ATS CENTRE PLANNING AND OPERATIONS

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ATS CENTRE PLANNING AND OPERATIONS

• Technical, Economical and Operational Assessment
  of an ATM Concept Achievable from the year 2005

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Resume what is covered
Flow Capacity Management
Tactical
Local Traffic Management
Strategic
Time Horizon
Central Planning Agency
Multi-Centre
Centre
Multi-Sector
Sector
Geographical area Horizon
CENTRE PLANNING
En-Route Metering
Multi-Sector planning
EN ROUTE PLANNING
EXECUTIVE CONTROL OPERATION
Free routing
Partial delegation
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Main issues

• ATS Centre planning and operations will be
  characterised by an improvement in the Local
  Tactical Planning activities.
• Main objectives are
• To closed the gap between the Flow and Capacity
  planning ( at strategic and tactical level) and
  real time operation.
• To pave the way towards more autonomous aircraft

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Practical implementation
En-Route Planning involves
Local Tactical Planning encompasses En-Route
Planning and Terminal Area Sequencing operations
En-Route Metering Multi-Sector Planning (MSP).
Arrival manager Departure manager
Terminal area sequencing involves
Evolution towards more autonomous operation
involve the consideration of partial delegation
of responsibility to the aircraft and the free
routing implementation
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En-Route Planning principles

• En-Route Planning acts on the basis of the agreed
  DOP.
• It will act as a bridge between Flow and
  Capacity management, and Tactical Air Traffic
  Control.
• Time horizon is up to two hours in advance.
• Two enabling functions are required
• En-Route Metering and Multisector planning

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Operational Procedure Summary

• Ensure flexibility allowing optimal use of human
  resources and abilities.
• Will prevent overload situations for human actors
  (controller, pilots)
• Planning ahead and solving potential conflicts
  well in advance.
• DOPs demand/capacity accuracy expected 90.
• En-route planning works on the basis of the DOP
  with more accurate data, shorter time horizon and
  smaller area of responsibility
• De-centralised mode of operations
• Needs computer support by tools able to predict
  en route air traffic , as well as workload in
  different scenarios

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En-Route Metering principles

• Function implemented through a possible ATS
  centre planners that
• Identifies future traffic overload and congestion
  situations, with a time horizon of at least 2
  hours through an automated traffic analyser
• Does not take tactical actions if overload or
  congestion is not found
• Determines optimum solutions varying from change
  acceptance rates, change routes, etc...
• Negotiates solutions with planers affecting the
  situation through automatic negotiations tools
  and aeronautical network
• Distributes changes to stakeholders
• Could work in streams of aircraft rather than
  individual aircraft

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En-Route Metering Assessment Support

• Sector overloads are removed, so maximum flow
  initially planned has been effectively managed
  without stress in the system
• If function is implemented and there is
  confidence on the removal of sector overloading
  maximums, the declared capacity figures will be
  increased as effective real flow figures are
  recognised
• Wide number of sectors suffer today of peak flows
  over the declared capacity (gt10 of the declared
  capacity)
• Control of overload will facilitate to adopt this
  figures as normal operating conditions.

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Multi-sector Planning Principles

• Function implemented through a number of
  Multisector planner positions that
• Detects conflicts with 1 hour horizon through a
  MTCD
• Finds solutions to the conflicts detected with
  the assistance of a conflict resolution advisor.
• Decides on the solution to be taken , and
  distributes to the stakeholders.
• It could also deal whit individual trajectory
  change request, assess and negotiate them.
• In addition to the above task could also perform
  the tasks of the individual sector planning
  controllers (inter -sector co-ordination).

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Quantified benefits from implementation of
advanced new generation CWP
Tactical Planners Workload IMPROVEMENT
Capacity gain
Tactical WL decrease by 30 (consistent with
SRATM project results) Planer WL decrease by 10
Around 10 or 15 of capacity gain saturated
sectors
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MSP Results illustration
Tactical WL
Planning WL
Planning WL is reduced to something marginal
without Tactical working conditions degradation
No significant gain is due to MSP actuation
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Quantified benefits from MSP

• Marginal improvement in Workload/Capacity at
  tactical level.
• Conflicts detected at planning level by MSP or
  Planner controllers
• Marginal gain provided by resolution of conflicts
  in previous sectors
• If datalink capacity is provided to the MSP
  additional gains can be achieved, but
  responsibility issues MUST be clarified
• If MTCD assumes the conflict search planning
  task,
• Planer workload is reduced enough to justify
  Planner Controller integration
• Remaining marginal workload is minimal and no
  significant Tactical workload decrease will be
  achieved
• Real gain from MSP is the possible integration
  of Planner Controller positions

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En-Route Planning potential changes and overall
benefits

• En route metering on, at least centre level will
  fill the gap between ATFM and ATC and support
  gate-to-gate operations
• Multisector planning will be a new function in
  ATC
• By the use of MTCD controllers will be able to
  plan traffic and to solve potential conflicts.
• Multisector planning and MTCD will permit the
  change from reactive to pro-active ATC.

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First steps towards a fully autonomous aircraft
operation

• Partial delegation of responsibility to suitably
  equipped aircraft
• airborne conflict detection and resolution tools
• depends on availability of technical enablers
  (e.g. CDTI)
• System supported monitoring to reduce controller
  workload
• Free Routing implementation

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Technical feasibility

• VDL Mode 2 progressive from 2001 (about 50
  equipage in 2010)
• ATN router and ODIAC applications progressive
  from 2003 (25 to 50 equipage in 2010)
• ADS-B progressive from 2007/2008 equipped
  depending on incentive / mandate choice

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Practical implementation of partial delegation of
responsibility separation to the aircraft
On-route station keeping application
In track separation conflicts
CONTROLLER delegates separation control
responsibility to PILOT
Controllers Workload DECREASES
(Just monitor)
Establishment of ASAS CONTRACT
Controllers Workload INCREASES
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Quantified benefits of partial delegation of
responsibility separation to the aircraft

• WL decrease is dependant on the numbers of
  aircraft equipped and on the route structure.
• STK Implementation provides the pilot with data
  in order to help him to manage the relative
  movement between his and other aircraft when
  close proximity situation occurs.
• An STK Contract is necessary to be established
  between pilot and controller.
• The level of complexity implied by the
  establishment of this contract will directly
  affect on the gain obtained with STK
  Implementation.

Free Routing
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Open questions to the Forum
CITY, DD/MM/YY

• Can any real capacity increase be derived from
  en-route metering?
• Can the route structure be adapted to provide the
  flexibility required by en-route metering?
• What should be the characteristics of the MSP?
• Can the MSP substitute the planner controller
  role?
• Can we envisage partial responsibility delegation
  to the aircraft for the near term ?

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consent
TORCH WPX
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