The SESAR Concept of Operations in Detail

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The SESAR Concept of Operations in Detail
Andy Barff, EUROCONTROL Philip Hogge, Airspace
Users 8th October, 2007 - NLR
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The SESAR CONOPS is

• Performance Driven
• Process Orientated
• Trajectory Based
• Founded on SWIM

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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
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The world without SWIM
Airport
A/O
MET
ATC
ATC
ATC
A/O
ATC
Airport
Airport
ATC
A/O
AIS
A/O
A/O
Airport
Airport
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System Wide Information Management
MET
A/O OPS
EFB

DISTRIBUTE
ATFM
CDM
STORE
Manage Data
CDM
CHECK
FDM
World AIS
PROCESS
EAD Supplies Traditional AIS products
NAV

• SWIMPool

FIS
ATC
ATC OPS
Source RESPONSIBILITY
Output
FDM
AIS App
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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.
• Exists through out all phases of the ATM process

Business Development Trajectory
Shared Business Trajectory
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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.
AGREED RBT
CTA
Page  17 MJ1 Takes account of comments 56,
60. Page  17 MJ2 Takes account of comments 64
The unique 4D description of the trajectory
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ATM Capability Levels
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ATM Capability Levels
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Aircraft is a node on the SWIM network
Available 2025 Trajectory Sharing Air-Air Met
data sharing (Air-Air/Air-Ground) Avionics with
Longitudinal Navigation Performance Capability
(4D Contract) and Airborne Self-Separation
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ATM Capability Level
SESAR 2020 Requirements Trajectory Sharing
meeting ATM requirements Avionics with Vertical
Navigation Performance capability multiple RTA
and Airborne Separation capability
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Aircraft Delivered 2013 onwards ADS-B/IN and
avionics enabling airborne spacing Sequencing
and Merging Datalink Link 2000 applications
CDTI
1
Current Aircraft ADS-B/out (position/aircraft/m
et data) Avionics with 2D-RNP, vertical
constraint management and a single RTA Datalink
Event reporting/Intent sharing
0
2010
2020
2030
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Managing the Network
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Trajectories in all the ATM processes
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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
• 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

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Airspace Organisation and Management
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Airspace Organisation and Management

• European Airspace a Single Continuum
• Two types of airspace managed and unmanaged
• 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
• New airspace types (dynamic, variable, mobile)
• Improved airspace management and simulation

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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
• Potential distortions at points of transfer (LoA
  etc.) eliminated through trajectory sharing
• In Managed airspace user preferred routing will
  apply with no need to adhere to a fixed route
  structure
• 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

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Queue Management
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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
• The goal is a better management of throughput,
  ensuring that delay is managed in the most
  fuel-efficient and environmentally acceptable
  manner.

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Queue Management (2)
CTA
AMAN Horizon
Metering Fix (CTA point)
- CTA received
SWIMNet
DMAN
AMAN
EOBT
A-SMGCS
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(No Transcript)
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Single Merge Point
D
F
A
B
E
C
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Airport Operations
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Airport Operations

• Increased runway and surface safety
• Elimination of runway incursions, improved
  surface movement management
• Increased runway throughput
• 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
• 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
• Continuous descent approaches, continuous climb
  departures
• Minimal ground and air holding

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Airport Operations
Safety is paramount SESAR goal is the
elimination of runway incursions
Images courtesy of the FLYSAFE project (TU
Darmstadt)
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Conflict Management and Separation
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Conflict Management Background and Needs
TMA and En-route capacity is a function of ATC
task-load
Task-Load
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Separation Modes
Vertical uncertainty results in a large protected
area
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Separation Modes
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Separation Modes
Cones and/or tubes
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Separation Modes
Dynamic Route Allocation
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Separation Modes
Under a 4D Contract clearance uncertainty is
contained
The aircraft guarantees a maximum degree of
deviation inall dimensions from the cleared
trajectory segment
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Separation Modes
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Separation Modes
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Conflict Resolution - ASAS Solution (courtesy of
Dassault Aviation)
ADS-B will provide
? An accurate position of the Intruder
? The Track of the Intruder
? The Ground Speed of the Intruderand so the
intruder relative course
F
M
S
1
? Appropriated route change might be proposed to
the pilot

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Separation Modes
Sequence to fix continuous descent
Slowly converging separated RNP routes no
need for a platform altitudeASEP automated
monitoring of parallel streams
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Separation Modes
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Airborne Self-Separation
Self-Separation (SSEP) aware of all surrounding
traffic and its intent execute airborne
separation in relation to all other aircraft
trajectories
Managed Airspace
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Airborne Self-Separation
Self-Separation (SSEP) awareness of all
surrounding traffic and its intent execute
airborne separation in relation to all other
traffic
Particularly as an enabler to cruise climb.
Managed Airspace
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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.

Main themes of SESAR are very similar to those of
NextGen The SESAR Concept of Operations is fully
compliant with the ICAO OCD
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The SESAR Concept of Operations in
DetailQuestions?
8th October, 2007 - NLR