report, a draft Commission parallel with progressive and stepped delegated regulation on unmanned aircraft systems and on implementation. Each step of U-space third-country operators of unmanned aircraft systems and a draft Commission implementing regulation on the rules corresponds to a deployment scenario and procedures for the operation of unmanned aircraft, composed of a group of services and addressing these issues, had received a positive response from the EASA Committee and were in the Commission associated capabilities. adoption pipeline.

66 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 of U-space service providers within a 4.2.5 Virtualisation of service distributed and connected architecture. provision Where appropriate, U2 will make use of the existing infrastructure for ATM; new The traditional, historically established opportunities for drone operations will national provision of ANS is based on be enabled through the exploitation of local implementation of the necessary technologies from other sectors. The capabilities. While this was technically the range of operations at low levels will most feasible and appropriate solution increase, including some operations in when systems were originally built decades controlled airspace. Drone flights will no ago, this fragmentation of service provision longer be considered on a case-by-case generates cost-inefficiencies and a rigidity basis, and some BVLOS operations will that makes it impossible to properly address become routine. the capacity challenges of today and tomorrow. Modern-day general-purpose The U-space initial services will include communication and computer processing at minimum the following: tactical capabilities allow for better performing geo-fencing, emergency management, and more cost-efficient solutions, where strategic deconfliction, weather physical processing capabilities no longer information services, tracking, flight need to be close to the point of use. A planning management, monitoring, reorganisation of physical assets among traffic information, drone aeronautical ANSPs, civil and military, should lead to information management and procedural facilitated data sharing, new synergies and interface with ATC. more cost-efficient management of the ATM resource network. It should also facilitate KEY R&D ACTIVITIES effective interoperability between functional systems. With the support of virtual-centre • U-space U3 — advanced services: this technologies, it will be possible to provide deployment scenario will build on the services to one or more FIRs that may or experience gained in U2 and will unlock may not be adjacent to each other, thus new and enhanced applications and increasing the resilience and adaptability of mission types in high-density and high- the network with a view to delivering more complexity areas. New technologies, capacity and cost efficiency. automated detect and avoid (DAA) functionalities and more reliable means 46 4.2.5.1 Description of the essential of communication, including V2X ( ), operational change will enable a significant increase in operations in all environments and will The ability to provide ATS from a remote reinforce interfaces with ATM/ATC and location is relevant in all operating manned aviation. This is where the most environments: airport, TMA, extended TMA significant growth in drone operations (E-TMA) or en route. is expected to occur, especially in urban areas, with the initiation of new types of In TMA, extended TMA and en-route operations, such as air urban mobility. environments, the virtual-centre concept allows a geographical sector to be The U-space advanced services will managed from any place subject to the include at minimum the following: availability of some services crucial for dynamic geo-fencing, collaborative the provision of ATS, namely CNS, MET, interface with ATC, tactical deconfliction aeronautical information services (AIS) and dynamic capacity management. and all data related to the flight plan. By using standardised operating methods, procedures and technical equipment, the services will be perceived as a single system from the user’s perspective. This will be enabled by cloud-based data centres as well as data management processes (46) V2X communications include V2V (vehicle to vehicle) and V2I (vehicle to infrastructure) communications. and governance, provided remotely.

operational VIEW 67 In airport environments, the remote to more than one aerodrome by a single tower concept supports several use ATCO or aerodrome flight information cases that allow the provision of ATS service officer (AFISO) from a remote from a remote tower centre (RTC), with a location, that is, not from a control tower dynamic allocation of a number of physical located at the aerodrome. The ATCO (or aerodromes to remote tower modules. It AFISO) in this facility performs remote offers new alternatives for the provision ATS for the aerodromes concerned. of tower-related ATS and in some cases reduces ANS costs. The integration of • Virtual-centre concept: work station, approach services to these airports through service interface definition and virtual- a remote virtual centre is also possible. centre concepts will provide an operating Some solutions are already in deployment environment in which different ATS units, and R&D is continuing on more complex across different ANSPs, will appear use cases. as a single unit and will be subject to operational and technical interoperability. This will include development of the ATSU 4.2.5.2 Related SESAR deployment and development activities architecture, taking a service-oriented approach, with a focus on technical 4.2.5.2.1 In deployment services and common interfaces. A growing number of SESAR Solutions using remote towers are in deployment, KEY R&D ACTIVITIES according to ANSPs’ local business cases and decisions. • Multiple remote towers and remote tower centres: this activity involves the remote provision of ATS from an RTC to 4.2.5.2.2 Related SESAR deployment and a large number of airports. It includes development activities the development of RTC supervisor SOLUTIONS APPROACHING MATURITY and support systems and advanced automation functions for a more cost- • Remotely provided ATS for multiple efficient solution. It also covers the aerodromes: this includes the provision integration of approaches for airports of aerodrome control services or connected to the remote centre and aerodrome flight information services connections between RTCs with systems

68 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 for flow management, as well as the defining and validating the different types development of tools and features for of delegation of services, and a technical flexible planning for all aerodromes thread, aimed at specifying the impact connected to remote tower services. of the operational thread on the services defined in the virtual-centre concept. • Human-machine interface (HMI) interaction modes for ATC centres and 4.2.6 Airport and TMA performance airport towers: this activity involves the development of new HMI interaction Today, airport operations and airspace user modes and technologies in order to operations, at and around airports, are minimise the load and mental strain on already significant contributors to network- controllers, be they in the ATC centre wide delays, largely due to structural or in the airport tower. The SESAR capacity issues linked to operational and activities will make use of modern environmental issues, as well as bad design and development approaches weather conditions. By 2035, additional and methodologies such as modularity, bottlenecks are expected to develop service-oriented architecture and in locations where there is insufficient adaptive automation. The new HMI terminal airspace and/or airport capacity; interaction modes include the use of approximately 0.9 million flights may be in-air gestures, attention control, user unaccommodated as a result of airport profile management systems, tracking capacity limitations, while many airports labels, virtual and augmented reality, etc. will operate to a large extent at maximum capacity (47). Therefore, continuity of • Delegation of services to ATSUs: this capacity delivery at airports and in TMAs activity aims to explore the different and the need to improve the safety of possible way of delegating services operations at and near airports will become to ATSUs based on traffic and/or even more critical factors for the whole organisational needs (either static on network. a fixed-time transfer schedule (day/ night) or dynamic, for example when the traffic density is below or above a certain level) or on contingency needs. (47) Eurocontrol, ‘Flight forecast to 2040 — challenges of growth’, 2018 (https://www.eurocontrol.int/publications/ It has an operational thread, aimed at flight-forecast-2040-challenges-growth-annex-1).

operational VIEW 69 by the introduction of new airborne CNS 4.2.6.1 Description of the essential operational change capabilities.

This EOC covers both changes to 4.2.6.2 Related SESAR deployment and operations at airports and in TMA airspace development activities that allow maintenance of operational capacity under limiting conditions 4.2.6.2.1 In deployment and changes that allow an increase As part of the PCP, the following have been in operational capacity during normal deployed: operations. This includes improvements to the planning and execution of operations • airport safety nets; at and around airports, such as traffic sequencing, reduced separation, reduced • automated assistance to controllers and more predictable runway occupancy for surface movement planning and time, and enhanced management of routing; taxiway throughput, for both arrivals and departures. This EOC also addresses the • departure manager (DMAN) synchronised required coordination with TMA operations with pre-departure sequencing; when aircraft sequencing for the runway begins, and, in addition, with extended • enhanced TMAs using RNP-based arrival management in en-route airspace. operations; It also includes solutions that increase the safety of operations and seeks to • arrival manager (AMAN) extended to en- reduce environmental impact at or near route airspace; airports. Enhanced navigation and greater accuracy in low-visibility conditions on the • time-based separation for the final airport surface need to be made possible approach.

70 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 The following mature SESAR Solutions are is provided to flight crew members and proposed for deployment. vehicle drivers based on coupling of taxi route management with AGL. • Enhanced airport safety nets: this includes Runway Status Lights, a fully • Enhanced AMAN/DMAN integration: automatic system based on Advanced this Solution includes an improved Surface Movement Guidance and Control AMAN for runways used for both arrivals System (A-SMGCS) surveillance and and departures (referred to as ‘mixed associated operational procedures; it mode runways’), for which, in current increases safety at airports by preventing operations, AMAN and DMAN sequences runway incursions. are not fully integrated. It includes the provision of an accurate, long-range • Airport safety nets vehicle: this addresses runway sequencing and supports operational requirements and technical improved coordination between approach specifications to detect the risk of controllers and tower controllers. collision between a vehicle and an aircraft and to prevent infringement on restricted or closed areas. The vehicle driver is 4.2.6.2.2 In the development phase, in the pipeline towards deployment provided with an appropriate alert, either generated by an on-board system or SOLUTIONS APPROACHING MATURITY uplinked from the airport safety net by the controller. • Efficient aircraft separation during take- off and final approach: this deployment • Integrated surface management: this scenario addresses solutions aimed at Solution provides enhanced guidance optimising wake turbulence separation assistance to mobiles (aircraft and minima for arrivals and departures, to vehicles) based on automated operation of increase airport runway throughput by taxiway lights and stop bars in accordance exploiting wake separation reductions with the airfield ground lighting (AGL) based on weather, static aircraft operational service. Additional guidance characteristics, ATCO separation delivery

operational VIEW 71 support tools, wake risk monitoring • Digital evolution of integrated and awareness functions (ground surface management: this covers the and airborne), wake vortex decay development (e.g. using new algorithms, enhancing devices and minimum pair- AI/expert systems) of procedures and the wise separations based on required required system support for improved surveillance performance. surface traffic management, including the extension of the A-SMGCS routing • Enhanced arrival procedures: these functions and the integration of inputs make use of satellite navigation and from airport DCB processes. This augmentation capabilities such as GBAS Solution will also include the provision and SBAS to enhance landing capabilities of guidance assistance to both pilots and and to facilitate advanced arrival vehicle drivers using AGL, consolidation procedures (e.g. glide slope increase, of related procedures, exchange of displaced runway threshold). information between ATC and vehicles/ aircrafts using airport datalink services, • Enhanced visual operations: these will and other means of guidance. result from the use of enhanced vision systems (EVS) and synthetic vision • Evolution of separation minima for systems (SVS), which will enable more increased runway throughput: this efficient taxi and landing operations in activity aims to refine and consolidate low-visibility conditions to improve access static pair-wise separation matrices and to secondary airports. weather-dependent separation minima for successive arrivals, successive • Traffic optimisation on single- and departures and between arrivals and multiple-runway airports: this will involve departures. It also aims to develop and the provision of tower and approach validate the ‘land behind without runway controllers with system support to vacated’ concept. optimise runway operations’ arrival and/ or departure spacing and make optimal • Next generation AMAN for a 4D use of minimum separations, runway environment: this aims to extend occupancy, runway capacity and airport the arrival planning horizon, and to capacity. incorporate increasingly complex and high-density environments in which en- • Traffic alerts for pilots for airport route sectors serve more than one airport operations: this refers to enhancing or more than one TMA, using advanced on-board systems for the detection of ground support tools and automation, potential and actual risk of collisions with including with regard to airspace other traffic during runway and taxiway constraints (speed and level restrictions, operations. In all cases, the flight crew wind and temperature information). The will be provided with appropriate alerts. solution also involves looking at highly integrated airports within the wider KEY R&D ACTIVITIES context of balancing demand and capacity across the network, and in relation to • Dynamic extended TMAs for advanced sharing data between systems. CCO/CDO and improved arrival and departure operations: the objective is • Advanced geometric GNSS-based to improve descent and climb profiles procedures in TMAs: this solution in busy airspace, as well as the validates the use of GNSS geometric horizontal flight efficiency of arrivals guidance from the initial approach fix and departures, while ensuring traffic or earlier, facilitating a wider variety of synchronisation, short-term DCB and curved approaches to a single runway. It separation. This activity has a very broad also addresses curved departure routes scope, which includes advances in that turn shortly after take-off in order airspace design, development of ground to avoid noise-sensitive areas, approach tools, and development of ATC and routes or missed approach routes. For airborne procedures. airports where there is a dependency

72 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 between departure and arrival runways, of airspace structures. A real, network- flexible and customised departure routes centric optimisation, flexible and dynamic, may be possible, thus allowing for an will successfully handle the full trajectories increase in capacity. of the flights and the major flows across Europe and will bring sufficient capacity when and where needed. An optimised 4.2.7 Fully dynamic and optimised airspace will ensure vertical and horizontal airspace interconnectivity along with alignment of While airspace in itself is seamless, it ATC sectors with traffic flows to support is traditionally partitioned into sectors, adaptable sector configurations. Airspace organised and managed at state level by structures will allow efficient handling of ad the national ANSP according to expected hoc and dynamic situations, in which civil- traffic demand and airspace availability military coordination will be optimal and with, in some cases, agreements to free routes are expected to bring benefits. address design and procedures at the boundaries with other states and FIRs. 4.2.7.1 Description of the essential This local optimisation quickly reaches operational change its limits and is inadequate to address crucial European network issues and This EOC includes further steps towards in particular the emerging capacity TBO by enhancing free-route airspace crunch, which will become gradually (FRA) processes and system support. It unacceptable in the absence of ambitious will needs to cover large-scale cross- and structural initiatives (see Chapters 2 border FRA. There is a need to ensure a and 3). Furthermore, there is continuous smooth transition between FRA and highly variation, in time and in space, in traffic structured airspace based on dynamic density and complexity. There is therefore airspace configuration (DAC) principles. a strong need for a move towards truly There is also a need for more dynamic, flexible organisation and management accurate and precise information on

operational VIEW 73 constraints, to allow the extension of subregional and regional levels. The FRA and the accommodation of different dynamic airspace will also require the business trajectories. development of new ATS working methods supported by automation and new tools. FRA will be designed to minimise changes to trajectories and to achieve an optimum 4.2.7.2 Related SESAR deployment and outcome for all stakeholders. In that development activities respect, FRA will allow user-preferred routing, supported by collaborative 4.2.7.2.1 In deployment decision-making processes; the Network As part of the PCP, the following have been Manager will play a central role in deployed: facilitating the coordination of stakeholders through its network management • free route; functions. • Airspace management and advanced The first step will be the application of flexible use of airspace. cross-border sectorisation, followed by implementation of DAC, to facilitate Supplementing the operational and optimal use of airspace and reduce ATFCM technical requirements outlined in the PCP delay. A fundamental change that needs Regulation, the current deployment of free to be delivered is that, among as many route has included implementation below states as possible, an agreement needs FL310, as well as cross-border FRA in a to be reached on organising their mutual substantial number of states, according to airspace into sectors, based on traffic ANSPs. demand (including military airspace needs) and irrespective of national boundaries. 4.2.7.2.2 In the development phase, in the In addition, the states need to agree on pipeline towards deployment partitioning the joint airspace for allocation of responsibility for ANS to qualified SOLUTIONS APPROACHING MATURITY providers. • High-productivity controller team The dynamic airspace concept delivers an organisation: this relates to the extension optimised and coordinated organisation of sector team operations beyond team of airspace activations and reservations, structures consisting of one planning able to support optimised traffic flows ATCO and two tactical ATCOs in E-TMA, in a free-route environment, as well as in order to optimise flight profiles, other uses of airspace (e.g. military). In minimise delays and improve ANSP cost essence, the main change is to move efficiencies, while taking into account from ASM collaborative processes to ASM uncertainty in the trajectory. reconciled with ATC and ATFCM into a fully integrated ASM, ATC, ATFCM and KEY R&D ACTIVITIES collaborative decision-making layered process, resulting in fully dynamic • Flight-centric ATC and improved airspace configurations (i.e. a higher distribution of separation responsibility level of modularity and flexibility up to the in ATC: this activity relates to a concept execution phase), supported by automated involving assigning aircraft to ATCOs tools and also functioning as an enabler without reference to geographical sector, of integrated capacity management and having the aircraft controlled by processes. The full integration of ASM, that same ATCO across two or more ATC and ATFCM processes within the DAC geographical sectors. It requires flight- concept will contribute to the cost-efficient centric specific allocation, visualisation delivery of higher network performance (traffic filtering), coordination tools (e.g. through closer interaction between ATM in the event of a conflict, to establish operating phases, with consolidated and which controller is responsible for harmonised solutions integrated into the its resolution) and, for high traffic planning and execution phases at local, densities, advanced conflict detection

74 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 and resolution (CD&R) tools (that are • Mission trajectory management with not flight-centric specific). In addition, integrated dynamic mobile areas it covers the concept of collaborative type 1 and type 2: the objective is to control with planned boundaries, in improve the use of airspace capacity which sectors are retained as they are and the efficiency of ASM and to today, with aircraft being assigned to increase flexibility in civil-military a sector according to its geographical coordination, for both civil and military location. The boundaries between sectors users, through increasing levels of have planned coordination conditions, automation. Improvements include as in current operations, but with the connection of mission trajectory some additional flexibility by allowing management with booking of airspace controllers to issue clearances without reservation (in the context of this prior coordination to aircraft in a different solution, dynamic mobile areas type 1 sector. and type 2), for which the WOC will be the key actor. Coordination between • Dynamic airspace configuration: the the WOC and the regional NM is a key objective is to improve the use of airspace element of this activity. capacity for both civil and military users by increasing the granularity and the 4.2.8 Trajectory-based operations flexibility of airspace configuration and management within and across Historically, and with very few exceptions, ANSPs’ areas of responsibilities. This ANS are provided at national level, with will result in the integration of concepts each national provider maintaining its own and procedures to allow flexible sectors partial data of the flight and the context in that can be dynamically modified which it is operated. This is highly limiting according to demand. This includes when the aim is to deliver the capacity potential implications for ATCO licences, needed and address the challenge of traffic international boundaries, and potentially growth while securing a safe, cost-efficient interoperability and air-ground multi- and environmentally optimised trajectory datalink communication capabilities. for the whole flight. In order to address

operational VIEW 75 this challenge, duly taking account of place (relying on enhanced systems such future military airspace needs, controllers, as ACAS Xa). pilots and advanced system functions will all need to share the same information With regard to mission trajectory, the about flights and use automated tools to first step is to improve the operational air assist in detecting, analysing and resolving traffic (OAT) flight plan. The improved OAT potential conflicts, as well as in monitoring flight plan and corresponding process will adherence to agreed and optimised accommodate individual military airspace trajectories. user needs and priorities, benefitting ATM system outcomes and performance for all stakeholders. The EOC also includes 4.2.8.1 Description of the essential operational change some legacy deployments (ground-based and airborne safety nets) that are already TBO is an overarching SESAR concept, validated concepts but have been included based on a wide range of solutions that, as they will facilitate trajectory execution when combined, help achieve the envisaged for specific low-capability aircraft or in paradigm change. A large number of fallback procedures. solutions supporting the other EOCs are also contributing to TBO. In the following subsections, only the solutions that are 4.2.8.1.1 In deployment specifically related to TBO are listed. It As part of the PCP, the following has been should be noted that the scope of TBO is deployed: much larger than the sum of the solutions listed below. • initial trajectory information sharing (i4D operations). A trajectory is created and agreed for each flight representing the business needs of The following mature SESAR Solution is the airspace user and integrating ATM and proposed for deployment: airport constraints. This is the reference trajectory that the airspace user agrees • Enhanced safety nets: this deployment to fly and that ANSPs and airports agree scenario includes improvements to facilitate. The integration of trajectory associated with short-term conflict management processes into the planning alert (STCA), a ground-based system and execution phases will involve the designed and deployed as a safety net management, negotiation and sharing of to prevent collisions in both en-route the shared business trajectory (SBT) as and TMA environments. Improving on well as the management, updating, revision existing STCA technology, the enhanced and sharing of the reference business algorithms for STCA support controllers trajectory (RBT) and finally the transition in identifying possible conflicts between from the SBT to the RBT. aircraft, ensuring earlier warnings and lower rates of false and nuisance This process will initially be deployed alerts. The system also makes use of through an extended flight plan (eFPL), downlinked aircraft parameters, available based on the ICAO tool Flight and through mode S enhanced surveillance. Flow — Information for a Collaborative Environment (FF-ICE), to be prepared 4.2.8.1.2 In the development phase, in the during the planning phase (before pipeline towards deployment departure). This will progressively evolve to eFPL phase 2, which will encompass flight SOLUTIONS APPROACHING MATURITY planning exchanges in the execution phase. This change will also involve ATC updates • eFPL supporting SBT transition to RBT: to SBTs/RBTs during the execution phase. this solution will look at the distribution Furthermore, during execution of the RBT, of eFPL information to ATC systems, and advanced separation modes (relying on the possible improvements that could new surveillance enablers such as ADS-B be made to the alignment of AU and NM IN/OUT) and new safety nets will be put in trajectories, especially in relation to the

76 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 use of precision trajectory clearances and processes: the objective is to reduce standard instrument departure / standard the impact of ATM planning on airspace arrival route allocation. users’ costs of operations, by providing them with better access to ATM resource KEY R&D ACTIVITIES management and enabling them to cope better with ATM constraints. This will • Improved ground trajectory predictions improve airspace users’ flight planning and enabling future automation tools: this network management through improved activity focuses on the operational FOC participation in the ATM network validation of improved CD&R tools. The collaborative processes in the context of main goal is to increase the quality FF-ICE and its potential evolution. of separation management services, reducing controller workload and • Improved vertical profiles through separation buffers, and facilitating new enhanced vertical clearances: the ways of organising controller teams. The objective is to develop automation foundation is the improvement of the support for ATCOs to issue vertical ground trajectory predictor (EPP data constraints that help achieve more beyond weight and CAS, known MET data efficient flight profiles while ensuring or new MET data, capabilities, etc.). separation provision. In the first step, for flights still in climb, enhanced predictions • RBT revision supported by datalink of vertical profile data are presented and increased automation: this aims to ATCOs to facilitate decision-making. to support a continuous increase in In a second, more advanced step, the the amount and the usefulness of ATC system will generate proposals information shared between air and for conflict-free clearances that take ground and in the level of automation anticipated aircraft performance into support to controllers and pilots, for account, and which can be uplinked to example through moves towards the the flight crews by ATCOs. automatic uplink of clearances with or without previous controller validation and 4.2.9 Multimodal mobility and towards increased use of auto-loading integration of all airspace users to the flight management system of uplinked clearances, as well as increased Citizens increasingly expect a seamless use of managed/automatic mode by the mobility experience, and that their flight crew. passenger experience will be smooth, safe and cost-efficient, with minimum delays, • Enhanced integration of AU trajectory transfers and hassle. Implementing the definitions and network management multimodal mobility concept means that

operational VIEW 77 passengers will not need to worry about more diverse, aircraft in the European selecting the most appropriate means of skies than ever before, and drones (civil travelling. Through this concept, aviation and military) will be completely and and air transport will support a safe, seamlessly integrated into all environments efficient and green travel experience and and classes of airspace, operating safely promote use of the most appropriate and efficiently alongside manned aircraft. means of transport. In this way, aviation Various modes of transport, such as will play its part in the global greening car, train, helicopter, drone and aircraft, of transport and address the issues for different segments of a trip will be of congestion, delays and suboptimal seamlessly combined. The integration passenger experience. of RPAS, rotorcraft, and business and general aviation operations through IFR In addition, civil and military airspace procedures using performance-based CNS users, stakeholders and state authorities infrastructure in the airspace surrounding (both civil and military) are recognising airports, as well as in TMAs, is a priority. new business and mission opportunities Equal access for all airspace users to enabled by the latest airborne vehicle the airspace will broaden the options technologies, in particular various types for achieving door-to-door mobility. of drones and very high-altitude vehicles. A coherent, multimodal regulatory These new opportunities have the potential framework may be needed to support this to bring significant value to European objective, including new ATC methods society, in terms of industrial leadership, and a review and adaptation of ATS. ATM economic opportunities and passenger as a whole needs be flexible enough experience. These opportunities will be to accommodate new developments an integral part of the evolution of ATM associated with intermodal transportation. towards fully integrated ATM in which all types of aerial operations are performed 4.2.9.2 Related SESAR deployment and safely and efficiently. development activities 4.2.9.2.1 In deployment 4.2.9.1 Description of the essential operational change The following mature SESAR Solution is proposed for deployment. Mobility as a service will take intermodality to the next level, connecting numerous • Optimised low-level IFR routes for modes of transport, for people and goods, rotorcraft: currently, GNSS technology in seamless door-to-door services. At any enhanced by SBAS systems (without moment in time, there will be more, and ground infrastructure), which provide

78 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 the required integrity for GNSS signals, operationally validating a DAA system identifies the availability of specific IFR for IFR RPAS, which consists of two routes, with improved accuracy, reliability functions: ‘collision avoidance’ and and accessibility, to enable rotorcraft ‘remain well clear’. These enable the operators to access controlled airspace. remote pilot to contribute to ensuring Furthermore, the ICAO PBN concept, that safety requirements are met by owing to the development of the RNP1/ preventing collisions should normal RNP0.3 navigation applications, makes a separation provision fail. The ‘remain wide range of benefits available, with the well clear’ function is designed to aim of enhancing rotorcraft operations increase the remote pilot’s situational and integrating them into the future ATM awareness. system. • IFR RPAS accommodation in airspace classes A to C: the aim is 4.2.9.2.2 In the development phase, in the to accommodate IFR RPAS in non- pipeline towards deployment segregated airspace in the short term, SOLUTIONS APPROACHING MATURITY in accordance with the drone roadmap in the Master Plan. The idea is to enable IFR • Independent rotorcraft operations at RPAS operating from dedicated airfields airports: this solution involves the use of to routinely operate in airspace classes A rotorcraft-specific and SBAS-based point- to C as general air traffic without a chase in-space (PinS) approach procedures, plane escort. Changes to ATC procedures, which aim to improve access to secondary adaptations to flight planning processes, airports in low-visibility conditions. contingency measures, etc., are included in the development activity. • Enhanced rotorcraft and general aviation operations in the TMA: this solution further • IFR RPAS integration into airspace develops the simultaneous non-interfering classes A to C: the aim is to provide the concept of operations to allow rotorcraft technical capabilities and procedural and general aviation to operate to and from means to allow IFR RPAS to comply airports without conflicting with fixed-wing with ATC instructions, and to develop traffic or requiring runway slots. new procedures and tools to allow ATC to handle IFR RPAS in a cooperative KEY R&D ACTIVITIES environment in full integration with manned aviation. This will also involve • Collision avoidance for IFR RPAS: this developing and validating an operational activity will involve developing and DAA system for IFR RPAS.

operational VIEW 79 4.3 DELIVERING THE DIGITAL ATM solutions resulting from the SESAR EUROPEAN SKY (PHASE D) 2020 R&D programme are the principal means of delivering the improvements Thanks to the innovation pipeline, SESAR sought, at least until the end of phase C. is making progress towards higher- Nevertheless, further innovations, many performing aviation for Europe. The initiated outside the ATM industry, will be

FIGURE 14. WHAT IS COMING NEXT?

U-space Atomic gyros Tracking Emergency Dynamic Detect &  Autonomous cargo inertial navigation recovery geofencing avoid  Autonomous large passenger Ground automation aircraft

U-space Trafﬁc Flight Dynamic capacity Automatic deconﬂiction information planning management (multiprovider)

Automation Decision Task Execution Conditional High Full levels 1 Support 2 Support 3 Automation 4 Automation 5 Automation

 Advanced analytics for decision making

80 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 needed to achieve the digital European sky that will help in dealing with the day-to-day targeted by the vision. challenges. The aviation community will require fully scalable services supported The digital transformation of ATM will bring by a digital ecosystem minimising the the necessary leap forward in technology environmental footprint. The requirements and operational capabilities that is required for highly resilient and efficient airport to meet the performance challenges operations, passenger-centricity and described in Chapter 3. Future solutions multimodality will be growing concerns. will have to be developed to enable the In this context, research should deliver deployment of a resilient, scalable, safe future operational solutions that will take and cybersecure ATM system. Most of advantage of modern techniques to address these solutions are not yet ready and will ATM performance. have to be researched while, in parallel, new operational concepts and services are Themes: future ATM network services, defined, making full use of these digital future ATS, future airport operations, future solutions to improve system performance. aviation infrastructure. Therefore, investment decisions looking beyond SESAR 2020 will have to be taken • Air/ground integration and autonomy rapidly to ensure that these additional solutions are ready for deployment in due The progress made in the fields of machine time. learning and AI has opened the door to a myriad of applications in ATM. Many tasks It is anticipated that the following in aviation that today can be performed challenges and opportunities will have only by humans can be automated in to be addressed in order to prepare future, enabling an increase in the safety the ground for the digital European sky and scalability of the air traffic system. targeted by phase D of the SESAR rollout. AI-powered systems are expected to be integrated into the cockpit and into • Future operations systems on the ground, which will open the door to air-ground machine-to-machine As traffic continues to increase and grow communication for trajectory management in complexity, the pressure for better and much more. Aerial vehicles will evolve ATM performance will continue to grow. with the emergence of new trends, such as All operational actors (airlines, airports, SPO, and new vehicles types, such as cargo networks, ANSPs, the military, etc.) will and passenger drones. The electrification continue to seek new operational solutions trend will continue to change aircraft

operational VIEW 81 characteristics and operations. U-space need to be always connected will become unmanned traffic management is expected the new standard, both for safety-critical to use unprecedented levels of automation, and non-safety-critical applications, which are likely to start making their way including passenger experience. R&D into traditional aviation. Research should is needed to develop a future concept explore if and in what ways automation can for air-ground digital communications be used to deliver substantial and verifiable that will make it possible to overcome performance benefits while fully addressing the current VHF limitations and enable safety concerns. growth. In addition, specific R&D may be undertaken to support the simultaneous Themes: urban air mobility, SPO, use of multiple alternative means of data autonomous cargo, autonomous large and voice communication between the passenger aircraft, automation Level 3 and flight deck and ATC, including using open beyond for ground systems, U-space U3 links such as 5G secure connectivity. and U4, RPAS IFR and visual flight rules The internet of things for aviation could classes A-G, ATM-U-space convergence. be implemented. Machine-to-machine communication will open up possibilities • Virtualisation serving scalability and for real-time and automatic decision- resilience making to improve efficiency in various sectors of aviation. Increased automation and virtualisation hold the greatest promise for effectively Themes: next generation links, networks balancing supply (of ATC) and demand and applications. (for flights) while ensuring higher levels of resilience. With services delivered • Data sharing and data services irrespective of physical infrastructure or geographical location, the defragmentation In the future, data sharing through of European skies can be realised through interoperable platforms and open data virtualisation. Airspace capacity can be policies will allow collaboration between offered on demand through horizontal various actors and the optimisation of collaboration between ANSPs. The digital services and process. The sharing of data European sky will allow more efficient and will allow the improvement and creation flexible use of resources, substantially of data-based services such as big data improving safety and the cost efficiency of analytics. Aviation is already a sector that service provision and relieving congested generates a huge number of data. However, airspace. Augmented and virtual reality with the emergence of open data trends, systems will also allow the delivery the full potential of big data analytics of geographically decoupled services. in aviation can be explored. Data from Ultimately, the virtualisation of ATC services various sources such as flights, air traffic will enable the creation of new business or airports aligned with powerful analytics models and foster competition in the will allow for improvements and efficiency sector. gains in many operations, such as predictive maintenance, route optimisation Themes: all-weather operations, and personalisation of customer offers. infrastructure as a service, scalability and Ultimately, data services and information resilience. sharing will allow better-targeted decision- making by all stakeholders. New data- • Hyper-connectivity and machine-to- sharing standards and systems will allow machine applications new ‘as a service’ businesses to emerge, allowing the creation of more value for The digital transformation of aviation aviation. will need to be backed up by an increase in connectivity capacity, speed and Themes: future data services and reliability. Different technologies and applications for ATS, airport and network standards, such as 5G and satellite-based planning, passenger-centric ATM, open solutions will allow this to happen. The data.

82 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 • New standards for safety and security 4.4 LINK TO THE GLOBAL CONTEXT

The increase in the number of connected 4.4.1 The ICAO Global Air Navigation devices and common standards will result Plan in increase in vulnerabilities and a higher possibility of cyberattacks. The need for Together with the European institutions, new standards addressing safety and SESAR has continuously and actively cybersecurity will emerge. It will also be contributed to the development of the necessary to further develop cybersecurity ICAO GANP and the aviation system techniques for ATM, including the transfer block upgrades (ASBUs). Cooperative to ATM of cybersecurity knowledge arrangements have been established from other domains (e.g. system design with the United States and several other principles, cryptography, blockchain, states and regions of the world at the software-defined networking). Research level of agreeing common views regarding should support the development of GANP-related developments and their concepts enabling the level of cybersecurity implementation. The recent 3rd edition to be maintained in an environment of the Next Generation Air Transport where threats are continuously evolving. System report NextGen —SESAR state An integrated operational and technical of harmonisation48 explains the key architectural approach will be required. interoperability and harmonisation areas Cybersecurity and safety considerations contributing towards the implementation of for systems powered by advanced digital the ICAO GANP. technologies (e.g. AI, speech recognition) will have to be taken into account. In the development of the GANP for Designing safety and cybersecurity endorsement at the 40th ICAO General provisions for highly automated systems Assembly in 2019, the European input into will be a major challenge and will open up the 13th ICAO Air Navigation Conference new avenues of research. (ANC13) led to positive results in line with the recommendations made by the EU Themes: provisions for highly automated Member States’ and ECAC states. The and autonomous air-ground systems, recommendations from ANC13 will guide integrated safety and cybersecurity, the the development of the GANP towards a trust framework in hyper-connected and virtual networks, system and human (48) NextGen – SESAR State of Harmonisation, 2018 https://www.sesarju.eu/newsroom/brochures- performance. publications/state-harmonisation

operational VIEW 83 new era for aviation, with new entrants have similar links to the GANP, which is and digital enabling capabilities emerging something that could be considered in and allowing higher performance levels in relation to the Master Plan and a European global aviation. This plan will correspond to security plan. achieving phase C of the vision, as outlined in Chapter 2. To ensure alignment and the required links to the Master Plan, the SJU has, It was agreed that the GANP would now be together with the European Commission, structured similarly to the Master Plan. The EASA and Eurocontrol, actively supported content of the GANP is organised in four the ICAO Secretariat through organised layers: the global strategic level, the global working groups in which all regions of technical level, the national level and the the world have participated with industry regional level. This will enable stakeholders organisations such as the International Air to access and use information at the level Transport Association, Airports Council of detail relevant to their area of interest. International, the Civil Air Navigation The global strategic level sets the vision for Services Organisation, the International global aviation, the performance ambitions Coordinating Council of Aerospace and the conceptual roadmap. Together Industries Associations, the International with an executive summary, this level is Federation of Air Traffic Controllers’ aimed at policymakers and the executive Associations and the International level of the stakeholders within the global Federation of Air Line Pilots’ Associations. aviation community. The global technical Active coordination is ongoing among the level addresses the expert level, providing European members of panels and working detail on the application of improvements groups under the Commission, and ECAC- to operational environments based on chaired coordination groups. performance needs. There will also be a GANP portal, similar to the Master Plan It can now safely be said that the GANP portal, where the aviation community can aligns well both in vision, performance access information. ambitions, structure and technical content with the Master Plan and SESAR The GANP now has clear links with the Solutions. This ensures that the necessary ICAO Global Aviation Safety Plan, similar ICAO provisions will be in place, allowing to those between the Master Plan and refinements to take place at European level the European Aviation Safety Plan. The to the benefit of SESAR strategies, planning ICAO Global Aviation Security Plan will and implementation.

84 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 4.5 THE ROLE OF THE HUMAN 4.4.2 Harmonisation with other major modernisation programmes 4.5.1 An integrated view of the ATM As a major ATM modernisation system programme, SESAR shares responsibility for and interest in harmonisation as a In ATM as in all industries, human capital means of ensuring safe, efficient and is a critical and an integral element of the seamless global interoperability. It is also system. Changing demands on ATM require very well understood that harmonisation a radical increase in the dynamics of the and interoperability mean not being system to secure its scalability (up and completely identical but, rather, being down) and resilience, ensuring that all air harmonised and interoperable at the level traffic is handled safely and efficiently, even of standards. SESAR, NextGen and other under the highest traffic growth forecast or state and regional ATM modernisation during stagnation or unexpected downturn. programmes advocate a ‘one size does not To achieve this goal, digitalisation and fit all’ approach, as accepted by the ICAO automation will play a central role. In with the aim of achieving the harmonisation this context, the role of the human and of necessary to: human interface with machines — making optimal use of the strengths of humans and • ensure flights/aircraft can operate their capacity to control the tools, use the seamlessly in all regions without support provided by machines to manage requiring additional capabilities; situations, and quickly and safely react to the unexpected — will require careful • ensure that common standards are consideration. available in a timely manner; This will require attention to and the • optimise development and development of the role of the human, implementation costs through the in parallel with ATM concepts and sharing of efforts and results. technological developments, throughout the Master Plan life cycle. In recent years, we have seen a growing recognition of the SESAR brand and To support uniform human-system SESAR Solutions. This relates in part integration in the ATM system, the following to the fact that European states and will be key. stakeholders have together continuously and consistently aligned the Master Plan • A new work system (49) will emerge and and SESAR Solutions with the ICAO GANP new roles will be created to replace, and ASBUs (see Annex B), but it is also supplement or modify current roles in because deployments are now taking the existing ATM system. Changes to place, delivering operational performance the characteristics of the work system benefits. Based on the credibility established will have consequences, for example globally through the Master Plan, there is with regard to the ability to coordinate increasing uptake outside Europe of SESAR between system actors (be they human or Solutions and European SESAR partners’ machine actors), the timeliness of access products and services. There are also now to resources and the ability of the work more specific requests from non-European system to adapt. states for collaboration relating to SESAR Solutions in several key areas, not least the • Following a total system approach, the new digital technologies and emergence of new work system must provide new tools new entrants into the airspace. to support continuous, system-wide The SJU aims to use its cooperative awareness of the status of all critical arrangements with other states and regions processing, at all times, including during of the world as a platform for building cooperation on specific topics of mutual (49) A work system is a system in which human participants interest, in addition to ensuring alignment and/or machines jointly perform work (processes and activities) using information, technology and other with the ICAO. resources to produce products/services.

operational VIEW 85 degraded modes of operation or, for stems from fully understanding task example, cyberattacks. distribution and system dynamics. The design will explicitly incorporate • New tools must enable humans to make requirements for human and machine effective decisions, including where actors enabling effective collaborative collaborative, co-adaptive and joint work across the entire system. The intelligence modes of decision-making delivery of sustained system performance are used (in the controller working will also be supported by a design that position, the cockpit, the air traffic safety provides sources of resilience. electronics personnel (ATSEP) working position, etc.). In addition, these tools • Change management, which is an must support capacity for containing indispensable component of the cyberattacks and technical failures, development, implementation and in- ensuring recovery and safety throughout service life cycle of the SESAR ATM target the functional system. The joint work concept, will be consistently undertaken. system will need to have explicit objectives It is integral to the successful that optimise performance and resilience. implementation of large and complex socio-technical systems, to ensure not • Achieving the SESAR ATM target only that preparation for transition to a concept, described in Section 4.1, will new work system is embraced but also therefore require a different approach that sociological factors and the needs of to defining the role of the human from all actors involved, including those who that used in the past. It will be necessary will influence and enable organisational to acknowledge and embrace the change, are taken into account. interdependence between the various actors in the loop, human and machine, 4.5.2 Changes to address working together in joint activity with shared processes built on an integrated The following developments are anticipated design that optimises the collaboration of within the work system: actors with a view to optimising system performance. • the gradual digitalisation of the ATM (see Chapter 2); • The work system design will be based on a systems thinking approach, according • in this context, the changing human role to which optimised system performance and the changing nature of work carried

86 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 out by human,, which will emerge from • In some cases, responsibilities the implementation of the ATM target traditionally attributed to human roles concept; (pilots, ATCOs, ATSEP), including for system maintenance and supervision, • new work relationships and will change. This may result in machine dependencies, as the integrated nature of actors taking over a number of tasks, work evolves. for instance where it is not possible for the human to perform any meaningful It is not yet possible to describe the full function. scope and scale of the changes in detail owing to changes in the human role as the • Assistance will be provided by new tools work system itself evolves. to enable human operators to address new challenges such as cybersecurity, From the analyses performed on changes new degraded modes or cascade failure within the scope of SESAR, the following effects due to the interdependence most critical challenges and assumptions and tightly coupled relationship of with regard to the human role in ATM have interoperable ATM/ANS systems. been identified. • The legal implications of human and • Potential exists for redistribution of machine actors sharing tasks, in terms tasks and functions between existing of responsibilities and accountabilities, system actors (between humans in the will be determined at every step- system, and between the human and the change towards the ATM target machine) and new, emerging roles. concept.

• The traditional belief that the human will • The joint nature of a collaborative manage unexpected events unaided or work system introduces new factors unsupported is no longer viable. and behaviours that serve to add complexity and system variability, • A new human-machine integrated as each new function may involve approach will be utilised to deliver differing combinations of human and targeted performance in nominal and system elements working together and non-nominal conditions. interacting functionally.

operational VIEW 87 • In particular, for cybersecurity, new require the successful transition of affected tools will be needed to enable actors staff from current systems to new systems. to distinguish, for all systems, between In addition, human actors will be granted system failures and cyberattacks. new responsibilities for achieving effective system performance and safety. • Change management will remain an essential element of the critical path for During the transition of legacy systems successful implementation of the target to SESAR-based systems, concurrent concept. In keeping with the systems operations and the possibility of cascade approach, the scale of collaborative failures in interconnected systems must be activities will include a broad range of roles, taken into account. New tools will be required actors and organisations at all levels. to ensure total system awareness following the introduction of new ways of working and • The skills and knowledge required of new system architectures. The transition human actors — system wide — will be from segregated ATM/ANS systems to a different, generally more managerial and networked environment will require effective complex, in future. Ongoing competence ways of managing the change. and capability will be achieved only through integrated continuation training. To retain optimal levels of service, an adapted approach to operations, • There will be a greater need for in-depth management and leadership will be technical training for humans in ATM to required. This includes the participation address the higher level of complexity and involvement of staff and management of SESAR systems and the need, during in an effective partnership. a transitional period, for workers to continue to maintain the ability to use Key enablers contributing to the success of legacy systems as long as they remain in SESAR development and deployment will operation. remain the following.

• While change management will be used, • Staff involvement. The effective and social issues may still arise as a result of active participation and involvement of the redistribution of responsibilities and the European civil and military aviation changes in the business models of ANSP communities, including trade unions operations within the European ATM and professional staff organisations, system. within R&D activities and subsequent deployment activities will be required, to enable proactive identification of social 4.5.3 Approach to change and change management risks and management opportunities, with regard to the common Changes introduced during the SESAR goal of improving the overall performance development and deployment phases will of the ATM system. The involvement

88 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 of staff and staff representatives in undertake such roles with confidence will validation activities and simulations (e.g. need to be proven and attained. through the international validation team) will support this goal. A strategic change plan — to include a clear statement of the objectives of change, • Social dialogue. Social partners in the timescales, resources, communication European Sectoral Social Dialogue plans, a description of the contribution Committee for Civil Aviation must of staff (in deployment activities, with ensure that all affected parties are regard to the establishment of a social appropriately represented and must forum at European, national and company take a proactive and supportive role in levels, etc.) and risks associated with the ensuring the successful implementation execution of the plan — is needed. of the SESAR target concept, through stable participation structures and clearly Building the momentum for change will defined mandates. involve taking into account the need for humans to develop effective working • Training. Consideration of the effort relationships with new actors and to and costs associated with changes to develop new working methods. Change the role of the human is crucial. This management will support and enable the may include training staff, development transition through the step-changes of the training, technical training involving numerous iterations of the delivery of the staff in simulations and procedure ATM target concept. This will include, but design, training infrastructure not be limited to, implementing a pattern of development, and operational and changes that will lead humans to feel that technical developments. To avoid they are in control and able to navigate the a negative impact on staffing and changes in ways that do not compromise consequently on ATM capacity, the effort their safety or competence. and cost associated with these activities must be included in business cases 4.5.4 Gender equality in ATM related to SESAR deployment. ATM in Europe used to be a rather male- • Change management. Provisions will dominated business, and it lags behind be made for effective and optimal many other businesses when it comes change management. This will support to balancing gender participation at all a transition path that considers the organisational levels. influence of successive migratory implementation steps towards the agreed Not only is the share of women in most ATM concept evolution. organisations lower than that of men, women are in particular often underrepresented at A change management strategy across higher management levels. the extended ATM system is an essential prerequisite to fulfilling the ambitions Most organisations today recognise the of the Master Plan. A clear change added value that gender equality and management strategy and associated also ethnic and cultural diversity bring planning to initiate, implement, manage to organisations. While transforming the and steer effective and sustainable change European ATM system over the years to and transition within all organisations come, as described in the Master Plan, all should be established before SESAR ATM organisations are strongly encouraged deployment. to achieve balanced gender participation at all levels of their organisations in line This will be supported by appropriate with the European initiative ‘Women in governance and management to ensure Transport — EU Platform for Change’ (50). that personnel have reached the capability required for each role or function to (50) See also the EU ‘Declaration on equal opportunities for be undertaken. Where new roles and women and men in the transport sector‘ (available at https://ec.europa.eu/transport/themes/social/women- capabilities are introduced, competence to transport-eu-platform-change_en).

operational VIEW 89 4.6 CYBERSECURITY IN A technologies, etc.), and may introduce new SAFETY-ORIENTED INDUSTRY threat vectors, particularly in the area of cybersecurity, the exploitation of which The main objective of SESAR is to could result in undesirable impacts on deliver a fully scalable system, fulfilling safety of operations, capacity, delays, cost successfully the growing capacity needs efficiency and the environment. while remaining even safer than today’s system, striving to achieve the ambition of The Advisory Council for Aviation Research ‘no ATM-related accident’ (see Chapter 3). and Innovation in Europe (ACARE) From a safety perspective, this means Strategic Research and Innovation Agenda that all SESAR Solutions will be validated supports the realisation of the goals of to deliver safety performances that, Flightpath 2050 (52). Safety and security taken collectively, will make it possible to are addressed by five common threads maintain or improve on the current high that are equally relevant in the context of safety levels despite the increase in traffic. the Master Plan:

The aviation system will evolve • Collaborate for security: a framework significantly in the future, with the must be in place for system-wide application of new operational concepts, security governance, addressing an increased use of commercial off-the- policy, regulation and oversight, and shelf products developed using open the application of appropriate security standards, increased sharing of data management systems. and networking of systems, and the introduction of new vehicles into controlled • Engage personnel and society: the airspace. The next generation of systems means to develop a security culture resulting from the digitalisation of must be established and implemented aviation will apply emerging technologies across the aviation industry. (e.g. AI (51), data analytics, new security

(51) Artificial intelligence, machine learning, deep learning and data analytics are all concepts in a scientific domain (52) European Commission, Flightpath 2050 — Europe’s vision for that is rapidly evolving. There is no unanimously agreed aviation: report of the High Level Group on Aviation Research, taxonomy on these terms. Therefore, the term ‘AI’ is meant Publications Office of the European Union, Luxembourg,2011 here in the broadest sense of the word, and includes data (https://ec.europa.eu/transport/sites/transport/files/ analytics, machine learning and deep learning. modes/air/doc/flightpath2050.pdf).

90 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 • Security intelligence: this will be OPTICS2 workshops have provided required to provide the information additional insights into research priorities, necessary to effectively identify current including the need to: threats and vulnerabilities, and predict and prepare for those emerging in the • develop capabilities in secure information future. acquisition, storage and dissemination;

• Operational security: capabilities • develop system architectures that in incident management must be support the development of secure, developed to deliver the means of resilient systems, capable of rapid detecting security incidents in real time, adaptation to novel attack vectors; and responding and recovering rapidly. • develop modelling and simulation tools • Design, manufacture and certify for capable of demonstrating the compliance security: this will be important to ensure of a system with security requirements; that security is addressed in all phases of the life cycle, including design, • apply intelligent systems to a variety of manufacture, deployment, operations areas of aviation security (the application and decommissioning, supported by the of AI to user-behaviour analytics, network provision of appropriate methods, tools, surveillance or incident forensics, for guidance material and standards. example, could provide a system with the capability to react autonomously Several past and ongoing research to breaches, adaptively delaying or projects address aspects of the neutralising ongoing or developing abovementioned issues. There are, attacks); however, a number of key areas that require particular security attention in • carry out research into the safety the short term, with the application areas assessment and certification of safety- of CNS systems — where security has critical systems that incorporate traditionally not been designed in, where technology based on AI. protocols are used that are susceptible to eavesdropping, jamming and flooding, and A key issue for ATM will be how to leverage where authentication or integrity checks well-established cybersecurity standards are weak or absent, and drones, which while ensuring they are ATM-relevant. may introduce new threats to aircraft, Accordingly, existing safety and security airports and third parties — being of standards may need to be tailored to or particular interest. have a profile developed for ATM.

operational VIEW 91 E 1 2 3 4 5 6 7 A DEPLOYMENT VIEW EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW EDITION 2020

5This chapter describes how and when the technology that is successfully rolled out from SESAR should be deployed. Section 5.1 provides a high- level holistic view for the entire SESAR project, while Sections 5.2 to 5.5 provide further details for changes that are in the pipeline towards deployment.

5.1 HOW AND WHEN THE SESAR will be transferred to the deployment VISION SHOULD BE DEPLOYED phase once maturity is reached.

3. Estimated future R&D (55): solutions 5.1.1 Status of SESAR Solutions that are needed to achieve the digital The achievement of the SESAR vision European sky (phase D) and that are outlined in the Master Plan requires the currently being further explored. development and subsequent deployment of SESAR Solutions. These solutions fall FIGURE 15 (56) shows the shares of SESAR into three categories. Solutions across these three categories. It also shows the percentage of solutions 1. Delivered (53): solutions successfully that have been already transferred to rolled out from R&D with demonstrated deployment and depicts deployment status benefits and transferred to deployment. as described in the Master Plan Level 3. These mainly cover phases A and B of the vision for the time being. The deployment status (57) of delivered SESAR Solutions is described as follows. 2. In development (54): solutions that are currently under development within the • The adoption of an implementation SESAR programme and are expected objective in the Master Plan Level 3 yearly to reach readiness for industrialisation plan implies that a deployment decision within the lifetime of the current SESAR has been taken. 2020 programme. These will cover the remaining elements of phase B and • In the absence of an implementation allow the delivery of the Master Plan objective in the Master Plan Level 3, it vision up to phase C. These solutions is assumed that no deployment decision

55 (53) SESAR Solutions catalogue, 3rd edition, 2019 (available ( ) Based on research needs identified in Section 4.3 above. from the SJU website https://www.sesarju.eu/ (56) SJU analysis, based on expected Master Plan Levels 1, 2 solutionscatalogue). and 3 planning data by the end of 2019. The analysis took (54) SJU single programming document 2019-2021, https:// into account reporting data concerning, for example, the www.sesarju.eu/sites/default/files/documents/adb/2019/ state of implementation of the PCP. SJU%20Single%20Programming%20Document%202019- (57) Draft Master Plan Level 3, 2019 edition 2021.pdf (www.ATMMasterPlan.eu)

93 FIGURE 15. STATUS OF SESAR SOLUTIONS

31% In development 48% 37% 30% 70% Regulated Delivered Pending With deployment deployment decision decision 52% Non 32% regulated Estimated future R&D

Development status Deployment status

has been taken yet and, therefore, the commitment and motivation, it is likely deployment of the associated solution that the transformation can be delivered by is described as ‘pending deployment 2040 with significant positive consequences decision’. for EU growth, EU citizens, and the attractiveness and sustainability of the Finally, for the subset of SESAR Solutions aviation sector at large. for which a deployment decision has been taken, FIGURE 15 also presents the shares Enabling this accelerated path requires key of those that are linked to functionalities decisions that will shape the execution of regulated (through the pilot common the SESAR project in the 2020+ time frame project) against those that are non- to be taken very rapidly; these decisions regulated. will help in achieving the following key intermediate milestones leading up to 2040.

• By 2025, in addition to the already Read about success stories planned rollout of the first SESAR of the development results (e.g. through the PCP), new and implementation of SESAR Solutions at: programmes on airspace reconfiguration https://www.sesarju.eu/in-practice and operational excellence have delivered quick wins. Regulation has evolved to support the transition ahead, and drone accommodation, including initial U-space 5.1.2 Key milestones for SESAR services implementation, is complete deployment across Europe. Although SESAR has already contributed to shortening the innovation cycle in ATM • By 2030, the implementation of the next from 30 years to approximately 15-20 years, generation of SESAR technologies is achieving the SESAR vision by 2040 will complete, with the rollout of virtualisation be challenging in the present context and techniques and DAC, supported by using the present ways of working. In order the gradual introduction of higher to complete this transformation, it will levels of automation support. The new therefore be essential to move towards architecture enables resources (including new ways of working within SESAR and data) to be shared across the network, a regulatory framework that encourages supporting flexible and seamless civil- innovation to enable a further shortening military coordination and allowing for of the innovation cycle to 5-10 years. more scalable and resilient service With these changes and strong collective delivery to all airspace users. Advanced

94 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 U-space services are operational across also supports the implementation of an Europe. optimised European airspace architecture and the ‘fast tracking’ of the deployment • By 2035, the full defragmentation of of U-space services from 2019. The two European skies through virtualisation is options for the rollout of technology complete. The network operates at its enabling the completion of phase D are optimum capability, having fully evolved shown; option 1 requires an earlier start from a system based on punctuality to and thus industry and stakeholders’ a system based on predictability, and consensus and commitment. can safely and effectively accommodate 16 million flights (+50 % compared with Reaching the SESAR vision by 2040 instead 2017). Drones, along with all aerial of 2050 (or in any case earlier than 2050) vehicles, are efficiently integrated into would make it possible to reap crucial both controlled and uncontrolled airspace. benefits about a decade earlier and at a lower cost, as explained in Chapter 6, Two main rollout options have been thanks to cutting on transition costs and identified, which may also take the form going straight to the performing solutions of a number of intermediate scenarios; and organisation. However, achieving depending on the extent to which the this will require new ways of working ATM community joins forces and changes within SESAR, as well as an evolution working methods, it should be possible to in the regulatory framework to promote reach the implementation of the full SESAR innovation, as described below. vision by 2040 (option 1) or 2050 (option 2). • The new ways of working within SESAR FIGURE 16 shows the various milestones would involve the following. for SESAR rollout, including the completion of phase C of the vision by 2035, supported -- More agility: creating solutions through by the existing SESAR programme, which prototypes and demos developed

FIGURE 16. TARGET ROLLOUT OF SESAR

Years 2020 2025 2030 2035 2040 2050

Phase A Adress known critical network performance deﬁciencies Phase B Deliver efﬁcient SESAR services and solutions infrastructure deployment Phase C Defragmentation of European skies through virtualisation

Phase D Option 1 Achieve Digital European R&D sky with a fully scalable, highly automated ATM system leading to a safety level ator above current Option2 levels (incl. performance R&D based ops.)

U-space U-space is deployed Gradual deployment of U-space services deployment with shorter lifecycles. Technologies are deployed when mature

Key changes compared R&D readiness Start of Full operational capability Standardisation Implementation to 2015 Master Plan (end of V3) deployment (full deployment) and industrialisation

Deployment view 95 in smaller teams with shorter time This innovative approach would allow frames; developing solutions by better connections and synchronisation addressing service-related challenges between ground-based developments and without prejudging upfront what the the airborne industry, whose plans and optimal technical solution is; creating expectations for the future are already SESAR innovation labs to fast-track known. This is described in the subsection R&D, perform quick prototyping and below. incubate new ideas. 5.1.3 Critical changes in the airborne -- Openness, in the form of increased segment collaboration between ‘traditional’ engineering domains and new entrants Together with the strategy for and phased that are now likely to attract more approach to rolling out SESAR, it is capital. necessary to connect the SESAR vision with trends and projects in the airborne -- Coordination to reduce innovation segment, which can serve as milestones cycles from about 30 years to about on the route towards the implementation of 5-10 years, focusing on disruptive phase D. innovation. To achieve this, the development and deployment of the • More autonomous aircraft. The airborne integration of drones into the airspace, manufacturing industry’s contribution and in particular the development and to increased automation will result in implementation of U-space services, more aircraft automation and autonomy. may be used as a ‘laboratory’ that can The next step envisages a move from support faster life cycles in the manned the current model of large aircraft with aviation environment; in addition, two pilots in the cockpit to a single crew ‘sandboxing’ between organisations member in the cockpit, that is, SPO. SPO may allow faster times to market. is a response to societal expectations on the ultimate capability of a human • A regulatory framework that will support to take over in the case of disruption in innovation — through market take-up, automation, while paving the way to full incentives for early movers and focus on autonomous flight. Full autonomous delivery of services — is required, with flight (i.e. UAS for commercial flights) an emphasis on what services should be is an SPO remote use case, as the provided and how, rather than on what possibility of on-board pilot incapacitation technologies should be implemented. must be taken into account.

96 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 Full autonomous flight could potentially designs. There are a number of related be pioneered by the freight transportation projects around the world, some already industry. For instance, technical enablers experimenting with aerial prototypes. of highly secure and robust command Urban air mobility will be one of the most and control between aircraft and a demanding use cases for Uspace, and the remote control centre on the ground related services will need to be validated could be developed. SESAR should by SESAR. validate the seamless integration of autonomous aircraft into the ATM system • Digitalisation and connectivity. System- both from a technical and an operational wide information sharing, big data perspective. Fully autonomous flight will analytics, etc., are becoming the industry be supported by airborne self-separation state of the art, bringing increased and DAA functionalities. productivity and performance. The benefits for ATM of this major industry • Business trajectory. The business evolution have inspired the Tallinn trajectory is the European development declaration (58) and are duly recognised in of the ICAO TBO concept. With TBO, ATC the SESAR vision. In order for this vision is no longer based on where the aircraft to materialise, SESAR needs to prompt is but on where the aircraft will be. One the validation of transverse ATM solutions of the main enablers of TBO and part for cybersecurity, full implementation of of the PCP is the synchronisation of SWIM services, datalink and broadband the airborne-based and ground-based connectivity (satcom/L-DACS). predictions of the aircraft trajectory, in the shape of the RBT or reference 5.1.4 Supporting the implementation mission trajectory (RMT). The airborne of an optimised European industry has embraced the TBO concept, airspace architecture having produced a first certified product to support the i4D very large-scale The Airspace Architecture Study, developed demonstration. by the SJU with support from the Network Manager and delivered to the Commission While TBO is a much needed evolution of on 5 February 2019, aims to address the current ATM, TBO will need to be inherent capacity challenge by, for the first time, in U-space and is seen by the industry as considering developments in airspace, key for ATM/UTM convergence resulting operations and technical in combination from further evolutions of the current with proposed changes to service provision business trajectory concept.

• Urban air mobility. The latest industry progress in battery technology and electric propulsion is prompting the emergence of a wide range of new air transportation applications, enabling even further increased efforts to

reduce noise and CO2 emissions. This development, among others, can help to make possible more operations in congested areas and opens the door to alternative responses to the increasing demand for transport in megacities. Urban air mobility features flying taxis operating at low and very low levels in suburban and urban areas, starting at present with vehicles such

as helicopters and moving naturally (58) Towards the Digital European Sky. A Joint Industry towards more autonomous operations, Declaration. (https://www.sesarju.eu/sites/default/ files/documents/reports/Joint%20Declaration%20-%20 alternative propulsion and new vehicle Towards%20the%20Digital%20European%20Sky.pdf)

Deployment view 97 FIGURE 17. AIRSPACE ARCHITECTURE STUDY TRANSITION STRATEGY

2035

2030 2025

ECAC-wide implementation of Implement virtual centres and Transformation to flight/flow cross-border Free Route, dynamic airspace configuration centric operations air-ground and ground-ground at large scale connectivity Trajectory-based operations Gradual transition towards Launch airspace re-configuration high levels of automation supported by Operational supported by SESAR Solutions Service-oriented Excellence Programme air traffic management

Capacity-on-demand Set up an enabling framework arrangements implemented for ADSP, capacity-on-demand accross Europe service and rewards for early movers, ﬁrst ADSP is certiﬁed New ATM data service provision model is implemented across Europe

supported as needed by the relevant supported by the technology delivered by regulatory measures. the SESAR programme and outlined in this edition 2019 of the Master Plan. The objective of this study is to propose a future European airspace architecture, with There are three specific conditions that an associated transition strategy, to start to should be considered in order to secure address the capacity shortage in the short this implementation timeline. term, and also to develop an architecture robust enough to ensure the safe, • Capacity-on-demand agreements. seamless and efficient accommodation of These will ensure the continuity of ATS all air traffic in the long term. Making use by enabling more dynamic temporary of the expected delivery of the relevant delegation of the provision of ATS to an R&D carried out under in the SESAR 2020 alternative centre with spare capacity. programme and outlined in the present edition of the Master Plan, the study • New model for ATM data service targets completion and full implementation provision. This should support the by 2035, that is, the same date by which the progressive shift to a new service current SESAR programme is expected to delivery model for ATM data, through have been fully deployed and phase C of the the establishment of dedicated ADSPs. vision delivered (see Chapter 2). The ATM data services would provide the data and applications required to provide The proposed transition strategy to ATS and include flight data-processing implement the recommendations of the functions such as flight correlation, Airspace Architecture Study consists of trajectory prediction, conflict detection three steps of 5 years, each step paving the and conflict resolution, and arrival way for the next. management planning. These services rely on underlying integration services for FIGURE 17, extracted from the study, weather, surveillance and aeronautical illustrates the main elements of each information. The maximum scope of 5-year period during the transition, service delivery by ADSPs would cover

98 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 FIGURE 18. U-SPACE ROADMAP

RPAS3 U4 IFR & VFR Full services 2035+ in Classes A-G 2030+ U3 Advanced services RPAS2 2027+ IFR in Classes A-G U2 2022+ Initial services 2022+ RPAS1 IFR U1 in Classes A-C Foundation services 2019+ 2019+

RPAS

the ATM data services (e.g. flight data FIGURE 18 (and in line with FIGURE 16 processing) needed to realise the virtual with regard to U-space). defragmentation of European skies and would include the provision of AIS, MET In accordance with the same drone and CNS services. roadmap, full integration of U-space with ATM is targeted for 2035+, which • Targeted incentives for early movers. corresponds to option 1 for the delivery Specific incentives should be put in of the SESAR vision, which envisages place for those actors that implement the development and implementation recommended operational improvements of U-space services being used as a or that shift towards innovative delivery ‘laboratory’ to support the gradual models, with a focus on early movers, implementation of faster life cycles in the in order to initiate the transition. This is manned aviation environment. further detailed in Chapter 6.

5.1.5 Synchronising ATM transformation and the drones roadmap One of the key missions of the SESAR programme, reflected in the Master Plan, is to enable the safe and efficient integration of all aerial vehicles into both controlled and uncontrolled airspace. In accordance with the adopted drones roadmap, the goal is to ensure that drone operations (both UAS and RPAS, including military) are managed as routine operations by 2035 and the delivery of phase C of the vision, as illustrated in

Deployment view 99 FIGURE 19. INTERPRETATION OF DEPLOYMENT SCENARIOS

NB: CAP, capacity; CEF, cost efficiency; DS, deployment scenario; ENV, environment; OEF, operational efficiency; SAF, safety

FIGURE 20. DEPLOYMENT SCENARIOS FOR MATURE SOLUTIONS

5.2 DEPLOYMENT SCENARIOS synchronised deployment emphasises the importance of planning deployment only of This section presents deployment Solutions that are sufficiently mature. For scenarios for changes that are in the each deployment scenario, the operating pipeline towards deployment and that are environment(s) in which performance associated with EOCs, as described in gains can be realised are indicated. Chapter 4 (59). A rollout time is also provided: the timescales for the start of deployment and The deployment scenarios are based on the end of deployment are shown in blue, mature SESAR Solutions proposed for and the timescales for the start of benefits deployment, and solutions approaching at a given place/site and the delivery of maturity, as described in Section 4.2. the full benefit are shown in purple in Experience gained from a first wave of FIGURE 19. Contribution to performance is indicated on the right-hand side of the figure. When the contribution is positive, it (59) For a full account of the links between deployment scenarios and solutions, please refer to Annex A. is shown in green.

100 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 FIGURE 21. DEPLOYMENT SCENARIOS FOR SOLUTIONS APPROACHING MATURITY

5.3 STAKEHOLDER ROADMAPS The stakeholder roadmaps show the SUPPORTING ESSENTIAL deployment scenarios in relation to OPERATIONAL CHANGES specific time frames. For each deployment scenario, two time frames are to be This section provides a deployment considered (FIGURE 22). roadmap for each stakeholder category (ANSPs, airport operators, airspace • The blue shading represents the period users and the Network Manager). The from the earliest start of deployment date aim is to provide a clear account for of the associated deployable elements each stakeholder category of the main until initial operational capability ATM investments that should be planned (IOC) is reached. When considering in the coming decade for technology that implementation, additional aspects such is expected to reach maturity by the end as investment cycles, business models of 2020. and constraints need to be taken into account within this period. Stakeholders Each roadmap provides, for each EOC, might have different start of deployment the planned timelines for the relevant and initial operational capability dates deployment scenarios identified in for a given deployment scenario, because Section 5.2. each stakeholder will have one or more elements to implement at separate Optimising performance benefits also locations. Once a stakeholder has requires synchronised deployment planning deployed all required elements at one of among the various stakeholders to avoid the intended deployment locations, it is situations where investments made by deemed that initial operational capability one stakeholder cannot deliver benefits has been reached and the blue shading because another has not yet made the ends. In the meantime, the rest of the corresponding required change. deployment elements continue to be implemented by each stakeholder in the

Deployment view 101 FIGURE 22. INTERPRETING THE STAKEHOLDER DEPLOYMENT ROADMAPS AND THE LINK TO THE DEPLOYMENT SCENARIOS

remaining deployment locations. When to reach initial operational capability in all stakeholders have reached IOC in their designated deployment locations. one deployment location, this coincides Normally, a deployment scenario needs with the start of benefits date for the to be deployed at several designated deployment scenario. deployment locations. Once all required elements have been deployed • The purple shading represents the time at their designated locations by a required for the remaining elements stakeholder, the purple shading ends,

102 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 FIGURE 23. ANSP ROADMAP

indicating full operational capability. 5.3.1 The ANSP roadmap When all stakeholders (including sub-stakeholders) have completed FIGURE 23 presents the deployment deployment of all the required elements roadmap for ANSPs, with a breakdown at their respective deployment locations between civil and military ANSP sub- to coincide with the end of deployment stakeholders (60). date, the full benefits of the deployment scenario are achieved.

(60) This category includes MET service providers for each sub- stakeholder and also U-space service providers.

Deployment view 103 FIGURE 24. AIRPORT OPERATOR ROADMAP

FIGURE 25. NETWORK MANAGER ROADMAP

5.3.2 The airport operator roadmap 5.3.3 The Network Manager roadmap FIGURE 24 presents the airport operator FIGURE 25 presents the Network Manager deployment roadmap, with a breakdown deployment roadmap. between civil and military sub- stakeholders.

104 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 FIGURE 26. AIRSPACE USERS ROADMAP

5.4 INFRASTRUCTURE EVOLUTION 5.3.4 The airspace user roadmap IN RELATION TO CNS AND FIGURE 26 presents the airspace user SPECTRUM deployment roadmap, with a breakdown of the following stakeholder groups: 5.4.1 CNS strategy scheduled aviation, business aviation (BA fixed wing), rotorcraft, general aviation (GA), Technologies on the ground, in space and FOCs, WOCs and military aviation. on board the aircraft are critical technical enablers for the EOCs required to create the future ATM system. Performance requirements are becoming increasingly

Deployment view 105 demanding, resulting in a need to move contribute to the resilience of a navigation to high-performing and integrated air and service. ground CNS infrastructure and services enabling better performing aviation for 5.4.1.3 Combined satellite-based, Europe. This necessary evolution will follow airborne and ground-based CNS the key directions set out below. Satellites play and will continue to play an increasing role in CNS domains, delivering 5.4.1.1 A change in focus from physical assets to delivery of services improved navigation performance, new surveillance capabilities and the In the context of the digital transformation data exchanges required for trajectory of ATM and the move towards a data management. ecosystem, the CNS infrastructure needs to gradually move towards being provided The global/regional nature of satellite as a service rather than operated as constellation allows for a flexible and global physical assets. This will enable the approach to service provision, including for required flexibility to deal with the growing remote areas. The space segment as a key complexity of technological life cycles. It part of CNS capability, in combination with will also create a business environment airborne and ground-based infrastructure, that favours performance at all levels. will support a coherent rationalisation Business models set up to operate the of the overall CNS infrastructure while services could differ between COM, NAV contributing to the delivery of improved and SUR services and even within COM, services. The evolution of satellite NAV and SUR services. Multiple service constellations will support current and providers, including military providers, future ATM operations for all phases of could offer their services in competition. flight. Customers and providers could be the same or distinct. 5.4.1.4 Rationalised infrastructure CNS rationalisation will lead to network 5.4.1.2 Performance-based and integrated CNS optimisation, following the implementation of new functionalities and/or technologies A performance-based CNS approach to support high performance and makes it possible to evolve from system/ efficiency (in terms of cost, spectrum, technology-based operations, where etc.). The service-oriented approach systems/technologies are prescribed, and the integrated CNS will foster this towards the delivery of performance- process. Military infrastructure and based services, which specify what is to systems will also contribute to CNS be achieved within a specific environment rationalisation, leading to a more resilient based on the operational requirements and and seamless European ATM network considering CNS as a whole and integrated and introducing economies of scale. In system. This leaves to the service providers addition, CNS rationalisation will support the choice of systems/technologies that the long-term availability of suitable radio can achieve the specified performance, spectrum. taking into account their service delivery models and local specificities. This also This rationalisation will be supported by enables airspace users to rationalise the implementation of the MON, mainly airborne systems by customising the composed of legacy systems/services, to a required airborne equipage to their aircraft, level where it will operate as a backup for taking into account their operation models. the CNS backbone, continuing to provide Considering the CNS infrastructure and effective support in the event of the failure services in an integrated way makes of a component of the backbone (e.g. loss it possible to benefit from synergies of GNSS). between the classical CNS pillars, so that for example, a system designed for The potential for optimisation and communication can provide services to rationalisation is recognised for the ground

106 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 FIGURE 27. RATIONALISED INFRASTRUCTURE

Non optimised network Lean and efﬁcient network Service Costly Cost efﬁcient Transformation Conventional technologies State of the art technologies Spectrum saturation Spetrum optimisation

2015 2020 2025 2030 2035 Deployment CNS Scenarios Rationalisation

NDB Navigation VOR GNSS + MON VOR Systems Rationalisation DME GNSS + MON DME

ILS CAT I SBAS + MON ILS Landing Systems ILS CAT II/III GBAS + MON ILS Rationalisation

Underlying Technologies Mode A/C Radars Surveillance Systems Mode S Radars Rationalisation

ADS-B Optimum ADS-B / MON (WAM/ModesS)

WAM

PSR MSPSR

systems NDB, VOR, DME, ILS, Mode A/C/S 5.4.1.5 Safe, secure and resilient radars, high-frequency and VHF voice, infrastructure and VHF datalink mode 2 (VDL 2), by civil ANSPs, as shown in FIGURE 13 (61). Cyber-threats have emerged over recent decades and are now a reality, including for While datalink will become the primary aviation, air transport and ATM: Europe’s means of communication, voice will critical infrastructures are attractive continue to be used for time-critical and targets for cyberattacks. A security breach non-routine messages as well as for in CNS technology is considered a safety communications with specific aircraft. In breach in ATM operations. the long term, VHF voice will start to be decommissioned, but, to maintain voice Mitigating cybersecurity risks in CNS services adapted to the new concept of systems requires implementing high- operations, it will be replaced by digital level security requirements in each of the mobile technology (e.g. voice over IP), technological solutions and in the CNS which will ensure the continuity of system as a whole, leading to an evolution voice services alongside datalink and of the architecture to enable resilience will also provide new voice connection against cyberattacks. functions (e.g. routable features such that voice exchanges can take place from Safety in aviation is always a must; the anywhere). evolving CNS will continue to meet the high-level safety requirements.

(61) This figure represents already agreed rationalisation plans for the navigation and surveillance domains. Rationalisation opportunities in the communication domain have not been agreed yet but could be envisaged in the future, together with further rationalisation opportunities arising from the adoption of digital technologies.

Deployment view 107 not solve all the compliance issues for 5.4.1.6 Increased civil-military synergies and dual use state aircraft, and the utility of the process is still to be assessed. Consequently, The need for the military to safely operate solutions (e.g. exemptions) to handle with a high degree of response and non-compliant state aircraft should also flexibility calls for an appropriate level be inv qstigated and incorporated where of interoperability with civil aviation. necessary. This makes it essential for military requirements to be taken into account 5.4.1.8 Efficient use and long-term when implementing improvements in the availability of suitable radio CNS domain. frequency spectrum

Early engagement with military authorities, The availability of radio spectrum is within the CNS enhancement programme, fundamental to delivering the CNS is critical for understanding the technical infrastructure necessary to achieve the challenges relating to the incorporation safe and efficient management of all of capabilities for military platforms, classes of aviation. It will be a vital enabler and for identifying opportunities for in delivering the components of the Master increasing synergies between civil and Plan. At the same time, the sector seeks to military domains and technologies (dual exploit developing technologies to deliver use, performance, network access, the overall aims of a more efficient, cost- cybersecurity, etc.). The changes to the effective and safe infrastructure, necessary CNS infrastructure should also take into to meet future aviation needs (e.g. account the need for maintenance of unmanned aviation). residual legacy infrastructure based on specific military needs. The SESAR spectrum strategy aims to secure the long-term availability of Civil-military cooperation has strong suitable radio spectrum to meet all of potential for supporting a rationalised and Europe’s future objectives for aviation resilient CNS infrastructure: data sharing through cooperative engagement at global will improve performance and assist in the level. Spectrum efficiency is a recurring rationalisation of SSR mode A/C radars. A challenge that can be addressed through robust data-sharing network with relevant the deployment of updated technology. To cyber-protection and cyber-resilience is deliver this aim, the vision seeks to set out essential. the principles through which aviation can benefit from a sustainable long-term future for aeronautical spectrum, namely: 5.4.1.7 Performance equivalence States have full authority to determine their • periodical assessment of the saturated own criteria and practices for validating bands and investigation of optimum use the performance and safety of their state of the available spectrum (e.g. the 960- aircraft. Considering SES developments 1215 MHz band), at pan-European level; and in order to enable safe and effective access to airspace, national military • review of the current use and authorities are expected to demonstrate improvements with regard to efficiency the compliance of their state aircraft (e.g. VDL 2), at pan European level; with civil ATM/CNS requirements. Since certification against the civil standard is • adoption of a holistic approach consistent not always achievable (e.g. in the case of with the performance-based approach to use of military GNSS), the introduction of COM, NAV and SUR; performance equivalence (PE) is seen as a possible acceptable means of compliance. • transformation of the current reactive Preliminary results show that this may be process to deal with threats to a proactive possible but that regulations need to be process, supported by a long-term view more strongly defined as performance- and improved collaboration with all based. Furthermore, the PE process may aviation stakeholders.

108 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 FIGURE 28 shows the CNS roadmap, based 5.4.2 CNS roadmap on a backbone infrastructure (composed The roadmap is driven by the move of SWIM, multilink services, DFMC GNSS towards performance-based CNS. This and ADS-B) and complemented by the will allow the ATM CNS to evolve from MON. Technologies or types of technologies system-based operations to the delivery (represented by arrows) have been grouped of CNS services. Integrating these existing under the functional domains trajectory concepts into a harmonised performance- negotiation, clearance exchange; aircraft based CNS framework, including positioning derived data and identification; appropriate performance metrics, would and aircraft position and guidance for maximise the cross-domain opportunities airport access. The arrow’s colour is and synergies and would support various determined by the framework under airspace concepts. A unified performance- which the technology is implemented based CNS concept would also enable (i.e. performance-based communication, a better understanding of the CNS performance-based navigation, environment, currently perceived by performance-based surveillance or, in airspace users and service providers as the future, performance-based CNS). The a complex system. The development of components of the infrastructure backbone a performance-based CNS framework have been identified on the right-hand side could also support flexibility for ANSPs of the figure using grey boxes, whereas the and could enable them to define their technology expected to be rationalised and own CNS service delivery models. to form the components of the MON are Finally, such a framework could enable identified with the prefix ‘MON’. FIGURE 28 the rationalisation of airborne systems identifies the main applications supported through the customisation of the required by the underlying technologies. airborne equipage to suit the aircraft and local specificities, as well as the The figure is organised into approximately operator’s business model. 5-year blocks: the present to 2025, 2025-

Deployment view 109 FIGURE 28. CNS ROADMAPS FOR BACKBONE INFRASTRUCTURE

NOW 2025 2030 2035 Objective infrastructure Backbone + MON IP Backbone iSWIM SWIM, SOA SWIM IP IP Backbone Backbone IPv6 mobility, sec

HF & VHF 25 & 8.33 kHz VHF 8.33kHz & MON 25kHz & HF MON VHF 8.33 & 25 kHz (climax) Performance based CS HF HF data Multi-link phase out

Performance based CNS VDL2 VDL2 clearance exchange clearance Trajectory negociation, Trajectory SATCOM C,B SATCOM B SATCOM A/B Multi-link

AeroMACS SATCOM A AeroMACS LDACS A-PNT LDACS LDACS Performance based Navigation DME MON DME/VOR + MON DME MON A-PNT VOR or others

GPS L1 DFMC ABAS/SBAS ABAS/SBAS GNSS DFMC Performance based Surveillance ADS-B ADS-B/ADS-B SAT ADS-B

Mode S Mode A/C/S Clustering clustered Initial MON Mode S

data and identiﬁcation data MLAT MON MLAT Initial MON MLAT

Aircraft positioning, derived Aircraft Composite Composite

PSR MON PSR MON MSPSR

Video Mode S MLAT M/LAT MSPSR ADS-B Initial MON MLAT SMR

SMR MON SMR

EVS SVS/CVS GNSS DFMC Performance based Navigation GPS L1 ABAS ABAS DFMC E, S, CVS GNSS GPS L1 DFMC SBAS SBAS DFMC Aircraft positioning, and Aircraft guidance for airport access for guidance GBAS GPS L1 CAT I/II/III GBAS DFMC CAT I/II/III

ILS MON ILS CAT I MON ILS CAT II/III MON ILS

MON: Minimum Operational Network

2030, 2030-2035 and beyond 2035. These The scope of the roadmap is limited to the time references should be understood as safety-of-life applications; therefore, some indicative and not as firm implementation non-safety-of-life applications mentioned dates. The objective of this roadmap is earlier are not included in the roadmap not to provide a project management plan (e.g. open connectivity and the application for the implementation of the future CNS based on 3G/4G/5G networks). but, rather, to provide an executive view of which CNS applications and infrastructures should be ready by when.

110 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 5.5 STANDARDISATION AND THE and military organisations), and it supports REGULATORY VIEW uniform implementation and standardised oversight actions. To deploy the SESAR EOCs required to build the future European ATM system, The synchronisation of the deployment of there is a need for appropriate regulations, EOCs is expected to be accomplished by technical specifications and means of Commission regulations and supported compliance supported by standards. The by incentives. The term ‘synchronisation’ European regulatory and standardisation is therefore used in the same meaning as framework has to be able to capture and in Commission Implementing Regulation address those demands to ensure that (EU) No 409/2013 (62) on the definition the necessary provisions are available in of common projects. The requirement a timely manner. When regulations and for future synchronised deployment standards are necessary to ensure the is not explicitly included among the coordinated or harmonised deployment needs identified here, which focus on of the EOCs, early identification of those harmonisation aspects. The needs for needs will be important. This will allow synchronisation and financial incentive the various standardisation organisations mechanisms are discussed in the business and EASA to plan sufficiently in advance to view in Chapter 6 (see Section 6.3). be able deliver as required to support the envisaged deployment. Further harmonisation issues or initiatives concerning the EU and Federal Aviation Administration (FAA) are addressed in 5.5.1 Harmonisation and Chapter 4. synchronisation For the purposes of this subsection, the 5.5.2 Identifying the needs term ‘harmonisation’ refers to the process of creating a consistent and convergent A systematic review of the SESAR framework of common rules, specifications Solutions and the underlying system and procedures that enable uniform enablers has been conducted as part of the deployment of the SESAR Solutions development process in order to identify across Europe. As used in this subsection, any standardisation and regulatory needs ‘harmonisation’ is achieved through to support harmonised deployment. The regulatory action, technical specifications review looked at the following: and means of compliance established by (62) Commission Implementing Regulation (EU) No 409/2013 EASA, and appropriate standardisation of 3 May 2013 on the definition of common projects, the activities (by EUROCAE, European establishment of governance and the identification of incentives supporting the implementation of the European Air standardisation organisations, Eurocontrol Traffic Management Master Plan, OJ L 123, 4.5.2013, p. 1–7.

Deployment view 111 • technical and operational changes and the validation results. For this reason, that involve physical interfaces, or the the detailed view of the standardisation exchange of data, between different and regulatory needs, including, where systems, operating in different available, the responsible organisation stakeholder frameworks; and a fuller description of the activity, is maintained on a yearly basis at Level 2 of the • the introduction of changes at stakeholder Master Plan, on the European ATM portal level or across stakeholders; (www.atmmasterplan.eu). This regular update enables regulations, technical • changes to roles and responsibilities specifications, means of compliance and particularly associated with automated mature standards, taking into account and digital systems; society’s needs and public interests, to be developed in a timely manner, thus • the allocation of specific performance permitting the appropriate, harmonised requirements to different systems deployment of the EOCs. and constituents within and between stakeholder frameworks; FIGURE 29 summarises the harmonisation needs for the EOCs. It indicates where a • prevention of monopolistic positions and need for regulatory and standardisation support for new entrants to the aviation activities has been identified. The rolling market. development plan (RDP) maintained by the European ATM Standards Coordination Other objectives of harmonisation, as Group (EASCG) (64) indicates the progress identified in the EASA basic regulation (63), made on either updating existing standards are associated with the need to ensure or the development of new standards for the safety, the free movement of goods, persons traditional ATM community, while the RDP of and services; the need to achieve cost- the European UAS Standards Coordination efficient regulation and certification at Group (EUSCG) (65) does the same for UAS. European level is also considered. The ECSCG (66) was created in Oct 2018 dealing with cybersecurity-related 5.5.3 Standardisation and regulatory standardisation and advises EASA and the needs European Commission. However, at the time This subsection provides a high-level view of of this edition of the Master Plan, it has not the identified standardisation and regulatory yet published an RDP. needs currently envisaged in support of the deployment of the EOCs. It is important to The definition of the required regulations, acknowledge that such needs are those technical specifications and means of identified at the moment of adoption of this compliance and progress on developing edition of the Master Plan. A number of the them are addressed in the actions included proposed SESAR Solutions in the EOCs are in the European Plan for Aviation Safety (67). still subject to validation and consequently The plan also identifies specific subject open to potential revision during the R&D areas that will require regulatory attention phase, which may have an impact. The in the future (e.g. avoidance of mid-air final identification of the standardisation collisions (use of ACAS)). and regulatory needs will be dependent upon the full definition of the concepts (64) The EASCG is a joint coordination and advisory group, which was established to coordinate the ATM-related standardisation activities, essentially stemming from the Master Plan. More information and the RDP can be found (63) Regulation (EU) 2018/1139 of the European Parliament on the EASCG website (https://www.eascg.eu/). and of the Council of 4 July 2018 on common rules in the (65) The EUSCG is a joint coordination and advisory group field of civil aviation and establishing a European Union established to coordinate the UAS-related standardisation Aviation Safety Agency, and amending Regulations (EC) activities across Europe, essentially stemming from the EU No 2111/2005, (EC) No 1008/2008, (EU) No 996/2010, (EU) regulations and EASA rule-making initiatives. The EUSCG No 376/2014 and Directives 2014/30/EU and 2014/53/EU of provides a link between the European activities and those the European Parliament and of the Council, and repealing at international level. More information and the RDP can Regulations (EC) No 552/2004 and (EC) No 216/2008 of be found on the EUSCG website (https://www.eascg.eu/). the European Parliament and of the Council and Council 66 Regulation (EEC) No 3922/91, OJ L 212, 22.8.2018, p. 1-122 ( ) See: https://www.eurocae.net/about-us/ecscg/ (available at https://www.easa.europa.eu/document- (67) https://www.easa.europa.eu/document-library/general- library/regulations#basic-regulation). publications/european-plan-aviation-safety-2019-2023

112 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 No additional needs identified in R&D

Standardisation need identified in R&D

FIGURE 29. STANDARDS AND REGULATORY NEEDS Standardisation/Regulatory work planned or ongoing Analysis in R&D pending No additionalNoNo additionalNo additional additional needs needs needs identified needs identified identified identified in R&D in R&Din inR&D R&D covered in EPAS StandardisationStandardisationStandardisationStandardisation need need identified need need identified identified identified in R&D in R&Din inR&D R&D covered in EASCG Rolling Development Plan Standardisation/RegulatoryStandardisation/RegulatoryStandardisation/RegulatoryStandardisation/Regulatory work work planned work work planned planned plannedor ongoing or orongoing or ongoing ongoing covered in EUSCG Rolling Development Plan Analysis Analysis Analysis Analysisin R&D in R&Din pending inR&D R&D pending pending pending Essential operational change: CNS infrastructure and services Essentialcovered operationalcoveredcovered coveredin EPAS inchange: EPASin inEPAS EPAS CNSSolution infrastructure and services Deployment scenario Solution name Standards Regulations covered in… Essential operational change: CNSSolutioncode infrastructure and services Deployment scenario Solution name Standards Regulations covered in… Solution Deploymentcoveredcoveredcovered coveredinscenario EASCG in EASCGin inEASCG Rolling EASCG Rolling Rolling Development Rolling Development Development code#109Development PlanAir Plan traffic Plan Plan service datalinkSolution using name satcom class B Standards Regulations covered in… code#109 Air traffic service datalink using satcom class B coveredcoveredcovered coveredin EUSCG in EUSCGin inEUSCG Rolling EUSCG Rolling Rolling Development Rolling Development Development #109#110Development PlanAirADS Plan traffic‐B Plan surveillance Plan service datalink of aircraft using in satcomflight and class on Bthe surface CNS rationalisation #110 ADS‐B surveillance of aircraft in flight and on the surface CNS rationalisation #110#103 ADSLPV ‐approachesB surveillance using of aircraftSBAS as in alternative flight and toon ILS the CAT surface I CNS rationalisation #103 LPV approaches using SBAS as alternative to ILS CAT I #103#55 LPVPrecision approaches approaches using usingSBAS GBASas alternative CAT II/III to ILS CAT I Enhanced airborne collision avoidance for #55 Precision approaches using GBAS CAT II/III #55 PrecisionEnhanced approaches airborne collision using GBAS avoidance CAT II/III for commercial air commercialEnhanced airborne air transport collision normal avoidance operations for PJ.11‐A1 transportEnhanced normalairborne operations collision avoidance (ACAS Xa) for commercial air (ACAScommercialEnhanced Xa) airborne air transport collision normal avoidance operations for PJ.11‐A1 transportEnhanced normalairborne operations collision avoidance (ACAS Xa) for commercial air (ACAScommercialAlternative Xa) position,air transport navigation normal and operations timing (A ‐PNT) ‐ PJ.11‐A1 PJ.14‐03‐04 transportRNP‐1 reversion normal based operations on DME (ACAS‐DME Xa) short(ACASAlternative term Xa) position, navigation and timing (A‐PNT) ‐ PJ.14‐03‐04 RNP‐1 reversion based on DME‐DME shortAlternative term position, navigation and timing (A‐PNT) ‐ PJ.14PJ.14‐‐W203‐‐0476 RNPIntegrated‐1 reversion CNS and based spectrum on DME‐DME short term PJ.14‐W2‐76 Integrated CNS and spectrum PJ.14‐W2‐7677 IntegratedFCI services CNS and spectrum PJ.14‐W2‐77 FCI services PJ.14‐W2‐7760 FCI servicesterrestrial data link and A‐PNT enabler (L‐DACS) CNS services evolution PJ.14‐W2‐60 FCI terrestrial data link and A‐PNT enabler (L‐DACS) PJ.14‐W2‐107 Future satellite communications data link CNS services evolution PJ.14‐W2‐60 FCI terrestrial data link and A‐PNT enabler (L‐DACS) PJ.14‐W2‐107 Future satellite communications data link CNS services evolution Dual frequency / multi constellation (DFMC) GNSS/SBAS PJ.14PJ.14‐‐W2W2‐‐10779 Future satellite communications data link andDual GBAS frequency / multi constellation (DFMC) GNSS/SBAS PJ.14‐W2‐79 andLongDual GBAS frequencyterm alternative / multi position, constellation navigation (DFMC) and GNSS/SBAS timing PJ.14‐W2‐8179 and(ALong‐PNT) GBAS term alternative position, navigation and timing PJ.14‐W2‐81 Long term alternative position, navigation and timing Hyper‐connected ATM PJ.14‐W2‐8161 (AHyper‐PNT)‐connected ATM Hyper‐connected ATM PJ.14‐W2‐61 (AHyper‐PNT)‐connected ATM Hyper‐connected ATM PJ.14‐W2‐61 Hyper‐connected ATM

Essential operational change: ATM interconnected network Essential operational change: ATMSolution interconnected network Deployment scenario Solution name Standards Regulations covered in… Essential operational change: ATMSolutioncode interconnected network Deployment scenario Solution name Standards Regulations covered in… Solution Enhanced ATFMDeployment slot swapping scenario code#56 Enhanced ATFM slot swappingSolution name Standards Regulations covered in… code Enhanced ATFM slot swapping #56 CWPEnhanced airport ATFM ‐ low slot cost swapping and simple departure data entry AirportEnhanced integration ATFM slot into swapping the network #56#61 Enhanced ATFM slot swapping panelCWP airport ‐ low cost and simple departure data entry Airport integration into the network #61 Collaborative airport (airport operations plan ‐ panelAirportCWP airport operations ‐ low cost plan and and simple AOP‐NOP departure seamless data entry Airport integration into the network #21#61 networkCollaborative operations airport plan, (airport phase operations 2) plan ‐ panelintegrationAirport operations plan and AOP‐NOP seamless #21 networkCollaborativeSWIM TI (technicaloperations airport infrastructure) plan, (airport phase operations 2) purple plan profile ‐ for integrationSWIMAirport TI operations purple profile plan for and air/ground AOP‐NOP advisoryseamless PJ.17#21‐01 networkair/groundSWIM TI (technicaloperations advisory infrastructure) plan,information phase 2) sharing purple profile for informationintegrationSWIM TI purple sharing profile for air/ground advisory PJ.17‐01 air/groundSWIM TI purple(technical advisory profile infrastructure) information for air/ground sharing purple safety profile‐critical for informationSWIM TI purple sharing profile for air/ground safetyadvisory‐critical PJ.17PJ.17‐W2‐01‐100 informationair/groundSWIM TI purple advisory sharing profile information for air/ground sharing safety‐critical informationSWIM TI purple sharing profile for air/ground safety‐critical PJ.17‐W2‐100 informationEnhancedSWIM TI purple network sharing profile traffic for prediction air/ground and safety shared‐critical informationEnhancedSWIM TI purple network sharing profile traffic for prediction air/ground and safety shared‐critical PJ.17PJ.09‐‐W2W2‐‐10045 complexityinformationEnhanced network representation sharing traffic prediction and shared complexityinformationEnhanced network representation sharing traffic prediction and shared PJ.09‐W2‐45 complexityNetworkEnhanced optimisation network representation traffic of multiple prediction ATFCM and shared time‐based complexityNetworkEnhanced optimisation network representation traffic of multiple prediction ATFCM and shared time‐based PJ.09‐W2‐4745 complexitymeasuresNetwork optimisation representation of multiple ATFCM time‐based complexitymeasuresNetwork optimisation representation of multiple ATFCM time‐based PJ.09‐W2‐47 Network optimisation of multiple ATFCM time‐based Network optimisation of multiple ATFCM time‐based measuresCollaborative network performance management PJ.09‐W2‐4749 measuresCollaborative network performance management measures measures CollaborativeDigital collaborative network airport performance performance management PJ.09‐W2‐49 Collaborative network performance management Collaborative network performance management PJ.09PJ.04‐W2‐4929 CollaborativeDigital collaborative network airport performance performance management management managementDigital collaborative airport performance PJ.04‐W2‐29 Digital collaborative airport performance management managementCollaborativeDigital collaborative framework airport for performance managing delay Collaborative framework for managing delay constraints PJ.07PJ.04‐W2‐3929 Digital collaborative airport performance management constraintsmanagementCollaborative on framework arrivals for managing delay onCollaborative arrivals framework for managing delay constraints PJ.07‐W2‐39 constraintsCollaborativeSWIM TI green on framework arrivalsprofile for forground/ground managing delay civil onSWIMCollaborative arrivals TI green framework profile for forG/G managing civil military delay information constraints PJ.17PJ.07‐‐W2W2‐‐10139 constraintsmilitarySWIM TI information green on arrivalsprofile sharing for ground/ground civil sharingonSWIM arrivals TI green profile for G/G civil military information PJ.17‐W2‐101 militaryEnhancedSWIM TI information green collaborative profile sharing for airport ground/ground performance civil sharingEnhancedSWIM TI green collaborative profile for airport G/G civil performance military information planning PJ.17PJ.04‐‐W2W2‐‐10128 planningmilitaryEnhanced information and collaborative monitoring sharing airport performance sharingandEnhanced monitoring collaborative airport performance planning PJ.04‐W2‐28 planningDigitalEnhanced integrated and collaborative monitoring network airport management performance and ATC andDigitalEnhanced monitoring integrated collaborative network airport management performance and planningATC PJ.09PJ.04‐W2‐4828 planningDigital integrated and monitoring network management and ATC planningandDigital monitoring integrated (INAP) network management and ATC PJ.09‐W2‐48 Digital integrated network management and ATC Digital integrated network management and ATC planning PJ.09‐W2‐48 planning (INAP) planning planning (INAP)

Essential operational change: Digital AIM and MET services Essential operational change: DigitalSolution AIM and MET services Deployment scenario Solution name Standards Regulations covered in… Essential operational change: DigitalSolutioncode AIM and MET services Deployment scenario Solution name Standards Regulations covered in… Solution Digitally enhancedDeployment briefing scenario code#34 Digital integrated briefingSolution name Standards Regulations covered in… Digitally enhanced briefing code#34 Digital integrated briefing ImprovedDigitally enhanced aviation AIMbriefing and MET services through PJ.18#34‐04a DigitalAeronautical integrated information briefing management (AIM) information automationImproved aviation and digitalisation AIM and MET services through PJ.18‐04a Aeronautical information management (AIM) information PJ.18‐04b Meteorological (MET) information automationImproved aviation and digitalisation AIM and MET services through PJ.18‐04a Aeronautical information management (AIM) information PJ.18‐04b Meteorological (MET) information automation and digitalisation Aircraft as an AIM/MET sensor and consumer PJ.14PJ.18‐W2‐04b‐110 MeteorologicalAircraft as an AIM/MET (MET) information sensor and consumer Aircraft as an AIM/MET sensor and consumer PJ.14‐W2‐110 Aircraft as an AIM/MET sensor and consumer Aircraft as an AIM/MET sensor and consumer PJ.14‐W2‐110 Aircraft as an AIM/MET sensor and consumer

Deployment view 113 Essential operational change: U‐space services Solution Deployment scenario Solution name Standards Regulations covered in… code U1S‐01 e‐Registration service

U‐space U1 — foundation services U1S‐02 e‐Identification service

U1S‐03 Pre‐tactical geo‐fencing service

U2S‐01 Tactical geo‐fencing service

U2S‐02 Emergency management service

U2S‐03 Strategic de‐confliction service

U2S‐04 Weather information service

U2S‐05 Tracking service U‐space U2 — initial services U2S‐06 Flight planning management service

U2S‐07 Monitoring service

U2S‐08 Traffic information service

U2S‐09 Drone aeronautical information management service

U2S‐10 Procedural Interface with ATC service

U3S‐01 Dynamic geo‐fencing service

U3S‐02 Tactical de‐confliction service U‐space U3 — advanced services U3S‐03 Collaborative interface with ATC service

U3S‐04 Dynamic capacity management service

Essential operational change: Virtualisation of service provision Solution Deployment scenario Solution name Standards Regulations covered in… code Remotely provided ATS for multiple aerodromes PJ.05‐02 Multiple remote tower module Enabling rationalisation of infrastructure using virtual Virtual centre concept PJ.16‐03 centre based technology Multiple remote towers and remote tower centre PJ.05‐W2‐35 Multiple remote towers and remote tower centre

HMI interaction modes for ATC centres and airport PJ.05‐W2‐97 HMI interaction modes for airport tower towers PJ.10‐W2‐96 HMI interaction modes for ATC centre

Delegation of services amongst ATSUs PJ.10‐W2‐93 Delegation of services amongst ATSUs

Essential operational change: Airport and TMA performance Solution Deployment scenario Solution name Standards Regulations covered in… code Enhanced airport safety nets #01 Runway status lights Enhanced traffic situational awareness and airport safety Airport safety nets vehicle #04 nets for the vehicle drivers Integrated surface management #47 Guidance assistance through airfield ground lighting Flow‐based integration of arrival and departure Enhanced AMAN/DMAN integration #54 management Efficient aircraft separation during take‐off and final PJ.02‐01 Wake turbulence separation optimization approach PJ.02‐03 Minimum‐pair separations based on RSP

Enhanced arrival procedures PJ.02‐02 Enhanced arrival procedures

Enhanced visual operations PJ.03a‐04 Enhanced visual operations Traffic optimisation on single‐ and multiple‐runway Traffic optimisation on single‐ and multiple‐runway PJ.02‐08 airports airports Traffic alerts for pilots for airport operations PJ.03b‐05 Traffic alerts for pilots for airport operations Dynamic extended TMAs for advanced CCO/CDO and Dynamic E‐TMA for advanced continuous climb and PJ.01‐W2‐08 improved arrival and departure operations descent operations and improved arrival and departure Digital evolution of integrated surface management PJ.02‐W2‐21 Digital evolution of integrated surface management

Next generation AMAN for a 4D environment PJ.01‐W2‐02 Next generation AMAN for a 4D environment Advanced geometric GNSS‐based procedures in PJ.02‐W2‐04 Advanced geometric GNSS‐based procedures in TMAs TMAs Evolution of separation minima for increased Evolution of separation minima for increased runway PJ.02‐W2‐14 runway throughput throughput

114 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 Essential operational change: Fully dynamic and optimised airspace Solution Deployment scenario Solution name Standards Regulations covered in… code High‐productivity controller team organisation PJ.10‐01a High‐productivity controller team organisation Flight‐centric ATC and improved distribution of Flight‐centric ATC and improved distribution of PJ.10‐W2‐73 separation responsibility in ATC separation responsibility in ATC Dynamic airspace configuration PJ.09‐W2‐44 Dynamic airspace configurations (DAC) Mission trajectories management with integrated Mission trajectories management with integrated PJ.07‐W2‐40 dynamic mobile areas type 1 and type 2 dynamic mobile areas type 1 and type 2

Essential operational change: Trajectory‐based operations Solution Deployment scenario Solution name Standards Regulations covered in… code Enhanced short‐term conflict alert (STCA) for terminal #60 Enhanced safety nets manoeuvring areas (TMAs) #69 Enhanced STCA with down‐linked parameters eFPL supporting SBT transition to RBT PJ.18‐02c eFPL supporting SBT transition to RBT Improved ground trajectory predictions enabling Improved ground trajectory predictions enabling future PJ.18‐W2‐53 future automation tools automation tools RBT revision supported by datalink and increased RBT revision supported by datalink and increased PJ.18‐W2‐57 automation automation Enhanced integration of AU trajectory definition and Enhanced integration of AU trajectory definition and PJ.07‐W2‐38 network management processes network management processes Improved vertical profiles through enhanced vertical Improved vertical profiles through enhanced vertical PJ.18‐W2‐56 clearances clearances

Essential operational change: Multimodal mobility and integration of all airspace users Solution Deployment scenario Solution name Standards Regulations covered in… code Optimised low‐level IFR routes for rotorcraft #113 Optimised low‐level IFR routes for rotorcraft

Independent rotorcraft operations at airports PJ.02‐05 Independent rotorcraft operations at the airports

Enhanced rotorcraft and GA operations in the TMA PJ.01‐06 Enhanced rotorcraft and GA operations in the TMA

Collision avoidance for IFR RPAS PJ.13‐W2‐111 Collision avoidance for IFR RPAS

IFR RPAS accommodation in airspace classes A to C PJ.13‐W2‐115 IFR RPAS accommodation in airspace classes A to C

IFR RPAS integration in airspace classes A to C PJ.13‐W2‐117 IFR RPAS integration in airspace classes A to C

Deployment view 115 E 1 2 3 4 5 6 7 A BUSINESS VIEW EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW EDITION 2020

6This chapter provides a business view of the monetised benefits and investment costs associated with the deployment of the full Master Plan vision, namely phases A to D (see Chapter 2). Section 6.1 provides a holistic view of the benefits and costs of the deployment of (and investments required in) the SESAR project for manned aviation. Section 6.2 does the same for the SESAR project for unmanned aviation. Section 6.3 covers the topic of incentives, looking at both the current options and possible future alternatives.

6.1 HOLISTIC VIEW OF SESAR business view builds on the assumption NET BENEFITS FOR MANNED that necessary changes will materialise AVIATION and that SESAR Solutions will be put into operation in an optimal, timely, coordinated and synchronised manner, for example that Realising the vision will not only bring the new air-ground voice communication significant direct performance gains to systems will be able to address the ATM and aviation, it will also benefit the challenges arising from flight-centric and European economy and society in general. flow-centric operations, or that a regulatory framework may need to be developed to This section provides an estimation of the enable DAC. net holistic benefits of the deployment of that part of the vision that covers The holistic perspective has been conventional ATM — that is, excluding calculated for both of the individual drones — thus allowing traceability against high-level options for rolling out SESAR, the business view developed in the 2015 as described in Section 5.1. The timely edition of the Master Plan. Net gains materialisation of the full gain from are computed by estimating both the option 1 is linked to the implementation benefits associated with the deployment of several additional requirements as of the SESAR vision and the associated described in Section 5.1. deployment costs (investments). Gains resulting from unmanned aviation are The figures in this business view for covered in Section 6.2. investment levels and performance gains represent totals across the ECAC Achieving these benefits will require region. Investments do not include R&D harnessing of SESAR capabilities as well costs but refer to the cost of deploying as other enablers, such as the regulatory SESAR Solutions for the various framework and ATM architecture. The stakeholders.

117 investment is estimated to be between 6.1.1 Holistic view on investment EUR 23 billion and EUR 51 billion over Estimating realistic high-level figures for the period 2012-2040, of which almost the investment levels is challenging, as 90 % will be invested by 2035, the many of the SESAR Solutions are still in the median expectation being in the order early stages of R&D, and SESAR Solutions of EUR 37 billion. for phase D are not yet in R&D. To address this uncertainty, numerous industry experts • Option 2 — Deployment of the full vision from across the whole ATM and aviation by 2050: total cumulative investment value chain have provided their insights. fluctuates between EUR 25 billion and EUR 53 billion over the period 2012-2050, To capture this inherent risk, a series of of which about 80 % is invested by 2035. level ranges for investment have been The median level of investment is around defined. Following on from the median EUR 39 billion. value proposed by various experts, a range of minimum and maximum values FIGURE 30 presents the uncertainty in are derived. Unless otherwise specified, the assessment of investments needs. values provided for investments are the For SESAR 1 PCP and non-PCP solutions, median and refer to option 1, which will be there is reasonable certainty about presented in the following paragraphs. the budgetary needs. As we enter the period where most of the SESAR 2020 In addition to the values envelope, the solutions are expected to be deployed, the investment levels have also been calculated uncertainty grows. for two distinct high-level options (see Section 5.1) for rolling out SESAR. The values proposed above consist of the cost of deploying SESAR from phases A • Option 1 — Deployment of the full to D for manned aviation: scheduled vision by 2040: total cumulative airlines, business aviation, general

FIGURE 30. TOTAL CUMULATIVE INVESTMENTS FOR DELIVERING THE SESAR VISION — MANNED AVIATION

2012 2015 2020 2025 2030 2035 2040 2045 2050

EUR bn 53 50 Option2: SESAR Vision 43 delivered only by 2050 40 37 30 Option1: SESAR Vision 30 delivered by 2040 23 20 18

Phases A to C deployed by 2035 0

118 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 FIGURE 31. TOTAL CUMULATIVE INVESTMENTS BY STAKEHOLDER FOR SESAR PHASES A TO C — MANNED AVIATION (BILLION EUR)

Option 1 Option 2

EUR billion 8.0 ANSP 13.1 18.2 5.0 Airspace Users 9.0 13.1 3.6 6.1 Military 8.6 0.8 1.2 Airports 1.7

Network Manager 0.5 0.9 1.2

MET 0.2 0.2 0.2

Total 18.1 30.5 43.1

aviation, rotorcraft, ANSPs (68), the Network • Investments by airports, the Network Manager, airports and the military (69). Manager and MET providers are of a smaller order of magnitude, as expected. A closer look at the values provided offers an approximate picture of the investment 6.1.2 Holistic view on benefits levels considered in the business view for phases A to C, broken down by stakeholder While Chapter 3 sets out the overall (FIGURE 31). performance ambition for the 2035 horizon, this subsection provides a view on the • ANSPs expect to invest in the order of benefits of SESAR for the 2050 horizon. The EUR 13.1 billion, with a considerable level benefits are expressed as the difference of uncertainty because of the anticipated in performance between the reference need to adapt to the future paradigm of scenario (see Chapter 3) and the SESAR TBO and virtualisation. vision to 2050.

• Airspace users, including scheduled The holistic benefits are based on three airlines, business aviation, general quantified types of impact. aviation and rotorcraft, predict investments of around EUR 9.0 billion. • Direct impact on the value chain. Most of their upgrades are expected in This includes the total gross domestic phases B and C, adding more uncertainty product (GDP) created by SESAR to the cost assessment. along the direct value chain (ATM equipment manufacturers, aircraft • The military has applied a top-down manufacturers, the military (70), airspace approach to estimating its costs, which users, ANSPs (71) and airports). The are in the region of EUR 6.1 billion. assessment quantifies value created through additional activity enabled by (68) The civil ANSP investment assessment does not include investment costs for remote towers for small airports SESAR (both through increased capacity because deployment depends on very local decisions. Furthermore, it has been assumed that some key regional virtual centres (i.e. nine functional airspace blocks) will (70) While the military is one of the actors with a direct require the highest investment costs. economic impact, this impact has been limited to industry (69) The military investment assessment does not include manufacturers producing military products (aircraft and/ non-SESAR SES airborne equipage costs stemming or avionics) because limited information is available on the from specific SES regulations such as PBN, surveillance quantitative connection of the military to direct GDP. performance and interoperability, voice communications (71) This subsection includes the Network Manager among the systems and datalink services. ANSPs.

Business view 119 and investments linked to the various and shorter flights). Other quantified solutions). The direct impact considers SESAR impacts are lower air pollution cost savings for the industry (cost and climate change impact per flight efficiency leading to lower ANS unit costs (driven by lower fuel burn). per flight, operational efficiency and environmental efficiency). It also takes In addition, multiple non-quantified benefits into account that SESAR Solutions that can be expected as SESAR is implemented. have safety as a primary objective have implications for costs and benefits that • Noise reduction: as described in are not monetised. Subsection 3.2.4, SESAR Solutions provide and/or enable new procedures, • Indirect impact of the value chain. for example CCO/CDO and curved approaches or noise preferential On suppliers. This includes the total routes supported by RNP and/or GBAS. GDP created by the increased activity of These should not be excluded from those supplying the direct value chain. It environmental assessments of SESAR includes, for example, the GDP created Solutions. by airline suppliers, following the direct impact on airlines described above. • Industrial leadership in ATM and aviation being at the forefront of innovation. Passenger benefits and other impacts on society. This includes the quantified • A highly competitive European aviation impact on passengers and society, industry in the global aviation landscape. driven by SESAR. Passengers benefit from additional flights enabled and time • Increased mobility with a lower savings (because of minimised delays environmental impact.

120 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 • High standards in terms of safety, (option 1) in 2040, with an indicative split as security and social standards. follows (FIGURE 32) (72).

• Indirect time savings for passengers, for • Direct impact on the value chain: example driven by increased predictability EUR 19 billion in 2035 (both options) and of flights. EUR 19 billion (option 2) to EUR 22 billion (option 1) in 2040, driven mostly by cost Benefit levels are calculated for two distinct savings of EUR 14 billion in 2035 (both high-level options. Option 1 has two distinct options) and EUR 15 billion (option 2) to advantages over option 2, described below EUR 16 billion (option 1) in 2040. (see also Section 5.1). • Indirect impact on suppliers in the It would reach the targeted full vision value chain: EUR 6 billion in 2035 (both earlier by taking rationalisation options) and EUR 6 billion (option 2) to opportunities for investments. EUR 8 billion (option 1) in 2040.

This option would also increase robustness • Indirect impact on society, including regarding uncertainty through a more passenger benefits: EUR 25 billion in scalable system. Indeed, while long-term 2035 (both options) and EUR 30 billion traffic trends indicate robust traffic growth, (option 2) to EUR 34 billion (option 1) experience also shows that these trends in 2040, driven mainly by two factors. can be affected or disrupted momentarily First, the benefits to passengers from because of unpredictable events such as passenger time savings enabled by economic crises or political decisions. It SESAR are EUR 14 billion in 2035 (both is therefore essential to build a system options) and EUR 15 billion (option 2) that will be able not only to accommodate to EUR 18 billion (option 1) in 2040. planned traffic growth but also to react Second, the benefits of flights enabled to unplanned and speculative traffic by SESAR are EUR 11 billion in 2035 fluctuations with agility and adaptability. (both options) and EUR 16 billion (option 2) to EUR 17 billion (option 1) in The results below are expressed as a 2040. range, highlighting the difference in impact between options 1 and 2.

Yearly benefits will amount to EUR 50 billion (both options) in 2035 and EUR 55 billion (option 2) to EUR 64 billion (72) Any slight anomalies are due to rounding.

FIGURE 32. BREAKDOWN OF YEARLY BENEFITS IN 2035 AND 2040 (BOTH OPTIONS) — MANNED AVIATION

2035 in EUR bn 2040 in EUR bn Option 1 and 2 Option 2 Additional impact of option 1 Direct impact on the value chain 19 19 3 22 Indirect GDP impact on the suppliers 6 6 2 8 of the value chain

Passenger beneﬁt and other beneﬁts 25 30 4 34

Total 50 55 9 64

Business view 121 FIGURE 33. SESAR DELIVERS SIGNIFICANT VALUE FOR EUROPE (UNDISCOUNTED)

EUR bn 1,600

Indirect effect: Additional indirect value provided by option 1 1,400 Indirect effect: Passengers & environment+ additional GDP

1,200 Direct effect: Additional direct value provided by option 1

Direct effect: Value added to the 1,000 value chain Investments

800

600

400

200

0 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050 0

-200

brings a EUR 7 billion higher overall benefit 6.1.3 Net result of the holistic view in net present value (NPV) compared with FIGURE 33 shows that SESAR delivers option 2. substantial value for Europe with required investments amounting to only between There is a EUR 7 billion NPV advantage 2 % and 4 % of the overall expected of option 1 over option 2; however, there benefits. is still a strong need to ensure support for option 1 and to call on all relevant Performance benefits and the magnitude stakeholders to commit to: of expected gains rapidly outgrow investments. FIGURE 33 also shows • a new way of working within SESAR, the additional value brought by option 1 building on agility, openness and compared with option 2 (the blue shading in coordination; the bars). • establishing regulations that promote The difference in deployment pace innovation, service orientation and between the two options, together with building on appropriate market take-up the EUR 2 billion difference in overall incentive mechanisms. investment levels and the cumulative EUR 59 billion from higher annual performance gains, means that option 1

122 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 6.2 HOLISTIC VIEW OF SESAR NET of over EUR 140 billion by 2035 (76). Civil BENEFITS FOR DRONES missions for government purposes and commercial businesses are expected to This section provides an estimate of the generate the majority of this value on the investments required to support the safe basis of multibillion product and service and efficient deployment of drones (73) in industries. The defence and leisure Europe, in addition to the benefits expected industries will continue to contribute to to arise from this future drone ecosystem. this marketplace and remain a source of Both benefits and investment levels are high value in the short term, representing covered in detail, with the benefits largely together nearly EUR 2 billion in annual drawn from the previously released 2016 product-related turnover for the industry in Drones outlook study (74). the long term (77).

European demand within the drone The minimum infrastructure investment marketplace is valued at in excess of required to ensure safety and unlock the EUR 10 billion annually (75), in nominal value at stake for Europe is attainable terms, leading to a cumulative benefit through relatively low investments, leveraging existing infrastructure and

(73) In line with the Drones outlook study and drone roadmap, scaling up through investments in this document uses the term ‘drones’ as a generic term to automated and smart systems. cover all types of UAS , be they remotely piloted (RPAS) or automated. As an exception, the term ‘RPAS’ may be used when a specific aspect of such vehicles (the fact that they are (76) Composed of commercial, government and leisure drones operated by a pilot instead of being automated) is addressed. (excluding defence). 74 ( ) The 2016 Drone outlook study can be found on the (77) Although the 2016 Drones outlook study assessed the SESAR website: https://www.sesarju.eu/sites/default/ economic impact for defence, as noted above, these figures files/documents/reports/European_Drones_Outlook_ have been excluded from the overall benefits presented in this Study_2016.pdf document, as limited data were available on the investment (75) 2016 Drones outlook study, Section 4.2 on urban air mobility needs, and therefore presenting the full benefits without the addition. full anticipated investments was deemed misleading.

Business view 123 The assessment has identified key the overall investment figures should investments by stakeholders amounting to be interpreted in terms of their order of nearly EUR 4.5 billion by 2035 (FIGURE 34). magnitude only.

The investment in U-space should The anticipated investments have be viewed as critical to unlocking the been organised in three categories: future potential benefits from the drone infrastructure and services, airborne ecosystem, accounting for > 85 % of the investments and human resources. anticipated benefit by 2035. Investment levels associated with each category and subcategory are shown in FIGURE 35, in addition to a deployment 6.2.1 Holistic view on investments view showing investments over time in This assessment aims to identify the FIGURE 36. investments related to ATM required for the safe and efficient integration of drones For each identified investment subcategory, into European airspace. The figures are a high-level assessment and assumption based on a number of assumptions that base were developed to provide a view carry significant uncertainty. As a result, on the potential investment level for

FIGURE 34. OVERVIEW OF INVESTMENTS ASSOCIATED WITH THE SAFE INTEGRATION OF DRONES AND BENEFIT LEVELS

EUR bn Beneﬁts Investments

145 ~140 RPAS U-space 140

135 By 2035 U-space investment 130 required to realise majority of beneﬁts

125

~4.5

0 88% 91%

By 2050 EUR ~350-400 billion Up to EUR~6.5 billion

Sources: 2016 Drones outlook study, SESAR and stakeholder assessments. NB: Investments cover only changes related to the safe integration of drones. In order to realise the benefits, additional investments that are not safety-related will have to be made by stakeholders, and these are not accounted for here (e.g. investments related to commercial service delivery).

124 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 FIGURE 35. BREAKDOWN OF INVESTMENT LEVEL BY CATEGORY AND ASSOCIATION WITH EACH PHASE

Investment category and sub category Investment (2035) EUR billion investment by 2035

Infrastructure & services ~€ 3.4B By 2050 ~0.2B ~1.3B ~2.1B ~0.8B ~0.6B ~0.8B ~0.6B ATC interface & airport adaptations ~€1.2B Air Drone traffic management ~€0.9B Ground Protection of airports & sensitives sites ~€0.3B Telecom & Satcom ~€0.6B 2.0 ~2.1B Driven by reinvestment in Geo-fencing database ~€0.1B ~0.4B infrastructure and Enhanced data provision and info sharing ~€0.1B increasing volumes 1.5 ~1.3B of certified drones Drone traffic management oversight ~€0.1B ~0.1B e-registration and identification ~€0.1B ~1.6B Limited air costs due System hardware and software ~€0.7B 1.0 to limited certified drone volumes up to Drone systems ~€0.6B 2035 On other aircraft ~€0.1B ~1.2B Human resources ~€0.4B 0.5 ~0.4B Procedure development ~€0.3B ~0.2B ~0.2B ~0.4B ~0.1B ~0.1B ATC personnel training ~€0.1B 0.0 Total ~€4.5B U1 U2 U3 U4 RPAS1 RPAS2 RPAS3 ~6.5B by 2050

NB: Investments associated with a particular phase, regardless of the point in time when the investment occurs (e.g. investments to support all U3 services, regardless of whether investment started in U2).

FIGURE 36. INVESTMENT NEEDS FOR DRONE DEPLOYMENT IN EUROPE (UNDISCOUNTED)

EUR billion 2.5 Cumulative Investment (€B) ~2B ~3.5B ~4.5B ~6.5B 2.1 2.0 RPAS Driven by U-space reinvestment in Waves driven largely by investments 1.5 infra-structure preceding U2, U3 and U4 milestones and increasing volumes of 1.6 certiﬁes drones 1.0

0.5 0.3 0.4 0.3 0.3 0.3 0.3 0.3 0.3 0.2 0.3 0.2 0.2 0.2 0.1 0.2 0.2 0.5 0.1 0.1 0.0 2018 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36- U2 U3 U4 50

Business view 125 FIGURE 37. PRELIMINARY STAKEHOLDER INVESTMENT BREAKDOWN FOR 2035

U-space service providers ~2.0

Drone operators ~0.7

ANSP ~0.7

Telecom / Satcom providers ~0.6

Airports ~0.3

Airspace Users ~0.1

Other ~0.2

Total ~4.5

EUR billion 0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5

stakeholders. The split between the and drone operators. A standalone assessment and associated stakeholder is assessment of available military data expected to evolve as the drone ecosystem indicates that partial investment levels are maturity level increases. To facilitate in the order of EUR 400 million (79). this exercise, primary, secondary and tertiary stakeholders were identified for Investment levels are assumed not to vary each investment category and high-level significantly between the two distinct high- assumptions drove a percentage split level options (see Section 5.1) for rolling out across the stakeholders. This assessment SESAR, even though the slower evolution of should not be interpreted as exhaustive or the ATM system after 2035 might lead to a final but, rather, as a directional view to be resulting lower investment amount under further refined. option 2.

U-space service providers and drone 6.2.2 Holistic view on benefits operators are expected to invest the most across stakeholder groups (78). For An economic impact analysis of the entire U-space service providers, this is driven value chain for each demand area revealed by the investments required to support that the yearly potential for the European new services in the ecosystem, while market would exceed EUR 10 billion large investments by drone operators by 2035 and would grow further to are required to ensure that the drones approximately EUR 15 billion by 2050, with are appropriately equipped to enable the agriculture expected to drive EUR 4 billion required services. The scale of operations to EUR 5 billion of this market by 2035. A and number of drones are expected to market of this size will also drive new job grow substantially, making the associated creation throughout all Member States, as investment meaningful (the fleet size in each will need localised operations, pilots, this specific category will grow from under maintenance contractors and insurers, 10 000 drones in 2015 to nearly 400 000 in among other specific occupations. In 2050). The military performs all the roles of

the various stakeholders, namely airspace (79) Unit-level airborne investments for certified drones were users, ANSPs, airport operators, regulators used as a proxy and applied to the anticipated military drone fleet. Ground investments for airport adaptations and ATC interface requirements, were applied to 10 (78) It is expected that traditional airspace users should not military air bases in Europe. Additional investments may incur major additional investments for the development of be required and this assessment will be updated as more U-space. data become available.

126 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 short, over 100 000 jobs are expected to • taxi use — based on actual origin- be generated directly by this significant destination figures, focusing on long- market (80), in addition to many other distance trunk routes; indirect benefits. • commuting — typically high-volume In addition to the aforementioned benefits, routes. the business assessment also takes into account benefits stemming from Volumes were determined by considering the growth and adoption of urban air 25-30 European cities from an initial mobility (81). It is envisaged that this form assessment based on the 130 largest cities of mobility will result in market value of at worldwide. least EUR 2 billion annually by 2031, with market take-off in 2027 (82). The value is Benefit levels have been assessed for calculated by estimating adoption across the two distinct high-level options (see the following three use cases: Section 5.1) for rolling out SESAR.

• city to airport travel — based on actual • Option 1 — deployment of the full vision airport passengers and price-sensitivity by 2040: under option 1, it is assumed analysis; that the total value associated with drones could be unlocked, given that the (80) Based on data from the Organisation for Economic Cooperation and Development. required ATM system would be installed (81) Urban air mobility refers to an envisaged future state with the full vision, including phases A to where people and/or goods can be transported around densely populated urban areas within very short time D, achieved by 2040. frames, leveraging airspace to do this. (82) Urban air mobility figures based on an assessment • Option 2 — deployment of the full performed by Boston Consulting Group in collaboration with Airbus. vision by 2050: under option 2, it seems

Business view 127 FIGURE 38. ECONOMIC BENEFITS OF DRONE DEPLOYMENT IN EUROPE (UNDISCOUNTED)

EUR billion

Cumulative beneﬁts(€bn) ~30bn ~70bn ~140bn

15 ~14bn RPAS ~12bn U-space

~6bn 5

~2bn ~1bn 0 2018 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 2035

Sources: 2016 Drones Outlook Study; urban air mobility input from external BCG project in collaboration with Airbus.

reasonable to assume that at least part 6.3 INCENTIVISATION STRATEGY of the drone value would not be unlocked, given the slower transition to the targeted The existing SES framework already ATM system. includes incentive schemes aimed at supporting the timely and synchronised The total annual economic value under deployment of technology. In particular: option 1 across the indicated landscapes is summarised in FIGURE 38. • the existing SES regulations provide several mechanisms to incentivise deployment, including modulation of charges to support avionics equipage and different treatment of restructuring costs within the performance scheme;

• the common project legislation provides public funding via the relevant EU funding programmes, ‘to encourage early investment from stakeholders and mitigate deployment aspects for which the cost-benefit analysis is less positive’;

• the European Investment Bank has developed a range of financial instruments to support SESAR deployment.

However, within the scope the SESAR project seen as a whole, the scale of the

128 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 necessary transformation, the need to genuine incentives to early movers be implement technologies as a result of developed and adopted. existing or new mandates, and the need for synchronisation are much greater Specific incentives should be offered to than are those for the individual ATM those stakeholders that implement the functionalities of common projects. For Master Plan or that shift towards innovative this reason, it was recommended in the delivery models, with a focus on early context of the Airspace Architecture Study movers, in order to initiate the transition. that the existing incentivisation framework be reviewed, also using the experience It should be noted that further incentivisation gained from the PCP, and that an overall needs may arise from new mandates such as incentivisation policy that would provide the PBN and SPI regulations.

Business view 129 E 1 2 3 4 5 6 7 A RISK MANAGEMENT EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW EDITION 2020

7.1 CAPTURING AND ANALYSING framework. More detailed action plans are RISK incorporated in the SJU risk management framework and are regularly reported By looking at risk management, the Master through the formal SJU reporting Plan addresses the most significant risks mechanisms. associated with the delivery of the vision and the associated performance ambitions. By necessity, risk management is Identifying risks does not imply that they an ongoing process in which regular will actually materialise; rather, it means monitoring is required of the status of the that these risks have been identified and ongoing mitigation actions. In between are to be adequately managed so that they Master Plan updates, a regular review of all do not affect the execution of the Master risks and mitigation actions is conducted Plan. by the SJU.

A Master Plan risk may be defined as an undesired event or series of events that would reduce confidence in the Master Plan. Their occurrence may represent a potential obstacle to delivering the timely, coordinated and efficient deployment of the new technologies and procedures in line with the SESAR target concept.

As part of the 2019 Master Plan update campaign, a review of and update to the risks highlighted in the previous edition was undertaken using the SJU risk management framework. Risks were identified according to their relation to the achievement of the performance ambitions set out in the Master Plan. While the risk analysis covered all potential areas in a comprehensive way, this section focuses on the risks with the highest criticality.

All identified risks have been addressed through mitigation action plans recorded within the SJU risk management

131 7.2 IDENTIFIED HIGH-PRIORITY RISKS

Risk Description Consequences/ Mitigation actions impact

1. The Addressing the capacity Capacity performance By: Commission, SJU, SDM, NM, all stakeholders implementation challenge relies on the ability ambition is not of SESAR as to make the entire European achieved leading to a Actions ATM system more scalable to significant increase in • Establish a strong and clear programme it is currently evolving demand so that it is delays. management supported by a robust implementation performed is able to accommodate growing plan, a strong regulatory framework and mechanisms not enough to traffic while ensuring the to reward early movers address the highest levels of safety and airspace capacity acceptable delays • Launch an EU-wide airspace reconfiguration challenge programme in which the Member States, the Network Manager, ANSPs, civil airspace users and the military This implies not only the should work together to define and implement an implementation of relevant optimal cross-FIR and flow-centric redesign of SESAR Solutions as identified airspace sectors in this Master Plan; this will need to be accompanied by • Launch an EU-wide operational excellence improvements in airspace programme in which the Network Manager, ANSPs, organisation and management civil airspace users, the military and staff associations smartly combined with should work together to achieve operational minimal changes to the harmonisation, aligning on air control centres’ regulatory framework that will capacity and ways of working to best practices allow structural changes in the through systematic operational excellence throughout way ATM services are provided the network • Review policy options that, on their own or in addition to functional airspace blocks, could effectively deliver a virtual defragmentation of European skies and potentially generate higher levels of resilience by encouraging industry-based alliances to deliver core interoperability through common service delivery • Implement a certification and economic framework for ADSPs, taking into account possible restructuring of ANSP services as well as an EU framework for on-demand cross-border use of services (capacity on demand) • Continue to support the timely delivery of SESAR Solutions, contributing to the delivery of the proposed target architecture

2. Delays in the Some pre-SESAR prerequisites • Delay in achieving By: Commission, SDM, SJU, EUROCAE and all implementation and some functionalities the SESAR vision stakeholders included in common project of pre-SESAR • Performance regulations may not be Actions ambitions are not prerequisites and deployed as scheduled common project met as scheduled • Synchronisation and coordination managed by SDM functionalities • Negative impact • Strong promotion of the deployment programme as on the European well as other regulated or committed deployments economy, • Delivery of an interoperability solution by 2020 and a employment, supporting standard by 2021 mobility and the • Ensure that incentives are designed to drive and environment support effective deployment

132 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 Risk Description Consequences/ Mitigation actions impact

3. The inability to Although the SESAR • The economic and By: Commission, EASA, Member States regulator/ successfully programme includes solutions societal value at national supervisory authority develop and supporting the accommodation stake in relation to and integration of RPAS Actions deploy the right the development of into the airspace, U-space the drone market solutions may • Commit additional R&D activities in support of U3/U4 U3/U4, that promises the are put at risk threaten the safe highest value, this entails • Accelerate the development of rules and means of integration of some challenges — such as compliance supporting harmonised deployment of drones into the operations of all categories U-space services across Europe airspace of drones, including certified drones, operations in urban areas or high density of drone traffic — for which it remains uncertain that the necessary solutions will be delivered within the scheduled programme

4. Unaddressed Cybersecurity is a growing • Increased By: Commission, SJU, SDM, all stakeholders cybersecurity concern, especially as possibility and/or vulnerabilities we are entering into the impact of security Actions digital transformation of breaches or • Ensure efforts on ATM cybersecurity are coordinated, may endanger aviation. If these issues are potential cyber- and assess policy options for strengthening future operations not anticipated and well threats stemming cybersecurity and resilience addressed, they may increase from intentional or • Continue to address cybersecurity during the the ATM system’s vulnerability unintentional acts to significant disruptions development phase and as part of the validations and causing service conducted in the SESAR programme disruption • Promote a security culture among all actors involved • Delays and potential higher costs during deployment and operations phases • Significant loss of public perception of the safety of air travel, leading eventually to a reduction in the economic value of aviation

RISK MANAGEMENT 133 Risk Description Consequences/ Mitigation actions impact

5. Inability to The digital European sky • Not being able to By: Commission, SJU, EASA, SDM, EUROCAE and all accelerate the should be delivered in 2040. deliver changes stakeholders pace of solution The current typical technology fast enough will development life cycle of 15- Actions development lead to the ATM 20 years will not allow it to be system falling • Secure funding for future research in the 2020+ and deployment ready for 2040, considering behind the demand timeframe may put the that work on some advanced curve, causing • Implement a new way of working within SESAR, with European aviation topics is only just about strong increases to start, and the current more agility and increased collaboration between community in delays and a complex and slow pace of ‘traditional’ engineering domains and new entrants, behind the significant loss in the industrialisation phase with the objective of reducing the deployment life the economic value demand curve including standardisation. cycle to as close as possible to 5-10 years of aviation • Strengthen cooperation with standardisation bodies • The European and reinforce relations with regulatory authorities in ATM system and the development phase to prepare for deployment. industry may lose its position at • Support the evolution of the regulatory framework from the forefront of a focus on operations and technology to a focus on worldwide aviation effective delivery of future services, putting emphasis and ATM on what services (definition and baselining of services) should be provided and how (attached service level • Performance requirements as well as charging principles), rather ambition is not met than on what technologies should be implemented in time • Review the incentivisation policy to reward actors who are the first to implement the innovative solutions, supporting the move towards the achievement of the vision

6. Failure to The digital transformation • The digital By: SJU, Commission and all stakeholders manage human of aviation (especially the European sky and performance increased level of automation) its associated Actions along with the evolution of the performance • Continue to involve operational staff in the issues properly service delivery models include ambitions may not development of new concepts as well as R&D (human factors, some changes in the roles and be achieved (on validation activities competency responsibilities of the human time) reducing the • Monitor all SESAR-oriented R&D and validation and change value of aviation for phases regarding human performance standards, management) society. The human performance methods and requirements in the issues include: • There is also a risk • Ensure appropriate coordination between all development and of additional safety stakeholders concerned to ensure consistency implementation of • lack of appropriate hazards the target concept competency, or a regulatory between initiatives related to human factors, certification, training and competency and social dialogue assessment framework; • Commission to launch a human assessment of the • lack of verified and changes resulting from the SES competent human resources to support operations in a new technological environment (in a timely manner and in sufficient numbers); • absence of appropriate social and change management processes and social dialogue structures at European, national and local levels; • lack of an integrated and consistent approach (consistency between regulatory and working bodies)

134 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 Risk Description Consequences/ Mitigation actions impact

7. Failure to Harmonisation on • The European By: Commission, SJU, Eurocontrol, EDA, SDM coordinate interoperability needs at global modernisation successfully with level is crucial for worldwide programme is not Actions seamless operations. It aligned with other • Work towards global interoperability in the framework other regions on relies on the synchronised global plans of ICAO working arrangements (especially on the harmonisation application of standards and GANP) objectives common principles, which may • European products come from ICAO provisions and services may • Continue to strengthen SESAR/NextGen coordination together with common not be usable in under the EU/US memorandum of cooperation and technical and operational other parts of the further develop additional collaboration with other solutions for relevant aircraft world global partners and ATM systems. This also • Lack of • Military to continue association with SES from the includes interoperability consideration of outset, and with the ICAO’s work between civil and military common standards actors, whether acting as may cause airspace users or service additional work, providers resulting in delays in deployment and increased development costs • A basis for sound investment decision-making is not established • Adverse impact on national and collective defence capabilities

RISK MANAGEMENT 135

E 1 2 3 4 5 6 7 A ANNEXES ANNEX A. ESSENTIAL OPERATIONAL CHANGES WITH MAPPED DEPLOYMENT SCENARIOS/SOLUTIONS AND R&D ACTIVITIES

This annex contains a complete list of deployment scenarios and the related SESAR Solutions/activities for each EOC.

Key solutions/activities are those considered crucial to delivering the expected performance improvements and achieve the vision. Additional SESAR Solutions/activities are further topics that contribute to the EOC addressed in the SESAR programme.

138 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 Not applicable Not Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not Solution name Multi constellation / multi frequency (MC/MF) GNSS (MC/MF) frequency / multi constellation Multi GBAS Not Not Not Not Not Not Not Not Not Not Not Not Not Not from

Solution Following Following

applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable PJ.14-03-02 PJ.14-03-01

phase

MP Vision Vision MP B A

Feature Key Key EAI C PJ.14-02-01 FCI link data terrestrial EAI B EAI B EAI B EAI C PJ.14-04-03 surveillance non-cooperative and cooperative of New evolution and use EAI C EAI C PJ.14-02-04 interfacing military and solutions voice incl. FCI network technologies EAI C PJ.14-04-01 monitoring performance Surveillance EAI C PJ.14-01-01 evolution CNS environment EAI B EAI C PJ.14-02-02 link data communications Future satellite AATS A AATS B Names of Solutions and activities Additional R&D activities development in In developmentIn phase: Key activities R&D Additional SESAR Solutions deployment in In deployment phase:In key SESAR Solutions In developmentIn phase: Key Solutions approaching maturity Enhanced airborne collision avoidance for commercial air transport air transport commercial for avoidance collision airborne Enhanced Xa) (ACAS operations normal Future satellite communications link data communications satellite Future New use and evolution of cooperative and non-cooperative non-cooperative and cooperative of evolution New and use surveillance 107 #55 CAT II/III GBAS using approaches Precision code #109 B class satcom using datalink service traffic Air #110 surface the on and flight in aircraft of surveillance ADS-B #103 ILS to I as CAT SBAS alternative LPV using approaches #114/ WAM ADS-B surveillance Cooperative Solution PJ.11-A3 – ACAS Xo operations specific air transport commercial ACAS for AATS B PJ.11-A1 PJ.14-W2- PJ.14-02-06 development aeroMACS of Completion PJ.14-W2-77 FCI services PJ.14-W2-60 (L-DACS) A-PNT FCI enabler and link terrestrial data PJ.14-W2-76 CNS spectrum Integrated and PJ.14-W2-81 (A-PNT) timing and navigation position, term alternative Long EAI C PJ.14-W2-61 ATM Hyper-connected PJ.14-W2-83 monitoring performance Surveillance PJ.14-W2-79 GBASGNSS/SBAS and (DFMC) constellation / multi frequency Dual EAI C PJ.14-W2-84 Chapters and 4 5 Deployment ScenarioDeployment

CNS rationalisation air transport commercial for avoidance collision airborne Enhanced Xa) (ACAS operations normal term short (A-PNT)- timing and navigation position, Alternative PJ.14-03-04 DME-DME on based RNP-1 reversion CNS evolution services ATM Hyper-connected (AeroMACS) system communication airport mobile Aeronautical / WAM ADS-B surveillance Cooperative #102 (AeroMACS) system communication airport mobile Aeronautical aeroMACS development of Completion EAI evolution ACAS A monitoring performance Surveillance New use and evolution of cooperative and non-cooperative non-cooperative and cooperative of evolution New and use surveillance PCP EOC CNS infrastructure and services EOC CNS infrastructure and services EOC CNS infrastructure

ANNEXES 139 Not applicable Not Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not Not applicable Not Solution name Integrated local DCB processes local Integrated functions network management Collaborative performance and Network prediction DCB processes local Integrated Automated assistance to controller for seamless coordination, transfer and dialogue dialogue and transfer coordination, seamless for controller to assistance Automated data trajectory sharing improved through Network prediction and performance and Network prediction functions network management Collaborative Not Not Not Not Not Not Not Not Not Not Not Not Not Not from

PJ.09-02 PJ.09-03 PJ.09-01 PJ.09-02 PJ.09-01 PJ.09-03 Solution

Following Following applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable

phase

MP Vision Vision MP B C PJ.04-01 monitoring and planning performance airport collaborative Enhanced C PJ.04-02 management performance airport collaborative Enhanced

Feature Key Key EAI A EAI B EAI C PJ.17-07 sharing information safety-critical air/ground for profile SWIM TI purple EAI B #28 EAI B #67 accuracy prediction trajectory data increasing AOC OANS B OANS C PJ.09-03 functions network management Collaborative OANS A OANS A OANS A OANS C Names of Solutions and activities In developmentIn phase: Key activities R&D In deployment phase:In key SESAR Solutions In developmentIn phase: Key Solutions approaching maturity SWIM TI purple profile for air/ground safety-critical information information safety-critical air/ground for profile purple SWIM TI sharing Enhanced network traffic prediction and shared complexity complexity shared and prediction network traffic Enhanced representation SWIM TI green profile for G/G civil military information sharing information military G/G civil for SWIM profile TI green EAI C PJ.17-03 sharing information military G/G civil for SWIM profile TI green #17 (STAM) ATFCM measures short-term Advanced #35 exchange information MET #19 resolution and detection complexity traffic for support Automated OANS A #56 swapping slot ATFM Enhanced 100 101 #37 plan flight Extended #20 1 step NOP for Collaborative #21 ** AOP-NOP and integration seamless plan operations Airport #46 profile SWIM yellow #18 CTOT and TTA #21 ** AOP-NOP and integration seamless plan operations Airport HPAO B #61 panel entry data departure simple - cost and CWP airport low HPAO A code PJ.17-01 sharing information advisory air/ground for profile SWIM TI purple EAI B Solution PJ.18-02b Flight object interoperability (FO IOP)* PJ.17-W2- PJ.17-W2- PJ.09-W2-49 management network performance Collaborative PJ.09-W2-45 PJ.04-W2-29 management performance airport collaborative Digital PJ.09-W2-48 (INAP) ATC planning and network management integrated Digital OANS C Chapters and 4 5 Deployment ScenarioDeployment

Enhanced ATFM slot swapping slot ATFM Enhanced Initial SWIM: flight information exchange information flight SWIM: Initial profiles and SWIM SWIM: infrastructure Initial exchange information meteorological SWIM: Initial ATFCM for (TTA) arrival of target time to time take-off Calculated purposes NOP Collaborative assessment complexity traffic for support Automated measures ATFCM short-term Enhanced network the into integration Airport - plan network operations operations (airport airport Collaborative phaseplan, 2) air/ground for profile purple infrastructure) SWIM TI (technical sharing information advisory information safety-critical air/ground for profile purple SWIM TI sharing complexity shared and prediction network traffic Enhanced representation measures time-based ATFCM multiple of Network optimisation management PJ.09-W2-47 network performance Collaborative measures time-based ATFCM multiple of Network optimisation OANS C Digital collaborative airport performance management management performance airport collaborative Digital arrivals on constraints delay managing framework for Collaborative PJ.07-W2-39 arrivals on constraints delay managing framework for Collaborative information military civil ground/ground for SWIM profile TI green OANSsharing C PJ.07-02 (UDPP) preferences and prioritization AU fleet Enhanced collaborative airport performance planning and monitoring and planning performance airport collaborative Enhanced PJ.04-W2-28 monitoring and planning performance airport collaborative Enhanced Digital integrated network management and ATC planning and network management integrated Digital PCP EOC ATM interconnected network EOC ATM interconnected network interconnected EOC ATM

140 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 Not applicable Not Not applicable Not Not applicable Not Not applicable Not applicable Not applicable Not Not applicable Not Not applicable Not Not applicable Not Solution name Solution name Not applicable Not Not applicable Not applicable Not Not applicable Not applicable Not applicable Not applicable Not applicable Not Not applicable Not Solution name Solution name Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not from from Not Not Not Not Not Not Not Not Not Not Not Not Not from from Solution Solution

Following Following Following applicable applicable applicable applicable applicable applicable applicable applicable applicable Solution Solution

Following Following Following applicable applicable applicable applicable applicable applicable applicable applicable applicable

phase phase

MP Vision Vision MP

MP Vision Vision MP B MP Vision Vision MP

MP Vision Vision MP B

Feature Feature

Key Key Key

Key Key Key Key EAI B EAI C EAI B EAI C EAI B EAI B EAI B EAI C PJ.18-04c domain aircraft information the in services AIM information and MET EAI C EAI B EAI B EAI C EAI B EAI B EAI C PJ.18-04c domain aircraft information the in services AIM information and MET EAI B OANS A OANS A . . Names of Solutions and activities Names of Solutions and activities Names of Solutions and activities Names of Solutions and activities Additional R&D activities development in Additional R&D activities development in In developmentIn phase: Key activities R&D Additional SESAR Solutions deployment in In deployment phase:In key SESAR Solutions Additional R&D activities development in Additional R&D activities development in In developmentIn phase: Key activities R&D Additional SESAR Solutions deployment in In deployment phase:In key SESAR Solutions In developmentIn phase: Key Solutions approaching maturity In developmentIn phase: Key Solutions approaching maturity Aircraft as an AIM/MET sensor and consumer and sensor AIM/MET as an Aircraft Aircraft as an AIM/MET sensor and consumer and sensor AIM/MET as an Aircraft #57 departure UDPP #34 briefing integrated Digital 110 code code #57 departure UDPP #34 briefing integrated Digital 110 code code PJ.17-08 registry SWIM-TI runtime common PJ.15-11 service map digital Aeronautical PJ.05-05 system MET automated Advanced PJ.15-10 service data aeronautical Static PJ.15-01 service balancing capacity demand Sub-regional Solution Solution PJ.18-04a information (AIM) management information Aeronautical PJ.18-04b information (MET) Meteorological PJ.17-08 registry SWIM-TI runtime common PJ.05-05 system MET automated Advanced PJ.15-11 service map digital Aeronautical PJ.15-10 data service aeronautical Static PJ.15-01 service balancing capacity demand Sub-regional Solution Solution PJ.14-W2- PJ.18-04a information (AIM) management information Aeronautical PJ.18-04b information (MET) Meteorological PJ.14-W2- . . Chapters and 4 5 Chapters and 4 5 Chapters and 4 5 Chapters and 4 5 Deployment ScenarioDeployment ScenarioDeployment Deployment ScenarioDeployment ScenarioDeployment

Aeronautical digital map service map digital Aeronautical Improved aviation AIM and MET services through automation and and automation through services MET and AIM aviation Improved digitalisation Static aeronautical data service Static aeronautical UDPP departure service balancing capacity demand Sub-regional registry runtime SWIM-TI common briefing enhanced Digitally consumer and sensor AIM/MET as an Aircraft system MET automated Advanced

SWIM-TI common runtime registry runtime SWIM-TI common UDPP departure service balancing capacity demand Sub-regional briefing enhanced Digitally digitalisation consumer and sensor AIM/MET as an Aircraft system MET automated Advanced data service Static aeronautical service map digital Aeronautical Improved aviation AIM and MET services through automation and and automation through services MET and AIM aviation Improved PCP PCP PCP PCP Solutions thatSolutions in the are forpipeline deploymentstill but are part PCP expected of to be mature by the end of 2019 Solutions thatSolutions in the are forpipeline deploymentstill but are part PCP expected of to be mature by the end of 2019 EOC ATM interconnected network (continued) EOC Digital AIM services and MET Solution #21 is supporting #21 ** Solution two deployment scenarios through operational different improvements and changes the technological one , first is the Collaborative part NOP which is the of PCP deployment and the second one the is Collaborative Airport phase a is ( AOP which 2) * continuation of the one first but not included in the yet deploymentPCP EOC ATM interconnected network (continued) EOC Digital AIM services and MET Solution #21 is supporting #21 ** Solution two deployment scenarios through operational different improvements and changes the technological one , first is the Collaborative part NOP which is the of PCP deployment and the second one the is Collaborative Airport phase a is ( AOP which 2) * continuation of the one first but not included in the yet deploymentPCP EOC ATM interconnected network (continued) network interconnected EOC ATM AIM and MET services EOC Digital

ANNEXES 141 Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not Solution name Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not from

Solution

Following Following applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable

phase

MP Vision Vision MP

Feature Key Key AATS B AATS B AATS A AATS B AATS B AATS A AATS B AATS A AATS B AATS B AATS C AATS C AATS B AATS C AATS B AATS B AATS C Names of Solutions and activities In developmentIn phase: Key activities R&D In deployment phase:In key SESAR Solutions In developmentIn phase: Key Solutions approaching maturity code Solution U1S-01 service e-Registration U1S-02 service e-Identification U1S-03 service Pre-tactical geo-fencing U2S-01 service geo-fencing Tactical U2S-02 service management Emergency U2S-03 service de-confliction Strategic U2S-04 service information Weather U2S-05 service Tracking U2S-06 service management planning Flight U2S-07 service Monitoring U2S-08 service information Traffic U2S-09 service management information aeronautical Drone U2S-10 service with ATC interface Procedural U3S-01 service geo-fencing Dynamic U3S-02 service de-confliction Tactical U3S-03 service with ATC interface Collaborative U3S-04 service management capacity Dynamic Chapters and 4 5 Deployment ScenarioDeployment

U-space U1 — foundation services U-space U1 — foundation services U-space U2 — initial U-space services U3 — advanced PCP EOC U-space services EOC U-space services EOC U-space

142 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 Not applicable Not Not applicable Not Not applicable Not applicable Not Not applicable Not applicable Not Solution name Remote tower centre with flexible allocation of aerodromes to multiple remote tower remote multiple to aerodromes of allocation tower flexible centre with Remote modules Not Not Not Not Not Not Not Not Not Not from

Solution

Following Following applicable applicable applicable applicable applicable applicable

phase

MP Vision Vision MP B B B B C PJ.16-04 productivity controller Workstation, C PJ.05-03 B

Feature Key Key EAI C AATS C PJ.16-04 productivity controller Workstation, AATS C PJ.15-09 contingency and services of Delegation Names of Solutions and activities In developmentIn phase: Key activities R&D Additional SESAR Solutions deployment in In development phase:Solutions Key approaching maturity Enabling rationalisation of infrastructure using virtual centre based centre based virtual using infrastructure of rationalisation Enabling technology Remotely provided air traffic service for contingency situations at situations contingency for service air traffic provided Remotely aerodromes a from aerodrome density low a AFISsingle in and service ATC CWPremote #12 volumes traffic medium for tower remote operations Single #52 aerodromes density two low tower for Remote #13 #71 code PJ.16-03 PJ.05-02 tower remote module Multiple Solution PJ.05-W2-97 tower airport for modes HMI interaction PJ.10-W2-96 ATC centre for modes HMI interaction PJ.10-W2-93 ATSUs amongst services of Delegation PJ.05-W2-35 tower remote centre and remote towers Multiple Chapters and 4 5 Deployment ScenarioDeployment

Virtual centre concept Virtual ATC and AFIS service in a single low density aerodrome from a from aerodrome density low a single AFIS in and service ATC Delegation of services amongst ATSUs amongst services of Delegation Remotely provided ATS for multiple aerodromes multiple for ATS provided Remotely tower remote centre towers remote and Multiple towers airport and ATC centres for modes HMI interaction volumes traffic medium for tower remote operations Single at situations contingency for service air traffic provided Remotely aerodromes aerodromes density low two tower for Remote CWPremote PCP EOC Virtualisation of service provision EOC Virtualisation of service provision EOC Virtualisation of service

ANNEXES 143 Not applicable Not Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not Not applicable Not Not applicable Not applicable Not Solution name Not applicable Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not from

Solution

phase

MP Vision Vision MP B B B B B B B A A A A A A A A

Feature Key Key AATS B AATS A AATS A AATS B Names of Solutions and activities In deployment phase:In key SESAR Solutions In developmentIn phase: Key Solutions approaching maturity Enhanced terminal operations with automatic RNP transition to to RNP transition automatic with operations terminal Enhanced ILS/GLS Automated assistance to controller for surface movement planning planning movement surface for controller to assistance Automated and routing Airport safety nets for controllers - conformance monitoring alerts alerts monitoring - conformance controllers for nets safety Airport clearances ATC conflicting of detection and the for nets safety awareness airport and situational traffic Enhanced drivers vehicle #02 #04 #64 separation Time-based #09 #22 #53 planning route by supported Pre-departure sequencing #51 LVP with procedures operations terminal Enhanced #62 TMA a P-RNAVcomplex in #47 lighting ground airfield through assistance Guidance #05 horizon (AMAN) management arrival Extended #54 management departure and arrival of integration Flow-based #01 lights status Runway code #106 AMAN-DMAN integrated for baseline (DMAN) manager Departure PJ.02-01 optimization separation Wake turbulence PJ.02-03 RSP on based separations Minimum-pair PJ.02-02 procedures arrival Enhanced PJ.02-08 airports multiple-runway and single- on optimisation Traffic Solution PJ.03a-04 operations visual Enhanced PJ.03b-05 operations airport for pilots for alerts Traffic Chapters and 4 5 Deployment ScenarioDeployment

Airport safety nets safety Airport planning movement surface for controller to assistance Automated and routing pre-departure with synchronised (DMAN) manager Departure sequencing Enhanced RNP-based TMA using operations approach final for separation Time-based airspace en-route to extended (AMAN) manager Arrival nets safety airport Enhanced vehicle nets safety Airport management surface Integrated integration AMAN/DMAN Enhanced approach final and take-off during separation aircraft Efficient procedures arrival Enhanced operations visual Enhanced airports multiple-runway and single- on optimisation Traffic operations airport for pilots alerts for Traffic PCP EOC Airport and TMA performance EOC Airport and TMA performance

144 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 Not applicable Not Not applicable Not Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not Not applicable Not Not applicable Not Solution name Use of arrival and departure management information for traffic optimisation within the the within optimisation traffic for information management departure and arrival Use of TMA operations descent and climb continuous advanced for E-TMA Dynamic (TBO) operations based Trajectory with combined surface airport the on vehicles and aircraft to assistance guidance Enhanced routing controllers for nets safety airport Enhanced DCB with interaction and operations AMAN overlapping with management arrival Extended and CTA (TBO) operations based Trajectory Improved parallel operations parallel Improved operation curved efficient area for terminal Enhanced Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not from

PJ.01-02 PJ.02-11 PJ.01-01 Solution

PJ.18-02a PJ.03a-01 PJ.18-02a PJ.01-03B PJ.03b-01 PJ.01-03A Following Following applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable

phase

MP Vision Vision MP C C C PJ.03b-06 excursions runway avoiding for tools support Safety B B C PJ.02-06 conditions visibility low in airports secondary access into Improved A A A A A

Feature Key Key EAI C EAI C AATS B AATS C AATS A AATS B AATS A AATS C AATS B Names of Solutions and activities Additional R&D activities development in In developmentIn phase: Key activities R&D Additional SESAR Solutions deployment in Enhanced navigation and accuracy in low-visibility conditions on on conditions low-visibility in accuracy and navigation Enhanced surfaces airport Dynamic E-TMA for advanced continuous climb and descent descent and climb continuous advanced for E-TMA Dynamic operations departure and arrival improved and operations Enhanced ground controller situation awareness in all weather all awareness in situation controller ground Enhanced conditions Reducing landing minima in enhanced conditions lowusing visibility (EFVS) systems vision flight #48 LVPs in control block Virtual #23 CPDLC for application D-TAXI service #08 airports multiple into management Arrival #70 #11 (CDO) operations descent Continuous code #116 tool management De-icing #107 TMA complex in merge Point #117 #108 merge point and AMAN PJ.15-02 service E-AMAN PJ.01-07 separation visual assisted through improvement Approach Solution PJ.03a-03 PJ.03b-03 pilots for net safety monitoring Conformance PJ.02-W2-17 airports secondary access to Improved PJ.01-W2-08 PJ.01-W2-02 environment a 4D for AMAN generation Next PJ.02-W2-04 TMAs in GNSS-based procedures geometric Advanced PJ.02-W2-21 management surface integrated of evolution Digital PJ.02-W2-25 excursions runway avoiding for tools support Safety Chapters and 4 5 Deployment ScenarioDeployment

Virtual block control in LVPs in control block Virtual merge point and AMAN Dynamic extended TMAs for advanced CCO/CDO and improved CCO/CDO improved advanced and for TMAs extended Dynamic operations departure and arrival management surface integrated of evolution Digital a environment 4D for AMAN generation Next TMAs in GNSS-based procedures geometric Advanced throughputrunway increased for minima separation of Evolution PJ.02-W2-14 throughput runway increased for minima separation of Evolution airports multiple into management Arrival (CDO) operations descent Continuous CPDLC for D-TAXI service application weather all awareness in situation controller ground Enhanced conditions TMA complex in merge Point tool management De-icing Reducing landing minima in enhanced conditions lowusing visibility (EFVS) systems vision flight separation visual assisted through improvement Approach service E-AMAN excursions runway avoiding for tools support Safety pilot and controller alerts for safety airport Enhanced airports access secondary to Improved Enhanced navigation and accuracy in low-visibility conditions on on conditions low-visibility in accuracy and navigation Enhanced surfaces airport PCP EOC Airport and TMA performance (continued) EOC Airport and TMA performance (continued) EOC Airport and TMA performance

ANNEXES 145 Not applicable Not Not applicable Not Not applicable Not Not applicable Not Not applicable Not Not applicable Not Not applicable Not Not applicable Not Not applicable Not Not applicable Not applicable Not applicable Not Not applicable Not Solution name Flight-centric ATC Flight-centric validations controller (non-geographical) Generic' control Collaborative processes driven trajectory Mission Management dynamic of airspace configurations Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not from

PJ.07-03 PJ.08-01 PJ.10-06 Solution

PJ.10-01c PJ.10-01b Following Following applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable

phase

MP Vision Vision MP B A A A A A Feature

AATS Key Key AATS A AATS C PJ.10-01c Collaborative control AATS A AATS B AATS A AATS C AATS B OANS C OANS B OANS C PJ.08-01 airspace configurations dynamic of Management OANS C OANS . Names of Solutions and activities Additional R&D activitiesAdditional development in In development phase:In Key activities R&D Additional SESARAdditional Solutions deployment in In deployment phase:In key SESAR Solutions In development phase:In Key Solutions approaching maturity Flight-centric ATC and improved distribution of separation separation of distribution improved and ATC Flight-centric responsibility in ATC mobile dynamic integrated with trajectories management Mission 2 type and 1 areas type Free Route through free routing for flights both in cruise and and cruise in both flights for free routing through Free Route Level flight a specified above evolving vertically Variable profile military reserved areas and enhanced (further (further areas enhanced reserved and military profile Variable collaboration civil-military automated) Optimized traffic management traffic Optimized to enable Free Routing in high and very environments high complexity * 01 - #10 RNP advanced network route using Optimised #31 #33 #32 routing direct of use the through Free Route #63 planning Multi-sector #65 User-preferred routing #66 sectorisation dynamic for support Automated code #104 organiser - air traffic en-route Sector team operations #118 function) planning ATC (extended EAP Basic PJ.08-02 areas moving supporting airspace configuration Dynamic Solution PJ.10-01a team organisation controller High-productivity PJ.06 PJ.10-W2-70 en-route in planner multi-sector and control Collaborative PJ.09-W2-44 (DAC) airspace configurations Dynamic PJ.10-W2-73 PJ.07-W2-40 Chapters and 4 5 Deployment ScenarioDeployment

Mission trajectories management with integrated dynamic mobile mobile dynamic integrated with trajectories management Mission Free Route Free Route airspace use of flexible advanced and management Airspace team organisation controller High-productivity separation of distribution improved and ATC Flight-centric responsibility in ATC airspace configuration Dynamic 2 type and 1 areas type RNP advanced network using route Optimised planning Multi-sector organiser - air traffic en-route Sector team operations function) planning ATC (extended EAP Basic en-route in planner multi-sector and control Collaborative lower airspace in free routing based performance of Management PJ.06-02 areas moving supporting airspace configuration Dynamic airspace lower in free routing based performance of Management PCP Solutions thatSolutions in the are forpipeline deploymentstill but are part PCP expected of to be mature by the end of 2019 EOC Fully dynamic and optimised airspace * EOC Fully dynamic and optimised airspace EOC Fully

146 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 Not applicable Not Not applicable Not Not applicable Not Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable Not Solution name Improved performance in the provision of separation without use of ADS-C/EPP data of use without separation of provision the in performance Improved ADS-C/EPP data of use with separation of provision the in performance Improved management separation Advanced operations descent and climb continuous advanced for E-TMA Dynamic separation of provision the in performance Improved (TBO) operations based Trajectory Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not Not from

Solution

PJ.18-02a PJ.10-02b PJ.01-03B Following Following applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable applicable PJ.10-02a1 PJ.10-02a2

phase

MP Vision Vision MP

Feature Key Key EAI B #58 position working controller the on downlink advisory ACAS resolution of use and Display EAI B EAI C EAI B EAI A AATS B AATS A AATS C AATS A AATS B AATS C AATS C PJ.15-08 service prediction Trajectory AATS A AATS B OANS C PJ.07-01 definition trajectory for processes AU OANS C . Names of Solutions and activities Additional R&D activities development in In developmentIn phase: Key activities R&D Additional SESAR Solutions deployment in In deployment phase:In key SESAR Solutions In developmentIn phase: Key Solutions approaching maturity Enhanced short-term conflict alert (STCA) for terminal manoeuvring manoeuvring terminal for alert (STCA) conflict short-term Enhanced areas (TMAs) Enhanced integration of AU trajectory definition and network and AU trajectory definition of integration Enhanced processes management Improved ground trajectory predictions enabling future automation automation future enabling predictions trajectory ground Improved tools Controlled time of arrival (CTA) in medium density / medium / medium density medium in (CTA) arrival of time Controlled environment complexity Enhanced short-term conflict alert (STCA) and non transgression zone zone transgression non and alert (STCA) conflict short-term Enhanced information DAPs use of making nets safety based ground (NTZ) #27 tool monitoring conformance and MTCD #60 #69 parameters down-linked with STCA Enhanced #06 code #100 system presentation and monitoring ACAS ground #101 surveillance hybrid Extended #105 (ACAS) system avoidance collision airborne Enhanced #115 ground on availability (EPP) profile projected Extended PJ.01-05 management deck interval flight spacing Airborne Solution PJ.11-G1 PJ.18-02c RBT to transition SBT eFPL supporting PJ.18-06a planned ATC trajectory performance improvement * PJ.18-06b and trajectory NM Tactical performance improvement * PJ.18-W2-88 service prediction Trajectory PJ.07-W2-38 PJ.18-W2-53 Chapters and 4 5 Deployment ScenarioDeployment

Extended hybrid surveillance surveillance hybrid Extended Initial trajectory information sharing (i4D) sharing information trajectory Initial nets safety Enhanced RBT to transition SBT eFPL supporting automation future enabling predictions trajectory ground Improved tools automation increased and datalink by supported revision RBT network and AU trajectory definition of integration Enhanced processes PJ.18-W2-57management automation increased and datalink by supported revision RBT clearances vertical enhanced through profiles vertical Improved AATS PJ.18-W2-56 clearances vertical enhanced through profiles vertical Improved C / medium density medium in (CTA) arrival of time Controlled environment complexity PJ.18-02a AATS (TBO) operations based Trajectory tool monitoring conformance and MTCD C system presentation and monitoring ground ACAS (ACAS) system avoidance collision airborne Enhanced management deck interval flight spacing Airborne zone transgression non and alert (STCA) conflict short-term Enhanced information DAPs use of making nets safety based ground (NTZ) service prediction Trajectory PCP Solutions thatSolutions in the are forpipeline deploymentstill but are part PCP expected of to be mature by the end of 2019 EOC Trajectory-based operations * EOC Trajectory-based operations EOC Trajectory-based

ANNEXES 147 Not applicable Not Not applicable Not Not applicable Not Not applicable Not applicable Not applicable Not applicable Not Solution name Not Not Not Not Not Not Not Not Not Not Not from

PJ.10-05 IFR integration RPAS Solution

Following Following applicable applicable applicable applicable applicable applicable applicable

phase

MP Vision Vision MP B C

Feature Key Key EAI B AATS B PJ.11-A2 IFR for RPAS avoidance Collision AATS C AATS C AATS C AATS B AATS B AATS B Names of Solutions and activities Additional R&D activities development in In developmentIn phase: Key activities R&D In deployment phase:In key SESAR Solutions In developmentIn phase: Key Solutions approaching maturity IFR RPAS accommodation in airspace classes A to C to A airspace classes in IFR accommodation RPAS C to A airspace classes in IFR integration RPAS Collision avoidance for IFR for RPAS avoidance Collision (ACAS rotorcraft and aviation general for avoidance collision Airborne Xp) Development of new services similar to FIS-B to support ADS-B ADS-B FIS-B to support to similar services new of Development Aviation General for solutions 111 115 117 code #113 rotorcraft for IFR routes low-level Optimised PJ.01-06 TMA the in operations GA and rotorcraft Enhanced PJ.02-05 atairports the operations rotorcraft Independent Solution PJ.11-A4 PJ.03a-09 (RPAS) aircraft systems remotely-piloted by Surface operations PJ.13-W2- PJ.13-W2- PJ.13-W2- PJ.14-02-05 PJ.01-W2-06 TMA the in operations rotorcraft Advanced Chapters and 4 5 Deployment ScenarioDeployment

Enhanced rotorcraft and GA operations in the TMA the in operations GA and rotorcraft Enhanced Optimised low-level IFR routes for rotorcraft for IFR routes low-level Optimised at airports operations rotorcraft Independent IFR for RPAS avoidance Collision C to A airspace classes in IFR integration RPAS TMA the in operations rotorcraft Advanced ADS-B FIS-B to support to similar services new of Development Aviation General for solutions aviation general and rotorcraft for evolution ACAS RPAS by operations Surface IFR RPAS accommodation in airspace classes A to C to A airspace classes in IFR accommodation RPAS PCP EOC mobility Multimodal and integration of all airspace users EOC Multimodal mobility and integration of all airspace users of all airspace EOC Multimodal mobility and integration

148 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 ANNEX B. MAPPING SESAR CHANGES TO 2019 ICAO FRAMEWORK

This annex shows the mapping between the SESAR deployment scenarios and the ICAO Aviation System Block Upgrades (ASBU) Elements. The ICAO framework of 2019 shows a finer granularity than its predecessor.

ICAO ASBU Element SESAR deployment scenarios Collaborative NOP ACDM-B1/1 ACDM-B1/2 Collaborative airport (airport operations plan - network operations plan, phase 2)

APTA-B1/1 Advanced geometric GNSS-based procedures in TMAs APTA-B1/2 Enhanced TMA using RNP-based operations APTA-B1/4 APTA-B1/5 Enhanced visual operations APTA-B1/3

FRTO-B1/1 FRTO-B1/4 Free Route FRTO-B1/5 High-productivity controller team organisation FRTO-B1/6

Enhanced short-term ATFCM measures NOPS-B1/1 Collaborative NOP NOPS-B1/2 Airport integration in the network NOPS-B1/3 Automated support for traffic complexity assessment NOPS-B1/4 Airspace management and advanced flexible use of airspace NOPS-B1/5 NOPS-B1/6 Free Route NOPS-B1/7 Enhanced ATFM slot swapping NOPS-B1/8 Automated support for traffic complexity assessment NOPS-B1/9 Calculated take-off time to target time of arrival (TTA) for ATFCM purposes 1 Multiple remote towers and remote tower centre RATS-B1/1 Remotely provided air traffic service for multiple aerodromes

Block RSEQ-B1/1 Arrival manager (AMAN) extended to en-route airspace

SNET-B1/1 Enhanced safety nets SNET-B1/2

Enhanced airport safety nets

SURF-B1/1 Integrated surface management SURF-B1/2 Traffic alerts for pilots for airport operations SURF-B1/3 Digital evolution of integrated surface management SURF-B1/4 SURF-B1/5 Airport safety nets Automated assistance to controller for surface movement planning and routing Enhanced visual operations

COMI-B1/1 Initial SWIM infrastructure and profiles COMI-B1/2 CNS rationalisation COMI-B1/3 CNS services evolution

NAVS-B1/1 CNS rationalisation

AMET-B1/2 Initial SWIM meteorological information exchange AMET-B1/4

DAIM-B1/7 Digitally enhanced briefing

ANNEXES 149 ICAO ASBU Element SESAR deployment scenarios

ACAS-B2/1 Enhanced airborne collision avoidance for commercial air transport normal operations (ACAS Xa) ACAS-B2/2 Collision avoidance for IFR RPAS

Enhanced collaborative airport performance planning and monitoring ACDM-B2/1 Digital collaborative airport performance management APTA-B2/1 APTA-B2/2 Enhanced arrival procedures

Network optimisation of multiple ATFCM time-based measures FRTO-B2/1 FRTO-B2/2 Digital integrated network management and ATC planning FRTO-B2/3 Dynamic airspace configurations FRTO-B2/4 Free Route Improved ground trajectory predictions enabling future automation tools

Dynamic airspace configurations Mission trajectories management with integrated dynamic mobile areas type 1 and type 2 NOPS-B2/2 Next generation AMAN for a 4D environment NOPS-B2/1 Digital integrated network management and ATC planning NOPS-B2/3 NOPS-B2/5 Enhanced network traffic prediction and shared complexity representation NOPS-B2/4 Collaborative network performance management NOPS-B2/6 Enhanced collaborative airport performance planning and monitoring Collaborative framework for managing delay constraints on arrivals Free Route

Departure manager (DMAN) synchronised with pre-departure sequencing RSEQ-B2/1 Traffic optimisation on single- and multiple-runway airports RSEQ-B2/2 Enhanced AMAN/DMAN integration Dynamic extended TMAs for advanced CCO/CDO and improved arrival and departure operations SURF-B2/1 2 SURF-B2/2 Digital evolution of integrated surface management Airport safety nets vehicles TBO-B2/2 RBT revision supported by datalink and increased automation Mission trajectories management with integrated dynamic mobile areas type 1 and type 2 Block WAKE-B2/2 WAKE-B2/3 Efficient aircraft separation during take-off and final approach WAKE-B2/7 Evolution of separation minima for increased runway throughput WAKE-B2/8

ASUR-B2/2 CNS services evolution

COMI-B2/1 Hyper-connected ATM COMI-B2/3 Aircraft as an AIM/MET sensor and consumer

COMS-B2/1 CNS services evolution COMS-B2/2 Initial trajectory information sharing (i4D) NAVS-B2/1 CNS services evolution NAVS-B2/3 Advanced geometric GNSS-based procedures in TMAs NAVS-B2/2

AMET-B2/1 Improved aviation AIM and MET services through automation and digitalisation AMET-B2/2 Aircraft as an AIM/MET sensor and consumer AMET-B2/4 Initial SWIM meteorological information exchange DAIM-B2/5 Improved aviation AIM and MET services through automation and digitalisation DAIM-B2/1 IFR RPAS accommodation in airspace classes A to C DAIM-B2/2 DAIM-B2/4 IFR RPAS integration in airspace classes A to C FICE-B2/1 Enhanced integration of AU trajectory definition and network management processes FICE-B2/3 Mission trajectories management with integrated dynamic mobile areas type 1 and type 2 FICE-B2/9 RBT revision supported by datalink and increased automation FICE-B2/2 FICE-B2/8 eFPL supporting SBT transition to RBT IFR RPAS accommodation in airspace classes A to C

SWIM-B2/3 Initial SWIM infrastructure and profiles SWIM-B2/1 SWIM TI green profile for ground/ground civil military information sharing SWIM-B2/2 Aircraft as an AIM/MET sensor and consumer SWIM-B2/4 SWIM TI purple profile for air/ground advisory information sharing

150 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 ICAO ASBU Element SESAR deployment scenarios

ACDM-B3/1 Digital collaborative airport performance management

COMI-B3/2 CNS services evolution COMI-B3/3

3 Hyper connected ATM COMI-B3/4 Aircraft as an AIM/MET sensor and consumer

AMET-B3/4 Aircraft as an AIM/MET sensor and consumer Block FICE-B3/1 Dynamic extended TMAs for advanced CCO/CDO and improved arrival and departure operations

SWIM TI purple profile for air/ground safety-critical information sharing SWIM-B3/1 Aircraft as an AIM/MET sensor and consumer

SESAR deployment scenarios

Time-based separation for final approach Flight-centric ATC and improved distribution of separation responsibility in ATC Delegation of services amongst ATSUs No corresponding HMI interaction modes for ATC centres and airport towers ASBU Element Virtual centre concept identified U-space U1 — foundation services U-space U2 — initial services U-space U3 — advanced services Improved vertical profiles through enhanced vertical clearances

LEGEND

Prioritised deployment scenarios In deployment phase: Key SESAR Solutions (PCP)

In deployment phase: Key SESAR Solutions

In development phase: Key Solutions approaching maturity

In development phase: Key R&D activities

ANNEXES 151 ANNEX C. EVOLUTION OF THE UNDERLYING CNS TECHNOLOGIES

The purpose of the CNS critical path is to identify and reflect emerging CNS technologies by time and their links with the most relevant deployment scenarios in support of the EOCs.

The figure below shows the underlying CNS technologies and services, and the changes needed through the ‘mature’, ‘approaching maturity’ and ‘key R&D’ deployment scenarios with respect to new technologies (e.g. ACAS X) and new concepts (e.g. TBO evolution, the virtual-centre concept, U-space management, SWIM evolution). It should be noted that the links made in the figure do not include all the possible connections and only highlight the critical connections to deployment scenarios

The ground and space infrastructures are identified with circles, while the airborne technology is marked with a square. The presence of a circle and a square indicates the need for synchronisation. It is assumed that backward compatibility will be maintained for some services (e.g. SBAS systems providing DFMC services will continue to provide an SBAS L1 service to maintain backwards compatibility and support SBAS L1-equipped users.)

Only new technologies or adaptations of existing technologies required to support the full deployment are identified (i.e. video surveillance for remote ATS for multiple aerodromes but no new requirement for surveillance, new ADS-B OUT standards). Technologies that are part of the Master Plan but which are not critical for the deployment scenario are not included in the figure. For example, AeroMACS (Aeronautical Mobile Airport Communications System) is available for implementation based on local business cases. It provides a wideband data and voice solution to support ground-ground services and services to mobile users (e.g. aircraft, vehicles) at airports, thus relieving VDL 2 in the busiest airports.

To express the stepped approach between the current situation and the projected infrastructure, three key milestones, starting from 2025, are highlighted.

• The multilink concept will enable the seamless management of multiple digital datalink technologies. It will combine technologies considered by ICAO (L-DACS, SATCOM, AeroMACS) to support safety-critical applications and will integrate open connectivity opportunities (e.g. 5G).

• The next generation of GNSS DFMC aircraft-based augmentation system (ABAS)/SBAS/GBAS receivers, which allows the use of multiple frequencies from various satellite constellations, will increase capacity in low-visibility conditions and improve the robustness of the overall system.

• Composite surveillance starts with extensive deployment of the ADS-B OUT capability, allowing the optimisation of surveillance infrastructure, supported by a mix of ADS-B, WAM and mode S secondary radars.

Both the integrated backbone and the MON (plus a few additional technologies such as ACAS and EVS/SVS) contribute to the eight key evolution directions.

An additional element shown in the figure (data traffic evolution) requires adding datalink capacity to sustain the growth in aviation traffic and the trend towards higher data volumes exchanged between aircraft and other systems (owing to more demand, for example for ATM services and information services, and owing to an increase in aircraft operational data exchanges, for example of large engine maintenance files). The requirement for additional capacity is in addition to requirements for higher performance (e.g. lower latency, high availability).

152 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020

Combined satellite-based, airborne and ground-based CNS GAST D

Increased digitalisation, connectivity and higher automation levels

Underlying technologies Deployment scenarios VDLM2 (OSI) ABAS GPS L1 ABAS DFMC (H-ARAIM) SBAS GPS L1 Cat I I Cat GBAS GPS L1

GPS L1 VOR/DME TCAS 2 IP backbone PENS NewPENS PSR ILS Cat I/II/III analogue G/G voice A/G voice (analogue/digital) (analogue/digital) A/G voice profile Yellow Mode A/C/S

ADS-B out ADS-B

Link

CNS

EVS

Satellite-based ADS-B

infrastructure 2020 U‐space U1 and U‐space U2 Satellite (Internet) Cellular 3G/4G/5G 3G/4G/5G Cellular Digitally enhanced briefing Satcom class B (OSI) GBAS GPS L1 Cat I/II/III

Enhanced visual operations enabler

Independent rotorcraft ops. at airports

Virtual centre concept

SBAS DFMC Cat I/II GPS L1/L5 Galileo E1/E5 GBAS DFMC Cat I/II/III 2025 E-ACAS commercial air transport ACAS Xa ADS-B In

Initial trajectory information sharing (i4D)

Remotely provided ATS for Video Link multiple aerodromes

to A-PNT

Efficient aircraft separation during SUR

A/C take-off and final approach EVS/SVS

enabler

V-ARAIM CAT I Green P Blue P Blue P Green Enhanced arrival procedures G/G voice (digital (VoIP)

Mission trajectory management with

WAM/Mode S Clustered integrated dynamic mobile areas

IFR RPAS in airspace classes A to C

C2 & collision avoidance class A (IPS)*

RBT revision supported by datalink and

increased automation * Dynamic E-TMA for advanced CCO/CDO & improved arrival and departure operations datalink LDACS Next generation AMAN for 4D environment

and and

Purple P

satcom CNS services evolution ILS Cat III

digital LDACS (IPS)*

class voice SWIM-TI green and purple profiles

services

support Aircraft as an AIM/MET sensor and consumer

TCAS 2/ACAS X Advanced geometric GNSS-based FVS MSPSR procedures in the TMA

2030

G/G Open Multlink A/G

con- con- Navigation Surveillance comunication SWIM nec- nec- tivity tivity

ANNEXES 153

ANNEX D. AN ATM DIGITAL INDEX

The table below shows an initial proposal for a digital index built along the lines of the EU digital single market initiative’s DESI. The fitness for purpose of this proposed index still has to be tested using actual data before it can be used as a means of measuring the uptake of digitalisation among ATM stakeholders.

Dimension Sub-dimension Indicator Description KPI measured per Unit Weight

1a Ground to 1a1 Implementation of Existence or not of connection to an All stakeholders, including Score (0 -1) -> 1 ground IP based connectivity ATM IP backbone airspace users 0-100% connectivity 1a2 Usage of IP Share of external interfaces for ATM All stakeholders, including 0-100 % 1 based connectivity related operations implementedon airspace users SWIM/IP infrastructure 1. Connectivity & information 1b Air to 1b1 Datalink Three level indicator: ANSPs Score (0 -2) -> 1 sharing ground implementation and 0=Use of voice communication only AUs 0=0% connectivity coverage 1= Use of datalink but not IP based 1=50% 2= Use of IP based datalink 2=100%

1b2 Datalink usage Share of information that is shared ANSPs 0-100%% 1 against full datalink using datalink services 2. Automation

2a Degree of 2a1 Level of ATCO Working position (ATCo + automation) ANSPs 1 = 0% 2 automation work automation productivity improvement driven by 10=100% system automation 3. Virtualisation 3a Remote 3a1 Implementation Share of capabilities that are implemented ANSPs 0-100% 2 provision of of virtual and remote independently from the geographical ANS centers location where they are delivered (i.e., virtual centres & remote towers) 4. Industry liberalisation 4a Open 4a1 Availability of API Existence or not of well-deﬁned and ANSPs, NM Score (0 -1) 1 industry policy interfaces affordable API interfaces provided to 0 = 0% external stakeholders (e.g., SMEs) 1 = 100%

154 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 ANNEX E. ABBREVIATIONS

AAS Airspace architecture study A-SMGCS Advanced surface movement guidance ABAS Aircraft-based augmentation system and control system ACAS Airborne collision avoidance system ASPA ASAS spacing A-CDM Airport – collaborative decision making ATC Air traffic control ADF Automatic direction finder ATCO Air traffic control officer ADS-B Automatic dependent surveillance- ATFCM Air traffic flow and capacity broadcast management ADS-C Automatic dependent surveillance- ATFM Air traffic flow management contract ATM Air traffic management ADSP ATM data service provider ATM RPP ATM requirements and performance AeroMACS Aeronautical mobile airport panel communications system ATN Aeronautical telecommunications AF ATM functionality network AFIS Aerodrome flight information service ATS Air traffic service(s) AFISO Aerodrome flight information service ATSEP Air traffic safety electronics personnel officer ATSU Air traffic service unit A-FUA Advanced flexible use of airspace AU Airspace user A/A Air/air AUP Airspace use plan A/G Air/ground AUTOMETAR Automated METAR (automated weather AGL Airfield ground lighting observation) AI Artificial intelligence AIM Aeronautical information management B2B Business-to-business AIRM Aeronautical information reference BA Business aviation model BVLOS Beyond visual line of sight (for drone AIS Aeronautical information services operations) AIXM Aeronautical information exchange model CAPP Cockpit assisted pilot procedure AMAN Arrival manager CAS Calibrated Air Speed ANC13 13th ICAO Air Navigation Conference CAT I/II/III Category I/II/III (ICAO categories of ANS Air navigation service precision approach and landing) ANSP Air navigation service provider CAVS CDTI assisted visual separation AO Airport operations CBA Cost benefit analysis AOC Airline operation centre CCO Continuous climb operations AOP Airport operations plan CDM Collaborative decision-making APOC Airport operations centre CDO Continuous descent operations A-PNT Alternative position, navigation and CD&R Conflict detection and resolution timing CDTI Cockpit display of traffic information APP Approach CEF Connecting Europe facility ARES Airspace reservation CHMI Collaboration human machine ASAS Airborne separation assistance/ interface (formally CFMU HMI) assurance system CNL Cancel message ASBU Aviation system block upgrade CNS Communication, navigation and ASM Airspace management surveillance ASMA Arrival sequencing and metering area COM Communication CONOPS Concept of operations

ANNEXES 155 COTS Commercial off-the-shelf CP Common projects EUR Euro CPDLC Controller-pilot datalink EUROCAE European organisation for civil aviation communications equipment CTA Controlled time of arrival EVS Enhanced vision systems CTOT Calculated take-off time CTR Control zone FAA Federal aviation authority CVS Combined vision system (to extend FAB Functional airspace block visual segment) FCI Future communications infrastructure CWP Controller work position FCU/MCP Flight control unit/multifunction control panel DAA Dynamic airspace allocation FF-ICE Flight and flow information for a DAA Detect and avoid (for IFR RPAS) collaborative environment DAC Dynamic airspace configuration FL Flight level DAP Downlinked aircraft parameters FIR Flight information region DCB Demand capacity balancing FIS Flight information service DCT Direct (direct routing) FIS-B Flight information service - broadcast DESI Digital economy and society index FIXM Flight information exchange model DFMC Dual frequency multi-constellation FO Flight object DMA Dynamic mobile areas FOC Full operational capability DMAN Departure manager FMS Flight management systems DME Distance measuring equipment FOC Flight operations centre DMR/IRS Distance measuring equipment/inertial FRA Free route airspace reference system FUA Flexible use of airspace D-NOTAM Digital NOTAM DPI Departure planning information G2G Gate–to-gate D-TAXI Datalink taxi clearance service GA General aviation GANP Global Air Navigation Plan EAP Extended ATC planning function GAST-F GBAS approach service type F - for EASA European Aviation Safety Agency operations to CAT II/III performance based on multi-constellation and dual E-AMAN Extended AMAN frequencies EASCG European ATM standards coordination GAT General air traffic group GBAS Ground-based augmentation system EC European Commission GDP Gross domestic product ECAC European Civil Aviation Conference G/G Ground/ground EDA European Defence Agency GLS GBAS landing system EFB Electronic flight bag GNSS Global navigation satellite system eFPL Extended flight plan GPS Global positioning system EFS Electronic flight strip EFVS Enhanced flight vision systems HMI Human-machine interface EGNOS European geostationary navigation overlay service EHS Enhanced surveillance i4D Initial 4 dimensional trajectory EOC Essential operational change (latitude, longitude, altitude and time) IaaS Infrastructure as a service E-OCVM European operational concept validation methodology ICAO International Civil Aviation Organisation EPAS European plan for aviation safety IFR Instrument flight rules EPP Extended projected profile ILS Instrument landing system ESO European Standardisation Organisation IMP Information management panel E-TMA Extended TMA INEA Innovation and Networks Executive EU European Union Agency IOC Initial operational capability

156 EUROPEAN ATM MASTER PLAN EXECUTIVE VIEW — EDITION 2020 IOP Flight object SDM SESAR Deployment Manager IoT Internet of things SDR Software defined radio IP Internet protocol SES Single European Sky ISMS Information security management SESAR Single European Sky ATM Research systems SID Standard instrument departure ISRM Information service reference model SJU SESAR Joint Undertaking SMO Standards making organisation MSPSR Multi-static primary surveillance radar SMR Surface movement radar MSSR Mono-pulse secondary surveillance radar SMT Shared mission trajectory MT Mission trajectory SNI Simultaneous non-interfering SOA Service-oriented architecture N/A Not applicable SSR Secondary surveillance radar NATO North Atlantic Treaty Organization STAM Short-term ATFCM measures NDB Non-directional beacon STAR Standard instrument arrival NM Network Manager STATFOR EUROCONTROL statistics and forecast NOP Network operations plan service NPV Net present value STCA Short-term conflict alert OBT Off-block time SVS Synthetic vision system SWIM System wide information management P3R3 Prevision, prevention, protection, SWIM-TI SWIM technical infrastructure recognition, response, and recovery PBN Performance-based navigation TBO Trajectory based operations PCP Pilot Common Project TBS Time-based separation PENS Pan-European network service TFC Traffic PinS Point in space TMA Terminal manoeuvring area PKI Public key infrastructure TRN Terrain reference navigation PRB Performance Review Body TS Traffic synchronisation PRNAV Precision area navigation TSAT Target start approval time PSR Primary surveillance radar TTA Target time of arrival TTO Target time over R & D Research and development TTOT Target take-off time RA Resolution advisory RBT Reference business trajectory UDPP User-driven prioritisation process RC Rotorcraft UHF Ultra high frequency RF Radius to a fix UUP Updated airspace use plan RMT Reference mission trajectory VFR Visual flight rules RNAV Area navigation VHF Very high frequency RNP Required navigation performance VNAV Vertical navigation ROT Runway occupancy time VoIP Voice over internet protocol RP Reference period VOR VHF omnidirectional radio range RPAS Remotely-piloted aircraft system VSATS Very small aperture terminals RTCA Radio technical commission for aeronautics WAIC Wireless avionics intra-communication RTM Remote tower modules WAM Wide area multilateration RTS Remote tower services WOC Wing operation centre WRC World radiocommunication conference S & M Sequencing and metering WX Weather SAR Search and rescue SATCOM Satellite communications XMAN Cross-border arrival management SBAS Satellite-based augmentation system SBT Shared business trajectory

ANNEXES 157

MG-07-18-084-EN-C Digitalising EUROPEAN ATM Europe’s Aviation MASTER PLAN Infrastructure www.atmmasterplan.eu Executive view EUROPEAN ATM MASTER PLAN — EXECUTIVE VIEW

2020 edition