ConceptofOperations_02 SESAR Consortium

7/28/2019 ConceptofOperations_02 SESAR Consortium

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SESAR Definition Phase

The Conceptof Operations

at a glance


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SESAR Definition Phase: the Concept of Operations at a glance 2

1.0 Introduction

The SESAR ConOps is a trajectory based system, having seven major features,

the first two of which are a necessary foundation for the others:

1. A System Wide Information Management (SWIM) network to support all

major processes.

2. Collaborative Decision Making to define a rolling Network Operations

Plan, and to negotiate trajectory changes.

3. A Trajectory Managed environment rather than one that is based on

Airspace Management.

4. Extensive use of automation support to reduce controller task load, but

in which controllers remain in control as managers.

5. New separation modes to take advantage of advanced aircraft

navigation capabilities and to allow tasks to be delegated to pilots so as

to further reduce controller task load.

6. Aircraft and ATM system ATM Capability Levels.

7. Airports fully integrated into the ATM network.

The essence of the system is to use precise trajectory data, combined with

cockpit displays of surrounding traffic:- (a) to improve predictability throughout

the whole ATM system; (b) to increase capacity, productivity and safety; (c) to

reduce environmental noise and emissions; and (d) to share tasks andincrease the situational awareness of pilots and controllers.

The SESAR ConOps is compatible in all respects with the ICAO Global Air Traffic

Management Operational Concept, as described in Doc 9854 AN/458, andrepresents the concrete application of this global concept, adapted and

interpreted for Europe with due regard to the need to be globally interoperable.

2.0 System Wide Information Management (SWIM)

SWIM is fundamental to the whole SESAR ConOps. Without SWIM SESAR will

not work. The SWIM network will be an IP based data transport network,using

proven information communication technology. It will replace the current point

to point data systems with a ground/ground communications network which

connects all ATM partners; ANSPs, airports and airspace users, including the

military. Aircraft will become travelling nodes in the network, permanently

connected by a new high capacity air/ground data link.

Using the SWIM network, all partners (in the air and on the ground) will

become both consumers and producers of information, which they will share,

tailored to their individual needs.This will allow them to make decisions based

on full knowledge of accurate up-to-date information and to put back into the

system the results of their decisions for others to use.

The technology itself is reasonably mature. However, all partners in the SWIM

network will need to adapt their behaviour to the new environment. The focus

will shift from the producer of information to the information itself, with

generalised access enabling users to create their own applications which best

suit their mission needs.They will need to agree on the level of interoperability

required and to agree the rules, roles and responsibilities of information

sharing. These are important since they determine which kind of informationis shared by whom, with whom, where, when, why, how much, how often, at

This document provides more detailed information on the SESAR Concept of Operations (ConOps) presented in a

concise form in Deliverable 3 (DLM-0612-001-02-00). It however remains a summary description of a complex matter

that cannot be described in all aspects in this document. Interested readers are therefore invited to look at the full

ConOps in Task 2.2.2 Deliverable (DLT 2.2.2/D3) which shall be used as the primary reference for all future SESAR

developments.

A Summary of the SESAR ConOps


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SESAR Definition Phase: the Concept of Operations at a glance3

which quality level, in what form, for which purpose, at what cost, under what

liability, under which circumstances and which security levels.

The benefits are considered to be substantial, not only in terms of improved

decisions but also in unifying working methods across the whole European

ATM network, with consequential improvements in efficiency.

3.0 Collaborative Decision Making (CDM)

CDM is already used at a number of European airports. In SESAR this method

of decision making will not be confined only to airports but will be further

developed and spread throughout the network. It needs to cover the sharing

of information related to the progress of flights (on the ground and in the air)and the actions taken on this information. It is not a separate part of the ATM

network, it is a method of working which is applicable to most decision making

aspects of the ATM operational concept.

The airspace users start by defining and then sharing, with ATM partners, their

business/mission intentions.These trajectories are then modified as necessary

using a layered CDM planning process which takes account of identified

constraints. The ATM planning process is one of continuous refinement as

better data becomes available. There is no clearly defined starting point to the

process, it starts many years before the day of operation, taking into account

such considerations as staff recruitment, training plans and major system

procurements. The goal of collaborative layered planning is to balance ATM

resources and airspace user demand.

In the months leading up to the initiation of the flight the iterative planning

process refines the trajectories and the available resources and expresses

these as the Network Operations Plan (NOP).The NOP is a rolling plan giving a

snapshot of the network at any one time. The aim of the NOP is to facilitate the

processes needed to reach agreements on demand and capacity. This

planning is overseen by a Network Management function which assures, at

both network and regional level, the stability and efficiency of the ATM

network.

The final trajectory just before flight execution is called the Reference Business

Trajectory (RBT). Depending on the ATM Capability Level (see section 7.0) it is

expressed in up to 4 dimensions, and is the trajectory which the airspace user

agrees to fly and the ANSP and airport agrees to facilitate (see section 4.0).

The features described in sections 2.0 and 3.0 above provide the essential

system environment in which the following processes can deliver the benefits

defined in the SESAR goals.

4.0 Trajectory Management

The collaborative planning process described above terminates when the RBT

is published. When published, the RBT does not represent a clearance but is

the goal to be achieved and which will be progressively authorised, either as a

clearance by the ANSP or as a function of aircraft crew/systems depending on

whether the ANSP or the flight crew is the designated separator.

The RBT is defined by the airlines Flight Operations Centre (FOC) flight

planning system. Trajectories may also be defined by handing agents or pilots

on behalf of smaller airlines, business aviation and general aviation flights, or

by the ANSP if required (e.g. on behalf of the military). The essential point for

ATM is that, instead of having several versions of the trajectory in the system,

there is a unique accurate trajectory for each flight that is used throughout the

ATM network.

Until the aircraft is airborne, available 4D trajectory data retain a level of

uncertainty that limits their use for purposes other than planning. Once aircraft

are airborne, trajectories attain high precision in the time dimension, and are

continuously shared and available via the NOP. Any changes that are required

are made through CDM constraints arising for any reason (other flights,

airspace reservations, etc.) are published via the NOP, with the airspace useradjusting the trajectory to comply in a way that best suits the users

operational and business needs. However, it must be emphasised that this

does not prevent controllers and pilots making time critical changes as

required.

Unique 4D trajectories permit a number of very significant advantages:

1. They reduce the uncertainty which in turn reduces the number of

conflicts/interactions that need to be resolved.

2. When combined with improved navigation performance (vertical, lateral

and in time), they reduce the amount of unusable airspace around

each aircraft thus allowing more aircraft in the airspace.

3. They are a source of accurate data which can be used by automated

controller support tools.4. They redefine the need for many airspace structures which currently

restrict the efficiency of flight paths, both laterally and vertically.

5.0 Automation Support

The main constraint to airspace capacity is controller task load. Therefore

there must be a substantial reduction of controller task load per flight, while

also meeting the SESAR safety, environmental and economic goals. Controller

task load is generated from two different sources:- (i) the routine task load

associated with managing a flight through a sector (such as coordination in

and out, routine communications, data management), and (ii) the tactical task

load associated with separation provision (conflict/interaction detection,

situation monitoring and conflict resolution). As the traffic throughputincreases the routine task load increases proportionally (three times the flights

equals three times the task load).The separation provision task load, however,

increases relative to the number of conflicts/interactions, approximately

according to the square of the increase in traffic (three times the flights equals

nine times the task load).

To address the controller task load issue, without incurring a significant

increase in ANSP costs, three lines of action are included in the concept:

1. Automation for the routine controller task load supported by better

methods of data input and data management.

2. Automation support to conflict/interaction detection, situation

monitoring and conflict resolution.

3. A significant reduction in the need for controller tactical intervention, by(a) reducing the number of potential conflicts using a range of


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SESAR Definition Phase: the Concept of Operations at a glance 4

deconfliction methods, and (b) redistributing the tactical interventions to

the pilots (see section 6.0 below).

This will require an intense enhancement of integrated automation support

while human operators are expected to remain the core of the system.Humans

will need to remain in command as overall system managers, but using

automated systems possessing the required degree of integrity and

redundancy.

6.0 New Separation Modes

As a further means of reducing controller task load new separation modes are

introduced within the SESAR concept. Separation modes fall into three broadcategories:

1. Conventional Modes: those that are essentially unchanged by SESAR.

2. New ANSP Separation Modes: new modes that are applied purely by

ATC that involve Precision Trajectory Clearances (PTC).

3. New Airborne Separation Modes: new modes that involve the aircraft

and in which the pilot is the separator either by delegation or as the

standard case.

Precision Trajectory Clearances (PTC) can either be on 2D routes (with lateral

containment), on 3D routes (with lateral and vertical containment), through

trajectory control by ground based speed adjustments, or through 4D contracts

which prescribe the containment of the trajectory in all 4 dimensions for the

period of the contract. The purpose of each of these is to reduce substantiallythe uncertainty of the predicted aircraft position and thus reduce the number

of potential conflicts/interactions that need to be resolved by the controller.

New Airborne Separation Modes use airborne systems to allow spacing and

separation tasks to be delegated to the pilots. Three basic stages are

envisaged; (i) pilots are required to identify a specified aircraft and maintain

the designated spacing from it, (ii) pilots are required to identify a specified

aircraft and to separate themselves from it, and (iii) pilots accept responsibility

to self separate from all other aircraft in the vicinity. The periods and

circumstances of such delegations will need to be clearly defined.

7.0 ATM Capability Levels

ATM Capability Levels are defined to describe the on-going deployment of

progressively more advanced ATM systems for aircraft, ground systems and

airports. Their purpose is to ensure the synchronisation of cost effective

system enhancements in the air and on the ground and between ground

systems.

The following different levels of ATM capabilities are defined:

ATM Capability Level 0: Systems that do not meet at least the ATM-1

capabilities.

ATM Capability Level 1: Capabilities of existing systems and those

delivered up to 2012/2013, having largely

todays capabilities.

ATM Capability Level 2: Capabilities of systems delivered and in-

service from 2013, having a range of new

capabilities but which do not fully meet the

2020 needs.

ATM Capability Level 3: Main capabilities required by the key SESAR

target date of 2020. These will be based upon

the SESAR concept needs at the time and a

realistic assessment of potential capabilities.

ATM Capability Level 4: The very advanced capabilit ies that

potentially offer the means to achieve the

SESAR goals, in particular the very high-end

capacity target. The timeframe for initial

availability and progressive equipage is in the

range 2025+.

8.0 Airports

In SESAR, airports are fully integrated into the ATM network as nodes in the

system. CDM will be used to ensure a seamless process over the entire

planning spectrum, and will be used between airspace users, ANSPs and

airports (using arrival, departure and surface management tools) to assist

queue management so as to make best use of all available runway capacity.

Runway throughput will be enhanced by reducing occupancy times, reducing

arrival and departure spacing, wake vortex prediction systems and improved

surface movement guidance systems. Safety will be enhanced by using

cockpit displays giving complete situational awareness on and in the vicinity

of the airports surface and allowing warnings to be provided directly to the

flight crew rather than through the intermediary of a controller.

It is expected that the combination of Trajectory Management, Airborne

Spacing tools and precision navigation techniques will reduce air and ground

holding and enable Continuous Descent Approaches thus leading to reduced

noise and environmental emissions per flight as specified in the SESAR goals.


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5 SESAR Definition Phase: the Concept of Operations at a glance

TABLE OF CONTENTS

1 - THE CONCEPT OF OPERATIONS AT A GLANCE DOCUMENT 7

1.1 - THE PURPOSE OF THIS DOCUMENT 7

1.2 - RELATIONSHIP WITH OTHER DOCUMENTS, STRUCTURE OF THIS DOCUMENT 7

2 - THE PURPOSE OF THE CONOPS 8

2.1 - THE ATM VISION AND FLIGHT OPERATION 8

3 - THE MAJOR PRINCIPLES AND CHARACTERISTICS 9

3.1 - PERFORMANCE REQUIREMENTS 9

3.2 - THE DESCRIPTION OF THE FLIGHT INTENT 9

3.3 - COLLABORATIVE PLANNING AND DECISION MAKING 9

3.4 - THE NETWORK OPERATIONS PLAN AS FACILITATOR FOR PLANNING 9

3.5 - AIRPORTS FULLY INTEGRATED INTO THE ATM NETWORK 10

3.6 - THE HUMAN WILL BE CENTRAL IN THE FUTURE EUROPEAN ATM SYSTEM 10

3.7 - NEW SEPARATION MODES AND THE STRATEGY TO REDUCE CONTROLLER WORK LOAD 11

3.7.1 - Drivers for the separation concept 11

3.7.2 - The strategy to reduce controller task load 11

3.7.3 - New separation modes 11

3.8 - MINIMISING SEGREGATION 12

3.9 - ACCESS AND EQUITY 12

3.10 - ENHANCED INTEGRATION OF DIVERSE AIRSPACE USERS 12

4 - ESSENTIAL ENABLERS OF THE CONCEPT 13

4.1 - SYSTEM WIDE INFORMATION MANAGEMENT AS THE ESSENTIAL ENABLER 13

4.2 - THE EVOLUTION OF COMMUNICATIONS 13

4.2.1 - Communications Principles 13

4.2.2 - Communications Services 14

4.3 - THE EVOLUTION OF NAVIGATION SERVICES 14

4.4 - THE EVOLUTION OF SURVEILLANCE SERVICES 14

4.5 - THE EVOLUTION OF METEOROLOGICAL SERVICES 15

5 - THE CONCEPT OF OPERATIONS AT A GLANCE (HOW IT WORKS) 16

5.1 - USER PREFERRED ROUTING ENVIRONMENT 16

5.2 - THE BUSINESS TRAJECTORY 16


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6SESAR Definition Phase: the Concept of Operations at a glance

5.2.1 - The Business Trajectory Lifecycle 16

5.2.2 - The Concept of Managing Trajectories 18

5.2.3 - Access to Trajectory Management 19

5.2.4 - ATM Capability Levels 19

5.3 - TRAJECTORY BASED OPERATIONS 22

5.3.1 - Using the RBT 22

5.3.2 - Trajectory Related Information Sharing Requirements 23

5.3.3 - Flight Planning to Support Trajectory Based Operations 24

5.3.4 - The ATM Planning Process 24

5.3.5 - Airspace Organisation and Management 28

5.3.6 - Airport Planning 31

5.3.7 - Trajectory Based Operations in Managed Airspace 32

5.3.8 - Changes to the RBT 35

5.3.9 - Queue Management 35

5.4 - OPERATIONS ON AND AROUND AIRPORTS 36

5.4.1 - High Level Operational Processes 37

5.4.2 - Remotely Provided Aerodrome Control Service 39

5.5 - THE APPLICATION OF CONFLICT MANAGEMENT AND SEPARATION 39

5.5.1 - Airport Operations 39

5.5.2 - Terminal Area Operations 39

5.5.3 - En-Route Managed Airspace 40

5.5.4 - Unmanaged Airspace 41

5.6 - COLLISION AVOIDANCE 42

5.6.1 - General Considerations 42

5.6.2 - Cooperative Ground and Airborne Safety Net Concept 42

5.6.3 - Collision Avoidance in the Airport Environment 43

6 - HOW THE CONCEPT OF OPERATIONS RESPONDS TO THE CHALLENGES 44

6.1 - PERFORMANCE REQUIREMENT ASSESSMENT 44

6.2 - SAFETY IN THE CONCEPT OF OPERATIONS 44

6.3 - THE HUMAN IN THE CONCEPT 44

6.4 - AIRSPACE CAPACITY 45

6.5 - AUTOMATION STRATEGY 45

6.6 - THE ENVIRONMENT IN THE CONCEPT 46

6.7 - SECURITY IN THE CONCEPT 46

7 - APPENDIX 47

7.1 - ABBREVIATIONS, ACRONYMS AND DEFINITIONS 47


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1 - THE CONCEPT OF OPERATIONS AT A GLANCE DOCUMENT

1.1 THE PURPOSE OF THIS DOCUMENT

This document provides more detailed information on the SESAR Concept of Operations (ConOps) presented in a concise form in Deliverable 3 (DLM-0612-

001-02-00). It however remains a summary description of a complex matter that cannot be described in all aspects in this document. Interested readers

are therefore invited to look at the full ConOps in Task 2.2.2 Deliverable (DLT 2.2.2/D3) which shall be used as the primary reference for all future SESAR

developments.

The purpose of this document is to provide management (especially those managers concerned with the development and implementation of the SESAR target

system) and other interested readers with the main substance of the Concept of Operations described in the task deliverable DLT-0612-222-02-00. It explains

the main principles and ideas of the ConOps without going to the expert level of detail. A common understanding of the logic, the so called story line, of the

ConOps is seen as a pre-requisite for its successful further refinement and validation. Therefore, detailed descriptions, specific open items and detaileddisagreements are listed in the task deliverable: these disagreements and open items are to be resolved during the SESAR development phase. In this

document, existing disagreement statements are indicated in the text by a reference to the DLT-0612-222-02-00 in the format [Dxx], e.g. [D01].

The ConOps is the result of activities performed in a project definition study. This work has been to determine, to a first order, potential solutions which are

considered feasible to meet the performance targets.Consequently, significantly more R&D work is required to prove that all aspects of the ConOps can deliver

the expected benefits and thus, reduce the level of uncertainty associated with them prior to them being considered as fit for purpose and ready for

implementation. However, it is considered that the level of detail reached in the work, the broad consensus about the major principles as outlined here and the

identified issues like open items and disagreements build a commonly agreed and solid basis for further work

The Concept of Operations considers the European airspace as a single resource shared by all airspace users, whose diverse and sometimes competing

business needs are fully recognised and catered for. This European airspace resource is integrated into the global ATM network to ensure cost-efficient

interoperability.

European Member State prerogatives for, and sovereignty over, airspace management and design are fully respected. This implies that national security and

defence requirements are met .

1.2 RELATIONSHIP WITH OTHER DOCUMENTS, STRUCTURE OF THIS DOCUMENT

Chapter 2 describes the main objective and purpose of the ConOps.

Chapters 3 and 4 familiarise the reader with the major principles, characteristics, and enablers of the ConOps. It describes how the individual flight is

represented, how the compromise between multiple user requests can be found in a collaborative manner and how the final results are represented in a

network-wide planning.

Chapter 5 leads the reader through the life cycle of flight planning and execution. It explains the planning and execution processes as well as necessary

technological capabilities.

The expected benefits of the ConOps are summarised in Chapter 6.

The ConOps is compatible in all respects with the International Civil Aviation Organisation (ICAO) Global Air Traffic Management Operational Concept as

described in Doc 9854 AN/4581. It should be noted however that the ICAO document is a global operational concept, with necessarily global and mainly high

level statements.

The Concept of Operations is a document that represents the concrete application of the global concept, adapted and interpreted for Europe with due regard

to the need to be globally interoperable.

1 Except for the permanent separation delegation described differently in the SESAR ConOps.


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2 - THE PURPOSE OF THE CONOPS

2.1 THE ATM VISION AND FLIGHT OPERATION

The ConOps is based on the following ATM Vision:

Europe has an affordable, seamless system of ATM, which enables all categories of airspace users to conduct their operation with minimum restrictions and

maximum flexibility while meeting or exceeding the measurable targets for safety, operational efficiency and cost effectiveness, minimising the environmental

impact and meeting national security and defence requirements.

This ConOps responds to the operational vision and operational objectives developed by the airspace users with due regard to the evolving capabilities and

requirements of service providers and airports.

The intention of the airspace user is to execute an individual flight with its business trajectory. Airlines, Business, General Aviation and the Military all have

intentions and their specific trajectories have different characteristics.Due to the multiplicity of these trajectories and limited resources like airspace and airport

capacity it is not possible to achieve the original intention of the airspace users for all of these flights.A compromise has to be found to optimise the execution

of all flights as close as possible to the original intentions.

In order to be able to accommodate the demand in the given SESAR timeframe the new ATM System will need to be flexible while offering a cost-effective

service.

The new ATM System (network, technologies, and procedures) should facilitate the increasing multidimensional air transport demand safely and efficiently,

guided and driven by a performance framework addressing quality of service, societal needs and other areas, and in which safety is a paramount and

continually improving key performance area.


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3 - THE MAJOR PRINCIPLES AND CHARACTERISTICS

3.1 PERFORMANCE REQUIREMENTS

The main drivers for the ConOps are the main Key Performance Area (KPA) targets as defined during D2:

Capacity: A 3-fold increase in capacity while reducing delays, both on the ground and in the air (en-route and airport network), so as to be able

to handle traffic growth well beyond 2020. The ATM System to accommodate by 2020 a forecasted 73% increase in traffic from the

2005 baseline, while meeting the targets for safety and quality of service.

Safety: To improve safety levels by ensuring that the numbers of ATM induced accidents and serious or risk bearing incidents decrease. The

traffic increase up to 2020 requires an improvement factor of 3, and for the long term a factor of 10 to meet the threefold in traffic.

Environment: As a first step towards the political objective to enable a 10% reduction in the effects flights have on the environment by emission

improvements through the reduction of gate-to-gate excess fuel consumption, minimising noise emissions and their impacts for each

flight to the greatest extent possible, minimising other adverse atmospheric effects to the greatest extent possible.

Cost-Effectiveness: Halve the total direct European gate-to-gate ATM costs from t800/flight (EUROCONTROL Performance Review Report 2005) to

t4002/flight in 2020 through progressive reduction.

3.2 THE DESCRIPTION OF THE FLIGHT INTENT

The trajectories represent the business/mission intentions of the airspace users. By safeguarding the integrity of the trajectories and minimising changes the

concept ensures the best outcome for all users. Airlines, Business, General Aviation and the Military all have business or mission intentions, even if the

terminology is different and their specific trajectories have different characteristics. The trajectory is always associated with all the other data needed to

describe the flight.

The business/mission trajectories will be described as well as executed with the required precision in all 4 dimensions. The trajectories will be shared and

updated from these source(s) best suited to the prevailing operational circumstances and capabilities and the sources include the aircraft systems, flight

operational control systems and ANSP trajectory predictors. The ability to generate trajectories in the ATM system from flight plan data will be retained for those

flights that are unable to comply with SESAR trajectory management requirements.

The Concept of Operations is performance driven, process oriented, trajectory based, and founded on a system wide information management.

3.3 COLLABORATIVE PLANNING AND DECISION MAKING

Collaborative layered planning, mediated by network management and based on Collaborative Decision Making (CDM), has the goal of achieving an agreed,

stable, demand and capacity situation.

Collaborative decision making in the SESAR concept means sharing of information as well as acting on the shared information. Decisions are made on thebasis of common situational awareness and consequently an improved understanding of the network effects of the decisions. This improves the general quality

of the decisions, helping to more accurately achieve the desired results.

The CDM principle although applied to each ATM business critical process, will not interfere with the ATC or Pilot tactical, time critical decision processes.

This approach to decision making empowers new and innovative solutions of which the User Driven Prioritisation Process (UDPP) is an example. In UDPP,

airspace users among themselves can recommend a prior ity order for flights affected by delays caused by an unexpected reduction of capacity, which is then

communicated to the Network Management function.

3.4 THE NETWORK OPERATIONS PLAN AS FACILITATOR FOR PLANNING

The planning at each point of time is represented in the Network Operations Plan (NOP) which facilitates the processes needed to reach agreement on demand

and capacity. It is supported by a set of collaborative applications providing access to traffic demand, airspace and airport capacity and constraints andscenarios to assist in managing diverse events.

2Expressed in 2005 Value.


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Figure 1: Development of the NOP

3.5 AIRPORTS FULLY INTEGRATED INTO THE ATM NETWORK

Airport capacity is the key challenge in the SESAR timeframe. Runway throughput must be optimised at congested airports to levels that exceed present best-

in-class operations.

The trajectory management focus of the ConOps extends to include the airports. The trajectory is considered to continue unbroken after touchdown to the gate

and from the gate to take-off. During turnaround, the trajectory is in an idle state in all but the time dimension which means that even during the turn-round

it is possible to establish milestones with which the progress of the turnaround process can be monitored and the impact of events on later parts of the

trajectory established at an early stage. Trajectories in the vicinity and on the surface of airports are managed by a co-operating set of partners using shared

information and collaborative decision making processes.

Airport throughput in adverse weather conditions (low visibility conditions) must be maintained at levels close to normal.

Even with all these measures, the bulk of the required increase in airport capacity must come from greater use of secondary airports with improved links to

city centres and the major airport hubs.

3.6 THE HUMAN WILL BE CENTRAL IN THE FUTURE EUROPEAN ATM SYSTEM

Humans will be central in the future European ATM system as managers and decision-makers; In the ATM Target Concept it is recognised that humans (with

appropriate skills and competences, duly authorised) will constitute the core of the future European ATM Systems operations. However, to accommodate the

expected traffic increase, an advanced level of automation support for the humans will be required.

A more detailed explanation can be found in chapter 6.3.

SESAR Definition Phase: the Concept of Operations at a glance


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3.7 NEW SEPARATION MODES AND THE STRATEGY TO REDUCE CONTROLLER WORK LOAD

3.7.1 Drivers for the separation concept

It is assumed that the SESAR concept will create sufficient terminal area and en-route capacity so that it is no longer a constraint in normal operations.

This capacity is a function of controller task load. To meet the capacity goal there must therefore be a substantial reduction in controller task load per flight

if this is to be realised while meeting the safety, environmental and economic goals.

Controller task load is generated from two different sources: there is the routine task load associated with managing a flight through a sector (such as co-

ordination in and out, routine communications, data management) and the tactical task load associated with separation provision (conflict/interaction

detection, situation monitoring and conflict resolution). As the traffic throughput increases the routine task load increases proportionately (three times the

flights equals three times the task load). The separation provision task load however would increase relative to the number of conflicts/interactions and

therefore approximately according to the square of the increase in traffic (three times the flights equals nine times the task load).

3.7.2 The strategy to reduce controller task load

To address the controller task load issue, without incurring a significant increase in ANSP costs, 3 lines of action are included in the concept:

Automation for the routine controller task load supported by better methods of data input and improved data management;

Automation support to conflict/interaction detection and situation monitoring and conflict resolution;

significant reduction in the need for controller tactical intervention;

- Reduce the number of potential conflicts using a range of deconfliction methods;

- Redistribute tactical intervention tasks to the pilots: Cooperative separation or Self-separation [D06].

It is the latter point that is specifically addressed in separation provision. Both strategies for reducing tactical intervention are valid and could be deployed

independently or collaboratively and both methods need to demonstrate their ability to work effectively in a mixed capability environment.

All methods of deconfliction potentially involve constraints on the trajectory and differential aircraft performance can also impact the trajectory when

tactical intervention tasks are assigned to the pilot. The objective however is to minimise these impacts commensurate with achieving the required goals.

3.7.3 New separation modes

A range of separation modes is available in SESAR to address various operational circumstances. These modes take advantage of trajectory sharing

between air and ground and enhanced vertical and longitudinal navigational capabilities and fall into 3 broad categories (see also chapter 5.5.3):

Conventional modes: in this context they refer to modes that are essentially unchanged by SESAR;

New ANSP Modes: these are new modes envisaged for SESAR that are purely applied by Air Traffic Control (ATC);

- Precision Trajectory Clearances;

- Trajectory Control by Ground Based Speed Adjustment;

New Airborne Modes3 [D02]: these are new modes that involve the aircraft and in which the pilot is the separator either by delegation or, in unmanaged

airspace, as the standard case;

- Cooperative separation (ASAS-Separation);

- Self-separation (ASAS-Self Separation).

Figure 2: Separation Modes


3Liability issues have to be resolved prior to implementation.


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3.8 MINIMISING SEGREGATION

The SESAR concept aims to avoid where possible, solutions that are based on segregating traffic. For reasons of access and equity and to maximise capacity,

it is not proposed to segregate aircraft on the basis of Communication, Navigation and Surveillance (CNS) capability or the type of separation service being

provided but an inherent prioritisation towards more capable aircraft will occur. However, special provisions will be in place to fully accommodate military

operations.

Since it is not expected that there will be a significant reduction in the airspace needed for diverse airspace users, in particular Military, activities, given their

links with air bases and the need for new aircraft types to use increased volumes of airspace to fully exploit their capabilities, a degree of segregation in respect

of such operations will remain inevitable for the safety of all aircraft . The impact will however be minimised through more accurate planning, time management

and level segmentation of the segregation, and procedures that can flexibly manage real-time changes to volumes and times and promptly return any unused

segregated airspace to general use.

3.9 ACCESS AND EQUITY

The SESAR concept respects the needs of all airspace users.At the traffic levels SESAR will be required to handle, the need for managed airspace will inevitably

increase. However, tailoring the managed airspace to more accurately reflect the performance of modern aircraft allow the base of managed airspace to be

raised in many areas giving greater freedom to those who do not require a separation service. The trade off here is between the needs of General Aviation for

access to airspace without having to meet the requirements applicable in managed airspace (pilot qualifications, aircraft navigation and communication

equipment) and the needs of commercial and military aviation for access and the provision of a separation service.

3.10 ENHANCED INTEGRATION OF DIVERSE AIRSPACE USERS

Airspace design and management remains a State prerogative under the SESAR concept. The focus on trajectory management however requires that co-

ordination between different users of the airspace, especially Military and other State users, be further enhanced and optimised.

The need for some flights and activities to be managed within defined airspace blocks is fully recognised. (i.e. Military).

Integrating appropriate military and State partners in the information sharing environment (with proper protection of sensitive information) and optimising the

military and State activity processes is the basis for the enhanced cooperation between the various users.

Military activities are determined by the national security and defence policy, international security and defence commitments and the resulting political

decisions, and therefore differ significantly from those of other ATM partners. The Military are participating as Aircraft Operators, Provider of Air Navigation

Services and Aerodrome Operators.

Military aerial activities mainly consist of training and exercises to establish and maintain capabilities and readiness postures as required by the States.

Armed Forces need flexible and adequate availability of airspace and routing options according to military mission requirements, including temporary

segregation from other non-participating air traffic when required.

Air Defence Missions in regard to national sovereignty require unlimited and unrestricted access to all airspace at any time

Tactical Ground support for military air operations by ATC will continue to play an important role in the new concept. The variety of missions and the need

flexibly to react on aircrews in-flight requests, taking into consideration equipment status and the specific stress situation of combat aircrews remains valid

and demands a flexible ATC system with the respective capability and capacity.

Military airspace users will take advantage of improved ATC ground support enabled by enhanced levels of interoperability between civil and military CNS

ground infrastructure and future aircraft capabilities.

Military mission trajectories and military planning cycles for air traffic operations differ considerably from civil ones and need to be taken into consideration to

satisfy military needs.



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4 - ESSENTIAL ENABLERS OF THE CONCEPT

4.1 SYSTEM WIDE INFORMATION MANAGEMENT AS THE ESSENTIAL ENABLER

Underpinning the entire ATM system, and essential to its efficient operation, is a System Wide Information Management (SWIM) environment that includes

aircraft as well as all ground facilities. It will support collaborative decision-making processes using efficient end-user applications to exploit the power of

shared information.

The sharing of information of the required quality and timeliness in a secure environment is an essential enabler to the SESAR ATM Target Concept. A net-

centric operation is proposed where the ATM network is considered as a series of nodes providing or consuming information. The scope extends to all

information that is of potential interest to ATM including trajectories, surveillance data, aeronautical information of all types, meteorological data etc.

Access and utilisation of data will follow predefined agreed procedures. The need of protecting sensitive civil and military data will be respected.

The SESAR information environment is globally interoperable with other similar information environments as well as legacy aeronautical information services

via the use of appropriate data exchange models and common services.

Figure 3 System Wide Information Management

4.2 THE EVOLUTION OF COMMUNICATIONS

4.2.1 Communications Principles

Traditionally, air/ground communications in ATM is a sequential process, using a voice broadcast mode where messages are specifically addressed via

manual procedures. In other words,messages (e.g. clearances) can be issued only sequentially, addressing the recipient by using the appropriate call sign

when there is no other communications traffic on the frequency being used.

When traffic density increases beyond a certain level, the number of voice messages to be exchanged reaches a point beyond which it is no longer possible



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to ensure the timely passage of information between pilots and air traffic controllers. The ConOps utilises digital data communication applications and

services as the main means of communication, but there will remain circumstances in which clearances and instructions are issued by voice. Data are

transferred asynchronously from the controller and pilot actions and are not subject to the voice channel load issues.

This change is essential for the trajectory management process and the issuance of more complex clearances, constraints, airborne separation approvals,

etc. as well as supporting automated functions.Digital data communications may eventually obviate the need for allocation of one voice channel per sector

and associated frequency changes on board, since communications will be addressed to an aircraft or ground station with the delivery method being

transparent, however the workload implications of such a development and the loss of the benefits of a broadcast communication channel will require

careful study. Addressing changes associated with the transfer of communications will be handled automatically.

4.2.2 Communications Services

The ConOps foresees an environment in which the various elements of the ATM System operate as part of a network in terms not only of air traffic but

also in terms of information management. Aircraft, airports, air traffic services units, authorised personal devices, etc. are all nodes in this network, withaccess and contribution to shared information. All information is exchanged in digital form (voice and data) and the traditional differences between voice

communications (whether air/ground or ground/ground) and data communications disappears [D14].

This implies an end-to-end meshed (networked) communications infrastructure (air/ground,air/air, ground/ground) with sufficient performance (bandwidth

and speed) to support all applications. Security will be ensured by the robustness of, and controlled access to this infrastructure for all partners extracting

and/or providing information to this network.

Communications is a safety critical element of ATM with very stringent requirements, including the need to protect sensitive information and the blocking

of malicious intent and full interoperability between the systems. Communications service providers will develop competitive products meeting those

requirements in a cost efficient manner.

Since some of the information handled by the communications service providers will fall under the terms of aeronautical information as defined by ICAO,

they will be required to comply with global licensing standards.

4.3 THE EVOLUTION OF NAVIGATION SERVICES

The ConOps is based on the use of navigation capabilities and shared data to enable lateral/vertical/longitudinal trajectory management. The concept itself

sets challenges for the direction of future navigation capabilities. The evolution of these navigation capabilities / services is described in chapter 5.2.4 ATM

Capability Levels:

Laterally, the known improvements are 2D Required Navigation Performance +/- 0.3 Nautical Mile evolving down to +/- 0.1 Nautical Mile in approach

and departure phase;

Vertically, the known improvements are barometric Vertical Navigation (VNAV) (accuracy from +/-260ft down to +/-150ft depending on altitude)

evolving to vertical containment2 along a pre-defined 3 Dimensional departure or arrival route;

Longitudinally, the known improvements are improved predictions due to enriched meteorological modelling and better accuracy/resolution of winddata, improved control of a single time constraint in descent down to FAF, both improvements leading to a Controlled Time of Arrival (CTA) accuracy

down to 10sec, and in the longer term, multiple time constraints management (Controlled Time of Over-fly/Controlled Time of Arrival) and

longitudinal containment4 for a pre-defined segment of the cruising route (20 minutes duration in a first step).

4.4 THE EVOLUTION OF SURVEILLANCE SERVICES

SESAR considers 2 broad categories of surveillance services, Cooperative and Non-Cooperative.

Cooperative surveillance requires aircraft to be equipped with functioning avionics, allowing surveillance functions to reliably, consistently, and unambiguously

detect the aircraft in the air and on the ground.

Non-cooperative surveillance allows an aircraft to be detected by ground, airborne, or space based surveillance systems even if it does not have functional

avionics. Non-cooperative surveillance can be used when airborne or ground cooperative surveillance systems are unavailable.


4In this context, the word "containment" implies ATM performance requirements which have to be defined and agreed, it does not correspond to the EASA definition for aircraft certification.


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SESAR relies on cooperative surveillance information from all aircraft as an enabler for trajectory-based operations, as well as to support the needs of non

ATM users such as defence and security: it will be the main surveillance method because of the additional aircraft derived data that it can provide. Non-

cooperative surveillance capabilities will provide a degree of surveillance redundancy and are also specifically required for defence and security purposes.

Surveillance services in SESAR will cater for a broad range of operational and traffic environments, from core European airspace and airports to remote areas.

They will utilise integrated cooperative and non-cooperative surveillance to provide real-time situational awareness both in the air and at airports.

Surveillance data is considered in the same manner as other ATM data and is available throughout the network and to external users in the SESAR SWIM

environment. This data availability provides common situational awareness across the ATM network as well as supporting a range of collaborative processes

and serving the mission specific needs of all stakeholders. Shared surveillance data will also be available to external entities (both state and commercial) with

a need for the information.

4.5 THE EVOLUTION OF METEOROLOGICAL SERVICES

Based on ICAO regulations and World Meteorological Organisation recommendations the meteorological services contribute significantly to the safety, regularity

and efficiency of the international air navigation. The primary role of aviation meteorology (MET) is to provide the:

Necessary information to identify where and when aircraft can or cannot fly, and the;

Runways, taxiways, parking stands etc. that can be used.

Accurate and timely meteorological information incorporated as an integrated component to the system to support all phases of flight will be provided to the

new ATM management. Such information shall be used to determine the optimum route/trajectory for an individual flight or series of flights in all planning

phases, and for the execution of a flight. It is expected that the importance of meteorological information for ATM will grow in the next 10 to 15 years;

meteorological information from a range of sources (including aircraft) will be integrated with other data to facilitate trajectory based planning and operations.

MET must be provided in an open and interoperable form and incorporated into decision making systems and processes including the development and

agreement of contingency plans to mitigate the worst effects of weather.

The information will be derived from a variety of (traditional) sources including the increasing use of remote sensing systems and aircraft derived data based

on Global Navigation Satellite System (GNSS). With enhanced digital communications services, the provision of MET information will encompass ground-based

and potentially airborne automation systems and human users.



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5 - THE CONCEPT OF OPERATIONS AT A GLANCE (HOW IT WORKS)

5.1 USER PREFERRED ROUTING ENVIRONMENT

In managed airspace, particularly in the cruising level regime, user preferred routing will apply without the need to adhere to a fixed route structure. Route

structures will however be available for operations that require such support. In either case the user will share a trajectory the execution of which is subject

to an appropriate clearance. It is recognised however that in especially congested airspace, the trade off between flight efficiency and capacity will require

that a fixed route structure will be used to enable the required capacity. Fixed route procedures will be suspended when traffic density no longer requires their

use. Where major hubs are close, the entire area below a certain level will be operated as an extended terminal area, with route structures eventually extending

also into en-route airspace to manage the climbing and descending flows from and into the airports concerned. User preferred routings will also have to take

into account the airspace volumes established for the operation of diverse (mainly military) aerial activities. For an illustration of the airspace, please refer to

Figure 8.

5.2 THE BUSINESS TRAJECTORY

5.2.1 The Business Trajectory Lifecycle

The foundation of the ATM Target Concept is trajectory-based operations. A trajectory representing the business/mission intentions of the Airspace Users

and integrating ATM and airport constraints is elaborated and agreed for each flight, resulting in the trajectory that a user agrees to fly and the ANSP and

airport agree to facilitate. The trajectory-based operations ensure that the Airspace User flies its trajectory close to its intent in the most efficient way

allowing to minimise its environmental impact. The concept has been designed to minimise the changes to trajectories and to achieve the best outcome

for all users. In that respect, user preferred routing will apply without the need to adhere to a fixed route structure in low/medium density area.

The Airspace User owns the Business Trajectory (BT), thus in normal circumstances the users have primary responsibility over their operation. In

circumstances where ATM constraints (including those arising from infrastructural and environmental restrictions/regulations) need to be applied, the

resolution that achieves the best business / mission outcome within these constraints is left to the individual user. Typically constraints will be generated/ released and taken into account by various ATM partners through CDM processes. The owners prerogatives do not affect ATC or Pilot tactical, time critical

decision processes (for example separation provision, weather avoidance etc)5 [D08, D12, D17].

The lifecycle of the business trajectory starts with the development of a flight by the Airspace User and ends with post-flight activities after the aircraft

has reached its final point of destination. The intention of the future ATM System is to enable this to happen with the minimum number of constraints.

Trajectories will be expressed in all four (4D) dimensions and flown with high precision.

The Business/Mission Trajectory evolves out of a layered (CDM) planning process. The different development phases of the trajectory are the:

Business Development Trajectory (BDT);

Shared Business Trajectory (SBT);

Reference Business Trajectory (RBT).

Figure 4 shows the business trajectory lifecycle process from its initiation to manage the flight throughout the time leading up to and on the day of

operation and its execution.

Figure 4: The Business Trajectory Lifecycle


5The usage of the terms Ownership and Business is being questioned by some stakeholders.


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Business Development Trajectory

Depending on the nature of its operations an Airspace User may start a cycle of business planning several years before the day of operation with the aim

of defining its schedule and associated resource and institutional requirements. The Airspace User develops a Business Development Trajectory which is

not shared outside the Airspace User organisation. The BDT goes through a number of iterations and it is constantly refined taking into account constraints

arising from infrastructure and environmental considerations. Depending on the category of Airspace Users this process may be short or effectively non-

existent.

Shared Business Trajectory

When the user has stabilised sufficiently the BDT, it will be made available as the Shared Business Trajectory to the ATM System for planning purposes.

Based on the aggregate information on the BTs the ANSP will consider the potential need to adjust airspace organisation to match the traffic flow and

airports will adjust their planning for the needed capacity as much as possible. When increasingly more qualitative and quantitative information becomes

available, the ANSP will plan the management of the airspace in terms of services required taking account of the traffic complexity and density.

Coordination with the military and the airports will start to develop an initial operating schedule.

During this phase potential discrepancies between the SBT and network constraints might already be detected and the Airspace Users will be notified with

the request to adjust their business trajectory. This process is iterative until the optimum result for the users is achieved taking due account of the need

to ensure an optimum overall network performance.

Figure 5: Network Performance

Reference Business Trajectory

The iterative process of SBTs ultimately leads to a final trajectory just before flight execution: the Reference Business Trajectory, which the Airspace User

agrees to fly and the ANSP and airport agrees to facilitate. The RBT becomes instantiated before the first ATC clearance is requested or issued but it does

not constitute a clearance to proceed. The RBT is the goal to be achieved and will be progressively authorised. The authorisation takes the form of a

clearance by the ANSP or is a function of aircraft (crew/systems) depending on who is the designated separator.

Most times indicated in the RBT are estimates, however some may be target times to facilitate planning and some of them may be constraints to assist

in particular in queue management when appropriate.

The RBT continues to evolve during flight execution in order to reflect all the applicable clearances and constraints and in accordance with the applicable

trajectory change rules.

In addition, more trajectories exist:

Predicted Trajectory (PT)

The airborne predicted trajectory is continually computed/updated on-board (in aircraft fitted with FMS or similar equipment) and corresponds to what the

aircraft is predicted to fly.

Other TrajectoriesOther trajectories may exist in the ANSP, Flight Operations Centre (FOC) or aircraft systems. These can be temporary trajectories that exist during various



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planning or what-if actions or other more permanent trajectories that exist to serve a specific purpose or tool.They are derived from RBT (or under certain

circumstances PT). One or more trajectories may exist for a flight at any time. Any partner may test and negotiate proposed changes according to agreed

rules via collaborative processes. When agreed the SBT or RBT is updated with the agreed changes.

Sufficient data from each version of the SBT or RBT is retained enabling its reconstitution for use as a benchmark in assessing ATM system performance.

Military Mission Trajectories

For the majority of operations the military mission trajectory will require complex mission-tailored routings with multiple aircraft, using mission tailored

types and dimensions (volumes) of Airspace Reservations and possibly requiring additional ATM support. Another characteristic of the mission trajectory

(e.g. for a business jet) is that it may enter the life-cycle at any point without the preceding events having had to be visible.

5.2.2 The Concept of Managing Trajectories

The Business/ Mission trajectories express the intentions of the airspace user and the trajectory is developed with a view to achieving the best possibleoutcome for the flight concerned.Any intervention with this trajectory can reduce the prospects of achieving the desired outcome: even unsolicited directs

can result in unwanted distortions. While it is recognised that for separation provision reasons it is usually impractical to have an operation with no

intervention at all, it is important that all tactical interventions are considered at the trajectory level and not only at the immediate aircraft level. A tactical

intervention that is focused only on the aircraft without taking account of the wider impact on the trajectories concerned may result in distortions of the

trajectory which can be avoided if a broader view is taken. This broader view is enabled by the SESAR information sharing environment. In this way, if

several options are available for implementing an unavoidable intervention, the one with the least impact on the overall trajectory, as well as all other

trajectories concerned, can be identified and used on a systematic basis.

The Trajectory Management concept requires the systematic sharing of aircraft trajectories between various participants in the ATM process to ensure that

all partners have a common view of a flight and have access to the most up to date data available to perform their tasks. The SESAR concept therefore

assumes the existence of a standardised trajectory sharing capability that is mediated by collaborative processes.

Airborne systems will be able to hold, manage and share several trajectories; duly identifying the trajectory the aircraft is actually flying. This ensures thatboth the airborne systems and ground systems can build and maintain an identical view of the trajectory and its details using the shared information

environment.

The Need to Reduce Uncertainty in Ground Trajectory Prediction

The principal method of increasing airspace capacity in the period up to 2020 will be the provision of system assistance to the controller in support of the

tactical control task. The controller support tools involved rely on trajectory data.

The tools performance is dependent on the accuracy with which the future positions of aircraft can be predicted. Any step that reduces uncertainty of

prediction will increase the usable prediction horizon and allow longer duration clearances. There are many measures that can be taken to reduce

uncertainty of ground-based trajectory prediction (for example better weather forecasting,better aircraft performance models) but there are two significant

steps that will yield major benefits to airspace capacity. These are the sharing of data between the FOC, the aircraft system and the ground system and

the use of advanced ANSP Separation Modes (2D RNP routes, 3D profile clearances and 4D contracts) which capitalise on the precise navigation

capability of aircraft.

Currently, the trajectory held in the aircraft system and the trajectory calculated for that flight by the ground ATM system are different; not just because

there are limited means to reconcile them, but also because the trajectories are calculated for different purposes, vary in the sophistication of their

performance models, and use different assumptions. In SESAR both the aircraft and the ground systems will be using shared flight data (including

trajectories) to build and maintain a common understanding of trajectory evolution. This does not imply that the ground system will no longer have specific

local trajectories derived from a shared trajectory. For example, there may be what-if trajectories used in the conflict resolution process, and deviation

trajectories calculated when the observed behaviour of the aircraft does not conform to the anticipated behaviour etc. Similarly, the aircraft system may

maintain several trajectories, e.g. the Reference Business Trajectory, the trajectory the aircraft is actually flying (cleared trajectory) etc. Not all such local

trajectories need to be shared. Pre-determined rules specify what data and what changed to data must be shared to ensure the common understanding

referred to above.

Ground ATM trajectories will continue to be needed to support the various ATM tasks and to enable the control of aircraft that, for any reason including

failure, cannot share their trajectory. For these latter, trajectories and data from the FOC (or 3rd

party) will be used if available. The data could include suchspecifics as current mass and/or climb descent rate achievable to permit accurate calculation of vertical trajectory after deviation from the RBT (e.g. traffic



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held down prior to release for climb).

A progressive improvement in the accuracy of ground-based trajectory prediction through reduced uncertainty will lead to improved performance of

controller support tools (greater accuracy and longer prediction horizons) and reduced controller task load per flight (fewer clearances with longer effective

duration and increased dependence on the tools themselves to monitor compliance with the clearance and to check the progression of detected potential

conflicts). In addition, because the data held and used by each sub region will be common, conflict prediction will be possible over a much longer time

frame and wider area than is currently possible. These improvements create most of the increased airspace capacity and safety in the period up to 2020

and beyond. The emphasis will be to design the ATC systems around aircraft and FOC capabilities. These capabilities can be expected to change in time

as more features become available; however, because of the cost of recertification of airborne equipment, it is inevitable that there will be a wide variation

of capability existing throughout the SESAR timeframe. The progression of capabilities can be summarised thus:

Step 1 Ongoing general deployment of ground-based trajectory prediction tools supporting conflict detection, conformance monitoring and queue

management, utilising flight plan data, aircraft performance tables, meteorological forecasts, surveillance data and additional trajectory and

performance data from the FOC. This data, together with limited down-linked intent data (e.g. pilot selected level) from Mode S surveillance, will alsoallow basic intent monitoring functions to be introduced. This capability is equivalent to ATM Capability Level 1 and will continue to support operations

by conventional (ATM Capability Level 0) aircraft until they are withdrawn from service (ATM Capability Levels are defined in Chapter 5.2.4);

Step 2 As above, but with the addition of data from aircraft including Down-linked Aircraft Parameters (DAPs) and real-

time weather measurements increase the accuracy of ground-based trajectory prediction. Clearances based on 2D-RNP

and/ or single time constraints (Required Time of Arrival) further reduce lateral and longitudinal uncertainty. Further Intent

data availability leads to an extension of intent monitoring. This represents ground system capability aligned with ATM

Capability Level 2 aircraft;

Step 3 - As above but with the addition of down-linked trajectory data with accuracy ensured by the application of Trajectory

Management Requirements (TMR). Clearances based on 3D profiles/ 3D aircraft navigation capability and multiple time

constraints reduce vertical and longitudinal uncertainty. Comprehensive Intent data leads to full (4D) intent monitoring. This

represents ground system capability aligned with ATM Capability Level 3 aircraft.

As the data sources increase in number and accuracy the ground system will assign each trajectory with a confidence level in each of the 4 dimensions

based on the quality of the source data. It will be assumed that the intent of the crew is to conform to the clearance, with deviations occurring only as an

exception.

Greater capacity improvements can be obtained by measures to reduce future-position uncertainty than attempts to reduce separation minima below the

generally available radar separation minima (5NM en-route and 3NM TMAs). Nevertheless, for maximum effect, this latter must also be considered

wherever possible (e.g. ASAS applications).

5.2.3 Access to Trajectory Management

In the SESAR environment, a multitude of different access methods will be provided, each constituting an efficient method for a particular airspace user

group to share their trajectories and hence communicate to the ATM network their flight intentions.This generalised access to trajectory management will

encompass direct sharing by airline systems, electronic flight bag type devices as well as personal devices of all categories. The protection of sensitivedata (commercial, national security, military, etc.) is ensured by the security features built into the information sharing environment.

The information sharing environment obviates the need for any addressing of the shared trajectories on the level of the users. Appropriate user level

applications will shield the users from the need to deal with anything other than creating the optimum trajectory for their flight.

5.2.4 ATM Capability Levels

Throughout the following sections the notion of ATM Capability Levels has been introduced. These levels are defined to describe the on-going deployment

of progressively more advanced ATM Systems for aircraft, ground systems and airports. The following different ATM Capability Levels are defined:

ATM Capability Level 0 (ATM-0) Systems that do not meet at least the ATM-1 capabilities;

ATM Capability Level 1 (ATM-1) Capabilities of existing systems and those that are delivered up to 2012/13 and largely have todays capabilities;



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ATM Capability Level 2 (ATM-2) Capabilities of systems that are delivered and in-service from 2013 onwards with a range of new capabilities but

which do not meet the full 2020 needs;

ATM Capability Level 3 (ATM-3) Main capabilities required by the key SESAR target date of 2020. These will be based upon the SESAR concept

needs at that time and a realistic assessment of potential capabilities;

ATM Capability Level 4 (ATM-4) The very advanced capabilities that potentially offer the means to achieve the SESAR goals, in particular the very

high-end capacity target. The timeframe for initial availability and progressive fleet equipage is in the range 2025 and beyond depending on the

specific capability.

ATM-1 systems will have:

To support collaborative decision making, basic information sharing:

Collaborative planning applications (for example to support the Network Operations Plan).

At airports automatic data sharing between operators/handlers, ATM systems and users (Airline Operational Control).

High-accuracy, high frequency automated sharing of aircraft position information (for example: for aircraft Automatic Dependent Surveillance-

Broadcast (ADS-B) out, for ATM systems capability for automated shared aircraft position data to AOC/FOC and other service providers).

Automated meteorological data reporting (through Aircraft Communications, Addressing and Reporting System (ACARS) network).

To support management by trajectory (including queue management and separation):

ATC sectors opening/closing and grouping/de-grouping within a centre;

CTA/CTO management only a single constraint managed by airborne systems;

Vertical and longitudinal constraint management to prescribed accuracies only discrete constraints;

2D-RNP (appropriate to the operation);

Conformance monitoring (for example: for aircraft flight management system conformance checks, for ATM systems route adherence monitoring, flight

plan consistency);

Safety nets (Airborne Collision Avoidance System, Short Term Conflict Alert);

Medium Term Conflict Detection at ground;

At airports ground based Runway Incursion Alert Systems;

Aircraft/vehicle Own position information on cockpit map or vehicle map.

ATM-2 systems will have ATM-1 capabilities plus:

To support collaborative decision making:

Basic User/ANSP datalink (for example Controller Pilot Data Link Communications consistent with the kind of services they will provide);

Basic automated event reporting (Automatic Dependent Surveillance-Contract through the Aeronautical Telecommunication Network (ATN));

Aeronautical Information Service/MET datalink (through ATN);

Integration of queue management tools into the CDM processes.



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CTA/CTO management improved airborne function for the descent phase

Functions related to Situational Awareness and Spacing/Sequencing and Merging

Cooperative-Surveillance/IN (ADS-B/IN) and sharing of aircraft parameters (for example: for aircraft to provide/receive data, for ATM/Airport systems

to use the data to improve accuracy and predictive capabilities).

Conflict detection and resolution applications (for ground systems).

At airports Runway Incursion Alert Systems with direct alerting function to intruders (vehicle/aircraft).

Position information of all aircraft/vehicle on cockpit map and vehicle map.

Taxi route uplink to aircraft (sharing taxi-route, gate or runway entry point).

ATM-3 systems will have ATM-2 capabilities plus:


Trajectory sharing air/ground and ground/ground (ATM-Systems/FOC/(3rd party)/Airport) via functions designed for ATM (including TMR)

Collaborative delay management applications.

Increased airspace-user/service-provider datalink capabilities (for example: to support datalink communications consistent with evolving standards)


CTA/CTO management multiple constraints.

Vertical navigational performance requirements to prescribed accuracy

Longitudinal constraint management to prescribed accuracy.

Cooperative separation functions (for example ASAS-Separation).

Taxiway conflict alert with direct alerting to vehicle/aircraft.

ATM-4 systems will have the ATM-3 capabilities plus:


Meteorological data sharing.

Trajectory sharing: air/air

To support separation management:

Longitudinal navigational performance requirements (appropriate to the operation).

Self-Separation functions (for example ASAS-Self Separation).

Note: For the capability descriptions that are new to SESAR a technology or application name independent approach is taken as far as possible. For exampleterms such as Medium Term Conflict Detection and RNP are appropriate to describe ATM-1/2 capabilities but terms such as Conflict

Detection/Resolution tools and Navigation Performance Requirements are used for ATM-3/4.



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5.3 TRAJECTORY BASED OPERATIONS

5.3.1 Using the RBT

The RBT can be described in terms of ATM capability level:

For ATM-1 level aircraft the RBT is described by:

- 2D route;

- requested/cleared level and any en-route planned level changes;

- applicable level constraints (e.g. altitude min/max windows for Standard Instrument Departure/Standard Arrival (SID/STAR));

- applicable time constraints (e.g. CTA);

- estimates / profile level/speed at waypoints and trajectory change points.

For ATM-2/3 level aircraft the RBT is described as above except for:

- 3D route when applicable;

- estimates/profile level/speed at waypoints and ATM significant points;

- relevant containment parameters.

The RBT will be flown with the required accuracy (for altitude constraints and CTA/CTO) and required containment (for lateral or vertical as appropriate tothe operation).

Without containment of altitude (as on a 3D route) and time (as for a 4D Contract) along the trajectory, altitude and time estimates will slightly deviate (due

to actual wind) from the reference trajectory (computed with forecasted winds).

The RBT is frequently updated and shared with the ground systems according to TMR. Precise trajectory prediction and reduced uncertainty achieved by

trajectory-based operations will enable longer usable prediction horizons for ground-based tools. New ANSP Separation Modes will allow longer duration

clearances. The move from current short-term tactical instructions to more strategic 3D and 4D clearances for suitably equipped aircraft is a corner stone

of the SESAR concept. RBT are updated and revised as follows in these two distinct processes:

RBT automatic update is triggered when the predicted trajectory differs from the Reference Trajectory by more than predefined thresholds indicated

in TMR;

RBT revision is triggered at air or ground initiative when constraints are to be changed (modified by ATC , or cannot be achieved by a/c).

For DEPARTURE:

Before flight time the RBT is published by the FOC (or 3rd Party) and accessed by the aircraft. The aircraft is now the prime source of the trajectory.

For ATM Capability Level 0 aircraft the trajectory will be sourced from the FOC (or 3 rd party) or ANSP and calculated from shared data;

As the flight progresses towards take-off, the trajectory will be updated to account for various constraining factors which can only be known at or

shortly before the time of operation. These include: Taxi route, departure runway and departure route;

Departure and arrival management restrictions (refer to 5.3.9). When the predicted take-off time is known with sufficient accuracy, the first airborne

segment of RBT will be cleared.

For aircraft ENTERING European airspace:



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The RBT will have been published before take-off and maintained/ updated during flight;

The first relevant segment of the RBT will be cleared prior to entry;

For aircraft that for any reason cannot share the trajectory then at a time prior to entering European airspace an RBT will be published by the ANSP

using notified data.

DURING FLIGHT:

Requirements to change the reference business trajectory may come from ground or air; reasons include separation provision, sequencing, new

airspace user business needs, weather, changing arrival constraints (arrival times, arrival runways and applicable arrival routes and procedures) or

the inability to comply with the conditions of a constraint on the RBT (e.g. CTA);

The RBT will be progressively updated and shared;

Successive segments of the RBT will be cleared.

Figure 6: The unique description of the 4D Trajectory

5.3.2 Trajectory Related Information Sharing Requirements

Trajectory Management Requirements

As part of the clearance process, all ATM-3 or higher capable aircraft will have Trajectory Management Requirements associated to their Business

Trajectory. The goal of TMR is to reduce the uncertainty of trajectory predictions by ground and airborne applications in the most cost-effective manner.

TMR specify the requirement on the aircraft to share the updated trajectory in the event that the flight detects a delta from previous predictions or on acyclical basis.

The TMR:

Specify the lateral, vertical or time parameters that will trigger the update process;

Specify the other event driven and periodic trajectory sharing requirements;

Will specify the data content required;

Will specify allowable tolerances of selected time/speed and altitude.

The trajectory sharing process itself is automatic and transparent to the crew and the controller unless the update results in a new interaction for theaircraft.



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5.3.3 Flight Planning to Support Trajectory Based Operations

Sharing of Flight Information within the SESAR Area

For flights which will take place wholly or partly in the SESAR area, the traditional filing of flights plans is replaced by the action of sharing the information

required about the flight, making it accessible for all concerned in accordance with predetermined rules.

The information to be shared will be more extensive than that which is carried in todays Flight Plan message, including both trajectory information and

non-trajectory related information about the flight such as equipment, status, airframe identification, etc. as required and appropriate.This sharing follows

an enhanced, standardised process aligned with the lifecycle of the trajectory, ensuring that the information becomes available to the various partners at

a time best suited to their contribution to the ATM processes.At any given time there is a globally unique common reference for the flight,with the trajectory

and all other related information permanently correlated. User applications employed to submit the flight information (whether by an airline FOC or a single

BA/GA pilot) automatically ensure that all the required information is provided and properly shared.

Since the SESAR information sharing environment will be licensed to handle aeronautical information, the licensing will also cover how trajectory

management based flight intention submission is allowed to satisfy the ICAO flight plan submission provisions.

Sharing of Flight Information with Environments outside the SESAR Area

The SESAR information sharing environment is globally interoperable and networked so that all partners can share, with appropriate access controls,

information about flights partly or wholly in the SESAR area from anywhere in the world.

Flight plans (as may be defined for the SESAR timeframe by ICAO) which include a European segment and are submitted from outside the SESAR area will

also be accepted and processed, creating an initial shared trajectory which can then be updated by the aircraft operator when new shared data becomes

available.

For flights leaving the SESAR area, the aircraft operator will ensure that the necessary type of ICAO flight plan will be generated and sent by the appropriateapplications.

5.3.4 The ATM Planning Process

The ATM planning process is one of continuous refinement as better data becomes available. There is no clearly defined starting point to the process, but

it certainly starts many years before the day of operation if one considers staff recruitment, training plans or major system procurements.

Trajectory Based Collaborative Layered Planning

The goal of collaborative layered planning is to balance ATM resources and the airspace user demand.

The Network Management function assures the stability and efficiency of the ATM network; particular attention is given to the airport and TMA elements.

This function exists at both a regional and sub-regional level. Structurally the Network Management function is independent of users and service providers

but will work transparently and collaboratively with both and with the Airports to assure the optimum utilisation of network resources which are a common,public good. A key tool for network management is the Network Operations Plan (NOP).

The Network Operations Plan works with a set of collaborative applications providing access to traffic demand, airspace and airport capacity and

constraints and scenarios to assist in managing diverse events. The aim of the NOP is to facilitate the processes needed to reach agreements on demand

and capacity.

Regional Network Management

The Regional network management function is the facilitator, arbitrator and decision maker.Prior to the day of operation the regional network management

role is to facilitate dialogue between airspace users, ANSP and airport operators so that traffic demand and capacity balancing issues can be resolved in

an efficient manner. Regional network management oversees inter-sub-region negotiations and is responsible for checking for unexpected network effects

of sub-regional decisions prior to their implementation and synchronising these measures if necessary. The prime task is to assure stability of the whole

network in the face of the traffic demand and also threats such as weather phenomena and loss of significant assets such as airports or runways forwhatever reason.



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Sub-Regional Network Management

The Sub-regional network management function is in the best position to determine the optimum deployment of regional (local) resources to meet the

airspace users actual or predicted demands. Working closely with military authorities via Airspace Management Cells the sub-regional network

management function determines optimum airspace configurations, route structures (as required for periods/airspace where high complexity is predicted)

and any essential constraints or strategies to assure the most efficient traffic flow across the sub-region. Network management implies CDM processes

involving all stakeholders designed to resolve situations where sufficient capacity cannot be provided and also contributes to developing scenarios to cope

efficiently with diverse events.

Using the Network Operations Plan (NOP)

The Network Operations Plan provides visibility of the demand and capacity situation, the agreements reached, detailed business/mission trajectory

information, resource planning information as well as access to simulation tools for scenario modelling. It draws on the latest available information being

shared in the system. It includes scenarios to assist in managing diverse events that may threaten the network in order to restore stability of operationsas quickly as possible. In SESAR the NOP is a dynamic rolling plan for continuous operations rather than a series of discrete daily plans.

Stakeholders will use the Network Operations Plan as the single portal for access to ATM information.

The NOP is continually accessible to ATM partners and evolves during the planning and execution phases through iterative and collaborative processes.

During this evolution, for example:

Airspace Users will declare their intentions through Shared Business Trajectories possibly including the requirement for airspace reservations;

Agreements, changes to resources, change proposals for trajectories etc. are entered via the appropriate NOP applications and are accessible to all

concerned;

Network Management, working with ANSP and Airport Operators will assess the resource situation with regard to potential demand. NetworkManagement will facilitate dialogue and negotiation to resolve demand/capacity imbalances in a collaborative manner. Tools will be used to assess

network efficiency;

If after all possible demand/capacity balancing measures have been taken, there is still an excess of demand, Network Management will work in close

collaboration with individual Airspace Users, Airports and ANSPs to decide if the potential level of delay is acceptable or if and how the demand and

the capacity shortfall will be managed (UDPP);

During the execution phase the NOP will continue to reflect updated information, including data from aircraft, ensuring access to the most up to date

situation.

Figure 7: Collaborative Layered Planning

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