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Cooperative Air Traffic ManagementPhase 1

C-ATM High-Level Operational ConceptDeployable From 2012

Version 1.0

Programme: Sixth Framework ProgrammeContract No.: TREN/04/FP6AES/S07.29954/502911Project No.: FP6-200X-XXXProject Title: Cooperative Air Traffic Management (C-ATM) - Phase 1Deliverable No.: D1.1.1Document Title: (Vision) C-ATM High-Level Operational ConceptDocument ID: WP1-1.1Version: 1.0Date: 06/Dec/2004Status: DRAFTClassification: InternalFilename: document.doc

Contributing Partners: DLH, EEC, NATS

Approval Status

Authors Responsible Partner Verification Project Approval

DLH, EEC, NATS EEC Project Management Board(PMB)

Ray DowdallRosalind EveleighVolker Rothmann

Franck Ballerini

Cooperative Air Traffic Management - Phase 1

C-ATM High-Level Operational Concept

Date: 06/12/2004Version: 1.0Status: Released

Document Change Log

Release

Author/ Organisation

Date of the Release

Description of the Release

Modifications - Sections Affected and Relevant Information

(See attached comment sheet)

1.0 EEC Dec/2004 First Version

C-ATM High-Level Operational Concept V1.0 - Page ii Internal

This document was developed by members of the C-ATM consortium under contract to the European Commission. Its content cannot be reproduced or disclosed in any form without prior written authorisation, to be requested from the C-

ATM Project Co-ordinator.© Copyright 2004 – All Rights Reserved




DISTRIBUTION LIST

Company Short Name Country Name of Project Manager

AIRBUS France AIRBUS France

Entidad Pública Empresarial Aeropuertos Españoles y Navegación Aérea

AENA Spain

Thales ATM TATM France

Alenia Marconi System S.p.a. AMS Italy

BAE SYSTEMS Avionics Limited BAES United Kingdom

Deutsche Flugsicherung GmbH DFS Germany

Deutsche Lufthansa AG DLH Germany

Deutsche Zentrum für Luft- und Raumfahrt e. V.

DLR Germany

Direction de la Navigation Aérienne DNA France

Eurocontrol EEC

INDRA Sistemas INDRA Spain

Ingeniera y Economia del Transporte INECO Spain

Ingeniera de Sistemas para la Defensa del España

ISDEFE Spain

Luftfartsverket LFV Sweden

Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NLR The Netherlands

Consorzio Sistemi Innovativi per il Controllo del Traffico Aereo

SICTA Italy

Société Française d'Etudes et de Réalisations d'Equipements Aéronautiques

SOFREAVIA France

Thales Avionics S.A. Thales Avionics

France

NATS En Route Ltd NATS United Kingdom

Luchtverkeersleiding LVNL The Netherlands

Alitalia S.p.a. AZA Italy

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ENAV S.p.a. ENAV Italy

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Table of Contents

1. INTRODUCTION.......................................................................................................................1

1.1 Intended Audience................................................................................................................11.2 Purpose of the Concept Document.......................................................................................11.3 Background...........................................................................................................................1

2. EXTERNAL INFLUENCES ON C-ATM....................................................................................1

3. EUROPEAN ATM SYSTEM TODAY - CONSTRAINTS...........................................................2

4. ATM ELEMENTS......................................................................................................................3

5. PRINCIPLES, ENABLERS AND APPLICATIONS...................................................................45.1 Principles...............................................................................................................................4

5.1.1 Responsibility.................................................................................................................45.1.2 On Time First Served.....................................................................................................45.1.3 Predictability and Consistent Delivery............................................................................45.1.4 Decision Making.............................................................................................................55.1.5 Airspace Configurations and Management....................................................................55.1.6 Network Operations Plan...............................................................................................55.1.7 Layered Planning...........................................................................................................6

5.2 Enablers and Applications.....................................................................................................75.2.1 4D Plan..........................................................................................................................75.2.2 System Wide Information Management and Collaborative Processes........................105.2.3 Data link Communications............................................................................................105.2.4 ASAS............................................................................................................................11

6. MODE OF OPERATION.........................................................................................................126.1 Air Traffic Flow and Capacity Management, and Airspace Management............................12

6.1.1 Strategic Phase............................................................................................................126.1.2 Pre-Tactical Phase (Optimised)...................................................................................136.1.3 Tactical Phase..............................................................................................................13

6.2 Airport Operations...............................................................................................................156.2.1 Arrival-taxi phase..........................................................................................................176.2.2 Turnaround phase........................................................................................................176.2.3 Pre-departure phase....................................................................................................186.2.4 Departure-taxi phase....................................................................................................18

6.3 Separation Management and Synchronisation...................................................................206.3.1 Local Traffic Management (Synchronisation)...............................................................206.3.2 Air Traffic Control (Separation Management and Synchronisation).............................21

7. expected benefits....................................................................................................................24

ANNEXES

A: ATM Actors D: Abbreviations and Acronyms

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B: ATM ComponentsC: Phases of Flight

E: GlossaryF: References

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EXECUTIVE SUMMARYThe objective of the Co-operative ATM project (C-ATM) is to move the products of recent ATM research programmes sponsored by the EC and EUROCONTROL into operational use in the 2012 timeframe as a coherent, integrated system, which will also represent a step towards the operational concept for 2020+. The first step is to define an integrated mode of operation that will be validated in subsequent phases of the project and this report presents the high level mode of operation.

The C-ATM mode of operation will focus on a system that is predictive and coherent, aiming to deliver aircraft consistently according to planned user schedules and agreed sequences with predefined scenarios that will cater for degraded situations. The system should also provide growth potential to sustain the needs of airspace users in the future.

In order to fulfil these aims, it is essential that the ATM system disseminates high quality information which will be contained in a Network Operations Plan (Dynamic Management of European Airspace Network Concept of Operations, DMEAN). The plan will cover strategic planning, schedules, flow, air traffic, airport, military, airline and aircraft information, and 4-dimensional flight data. It will reflect gate-to-gate operations, and will integrate ATM stakeholder constraints and requirements so that the best balance of capacity and demand can be achieved.

The airspace structure will be “dynamic with pre-defined routes, alternates, and sector configurations with agreed scenarios and associated procedures for each day of operations (DMEAN)”, accessible to all stakeholders ensuring a stable and efficient airspace environment.

The airport is recognised as a key resource in the ATM network and the mode of operation anticipates managed airport processes that will optimise resources by integrating arrival, departure and runway management, and incorporate the aircraft turnaround within the ATM plan. Pre-planned gate and taxiway operational plans will be developed for anticipated runway configurations and departure sequences in order to improve predictability of aircraft ground movements. The maintenance of airport movement rates in adverse weather conditions will be achieved through automated assistance for runway and taxiway management and on-board airborne separation assistance systems and procedures.

A layered planning process covering ground, air and all phases of flight will be developed with the objective of improving efficiency, predictability and timely notification of degraded performance, and will form the backbone of the Network Operation Plan. The implementation of Local Traffic Management as a link between ATFCM and ATS will use the Network Operations Plan to cater for the needs of major traffic flows and airport platforms through traffic organisation and level allocation systems, reducing traffic density and complexity in potentially overloaded sectors.

Airborne separation assistance will enable increased traffic rates, task sharing between the controller and flight crew, although separation will remain a ground responsibility. Safety will be reinforced through improved situation awareness in the cockpit. Unit workload per aircraft will be further reduced through improved separation management and traffic synchronisation processes that are supported by 4D traffic planning, decision support systems and data link communications enhancing ground system performance through use of down linked intent.

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The C-ATM mode of operation aims to integrate all stakeholders into the ATM system thereby ensuring increased ATM situation awareness leading to informed choices in all processes. This should lead to improved safety, efficiency and capacity, the initial step to 2020.







1. INTRODUCTION

1.1 Intended Audience

This high-level operational concept document is addressed to the Cooperative Air Traffic Management (C-ATM) consortium, the European Commission and interested stakeholders within the air transport system.

1.2 Purpose of the Concept Document

This document is one of the deliverables (D1.1.1) of Phase 1. It briefly describes the main ATM components that will be used to scope the subsequent C-ATM Detailed Operational Concept document and provides an explanation of how these components work together as an ATM system.

The high-level operational concept provides a holistic ATM system view and sets a top down approach for the project’s operational concept and user requirements, describing scenarios that cover tactical flow and capacity management and gate-to-gate flight phases that integrate all ATM partners.

C-ATM focuses on a high-level mode of operation of future sustainable air/ground ATM operations targeted at deployment from the year 2012 as an interim step to 2020.

C-ATM is aligned with current understanding of the proposed European ATM Master Plan.

1.3 Background

C-ATM is a research project supported by the European Commission’s Directorate General, Transport and Energy, within the 6th Framework Programme. It is an integrated project that addresses improvements in the ATM system. C-ATM seeks to optimise task distribution between actors and to improve decision making through enhanced information sharing and collaborative processes. The target objective is to improve the use of available capacity in all weather conditions, create additional capacity, better manage uncertainty, and enhance the efficiency of ATM processes, whilst maintaining the overall safety of the system.

The complete C-ATM project will span approximately five years. Phase 1 of C-ATM addresses the initial activities over a period of 18 months. An initial consortium of 22 partners was formed for C-ATM Phase 1.

2. EXTERNAL INFLUENCES ON C-ATM

As the C-ATM project aims to move research into operations it needs to take particular account of a number of influences, the most important of which is the ATM Master Plan initiative. This




ICAO 2020ATMCP

ATM 2000+OCD 2020Conops

European Commission

AFAS, MA-AFASGTG, MFF, NUP II

EMMA, SEAP others

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initiative supports development steps for the implementation of the Single European Sky from 2012 and later a collaborative high-performance ATM, representing the 2020 ATM system.

C-ATM will align with the step that targets deployment from 2012, Single European Sky.

The project respects the ICAO ATM Operational Concept (1) by drawing on the ATM components described in the Eurocontrol Operational Concept Document (2) and the OCD volume 2 Concept of Operations documents under development for the years 2011 (3).

Furthermore, C-ATM builds on the concept proposed by the Dynamic Management of European Airspace Network concept of operation, DMEAN (4), which “aims at establishing an organised and dynamic flexibility in the management of the ATM system pro-actively responding to civil and military airspace use demand”. (4)

Figure 1 describes the various influences on the C-ATM mode of operation.

C-ATM needs to address global interoperability and as such will be influenced by output from the European Organisation for Civil Aviation Equipment (EUROCAE), the Radio Technical Commission for Aeronautics (RTCA) and the Requirements Focus Group (RFG).

A C-ATM User Group, comprised of airlines, airports and service providers, drives the “Users” viewpoint to ensure that the wider airspace-user industry is represented in steering the project. The User Group will also advise on the feasibility of C-ATM proposals within the envisaged timeframe.

Above all, the system proposed by C-ATM needs to be acceptable to airspace users, pilots and controllers. Their input will be sought through the User Group and by means of formal reviews and informal contacts.

3. EUROPEAN ATM SYSTEM TODAY - CONSTRAINTS

The introduction of Reduced Vertical Separation Minima and numerous incremental airspace, system and procedural changes, have had a beneficial impact on ATM system performance, and coupled with impact on demand from the unfortunate recent terrorist and health events, the European ATM system can be seen as satisfying current demand. Nevertheless, certain parts of




Figure 1: External Influences




Europe are at capacity and are often subject to regulation measures at peak periods. Furthermore, the system does not operate in a manner supportive to the business needs of airspace users.

With expansion in global economic activity, increasing traffic demand has resumed; forecast increases suggest at least a doubling of traffic by 2020 (1) or 3-5% pa (10) which will lead to airport and en-route congestion with a significant increase in traffic restrictions. The “Challenges to Growth Study” (9) shows that major airports risk to be saturated within the next five years.

Europe’s current operational concept is ground-based and has evolved little. More recently, the implementation of Central Flow Management has managed declared airspace capacity and runway acceptance rates through delay and regulation restrictions. But lack of integrated airport processes and procedures together with long lead times to implementation of new infrastructure has meant significant pressure on gates, taxiways and runways at peak times with an associated impact on airspace user operations.

The lack of predictability and advance warning of events further exacerbates problems related to the flow of traffic en-route and in terminal airspace; furthermore airspace users and ATM service providers optimise their operations independently leading to inefficiency. The ATM system is rigid and unresponsive to real time events.

Initiatives such as Collaborative Decision Making (CDM), LINK2000/CASCADE and more recently DMEAN should make significant improvements to cater for the forecast growth. Nevertheless there is little focus on how an overall integrated ATM system based on the OCD or associated Concept of Operations will function beyond 2008 – 2011, with the exception of the OATA project.

C-ATM proposes to concentrate on a mode of operation by addressing the following limitations:

Poor information distribution leading to fragmented and uncoordinated decision making process;

Poor use of existing technology and operational capability; Lack of European ATM integration leading to disparate and non uniform services and

procedures Human workload limitations; Resource allocation; Airspace complexity; Airport runway, surface and taxiway complexity; Adverse weather affecting surface and airspace operations.

The challenges that need to be dealt with when addressing these constraints include the need to maintain, if not increase safety, to be cost efficient and to integrate increasing environmental concerns related to ATM.

Although outside of the scope of the C-ATM project it must be recognised that the social issues concerning trends towards automation and changes in the ATM working environment should be resolved in parallel with system evolution to ensure it’s safe and correct functioning. Furthermore, it is also important that security issues are addressed to ensure an “ultra secure” ATM system.







4. ATM ELEMENTS

C-ATM takes the dimensions described in the Eurocontrol OCD into account when developing the mode of operation. This section identifies these elements, however, a detailed description can be found in the Eurocontrol OCD, the Concept of Operations document for 2011 and the DMEAN Concept of Operations.

The actors identified for C-ATM are divided into five main categories (Annex A): Service Providers, Airport Operations, Airspace Users, Flow & Network Management, and Government and Institutional.

The Eurocontrol OCD (1) states that there are six ATM components which are invariant processes that necessarily have to occur for the ATM system to be able to function. These components describe what has to be accomplished independent of who delivers it and how it is delivered.

C-ATM adopts these components (Annex B) in the “Mode of Operation”:

Airspace Organisation and Management (AO&M) Air Traffic Flow and Capacity Management (ATFCM) & Network Management Air Traffic Control (ATC), Separation Management, Synchronisation Airport Operations Airspace Users Operations Information Management and Services (IM&S) – SWIM

A better understanding of C-ATM’s use of OCD components is provided in Annex B.

5. PRINCIPLES, ENABLERS AND APPLICATIONS

5.1 Principles

C-ATM focuses on a predictive, coherent and ”visible” gate to gate ATM system consistently delivering aircraft according to planned user schedules and agreed sequences, based on a shared gate-to-gate plan with predefined scenarios to cater for possible degraded situations.

5.1.1 Responsibility

Separation management remains a controller responsibility.

5.1.2 On Time First Served

The proposed network operations plan (see below) will function efficiently if traffic is operated and managed on the basis of “on-time first served”, rather than “first come first served”, which inherently creates disturbance and inconsistency.







In the context of C-ATM, “on time first served” relates to the network operations plan and “readiness” (on time) with regard to planned events, as opposed to being in advance (first come) but not as planned (therefore creating a disturbance, e.g. pushback to meet slot or creating the arrival sequence).

5.1.3 Predictability and Consistent Delivery

The goals of predictability and consistent delivery (according to the Network Operations Plan) drive actors’ tasks and working methods throughout the mode of operation.

It is assumed that by optimising the network plan, individual airspace users will receive an enhanced level of service. Successful exploitation of the network plan assumes that the AOC / AMC decide individual aircraft flight plans and deviations whilst ATS / Controllers optimise traffic according to network requirements and not those of individual flights. Changes to the flight plan requested by pilots will only be safety related (or transmitting a “company” request) whilst actions by controllers will be prioritised by safety (separation management) network requirements (e.g. synchronisation) and then profile achievement (as described in the 4D plan 5.2.1, and annex E).

5.1.4 Decision Making

Decision making remains with the human operator although a significant use will be made of fast time modelling and decision support tools during daily operations.

However, where:

Collaborative decision making processes are implemented, a final decision maker will always be declared;

Pilots participate through ASAS, instructions will always confirm that separation responsibility remains with the controller;

Systems execute or initiate procedures, the human operator will always be in the loop or have access to the system’s processes, if filters are used (e.g. FMS, traffic display etc.).

5.1.5 Airspace Configurations and Management

A European airspace continuum will be established comprising managed and non-managed airspace. Airspace, route networks and route options are collaboratively developed based on user preferred profiles, and vary depending on the main traffic flows predicted for a 24 hour period.

“Highways” (defined routes that incorporate pre-determined profiles) will be established to formalise and manage systematic flight profiles which are regularly adopted in dense airspace whilst en-route, terminal and approach airspace will be adapted to Precision Area Navigation.

Dynamic sectorisation will be realised through the development of modular sector configurations, pre-designed and adapted through continuous modelling of the main traffic flows predicted for each day of operation.




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>> 1 Year 7 days << 1 Day of Operation Real Time




Flexible use of airspace will ensure that military training areas are collaboratively pre-defined and multi-dimension configurations located at an economic distance from airbases and ensuring optimal training conditions for military traffic.

5.1.6 Network Operations Plan

The network operations plan will be a constantly updated data repository of interlinked strategic and tactical subsidiary plans covering demand and capacity, constraints and predefined solutions to common events or expected situations.

It will become an actual plan for given a flight at the moment of clearance delivery.

“The network operations plan will provide an up to date overview of the European airspace situation from which traffic managers, air traffic services, airports and airspace users and military operators’ access and extract data to support their operations and to build their own specific actual operations plans (4)”.

All collaborative processes lead to an update of the network and/or actual operations plans. Final flight plan filing, actual traffic demand, and real time operational conditions (Meteo, military activity, ATFCM measures etc.) will impact the 4D plan negotiation process (5.2.1 below).

The network operations plans are continually accessible and updated during strategic, tactical and real time phases by ATM stakeholders through collaborative processes and SWIM.

5.1.7 Layered Planning

Layered planning is the continuous process of preparing and managing the Network Operations Plan. It involves determining and then balancing the capacity and demand within the ATM system, refining and then optimising the plan in light of real time information on the day of operation.

The goal is a plan with pre-agreed scenarios directed at providing a predictable ATM system. Scenarios will cover all types of unforeseen events from sudden severe weather conditions through traffic over-delivery to shortfalls in airport capacity.

The phases of planning are strongly allied to the quality of information, the time that it is used, and the purpose to which it is relevant. It is a collaborative and continuous process.




Figure 2: Layered Planning




Stability and predictability will be assured through layered planning and system feedback completed by stakeholders, and ultimately execution of the plan and the associated update of the Network Operations Plan or the 4D plan (through for example a trajectory exchange).

The following planning layers are identified:

Strategic: Demand and capacity determination, actions required to balance demand and capacity, long term military plans, airspace design and development of initial Network Operations Plan. Local alternative scenarios for dealing with unforeseen events are developed and coordinated with the network manager.

From >12 months to 1 week before operations.

Pre-Tactical (Optimised): Demand and capacity balancing based on users refined traffic plans (including the 4D profile), military airspace use, alignment of airport slot and stand allocation plans, and weather forecasts.

7 days before operations.




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Tactical: Airspace scenario configuration promulgated. Slot allocation (arrival and departure capacity balancing) 4D plan negotiation and pre-tactical clearance. Re-balancing capacity and demand, traffic management and synchronisation. Monitoring of planning risks and assessing unforeseen events, and local optimisation.

Day of operation

5.2 Enablers and Applications

5.2.1 4D Plan

Significant improvement in ATM services are predicted from the use of 4D information provided by the airline or the aircraft FMS. This includes preferred route planning and continuous adjustment of 4D plans in order to satisfy Target Times of Arrival. The Target Time of Arrival becomes one of the main objectives of the ATFCM process.

The expected benefits are: greater predictability and therefore improved safety, reduced holding, improved arrival management and associated reduction in “bottlenecks”, and efficient aircraft operation and fleet management.

A 4D plan is a flight profile based on the airspace users profile request and which provides information on: Route and profile, Estimated Off-Block Time, Calculated Take Off Time, Target Time of Arrival information for sector entries, initial and final approach fixes, and Estimated On Stand Time. It expresses the agreement between the network manager and airline operations centre as to how the flight should proceed and reflects the capacity and demand situation for airport and airspace resources.




Figure 3: 4D Plan Process




The 4D plan is open to renegotiation between AOC, Local Traffic Manager and or ATC through a co-ordination with the central ATFCM unit. However, the central ATFCM unit may delegate implementation of a dynamic (real-time) ATFCM action to the Local Traffic Manager or ATC.

4D plan quality depends on shared and up to date data from each involved party provided through the network operations plan.

The accuracy of the 4D plan depends on the ATM phase:

Strategic or pre-tactical ATFCM 4D planning occurs before the day of operation. In this case traffic demand accuracy is poor with regard to ATC workload but nevertheless sufficient to predict overloads and define optimised capacity and traffic pattern schemes;

Tactical ATFCM 4D planning occurs during the day of operation, before the aircraft departs. This is more than 2 hours before the Estimated Off Brakes Time and the preferred airline trajectory is known. In this case, the accuracy of the 4D plan is based on a [-5 min, +10 min] buffer around the Calculated Take-Off Time or the Expected Take-Off Time;

On the day of operation, before take-off and during the pre-departure phase, the 4D plan is compliant with ATFCM requirements and agreed with the AOC. Accuracy is based on a reduced [-2 min, +3 min] buffer around the Calculated Take-Off Time or the Estimated Take-Off Time. The AOC delivers the 4D plan to the aircraft FMS.

A default plan will be used for flights not participating with a 4D plan. This default version is the classical clearance established by ATFCM and ATS / controllers using ground based trajectory prediction, decision support tools (especially arrival and departure management) and controller updates of the system following clearance delivery.

The three main elements of 4D planning are described below.

5.2.1.14D Plan: Air Traffic Flow and Capacity ManagementPreparation of 4D plans takes place during every ATFCM phase.

Strategic and pre-tactical ATFCM phases

Traffic demand accuracy is poor with regard to ATC workload but nevertheless sufficient to refine the traffic forecasts in order to predict overloads and define where to optimise/increase capacity and/or to optimise/re-assign traffic flows. The AOC will be provided with re-planning opportunities that will limit flight operations risk (in terms of cost) thereby rendering the 4D plan more robust.

The planned availability of conditional routes will enhance efficient 4D planning and define the required flexible use of airspace plan for the day.

Tactical ATFCM phase

The 4D flight plans are formalised on the basis of actual ATC resource availability, including Conditional Routes, ACC sector configurations (opening schemes), expected delays according to




Figure 4: 4D Plan - Time Events




predicted flow management measures, airport capacity, runway configuration and taxi plans. 4D planning is guided more by real-time operational events than by strategic issues.

The accuracy of the 4D plan is based on a buffer around the Calculated Take-Off Time or the Estimated Take Off Time. This ATFCM tactical buffer, or tolerance window [-5 min, +10 min], shall decrease to a [-2 min, +3 min] buffer during the pre-departure phase. This should be achieved due to collaborative synchronisation of timed ground and airborne operations (information sharing through the network operations plan, such as departure planning information, provided by integrated ASMGCS, arrival and departure management systems).

Whatever the ATFCM phase, core ATFCM planning mechanisms will include processes to evaluate and optimise the impact on flights of proposed flow management measures.

5.2.1.2Pre-departure 4D flight profile coordinationThe aircraft turnaround process is based on the 4D plan and during this phase any significant deviations to the plan will result in an amendment.

Two hours before flight operation, the AOC files its preferred flight profile and alternates. A 4D plan, compliant with ATFCM requirements is agreed. This is uploaded to the FMS and validated by the flight crew.

The 4D plan may be amendment by coordination between AOC, Local Traffic Managers and central ATFCM unit at all times, to ensure flexibility for users and service providers.

During the pre-departure flight phase, before push-back, the 4D plan is coordinated between the Aircrew and the Departure ATS (including airport and first en-route control centre). This is initiated by a pilot departure clearance request or the downlink of the FMS trajectory which reflects the AOC understanding of the 4D plan including indicative times and speeds to be flown by the aircraft.

Pre-departure clearance will include the following activities:

Refined 4D plan based on latest weather, regulation and departure requirements for integration into en-route flows or/and into the arrival sequence;

Reconciliation process between the FMS trajectory and the ground 4D plan.

This pre-departure coordination ensures that the 4D plan includes the understanding of how the plan is to be performed and is disseminated through the Actual Operations Plan, which updates the network operations plan and FMS.

The flight is now managed according to the principles of “on time, first served”.

5.2.1.3In-flight execution and amendment of the 4D planOnce the aircraft is airborne, the impact of flow management measures implemented after the 4D plan was agreed may result in 4D plan updates. This is dynamic ATFCM.

During flight, the Local Traffic Manager will define and implement dynamic ATFCM actions such as re-routeing (use of Conditional Routes), flight level capping, spacing, or flow







merging/synchronisation (including en-route synchronisation). These actions will be co-ordinated with the central ATFCM unit and may result in a trajectory exchange and reconciliation of the ground and air 4D plans.

The Aircrew will operate the flight in accordance with the 4D plan; any changes will be related to safety, deviations to the plan (e.g. meteo or incorrect FMS programming) or a “company” request.

ATS / controllers will manage the flight first and foremost in accordance with safety (separation management), network requirements (e.g. synchronisation) and then profile achievement (as described in the 4D plan).

Any significant real time ground or air deviations or changes will result in a 4D plan update initiated by ATC taking into account the User Profile and coordinated with the Local Traffic Manager.

Agreed changes to the plan will result in a trajectory exchange and reconciliation of the ground and air 4D plans and an update of the actual operations plan.

5.2.2 System Wide Information Management and Collaborative Processes

C-ATM relies heavily on the implementation of system wide information management (SWIM) to enable Information Management and Services. Collaborative processes will integrate all stakeholders into the ATM system by providing the necessary level of data exchange and negotiation to enhance their business operation. The goal is informed decision making and proactive planning based on known scenarios, or at worst, as information on unexpected events become available to the system.

Collaborative processes will be used in:

Network Operations Planning (airspace operations and management, strategic, pre-tactical and tactical planning);

Airport turnaround; Runway departure schedule refinement; Company priorities for departure/arrival sequence handling; Military airspace and exercise (de)activation; Invoking and executing alternate network scenarios (weather, delay and regulation) and

non nominal event management.

5.2.3 Data link Communications

It is expected that whenever feasible, advance instructions will be provided to pilots by Local Traffic Managers for traffic synchronisation or traffic organisation and by sector or tower controllers for plan amendments or separation management purposes.

The services that are expected to be used include:

CPDLC:o ATC Communications Management Service: ACM;







o Departure Clearance Service: DCL;o ATC Clearances and Information Service: ACL;o Downstream Clearances Service: DSC;

ADS-C:o Flight Plan Consistency Service (4D): FLIPCY 4D;o Flight Plan : ;FLIPINT

System Access Parameters Service: SAP.

4D plans can be provided or amended via some of the above services or by R/T.

PTC (Pre-Departure Trajectory Coordination) and 4DTR (4D Trajectory Re-planning) may be adapted and included as communication mechanisms for the 4D plan. However, system supported 4D Trajectory Negotiation processes are currently outside the scope of C-ATM.

5.2.4 ASAS

The application of Airborne Separation Assistance System procedures will be used to ensure better adherence to ATC separation minima both en-route and in approach. It is assumed that this will provide increased controller availability for other tasks and an increase in capacity.

On the airport surface ASAS will be critical to ensuring safety and maintaining movement rates under low visibility conditions.

The applications (7) that have been identified are:

Traffic situation awareness on the airport surface and during flight operations; Visual acquisition for see & avoid, successive visual approaches, and sequencing and

merging.It is also assumed that ADS-B will facilitate airport surveillance and provision of aircraft derived data for use by ground systems.

Use of PRNAV and traffic synchronisation (Local Traffic Manager and sector (multi) planner tasks) will organise traffic flows such that application of ASAS procedures within stable over flight traffic flows is considered to be compatible with the flexibility of the 4D plan, which enhances traffic smoothing without breaking the initial plan.

For application of ASAS procedures in the arrival phase of flight a “relaxed” 4D plan is established. This gives responsibility to the pilot for advising any significant plan deviations once the arrival sequence is set and the aircraft instructed to execute an ASAS instruction and that the aircraft will follow an ASAS procedural approach rather than a PRNAV procedure.

Timed events critical to the consistent delivery of traffic and to stakeholders planning will be assured by system monitoring and updating of the network operations plan. The 4D plan may be formalised again, once the aircraft is established on the landing system or has landed.

It is considered that using ASAS in the approach phase will improve adherence to separation minima and increase aircraft operation efficiency as well as bringing environmental benefit







through consistent and accurate flight profiles (reduction in intermediate level application and aircraft configuration changes with associated noise pollution). It will also increase controller availability.







6. MODE OF OPERATION

6.1 Air Traffic Flow and Capacity Management, and Airspace Management

6.1.1 Strategic Phase

Strategic planning commences more that one year before the day of operation.

The goal is to create of the Network Operations Plan that reflects the balance between capacity and demand for a given day of operation. Modelling exercises by the network manager, Service Providers, Airports and Airspace Users will continually refine the plan throughout this phase as new and more accurate data is provided.

The plan is based on an initial phase involving resource management and facilities planning covering the future operations e.g. recruitment of staff and associated training, building facilities and implementing systems, and European and Local Implementation Plans, etc.

Potential traffic demand from airspace users and forecast data related to business and general aviation users are collated with planned military airspace structures for standard and specific exercises. This information is used to generate a multiple choice route network (4) and highways based on major traffic flows as they are predicted to occur during a 24 hour period. This data is used by Service Providers to generate modular sector configurations that fit proposed routes and highways.

Airport arrival and departure routes are designed to cater for expected runway configurations, taking account of PRNAV procedures and ASAS spacing and merging requirements.

Airports design their gate allocation and preferred taxiway plans for each runway configuration. These are structured and timed for routes to and from runways and gates, including holding bay areas.

Airspace users develop their preferred profiles based on the network plan and allocated airport slots. Airlines deliver winter/summer schedules as 4D profiles. The network operations plan is updated and scenarios are modelled by Service Providers to validate the choices made to cater for the demand. Scenarios are developed to cover expected major events and any capacity shortfall identified.

Detailed military exercise planning is factored into the network operations plan and scenarios. Military airspace planners will define modular and mobile training areas that can be adjusted to fit with the major traffic flows identified for the day of operations. This will ensure an equitable balance between civil and military airspace users needs through flexible use of airspace.

Collaborative discussion and negotiation between stakeholders agree the route, airspace structure and scenarios.







The resulting network operations plan will be used to manage the network and:

Define 4D plans; Invoke preferred route structures and highways, and associated modular sector

configurations; Detail expected gate allocation and preferred taxiway routings; Provide scenarios to be applied by the network manager and Local Traffic Managers if

unexpected events occur; Provide refined default scenarios for all stakeholders to be applied in the event of weather

disruption, expected occurrences and emergency / security situations.

6.1.2 Pre-Tactical Phase (Optimised)

Pre-tactical planning commences seven days before the day of operation.

The goal is to review and update the Network Operations Plan. “Rolling detailed daily and iterative planning will take account of planned military airspace use, predicted sectorisation and associated planned capacity with the systems capabilities (4)”. Adjustments will be made to the plan to “correlate airport slots, airline schedules and Service Providers capacity plans (4)”. This permits final choices to be made by stakeholders for their expected operations.

External traffic flows from the North Atlantic and Far East into the European region will be added to the traffic demand. Once these flights are airborne, this information updates the network operations plan (4).

Final military training information, airspace route and sector scenarios (based on known resources) plus airline schedule and profile changes are incorporated into the plan. Final decisions are taken the day before operations based on latest service provision, user information and weather forecasts; the network operations plan is disseminated including updated scenarios and expected regulation, and is now active for the day of operation.

On this basis, the network manager models the predicted traffic plans, balancing departure and arrival airport demand with capacity and with departure, en-route and arrival airspace structures.

6.1.3 Tactical Phase

Tactical planning occurs on the day of operation.

The goal is to manage, optimise and synchronise the network operations as expected and un-expected events unfold, to ensure a predictable and consistent ATM system.

The Enhanced Traffic Flow Management System that provides constant updated radar data to all stakeholders, which, together with the network operations plan, allows more accurate situation forecasts to be made and thus enabling further refinement of individual plans.

Network managers collaborate with ATM stakeholders to action short notice change requests or deviations that impact the network operations plan, e.g. extended or reduced activation of military areas, weather, traffic imbalances due to local resource problems, airport infrastructure difficulty, etc.







Two hours prior to departure, airspace users file their requests for preferred profiles and alternate profiles. The network manager issues a 4D plan based on the latest network operations plan that includes data from Air Traffic Flow and Capacity Management, Airline Operating Centres and departure / arrival Airports.

The aircraft turnaround process is based on the next 4D plan and during this phase any significant deviation to the plan will provoke a renegotiation. Turnaround progress will be monitored through the network operations plan permitting assessment of departure and arrival sequences and last minute plan amendments.

It should be noted that the precision of data before departure is less than after departure. The proposed airport turnaround processes are critical to ensuring that this data is up to date enabling the reduction in associated buffers at the time the 4D plan is issued.

In coordination with the network manager, Airspace Management Cells and local ATS ensure FUA by optimising the network through utilisation of underused airspace for training areas and by precise activation and de-activation of areas and re-activation of route structures.

Central Flow and Local Traffic Managers monitor the system operation through an enhanced ETFMS and the use of monitoring tools for the network operations plan. This allows them to identify traffic imbalances that occur due to unexpected events and to dynamically manage them through negotiation with adjacent ATM partners.

Local Traffic Management is the link between network management and separation management. Local Traffic Management is carried out by the Service Provider and operates up to forty minutes prior to traffic entering its area of responsibility. It has two main functions:

Local traffic balancing and management of the network operations plan in coordination with tactical flow management, airports and sectors, through:

o En-route balancing of flows by redistributing traffic between sectors and adjacent centres;

o Invoking and coordinating modular sector configurations according to the defined scenarios;

o Coordinating with military units and AMCs to optimise flexible use of airspace.

Traffic synchronisation to organise traffic sequences and to reduce traffic density, by applying:

o delay mechanisms such as miles in trail for specific destinations or exit points;

o Rerouting of traffic to ensure segregation between departures, arrivals and over-flights thereby ensuring improved sector team efficiency;

o Flight level allocation plans to reduce crossing traffic complexity in sectors.

Local Traffic Managers work on the basis of traffic flows; however, this directly impacts individual flights. Changes to 4D plans before aircraft arrive in the traffic manager’s area will be transmitted to flights concerned via data link (e.g. 4DFLIPCY, Down Stream Clearances), or by coordination







with the responsible controller for delivery, or if the aircraft is not airborne, via the pre-departure coordination process.

In any event, a change to the 4D plan due to traffic adjustment in the synchronisation process will necessitate a 4D plan amendment confirmed by a trajectory exchange, and subsequent update of the actual and network operations plans.

The Local Traffic Manager will update the network operations plan to ensure that pre-departure coordination on the 4D plan accurately reflects departure clearance requirements. This task may be delegated to the departure clearance function, carried out by sector controllers.

Once the network operations plan changes status to the actual operations plan for any given flight, it is closely monitored to ensure deviations are quickly captured and managed. The utility of the 4D plan becomes critical to traffic management and separation management functions, e.g. the ability to plan traffic integration and through sector transit conditions, but it is only valid if the level of uncertainty is known (e.g. the buffer).

6.2 Airport Operations

Airport operations involve the turnaround of aircraft at the gate, the movement of traffic to and from the apron and runway via the taxiway system, and the management of departures and arrivals on the runways.

Airport operations are a high performing and integral part of the ATM system. The goal is to manage these processes in an optimal and expeditious manner, ensuring:

All partners are fully involved and participating according to their business objectives;

The network operations plan can be achieved.

All airport and ATM stakeholders will be integrated through SWIM providing data access to arrival and departure management, surface management and surveillance systems, network operations plan, 4D plan, turnaround processes, weather and aeronautical information services.

The information system will enable airport collaborative decision making concerning:

Weather delays and ATM regulation;

Slot negotiation (swapping and shifting);

4D plan and its amendment;

Runway departure sequence negotiation for peak operations.

Airports will publish a taxiway plan of preferred routes and timings for arrival and departure traffic manoeuvring to and from gates and runways. This will be an integral part of surface management procedures and will be included in the 4D plan in terms of events and target times (with associated buffers). This is to manage the uncertainty that exists between off block and takeoff, or arrival and on blocks. The goal is to reduce buffer times concerning the Calculated Take Off Time and to enhance en-route integration.







To resolve problems of gate availability, airports will also publish holding bay procedure for aircraft having to vacate stands early. This is to ensure that aircraft holding on taxiways do not obstruct the flow of traffic to and from runways and aprons.

The events that are timed will include: airborne arrival, landing, in-block, aircraft ground operation, gate operation, ready time, off-block, take-off and airborne departure. These will be integrated with taxi route and runway time periods to enhance planning of gate processes, surface movements and departure planning.

Taxiway and holding bay plans will include environmental procedures for reduced noise and emissions.

To ensure safety and shared situational awareness, all traffic that enters the apron, taxiway system or runways will be equipped to provide surveillance and identification information. ASAS surface procedures will further enhance the ability of aircraft to operate in most weather conditions with the goal of maintaining movement rates insofar as is possible.

Decision support tools will provide controllers with surface routing and guidance information integrated with arrival and departure planning management. Such information may be transmitted by controllers to pilots via R/T or data link. Avionics will include airport “runway and surface map visualisation with routing instructions” as well as traffic display of airport traffic.

The collaborative process of runway departure scheduling with airlines will optimise the runway departure sequence. This will be included in the network and actual operations plan with an associated impact on the 4D plan. This process will occur during turnaround and provides airlines with the ability to slot shift to optimise their schedule (connections and fleet management).

Separations may vary tactically according to the atmospheric conditions that impact wake vortex. As a consequence, the runway can be optimised through time based separations and wake vortex procedures.

Arrival, turnaround and departure processes will be defined according to events and their associated time period plus buffer (e.g. waiting time). System support will monitor these processes, providing alerts for safety infringement and deviation from 4D plans.

ASAS ensures flight crew surface situational awareness and spacing, enhancing safety and separation management, whilst helping to maintain capacity in poor weather conditions.

Whilst data link will enhance airport operations by providing support to delivery of 4D plan, pre-departure clearance and taxiway routing, the use of R/T will remain critical to the safe and efficient operation of air traffic.

Responsibilities will not change. The controller will remain responsible for the issue of taxi instructions and arrival and departure separation management on the runway whilst the pilot will be responsible for the safe manoeuvring on the surface.




AST IBT

ApronAnd Gate

Management

DOT

TaxiwayClear

LDT

DoorsOpen

Ground Movement InboundRunwayIn

ArrivalSequencing

Apron In Turnaround

RunwayClear

Surface MovementGround Control

RunwayManagement

ArrivalManagement

Processes

Timed processes for runway, taxiway, and apron manoeuvring, and turnaround.

Timed processes for runway, taxiway, and apron manoeuvring, and turnaround.


IBT OBT

4DClearance

Coordination

Start-Up

DOT

Off-Block

Turn Around

DoorClosed

DoorOpen

In-Block

Timed processes for turnaround. Timed processes for turnaround.


FMS DCT SRT

RDTReady




6.2.1 Arrival-taxi phase

The arrival will include arrival and landing timed events and periods, including start of sequencing, landing and ground movement inbound to the gate. These are based on the published taxiway plan and runway configuration in force at the time of arrival.

Under certain atmospheric conditions reduced separations maybe authorised based on wake vortex procedures, supported by forecasting and monitoring wake vortex systems.

Safety management systems will monitor and control runway access, alerting the pilot and controller to uncontrolled runway penetration or unexpected event.

If feasible the runway taxiway routing and gate allocation is provided by data link to the aircraft. Traffic information (e.g. follow, give way etc.) and holding instructions will be provided after runway clearance. System support such as route lighting or moving map displays with route clearance will enhance operations.

After landing, the system is updated with an actual landing time and an estimated in-blocks time disseminated.

6.2.2 Turnaround phase

This is the period between in-blocks and off-blocks during which time an aircraft is physically prepared for flight and progress is monitored against the 4D plan as defined in the network operations plan. Mechanisms are in place to ensure that the progress is tracked and deviations are communicated to appropriate operators.

The process that interests ATM is gate operations including events that impact “on time” and “readiness” for




Figure 5: Arrival Process

Figure 6: Turnaround




start up. Any deviations in these processes may result in collaborative negotiation for slot swapping or slot shifting.

The actors involved in this process include ground handling and aircraft services, apron control and the airline. Ancillary processes may include security and de-icing etc. The impact of these tasks may result in an update to the 4D plan.

Once “doors are closed” the flight is ready for start-up and off-blocks, at which point the turnaround process is complete.

6.2.3 Pre-departure phase

During the pre-departure phase, the aircraft is operationally prepared for flight. This is in parallel with the turnaround phase and primarily involves the flight crew and ATC.

The 4D plan is delivered to the aircraft by the AOC as an FMS trajectory.

Once the FMS has been loaded and checked by the flight crew, a pre-departure coordination can be initiated (voice or data link). This involves the down link of the FMS profile and a reconciliation process with the ground based ATC version of the 4D plan.

The result of the reconciliation process includes the pre-departure clearance and may result in a plan amendment depending on the following:

Slot swapping or shifting; Runway sequence collaborative negotiation (airline preferences taken into consideration); Regulation or weather operations in force or about to come into force; Network changes including arrival airport requirements; First Centre Local Traffic Manager integration requirements (synchronisation, route and or

level organisation).

When the 4D plan is accepted or amended it reflects an expression of plan execution (taxi route, Standard Instrument Departure, and profile requirements based on the airline’s filed profile preferences). At this point the network operations plan is updated and becomes the actual operations plan for a given flight. Both plans are maintained through system updates.

“Ready time” events will lead to off blocks and pushback based on “on time” to ensure delivery to the runway to achieve the Calculated Take Off Time rather than “first call fist served.”

6.2.4 Departure-taxi phase

Departure-Taxi phase involves pushing and starting, manoeuvring to the runway (ground movement outbound) and take off. It may include an intermediate procedure of taxi to a holding bay area if the aircraft is in advance of its Calculated Take Off Time and the gate is required for other traffic.

This phase involves the pilot and controller working to ensure that the 4D plan is achieved. Any significant deviation to the plan will result in an amendment made by the controller with the flow and Local Traffic Managers (or their designates, i.e. departure sector controller). The goal is to







minimise the time spent taxiing and holding for departure and to ensure that a reduced buffer can be exploited thereby reducing the uncertainty around the actual departure time.




OBT TOT

RunwayManagement

RunwayEntry

TakeOff

Ground Movement OutboundApronOut

PushBack

RunwayOut

Surface MovementGround Control

ApronControl

Timed processes for apron, taxiway and runway manoeuvring. Timed processes for apron, taxiway and runway manoeuvring.


TaxiwayEntry

FMS




Decision support tools will help the controller to define the best taxi route according to the published taxi plan. Progress will be monitored through various surveillance mechanisms such as Aerodrome Surface Detection Equipment and video and data link based position information. The pilot will use ASAS procedures in the event of low visibility.

The runway departure sequence will be managed with assistance from arrival/departure management. Final approach and departure spacing and monitoring tools will facilitate landing and take off decisions. Safety management tools will assist in the assurance of runway safety.

Under certain atmosphereic conditions reduced separations for departure maybe authorised based on wake vortex procedures, supported by forcasting and monitoring WV tools.

On take-off, the actual operations plan (and 4D plan) is updated with the actual take off time.




Figure 7: Departure Taxi Process




6.3 Separation Management and Synchronisation

En-route and TMA operations involve separation management and traffic synchronisation during flight execution with the goal of safe and consistent delivery of traffic according to the network operations plan.

This is achieved in airspace configurations which change according to the type of traffic flow and runway configurations existing at any given time during a twenty four hour period. These include modular sector configurations that are known to all through the network operations plan.

6.3.1 Local Traffic Management (Synchronisation)

The Local Traffic Managers, working up to forty minutes in advance of traffic arrival in their area of responsibility, invoke sector configurations in coordination with the network manager, central flow and military airspace management cells to ensure a balance of traffic distribution. Balancing may also involve re-routing traffic into adjacent Centre’s airspace to reduce en-route regulation or delay and ensure acceptable and safe through sector traffic rates.

Specific routes based on main traffic flows will be opened according to the network operations plan and agreed military airspace configurations. These may include “highways”, which represent pre-defined promulgated profiles to be flow by aircraft to ensure the systematic delivery of aircraft through dense and complex airspace.

Furthermore, traffic managers may identify significant flows of stable traffic that can be “fenced off” from other traffic, effectively creating a priority flow. Priority flows may be managed by a reduced number of controllers through the application of miles in trail ASAS ASPA Sequencing & Merging by pilots to maintain spacing between in-trail traffic. This permits time-based spacing.

6.3.1.1DepartureThe traffic manager will ensure that departing traffic fits into en-route traffic flows by accepting or amending the 4D plan before pre-departure coordination. This will be a procedure driven process which may be delegated to a departure sector controller.

The “take-off” event will update the system.

Departure management systems will consider traffic from multiple airports, synchronising departure times to ensure that bunching does not occur at points of convergence or crossing. Precise departure routes will be defined through the use of PRNAV with the option to define specific routes adapted to aircraft performance groups. Departure speed regimes will be applied to optimise capacity through consistent miles in trail spacing. Again, ASAS Sequencing & Merging techniques may be applied by delegating the spacing task to the pilot.

6.3.1.2En-routeThe traffic manager will make sure that dense traffic flows are organised as far as possible by implementing the segregation of over-flight, departure and arrival traffic flows to minimise their







interaction by exploiting of aircraft FMS route capability (e.g. offset) or predefined scenarios which use identified PRNAV routes or “highways”.

Dense crossing traffic flows may be organised by the systematic application of vertical level allocation rules. Early top of descent points may be identified by the traffic manager to reduce interaction between arrival and crossing traffic flows.

6.3.1.3ArrivalArrival traffic flows will be subject to arrival management regulation which will be applied well in advance of the top of descent point. Traffic managers, supported by arrival management, may organise traffic flows to enhance the sector controller’s task of sequencing and merging arrival traffic by invoking miles in trail to ensure that the appropriate level of demand is maintained to optimise arrival rates.

In all cases, the application of local traffic measures will be achieved through transmission of 4D plan changes via data link to aircraft or delivery by controllers in the most appropriate sectors for early application of the arrival synchronisation.

The “landing” event will conclude local traffic measures.

6.3.2 Air Traffic Control (Separation Management and Synchronisation)

The work of Local Traffic Managers will enhance the sector controller’s ability to safely and consistently handle high levels of traffic with an acceptable level of workload. With the increased predictability of traffic brought about through the implementation of the 4D plan, through sector, entry and exit planning tasks can be accomplished well in advance of sector entry sector entry, minimising late decision making and unnecessary coordination.

It is considered that most sectors will operate on the basis of planning and tactical tasks (which maybe merged and carried out by a single controller) and the description below is based on this premise, although it is recognised that there may be other models adapted to local requirements especially in the departure and approach phases of flight.

The 4D plan is an agreement for the flight to proceed according to a given profile between departure and arrival airport (or entry to exit point of the area of operations) in accordance with the network operations plan that manages capacity and demand. The traffic management task manages traffic density and complexity to enable high traffic levels to pass through a given airspace with an acceptable controller workload. However, neither of these specifically provide for separation between aircraft. This is a controller responsibility.

Modular sectors are defined to cater for predicted traffic density and associated workload in a given area covering part or all of a given traffic flow. Controller skills will evolve to operate these more generic sector types.

Modular sectors will be allocated to manage the type of traffic in a given flow e.g. stable or evolving. Transfer conditions from one sector to another will be safe, clearly defined following a European standard, and presented to the controller through system support. Nevertheless, the







controller will always be able to override standard transfer conditions if required, although this will be the exception rather than the rule.







At the control position, the system will present the controller with an appropriate level of information for tasks to be accomplished which is carefully filtered and prioritised to enhance the controller’s competencies for:

Traffic assessment; Problem/conflict detection and evaluation; Problem/conflict resolution; Traffic monitoring.

Depending on the task undertaken, the controller will be presented with traffic “flagged” as problems for analysis and action, with outstanding tasks for completion, or requiring no interaction.

The prioritised and filtered information will enable controllers to organise task priorities, and evaluate system proposed solutions e.g. exit levels, and define and test manual solutions to problems.

Network operational plan requirements such as advance sequencing information e.g. “all traffic to LFPG ten miles in trail” will also be distributed to the sectors concerned. Communication of pre-planned control actions such as routing and level changes will be transmitted to the aircraft as a 4D plan change via data link (CPDLC messages or ADS-B) either directly from the Local Traffic Manager or via the sector currently managing the flight. The system will support the manual or automatic distribution of tasks between controllers, including alerts.

System assisted coordination will ensure that all changes to the actual operations plan are coordinated with the appropriate control authorities according to agreed “silent procedures”. Exception coordination will be proposed only when changes need to be agreed by two or more sectors (including traffic managers and/or multi sector planners) for late requests, scenario changes, or fall back procedures are adopted for unexpected events, according to the network operations plan.

Aircraft will have an airline defined value indicator to be used by the controller when sequencing same airline aircraft. The goal is to ensure that an airline’s high value flights are given sequence priority over the same airline’s lower value flights. This process will be applied very early in the creation of sequences and will be assisted by system support to minimise controller workload.

Following tactical intervention the system will advise the controller if a flight is still within 4D plan scope or not. If required, a new 4D plan will be delivered. Following all tactical interventions or 4D plan amendments a trajectory exchange will be implemented to ensure that both air and ground system plans are reconciled.

Flight Information services will ensure that aircraft in managed and non-managed airspace receive information appropriate to the safe and efficient operation of their flight.

Alerting Services will “notify organisations regarding aircraft in need of search and rescue support and assistance”. This will include alerting with regard to security difficulty.

6.3.2.1Departure phase







Departure routes will be separated according to aircraft performance capability and environmental requirements. The 4D plan will require the pilot to operate a given flight profile which will ensure separation from other departing and arriving traffic, and which may include speed regimes.

The application of speed regimes will enable departure spacing to be managed through miles in trail (or seconds in trail) through ASPA (Airborne Spacing) Sequencing & Merging procedures.

The departure controller task is to assure the traffic merging of climbing departure traffic with stable en-route traffic. If this cannot be achieved procedurally then tactical intervention is applied and the 4D Plan amended as required.

6.3.2.2En-route phaseIt is assumed that preparation of arrival sequences will commence in the en-route phase with arrival management information or arrival regulation from the Local Traffic Managers providing guidance on what has to be achieved (e.g. miles in trail or ASAS seconds in trail, speed control, route alterations) in accordance with the network operations plan. Arrival management guidance will be provided as early as appropriate and across boundaries, and will be presented to the controller as goals to achieve prior to transfer. As arrival planning is a dynamic process, such guidance may require a 4D plan amendment.

Traffic managers and controllers will take airline value indicators into account when implementing sequence actions.

En-route ASPA Sequencing & Merging traffic flows may be segregated from normal sector traffic and allocated to specific controllers for separation management. The flexibility of the 4D plan will enable the pilot to maintain his specific spacing in the flow whilst remaining within the constraints of the 4D plan. In the event that this cannot be achieved, a 4D plan amendment will be agreed.

The controller will be responsible for transitioning traffic to new profiles and amending 4D plans in the event of scenario changes being implemented by the network manager and/or Local Traffic Manager.

6.3.2.3Arrival flight phaseArrival management will propose runway assignment, sequence position and arrival procedure based on the prevailing network operations plan and airport runway configuration, and the principle of “on time first served”. Actions to achieve these requirements form part of the 4D plan; however, the dynamic nature of terminal airspace means that there will be numerous opportunities for the controller to optimise the network operations plan.

The controller will intervene to resolve sequencing and merging problems, updating the system as appropriate. System monitoring will update the network operations plan on arrival sequence events so that estimated landing and in block times are accurate.

Where PRNAV approach procedures are in place, the controller will assure the required sequence is created before the start of the procedure, and once established on the procedure the pilot will operate the flight accordingly. At airports where ASAS spacing and PRNAV are operated, the controller may instruct the pilot to apply ASAS visual separation on approach to







optimise the runway landing rate. The use of continuous descent approaches will be built into the procedures to minimise environmental impact and maximise aircraft efficiency.

Where ASAS sequencing and merging is applied, the controller will assure the required sequence is created by instructing aircraft to identify their lead aircraft and to sequence and merge as required.







7. EXPECTED BENEFITS

General:A safe and efficient ATM system with scenarios and fall back plans for recovery from degraded system situations.

A managed ATM system with full and integrated participation of stakeholders able to influence ATM planning, providing increased:

ATM situation awareness leading to informed choices;

Predictability leading to improved planning and allocation of resources;

Improved business planning and flexibility.

An effective ATM system providing the basis for sustainable growth towards 2020.

Airlines:Robust schedules reduced block times and associated cost benefits.

Improved planning horizons.

Reduced delays and smaller buffers improving resource utilisation.

Military:Increased operational flexibility through ATM integration.

Efficient use of training areas and improved ability to conduct military exercises in civil airspace.

Improved security based on known traffic.

Air Navigation Service Provider:Ability to provide an improved quality of service.

Minimum changes to working practices with associated cost benefit.

Improved productivity of resources.

CFMU:Increased predictability leading to:

Improved planning and allocation of resources;

Reduced need for regulation and application of delay.

Airport:Enhanced safety.

Better integration of stakeholders leading to improved business processes.

Initial step to a fully integrated airport operation.

Other Airspace Users:Increased predictability and flexibility leading to better access for business users.

Increased ATM situation awareness and planning leading better access for general aviation and sport users.

Safety: Safer, due increased predictability and situation awareness of all ATM participants.

Capacity: Increased, due greater predictability, improved resource allocation & better traffic management.

Efficiency: Increased, due greater predictability, improved resource allocation & reduced block times.

Environment: Improvements due greater predictability, reduced block times & improved aircraft profiles.







ANNEXES

Annex A: ATM ActorsFor the sake of brevity, the actors identified here are groups of actors divided into five main categories. Further information can be obtained from the Eurocontrol OCD.

Service Providers: Civil ATC service providers, military ATC service providers. Airport Operations: Airline operating centres and dispatch, airport ATC, airport

management, airspace users, ground-service handling agents, land-side services and safety services.

Airspace Users: Cargo, charter, executive-charter and scheduled-passenger airlines, general and military aviation. Airline Operating Centres, Airspace Management Cells.

Flow & Network Management: Central Flow Management Unit and Network Manager, and local tactical flow and capacity management.

Government and Institutional: Civil aviation authorities, European Commission







ANNEX B: ATM ComponentsThe Eurocontrol OCD (1) states that there are six ATM components which are invariant processes that necessarily have to occur for the ATM system to be able to function. These components describe what has to be accomplished independent of who delivers it and how it is delivered.

C-ATM adopts these components and references them where appropriate when describing the elements that make up the C-ATM “Mode of Operation”.

1). Information Management and Services (IM&S) - SWIMInformation management and services is a guiding principle in which the management of an information rich environment will be key to the ATM concept. It is a support process essential to all ATM concept components, which provides a foundation for subsequent, strategic, pre-tactical and tactical planning decision-making processes, as well as real-time operations and post-flight activities. It deals with the logistics of information management in a distributed environment of information suppliers and consumers that will allow the ATM community to conduct its business in a safe and efficient manner (1).

C-ATM considers:

1. System Wide Information Management (SWIM):Information management and services will be enabled through System Wide Information Management, an interoperable network of stakeholders’ diverse data sources implemented as a common and continuously updated repository for all data including military and civil data fundamental to the application of collaborative decision-making.

IM&S will provide the consolidation of flight plan data and will the “only reference set of flight data for a specific flight”. All ATM stakeholders have access to data according to their rights and responsibilities in the system.

2. System Wide Situation Understanding: IM&S provide all partners with a common system-wide situation understanding that ensures better individual and collaborative decision making, planning and ultimately real time control and operations. This includes airspace plans and configurations, flight plans with preferred and alternate profiles, real time traffic data concerning surface, arrival, departure and en-route traffic situations and sequences.

Specifically, IM&S provide all stakeholders with pending and actual traffic regulation or constraints for immediate decision making concerning fleet management, individual flight profiling, airport configuration and flow rate, and military airspace management.

Collaborative applications are enabled by this component, as is the ability to access common simulation tools in support of airspace and route design, route planning and collaborative decision making.

3. Network Operations Plan:







The main output is the network operations plan, a constantly updated data repository of interlinked strategic and tactical subsidiary plans covering demand and capacity, constraints and predefined solutions to common events or expected situations. It becomes an actual plan for given a flight at the moment of clearance delivery.

The network operations plan “will provide an up to date overview of the European airspace situation from which traffic managers, air traffic services, airports and airspace users and military operators’ access and extract data to support their operations and to build their own specific actual operations plans (4)”.

All collaborative processes lead to an update of the network and/or actual operations plans. Final flight plan filing, actual traffic demand, and real time operational conditions (Meteo, military activity, ATFCM measures etc.) will impact the 4D plan negotiation process (5.2.1 above).

Information management and services cover strategic, tactical, real time and post flight data and plans and is continually accessible and up to date.

2). Airspace Users OperationsThis concerns the operations of the customers of ATM and other airspace users including general aviation.

These are the ATM-related aspects of flight operations that are the central focus of the activities of all the other ATM partners. They involve fleet and resource management, flight planning and flight management.

An integral part of this component is the management of military exercises and operations and its interface with civil airspace service providers and users.

Airspace Users operations incorporate general aviation and sport flying.

C-ATM considers:

1. Consistent Delivery:The communication of airspace user preferences, flight intentions, and flight value (an indication of the flight priority with regard to other same company flights reflecting the airline’s economic value of that flight) improve the quality of service offered by the ATM system in achieving consistency of delivery.

2. Collaborative processes:Users participate in all aspects of ATM from planning airspace organisation and management from strategic through to real time operations, involving both air and surface operations.

Collaborative processes enable the airspace user to enhance the efficiency of its operations, particularly for agreeing and achieving:

Gate turnaround;

Taxi routing;

Departure and arrival sequences;







Temporary capacity reductions;

Temporary Reserved Area (TRA) and Temporary Segregated Area (TSA) (de)activation and actual position and dimensions.







3. Preferred Routing:Users will benefit from “preferred gate to gate routings with known flight times and delay indications (4)” or “highway” options with associated requirements for participation, requested and agreed through the 4D plan process.

Airline Operating centres will prepare their preferred routings having received the latest network situation.

4. Airspace User Focus:Airline focus is based on consistent, predictive and efficient delivery of its aircraft through the ATM system, and clear understanding of growth potential. This impacts scheduling, fleet assignment, airline network and resource management, flight trajectory management, dispatch, crew rostering and aircraft rotation in all phases of planning and flight.

Military focus is to assure “a guaranteed level of capabilities and readiness need to satisfy national security and defence requirements (11)”. This includes the efficient operation of training programmes and exercise operations of the National Armed Forces, including National security missions.

5. Military Requirements:Military operations are fully integrated in the collaborative processes that include real-time coordination in accordance with the principles of the Flexible Use of Airspace. “However, in defined circumstances military activity will take precedence over civil aviation operations when dictated by national security and defence interests (1).”

Military requirements include full and unrestricted access to certain airspace volumes at all times. This can compromise airspace capacity for civil users and give rise to delay. The impact of this airspace need has to be balanced against economical interests of the General Air Traffic (GAT) and reflect real usage for specified time periods. Actual operations will be negotiated in real time between Airspace Management Cells (AMC), ATFCM and ATS to reflect real need.

6. Other airspace Users:General aviation needs for business operations will align with airline airspace user operations. Sport and recreational aircraft will participate according to their needs but will be visible in all cases.

3). Airspace Organisation and Management (AO&M)Airspace organisation concerns the strategies, rules and procedures by which the airspace will be structured in accommodating the different types of air activity, volume of traffic, and differing levels of service and rules of conduct, according to the needs of airspace users. It also concerns all forms of airspace in which structured route systems are only established in areas where the demand for dynamic flight trajectories cannot be accommodated (1).

Airspace management is the process by which airspace options are selected and applied to best meet the needs of the ATM community. Airspace management will be flexible and dynamic, applied on the principle that all airspace is a continuum (1).







C-ATM considers:

1. European Airspace Continuum:The Single European Sky will establish lower and upper information regions in an airspace continuum that is independent of National boundaries. Routes and airspace structures will be established on the basis of this continuum.

2. Collaboratively developed Airspace and Route Configurations:Airspace, route networks and route options (configurations) are developed collaboratively and are based on user preferred trajectories between the main European city pairs as well as the main over flight traffic flows.

These configurations are developed according to the main periodic traffic flows identified during each 24 hour period. Variations will exist dependent on the runway configurations in operation at the “major” European airports during the period of identified traffic flow.

3. Highways:“Highways” will be established to formalise and manage systematic flight profiles and procedures which are regularly adopted in parts of dense airspace and between major city pairs. These are defined routes that incorporate pre-determined profiles.

4. Precision Area Navigation (PRNAV)En-route, terminal and approach airspace will be adapted to Precision Area Navigation. This will enhance separation management and, where appropriate, will facilitate implementation of airborne separation assistance system spacing and merging procedures.

5. Dynamic Sectorisation:Dynamic sectorisation will be realised through the development of modular sector configurations, pre-designed and adapted through continuous modelling of the main traffic flows predicted for each day of operation. These configurations will be invoked by Local Traffic Managers in coordination with the network manager to match resources to traffic demand.

6. Flexible use of Airspace:Military areas will be flexibly constructed and mobile, dependent on the major traffic flows.

Both civil and military use of airspace is collaboratively negotiated to maximise “business and operational objectives” up to and including during the day of operation.

Military training areas will be pre-defined and multi dimensioned airspace configurations located at an economic distance from airbases. Actual dimension and position of operation will be negotiated in real time between Airspace Management Cells, ATFCM and ATS to reflect real need. Both planned and ad-hoc use will be possible, whilst certain areas will be “hard-walled” to ensure separation of civil and military.







Changes in the temporary use of segregated airspace will be possible up to 3 hours before activation time and ad-hoc coordination will be possible after activation in areas deemed compatible with OAT and GAT operations.

7. Design and Management Support:All service providers and airspace users will have access to airspace planning information through graphical interfaces, design and simulation tools and/or automatically through flight and route planning systems.

4). Air Traffic Flow and Capacity Management (ATFCM) & Network Management“ATFCM involves ensuring the most efficient balance between capacity and demand. It covers actions at the strategic level (many months ahead) when services are being planned at pre-tactical, looking for optimisation of available resources, and at the tactical level, in readiness for and during the day of operation.

It acts on flow rates and traffic densities, including airport capacity, to allow airspace users to determine their method of operating while mitigating conflicting needs for airspace and airport capacity (1).”

Network management ensures the sharing of related information and a transparent partnership in selection of preferred routes and military user airspace requirements (4).

C-ATM considers:

1. Layered planning:ATFCM will be organised on the basis of continuous strategic, pre-tactical and tactical (network and local tactical) planning layers focused on managing ATM system capacity.

The network operations plan will be determined and refined during these phases and will be the vehicle through which ATM system capacity is collaboratively managed.

2. Managed traffic Flows:In the “real-time phase” tactical ATFCM will cover coordinated actions at the central, regional and local levels to ensure balanced capacity and managed traffic flows which also impacts directly on individual flights through in-trail metering, routing options and level allocations.

3. Local Traffic Management:The Local Traffic Manager will synchronise flows of traffic and balance controller workload through application of different sector configurations to prevent the overload of sectors whilst enhancing the level of service to airspace users.

5. 4D Plan:ATFCM actions will integrate users’ preferences, declared route options and flight values when 4D plans are agreed (between users, providers, flow and airports).

The 4D plan will be built on consolidated flight plan and trajectory information and will provide stakeholders with improved predictability for better management of traffic planning, flight







management and schedule integrity. The plan will be negotiated by ATFCM, AOC and departure/arrival airports and will be managed by the ATFCM, Local Traffic Managers, airports, AOC, pilots, ATS and controllers, depending on the phase of flight.

4D plans will form the basis of real time flow and capacity management and are coordinated gate-to-gate. The plans are time based and balance departure and arrival demand, and represent the network view of how individual flights should be operated. Plans can be updated at anytime, including during flight.

5). Air Traffic Control (ATC), Separation Management, SynchronisationThe main issues related to air traffic control are traffic synchronisation that concerns the management of traffic through merging, sequencing (which includes smoothing and metering) and crossing points such as traffic around major airports or airways crossings, and separation assurance which is fundamental and relates to the application of separation minima between aircraft (1).

C-ATM considers:

1. Responsibility:

Separation management remains a controller responsibility.

2. 4D Plan:

The 4D plan is a tactical flow agreement for the flight to proceed according to a given profile between departure and arrival airport (or entry to exit point) in accordance with a network operations plan that manages capacity and demand. The local traffic management task reduces traffic density and complexity to enable high traffic levels to pass through a given airspace with an acceptable controller workload. However, neither of these specifically provides separation management.

3. Consistent Delivery:

A major goal of C-ATM is to achieve the safe and consistent delivery of aircraft according to the network operations plan. To achieve this, pilots will not request changes to their flight plan unless requested by the AOC (and indicated in an updated network operations plan) or for safety reasons. Controllers will optimise the network plan rather than individual flights e.g. direct routes are likely to negatively impact the plan.

4. Synchronisation:Traffic synchronisation of en-route and arrival/departure traffic flows is in general a non separation management task accomplished by the Local Traffic mManager operating at the Centre level, in close coordination with Air Traffic Control and the network manager/central tactical flow manager.

However, if the synchronisation task is integrated and indistinguishable from the separation management task it is an air traffic control task undertaken by a planning or tactical controller. In either case:







The goals are to support the integration of departures into en-route flows, arrivals into initial arrival sequences, to reduce traffic density and interaction prior to the traffic arriving in the area of control (sector/multi-sector) and to evoke an appropriate sector configuration.

The impact is segregated organised traffic flows according to over-flight, climbing and descending, and crossing characteristics, arrival/departure sequence requirements, leading to increased sector throughput capability.







5. Separation Management:Separation management involves the separation of individual flights from one another and from other known hazards. The application of tactical flow management at the network and local level, together with traffic synchronisation will arrange traffic in orderly, predictable and segregated flows significantly enhancing the controller’s ability to handle a high traffic throughput.

Air Traffic Control will manage high traffic volumes in accordance with:

The required separation minimum and sequence requirements for safe delivery to the next control service;

Network operations plan; Agreed individual 4D plans.

6. System Support:Medium term planning tasks (including multi-sector) remain human-centred activities but are supported by extensive system functionality that assists controller decision-making processes. Decision support systems include problem detection and resolution, routing, sequencing and metering, arrival/departure/surface management and system assisted coordination.

Tactical tasks are supported by real time system feedback concerning safety and suitability of potential tactical actions such as intermediate level allocation, heading and speed instructions.

Decision support tools will specifically assist the management of controller workload and cognitive processes, traffic assessment and comprehension, and task prioritisation through the provision of predictive, traffic filtering, task cueing and prioritisation support.

7. Distributed Air Ground Responsibilities:Distributed air ground responsibilities facilitate an integrated flight deck and sector team through 4D plans and ASAS situation awareness and spacing applications to permit a redistribution of tasks between pilot and controller. This is specific to:

Managing the 4D plan through the Flight Management System (FMS) and Flight Data Processing System (FDPS), and ASAS spacing in organised traffic flows;

Instructions concerning ASAS surface manoeuvring, spacing and merging in departure, en-route and arrival flight phases;

Pre-departure clearances confirm or update the 4D plan, whilst trajectory exchange confirms changes to the plan for aircraft in flight.

8. Data link Communication:Data link communication reduce sector frequency voice congestion and enable air/ground data exchange for ATC clearances, communication transfers and 4D plan amendments as well as provision of intent data and safety related information. This includes use of Controller Pilot Data Link Communications (CPDLC), 4D Flight Plan Consistency (FLIPCY 4D) and Down Stream Clearance (DSC).







Data link communication enable the advance delivery of new 4D plans as developed by the Local Traffic Manager or the sector (multi-sector) planning controller, prior to entry into the area of control.

9. Safety Nets:A critical element is the operation of safety nets, essentially, procedures and systems that provide a layer of final protection in the event of normal separation management breaking down or the occurrence of an unsafe situation.

6). Airport OperationsAirport operations concern the traffic management and safety processes on or in the vicinity of airports. They include the interaction with stand management and other airport management functions. As an integral part of ATM, airport operations will ensure the efficient use of capacity of the airside infrastructure. This will be achieved by maximising operations in all weather conditions through the application of surface movement, guidance and control systems while increasing safety by providing interactive information on the accurate position and intent of all vehicles and aircraft on the manoeuvring area (1).

C-ATM considers:

1. “On time, first served:”The rule “on-time first served” applies to airport operations. The goal is to assure slot achievement and correct departure runway sequence in accordance with the network operations plan.

2. Turnaround and Collaborative Processes:Turnaround processes such as airline dispatch, gate services, air-side maintenance, de-icing and other airport management functions are linked to apron, taxiway and runway operations to enhance the ATM systems ability to ensure safe and consistent delivery of aircraft according to the network operations plan

Turnaround processes have defined critical points that are monitored and reported on to manage the network operations plan and actual operations plan as applicable to individual flights. These critical points are also linked to the 4D plan and pre-departure clearance process.

Collaborative processes ensure:

Optimum gate allocation; Early slot renegotiation according to progress of turn around; Runway departure sequence negotiation to optimise defined slot buffers to maximise

runway and airspace capacity as well as operators preferences (hub and fleet optimisation).

3. Gate planning and preferred taxi routes:Gate planning and preferred taxi way routes (and alternates) from gates to runway and runway to gates are defined and published according to an airport’s defined runway configurations and are integrated with arrival and departure planning. Together, these form the surface part of the 4D







plan to enhance departure sequence planning and to provide improved knowledge to ATC and Local Traffic Managers for integration of departures into en-route flows.

Where possible, airports designate areas for traffic holding when there are insufficient gates during peak time operations (to liberate gates with minimum disturbance to published taxi-way routings).







4. System Support:Decision support tools for gate management, turn around processes, surface movement routing, and arrival and departure management ensure optimisation of airport operations, especially in low visibility conditions and adverse Meteo conditions.

5. Data link communication:Data link communication reduce airport frequency voice congestion and enable air/ground data exchange for ATC routing and departure/arrival clearances (including 4D plan amendments) as well as safety related information.

Data link communications enable the advance delivery pre-departure clearance prior to departure from the gate.

6. 4D Plan:All operators on the airport including pilots have access to 4D plan or surveillance information as appropriate ensuring common situation awareness, especially on the manoeuvring area.

7. Distributed air ground responsibilities:Distributed air ground responsibilities facilitate an integrated flight deck and tower team through 4D plans, ASAS situation awareness and spacing applications to permit a redistribution of tasks between pilot and controller. This is specific to:

Updating the 4D plan in the FMS and FDPS following pre-departure clearance delivery; Managing the manoeuvring area part of the 4D plan through ASAS situational awareness

(following traffic to/from runways and giving way); Instructions concerning ASAS spacing and merging in departure and arrival flight phases.

ASAS provides pilots with sufficient surface situation awareness to be able to taxi to and from gates and runways in safety under normal airport movement rates in most Meteo conditions.

Surveillance provides controllers with enhanced situation awareness to manage arrival, runway and surface movements in all weather conditions.

8. Enhanced procedures:Airlines and airport ATC exploit advanced separation procedures such as company agreed departure minima and visual arrival minima, as well as any reduced (or increased) vortex spacing minima defined during the period of the concept.

Procedures and decision support will enhance airport operations that include multi aircraft types including rotor craft.

9. Safety nets:A critical element is the operation of safety nets, essentially, procedures and systems that provide a layer of final protection in the event of unsafe situations occurring in the vicinity of the airfield, runway, manoeuvring area and apron.




Pre-DepartureDepartureTaxi

En-route

POST

FLIGHt

Cruise

Cruise

IBT

OBTClimb OutTOC

TOD IAF ILS

ATO

LDT

Arrival profile

Departure profile

Departure

TurnaroundArrivalTaxiEn-route Arrival

RDT




Annex C: Phases of FlightThe phases of flight are time and task critical in relation to the flight of an aircraft and the provision of an “on time first served” ATM service in a safe and efficient manner.

Turnaround: A turnaround phase occurs from the time an aircraft arrives in-blocks until off blocks. During this phase an aircraft is physically prepared for flight.

Pre-Departure: All actions and communications from initial preparation or turnaround management, pre-departure clearance negotiation and up to off-blocks or start-up time.

Departure-Taxi: The safe and expeditious movement of aircraft, off blocks from the gate to the runway until the commencement of take-off roll.

Departure: Dispersal of aircraft towards their respective routes and synchronising their climb through terminal airspace into en-route airspace. Commences with the take-off roll and continues until leaving the terminal airspace, either still in climb or in cruise.

En-route: The time between an aircraft leaving the terminal airspace associated with its departure and entering the terminal airspace associated with its destination. As well as aircraft cruising at altitude, this phase includes aircraft still in climb or aircraft executing actions related to the arrival phase, depending on how far from destination the dedicated or standard arrival routes start and the vertical dimensions of the terminal airspace surrounding the destination airport.

Arrival: The sequencing and spacing of aircraft into terminal airspace and onto final approach for the assigned runway, touchdown and completion of the landing roll in accordance with traffic, airport and runway constraints. From entry to the terminal airspace associated with the destination to vacation of the runway.

Arrival-Taxi: The movement of aircraft safely and expeditiously from the runway to the arrival gate; from runway vacation to on-blocks.

Post-Flight: The termination of flight operations after on-blocks and the provision of feedback data for partners to compare planned performance against actual events; includes charging for ATM services.




Figure 8: Flight Phases




ANNEX D: ABBREVIATIONS AND ACRONYMSTERM DEFINITION

ACC Area Control CentreADS-B Automatic Dependant Surveillance BroadcastANSP Air Navigation Service ProviderAOC Airline Operations CentreASAS Airborne Separation Assistance SystemA-SMGCS Advanced Surface Movement Guidance and Control SystemASPA Airborne SpacingATC Air Traffic ControlATFM Air Traffic Flow ManagementATFCM Air Traffic Flow and Capacity ManagementATM Air Traffic ManagementATS Air Traffic ServicesC-ATM Cooperative Air Traffic ManagementCDM Collaborative Decision MakingCDTI Cockpit Display of Traffic InformationCFMU Central Flow Management UnitConOps Concept of Operations for 2011 (Eurocontrol)CPDLC Controller Pilot Data Link CommunicationsCTOT Calculated Take-Off TimeDEP Departure (controller)DMAN Departure ManagerEC European CommissionEXC Executive ControllerETFMS Enhanced Traffic Flow Management SystemFDPS Flight Data Processing SystemFMS Flight Management SystemFUA Flexible Use of AirspaceFLIPCY Flight Plan ConsistencyICAO International Civil Aviation OrganisationILS Instrument Landing SystemLoA Letter of AgreementOATA Overall ATM/CNS Target ArchitectureOCD Operational Concept Document (Eurocontrol)PTC Pre-Flight Trajectory CoordinationRNAV Area NagivationRNP Required Navigation PerformanceRTA Required Time of ArrivalR/T Radio TelephonyRTCA Radio Technical Commission for AeronauticsSES Single European SkySESAMESTCA Short-Term Conflict AlertTFM Traffic flow managerTMA Terminal Area







ANNEX E: GLOSSARYDefinition Meaning

4D Plan A 4D plan is a flight profile based on the airspace users profile request and which provides information on: Route and profile, Estimated Off-Block Time, Calculated Take Off Time, Target Time of Arrival information for sector entries, initial and final approach fixes, and Expected On Stand Time. It expresses the agreement between the network manager and airline operations centre as to how the flight should proceed and reflects the capacity and demand situation for airport and airspace resources

Actor An actor is anything with behaviour. It might be a person, organisation, or computer system.Airport Capacity The “declared capacity” of an airport is the maximum number of runway movements per unit of

time. However, although declared capacity may be considered in a strategic sense for planning purposes, this value may shift according to the tactical element of air-side operations such as the usage pattern dictated by hub-and-spoke operations.

Air-side That part of the airport outside of the terminal buildings set aside for the operation of aircraft.Airspace

Management Cell

The AMC collects airspace requests, negotiates and resolves conflicting requirements, allocates airspace portions and disseminates airspace allocation information.

Airspace User Any authority, organisation or individual that requires access to airspace. It may involve aircraft operations, military requirements (e.g. artillery ranges) and environmental protection (e.g. the protection of national heritage sites, bird sanctuaries, etc.).

Area Navigation (RNAV)

A method of navigation which permits aircraft operation on any desired flight path within the coverage of station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of both (ICAO).

ATM The aggregation of the airborne functions and ground-based functions (air traffic services, airspace management and air traffic flow management) required to ensure the safe and efficient movement of aircraft during all phases of operations (ICAO).

ATM System A system that provides ATM through the collaborative integration of humans, information, technology, facilities and services, supported by air, ground and/or space-based communications, navigation and surveillance (ICAO ATMCP).

Collaborative Decision Making

Refers to a set of applications aimed at improving flight operations through the increased involvement of airspace users, ATM service providers, airport operators and other stakeholders in the process of air traffic management. It applies to all layers of decisions, from longer-term planning activities through to real-time operations, and is based on the sharing of information about events, preferences and constraints.

Dynamic Resectorisation

(C-ATM)

Dynamic resectorisation is a tactical response to changing situations in traffic patterns and/or short-term changes in users intentions by the dynamic adjustment of airspace configurations of ATC sectors, in order to provide the best balance between their size and controller workload.

Flight Value An indication of the flight priority with regard to other same company flights reflecting the airline’s economic value of the flight

Functional Airspace Block

Managed airspace of defined dimensions within which specified Air Traffic Services are provided by a single Service Provider, in accordance with a uniform set of rules.

Gate-to-Gate The gate-to-gate scope is considered to start at the moment the user first interacts with ATM and ends with the switch-off of the engines, but also including the process of charging users for ATM services. The scope does not encompass ATM processes only.

General Air Traffic (GAT)

All flights, which are conducted in accordance with the rules and procedures of ICAO and/or the national civil aviation regulations and legislation". (Decision of the Commission [ref. GS.2/App./PC/00-32 of 13/10/2000]).

Highway Pre-determined routes that incorporate specific profiles of the majority aircraft type exploiting the “highway”, established to formalise and manage systematic flight profiles and procedures which are regularly adopted in parts of dense airspace and between major city pairs

Information The timely distribution of relevant, up-to-date and validated data to those who have the







Definition MeaningManagement necessary authorisation to access it.

Integrated Systems or procedures that function, or appear to the end user to function, as a single entity.Land-side Part of the airport other than the air-side. It may also include inter-modal links.

Network Operations Plan

The output of the optimised phase of ATM planning in which all Stakeholders, either in this phase and/or in the tactical phase, have coordinated, through a collaborative decision-making process, their actions or intent. During the tactical phase the plan will be dynamically updated in real time in a collaborative and transparent manner.

Nominal Routine situation where no unexpected or unplanned events take place.Non-Nominal Unexpected situations that arise or are forecast in the short-term.

Operational Air Traffic (OAT)

All flights that do not comply with the provisions stated for GAT and for which rules and procedures have been specified by appropriate national authorities. OAT can be divided into OAT-compatible (OAT-C) and OAT-special (OAT-S): OAT-C is by nature like GAT, however the technical requirements of aircraft operating as

GAT cannot be met due to the characteristics of the military aircraft in question. Special handling by ATC is necessary, preferably by harmonised procedures across Europe.

OAT-S requires special handling and the key word is the military operating principle of self-determination. OAT operations are a crucial element of military activity and they should be able to be conducted in any of the proposed airspace regimes. The missions must be separated from other traffic, and in most cases it is necessary to communicate with tactical support units. There is a need to be able to operate under VFR in European airspace. (Decision of the Commission [ref. GS.2/App./PC/00-32 of 13/10/2000]).

Operational Concept

A description of a set of defined ATM components and the manner in which they are configured and operated, which meet a given set of high-level user requirements. The operational concept should provide information on concerned actors and their tasks and responsibilities, enablers, events and the drivers of events, processes and their relative relationships, airspace organisation, information flows and procedures.

Profile The path of an aircraft through space described by a sequence of 4D points (geographic position + altitude + time).

Scenarios Within the context of an operational concept, scenarios are a description of how a future system should work. Each scenario describes the behaviour of users and the future system, the interaction between the two, and the wider context of use. From a detailed scenario a user should be able to identify user requirements and potential business cases.

Situational Awareness

Involved actors will have a better understanding of the tactical ATC traffic management in progress through increased operator’s situational awareness of movements both in the air and on the ground. This understanding of the traffic by the pilot might allow him/her to adapt the manoeuvring to suit a timely and smooth flow.

Stakeholder A stakeholder is someone or something that has a vested interest in a topic. For Eurocontrol generally, the term stakeholder is used for organisations and individuals that have a vested interest in European ATM and whose support, cooperation and advice is important in ensuring that a proposed operational concept can be brought into service.

Temporary Segregated Area

Airspace of defined dimensions within which activities require the reservation of airspace for the exclusive use of specific users during a determined period of time.

Traffic Synchronisation

(C-ATM)

Traffic synchronisation refers to the tactical establishment and maintenance of a safe, orderly and efficient flow of air traffic. Key conceptual changes are: 4D plans; traffic organise to improve traffic flow through sectors and reduce chokepoints; and optimisation of traffic sequencing to achieve maximisation of runway throughput. (ICAO

ATMCP).Trajectory The description of movement of an aircraft, both in the air and on the ground, including position,

time, and at least via calculation speed and acceleration. (ICAO ATMCP)







ANNEX G: REFERENCES

Number Reference1 ICAO Air Traffic Management Concept Panel Global ATM Operational Concept

2 EUROCONTROL Operational Concept Document (OCD) Volume 1 (The Vision)

3 Air Traffic Flow & Capacity Management Strategy Edition 1.2

4 Dynamic Management of European Airspace Network Concept of Operations (DMEAN)

5 Eurocontrol OCD Volume 2; Concept of Operations Part 3 Year 2011

6 The MANTAS Concept Proposal, EUROCONTROL Maastricht

7 Principles of Operations for the use of Airborne Separation Assistance System V 7.1

8 Determining Future Military Airspace Requirements in Europe, 2/4/03

9 Challenges to Growth Study 2004 (CTG04)

10 Performance Review Report April 2003

11 Determining Future Military Requirements in Europe; April 2003

12 ACARE: Contribution of the ATM Team to the Strategic Research Agenda N° 2; Autumn 2004







END OF DOCUMENT




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