GRAPHICAL GUIDELINES - SESAR Joint Undertaking · The Single European Sky ATM Research (SESAR) has...

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GRAPHICAL GUIDELINES / SESAR JOINT UNDERTAKING

SESAR JOINT UNDERTAKING

GRAPHICAL GUIDELINES

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SESAR JOINT UNDERTAKING / GRAPHICAL GUIDELINES

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INTRODUCTION

The Single European Sky ATM Research (SESAR) has become a recognisable brand both in Europe and worldwide, and its values are reflected in the design elements presented in these guidelines.

In its efforts to modernise Europe’s air traffic management network, SESAR focuses on people, collaboration, cost efficiency, capacity, quality, performance and the environment, all aimed at delivering best-in-class innovations in the sector.

WHAT DO THESE GUIDELINES INCLUDE?

These graphical guidelines are those of the SESAR Joint Undertaking and our application of the SESAR logo and branding across our communications material and channels. They provide practical information on the design elements and how they are applied by SESAR JU, but also its members and partners.

SESAR IN A NUTSHELL

We present below the approved ‘boilerplate’ text that all SESAR JU stakeholders are encouraged to use in their communications and press outreach:

As the technological pillar of the Single European Sky initiative, SESAR aims to modernise and harmonise air traffic management in Europe. The SESAR Joint Undertaking (SESAR JU) was established in 2007 as a public-private partnership to support this endeavour. It does so by pooling the knowledge and resources of the entire ATM community in order to define, research, develop and validate innovative technological and operational solutions. The SESAR JU is also responsible for the execution of the European ATM Master Plan which defines the EU priorities for R&D and implementation. Founded by the European Union and Eurocontrol, the SESAR JU has 19 members, who together with their partners and affiliate associations will represent over 100 companies working in Europe and beyond. The SESAR JU also works closely with staff associations, regulators, airport operators and the scientific community.

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SESAR LOGOTYPE

The dynamic symbols, colours and graphical elements contained in the SESAR logo are intended to reflect and reinforce the values of the organisation.

> dynamism, aperture, impulsion> aviation & airspace, liberty> security, guidance and leadership> green objective> European (blue and yellow)> efficiency, seriousness

Please leave some space around the logo equivalent in size to the height of the ‘E’ in the logo.

The minimum size for best visibility is 20mm.

Recommended use for any other application when colours can’t be reproduced and if it’s possible to use the grey levels (newspaper advertising, ...)

Use for fax, stamps, or any other application when colours can’t be reproduced. Screen-printing on surfaces other than paper. This alternative version could be used for engraving or printing in white (in negative), blue or black given the circumstances.

On a dark background, use the logo with white typeface.

A ® version of the logo exists.

Black 80%

Black 70%

Black 50%

20mm

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It is prefered to use the logo on either a white or blue background. When a coloured background is required, please use either a the black or white version of the logo.The SESAR logo must be easily recognised, therefore please avoid cluttering the logo and use only the official versions.

All the components of the SESAR logo are in a fixed relationship and should never be altered, modified or reproduced in any way. Please avoid adding artistic affects.

> Do not erase stars> Do not use outlines> Do not use shadows> Do not use 3D effects> Do not change the colours> Do not distort> Do not rotate> Do not change the typorgaphy

MISUSE OF THE LOGOTYPE

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SESARJU LOGOTYPE

All the rules mentioned in the previous pages apply to the logo of this page.

The SESAR Joint Undertaking logo is built by removing the 4th star in order to add the base line JOINT UNDERTAKING.

A. MEMBER OF SESAR Joint Undertaking: Contractual relationship with the SJU and member of the Board.

B. SUPPORTED BY SESAR Joint Undertaking: Applicable to SESAR 2020 project consortia.

C. POWERED BY SESAR Joint Undertaking: Applications, procedures or technologies developed under the SESAR programme and put into place in real conditions under the supervision of the SESAR Joint Undertaking.

D. PARTICIPATING IN SESAR Joint Undertaking: Applicable to members and partners of both the SESAR Joint Undertaking and SESAR Deployment Manager.

A.

C.

B.

D.

USE OF THE LOGO IN PARTNERSHIP

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SESARJU FOUNDING MEMBERS

All applications by SESAR Joint Undertaking must be signed by the following members’ logotypes.

founding members

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SESARJU CO-BRANDING

Members need to be presented in alphabetical order and preferably on a white background to ensure all logos are visible.

SESAR 2020 beneficiaries should visually reference the SESAR JU and Horizon 2020 when promoting the results of SESAR 2020 projects. This should be done with the EU emblem, reference to the grant and the ‘Supporting SESAR JU’ logo. The display of these references can be done in combination with the project’s own logo (where applicable). See “Communications Guidelines SESAR 2020 Projects” on the SESAR JU extranet for further details.

Illustration of how to treat the member logos alongside those of the founding organisations, the European Union and Eurocontrol.

SESAR 2020 MEMBERS

SESAR 2020 MEMBERS + CO-FUNDING (INCLUDE EU EMBLEM)

SESAR 2020 PROJECTS

This project has received funding from the SESAR Joint Undertaking under the European Union’s Horizon 2020 research and innovation programme under grant agreement [number]

Co-funded bythe Horizon 2020 programme of the European Union

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SESARJU

DESIGN ELEMENTS

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SESARJU COLOURS

LOGO COLOURS (MAIN)

INDENTIFY PROJECT STRANDS (WITHIN SESAR 2020)

SPECIFIED COLOURS

SECONDARY COLOURS

C 100M 80Y 0K 0

C 10M 0Y 0K 0

C 100M 0Y 0K 20

C 100M 0Y 0K 0

C 0M 10Y 100K 0

C 80M 0Y 100K 0

C 35M 0Y 100K 0

C 75M 80Y 0K 0

C 60M 0Y 100K 0

C 0M 0Y 0K 10

C 45M 35Y 25K 20

C 0M 55Y 100K 0

PMS Reflex Blue#003788

#EBF6FC#0087C1

#009EE0

PMS 109#FFDC00

#1FA22E

PMS 382#BECD00

#5D4894

PMS 376#7AB51D

#ECEDED #9E9FAA

#F08A00

R 33G 64B 154

R 235G 246B 252

R 0 G 135B 193

R 0G 158B 224

R 255G 220B 0

R 31G 162B 46

R 190G 205B 0

R 93G 72B 148

R 122G 181B 29

R 236G 237B 237

R 158G 159B 170

R 240G 138B 0

The colours of the SESAR JU logo are an essential element of its identity:> blue & yellow (European programme)> green (environmental concern)

For consistent use of colour, please check the colour references in the chart below.> PMS: (pantone) references for solid colours. Use for specific cases when the logo needs to be printed only in one

colour (blue)> CMYK: use for printing on quadrichromy (default colours – best choice for all paper-print purposes)> RGB: use for screen applications (powerpoint)> WEB: use for web applications (website)

High-performing airport operations

Advanced air traffic services

Optimised ATM network services

Enabling aviation infrastructure

KEY FEATURES

C 100M 80Y 0K 0#003788

R 33G 64B 154

Large-scale demonstration

C 100M 0Y 30K 10#008FA5

R 0G 143B 165

Industrialresearch

C 60M 0Y 100K 0#7AB51D

R 122G 181B 29

Exploratory research

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SESARJU TYPOGRAPHY

DIN PRO (DTP AND MAIN USE)

CALIBRI (MICROSOFT OFFICE AND EMAIL)

LATO (WEB DESIGN)

SESAR uses three main typefaces depending on the where it appears, as shown here. These typefaces are classifiedas main and alternative typographies accordingto the their usage. Both of typefaces come in a variety of weights offering a flexible use.

A B C D E F G H I J K L M N O P Q R S T U V W X Y Z0 1 2 3 4 5 6 7 8 9 , ; : ? @a b c d e f g h i j k l m n o p q r s t u v w x y z

A B C D E F G H I J K L M N O P Q R S T U V W X Y Z0 1 2 3 4 5 6 7 8 9 , ; : ? @a b c d e f g h i j k l m n o p q r s t u v w x y z

A B C D E F G H I J K L M N O P Q R S T U V W X Y Z

0 1 2 3 4 5 6 7 8 9 , ; : ? @

a b c d e f g h i j k l m n o p q r s t u v w x y z

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SESARJU DESIGN ELEMENTS


Fuel consumption and emission per flight

Air navigationservice costs




KEY FEATURES

DELIVERING PERFORMANCE

SESAR activities and solutions are categorised according to four key areas of ATM (i.e. their key features).

Performance is at the heart of SESAR activities, and can be grouped according toseveral key performance areas.

SafetyFlight time variance

Airport capacity

TMA capacity

En-route capacity

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IMAGE DESIGN ELEMENT

Why clip or cut the corner? This is a little design element to help distinguish SESAR branding in publications and communications. It applies to square and rectangular shaped imagery, and the size of the cut should be proportionate to the image size and always at a 45 degree angle.

The clip or cut-out of the corner of square or rectangular imagery should be proportionate to its size, as shown in these examples.

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CLEARSKY & PLANES

KEY WORDS: Clear sky / Planes / Open spaces / Clear / Pure / Blue / White / Skyline / Security / Tranquility / Freshness

SESARJU IMAGERY

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AIRPORTS & PLANES (TECHNICAL)

KEY WORDS: Technical / Engine / Take off / Landing / Control / Security / Runway / Air traffic

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SESARJU IMAGERY

ENVIRONMENTAL

KEY WORDS: Nature / Environmental impact / Green objectives / Decarbonisation / Fuel efficiency

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SPECIFIC

To brighten presentations and other forms of communications, choose images that closely depict the topic, depending on the key message of the respective page.PREFER: Aspirational and aesthetic imagesAVOID: Fancy, highly conceptual images / 3D pictures / compact drawings and charts where the details cannot be discerned

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SESARJU

GRAPHICAL APPLICATIONS

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BUSINESS CARD (85MM X 55MM)

Avenue de Cortenbergh 100 / B-1000 BruxellesT. +32 2 000 00 00 / [email protected]@SESAR_JU / www.sesarju.eu

Surname NAMETitle

SESARJU STATIONARY

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LETTERHEAD A4 (297MM X 210MM)

Avenue de Cortenbergh 100B-1000 Bruxelleswww.sesarju.eu




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SESARJU STATIONARY

ENVELOPES US (229mm X 114mm)

ENVELOPES C4 (324mm X 229mm)





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SESARJU PAGE SETTING

LETTERHEAD A4


Friusti nim quisisFirstname Lastname

99 Recipient Address99 999 ZipCode

Brussels, XX Month Year

Dear Sir/Madam,

Ommolor il elesequati o dit alis am, velenisci erillan u lputpat ulla feu faccum vero doloreet, cones Equisim voluptat. Met ad ti sl el in henibh ex enisit lutat, vel irillam illan exeros num duis nosti s nim zzrillaoreet alit venim ing ex euisl ut inim vel iusto consent adiamet adiam zzriusc illam, sum ero dionsent lutat autat ex eugait wis niat nosti e feum vel iure magna con velis num vel iure magnim dolorper inim zzrilit ati e diamcon sequam am iriusti nim quisis nim essi eros nonsed eu faccum.

Dolesti e facil ilit adiatuerit nummy nummy nonsenis aci ero consequam, quamcon ulputem duipisl delisim dit lorer inci ti onsequip essed eu feu feum zzriustrud molore delenibh et exeriure mod te tati n henibh er ad ming ercillam do eugait inis ent lutpat ut ipit praessi.

Ommolor il elesequati o dit alis am, velenisci erillan u lputpat ulla feu faccum vero doloreet, cones. Equisim voluptat. Met ad ti sl el in henibh ex enisit lutat, vel irillam illan exeros num duis nosti s nim zzrillaoreet alit venim ing ex euisl ut inim vel iusto consent adiamet adiam zzriusc illam, sum ero dionsent lutat autat ex eugait wis niat nosti e feum vel iure magna con velis num vel iure magnim.

Dolorper inim zzrilit ati e diamcon sequam am iriusti nim quisis nim essi eros nonsed eu faccum dolesti e facil ilit adiatuerit nummy nummy nonsenis aci ero consequam.

Dionsent Lutat Autat

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PRESS RELEASE

Ommolor il elesequati o dit alis am, velenisci erillan u lputpat ulla feu faccum vero doloreet, cones Equisim voluptat. Met ad ti sl el in henibh ex enisit lutat, vel irillam illan exeros num duis nosti s nim zzrillaoreet alit venim ing ex euisl ut inim vel iusto consent adiamet adiam zzriusc illam, sum ero dionsent lutat autat ex eugait wis niat nosti e feum vel iure magna con velis num vel iure magnim dolorper inim zzrilit ati e diamcon sequam am iriusti nim quisis nim essi eros nonsed eu faccum.



Dolorper inim zzrilit ati e diamcon sequam am iriusti nim quisis nim essi eros nonsed eu faccum dolesti e facil ilit adiatuerit nummy nummy nonsenis aci ero consequam. Ommolor il elesequati o dit alis am, velenisci erillan u lputpat ulla feu faccum vero doloreet, cones Equisim voluptat. Met ad ti sl el in henibh ex enisit lutat, vel irillam illan exeros num duis nosti s nim zzrillaoreet alit venim ing ex euisl ut inim vel iusto consent adiamet adiam zzriusc illam, sum ero dionsent lutat autat ex eugait wis niat nosti e feum vel iure magna con velis num vel iure magnim dolorper inim zzrilit ati e diamcon sequam am iriusti nim quisis nim essi eros nonsed eu faccum.



Dolorper inim zzrilit ati e diamcon sequam am iriusti nim quisis nim essi eros nonsed eu faccum dolesti e facil ilit adiatuerit nummy nummy nonsenis aci ero consequam. Ommolor il elesequati o dit alis am, velenisci erillan u lputpat ulla feu faccum vero doloreet, cones Equisim voluptat. Met ad ti sl el in henibh ex enisit lutat, vel irillam illan exeros num duis nosti s nim zzrillaoreet alit venim ing ex euisl ut inim vel iusto consent adiamet adiam zzriusc illam, sum ero dionsent lutat autat ex eugait wis niat nosti e feum vel iure magna con velis num vel iure magnim dolorper inim zzrilit ati e diamcon sequam am iriusti nim quisis nim essi eros nonsed eu faccum.


OMMOLOR IL ELESEQUATIO DIT ALIS AMOMMOLOR


SESARJU PAGE SETTING

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COVER

SESARJU DESIGN OF INTERNAL DOCUMENT

WORD REPORTS

* The titles are are only shown as examples

1. PROJECT/GRANT REPORTING — OPTION A

INDUSTRIAL RESEARCH

ENGAGE Project II,

B1 DEMONSTRATION REPORT <RAISON>

31 December 2016

Project Number. 01.05

Project Manager: NAV CANADA

01.01.00.

SESAR 2020

Co-funded by the Horizon 2020Framework Programme of the European Union

LARGE-SCALE DEMONSTRATIONS

ENGAGE Project II,


31 December 2016



01.01.00.

SESAR 2020


EXPLORATORY RESEARCH

ENGAGE Project II,


31 December 2016



01.01.00.


SESAR 2020

<NAME OF THE PROJECT>

<INSERT NUMBER><NAME OF ORGANISATION>

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INSIDE

MICROSOFT WORD REPORTS INSIDE PAGES

1

ENGAGE PROJECT II, THIS IS A <TITLE> SESAR 2020



Horizon 2020European Union Fundingfor Research & Innovation

[INSERT LEGAL STATEMENT/COPYRIGHT/DISCLAIMER — APPROVED by SJU LEGAL SECTOR]]

ENGAGE Project II,

B1 DEMONSTRATION REPORT <TYPE OF DOCUMENT>

31 December 2016



01.01.00

programme] under grant agreement No [number]./This [infrastructure][equipment][insert type of result] is part of a project that has received funding from the [European Union’s Horizon 2020

Abstract

-

were to:

• -

•

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3 Program management

3.1

-

3.1.1

• One ANSP (NAV CANADA) and

• One partner airline (Air France).

NAV CANADA acted as the Project Lead and Co-ordinator for ENGAGE II which was managed by the

-

The partners successfully collaborated in 2010-2011 on the ENGAGE Corridor (ENGAGE I) Project for -

3.1.2 Project Lead

of Project Lead.

The Project Lead provided monitoring and control processes and tools throughout the project term.

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ENGAGE PROJECT II, THIS IS A <TITLE>





documents were updated following any change.

3.1.3 Project Contributors

-

-

3.1.4 Quality Manager

The Project Lead, NAV CANADA, coordinated quality assurance over the project.

NAV CANADA employees outside of the established project management team conducted quality as-

-

-agement Systems were adopted for the projected including all permissible Standard Process tailoring

• and are compliant to the applicable requirements of the NAV CANADA Management System;

• Provided assurance that the implemented processes complied with the documented project plans and procedures;

•

•

• Ensured lessons are learned whilst applying project processes and that improvement op-

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The Project Lead ensured that:

•

• The product or document complies with agreed quality requirements and standards;

• All the issues or comments are addressed; and

• responding reviewers.

3.1.5 Other Stakeholder Involvement

are standard safety procedures on the NAT.

airspace. All ICAO Regional Supplementary Procedures (Doc 7030) were followed during the ENGAGE II trials.

Before proceeding with the ENGAGE I and II trials, risk management principles were applied to enable

-groups. Therefore, the current knowledge of change management processes in the NAT was consid-

procedures.

StakeholderExternal/ Internal

Involvementstakeholders

Performance

Project Team Members (NAV CANADA, AirFrance) Subcontract NATS

Internal Project Team Provides means to

of concepts to ensure environmental and

sustainable ATM.

Successful

safe and sustainable procedures based on SESAR concept elements that provide environmental and

Airlines / Airspace Users

Internal / External involvement in

trials

Provides safety,

environmental and

Supply data on

environmental and

<NAME OF THE PROJECT>

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POWERPOINT (SESAR 2020 THEME)


Founding Members

MrPersonPersonGraphicDesigner

Howtomakeapresenta.onusingSESAR2020Theme

Luxembourg2ofFebruary2016

SESARbuilt-inslidelayout

§  Basetheslidesofyourlayoutononeofthecustom-designedlayout.Thiswillensurethattheplacementofelements,coloursandformaFngareconsistentthroughoutthepresentaGon.

§  Chooseabuilt-inslidelayout(Home/Layout)orduplicateoneoftheslidesinthetemplate(Ctrl+DinSlideSorterview)andeditasrequired.

Category129%

Category217%

Category324%

Category430%

Useofcolours

[InsertnameofthepresentaGon] 2

Founding Members

Thankyouverymuchforyoura]enGon!

Examplesofdiagrams

AutomaGonsupport

Integratedsystems

IntegraGonofallvehicles

SharingofinformaGon

FlightandflowcentricopearGons

VirtualisaGon

[InsertnameofthepresentaGon] 3

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SESARJU DESIGN

Designs help readers quickly and easily identify and associate the content and the brand to SESAR in all communication channels, internal and external. Some special features are explained in the following pages.

Try to maintain a white margin around the page for a clean and consistent look.

Title in whiteDIN Pro boldDIN Pro regular

The white inset is practical and symbolic. It allows the logo to be positioned within (in a suitable size for the space allowed) and it symbolises flight (i.e. aircraft wing or tail).

The plane feature symbolises take-off and flight, maintain an appropriate upward trajectory when using this element.SESARJU

TITLE BROCHURE

COVER

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SUBTITLE

MAINTITLE

< INSERT YOUR TEXT >

COVER (WITH AN IMAGE)

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COVER WITH COLOUR BLOCKS

SESARJU DESIGN

The angles and colours in the design allow for dynamic layering. Note the left to right inclination of the angles in varying degrees between the blues and the green.

SESAR JU ANNUAL ACTIVITY REPORT

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COVER (LEAFLET)

SESARHIGHLIGHTSCOMING UP IN 20XX

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INSIDE PAGE (LEFT)

SESARJU DESIGN

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SESAR SOLUTIONS CATALOGUE / 2017

The number of passengers passing through the world’s airports will double over the next twenty years at current annual growth rates. Aviation is a hugely important global market and it is important that Europe plays a full role in the sector. In Europe, we need to ensure we can deliver to our citizens more and better connectivity and enable the competitiveness of industry for a sustainable growth.

The SESAR (Single European Sky ATM Research) project has an important role in strengthening the European av iat ion sec tor through the modernisation of air traffic management. One of the most important outcomes of the project has been the development of partnerships which link aviation stakeholders in a common desire to maintain and even improve air transport’s safety levels, while making it more punctual, more affordable and all with an improved environmental footprint.

With the establishment of the SESAR Joint Undertaking (SESAR JU) in 2007 by the European Union and Eurocontrol, the ATM community was tasked to develop the technical and operational solutions to overcome fragmentation and meet the performance requirements for the future air traffi c management system. The defi nition and development of these solutions, which are now beginning to be deployed across Europe, is a testament to that original vision of the Single European Sky and SESAR, fi rst articulated by Transport Commissioner Loyola de Palacio in 1999.

This vision has now become a reality thanks to the commitment and collaboration of the ATM community. The following pages illustrate just how complex a challenge this is – but also how deep the reserves of technical and research excellence remain in Europe.

It is only by working more closely together that we will properly be able to exploit these reserves. If we are to meet the targets set for the future performance of the European air traffi c management system we will have to ensure that we are at the start, not the end, of a new era of aviation collaboration.

HENRIK HOLOLEIDirector General, Directorate-General for Mobility and Transport, European Commission, and Chairman of the SESAR Joint Undertaking Administrative Board

MESSAGE FROM THE FOUNDING MEMBERS

Shading for headers and borders is possible, preferably 10-20% and influenced by the dominant colour of the page, chapter, section.

This illustrates the use of grids and importance of aligning content elements on each page, including text, images, titles and captions. In this case content is divided into four active grid lines. Note the cut out of the image corner, even for head-and-shoulder shots. The body text is justified, which looks neater, but this is not a pre-requisite.

Align pagination at the bottom ideally evenly across a double-spread and within the publication dimensions and bleed lines, in the case of printed products.

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Aviation and air traffic management matter for the European economy, which is why the Single European Sky ATM Research (SESAR) project is so important. There are 27,000 flights passing through Europe daily, representing 26 % of the world market. The sector directly employs 2 million European citizens and contributes EUR 110 billion to EU GDP. It ensures that remote areas of Europe can stay connected and benefit from industries such as tourism.

Innovation is a core enabler to ensure that the aviation industry continues to thrive. The SESAR

Joint Undertaking (SESAR JU) is a perfect example of how to effectively pool private and public resources and know-how to achieve progress. As this book shows, in a relatively short time frame, the SESAR JU has created an unprecedented collaborative platform which is delivering deployable solutions.

Further research is planned by the SESAR JU on how to unlock the potential of technology, while Europe-wide deployment is well under way by the Deployment Manager. It is important that we build on this successful approach in the coming years in order to better serve the needs of people and business.

VIOLETA BULC, European Commissioner for Transport

DELIVERING BENEFITS TO EUROPE AND ITS CITIZENS

INTRODUCTION

INSIDE PAGE (RIGHT)

This example is here to show the importance of breathing space on a page, but also to illustrate reversed content (with the image and caption to the left and body text to the right in this case).

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PRECISION APPROACHES USING GBAS CATEGORY II/III

For more than 50 years airports have relied on instrument landing systems (ILS) to provide pilots with approach and landing guidance in low-visibility conditions, such as heavy rain and low cloud. Although the system has proved to be reliable and functional, ILS is costly to maintain and has operational limitations that reduce runway capacity in certain conditions. It is no surprise then that airports are turning to other solutions, such as ground-based augmentation of satellite navigation systems (GBAS), to meet their capacity needs and reduce delays and disruptions for airspace users and passengers.

GBAS uses four global navigation satellite system (GNSS) reference receivers and a VHF broadcast transmitter system. Its ground system measures distances to GNSS satellites (e.g. Galileo), and computes error corrections and integrity data based on signal quality and known fi xed positions of the GNSS reference receivers. Together with the approach path and quality information the corrections are broadcast as digital-coded data to all GNSS landing system (GLS)-equipped aircraft within range. The aircraft receives this information, calculates the (differentially) corrected position and deviations from the selected approach path, allowing it to land automatically in low-visibility conditions.

GBAS CAT II/III can enable precision landing in low-visibility conditions, helping to maintain safety and capacity performance. SESAR validations have shown that the GBAS CAT II/III can overcome challenges posed by low-visibility conditions, reducing runway blocking times and thereby increasing arrival capacity (by between two and six aircraft per hour) compared to ILS.

Over 90 fl ights were conducted using several prototype systems, and the results are being used to help develop common standards at an international level. The work continues in parallel with the development of airborne GNSS landing system (GLS), the avionics required for GBAS-controlled landings. Assuming that standardisation and regulation progress as planned, the entry into service of GBAS Category II/III.

SATELLITES DELIVER PRECISION LANDING GUIDANCE

SJU REFERENCES: #55/RELEASE 4SESAR SOLUTIONS CATALOGUE / 2017

GBAS can help maintain runway capacity in low-visibility conditions

GBAS requires lower installation and maintenance costs compared to conventional instrument landing systems (ILS)

BENEFITS

• Improved resilience by limiting the capacity reduction in degraded situations and by avoiding critical and sensitive areas)

• Reduced installation and maintenance costs compared to ILS

• Maintained level of safety

• Greater frequency effi ciency

• Improved environmental impact due to shorter routes and noise abatement

STAKEHOLDERS> ANSP> AU

INSIDE PAGE (LEFT)

SESARJU DESIGN

This page demonstrates the handling of various elements, including the icons, shaded header, side-bar column to the right and pull-quotes or in-text testimonials/quotes.

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HIGH-PERFORMING AIRPORT OPERATIONS

TIME-BASED SEPARATION

Today, aircraft making their fi nal approach to land are obliged to maintain minimum separation distances. These distances are fi xed whatever the wind conditions. When keeping to these distances in strong headwinds longer gaps of time develop between aircraft. This means fewer fl ights landing per hour (reduced airport capacity), leading to delays and increased holding at busy times, which results in increased fuel burn.

SESAR’s time-based separation (TBS) replaces current distance separations with time intervals in order to adapt to weather conditions. It provides consistent time-based spacing between arriving aircraft in order to maintain runway approach capacity.

The TBS software uses real-time information about the weather, airspeed, ground speed, heading and altitude to display time-based separation and arrival speed information to the approach controller. No changes are required on board the aircraft, but the controller uses the real-time separation indicators to manage the final approach separations.

TBS research included analysis of the arrival paths of over 100,000 aircraft using state-of-the-art equipment to measure the behaviour of aircraft wake vortices. The procedure now is in daily use at London Heathrow, where, in strong wind conditions, it delivers up to fi ve additional aircraft landings with TBS per hour compared to traditional distance-based separation procedures. TBS

results in an average reduction of 0.9 minutes holding time, and an average reduction of 1.4 minutes between stack-entry and touchdown times.

The SESAR Solution is available for industrialisation. TBS entered into full-time service at London-Heathrow in March 2015. The solution is due for synchronised deployment across Europe in accordance with the Pilot Common Project.

CAPACITY GAINS WITHTIME-BASED ARRIVALS

BENEFITS

• Improved airport capacity as a result of increased aircraft landing rates in strong headwind conditions

• Reduction in holding times as well as stack entry to touchdown times

• Increased situational awareness

SJU REFERENCES: #64/RELEASE 2

Analysis has shown that there has been no increased risk to wake turbulence encounters, and no increase in the number of go-arounds following introduction of time-based separation at London Heathrow.

STAKEHOLDERS> ANSP> AO

INSIDE PAGE (RIGHT)

Similar to the previous page, this shows how a busy page can still be composed well through careful layering of imagery and content, and how to bleed images across margins (left and/or right) for added texture.

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EXAMPLE (SESAR HIGHLIGHTS 2017)

SESAR DESIGN

ABOUT SESAR JU

As the technological pillar of the

Single European Sky initiative, SESAR

aims to modernise and harmonise air

traffic management in Europe. The

SESAR Joint Undertaking (SESAR

JU) was established in 2007 as a

public-private partnership to support

this endeavour. It does so by pooling

the knowledge and resources of

the entire ATM community in order

to define, research, develop and

validate innovative technological and

operational solutions. The SESAR JU

is also responsible for the execution

of the European ATM Master Plan

which defines the EU priorities

for R&D and implementation.

Founded by the European Union and

Eurocontrol, the SESAR JU has 19

members, who together with their

partners and affiliate associations

represent over 100 companies

working in Europe and beyond.

The SESAR JU also works closely

with staff associations, regulators,

airport operators and the scientific

community.

ABOUT SESAR DM

The SESAR Deployment Manager

(SE SAR DM) coordinates the

upgrading of Europe’s air traffic

management infrastructure. The

main task of the SESAR DM is to

develop, propose and maintain the

Deployment Programme of SESAR

concepts and technologies and

ensure efficient synchronisation

an d over al l co or d inat ion of

implementation projects and related

investments. The tasks of the

Deployment Manager are specifi ed

in Article 9 of European Commission

Implementing Regulation (EU) No

409/2013. The SESAR Deployment

Manager is a partnership of leading

airlines, airports and air navigation

service providers – the managers

and users of Europe’s airspace.

They are committed to the principle

of the Single European Sky and to

deploying the technologies that will

deliver it in order to create customer

and environmental effi ciencies.

Discover how SESAR is helping to

make way for the Single European Sky

LEARN MORE ABOUT SESAR

www.sesar.euwww.sesarju.eu

www.sesardeploymentmanager.eu

#SESAR

The SESAR Deployment Manager (SESAR DM)

plays a critical role coordinating, synchronizing

and harmonizing diverse modernization actions in

Europe’s airspace. SDM translates the innovative

technological and operational solutions into

timely deployment by supporting the industry

that makes them a daily reality. Today we have

28 finalized SESAR projects starting to provide

benefits for air traffic management operations

and EU passengers. More selected projects will

start to deliver during the year. By playing its

role, the SESAR Deployment Manager aims to

maximize the benefits of real Single European

Sky implementation. SESAR DM will keep on

modernizing air traffic management in Europe,

proven by managing the ongoing modernization

through another 197 projects running in 29

Member States. I consider 2017 a point of no

return for an improved network performance and

the Single European Sky actual implementation.

Therefore, it is crucial that the co-funding of air

traffi c management investments is continued.

Massimo Garbini,

Managing Director,

SESAR Deployment

Manager

A sense of great achievement was felt by Joint Undertaking (SESAR JU) members and staff in 2016 as we saw the results of nearly a decade of work really take shape. We brought to a successful close some 350 projects – the culmination of thousands of hours of research, validations and demos. These results are encapsulated in a fi rst-edition Catalogue of more than 60 solutions aimed at tackling pressing air traffi c management (ATM) challenges. 2016 also saw the launch of SESAR 2020, another signifi cant milestone. Two of the programme’s three research strands – exploratory and industrial – were kicked off by the end of the year, while the publication of a call for very-large-scale demos set in motion this important innovation stream.

Remember, SESAR JU was created in 2007 to fast-track the delivery of a “family” of tangible ATM solutions, guided by the European ATM Master Plan. Last year’s progress shows we are on track, and comes at a critical time for Europe as it reconciles growing air traffic with aviation safety, costs and the environment.

Florian Guillermet, Executive Director, SESAR Joint Undertaking

Forewords

> VDL Mode 2 Capacity

& Performance Study

published, identifying

by when this Data

Link technology would

reach its operational

limits in Europe

> Implementation

of Memoranda of

Understanding with

all the Manufacturers

having expressed their

interest to cooperate

with SESAR DM

> SESAR 2020 renewed

membership announced, bringing

19 entities together

to work on air traffi c management

(ATM) research and

innovation

> Release 3&4 Results

published, detailing

the latest delivery of

SESAR Solutions

> First-ever fl ight trial

carried out using

Iris Precursor, using

enhanced satellite

communications for

air traffi c Data Link

Services

> SESAR DM and

European Investment

Bank joined forces in

support of the Single

European Sky initiative

JANUARY / FEBRUARY / MARCH

> SESAR participated

to the TEN-T days in

Rotterdam to discuss

the development of

the Trans-European

Transport Network

> Stakeholder Consultation on Deployment

Programme in full

swing

> Call launched for

exploratory research

projects to integrate

drones into civil

airspace; EUR 9 million

earmarked under EU’s

Horizon 2020

> Second VDL Mode 2 Study (or

ELSA) published;

recommendations

on how to address

performance issues

related to Data Link

and alternatives to the

technology.

> SESAR Showcase

event gathered over

500 participants

to mark closure of

fi rst-wave SESAR

R&I activities

> First edition of SESAR

Solutions Catalogue

published; an inventory

of over 60 Solutions

delivered to aviation

community for

implementation

SESAR SOLUTIONSCATALOGUE

First Edition

JULY / AUGUST / SEPT EMBER

> Deployment Programme 2016

delivered to the

European Commission

> SESAR DM: High Level

“SWIM Action Plan”

delivered

> Memorandum of

Understanding

between the SESAR

DM and Boeing was

signed

> SESAR DM: Three

grant agreements

were signed for a total

of EURO 525 million

projects to modernise

the European airspace

> SESAR Drone Outlook

Study published,

providing a snapshot

of the drone landscape

in 2050 and how new

markets will unfold

> Drone demonstration

projects published;

feasibility tests

showing how these

vehicles can be safely

integrated into civil

airspace

> SESAR JU and

European Aviation

Safety Agency signed

MoC for collaborating

on SESAR 2020

> 25 projects earmarked

to receive around EUR

260 million by SESAR

members and Horizon

2020 for fi rst-wave

SESAR 2020 industrial

research and large-

scale validation tests/

actions

OCTOBER / NOVEMBER / DECEMBER

> Global demonstration of SESAR’s System-Wide Information Management (SWIM) tool in Rome, showcasing seamless and connected inter-regional aviation information exchange.

> SESAR DM and European Organisation for Civil Aviation Equipment signed memorandum of cooperation.

> SESAR DM: 2015 CEF Transport Calls, 3 SESAR Clusters successfully submitted

> First SESAR 2020 exploratory research launched, 28 projects earmarked to receive EUR 20.4 million under EU’s Horizon 2020 research and innovation (R&I) programme

APRIL / MAY / JUNE> SESAR JU and

European Space Agency signed MoC on satellite-based communications for Europe’s air transport system

> SESAR DM delivered the “Data Link Services Implementation Strategy towards Initial Trajectory Information Sharing”

> United Arab Emirates’ General Civil Aviation Authority and SESAR JU signed MoC to improve overall ATM effi ciency, optimising air traffi c capacity and minimising delays

> Eurocontrol renewed support for SESAR R&I activities within SESAR 2020 framework.

> SESAR DM and FAA established an Action Plan promoting global interoperability with respect to deployment, followed by technical workshops on Datalink and SWIM implementation

> SESAR DM: Several meetings were held with the Communication Service Providers SITA and ARINC to get their view on the DLS Implementation Strategy

> SESAR DM delivered the “Data Link Services Recovery Plan”

JULY / AUGUST / SEPT EMBER

37


SESARHIGHLIGHTSCOMING UP IN 20XX

> Deployment Programme 2016

delivered to the

European Commission

> SESAR DM: High Level

“SWIM Action Plan”

delivered

> Memorandum of

Understanding

between the SESAR

DM and Boeing was

signed

> SESAR DM: Three

grant agreements

were signed for a total

of EURO 525 million

projects to modernise

the European airspace

> SESAR Drone Outlook

Study published,

providing a snapshot

of the drone landscape

in 2050 and how new

markets will unfold

> Drone demonstration

projects published;

feasibility tests

showing how these

vehicles can be safely

integrated into civil

airspace

> SESAR JU and

European Aviation

Safety Agency signed

MoC for collaborating

on SESAR 2020

> 25 projects earmarked

to receive around EUR

260 million by SESAR

members and Horizon

2020 for fi rst-wave

SESAR 2020 industrial

research and large-

scale validation tests/

actions

OCTOBER / NOVEMBER / DECEMBER

> Launch of next

wave of SESAR

2020 exploratory

research and large-

scale demonstration

projects

> Launch of European

ATM Master Plan

update (end of 2017)

> Update of regulatory

and standardisation

roadmaps

> Elaboration of the

Data Link Services

Programme

> Pilot Common Project

review

> The coordination of

the application to the

future call 2017

COMING UP IN 2017

> Open call for exploratory research and very-large scale demonstration projects launched with EUR 28 million budget

> Signature Memorandum of Understanding between the SESAR DM and Airbus SAS

> The “Data Link Services Recovery Plan” was referred to as a priority in the CEF Transport Call 2016

> SESAR DM was appointed as Data Link implementation project manager

> SESAR DM spoke at the 2nd EU Aeronautics Conference in the indispensable dialogue between the European decision-makers and the high-level industrial stakeholders in order to prepare the future of the European aeronautics industry

> SESAR-NextGen State of Harmonisation Report published, refl ecting current and planned EU-US collaboration efforts to harmonise and modernise trans-Atlantic ATM, and support International Civil Aviation Organisation’s Global Air Navigation Plan and Aviation System Block Upgrade programme

> SESAR Phase 1 R&I activities formally closed; 350 projects, 20 000 hours of work, delivering over 60 SESAR Solutions

NextGen - SESARState of Harmonisation

Second edition

2016> SESAR JU completes fi rst R&I programme and delivers Solutions Catalogue > SESAR DM: The “Data Link Services Recovery Plan” was referred to as a priority in the CEF Transport Call 2016> Offi cial launch of SESAR 2020 research activities> SESAR DM: Three grant agreements were signed for a total of EURO 525 million projects to modernise the European airspace

2015> SESAR 2020 launched latest edition of the European ATM Master Plan published> Wide-scale deployment of SESAR across Europe starts

2014Establishment of the SESAR Deployment Manager to coordinate the synchronised deployment of SESAR

2013Delivery of a fi rst set of SESAR Solutions by SJU for deployment2009Council resolution on the endorsement of the European ATM Master Plan

2007Establishment of the SESAR Joint Undertaking for coordinating and concentrating all relevant ATM research and development efforts in the EU. The SJU has a current mandate until 2024.

2004Establishment of SESAR as the technological pillar of the Single European Sky (SES)

SESAR building blocks

38


SESARJU DESIGN

SESARJU 2020 ROLL-UP

High performing aviation for Europe

SESAREuropanUnion@SESAR_JUwww.sesarju.eu

39


SESARJU DESIGN

14 SESAR Solutions Catalogue

Addressing the needs of the entire ATM community

SESAR Solutions have been categorised according to four key areas of ATM (key features):


The future European ATM system relies on the full integration of airports as nodes into the network. This implies enhanced airport operations, ensuring a seamless process through collaborative decision making (CDM), in normal conditions, and through the further development of collaborative recovery procedures in adverse conditions. In this context, this feature addresses the enhancement of runway throughput, integrated surface management, airport safety nets and total airport management.


The future European ATM system will be characterised by advanced service provision, underpinned by the development of automation tools to support controllers in routine tasks. The feature reflects this move towards further automation with activities addressing enhanced arrivals and departures, separation management, enhanced air and ground safety nets and trajectory and performance-based free routing.


An optimised ATM network must be robust and resilient to a whole range of disruptions, including meteorological and unplanned events relying on a dynamic and collaborative mechanism. This will allow for a common, updated, consistent and accurate plan that provides reference information to all planning and executing ATM actors. This feature includes activities in the areas of advanced airspace management, advanced dynamic capacity balancing (DCB) and optimised airspace user operations, as well as optimised ATM network management through a fully integrated network operations plan (NOP) and airport operations plans (AOPs) via system-wide information management (SWIM).


The enhancements described in the first three key features will be underpinned by an advanced, integrated and rationalised aviation infrastructure, providing the required technical capabilities in a resource-efficient manner. This feature will rely on enhanced integration and interfacing between aircraft and ground systems, including ATC and other stakeholder systems, such as flight operations and military mission management systems. Communications, navigation and surveillance (CNS) systems, SWIM, trajectory management, Common Support Services and the evolving role of the human will be considered in a coordinated way for application across the ATM system in a globally interoperable and harmonised manner.

C-M-Y-K: 75-80-00-00 C-M-Y-K: 90-01-98-00 C-M-Y-K: 72-08-04-0 C-M-Y-K: 75-80-0-0








WHO BENEFITS?

SESAR Solutions meet the business needs of a range of ATM stakeholders. For each solution, the stakeholders targeted by the solution are indicated using the following key:

ANSP Airspace navigation service providers (civil and military)

AO Airport operators (civil and military)

AU Airspace users (civil and military)

NM Network Manager

SPECIAL CASE (SESAR SOLUTIONS CATALOGUE)

SESAR SOLUTIONSCATALOGUE

First Edition

NOTE The Solutions Catalogue is a series and has established its own style and design points, which makes it something of an exception to the SESAR JU Graphical Guidelines.

40


SESAR DESIGN

PLANNING AND CONTACTS

Full programme and session info: www.sesarju.eu / www.sesardeploymentmanager.eu SESAR social: #SESAR / @SESAR_DM / @SESAR_JU / @EU_Transport Interviews, photos & filming opportunities: Triona Keaveney, Senior Communications and Media Relations Officer, SESAR Joint Undertaking [email protected] T +32 2 507 80 12 / M +32 0473 85 05 10 Cliff Van Craen, Communication Officer, SESAR Deployment Manager [email protected] [email protected] M +32 478 81 81 71

Register for SESAR press breakfast https://www.eventbrite.com/e/sesar-press-breakfast-tickets-31442852418

Register for WAC 2017 http://www.worldatmcongress.org/press-registration

LEARN HOW… Download the SESAR app http://www.sesarju.eu/mobile-app and stay connected with us at the Congress!

SESAR STAND AND THEATRESESAR and its support of the Single European Sky is recognised in the EU Aviation Strategy as key to boosting Europe’s economy and securing its leading role in international aviation. Through public-private partnerships and regional outreach, including universities, industry and experts, SESAR’s unique platform brings Europe’s vision of a Single European Sky into a daily reality.

HIGHLIGHTS THIS YEAR …

Official opening of the SESAR stand & keynote by the European Commissioner for Transport Violeta Bulc Single European Sky Awards ceremony #SESAwards Panel sessions on global interoperability, SESAR 2020 and deployment Technical sessions on flight efficiency, automation and exploratory research and the Data Link Services recovery plan for Europe Information sessions on EU ATM funding, technologies and deployment (upcoming SESAR 2020/Horizon 2020 and CEF/Deployment calls) Meet representatives from Single European Sky partners, including the European Commission, Network Manager, Eurocae, EDA and EASA Dedicated networking area with representatives from aviation partner organisations Insights into SESAR technologies, demos and Solutions Catalogue

PRESS BREAKFAST AT THE SESAR STAND…

WEDNESDAY 8 MARCH 8:30-9:15Enjoy a breakfast while catching up on the latest news from the SESAR Joint Undertaking, the SESAR Deployment Manager and SESAR members.

SPECIAL CASE (SAVE THE DATE WAC 2017)

SAVE THE DATE!WORLD ATM CONGRESS7-9 MARCH 2017IFEMA, MADRID, SPAIN

TURN ME OVER… for contact info

SESAR’s rich programme of sessions, networking opportunities and announcements attracts leading figures in the aviation and air traffic management (ATM) sector. Discover how the SESAR Joint Undertaking and SESAR Deployment Manager work together with ATM partners and the wider aviation community to deliver and deploy innovative solutions to meet aviation challenges today and tomorrow.

‘Partnering for excellence in global aviation’ is the theme for all activities taking place at the SESAR stand and theatre during the World ATM Congress. Activities are hosted jointly by the SESAR Joint Undertaking (SESAR JU) and the SESAR Deployment Manager (SESAR DM) in collaboration with the European Commission, Network Manager, European Defence Agency, European Aviation Safety Agency and EUROCAE, the European leader in aviation industry standards.

PARTNERS FOR EXCELLENCE IN GLOBAL AVIATION

NOTE Another special case is the design features created for the World ATM Congress (WAC).

41


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TM M

AST

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ii

What is the vision of the 2015 Master Plan?

Building on the 2012 edition of the Master Plan, this edition outlines the vision to achieve ‘high-performing aviation for Europe’ by 2035. The vision reflects the goals captured in the SES II initiative, which calls for ‘more sustainable and better performing aviation’ (2) and Flightpath 2050 — Europe’s Vision for Aviation (3), which states that in 2050, ‘The European aviation community leads the world in sustainable aviation products and services, meeting the needs of EU citizens and society’.

The vision builds on the notion of ‘trajectory-based operations’ and relies on the provision of air navigation services (ANS) in support of the execution of the business or mission trajectory — meaning that aircraft can fly their preferred trajectories without being constrained by airspace configurations. This vision is enabled by a progressive increase of the level of automation support, the implementation of virtualisation technologies as well as the use of standardised and interoperable systems. The system infrastructure will gradually evolve

(2) Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of Regions on SES II, COM(2008) 389/2, 25 June 2008.

(3) Report of the High-Level Group on Aviation Research, 2011, EUR 098 EN.

with digitalisation technology, allowing air navigation service providers (ANSPs), irrespective of national borders, to plug in their operations where needed, supported by a range of information services. Airports will be fully integrated into the ATM network level, which will facilitate and optimise airspace user operations. Going beyond 2035 towards 2050, performance-based operations will be implemented across Europe, with multiple options envisaged, such as seamless coordination between ANSPs or full end-to-end ANS provided at network level.

Furthermore, it is widely recognised that to increase performance, ATM modernisation should look at the flight as a whole, within a flow and network context, rather than segmented portions of its trajectory, as is the case today. With this in mind, the vision will be realised across the entire ATM system, offering improvements at every stage of the flight.

Reaching the performance ambition will also require a change in the way that solutions are deployed, as well as possible evolutions in the way services are provided. Through a four-phase approach, this change would see the high-level architecture gradually moving from locally specific architecture to a more interoperable, common and flexible service provision infrastructure at regional or network level (see Chapter 2).

Planning

Pre-departure

Taxi-out and take-off Landing and taxi-in

Cruise

Climb

Medium-and short-termplanning

Post flight phase

Final approach

Descent

Planning Climb Cruise DescentPre-departure

Taxi-out andtake-off

Landingand taxi-in

Postflight

Enhanced safety and security

Improved ANS operations productivity

Increased collaboration and operational predictability

Lean and efficient use of ANS infrastructure

Improved flight trajectories

Improved airport performance and access

Improved airport performance and access

Inclusion of all air vehicles into the airspace

Create benefits for EU citizens

SPECIAL CASE (2015 MASTERPLAN)

SESAR DESIGN

THE ROADMAP FOR DELIVERING HIGH PERFORMING AVIATION FOR EUROPE

European ATM Master PlanExecutive View Edition 2015

Euro

pea

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aste

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NOTE Another particular case is the ATM Master Plan, which presents the roadmap for ATM modernisation for all European stakelholders.

42


SESAR DESIGN

| NextGen–SESAR State of Harmonisation16

A5 Harmonising risk assessment

Description

Up until now, the US and Europe have been successful in mitigating known risks to harmonisation. However, both sides have agreed to now formally define a process for identifying and prioritising new risks and to add harmonisation risk assessment to their internal and cooperative processes.

Rationale for harmonisation

When looking into GANP Block 2 and 3 timeframes, NextGen and SESAR may identify issues with the applicability of standards or even missing standards. In such cases, it must be determined whether the new or amended standards should be only regional in nature or whether they should be addressed more globally to ensure alignment with the GANP. Should the standards be considered globally relevant, NextGen and SESAR would initiate research and/or standards bodies would be asked to take action to revise the standards.

Status and next steps

The development of the process is well underway, with the first assessment to be conducted by January 2017 and annually thereafter. Risks impacting research, standards development and deployment will be assigned to the respective coordination plans of the MoC.

A6 Remotely piloted aircraft systems (RPAS)

Description

NextGen and SESAR work together on the integration of RPAS — a growing and significant category of airspace users — into the aviation system and more specifically ATM. The purpose of the collaboration between NextGen and SESAR is to initiate, coordinate, and prioritise the activities necessary to support the evolution of all RPAS categories as legitimate airspace users that are able to operate from an ATM perspective in a manner that is transparent to manned aircraft.

Rationale for harmonisation

To achieve ATM system transparency, it is necessary to address issues relating to RPAS technology and operational standards, certification, and operational regulations from the perspective of equivalent and existing regulations for manned aircraft. The coordination identifies and authorises necessary actions and calls for periodic status reports at the CCOM meetings to develop, harmonise, and propose standards for the safe, efficient, and transparent integration of RPAS operations in ATM. This work involves coordination of content within relevant ICAO roadmaps, such as implementation planning of the ASBUs, and the identification of the main challenges for deployment. The focus is on developing strategies to address issues related to the human factor, detect and avoid, communication, flight planning, collision avoidance, and ATM integration compatibility.

SPECIAL CASE (NEXTGEN - SESAR STATE OF HARMONISATION)

NextGen - SESARState of Harmonisation

Second edition

NOTE A final exceptional case is the NEXTGEN document which is a joint output by EU and FAA partners.

43


44


SESAR Joint Undertaking

Avenue de Cortenbergh 100B-1000 Bruxelles

[email protected]@SESAR_ JU

www.sesarju.eu

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