Transcript Title

Status on SESAR
IIBAC CNS/ATM Advisory Group
November 18th, 2010
REMINDER
Single European Sky and SESAR
▪ The Single
European Sky is
a political
transformation of
the European
ATM system
▪ SESAR brings
operational and
technological
enablers for the
SES
▪ SESAR cannot
be implemented
without the SES
(binding
requirements)
Page 1
REMINDER
The European ATM Master Plan defines the “path” towards the
achievement of performance goals agreed at EU Council level
Targets: by 2020 (baseline 2005)
▪ Enable a 10% reduction in CO2
emissions per flight
▪ Reduce ATM costs by 50%
▪ Enable a 3 times increase in capacity
▪ Improve safety by a factor of 10
Master plan also contains
▪ Descriptions of what operational,
technological and regulatory changes
are needed, where and when
▪ Risk management plan
▪ Cost/Benefit assessment
Page 2
REMINDER
SESAR is organized in 3 phases
Stepped implementation
Phases
Definition
phase
Development
phase
Deployment
phase
Industry led
Managed by the
SESAR Joint
Undertaking
Resulted in
the
European
ATM
Master Plan
Based on the
Master Plan,
results in
Standards,
new operational
procedures,
new technologies
Implements the
results of the
development
phase, enable
the performance
increase foreseen
in the ATM
Master
Plan
2013-2025
2008-2016
2006-2008
3
2
Definition phase
concluded package
contained set of mature
solutions, “ready to
implement”
▪
Investments per stakeholders estimated to
exceed 30 EUR billion
▪
▪
Mostly impacting the period 2013-2020
1
Airlines expected to absorb most of the
implementation cost either directly or indirectly
through charges (approx. 2/3 of the total
implementation cost)
Page 3
SESAR Joint Undertaking now fully established
Main responsibilities:
 Execution of the European ATM Master Plan
 Concentrate and integrate R&D in Europe
Budget: € 2.1 billion
for R&D activities
secured and
formalized
Page 4
SESAR members
▪ 16 members and over
70 companies on board
Air Navigation Service Providers
Airport operators
System manufacturers
2
3
1
1
1 NORACON, the NORth European and Austrian CONsortium, consists of eight European ANS providers: Austro Control (Austria) and the North European ANS Providers
(NEAP) including AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden) and Naviair (Denmark).
2 Six major European airport operators formed the SEAC consortium. SEAC includes BAA Airports Ltd, Flughafen München GmbH, Fraport AG Frankfurt Airport Services
Worldwide, Schiphol Nederland B.V., Aéroports de Paris S.A. and Unique (Flughafen Zürich AG).
3 NATMIG was founded by four of the leading North European industries involved in air traffic management solutions; Airtel ATN of Ireland, Northrop Grumman Park Air
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Systems of Norway, Saab of Sweden and SINTEF of Norway
Airspace Users have strong position in present governance arrangements
Administrative Board
Members
- European Commission;
- Eurocontrol;
- Civil Airspace Users;
- Military;
- Air navigation service providers;
- Equipment manufacturers;
- Airports;
- Bodies representing staff in the air traffic management sector;
- Scientific institutions and the scientific community.
Voting rights
25% European
Commission
40%
Industry
10%
airspace
users
25%
Eurocontrol
The Administrative Board is chaired by Mr Daniel Calleja, Director, Air Transport
Directorate, European Commission
IBAC members interests presently represented by:
Vincent de Vroey (AEA) and Pedro Azua (EBAA) as an alternate
Advisory Body to the
Executive Director
“SESAR Performance Partnership
Members
- Civil Airspace Users;
- Military;
- Air navigation service providers;
- Airports;
- Bodies representing staff in the air traffic management sector;
Voting rights
7% Staff
7%
Military
14%
Airports
50%
airspace
users
The SPP is chaired by Mr Olaf Dlugi, former Chairman of the SESAR Definition
Phase and former regional airline CEO
21%
ANSPs
IBAC member interests presently represented by:
Pedro Azua (EBAA)
Page 6
The SESAR “factory” is in place
Specific working arrangements established with:
Civil Airspace users
Military
Regulatory authorities
Standardisation bodies
Staff representatives
FAA/NextGen
Research organizations/academia
Page 7
SIMPLIFIED FOR CLARITY REASONS
The SESAR “factory” is in place
▪ 85% of the programme
already launched
MASTER PLAN
MAINTENANCE
WP C
VALIDATION
INFRASTRUCTURE
WP3
CONOPS & ARCHITECTURE
WP B
METHODES & CASES
WP 16
Network WP 7&13
En-Route WP 4&10
ToC
ToD
TMA
WP5&10
Aircraft & CNS
WP 9&15
TMA
WP5&10
SWIM
WP 8&14
Airport
WP 6&12
Airlines/Mil.
Operations Centers
WP 11
▪ On-going procurement
Airport
WP 6&12
1
▪ Aircraft scheduling
▪ Flight planning
▪ Operations Control
▪ Post-flight reporting
Airlines/Mil.
Operations Centers
WP 11
1 Companies represented are Pre-Qualified Interested Parties (excluding SJU members) that were selected as part of the WP11 call for expression of interest. Final
involvement will be dependent on the award of a contract foreseen to be finalized by October 2010.
Importance of international cooperation and interoperability through
standards
▪ Development of a
common
avionics
roadmap is a
priority for
SESAR
ICAO
▪ Standards built
on SESAR and
NextGen
developments
will support
harmonised
Implementation
and Regulation
RTCA
EUROCAE
etc.
SESAR
NextGen
EC/FAA Coordination
PRELIMINARY
The benefits for airlines differ significantly, ranging from
5 to 10 years to breakeven
SESAR impact for different types of airlines
EUR millions
Typical East
European Carrier
Typical Hub
Carrier
Investments
-203
-35
883
Typical Low
Cost Carrier
Typical Regional
Carrier
-23
Typical US
Carrier
-92
-22
53
49
396
25
25
31
163
9
1,191
59
55
353
20
19
234
10
Other
131
11
13
71
4
NPV
2,616
133
143
1,221
58
Fuel+CO2 s.
261
Delay cost s.
ANS charge s.
Time related
s.3
Breakeven
Years
Breakeven
Fuel only
Years
Rationale
▪
451
31
5
8
7
6
10
8
13
12
9
14
Long average flight
duration resulting
in high ANS charge
and fuel savings
▪
Fit of a large major
airline fleet with
low utilization
resulting in late
breakeven
▪
Operations in
regions with low
ANS charges
reducing the
benefits
▪
Low fitting costs
for low fair airlines
improving the
business case
▪
Benefiting at one
airport per flight
only
Page 10
PRELIMINARY
Major investments inside each implementation package/service levels
Major airline investment
2009
2013
Incidental
investments
Structural
investments
“IP1”
Best practices and
preparation
2017
Step1
Time-based
operations
▪ FMS (2D)
▪ GBAS
▪ FMS (3D)
▪ SBAS
▪ FDPS (3D)
▪ ADS-B
▪ ADS-B
Major ANSP investment
▪ GBAS 2/3
2020
Step2
Trajectory-based
operations
▪ FMS (4D)
▪ GPS/Gal.
▪ AGDLGMS
▪ FDPS (4D)
▪ SWIM
▪ ACAS
▪ EVS
▪ 8.33
▪ BtV
▪ AMAN/DMAN
▪ B-VHF
▪ CPDLC
▪ Mode S
▪ RWY incursion
400 kEUR per a/c
510 kEUR per a/c
Major airport investment
▪ ASAS
760 kEUR per a/c
Step3
Performancebased operations
▪ TBD (FMS
upgrade,
Datalink
upgrade, SV,
SATCOM)
Following the signature of the agreements, the programme ramp-up was
completed in 18 months
Agreements
Signature
MAY 2009
March 2010
1300
November
Contributors
First Project
150 projects
Plans Reviewed launched
September
Airlines on board
July 2009
400 contributors
20 projects launched
October 2010
2000
Contributors
260 projects
launched
First
deliverables
85% of the programme will be in
execution by year end
03/06/09 Launch Event
Page 12
ILLUSTRATIVE, SIMPLIFIED FOR CLARITY REASONS
Delivery approach
ATM MASTER
PLAN
MANAGMENT
DEPLOYMENT PLANNING STEP 1
R&D
PROGRAMME
MANAGEMENT
Validation
Preparation
Definition
R&D Projects
Definition
-Concept
-Requirements
-Prototype
-Validation
-SC, BC…
Validation
Preparation
DEPLOYMENTSTEP 1
Validation
Preparation
Definition
-Concept
-Requirements
-Prototype
-Validation
-SC, BC…
Page 13
AIRE is delivering green results today
 Capitalizing on present aircraft
capabilities
 1152 trials performed in 2009
 Demonstrated CO2 saving/flight
ranging from 90 to 1250 kg
 Accumulated savings during trials
equivalent to 400 Tons of CO2
 First complete transatlantic green
flights performed
 6 projects completed in 2009, most
of the solutions are already in
operation or will be introduced
within short
Page 14
Outlook into expanded AIRE programme
 Strong response to the
call for tender
 18 projects were
selected and will be
launched shortly
 7 of the 18 proposals
include green gate-togate projects
 Strong focus on
implementation
 Quick Wins that
present the highest
potential for fuel burn
reduction are well
covered in the
expanded AIRE
Programme
Pioneer locations and city pairs
▪
Airports (surface/TMA):
▪
▪
▪
▪
▪
▪
▪
▪
▪
▪
▪
▪
▪
▪
En route/Oceanic:
▪
▪
▪
▪
▪
Brussels
Cologne/Dusseldorf
Paris
Vienna
New York
Gander
Shanwick
Santa Maria FIR
Casablanca FIR
Lisbon FIR
Stockholm
Goteborg
Toulouse
Prague
Zurich
Point -a- Pitre (West indies)
Madrid
▪
City pairs:
▪
▪
▪
▪
▪
Paris<>Toulouse
▪
Zurich <> TBD (several
cities in Asia and North
America are preidentified)
Amsterdam
Paris <> Point-a-Pitre
Paris <> New York
Stockholm <> Goteborg
Goteborg <> TBD
(several cities are preidentified)
▪ Amsterdam <> TBD
(several cities are preidentified)
Page 15
PRELIMINARY
Beyond AIRE, 46 related R&D projects have been pre-identified in the
SESAR Programme covering the scope of all the 10 Quick Wins. Validation
activities will begin in 2011 to enable deployment from 2013 or before
Priority
Name
Number of related
projects (*)
1
Point Merge and Advance Estimated Arrival Time (EAT)
8
2
Planned Push Back-Time (PBT) and Earliest Take-Off Time
(ETT) to allow reduced engine taxi out
8
3
Performance Based Navigation (PBN)
12
4
Functional Use of Military Airspace (FUA) and use of
Conditional Route (CDR)
3
5
ASAS Manual Sequencing and Merging
3
6
Continuous Descent Approach (CDA)/Continuous Climb
Departure (CCD)
6
7
Real Time Sector Work Load
7
8
Slot Swapping
4
9
Oceanic Remote Operations
2 (**)
10
Direct Route/Free Route
1
(*) non cumulative (some projects contribute to more than one of the 10 quick wins)
(**) projects are suspended
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Key activities for 2011
▪
▪
Ensuring a first release of R&D results
▪
Preparing a structural review of the ATM Master Plan
taking into account the delays in the implementation
of “IP1” and including intermediate performance
targets (2013, 2017, 2020)
▪
Expansion of AIRE and definition of an acceleration
plan for PBN
▪
Cooperation with NextGen on high priority areas
including avionics roadmap and datalink
▪
Define solutions for funding/financing with a
particular emphasis on airborne equipage incentives
▪
Implementation of a Best Equipped / Best Served
Policy
Definition of preliminary deployment packages
including supporting business cases (implementation
from 2013)
Page 17
IBAC CNS/ATM Advisory Group
▪
Take note of the progress made in setting-up SESAR and
supporting governance arrangements in which airspace users
play a pivotal role
▪
Support key activities defined for 2011
Page 18
WP 9 - Aircraft System Developments
WP9 focuses on the development and validation of the airborne enablers.
The principal evolutions to the aircraft platform concern:
• 4D Trajectory management functions will be progressively introduced.
Initial steps include the improvement of the Required Time of Arrival
(RTA) function.
• Aircraft Separation Assurance develops progressively from the ATSAW
functions to improve awareness, through spacing to optimise TMA
operations, and finally separation delegated to the cockpit.
• Approach functionalities are progressively enhanced to provide
improved all weather operations, through the addition of new functions
and technologies such as GBAS, Enhanced Visual Systems and wake
vortex detection/alleviation.
• Surface movement operations are improved through the introduction of
functions to initially provide guidance and then provide automatic taxi
functionality.
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Projects 9.01/9.02/9.03
9.01/9.02/9.03 focus on the development and validation the definition,
exchange and execution of the 4D Business or Mission Trajectory.
The principal goals and scope of these projects are:
• To ensure that the airborne part of the technical definition and the
system design of the ‘Initial 4D’ function is at the level of maturity
relevant to launch a cost effective and robust A/C system development,
and is interoperable with systems containing the ground Initial 4D
functionality, including CPDLC and ADS-C supporting elements.
• Development of the ‘full 4D’ function is aimed to provide significant
benefits, on flight efficiency and Air traffic Management, based on a very
precise trajectory management on 3D + time down to runway threshold.
• Assess what capability levels can be reached by military aircraft in
relation to interoperability of Business Trajectory and Mission Trajectory
and how military aircraft capabilities may comply with the 4D principles.
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Projects 9.28/9.29 & 9.11/9.30
9.28/9.29 focus on the development and validation of EVS/SVS. Project
9.11/9.30 look at the wake vortex detection and alleviation sensors and
systems.
The principal goals and scope of these projects are:
• The development of Enhanced Vision Systems aiming at improving
pilots’ ability to conduct taxi, take off and landing operations in low
visibility conditions for Head-up and Head-down displays.
• The development of Combined Vision Systems (CVS) integrating both
Enhanced and Synthetic, aiming at improving pilots’ ability to conduct
taxi, take off and landing operations in low visibility conditions.
• To develop and validate an onboard system for detecting and
characterizing severe wake encounters during all phases of flight and to
enable fly through non-severe vortices by adaptive control of the aircraft.
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Projects 9.05/9.06
9.05/9.06 focus on the development and validation of Airborne Separation
ASAS
The principal goals and scope of these projects are:
• To progress with the technical definition, prototyping and validation of
the Sequencing and Merging ASAS Spacing application function
onboard the aircraft.
• To progress with the technical definition, prototyping and validation of
ASAS Separation application functions to support the delegation of
responsibility to carry out a specific maneuvers or maintain a defined
separation during those maneuver.
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Projects 9.09/9.10/9.12
9.09/9.10/9.12 focus on the development and validation of the navigation
capabilities, on board the aircraft and the related applications .
The principal goals and scope of these projects are:
• To design and validate the architecture of system to ensure continuous
navigation during Initial, intermediate and final approach in order to
support RNP to Precision approach transitions to xLS (x = ILS, MLS,
GLS), taking into account the different RNP classes and levels.
• To evaluate the compliance of existing avionics to APV-Baro VNAV
requirements. To analyse the required upgrades on existing avionics to
fly LPV (APV-SBAS) and to prototype future avionics with an optimised
architecture for APV in support of validation.
• To design and validate the architecture of the initial GBAS CAT II/IIII
airborne system taking full account of the performance provided by the
GBAS CAT II/III ground component in order to demonstrate that the
CAT II/III operational performances can be met.
Page 23
Projects 9.13/9.14
9.13/9.14 focus on the development and validation of Surface movement
operations
Surface movement operations will be improved through the introduction of
aircraft system capabilities which provide guidance and automatic taxi
routing as well as alerting functionality to the flight crew.
The principal goals and scope of these projects are:
• To progress the technical definition and validation of the airborne
systems to enable mixed voice and datalink taxi clearances on the
airport surface.
• To define, develop and validate the airborne functional and technical
capabilities to enable alerting services to flight crew during operations
on the Airport surface.
Page 24
Project 9.49 – Avionics Roadmap
A/G and ASAS
Applications
Regulatory
Roadmap
Standardisation
Roadmap
Data exchange requirements
WP9.X
WP9.Y
WP9.Z
WP9.#
WP15.X
WP15.X
WP9.N
WP10.Y
WP10.Y
WP12.Z
WP12.Z
Consolidated Airborne Functional Architecture
Revie
w
Validation Reports
Revie
w
Avionics Roadmap
Interoperability Risk Report
Physical Airframe
Architecture
Physical Airframe
Architecture
Physical Airframe
Architecture - N
US (NextGen)
Planning
Page 25
SESAR and EFBs
Currently there is nothing explicitly aiming at EFB development in the
SESAR programme.
However the role of EFB hosted applications is recognized as a way to fasttrack the implementation of certain aircraft based applications.
Allowing the benefits to be realised without the full aircraft integration cost
and time.
It is seen as an intermediate step and there are issues to be considered for
the suitability of an application to be hosted on an EFB e.g. safety and
certification (Outside SESAR scope).
Some ASAS applications and surface routing applications could be
candidates for EFB implementation in the short-term as well as access to
up to date information by the flight crew
Deployment strategies should take account of near-term work advancing
the use of EFB’s, understanding how we can deliver the SESAR benefits to
the user most effectively.
Page 26