Transcript The SESAR Concept of Operations in Detail Andy Barff, EUROCONTROL 8

The SESAR Concept of Operations in Detail
Andy Barff, EUROCONTROL
Philip Hogge, Airspace Users
8th October, 2007 - NLR
The SESAR CONOPS is
Performance Driven
Process Orientated
Date: 05/11//07
Trajectory Based
Founded on SWIM
Page: 2
Date: 05/11//07
The SESAR Concept
Trajectory Based Concept Founded on SWIM
ATM Capability Levels
Network Management
Airspace Organisation and Management
Queue Management
Airport Operations
Conflict Management and Separation
Page: 3
Airport
The world without SWIM
A/O
MET
ATC
ATC
ATC
A/O
ATC
Airport
Airport
Date: 05/11//07
ATC
A/O
AIS
A/O
A/O
Page: 4
Airport
Airport
System Wide Information Management
MET
A/O
OPS
EFB
DISTRIBUTE
ATFM
CDM
STORE
CDM
CHECK
Manage Data
FDM
World
AIS
PROCESS
NAV
EAD
Supplies Traditional
AIS products
FIS
ATC
Date: 05/11//07
ATC
OPS
Source
RESPONSIBILITY
Output
FDM
AIS App
Page: 5
The Business Trajectory
4D Trajectory which expresses the Business/Mission intention of the airspace user.
Fully owned by the airspace user:
•
•
Changes via CDM processes involving user BUT does not interfere with ATC/Pilot
time-critical decision processes.
When constraints are needed the solution is chosen by the user whenever possible
Based on most timely and accurate data available
•
•
Sources: AOC, Airborne Automation, ANSP, 3rd Party on behalf user.
Normally the relevant ANSP will compute trajectory for Military or non-capable users
during flight.
Date: 05/11//07
Exists through out all phases of the ATM process
Exists during Business Development
Exists during
processes.
the planning phase
Trajectory that airspace user agrees to fly and
Internal to the User
‘Published’ by the user and shared
the ANSP
by all
and
participants
Airport agrees to facilitate
(Not all users have a Trajectory
(User entry
at thispoint
time)to process will vary)
Business Development Trajectory
Page: 6
Shared Business Trajectory
Reference Business Trajectory
Reference Business Trajectory (RBT)
Continuous
Descent Approach
RBT authorised by the ANSP, executed by the
flight crew unless there is intervention for the
purpose of separation provision or other safety
related needs.
AUTHORIZED
RBT
AGREED
RBT
CTA
Current Position
Date: 05/11//07
EXECUTED
RBT
“The unique 4D description
of the trajectory”
Page: 7
Date: 05/11//07
ATM Capability Levels
Page: 8
ATM Capability Levels
4
Aircraft is a
“node” on the
SWIM network
Available 2025+: Trajectory Sharing Air-Air; Met data sharing (AirAir/Air-Ground); Avionics with Longitudinal Navigation Performance
Capability (4D Contract) and Airborne Self-Separation
ATM Capability Level
3
SESAR 2020 Requirements: Trajectory Sharing meeting ATM requirements;
Avionics with Vertical Navigation Performance capability; multiple RTA and
Airborne Separation capability
2
Aircraft Delivered 2013 onwards: ADS-B/IN and avionics enabling airborne spacing –
“Sequencing and Merging”; Datalink: Link 2000+ applications
CDTI
Date: 05/11//07
1
“Current Aircraft”: ADS-B/out (position/aircraft/met data); Avionics with 2D-RNP, vertical
constraint management and a single RTA; Datalink: Event reporting/Intent sharing
0
2010
Page: 9
2020
2030
Date: 05/11//07
Managing the Network
Page: 10
Trajectories in all the ATM processes
YEARS
ATM PLANNING
PHASES
DAYS
6 MONTHS
HOURS
MINUTES
Mid/Short
Term
Long Term
Execution
C
BDT
Date: 05/11//07
LIFECYCLE OF THE
BUSINESS TRAJECTORY
Business
Development
Trajectory
• Forecasts
• Airline Plans
• Schedule Dev.
• Military Exercises
• Major Events
• Airspace Design
Page: 11
SBT
SBT
SBT
SBT
SBT
Shared
Business
Trajectory
Negotiations on:
• Schedules
• Airspace
• Routes
• Resources
F
RBT
Reference
Business
Trajectory
ACFT
AOC
ATM
SWIMNet
NETman
MIL
BA/GA
APT
MET
L
S
ASAS
R
D
Time-critical
Actions
• Local Capacity Mgt.
• Traffic Balancing
• Real-time Queue Mgt
• Tactical De-confliction
Plan refinement:
• Arrival Capacity
• Departure Planning
• Impacting Events
• Weather
The NOP to support the Network Management
 The Network Operations Plan (NOP) a dynamic rolling plan for continuous
operations
 Supports the Layered Planning process achieving a balanced demand and
capacity situation
 Provides to all stakeholders precise and up-to-date information on:
Date: 05/11//07
 Traffic demand
 Airspace and Airport Capacity
 Scenarios to assist the management of diverse events
 Network Management is the ultimate mediator
 In case of excess of demand, Airspace Users can recommend a priority order
for flights through the User Driven Prioritisation Process (UDPP)
 Monitored by Network Management
Page: 12
Date: 05/11//07
Airspace Organisation and
Management
Page: 13
Airspace Organisation and Management
•
•
European Airspace a Single Continuum
Two types of airspace – managed and unmanaged
•
•
Date: 05/11//07
•
Managed:
• All information on all traffic is shared
• Pre-determined separator is the ANSP (may be delegated)
Unmanaged:
• Traffic may not share information
• Pre-determined separator in the Flight Crew
Full application of Flexible Use of Airspace (FUA) by 2020 and the gradual
abandonment of fixed dimensions for special airspace activities
•
•
Page: 14
New airspace types (dynamic, variable, mobile)
Improved airspace management and simulation
Airspace Organisation and Management
•
Needs of Trajectory Management determine the dynamic adjustment of
airspace
•
Distortions to the business/mission trajectory kept to an absolute minimum
•
•
In Managed airspace user preferred routing will apply with no need to adhere
to a fixed route structure
•
•
Date: 05/11//07
Potential distortions at points of transfer (LoA etc.) eliminated through trajectory
sharing
•
Page: 15
Route structures will be available
Trade off between flight efficiency and capacity will mean that route structures may
be deployed to maximise capacity and suspended when no longer needed
In vicinity of major airports route structures may be essential and may extend
to/from cruising levels
Date: 05/11//07
Queue Management
Page: 16
Queue Management (1)
• In the real world, there will be circumstances in which, after all possible
optimisations, demand does exceed capacity.
• Queuing is a natural result of the excess of demand over capacity
• Queue management is the tactical establishment and maintenance of a
safe, orderly and efficient flow of traffic.
• Includes the handling of queues, both in the air and on the ground.
• Operates on individual flights
• Closely related to the Separation process
• Queue management will not by itself reduce delays or increase capacity:
Date: 05/11//07
• The goal is a better management of throughput, ensuring that delay is
managed in the most fuel-efficient and environmentally acceptable manner.
Page: 17
Queue Management (2)
CTA
(CTAREV)
CTAFREEZE
Tactical
Fine Spacing
ATC/ASAS
AMAN Horizon
Metering Fix
(CTA point)
Date: 05/11//07
Departure: ATD - CTA received
Turn-Around
Activities
(User and
Airport Tasks)
DMAN
EOBT
A-SMGCS
Page: 18
EOBT/TTA
TTA RQ
SWIMNet
SEQ/CTA
TTA Issued
AMAN
SEQUENCE
Arrival Management processes assure an optimum arrival sequence
by the allocation of Controlled Time of Arrival (CTA) at an appropriate fix
MERGE
ASPA Merging technique achieves
precise pair-wise time-based spacing at fix
Date: 05/11//07
SPACE
Continuous Descent Approach
Significant Fuel Saving: UPS, NUP2+
30% less noise (6db) 34% less NOx
Page: 19
ASPA in trail time-based spacing
- precise final approach spacing
in all wind conditions
Increased consistent
runway utilisation
D
F
Single Merge Point
Dynamic allocation
of arrival routes
Final spacing <50secs
Continuous descent
approaches
A
Date: 05/11//07
B
E
C
Page: 20
Merge point close to runway
- time based merging
Date: 05/11//07
Airport Operations
Page: 21
Airport Operations
•
Increased runway and surface safety
•
•
Increased runway throughput
•
•
•
•
Date: 05/11//07
•
Improved wake vortex separation techniques – prediction/detection
Minimizing and predicting runway occupancy times
Accurate time-based spacing on final approach
Reduced departure spacing
Increased and consistent runway utilisation
•
•
•
•
Elimination of runway incursions, improved surface movement management
Arrival and departure management tools – sequence optimisation
Optimising runway configuration / mode of operation
Increase runway utilization during low visibility conditions
Reducing noise and pollution through operational improvements
•
•
Page: 22
Continuous descent approaches, continuous climb departures
Minimal ground and air holding
Airport Operations
Date: 05/11//07
Safety is paramount – SESAR goal is the elimination of runway incursions
Images courtesy of the FLYSAFE project (TU Darmstadt)
Page: 23
Date: 05/11//07
Conflict Management
and Separation
Page: 24
Conflict Management: Background and Needs
TMA and En-route capacity is a function of ATC task-load
Tactical Intervention
to ensure Separation
Task Identification
Task-Load
Clearances
Date: 05/11//07
Routine Tasks
Coordination
Provide Automation Assistance
MTCD/R, Conformance Monitoring …
Page: 25
Communications
Reduce the need for Intervention
Automation
Deconfliction, Share Tactical Intervention
Separation Modes
Mode
Conventional Self-Separation
Conventional Surveillance/Procedural
!
Trajectory Control by Speed Adjustment
Precision Trajectory-2D
Precision Trajectory-3D
!
Precision Trajectory-4D Contract
Airborne Separation: Visual
Date: 05/11//07
Airborne Spacing, Sequencing/Merging
Airborne Separation
Airborne Self-Separation
Page: 26
Vertical uncertainty results in a large
protected area
Separation Modes
Mode
Conventional Self-Separation
Conventional Surveillance/Procedural
Trajectory Control by Speed Adjustment
Precision Trajectory-2D
Precision Trajectory-3D
Precision Trajectory-4D Contract
Airborne Separation: Visual
Date: 05/11//07
Airborne Spacing, Sequencing/Merging
Airborne Separation
Airborne Self-Separation
Page: 27
Vertical containment releases a large volume of
airspace - available for other aircraft
Separation Modes
Mode
Conventional Self-Separation
Conventional Surveillance/Procedural
Trajectory Control by Speed Adjustment
Precision Trajectory-2D
Precision Trajectory-3D
Precision Trajectory-4D Contract
Airborne Separation: Visual
Date: 05/11//07
Airborne Spacing, Sequencing/Merging
Airborne Separation
Airborne Self-Separation
Page: 28
“Cones” and/or “tubes”
Separation Modes
Mode
Conventional Self-Separation
Conventional Surveillance/Procedural
Dynamic Route Allocation
Trajectory Control by Speed Adjustment
Precision Trajectory-2D
Precision Trajectory-3D
Precision Trajectory-4D Contract
Airborne Separation: Visual
Date: 05/11//07
Airborne Spacing, Sequencing/Merging
Airborne Separation
Airborne Self-Separation
Page: 29
Optimum profile
Separation Modes
Mode
Under a 4D Contract clearance uncertainty is contained
Conventional Self-Separation
Conventional Surveillance/Procedural
Trajectory Control by Speed Adjustment
Precision Trajectory-2D
Precision Trajectory-3D
Precision Trajectory-4D Contract
Airborne Separation: Visual
Lateral, Vertical
and Longitudinal
Date: 05/11//07
Airborne Spacing, Sequencing/Merging
Airborne Separation
Airborne Self-Separation
Page: 30
The aircraft guarantees a maximum degree of deviation in
all dimensions from the cleared trajectory segment
Separation Modes
Mode
Conventional Self-Separation
Conventional Surveillance/Procedural
Overtaking Problem
Target
Delegated
Trajectory Control-Speed Adjust.
Precision Trajectory-2D
Precision Trajectory-3D
Precision Trajectory-4D Contract
Delegated Separation: Visual
Date: 05/11//07
Airborne Spacing, Sequencing/Merging
Airborne Separation
Airborne Self-Separation
Page: 31
Delegated aircraft calculates overtaking manoeuvre using
airborne separation – then shares new trajectory providing
the controller with assurance that the situation is resolved
Separation Modes
Mode
Conventional Self-Separation
Climb Through Problem
FL320
FL340
Conventional Surveillance/Procedural
Trajectory Control-Speed Adjust.
Precision Trajectory-2D
Precision Trajectory-3D
Precision Trajectory-4D Contract
Delegated Separation: Visual
Date: 05/11//07
Airborne Spacing, Sequencing/Merging
Airborne Separation
Airborne Self-Separation
Page: 32
FL250^370
Controller authorises climbing
Aircraft to execute RBT but
delegates separation responsibility
against the 2 “blocking” aircraft
Conflict Resolution - ASAS Solution
(courtesy of Dassault Aviation)
NTS
62.5 nm
08:00
11 44 Z
X1
22.5 nm
04:30
11 38 Z
000
X1
020
X1
ADS-B will provide
:
 An accurate position of the Intruder
 The Track of the Intruder
 The Ground Speed of the Intruder
F
M
S
1
F
M
S
1
and so the intruder relative course
 Appropriated route change
Date: 05/11//07
might be proposed to the pilot
5
5
SEPARATION
F7X F-WIDE
3 nm
03:30
Page: 33
SEPARATION
F7X F-WIDE
5 nm
03:20
Separation Modes
Mode
Sequence to fix – continuous descent
Conventional Self-Separation
Conventional Surveillance/Procedural
Trajectory Control-Speed Adjust.
Slowly converging “separated” RNP routes
– no need for a “platform altitude”
ASEP automated monitoring of parallel streams
Precision Trajectory-2D
Precision Trajectory-3D
Precision Trajectory-4D Contract
Delegated Separation: Visual
Date: 05/11//07
Airborne Spacing, Sequencing/Merging
Airborne Separation
Airborne Self-Separation
Page: 34
ASEP monitoring replaces radar monitoring
before radar separation is lost
Separation Modes
Mode
Conventional Self-Separation
Conventional Surveillance/Procedural
Trajectory Control-Speed Adjust.
Precision Trajectory-2D
Precision Trajectory-3D
Precision Trajectory-4D Contract
Delegated Separation: Visual
Date: 05/11//07
Airborne Spacing, Sequencing/Merging
Airborne Separation
Airborne Self-Separation
Page: 35
Airborne Self-Separation
Self-Separation (SSEP) – aware of all surrounding traffic and its intent
– execute airborne separation in relation to all other aircraft trajectories
Date: 05/11//07
However SSEP in very low density
high altitude airspace may be feasible
in a relatively short time-scale
Managed Airspace
Page: 36
SSEP in mixed airspace is
perhaps the most
challenging SESAR
concept aspect
Airborne Self-Separation
Self-Separation (SSEP) – awareness of all surrounding traffic and its intent
– execute airborne separation in relation to all other traffic
Date: 05/11//07
Particularly as an enabler to cruise climb….
Managed Airspace
Page: 37
IN CONCLUSION
• SESAR stakeholders have risen to the challenge and have developed
this new Concept of Operations.
• We now respect each others positions much more!
• There is a high level of agreement – and any disagreements or caveats
will be respected on the way ahead.
• SESAR will now use this Concept of Operations as the basis of the ATM
Master Plan and will test and validate the ideas it contains.
Date: 05/11//07
Main themes of SESAR are very similar to those of NextGen
The SESAR Concept of Operations is fully compliant with the ICAO OCD
Page: 38
The SESAR Concept of Operations in Detail
Questions?
8th October, 2007 - NLR