test xm1
Meta.Page
false
LightSeaGreen
false
A
Id2082
0
false
A.1
Id11
0
The ATM Vision agreed by the working group
of Task 2.2.2 in its workshop in July 2006 is:
0
The ATM Vision agreed by the working group
of Task 2.2.2 in its workshop in July 2006 is:
“ Europe has an affordable, seamless system
of ATM, which enables all categories of airspace users to conduct their
operation with minimum restrictions and maximum flexibility while meeting or
exceeding the measurable targets for safety, operational efficiency and cost
effectiveness, minimising the environmental impact and meeting national
security and defence requirements.”
0
“
Europe
has an affordable, seamless system
of ATM, which enables all categories of airspace users to conduct their
operation with minimum restrictions and maximum flexibility while meeting or
exceeding the measurable targets for safety, operational efficiency and cost
effectiveness, minimising the environmental impact and meeting national
security and defence requirements.”
false
A.2
Id8862
1
In the usual hierarchy of documents used
for system design, the Concept of Operations (CONOPS) is preceded by an
operational concept, providing the overall concept level guidance to ensure
consistent development of the operational details. In SESAR the Concept of
Operations is required to fulfil both roles as there is no separate concept
level document.
0
In the usual hierarchy of documents used
for system design, the Concept of Operations (CONOPS) is preceded by an
operational concept, providing the overall concept level guidance to ensure
consistent development of the operational details. In SESAR the Concept of
Operations is required to fulfil both roles as there is no separate concept
level document.
The CONOPS was developed by experts
delegated by airspace users, the military, industry, airports and air
navigation service providers in the framework of a Support Group created by
Task 2.2.2.
0
The CONOPS was developed by experts
delegated by airspace users, the military, industry, airports and air
navigation service providers in the framework of a Support Group created by
Task 2.2.2.
The CONOPS in its agreed D3 version is the
main, common reference for all SESAR tasks.
0
The CONOPS in its agreed D3 version is the
main, common reference for all SESAR tasks.
A number of disagreements [1] submitted by the stakeholder groups in respect of certain details
of the CONOPS, as well as open items that could not be resolved in the
available time frame, are listed in APPENDIX 4. These disagreements and open
items must be resolved prior to implementation decisions and therefore shall be
revisited after the Definition Phase. They will be used as guiding material for
future work under the umbrella of the SESAR Joint Undertaking [ D03 ].
0
A number of disagreements
[1]
submitted by the stakeholder groups in respect of certain details
of the CONOPS, as well as open items that could not be resolved in the
available time frame, are listed in APPENDIX 4. These disagreements and open
items must be resolved prior to implementation decisions and therefore shall be
revisited after the Definition Phase. They will be used as guiding material for
future work under the umbrella of the SESAR Joint Undertaking [
D03
].
The main principles and characteristics of
the agreed version will drive the Research and Development activities during
the SESAR Development Phase. This document may evolve and refinements will be
necessary as research, implementation and other findings are assessed and as
further dialogue helps refine common goals and priorities.
0
The main principles and characteristics of
the agreed version will drive the Research and Development activities during
the SESAR Development Phase. This document may evolve and refinements will be
necessary as research, implementation and other findings are assessed and as
further dialogue helps refine common goals and priorities.
false
A.3
Id2166
2
The objective of the SESAR Concept of
Operations (CONOPS) is to describe in sufficient detail the ATM operation
envisaged in Europe for the 2020-25 timeframe and some concept elements to be
deployed beyond 2025 so that airspace users, service providers and other
specialised SESAR tasks may gain a complete understanding of the operational
characteristics of ATM in 2020+ and the main changes they imply in operating
practices and the support they require. It does not cover transition issues but
does list research topics that will need to be addressed.
0
The objective of the SESAR Concept of
Operations (CONOPS) is to describe in sufficient detail the ATM operation
envisaged in Europe for the 2020-25 timeframe and some concept elements to be
deployed beyond 2025 so that airspace users, service providers and other
specialised SESAR tasks may gain a complete understanding of the operational
characteristics of ATM in 2020+ and the main changes they imply in operating
practices and the support they require. It does not cover transition issues but
does list research topics that will need to be addressed.
The CONOPS covers the complete air traffic
management process from early planning through flight execution to post flight
activities [ D04 ].
0
The CONOPS covers the complete air traffic
management process from early planning through flight execution to post flight
activities [
D04
].
The CONOPS offers a range of operational concepts
intended to reach the high end SESAR goals through an extensive Research and
Development program. Successful implementation of the target Concept of
Operations requires strong political support and commitment at European as well
as at national level to support / accelerate the necessary related social, financial,
political, and technological changes.
0
The CONOPS offers a range of operational concepts
intended to reach the high end SESAR goals through an extensive Research and
Development program. Successful implementation of the target Concept of
Operations requires strong political support and commitment at European as well
as at national level to support / accelerate the necessary related social, financial,
political, and technological changes.
false
A.4
Id8064
3
This CONOPS responds to the operational
vision and operational objectives developed by the airspace users with due regard
to the evolving capabilities and requirements of service providers and
airports.
0
This CONOPS responds to the operational
vision and operational objectives developed by the airspace users with due regard
to the evolving capabilities and requirements of service providers and
airports.
The SESAR CONOPS is compatible in all
respects with the ICAO Global Air Traffic Management Operational Concept as
described in Doc 9854 AN/458. It should be noted however that the ICAO document
is a global operational concept, with necessarily global and mainly high level
statements.
0
The SESAR CONOPS is compatible in all
respects with the ICAO Global Air Traffic Management Operational Concept as
described in Doc 9854 AN/458. It should be noted however that the ICAO document
is a global operational concept, with necessarily global and mainly high level
statements.
The SESAR Concept of Operations (CONOPS) is
a document that represents the concrete application of the global concept,
adapted and interpreted for Europe with due regard to the need to be globally interoperable.
0
The SESAR Concept of Operations (CONOPS) is
a document that represents the concrete application of the global concept,
adapted and interpreted for
Europe
with due regard to the need to be globally interoperable.
The presentation (structure) chosen for the
CONOPS is a process-centric one, built around air traffic management’s
interactions with the business/mission trajectories as the expression of the
airspace users’ intentions. The operational concept elements contained in Doc
9854 are all fully taken into account in the CONOPS, but they are subsumed into
the processes of managing the trajectories, reflecting the actual working of
the air traffic management network.
0
The presentation (structure) chosen for the
CONOPS is a process-centric one, built around air traffic management’s
interactions with the business/mission trajectories as the expression of the
airspace users’ intentions. The operational concept elements contained in Doc
9854 are all fully taken into account in the CONOPS, but they are subsumed into
the processes of managing the trajectories, reflecting the actual working of
the air traffic management network.
false
A.5
Id2764
4
The document is composed of an Executive
Summary and a number of Chapters, these latter designated by index letters.
0
The document is composed of an Executive
Summary and a number of Chapters, these latter designated by index letters.
Note: In earlier drafts, several lists of
research issues had been included at the end of the various sections. Following
the restructuring of the document, it is necessary to review and align those
issues as well as to add new ones based on the comments received on earlier
versions. In order to improve readability, the research issues have been
removed from this version of the CONOPS. They will be re-inserted after
processing.
0
Note: In earlier drafts, several lists of
research issues had been included at the end of the various sections. Following
the restructuring of the document, it is necessary to review and align those
issues as well as to add new ones based on the comments received on earlier
versions. In order to improve readability, the research issues have been
removed from this version of the CONOPS. They will be re-inserted after
processing.
Chapters A to E introduce the concept of
operations in terms of the main drivers, the leading characteristics, and the
application of the ICAO Operational Concept Components in the European
environment. Chapter F describes the Concept in detail from an overall process point of
view, paying special attention to the evolving requirements of the airspace
users and the future development of the services needed by them. A brief
description of the way the Concept of Operations responds to the SESAR
objectives is contained in Chapter G .
0
Chapters A to E introduce the concept of
operations in terms of the main drivers, the leading characteristics, and the
application of the ICAO Operational Concept Components in the European
environment. Chapter
F
describes the Concept in detail from an overall process point of
view, paying special attention to the evolving requirements of the airspace
users and the future development of the services needed by them. A brief
description of the way the Concept of Operations responds to the SESAR
objectives is contained in Chapter
G
.
Information on supporting capabilities and
important background information is also provided in the remaining Sections and
Appendices.
0
Information on supporting capabilities and
important background information is also provided in the remaining Sections and
Appendices.
false
B
Id1094
1
The Air Transport Value Chain represents
the overall activity which Air Traffic Management (ATM) is a part of and which
it serves.
0
The Air Transport Value Chain represents
the overall activity which Air Traffic Management (ATM) is a part of and which
it serves.
At the top of the chain is European
Society, with its many needs for security, mobility and wealth creation. Next,
there are the direct customers, requiring the mobility provided by air
transport, both Intra-European and Intercontinental, for the purpose of
European Economic sustainability.
0
At the top of the chain is European
Society, with its many needs for security, mobility and wealth creation. Next,
there are the direct customers, requiring the mobility provided by air
transport, both Intra-European and Intercontinental, for the purpose of
European Economic sustainability.
A reliable air transport system requires a
strong and sustainable Air Transport Value Chain (See D1 and D2). ATM is an
inseparable element of this value chain and because of that the ATM System
needs to be able to facilitate/accommodate the evolving demand of all airspac e u sers, safely, efficiently, and with high performance in all Key
Performance Areas while respecting the obligations that fall on each ATM
stakeholder vis-à-vis all European citizens.
0
A reliable air transport system requires a
strong and sustainable Air Transport Value Chain (See D1 and D2). ATM is an
inseparable element of this value chain and because of that the ATM System
needs to be able to facilitate/accommodate the evolving demand of all airspac
e u
sers, safely, efficiently, and with high performance in all Key
Performance Areas while respecting the obligations that fall on each ATM
stakeholder vis-à-vis all European citizens.
The measure of success of SESAR will be its
potential to accommodate evolving requirements, and its responsiveness and
adaptability to the various needs and capabilities of the many different
airspace users operating in Europe .
0
The measure of success of SESAR will be its
potential to accommodate evolving requirements, and its responsiveness and
adaptability to the various needs and capabilities of the many different
airspace users operating in
Europe
.
false
B.1
Id9386
0
Aviation covers a wide range of users, from
commercial air transport to military and recreational flight. Each and every
flight operation has a specific purpose, business or mission aim.
0
Aviation covers a wide range of users, from
commercial air transport to military and recreational flight. Each and every
flight operation has a specific purpose, business or mission aim.
Passengers are the prime customers of the
airlines, as are the consignees for the package and cargo carriers. Equally
important are the charter operators, Business Aviation (BA), General Aviation
(GA), individually operated aircraft (both commercial and non-commercial) and
State aircraft (military, police, etc.). All these operators are, in turn, the
prime customers of Air Navigation Service Providers (ANSP) and airports.
0
Passengers are the prime customers of the
airlines, as are the consignees for the package and cargo carriers. Equally
important are the charter operators, Business Aviation (BA), General Aviation
(GA), individually operated aircraft (both commercial and non-commercial) and
State aircraft (military, police, etc.). All these operators are, in turn, the
prime customers of Air Navigation Service Providers (ANSP) and airports.
Forecasts show that the air transport
system will continue to expand in all dimensions. The “new” ATM System,
airports (both in number and size), airspace user business models, aerial
vehicles, all aim at accommodating this demand. The ATM network must provide
acceptable solutions, from both the safety and the business perspective, for
all users and all classes of operator
0
Forecasts show that the air transport
system will continue to expand in all dimensions. The “new” ATM System,
airports (both in number and size), airspace user business models, aerial
vehicles, all aim at accommodating this demand. The ATM network must provide
acceptable solutions, from both the safety and the business perspective, for
all users and all classes of operator
The Concept of Operations as described in
this document considers the European airspace as a single resource shared by
all airspace users, whose diverse and sometimes competing business needs are
fully recognised and catered for. This European airspace resource is integrated
into the global ATM network to ensure cost-efficient interoperability.
0
The Concept of Operations as described in
this document considers the European airspace as a single resource shared by
all airspace users, whose diverse and sometimes competing business needs are
fully recognised and catered for. This European airspace resource is integrated
into the global ATM network to ensure cost-efficient interoperability.
European Member State prerogatives for, and sovereignty over, airspace management and
design are fully respected.
0
European
Member
State
prerogatives for, and sovereignty over, airspace management and
design are fully respected.
false
B.2
Id9267
1
World economies,
including Europe , are expanding. Air transport expansion is
driven by expanding world and European economies. Air traffic demand will
change accordingly, both intra and extra-European.
0
World economies,
including
Europe
, are expanding. Air transport expansion is
driven by expanding world and European economies. Air traffic demand will
change accordingly, both intra and extra-European.
Various “business models” aim at serving a
share of the end-user demand by offering a variety of service levels, business
model variety is likely to expand in the near future. This expansion will
affect traffic patterns, including the use of more remote airports with growth
potential.
0
Various “business models” aim at serving a
share of the end-user demand by offering a variety of service levels, business
model variety is likely to expand in the near future. This expansion will
affect traffic patterns, including the use of more remote airports with growth
potential.
Cargo operations will
expand, again driven by expanding economies and logistic capacity demand.
0
Cargo operations will
expand, again driven by expanding economies and logistic capacity demand.
The
number of military air movements is not expected to increase. However, the size
of airspace temporarily required and the need for flexible routing options will
increase due to new aircraft types, weapon systems and their associated
tactics.
0
The
number of military air movements is not expected to increase. However, the size
of airspace temporarily required and the need for flexible routing options will
increase due to new aircraft types, weapon systems and their associated
tactics.
Business and General
Aviation are predicted to expand, in combination with the advent of new Aerial
Vehicles, such as Very Light Jets, which will add to the diversity in terms of
aerodynamic performance and airport usage.
0
Business and General
Aviation are predicted to expand, in combination with the advent of new Aerial
Vehicles, such as Very Light Jets, which will add to the diversity in terms of
aerodynamic performance and airport usage.
Another category of
Aerial Vehicle will also emerge: the Unmanned Aircraft System (UAS).
0
Another category of
Aerial Vehicle will also emerge: the Unmanned Aircraft System (UAS).
With European economies
expanding at different pace, traffic patterns will develop accordingly.
Changing traffic patterns, as a result of increasing local demand, however,
will always have pan-European network impact.
0
With European economies
expanding at different pace, traffic patterns will develop accordingly.
Changing traffic patterns, as a result of increasing local demand, however,
will always have pan-European network impact.
The congestion and/or
saturation of major airports will drive the move of traffic to smaller airports
with growth potential and to possible co-use of military aerodromes.
0
The congestion and/or
saturation of major airports will drive the move of traffic to smaller airports
with growth potential and to possible co-use of military aerodromes.
In order to be able to
accommodate the demand in the given SESAR timeframe the new ATM System will
need to be flexible and adaptable to keep up with the changing dimensions of
the airspace user, air transport demand while offering a cost-effective
service, in line with airspace user efforts to reduce cost.
0
In order to be able to
accommodate the demand in the given SESAR timeframe the new ATM System will
need to be flexible and adaptable to keep up with the changing dimensions of
the airspace user, air transport demand while offering a cost-effective
service, in line with airspace user efforts to reduce cost.
The new ATM System
should facilitate the increasing multidimensional air transport demand safely
and efficiently, guided and driven by a performance framework, in which safety
is a paramount and continually improving key performance area.
0
The new ATM System
should facilitate the increasing multidimensional air transport demand safely
and efficiently, guided and driven by a performance framework, in which safety
is a paramount and continually improving key performance area.
false
B.2.1
Id8117
0
An airline is a business. It operates in a
highly competitive environment, using its aircraft as sophisticated business
tools, through which it sells its products (seats and/or cargo space) to
facilitate the demand for air transport.
0
An airline is a business. It operates in a
highly competitive environment, using its aircraft as sophisticated business
tools, through which it sells its products (seats and/or cargo space) to
facilitate the demand for air transport.
The airline schedule provides the basis for
this “product” – the services and connectivity the airline sells to its
customers. The schedule forms the “envelope” for airline internal and external
resources & assets, planning & processes.
0
The airline schedule provides the basis for
this “product” – the services and connectivity the airline sells to its
customers. The schedule forms the “envelope” for airline internal and external
resources & assets, planning & processes.
Rapidly changing and evolving market
demands require the airline to continuously adapt, all aspects of its business
and operation in order to survive.
0
Rapidly changing and evolving market
demands require the airline to continuously adapt, all aspects of its business
and operation in order to survive.
Ad hoc disturbances, beyond the control of
the airline, dictate the need for adaptability and flexibility, in order to
mitigate the effect of e.g. severe weather, temporary lack of airport and/or
airspace capacity, passenger behaviour.
0
Ad hoc disturbances, beyond the control of
the airline, dictate the need for adaptability and flexibility, in order to
mitigate the effect of e.g. severe weather, temporary lack of airport and/or
airspace capacity, passenger behaviour.
Airlines continually control the direct
operating cost of their flight operations by selecting the best possible,
business (process) profiles, given the actual situation, thereby guaranteeing
the highest possible yield: a prerequisite for sustainable air transport.
0
Airlines continually control the direct
operating cost of their flight operations by selecting the best possible,
business (process) profiles, given the actual situation, thereby guaranteeing
the highest possible yield: a prerequisite for sustainable air transport.
Therefore, one of the most important
measures of success fro SESAR will be the responsiveness and adaptability of
the ATM System to the various needs and capabilities of the airlines operating
in Europe .
0
Therefore, one of the most important
measures of success fro SESAR will be the responsiveness and adaptability of
the ATM System to the various needs and capabilities of the airlines operating
in
Europe
.
false
B.2.2
Id1150
1
Key characteristic of Business Aviation is
its rapid accommodation of end-user demand, its ability to carry passengers
directly between city pairs at very short notice.
0
Key characteristic of Business Aviation is
its rapid accommodation of end-user demand, its ability to carry passengers
directly between city pairs at very short notice.
ATM System constraints can have a severe
impact on this performance and should therefore be minimised.
0
ATM System constraints can have a severe
impact on this performance and should therefore be minimised.
Many Business Aviation aircraft can
outperform commercial jets, both in climb and cruise. Operational examples are:
cruise-climb, high altitude free routes, self-separation and tailored
noise-abatement procedures.
0
Many Business Aviation aircraft can
outperform commercial jets, both in climb and cruise. Operational examples are:
cruise-climb, high altitude free routes, self-separation and tailored
noise-abatement procedures.
One of the key performance indicators of
SESAR will be its responsiveness and adaptability to meet these needs.
0
One of the key performance indicators of
SESAR will be its responsiveness and adaptability to meet these needs.
false
B.2.3
Id260
2
The
majority of General Aviation flights are performed in accordance with the
Visual Flight Rules (VFR), below Flight Level 130, outside terminal areas. They
involve a wide range of users, and most operations are not expected to
interfere with other civil operations.
0
The
majority of General Aviation flights are performed in accordance with the
Visual Flight Rules (VFR), below Flight Level 130, outside terminal areas. They
involve a wide range of users, and most operations are not expected to
interfere with other civil operations.
General
Aviation flights operating under Instrument Flight Rules (IFR), however, will
use the complete range of available levels and will be sharing airspace with
other airspace users.
0
General
Aviation flights operating under Instrument Flight Rules (IFR), however, will
use the complete range of available levels and will be sharing airspace with
other airspace users.
Improved
access to aeronautical information on the ground and in the air and the ability
to enter and change trajectories when needed is essential for General Aviation.
A key performance indicator of SESAR will be its ability to meet these needs.
0
Improved
access to aeronautical information on the ground and in the air and the ability
to enter and change trajectories when needed is essential for General Aviation.
A key performance indicator of SESAR will be its ability to meet these needs.
false
B.2.4
Id7222
3
Military
activities are determined by the national security and defence policy,
international security and defence commitments and the resulting political
decisions, and therefore differ significantly from those of other ATM
partners. The Military are participating as Aircraft Operators, Provider of
Air Navigation Services and Aerodrome Operators,
0
Military
activities are determined by the national security and defence policy,
international security and defence commitments and the resulting political
decisions, and therefore differ significantly from those of other ATM
partners. The Military are participating as Aircraft Operators, Provider of
Air Navigation Services and Aerodrome Operators,
Military
aerial activities mainly consist of training and exercises to establish and
maintain capabilities and readiness postures as required by the States.
0
Military
aerial activities mainly consist of training and exercises to establish and
maintain capabilities and readiness postures as required by the States.
Armed
Forces need flexible and adequate availability of airspace and routing options
according to military mission requirements, including temporary segregation
from other non-participating air traffic when required.
0
Armed
Forces need flexible and adequate availability of airspace and routing options
according to military mission requirements, including temporary segregation
from other non-participating air traffic when required.
Air
Defence Missions in regard to national sovereignty require unlimited and
unrestricted access to all airspace at any time.
0
Air
Defence Missions in regard to national sovereignty require unlimited and
unrestricted access to all airspace at any time.
Ground support for
military air operations by ATC will continue to play an important role in the
new concept. The variety of missions and the need flexibly to react on
aircrews’ in-flight requests, taking into consideration equipment status and
the specific stress situation of combat aircrews remains valid and demands a
flexible ATC system with the respective capability and capacity
0
Ground support for
military air operations by ATC will continue to play an important role in the
new concept. The variety of missions and the need flexibly to react on
aircrews’ in-flight requests, taking into consideration equipment status and
the specific stress situation of combat aircrews remains valid and demands a
flexible ATC system with the respective capability and capacity
Military airspace users
will take advantage of improved ATC ground support enabled by enhanced levels
of interoperability
between civil and military CNS ground infrastructure and future aircraft
capabilities.
0
Military airspace users
will take advantage of improved ATC ground support enabled by enhanced levels
of
interoperability
between civil and military CNS ground infrastructure and future aircraft
capabilities.
false
B.2.5
Id3583
4
The new generation multi-engine helicopters
and tilt rotor aircraft with full IFR and anti-icing capabilities and low noise
technologies will integrate smoothly into the air transport system.
0
The new generation multi-engine helicopters
and tilt rotor aircraft with full IFR and anti-icing capabilities and low noise
technologies will integrate smoothly into the air transport system.
Their ability to ‘pop-up’ into the airspace
including the transition from VFR to IFR and the reverse needs to be supported
by being able to create and fully integrate a new trajectory originating from
any point on the ground or in the air.
0
Their ability to ‘pop-up’ into the airspace
including the transition from VFR to IFR and the reverse needs to be supported
by being able to create and fully integrate a new trajectory originating from
any point on the ground or in the air.
The large variety of operational tasks
carried out by such aircraft requires flexibility and rapid response
capabilities from the ATM network. The specific procedures for low level
operations and high precision IFR approaches to high density city and
inaccessible locations or airports will have to be provided.
0
The large variety of operational tasks
carried out by such aircraft requires flexibility and rapid response
capabilities from the ATM network. The specific procedures for low level
operations and high precision IFR approaches to high density city and
inaccessible locations or airports will have to be provided.
Improved access to aeronautical information
and the ability to introduce and change trajectories via a variety of means is
the key for the efficient operation of these types of aircraft.
0
Improved access to aeronautical information
and the ability to introduce and change trajectories via a variety of means is
the key for the efficient operation of these types of aircraft.
false
B.2.6
Id8989
5
These aircraft will be present in
increasing numbers. While initial applications are typically intended for
military missions their potential extends to many types of civilian tasks, from
aerial observation of natural resources, pipelines, etc. to full size cargo
aircraft.
0
These aircraft will be present in
increasing numbers. While initial applications are typically intended for
military missions their potential extends to many types of civilian tasks, from
aerial observation of natural resources, pipelines, etc. to full size cargo
aircraft.
UAS may operate in full automatic mode
using sense-and-avoid technologies to avoid hazards or in ground controlled
mode where a pilot on the ground uses remote manipulation to fly the aircraft.
Even in full automatic mode ground intervention capability is required should
full automatic mode fail.
0
UAS may operate in full automatic mode
using sense-and-avoid technologies to avoid hazards or in ground controlled
mode where a pilot on the ground uses remote manipulation to fly the aircraft.
Even in full automatic mode ground intervention capability is required should
full automatic mode fail.
In terms of mass, UAS may range from very
light to heavy. Plans exist for full size cargo UAS, although their entry into
service date is still undefined.
0
In terms of mass, UAS may range from very
light to heavy. Plans exist for full size cargo UAS, although their entry into
service date is still undefined.
While the ATM procedures applicable to UAS
are still evolving and are sure to change in the SESAR time-frame, basic
principles can already be defined and should be taken into account.
0
While the ATM procedures applicable to UAS
are still evolving and are sure to change in the SESAR time-frame, basic
principles can already be defined and should be taken into account.
UAS will be able to comply with trajectory
management processes and air traffic control instructions. They will also
comply with the capability requirements applicable to the airspace within which
they intend to operate.
0
UAS will be able to comply with trajectory
management processes and air traffic control instructions. They will also
comply with the capability requirements applicable to the airspace within which
they intend to operate.
A specific consideration in respect of UAS
is the air/ground communications solutions. The tenet that UAS should not
require special treatment from air traffic services does not mean that the
communications path to the UAS pilot should also necessarily pass through the
vehicle itself. With such a pilot the communication is a process of which the
exact details need be developed.
0
A specific consideration in respect of UAS
is the air/ground communications solutions. The tenet that UAS should not
require special treatment from air traffic services does not mean that the
communications path to the UAS pilot should also necessarily pass through the
vehicle itself. With such a pilot the communication is a process of which the
exact details need be developed.
false
C
Id6590
2
false
C.1
Id3766
0
The main drivers for the SESAR CONOPS are
the main KPA targets as defined during D2:
0
The main drivers for the SESAR CONOPS are
the main KPA targets as defined during D2:
Capacity
0
Capacity
A 3-fold increase in capacity while reducing
delays, both on the ground and in the air (en-route and airport network), so as
to be able to handle traffic growth well beyond 2020. The ATM System to accommodate
by 2020 a forecasted 73% increase in traffic from the 2005 baseline, while
meeting the targets for safety and quality of service.
0
A 3-fold increase in capacity while reducing
delays, both on the ground and in the air (en-route and airport network), so as
to be able to handle traffic growth well beyond 2020. The ATM System to accommodate
by 2020 a forecasted 73% increase in traffic from the 2005 baseline, while
meeting the targets for safety and quality of service.
Safety
0
Safety
To improve safety levels by ensuring that
the numbers of ATM induced accidents and serious or risk bearing incidents
decrease. The traffic increase up to 2020 requires an improvement factor of 3,
and for the long term a factor of 10 to meet the threefold in traffic.
0
To improve safety levels by ensuring that
the numbers of ATM induced accidents and serious or risk bearing incidents
decrease. The traffic increase up to 2020 requires an improvement factor of 3,
and for the long term a factor of 10 to meet the threefold in traffic.
Environment
0
Environment
As a first step towards the political
objective to enable a 10% reduction in the effects flights have on the
environment by emission improvements through the reduction of gate-to-gate
excess fuel consumption, minimising noise emissions and their impacts for each
flight to the greatest extent possible, minimising other adverse atmospheric effects
to the greatest extent possible.
0
As a first step towards the political
objective to enable a 10% reduction in the effects flights have on the
environment by emission improvements through the reduction of gate-to-gate
excess fuel consumption, minimising noise emissions and their impacts for each
flight to the greatest extent possible, minimising other adverse atmospheric effects
to the greatest extent possible.
Cost-Effectiveness
0
Cost-Effectiveness
Halve the total direct European
gate-to-gate ATM costs from €800/flight (EUROCONTROL Performance Review Report
2005) to €400/flight in 2020 through progressive reduction.
0
Halve the total direct European
gate-to-gate ATM costs from €800/flight (EUROCONTROL Performance Review Report
2005) to €400/flight in 2020 through progressive reduction.
false
C.2
Id5412
1
While the target is to meet the overall
SESAR goals relating to capacity, environment and cost-effectiveness, it is the
obligation of all stakeholders in the future ATM system to achieve these goals
safely.
0
While the target is to meet the overall
SESAR goals relating to capacity, environment and cost-effectiveness, it is the
obligation of all stakeholders in the future ATM system to achieve these goals
safely.
Safety in SESAR must be based on a Global
System Approach. This method must be based on safety objectives validated by
safety analyses, where all elements contribute to safety. This method must also
determine and analyze the effects of common failure modes. This method must
address the safety in all airspace.
0
Safety in SESAR must be based on a Global
System Approach. This method must be based on safety objectives validated by
safety analyses, where all elements contribute to safety. This method must also
determine and analyze the effects of common failure modes. This method must
address the safety in all airspace.
The effective safety regulatory framework
will be founded on a set of basic principles developed by WP1.6 for safety
regulation as they are agreed and accepted within the SESAR programme.
Compliance with these basic principles is expected to ensure the safe
development and implementation of the SESAR concept of
operations.
0
The effective safety regulatory framework
will be founded on a set of basic principles developed by WP1.6 for safety
regulation as they are agreed and accepted within the SESAR programme.
Compliance with these basic principles is expected to ensure the safe
development and implementation of
the SESAR concept of
operations.
false
C.3
Id7236
2
People with the appropriate skills and
competences, duly authorised, will continue to form the mainstay of the ATM
operation. The concept of operations aims to create the optimal balance between
human and machine capabilities, providing appropriate decision independence to
each in the areas they are best able to perform.
0
People with the appropriate skills and
competences, duly authorised, will continue to form the mainstay of the ATM
operation. The concept of operations aims to create the optimal balance between
human and machine capabilities, providing appropriate decision independence to
each in
the areas they are best able to perform.
In order to fully meet the safety and other
performance targets of SESAR a high level of automation will be required –
however the human shall at all times remain the manager of the automation.
In basic terms this means that the human will choose what is to be done,
delegate the execution of the task(s) to the automation and be able to
intervene if required.
0
In order to fully meet the safety and other
performance targets of SESAR a high level of automation will be required –
however the human shall at all times remain the manager of the automation.
In basic terms this means that the human will choose what is to be done,
delegate the execution of the task(s) to the automation and be able to
intervene if required.
The automation support of the human roles
within SESAR must be developed and implemented in a way that fosters trust and
confidence by the human in the automation functions. Experience (both
good and bad) regarding the successful implementation of automation to the
cockpit will be used in designing automation in other areas of ATM, especially
for air traffic controllers. High-reliability systems such as
fly-by-wire, full automatic landing, etc have been implemented in aircraft and
a similar rigor is required in the development of ground-based automation,
especially when the automation function (or failure) will have consequences for
multiple aircraft at a time.
0
The automation support of the human roles
within SESAR must be developed and implemented in a way that fosters trust and
confidence by the human in the automation functions. Experience (both
good and bad) regarding the successful implementation of automation to the
cockpit will be used in designing automation in other areas of ATM, especially
for air traffic controllers. High-reliability systems such as
fly-by-wire, full automatic landing, etc have been implemented in aircraft and
a similar rigor is required in the development of ground-based automation,
especially when the automation function (or failure) will have consequences for
multiple aircraft at a time.
The tasks and nature of human roles within
ATM will evolve with the automation. For air traffic controllers this
will involve changes such as reduction/removal of “house-keeping” tasks such as
frequency changes, the delegation of specific tasks or responsibilities to
other agents (both human and automation), adjustments in work-style to support
a more strategic trajectory management traffic flow, changes to the staffing
required at positions, etc. It is important to make sure that the job
satisfaction and pride remains high and the overall human experience in the future
system, while different, will not be any less attractive or important than it
is today [ D16 ].
0
The tasks and nature of human roles within
ATM will evolve with the automation. For air traffic controllers this
will involve changes such as reduction/removal of “house-keeping” tasks such as
frequency changes, the delegation of specific tasks or responsibilities to
other agents (both human and automation), adjustments in work-style to support
a more strategic trajectory management traffic flow, changes to the staffing
required at positions, etc. It is important to make sure that the job
satisfaction and pride remains high and the overall human experience in the future
system, while different, will not be any less attractive or important than it
is today [
D16
].
The humans’ role in the system will be by
design, and not become a residual task such as “the human does whatever the
automation can’t complete”. The ATM system design approach will
ensure that the strengths of the human and of the automation are both maximized
while the weakness of the human and the automation are both minimized.
Degraded and Recovery modes of automation will especially ensure that the
human is never overloaded or expected to do more than is humanly
possible.
0
The humans’ role in the system will be by
design, and not become a residual task such as “the human does whatever the
automation can’t complete”. The ATM system design approach will
ensure that the strengths of the human and of the automation are both maximized
while the weakness of the human and the automation are both minimized.
Degraded and Recovery modes of automation will especially ensure that the
human is never overloaded or expected to do more than is humanly
possible.
System error - that is not just “human
error” but the deficiency of human and/or automation – will be monitored and
lessons learnt. The human will not be responsible for automation that is
not within the ATM system design (or capacity) of the human to monitor and
manage. The human operator of automation will not be responsible for automation
behaviour that is not within operator’s ability to influence. The human will
not be responsible for information supplied by automation that the human is
unable to verify. The human will not be solely to blame for failure to use the
automation correctly if the actions of the human were not grossly negligent (as
a deficiency in the automation’s interface to the human is also
indicated). When the human has to change work practice as a work-around
to a task that automation is supposed to do but doesn’t, then this will be
treated as a system error that should be promptly corrected.
0
System error - that is not just “human
error” but the deficiency of human and/or automation – will be monitored and
lessons learnt. The human will not be responsible for automation that is
not within the ATM system design (or capacity) of the human to monitor and
manage. The human operator of automation will not be responsible for automation
behaviour that is not within operator’s ability to influence. The human will
not be responsible for information supplied by automation that the human is
unable to verify. The human will not be solely to blame for failure to use the
automation correctly if the actions of the human were not grossly negligent (as
a deficiency in the automation’s interface to the human is also
indicated). When the human has to change work practice as a work-around
to a task that automation is supposed to do but doesn’t, then this will be
treated as a system error that should be promptly corrected.
The changes in humans’ role within SESAR
will affect staff selection, training, recency requirements (especially for
“emergencies” involving degraded automation) and possibly even ratings and
endorsements.
0
The changes in humans’ role within SESAR
will affect staff selection, training, recency requirements (especially for
“emergencies” involving degraded automation) and possibly even ratings and
endorsements.
Representatives of the humans who will
“operate” the automation will be involved throughout the design, simulation,
implementation and review of the automation [ D11 ].
0
Representatives of the humans who will
“operate” the automation will be involved throughout the design, simulation,
implementation and review of the automation [
D11
].
false
C.4
Id2526
3
The SESAR CONOPS recognises the need to
reduce the environmental impacts of the aviation sector and that, among the
several strategies that could be used, that of placing constraints on demand is
gaining wider community support. At the same time it is also true that the
demand for air travel is increasing strongly as detailed in the section on the
air transport value chain.
0
The SESAR CONOPS recognises the need to
reduce the environmental impacts of the aviation sector and that, among the
several strategies that could be used, that of placing constraints on demand is
gaining wider community support. At the same time it is also true that the
demand for air travel is increasing strongly as detailed in the section on the
air transport value chain.
The CONOPS, however, strives to improve
environmental performance, both from an individual flight as from an overall
air transport perspective.
0
The CONOPS, however, strives to improve
environmental performance, both from an individual flight as from an overall
air transport perspective.
The CONOPS is required to address the 2020
demand and also develop a concept that can accommodate a trebling of capacity
beyond that time.
0
The CONOPS is required to address the 2020
demand and also develop a concept that can accommodate a trebling of capacity
beyond that time.
In reaching the SESAR capacity goal the CONOPS
must also demonstrate a 10% reduction (average per flight) in the ATM
contribution to the impacts on the environment. This can be achieved by
significantly reducing fuel burn and resulting gaseous and particulate
emissions and by decreasing the noise associated to both in-flight and surface
operations through initiatives including
0
In reaching the SESAR capacity goal the CONOPS
must also demonstrate a 10% reduction (average per flight) in the ATM
contribution to the impacts on the environment. This can be achieved by
significantly reducing fuel burn and resulting gaseous and particulate
emissions and by decreasing the noise associated to both in-flight and surface
operations through initiatives including
The concept considers that the dual goals
can be achieved by significantly improving fuel efficiency and resulting
gaseous and particulate emissions reductions and by decreasing the noise
footprints associated to both in-flight and surface operations through the:
0
The concept considers that the dual goals
can be achieved by significantly improving fuel efficiency and resulting
gaseous and particulate emissions reductions and by decreasing the noise
footprints associated to both in-flight and surface operations through the:
· Reduction
of distance flown
0
·
Reduction
of distance flown
· Optimisation
of flight profiles
0
·
Optimisation
of flight profiles
· Elimination
of airborne and ground holding
0
·
Elimination
of airborne and ground holding
The achievement of these goals will require
operational trade-offs to ensure that at any time a optimum balance between the
social and economic benefits and the environmental effects is realised. The
concept of “Environmental Sustainability” will also require the development of
appropriate tools to facilitate an objective debate between the industry and
society [ D05] .
0
The achievement of these goals will require
operational trade-offs to ensure that at any time a optimum balance between the
social and economic benefits and the environmental effects is realised. The
concept of “Environmental Sustainability” will also require the development of
appropriate tools to facilitate an objective debate between the industry and
society [
D05]
.
false
C.5
Id5246
4
The SESAR CONOPS recognises, that the future
ATM system is faced with evolving threats, and that there are strong pressures
required to reduce the impact raised by an security incident. The ATM Security
Objectives are to ensure:
0
The SESAR CONOPS recognises, that the future
ATM system is faced with evolving threats, and that there are strong pressures
required to reduce the impact raised by an security incident. The ATM Security
Objectives are to ensure:
· Self-protection
of the ATM service as part of the critical infrastructure of modern society
0
·
Self-protection
of the ATM service as part of the critical infrastructure of modern society
· Support to
government agencies in dealing with security incidents.
0
·
Support to
government agencies in dealing with security incidents.
The concept of a closely
integrated partnership of service users and providers is dependent on a level
of trust between all the parties involved in the face of an aggressive evolving
threat; the trust to be able to share information, to couple networks together,
to protect airspace, to share staff and to implement joint security policies to
protect the system from those who would disrupt it. The following ATM Security
requirements for the future atm target
concept of SESAR are underlying:
0
The concept of a closely
integrated partnership of service users and providers is dependent on a level
of trust between all the parties involved in the face of an aggressive evolving
threat; the trust to be able to share information, to couple networks together,
to protect airspace, to share staff and to implement joint security policies to
protect the system from those who would disrupt it. The following ATM Security
requirements for the future
atm
target
concept of SESAR are underlying:
· Future
ATM system will meet the security and business continuity requirements from
being part of critical infrastructure.
0
·
Future
ATM system will meet the security and business continuity requirements from
being part of critical infrastructure.
System wide security
management function (e.g. access control, network management) will be
integrated in the ATM system architecture.
0
System wide security
management function (e.g. access control, network management) will be
integrated in the ATM system architecture.
· ATM
information networks will be protected so that the ATM applications may
function securely (e.g. CDM, 4D-Trajectory Management, ADS-B, TIS-B).
0
·
ATM
information networks will be protected so that the ATM applications may
function securely (e.g. CDM, 4D-Trajectory Management, ADS-B, TIS-B).
Security of SWIM based
information networks will be harmonized with the on-board networks of
connected aircraft and the data links. SESAR architecture will
provide a framework that allows for a stepwise implementation of the
security measures as the threat evolves.
0
Security of SWIM based
information networks will be harmonized with the on-board networks of
connected aircraft and the data links.
SESAR architecture will
provide a framework that allows for a stepwise implementation of the
security measures as the threat evolves.
· Security
vetting procedures for staff (currently a state responsibility) and the access
requirements will be harmonised to allow mobility of staff.
0
·
Security
vetting procedures for staff (currently a state responsibility) and the access
requirements will be harmonised to allow mobility of staff.
· ATM
will continue to support national governmental agencies in responding to
unlawful acts in the airspace and on the ground.
0
·
ATM
will continue to support national governmental agencies in responding to
unlawful acts in the airspace and on the ground.
· ATM
will support national security in respect of flights entering national airspace.
0
·
ATM
will support national security in respect of flights entering national airspace.
Interoperability between
civil and military aircraft communication during interceptions in support
of incident management will be improved. Security of airspace will
be increased using the new operational possibilities for trajectory
management.
0
Interoperability between
civil and military aircraft communication during interceptions in support
of incident management will be improved.
Security of airspace will
be increased using the new operational possibilities for trajectory
management.
false
C.6
Id2341
5
The SESAR Concept of Operations recognizes
the ATM network as a producer and consumer of information. The production and
sharing of information of the required quality and timeliness in a secure
environment is an essential principle to the SESAR ATM concept. The principle
of information handling in SESAR is predicated on all information of concern to
any aspect of air traffic management being considered as aeronautical
information that must be shared on a system wide basis in accordance with
agreed rules and security provisions. The totality of the shared information is
made available to authorised users without them having to know where the
information is actually located. All copies of the shared information are kept
identical with changes promulgated system wide on the basis of agreed
timeliness criteria.
0
The SESAR Concept of Operations recognizes
the ATM network as a producer and consumer of information. The production and
sharing of information of the required quality and timeliness in a secure
environment is an essential principle to the SESAR ATM concept. The principle
of information handling in SESAR is predicated on all information of concern to
any aspect of air traffic management being considered as aeronautical
information that must be shared on a system wide basis in accordance with
agreed rules and security provisions. The totality of the shared information is
made available to authorised users without them having to know where the
information is actually located. All copies of the shared information are kept
identical with changes promulgated system wide on the basis of agreed
timeliness criteria.
The SESAR information environment is
globally interoperable with other similar information environments as well as
legacy aeronautical information services via the use of appropriate data
exchange models and common services.
0
The SESAR information environment is
globally interoperable with other similar information environments as well as
legacy aeronautical information services via the use of appropriate data
exchange models and common services.
false
C.7
Id5023
6
false
C.7.1
Id2202
0
Traditionally, air/ground communications in
ATM is a sequential process, using a voice broadcast mode where messages are
specifically addressed via manual procedures. In other words, messages (e.g.
clearances) can be issued only sequentially, addressing the recipient by using
the appropriate call sign when there is no other communications traffic on the
frequency being used.
0
Traditionally, air/ground communications in
ATM is a sequential process, using a voice broadcast mode where messages are
specifically addressed via manual procedures. In other words, messages (e.g.
clearances) can be issued only sequentially, addressing the recipient by using
the appropriate call sign when there is no other communications traffic on the
frequency being used.
When traffic density increases beyond a
certain level, the number of voice messages to be exchanged reaches a point
beyond which it is no longer possible to ensure the timely passage of
information between pilots and air traffic controllers. The SESAR concept of
operations utilises digital data communication applications and services as the
main means of communication, but there will remain circumstances in which
clearances and instructions are issued by voice. Digital data communication
applications are not affected by voice frequency congestion.
0
When traffic density increases beyond a
certain level, the number of voice messages to be exchanged reaches a point
beyond which it is no longer possible to ensure the timely passage of
information between pilots and air traffic controllers. The SESAR concept of
operations utilises digital data communication applications and services as the
main means of communication, but there will remain circumstances in which
clearances and instructions are issued by voice. Digital data communication
applications are not affected by voice frequency congestion.
This change is essential for the trajectory
management process and the issuance of more complex clearances, constraints,
airborne separation approvals, etc. Digital data communications may eventually
obviate the need for discrete sector frequencies and associated frequency
changes on board, since communications will be addressed to an aircraft or
ground station with the delivery method being transparent, however the workload
implications of such a development and the loss of the benefits of a broadcast
communication channel will require careful study. Addressing changes associated
with the transfer of communications will be handled automatically.
0
This change is essential for the trajectory
management process and the issuance of more complex clearances, constraints,
airborne separation approvals, etc. Digital data communications may eventually
obviate the need for discrete sector frequencies and associated frequency
changes on board, since communications will be addressed to an aircraft or
ground station with the delivery method being transparent, however the workload
implications of such a development and the loss of the benefits of a broadcast
communication channel will require careful study. Addressing changes associated
with the transfer of communications will be handled automatically.
false
C.7.2
Id4346
1
The SESAR Concept of Operations foresees an
environment in which the various elements of the ATM System operate as part of
a network in terms not only of air traffic but also in terms of information
management. Aircraft, airports, air traffic services units, authorized personal
devices, etc. are all nodes in this network, with access and contribution to
shared information. All information is exchanged in digital form (voice and
data) and the traditional differences between voice communications (whether air/ground
or ground/ground) and data communications disappears [ D14 ].
0
The SESAR Concept of Operations foresees an
environment in which the various elements of the ATM System operate as part of
a network in terms not only of air traffic but also in terms of information
management. Aircraft, airports, air traffic services units, authorized personal
devices, etc. are all nodes in this network, with access and contribution to
shared information. All information is exchanged in digital form (voice and
data) and the traditional differences between voice communications (whether air/ground
or ground/ground) and data communications disappears [
D14
].
This implies an end-to-end networked
communications infrastructure (air/ground, air/air, ground/ground) with
sufficient bandwidth and speed to support all applications. Security will be
ensured by authorised and controlled access to this infrastructure for all
partners extracting and/or providing information to this network.
0
This implies an end-to-end networked
communications infrastructure (air/ground, air/air, ground/ground) with
sufficient bandwidth and speed to support all applications. Security will be
ensured by authorised and controlled access to this infrastructure for all
partners extracting and/or providing information to this network.
Communications is a safety critical element
of ATM with very stringent requirements, including the need to protect
sensitive information and the blocking of malicious intent and full
interoperability between the systems. Communications service providers will
develop competitive products meeting those requirements in a cost efficient
manner. Competing civil communications service providers will, however, ensure
that their clients will be able to operate completely seamlessly, experiencing
the competitive environment as a single network [ D14 ].
0
Communications is a safety critical element
of ATM with very stringent requirements, including the need to protect
sensitive information and the blocking of malicious intent and full
interoperability between the systems. Communications service providers will
develop competitive products meeting those requirements in a cost efficient
manner. Competing civil communications service providers will, however, ensure
that their clients will be able to operate completely seamlessly, experiencing
the competitive environment as a single network [
D14
].
Since some of the information handled by
the communications service providers will fall under the terms of aeronautical
information as defined by ICAO, they will be required to comply with global
licensing standards.
0
Since some of the information handled by
the communications service providers will fall under the terms of aeronautical
information as defined by ICAO, they will be required to comply with global
licensing standards.
false
C.8
Id5716
7
The SESAR Concept of Operations is based on
the use of navigation capabilities and shared data to enable
lateral/vertical/longitudinal trajectory management. The concept itself sets
challenges for the direction of future navigation capabilities. The evolution
of these navigation capabilities / services is described in Section F.3.1
“Assumed ATM Capability Levels”.
0
The SESAR Concept of Operations is based on
the use of navigation capabilities and shared data to enable
lateral/vertical/longitudinal trajectory management. The concept itself sets
challenges for the direction of future navigation capabilities. The evolution
of these navigation capabilities / services is described in Section F.3.1
“Assumed ATM Capability Levels”.
Laterally, the known improvements are 2D
RNP +/- 0.3 NM evolving down to +/- 0.1 NM in approach and departure
phase. Vertically, the known improvements are
barometric VNAV (accuracy from +/-260ft down to +/-150ft depending on
altitude) evolving to vertical containment 2 along a
pre-defined 3D departure or arrival route. Longitudinally, the known improvements
are improved predictions due to enriched meteorological modelling and better
accuracy/resolution of wind data, improved control of a single time
constraint in descent down to FAF, both improvements leading to a CTA
accuracy down to ± 10sec, and in the longer term, multiple time
constraints management (CTO/CTA) and longitudinal containment [2] for a pre-defined segment of the cruising route (20 minutes
duration in a first step).
0
Laterally, the known improvements are 2D
RNP +/- 0.3 NM evolving down to +/- 0.1 NM in approach and departure
phase.
Vertically, the known improvements are
barometric VNAV (accuracy from +/-260ft down to +/-150ft depending on
altitude) evolving to vertical containment
2
along a
pre-defined 3D departure or arrival route.
Longitudinally, the known improvements
are improved predictions due to enriched meteorological modelling and better
accuracy/resolution of wind data, improved control of a single time
constraint in descent down to FAF, both improvements leading to a CTA
accuracy down to ± 10sec, and in the longer term, multiple time
constraints management (CTO/CTA) and longitudinal containment
[2]
for a pre-defined segment of the cruising route (20 minutes
duration in a first step).
false
C.9
Id8652
8
SESAR considers 2 broad categories of
surveillance services, Cooperative and Non-Cooperative:
0
SESAR considers 2 broad categories of
surveillance services, Cooperative and Non-Cooperative:
Cooperative surveillance requires aircraft to be equipped with
functioning avionics, allowing surveillance functions to reliably,
consistently, and unambiguously detect the aircraft in the air and on the
ground. Non-cooperative
surveillance allows
an aircraft to be detected by ground, airborne, or space based
surveillance systems even if it does not have functional avionics.
Non-cooperative surveillance can be used when airborne or ground
cooperative surveillance systems are unavailable.
0
Cooperative surveillance
requires aircraft to be equipped with
functioning avionics, allowing surveillance functions to reliably,
consistently, and unambiguously detect the aircraft in the air and on the
ground.
Non-cooperative
surveillance
allows
an aircraft to be detected by ground, airborne, or space based
surveillance systems even if it does not have functional avionics.
Non-cooperative surveillance can be used when airborne or ground
cooperative surveillance systems are unavailable.
SESAR relies on cooperative surveillance
information from all aircraft as an enabler for trajectory-based operations, as
well as to support the needs of non ATM users such as defence and security: it
will be the main surveillance method because of the additional aircraft derived
data that it can provide. Non-cooperative surveillance capabilities will
provide a degree of surveillance redundancy and are also specifically required
for defence and security purposes.
0
SESAR relies on cooperative surveillance
information from all aircraft as an enabler for trajectory-based operations, as
well as to support the needs of non ATM users such as defence and security: it
will be the main surveillance method because of the additional aircraft derived
data that it can provide. Non-cooperative surveillance capabilities will
provide a degree of surveillance redundancy and are also specifically required
for defence and security purposes.
Surveillance services in SESAR will cater
for a broad range of operational and traffic environments, from core European
airspace and airports to remote areas. They will utilise integrated cooperative
and non-cooperative surveillance to provide real-time situational awareness
both in the air and at airports.
0
Surveillance services in SESAR will cater
for a broad range of operational and traffic environments, from core European
airspace and airports to remote areas. They will utilise integrated cooperative
and non-cooperative surveillance to provide real-time situational awareness
both in the air and at airports.
Surveillance data is considered in the same
manner as other ATM data and is available throughout the network and to
external users in the SESAR SWIM environment. This data availability provides
common situational awareness across the ATM network as well as supporting a
range of collaborative processes and serving the mission specific needs of all
stakeholders. Shared surveillance data will also be available to external
entities (both state and commercial) with a need for the information.
0
Surveillance data is considered in the same
manner as other ATM data and is available throughout the network and to
external users in the SESAR SWIM environment. This data availability provides
common situational awareness across the ATM network as well as supporting a
range of collaborative processes and serving the mission specific needs of all
stakeholders. Shared surveillance data will also be available to external
entities (both state and commercial) with a need for the information.
false
C.10
Id8307
9
Based on ICAO regulations and WMO
recommendations the meteorological services contribute significantly to the
safety, regularity and efficiency of the international air navigation. The
primary role of aviation meteorology (MET) is to provide the
0
Based on ICAO regulations and WMO
recommendations the meteorological services contribute significantly to the
safety, regularity and efficiency of the international air navigation. The
primary role of aviation meteorology (MET) is to provide the
necessary information to identify where and
when aircraft can or cannot fly, and the
0
necessary information to identify where and
when aircraft can or cannot fly, and the
runways, taxiways, parking stands etc. that
can be used.
0
runways, taxiways, parking stands etc. that
can be used.
Accurate and timely meteorological
information incorporated as an integrated component to the system to support
all phases of flight will be provided to the new ATM management. Such
information shall be used to determine the optimum route/trajectory for an
individual flight or series of flight in all planning phases, and for the
execution of a flight. It is expected that the importance of meteorological
information for ATM will grow in the next 10 to 15 years; meteorological
information from a range of sources (including aircraft) will be integrated
with other data to facilitate trajectory based planning and operations. MET
must be provided in an open and interoperable form and incorporated into
decision making systems and processes including the development and agreement
of contingency plans to mitigate the worst effects of weather.
0
Accurate and timely meteorological
information incorporated as an integrated component to the system to support
all phases of flight will be provided to the new ATM management. Such
information shall be used to determine the optimum route/trajectory for an
individual flight or series of flight in all planning phases, and for the
execution of a flight. It is expected that the importance of meteorological
information for ATM will grow in the next 10 to 15 years; meteorological
information from a range of sources (including aircraft) will be integrated
with other data to facilitate trajectory based planning and operations. MET
must be provided in an open and interoperable form and incorporated into
decision making systems and processes including the development and agreement
of contingency plans to mitigate the worst effects of weather.
The information will be derived from a
variety of (traditional) sources including the increasing use of remote sensing
systems and aircraft derived data and GNSS information. With enhanced digital
communications services, the provision of MET information will encompass
ground-based and potentially airborne automation systems and human users.
0
The information will be derived from a
variety of (traditional) sources including the increasing use of remote sensing
systems and aircraft derived data and GNSS information. With enhanced digital
communications services, the provision of MET information will encompass
ground-based and potentially airborne automation systems and human users.
[ D01 ]
0
[
D01
]
false
D
Id5970
3
false
D.1
Id2161
0
The European ATM Network of the future will
be structured around the use of a performance-based, service-oriented
operational concept. Central to the Network will be a single European ATM
System which will provide a variety of ATM services to all types of airspace
user to meet their respective needs. The expected demand and nature of their
needs have been defined in detail in the SESAR deliverable D2 [Ref. 1], these
forming the basis of the overall performance targets to be met by the System [Ref.
2]. SESAR proposes a service oriented relationship between airspace users,
airport operators and ATM service providers. This will take the form of a
Performance Partnership [Ref. 3] realised through service level agreements
between relevant partners. This in turn will enable an Enterprise Services
approach to be taken to specifying the performance of the future systems to be
used by each partner such that interoperability can be readily achieved. This
will enable all partners to be focused upon making decisions and taking actions
which deliver the business trajectory [Ref. 4] of each flight when it is
executed.
0
The European ATM Network of the future will
be structured around the use of a performance-based, service-oriented
operational concept. Central to the Network will be a single European ATM
System which will provide a variety of ATM services to all types of airspace
user to meet their respective needs. The expected demand and nature of their
needs have been defined in detail in the SESAR deliverable D2 [Ref. 1], these
forming the basis of the overall performance targets to be met by the System [Ref.
2]. SESAR proposes a service oriented relationship between airspace users,
airport operators and ATM service providers. This will take the form of a
Performance Partnership [Ref. 3] realised through service level agreements
between relevant partners. This in turn will enable an Enterprise Services
approach to be taken to specifying the performance of the future systems to be
used by each partner such that interoperability can be readily achieved. This
will enable all partners to be focused upon making decisions and taking actions
which deliver the business trajectory [Ref. 4] of each flight when it is
executed.
false
D.2
Id5234
1
The SESAR target concept of operations is a
trajectory-based concept. All partners in the ATM network will share trajectory
information in real time to the extent required from the earliest trajectory
development phase through operations and post-operation activities. ATM
planning, collaborative decision making processes and tactical operations will
always be based on the latest trajectory data. A trajectory integrating ATM and
airport constraints is elaborated and agreed for each flight, resulting in the trajectory
that a user agrees to fly and the ANSP and Airports agree to facilitate.
0
The SESAR target concept of operations is a
trajectory-based concept. All partners in the ATM network will share trajectory
information in real time to the extent required from the earliest trajectory
development phase through operations and post-operation activities. ATM
planning, collaborative decision making processes and tactical operations will
always be based on the latest trajectory data. A trajectory integrating ATM and
airport constraints is elaborated and agreed for each flight, resulting in the trajectory
that a user agrees to fly and the ANSP and Airports agree to facilitate.
This trajectory-based approach reconfirms
three important characteristics of trajectories while also enhancing their
significance and effects as a result of much improved data quality:
0
This trajectory-based approach reconfirms
three important characteristics of trajectories while also enhancing their
significance and effects as a result of much improved data quality:
· The Business/Mission Trajectory:
Expressing the Specific Needs of Airspace Users
0
·
The Business/Mission Trajectory:
Expressing the Specific Needs of Airspace Users
The trajectories
represent the business/mission intentions of the airspace users. By
safeguarding the integrity of the trajectories and minimising changes the
concept ensures the best outcome for all users. Airlines, business, General
Aviation and the military all have ‘business’ or ‘mission’ intentions, even if
the terminology is different and their specific trajectories have different characteristics.
The trajectory is always associated with all the other data needed to describe
the flight. If the trajectory is based on cruise climb, this will be
facilitated.
0
The trajectories
represent the business/mission intentions of the airspace users. By
safeguarding the integrity of the trajectories and minimising changes the
concept ensures the best outcome for all users. Airlines, business, General
Aviation and the military all have ‘business’ or ‘mission’ intentions, even if
the terminology is different and their specific trajectories have different characteristics.
The trajectory is always associated with all the other data needed to describe
the flight. If the trajectory is based on cruise climb, this will be
facilitated.
· Trajectory Ownership
0
·
Trajectory Ownership
The airspace
user owns the Business Trajectory, thus in normal circumstances the users
have primary responsibility over their operation. In circumstances where ATM
constraints (including those arising from infrastructural and environmental
restrictions/regulations) need to be applied, the resolution that achieves
the best business / mission outcome within these constraints is left to
the individual user. Typically constraints will be generated /
released and taken into account by various ATM partners through CDM processes.
The owners’ prerogatives do not affect ATC or Pilot tactical decision processes (for example separation provision, weather avoidance
etc) [ D08 , D12 , D17 ].
0
The airspace
user owns the Business Trajectory, thus in normal circumstances the users
have primary responsibility over their operation. In circumstances where ATM
constraints (including those arising from infrastructural and environmental
restrictions/regulations) need to be applied, the resolution that achieves
the best business / mission outcome within these constraints is left to
the individual user. Typically constraints will be generated /
released and taken into account by various ATM partners through CDM processes.
The owners’ prerogatives do not affect ATC or Pilot tactical decision processes
(for example separation provision, weather avoidance
etc) [
D08
,
D12
,
D17
].
· 4D trajectories
0
·
4D trajectories
The business/mission trajectories will be described as well
as executed with the required precision in all 4 dimensions. The trajectories
will be shared and updated from the source(s) best suited to the prevailing
operational circumstances and capabilities and the sources include the aircraft
systems, flight operational control systems and ANSP trajectory predictors. The ability to generate trajectories in the ATM system from flight
plan data will be retained for those flights that are unable to comply with
SESAR trajectory management requirements .
0
The business/mission trajectories will be described as well
as executed with the required precision in all 4 dimensions. The trajectories
will be shared and updated from the source(s) best suited to the prevailing
operational circumstances and capabilities and the sources include the aircraft
systems, flight operational control systems and ANSP trajectory predictors.
The ability to generate trajectories in the ATM system from flight
plan data will be retained for those flights that are unable to comply with
SESAR trajectory management requirements
.
false
D.3
Id3150
2
European airspace will be a single
continuum with the only distinction being between Managed and Unmanaged
airspace. In Managed Airspace
information on all traffic is shared and the predetermined separator is the
separation provision service provider while in Unmanaged Airspace traffic may
not share information and the predetermined separator is the airspace user. The
role of separator in managed airspace may be delegated.
0
European airspace will be a single
continuum with the only distinction being between Managed and Unmanaged
airspace.
In Managed Airspace
information on all traffic is shared and the predetermined separator is the
separation provision service provider while in Unmanaged Airspace traffic may
not share information and the predetermined separator is the airspace user. The
role of separator in managed airspace may be delegated.
The trajectory management concept enables the
dynamic adjustment of airspace characteristics to meet predicted demand with
distortions to the business/mission trajectories kept to the absolute minimum.
The co-ordination procedures established between the various units to reduce
controller task load can often result in structural distortions to the
trajectories. In the SESAR concept many of these procedures can be eliminated
by the use of shared trajectories. The trajectory-based approach recognises
that sufficient airspace volumes to meet military operational and training
requirements will have to be provided and that military coordination and
information sharing requirements will need to be accommodated.
0
The trajectory management concept enables the
dynamic adjustment of airspace characteristics to meet predicted demand with
distortions to the business/mission trajectories kept to the absolute minimum.
The co-ordination procedures established between the various units to reduce
controller task load can often result in structural distortions to the
trajectories. In the SESAR concept many of these procedures can be eliminated
by the use of shared trajectories. The trajectory-based approach recognises
that sufficient airspace volumes to meet military operational and training
requirements will have to be provided and that military coordination and
information sharing requirements will need to be accommodated.
false
D.4
Id5972
3
The operating philosophy underlying the
SESAR operational concept is that the users will have the necessary freedom to
change their business trajectories at any time prior to and even during
execution, and the service providers (airports and ANSPs) will adjust their
resource plans to facilitate those changes resulting in the minimum of delay or
distortion to all trajectories. It is recognised, that late and significant
changes to traffic flows may have implications on the performance of the
system, and the needs of safety or network capacity will at times require
constraints to be applied to individual trajectories. To achieve this goal, planning decisions will be made as late as possible
relative to the time available to affect the outcome. Plans will also be
constantly updated and refined to reflect the latest available data.
0
The operating philosophy underlying the
SESAR operational concept is that the users will have the necessary freedom to
change their business trajectories at any time prior to and even during
execution, and the service providers (airports and ANSPs) will adjust their
resource plans to facilitate those changes resulting in the minimum of delay or
distortion to all trajectories. It is recognised, that late and significant
changes to traffic flows may have implications on the performance of the
system, and the needs of safety or network capacity will at times require
constraints to be applied to individual trajectories.
To achieve this goal, planning decisions will be made as late as possible
relative to the time available to affect the outcome. Plans will also be
constantly updated and refined to reflect the latest available data.
All users will benefit from increased flexibility
and SESAR will improve flexibility by providing capacity headroom where
possible and by developing techniques that will enable resources to be deployed
in response to accurate real-time demand information.
0
All users will benefit from increased flexibility
and SESAR will improve flexibility by providing capacity headroom where
possible and by developing techniques that will enable resources to be deployed
in response to accurate real-time demand information.
false
D.5
Id5315
4
In managed airspace, particularly in the
cruising level regime, user preferred routing will apply without the need to
adhere to a fixed route structure. Route structures will however be available
for operations that require such support. In either case the user will share a
trajectory the execution of which is subject to an appropriate clearance. It is recognised however that in
especially congested airspace, the trade off between flight efficiency and
capacity will require that a fixed route structure will be used to enable the
required capacity. Fixed route procedures will be suspended when traffic
density no longer requires their use. Where major hubs are close, the entire
area below a certain level will be operated as an extended terminal area, with
route structures eventually extending also into en-route airspace to manage the
climbing and descending flows from and into the airports concerned. User
preferred routings will also have to take into account the airspace volumes
established for the operation of diverse (mainly military) aerial activities.
0
In managed airspace, particularly in the
cruising level regime, user preferred routing will apply without the need to
adhere to a fixed route structure. Route structures will however be available
for operations that require such support. In either case the user will share a
trajectory the execution of which is subject to an appropriate clearance.
It is recognised however that in
especially congested airspace, the trade off between flight efficiency and
capacity will require that a fixed route structure will be used to enable the
required capacity.
Fixed route procedures will be suspended when traffic
density no longer requires their use. Where major hubs are close, the entire
area below a certain level will be operated as an extended terminal area, with
route structures eventually extending also into en-route airspace to manage the
climbing and descending flows from and into the airports concerned. User
preferred routings will also have to take into account the airspace volumes
established for the operation of diverse (mainly military) aerial activities.
false
D.6
Id8273
5
Collaborative layered planning, mediated by
network management and based on Collaborative Decision Making, has the goal of
achieving an agreed, stable, demand and capacity situation.
0
Collaborative layered planning, mediated by
network management and based on Collaborative Decision Making, has the goal of
achieving an agreed, stable, demand and capacity situation.
Planning is assisted by the Network
Operations Plan (NOP). The aim of the NOP is to facilitate the processes needed
to reach agreement on demand and capacity. It is a set of collaborative
applications providing access to traffic demand, airspace and airport capacity
and constraints and scenarios to assist in managing diverse events.
0
Planning is assisted by the Network
Operations Plan (NOP). The aim of the NOP is to facilitate the processes needed
to reach agreement on demand and capacity. It is a set of collaborative
applications providing access to traffic demand, airspace and airport capacity
and constraints and scenarios to assist in managing diverse events.
false
D.7
Id5534
6
Controller task-load per flight is a major
factor in airspace capacity. The SESAR concept will increase capacity by
reducing the requirement for tactical intervention. In highly congested areas
dominated by climbing and descending traffic flows this will be achieved by
deploying route structures that provide a greater degree of strategic
deconfliction and procedures that capitalise on the greater accuracy of aircraft
navigation. New separation modes supported by controller tools, utilising
shared high precision trajectory data, will reduce uncertainty and increase the
valid duration of each clearance. Tools will also support task identification,
clearance compliance and monitoring. Further reductions in controller workload
per flight can be expected from air/ground data link communications and the
delegation of some spacing, separation and flow optimisation tasks to the
pilot.
0
Controller task-load per flight is a major
factor in airspace capacity. The SESAR concept will increase capacity by
reducing the requirement for tactical intervention. In highly congested areas
dominated by climbing and descending traffic flows this will be achieved by
deploying route structures that provide a greater degree of strategic
deconfliction and procedures that capitalise on the greater accuracy of aircraft
navigation. New separation modes supported by controller tools, utilising
shared high precision trajectory data, will reduce uncertainty and increase the
valid duration of each clearance. Tools will also support task identification,
clearance compliance and monitoring. Further reductions in controller workload
per flight can be expected from air/ground data link communications and the
delegation of some spacing, separation and flow optimisation tasks to the
pilot.
false
D.8
Id1292
7
A range of separation modes is available in
SESAR to address various operational circumstances. These modes take advantage of trajectory sharing
between air and ground and enhanced vertical and longitudinal navigational
capabilities and fall into 3 broad categories:
0
A range of separation modes is available in
SESAR to address various operational circumstances. These modes
take advantage of trajectory sharing
between air and ground and enhanced vertical and longitudinal navigational
capabilities and
fall into 3 broad categories:
· Conventional
modes: in this context they refer to modes that are essentially unchanged by
SESAR.
0
·
Conventional
modes: in this context they refer to modes that are essentially unchanged by
SESAR.
· New
ANSP Modes: these are new modes envisaged for SESAR that are purely applied by
ATC
0
·
New
ANSP Modes: these are new modes envisaged for SESAR that are purely applied by
ATC
- Precision
Trajectory Clearances
0
-
Precision
Trajectory Clearances
- Trajectory
Control by Ground Based Speed Adjustment
0
-
Trajectory
Control by Ground Based Speed Adjustment
· New
Airborne Modes [ D02 ]: these are new modes that involve the
aircraft and in which the pilot is the separator either by delegation or, in
unmanaged airspace, as the standard case.
0
·
New
Airborne Modes [
D02
]: these are new modes that involve the
aircraft and in which the pilot is the separator either by delegation or, in
unmanaged airspace, as the standard case.
- Cooperative
separation (ASAS-Separation)
0
-
Cooperative
separation (ASAS-Separation)
- Self-separation
(ASAS-Self Separation)
0
-
Self-separation
(ASAS-Self Separation)
false
D.9
Id5298
8
Airport capacity is the key challenge in
the SESAR timeframe. Runway throughput must be optimised at congested airports
to levels that exceed current ‘best-in-class’ operations. This requires a
spectrum of measures including:
0
Airport capacity is the key challenge in
the SESAR timeframe. Runway throughput must be optimised at congested airports
to levels that exceed current ‘best-in-class’ operations. This requires a
spectrum of measures including:
- long-term infrastructure development
0
-
long-term infrastructure development
- realistic airport scheduling
0
-
realistic airport scheduling
- real-time demand and capacity balancing
0
-
real-time demand and capacity balancing
- sequencing and metering
0
-
sequencing and metering
- time-based spacing
0
-
time-based spacing
- wake vortex detection
0
-
wake vortex detection
- runway occupancy improvements
0
-
runway occupancy improvements
Airport throughput in adverse weather
conditions must be maintained at levels close to normal by deploying:
0
Airport throughput in adverse weather
conditions must be maintained at levels close to normal by deploying:
- precision landing support that does not require
the current protection limitations
0
-
precision landing support that does not require
the current protection limitations
- accurate time-based spacing
0
-
accurate time-based spacing
- support to monitoring and controlling movement on
the surface (ASMGCS and CDTI)
0
-
support to monitoring and controlling movement on
the surface (ASMGCS and CDTI)
The trajectory management focus of the
SESAR concept of operations extends to include the airports. The trajectory is
considered to continue unbroken after touchdown to the gate and from the gate
to take-off [ D15 ]. During turn-round, the trajectory is in an idle state in all but
the time dimension which means that even during the turn-round it is possible
to establish milestones with which the progress of the turn-round process can
be monitored and the impact of events on later parts of the trajectory
established at an early stage. Trajectories in the vicinity and on the surface
of airports are managed by a co-operating set of partners using shared
information and collaborative decision making processes.
0
The trajectory management focus of the
SESAR concept of operations extends to include the airports. The trajectory is
considered to continue unbroken after touchdown to the gate and from the gate
to take-off [
D15
]. During turn-round, the trajectory is in an idle state in all but
the time dimension which means that even during the turn-round it is possible
to establish milestones with which the progress of the turn-round process can
be monitored and the impact of events on later parts of the trajectory
established at an early stage. Trajectories in the vicinity and on the surface
of airports are managed by a co-operating set of partners using shared
information and collaborative decision making processes.
Even with all these measures, the bulk of
the required increase in airport capacity must come from greater use of
secondary airports with improved links to city centres and the major airport
hubs.
0
Even with all these measures, the bulk of
the required increase in airport capacity must come from greater use of
secondary airports with improved links to city centres and the major airport
hubs.
false
D.10
Id5828
9
Collaborative decision making in the SESAR
concept means sharing of information as well as acting on the shared
information. Decisions are made on the basis of common situational awareness
and consequently an improved understanding of the network effects of the
decisions. This improves the general quality of the decisions, helping to more
accurately achieve the desired results.
0
Collaborative decision making in the SESAR
concept means sharing of information as well as acting on the shared
information. Decisions are made on the basis of common situational awareness
and consequently an improved understanding of the network effects of the
decisions. This improves the general quality of the decisions, helping to more
accurately achieve the desired results.
The collaborative decision making principle
will not affect the ATC or Pilot tactical decision processes.
0
The collaborative decision making principle
will not affect the ATC or Pilot tactical decision processes.
This approach to decision making empowers
new and innovative solutions of which the User Driven Prioritisation Process
(UDPP) is an example. In UDPP, airspace users among themselves can recommend a
priority order for flights affected by delays caused by an unexpected reduction
of capacity, which is then communicated to the Network Management function.
0
This approach to decision making empowers
new and innovative solutions of which the User Driven Prioritisation Process
(UDPP) is an example. In UDPP, airspace users among themselves can recommend a
priority order for flights affected by delays caused by an unexpected reduction
of capacity, which is then communicated to the Network Management function.
false
D.11
Id1502
10
The sharing of information of the required
quality and timeliness in a secure environment is an essential enabler to the
SESAR ATM concept. A net-centric operation is proposed where the ATM network is
considered as a series of nodes providing or consuming information; this
includes the aircraft. The scope extends to all information that is of
potential interest to ATM including trajectories, surveillance data,
aeronautical information of all types, meteorological data etc.
0
The sharing of information of the required
quality and timeliness in a secure environment is an essential enabler to the
SESAR ATM concept. A net-centric operation is proposed where the ATM network is
considered as a series of nodes providing or consuming information; this
includes the aircraft. The scope extends to all information that is of
potential interest to ATM including trajectories, surveillance data,
aeronautical information of all types, meteorological data etc.
false
D.12
Id600
11
The SESAR concept aims to avoid where
possible, solutions that are based on segregating traffic. For reasons of
access and equity and to maximise capacity, it is not proposed to segregate
aircraft on the basis of CNS capability or the type of separation service being
provided but an inherent prioritisation towards more capable aircraft will occur. However, special provisions will be in place to
fully accommodate military operations.
0
The SESAR concept aims to avoid where
possible, solutions that are based on segregating traffic. For reasons of
access and equity and to maximise capacity, it is not proposed to segregate
aircraft on the basis of CNS capability or the type of separation service being
provided but an inherent prioritisation towards more capable aircraft
will occur. However, special provisions will be in place to
fully accommodate military operations.
Since it is not expected that there will be
a significant reduction in the airspace needed for diverse airspace, in
particular military, activities, given their links with air bases and the need for
new aircraft types to use increased volumes of airspace to fully exploit their
capabilities, a degree of segregation in respect of such operations will remain
inevitable. The impact will however be minimised through more accurate
planning, time management and level segmentation of the segregation, and
procedures that can flexibly manage real-time changes to volumes and times and
promptly return any unused segregated airspace to general use.
0
Since it is not expected that there will be
a significant reduction in the airspace needed for diverse airspace, in
particular military, activities, given their links with air bases and the need for
new aircraft types to use increased volumes of airspace to fully exploit their
capabilities, a degree of segregation in respect of such operations will remain
inevitable. The impact will however be minimised through more accurate
planning, time management and level segmentation of the segregation, and
procedures that can flexibly manage real-time changes to volumes and times and
promptly return any unused segregated airspace to general use.
false
D.13
Id5197
12
The SESAR concept respects the needs of all
airspace users. At the traffic levels SESAR will be required to handle, the
need for managed airspace will inevitably increase. However, tailoring the
managed airspace to more accurately reflect the performance of modern aircraft
allow the base of managed airspace to be raised in many areas giving greater
freedom to those who do not require a separation service. The trade off here is
between the needs of General Aviation for access to airspace without having to
meet the requirements applicable in managed airspace (pilot qualifications,
aircraft navigation and communication equipment) and the needs of commercial and
military aviation for access and the provision of a separation service.
0
The SESAR concept respects the needs of all
airspace users. At the traffic levels SESAR will be required to handle, the
need for managed airspace will inevitably increase. However, tailoring the
managed airspace to more accurately reflect the performance of modern aircraft
allow the base of managed airspace to be raised in many areas giving greater
freedom to those who do not require a separation service. The trade off here is
between the needs of General Aviation for access to airspace without having to
meet the requirements applicable in managed airspace (pilot qualifications,
aircraft navigation and communication equipment) and the needs of commercial and
military aviation for access and the provision of a separation service.
false
D.14
Id3691
13
Airspace design and management remains a
State prerogative under the SESAR concept. The focus on trajectory management
however requires that co-ordination between different users of the airspace,
especially military and other State users, be further enhanced and optimised.
0
Airspace design and management remains a
State prerogative under the SESAR concept. The focus on trajectory management
however requires that co-ordination between different users of the airspace,
especially military and other State users, be further enhanced and optimised.
The need for some flights and activities to
be managed within defined airspace blocks is fully recognised. The physical and
temporal dimensions of such blocks will be minimised while their location will
aim to satisfy the military requirements, such as keeping flight distances from
their base short.
0
The need for some flights and activities to
be managed within defined airspace blocks is fully recognised. The physical and
temporal dimensions of such blocks will be minimised while their location will
aim to satisfy the military requirements, such as keeping flight distances from
their base short.
Integrating appropriate military and State
partners in the information sharing environment (with proper protection of
sensitive information) and optimising the military and State activity processes
is the basis for the enhanced cooperation between the various users.
0
Integrating appropriate military and State
partners in the information sharing environment (with proper protection of
sensitive information) and optimising the military and State activity processes
is the basis for the enhanced cooperation between the various users.
false
D.15
Id3902
14
Air traffic management
is a service that is designed to be able to cater to the requirements of
different airspace users with widely different aircraft performance. This
includes much wider and more flexible access to the ATM network for the
purposes of obtaining flight planning information as well as the submitting of
flight information, including trajectories. This is made possible by the
net-centric environment and system wide sharing of information. On the one
hand, aircraft operators with operational control
centre facilities will share information via their applications while the
individual user will be able to do the same via applications running on any
suitable personal device. The support provided by the ATM network will in all
cases be tailored to the needs of the user concerned.
0
Air traffic management
is a service that is designed to be able to cater to the requirements of
different airspace users with widely different aircraft performance. This
includes much wider and more flexible access to the ATM network for the
purposes of obtaining flight planning information as well as the submitting of
flight information, including trajectories. This is made possible by the
net-centric environment and system wide sharing of information. On the one
hand, aircraft
operators with operational control
centre facilities will share information via their applications while the
individual user will be able to do the same via applications running on any
suitable personal device. The support provided by the ATM network will in all
cases be tailored to the needs of the user concerned.
false
D.16
Id8956
15
Throughout the following sections the
notion of ATM capability levels has been introduced. These levels are defined
to describe the on-going deployment of progressively more advanced ATM Systems
for aircraft, ground systems and airports. The following different levels of
ATM capabilities are defined:
0
Throughout the following sections the
notion of ATM capability levels has been introduced. These levels are defined
to describe the on-going deployment of progressively more advanced ATM Systems
for aircraft, ground systems and airports. The following different levels of
ATM capabilities are defined:
ATM Capability Level 0: Systems that do not meet at least
the ATM-1 capabilities.
0
ATM Capability Level 0: Systems that do not meet at least
the ATM-1 capabilities.
ATM Capability Level 1: Capabilities of existing systems
and those that are delivered up to 2012/13 and largely have today’s
capabilities.
0
ATM Capability Level 1: Capabilities of existing systems
and those that are delivered up to 2012/13 and largely have today’s
capabilities.
ATM Capability Level 2: Capabilities of systems that are
delivered and in-service from 2013 onwards with a range of new capabilities but
which do not meet the full 2020 needs.
0
ATM Capability Level 2: Capabilities of systems that are
delivered and in-service from 2013 onwards with a range of new capabilities but
which do not meet the full 2020 needs.
ATM Capability Level 3: Main capabilities required by the
key SESAR target date of 2020. These will be based upon the SESAR concept needs
at that time and a realistic assessment of potential capabilities.
0
ATM Capability Level 3: Main capabilities required by the
key SESAR target date of 2020. These will be based upon the SESAR concept needs
at that time and a realistic assessment of potential capabilities.
ATM Capability Level 4: The very advanced capabilities that
potentially offer the means to achieve the SESAR goals, in particular the very
high-end capacity target. The timeframe for initial availability and
progressive fleet equipage is in the range 2025 and beyond depending on the
specific capability.
0
ATM Capability Level 4: The very advanced capabilities that
potentially offer the means to achieve the SESAR goals, in particular the very
high-end capacity target. The timeframe for initial availability and
progressive fleet equipage is in the range 2025 and beyond depending on the
specific capability.
Further details are described in Section F.3.1 .
0
Further details are described in Section
F.3.1
.
false
D.17
Id1135
16
The SESAR capacity and safety objectives
can only be achieved by an intense enhancement of integrated automation support
while Human operators are expected to remain the core of the system. To ensure
overall performance of the net-centric and information-shared ATM network, the
following widely recognised high-level automation principles will guide
the development:
0
The SESAR capacity and safety objectives
can only be achieved by an intense enhancement of integrated automation support
while Human operators are expected to remain the core of the system. To ensure
overall performance of the net-centric and information-shared ATM network, the
following widely recognised high-level
automation principles
will guide
the development:
· Automate
only to improve overall system and human performance, not just because the
technology is available.
0
·
Automate
only to improve overall system and human performance, not just because the
technology is available.
· The
overall impact of automation and allocation of functions shall be
systematically determined before implementation to avoid unintended results
such as additional complexity, loss of appropriate situation awareness, too
high or too low workload or potential for error.
0
·
The
overall impact of automation and allocation of functions shall be
systematically determined before implementation to avoid unintended results
such as additional complexity, loss of appropriate situation awareness, too
high or too low workload or potential for error.
· A
balance shall be obtained between the efficiency created by automation and the
need for the human to be able to recover from non-nominal and/or degraded mode
of operations (automation failure strategy).
0
·
A
balance shall be obtained between the efficiency created by automation and the
need for the human to be able to recover from non-nominal and/or degraded mode
of operations (automation failure strategy).
· Place
the human in command. The human shall be the automation manager and not the
automation monitor, it shall assist humans to carry out their tasks safely,
efficiently and effectively.
0
·
Place
the human in command. The human shall be the automation manager and not the
automation monitor, it shall assist humans to carry out their tasks safely,
efficiently and effectively.
· Automation
should be error resistant and error tolerant.
0
·
Automation
should be error resistant and error tolerant.
· Involve
users from the system design phase to ensure improvement of overall system
performance and to foster trust and confidence by the human in the automation.
0
·
Involve
users from the system design phase to ensure improvement of overall system
performance and to foster trust and confidence by the human in the automation.
· Always
consider the respective typical strengths and weaknesses of humans and of
technology when deciding what to automate in the appropriate context.
0
·
Always
consider the respective typical strengths and weaknesses of humans and of
technology when deciding what to automate in the appropriate context.
Further details are provided in the
deliverables of WP1.7 .
0
Further details are provided in the
deliverables of WP1.7
.
false
E
Id5151
4
false
E.1
Id8529
0
The Global Air Traffic Management
Operational Concept developed by ICAO is intended to guide the implementation
of ATM/CNS technology with a view to assisting the aviation community to
transition to the integrated and collaborative air traffic management network needed
to meet aviation’s requirements in the future.
0
The Global Air Traffic Management
Operational Concept developed by ICAO is intended to guide the implementation
of ATM/CNS technology with a view to assisting the aviation community to
transition to the integrated and collaborative air traffic management network needed
to meet aviation’s requirements in the future.
The ICAO Operational Concept defines seven
interdependent concept components. The disaggregation into components was
necessary to facilitate the understanding of the sometimes complex
relationships between the various aspects of the ATM operation. Each component
is a standard and uniformly understood building block that facilitates the
movement of aircraft through regions with little or no change to equipment or
procedures. The separate components form one system and for any given
implementation, they must be fully integrated.
0
The ICAO Operational Concept defines seven
interdependent concept components. The disaggregation into components was
necessary to facilitate the understanding of the sometimes complex
relationships between the various aspects of the ATM operation. Each component
is a standard and uniformly understood building block that facilitates the
movement of aircraft through regions with little or no change to equipment or
procedures. The separate components form one system and for any given
implementation, they must be fully integrated.
In this section a description is given of
the high level relationship between the ICAO operational concept components as
they are used in the European environment and the SESAR concept of operations.
The integrated, process oriented view is given in Chapter F .
0
In this section a description is given of
the high level relationship between the ICAO operational concept components as
they are used in the European environment and the SESAR concept of operations.
The integrated, process oriented view is given in Chapter
F
.
false
E.2
Id5129
1
false
E.2.1
Id2405
0
false
E.2.1.1
Id9790
0
Airspace organisation establishes the
airspace structures in order to accommodate the different types of air
activity, volume of traffic and various service levels. Airspace management is
the process by which airspace options are selected and applied to meet the need
of the ATM community.
0
Airspace organisation establishes the
airspace structures in order to accommodate the different types of air
activity, volume of traffic and various service levels. Airspace management is
the process by which airspace options are selected and applied to meet the need
of the ATM community.
false
E.2.1.2
Id6670
1
false
E.2.1.2.1
Id2775
0
Airspace management and design in SESAR
will serve the requirements of the trajectory managed environment , with
due regard also to the needs of those operations which will continue to require
the management of airspace volumes rather than individual trajectories.
0
Airspace management and design in SESAR
will serve the requirements of the
trajectory managed environment
, with
due regard also to the needs of those operations which will continue to require
the management of airspace volumes rather than individual trajectories.
false
E.2.1.2.2
Id6336
1
In the SESAR area, airspace is either
Managed or Unmanaged. Any airspace not specifically designated as Managed is by
definition Unmanaged Airspace. Both Managed and Unmanaged Airspace is
established and organised in a service oriented approach based on the
characteristics described below.
0
In the SESAR area, airspace is either
Managed or Unmanaged. Any airspace not specifically designated as Managed is by
definition Unmanaged Airspace. Both Managed and Unmanaged Airspace is
established and organised in a service oriented approach based on the
characteristics described below.
false
E.2.1.2.2.1
Id6920
0
Physical dimensions
0
Physical dimensions
From ground level extending to a specified
upper level regionally harmonised in the SESAR area, except for airspace volumes
designated as Managed Airspace. The dimensions of Unmanaged Airspace will be
kept such that they minimise the constraints to the freedoms of airspace users
requiring such airspace.
0
From ground level extending to a specified
upper level regionally harmonised in the SESAR area, except for airspace volumes
designated as Managed Airspace. The dimensions of Unmanaged Airspace will be
kept such that they minimise the constraints to the freedoms of airspace users
requiring such airspace.
Internal Subdivision/organisation
0
Internal Subdivision/organisation
No internal subdivision, visible from an
ATM perspective, will be applied.
0
No internal subdivision, visible from an
ATM perspective, will be applied.
Predetermined separator
0
Predetermined separator
The predetermined separator is the airspace
user. It is not possible to delegate the role of separator.
0
The predetermined separator is the airspace
user. It is not possible to delegate the role of separator.
Air Traffic Services that may be
provided
0
Air Traffic Services that may be
provided
Flight Information Service and Alerting
Service (including military surveillance based traffic information services)
may be available and provided on request. This will include information on
(de)activation of low level routings for military purposes. No Separation
Service will be provided.
0
Flight Information Service and Alerting
Service (including military surveillance based traffic information services)
may be available and provided on request. This will include information on
(de)activation of low level routings for military purposes. No Separation
Service will be provided.
Data management services
0
Data management services
Aircraft operating or planned to operate in
Unmanaged Airspace will have access to all relevant information available in
the SWIM environment via any of the standard access methods.
0
Aircraft operating or planned to operate in
Unmanaged Airspace will have access to all relevant information available in
the SWIM environment via any of the standard access methods.
Flight data sharing requirements
0
Flight data sharing requirements
Unmanaged Airspace is an environment in
which not all traffic is known to ATM. There will be no obligation to share
flight data of any kind with the ground ATM network unless a flight wishes to
make use of an available Air Traffic Service. In this case, at least the
predetermined minimum set of flight data (including trajectories) must be
shared before departure and/or during flight using any of the available methods
(depending on the ground network and/or aircraft capabilities).
0
Unmanaged Airspace is an environment in
which not all traffic is known to ATM. There will be no obligation to share
flight data of any kind with the ground ATM network unless a flight wishes to
make use of an available Air Traffic Service. In this case, at least the
predetermined minimum set of flight data (including trajectories) must be
shared before departure and/or during flight using any of the available methods
(depending on the ground network and/or aircraft capabilities).
Aircraft in the air may share flight data
(including trajectories) with other aircraft in support of procedures used to
prevent collisions.
0
Aircraft in the air may share flight data
(including trajectories) with other aircraft in support of procedures used to
prevent collisions.
Applicable flight rules
0
Applicable flight rules
Both instrument and visual flight rules
will be used, supplemented by flight rules based on electronic visibility
modes.
0
Both instrument and visual flight rules
will be used, supplemented by flight rules based on electronic visibility
modes.
false
E.2.1.2.2.2
Id5723
1
Physical dimensions
0
Physical dimensions
From a specified lower level regionally
harmonised in the SESAR area, extending to an unlimited upper level. Managed
airspace may extend down to ground level where service provision considerations
require this (in particular around aerodromes). The dimensions of Managed
Airspace will be kept to the minimum required for safe and efficient service
provision.
0
From a specified lower level regionally
harmonised in the SESAR area, extending to an unlimited upper level. Managed
airspace may extend down to ground level where service provision considerations
require this (in particular around aerodromes). The dimensions of Managed
Airspace will be kept to the minimum required for safe and efficient service
provision.
Internal Subdivision/organisation
0
Internal Subdivision/organisation
The internal design and organisation of
managed airspace will be optimised to ensure the safe and efficient management
of the trajectories concerned. Temporary airspace structures to protect certain
types of operation will continue to exist and will be managed in co-operation
between the partners (e.g. military, police, General Aviation etc.) concerned.
0
The internal design and organisation of
managed airspace will be optimised to ensure the safe and efficient management
of the trajectories concerned. Temporary airspace structures to protect certain
types of operation will continue to exist and will be managed in co-operation
between the partners (e.g. military, police, General Aviation etc.) concerned.
Often the co-ordination procedures
established between the various units to reduce controller task load result in
structural distortions to the trajectories. In the SESAR concept many of these
procedures can be eliminated and seamless operations enabled by the use of
shared trajectories.
0
Often the co-ordination procedures
established between the various units to reduce controller task load result in
structural distortions to the trajectories. In the SESAR concept many of these
procedures can be eliminated and seamless operations enabled by the use of
shared trajectories.
Managed airspace is a user preferred
routing environment however where traffic complexity or the need to maximise
capacity require, structured routes will be implemented. Their use will be
suspended when they are not required.
0
Managed airspace is a user preferred
routing environment however where traffic complexity or the need to maximise
capacity require, structured routes will be implemented. Their use will be
suspended when they are not required.
Predetermined separator
0
Predetermined separator
The predetermined separator is the
separation service provider. The role of separator may be delegated in
accordance with pre-defined rules.
0
The predetermined separator is the
separation service provider. The role of separator may be delegated in
accordance with pre-defined rules.
Air Traffic Services that may be
provided
0
Air Traffic Services that may be
provided
Flight Information Service and Alerting
Service will be available everywhere in Managed Airspace. Separation services might
not be provided in designated parts of managed airspace, for example, above a
very high level (circa FL450+) [ D09 ] the airspace will be managed but may be designated for
self-separation by permanent delegation. Use of the separation service will be mandatory
only where specifically prescribed (by airspace volume and time). In all other
cases, appropriately equipped aircraft may request, and if possible, get
approval to proceed using self-separation techniques.
0
Flight Information Service and Alerting
Service will be available everywhere in Managed Airspace. Separation services might
not be provided in designated parts of managed airspace, for example, above a
very high level (circa FL450+) [
D09
] the airspace will be managed but may be designated for
self-separation by permanent delegation. Use of the separation service will be mandatory
only where specifically prescribed (by airspace volume and time). In all other
cases, appropriately equipped aircraft may request, and if possible, get
approval to proceed using self-separation techniques.
Data management services
0
Data management services
Aircraft operating or planned to operate in
Managed Airspace will have access to all relevant information available in the
SWIM environment via any of the standard access methods.
0
Aircraft operating or planned to operate in
Managed Airspace will have access to all relevant information available in the
SWIM environment via any of the standard access methods.
Flight data sharing requirements
0
Flight data sharing requirements
Managed Airspace is an environment in which
all traffic is known to the ATM network. All aircraft operating, or planned to
operate, in Managed Airspace are obliged to share their flight data, including
trajectories, in accordance with the applicable rules with all other,
applicable nodes in the network. The rules will also include cut-off times for
the initial sharing of information before the execution phase commences. This
time may be anything between a day (e.g. for scheduled operations) and a few
minutes (for pop-up flights).
0
Managed Airspace is an environment in which
all traffic is known to the ATM network. All aircraft operating, or planned to
operate, in Managed Airspace are obliged to share their flight data, including
trajectories, in accordance with the applicable rules with all other,
applicable nodes in the network. The rules will also include cut-off times for
the initial sharing of information before the execution phase commences. This
time may be anything between a day (e.g. for scheduled operations) and a few
minutes (for pop-up flights).
Applicable flight rules
0
Applicable flight rules
Both instrument and visual flight rules
will be used, supplemented by flight rules based on electronic visibility
modes.
0
Both instrument and visual flight rules
will be used, supplemented by flight rules based on electronic visibility
modes.
false
E.2.1.2.3
Id7741
2
The SESAR concept is based on a highly
flexible approach to airspace usage which ensures that possible constraints
imposed by any airspace activity on other operations are kept to the absolute
minimum in both time and space.
0
The SESAR concept is based on a highly
flexible approach to airspace usage which ensures that possible constraints
imposed by any airspace activity on other operations are kept to the absolute
minimum in both time and space.
Airspace Management in conjunction with an
Advanced Flexible Use of Airspace Concept (AFUA) is considered to play a vital
role as enabler to improve civil-military co-operation and for an increase of
capacity for the benefit of all airspace users.
0
Airspace Management in conjunction with an
Advanced Flexible Use of Airspace Concept (AFUA) is considered to play a vital
role as enabler to improve civil-military co-operation and for an increase of
capacity for the benefit of all airspace users.
The principles to be applied are:
0
The principles to be applied are:
· Full
application of the agreed FUA concept in all participating States in 2020.
0
·
Full
application of the agreed FUA concept in all participating States in 2020.
· Equal
consideration of civil airspace user needs and military requirements.
0
·
Equal
consideration of civil airspace user needs and military requirements.
· Protection
of secure and sensitive military data.
0
·
Protection
of secure and sensitive military data.
· Application
of agreed rules for certain priority procedures of military air operations
(national requirements/international commitments).
0
·
Application
of agreed rules for certain priority procedures of military air operations
(national requirements/international commitments).
· States
sovereignty over and responsibility for airspace remain.
0
·
States
sovereignty over and responsibility for airspace remain.
false
E.2.1.2.4
Id8892
3
The advanced flexible use of airspace concept
(AFUA) regards airspace as a single entity that is available to all users. In
the future, airspace is made available in a more dynamic manner on the basis of
the close cooperation between civil and military authorities. Segregated
airspace required for military training and exercises is agreed in a
co-operative process according to military requirements and the demand from
civil traffic, determined from traffic forecasts and available shared planning
information. New simulation tools will be implemented to facilitate this
process. Airspace reservations are coordinated and activated after having been
adjusted to match the military training and operational profile as required;
this includes a limited flexibility in dimension, location and time including
mobile areas. TSA/TRA may be implemented for military or civil use. AFUA
foresees the trend towards user preferred routings; therefore circumnavigation
of airspace reservations under these circumstances will be facilitated by
appropriate trajectory management techniques.
0
The advanced flexible use of airspace concept
(AFUA) regards airspace as a single entity that is available to all users. In
the future, airspace is made available in a more dynamic manner on the basis of
the close cooperation between civil and military authorities. Segregated
airspace required for military training and exercises is agreed in a
co-operative process according to military requirements and the demand from
civil traffic, determined from traffic forecasts and available shared planning
information. New simulation tools will be implemented to facilitate this
process. Airspace reservations are coordinated and activated after having been
adjusted to match the military training and operational profile as required;
this includes a limited flexibility in dimension, location and time including
mobile areas. TSA/TRA may be implemented for military or civil use. AFUA
foresees the trend towards user preferred routings; therefore circumnavigation
of airspace reservations under these circumstances will be facilitated by
appropriate trajectory management techniques.
false
E.2.1.2.5
Id5039
4
Special airspace activity is defined as all
activity requiring airspace usage of defined dimensions over a limited period
of time which influences other participants in the ATM network’s trajectory
management.
0
Special airspace activity is defined as all
activity requiring airspace usage of defined dimensions over a limited period
of time which influences other participants in the ATM network’s trajectory
management.
The future Airspace Reservation (ARES)
according ICAO will be defined as a volume of airspace temporarily reserved for
exclusive or specific use by categories of users. They are subject to published
ARES designated for special aerial purposes requiring strict segregation from
other air traffic (e.g. Air-to-Air / Air-to-Ground Firing Ranges or the destruction of explosives).
Furthermore, ARES will be determined by designated areas to facilitate military
training requirements through a mission tailored volume of airspace and being
subject to collaborative planning processes and coordination. These airspace
reservations may be stationary, like an “ad-hoc” TSA, or moving along with the
flight path to facilitate aerial operations like en-route Air-to-Air
Refuelling.
0
The future Airspace Reservation (ARES)
according ICAO will be defined as a volume of airspace temporarily reserved for
exclusive or specific use by categories of users. They are subject to published
ARES designated for special aerial purposes requiring strict segregation from
other air traffic (e.g. Air-to-Air /
Air-to-Ground
Firing
Ranges
or the destruction of explosives).
Furthermore, ARES will be determined by designated areas to facilitate military
training requirements through a mission tailored volume of airspace and being
subject to collaborative planning processes and coordination. These airspace
reservations may be stationary, like an “ad-hoc” TSA, or moving along with the
flight path to facilitate aerial operations like en-route Air-to-Air
Refuelling.
The SESAR operational concept is built on
the premise that special airspace activity will be conducted in a way that
creates the least hindrance to the other trajectories while still ensuring the
successful completion of the mission of the relevant user.
0
The SESAR operational concept is built on
the premise that special airspace activity will be conducted in a way that
creates the least hindrance to the other trajectories while still ensuring the
successful completion of the mission of the relevant user.
false
E.2.1.2.6
Id3551
5
Although it is intended to gradually
abandon fixed structures it will still be necessary to collaboratively define
Airspace Reservations (ARES) in dimension and location for various operational
patterns (e.g. economic distance from the relevant airbase). The location of
other patterns will be subject to local ATM operating requirements (such as Air
Refuelling patterns and E3A-orbits). These ARES should be identified by the
airspace user community as possible constraints on their trajectory planning.
Activation will be according to agreed principles, permitting adjustments in
location, dimension and time within agreed terms.
0
Although it is intended to gradually
abandon fixed structures it will still be necessary to collaboratively define
Airspace Reservations (ARES) in dimension and location for various operational
patterns (e.g. economic distance from the relevant airbase). The location of
other patterns will be subject to local ATM operating requirements (such as Air
Refuelling patterns and E3A-orbits). These ARES should be identified by the
airspace user community as possible constraints on their trajectory planning.
Activation will be according to agreed principles, permitting adjustments in
location, dimension and time within agreed terms.
false
E.2.1.2.7
Id9464
6
Segregated airspaces will generally have
defined controlling/supporting agencies (ATC or ADF). There is also segregated
airspace (in managed or unmanaged airspace) activated according to the same
arrangements as the ones described above, but without ATC services provided.
The principle is an airspace whose status is defined by publication and
protected by the published restricted conditions of penetration. It may be
managed and announced by a body that does not necessarily provide radar
coverage or air traffic services.
0
Segregated airspaces will generally have
defined controlling/supporting agencies (ATC or ADF). There is also segregated
airspace (in managed or unmanaged airspace) activated according to the same
arrangements as the ones described above, but without ATC services provided.
The principle is an airspace whose status is defined by publication and
protected by the published restricted conditions of penetration. It may be
managed and announced by a body that does not necessarily provide radar
coverage or air traffic services.
false
E.2.2
Id2842
1
Note: In the context of this CONOPS, the
term “airport” is used with the same definition as “aerodrome” in ICAO
documents
0
Note: In the context of this CONOPS, the
term “airport” is used with the same definition as “aerodrome” in ICAO
documents
false
E.2.2.1
Id4289
0
As an integral part of the ATM network,
airport operators provide the needed ground infrastructure, including but not
limited to lighting, taxiways, runways (including exits), aprons, stands and
gates as well as precise surface guidance to improve safety and maximize
aerodrome capacity in all weather conditions. The ATM network will, in turn,
enable the efficient use of the capacity of the aerodrome airside capacity in
all weather conditions.
0
As an integral part of the ATM network,
airport operators provide the needed ground infrastructure, including but not
limited to lighting, taxiways, runways (including exits), aprons, stands and
gates as well as precise surface guidance to improve safety and maximize
aerodrome capacity in all weather conditions. The ATM network will, in turn,
enable the efficient use of the capacity of the aerodrome airside capacity in
all weather conditions.
false
E.2.2.2
Id5060
1
false
E.2.2.2.1
Id8348
0
It has been
said that airports are likely to be a constraining factor on air transport growth,
but in the event that little used aerodromes expand due to demand from users such
as low fare airlines and/or Business/General Aviation (potentially operated by
VLJ) then the associated terminal or en-route airspace may also become a
constraining factor. Within the ATM system, the airports and especially the
runways are the main blocking points. Almost 80% of the airports reported in
the CTG-04 [3] study indicate that, without adding extra runways, they will be
unable to accommodate the expected growth in air traffic by a factor 2.5
between now and the year 2025.
0
It has been
said that airports are likely to be a constraining factor on air transport growth,
but in the event that little used aerodromes expand due to demand from users such
as low fare airlines and/or Business/General Aviation (potentially operated by
VLJ) then the associated terminal or en-route airspace may also become a
constraining factor. Within the ATM system, the airports and especially the
runways are the main blocking points. Almost 80% of the airports reported in
the CTG-04
[3]
study indicate that, without adding extra runways, they will be
unable to accommodate the expected growth in air traffic by a factor 2.5
between now and the year 2025.
It is therefore
necessary to seek out suitable initiatives and best practices (enhancing
procedures) to make full use of available yet under-used capacity in addition
to long term planning for the development of new runways.
0
It is therefore
necessary to seek out suitable initiatives and best practices (enhancing
procedures) to make full use of available yet under-used capacity in addition
to long term planning for the development of new runways.
Air transport should be seen as a
continuous process with a sequence of arrival, turnaround, departure and flight
cruise events in the progression of aircraft around the world. The airport can
be considered as another, rather complex, “sector” through which the aircraft
passes, where complementary processes work together in a fashion similar to a
modern production facility.
0
Air transport should be seen as a
continuous process with a sequence of arrival, turnaround, departure and flight
cruise events in the progression of aircraft around the world. The airport can
be considered as another, rather complex, “sector” through which the aircraft
passes, where complementary processes work together in a fashion similar to a
modern production facility.
The airport view of the ATM concept is from
the perspective of “en-route to en-route” as this includes the airport
processes and the aircraft turn around process.
0
The airport view of the ATM concept is from
the perspective of “en-route to en-route” as this includes the airport
processes and the aircraft turn around process.
Therefore the SESAR concept manages
aircraft turn-round and flight operation as a single continuous event. Not
only the runway and surface movement of the aircraft is part of the concept but
also the ground handling process needs to be addressed. This is essential if
reactionary delay is to be fully addressed.
0
Therefore the SESAR concept manages
aircraft turn-round and flight operation as a single continuous event. Not
only the runway and surface movement of the aircraft is part of the concept but
also the ground handling process needs to be addressed. This is essential if
reactionary delay is to be fully addressed.
false
E.2.2.2.2
Id5839
1
The tripling of ATM capacity can only be
achieved by adding infrastructure and distributing (parts) of the traffic to
currently un-congested airports as the current (almost) congested airports in
the European core area are only able to make small improvements. These airports
are already working to their limits and every initiative and best practice that
proves or promises only the slightest increase in capacity and/or efficiency has
been evaluated and, when practical, implemented. However these improvements are
almost always used to increase the number of aircraft movements (market driven),
and not to reduce delays and operational cost.
0
The tripling of ATM capacity can only be
achieved by adding infrastructure and distributing (parts) of the traffic to
currently un-congested airports as the current (almost) congested airports in
the European core area are only able to make small improvements. These airports
are already working to their limits and every initiative and best practice that
proves or promises only the slightest increase in capacity and/or efficiency has
been evaluated and, when practical, implemented. However these improvements are
almost always used to increase the number of aircraft movements (market driven),
and not to reduce delays and operational cost.
While the operational concept will apply to
all airports, individual elements will need to be implemented differently at
each airport. Business decisions, safety and environmental considerations will
determine which ones are appropriate.
0
While the operational concept will apply to
all airports, individual elements will need to be implemented differently at
each airport. Business decisions, safety and environmental considerations will
determine which ones are appropriate.
A number of airports formerly used for VFR
operations only because of the cost of installing traditional landings aids
like ILS, will facilitate IFR departures and arrivals by application of
procedures based on SBAS and/or other technologies.
0
A number of airports formerly used for VFR
operations only because of the cost of installing traditional landings aids
like ILS, will facilitate IFR departures and arrivals by application of
procedures based on SBAS and/or other technologies.
Co-modality and the integration of the
modes of transport will link up the regions with cities, thus enlarging the
catchments areas of the airports. This could lead to a decongestion of roads
and better air quality around airports. In some cases nearby regional airfields
and airports could be linked up with cities and relief the congested hubs in
the vicinity of large urban areas. Driven by the natural rules of the market,
those “Reliever Airports” could take over and specifically cater for segregated
segments of air transport business (form example dedicated to leisure or Business/General
Aviation traffic). However clustering reliever airports within the close
vicinity of a large congested airport will require new ATM techniques and
procedures to assure maximum runway utilisation, flight efficiency and minimal
flight path confliction.
0
Co-modality and the integration of the
modes of transport will link up the regions with cities, thus enlarging the
catchments areas of the airports. This could lead to a decongestion of roads
and better air quality around airports. In some cases nearby regional airfields
and airports could be linked up with cities and relief the congested hubs in
the vicinity of large urban areas. Driven by the natural rules of the market,
those “Reliever Airports” could take over and specifically cater for segregated
segments of air transport business (form example dedicated to leisure or Business/General
Aviation traffic). However clustering reliever airports within the close
vicinity of a large congested airport will require new ATM techniques and
procedures to assure maximum runway utilisation, flight efficiency and minimal
flight path confliction.
On a wider scale the airport must be
integrated with other modes of transport. With the expanding network of high
speed trains this will also offer valuable alternatives for the passengers and
cargo. Cooperation between airports and different modes of transport is
required to offer passengers seamless connections.
0
On a wider scale the airport must be
integrated with other modes of transport. With the expanding network of high
speed trains this will also offer valuable alternatives for the passengers and
cargo. Cooperation between airports and different modes of transport is
required to offer passengers seamless connections.
false
E.2.2.2.3
Id617
2
The aim of the SESAR airport concept is to
fulfil the SESAR expectations for the future ATM system as closely as possible.
For this the airport concept will focus on:
0
The aim of the SESAR airport concept is to
fulfil the SESAR expectations for the future ATM system as closely as possible.
For this the airport concept will focus on:
· Increased
surface and runway safety,
0
·
Increased
surface and runway safety,
· Increased
throughput coupled with realistic scheduled demand with respect to capacity to
keep delays at an acceptable level
0
·
Increased
throughput coupled with realistic scheduled demand with respect to capacity to
keep delays at an acceptable level
· Reducing
noise and pollution through operational improvements
0
·
Reducing
noise and pollution through operational improvements
These
aims will be supported by:
0
These
aims will be supported by:
· Optimum
surface management and arrival and departure sequence planning
0
·
Optimum
surface management and arrival and departure sequence planning
· Accurate
arrival and departure times and separation,
0
·
Accurate
arrival and departure times and separation,
· Optimum
use of existing airport infrastructure and available capacity,
0
·
Optimum
use of existing airport infrastructure and available capacity,
· Additions
and changes to airport infrastructure,
0
·
Additions
and changes to airport infrastructure,
· Optimum
use of onboard devices / systems,
0
·
Optimum
use of onboard devices / systems,
· Improved
efficiency by shared information and collaborative decision making,
0
·
Improved
efficiency by shared information and collaborative decision making,
· Improved
weather forecasts,
0
·
Improved
weather forecasts,
· Improved
collaborative work between ANSP, users and Airport on environmental issues,
0
·
Improved
collaborative work between ANSP, users and Airport on environmental issues,
· Better
relations with neighbours.
0
·
Better
relations with neighbours.
false
E.2.2.2.4
Id8451
3
Airport operators own and/or operate their
nodes of the Air Transport Network. It is their responsibility to provide a
safe airport infrastructure in balance with environmental limitations. In
partnership with all stakeholders, the airport aims at achieving a common
business approach, by linking flight segments, surface operations, and the
aircraft turn around process. This requires collaborative decision making based
upon:
0
Airport operators own and/or operate their
nodes of the Air Transport Network. It is their responsibility to provide a
safe airport infrastructure in balance with environmental limitations. In
partnership with all stakeholders, the airport aims at achieving a common
business approach, by linking flight segments, surface operations, and the
aircraft turn around process. This requires collaborative decision making based
upon:
· An equal
acceptance of all stakeholders (level playing field).
0
·
An equal
acceptance of all stakeholders (level playing field).
· A Common
understanding of the assumptions inherent in the capacity planning process and
the interactions between the demand mix, airport resources and environmental
regulations / limitations.
0
·
A Common
understanding of the assumptions inherent in the capacity planning process and
the interactions between the demand mix, airport resources and environmental
regulations / limitations.
· A Common
Planning Process to enable the use of a single demand data source or
repository, reflecting customers' expectations and used as a reference for the
execution phase.
0
·
A Common
Planning Process to enable the use of a single demand data source or
repository, reflecting customers' expectations and used as a reference for the
execution phase.
· A Common
Situational Awareness of traffic evolution during the execution phase with
early & accurate information of traffic deviations to allow the recovery of
the planned situation by launching timely corrective actions.
0
·
A Common
Situational Awareness of traffic evolution during the execution phase with
early & accurate information of traffic deviations to allow the recovery of
the planned situation by launching timely corrective actions.
· A Common
Performance Framework to all stakeholders sharing a common target, aiming at
on-schedule performance meeting the business needs of the airspace users.
0
·
A Common
Performance Framework to all stakeholders sharing a common target, aiming at
on-schedule performance meeting the business needs of the airspace users.
· A common
situational awareness of the status of the turn-round process to optimise
departure and arrival sequencing actions.
0
·
A common
situational awareness of the status of the turn-round process to optimise
departure and arrival sequencing actions.
false
E.2.2.2.5
Id540
4
Environmental issues are major challenges
for air travel and for most of the European airports.
0
Environmental issues are major challenges
for air travel and for most of the European airports.
Global improvements are needed. A growing
environmental awareness and improving collaborative work among all stakeholders
(ANSP, users and airport community) is a prerequisite. Collaborative
Environmental Management (CEM) will facilitate continuous improvement by a
coordinated approach (See other SESAR Documents for details of CEM).
0
Global improvements are needed. A growing
environmental awareness and improving collaborative work among all stakeholders
(ANSP, users and airport community) is a prerequisite. Collaborative
Environmental Management (CEM) will facilitate continuous improvement by a
coordinated approach (See other SESAR Documents for details of CEM).
Although aviation takes a share in the
environmental impact on society it is not the only player in that field. Other
modes of transport must also be considered, especially in the field of
transportation to and from the airport. Transportation modes could strengthen
each other and a well balanced approach will be beneficial economically as well
as environmentally.
0
Although aviation takes a share in the
environmental impact on society it is not the only player in that field. Other
modes of transport must also be considered, especially in the field of
transportation to and from the airport. Transportation modes could strengthen
each other and a well balanced approach will be beneficial economically as well
as environmentally.
Operational initiatives have a broad scope
for potential improvement in noise, fuel consumption and air pollution when
implemented throughout Europe .
Initiatives that reduce taxi time or holding time with running engines will
have an environmental benefit. However environmental benefits may also give
operational (capacity) problems; for example, as may be expected with towing
aircraft to/from the runway. Research should focus on these aspects. Examples
of operational initiatives with environmental impact are:
0
Operational initiatives have a broad scope
for potential improvement in noise, fuel consumption and air pollution when
implemented throughout
Europe
.
Initiatives that reduce taxi time or holding time with running engines will
have an environmental benefit. However environmental benefits may also give
operational (capacity) problems; for example, as may be expected with towing
aircraft to/from the runway. Research should focus on these aspects. Examples
of operational initiatives with environmental impact are:
· Development of procedures and related technical
enablers which improve flight efficiency (Continuous descent/climb techniques
and precision navigation).
0
·
Development of procedures and related technical
enablers which improve flight efficiency (Continuous descent/climb techniques
and precision navigation).
· Curved approach paths that offer the potential
to minimise disturbance at locally sensitive areas.
0
·
Curved approach paths that offer the potential
to minimise disturbance at locally sensitive areas.
· System support to minimise outbound holding
at/near the runway or inbound holding for stands.
0
·
System support to minimise outbound holding
at/near the runway or inbound holding for stands.
· Managed thrust for take off and procedures that
minimise braking with minimum noise and emission (e.g. automatic take off,
landing and brake to vacate).
0
·
Managed thrust for take off and procedures that
minimise braking with minimum noise and emission (e.g. automatic take off,
landing and brake to vacate).
· Taxi paths that minimise changes in thrust
settings and thus transient engine operations outside the optimal combustion
regime.
0
·
Taxi paths that minimise changes in thrust
settings and thus transient engine operations outside the optimal combustion
regime.
· Procedures that minimise braking with minimum
noise and particulate emissions from carbon brakes and tyre wear.
0
·
Procedures that minimise braking with minimum
noise and particulate emissions from carbon brakes and tyre wear.
· Towing of aircraft to/from runway threshold.
0
·
Towing of aircraft to/from runway threshold.
· Cruise climb
0
·
Cruise climb
false
E.2.3
Id6606
2
false
E.2.3.1
Id7529
0
Demand and capacity balancing will
strategically evaluate system-wide traffic flows and aerodrome capacities to
allow airspace users to determine when, where and how they operate while
mitigating conflicting needs for airspace and aerodrome capacity. This
collaborative process will allow the efficient management of air traffic
through shared information on traffic flows, weather and assets.
0
Demand and capacity balancing will
strategically evaluate system-wide traffic flows and aerodrome capacities to
allow airspace users to determine when, where and how they operate while
mitigating conflicting needs for airspace and aerodrome capacity. This
collaborative process will allow the efficient management of air traffic
through shared information on traffic flows, weather and assets.
false
E.2.3.2
Id3654
1
false
E.2.3.2.1
Id9583
0
Demand and capacity balancing will be accomplished
through a process of layered planning applied on a European level and starting
with the business/mission development phase which may be several years in
advance and continues up to the day of operation.
0
Demand and capacity balancing will be accomplished
through a process of layered planning applied on a European level and starting
with the business/mission development phase which may be several years in
advance and continues up to the day of operation.
In the SESAR User Preferred Routing
Environment demand and capacity balancing at the tactical stage, as envisaged
by the ICAO operational concept, is of limited use and is replaced by high
complexity operations with precision trajectory management and new separation
modes.
0
In the SESAR User Preferred Routing
Environment demand and capacity balancing at the tactical stage, as envisaged
by the ICAO operational concept, is of limited use and is replaced by high
complexity operations with precision trajectory management and new separation
modes.
false
E.2.4
Id5733
3
false
E.2.4.1
Id1925
0
Traffic synchronization refers to the
tactical establishment and maintenance of a safe, orderly and efficient flow of
air traffic.
0
Traffic synchronization refers to the
tactical establishment and maintenance of a safe, orderly and efficient flow of
air traffic.
false
E.2.4.2
Id48
1
The management and execution of 4D
trajectories based on constraints when time permits and direct instructions in
other cases, combined with integrated queue management both in the air and on
the ground constitutes the SESAR implementation of this concept component. It
includes the handling of queues, both in the air and on the ground. It operates
on individual flights and is closely related to, and sometimes
indistinguishable from, the Separation Provision process. It aims to facilitate
the highest achievable capacity of the ATM System and to manage delays in a
fuel-efficient and environmentally acceptable manner.
0
The management and execution of 4D
trajectories based on constraints when time permits and direct instructions in
other cases, combined with integrated queue management both in the air and on
the ground constitutes the SESAR implementation of this concept component. It
includes the handling of queues, both in the air and on the ground. It operates
on individual flights and is closely related to, and sometimes
indistinguishable from, the Separation Provision process. It aims to facilitate
the highest achievable capacity of the ATM System and to manage delays in a
fuel-efficient and environmentally acceptable manner.
The queue management concept does not mean
that ATM Network Management processes that ensure there is a balance between
capacity and demand are in any way diminished in importance. These processes
apply to flows of traffic resulting in the Network Operations Plan, whereas
queue management is about fine-tuning the position of an individual aircraft
into a stream that optimises the utilisation of a constrained resource. Queue
management is not about just managing delay; the accent is on optimising
position in the queue and hence improving the overall outcome of the process.
0
The queue management concept does not mean
that ATM Network Management processes that ensure there is a balance between
capacity and demand are in any way diminished in importance. These processes
apply to flows of traffic resulting in the Network Operations Plan, whereas
queue management is about fine-tuning the position of an individual aircraft
into a stream that optimises the utilisation of a constrained resource. Queue
management is not about just managing delay; the accent is on optimising
position in the queue and hence improving the overall outcome of the process.
false
E.2.5
Id8650
4
false
E.2.5.1
Id1120
0
This component refers to the ATM related
aspects of flight operations.
0
This component refers to the ATM related
aspects of flight operations.
false
E.2.5.2
Id3245
1
Airspace user operations are central in the
SESAR context. This is expressed in the concept of collaboratively developed,
fully airspace user owned business/mission trajectory and its collaborative
management, the system wide shared information environment and the full
integration of the aircraft into the ATM network. The integrated process view
in Chapter F describes in
detail how airspace user operations take place in the SESAR trajectory managed
environment.
0
Airspace user operations are central in the
SESAR context. This is expressed in the concept of collaboratively developed,
fully airspace user owned business/mission trajectory and its collaborative
management, the system wide shared information environment and the full
integration of the aircraft into the ATM network. The integrated process view
in Chapter
F
describes in
detail how airspace user operations take place in the SESAR trajectory managed
environment.
false
E.2.6
Id3211
5
false
E.2.6.1
Id565
0
The function of conflict management is to
limit, to an acceptable level, the risk of collision between aircraft and
hazards. Conflict management is applied in three layers:
0
The function of conflict management is to
limit, to an acceptable level, the risk of collision between aircraft and
hazards. Conflict management is applied in three layers:
· Strategic conflict management
0
·
Strategic conflict management
· Separation provision
0
·
Separation provision
· Collision avoidance
0
·
Collision avoidance
The conflict management process can be
applied to a trajectory at any point along the conflict horizon, from the
earliest business/mission development phase to real time in the execution
phase.
0
The conflict management process can be
applied to a trajectory at any point along the conflict horizon, from the
earliest business/mission development phase to real time in the execution
phase.
false
E.2.6.2
Id2370
1
[ D13 ]
0
[
D13
]
false
E.2.6.2.1
Id122
0
Strategic conflict management aims to
reduce the need to apply separation provision to an appropriate level, thereby
reducing controller workload. This aim must be balanced with the need to
preserve the optimal business/mission trajectory. Strategic conflict management
is achieved through the integrated operation of airspace organisation and
management, demand and capacity balancing and queue management. In the SESAR
concept this integrated operation is reflected in trajectory based
collaborative layered planning and the application of conflict management and
separation, as described in Section F.6.
0
Strategic conflict management aims to
reduce the need to apply separation provision to an appropriate level, thereby
reducing controller workload. This aim must be balanced with the need to
preserve the optimal business/mission trajectory. Strategic conflict management
is achieved through the integrated operation of airspace organisation and
management, demand and capacity balancing and queue management. In the SESAR
concept this integrated operation is reflected in trajectory based
collaborative layered planning and the application of conflict management and
separation, as described in Section F.6.
The elaboration of the RBT may result from
a certain level of strategic conflict management, i.e. the RBT may included pre-deconflicted
3D routes, and from some initial traffic synchronisation for planning purposes
(TTA), with dynamic refinement or adjustment during flight.
0
The elaboration of the RBT may result from
a certain level of strategic conflict management, i.e. the RBT may included pre-deconflicted
3D routes, and from some initial traffic synchronisation for planning purposes
(TTA), with dynamic refinement or adjustment during flight.
false
E.2.6.2.2
Id3177
1
The concept of separation provision
contains new elements, which are all compliant with the ICAO separation
provision component while also reflecting the trajectory managed environment of
SESAR.
0
The concept of separation provision
contains new elements, which are all compliant with the ICAO separation
provision component while also reflecting the trajectory managed environment of
SESAR.
Separation minima have not been
established, but it is understood that such minima will have to be developed
and agreed for each separation mode defined below.
0
Separation minima have not been
established, but it is understood that such minima will have to be developed
and agreed for each separation mode defined below.
false
E.2.6.2.2.1
Id8564
0
The separator is defined as the agent
responsible for separation provision for a conflict and can be either the
airspace user or a separation provision service provider. The separator must be
defined (that is predetermined) prior to the commencement of separation
provision. The ICAO definition allows that there may be different predetermined
separators for different hazards in the same airspace and different aircraft in
the same airspace may have different predetermined separators for aircraft
hazards (mixed operations).
0
The separator is defined as the agent
responsible for separation provision for a conflict and can be either the
airspace user or a separation provision service provider. The separator must be
defined (that is predetermined) prior to the commencement of separation
provision. The ICAO definition allows that there may be different predetermined
separators for different hazards in the same airspace and different aircraft in
the same airspace may have different predetermined separators for aircraft
hazards (mixed operations).
Where and when safety or ATM system design
requires a separation provision service, the predetermined separator is the
provider of such service. Everywhere else and/or at other times, the predetermined separator is the airspace user. Generally,
in the SESAR area, Managed Airspace is considered to require a separation
provision service.
0
Where and when safety or ATM system design
requires a separation provision service, the predetermined separator is the
provider of such service. Everywhere else and/or at other times,
the predetermined separator is the airspace user. Generally,
in the SESAR area, Managed Airspace is considered to require a separation
provision service.
false
E.2.6.2.2.2
Id374
1
When the predetermined
separator between aircraft and/or airspace reservations is the separation
service provider, the role of separator from either all aircraft (a type of
hazard) or from one particular aircraft (a specified
hazard) may be delegated to the flight crew of appropriately equipped aircraft
who then assure airborne separation. One potential
scenario is that an aircraft entering such airspace and wishing to operate
under self-separation will indicate this as part of the planning information it
provides. The separation service provider will have to approve this request
prior to the aircraft entering the airspace concerned. In the absence of such
agreement, the aircraft will operate with separation service provided by the
separations service provider.
0
When the predetermined
separator between aircraft and/or airspace reservations is the separation
service provider, the role of separator from either all aircraft (a type of
hazard) or
from one particular aircraft (a specified
hazard) may be delegated to the flight crew of appropriately equipped aircraft
who then assure airborne separation.
One potential
scenario is that an aircraft entering such airspace and wishing to operate
under self-separation will indicate this as part of the planning information it
provides. The separation service provider will have to approve this request
prior to the aircraft entering the airspace concerned. In the absence of such
agreement, the aircraft will operate with separation service provided by the
separations service provider.
Such operations, including mixed
operations, will be conducted in accordance with appropriate rules and
procedures, ensuring safety and efficiency for the airspace users. The rules
and procedures will provide the framework and conditions for different degrees
and kinds of airborne separation, as described in the ICAO Operational Concept
and other relevant documents.
0
Such operations, including mixed
operations, will be conducted in accordance with appropriate rules and
procedures, ensuring safety and efficiency for the airspace users. The rules
and procedures will provide the framework and conditions for different degrees
and kinds of airborne separation, as described in the ICAO Operational Concept
and other relevant documents.
W hen such
cooperative separation or self-separation applications are implemented, a clear
and unambiguous statement for separation responsibility is required.
0
W
hen such
cooperative separation or self-separation applications are implemented, a clear
and unambiguous statement for separation responsibility is required.
false
E.2.6.2.2.3
Id9636
2
The liability issues associated to the
changes in separation proposed for SESAR must be determined.
0
The liability issues associated to the
changes in separation proposed for SESAR must be determined.
false
E.2.6.2.2.4
Id8395
3
As previously stated it is an assumption
that the SESAR concept will create sufficient terminal area and en-route
capacity so that it is no longer a constraint in normal operations. This
capacity is a function of controller task load. To meet the capacity goal
there must therefore be a substantial reduction in controller task load per
flight if this is to be realised while meeting the
safety, environmental and economic goals .
0
As previously stated it is an assumption
that the SESAR concept will create sufficient terminal area and en-route
capacity so that it is no longer a constraint in normal operations. This
capacity is a function of controller task load. To meet the capacity goal
there must therefore be a substantial reduction in controller task load per
flight if this is to be realised
while meeting the
safety, environmental and economic goals
.
Controller task load is generated from two
different sources: there is the routine task load associated with managing a
flight through a sector (such as co-ordination in and out, routine
communications, data management) and the tactical task load associated with
separation provision (conflict/interaction detection, situation monitoring and
conflict resolution). As the traffic throughput increases the routine task load
increases proportionately (three times the flights equals three times the task
load). The separation provision task load however would increase relative to
the number of conflicts/interactions and therefore approximately according to
the square of the increase in traffic (three times the flights equals nine
times the task load).
0
Controller task load is generated from two
different sources: there is the routine task load associated with managing a
flight through a sector (such as co-ordination in and out, routine
communications, data management) and the tactical task load associated with
separation provision (conflict/interaction detection, situation monitoring and
conflict resolution). As the traffic throughput increases the routine task load
increases proportionately (three times the flights equals three times the task
load). The separation provision task load however would increase relative to
the number of conflicts/interactions and therefore approximately according to
the square of the increase in traffic (three times the flights equals nine
times the task load).
false
E.2.6.2.2.5
Id2550
4
To address the controller task load issue,
without incurring a significant increase in ANSP costs, 3 lines of action are
included in the concept:
0
To address the controller task load issue,
without incurring a significant increase in ANSP costs, 3 lines of action are
included in the concept:
· Automation
for the routine controller task load supported by better methods of data input
and improved data management.
0
·
Automation
for the routine controller task load supported by better methods of data input
and improved data management.
· Automation
support to conflict/interaction detection and situation monitoring and conflict
resolution.
0
·
Automation
support to conflict/interaction detection and situation monitoring and conflict
resolution.
· A
significant reduction in the need for controller tactical intervention.
0
·
A
significant reduction in the need for controller tactical intervention.
o Reduce the number of potential
conflicts using a range of deconfliction methods.
0
o
Reduce the number of potential
conflicts using a range of deconfliction methods.
o Redistribute tactical
intervention tasks to the pilots: Cooperative separation or Self-separation [ D06 ].
0
o
Redistribute tactical
intervention tasks to the pilots: Cooperative separation or Self-separation [
D06
].
It is the latter point that is specifically
addressed in separation provision. Both strategies for reducing tactical
intervention are valid and could be deployed independently or collaboratively
and both methods need to demonstrate their ability to work effectively in a
mixed capability environment.
0
It is the latter point that is specifically
addressed in separation provision. Both strategies for reducing tactical
intervention are valid and could be deployed independently or collaboratively
and both methods need to demonstrate their ability to work effectively in a
mixed capability environment.
All methods of deconfliction potentially
involve constraints on the trajectory and differential aircraft performance can
also impact the trajectory when tactical intervention tasks are assigned to the
pilot. The objective however is to minimise these impacts commensurate with
achieving the required goals.
0
All methods of deconfliction potentially
involve constraints on the trajectory and differential aircraft performance can
also impact the trajectory when tactical intervention tasks are assigned to the
pilot. The objective however is to minimise these impacts commensurate with
achieving the required goals.
false
E.2.6.2.3
Id7793
2
This section outlines the separation modes
and associated automation support requirements that can be deployed to achieve
the SESAR goals.
0
This section outlines the separation modes
and associated automation support requirements that can be deployed to achieve
the SESAR goals.
The separation modes for SESAR fall into 3
broad categories:
0
The separation modes for SESAR fall into 3
broad categories:
· Conventional
modes: in this context they refer to modes that are essentially unchanged by
SESAR.
0
·
Conventional
modes: in this context they refer to modes that are essentially unchanged by
SESAR.
· New ANSP Separation
Modes: in this context refers to new modes envisaged for SESAR that are purely
applied by ATC.
0
·
New ANSP Separation
Modes: in this context refers to new modes envisaged for SESAR that are purely
applied by ATC.
· New
Airborne Separation Modes: in this context refers to new modes that involve the
aircraft and in which the pilot is the separator either by delegation or as the
standard case.
0
·
New
Airborne Separation Modes: in this context refers to new modes that involve the
aircraft and in which the pilot is the separator either by delegation or as the
standard case.
Safety in all separation modes is supported
by ground based conformance and intent monitoring. For ATM Capability 1-3
aircraft this extends to independent air and ground monitoring of both aircraft
conformance and intent.
0
Safety in all separation modes is supported
by ground based conformance and intent monitoring. For ATM Capability 1-3
aircraft this extends to independent air and ground monitoring of both aircraft
conformance and intent.
false
E.2.6.2.3.1
Id2399
0
Self-Separation
0
Self-Separation
In unmanaged airspace the existing methods
of self-separation based on see-and-avoid principles will continue to exist.
They will be supported where required by traffic information services. There
are no separation minima specified for this separation mode.
0
In unmanaged airspace the existing methods
of self-separation based on see-and-avoid principles will continue to exist.
They will be supported where required by traffic information services. There
are no separation minima specified for this separation mode.
ATC Surveillance and Procedural
Separation
0
ATC Surveillance and Procedural
Separation
While the future ATM system is designed to
take full advantage of trajectory management and the advanced aircraft
navigational capabilities it will retain the capability to manage ATM Capability
Level 0 aircraft and aircraft whose capabilities have become degraded: for this
reason conventional surveillance and separation modes will be retained. In
future, as other digital surveillance systems are developed, civil ATM will not
require primary radar.
0
While the future ATM system is designed to
take full advantage of trajectory management and the advanced aircraft
navigational capabilities it will retain the capability to manage ATM Capability
Level 0 aircraft and aircraft whose capabilities have become degraded: for this
reason conventional surveillance and separation modes will be retained. In
future, as other digital surveillance systems are developed, civil ATM will not
require primary radar.
Conventional ATC modes are also applicable
to ATM Capability Level 1 aircraft taking advantage of capabilities such as RNP
and constraint management to reduce the need for tactical interventions.
0
Conventional ATC modes are also applicable
to ATM Capability Level 1 aircraft taking advantage of capabilities such as RNP
and constraint management to reduce the need for tactical interventions.
Conventional ATC surveillance modes are
also applicable in a range of situations requiring the application of relative
separation. No changes to established separation minima are anticipated for
these separation modes.
0
Conventional ATC surveillance modes are
also applicable in a range of situations requiring the application of relative
separation. No changes to established separation minima are anticipated for
these separation modes.
Cooperative Separation: Visual
0
Cooperative Separation: Visual
In designated airspace and under designated
flight rules, aircraft may use see and avoid procedures, and even controlled
flights may be authorised to maintain own separation in VMC. No change to this
method is envisaged.
0
In designated airspace and under designated
flight rules, aircraft may use see and avoid procedures, and even controlled
flights may be authorised to maintain own separation in VMC. No change to this
method is envisaged.
false
E.2.6.2.3.2
Id258
1
The capabilities described here are further
explained in their operational context in section F.3.
0
The capabilities described here are further
explained in their operational context in section F.3.
Currently all clearances are based on the
assumption of BRNAV route following capability and RVSM height keeping. Future
clearances will utilise variable conformance limits (constraints) on route
following capability, longitudinal and vertical accuracy and these conformance
constraints will have to be issued either as part of the clearance or by some
procedure (e.g. certain arrival/ departure routes have these conformance limits
set out in the procedure associated with that route). All the separation modes
will be analysed statistically to ensure that they meet the safety requirements.
0
Currently all clearances are based on the
assumption of BRNAV route following capability and RVSM height keeping. Future
clearances will utilise variable conformance limits (constraints) on route
following capability, longitudinal and vertical accuracy and these conformance
constraints will have to be issued either as part of the clearance or by some
procedure (e.g. certain arrival/ departure routes have these conformance limits
set out in the procedure associated with that route). All the separation modes
will be analysed statistically to ensure that they meet the safety requirements.
Precision Trajectory Clearances (PTC)
0
Precision Trajectory Clearances (PTC)
Precision trajectory clearances take
advantage of the capabilities offered by ATM Capability Level 1/2/3 aircraft in terms of navigational
performance and constraint management. The goal is to enable controllers,
supported by conflict prediction and resolution tools and conformance and
intent monitoring, to manage a significant increase in traffic while keeping
total task load at acceptable levels.
0
Precision trajectory clearances take
advantage of the capabilities offered by ATM Capability Level
1/2/3
aircraft in terms of navigational
performance and constraint management. The goal is to enable controllers,
supported by conflict prediction and resolution tools and conformance and
intent monitoring, to manage a significant increase in traffic while keeping
total task load at acceptable levels.
Such clearances may include CTO/CTA for
traffic queue management purposes.
0
Such clearances may include CTO/CTA for
traffic queue management purposes.
Trajectory Management Requirements (TMR-see
Section F.2.4.1 ) are included in the clearance and conformance and intent are
monitored jointly and independently by air and ground systems.
0
Trajectory Management Requirements (TMR-see
Section
F.2.4.1
) are included in the clearance and conformance and intent are
monitored jointly and independently by air and ground systems.
2D Routes (PTC-2D) : 2D routes (with lateral containment)
may be defined for a given airspace volume. Depending on the airspace and
operational environment 2D routes may be fixed or temporary in nature (c.f.
Flex tracks or NAT tracks) or user preferred routes.
0
2D Routes (PTC-2D)
:
2D routes (with lateral containment)
may be defined for a given airspace volume. Depending on the airspace and
operational environment 2D routes may be fixed or temporary in nature (c.f.
Flex tracks or NAT tracks) or user preferred routes.
Whilst one specific route will be included
in the RBT, alternative routes may be dynamically allocated in a trajectory
revision process for separation provision reasons.
0
Whilst one specific route will be included
in the RBT, alternative routes may be dynamically allocated in a trajectory
revision process for separation provision reasons.
The allocation of 2D routes is a
deconfliction method with vertical and longitudinal separation (if required) provided
by conventional techniques to complement the 2D route. This may be achieved
through surveillance based separation and/or the dynamic application of
constraints.
0
The allocation of 2D routes is a
deconfliction method with vertical and longitudinal separation (if required) provided
by conventional techniques to complement the 2D route. This may be achieved
through surveillance based separation and/or the dynamic application of
constraints.
3D Routes (PTC-3D) : 3D routes (with lateral and vertical containment) may be defined for
a given airspace volume. Depending on the airspace, the traffic complexity and
the ATM level capability of the service provider and the aircraft concerned, 3D
routes may be fixed or temporary in nature or user preferred trajectories.
0
3D Routes (PTC-3D)
: 3D routes (with lateral and vertical containment) may be defined for
a given airspace volume. Depending on the airspace, the traffic complexity and
the ATM level capability of the service provider and the aircraft concerned, 3D
routes may be fixed or temporary in nature or user preferred trajectories.
The separation mode using 3D is applicable
to ATM-3/4 aircraft. They are applied dynamically to best match the aircraft’s
performance capability and “contain” the vertical evolution of the trajectory.
This has the potential to provide significant gains in airspace capacity and
will be supported by automation tools to assess trajectories and propose 3D
separation provision solutions under time critical conditions.
0
The separation mode using 3D is applicable
to ATM-3/4 aircraft. They are applied dynamically to best match the aircraft’s
performance capability and “contain” the vertical evolution of the trajectory.
This has the potential to provide significant gains in airspace capacity and
will be supported by automation tools to assess trajectories and propose 3D
separation provision solutions under time critical conditions.
The allocation of 3D routes is a powerful
deconfliction method with longitudinal separation (if required) provided by ATC
to complement the 3D route. This may be achieved through surveillance based
separation and/or the dynamic application of constraints or delegated to
flights that can utilise appropriate ASAS capabilities
0
The allocation of 3D routes is a powerful
deconfliction method with longitudinal separation (if required) provided by ATC
to complement the 3D route. This may be achieved through surveillance based
separation and/or the dynamic application of constraints or delegated to
flights that can utilise appropriate ASAS capabilities
false
5.2.6.2.4
Id2277
3
This is an automated deconfliction method that
supports conventional surveillance based operations. In this mode automation
support tools impose speed adjustments (horizontal and/or vertical) within a
limited range and constrained to the medium term time horizon in order to
tactically de-conflict traffic and reduce complexity and controller task load [ D18 ].
0
This is an automated deconfliction method that
supports conventional surveillance based operations. In this mode automation
support tools impose speed adjustments (horizontal and/or vertical) within a
limited range and constrained to the medium term time horizon in order to
tactically de-conflict traffic and reduce complexity and controller task load [
D18
].
4D Contracts (PTC-4DC) : A 4D Contract is a clearance that prescribes the containment of
the trajectory in all 4 dimensions for the period of the contract.
0
4D Contracts (PTC-4DC)
: A 4D Contract is a clearance that prescribes the containment of
the trajectory in all 4 dimensions for the period of the contract.
For this new separation mode the separation
minima are expected to be based on assumptions on containment (if applicable)
and the current separation minima (generally 3 or 5NM depending on radar
accuracy, refresh rate, speed of aircraft, etc.).
0
For this new separation mode the separation
minima are expected to be based on assumptions on containment (if applicable)
and the current separation minima (generally 3 or 5NM depending on radar
accuracy, refresh rate, speed of aircraft, etc.).
Such clearances are applicable to ATM-4
aircraft. The defining characteristic of 4D Contract flights is that the
uncertainty associated with future predicted position does not increase with
the prediction horizon and thus, for any chosen point along the length of the
trajectory contract the accuracy of aircraft position information is guaranteed
in all 4 dimensions. A 4D Contract clearance will include the containment
parameters and the aircraft will adjust profile as necessary to remain within
those parameters.
0
Such clearances are applicable to ATM-4
aircraft. The defining characteristic of 4D Contract flights is that the
uncertainty associated with future predicted position does not increase with
the prediction horizon and thus, for any chosen point along the length of the
trajectory contract the accuracy of aircraft position information is guaranteed
in all 4 dimensions. A 4D Contract clearance will include the containment
parameters and the aircraft will adjust profile as necessary to remain within
those parameters.
The goal of a 4D Contract is to ensure
separation between 4D capable aircraft or between 4D aircraft and dynamic
airspace for a segment of the business trajectory in en-route airspace.
0
The goal of a 4D Contract is to ensure
separation between 4D capable aircraft or between 4D aircraft and dynamic
airspace for a segment of the business trajectory in en-route airspace.
4D Contracts:
0
4D Contracts:
· Will have
an effective period of 20-30 minutes. Longer segments such may be considered if
feasible and economically efficient.
0
·
Will have
an effective period of 20-30 minutes. Longer segments such may be considered if
feasible and economically efficient.
· Will be
issued on the basis that the RBT will be approved if conflict free for the
contract period. If not, a conflict-free alternative will be negotiated.
0
·
Will be
issued on the basis that the RBT will be approved if conflict free for the
contract period. If not, a conflict-free alternative will be negotiated.
· May
specify different containment parameters for different operational contexts.
0
·
May
specify different containment parameters for different operational contexts.
· May be
suspended for short periods when needed to accommodate some higher priority
flights.
0
·
May be
suspended for short periods when needed to accommodate some higher priority
flights.
4D Contract flights:
0
4D Contract flights:
· Once the
contract is established, the flight will be considered as “non-deviating” and
will thus have priority over other flights.
0
·
Once the
contract is established, the flight will be considered as “non-deviating” and
will thus have priority over other flights.
· Will be
identifiable to ATC and other aircraft.
0
·
Will be
identifiable to ATC and other aircraft.
· Airborne
systems will automatically initiate a re-negotiation of the trajectory and the
corresponding 4D contract whenever the system predicts that it will not be able
to respect the 4D contract. It is not expected that last minute requests will
be made to modify a 4D contract except in exceptional situations, automation
should ensure that any deviations can be handled safely.
0
·
Airborne
systems will automatically initiate a re-negotiation of the trajectory and the
corresponding 4D contract whenever the system predicts that it will not be able
to respect the 4D contract. It is not expected that last minute requests will
be made to modify a 4D contract except in exceptional situations, automation
should ensure that any deviations can be handled safely.
4D Contracts will not be used for
deconfliction pre-flight.
0
4D Contracts will not be used for
deconfliction pre-flight.
false
E.2.6.2.3.3
Id2037
0
The capabilities described here are further
explained in their operational context in section F.3.
0
The capabilities described here are further
explained in their operational context in section F.3.
The minimum passing distance for these new
airborne modes is expected to be equal or less than the current radar
separation minima. This is because the reaction time is far less if the data
is available directly at the airborne system. Each separation mode will be
analysed statistically to ensure that the minimum passing distances meet the
safety requirements.
0
The minimum passing distance for these new
airborne modes is expected to be equal or less than the current radar
separation minima. This is because the reaction time is far less if the data
is available directly at the airborne system. Each separation mode will be
analysed statistically to ensure that the minimum passing distances meet the
safety requirements.
Cooperative Separation
0
Cooperative Separation
ASAS Separation
0
ASAS Separation
In ASAS Separation applications the role of
separator is temporarily delegated to aircrew to assure airborne separation
with regard to other designated aircraft under specific circumstances.
Supported by automation capabilities (including Air-Air Trajectory/Intent
exchange and specific ASAS applications), flight crew may be best equipped to
assure separation between their own aircraft and the designated aircraft.
0
In ASAS Separation applications the role of
separator is temporarily delegated to aircrew to assure airborne separation
with regard to other designated aircraft under specific circumstances.
Supported by automation capabilities (including Air-Air Trajectory/Intent
exchange and specific ASAS applications), flight crew may be best equipped to
assure separation between their own aircraft and the designated aircraft.
· The
controller shall designate the target aircraft and specify the scope of the
manoeuvre allowing the flight crew to conduct it in the most efficient way
possible.
0
·
The
controller shall designate the target aircraft and specify the scope of the
manoeuvre allowing the flight crew to conduct it in the most efficient way
possible.
· The
controller shall assure that no other aircraft interfere with the ASAS
Separation manoeuvre and the flight crew shall assure that the at least the
minimum applicable airborne separation is applied.
0
·
The
controller shall assure that no other aircraft interfere with the ASAS
Separation manoeuvre and the flight crew shall assure that the at least the
minimum applicable airborne separation is applied.
The specific circumstances where ASAS
Separation could prove beneficial include in-trail, overtaking and merging operations
as well as lateral and vertical crossing situations.
0
The specific circumstances where ASAS
Separation could prove beneficial include in-trail, overtaking and merging operations
as well as lateral and vertical crossing situations.
ASAS Spacing or Longitudinal Separation
can be used in conjunction with 2D/3D route clearances.
0
ASAS Spacing or Longitudinal Separation
can be used in conjunction with 2D/3D route clearances.
Self Separation
0
Self Separation
In ASAS Self-Separation the aircrew are the
designated separator for a defined segment of a flight during which they shall
assure separation with all other aircraft.
0
In ASAS Self-Separation the aircrew are the
designated separator for a defined segment of a flight during which they shall
assure separation with all other aircraft.
Supported by automation capabilities
(including Air-Air Trajectory/Intent exchange and specific ASAS applications),
flight crew may be best equipped to assure separation between their own aircraft
and any other aircraft they encounter. ASAS self-separation may have
significant potential benefits, for example:
0
Supported by automation capabilities
(including Air-Air Trajectory/Intent exchange and specific ASAS applications),
flight crew may be best equipped to assure separation between their own aircraft
and any other aircraft they encounter. ASAS self-separation may have
significant potential benefits, for example:
· The flown
trajectory will be closest to the optimum profile,
0
·
The flown
trajectory will be closest to the optimum profile,
· Enables
the User to choose the service they wish to use where possible.
0
·
Enables
the User to choose the service they wish to use where possible.
The following benefits must be subject to
validation through R&D:
0
The following benefits must be subject to
validation through R&D:
· That the delegation
of separation responsibility may reduce controller task load and increase
safety (responsibilities must be clearly defined),
0
·
That the delegation
of separation responsibility may reduce controller task load and increase
safety (responsibilities must be clearly defined),
· That significant
capacity gains can be achieved,
0
·
That significant
capacity gains can be achieved,
3D/4D Precision Trajectory Clearances and Self-Separation
0
3D/4D Precision Trajectory Clearances and Self-Separation
The 3D (see note above) and 4D Precision
Trajectory clearance concepts rely on the deconfliction of flights to achieve
substantially increased capacity with reduced ANSP costs. Self-separation
relies on distributed tactical intervention to achieve the same goals. The
benefits of these concepts are similar and it is expected that the two concepts
can co-exist. Both concepts should become candidates for further research.
0
The 3D (see note above) and 4D Precision
Trajectory clearance concepts rely on the deconfliction of flights to achieve
substantially increased capacity with reduced ANSP costs. Self-separation
relies on distributed tactical intervention to achieve the same goals. The
benefits of these concepts are similar and it is expected that the two concepts
can co-exist. Both concepts should become candidates for further research.
UAS in the Separation Process
0
UAS in the Separation Process
Unmanned Aircraft Systems will have several
possibilities for operation within the SESAR concept:
0
Unmanned Aircraft Systems will have several
possibilities for operation within the SESAR concept:
· They can
operate as a conventional aircraft, but with the pilot on the ground executing
clearances or control instructions from ATC (Remotely Piloted Vehicles or RPV),
0
·
They can
operate as a conventional aircraft, but with the pilot on the ground executing
clearances or control instructions from ATC (Remotely Piloted Vehicles or RPV),
· They can
operate on a Precision Trajectory Clearance (PTC-4DC),
0
·
They can
operate on a Precision Trajectory Clearance (PTC-4DC),
· They can
self-separate [ D19 ].
0
·
They can
self-separate [
D19
].
· They may
operate in segregated airspace
0
·
They may
operate in segregated airspace
A UAV mission within managed airspace could
include all (four) modes of operation with transitions managed in the same way
as conventional aircraft (by negotiation with the service provider).
0
A UAV mission within managed airspace could
include all (four) modes of operation with transitions managed in the same way
as conventional aircraft (by negotiation with the service provider).
false
E.2.6.2.4
Id3564
4
In SESAR, the dual layer safety afforded by
independent airborne and ground based safety nets, Airborne Collision Avoidance
System (ACAS) and Short Term Conflict Alert (STCA) respectively, will continue
to play a major role in helping to ensure maintenance of the required level of
safety. The use of the shared trajectory as the common view of flight
intentions both in the air and on the ground will improve the reliability of
STCA while reducing false alarm rates. STCA will continue to be used as a
safety net and never as a controller tool to manage separation.
0
In SESAR, the dual layer safety afforded by
independent airborne and ground based safety nets, Airborne Collision Avoidance
System (ACAS) and Short Term Conflict Alert (STCA) respectively, will continue
to play a major role in helping to ensure maintenance of the required level of
safety. The use of the shared trajectory as the common view of flight
intentions both in the air and on the ground will improve the reliability of
STCA while reducing false alarm rates. STCA will continue to be used as a
safety net and never as a controller tool to manage separation.
STCA and ACAS will have to be enhanced due
to the introduction of new separation modes. As aircraft may fly in closer
proximity to each other, unnecessary STCA warnings and/or ACAS advisories may
be triggered. Special attention should be given to maintain the independence of
the separation layer (i.e. the new separation modes) and the safety net layer
(i.e. STCA and ACAS) so as to achieve the required safety level.
0
STCA and ACAS will have to be enhanced due
to the introduction of new separation modes. As aircraft may fly in closer
proximity to each other, unnecessary STCA warnings and/or ACAS advisories may
be triggered. Special attention should be given to maintain the independence of
the separation layer (i.e. the new separation modes) and the safety net layer
(i.e. STCA and ACAS) so as to achieve the required safety level.
At the same time, SESAR will lead the way
in encouraging efforts to develop ACAS and STCA beyond their current state
where a lack of proper information sharing between ground and airborne systems
results in warnings and resolution advisories that are not complementary.
0
At the same time, SESAR will lead the way
in encouraging efforts to develop ACAS and STCA beyond their current state
where a lack of proper information sharing between ground and airborne systems
results in warnings and resolution advisories that are not complementary.
false
E.2.7
Id908
6
false
E.2.7.1
Id8630
0
ATM service delivery management operates
seamlessly from gate to gate for all phases of flight and across all service
providers. This component addresses the balance and consolidation of the
decisions of the various other processes and services, as well as the time
horizon at which, and the conditions under which, the decisions are made. Trajectories
and agreements are important elements of delivering a balance of decisions.
0
ATM service delivery management operates
seamlessly from gate to gate for all phases of flight and across all service
providers. This component addresses the balance and consolidation of the
decisions of the various other processes and services, as well as the time
horizon at which, and the conditions under which, the decisions are made. Trajectories
and agreements are important elements of delivering a balance of decisions.
false
E.2.7.2
Id5553
1
false
E.2.7.2.1
Id3116
0
The trajectory managed environment
described in Chapter E incorporates all the principles and processes understood
to be part of this component while the high level aspects are covered by the
SESAR approach itself. This includes in particular:
0
The trajectory managed environment
described in Chapter E incorporates all the principles and processes understood
to be part of this component while the high level aspects are covered by the
SESAR approach itself. This includes in particular:
· ATM system
design determined on the basis of system-wide safety and business cases (SESAR
approach)
0
·
ATM system
design determined on the basis of system-wide safety and business cases (SESAR
approach)
· Services
delivered on an on-request basis (e.g. separation provision for ASAS capable
aircraft in managed airspace, any of the available services in unmanaged
airspace, etc.)
0
·
Services
delivered on an on-request basis (e.g. separation provision for ASAS capable
aircraft in managed airspace, any of the available services in unmanaged
airspace, etc.)
· The
concept of separator and the delegation of the role of separator (separation
modes and the application of separation)
0
·
The
concept of separator and the delegation of the role of separator (separation
modes and the application of separation)
· Management
of trajectories and the use of user provided trajectories
0
·
Management
of trajectories and the use of user provided trajectories
· Authorising
the 4D contract trajectories in increments
0
·
Authorising
the 4D contract trajectories in increments
false
E.2.7.2.2
Id517
1
In the SESAR environment, the conceptual
and practical interface between airspace users and ATM service delivery
management is the shared business/mission trajectory and the collaborative
decision making processes involved in its development from the earliest
inception through to, and beyond, the execution phase. This interfacing ensures
the timely availability of required services based on efficient facility and
resource planning by service providers while over-planning and over-delivery
can be avoided.
0
In the SESAR environment, the conceptual
and practical interface between airspace users and ATM service delivery
management is the shared business/mission trajectory and the collaborative
decision making processes involved in its development from the earliest
inception through to, and beyond, the execution phase. This interfacing ensures
the timely availability of required services based on efficient facility and
resource planning by service providers while over-planning and over-delivery
can be avoided.
Network management, supported by automatic
tools (like the set of applications commonly referred to as Network Operating
Plan) ensures the efficient use of available resources on a European level.
0
Network management, supported by automatic
tools (like the set of applications commonly referred to as Network Operating
Plan) ensures the efficient use of available resources on a European level.
false
E.2.7.2.3
Id6699
2
Since the original publication of the ICAO
operational concept, significant progress has been achieved in the definition
of the concept of system wide information management (SWIM) and the transition
of traditional aeronautical information services (AIS) to aeronautical
information management (AIM) and ultimately SWIM. The SESAR CONOPS describes
the end-state and hence it reflects the information services environment in
terms of SWIM which explicitly includes all aeronautical information and
services of concern to ATM.
0
Since the original publication of the ICAO
operational concept, significant progress has been achieved in the definition
of the concept of system wide information management (SWIM) and the transition
of traditional aeronautical information services (AIS) to aeronautical
information management (AIM) and ultimately SWIM. The SESAR CONOPS describes
the end-state and hence it reflects the information services environment in
terms of SWIM which explicitly includes all aeronautical information and
services of concern to ATM.
The use of and requirements against
meteorological information are described in a dedicated chapter.
0
The use of and requirements against
meteorological information are described in a dedicated chapter.
false
E.2.7.2.4
Id7989
3
The co-operation with air defence systems
and military control systems is covered in the sections dealing with the full
integration of diverse airspace use requirements.
0
The co-operation with air defence systems
and military control systems is covered in the sections dealing with the full
integration of diverse airspace use requirements.
The information sharing environment on
which the SESAR concept is predicated is fully flexible and open, while
ensuring also the security and protection of information and hence information
exchange with other essential services (military, search and rescue, aviation
accident/incident investigation, law enforcement, regulatory authorities, etc.)
is fully catered for.
0
The information sharing environment on
which the SESAR concept is predicated is fully flexible and open, while
ensuring also the security and protection of information and hence information
exchange with other essential services (military, search and rescue, aviation
accident/incident investigation, law enforcement, regulatory authorities, etc.)
is fully catered for.
false
E.2.7.2.5
Id8523
4
Non-capable aircraft
(aircraft with low capability levels) will have different service options in
certain airspace than capable aircraft (for example they may have to follow
less efficient profiles or experience some delay for clearance); however this does not affect the priority status afforded to State
aircraft / certain military operations. .
0
Non-capable aircraft
(aircraft with low capability levels) will have different service options in
certain airspace than capable aircraft (for example they may have to follow
less efficient profiles or experience some delay for clearance);
however this does not affect the priority status afforded to State
aircraft / certain military operations. .
false
E.2.8
Id4876
7
false
E.2.8.1
Id6136
0
Security refers to the protection against
threats that stem from intentional acts (e.g. terrorism) or unintentional acts
(e.g. human error, natural disaster) affecting aircraft, people or
installations on the ground. Adequate security is a major expectation of the
ATM community and of citizens. The ATM system should therefore contribute to
security, and the ATM system, as well as ATM-related information, should be
protected against security threats. Security risk management should balance the
needs of the members of the ATM community that require access to the system, with
the need to protect the ATM system. In the event of threats to aircraft or
threats using aircraft, ATM shall provide the authorities responsible with
appropriate assistance and information.
0
Security refers to the protection against
threats that stem from intentional acts (e.g. terrorism) or unintentional acts
(e.g. human error, natural disaster) affecting aircraft, people or
installations on the ground. Adequate security is a major expectation of the
ATM community and of citizens. The ATM system should therefore contribute to
security, and the ATM system, as well as ATM-related information, should be
protected against security threats. Security risk management should balance the
needs of the members of the ATM community that require access to the system, with
the need to protect the ATM system. In the event of threats to aircraft or
threats using aircraft, ATM shall provide the authorities responsible with
appropriate assistance and information.
false
E.2.8.2
Id7086
1
ATM Security requirements for an European Application
are derived from the KPA Security Objectives (see SESAR Deliverable D2 -
Security) - by the consideration of eight security principles - and their
respective breakdown into Security Fundamentals, which are posing requirements
in the scope of Confidentiality, Integrity, Availability (CIA) to the Security
Key Elements.
0
ATM Security requirements for an European Application
are derived from the KPA Security Objectives (see SESAR Deliverable D2 -
Security) - by the consideration of eight security principles - and their
respective breakdown into Security Fundamentals, which are posing requirements
in the scope of Confidentiality, Integrity, Availability (CIA) to the Security
Key Elements.
KPA
Security Targets ATM Security Fundamentals ATM
Security Key Elements Figure 1 : KPA
Security Targets derived to ATM Security Key Elements
0
KPA
Security Targets ATM Security Fundamentals ATM
Security Key Elements
Figure 1
: KPA
Security Targets derived to ATM Security Key Elements
Information systems will form the core of
the ATM system by providing information and support to the air traffic
controller. They are made up of information sources, information processors,
HMIs and the communications network. Detailed security requirements are given for
the topics of Actors, Federation, Multilateral/Multilevel Security, Information
Category, Authentication, Authority, Confidentiality, Integrity and
Availability.
0
Information systems will form the core of
the ATM system by providing information and support to the air traffic
controller. They are made up of information sources, information processors,
HMIs and the communications network. Detailed security requirements are given for
the topics of Actors, Federation, Multilateral/Multilevel Security, Information
Category, Authentication, Authority, Confidentiality, Integrity and
Availability.
In order to maximise effectiveness, there
is a resilience lifecycle for security that should be part of an ATM concept.
The stages in the resilience lifecycle are Prevent, Prepare, Respond, Recover.
0
In order to maximise effectiveness, there
is a resilience lifecycle for security that should be part of an ATM concept.
The stages in the resilience lifecycle are Prevent, Prepare, Respond, Recover.
A comprehensive description of the
developed top-level ATM Security requirements is given in
the [SESAR Task 1.1.3/D3 - Security].
0
A comprehensive description of the
developed top-level ATM Security requirements is given
in
the [SESAR Task 1.1.3/D3 - Security].
false
F
Id7042
5
false
F.1
Id4410
0
false
F.1.1
Id6872
0
The Business/ Mission trajectories express the intentions of the airspace user and the
trajectory is developed with a view to achieving the best possible outcome for
the flight concerned. Any intervention with this trajectory can reduce the
prospects of achieving the desired outcome: even unsolicited ‘directs’ can
result in unwanted distortions. . While it is recognised that for separation
provision reasons it is usually impractical to have an operation with no
intervention at all, it is important that all tactical interventions are
considered at the trajectory level and not only at the immediate aircraft
level. A tactical intervention that is focused only on the aircraft without
taking account of the wider impact on the trajectories concerned may result in
distortions of the trajectory which can be avoided if a broader view is taken. This
broader view is enabled by the SESAR information sharing environment. In this
way, if several options are available for implementing an unavoidable
intervention, the one with the least impact on the overall trajectory, as well
as all other trajectories concerned, can be identified and used on a systematic
basis.
0
The Business/
Mission
trajectories express the intentions of the airspace user and the
trajectory is developed with a view to achieving the best possible outcome for
the flight concerned. Any intervention with this trajectory can reduce the
prospects of achieving the desired outcome: even unsolicited ‘directs’ can
result in unwanted distortions. . While it is recognised that for separation
provision reasons it is usually impractical to have an operation with no
intervention at all, it is important that all tactical interventions are
considered at the trajectory level and not only at the immediate aircraft
level. A tactical intervention that is focused only on the aircraft without
taking account of the wider impact on the trajectories concerned may result in
distortions of the trajectory which can be avoided if a broader view is taken. This
broader view is enabled by the SESAR information sharing environment. In this
way, if several options are available for implementing an unavoidable
intervention, the one with the least impact on the overall trajectory, as well
as all other trajectories concerned, can be identified and used on a systematic
basis.
The Trajectory Management concept entails
the systematic sharing of aircraft trajectories between various participants in
the ATM process to ensure that all partners have a common view of a flight and
have access to the most up to date data available to perform their tasks. The
SESAR concept therefore assumes the existence of a standardised trajectory
sharing capability that is mediated by collaborative processes.
0
The Trajectory Management concept entails
the systematic sharing of aircraft trajectories between various participants in
the ATM process to ensure that all partners have a common view of a flight and
have access to the most up to date data available to perform their tasks. The
SESAR concept therefore assumes the existence of a standardised trajectory
sharing capability that is mediated by collaborative processes.
Airborne systems will be able to hold,
manage and share several trajectories; duly identifying the trajectory the
aircraft is actually flying. This ensures that both the airborne systems and
ground systems can build and maintain an identical view of the trajectory and
its details using the shared information environment.
0
Airborne systems will be able to hold,
manage and share several trajectories; duly identifying the trajectory the
aircraft is actually flying. This ensures that both the airborne systems and
ground systems can build and maintain an identical view of the trajectory and
its details using the shared information environment.
false
F.1.1.1
Id7072
0
The principal method of increasing airspace
capacity in the period up to 2020 will be the provision of system assistance to
the controller in support of the tactical control task. The controller support
tools involved rely on trajectory data.
0
The principal method of increasing airspace
capacity in the period up to 2020 will be the provision of system assistance to
the controller in support of the tactical control task. The controller support
tools involved rely on trajectory data.
The tools’ performance is dependent on the
accuracy with which the future positions of aircraft can be predicted. Any
step that reduces uncertainty of prediction will increase the useable
prediction horizon and allow longer duration clearances. There are many
measures that can be taken to reduce uncertainty of ground-based trajectory
prediction (for example better weather forecasting, better aircraft performance
models) but there are two significant steps that will yield major benefits to
airspace capacity. These are the sharing of data between the FOC, the aircraft
system and the ground system and the use of advanced ANSP Separation Modes (2D
– RNP routes, 3D profile clearances and 4D contracts) which capitalise on the
precise navigation capability of aircraft.
0
The tools’ performance is dependent on the
accuracy with which the future positions of aircraft can be predicted. Any
step that reduces uncertainty of prediction will increase the useable
prediction horizon and allow longer duration clearances. There are many
measures that can be taken to reduce uncertainty of ground-based trajectory
prediction (for example better weather forecasting, better aircraft performance
models) but there are two significant steps that will yield major benefits to
airspace capacity. These are the sharing of data between the FOC, the aircraft
system and the ground system and the use of advanced ANSP Separation Modes (2D
– RNP routes, 3D profile clearances and 4D contracts) which capitalise on the
precise navigation capability of aircraft.
Currently, the trajectory held in the
aircraft system and the trajectory calculated for that flight by the ground ATM
system are different; not just because there are limited means to reconcile
them, but also because the trajectories are calculated for different purposes,
vary in the sophistication of their performance models, and use different
assumptions. In SESAR both the aircraft and the ground systems will be using
shared flight data (including trajectories) to build and maintain a common
understanding of trajectory evolution. This does not imply that the ground
system will no longer have specific local trajectories derived from a shared
trajectory. For example, there may be ‘what-if’ trajectories used in the conflict
resolution process, and deviation trajectories calculated when the observed
behaviour of the aircraft does not conform to the anticipated behaviour etc.
Similarly, the aircraft system may maintain several trajectories, e.g. the
Reference Business Trajectory (RBT, see later), the trajectory the aircraft is
actually flying (cleared trajectory) etc. Not all such “local” trajectories
need to be shared. Pre-determined rules specify what data and what changed to
data must be shared to ensure the common understanding referred to above.
0
Currently, the trajectory held in the
aircraft system and the trajectory calculated for that flight by the ground ATM
system are different; not just because there are limited means to reconcile
them, but also because the trajectories are calculated for different purposes,
vary in the sophistication of their performance models, and use different
assumptions. In SESAR both the aircraft and the ground systems will be using
shared flight data (including trajectories) to build and maintain a common
understanding of trajectory evolution. This does not imply that the ground
system will no longer have specific local trajectories derived from a shared
trajectory. For example, there may be ‘what-if’ trajectories used in the conflict
resolution process, and deviation trajectories calculated when the observed
behaviour of the aircraft does not conform to the anticipated behaviour etc.
Similarly, the aircraft system may maintain several trajectories, e.g. the
Reference Business Trajectory (RBT, see later), the trajectory the aircraft is
actually flying (cleared trajectory) etc. Not all such “local” trajectories
need to be shared. Pre-determined rules specify what data and what changed to
data must be shared to ensure the common understanding referred to above.
Ground ATM trajectories will continue to be
needed to support the various ATM tasks and to enable the control of aircraft
that, for any reason including failure, cannot share their trajectory. For
these latter, trajectories and data from the FOC (or 3
rd
party) will
be used if available. The data could include such specifics as current mass
and/or climb descent rate achievable to permit accurate calculation of vertical
trajectory after deviation from the RBT (e.g. traffic held down prior to
release for climb)
0
Ground ATM trajectories will continue to be
needed to support the various ATM tasks and to enable the control of aircraft
that, for any reason including failure, cannot share their trajectory. For
these latter, trajectories and data from the FOC (or 3
rd
party) will
be used if available. The data could include such specifics as current mass
and/or climb descent rate achievable to permit accurate calculation of vertical
trajectory after deviation from the RBT (e.g. traffic held down prior to
release for climb)
A progressive improvement in the accuracy
of ground-based trajectory prediction through reduced uncertainty will lead to
improved performance of controller support tools (greater accuracy and longer
prediction horizons) and reduced controller task load per flight (fewer
clearances with longer effective duration and increased dependence on the tools
themselves to monitor compliance with the clearance and to check the
progression of detected potential conflicts). In addition, because the data
held and used by each sub region will be common, conflict prediction will be
possible over a much longer time frame and wider area than is currently
possible. These improvements create most of the increased airspace capacity and
safety in the period up to 2020 and beyond. The emphasis will be to design the
ATC systems around aircraft and FOC capabilities. These capabilities can be
expected to change in time as more features become available; however, because of
the cost of recertification of airborne equipment, it is inevitable that there
will be a wide variation of capability existing throughout the SESAR timeframe.
The progression of capabilities can be summarised thus:
0
A progressive improvement in the accuracy
of ground-based trajectory prediction through reduced uncertainty will lead to
improved performance of controller support tools (greater accuracy and longer
prediction horizons) and reduced controller task load per flight (fewer
clearances with longer effective duration and increased dependence on the tools
themselves to monitor compliance with the clearance and to check the
progression of detected potential conflicts). In addition, because the data
held and used by each sub region will be common, conflict prediction will be
possible over a much longer time frame and wider area than is currently
possible. These improvements create most of the increased airspace capacity and
safety in the period up to 2020 and beyond. The emphasis will be to design the
ATC systems around aircraft and FOC capabilities. These capabilities can be
expected to change in time as more features become available; however, because of
the cost of recertification of airborne equipment, it is inevitable that there
will be a wide variation of capability existing throughout the SESAR timeframe.
The progression of capabilities can be summarised thus:
Step 1 – Ongoing general deployment of
ground-based TP tools supporting conflict detection, conformance
monitoring and queue management, utilising flight plan data, aircraft
performance tables, meteorological forecasts, surveillance data and
additional trajectory and performance data from the FOC. This data,
together with limited down-linked intent data (e.g. pilot selected level)
from Mode S surveillance, will also allow basic intent monitoring
functions to be introduced. This capability is equivalent to ATM-1 and will
continue to support operations by conventional (ATM-0) aircraft until they
are withdrawn from service. Step 2 – As above, but with the addition
of data from aircraft including down-linked aircraft parameters (DAPs) and
real-time weather measurements increase the accuracy of ground-based
trajectory prediction. Clearances based on 2D-RNP and/ or single time
constraints (RTA) further reduce lateral and longitudinal uncertainty.
Further Intent data availability leads to an extension of intent
monitoring. This represents ground system
capability aligned with ATM Capability 2 aircraft . Step 3 - As above but with the addition
of down-linked trajectory data with accuracy ensured by the application of
trajectory management requirements (TMR). Clearances based on 3D
profiles/ 3D aircraft navigation capability and multiple time constraints
reduce vertical and longitudinal uncertainty. Comprehensive Intent data
leads to full (4D) intent monitoring. This represents ground system
capability aligned with ATM-Capability - 3 aircraft.
0
Step 1 – Ongoing general deployment of
ground-based TP tools supporting conflict detection, conformance
monitoring and queue management, utilising flight plan data, aircraft
performance tables, meteorological forecasts, surveillance data and
additional trajectory and performance data from the FOC. This data,
together with limited down-linked intent data (e.g. pilot selected level)
from Mode S surveillance, will also allow basic intent monitoring
functions to be introduced. This capability is equivalent to ATM-1 and will
continue to support operations by conventional (ATM-0) aircraft until they
are withdrawn from service.
Step 2 – As above, but with the addition
of data from aircraft including down-linked aircraft parameters (DAPs) and
real-time weather measurements increase the accuracy of ground-based
trajectory prediction. Clearances based on 2D-RNP and/ or single time
constraints (RTA) further reduce lateral and longitudinal uncertainty.
Further Intent data availability leads to an extension of intent
monitoring.
This represents ground system
capability aligned with ATM Capability 2 aircraft
.
Step 3 - As above but with the addition
of down-linked trajectory data with accuracy ensured by the application of
trajectory management requirements (TMR). Clearances based on 3D
profiles/ 3D aircraft navigation capability and multiple time constraints
reduce vertical and longitudinal uncertainty. Comprehensive Intent data
leads to full (4D) intent monitoring. This represents ground system
capability aligned with ATM-Capability - 3 aircraft.
As the data sources increase in number and accuracy
the ground system will assign each trajectory with a confidence level in each
of the 4 dimensions based on the quality of the source data. It will be
assumed that the intent of the crew is to conform to the clearance, with
deviations occurring only as an exception.
0
As the data sources increase in number and accuracy
the ground system will assign each trajectory with a confidence level in each
of the 4 dimensions based on the quality of the source data. It will be
assumed that the intent of the crew is to conform to the clearance, with
deviations occurring only as an exception.
Greater capacity improvements can be
obtained by measures to reduce future-position uncertainty than attempts to
reduce separation minima below the generally available radar separation minima
(5NM en-route and 3NM TMAs). Nevertheless, for maximum effect, this latter must
also be considered wherever possible (e.g. ASAS applications).
0
Greater capacity improvements can be
obtained by measures to reduce future-position uncertainty than attempts to
reduce separation minima below the generally available radar separation minima
(5NM en-route and 3NM TMAs). Nevertheless, for maximum effect, this latter must
also be considered wherever possible (e.g. ASAS applications).
false
F.1.2
Id6620
1
In the SESAR environment, a multitude of different
access methods will be provided, each constituting an efficient method for a
particular airspace user group to share their trajectories and hence
communicate to the ATM network their flight intentions. This generalised access
to trajectory management will encompass direct sharing by airline systems,
electronic flight bag type devices as well as personal devices of all
categories. The protection of sensitive data (commercial, national security,
military, etc.) is ensured by the security features built into the information
sharing environment.
0
In the SESAR environment, a multitude of different
access methods will be provided, each constituting an efficient method for a
particular airspace user group to share their trajectories and hence
communicate to the ATM network their flight intentions. This generalised access
to trajectory management will encompass direct sharing by airline systems,
electronic flight bag type devices as well as personal devices of all
categories. The protection of sensitive data (commercial, national security,
military, etc.) is ensured by the security features built into the information
sharing environment.
The information sharing environment obviates
the need for any addressing of the shared trajectories on the level of the
users. Appropriate user level applications will shield the users from the need
to deal with anything other than creating the optimum trajectory for their
flight.
0
The information sharing environment obviates
the need for any addressing of the shared trajectories on the level of the
users. Appropriate user level applications will shield the users from the need
to deal with anything other than creating the optimum trajectory for their
flight.
false
F.2
Id5646
1
false
0
The business and mission trajectories are
essentially the same in that both express the desired outcome for the User,
however for the majority of operations the military mission trajectory will
require complex mission-tailored routings with multiple aircraft, using mission
tailored types and dimensions (volumes) of Airspace Reservations and possibly
requiring additional ATM support. Another characteristic of the mission trajectory
(e.g. for a business jet) is that it may enter the life-cycle at any point
without the preceding events having had to be visible. In the description of
the trajectory management the term business trajectory is used as a general
reference to both.
0
The business and mission trajectories are
essentially the same in that both express the desired outcome for the User,
however for the majority of operations the military mission trajectory will
require complex mission-tailored routings with multiple aircraft, using mission
tailored types and dimensions (volumes) of Airspace Reservations and possibly
requiring additional ATM support. Another characteristic of the mission trajectory
(e.g. for a business jet) is that it may enter the life-cycle at any point
without the preceding events having had to be visible. In the description of
the trajectory management the term business trajectory is used as a general
reference to both.
false
F.2.2
Id1828
1
A business trajectory can exist in several
states:
0
A business trajectory can exist in several
states:
· Business
Development Trajectory (BDT): Used for airspace user business planning and not
shared outside the user organisation.
0
·
Business
Development Trajectory (BDT): Used for airspace user business planning and not
shared outside the user organisation.
· Shared
Business Trajectory (SBT): Published business trajectory that is available for
collaborative ATM planning purposes. The refinement of the SBT will be an
iterative process.
0
·
Shared
Business Trajectory (SBT): Published business trajectory that is available for
collaborative ATM planning purposes. The refinement of the SBT will be an
iterative process.
· Reference
Business Trajectory (RBT): The business trajectory which the airspace user
agrees to fly and the ANSP and Airports agree to facilitate (subject to
separation provision).
0
·
Reference
Business Trajectory (RBT): The business trajectory which the airspace user
agrees to fly and the ANSP and Airports agree to facilitate (subject to
separation provision).
· Predicted
Trajectory (PT): The airborne predicted trajectory is continually
computed/updated on-board (in aircraft fitted with FMS or similar equipment)
and corresponds to what the aircraft is predicted to fly.
0
·
Predicted
Trajectory (PT): The airborne predicted trajectory is continually
computed/updated on-board (in aircraft fitted with FMS or similar equipment)
and corresponds to what the aircraft is predicted to fly.
· Other Trajectories:
Other trajectories may exist in the ANSP, FOC or aircraft systems. These can
be temporary trajectories that exist during various planning or ‘what-if’
actions or other more permanent trajectories that exist to serve a specific
purpose or tool. They are derived from RBT (or under certain circumstances PT).
One or more trajectories may exist for a flight at any time. Any partner may
test and negotiate proposed changes according to agreed rules via collaborative
processes. When agreed the SBT or RBT is updated with the agreed changes.
0
·
Other Trajectories:
Other trajectories may exist in the ANSP, FOC or aircraft systems. These can
be temporary trajectories that exist during various planning or ‘what-if’
actions or other more permanent trajectories that exist to serve a specific
purpose or tool. They are derived from RBT (or under certain circumstances PT).
One or more trajectories may exist for a flight at any time. Any partner may
test and negotiate proposed changes according to agreed rules via collaborative
processes. When agreed the SBT or RBT is updated with the agreed changes.
Sufficient data from each version of the
SBT or RBT is retained enabling its reconstitution for use as a benchmark in
assessing ATM system performance.
0
Sufficient data from each version of the
SBT or RBT is retained enabling its reconstitution for use as a benchmark in
assessing ATM system performance.
false
F.2.3
Id2986
2
It is recognised that although for some
operations the life-cycle of the trajectory may commence at different points,
during the planning and execution phases the processes are the same.
0
It is recognised that although for some
operations the life-cycle of the trajectory may commence at different points,
during the planning and execution phases the processes are the same.
false
F.2.3.1
Id9342
0
Depending on the nature of their operations
an airspace user may start a cycle of business planning several years before
the day of operation with the aim of defining their schedules and associated
resource and institutional requirements. This activity results in a first, not
too detailed, business trajectory to which various evaluation tools can be
applied to measure the appropriateness to the business plans of the user
concerned.
0
Depending on the nature of their operations
an airspace user may start a cycle of business planning several years before
the day of operation with the aim of defining their schedules and associated
resource and institutional requirements. This activity results in a first, not
too detailed, business trajectory to which various evaluation tools can be
applied to measure the appropriateness to the business plans of the user
concerned.
The business development trajectory goes
through a number of iterations and it is constantly refined taking into account
constraints arising from infrastructural and environmental considerations. It
is not shared outside the user organisation, however when queried, user
intentions represented by trajectories possibly containing limited details,
will be provided (e.g. for the need of the airport slot allocation process)
0
The business development trajectory goes
through a number of iterations and it is constantly refined taking into account
constraints arising from infrastructural and environmental considerations. It
is not shared outside the user organisation, however when queried, user
intentions represented by trajectories possibly containing limited details,
will be provided (e.g. for the need of the airport slot allocation process)
For non-airline users (e.g. Military,
Business Aviation and General Aviation) the business development cycle may be
short or effectively non-existent.
0
For non-airline users (e.g. Military,
Business Aviation and General Aviation) the business development cycle may be
short or effectively non-existent.
false
F.2.3.2
Id9665
1
Once the intention of the user has
stabilised sufficiently the current version of the BDT will be formally published
as the Shared Business Trajectory (SBT) making it available for ATM planning purposes.
0
Once the intention of the user has
stabilised sufficiently the current version of the BDT will be formally published
as the Shared Business Trajectory (SBT) making it available for ATM planning purposes.
At this time it reflects the user’s
preferred trajectory and contains constraints that the user has already taken
into account in their business calculations (e.g. permanent environmental
restrictions). It is based upon available weather data including climatological
and other historical data.
0
At this time it reflects the user’s
preferred trajectory and contains constraints that the user has already taken
into account in their business calculations (e.g. permanent environmental
restrictions). It is based upon available weather data including climatological
and other historical data.
A collaborative planning process is applied
to this trajectory in a number of iterations, refining it with constraints
arising from new and more accurate information.
0
A collaborative planning process is applied
to this trajectory in a number of iterations, refining it with constraints
arising from new and more accurate information.
The evolving data and its impacts are
visible through the Network Operations Plan.
0
The evolving data and its impacts are
visible through the Network Operations Plan.
false
F.2.3.2.1
Id724
0
SBT are determined by the FOC (or user
authorised entity). For users that are not capable generating SBT it may be
determined and managed by 3
rd
party systems (including ANSP systems),
possibly including elements derived from shared data.
0
SBT are determined by the FOC (or user
authorised entity). For users that are not capable generating SBT it may be
determined and managed by 3
rd
party systems (including ANSP systems),
possibly including elements derived from shared data.
false
F.2.3.3
Id2690
2
The collaborative planning process
terminates when the RBT is published. The RBT continues to evolve in order to
reflect all the applicable clearances and constraints and in accordance with
the applicable trajectory change rules. At any time it is the reference used by
all ATM partners during flight execution.
0
The collaborative planning process
terminates when the RBT is published. The RBT continues to evolve in order to
reflect all the applicable clearances and constraints and in accordance with
the applicable trajectory change rules. At any time it is the reference used by
all ATM partners during flight execution.
The publishing of the RBT does not
represent a clearance. It is the goal to be achieved and will be progressively
authorised. The authorisation takes the form of a clearance by the ANSP or is a
function of aircraft (crew/systems) depending on who is the designated
separator.
0
The publishing of the RBT does not
represent a clearance. It is the goal to be achieved and will be progressively
authorised. The authorisation takes the form of a clearance by the ANSP or is a
function of aircraft (crew/systems) depending on who is the designated
separator.
The RBT may include target times and in
particular TTA or CTA as appropriate. Most times indicated in the RBT are
estimates, some may be target times (TTA) to facilitate planning and some of
them may become constraints (CTA, CTO) to assist in queue management when
appropriate, e.g. at AMAN horizon.
0
The RBT may include target times and in
particular TTA or CTA as appropriate. Most times indicated in the RBT are
estimates, some may be target times (TTA) to facilitate planning and some of
them may become constraints (CTA, CTO) to assist in queue management when
appropriate, e.g. at AMAN horizon.
On-board systems guide the aircraft along
the trajectory as authorised by successive clearances from take-off to landing.
Taxi is executed by the flight crew supported by advanced tools to comply with
the cleared reference business trajectory.
0
On-board systems guide the aircraft along
the trajectory as authorised by successive clearances from take-off to landing.
Taxi is executed by the flight crew supported by advanced tools to comply with
the cleared reference business trajectory.
Sharing of the aircraft trajectory ensures
that all partners are working with the same intent and work towards the same
goal.
0
Sharing of the aircraft trajectory ensures
that all partners are working with the same intent and work towards the same
goal.
The RBT can be described in terms of ATM
capability level:
0
The RBT can be described in terms of ATM
capability level:
· For ATM-1
level aircraft the RBT is described by:
0
·
For ATM-1
level aircraft the RBT is described by:
o 2D route,
0
o
2D route,
o requested/cleared level and
any en-route planned level changes,
0
o
requested/cleared level and
any en-route planned level changes,
o applicable level constraints
(e.g. altitude min/max windows for SID/STAR),
0
o
applicable level constraints
(e.g. altitude min/max windows for SID/STAR),
o applicable time constraints
(e.g. CTA),
0
o
applicable time constraints
(e.g. CTA),
o estimates / profile
level/speed at waypoints and trajectory change points.
0
o
estimates / profile
level/speed at waypoints and trajectory change points.
· For
ATM-2/3 level aircraft the RBT is described as above except for:
0
·
For
ATM-2/3 level aircraft the RBT is described as above except for:
o 3D route when applicable,
0
o
3D route when applicable,
o estimates/profile level/speed
at waypoints and ATM significant points,
0
o
estimates/profile level/speed
at waypoints and ATM significant points,
o relevant containment
parameters.
0
o
relevant containment
parameters.
The RBT will be flown with the required
accuracy (for altitude constraints and CTA/CTO) and required containment (for
lateral or vertical as appropriate to the operation).
0
The RBT will be flown with the required
accuracy (for altitude constraints and CTA/CTO) and required containment (for
lateral or vertical as appropriate to the operation).
Without containment of altitude (as on a 3D
route) and time (as for a 4D Contract) along the trajectory, altitude and time
estimates will slightly deviate (due to actual wind) from the reference
trajectory (computed with forecasted winds).
0
Without containment of altitude (as on a 3D
route) and time (as for a 4D Contract) along the trajectory, altitude and time
estimates will slightly deviate (due to actual wind) from the reference
trajectory (computed with forecasted winds).
false
F.2.3.3.1
Id9784
0
The RBT is frequently updated and shared
with the ground systems according to TMR. Precise trajectory prediction and
reduced uncertainty achieved by trajectory-based operations will enable longer
usable prediction horizons for ground-based tools. New ANSP Separation Modes will
allow longer duration clearances. The move from current short-term tactical
instructions to more strategic 3D and 4D clearances for suitably equipped
aircraft is a corner stone of the SESAR concept. RBT are updated and revised as
follows in these two distinct processes:
0
The RBT is frequently updated and shared
with the ground systems according to TMR. Precise trajectory prediction and
reduced uncertainty achieved by trajectory-based operations will enable longer
usable prediction horizons for ground-based tools. New ANSP Separation Modes will
allow longer duration clearances. The move from current short-term tactical
instructions to more strategic 3D and 4D clearances for suitably equipped
aircraft is a corner stone of the SESAR concept. RBT are updated and revised as
follows in these two distinct processes:
· RBT automatic
update is triggered when the predicted trajectory differs from the Reference
Trajectory by more than predefined thresholds indicated in TMR,
0
·
RBT automatic
update is triggered when the predicted trajectory differs from the Reference
Trajectory by more than predefined thresholds indicated in TMR,
· RBT
revision is triggered at air or ground initiative when constraints are to be
changed (modified by ATC, or cannot be achieved by a/c)
0
·
RBT
revision is triggered at air or ground initiative when constraints are to be
changed (modified by ATC, or cannot be achieved by a/c)
For DEPARTURE :
0
For
DEPARTURE
:
· Before
flight time the RBT is published by the FOC (or 3
rd
Party) and
accessed by the aircraft. The aircraft is now the prime source of the
trajectory.
0
·
Before
flight time the RBT is published by the FOC (or 3
rd
Party) and
accessed by the aircraft. The aircraft is now the prime source of the
trajectory.
For ATM Capability Level 0 aircraft the
trajectory will be sourced from the FOC (or 3
rd
party) or ANSP and
calculated from shared data.
0
For ATM Capability Level 0 aircraft the
trajectory will be sourced from the FOC (or 3
rd
party) or ANSP and
calculated from shared data.
· As the flight progresses towards take-off, the
trajectory will be updated to account for various constraining factors which
can only be known at or shortly before the time of operation. These include:
0
·
As the flight progresses towards take-off, the
trajectory will be updated to account for various constraining factors which
can only be known at or shortly before the time of operation. These include:
Taxi route, departure runway and
departure route
0
Taxi route, departure runway and
departure route
Departure and arrival management
restrictions (refer to F.4.2)
0
Departure and arrival management
restrictions (refer to F.4.2)
· When the
predicted take-off time is known with sufficient accuracy, the first airborne
segment of RBT will be cleared.
0
·
When the
predicted take-off time is known with sufficient accuracy, the first airborne
segment of RBT will be cleared.
For aircraft ENTERING European
airspace:
0
For aircraft
ENTERING
European
airspace:
· The RBT
will have been published before take-off and maintained/ updated during flight.
0
·
The RBT
will have been published before take-off and maintained/ updated during flight.
· The first
relevant segment of the RBT will be cleared prior to entry.
0
·
The first
relevant segment of the RBT will be cleared prior to entry.
· For
aircraft that for any reason cannot share the trajectory then at a time prior
to entering European airspace an RBT will be published by the ANSP using
notified data.
0
·
For
aircraft that for any reason cannot share the trajectory then at a time prior
to entering European airspace an RBT will be published by the ANSP using
notified data.
DURING FLIGHT :
0
DURING FLIGHT
:
· Requirements
to change the reference business trajectory may come from ground or air;
reasons include separation provision, sequencing, new airspace user business
needs, weather, changing arrival constraints (arrival times, arrival runways
and applicable arrival routes and procedures) or the inability to comply with
the conditions of a constraint on the RBT (eg CTA)
0
·
Requirements
to change the reference business trajectory may come from ground or air;
reasons include separation provision, sequencing, new airspace user business
needs, weather, changing arrival constraints (arrival times, arrival runways
and applicable arrival routes and procedures) or the inability to comply with
the conditions of a constraint on the RBT (eg CTA)
· The RBT
will be progressively updated and shared.
0
·
The RBT
will be progressively updated and shared.
· Successive
segments of the RBT will be cleared.
0
·
Successive
segments of the RBT will be cleared.
false
F.2.3.3.2
Id5465
1
RBT are computed by the aircraft (or FOC)
and shared with all partners. For aircraft not capable the RBT shall be
computed and shared by the FOC and/or ANSP systems.
0
RBT are computed by the aircraft (or FOC)
and shared with all partners. For aircraft not capable the RBT shall be
computed and shared by the FOC and/or ANSP systems.
false
F.2.3.4
Id981
3
The Predicted Trajectory is the trajectory
calculated by the aircraft system from the current aircraft position back to
the RBT. It can represent two situations:
0
The Predicted Trajectory is the trajectory
calculated by the aircraft system from the current aircraft position back to
the RBT. It can represent two situations:
· The
aircraft systems are aware of an unauthorised non-conformance to the RBT. In
this case the hypothesis is that the aircraft will regain conformance as early
as possible according to standardised procedures and the PT may have some
relevance for other partners.
0
·
The
aircraft systems are aware of an unauthorised non-conformance to the RBT. In
this case the hypothesis is that the aircraft will regain conformance as early
as possible according to standardised procedures and the PT may have some
relevance for other partners.
· However,
there are circumstances (e.g. open-loop clearances) or weather diversion, when
the termination of the constraint and rejoining of the RBT is not yet known.
In this case the PT only becomes relevant to other partners in certain
circumstances e.g. when the open loop clearance is cancelled (e.g. resume own
navigation/ speed) rather than being replaced with a closed clearance.
0
·
However,
there are circumstances (e.g. open-loop clearances) or weather diversion, when
the termination of the constraint and rejoining of the RBT is not yet known.
In this case the PT only becomes relevant to other partners in certain
circumstances e.g. when the open loop clearance is cancelled (e.g. resume own
navigation/ speed) rather than being replaced with a closed clearance.
Note: Any closed loop instruction to the
aircraft will automatically result in a revised RBT and no PT will exist.
0
Note: Any closed loop instruction to the
aircraft will automatically result in a revised RBT and no PT will exist.
false
F.2.3.4.1
Id56
0
PT are computed by the aircraft and
automation capabilities will determine which (if any) are useful for their
application.
0
PT are computed by the aircraft and
automation capabilities will determine which (if any) are useful for their
application.
false
F.2.4
Id7989
3
false
F.2.4.1
Id8812
0
As part of the clearance process, all ATM-3
or higher capable aircraft will have Trajectory Management Requirements (TMR)
associated to their Business Trajectory. The goal of TMR is to reduce the
uncertainty of trajectory predictions by ground and airborne applications in
the most cost-effective manner. TMR specify the requirement on the aircraft to
share the updated trajectory in the event that the flight detects a ‘delta’
from previous predictions or on a cyclical basis.
0
As part of the clearance process, all ATM-3
or higher capable aircraft will have Trajectory Management Requirements (TMR)
associated to their Business Trajectory. The goal of TMR is to reduce the
uncertainty of trajectory predictions by ground and airborne applications in
the most cost-effective manner. TMR specify the requirement on the aircraft to
share the updated trajectory in the event that the flight detects a ‘delta’
from previous predictions or on a cyclical basis.
The TMR:
0
The TMR:
· Specify
the lateral, vertical or time parameters that will trigger the update process.
0
·
Specify
the lateral, vertical or time parameters that will trigger the update process.
· Specify the
other event driven and periodic trajectory sharing requirements.
0
·
Specify the
other event driven and periodic trajectory sharing requirements.
· Will
specify the data content required.
0
·
Will
specify the data content required.
· Will
specify allowable tolerances of selected time/speed and altitude
0
·
Will
specify allowable tolerances of selected time/speed and altitude
The trajectory sharing process itself is
automatic and transparent to the crew and the controller unless the update
results in a new interaction for the aircraft.
0
The trajectory sharing process itself is
automatic and transparent to the crew and the controller unless the update
results in a new interaction for the aircraft.
In essence the TMR allow air and ground applications
to reduce the uncertainty of the predicted future position of the aircraft. The
specific parameters will be tailored according to the type of operation and
will be issued/revised as part of the progressive RBT clearances. The
parameters may also vary as a function of the prediction horizon with smaller
values for near-term predictions, widening progressively as the prediction
horizon increases. Possible examples of the type of contract parameters:
0
In essence the TMR allow air and ground applications
to reduce the uncertainty of the predicted future position of the aircraft. The
specific parameters will be tailored according to the type of operation and
will be issued/revised as part of the progressive RBT clearances. The
parameters may also vary as a function of the prediction horizon with smaller
values for near-term predictions, widening progressively as the prediction
horizon increases. Possible examples of the type of contract parameters:
· Wide
Parameters (example: 60”/500ft/RNP4): these require a lower update rate and can
be used where high prediction accuracy is not required (e.g. in airspace with a
low traffic complexity).
0
·
Wide
Parameters (example: 60”/500ft/RNP4): these require a lower update rate and can
be used where high prediction accuracy is not required (e.g. in airspace with a
low traffic complexity).
· Tight
Parameters (example: 20”/250ft/RNP0.3): used in areas of higher traffic
complexity where greater prediction accuracy (less uncertainty) is required to
maximise capacity.
0
·
Tight
Parameters (example: 20”/250ft/RNP0.3): used in areas of higher traffic
complexity where greater prediction accuracy (less uncertainty) is required to
maximise capacity.
In the execution phase the TMR will be
issued with the progressive clearance of the RBT. Parameters may also be
associated to airspace, routes or procedures as well as being tailored to the
specific operation: this is important, as there will remain circumstances in
which clearances are passed by voice rather than datalink.
0
In the execution phase the TMR will be
issued with the progressive clearance of the RBT. Parameters may also be
associated to airspace, routes or procedures as well as being tailored to the
specific operation: this is important, as there will remain circumstances in
which clearances are passed by voice rather than datalink.
In all cases both ground and air will be
aware of the parameters that are in use and there will be an automatic
confirmation process.
0
In all cases both ground and air will be
aware of the parameters that are in use and there will be an automatic
confirmation process.
Non-capable aircraft will use default
parameters associated to their operations. As there will be no mechanism for
confirmation these parameters will be published and the aircraft will confirm
compliance capability pre-flight.
0
Non-capable aircraft will use default
parameters associated to their operations. As there will be no mechanism for
confirmation these parameters will be published and the aircraft will confirm
compliance capability pre-flight.
false
F.2.5
Id5129
4
false
F.2.5.1
Id3395
0
For flights which will take place wholly or
partly in the SESAR area, the traditional filing of flights plans is replaced
by the action of sharing the information required about the flight, making it
accessible for all concerned in accordance with predetermined rules. .
0
For flights which will take place wholly or
partly in the SESAR area, the traditional filing of flights plans is replaced
by the action of sharing the information required about the flight, making it
accessible for all concerned in accordance with predetermined rules. .
The information to be shared will be more
extensive than that which is carried in today’s FPL message, including both
trajectory information and non-trajectory related information about the flight
such as equipment, status, airframe identification, etc. as required and
appropriate. This sharing follows an enhanced, standardised process aligned
with the lifecycle of the trajectory, ensuring that the information becomes
available to the various partners at a time best suited to their contribution
to the ATM processes. At any given time there is a globally unique common
reference for the flight, with the trajectory and all other related information
permanently correlated. User applications employed to submit the flight
information (whether by an airline FOC or a single BA/GA pilot) automatically
ensure that all the required information is provided and properly shared.
0
The information to be shared will be more
extensive than that which is carried in today’s FPL message, including both
trajectory information and non-trajectory related information about the flight
such as equipment, status, airframe identification, etc. as required and
appropriate. This sharing follows an enhanced, standardised process aligned
with the lifecycle of the trajectory, ensuring that the information becomes
available to the various partners at a time best suited to their contribution
to the ATM processes. At any given time there is a globally unique common
reference for the flight, with the trajectory and all other related information
permanently correlated. User applications employed to submit the flight
information (whether by an airline FOC or a single BA/GA pilot) automatically
ensure that all the required information is provided and properly shared.
The various elements of information
describing a flight may be submitted and shared at different times and with
different levels of detail. The requirement is that by each predetermined point
of the trajectory lifecycle, the prescribed minimum amount of information must
have been shared. This latter is a condition for allowing the reference
business trajectory to pass into the execution phase.
0
The various elements of information
describing a flight may be submitted and shared at different times and with
different levels of detail. The requirement is that by each predetermined point
of the trajectory lifecycle, the prescribed minimum amount of information must
have been shared. This latter is a condition for allowing the reference
business trajectory to pass into the execution phase.
After the initial submission, updated
information will be submitted to the shared environment in accordance with
predetermined rules to meet the needs for efficient and safe management of the
trajectories concerned throughout its lifecycle.
0
After the initial submission, updated
information will be submitted to the shared environment in accordance with
predetermined rules to meet the needs for efficient and safe management of the
trajectories concerned throughout its lifecycle.
When the flight information is shared, it
is not addressed to any user in particular. The information sharing environment
is primarily subscription based so that those who are interested in particular
information (e.g. trajectories and changes thereto affecting a given airspace)
subscribe to the information and are always informed when new or changed
information becomes available in the shared environment. In this approach,
airspace users do not need to know the addressing rules, while service
providers can set up subscriptions using their knowledge of what they need, and
hence the chances of missing information are all but eliminated. Query
mechanisms with appropriate access controls will also be provided to supplement
the subscription mechanisms.
0
When the flight information is shared, it
is not addressed to any user in particular. The information sharing environment
is primarily subscription based so that those who are interested in particular
information (e.g. trajectories and changes thereto affecting a given airspace)
subscribe to the information and are always informed when new or changed
information becomes available in the shared environment. In this approach,
airspace users do not need to know the addressing rules, while service
providers can set up subscriptions using their knowledge of what they need, and
hence the chances of missing information are all but eliminated. Query
mechanisms with appropriate access controls will also be provided to supplement
the subscription mechanisms.
Since the SESAR information sharing
environment will be licensed to handle aeronautical information, the licensing
will also cover how trajectory management based flight intention submission is
allowed to satisfy the ICAO flight plan submission provisions.
0
Since the SESAR information sharing
environment will be licensed to handle aeronautical information, the licensing
will also cover how trajectory management based flight intention submission is
allowed to satisfy the ICAO flight plan submission provisions.
false
F.2.5.2
Id7305
1
The SESAR information sharing environment
is globally interoperable and networked so that all partners can share, with
appropriate access controls, information about flights partly or wholly in the
SESAR area from anywhere in the world.
0
The SESAR information sharing environment
is globally interoperable and networked so that all partners can share, with
appropriate access controls, information about flights partly or wholly in the
SESAR area from anywhere in the world.
Flight plans (as may be defined for the
SESAR timeframe by ICAO) which include a European segment and are submitted
from outside the SESAR area will also be accepted and processed, creating an
initial shared trajectory which can then be updated by the aircraft operator
when new shared data becomes available.
0
Flight plans (as may be defined for the
SESAR timeframe by ICAO) which include a European segment and are submitted
from outside the SESAR area will also be accepted and processed, creating an
initial shared trajectory which can then be updated by the aircraft operator
when new shared data becomes available.
For flights leaving the SESAR area, the
aircraft operator will ensure that the necessary type of ICAO flight plan will
be generated and sent by the appropriate applications.
0
For flights leaving the SESAR area, the
aircraft operator will ensure that the necessary type of ICAO flight plan will
be generated and sent by the appropriate applications.
false
F.2.6
Id3695
5
The ATM planning process is one of
continuous refinement as better data becomes available. There is no clearly
defined starting point to the process, but it certainly starts many years
before the day of operation if one considers staff recruitment, training plans
or major system procurements. Other documents have described the planning
phases in terms of long/ medium/ short term planning, but there are no
identified events that distinguish a ‘state transition’ from one phase to the
next except for the execution phase. For ease of reference, the same ‘phasing”
has been adopted also in the SESAR CONOPS.
0
The ATM planning process is one of
continuous refinement as better data becomes available. There is no clearly
defined starting point to the process, but it certainly starts many years
before the day of operation if one considers staff recruitment, training plans
or major system procurements. Other documents have described the planning
phases in terms of long/ medium/ short term planning, but there are no
identified events that distinguish a ‘state transition’ from one phase to the
next except for the execution phase. For ease of reference, the same ‘phasing”
has been adopted also in the SESAR CONOPS.
false
0
The goal of collaborative layered planning
is to balance ATM resources and the airspace user demand.
0
The goal of collaborative layered planning
is to balance ATM resources and the airspace user demand.
The Network Management function assures the
stability and efficiency of the ATM network; particular attention is given to
the airport and TMA elements. This function exists at both a central and
regional level. Structurally the Network Management function is independent of
users and service providers but will work transparently and collaboratively
with both and with the Airports to assure the optimum utilisation of network
resources which are a common, public good. A key tool for network management is
the Network Operations Plan (NOP).
0
The Network Management function assures the
stability and efficiency of the ATM network; particular attention is given to
the airport and TMA elements. This function exists at both a central and
regional level. Structurally the Network Management function is independent of
users and service providers but will work transparently and collaboratively
with both and with the Airports to assure the optimum utilisation of network
resources which are a common, public good. A key tool for network management is
the Network Operations Plan (NOP).
The Network Operations Plan is a set of
collaborative applications providing access to traffic demand, airspace and
airport capacity and constraints and scenarios to assist in managing diverse
events. The aim of the NOP is to facilitate the processes needed to reach
agreements on demand and capacity.
0
The Network Operations Plan is a set of
collaborative applications providing access to traffic demand, airspace and
airport capacity and constraints and scenarios to assist in managing diverse
events. The aim of the NOP is to facilitate the processes needed to reach
agreements on demand and capacity.
false
F.2.6.2
Id4168
1
The Regional network management function is
the facilitator, arbitrator and decision maker. Prior to the day of operation
the regional network management role is to facilitate dialogue between airspace
users, ANSP and airport operators so that traffic demand and capacity balancing
issues can be resolved in an efficient manner. Regional network management
oversees inter-sub-region negotiations and is responsible for checking for
unexpected network effects of sub-regional decisions prior to their
implementation and synchronising these measures if necessary. The prime task is
to assure stability of the whole network in the face of the traffic demand and
also threats such as weather phenomena and loss of significant assets such as
airports or runways for whatever reason.
0
The Regional network management function is
the facilitator, arbitrator and decision maker. Prior to the day of operation
the regional network management role is to facilitate dialogue between airspace
users, ANSP and airport operators so that traffic demand and capacity balancing
issues can be resolved in an efficient manner. Regional network management
oversees inter-sub-region negotiations and is responsible for checking for
unexpected network effects of sub-regional decisions prior to their
implementation and synchronising these measures if necessary. The prime task is
to assure stability of the whole network in the face of the traffic demand and
also threats such as weather phenomena and loss of significant assets such as
airports or runways for whatever reason.
false
F.2.6.3
Id9140
2
The Sub-regional network management
function is in the best position to determine the optimum deployment of regional
resources to meet the airspace users actual or predicted demands. Working
closely with military authorities via Airspace Management Cells the sub-regional
network management function determines optimum airspace configurations, route
structures (as required for periods/airspace where high complexity is
predicted) and any essential constraints or strategies to assure the most
efficient traffic flow across the sub-region. Network management implies CDM
processes involving all stakeholders designed to resolve situations where
sufficient capacity cannot be provided and also contributes to developing scenarios
to cope efficiently with diverse events.
0
The Sub-regional network management
function is in the best position to determine the optimum deployment of regional
resources to meet the airspace users actual or predicted demands. Working
closely with military authorities via Airspace Management Cells the sub-regional
network management function determines optimum airspace configurations, route
structures (as required for periods/airspace where high complexity is
predicted) and any essential constraints or strategies to assure the most
efficient traffic flow across the sub-region. Network management implies CDM
processes involving all stakeholders designed to resolve situations where
sufficient capacity cannot be provided and also contributes to developing scenarios
to cope efficiently with diverse events.
false
F.2.6.4
Id20
3
The Network Operations Plan provides
visibility of the demand and capacity situation, the agreements reached, detailed
business/mission trajectory information, resource planning information as well
as access to simulation tools for scenario modelling. It draws on the latest
available information being shared in the system. It includes scenarios to
assist in managing diverse events that may threaten the network in order to
restore stability of operations as quickly as possible. In SESAR the NOP is a
dynamic rolling plan for continuous operations rather than a series of discrete
daily plans.
0
The Network Operations Plan provides
visibility of the demand and capacity situation, the agreements reached, detailed
business/mission trajectory information, resource planning information as well
as access to simulation tools for scenario modelling. It draws on the latest
available information being shared in the system. It includes scenarios to
assist in managing diverse events that may threaten the network in order to
restore stability of operations as quickly as possible. In SESAR the NOP is a
dynamic rolling plan for continuous operations rather than a series of discrete
daily plans.
Stakeholders will use the Network
Operations Plan as the single portal for access to ATM
information.
0
Stakeholders will use the Network
Operations Plan as
the single
portal for access to ATM
information.
The NOP is continually accessible to ATM
partners and evolves during the planning and execution phases through iterative
and collaborative processes. During this evolution, for example:
0
The NOP is continually accessible to ATM
partners and evolves during the planning and execution phases through iterative
and collaborative processes. During this evolution, for example:
· Airspace
Users will declare their intentions through Shared Business Trajectories
possibly including the requirement for airspace reservations.
0
·
Airspace
Users will declare their intentions through Shared Business Trajectories
possibly including the requirement for airspace reservations.
· Agreements,
changes to resources, change proposals for trajectories etc. are entered via
the appropriate NOP applications and are accessible to all concerned.
0
·
Agreements,
changes to resources, change proposals for trajectories etc. are entered via
the appropriate NOP applications and are accessible to all concerned.
· Network
Management, working with ANSP and Airport Operators will assess the resource
situation with regard to potential demand. Network Management will facilitate
dialogue and negotiation to resolve demand/capacity imbalances in a
collaborative manner. Tools will be used to assess network efficiency.
0
·
Network
Management, working with ANSP and Airport Operators will assess the resource
situation with regard to potential demand. Network Management will facilitate
dialogue and negotiation to resolve demand/capacity imbalances in a
collaborative manner. Tools will be used to assess network efficiency.
· If
after all possible demand/capacity balancing measures have been taken, there is
still an excess of demand, Network Management will work in close collaboration
with individual Airspace Users, Airports and ANSPs to decide if the potential
level of delay is acceptable or if and how the demand and the capacity
shortfall will be managed (UDPP).
0
·
If
after all possible demand/capacity balancing measures have been taken, there is
still an excess of demand, Network Management will work in close collaboration
with individual Airspace Users, Airports and ANSPs to decide if the potential
level of delay is acceptable or if and how the demand and the capacity
shortfall will be managed (UDPP).
· During
the execution phase the NOP will continue to reflect updated information,
including data from aircraft, ensuring access to the most up to date situation.
0
·
During
the execution phase the NOP will continue to reflect updated information,
including data from aircraft, ensuring access to the most up to date situation.
Figure 2: Collaborative Layered Planning
0
Figure 2: Collaborative Layered Planning
false
F.2.6.5
Id5567
4
false
F.2.6.5.1
Id128
0
Long-term Airport Planning
0
Long-term Airport Planning
The tripling of the ATM capacity is an
ambitious target and for the current congested airports in the European core
area is certainly out of reach unless additional runways are built. Many of
those airports are already working to their limits and have implemented every
initiative and best practice that achieves only the slightest increase in
capacity and/or efficiency. Being faced with the unfeasible task of
significantly increasing runway, taxiway and terminal capacity there is also a
responsibility and task for the users.
0
The tripling of the ATM capacity is an
ambitious target and for the current congested airports in the European core
area is certainly out of reach unless additional runways are built. Many of
those airports are already working to their limits and have implemented every
initiative and best practice that achieves only the slightest increase in
capacity and/or efficiency. Being faced with the unfeasible task of
significantly increasing runway, taxiway and terminal capacity there is also a
responsibility and task for the users.
With the lack of airport capacity at major
hubs seriously influencing the airspace users’ daily operation alternative
traffic scenarios could be considered where the market allows for it; these
could include, for example, point to point services from and to non-congested
airports.
0
With the lack of airport capacity at major
hubs seriously influencing the airspace users’ daily operation alternative
traffic scenarios could be considered where the market allows for it; these
could include, for example, point to point services from and to non-congested
airports.
If for certain airports capacity growth
cannot keep pace with increasing demand, segregation transport segments may be
considered. Development of underused airports or combined use of nearby
military airports should be promoted. Transport segments like Business Aviation,
leisure airlines and General Aviation could benefit from this development.
0
If for certain airports capacity growth
cannot keep pace with increasing demand, segregation transport segments may be
considered. Development of underused airports or combined use of nearby
military airports should be promoted. Transport segments like Business Aviation,
leisure airlines and General Aviation could benefit from this development.
Reliever airports with dedicated traffic
segments will cater much better to the needs of those specific traffic segments
than airports with a mix of all sorts of traffic (e.g. low fair airlines do not
need the terminal and airside infrastructure that hub-carriers need, therefore
they do not need to pay for it). Segregation still allow access to the hubs for
all airspace users, however the rules of the market will regulate distribution
across available reliever airports.
0
Reliever airports with dedicated traffic
segments will cater much better to the needs of those specific traffic segments
than airports with a mix of all sorts of traffic (e.g. low fair airlines do not
need the terminal and airside infrastructure that hub-carriers need, therefore
they do not need to pay for it). Segregation still allow access to the hubs for
all airspace users, however the rules of the market will regulate distribution
across available reliever airports.
The airports together with their partners
in the ATM community they will have to find the best way of managing the risk
of saturation and congestion, which they are primarily exposed to, but which
will sooner or later impact other partners. It is the airport’s business
planning that determines if and when capacity increasing measures and
initiatives (often infrastructure changes) can be realized and justified.
During the planning phase, coordination between users and airports is required
and the provision of suitable alternatives like reliever airports must be
considered.
0
The airports together with their partners
in the ATM community they will have to find the best way of managing the risk
of saturation and congestion, which they are primarily exposed to, but which
will sooner or later impact other partners. It is the airport’s business
planning that determines if and when capacity increasing measures and
initiatives (often infrastructure changes) can be realized and justified.
During the planning phase, coordination between users and airports is required
and the provision of suitable alternatives like reliever airports must be
considered.
Long-Term ATM Planning
0
Long-Term ATM Planning
Once the strategy is established and airport
utilisation agreed the potential major traffic flows are assessed and the best
organisation developed to manage them. Flight schedules may be known to varying
degrees depending on the users’ business models and plans. Historical and
statistical data for traffic demand plays an important role at this stage.
Allowances for Business and General Aviation will be made and military
requirements included. The data is shared with all involved participants.
0
Once the strategy is established and airport
utilisation agreed the potential major traffic flows are assessed and the best
organisation developed to manage them. Flight schedules may be known to varying
degrees depending on the users’ business models and plans. Historical and
statistical data for traffic demand plays an important role at this stage.
Allowances for Business and General Aviation will be made and military
requirements included. The data is shared with all involved participants.
Aspects considered include:
0
Aspects considered include:
· Long-term
traffic growth forecasts including User business strategy development and
planned aircraft procurement
0
·
Long-term
traffic growth forecasts including User business strategy development and
planned aircraft procurement
· Economic,
environmental and political considerations
0
·
Economic,
environmental and political considerations
· Major
events (e.g. Olympic Games, Military Exercises)
0
·
Major
events (e.g. Olympic Games, Military Exercises)
· Capacity
enhancement plans including airspace design, systems acquisition and human
resource planning
0
·
Capacity
enhancement plans including airspace design, systems acquisition and human
resource planning
There is extensive use of performance
analysis and simulation tools within the planning process.
0
There is extensive use of performance
analysis and simulation tools within the planning process.
The Business Development Trajectory (BDT)
is progressively enriched and refined within the user organisation but is not
yet shared or made generally available for commercial reasons or due to lack of
maturity. However when queried, user intentions represented by trajectories
possibly containing limited details, will be provided.
0
The Business Development Trajectory (BDT)
is progressively enriched and refined within the user organisation but is not
yet shared or made generally available for commercial reasons or due to lack of
maturity. However when queried, user intentions represented by trajectories
possibly containing limited details, will be provided.
false
F.2.6.5.2
Id2694
1
This phase includes seasonal actions once the
airspace user’s flight intentions are made available (seasonal schedules) and
the output of the IATA airport slot conference is known. Flight intentions in
the form of Shared Business Trajectories (SBT) are known but where they are
lacking, e.g. for the business and General Aviation, statistics from previous
years and expert assessments will be taken into account in assessing the
expected demand. The more accurate the available data the more the capacity can
be adapted to match the demand. Delays may occur if there are significant
short-term changes in demand. (Cut-off time for trajectory sharing to be
included in life-cycle description) Airports will provide detailed information
concerning runway and stand capacities. ANSP will provide airspace capacities,
route structures and potential constraints. Military flight intentions and
airspace requirements become progressively available.
0
This phase includes seasonal actions once the
airspace user’s flight intentions are made available (seasonal schedules) and
the output of the IATA airport slot conference is known. Flight intentions in
the form of Shared Business Trajectories (SBT) are known but where they are
lacking, e.g. for the business and General Aviation, statistics from previous
years and expert assessments will be taken into account in assessing the
expected demand. The more accurate the available data the more the capacity can
be adapted to match the demand. Delays may occur if there are significant
short-term changes in demand. (Cut-off time for trajectory sharing to be
included in life-cycle description) Airports will provide detailed information
concerning runway and stand capacities. ANSP will provide airspace capacities,
route structures and potential constraints. Military flight intentions and
airspace requirements become progressively available.
The Network Management function analyses
the network impact of the airspace user intentions, publishes the results and
facilitates collaborative dialogue to resolve traffic demand and capacity
balancing issues. Scenarios are developed with the objective of preparing in advance for particular situations and events including
the assessment of weather predictions based on probabilistic forecasting: what
processes will be initiated, when and under what conditions.
0
The Network Management function analyses
the network impact of the airspace user intentions, publishes the results and
facilitates collaborative dialogue to resolve traffic demand and capacity
balancing issues. Scenarios are developed with the objective of
preparing in advance for particular situations and events including
the assessment of weather predictions based on probabilistic forecasting: what
processes will be initiated, when and under what conditions.
Risks are commonly shared and monitored;
mitigation paths are prepared. This will ensure that the ATM system will be
prepared to cope with the majority of events that might disrupt the smooth
running of the day of operation.
0
Risks are commonly shared and monitored;
mitigation paths are prepared. This will ensure that the ATM system will be
prepared to cope with the majority of events that might disrupt the smooth
running of the day of operation.
More detailed information is now available
to all stakeholders via the NOP. Airspace users will
utilise NOP applications so that potential changes to schedules can be evaluated
(refined schedules, changes of aircraft type etc.). Likewise ANSP and Airports
will be able to refine their capacity and airspace planning.
0
More detailed information is now available
to all stakeholders via the NOP.
Airspace users will
utilise NOP applications so that potential changes to schedules can be evaluated
(refined schedules, changes of aircraft type etc.). Likewise ANSP and Airports
will be able to refine their capacity and airspace planning.
This process continues in an iterative
manner all the way through to the day of operations, new data that affects the
plan is analysed and the plan revised as necessary. Where
an imbalance between predicted traffic demand and available capacity is
detected ATM partners are alerted.
0
This process continues in an iterative
manner all the way through to the day of operations, new data that affects the
plan is analysed and the plan revised as necessary.
Where
an imbalance between predicted traffic demand and available capacity is
detected ATM partners are alerted.
As the day of operation approaches the
majority of user intentions are available in the form of Shared Business
Trajectories with a high level of detail. Some users intentions will still not
be known (Business aviation, etc.) so predictions will be used if relevant.
Military intentions are now clear with a detailed plan of airspace usage and
flight activity resulting from the Advance Flexible Use of Airspace (AFUA)
concept. Improved weather forecasts make it possible to anticipate likely
trans-oceanic and trans-continental flow orientations that are influenced by
the jet stream. Low visibility, high winds and other weather phenomena can be
predicted allowing contingency plans to be elaborated.
0
As the day of operation approaches the
majority of user intentions are available in the form of Shared Business
Trajectories with a high level of detail. Some users intentions will still not
be known (Business aviation, etc.) so predictions will be used if relevant.
Military intentions are now clear with a detailed plan of airspace usage and
flight activity resulting from the Advance Flexible Use of Airspace (AFUA)
concept. Improved weather forecasts make it possible to anticipate likely
trans-oceanic and trans-continental flow orientations that are influenced by
the jet stream. Low visibility, high winds and other weather phenomena can be
predicted allowing contingency plans to be elaborated.
Network management functions (both central
and regional) collaborate closely to assure that the best possible plans are in
place for the day of operation.
0
Network management functions (both central
and regional) collaborate closely to assure that the best possible plans are in
place for the day of operation.
On the day of operation the additional
information is available via the Network Operations Plan. Runways in use are
declared and expected arrival and departure routings may be included in the
SBT. Accurate weather forecasts are now available. Trans-oceanic and
trans-continental flight planning has been finalised and runway capacity can be
more accurately assessed with respect to wind or visibility conditions. Almost
all airspace user intentions are now available and a very accurate assessment of
the balance of demand and the available capacity can be made. Final details of
Military activity are known along with potential flexibility that may be used
to improve network efficiency. Final plans are made for sectorisation and any
associated dynamic constraints [4] . Subsequently, Network Management informs the users via the NOP of
instances where demand is likely to exceed capacity. The airspace users working
together in the UDPP process assist in deciding how any potential delays will
be managed.
0
On the day of operation the additional
information is available via the Network Operations Plan. Runways in use are
declared and expected arrival and departure routings may be included in the
SBT. Accurate weather forecasts are now available. Trans-oceanic and
trans-continental flight planning has been finalised and runway capacity can be
more accurately assessed with respect to wind or visibility conditions. Almost
all airspace user intentions are now available and a very accurate assessment of
the balance of demand and the available capacity can be made. Final details of
Military activity are known along with potential flexibility that may be used
to improve network efficiency. Final plans are made for sectorisation and any
associated dynamic constraints
[4]
. Subsequently, Network Management informs the users via the NOP of
instances where demand is likely to exceed capacity. The airspace users working
together in the UDPP process assist in deciding how any potential delays will
be managed.
The final phase of the planning process
takes place in the hour or so prior to departure when load, fuel strategies,
winds, agreed delay sharing etc. are used in the final calculation of the SBT
resulting in an accurate trajectory from Estimated Off Blocks Time (EOBT) from
the airport of origin to Estimated In Blocks Time (EIBT) at the next airport in
a (air-ground) combined SBT.
0
The final phase of the planning process
takes place in the hour or so prior to departure when load, fuel strategies,
winds, agreed delay sharing etc. are used in the final calculation of the SBT
resulting in an accurate trajectory from Estimated Off Blocks Time (EOBT) from
the airport of origin to Estimated In Blocks Time (EIBT) at the next airport in
a (air-ground) combined SBT.
A continuous reconciliation takes place
during that stage taking benefit of the multiple changes and ensuring that the
network remains stable. In case of instability, the Network Management function
can initiate ad-hoc measures (such as capacity adjustments or constraints on
individual flight trajectory) to recover the stability.
0
A continuous reconciliation takes place
during that stage taking benefit of the multiple changes and ensuring that the
network remains stable. In case of instability, the Network Management function
can initiate ad-hoc measures (such as capacity adjustments or constraints on
individual flight trajectory) to recover the stability.
false
F.2.6.5.3
Id3865
2
A consequence of the shift to user
ownership of the trajectory is a fundamental change in the air traffic
management constraints allocation and of prioritisation issues in general. In
the absence of any capacity shortfall, reference trajectories will be handled
on a first come first served basis. The concept recognises, however, that there
will be a constant need to manage acute losses of capacity such as temporary
runway closures for whatever reason. To do so, it will be the responsibility of
the users to respond in a collaborative manner to the Network Management
Function with a demand that best matches the available capacity. This is known
as the User Driven Prioritisation (UDPP) process.
0
A consequence of the shift to user
ownership of the trajectory is a fundamental change in the air traffic
management constraints allocation and of prioritisation issues in general. In
the absence of any capacity shortfall, reference trajectories will be handled
on a first come first served basis. The concept recognises, however, that there
will be a constant need to manage acute losses of capacity such as temporary
runway closures for whatever reason. To do so, it will be the responsibility of
the users to respond in a collaborative manner to the Network Management
Function with a demand that best matches the available capacity. This is known
as the User Driven Prioritisation (UDPP) process.
There will continue to be flights that have
a high priority (e.g. Medical, Government, military operations). The UDPP
process will respect this priority and these flights will appear to other users
as constraints.
0
There will continue to be flights that have
a high priority (e.g. Medical, Government, military operations). The UDPP
process will respect this priority and these flights will appear to other users
as constraints.
The SESAR concept will be one where each
partner individually responds directly to the situation, and the regulation is
by means which are more closely related to the restrictions (e.g. use of TTA in
the case of arrival delay restrictions). The Network Management Function (see Sections
F.2.6.2 and F.2.6.3) will be needed to ensure that all partners can respond in a prompt manner, and that a safe and sustainable solution, preserving the key assets of the network is planned at all times
0
The SESAR concept will be one where each
partner individually responds directly to the situation, and the regulation is
by means which are more closely related to the restrictions (e.g. use of TTA in
the case of arrival delay restrictions). The Network Management Function (see Sections
F.2.6.2 and F.2.6.3) will be needed to ensure that all partners can respond in a prompt manner, and that a safe and sustainable solution, preserving the key assets of the network is planned at all times
false
F.2.6.5.3.1
Id2133
0
From the point of view of the ATM network
what is important is not the precise nature of the process by which users
arrive at their agreed allocation of priorities but its inputs, outputs, and
scope. The input is a capacity declaration from the Provider (ANSP or Airport)
while the output is a user preferred flight sequence and associated target
times. The process is continuous, but can be thought of as starting when
capacity constraints become known, continuing through subsequent changes and
ending when the flight becomes subject to queue management actions.
0
From the point of view of the ATM network
what is important is not the precise nature of the process by which users
arrive at their agreed allocation of priorities but its inputs, outputs, and
scope. The input is a capacity declaration from the Provider (ANSP or Airport)
while the output is a user preferred flight sequence and associated target
times. The process is continuous, but can be thought of as starting when
capacity constraints become known, continuing through subsequent changes and
ending when the flight becomes subject to queue management actions.
A significant proportion of traffic at the
congested airports that will be subject to priority allocation described will
originate from airports that are similarly congested, and subject to schedule
uncertainty and CDM processes to organise the departure sequence. Linking the
two CDM processes together implies some extra iteration at the destination.
0
A significant proportion of traffic at the
congested airports that will be subject to priority allocation described will
originate from airports that are similarly congested, and subject to schedule
uncertainty and CDM processes to organise the departure sequence. Linking the
two CDM processes together implies some extra iteration at the destination.
false
F.2.6.5.3.2
Id4654
1
The UDPP is initiated through the Network
Management Function when the agreed mismatch between capacity and demand is
reached. The Network Management Function will propose the initial set of
measures. The precise rules for these initial network measures will be agreed
during the planning phase and made visible via the NOP.
0
The UDPP is initiated through the Network
Management Function when the agreed mismatch between capacity and demand is
reached. The Network Management Function will propose the initial set of
measures. The precise rules for these initial network measures will be agreed
during the planning phase and made visible via the NOP.
These measures will be the starting point
for the process. They serve as a common baseline enabling each partner to react
to the situation on an individual basis to improve their own net return. This
process leaves room for airspace users to trade slots if they individually
agree to do so, based on agreements and rules that are transparent to the other
actors but that respect sets of rules agreed by all parties.
0
These measures will be the starting point
for the process. They serve as a common baseline enabling each partner to react
to the situation on an individual basis to improve their own net return. This
process leaves room for airspace users to trade slots if they individually
agree to do so, based on agreements and rules that are transparent to the other
actors but that respect sets of rules agreed by all parties.
The process is permanently monitored by the
Network Management Function in order to make sure that an acceptable solution
is available in due time. In particular the Network Management function
permanently monitors to see whether any adverse network wide effects develop
and makes sure that all concerned parties are aware of them.
0
The process is permanently monitored by the
Network Management Function in order to make sure that an acceptable solution
is available in due time. In particular the Network Management function
permanently monitors to see whether any adverse network wide effects develop
and makes sure that all concerned parties are aware of them.
false
F.2.6.5.3.3
Id8688
2
Many users will not have access to
resources equivalent to those of large operators such as the scheduled airlines
or military, however they will still need access to the UDPP process. Their
participation may be directly by the pilot or through a 3rd party, e.g. the
natural extension of the duties of a handling agent. The effective access and
participation of such users will be facilitated by the general access to
trajectory management.
0
Many users will not have access to
resources equivalent to those of large operators such as the scheduled airlines
or military, however they will still need access to the UDPP process. Their
participation may be directly by the pilot or through a 3rd party, e.g. the
natural extension of the duties of a handling agent. The effective access and
participation of such users will be facilitated by the general access to
trajectory management.
false
F.2.6.5.3.4
Id6234
3
The result of the process described above
is the users’ contribution for the balancing of demand and capacity, in an
order of priority which contributes to the smooth flow of traffic throughout
the Network, and that best reflects individual business strategies. Inevitably,
there will be occasions when the traffic does not present itself in the order
agreed by the UDPP. The first response to such a situation will be to re run
the UDPP to try to accommodate to changed sequence. It this fails to produce a
satisfactory result, service providers will be empowered to re-order errant
individuals within the flows. Non-compliance with the UDPP outputs will be
discouraged from the outset. If partners who are tempted to avoid compliance
are aware that mechanisms exist to enforce the collective agreement, there will
be little incentive to challenge such decisions, and the process will become
self-organising. Effective post-assessment capabilities will monitor the
process. The UDPP will also be re run following any changes in capacity after
its initial deployment.
0
The result of the process described above
is the users’ contribution for the balancing of demand and capacity, in an
order of priority which contributes to the smooth flow of traffic throughout
the Network, and that best reflects individual business strategies. Inevitably,
there will be occasions when the traffic does not present itself in the order
agreed by the UDPP. The first response to such a situation will be to re run
the UDPP to try to accommodate to changed sequence. It this fails to produce a
satisfactory result, service providers will be empowered to re-order errant
individuals within the flows. Non-compliance with the UDPP outputs will be
discouraged from the outset. If partners who are tempted to avoid compliance
are aware that mechanisms exist to enforce the collective agreement, there will
be little incentive to challenge such decisions, and the process will become
self-organising. Effective post-assessment capabilities will monitor the
process. The UDPP will also be re run following any changes in capacity after
its initial deployment.
The establishment of a user preferred
sequence does not preclude minor reorganisation of the traffic flow by an
arrival manager in the interest of achieving maximum capacity.
0
The establishment of a user preferred
sequence does not preclude minor reorganisation of the traffic flow by an
arrival manager in the interest of achieving maximum capacity.
false
F.2.6.5.4
Id1477
3
The
Planning phase ends with the finalisation of the RBT – which the user agrees to
fly and the ANSP and Airports agree to facilitate. The Execution Phase can now
start.
0
The
Planning phase ends with the finalisation of the RBT – which the user agrees to
fly and the ANSP and Airports agree to facilitate. The Execution Phase can now
start.
Until aircraft are airborne, available data
retains a level of uncertainty that limits their use for purposes other than
planning. Once aircraft are airborne trajectories attain high precision in the
time dimension. This data is shared and is available via the NOP or other
appropriate means.
0
Until aircraft are airborne, available data
retains a level of uncertainty that limits their use for purposes other than
planning. Once aircraft are airborne trajectories attain high precision in the
time dimension. This data is shared and is available via the NOP or other
appropriate means.
During the Execution Phase the planning
process responds rapidly to the changing situation. Continuous knowledge of the
traffic and the resources allows opportunities for improvements to be more
easily identified and also the most appropriate solutions to be implemented in
case of disruptions to the system.
0
During the Execution Phase the planning
process responds rapidly to the changing situation. Continuous knowledge of the
traffic and the resources allows opportunities for improvements to be more
easily identified and also the most appropriate solutions to be implemented in
case of disruptions to the system.
Regional Network Management takes most of
the initiative in this phase assuring the most efficient operation. Central
Network Management assures stability of the whole
network. The objective will be to deal with the majority of events with
pre-defined scenarios agreed during the planning phase.
0
Regional Network Management takes most of
the initiative in this phase assuring the most efficient operation. Central
Network Management
assures stability of the whole
network. The objective will be to deal with the majority of events with
pre-defined scenarios agreed during the planning phase.
Strategic de-confliction [5] of traffic flows (2D and 3D route allocation for departures and
arrivals) will reduce the need for tactical intervention on individual
aircraft. Sectorisation may be dynamically adapted to changing traffic patterns
and flows to make best use of the available ANSP resources. Close co-operation
with military authorities assures the smooth transition to/from periods of
airspace reservation with as much prior notice as possible so that any
opportunities for efficiencies can fully exploited. During this phase, network
management seeks to ensure the users business outcomes for individual flights
and to maximise net system benefit.
0
Strategic de-confliction
[5]
of traffic flows (2D and 3D route allocation for departures and
arrivals) will reduce the need for tactical intervention on individual
aircraft. Sectorisation may be dynamically adapted to changing traffic patterns
and flows to make best use of the available ANSP resources. Close co-operation
with military authorities assures the smooth transition to/from periods of
airspace reservation with as much prior notice as possible so that any
opportunities for efficiencies can fully exploited. During this phase, network
management seeks to ensure the users business outcomes for individual flights
and to maximise net system benefit.
false
F.2.6.5.5
Id3332
4
Within the post flight phase key
performance indicators are registered. Evaluations will be performed and
opportunities for further improvements and quality enhancements from local to
European level will be identified commonly.
0
Within the post flight phase key
performance indicators are registered. Evaluations will be performed and
opportunities for further improvements and quality enhancements from local to
European level will be identified commonly.
false
F.2.6.6
Id5225
5
Despite the fact that similarities exist
between the generic SESAR trajectory planning and military planning cycles,
major differences will continue to exist due to the different nature of
military aerial requirements, leading to other planning timescales and limited
location accuracy in regard to mission trajectories until the day of
operation.
0
Despite the fact that similarities exist
between the generic SESAR trajectory planning and military planning cycles,
major differences will continue to exist due to the different nature of
military aerial requirements, leading to other planning timescales and limited
location accuracy in regard to mission trajectories until the day of
operation.
Military Long Term Planning (Strategic
Level) comprises the agreed yearly national and
allied exercise and training plans that result in annual unit flying hour
programs and airspace requirements.
0
Military Long Term Planning (Strategic
Level)
comprises the agreed yearly national and
allied exercise and training plans that result in annual unit flying hour
programs and airspace requirements.
Large scale exercises will be published
well in advance indicating the airspace and the timescale concerned, whereas
the airspace requirements for the regular daily flying training will generally
be specified on a monthly basis with an airspace reservation schedule and
updated on a weekly basis.
0
Large scale exercises will be published
well in advance indicating the airspace and the timescale concerned, whereas
the airspace requirements for the regular daily flying training will generally
be specified on a monthly basis with an airspace reservation schedule and
updated on a weekly basis.
All the above information could be
published for consideration by the NOP (Network Operations Plan) and would then
become “Shared Information”.
0
All the above information could be
published for consideration by the NOP (Network Operations Plan) and would then
become “Shared Information”.
Military Daily Planning (Pre-tactical
level) starts the day before the operation and
allocates available resources to the pre-planned or incoming additional
missions and may lead to changes to the previous planning.
0
Military Daily Planning (Pre-tactical
level)
starts the day before the operation and
allocates available resources to the pre-planned or incoming additional
missions and may lead to changes to the previous planning.
On the day of operation, these plans may
again become subject to changes due to resource or meteorological constraints
and higher priority military tasking.
0
On the day of operation, these plans may
again become subject to changes due to resource or meteorological constraints
and higher priority military tasking.
For OAT flights, individual Flight Plans
will usually not be filed until one to two hours prior take-off.
0
For OAT flights, individual Flight Plans
will usually not be filed until one to two hours prior take-off.
false
F.2.7
Id1522
6
The information-sharing environment ensures
that all air traffic services units and other partners have access to the
applicable trajectories of each flight. Flights will be able to cross
boundaries at any point rather than being restricted to predefined transfer
points. Decision-making aids are also using the shared information pool and
hence are able to operate with trajectories and prediction horizons that are
not constrained by unit boundaries and data availability. This enables more
flexible transfer of control and results in minimum or no disruption to the
trajectory when crossing boundaries.
0
The information-sharing environment ensures
that all air traffic services units and other partners have access to the
applicable trajectories of each flight. Flights will be able to cross
boundaries at any point rather than being restricted to predefined transfer
points. Decision-making aids are also using the shared information pool and
hence are able to operate with trajectories and prediction horizons that are
not constrained by unit boundaries and data availability. This enables more
flexible transfer of control and results in minimum or no disruption to the
trajectory when crossing boundaries.
It is likely that no message based
co-ordination information exchange is required in this environment:
co-ordination will be done by making change proposals directly on the shared
trajectory and co-ordination acceptance can be assumed on the basis that the
co-ordination proposal (or counter-proposal) is known to be conflict free.
0
It is likely that no message based
co-ordination information exchange is required in this environment:
co-ordination will be done by making change proposals directly on the shared
trajectory and co-ordination acceptance can be assumed on the basis that the
co-ordination proposal (or counter-proposal) is known to be conflict free.
false
F.3
Id5477
2
false
F.3.1
Id1172
0
Throughout the SESAR concept techniques are
described which are designed to achieve the SESAR objectives. These techniques
depend on new capabilities and automation in the air and on the ground.
Therefore the notion of ATM capability levels has been introduced.
0
Throughout the SESAR concept techniques are
described which are designed to achieve the SESAR objectives. These techniques
depend on new capabilities and automation in the air and on the ground.
Therefore the notion of ATM capability levels has been introduced.
Different levels of ATM capabilities are
defined to describe the on-going deployment of progressively more advanced ATM
Systems for aircraft, ground systems and airports. These capability levels
provide a convenient means to link many of the operational concepts to an
easily defined and supportable implementation timeframe as well as providing an
understanding of some of the key dependencies within and between concepts.
0
Different levels of ATM capabilities are
defined to describe the on-going deployment of progressively more advanced ATM
Systems for aircraft, ground systems and airports. These capability levels
provide a convenient means to link many of the operational concepts to an
easily defined and supportable implementation timeframe as well as providing an
understanding of some of the key dependencies within and between concepts.
For clarity the capability levels are kept
at a high level. Each of them groups a set of capabilities with a broadly
similar timeframe. In reality individual non-dependant capabilities will become
available at their own pace and benefits will be derived as soon as possible.
0
For clarity the capability levels are kept
at a high level. Each of them groups a set of capabilities with a broadly
similar timeframe. In reality individual non-dependant capabilities will become
available at their own pace and benefits will be derived as soon as possible.
In the first instance there is a need to
define the main capabilities required by the key SESAR target date of 2020.
These will be based upon the SESAR concept needs at that time and a realistic
assessment of potential capabilities. Aircraft, ground ATM systems and airports
that have these capabilities are referred to as ATM Capability Level 3 (ATM-3).
0
In the first instance there is a need to
define the main capabilities required by the key SESAR target date of 2020.
These will be based upon the SESAR concept needs at that time and a realistic
assessment of potential capabilities. Aircraft, ground ATM systems and airports
that have these capabilities are referred to as
ATM Capability Level 3
(ATM-3).
The concept also addresses the very
advanced capabilities that potentially offer the means to achieve the SESAR
goals, in particular the very high-end capacity target. These capabilities have
a much longer research and development cycle and/or a restricted initial
deployment. The timeframe for initial availability and progressive fleet equipage
is 2025 and beyond depending on the specific capability. Aircraft, ground ATM
systems and airports that have these capabilities are referred to as ATM
Capability Level 4 (ATM-4).
0
The concept also addresses the very
advanced capabilities that potentially offer the means to achieve the SESAR
goals, in particular the very high-end capacity target. These capabilities have
a much longer research and development cycle and/or a restricted initial
deployment. The timeframe for initial availability and progressive fleet equipage
is 2025 and beyond depending on the specific capability. Aircraft, ground ATM
systems and airports that have these capabilities are referred to as
ATM
Capability Level 4
(ATM-4).
At the same time the concept recognises
that for 2020 and beyond there will be the need to effectively utilise the
capabilities of existing systems and those that will be delivered before the
“SESAR 2020 capabilities” become available. These systems fall into two
categories:
0
At the same time the concept recognises
that for 2020 and beyond there will be the need to effectively utilise the
capabilities of existing systems and those that will be delivered before the
“SESAR 2020 capabilities” become available. These systems fall into two
categories:
· Those that
are delivered up to 2012/13 and largely have today’s capabilities: Aircraft,
ground ATM systems and airports that have these capabilities are referred to as ATM Capability Level 1 (ATM-1).
0
·
Those that
are delivered up to 2012/13 and largely have today’s capabilities: Aircraft,
ground ATM systems and airports that have these capabilities are referred to as
ATM Capability Level 1
(ATM-1).
· Those starting
to be deployed (initially for new aircraft) from 2013 onwards with a range of
new capabilities but which do not meet the full 2020 needs. Aircraft, ground
ATM systems and airports that have these capabilities are referred to as ATM
Capability Level 2 (ATM-2).
0
·
Those starting
to be deployed (initially for new aircraft) from 2013 onwards with a range of
new capabilities but which do not meet the full 2020 needs. Aircraft, ground
ATM systems and airports that have these capabilities are referred to as
ATM
Capability Level 2
(ATM-2).
It is recognized that some aircraft will
have a range of capabilities ahead of the times indicated. These capabilities
will be utilized whenever possible.
0
It is recognized that some aircraft will
have a range of capabilities ahead of the times indicated. These capabilities
will be utilized whenever possible.
Systems that do not meet at least the ATM-1
capabilities will still be accommodated but may have fewer service options. In
the concept such Aircraft, ATM Systems and Airports will be referred to as ATM
Capability Level 0 (ATM-0).
0
Systems that do not meet at least the ATM-1
capabilities will still be accommodated but may have fewer service options. In
the concept such Aircraft, ATM Systems and Airports will be referred to as
ATM
Capability Level 0
(ATM-0).
Note: For the capability descriptions
that are new to SESAR a technology or application name independent approach is
taken as far as possible. For example terms such as MTCD and RNP are
appropriate to describe ATM-1/2 capabilities but terms such as Conflict
Detection/Resolution tools and Navigation Performance Requirements are used for
ATM-3/4.
0
Note: For the capability descriptions
that are new to SESAR a technology or application name independent approach is
taken as far as possible. For example terms such as MTCD and RNP are
appropriate to describe ATM-1/2 capabilities but terms such as Conflict
Detection/Resolution tools and Navigation Performance Requirements are used for
ATM-3/4.
ATM-1 systems will have:
0
ATM-1
systems will have:
To
support collaborative decision making, basic information sharing:
0
To
support collaborative decision making, basic information sharing:
· Collaborative
planning applications (for example to support the Network Operations Plan).
0
·
Collaborative
planning applications (for example to support the Network Operations Plan).
· At
airports automatic data sharing between operators/handlers, ATM-Systems and
users (AOC).
0
·
At
airports automatic data sharing between operators/handlers, ATM-Systems and
users (AOC).
· High-accuracy,
high frequency automated sharing of aircraft position information (for example:
for aircraft ADS-B out, for ATM-Systems capability for automated shared
aircraft position data to AOC/FOC and other service providers).
0
·
High-accuracy,
high frequency automated sharing of aircraft position information (for example:
for aircraft ADS-B out, for ATM-Systems capability for automated shared
aircraft position data to AOC/FOC and other service providers).
· Automated
meteorological data reporting (through ACARS network).
0
·
Automated
meteorological data reporting (through ACARS network).
To
support management by trajectory (including queue management and separation):
0
To
support management by trajectory (including queue management and separation):
· ATC
sectors opening/closing and grouping/de-grouping within a centre.
0
·
ATC
sectors opening/closing and grouping/de-grouping within a centre.
· CTA/CTO
management – only a single constraint managed by airborne systems.
0
·
CTA/CTO
management – only a single constraint managed by airborne systems.
· Vertical
and longitudinal constraint management to prescribed accuracies – only discrete
constraints
0
·
Vertical
and longitudinal constraint management to prescribed accuracies – only discrete
constraints
· 2D-RNP
(appropriate to the operation).
0
·
2D-RNP
(appropriate to the operation).
· Conformance
monitoring (for example: for aircraft FMS conformance checks, for ATM-Systems
RAM, FLIPCY).
0
·
Conformance
monitoring (for example: for aircraft FMS conformance checks, for ATM-Systems
RAM, FLIPCY).
· Safety
nets (ACAS, STCA)
0
·
Safety
nets (ACAS, STCA)
· Medium
Term Conflict Detection at ground
0
·
Medium
Term Conflict Detection at ground
· At
airports ground based Runway Incursion Alert Systems.
0
·
At
airports ground based Runway Incursion Alert Systems.
· Aircraft/vehicle
"Own" position information on cockpit map or vehicle map.
0
·
Aircraft/vehicle
"Own" position information on cockpit map or vehicle map.
ATM-2 systems will have ATM-1 capabilities plus:
0
ATM-2
systems will have ATM-1 capabilities plus:
To
support collaborative decision making:
0
To
support collaborative decision making:
· Basic
User/ANSP datalink (for example CPDLC consistent with the kind of services they
will provide).
0
·
Basic
User/ANSP datalink (for example CPDLC consistent with the kind of services they
will provide).
· Basic
automated event reporting (ADS-C through ATN)
0
·
Basic
automated event reporting (ADS-C through ATN)
· AIS/MET
datalink (through ATN)
0
·
AIS/MET
datalink (through ATN)
· Integration
of queue management tools into the CDM processes.
0
·
Integration
of queue management tools into the CDM processes.
To
support management by trajectory (including queue management and separation):
0
To
support management by trajectory (including queue management and separation):
· CTA/CTO
management – improved airborne function for the descent phase
0
·
CTA/CTO
management – improved airborne function for the descent phase
· Functions
related to Situational Awareness and Spacing/Sequencing and Merging
0
·
Functions
related to Situational Awareness and Spacing/Sequencing and Merging
· Cooperative-Surveillance/IN
(ADS-B/IN) and sharing of aircraft parameters (for example: for aircraft to provide/receive
data, for ATM/Airport systems to use the data to improve accuracy and
predictive capabilities).
0
·
Cooperative-Surveillance/IN
(ADS-B/IN) and sharing of aircraft parameters (for example: for aircraft to provide/receive
data, for ATM/Airport systems to use the data to improve accuracy and
predictive capabilities).
· Conflict
detection and resolution applications (for ground systems).
0
·
Conflict
detection and resolution applications (for ground systems).
· At
airports Runway Incursion Alert Systems with direct alerting function to intruders
(vehicle/aircraft).
0
·
At
airports Runway Incursion Alert Systems with direct alerting function to intruders
(vehicle/aircraft).
· Position
information of all aircraft/vehicle on cockpit map and vehicle map.
0
·
Position
information of all aircraft/vehicle on cockpit map and vehicle map.
· Taxi route
uplink to aircraft (sharing taxi-route, gate or runway entry point).
0
·
Taxi route
uplink to aircraft (sharing taxi-route, gate or runway entry point).
ATM-3 systems will have ATM-2 capabilities plus:
0
ATM-3
systems will have ATM-2 capabilities plus:
To
support collaborative decision making:
0
To
support collaborative decision making:
· Trajectory
sharing air/ground and ground/ground (ATM-Systems/FOC/(3
rd
party)/Airport) via functions designed for ATM (including TMR)
0
·
Trajectory
sharing air/ground and ground/ground (ATM-Systems/FOC/(3
rd
party)/Airport) via functions designed for ATM (including TMR)
· Collaborative
delay management applications.
0
·
Collaborative
delay management applications.
· Increased
airspace-user/service-provider datalink capabilities (for example: to support
datalink communications consistent with evolving standards)
0
·
Increased
airspace-user/service-provider datalink capabilities (for example: to support
datalink communications consistent with evolving standards)
To
support management by trajectory (including queue management and separation):
0
To
support management by trajectory (including queue management and separation):
· CTA/CTO management –
multiple constraints.
0
·
CTA/CTO management –
multiple constraints.
· Vertical
navigational performance requirements to prescribed accuracy
0
·
Vertical
navigational performance requirements to prescribed accuracy
· Longitudinal
constraint management to prescribed accuracy.
0
·
Longitudinal
constraint management to prescribed accuracy.
· Cooperative
separation functions (for example ASAS-Separation).
0
·
Cooperative
separation functions (for example ASAS-Separation).
· Taxiway
conflict alert with direct alerting to vehicle/aircraft.
0
·
Taxiway
conflict alert with direct alerting to vehicle/aircraft.
ATM-4 systems will have the ATM-3 capabilities plus:
0
ATM-4
systems will have the ATM-3 capabilities plus:
To
support collaborative decision making:
0
To
support collaborative decision making:
· Meteorological
data sharing.
0
·
Meteorological
data sharing.
· Trajectory
sharing: air/air
0
·
Trajectory
sharing: air/air
To
support separation management:
0
To
support separation management:
· Longitudinal
navigational performance requirements (appropriate to the operation).
0
·
Longitudinal
navigational performance requirements (appropriate to the operation).
· Self-Separation
functions (for example ASAS-Self Separation).
0
·
Self-Separation
functions (for example ASAS-Self Separation).
false
F.3.2
Id6752
1
The key aspect considered in managed
airspace is the number of interacting trajectories. A high number of
interacting trajectories is perceived by the controller as high complexity
because it represents a high task-load to resolve. If the interactions are
spread randomly across the area of responsibility, that also increases
perceived complexity because the monitoring task cannot rely on experience and
pattern recognition. Even with advanced automated support for conflict
detection and resolution and conformance and intent monitoring, the controller
will still be required to validate solutions and execute them at the
appropriate time. The validation of system-provided resolutions requires that
the controller must retain sufficient situation awareness, possibly limited to
and focused on the given problem, to be able to make those decisions, however
situation awareness can also be extensively supported by the system.
0
The key aspect considered in managed
airspace is the number of interacting trajectories. A high number of
interacting trajectories is perceived by the controller as high complexity
because it represents a high task-load to resolve. If the interactions are
spread randomly across the area of responsibility, that also increases
perceived complexity because the monitoring task cannot rely on experience and
pattern recognition. Even with advanced automated support for conflict
detection and resolution and conformance and intent monitoring, the controller
will still be required to validate solutions and execute them at the
appropriate time. The validation of system-provided resolutions requires that
the controller must retain sufficient situation awareness, possibly limited to
and focused on the given problem, to be able to make those decisions, however
situation awareness can also be extensively supported by the system.
Traffic density is not a synonym for
complexity. It is quite possible to have high traffic density with relatively
low complexity (e.g. many aircraft flying in the same direction at the same
speed). The creation of airways has the effect of locally increasing traffic
density whilst reducing complexity. The goal of the SESAR concept is to deploy
tools to assist the controller with complex situations and to reduce complexity
by strategic deconfliction measures where necessary to increase capacity. The
reduction of complexity is carried out with the assistance of appropriate
automation that achieves the goal with minimum distortion of the trajectories
concerned.
0
Traffic density is not a synonym for
complexity. It is quite possible to have high traffic density with relatively
low complexity (e.g. many aircraft flying in the same direction at the same
speed). The creation of airways has the effect of locally increasing traffic
density whilst reducing complexity. The goal of the SESAR concept is to deploy
tools to assist the controller with complex situations and to reduce complexity
by strategic deconfliction measures where necessary to increase capacity. The
reduction of complexity is carried out with the assistance of appropriate
automation that achieves the goal with minimum distortion of the trajectories
concerned.
false
F.3.2.1
Id8430
0
Complexity management is seen as a process
that is applied to simplify the ATM situation so that Separation Provision can
be efficiently applied by human intervention. It is not considered that
complexity management as a specific role will be required in the end-state of
SESAR.
0
Complexity management is seen as a process
that is applied to simplify the ATM situation so that Separation Provision can
be efficiently applied by human intervention. It is not considered that
complexity management as a specific role will be required in the end-state of
SESAR.
Complexity management entails the detection
of zones/volumes of high complexity to enable the following processes to ensure
the safe and orderly management of air traffic:
0
Complexity management entails the detection
of zones/volumes of high complexity to enable the following processes to ensure
the safe and orderly management of air traffic:
· The timely
transition from operations without route structures to periods when routes
structures are essential to assure the required capacity with safety.
0
·
The timely
transition from operations without route structures to periods when routes
structures are essential to assure the required capacity with safety.
· To
determine the optimum sectorisation organisation to assure the efficiency of
the separation provision service, including the use of dynamic sector
configurations with multi sector planning.
0
·
To
determine the optimum sectorisation organisation to assure the efficiency of
the separation provision service, including the use of dynamic sector
configurations with multi sector planning.
· The
modification of individual trajectories to reduce complexity if it is
considered that the efficiency of separation provision might be compromised.
0
·
The
modification of individual trajectories to reduce complexity if it is
considered that the efficiency of separation provision might be compromised.
Traffic Complexity Management also includes
the objective to free controller mental resources by minimising the level of
risks perceived by the controllers.
0
Traffic Complexity Management also includes
the objective to free controller mental resources by minimising the level of
risks perceived by the controllers.
false
F.3.2.2
Id9291
1
Complexity has temporal as well as
geographical dimensions. There are times of the day when airspace could feature
high-complexity operations and appropriate procedures would apply while at
other times procedures applicable to medium or low complexity operations would
be used. The requirement is that the periods during which the different
procedures are in force must be clearly defined and controlled: users and ANSP
need certainty with regard to the procedures in use.
0
Complexity has temporal as well as
geographical dimensions. There are times of the day when airspace could feature
high-complexity operations and appropriate procedures would apply while at
other times procedures applicable to medium or low complexity operations would
be used. The requirement is that the periods during which the different
procedures are in force must be clearly defined and controlled: users and ANSP
need certainty with regard to the procedures in use.
false
F.3.3
Id2695
2
In Europe high complexity operations would routinely occur in terminal areas
but may occur in other airspace.
0
In
Europe
high complexity operations would routinely occur in terminal areas
but may occur in other airspace.
The particular challenge for terminal area
operations is to increase the overall capacity such that closely located
airports can operate at maximum capacity and a reasonable level of over-flying
traffic can be accommodated.
0
The particular challenge for terminal area
operations is to increase the overall capacity such that closely located
airports can operate at maximum capacity and a reasonable level of over-flying
traffic can be accommodated.
For high-complexity operations, an
efficient airspace structure combined with advanced airborne and ground system
capabilities will be deployed to deliver the necessary capacity and ensure
separation is maintained. The concept recognises that when traffic complexity
is high, the required capacity can only be achieved at the cost of some
constraint on individual optimum trajectories. Nevertheless the maintenance of
capacity and throughput will realise the most benefits through:
0
For high-complexity operations, an
efficient airspace structure combined with advanced airborne and ground system
capabilities will be deployed to deliver the necessary capacity and ensure
separation is maintained. The concept recognises that when traffic complexity
is high, the required capacity can only be achieved at the cost of some
constraint on individual optimum trajectories. Nevertheless the maintenance of
capacity and throughput will realise the most benefits through:
· Best net
economic return to users due to schedule maintenance,
0
·
Best net
economic return to users due to schedule maintenance,
· Best net
environmental return due to reductions in airborne holding and ground queues.
0
·
Best net
environmental return due to reductions in airborne holding and ground queues.
The design for high-complexity operations
will take into account the navigation and performance capabilities of the
aircraft as described in the Section F.3.1 on ATM capability levels.
0
The design for high-complexity operations
will take into account the navigation and performance capabilities of the
aircraft as described in the Section
F.3.1
on ATM capability levels.
High-complexity terminal operations will feature
separated 3D departure routes and 3D arrival routes the vertical component of
which may be defined by either:
0
High-complexity terminal operations will feature
separated 3D departure routes and 3D arrival routes the vertical component of
which may be defined by either:
· Level
windows for crossing points (3D ‘cones’ with min/max levels) enabling aircraft
to fly closer to optimum trajectories when traffic complexity allows, or
0
·
Level
windows for crossing points (3D ‘cones’ with min/max levels) enabling aircraft
to fly closer to optimum trajectories when traffic complexity allows, or
· Vertical
containment with aircraft being required to fly within ‘tubes’ to focus on the
runway and airspace throughput when traffic complexity is high.
0
·
Vertical
containment with aircraft being required to fly within ‘tubes’ to focus on the
runway and airspace throughput when traffic complexity is high.
Figure 3: Arrival - Profile View - Cone
and Tubes
0
Figure 3: Arrival - Profile View - Cone
and Tubes
Figure 4: Arrival - Profile View - Dynamic
3D Routes
0
Figure 4: Arrival - Profile View - Dynamic
3D Routes
These two options may be combined. The size
of the level windows and where ‘cones’ transition to ‘tubes’ will be location
and/or time dependant.
0
These two options may be combined. The size
of the level windows and where ‘cones’ transition to ‘tubes’ will be location
and/or time dependant.
Multiple 3D arrival routes may include
curved route segments and will converge through successive merging points for
each runway. The number of merging points and proximity to the runway will
depend on the distribution of traffic flows and environmental constraints. When
circumstances permit, in low/ medium traffic conditions, flights may route to a
single merging point at a position on final approach.
0
Multiple 3D arrival routes may include
curved route segments and will converge through successive merging points for
each runway. The number of merging points and proximity to the runway will
depend on the distribution of traffic flows and environmental constraints. When
circumstances permit, in low/ medium traffic conditions, flights may route to a
single merging point at a position on final approach.
false
F.3.3.1
Id8092
0
The ultimate aim is to allow the aircraft
to fly the optimum trajectory. In this case the ‘tube’ is defined dynamically
around the RBT. This implies ATM capability level 3 for air and ground.
0
The ultimate aim is to allow the aircraft
to fly the optimum trajectory. In this case the ‘tube’ is defined dynamically
around the RBT. This implies ATM capability level 3 for air and ground.
When these capabilities are not available
pre-defined 3D routes, designed for different aircraft performances, will be
used.
0
When these capabilities are not available
pre-defined 3D routes, designed for different aircraft performances, will be
used.
Figure 5: Arrival Routes – Single Merge
Point
0
Figure 5: Arrival Routes – Single Merge
Point
false
F.3.4
Id183
3
Situations of high complex also occur in
en-route airspace where appropriate solutions need to be applied. Such
solutions may include the use of 2D routes or 4D contracts. Depending on the
airspace and operational environment these 2D routes may be fixed or temporary
in nature.
0
Situations of high complex also occur in
en-route airspace where appropriate solutions need to be applied. Such
solutions may include the use of 2D routes or 4D contracts. Depending on the
airspace and operational environment these 2D routes may be fixed or temporary
in nature.
User preferred routing may be suspended
when analysis of the pending trajectories determines areas of high potential
complexity (for example if active TSA lead to restricted airspace availability
with consequent traffic congestion). These volumes will have both geographical
and temporal dimensions and will be visible via the NOP along with route
structures that will be used.
0
User preferred routing may be suspended
when analysis of the pending trajectories determines areas of high potential
complexity (for example if active TSA lead to restricted airspace availability
with consequent traffic congestion). These volumes will have both geographical
and temporal dimensions and will be visible via the NOP along with route
structures that will be used.
false
F.3.5
Id5940
4
Medium/low complexity en-route and
terminal area operations will prevail in managed airspace outside areas and
times of high complexity. For these operations the goal is to provide
sufficient capacity to meet demand without recourse to a structured route
network. However, whilst free routing will be the normal operation for much of
en-route airspace, it is likely to be the exception in most terminal areas and
below a designated level in some areas.
0
Medium/low complexity en-route and
terminal area operations will prevail in managed airspace outside areas and
times of high complexity. For these operations the goal is to provide
sufficient capacity to meet demand without recourse to a structured route
network. However, whilst free routing will be the normal operation for much of
en-route airspace, it is likely to be the exception in most terminal areas and
below a designated level in some areas.
Flights will operate as near as possible to
their optimum trajectory, deviating only to achieve separation from other
flights and airspace hazards or for arrival management needs.
0
Flights will operate as near as possible to
their optimum trajectory, deviating only to achieve separation from other
flights and airspace hazards or for arrival management needs.
The SESAR principle is that unless
structured routes are needed, it is a user preferred routing environment. Where
user preferred routing has to be suspended due to military requirements, the
best possible balance has to be found in the given circumstances and the
restriction on user preferred routing has to be kept to the minimum.
0
The SESAR principle is that unless
structured routes are needed, it is a user preferred routing environment. Where
user preferred routing has to be suspended due to military requirements, the
best possible balance has to be found in the given circumstances and the
restriction on user preferred routing has to be kept to the minimum.
There will be a need for military
operations to be conducted in airspace within which free routing is permitted
as to segregate all military activity into ARES is wasteful in AFUA terms.
Some military activity will not present a problem but mixing some military and
commercial activities in the same airspace will place constraints on both. Thus,
the selection of airspace within which free routing will be permitted must be
the subject of validation in Simulations and R&D processes.
0
There will be a need for military
operations to be conducted in airspace within which free routing is permitted
as to segregate all military activity into ARES is wasteful in AFUA terms.
Some military activity will not present a problem but mixing some military and
commercial activities in the same airspace will place constraints on both. Thus,
the selection of airspace within which free routing will be permitted must be
the subject of validation in Simulations and R&D processes.
Route structures may be retained to support
transition to/from terminal area where needed and for fallback purposes. In
addition, military specific route structures (currently a TACAN route network)
will be kept for military flight planning purposes and most direct routings.
0
Route structures may be retained to support
transition to/from terminal area where needed and for fallback purposes. In
addition, military specific route structures (currently a TACAN route network)
will be kept for military flight planning purposes and most direct routings.
In a medium/low complexity terminal areas
aircraft will, as far as possible, fly their individual optimum climb or
descent profiles. This will be a Continuous Climb Departure or a Continuous
Descent Approach (CDA) with curved segments as required for noise abatement.
0
In a medium/low complexity terminal areas
aircraft will, as far as possible, fly their individual optimum climb or
descent profiles. This will be a Continuous Climb Departure or a Continuous
Descent Approach (CDA) with curved segments as required for noise abatement.
false
F.3.6
Id5769
5
Airspace will accommodate operations for a
wide range of business, military and private users. On-demand air traffic
services (FIS, ALR) as well as support and assistance to military air
operations, will be provided.
0
Airspace will accommodate operations for a
wide range of business, military and private users. On-demand air traffic
services (FIS, ALR) as well as support and assistance to military air
operations, will be provided.
false
F.3.7
Id7651
6
false
F.3.7.1
Id9535
0
The move towards replacing national AMCs
with sub-regional AMCs will continue, thus permitting larger area co-ordination
for military cross border operations.
0
The move towards replacing national AMCs
with sub-regional AMCs will continue, thus permitting larger area co-ordination
for military cross border operations.
Military Training Areas (MTA) are
collaboratively pre-defined and located at economic distances from airbases
ensuring efficient training conditions for military traffic. Military
operations will be subject to negotiation processes between the regional AMC
and the PCA (Air Defence Planning and Coordinating
Authority) and/or the appropriate tactical air command and control service
(TACCS). A monthly airspace reservation schedule updated on a weekly basis and
the agreed airspace reservation data for the day of operation could be
published via the NOP.
0
Military Training Areas (MTA) are
collaboratively pre-defined and located at economic distances from airbases
ensuring efficient training conditions for military traffic. Military
operations will be subject to negotiation processes between the regional AMC
and the PCA
(Air Defence Planning and Coordinating
Authority) and/or the appropriate tactical air command and control service
(TACCS). A monthly airspace reservation schedule updated on a weekly basis and
the agreed airspace reservation data for the day of operation could be
published via the NOP.
Civil-military AMC will continue to fulfil
an important role in real-time coordination with the ANSP and/or Airspace Users
on actual and short-term decisions for air activities.
0
Civil-military AMC will continue to fulfil
an important role in real-time coordination with the ANSP and/or Airspace Users
on actual and short-term decisions for air activities.
On the day of operations, changes to
airspace reservations are still possible and are coordinated with the relevant
partners. Depending on the actual availability of necessary airspace
dimensions, military pilots may also request during flight to use an already
reserved area for training purposes, thus allowing a more efficient performance
of military air operations. Statistical data about the actual use of reserved
airspace is recorded by civil and military units and the conduct of military
operations is measured against specific key performance indicators.
0
On the day of operations, changes to
airspace reservations are still possible and are coordinated with the relevant
partners. Depending on the actual availability of necessary airspace
dimensions, military pilots may also request during flight to use an already
reserved area for training purposes, thus allowing a more efficient performance
of military air operations. Statistical data about the actual use of reserved
airspace is recorded by civil and military units and the conduct of military
operations is measured against specific key performance indicators.
The CONOPS does
not intend to provide a detailed functional description of military
requirements. Some details are provided below, however they do not affect the
implementation of all potential aspects and advanced features of the
development of FUA.
0
The CONOPS does
not intend to provide a detailed functional description of military
requirements. Some details are provided below, however they do not affect the
implementation of all potential aspects and advanced features of the
development of FUA.
false
F.3.7.2
Id6643
1
Military combat aircraft generally operate
as Operational Air Traffic (OAT) flying IFR, VFR or any combination thereof.
Part of the traffic is operated as IFR en-route traffic while some will
require segregation (in line with AFUA principles) as flight safety would be
compromised would, for instance, high-energy manoeuvres permitted in airspace
within which GAT was operating.
0
Military combat aircraft generally operate
as Operational Air Traffic (OAT) flying IFR, VFR or any combination thereof.
Part of the traffic is operated as IFR en-route traffic while some will
require segregation (in line with AFUA principles) as flight safety would be
compromised would, for instance, high-energy manoeuvres permitted in airspace
within which GAT was operating.
“ Mission ” trajectories of the military differ from “Business” trajectories
of civil users. The IFR en-route flight is operating on partially similar
characteristics to other airspace users but still following a “mission”
trajectory. All other “mission” trajectories are usually composed of an entry
into a volume of special airspace with a time-limited operation and an exit.
0
“
Mission
” trajectories of the military differ from “Business” trajectories
of civil users. The IFR en-route flight is operating on partially similar
characteristics to other airspace users but still following a “mission”
trajectory. All other “mission” trajectories are usually composed of an entry
into a volume of special airspace with a time-limited operation and an exit.
Trajectories may originate from any of the
sources accepted for other airspace users (aircraft system, aircraft operator,
ground-based ATM system). In 2020 the majority of military aircraft will depend
on ground-based 4D trajectories and should be handled accordingly.
0
Trajectories may originate from any of the
sources accepted for other airspace users (aircraft system, aircraft operator,
ground-based ATM system). In 2020 the majority of military aircraft will depend
on ground-based 4D trajectories and should be handled accordingly.
The first category of traffic (IFR en-route)
may be subject to the envisaged new SESAR Airborne Separation modes, provided
the aircraft are properly equipped, the rules are agreed and the pilots can
comply.
0
The first category of traffic (IFR en-route)
may be subject to the envisaged new SESAR Airborne Separation modes, provided
the aircraft are properly equipped, the rules are agreed and the pilots can
comply.
All other traffic operating in ARES/MTA
will concentrate on the mission performance and distance-keeping from the
participating military traffic and thus will not be able to self-separate from
other traffic.
0
All other traffic operating in ARES/MTA
will concentrate on the mission performance and distance-keeping from the
participating military traffic and thus will not be able to self-separate from
other traffic.
Transit of special airspace will rather be
the exception than the rule. Every transit aircraft is a potential cause for a
break off of the training set-up. Transit of large-scale areas depends to a
great extent on the actual performance of the mission. If known well in
advance, transit may be possible; in other cases transit is subject to
in-flight co-ordination process with the controlling agency/controller.
0
Transit of special airspace will rather be
the exception than the rule. Every transit aircraft is a potential cause for a
break off of the training set-up. Transit of large-scale areas depends to a
great extent on the actual performance of the mission. If known well in
advance, transit may be possible; in other cases transit is subject to
in-flight co-ordination process with the controlling agency/controller.
false
F.3.7.3
Id9999
2
Calculation of
required airspace dimensions for specific military missions or for civil needs
(depending on number and type of aircraft involved and the mission to be
performed) resulting in a proposal for airspace dimension to be applied for the
requested mission. This may be a fixed ARES (TRA/TSA), a Military Variable
Profile Area, a Variable Geometry Area or a Dynamic Mobile Area.
0
Calculation of
required airspace dimensions for specific military missions or for civil needs
(depending on number and type of aircraft involved and the mission to be
performed) resulting in a proposal for airspace dimension to be applied for the
requested mission. This may be a fixed ARES (TRA/TSA), a Military Variable
Profile Area, a Variable Geometry Area or a Dynamic Mobile Area.
Certain defined
airspaces will be required according to agreed procedures for operational use
without justification of the demand by number of aircraft and mission type
(example: local airbase training/exercise).
0
Certain defined
airspaces will be required according to agreed procedures for operational use
without justification of the demand by number of aircraft and mission type
(example: local airbase training/exercise).
false
F.3.7.3.1
Id9710
0
The MVPA model constitutes a flexible composition of defined modular
portions of airspace to fulfil military needs and to restrict airspace
utilisation for other airspace users to the necessary minimum. The dimensions
of these military training areas (MTA) are published for identification and
consideration. In general, a MTA consists of several sub-parts in form of
defined airspace modules. Depending on individual military mission profiles the
airspace dimension required for the specific operational training or exercises
will be flexibly composed by combination of one or more allocated sub-parts to
a suitable airspace block. The optimum airspace required can be simulated
through respective tools.
0
The MVPA model constitutes a flexible composition of defined modular
portions of airspace to fulfil military needs and to restrict airspace
utilisation for other airspace users to the necessary minimum. The dimensions
of these military training areas (MTA) are published for identification and
consideration. In general, a MTA consists of several sub-parts in form of
defined airspace modules. Depending on individual military mission profiles the
airspace dimension required for the specific operational training or exercises
will be flexibly composed by combination of one or more allocated sub-parts to
a suitable airspace block. The optimum airspace required can be simulated
through respective tools.
The airspace is coordinated through the
AMC, delivered into the SWIM, can be followed by military pilots and best be
considered by civil ATM partners. Request and temporary activation of military
training airspaces will be flexible in size and location while taking into
account both civil demand for capacity as well as military operational
requirements. Sophisticated ASM tools will ensure the effective civil-military
coordination on the day of operations and next to the event.
0
The airspace is coordinated through the
AMC, delivered into the SWIM, can be followed by military pilots and best be
considered by civil ATM partners. Request and temporary activation of military
training airspaces will be flexible in size and location while taking into
account both civil demand for capacity as well as military operational
requirements. Sophisticated ASM tools will ensure the effective civil-military
coordination on the day of operations and next to the event.
false
F.3.7.3.2
Id9746
1
The principle of the VGA is to have an area
(TSA or TRA) which is the core of the segregated airspace considered, and to
have several pre-planned possible extensions (lobes) next to it which would be
activated and utilized by the Military according to the size of the training
requested and to the GAT traffic in the area at the time. This core part of the
segregated airspace could be newly created in the future SESAR context or be
the areas currently existing (or Military Cross Border Areas), and the slots
and scenarios of activities would be agreed according to collaborative decision
making and AFUA principles.
0
The principle of the VGA is to have an area
(TSA or TRA) which is the core of the segregated airspace considered, and to
have several pre-planned possible extensions (lobes) next to it which would be
activated and utilized by the Military according to the size of the training
requested and to the GAT traffic in the area at the time. This core part of the
segregated airspace could be newly created in the future SESAR context or be
the areas currently existing (or Military Cross Border Areas), and the slots
and scenarios of activities would be agreed according to collaborative decision
making and AFUA principles.
false
2
DMA which are temporary trajectory
exclusion volumes will be published. The size and duration of the exclusions
will be kept to the absolute minimum required. A DMA is in fact a constraint
placed on a trajectory and the owner of the trajectory decides how to satisfy
the constraint with the most appropriate change. The high precision of 4D
navigation allows properly equipped aircraft to avoid the temporary trajectory
exclusion volumes with minimum business trajectory disruption.
0
DMA which are temporary trajectory
exclusion volumes will be published. The size and duration of the exclusions
will be kept to the absolute minimum required. A DMA is in fact a constraint
placed on a trajectory and the owner of the trajectory decides how to satisfy
the constraint with the most appropriate change. The high precision of 4D
navigation allows properly equipped aircraft to avoid the temporary trajectory
exclusion volumes with minimum business trajectory disruption.
· As a
consequence there are not large blocks of airspace that need to be avoided. The
exclusion volumes will change profile dynamically to be as small as possible at
all times, ensuring that only the unavoidable number of business trajectories
are affected in any given period of time.
0
·
As a
consequence there are not large blocks of airspace that need to be avoided. The
exclusion volumes will change profile dynamically to be as small as possible at
all times, ensuring that only the unavoidable number of business trajectories
are affected in any given period of time.
· Trajectory
exclusions due to ARES/MTA activation will largely depend on the necessary
airspace dimension required and on the civil aircraft system capabilities (4D
navigation).
0
·
Trajectory
exclusions due to ARES/MTA activation will largely depend on the necessary
airspace dimension required and on the civil aircraft system capabilities (4D
navigation).
· In some
cases, an exclusion may be mobile, to follow the special activity as it progresses
on its mission, again ensuring that the exclusion volume causes only the
minimum disturbance.
0
·
In some
cases, an exclusion may be mobile, to follow the special activity as it progresses
on its mission, again ensuring that the exclusion volume causes only the
minimum disturbance.
· Information
sharing, involving also flight crews, enables the dynamic adjustment of the
business trajectories to ensure avoidance of the exclusions even when they
appear only for a short time.
0
·
Information
sharing, involving also flight crews, enables the dynamic adjustment of the
business trajectories to ensure avoidance of the exclusions even when they
appear only for a short time.
Normally civil and military flights will no
longer be segregated by the current airspace use concept (civil on-route and
military off-route) and an integrated control concept will be enabled by civil
and military ANSP either sharing the same flight data processing system or
automatically exchanging sufficient flight data to support air and ground
automation. These tools identify potential interactions between civil and
military flights and provide a basis for co-ordination between civil and
military ANSP.
0
Normally civil and military flights will no
longer be segregated by the current airspace use concept (civil on-route and
military off-route) and an integrated control concept will be enabled by civil
and military ANSP either sharing the same flight data processing system or
automatically exchanging sufficient flight data to support air and ground
automation. These tools identify potential interactions between civil and
military flights and provide a basis for co-ordination between civil and
military ANSP.
false
F.3.7.4
Id2740
3
It is recognised that with continuously
increasing civil traffic the use of common ATM systems would facilitate
civil-military co-operation. This is shown in co-located or integrated area
control centres. Common system definition, development, simulation and
introduction, common display facilities, direct sector and controller
co-ordination and common responsibilities for both civil and military aspects
facilitate the understanding and the handling of air traffic whilst respecting
military sensitive data.
0
It is recognised that with continuously
increasing civil traffic the use of common ATM systems would facilitate
civil-military co-operation. This is shown in co-located or integrated area
control centres. Common system definition, development, simulation and
introduction, common display facilities, direct sector and controller
co-ordination and common responsibilities for both civil and military aspects
facilitate the understanding and the handling of air traffic whilst respecting
military sensitive data.
However it should be realised that the
national responsibility for defence might also lead to the retention of
segregated facilities in future. In that case common use of technical systems
should facilitate data exchange and co-ordination. Air Defence Organisations
need to be provided with an air situation picture and all trajectory data to
support their national defence task.
0
However it should be realised that the
national responsibility for defence might also lead to the retention of
segregated facilities in future. In that case common use of technical systems
should facilitate data exchange and co-ordination. Air Defence Organisations
need to be provided with an air situation picture and all trajectory data to
support their national defence task.
The military will continue to require
airspace sufficient to meet their operational and training requirements which,
by nature of changing requirements and concepts, demand flexibility of
dimensions and allocation. Advanced air traffic and airspace management tools
are required to support flexible, effective, and efficient integration of
military and civil trajectories and airspace requirements.
0
The military will continue to require
airspace sufficient to meet their operational and training requirements which,
by nature of changing requirements and concepts, demand flexibility of
dimensions and allocation. Advanced air traffic and airspace management tools
are required to support flexible, effective, and efficient integration of
military and civil trajectories and airspace requirements.
Operational impacts on military airspace
users which are not directly related to military requirements will need further
discussion regarding specific mitigation measures and possible incentives, such
as refunding to fit onboard equipment to State aircraft (where possible).
0
Operational impacts on military airspace
users which are not directly related to military requirements will need further
discussion regarding specific mitigation measures and possible incentives, such
as refunding to fit onboard equipment to State aircraft (where possible).
false
F.4
Id9781
4
This section describes how the business
trajectory is managed in the face of changing requirements.
0
This section describes how the business
trajectory is managed in the face of changing requirements.
false
F.4.1
Id3346
0
The airspace user may initiate changes to
the trajectory at any time. The request may come from the aircraft or the FOC
(or 3
rd
party). If a commercial airline pilot requests a change ATC
will assume that the change request has been agreed with the FOC (or 3
rd
party).
0
The airspace user may initiate changes to
the trajectory at any time. The request may come from the aircraft or the FOC
(or 3
rd
party). If a commercial airline pilot requests a change ATC
will assume that the change request has been agreed with the FOC (or 3
rd
party).
false
F.4.2
Id241
1
This section applies to operations in
Managed Airspace and specifically to runways located in terminal areas with
high complexity operations.
0
This section applies to operations in
Managed Airspace and specifically to runways located in terminal areas with
high complexity operations.
false
F.4.2.1
Id7732
0
In this section certain assumptions are
made based upon the implementation of other elements of the SESAR concept:
0
In this section certain assumptions are
made based upon the implementation of other elements of the SESAR concept:
· Sufficient
en-route and terminal area capacity has been created to meet demand and
therefore in normal operations the only nodes in the system requiring delay
management are the arrival and departure streams of capacity constrained
airports. In non-nominal situations it will remain the role of the Network
Management function to take action.
0
·
Sufficient
en-route and terminal area capacity has been created to meet demand and
therefore in normal operations the only nodes in the system requiring delay
management are the arrival and departure streams of capacity constrained
airports. In non-nominal situations it will remain the role of the Network
Management function to take action.
· When
operating from terminal areas during periods of high complexity flights will be
assigned 2D or 3D Departure Routes according to aircraft capability level and
performance.
0
·
When
operating from terminal areas during periods of high complexity flights will be
assigned 2D or 3D Departure Routes according to aircraft capability level and
performance.
· When
operating into terminal areas during periods of high complexity flights will be
assigned 2D or 3D Arrival Routes according to aircraft capability level and
performance.
0
·
When
operating into terminal areas during periods of high complexity flights will be
assigned 2D or 3D Arrival Routes according to aircraft capability level and
performance.
false
F.4.2.2
Id7052
1
There will be no need to finalise a
departure or arrival sequence earlier than necessary – flexibility being the
key to maximum use of capacity.
0
There will be no need to finalise a
departure or arrival sequence earlier than necessary – flexibility being the
key to maximum use of capacity.
The take-off sequence is built as predicted
take-off times achieve a required level of accuracy [6] and the arrival sequence is built by the relevant arrival
management tools once the flight passes the sequencing horizon.
0
The take-off sequence is built as predicted
take-off times achieve a required level of accuracy
[6]
and the arrival sequence is built by the relevant arrival
management tools once the flight passes the sequencing horizon.
· A flight
will not be allocated a departure slot time [7] if the ATM network is
operating normally. Flights should expect to be able to depart when they are
ready to do so, subject only to any allocated TTA at destination ground delays
and any departure runway capacity constraints.
0
·
A flight
will not be allocated a departure slot time
[7]
if the ATM network is
operating normally. Flights should expect to be able to depart when they are
ready to do so, subject only to any allocated TTA at destination ground delays
and any departure runway capacity constraints.
This type of process maximises flexibility
and capacity utilisation but still allows delays to be managed efficiently.
0
This type of process maximises flexibility
and capacity utilisation but still allows delays to be managed efficiently.
Shared information on the progress of
turn-round will be used to estimate departure demand and enable arrival/
departure balancing. In the absence of any capacity shortfall, reference
trajectories will be handled on a first come first served basis. Prioritisation
for departure in the event of reduced capacity will be the result of a
collaborative process involving all partners.
0
Shared information on the progress of
turn-round will be used to estimate departure demand and enable arrival/
departure balancing. In the absence of any capacity shortfall, reference
trajectories will be handled on a first come first served basis. Prioritisation
for departure in the event of reduced capacity will be the result of a
collaborative process involving all partners.
In cases where the flight time is within
the destination AMAN horizon, a defined event will trigger a Target Time of
Arrival (TTA) request to the destination AMAN. The TTA effectively books a
place in the arrival queue, but without the accuracy of a CTA. The TTA has two
purposes: it allows appropriate times for departure events to be calculated and
it allows an imposed ground delay to be taken into account when the arrival
sequence is determined.
0
In cases where the flight time is within
the destination AMAN horizon, a defined event will trigger a Target Time of
Arrival (TTA) request to the destination AMAN. The TTA effectively books a
place in the arrival queue, but without the accuracy of a CTA. The TTA has two
purposes: it allows appropriate times for departure events to be calculated and
it allows an imposed ground delay to be taken into account when the arrival
sequence is determined.
With knowledge of the TTA (if applicable),
the elapsed time derived from the trajectory, the departure and arrival demand
for the runway(s) and the dependent departure route demand from adjacent
airports, the DMAN will calculate the optimum take-off time and the SMAN will
determine the associated start-up and push-back times and taxi route. If the
take-off time implies a ground delay, this will be taken with engines off at
the stand or in a designated waiting area.
0
With knowledge of the TTA (if applicable),
the elapsed time derived from the trajectory, the departure and arrival demand
for the runway(s) and the dependent departure route demand from adjacent
airports, the DMAN will calculate the optimum take-off time and the SMAN will
determine the associated start-up and push-back times and taxi route. If the
take-off time implies a ground delay, this will be taken with engines off at
the stand or in a designated waiting area.
A CTA (which includes wake vortex
optimisation) will be calculated after the flight is airborne and published to
the relevant controllers, arrival airport systems, user systems and the pilot.
0
A CTA (which includes wake vortex
optimisation) will be calculated after the flight is airborne and published to
the relevant controllers, arrival airport systems, user systems and the pilot.
· For a
short flight the CTA should be very close to the pre-take-off TTA and is
calculated as soon as the flight is airborne. Any ground delay implemented to
meet the TTA is taken into account when the CTA is calculated.
0
·
For a
short flight the CTA should be very close to the pre-take-off TTA and is
calculated as soon as the flight is airborne. Any ground delay implemented to
meet the TTA is taken into account when the CTA is calculated.
· For longer
flights the CTA must be available well before planned Top-Of-Descent and will
be calculated when the flight passes the AMAN sequencing horizon
0
·
For longer
flights the CTA must be available well before planned Top-Of-Descent and will
be calculated when the flight passes the AMAN sequencing horizon
All partners in the system now work towards
achieving the CTA. When initially issued the CTA represents the current
optimised sequence that can still be changed if circumstances dictate. The CTA
will be ‘frozen’ at a certain time horizon in order to ensure sequence
stability.
0
All partners in the system now work towards
achieving the CTA. When initially issued the CTA represents the current
optimised sequence that can still be changed if circumstances dictate. The CTA
will be ‘frozen’ at a certain time horizon in order to ensure sequence
stability.
Ideally the CTA would be set at the runway
threshold (to focus on the optimisation of the runway throughput) but in
reality a merging point further out is more likely to be practicable.
0
Ideally the CTA would be set at the runway
threshold (to focus on the optimisation of the runway throughput) but in
reality a merging point further out is more likely to be practicable.
The CTA can also be set to sequence the
traffic at the terminal area entry point.
0
The CTA can also be set to sequence the
traffic at the terminal area entry point.
During intermediate and final approach, to
achieve the fine spacing required to optimise runway utilisation, tactical
spacing can be assured through controller actions or ASAS spacing instructions.
0
During intermediate and final approach, to
achieve the fine spacing required to optimise runway utilisation, tactical
spacing can be assured through controller actions or ASAS spacing instructions.
false
F.4.2.3
Id1053
2
The CTA/CTO will be met with the required
accuracy (e.g. +/- 10 sec) through the aircraft RTA function. ASAS spacing
and/or sequencing and merging applications will be available to support
tactical actions to achieve the optimum arrival sequence or for the
longitudinal spacing of ‘same route’ departures or en-route spacing.
0
The CTA/CTO will be met with the required
accuracy (e.g. +/- 10 sec) through the aircraft RTA function. ASAS spacing
and/or sequencing and merging applications will be available to support
tactical actions to achieve the optimum arrival sequence or for the
longitudinal spacing of ‘same route’ departures or en-route spacing.
Aircraft not capable of the above will be
accepted and managed conventionally.
0
Aircraft not capable of the above will be
accepted and managed conventionally.
false
F.4.2.4
Id5518
3
There are a range of queue management
support tools. These provide information to various ATM roles as required to
support their tasks. The key evolution of these capabilities will be in the
direction of their integration into a set of highly collaborative processes
that automatically optimise the allocation of resources (principally runway
resources) in response to real-time demand information.
0
There are a range of queue management
support tools. These provide information to various ATM roles as required to
support their tasks. The key evolution of these capabilities will be in the
direction of their integration into a set of highly collaborative processes
that automatically optimise the allocation of resources (principally runway
resources) in response to real-time demand information.
false
F.4.2.4.1
Id9133
0
A DMAN determines the optimal departure
sequence from an aerodrome (for multiple runways if appropriate). In addition
to providing sequencing at the runway a DMAN may also provide sequencing at
other route fixes such as terminal area exit. The DMAN will work with shared
data that enables the automatic consideration of the output of UDPP.
0
A DMAN determines the optimal departure
sequence from an aerodrome (for multiple runways if appropriate). In addition
to providing sequencing at the runway a DMAN may also provide sequencing at
other route fixes such as terminal area exit. The DMAN will work with shared
data that enables the automatic consideration of the output of UDPP.
false
F.4.2.4.2
Id9120
1
An AMAN determines the arrival sequence
position and appropriate spacing at the aerodrome and/or at other fixes. The
output of the AMAN is the CTA. The AMAN will work with shared data that
enables the automatic consideration of the output of UDPP.
0
An AMAN determines the arrival sequence
position and appropriate spacing at the aerodrome and/or at other fixes. The
output of the AMAN is the CTA. The AMAN will work with shared data that
enables the automatic consideration of the output of UDPP.
false
F.4.2.4.3
Id7208
2
This tool assists controllers by indicating
the optimal spacing for flights on final approach. This capability promotes
spacing consistency, can utilise a larger set of spacing criteria (wake vortex
categories) and adjusts those criteria to allow for strong headwinds (time
based spacing) thus making a significant contribution to maintaining capacity in
these conditions.
0
This tool assists controllers by indicating
the optimal spacing for flights on final approach. This capability promotes
spacing consistency, can utilise a larger set of spacing criteria (wake vortex
categories) and adjusts those criteria to allow for strong headwinds (time
based spacing) thus making a significant contribution to maintaining capacity in
these conditions.
false
F.4.2.4.4
Id5011
3
An SMAN determines optimal surface movement
plans (such as taxi route plans) involving the calculation and sequencing of
movement events and optimising resource usage (e.g. de-icing facilities). SMAN
collaborates with AMAN/DMAN and will help to establish the departure sequence
determined by the DMAN functionality.
0
An SMAN determines optimal surface movement
plans (such as taxi route plans) involving the calculation and sequencing of
movement events and optimising resource usage (e.g. de-icing facilities). SMAN
collaborates with AMAN/DMAN and will help to establish the departure sequence
determined by the DMAN functionality.
false
2
Service providers may make or propose
changes to the trajectory for several reasons:
0
Service providers may make or propose
changes to the trajectory for several reasons:
· ATC
tactical actions related to separation and queue management.
0
·
ATC
tactical actions related to separation and queue management.
· Reactions
due to changing constraints or resource availability.
0
·
Reactions
due to changing constraints or resource availability.
Nothing in the trajectory management
processes interferes with the controllers’ prerogatives to make tactical
changes by issuing instructions/ clearances.
0
Nothing in the trajectory management
processes interferes with the controllers’ prerogatives to make tactical
changes by issuing instructions/ clearances.
The means to implement non-tactical changes
will be by the imposition, amendment or removal of constraints whenever time
permits. The User will propose an RBT amendment that meets the constraint.
ANSPs will accept the amendment if no additional problems are created by the change.
0
The means to implement non-tactical changes
will be by the imposition, amendment or removal of constraints whenever time
permits. The User will propose an RBT amendment that meets the constraint.
ANSPs will accept the amendment if no additional problems are created by the change.
As flights will be following user-preferred
trajectories whenever possible, unsolicited proposals such as higher levels or
direct routings may not in fact be beneficial.
0
As flights will be following user-preferred
trajectories whenever possible, unsolicited proposals such as higher levels or
direct routings may not in fact be beneficial.
false
F.5
Id2036
5
Airports and surrounding airspace are
grouped together in this section to emphasise their importance in the SESAR
concept.
0
Airports and surrounding airspace are
grouped together in this section to emphasise their importance in the SESAR
concept.
false
F.5.1
Id6455
0
Three high-level operational processes are
identified, aligned with the ATM planning process:
0
Three high-level operational processes are
identified, aligned with the ATM planning process:
· Airport Resource Planning.
0
·
Airport Resource Planning.
· Airport Resource and Capacity Plan Management.
0
·
Airport Resource and Capacity Plan Management.
· Airport Resource and Capacity Management during
the Execution phase.
0
·
Airport Resource and Capacity Management during
the Execution phase.
Figure 7: Airport High-Level Processes
0
Figure 7: Airport High-Level Processes
Airport organisation is aimed at supporting
co-operation between all stakeholders at appropriate decision-making stages
whilst ensuring a seamless process over the entire planning spectrum, starting
many years ahead down to the real time. Besides these high-level operational
processes, there is also a medium to long-term development process which
focuses on future demand and capacity planning for airport expansion. This
includes issues ranging from airport infrastructure and environmental aspects to
landside capacity and regional planning. The focus of airports is equally
divided between both the potential aircraft movement rate and
also passenger throughput. It also must be acknowledged that the airport
planning cycle is generally longer that that of the airport users.
0
Airport organisation is aimed at supporting
co-operation between all stakeholders at appropriate decision-making stages
whilst ensuring a seamless process over the entire planning spectrum, starting
many years ahead down to the real time. Besides these high-level operational
processes, there is also a medium to long-term development process which
focuses on future demand and capacity planning for airport expansion. This
includes issues ranging from airport infrastructure and environmental aspects to
landside capacity and regional planning. The focus of airports is equally
divided between both the potential aircraft movement rate and
also passenger throughput. It also must be acknowledged that the airport
planning cycle is generally longer that that of the airport users.
false
F.5.1.1
Id8306
0
Based on the Capacity figures of available
resources, provided by the Airport Operator and the (local) ANSP, an initial
Airport Resource Allocation and Capacity Plan is initiated. This plan contains:
0
Based on the Capacity figures of available
resources, provided by the Airport Operator and the (local) ANSP, an initial
Airport Resource Allocation and Capacity Plan is initiated. This plan contains:
· the
availability of resources (for example maintenance scheme),
0
·
the
availability of resources (for example maintenance scheme),
· a number
of standard airport configuration schemes (incl. runways, taxiways, gates and
terminal buildings/facilities),
0
·
a number
of standard airport configuration schemes (incl. runways, taxiways, gates and
terminal buildings/facilities),
· capacity
figures for each main process in each configuration taking account of external
conditions like traffic mix, weather conditions, etc.
0
·
capacity
figures for each main process in each configuration taking account of external
conditions like traffic mix, weather conditions, etc.
This initial Plan will be input for the
Slot Coordination Process in which the traffic demand from the users is
balanced against the airport and airspace capacity and constraints (if any). A seasonal
airport operational plan is established in a collaborative manner between the
airport operator, ATC and users (aircraft operators), and iteratively
maintained up to date. This operational plan accommodates the appropriate level
of on demand operations.
0
This initial Plan will be input for the
Slot Coordination Process in which the traffic demand from the users is
balanced against the airport and airspace capacity and constraints (if any). A seasonal
airport operational plan is established in a collaborative manner between the
airport operator, ATC and users (aircraft operators), and iteratively
maintained up to date. This operational plan accommodates the appropriate level
of on demand operations.
false
F.5.1.2
Id2132
1
Airport Resource and Capacity Plan Management
is performed in the context of a robust planning process that is aligned to the
extent possible with the development phases of the business trajectory that
feeds the airport with accurate and reliable demand information. The evolution
of the plan will be based on refined knowledge of the actual constraints on the
day of operation and agreements between CDM partners. The demand forecast is
based on:
0
Airport Resource and Capacity Plan Management
is performed in the context of a robust planning process that is aligned to the
extent possible with the development phases of the business trajectory that
feeds the airport with accurate and reliable demand information. The evolution
of the plan will be based on refined knowledge of the actual constraints on the
day of operation and agreements between CDM partners. The demand forecast is
based on:
· Aircraft
operator’s intentions as specified by the intended schedule of operations and
supported by the 4D operational planning.
0
·
Aircraft
operator’s intentions as specified by the intended schedule of operations and
supported by the 4D operational planning.
· Airport
information on landing time, constraints, turnaround time, airport capacity and
taxiing time provided by a system wide information system and supporting CDM
processes.
0
·
Airport
information on landing time, constraints, turnaround time, airport capacity and
taxiing time provided by a system wide information system and supporting CDM
processes.
The plan is consolidated through a balanced
mapping of the Business Trajectory demand on the various airport resources. If
demand exceeds capacity the consequences are analysed and aircraft operators
revise their plans through a collaborative process.
0
The plan is consolidated through a balanced
mapping of the Business Trajectory demand on the various airport resources. If
demand exceeds capacity the consequences are analysed and aircraft operators
revise their plans through a collaborative process.
Where unpredictable events create the need
for short notice changes and/or refinement, a swift and efficient tactical
response will be complemented by collaborative decision making within a
previously agreed set of rules.
0
Where unpredictable events create the need
for short notice changes and/or refinement, a swift and efficient tactical
response will be complemented by collaborative decision making within a
previously agreed set of rules.
false
F.5.1.3
Id5755
2
The execution of the Airport Resource and Capacity
Plan involves the real-time management and separation of aircraft moving on the
airport surface. Short notice changes and/or refinements are handled using a
mixture of collaborative processes and tactical interventions. The latter are
handled according to a previously agreed set of rules or the operational
insight of the Controller.
0
The execution of the Airport Resource and Capacity
Plan involves the real-time management and separation of aircraft moving on the
airport surface. Short notice changes and/or refinements are handled using a
mixture of collaborative processes and tactical interventions. The latter are
handled according to a previously agreed set of rules or the operational
insight of the Controller.
false
F.5.1.4
Id8533
3
Arrival departure and surface management
tools will be used as described in Section F.4.2 on Queue Management. All essential airport processes work
collaboratively, embodied in a physical or virtual Airport Operations Centre
(APOC) using CDM principles in a SWIM environment.
0
Arrival departure and surface management
tools will be used as described in Section
F.4.2
on Queue Management. All essential airport processes work
collaboratively, embodied in a physical or virtual Airport Operations Centre
(APOC) using CDM principles in a SWIM environment.
false
F.5.1.4.1
Id2511
0
Runways mostly act as ‘single servers’
processing one aircraft at a time. A degree of departure and arrival queuing is
a consequence of airports being used close to their capacities. The effects of
weather conditions on queuing (e.g. wet runways, strong winds, low visibility)
are today well known and contribute to the variability of instantaneous runway
capacity.
0
Runways mostly act as ‘single servers’
processing one aircraft at a time. A degree of departure and arrival queuing is
a consequence of airports being used close to their capacities. The effects of
weather conditions on queuing (e.g. wet runways, strong winds, low visibility)
are today well known and contribute to the variability of instantaneous runway
capacity.
There is a trade-off between planned
airport utilisation levels (i.e. setting of hourly schedule rates v. capacity)
and arrival/departure queuing. Different airports adopt different strategies
for this trade-off depending on business decisions, environmental constraints
and local needs and priorities.
0
There is a trade-off between planned
airport utilisation levels (i.e. setting of hourly schedule rates v. capacity)
and arrival/departure queuing. Different airports adopt different strategies
for this trade-off depending on business decisions, environmental constraints
and local needs and priorities.
Arrival and departure queue management will
not by itself significantly reduce delays, nor increase capacity: but it does
achieve better management of the delay process, ensuring that delay is managed
in the most fuel-efficient and environmentally acceptable manner.
0
Arrival and departure queue management will
not by itself significantly reduce delays, nor increase capacity: but it does
achieve better management of the delay process, ensuring that delay is managed
in the most fuel-efficient and environmentally acceptable manner.
false
F.5.1.4.2
Id7640
1
The turn-round process links the flight and
ground segments. Seamless progress of the turn-round process is a main factor
affecting punctuality. Co-operative mechanisms, including milestone monitoring,
gate/stand management and apron management will improve visibility for ATM
actors regarding the progress of the turn-round process and result in better
estimated times of subsequent events such as off-blocks and take-off.
0
The turn-round process links the flight and
ground segments. Seamless progress of the turn-round process is a main factor
affecting punctuality. Co-operative mechanisms, including milestone monitoring,
gate/stand management and apron management will improve visibility for ATM
actors regarding the progress of the turn-round process and result in better
estimated times of subsequent events such as off-blocks and take-off.
false
F.5.1.4.3
Id8376
2
Increasing runway throughput and runway
utilisation has to be achieved within the SESAR safety goals. The most
important issue is that new procedures and implementation of best practices is
harmonized in such a way that no differences in operation appear for users
(pilots) throughout Europe and
preferably worldwide.
0
Increasing runway throughput and runway
utilisation has to be achieved within the SESAR safety goals. The most
important issue is that new procedures and implementation of best practices is
harmonized in such a way that no differences in operation appear for users
(pilots) throughout
Europe
and
preferably worldwide.
false
F.5.1.4.4
Id4965
3
The following issues can been seen as
general enablers to develop and implement techniques and procedures with
respect to increasing Runway Throughput;
0
The following issues can been seen as
general enablers to develop and implement techniques and procedures with
respect to increasing Runway Throughput;
· Reducing
dependency on Wake Vortex separation: The existing wake vortex classifications
are very broad and the introduction of automated spacing assistance provides
the opportunity for a complete re-classification of aircraft into a wider range
of categories more accurately based on the true wake vortex (weight, wingspan
etc) and rate of decay. Pair-wise separations could in addition be dynamic,
based on the prevailing wind conditions and stability of the air mass. Improved
prediction and detection of wake vortex as well as new techniques (“land long”,
Hi/Lo glide path) to assist in the avoidance of wake vortex will combine to
bring capacity and safety gains. Under certain crosswind conditions it may not
be necessary to apply wake vortex minima and additionally ADS-B may be used to
broadcast the aircraft’s wake signature for the benefit of subsequent aircraft,
making the vortices detectable to pilots of following aircraft would add a further
layer of protection.
0
·
Reducing
dependency on Wake Vortex separation: The existing wake vortex classifications
are very broad and the introduction of automated spacing assistance provides
the opportunity for a complete re-classification of aircraft into a wider range
of categories more accurately based on the true wake vortex (weight, wingspan
etc) and rate of decay. Pair-wise separations could in addition be dynamic,
based on the prevailing wind conditions and stability of the air mass. Improved
prediction and detection of wake vortex as well as new techniques (“land long”,
Hi/Lo glide path) to assist in the avoidance of wake vortex will combine to
bring capacity and safety gains. Under certain crosswind conditions it may not
be necessary to apply wake vortex minima and additionally ADS-B may be used to
broadcast the aircraft’s wake signature for the benefit of subsequent aircraft,
making the vortices detectable to pilots of following aircraft would add a further
layer of protection.
· Minor
re-sequencing of the traffic flow to group similar category aircraft together
reduces the impact of wake vortex separation for arrival and departure streams.
0
·
Minor
re-sequencing of the traffic flow to group similar category aircraft together
reduces the impact of wake vortex separation for arrival and departure streams.
· Minimizing
Runway Occupancy Times (ROT): Runway occupancy is the main factor which
determines the landing interval in situations where Wake Vortex separation is
no issue. With reduced and above all predictable Runway Occupancy Times the
runway controller could reduce the landing intervals which itself will increase
landing rate. This can be achieved by a combination of efficiently designed
runway exits (position and angle), improved signage, and early agreement
between flight crew and the ground of which exit to use. Potential constraints
to meet environmental criteria for noise, emissions and brake wear should also
be considered. Procedures to vacate at an agreed turn-off could be potentially
enhanced by onboard technology such as “brake to vacate” systems.
0
·
Minimizing
Runway Occupancy Times (ROT): Runway occupancy is the main factor which
determines the landing interval in situations where Wake Vortex separation is
no issue. With reduced and above all predictable Runway Occupancy Times the
runway controller could reduce the landing intervals which itself will increase
landing rate. This can be achieved by a combination of efficiently designed
runway exits (position and angle), improved signage, and early agreement
between flight crew and the ground of which exit to use. Potential constraints
to meet environmental criteria for noise, emissions and brake wear should also
be considered. Procedures to vacate at an agreed turn-off could be potentially
enhanced by onboard technology such as “brake to vacate” systems.
· Final
Approach Spacing: Accurate and more consistent spacing on final approach will
be achieved by time-based separation. This will not only mitigate the effect of
(strong) headwind on the final approach, assuring robust runway throughput, but
will also make it possible to introduce variable time separations dependent on
crosswind conditions and Wake Vortex existence. Accurate final approach spacing
can be achieved by either controller tools or onboard tools like ASAS which
provide spacing advice directly to the aircrew. Current limitations on spacing
due to wake vortex may be lifted under specific weather conditions enabling
final approach spacing of less than 50 seconds, however these must be matched
by predictable runway occupancy of the same order of magnitude.
0
·
Final
Approach Spacing: Accurate and more consistent spacing on final approach will
be achieved by time-based separation. This will not only mitigate the effect of
(strong) headwind on the final approach, assuring robust runway throughput, but
will also make it possible to introduce variable time separations dependent on
crosswind conditions and Wake Vortex existence. Accurate final approach spacing
can be achieved by either controller tools or onboard tools like ASAS which
provide spacing advice directly to the aircrew. Current limitations on spacing
due to wake vortex may be lifted under specific weather conditions enabling
final approach spacing of less than 50 seconds, however these must be matched
by predictable runway occupancy of the same order of magnitude.
· Reduced
Departure Spacing: It should be feasible to reduce the time interval between
two successive departures. Wake-vortex detection technology will make it
possible to reduce the intervals without the risk of wake-vortex encounters.
Wake Vortex separation on departure should be set as a function of the crosswind.
Where reduced departure spacing cannot be achieved, due to wake vortex or
required separation on departure routes and/or airways, late sequence changes
could be a solution. Additional runway entries create possibilities for optimal
use of sequence changes / requirements. Enhanced and accurate ground based
surveillance technologies as well as airborne systems could reduce the need for
specific departure intervals to achieve departure route separations. However in
all cases the minimum departure spacing (take-off interval) will be based on
the preceding aircraft becoming airborne.
0
·
Reduced
Departure Spacing: It should be feasible to reduce the time interval between
two successive departures. Wake-vortex detection technology will make it
possible to reduce the intervals without the risk of wake-vortex encounters.
Wake Vortex separation on departure should be set as a function of the crosswind.
Where reduced departure spacing cannot be achieved, due to wake vortex or
required separation on departure routes and/or airways, late sequence changes
could be a solution. Additional runway entries create possibilities for optimal
use of sequence changes / requirements. Enhanced and accurate ground based
surveillance technologies as well as airborne systems could reduce the need for
specific departure intervals to achieve departure route separations. However in
all cases the minimum departure spacing (take-off interval) will be based on
the preceding aircraft becoming airborne.
For examples of initiatives and R&D
issues on increased runway throughput, see Appendix 2 – Research Topics .
0
For examples of initiatives and R&D
issues on increased runway throughput, see
Appendix 2 – Research Topics
.
false
F.5.1.4.5
Id8013
4
The following proposals can been seen as
general enablers to develop and implement techniques and procedures with
respect to increasing runway utilisation;
0
The following proposals can been seen as
general enablers to develop and implement techniques and procedures with
respect to increasing runway utilisation;
· Arrival
and departure management tools: Where increased final approach separation and
departure intervals due to wake vortex are unavoidable, increased runway
utilization can be achieved by implementing planning tools to optimise the
sequence.
0
·
Arrival
and departure management tools: Where increased final approach separation and
departure intervals due to wake vortex are unavoidable, increased runway
utilization can be achieved by implementing planning tools to optimise the
sequence.
· Optimising
runway configuration / mode of operation: Dependencies between multiple runways
determine the practical runway capacity which in most cases is lower than the
combined single runway capacities. Capacity gains can be achieved by increased
utilisation of the combined runways (runway system). Reducing dependencies
between runways by implementing more accurate surveillance techniques and
controller tools as well as advanced procedures, will enlarge the capabilities
of existing runway configurations (like closely spaced parallel runways).
0
·
Optimising
runway configuration / mode of operation: Dependencies between multiple runways
determine the practical runway capacity which in most cases is lower than the
combined single runway capacities. Capacity gains can be achieved by increased
utilisation of the combined runways (runway system). Reducing dependencies
between runways by implementing more accurate surveillance techniques and
controller tools as well as advanced procedures, will enlarge the capabilities
of existing runway configurations (like closely spaced parallel runways).
In order to
provide some mitigation for the inherent delays/queuing associated with
capacity constrained airports and to gain a significant capacity enhancement
without impacting the overall queue management concepts, interlaced take-off
and landing procedures (mixed mode operations) instead of segregated use of
multiple runways can be envisaged. These procedures will be implemented when
feasible and when required to maximise runway capacity taking into account the
more complicated ground movement operations implied and potential safety issues
that may arise.
0
In order to
provide some mitigation for the inherent delays/queuing associated with
capacity constrained airports and to gain a significant capacity enhancement
without impacting the overall queue management concepts, interlaced take-off
and landing procedures (mixed mode operations) instead of segregated use of
multiple runways can be envisaged. These procedures will be implemented when
feasible and when required to maximise runway capacity taking into account the
more complicated ground movement operations implied and potential safety issues
that may arise.
· Increase
runway utilization during Low Visibility Conditions (LVC): The runway capacity
of an airport reduces significantly with low visibility conditions. Not only is
increased separation on final approach required due to the requirement for an
undisturbed ILS signal, ground movement traffic is limited based an the reduced
ability of the ground controller for traffic situation awareness, and the
enlarged ILS protected area contributing to a related increase in task-load.
0
·
Increase
runway utilization during Low Visibility Conditions (LVC): The runway capacity
of an airport reduces significantly with low visibility conditions. Not only is
increased separation on final approach required due to the requirement for an
undisturbed ILS signal, ground movement traffic is limited based an the reduced
ability of the ground controller for traffic situation awareness, and the
enlarged ILS protected area contributing to a related increase in task-load.
Reducing the dependency of
possible interference of the ILS signal will both reduce the necessity for
increased in-trail separation and enlarge the possibilities for the ground
controller. For the latter enhanced ground surveillance is a must.
0
Reducing the dependency of
possible interference of the ILS signal will both reduce the necessity for
increased in-trail separation and enlarge the possibilities for the ground
controller. For the latter enhanced ground surveillance is a must.
Introducing new approach
techniques with reduced or without any protection area, will significantly
increase capacity during low visibility conditions. To benefit from these new
landing systems, the development of ground movement capacity during low
visibility conditions must follow equal pace.
0
Introducing new approach
techniques with reduced or without any protection area, will significantly
increase capacity during low visibility conditions. To benefit from these new
landing systems, the development of ground movement capacity during low
visibility conditions must follow equal pace.
The use of HUD presentations
of landing information from integrated on-board sensors (CDTI technology
provide aircrew with mapping and guidance), should provide improved margins for
low visibility approaches to some airfields
0
The use of HUD presentations
of landing information from integrated on-board sensors (CDTI technology
provide aircrew with mapping and guidance), should provide improved margins for
low visibility approaches to some airfields
· Optimum
use of existing and future airport (runway) infrastructure and available
capacity: Capacity of existing infrastructure is often limited by the layout of
the airport. On airports with multiple runways, runway crossings cannot always
be avoided. To reduce the negative capacity impact relocation of the runway
crossing could be considered. A small number of runway movements can be gained.
To abolish runway crossing at all, which is also a recommendation of the
European Action Plan on the Prevention of Runway Incursions (EAPPRI), the
implementation of perimeter taxiways around the runway could be considered. The
capacity of the runway could then be utilized to its maximum.
0
·
Optimum
use of existing and future airport (runway) infrastructure and available
capacity: Capacity of existing infrastructure is often limited by the layout of
the airport. On airports with multiple runways, runway crossings cannot always
be avoided. To reduce the negative capacity impact relocation of the runway
crossing could be considered. A small number of runway movements can be gained.
To abolish runway crossing at all, which is also a recommendation of the
European Action Plan on the Prevention of Runway Incursions (EAPPRI), the
implementation of perimeter taxiways around the runway could be considered. The
capacity of the runway could then be utilized to its maximum.
Perimeter taxiways will be
limited by spatial restrictions but for future airport expansion planning
perimeter taxiways could be a design principle to maximize runway throughput
and to reduce runway incursion risk.
0
Perimeter taxiways will be
limited by spatial restrictions but for future airport expansion planning
perimeter taxiways could be a design principle to maximize runway throughput
and to reduce runway incursion risk.
For examples of
initiatives and R&D issues on increased runway throughput, see APPENDIX 2 –
Research Topics.
0
For examples of
initiatives and R&D issues on increased runway throughput, see APPENDIX 2 –
Research Topics.
false
5
The application of approach and departure
procedures based on Space Based Augmentation Systems (SBAS) and/or other
technologies, by a substantial number of airports and airfields that can not
afford to-days costly landing aids, General Aviation IFR activities will
increase and require access to airspace and ATM services.
0
The application of approach and departure
procedures based on Space Based Augmentation Systems (SBAS) and/or other
technologies, by a substantial number of airports and airfields that can not
afford to-days costly landing aids, General Aviation IFR activities will
increase and require access to airspace and ATM services.
false
F.5.1.4.7
Id999
6
If surface movement capacity is to be
increased without increasing the risk of runway incursions a range of actions
need to be taken. Better situational awareness both for the controller, aircrew
and vehicle drivers including conflict detection and warning systems will not
only enhance airports surface safety but will also create "room" for
surface movement capacity expansion. A-SMGCS will provide enhanced information
to controllers whilst CDTI technology will provide aircrew and vehicle drivers
with map, guidance and traffic information.
0
If surface movement capacity is to be
increased without increasing the risk of runway incursions a range of actions
need to be taken. Better situational awareness both for the controller, aircrew
and vehicle drivers including conflict detection and warning systems will not
only enhance airports surface safety but will also create "room" for
surface movement capacity expansion. A-SMGCS will provide enhanced information
to controllers whilst CDTI technology will provide aircrew and vehicle drivers
with map, guidance and traffic information.
· Visual
enhancement technology will provide increased visibility for aircrew and
vehicles during night and low visibility conditions
0
·
Visual
enhancement technology will provide increased visibility for aircrew and
vehicles during night and low visibility conditions
· Onboard
features will provide increased safety with warnings provided directly to
aircrew and drivers as well as controllers
0
·
Onboard
features will provide increased safety with warnings provided directly to
aircrew and drivers as well as controllers
· Advanced,
automated, systems may be considered such as “auto-brake” to make it impossible
for an aircraft or vehicle to cross selected “stop bars”.
0
·
Advanced,
automated, systems may be considered such as “auto-brake” to make it impossible
for an aircraft or vehicle to cross selected “stop bars”.
· The
planning of surface routes may consider constraints imposed by the need to
minimise the environmental impact especially surface holding or the need to
avoid braking or changes in engine thrust levels as the aircraft moves from the
runway to the stand or vice versa.
0
·
The
planning of surface routes may consider constraints imposed by the need to
minimise the environmental impact especially surface holding or the need to
avoid braking or changes in engine thrust levels as the aircraft moves from the
runway to the stand or vice versa.
Optimum management of surface traffic flows
will not only increase efficiency and predictability during the ground movement
phase but will also have a positive impact on the environment. The planning of
surface routes may consider constraints imposed by the need to minimise the
environmental impact especially surface holding or the need to avoid braking or
changes in engine thrust levels as the aircraft moves from the runway to the
stand or vice versa.
0
Optimum management of surface traffic flows
will not only increase efficiency and predictability during the ground movement
phase but will also have a positive impact on the environment. The planning of
surface routes may consider constraints imposed by the need to minimise the
environmental impact especially surface holding or the need to avoid braking or
changes in engine thrust levels as the aircraft moves from the runway to the
stand or vice versa.
Predicting the taxi times and routing of
inbound and outbound traffic, the surface management tool (SMAN) can provide
stable and reliable planning (target) times and is prerequisite for
pre-departure sequencing and an optimised usage of the departure runways(s).
Integration of the SMAN tool with the arrival and departure management tools
(AMAN / DMAN) is a necessity to gain the full benefit of these tools.
0
Predicting the taxi times and routing of
inbound and outbound traffic, the surface management tool (SMAN) can provide
stable and reliable planning (target) times and is prerequisite for
pre-departure sequencing and an optimised usage of the departure runways(s).
Integration of the SMAN tool with the arrival and departure management tools
(AMAN / DMAN) is a necessity to gain the full benefit of these tools.
Achieving the optimal take-off sequence in
an early stage of the outbound ground movement phase will reduce the necessity
of sequence changes near the departure end of the runway and the therefore the
use of intersection take-offs. This will also have a positive effect on
reduction of Runway Incursion Risk.
0
Achieving the optimal take-off sequence in
an early stage of the outbound ground movement phase will reduce the necessity
of sequence changes near the departure end of the runway and the therefore the
use of intersection take-offs. This will also have a positive effect on
reduction of Runway Incursion Risk.
false
F.5.2
Id6076
1
The concept of remotely provided aerodrome
control service applies at aerodromes where the service provider has determined
that this is feasible, that the site and techniques to be used are proven to
meet all appropriate safety requirements and where/ when this is cost-effective.
0
The concept of remotely provided aerodrome
control service applies at aerodromes where the service provider has determined
that this is feasible, that the site and techniques to be used are proven to
meet all appropriate safety requirements and where/ when this is cost-effective.
A main driver for such implementation is
the potential of significantly reducing the costs of infrastructure by joint
tower installations for a number of airports centralized at a single site.
Considerable gains in productivity are achieved due to more efficient use of
the personnel required to handle this entire service. A second driver is
safety. By using enhanced modern camera technology supporting improved vision
and ATM operational awareness in low visibility conditions, safe operations can
be performed with high reliability. The availability of modern surveillance
technologies (e.g. multilateration, ADS-B) can further enhance those benefits.
0
A main driver for such implementation is
the potential of significantly reducing the costs of infrastructure by joint
tower installations for a number of airports centralized at a single site.
Considerable gains in productivity are achieved due to more efficient use of
the personnel required to handle this entire service. A second driver is
safety. By using enhanced modern camera technology supporting improved vision
and ATM operational awareness in low visibility conditions, safe operations can
be performed with high reliability. The availability of modern surveillance
technologies (e.g. multilateration, ADS-B) can further enhance those benefits.
Enhanced ATC service can be offered to
places not normally eligible for ATC, e.g. rural or smaller airports presently
using only AFIS or nothing at all. Services will be easier and more
cost-effective to provide, regardless of time and place.
0
Enhanced ATC service can be offered to
places not normally eligible for ATC, e.g. rural or smaller airports presently
using only AFIS or nothing at all. Services will be easier and more
cost-effective to provide, regardless of time and place.
Since an increase of very light jets is
expected with jet operations not only at larger but also smaller airports, the
concept of Remote Aerodrome Air Traffic Control will be a vital factor to keep
the high ATC standard that the customers expect throughout Europe.
0
Since an increase of very light jets is
expected with jet operations not only at larger but also smaller airports, the
concept of Remote Aerodrome Air Traffic Control will be a vital factor to keep
the high ATC standard that the customers expect throughout Europe.
false
F.6
Id8956
6
The intention of the concept is to avoid
segregation in managed airspace as far as possible. Some segregation is
unavoidable such as that needed to accommodate certain military and civil
activities. For reasons of access and equity it is not proposed to segregate
aircraft on the basis CNS capability or the type of separation service being
provided.
0
The intention of the concept is to avoid
segregation in managed airspace as far as possible. Some segregation is
unavoidable such as that needed to accommodate certain military and civil
activities. For reasons of access and equity it is not proposed to segregate
aircraft on the basis CNS capability or the type of separation service being
provided.
false
0
On the airport, the physical layout
constrains the options for conflict management. Implementation of good taxiway
design at both new and existing airports will reduce interactions between taxi
flows, while tools such as SMAN provide taxi routing solutions that also
minimise interactions.
0
On the airport, the physical layout
constrains the options for conflict management. Implementation of good taxiway
design at both new and existing airports will reduce interactions between taxi
flows, while tools such as SMAN provide taxi routing solutions that also
minimise interactions.
The provision of separation between
aircraft and hazards on the airport will continue to be achieved through visual
means, complemented by on-board capabilities such as moving maps, traffic displays
and synthetic vision systems which will also increase safety and improve
throughput in low-visibility conditions. In low
visibility conditions ground controllers experience a very high workload to
assist pilots in preventing collisions on the ground. Eventually, these new on-board capabilities should
alleviate much of the workload.
0
The provision of separation between
aircraft and hazards on the airport will continue to be achieved through visual
means, complemented by on-board capabilities such as moving maps, traffic displays
and synthetic vision systems which will also increase safety and improve
throughput in low-visibility conditions.
In low
visibility conditions ground controllers experience a very high workload to
assist pilots in preventing collisions on the ground.
Eventually, these new on-board capabilities should
alleviate much of the workload.
Further enhancements for conflict detection
and management will come in the form of new ATC capabilities such as SMAN and
A-SMGCS and cooperative capabilities for all mobiles.
0
Further enhancements for conflict detection
and management will come in the form of new ATC capabilities such as SMAN and
A-SMGCS and cooperative capabilities for all mobiles.
Issues relating to wake vortex separation,
final approach separation, parallel and dependent runway operations are dealt
with in Section F.5.1.4.4 .
0
Issues relating to wake vortex separation,
final approach separation, parallel and dependent runway operations are dealt
with in Section
F.5.1.4.4
.
false
F.6.2
Id4079
1
false
F.6.2.1
Id9797
0
During periods of high complexity, Terminal
area operations will be based primarily on the issuance of clearances on 2D or
3D routes, the choice being dependant on aircraft capability and the specific
traffic situation. Conventional SID/STAR will be used for non-capable aircraft
but such aircraft may be subject to restrictions (e.g. less advantageous
routing). Controllers will use surveillance, constraint management or ASAS
separation to complement the route allocation.
0
During periods of high complexity, Terminal
area operations will be based primarily on the issuance of clearances on 2D or
3D routes, the choice being dependant on aircraft capability and the specific
traffic situation. Conventional SID/STAR will be used for non-capable aircraft
but such aircraft may be subject to restrictions (e.g. less advantageous
routing). Controllers will use surveillance, constraint management or ASAS
separation to complement the route allocation.
Arriving aircraft will be issued with a CTA
for the appropriate runway merge point.
0
Arriving aircraft will be issued with a CTA
for the appropriate runway merge point.
To cope with the potentially large number
of routes, the ground system will include route allocation tools that
automatically select the optimum conflict-free route when triggered by a
specific event.
0
To cope with the potentially large number
of routes, the ground system will include route allocation tools that
automatically select the optimum conflict-free route when triggered by a
specific event.
The tools and techniques that will be
deployed to maximise the capacity during periods of high complexity will be
dependent on fully exploiting advanced air and/or ground system capabilities
and this may require the mandating of those capabilities.
0
The tools and techniques that will be
deployed to maximise the capacity during periods of high complexity will be
dependent on fully exploiting advanced air and/or ground system capabilities
and this may require the mandating of those capabilities.
false
1
During periods of medium/low complexity,
Terminal area operations will primarily be based on the issuance of clearances
on 2D separated routes or conventional SID/STAR, the choice being dependant on
aircraft capability.
0
During periods of medium/low complexity,
Terminal area operations will primarily be based on the issuance of clearances
on 2D separated routes or conventional SID/STAR, the choice being dependant on
aircraft capability.
Dynamic routes rather than pre-defined may
be used for capable aircraft depending on the specific traffic situation.
0
Dynamic routes rather than pre-defined may
be used for capable aircraft depending on the specific traffic situation.
Arriving aircraft will be issued with a CTA
only if required by the traffic situation.
0
Arriving aircraft will be issued with a CTA
only if required by the traffic situation.
false
F.6.3
Id7221
2
false
F.6.3.1
Id2133
0
During periods of high complexity, en-route
operations will be based primarily on the issuance of 2D clearances on user
preferred routes supported by shared data from the aircraft and ground-based
trajectory prediction and uncertainty calculation. Conflict management support
tools will be able to predict conflicts with sufficient accuracy and look-ahead
time to allow the controller to exploit the benefits of non-fixed route
operations.
0
During periods of high complexity, en-route
operations will be based primarily on the issuance of 2D clearances on user
preferred routes supported by shared data from the aircraft and ground-based
trajectory prediction and uncertainty calculation. Conflict management support
tools will be able to predict conflicts with sufficient accuracy and look-ahead
time to allow the controller to exploit the benefits of non-fixed route
operations.
Conventional route structure based
clearances will be used for non-capable aircraft but such aircraft may be
subject to restrictions.
0
Conventional route structure based
clearances will be used for non-capable aircraft but such aircraft may be
subject to restrictions.
Controllers will use surveillance,
constraint management or ASAS separation to complement the route allocation.
0
Controllers will use surveillance,
constraint management or ASAS separation to complement the route allocation.
To achieve the additional capacity to reach
the high end SESAR goals a range of new separation modes will be employed. As
such modes may have impacts on individual optimum trajectories they will be
employed when maintenance of capacity and throughput is a higher priority. The
appropriate mode(s) may include 4D Contract clearances and ASAS. The preferred
mode(s) for use in SESAR and their exact area of application will be determined
after appropriate validation.
0
To achieve the additional capacity to reach
the high end SESAR goals a range of new separation modes will be employed. As
such modes may have impacts on individual optimum trajectories they will be
employed when maintenance of capacity and throughput is a higher priority. The
appropriate mode(s) may include 4D Contract clearances and ASAS. The preferred
mode(s) for use in SESAR and their exact area of application will be determined
after appropriate validation.
Aircraft operating according to 4DC will
have priority and controllers will separate other flights from them providing
an advantage to equipped aircraft.
0
Aircraft operating according to 4DC will
have priority and controllers will separate other flights from them providing
an advantage to equipped aircraft.
false
F.6.3.2
Id2476
1
During periods of medium/low complexity,
en-route operations will be based on essentially the same principles as for
high complexity en-route, but the specific high capacity modes will not be
needed.
0
During periods of medium/low complexity,
en-route operations will be based on essentially the same principles as for
high complexity en-route, but the specific high capacity modes will not be
needed.
All aircraft will normally be cleared on 2D
user preferred routes supported by shared trajectory data (for capable
aircraft) and ground-based trajectory prediction and uncertainty calculation.
Aircraft will be subject to conventional ATC separation or will use ASAS
capabilities. Vertical constraints will be used as required and precise
longitudinal navigation may be applied either in absolute terms (CTO) or in
relative terms with the spacing between flights being achieved through
controller actions or ASAS when needed.
0
All aircraft will normally be cleared on 2D
user preferred routes supported by shared trajectory data (for capable
aircraft) and ground-based trajectory prediction and uncertainty calculation.
Aircraft will be subject to conventional ATC separation or will use ASAS
capabilities. Vertical constraints will be used as required and precise
longitudinal navigation may be applied either in absolute terms (CTO) or in
relative terms with the spacing between flights being achieved through
controller actions or ASAS when needed.
false
F.6.3.3
Id4943
2
One goal of the ASAS development path
within the SESAR CONOPS is to enable ‘self-separation’ in mixed mode operations
[ D07 ]. The
intention of the concept is to allow self-separating flights and ANSP separated
flights to operate in the same airspace provided that this can be proven to
meet the target level of safety in addition to providing economic and capacity
benefits.
0
One goal of the ASAS development path
within the SESAR CONOPS is to enable ‘self-separation’ in mixed mode operations
[
D07
]. The
intention of the concept is to allow self-separating flights and ANSP separated
flights to operate in the same airspace provided that this can be proven to
meet the target level of safety in addition to providing economic and capacity
benefits.
Self-separation operations involve aircraft
being the designated separator. When operating in managed airspace however such
aircraft will still be ‘visible’ to the ATM system and to other traffic.
0
Self-separation operations involve aircraft
being the designated separator. When operating in managed airspace however such
aircraft will still be ‘visible’ to the ATM system and to other traffic.
· When the
aircraft is the designated separator ASAS procedures will be used.
0
·
When the
aircraft is the designated separator ASAS procedures will be used.
· Aircraft
will have ATM Capability Level 4 this enables the exchange of data between ASAS
aircraft and renders the aircraft ‘visible’ to the ATM system.
0
·
Aircraft
will have ATM Capability Level 4 this enables the exchange of data between ASAS
aircraft and renders the aircraft ‘visible’ to the ATM system.
· The
self-separating pilot will ‘validate’ successive segments of the trajectory
ahead of the aircraft – analogous to successive clearances by a controller
0
·
The
self-separating pilot will ‘validate’ successive segments of the trajectory
ahead of the aircraft – analogous to successive clearances by a controller
· When
self-separating from aircraft on Precision Trajectory clearances or under
controller separation it is the ASAS aircraft that will execute any required
separation manoeuvre.
0
·
When
self-separating from aircraft on Precision Trajectory clearances or under
controller separation it is the ASAS aircraft that will execute any required
separation manoeuvre.
· The
objective for ASAS self-separating aircraft will be to adhere to the RBT. When
a conflict is resolved the aircraft will return to the RBT.
0
·
The
objective for ASAS self-separating aircraft will be to adhere to the RBT. When
a conflict is resolved the aircraft will return to the RBT.
· Execution
of separation tasks involving ASAS aircraft will be supported by high levels of
automation and procedures and will be initiated at the system-system level i.e.
it will not be a manual task for the pilot under normal circumstances.
0
·
Execution
of separation tasks involving ASAS aircraft will be supported by high levels of
automation and procedures and will be initiated at the system-system level i.e.
it will not be a manual task for the pilot under normal circumstances.
Implementation of ASAS self-separation in
mixed mode operations is however not likely before 2020 and more R&D is
needed.
0
Implementation of ASAS self-separation in
mixed mode operations is however not likely before 2020 and more R&D is
needed.
false
F.6.4
Id3493
3
The prevention of collisions in unmanaged
airspace is the responsibility of the airspace user and is exercised by the
pilot based on the see-and-avoid principle. Advanced aircraft capabilities
coupled with a requirement for all airborne aircraft to be ‘electronically
visible’ will bring significant safety advantages in this airspace.
0
The prevention of collisions in unmanaged
airspace is the responsibility of the airspace user and is exercised by the
pilot based on the see-and-avoid principle. Advanced aircraft capabilities
coupled with a requirement for all airborne aircraft to be ‘electronically
visible’ will bring significant safety advantages in this airspace.
false
F.7
Id7757
7
false
F.7.1
Id9985
0
One of the elementary requirements for a
safety net is that it must work independently from other parts of the system,
on the ground or in the air. The reason for this is to ensure that reduced
system availability or common mode failure (where a single data error may
invalidate several safety layers) does not prevent the safety net from
achieving its Safety objectives.
0
One of the elementary requirements for a
safety net is that it must work independently from other parts of the system,
on the ground or in the air. The reason for this is to ensure that reduced
system availability or common mode failure (where a single data error may
invalidate several safety layers) does not prevent the safety net from
achieving its Safety objectives.
In SESAR, the dual layer safety afforded by
independent airborne and ground based safety nets, Airborne Collision Avoidance
System (ACAS) and Short Term Conflict Alert (STCA) respectively, will continue
to play a major role in helping to ensure maintenance of the required level of
safety. The use of the shared trajectory as the common view of flight
intentions both in the air and on the ground will improve the reliability of
STCA while reducing false alarm rates as part of multi hypothesis processing
options. STCA will be used as a safety net and not as a controller tool to manage
separation.
0
In SESAR, the dual layer safety afforded by
independent airborne and ground based safety nets, Airborne Collision Avoidance
System (ACAS) and Short Term Conflict Alert (STCA) respectively, will continue
to play a major role in helping to ensure maintenance of the required level of
safety. The use of the shared trajectory as the common view of flight
intentions both in the air and on the ground will improve the reliability of
STCA while reducing false alarm rates as part of multi hypothesis processing
options. STCA will be used as a safety net and not as a controller tool to manage
separation.
At the same time, SESAR will lead the way
in encouraging efforts to develop ACAS and STCA beyond their current state
where a lack of proper information sharing between ground and airborne systems
results in warnings and resolution advisories that are not coordinated.
0
At the same time, SESAR will lead the way
in encouraging efforts to develop ACAS and STCA beyond their current state
where a lack of proper information sharing between ground and airborne systems
results in warnings and resolution advisories that are not coordinated.
As a result of the delegation of the role
of separator, aircraft may fly in close proximity to each other with geometries
that would trigger ACAS as we know it to-day, not to mention STCA, unless those
systems were made capable of recognising situations where such new separation
modes were being applied [ D10 , D20 ].
0
As a result of the delegation of the role
of separator, aircraft may fly in close proximity to each other with geometries
that would trigger ACAS as we know it to-day, not to mention STCA, unless those
systems were made capable of recognising situations where such new separation
modes were being applied [
D10
,
D20
].
false
F.7.2
Id4983
1
One of the elementary requirements for a
collision avoidance system is that it must work independently from other parts
of the system, on the ground or in the air. The reason for this is to ensure
that reduced system availability or common mode failure (where a single data
error may invalidate several safety layers) does not prevent the collision
avoidance system from generating a warning should a risk of collision present
itself.
0
One of the elementary requirements for a
collision avoidance system is that it must work independently from other parts
of the system, on the ground or in the air. The reason for this is to ensure
that reduced system availability or common mode failure (where a single data
error may invalidate several safety layers) does not prevent the collision
avoidance system from generating a warning should a risk of collision present
itself.
Collision avoidance systems have been
developed for the ground system (STCA) and for the aircraft (ACAS)
independently from each other and the result of their calculations are not
normally shared. Consequently, in some cases the controller is not even aware
of an ACAS Resolution Advisory being given to the pilot until he or she
announces it. Conversely, the pilot is not automatically aware of an STCA
warning from the ground system. The risks inherent in this fragmented situation
have been mitigated by various procedures, however, these are not suitable for the
very high complexity operations the SESAR environment needs to support.
0
Collision avoidance systems have been
developed for the ground system (STCA) and for the aircraft (ACAS)
independently from each other and the result of their calculations are not
normally shared. Consequently, in some cases the controller is not even aware
of an ACAS Resolution Advisory being given to the pilot until he or she
announces it. Conversely, the pilot is not automatically aware of an STCA
warning from the ground system. The risks inherent in this fragmented situation
have been mitigated by various procedures, however, these are not suitable for the
very high complexity operations the SESAR environment needs to support.
SESAR requires an effective collision
avoidance system that makes full use of the shared trajectories and the system
wide information management approach while also eliminating common failure
modes between ground based and airborne systems as well as between separation
assurance systems and collision avoidance systems.
0
SESAR requires an effective collision
avoidance system that makes full use of the shared trajectories and the system
wide information management approach while also eliminating common failure
modes between ground based and airborne systems as well as between separation
assurance systems and collision avoidance systems.
In SESAR, all ATM information is shared and
accessible to all partners and the ground systems and the aircraft are just
individual nodes on the network. The SESAR Concept of Operations proposes an
approach where the independent warning capability of the safety nets is
retained on the functional level but otherwise they are cooperating on the
information management level. This means that completely independent detection
logic should be present in the different systems, using several independent
information sources as well as any available shared sources (e.g. altitude from
barometric and non-barometric sources, shared trajectories, etc.) but the
calculation results are always shared. This does not imply that the two systems
would negotiate the resolution manoeuvre.
0
In SESAR, all ATM information is shared and
accessible to all partners and the ground systems and the aircraft are just
individual nodes on the network. The SESAR Concept of Operations proposes an
approach where the independent warning capability of the safety nets is
retained on the functional level but otherwise they are cooperating on the
information management level. This means that completely independent detection
logic should be present in the different systems, using several independent
information sources as well as any available shared sources (e.g. altitude from
barometric and non-barometric sources, shared trajectories, etc.) but the
calculation results are always shared. This does not imply that the two systems
would negotiate the resolution manoeuvre.
In this approach, a warning of an impending
collision is an information management event that needs to be handled in the
appropriate manner in terms of timely display to pilot or controller or both
depending on the circumstances. The aim is to ensure that in accordance with
the predefined rules and the prevailing circumstances the pilot, the controller
or both get a warning and resolution advisory in a way which preserves their
common situational awareness.
0
In this approach, a warning of an impending
collision is an information management event that needs to be handled in the
appropriate manner in terms of timely display to pilot or controller or both
depending on the circumstances. The aim is to ensure that in accordance with
the predefined rules and the prevailing circumstances the pilot, the controller
or both get a warning and resolution advisory in a way which preserves their
common situational awareness.
Since this collision avoidance approach is
based on systems able to detect collision risks and then help avoiding them, it
is essential that all aircraft become “cooperative”. They must be visible to
each other via electronic means. For certain categories of aircraft, new means
of electronic visibility, with low power requirements, may need to be developed
to enable wide scale application of the concept.
0
Since this collision avoidance approach is
based on systems able to detect collision risks and then help avoiding them, it
is essential that all aircraft become “cooperative”. They must be visible to
each other via electronic means. For certain categories of aircraft, new means
of electronic visibility, with low power requirements, may need to be developed
to enable wide scale application of the concept.
Since the trajectory is associated with all
relevant information, including the separation mode being applied, the rules
and resolution advice can be adjusted dynamically to always align with the
minimum distances and separation minima implied by the separation mode in use.
The warning horizon may not always be the same for the pilot and the controller
and hence they may not need to get the same warning at the same time. However,
they must be aware (depending on predetermined rules) of what is happening and
also the action being advised to and being taken by the other partner.
0
Since the trajectory is associated with all
relevant information, including the separation mode being applied, the rules
and resolution advice can be adjusted dynamically to always align with the
minimum distances and separation minima implied by the separation mode in use.
The warning horizon may not always be the same for the pilot and the controller
and hence they may not need to get the same warning at the same time. However,
they must be aware (depending on predetermined rules) of what is happening and
also the action being advised to and being taken by the other partner.
false
F.7.3
Id3790
2
The proposed concept is to combine
autopilot (automatic control of aircraft) or flight director (display of
commands to assist the flight crew in controlling the aircraft) with ACAS to
provide a vertical speed guidance using the ACAS target. This requires high
authority autopilot in cruise. The objective is to respond to the ACAS
Resolution Advisory with a simple and straightforward procedure. This would be
an automatic manoeuvre, unless disabled by flight crew selection, if the
autopilot is on (automatic guidance) or flight director guidance if autopilot
is off (flight crew assistance through the display of vertical speed scale
indications). Such a procedure minimizes the deviation from the initial
trajectory and leaves the aircraft in a safe configuration after “clear of
conflict”. It also eases ACAS RA piloting (automatic guidance or flight crew
assistance) and reduces the flight crew task load.
0
The proposed concept is to combine
autopilot (automatic control of aircraft) or flight director (display of
commands to assist the flight crew in controlling the aircraft) with ACAS to
provide a vertical speed guidance using the ACAS target. This requires high
authority autopilot in cruise. The objective is to respond to the ACAS
Resolution Advisory with a simple and straightforward procedure. This would be
an automatic manoeuvre, unless disabled by flight crew selection, if the
autopilot is on (automatic guidance) or flight director guidance if autopilot
is off (flight crew assistance through the display of vertical speed scale
indications). Such a procedure minimizes the deviation from the initial
trajectory and leaves the aircraft in a safe configuration after “clear of
conflict”. It also eases ACAS RA piloting (automatic guidance or flight crew
assistance) and reduces the flight crew task load.
In accordance with this concept any RA or
other information being generated for the flight crew would also be shared to
ensure immediate availability to other relevant nodes (this includes other
aircraft).
0
In accordance with this concept any RA or
other information being generated for the flight crew would also be shared to
ensure immediate availability to other relevant nodes (this includes other
aircraft).
More research will be needed to determine
what is the best way of using STCA generated and shared events and under which
circumstances these should be made visible to the pilot. This must be coupled
with a rigorous safety assessment of the possible new hazards that may arise
from the sharing of this data.
0
More research will be needed to determine
what is the best way of using STCA generated and shared events and under which
circumstances these should be made visible to the pilot. This must be coupled
with a rigorous safety assessment of the possible new hazards that may arise
from the sharing of this data.
false
F.7.4
Id8425
3
The advanced approach to collision
avoidance being proposed for SESAR will require ACAS to undergo a major
revision while also remaining backwards compatible with legacy environments.
0
The advanced approach to collision
avoidance being proposed for SESAR will require ACAS to undergo a major
revision while also remaining backwards compatible with legacy environments.
STCA in all the SESAR ground systems will
share the same information management environment and its future versions will
be built to both work with shared information (and hence with ACAS) as well as
with information on the separation mode being used and as such will not present
legacy issues. In case advanced STCA encounters an aircraft with legacy ACAS,
it will revert to traditional operation without dynamic adjustments to the
warning rules.
0
STCA in all the SESAR ground systems will
share the same information management environment and its future versions will
be built to both work with shared information (and hence with ACAS) as well as
with information on the separation mode being used and as such will not present
legacy issues. In case advanced STCA encounters an aircraft with legacy ACAS,
it will revert to traditional operation without dynamic adjustments to the
warning rules.
false
F.7.5
Id118
4
On the airport surface (manoeuvring area)
collisions can take place between aircraft and between aircraft and vehicles,
where those on runways being the most critical ones.
0
On the airport surface (manoeuvring area)
collisions can take place between aircraft and between aircraft and vehicles,
where those on runways being the most critical ones.
To reduce the risk of runway incursions
better situational awareness for the controller, aircrew and vehicle drivers
will be provided not only through (re)design of the taxiway lay-out and
provision of visual aids (signs and markings) but also through CDTI technology.
0
To reduce the risk of runway incursions
better situational awareness for the controller, aircrew and vehicle drivers
will be provided not only through (re)design of the taxiway lay-out and
provision of visual aids (signs and markings) but also through CDTI technology.
Advanced surveillance systems (e.g. ground
radar in combination with multilateration technology) will constantly monitor
the position, movement and intention of all aircraft and vehicles, operating in
the manoeuvring area. It will provide enhanced information to controllers
whilst CDTI technology will provide aircrew and vehicle drivers with map,
guidance and traffic awareness information.
0
Advanced surveillance systems (e.g. ground
radar in combination with multilateration technology) will constantly monitor
the position, movement and intention of all aircraft and vehicles, operating in
the manoeuvring area. It will provide enhanced information to controllers
whilst CDTI technology will provide aircrew and vehicle drivers with map,
guidance and traffic awareness information.
By these means, possible conflicts and
runway incursions can be detected at an early stage and alarms issued to the
ground controller and also directly transmitted to the cockpit display and
alarm systems of the relevant aircraft and /or vehicles.
0
By these means, possible conflicts and
runway incursions can be detected at an early stage and alarms issued to the
ground controller and also directly transmitted to the cockpit display and
alarm systems of the relevant aircraft and /or vehicles.
Advanced, automated, systems may be
considered such as “auto-brake” to make it impossible for an aircraft or
vehicle to cross selected “stop bars”.
0
Advanced, automated, systems may be
considered such as “auto-brake” to make it impossible for an aircraft or
vehicle to cross selected “stop bars”.
false
G
Id1234
6
false
G.1
Id9296
0
Chapter F summarises how the concept
responds to the SESAR Requirements. A set of high level candidate operational
concept elements have been derived from the CONOPS, based purely on a pragmatic
analysis of the contents of the document.
0
Chapter F summarises how the concept
responds to the SESAR Requirements. A set of high level candidate operational
concept elements have been derived from the CONOPS, based purely on a pragmatic
analysis of the contents of the document.
The summary contains three overviews. The
first is a lists of how the OCE Supporting Details (i.e. the CONOPS itself)
respond to the performance objectives organised on a per KPA basis; the second
is a simple list of the Candidate OCEs; the third list shows how the grouped
OCE’s and their Supporting Details impact the spectrum of the SESAR Key
Performance Areas.
0
The summary contains three overviews. The
first is a lists of how the OCE Supporting Details (i.e. the CONOPS itself)
respond to the performance objectives organised on a per KPA basis; the second
is a simple list of the Candidate OCEs; the third list shows how the grouped
OCE’s and their Supporting Details impact the spectrum of the SESAR Key
Performance Areas.
false
G.2
Id171
1
This paragraph summarises how the concept
addresses the key SESAR performance areas. The key performance areas for
military air operations are similar to the civil KPA's, but have additional and
slightly different criteria for the measurement of performance.
0
This paragraph summarises how the concept
addresses the key SESAR performance areas. The key performance areas for
military air operations are similar to the civil KPA's, but have additional and
slightly different criteria for the measurement of performance.
false
G.2.1
Id2141
0
At the network level safety will be
increased through the safety management process outlined by SESAR WP1.6.
0
At the network level safety will be
increased through the safety management process outlined
by SESAR WP1.6.
The major contribution to achieving the
SESAR Safety goal will come from a combination of automated detection in the
ATM system of all aircraft interactions at a far earlier stage than current
conflict detection methods, together with increasingly capable safety nets
providing both ground and cockpit alerting.
0
The major contribution to achieving the
SESAR Safety goal will come from a combination of automated detection in the
ATM system of all aircraft interactions at a far earlier stage than current
conflict detection methods, together with increasingly capable safety nets
providing both ground and cockpit alerting.
These tools are:
0
These tools are:
· Advanced
airport automation, monitoring and conflict tools (ASMGCS) which effectively
eliminate runway incursions and ground based incidents.
0
·
Advanced
airport automation, monitoring and conflict tools (ASMGCS) which effectively
eliminate runway incursions and ground based incidents.
· Advanced
automation support for controllers including conflict detection and resolution
(strategic and tactical) conformance monitoring (CM) intent monitoring (IM) and
complexity monitoring. In combination, these tools will detect almost all
aircraft/ aircraft conflicts, aircraft penetrations of segregated airspace and
potential task overloads with sufficient time to allow an orderly resolution.
The tools also effectively monitor the ATM system for human error.
0
·
Advanced
automation support for controllers including conflict detection and resolution
(strategic and tactical) conformance monitoring (CM) intent monitoring (IM) and
complexity monitoring. In combination, these tools will detect almost all
aircraft/ aircraft conflicts, aircraft penetrations of segregated airspace and
potential task overloads with sufficient time to allow an orderly resolution.
The tools also effectively monitor the ATM system for human error.
· Automated
support tools that are able to display and communicate activation and
de-activation of airspace reservations/segregations for military/civil use
(pre-planned or ad-hoc areas) and provide automated guidance to avoid these
areas with appropriate separation. Additionally these tools should be capable
of indicating different separation requirements in regard to those military
missions, for which a segregation of airspace might not be required during the
whole mission (e.g. large formations, air-refuelling) or could for certain
missions even be avoided.
0
·
Automated
support tools that are able to display and communicate activation and
de-activation of airspace reservations/segregations for military/civil use
(pre-planned or ad-hoc areas) and provide automated guidance to avoid these
areas with appropriate separation. Additionally these tools should be capable
of indicating different separation requirements in regard to those military
missions, for which a segregation of airspace might not be required during the
whole mission (e.g. large formations, air-refuelling) or could for certain
missions even be avoided.
· Airborne
Separation Assistance Systems improve situational awareness on the ground.
These systems, coupled with a requirement for all aircraft and vehicles in the
vicinity of runways to be ‘electronically visible’ will enable direct cockpit
alerts for any potential ground conflicts.
0
·
Airborne
Separation Assistance Systems improve situational awareness on the ground.
These systems, coupled with a requirement for all aircraft and vehicles in the
vicinity of runways to be ‘electronically visible’ will enable direct cockpit
alerts for any potential ground conflicts.
· Airborne
Separation Assistance Systems improve situational awareness in the air. These
systems, coupled with a requirement for all airborne aircraft to be
‘electronically visible’ will also significantly reduce conflicts in unmanaged
airspace.
0
·
Airborne
Separation Assistance Systems improve situational awareness in the air. These
systems, coupled with a requirement for all airborne aircraft to be
‘electronically visible’ will also significantly reduce conflicts in unmanaged
airspace.
· Reduction
of wake vortex encounters via improved prediction and detection.
0
·
Reduction
of wake vortex encounters via improved prediction and detection.
· Advanced
aircraft navigational and communication capabilities ensure the availability of
accurate intent information in the form of shared trajectories.
0
·
Advanced
aircraft navigational and communication capabilities ensure the availability of
accurate intent information in the form of shared trajectories.
· Tools to
assist the controllers in building and maintaining their situation awareness.
0
·
Tools to
assist the controllers in building and maintaining their situation awareness.
· Automation
that is coupled with fail-safe modes that do not require full reliance on human
situational awareness as a backup for automation failures.
0
·
Automation
that is coupled with fail-safe modes that do not require full reliance on human
situational awareness as a backup for automation failures.
· Advanced
Communications Capability allows system-wide information sharing between pilots
and controllers and between air and ground systems.
0
·
Advanced
Communications Capability allows system-wide information sharing between pilots
and controllers and between air and ground systems.
· Improved
safety net systems (ACAS and STCA).
0
·
Improved
safety net systems (ACAS and STCA).
· Precise
management of trajectories supporting a high degree of strategic deconfliction
as required for periods and in airspace where high complexity is predicted
(2D-RNP and 3D route structures).
0
·
Precise
management of trajectories supporting a high degree of strategic deconfliction
as required for periods and in airspace where high complexity is predicted
(2D-RNP and 3D route structures).
General Aviation safety will be enhanced by
0
General Aviation safety
will be enhanced by
· An
integrated pre-flight planning tool (AIS & Weather Briefing, Flight Plan
Filing, both for VFR and IFR) will facilitate the today’s complex process based
on the use of various stand-alone, difficult and non-standardised means to
access and user-unfriendly systems. The expected safety improvement is the
mitigation of the risk of airspace infringements and flights into hazardous
weather.
0
·
An
integrated pre-flight planning tool (AIS & Weather Briefing, Flight Plan
Filing, both for VFR and IFR) will facilitate the today’s complex process based
on the use of various stand-alone, difficult and non-standardised means to
access and user-unfriendly systems. The expected safety improvement is the
mitigation of the risk of airspace infringements and flights into hazardous
weather.
· Access to
in-flight weather information will reduce the risk of flights into hazardous
weather especially on longer flights in a changing weather environment
0
·
Access to
in-flight weather information will reduce the risk of flights into hazardous
weather especially on longer flights in a changing weather environment
· Access to
in-flight aeronautical information will reduce the risk of flights into
restricted airspace and will facilitate the change of trajectory in respect of
flight rules.
0
·
Access to
in-flight aeronautical information will reduce the risk of flights into
restricted airspace and will facilitate the change of trajectory in respect of
flight rules.
· Cost
affordable Traffic information systems will reduce the risk of both midair and
runway collisions.
0
·
Cost
affordable Traffic information systems will reduce the risk of both midair and
runway collisions.
· Digital
Radio- and Data-communication with the functionality of automatic frequency
change will help to reduce the workload in the typical one-pilot-cockpit of GA
aircraft, increasing the level of safety. In addition Digital Communication
also gives VFR flights without a requirement for radio contact the immediate
possibility to contact the appropriate ATM facility whenever needed. Likewise,
ATM will be capable of directly addressing crews of GA in case of urgency.
0
·
Digital
Radio- and Data-communication with the functionality of automatic frequency
change will help to reduce the workload in the typical one-pilot-cockpit of GA
aircraft, increasing the level of safety. In addition Digital Communication
also gives VFR flights without a requirement for radio contact the immediate
possibility to contact the appropriate ATM facility whenever needed. Likewise,
ATM will be capable of directly addressing crews of GA in case of urgency.
· SBAS supporting
GNSS Approaches will allow the usage of non-ILS equipped airfields below
today’s non-precision minima reducing the risk from the use of non-precision
procedures. The risk of an airfield becoming unserviceable would be
significantly reduced via the introduction of ILS CAT I-like GNSS supported
approaches.
0
·
SBAS supporting
GNSS Approaches will allow the usage of non-ILS equipped airfields below
today’s non-precision minima reducing the risk from the use of non-precision
procedures. The risk of an airfield becoming unserviceable would be
significantly reduced via the introduction of ILS CAT I-like GNSS supported
approaches.
false
G.2.2
Id8814
1
Capacity will be increased by:
0
Capacity will be increased by:
· Runway
throughput and capacity improvements due to new procedures, technologies and where
possible infrastructure.
0
·
Runway
throughput and capacity improvements due to new procedures, technologies and where
possible infrastructure.
· New
aircraft and ground capabilities for airport approach and surface operations
that enable the maintenance of throughput in low visibility and strong wind
conditions. (e.g. delegation of the responsibility for avoiding collisions on
airfield surface in low visibility conditions)
0
·
New
aircraft and ground capabilities for airport approach and surface operations
that enable the maintenance of throughput in low visibility and strong wind
conditions. (e.g. delegation of the responsibility for avoiding collisions on
airfield surface in low visibility conditions)
· More
extensive use of previously under utilised airports. (effective use of existing
capacity)
0
·
More
extensive use of previously under utilised airports. (effective use of existing
capacity)
· Aircraft
advanced navigational capabilities, enabling precise profiles and timing, thus
supporting new separation modes and better utilisation of airspace.
0
·
Aircraft
advanced navigational capabilities, enabling precise profiles and timing, thus
supporting new separation modes and better utilisation of airspace.
· Precise
management of trajectories supporting a high degree of strategic deconfliction
in congested airspace (2D-RNP and 3D route structures).
0
·
Precise
management of trajectories supporting a high degree of strategic deconfliction
in congested airspace (2D-RNP and 3D route structures).
· Enhanced
coordination of special airspace activity (AFUA).
0
·
Enhanced
coordination of special airspace activity (AFUA).
· Capabilities
to manage co-existence with military mission trajectories
0
·
Capabilities
to manage co-existence with military mission trajectories
· Controllers
are supported by advanced automation capabilities (Conflict detection and
resolution, CM, IM, conflict resolution) that enable efficient and timely
tactical intervention when required and ensure that clearances have a longer
valid duration.
0
·
Controllers
are supported by advanced automation capabilities (Conflict detection and
resolution, CM, IM, conflict resolution) that enable efficient and timely
tactical intervention when required and ensure that clearances have a longer
valid duration.
· Delegation
of spacing and separation tasks to pilots of capable aircraft at ANSP
discretion (e.g. ASAS-Crossing and Passing).
0
·
Delegation
of spacing and separation tasks to pilots of capable aircraft at ANSP
discretion (e.g. ASAS-Crossing and Passing).
· Interlaced
take-offs and landings to improve runway utilisation where appropriate.
0
·
Interlaced
take-offs and landings to improve runway utilisation where appropriate.
· Improved
interoperability (air/air, air/ground and ground/ground) and improved cross border
collaboration and introduction of Military cross border areas.
0
·
Improved
interoperability (air/air, air/ground and ground/ground) and improved cross border
collaboration and introduction of Military cross border areas.
· Throughput
is improved by collaborative planning reflected in the NOP.
0
·
Throughput
is improved by collaborative planning reflected in the NOP.
Note: It is the opinion of the airports that passenger throughput
can be increased by changing the slot allocation rule. It is agreed that this
is outside the scope of SESAR..
0
Note: It is the opinion of the airports that passenger throughput
can be increased by changing the slot allocation rule. It is agreed that this
is outside the scope of SESAR..
false
G.2.3
Id8952
2
Note: This covers direct ATM costs.
Indirect costs are covered under ‘Flight efficiency’.
0
Note: This covers direct ATM costs.
Indirect costs are covered under ‘Flight efficiency’.
Cost effectiveness objectives will be met
by:
0
Cost effectiveness objectives will be met
by:
· SWIM and
data sharing allows the streamlining of air traffic services provided and
improved interoperability allows areas of responsibility to be transferred
between units according to demand.
0
·
SWIM and
data sharing allows the streamlining of air traffic services provided and
improved interoperability allows areas of responsibility to be transferred
between units according to demand.
· Remotely
operated towers at airfields with only intermittent traffic.
0
·
Remotely
operated towers at airfields with only intermittent traffic.
· Sector
control teams, supported by advanced automation capabilities and benefiting
from the advanced navigational capabilities of aircraft (including ASAS
capabilities) will be able to manage significantly more flights.
0
·
Sector
control teams, supported by advanced automation capabilities and benefiting
from the advanced navigational capabilities of aircraft (including ASAS
capabilities) will be able to manage significantly more flights.
· The use of
advanced aircraft capabilities and new ground capabilities (e.g.
Multilateration) allows the ground infrastructure to be rationalised (e.g.
elimination of redundant ground navigation aids).
0
·
The use of
advanced aircraft capabilities and new ground capabilities (e.g.
Multilateration) allows the ground infrastructure to be rationalised (e.g.
elimination of redundant ground navigation aids).
· Advanced
automated support will allow controllers to hold more generic validations therefore
enabling flexible capacity deployment.
0
·
Advanced
automated support will allow controllers to hold more generic validations therefore
enabling flexible capacity deployment.
· ASAS
Self-separation allows increased ANSP productivity and the possibility of
charging related to the service level received.
0
·
ASAS
Self-separation allows increased ANSP productivity and the possibility of
charging related to the service level received.
false
G.2.4
Id8822
3
Environmental objectives will be met by:
0
Environmental objectives will be met by:
· Aircraft
fly their individual optimum trajectories to the maximum extent possible,
minimising both gaseous and noise emissions. Environmental Optimisation will be
performed at the different steps throughout the lifecycle of the business
trajectory. The optimisation based on environmental criteria will be done
whilst planning the business trajectory, a trade-off between business needs and
environmental requirements could be necessary.
0
·
Aircraft
fly their individual optimum trajectories to the maximum extent possible,
minimising both gaseous and noise emissions. Environmental Optimisation will be
performed at the different steps throughout the lifecycle of the business
trajectory. The optimisation based on environmental criteria will be done
whilst planning the business trajectory, a trade-off between business needs and
environmental requirements could be necessary.
· Realistic
airport scheduling, real-time demand and capacity balancing, sequencing and
metering, time-based spacing, wake vortex detection and runway occupancy
improvements substantially reduces airborne holding and ground queuing.
0
·
Realistic
airport scheduling, real-time demand and capacity balancing, sequencing and
metering, time-based spacing, wake vortex detection and runway occupancy
improvements substantially reduces airborne holding and ground queuing.
· Sustainable
runway throughput in adverse weather conditions, achieved by eliminating ILS
protection limitations, ASMGCS, CDTI and time-based spacing, substantially
reduces airborne holding and ground queuing during these conditions.
0
·
Sustainable
runway throughput in adverse weather conditions, achieved by eliminating ILS
protection limitations, ASMGCS, CDTI and time-based spacing, substantially
reduces airborne holding and ground queuing during these conditions.
· Managed
thrust on take off, continuous climb departure routes and continuous descent
approach procedures all contribute to fuel efficiency and noise reductions.
0
·
Managed
thrust on take off, continuous climb departure routes and continuous descent
approach procedures all contribute to fuel efficiency and noise reductions.
· Optimum
arrival and departure routes and procedures to minimize the noise impact.
0
·
Optimum
arrival and departure routes and procedures to minimize the noise impact.
· Enhanced
surface movement planning to optimise start-up sequence, aircraft ground
movement and taxi-times; this reduces braking and changes in power settings,
resulting in less gaseous emission related to improved fuel efficiency on
ground.
0
·
Enhanced
surface movement planning to optimise start-up sequence, aircraft ground
movement and taxi-times; this reduces braking and changes in power settings,
resulting in less gaseous emission related to improved fuel efficiency on
ground.
· The
procedures dealing with capacity disruption will recognise the necessity to
control and minimise adverse environmental impacts.
0
·
The
procedures dealing with capacity disruption will recognise the necessity to
control and minimise adverse environmental impacts.
· A
Collaborative Environmental Management program with a holistic approach to all
aspects of environment focussing also on procedures and tools.
0
·
A
Collaborative Environmental Management program with a holistic approach to all
aspects of environment focussing also on procedures and tools.
· Facilitation
of military mission trajectories as planned and without delays to ensure successful
accomplishment, minimising the need for repetitions due to lost missions.
0
·
Facilitation
of military mission trajectories as planned and without delays to ensure successful
accomplishment, minimising the need for repetitions due to lost missions.
· Towing of
aircraft to/from designated areas close to the runway, there where practically
possible and environmentally balanced.
0
·
Towing of
aircraft to/from designated areas close to the runway, there where practically
possible and environmentally balanced.
· Cruise
Climb.
0
·
Cruise
Climb.
false
G.2.5
Id3081
4
Flexibility objectives will be met by:
0
Flexibility objectives will be met by:
· All
airport resources will be managed to assure maximum flexibility such as stands
and other often dedicated resources.
0
·
All
airport resources will be managed to assure maximum flexibility such as stands
and other often dedicated resources.
· Arrival
times at congested airports (TTAs) will be allocated only when the departure
time (from origin) is known with sufficient accuracy.
0
·
Arrival
times at congested airports (TTAs) will be allocated only when the departure
time (from origin) is known with sufficient accuracy.
· Flights
will not be allocated a departure slot time in advance of being ready to depart
if the ATM network is operating normally. Flights should expect to be able to
depart when they are ready to do so, subject only to any allocated TTA at
destination and any departure runway capacity and ground movement constraints.
This is reflected in the NOP.
0
·
Flights
will not be allocated a departure slot time in advance of being ready to depart
if the ATM network is operating normally. Flights should expect to be able to
depart when they are ready to do so, subject only to any allocated TTA at
destination and any departure runway capacity and ground movement constraints.
This is reflected in the NOP.
· Enhanced
coordination of special airspace activity (AFUA) enables flexible allocation of
airspace according to accurate demand information.
0
·
Enhanced
coordination of special airspace activity (AFUA) enables flexible allocation of
airspace according to accurate demand information.
· Flexibility
for military operations will be safeguarded by:
0
·
Flexibility
for military operations will be safeguarded by:
o Access to all portions of
airspace required by military airspace users.
0
o
Access to all portions of
airspace required by military airspace users.
o Suitability of the ATM system
to timely and flexibly allocate sufficient airspace dimensions for military
operations and training requirements.
0
o
Suitability of the ATM system
to timely and flexibly allocate sufficient airspace dimensions for military
operations and training requirements.
o Responsiveness of the ATM
system to military mission requirements.
0
o
Responsiveness of the ATM
system to military mission requirements.
o Minimising the effect of ATM
delays and ATFM measures on military missions under GAT. OAT will not be
subject to ATFM measures unless agreed via CDM through appropriate military
authorities.
0
o
Minimising the effect of ATM
delays and ATFM measures on military missions under GAT. OAT will not be
subject to ATFM measures unless agreed via CDM through appropriate military
authorities.
o Ensuring that the military
mission trajectory can be changed at all times, including ad-hoc short notice
changes, as dictated by military operational requirements.
0
o
Ensuring that the military
mission trajectory can be changed at all times, including ad-hoc short notice
changes, as dictated by military operational requirements.
· Airports
and regional network management will have pre-determined scenarios to react
quickly to disruptive incidents.
0
·
Airports
and regional network management will have pre-determined scenarios to react
quickly to disruptive incidents.
· Users
decide how to meet ATM constraints to provide the best business outcome except
in time critical circumstances.
0
·
Users
decide how to meet ATM constraints to provide the best business outcome except
in time critical circumstances.
· CDM and
SWIM enable real-time negotiations.
0
·
CDM and
SWIM enable real-time negotiations.
· Improved
interoperability (air/ground and ground/ground) and improved cross border
collaboration allow common situation awareness and more flexible response to
unforeseen events.
0
·
Improved
interoperability (air/ground and ground/ground) and improved cross border
collaboration allow common situation awareness and more flexible response to
unforeseen events.
A high degree of flexibility will have
impact on the utilization level of resources. Tighter schedules bring increased
resource utilisation levels but will also make the system more unstable and
vulnerable to distortions, reducing predictability and the ability to recover
adequately to "normal" operations (flexibility).
0
A high degree of flexibility will have
impact on the utilization level of resources. Tighter schedules bring increased
resource utilisation levels but will also make the system more unstable and
vulnerable to distortions, reducing predictability and the ability to recover
adequately to "normal" operations (flexibility).
false
G.2.6
Id8147
5
Predictability objectives will be met by:
0
Predictability objectives will be met by:
· Scheduling
at realistic runway utilisation ratios.
0
·
Scheduling
at realistic runway utilisation ratios.
· Maintaining
some ATM capacity in excess of actual demand.
0
·
Maintaining
some ATM capacity in excess of actual demand.
· Integration
of AMAN and DMAN systems and the turn-round process to enable co-ordination of
departure times to meet arrival constraints (TTAs).
0
·
Integration
of AMAN and DMAN systems and the turn-round process to enable co-ordination of
departure times to meet arrival constraints (TTAs).
· Sustainable
runway throughput in adverse weather conditions, achieved by eliminating ILS
protection limitations, ASMGCS, CDTI and time-based spacing, substantially
reduces airborne holding and ground queuing during low visibility and strong
wind conditions.
0
·
Sustainable
runway throughput in adverse weather conditions, achieved by eliminating ILS
protection limitations, ASMGCS, CDTI and time-based spacing, substantially
reduces airborne holding and ground queuing during low visibility and strong
wind conditions.
· Improving
internal airport performance will enable aircraft to meet the required
departure predictability.
0
·
Improving
internal airport performance will enable aircraft to meet the required
departure predictability.
· Improved
weather forecasting
0
·
Improved
weather forecasting
false
G.2.7
Id9484
6
Efficiency objectives will be met by:
0
Efficiency objectives will be met by:
· Aircraft
fly their individual optimum profiles to the maximum extent possible.
0
·
Aircraft
fly their individual optimum profiles to the maximum extent possible.
· Users
decide how to meet ATM constraints to provide the best business outcome except
in time critical circumstances.
0
·
Users
decide how to meet ATM constraints to provide the best business outcome except
in time critical circumstances.
· Enhanced
coordination of special airspace activity (AFUA) enables efficiency
improvements in military and civil operations.
0
·
Enhanced
coordination of special airspace activity (AFUA) enables efficiency
improvements in military and civil operations.
· The ATM
system will support military mission effectiveness and economic performance by
facilitating military mission trajectories as planned, including
reserved/segregated volumes of airspace within required airbase proximity.
0
·
The ATM
system will support military mission effectiveness and economic performance by
facilitating military mission trajectories as planned, including
reserved/segregated volumes of airspace within required airbase proximity.
· Ensuring
that all stakeholders involved in the airport operation optimally co-ordinate
their procedures to achieve on time performance.
0
·
Ensuring
that all stakeholders involved in the airport operation optimally co-ordinate
their procedures to achieve on time performance.
· Realistic
airport scheduling, real-time demand and capacity balancing, sequencing and
metering, time-based spacing, enhanced wake vortex prediction & detection
and wake vortex categories, interlaced take-offs and landings and runway
occupancy improvements substantially reduces airborne holding and ground
queuing.
0
·
Realistic
airport scheduling, real-time demand and capacity balancing, sequencing and
metering, time-based spacing, enhanced wake vortex prediction & detection
and wake vortex categories, interlaced take-offs and landings and runway
occupancy improvements substantially reduces airborne holding and ground
queuing.
false
G.2.8
Id7462
7
Access
and Equity is
about ensuring the needs of all airspace users are recognised and have access
to airspace to enable their trajectories to be accomplished at a reasonably
optimal level. Clearly this represents a significant trade-off between the
users (airlines, Business Aviation, General Aviation and military aviation) no
one group can expect unhindered trajectories at the expense of the rest.
Nevertheless, the discharge of national defence responsibilities (e.g. air
defence flights or air policing missions) continues to require certain priority
procedures and unrestricted access to all airspace.
0
Access
and Equity
is
about ensuring the needs of all airspace users are recognised and have access
to airspace to enable their trajectories to be accomplished at a reasonably
optimal level. Clearly this represents a significant trade-off between the
users (airlines, Business Aviation, General Aviation and military aviation) no
one group can expect unhindered trajectories at the expense of the rest.
Nevertheless, the discharge of national defence responsibilities (e.g. air
defence flights or air policing missions) continues to require certain priority
procedures and unrestricted access to all airspace.
· No segregation within Managed Airspace due to aircraft equipage.
0
·
No
segregation within Managed Airspace due to aircraft
equipage.
· SWIM and
Collaborative Decision Making
0
·
SWIM and
Collaborative Decision Making
Participation is a societal
KPA that is outside the scope of this operational concept but is being
addressed within SESAR, task 1.7.3 / D3.
0
Participation
is a societal
KPA that is outside the scope of this operational concept but is being
addressed within SESAR, task 1.7.3 / D3.
Interoperability is a key enabler for driving
civil-military coordination of the concept and will be addressed in more detail
in other SESAR work packages. Basic requirements are to enhance civil-military
interoperability are:
0
Interoperability
is a key enabler for driving
civil-military coordination of the concept and will be addressed in more detail
in other SESAR work packages. Basic requirements are to enhance civil-military
interoperability are:
· Pursuing
CNS/ATM technology convergence between civil/military systems.
0
·
Pursuing
CNS/ATM technology convergence between civil/military systems.
· The use of
military systems having different technical characteristics will be facilitated
by performance-based requirements.
0
·
The use of
military systems having different technical characteristics will be facilitated
by performance-based requirements.
· Minimise
the number of exemption policies for State aircraft.
0
·
Minimise
the number of exemption policies for State aircraft.
· Improved
data sharing (air/air, air/ground and ground/ground) and improved cross border
collaboration.
0
·
Improved
data sharing (air/air, air/ground and ground/ground) and improved cross border
collaboration.
· Application
of global interoperability standards.
0
·
Application
of global interoperability standards.
Security constitutes
an important KPA. Faced with the evolving threats, the objectives of ATM
security are a) to ensure that there is self-protection of the ATM service as
part of the critical infrastructure of modern society and b) to ensure that it
can support government agencies in dealing with security incidents.
0
Security
constitutes
an important KPA. Faced with the evolving threats, the objectives of ATM
security are a) to ensure that there is self-protection of the ATM service as
part of the critical infrastructure of modern society and b) to ensure that it
can support government agencies in dealing with security incidents.
Security will be embedded in the SESAR ATM
design process so it becomes part of the ATM culture in a similar way to that
which currently exists for safety. The concept of a closely integrated
partnership of service users and providers is dependent on a level of trust
between all the parties involved in the face of an aggressive evolving threat;
the trust to be able to share information, to couple networks together, to
protect airspace, to share staff and to implement joint security policies to
protect the system from those who would disrupt it.
0
Security will be embedded in the SESAR ATM
design process so it becomes part of the ATM culture in a similar way to that
which currently exists for safety. The concept of a closely integrated
partnership of service users and providers is dependent on a level of trust
between all the parties involved in the face of an aggressive evolving threat;
the trust to be able to share information, to couple networks together, to
protect airspace, to share staff and to implement joint security policies to
protect the system from those who would disrupt it.
· The future
ATM system will meet the security and business continuity requirements from
being part of critical infrastructure.
0
·
The future
ATM system will meet the security and business continuity requirements from
being part of critical infrastructure.
· The ATM
information networks will be protected so that the ATM applications may
function securely (e.g. CDM, 4D-Trajectory Management, ADS-B, TIS-B).
0
·
The ATM
information networks will be protected so that the ATM applications may
function securely (e.g. CDM, 4D-Trajectory Management, ADS-B, TIS-B).
· The system
wide security management function (e.g. access control, network management)
will be integrated in the SESAR architecture.
0
·
The system
wide security management function (e.g. access control, network management)
will be integrated in the SESAR architecture.
· The
security of SWIM based information networks will be harmonized with the
on-board networks of connected aircraft and the data links.
0
·
The
security of SWIM based information networks will be harmonized with the
on-board networks of connected aircraft and the data links.
· The SESAR
architecture will provide a framework that allows for a stepwise implementation
of the security measures as the threat evolves.
0
·
The SESAR
architecture will provide a framework that allows for a stepwise implementation
of the security measures as the threat evolves.
· The
security vetting procedures for staff (currently a state responsibility) and
the access requirements will be harmonised to allow mobility of staff.
0
·
The
security vetting procedures for staff (currently a state responsibility) and
the access requirements will be harmonised to allow mobility of staff.
· ATM will
continue to support national governmental agencies in responding to unlawful
acts in the airspace and on the ground.
0
·
ATM will
continue to support national governmental agencies in responding to unlawful
acts in the airspace and on the ground.
· ATM will
support national security in respect of flights entering national airspace.
0
·
ATM will
support national security in respect of flights entering national airspace.
· Interoperability
between civil and military aircraft communication during interceptions in
support of incident management will be improved.
0
·
Interoperability
between civil and military aircraft communication during interceptions in
support of incident management will be improved.
· The
security of airspace will be increased using the new operational possibilities
for trajectory management.
0
·
The
security of airspace will be increased using the new operational possibilities
for trajectory management.
false
G.3
Id5518
2
This section summarises how the grouped OCE
Supporting Details impact the spectrum of the SESAR Key Performance Areas. This
relationship is depicted by “++” symbol reflecting a Direct Relationship and
“+” reflecting an Indirect Relationship between OCE Supporting Detail and KPA.
The OCE Supporting Details are clustered based on the following OCE titles:
0
This section summarises how the grouped OCE
Supporting Details impact the spectrum of the SESAR Key Performance Areas. This
relationship is depicted by “++” symbol reflecting a Direct Relationship and
“+” reflecting an Indirect Relationship between OCE Supporting Detail and KPA.
The OCE Supporting Details are clustered based on the following OCE titles:
false
H
Id3779
7
This section describes the significant
system characteristics and capabilities that support the SESAR concept.
0
This section describes the significant
system characteristics and capabilities that support the SESAR concept.
false
H.1
Id8110
0
false
H.1.1
Id7487
0
Aeronautical data has traditionally been
classified in different ways by ICAO. Aeronautical information, meteorological
information, flight plan data and the associated communication layers all having
their own specifications.
0
Aeronautical data has traditionally been
classified in different ways by ICAO. Aeronautical information, meteorological
information, flight plan data and the associated communication layers all having
their own specifications.
ATC systems have had only simple capability
to talk to each other and airspace user systems grew up on a more or less
proprietary basis, with little or no ability to exchange information with ATC
systems. This fragmented and mostly incompatible environment has resulted in a
situation where not only efficiency but on occasion even safety is compromised.
It is not unusual to have several copies of the same flight plan exist in
different ATC systems, each slightly different from the other and neither one
correctly reflecting the airspace user’s intentions. Incompatible flight plans
across transfer of control boundaries can lead to serious problems.
0
ATC systems have had only simple capability
to talk to each other and airspace user systems grew up on a more or less
proprietary basis, with little or no ability to exchange information with ATC
systems. This fragmented and mostly incompatible environment has resulted in a
situation where not only efficiency but on occasion even safety is compromised.
It is not unusual to have several copies of the same flight plan exist in
different ATC systems, each slightly different from the other and neither one
correctly reflecting the airspace user’s intentions. Incompatible flight plans
across transfer of control boundaries can lead to serious problems.
The implementation of the CFMU brought some
improvement in both standardisation of flight data and the availability of
information. Nevertheless, many problems remain particularly with data quality
and interoperability. ATC systems still do not talk to each other properly, and
the standard which is supposed to regulate such transactions is in fact more a
collection of options than a standard.
0
The implementation of the CFMU brought some
improvement in both standardisation of flight data and the availability of
information. Nevertheless, many problems remain particularly with data quality
and interoperability. ATC systems still do not talk to each other properly, and
the standard which is supposed to regulate such transactions is in fact more a
collection of options than a standard.
For many years, the airborne element of the
ATM network, the aircraft, was essentially cut off from the rest of the system,
with only voice communications and later ACARS providing some connectivity.
0
For many years, the airborne element of the
ATM network, the aircraft, was essentially cut off from the rest of the system,
with only voice communications and later ACARS providing some connectivity.
The data interoperability approach, in
which enterprise level data definitions, management policies and procedures
were agreed and implemented, resulted in tightly coupled application
interfaces. This in turn meant that the introduction of new hardware, systems
or even functions became extremely cumbersome and expensive. Furthermore, it
was very difficult to share data between the partners concerned, effectively
blocking the introduction of some new, capacity enhancing features. The need
for global interoperability was duly recognised, but little was done until
recently to actually achieve this in the field of information management.
0
The data interoperability approach, in
which enterprise level data definitions, management policies and procedures
were agreed and implemented, resulted in tightly coupled application
interfaces. This in turn meant that the introduction of new hardware, systems
or even functions became extremely cumbersome and expensive. Furthermore, it
was very difficult to share data between the partners concerned, effectively
blocking the introduction of some new, capacity enhancing features. The need
for global interoperability was duly recognised, but little was done until
recently to actually achieve this in the field of information management.
The need for collaborative decision making
has highlighted the lack of clear scope or content of data and the means to
provide true temporality. A key limitation has been the absence of a globally
accepted aeronautical information exchange format, but this is now being
addressed by AIXM V5.0 which will be published in late 2007.
0
The need for collaborative decision making
has highlighted the lack of clear scope or content of data and the means to
provide true temporality. A key limitation has been the absence of a globally
accepted aeronautical information exchange format, but this is now being
addressed by AIXM V5.0 which will be published in late 2007.
The modern ATM network is essentially an
information processing system, with its ground based and airborne elements
being prodigious producers and consumers of data which needs to be properly
managed. The main business driver of system wide information management is the
fact that without it, the growth of the aviation industry could slow or even
halt, as the essentially information based ATM network struggles to keep up
with its own requirements.
0
The modern ATM network is essentially an
information processing system, with its ground based and airborne elements
being prodigious producers and consumers of data which needs to be properly
managed. The main business driver of system wide information management is the
fact that without it, the growth of the aviation industry could slow or even
halt, as the essentially information based ATM network struggles to keep up
with its own requirements.
false
H.1.2
Id2069
1
SWIM stands for System Wide Information
Management. It proposes to replace data level interoperability and closely
coupled interfaces with a open, flexible, modular and secure data architecture
that support users and their applications in a transparent and efficient
manner.
0
SWIM stands for System Wide Information
Management. It proposes to replace data level interoperability and closely
coupled interfaces with a open, flexible, modular and secure data architecture
that support users and their applications in a transparent and efficient
manner.
As far as the SWIM concept is concerned, an
important aspect of the SWIM environment is that its scope in terms of data
coverage is neither limited nor pre-defined. All information of concern to air
traffic management is considered to be in-scope. Conceptually, the SWIM
environment provides a foundation upon which data and services can be added as
necessary to support ATM stakeholders requirements.
0
As far as the SWIM concept is concerned, an
important aspect of the SWIM environment is that its scope in terms of data
coverage is neither limited nor pre-defined. All information of concern to air
traffic management is considered to be in-scope. Conceptually, the SWIM
environment provides a foundation upon which data and services can be added as
necessary to support ATM stakeholders requirements.
The distributed processing environment in
SWIM is focused on the best possible support of information sharing which is a
prime requirement of the ATM network.. It is also easily scalable and robust,
meeting the ATM requirement of easy addition of new partners and overall
reliability.
0
The distributed processing environment in
SWIM is focused on the best possible support of information sharing which is a
prime requirement of the ATM network.. It is also easily scalable and robust,
meeting the ATM requirement of easy addition of new partners and overall
reliability.
SWIM represents added value also in terms
of facilitating general accessibility. Focus shifts from the producer of
information to information itself and generalised access to information (as
opposed of pre-packaged sets as is the case today) enables users to create
their own applications which best suit their mission needs.
0
SWIM represents added value also in terms
of facilitating general accessibility. Focus shifts from the producer of
information to information itself and generalised access to information (as
opposed of pre-packaged sets as is the case today) enables users to create
their own applications which best suit their mission needs.
In the ATM network, almost every
participant is a producer as well as a consumer of information. It is not
desirable to decide in advance who will need what information, from whom and
when. The key issue is to decouple producer of information from the possible
consumer in such a way that the number and nature of the consumers can evolve through
time. On the contrary for what concerns the producers of information it is of
the utmost importance to agree on the level of interoperability required with
other ATM stakeholders that may have to contribute to the elaboration of the
consistent and consolidated view of the reference data. For that purpose, the
SWIM participants have to share:
0
In the ATM network, almost every
participant is a producer as well as a consumer of information. It is not
desirable to decide in advance who will need what information, from whom and
when. The key issue is to decouple producer of information from the possible
consumer in such a way that the number and nature of the consumers can evolve through
time. On the contrary for what concerns the producers of information it is of
the utmost importance to agree on the level of interoperability required with
other ATM stakeholders that may have to contribute to the elaboration of the
consistent and consolidated view of the reference data. For that purpose, the
SWIM participants have to share:
A reference Data and Services model, A set of agreed cooperation patterns
(Rules, Roles and responsibilities), A set of technical services necessary to
support interactions between systems: those services should be selected
from the field proven solution from the market (that may have been
demonstrated in other domain such as banking) An access to the SWIM physical network.
0
A reference Data and Services model,
A set of agreed cooperation patterns
(Rules, Roles and responsibilities),
A set of technical services necessary to
support interactions between systems: those services should be selected
from the field proven solution from the market (that may have been
demonstrated in other domain such as banking)
An access to the SWIM physical network.
In short, SWIM provides the mechanisms which
support the partners in managing the Rules, Roles and Responsibilities (the
3R’s) of information sharing. This determines which kind of information is
shared by whom, with whom, where, when, why, how, how much, how often, at which
quality level, in what form, for which purpose, at which cost, under which
liability, under which circumstances, security levels The 3R’s must also be
properly addressed both in terms of institutional and Information Communication
Technology (ICT) aspects.
0
In short, SWIM provides the mechanisms which
support the partners in managing the Rules, Roles and Responsibilities (the
3R’s) of information sharing. This determines which kind of information is
shared by whom, with whom, where, when, why, how, how much, how often, at which
quality level, in what form, for which purpose, at which cost, under which
liability, under which circumstances, security levels The 3R’s must also be
properly addressed both in terms of institutional and Information Communication
Technology (ICT) aspects.
false
H.1.3
Id1370
2
System Wide Information Management implies
a powerful ICT environment that meets the requirements of the mission critical
nature of information in ATM. SWIM must ensure the general accessibility of
information and also the secure input, checking, storage and manipulations of
data.
0
System Wide Information Management implies
a powerful ICT environment that meets the requirements of the mission critical
nature of information in ATM. SWIM must ensure the general accessibility of
information and also the secure input, checking, storage and manipulations of
data.
SWIM in ATM can draw upon developed and
proven ICT solutions, validated in critical environments (banking etc.). As
network providers have already demonstrated their ability to move data securely
and reliably it is not the intention to create a dedicated network overlay just
to support SWIM.
0
SWIM in ATM can draw upon developed and
proven ICT solutions, validated in critical environments (banking etc.). As
network providers have already demonstrated their ability to move data securely
and reliably it is not the intention to create a dedicated network overlay just
to support SWIM.
false
H.1.4
Id7775
3
The scope of SWIM is neither pre-defined
nor pre-limited, and the number of partners with actual or potential
contributions to SWIM is much wider than is traditionally considered within
ATM. Therefore a number of high level principles have been defined that can
help guide SWIM implementation. The nature of the data, services and required
ATM stakeholders implication have to be considered to rationalise the different
SWIM services that might be at stake for a particular issue. In no way, is it
of interest to define SWIM services that would fit the most stringent
requirements but on the reverse, SWIM should transparently offer the
appropriate level of data and service that suits the needs of a given ATM
stakeholder.
0
The scope of SWIM is neither pre-defined
nor pre-limited, and the number of partners with actual or potential
contributions to SWIM is much wider than is traditionally considered within
ATM. Therefore a number of high level principles have been defined that can
help guide SWIM implementation. The nature of the data, services and required
ATM stakeholders implication have to be considered to rationalise the different
SWIM services that might be at stake for a particular issue. In no way, is it
of interest to define SWIM services that would fit the most stringent
requirements but on the reverse, SWIM should transparently offer the
appropriate level of data and service that suits the needs of a given ATM
stakeholder.
false
H.1.5
Id1767
4
SWIM is today a concept without formal
structure and form. It has many interpretations, and these differ on both
sides of the Atlantic . The
challenge is to establish the business case for SWIM. This is clearly
recognised. The implementation in Europe of the now globally accepted concept of Aeronautical Information
Management (AIM) circa 2012 will provide the foundation for SWIM.
0
SWIM is today a concept without formal
structure and form. It has many interpretations, and these differ on both
sides of the
Atlantic
. The
challenge is to establish the business case for SWIM. This is clearly
recognised. The implementation in
Europe
of the now globally accepted concept of Aeronautical Information
Management (AIM) circa 2012 will provide the foundation for SWIM.
false
H.2
Id2346
1
false
H.2.1
Id4165
0
Historically, the various stakeholders in
the air traffic management network have met regularly during the planning
stages, but by the day of operation contact has been reduced in most cases to
simply sending the essential messages. General sharing of information was not
practiced and decisions were made by the various parties without actually
having all the necessary data. Decisions made without knowledge of what was
happening in the network, and without knowing priorities of other parties, were
often inefficient and frequently resulted in a loss of capacity.
0
Historically, the various stakeholders in
the air traffic management network have met regularly during the planning
stages, but by the day of operation contact has been reduced in most cases to
simply sending the essential messages. General sharing of information was not
practiced and decisions were made by the various parties without actually
having all the necessary data. Decisions made without knowledge of what was
happening in the network, and without knowing priorities of other parties, were
often inefficient and frequently resulted in a loss of capacity.
The aim of Collaborative Decision Making is
to eliminate this shortcoming in a cost efficient manner.
0
The aim of Collaborative Decision Making is
to eliminate this shortcoming in a cost efficient manner.
false
H.2.2
Id8775
1
The concept of Collaborative Decision
Making consists of two high level elements; the sharing of information related
to progress of flights and priorities and acting on the shared information.
0
The concept of Collaborative Decision
Making consists of two high level elements; the sharing of information related
to progress of flights and priorities and acting on the shared information.
Experience in the airport environment has
shown that just by sharing relevant information between partners, common
situational awareness and understanding of a situation increases the quality of
decisions sufficiently to enable a better use of resources, allow partners to
set priorities and improve the predictability of operations, not only in the
airport itself, but system wide.
0
Experience in the airport environment has
shown that just by sharing relevant information between partners, common
situational awareness and understanding of a situation increases the quality of
decisions sufficiently to enable a better use of resources, allow partners to
set priorities and improve the predictability of operations, not only in the
airport itself, but system wide.
CDM requires trust in the quality of the information
being shared and the legitimate business and other interests of the partners
being properly protected. This is ensured via a combination of procedures and
information communications technology (ICT).
0
CDM requires trust in the quality of the information
being shared and the legitimate business and other interests of the partners
being properly protected. This is ensured via a combination of procedures and
information communications technology (ICT).
Benefits are achieved thanks to better
quality decisions enabled by shared information, while preventing any one
partner gaining a competitive advantage.
0
Benefits are achieved thanks to better
quality decisions enabled by shared information, while preventing any one
partner gaining a competitive advantage.
Making collaborative decisions does not
only imply actually talking to other partners. Better decisions can be made
taking all of the newly available information into account rather than basing
decisions on a limited view. Collaborative decisions may also involve two or
more systems comparing data and generating advice to the human operators.
0
Making collaborative decisions does not
only imply actually talking to other partners. Better decisions can be made
taking all of the newly available information into account rather than basing
decisions on a limited view. Collaborative decisions may also involve two or
more systems comparing data and generating advice to the human operators.
CDM can work equally effectively in all
circumstances where ATM decisions need to be made and thanks to global
information sharing CDM does have powerful network effects. This means that the
more widespread CDM becomes the greater the measurable benefits to individual
partners.
0
CDM can work equally effectively in all
circumstances where ATM decisions need to be made and thanks to global
information sharing CDM does have powerful network effects. This means that the
more widespread CDM becomes the greater the measurable benefits to individual
partners.
false
H.2.3
Id2972
2
CDM is often misinterpreted as a separate
part of the ATM network. This is not correct and it is very important to
recognise that CDM is a method of working, a culture of co-operative sharing
and acting on information, and is therefore a process applicable to most
decision making aspects of the ATM operational concept.
0
CDM is often misinterpreted as a separate
part of the ATM network. This is not correct and it is very important to
recognise that CDM is a method of working, a culture of co-operative sharing
and acting on information, and is therefore a process applicable to most
decision making aspects of the ATM operational concept.
In general, CDM processes are related to
planning processed, e.g. in creating and managing the Business Trajectory. CDM
processes are not applicable during separation provision; time critical
instructions will be issued without CDM, although this should be in accordance
with the pre-planning where possible.
0
In general, CDM processes are related to
planning processed, e.g. in creating and managing the Business Trajectory. CDM
processes are not applicable during separation provision; time critical
instructions will be issued without CDM, although this should be in accordance
with the pre-planning where possible.
CDM processes implemented in today’s system
are limited to information sharing only. In the future, a collaborative process
will be a major enabler for performance based management of airspace and
airports.
0
CDM processes implemented in today’s system
are limited to information sharing only. In the future, a collaborative process
will be a major enabler for performance based management of airspace and
airports.
Decisions on trade-off between throughput,
punctuality and environmental performances will be supported by modelling
tools, where the consequences for different operational strategies (e.g. the
configuration of airspace or airports, the use of CDA for a particular time
period, or reduction of demand due to weather) can be analysed, and decisions
can be taken based on commonly agreed performance targets.
0
Decisions on trade-off between throughput,
punctuality and environmental performances will be supported by modelling
tools, where the consequences for different operational strategies (e.g. the
configuration of airspace or airports, the use of CDA for a particular time
period, or reduction of demand due to weather) can be analysed, and decisions
can be taken based on commonly agreed performance targets.
Such processes shall include pre-defined
mechanisms to cater for different business strategies of airspace users, such
as punctuality versus throughput.
0
Such processes shall include pre-defined
mechanisms to cater for different business strategies of airspace users, such
as punctuality versus throughput.
Procedures and rules may also need to be
established in cases where, for instance, diverging business interests would
paralyse the process. In such cases, the CDM process may even include recourse
to an “honest broker”.
0
Procedures and rules may also need to be
established in cases where, for instance, diverging business interests would
paralyse the process. In such cases, the CDM process may even include recourse
to an “honest broker”.
false
H.2.4
Id1255
3
Although CDM in its simplest form may only
require a simple telephone connection between the partners, it does set
certain, but not unique, requirements for the ATM network. CDM builds on the
basic ATM network information management requirements of quality of data
(accuracy, timeliness, availability, etc.) and protection of sensitive
information.
0
Although CDM in its simplest form may only
require a simple telephone connection between the partners, it does set
certain, but not unique, requirements for the ATM network. CDM builds on the
basic ATM network information management requirements of quality of data
(accuracy, timeliness, availability, etc.) and protection of sensitive
information.
Sharing of information on the scale
required by CDM implies standardisation and accessibility requirements but
these again are not necessarily unique to CDM which should not bear the entire
cost burden. Information management needs to be improved across the whole of
the future ATM network (Section H.1 on System Wide Information Management refers) and this will support
all CDM requirements.
0
Sharing of information on the scale
required by CDM implies standardisation and accessibility requirements but
these again are not necessarily unique to CDM which should not bear the entire
cost burden. Information management needs to be improved across the whole of
the future ATM network (Section
H.1
on System Wide Information Management refers) and this will support
all CDM requirements.
false
H.2.5
Id3041
4
In Europe CDM implementation has resulted
in the development of a number of functional applications focused especially on
the airport environment. These applications are a combination of procedures and
functions that need information and communications technology (ICT) support.
0
In Europe CDM implementation has resulted
in the development of a number of functional applications focused especially on
the airport environment. These applications are a combination of procedures and
functions that need information and communications technology (ICT) support.
Information sharing applications make the
turn-round process visible via the completion status of milestones, improve the
calculation of taxi times even in complicated circumstances and help create the
best pre-departure sequence. They improve information flow and accuracy with
the Network Management and help maintain capacity in adverse conditions, also
helping to reduce recovery times. They were designed to address issues in the
present environment and they have been shown to be both cost-efficient and
effective.
0
Information sharing applications make the
turn-round process visible via the completion status of milestones, improve the
calculation of taxi times even in complicated circumstances and help create the
best pre-departure sequence. They improve information flow and accuracy with
the Network Management and help maintain capacity in adverse conditions, also
helping to reduce recovery times. They were designed to address issues in the
present environment and they have been shown to be both cost-efficient and
effective.
These functional applications, with certain
enhancements, will retain their utility in SESAR along with new functional
applications to support the development of the Business Trajectory, for
example.
0
These functional applications, with certain
enhancements, will retain their utility in SESAR along with new functional
applications to support the development of the Business Trajectory, for
example.
false
H.2.6
Id5975
5
CDM is a concept, a culture and a way of
working. The processes that use this concept need to be integrated in every
activity of the ATM network. CDM itself must be invisible while the results of
the CDM way of working must be measurable improvements in efficiency,
predictability and improved network operation. CDM functional applications are
a combination of procedures and functions that support decision making via the
appropriate ICT support, although not dedicated to CDM alone.
0
CDM is a concept, a culture and a way of
working. The processes that use this concept need to be integrated in every
activity of the ATM network. CDM itself must be invisible while the results of
the CDM way of working must be measurable improvements in efficiency,
predictability and improved network operation. CDM functional applications are
a combination of procedures and functions that support decision making via the
appropriate ICT support, although not dedicated to CDM alone.
false
H.3
Id1898
2
false
H.3.1
Id5075
0
Accurate and precise meteorological
information will be an important key element for the short and medium term
trajectory prediction. Meteorological data will be used either in planning the
business trajectory or in changing the trajectory in the short term due to
several factors including the avoidance of weather hazards.
0
Accurate and precise meteorological
information will be an important key element for the short and medium term
trajectory prediction. Meteorological data will be used either in planning the
business trajectory or in changing the trajectory in the short term due to
several factors including the avoidance of weather hazards.
The expected performance of meteorological
forecasts in around 15 years from now on is an important input for the use of
that meteorological information.
0
The expected performance of meteorological
forecasts in around 15 years from now on is an important input for the use of
that meteorological information.
false
H.3.2
Id67
1
In the following part the expected
resolution in time and spatial is given divided in the different phases of the
ATM process the
0
In the following part the expected
resolution in time and spatial is given divided in the different phases of the
ATM process the
Long Term Planning Phase Mid/Short Term Planning Phase Execution phase
0
Long Term Planning Phase
Mid/Short Term Planning Phase
Execution phase
Meteorological information will essential
contribute to the new ATM concept in different areas:
0
Meteorological information will essential
contribute to the new ATM concept in different areas:
false
H.3.2.1
Id3094
0
The future ATM concept identifies the means
to make greater use of congested/constrained en route airspace. This concept is
reliant on a variety of operational factors including the combination of:
improved probabilistic weather forecasts; integration of meteorological information
into Decision Making Support Systems;
0
The future ATM concept identifies the means
to make greater use of congested/constrained en route airspace. This concept is
reliant on a variety of operational factors including the combination of:
improved probabilistic weather forecasts; integration of meteorological information
into Decision Making Support Systems;
Where congestion is predicted due to high
demand and weather constraints (e.g., convective weather), sectors will be
adjusted to facilitate efficient provision of new ATM services including the
emerging concept of “streaming” and in consequence, reduce impacts on users. Where
this differs from the current limited dynamic modification of sectors, is that
the structural changes will not be limited to a rigid set of options, but they
will be tailored to the evolving operational conditions at the time. The
intention is that these tailored changes will provide the dynamic to quickly
and effectively reflect rapidly evolving weather systems and to mitigate their
effect. It is clear that to support such concepts, increased accuracy and
timeliness of MET information will be required. These rapid updates to the
weather situation will enable effective and pro-active adaptations of the airspace
plan. More advanced computerisation will be clearly required and forecast
skills will need to be enhanced to reflect future needs. Moreover, the
information will be in part derived from the greater use of probabilistic
forecasting, and structured such and annotated with an assessment of the
confidence level of the forecast to support executive and collaborative
decision of a less conservative nature than today.
0
Where congestion is predicted due to high
demand and weather constraints (e.g., convective weather), sectors will be
adjusted to facilitate efficient provision of new ATM services including the
emerging concept of “streaming” and in consequence, reduce impacts on users. Where
this differs from the current limited dynamic modification of sectors, is that
the structural changes will not be limited to a rigid set of options, but they
will be tailored to the evolving operational conditions at the time. The
intention is that these tailored changes will provide the dynamic to quickly
and effectively reflect rapidly evolving weather systems and to mitigate their
effect. It is clear that to support such concepts, increased accuracy and
timeliness of MET information will be required. These rapid updates to the
weather situation will enable effective and pro-active adaptations of the airspace
plan. More advanced computerisation will be clearly required and forecast
skills will need to be enhanced to reflect future needs. Moreover, the
information will be in part derived from the greater use of probabilistic
forecasting, and structured such and annotated with an assessment of the
confidence level of the forecast to support executive and collaborative
decision of a less conservative nature than today.
false
H.3.2.2
Id2962
1
The prevailing weather conditions in Europe dictate that the main impact of
adverse weather is experienced in the Terminal Area. To mitigate the effects on
capacity and safety, dynamic terminal airspace configuration will be the norm.
This will be enabled by improved weather observations and short-range terminal
weather forecasts. The information will be integrated into decision oriented
tools. The future ATM system will move to runway change and reconfiguration of
terminal airspace in anticipation of weather change and if circumstances
permit, implemented at a time optimum for airport operations to mitigate the
impact of change.
0
The prevailing weather conditions in
Europe
dictate that the main impact of
adverse weather is experienced in the Terminal Area. To mitigate the effects on
capacity and safety, dynamic terminal airspace configuration will be the norm.
This will be enabled by improved weather observations and short-range terminal
weather forecasts. The information will be integrated into decision oriented
tools. The future ATM system will move to runway change and reconfiguration of
terminal airspace in anticipation of weather change and if circumstances
permit, implemented at a time optimum for airport operations to mitigate the
impact of change.
In consequence, improved and more rapidly
updated weather forecasts (e.g., Low Visibility Conditions, surface winds,
convective weather forecasts), will be made available both on the ground and to
the flight deck. The forecasts will identify in advance any change in weather
pattern that would require a change in terminal airspace to allow for planned
and more orderly terminal airspace reconfigurations. The benefits will be the mitigation
of lost airport capacity, increased safety, especially important at peak times and/or
in poor weather conditions.
0
In consequence, improved and more rapidly
updated weather forecasts (e.g., Low Visibility Conditions, surface winds,
convective weather forecasts), will be made available both on the ground and to
the flight deck. The forecasts will identify in advance any change in weather
pattern that would require a change in terminal airspace to allow for planned
and more orderly terminal airspace reconfigurations. The benefits will be the mitigation
of lost airport capacity, increased safety, especially important at peak times and/or
in poor weather conditions.
false
H.3.2.3
Id6610
2
The provision of the necessary capacity at
airports will be the major challenge in the years. Improved weather support at
the airports (especially the busy ones) (e.g., automated weather observation
and dissemination systems) will be crucial. For busy airports regardless of
their size, new weather-dependant wake procedures and reduced arrival/departure
separation induced by a move from distance-based separation to one denominated
by time will serve to increase airport capacity. These procedures require wind
and wake observations and forecasts slope, at the threshold, and along departure
paths. Better wake predictions will enable more proactive planning rather than the
reactive processes in place today. Improved lightning prediction and detection will
make ground operations such as re-fuelling safer and increase airport
efficiency. New and improved weather observation information will provide the
basis for effective planning for and the implementation and execution of
efficient snow removal and de-icing operations, resulting in improved airport
operations during the winter months.
0
The provision of the necessary capacity at
airports will be the major challenge in the years. Improved weather support at
the airports (especially the busy ones) (e.g., automated weather observation
and dissemination systems) will be crucial. For busy airports regardless of
their size, new weather-dependant wake procedures and reduced arrival/departure
separation induced by a move from distance-based separation to one denominated
by time will serve to increase airport capacity. These procedures require wind
and wake observations and forecasts slope, at the threshold, and along departure
paths. Better wake predictions will enable more proactive planning rather than the
reactive processes in place today. Improved lightning prediction and detection will
make ground operations such as re-fuelling safer and increase airport
efficiency. New and improved weather observation information will provide the
basis for effective planning for and the implementation and execution of
efficient snow removal and de-icing operations, resulting in improved airport
operations during the winter months.
false
H.3.2.4
Id5486
3
The adverse impact of aviation operations
on the environment is an accepted fact. ATM is already charged with finding
ways to mitigate such adverse impact, and in this context, MET has an important
role to play. Accurate forecast terminal area and en-route forecast data (wind,
temperature, visibility, humidity data etc) will be ingested into flight dispatch
systems to provide the optimum flight path and trajectory for each flight. Such
trajectories will reflect the concept of continuous descent approaches to
minimise fuel burn and reduced the aircraft noise footprint. The inclusion of
such data will allow such systems to choose levels other than those predicted for
contrails and so serve to reduce or eliminate the development of persistent
cirrus clouds.
0
The adverse impact of aviation operations
on the environment is an accepted fact. ATM is already charged with finding
ways to mitigate such adverse impact, and in this context, MET has an important
role to play. Accurate forecast terminal area and en-route forecast data (wind,
temperature, visibility, humidity data etc) will be ingested into flight dispatch
systems to provide the optimum flight path and trajectory for each flight. Such
trajectories will reflect the concept of continuous descent approaches to
minimise fuel burn and reduced the aircraft noise footprint. The inclusion of
such data will allow such systems to choose levels other than those predicted for
contrails and so serve to reduce or eliminate the development of persistent
cirrus clouds.
Based on the different development stages
of a trajectory the following capabilities of MET are expected:
0
Based on the different development stages
of a trajectory the following capabilities of MET are expected:
Long
Term Planning Phase
0
Long
Term Planning Phase
Mid/Short
Term Planning Phase
0
Mid/Short
Term Planning Phase
Execution
Phase
0
Execution
Phase
The content of the tables and especially
the effect of meteorological information on ATM can be summarized like follows:
0
The content of the tables and especially
the effect of meteorological information on ATM can be summarized like follows:
Required weather performance is a
prerequisite for aircraft acceptance into busy airports and airspace severely
impacted by weather. The ability of aircraft to detect weather hazards varies
enormously with equipage and flight crew training. For many aircraft, on-board
information enables the air crew to better avoid safety-critical conditions.
MET information will be tailored to user needs and flight-specific situations.
Higher spatial resolution will be used for shorter term forecasts while lower
resolution will be employed for longer horizon forecasts. In addition to
standard flight planning and Air Traffic Management (ATM) decision-making
information, MET information will support the following weather-related needs:
0
Required weather performance is a
prerequisite for aircraft acceptance into busy airports and airspace severely
impacted by weather. The ability of aircraft to detect weather hazards varies
enormously with equipage and flight crew training. For many aircraft, on-board
information enables the air crew to better avoid safety-critical conditions.
MET information will be tailored to user needs and flight-specific situations.
Higher spatial resolution will be used for shorter term forecasts while lower
resolution will be employed for longer horizon forecasts. In addition to
standard flight planning and Air Traffic Management (ATM) decision-making
information, MET information will support the following weather-related needs:
· The
inclusion of climatology factors into to long-range planning through
conditional climatology methods. These will include the probability of unusual
weather situations and the associated impact on the intended operation will be
forecast. The inclusion of seasonal forecasts will result in the definition of
generic optimum routes to be used for schedule and airport/airspace strategic
slot planning, a fundamental prerequisite for the development of seasonal
airspace plans.
0
·
The
inclusion of climatology factors into to long-range planning through
conditional climatology methods. These will include the probability of unusual
weather situations and the associated impact on the intended operation will be
forecast. The inclusion of seasonal forecasts will result in the definition of
generic optimum routes to be used for schedule and airport/airspace strategic
slot planning, a fundamental prerequisite for the development of seasonal
airspace plans.
· Weather
phenomena demonstrably effect arrival and departure routes, temporarily limiting
airports capacity and/or constraining traffic flows. More precise forecasting
of the timing and location of hazardous weather phenomena including low level windshear
and temperature inversions will serve to mitigate their impact.
0
·
Weather
phenomena demonstrably effect arrival and departure routes, temporarily limiting
airports capacity and/or constraining traffic flows. More precise forecasting
of the timing and location of hazardous weather phenomena including low level windshear
and temperature inversions will serve to mitigate their impact.
· Reconfiguration
of airspace results in a loss of capacity and additional holding times for
aircraft. Consequently, there is a need to rapidly updated weather forecasts
(e.g., surface winds, convective weather) to predict the time at which runways
and airspace will be reconfigured to minimise delays.
0
·
Reconfiguration
of airspace results in a loss of capacity and additional holding times for
aircraft. Consequently, there is a need to rapidly updated weather forecasts
(e.g., surface winds, convective weather) to predict the time at which runways
and airspace will be reconfigured to minimise delays.
· The
availability of accurate, timely ceiling and visibility information will
improve decision making and in consequence serve to optimise airport arrival
and departure flow rates.
0
·
The
availability of accurate, timely ceiling and visibility information will
improve decision making and in consequence serve to optimise airport arrival
and departure flow rates.
· Airport
operations support information for ramp operations, runway snow removal, aircraft
de-icing, and treatments for other adverse weather conditions. Accurate predictions
of the timing of an event will serve to improve the planning, coordination and
execution of such operations.
0
·
Airport
operations support information for ramp operations, runway snow removal, aircraft
de-icing, and treatments for other adverse weather conditions. Accurate predictions
of the timing of an event will serve to improve the planning, coordination and
execution of such operations.
· The
availability of observed and forecasted meteorological parameters related to wake
vortices in the approach/departure area and en-route will greatly aid tactical planning
and serve to increase flow rates.
0
·
The
availability of observed and forecasted meteorological parameters related to wake
vortices in the approach/departure area and en-route will greatly aid tactical planning
and serve to increase flow rates.
· Volcanic
ash and other severe contaminant releases within the atmosphere have significant
impact on aviation. Improved weather forecasts and observations of such phenomena
and for tracking and display purposes will greatly support air navigation safety.
0
·
Volcanic
ash and other severe contaminant releases within the atmosphere have significant
impact on aviation. Improved weather forecasts and observations of such phenomena
and for tracking and display purposes will greatly support air navigation safety.
· Contaminated
runways reduce aircraft throughput rates. The availability of observed and
forecasted meteorological parameters related to the braking action of the movement
area of the airport will serve to reduce capacity loss safely.
0
·
Contaminated
runways reduce aircraft throughput rates. The availability of observed and
forecasted meteorological parameters related to the braking action of the movement
area of the airport will serve to reduce capacity loss safely.
· The
development and availability of meteorological information including forecasts
to prevent the formation of persistent contrails will serve to minimise the
environmental impact of air transport.
0
·
The
development and availability of meteorological information including forecasts
to prevent the formation of persistent contrails will serve to minimise the
environmental impact of air transport.
false
H.3.2.5
Id2147
4
Weather data communications to and from the
cockpit will involve both “push” and “pull” dissemination of critical
information. Aircraft may request (“pull”) specific meteorological information
impacting their planned trajectory, while broad-area weather warnings and advice
will be issued (“pushed’) to all affected aircraft when potentially safety
critical changes occur. Aircraft may process information to modify their
planned trajectories, as well as providing and consuming data from on-board
sensors via bi-directional data-links to ground stations and nearby aircraft.
0
Weather data communications to and from the
cockpit will involve both “push” and “pull” dissemination of critical
information. Aircraft may request (“pull”) specific meteorological information
impacting their planned trajectory, while broad-area weather warnings and advice
will be issued (“pushed’) to all affected aircraft when potentially safety
critical changes occur. Aircraft may process information to modify their
planned trajectories, as well as providing and consuming data from on-board
sensors via bi-directional data-links to ground stations and nearby aircraft.
Especially in the execution phase the data
exchange of meteorological data (mainly wind and temperature data) will be a
basic part of improving the short term weather forecasts and to provide
accurate data for re-planning for a trajectory. Future on-board systems must
have the capability to handle those enormous additional volumes of data
compared with the data exchange nowadays.
0
Especially in the execution phase the data
exchange of meteorological data (mainly wind and temperature data) will be a
basic part of improving the short term weather forecasts and to provide
accurate data for re-planning for a trajectory. Future on-board systems must
have the capability to handle those enormous additional volumes of data
compared with the data exchange nowadays.
false
H.3.3
Id771
2
The Airborne Weather Data Collection and
Exchange concept is for the effective utilisation of weather data captured by
on-board systems that may be shared with the ground systems and other aircraft.
The concept is primarily devoted to the reduction of uncertainties in
trajectory prediction and would involve tailoring the requests for data
according to the airspace and specific traffic management objectives.
0
The Airborne Weather Data Collection and
Exchange concept is for the effective utilisation of weather data captured by
on-board systems that may be shared with the ground systems and other aircraft.
The concept is primarily devoted to the reduction of uncertainties in
trajectory prediction and would involve tailoring the requests for data
according to the airspace and specific traffic management objectives.
Such data can be used in several ways to
improve the tactical weather and ‘now-casting’ capabilities of the ATM network.
The data will benefit the ATM network as a whole and all airspace users
including those who, due to equipage limitations, cannot participate fully.
0
Such data can be used in several ways to
improve the tactical weather and ‘now-casting’ capabilities of the ATM network.
The data will benefit the ATM network as a whole and all airspace users
including those who, due to equipage limitations, cannot participate fully.
Real-time data can potentially be used to:
0
Real-time data can potentially be used to:
· Enable
Meteorological Service Providers to improve forecasts in the 1-2 hour time
frame and improve tactical planning,
0
·
Enable
Meteorological Service Providers to improve forecasts in the 1-2 hour time
frame and improve tactical planning,
· Update
internal weather models utilised by ATM system elements for short to medium
term trajectory prediction for:
0
·
Update
internal weather models utilised by ATM system elements for short to medium
term trajectory prediction for:
o aircraft not capable of 4D data sharing (for
example some military or legacy aircraft)
0
o
aircraft not capable of 4D data sharing (for
example some military or legacy aircraft)
o re-planning purposes,
0
o
re-planning purposes,
o AMAN, DMAN processes,
0
o
AMAN, DMAN processes,
o short-medium term automation tools (for example
conflict prediction and resolution),
0
o
short-medium term automation tools (for example
conflict prediction and resolution),
· Update
airborne weather models to improve accuracy and reduce time variability
therefore assuring better trajectory adherence.
0
·
Update
airborne weather models to improve accuracy and reduce time variability
therefore assuring better trajectory adherence.
· If high
output rate datalink is available then Wake-Turbulence prediction services to
permit reductions in separation and the maintenance of airport throughput could
be foreseen.
0
·
If high
output rate datalink is available then Wake-Turbulence prediction services to
permit reductions in separation and the maintenance of airport throughput could
be foreseen.
The following airborne services can be
considered:
0
The following airborne services can be
considered:
· Weather
data out: the sensing and sharing of weather data by an aircraft
0
·
Weather
data out: the sensing and sharing of weather data by an aircraft
· Weather
data in: the reception and utilisation of weather data by an aircraft.
0
·
Weather
data in: the reception and utilisation of weather data by an aircraft.
It has to be mentioned that at the moment
an EU project FLYSAFE is dealing among other aviation hazards also with
atmospheric hazards. The project is planned to be finished in 2009. Concerning
atmospheric hazards the research project deals with weather impact studies the
weather data link implementation including onboard weather management.
0
It has to be mentioned that at the moment
an EU project FLYSAFE is dealing among other aviation hazards also with
atmospheric hazards. The project is planned to be finished in 2009. Concerning
atmospheric hazards the research project deals with weather impact studies the
weather data link implementation including onboard weather management.
false
8
false
9.1
Id4742
0
Ref.1: That
sub-section of D2 relevant to the future nature of airspace users
0
Ref.1: That
sub-section of D2 relevant to the future nature of airspace users
Ref.2: That
sub-section of D2 which gives the details of the performance targets
0
Ref.2: That
sub-section of D2 which gives the details of the performance targets
Ref.3: That
sub-section of D2 which gives the details of the performance partnership
0
Ref.3: That
sub-section of D2 which gives the details of the performance partnership
Ref.4: That
sub-section of D2 which gives the details of the notion of the business
trajectory
0
Ref.4: That
sub-section of D2 which gives the details of the notion of the business
trajectory
false
9
This section summarises the R&D needs
proposed to be implemented in or associated to the SESAR concept of operations.
This section contains three sub-sections: 1) The classification of the R&D
needs along the list of identified operational concept elements (OCE), 2) The consolidated
list of research & development needs and 3) Information on identified
relevant ongoing research is referenced.
0
This section summarises the R&D needs
proposed to be implemented in or associated to the SESAR concept of operations.
This section contains three sub-sections: 1) The classification of the R&D
needs along the list of identified operational concept elements (OCE), 2) The consolidated
list of research & development needs and 3) Information on identified
relevant ongoing research is referenced.
false
10.1
Id4086
0
Section G.3 contains a list of operational concept elements. They are used to
classify the R&D needs for later traceability against the OCE’s and the
associated KPA’s. The list of OCE’s is given below.
0
Section
G.3
contains a list of operational concept elements. They are used to
classify the R&D needs for later traceability against the OCE’s and the
associated KPA’s. The list of OCE’s is given below.
false
10
Definitions
0
Definitions
When the following terms are used in this
document, they will have the meaning as specified hereunder.
0
When the following terms are used in this
document, they will have the meaning as specified hereunder.
false
11
The following lists identify the major
disagreements among stakeholder groups on this document as well as open items
which could not be resolved in the given timeframe. Both, disagreements and
open items must be resolved prior to implementation decisions and therefore
shall be revisited after the Definition Phase. They shall be used as guiding
material for future work under the umbrella of the SESAR Joint Undertaking.
0
The following lists identify the major
disagreements among stakeholder groups on this document as well as open items
which could not be resolved in the given timeframe. Both, disagreements and
open items must be resolved prior to implementation decisions and therefore
shall be revisited after the Definition Phase. They shall be used as guiding
material for future work under the umbrella of the SESAR Joint Undertaking.
List of Disagreements:
0
List of Disagreements:
List of Open Items:
0
List of Open Items:
Note: The content of this embedded
object is also published as document no. DLT-0707-012-01-00.
0
Note: The content of this embedded
object is also published as document no. DLT-0707-012-01-00.
./conops.doc
false
