SESAR Maturity Report Executive Summary · SESAR Maturity Report Executive Summary Document...

SESAR Maturity Report Executive Summary

Document information

Edition date 28th of January 2015

Edition number 03.00.00

Abstract

The SESAR Maturity Report Executive Summary summarizes the baseline maturity status of Operational Focus Areas (OFA) and Operational Improvement (OI) steps within the programme. Maturity assessment is based on the latest information available to the SJU, as captured through the Release Strategy, Release System Engineering Reviews, and ad-hoc assessments, e.g. OFA Coordinators feedback. The Report is organised per Concept Storyboard Step (Step1, Step2, and Step3) and structured per OFA and OI step.

The Report is to be understood as reflecting the current and known status of the overall "SESAR maturity ". It will more accurately reflect SESAR maturity over time, once new results are achieved within the Programme and assessments made available. SESAR maturity will be reviewed periodically by SJU after main Systems Engineering Reviews (on a basis of twice a year). Following the same process, new versions of this SESAR Maturity Report will be issued, in order to update the current "SESAR maturity".

This report intends to provide a shared and common reference for OI steps maturity (SESAR maturity baseline) and provides a controlled way to make this reference change. This report integrates the OFA Coordinators feedback to support Release 5 Systems Engineering Review #1, as well as assessments based on latest information available to the SJU..

The results are issued from a Maturity Assessment Tool (MAT), which has been developed to provide a consolidated view for each individual OI step, based on individual assessments performed by experts. Based on SESAR Maturity Criteria, MAT allows to asses OI step maturity at V1->V2, V2->V3 and V3->V4 transition phases (European Operational Concept Validation Methodology).

The SESAR maturity baseline reported by this document makes use of a limited number of assessments that have been made available through Release Systems Engineering Reviews as well as assumptions based on the information declared in the Validation and Verification Roadmap. The SESAR maturity process is relatively young and SESAR Members are invited to review the SESAR maturity baseline and in case of variance, to provide evidence of the maturity of OI steps.

SESAR Maturity Report Executive Summary Edition 03.00.00

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©SESAR JOINT UNDERTAKING, 2011. Created by Industrial Support for the SESAR Joint Undertaking within the frame of the SESAR Programme co-financed by the EU and EUROCONTROL. Reprint with approval of publisher and the source properly

acknowledged.

Authoring & Approval Prepared By - Authors of the document.

Name & Company Position & Title Date

Mark Watson / Industrial Support ATM Performance Expert 28/01/2015

Reviewed By - Reviewers internal to the project.


Guillaume Chillet / Industrial Support Quality Expert 28/01/2015

Alfredo Gomez / SJU Head of Validation and Verification

28/01/2015

Approved for submission to the SJU By - Representatives of the company involved in the project.


Gianni Inzerillo / Industrial Support SESAR IS Director 28/01/2015

Document History Edition Date Status Author Justification

00.01.00 07/02/2014 Revised draft Mark Watson Step 1, Step 2 and Step 3 SESAR Maturity report

00.01.01 19/02/2014 Revised draft Mark Watson Following new assessments

00.01.02 12/03/2014 Revised draft Mark Watson Taking into account SJU comments, and renamed SESAR Maturity Report.

01.00.00 18/04/2014 First Edition Mark Watson

Taking into account SJU comments, and renamed SESAR Maturity Report Executive Summary

02.00.00 23/09/2014 Second Edition Mark Watson

The first edition of this report was intended for OFA Coordinators, Work Package Leaders and Contribution Managers. Edition 2 is intended for general publication.

03.00.00 28/01/2015 Third Edition Mark Watson

Edition 3 integrates the outcomes of R5SE1, and includes analysis of the V&V Roadmap.

Intellectual Property Rights (foreground)

This deliverable consists of SJU foreground.


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Table of Contents

1 INTRODUCTION, ........................................................................................................................................ 4

1.1 KEY PRINCIPLES ................................................................................................................................... 4 1.2 SESAR MATURITY REPORT CONTENTS .............................................................................................. 4 1.3 ASSUMPTIONS ....................................................................................................................................... 5

2 BACKGROUND ........................................................................................................................................... 6

2.1 MATURITY ASSESSMENT PROCESS...................................................................................................... 6 2.2 REPORT GENERATION .......................................................................................................................... 6

3 PROGRESS TOWARDS MATURITY PER OFA.................................................................................... 8

3.1 STEP 1 ................................................................................................................................................... 8 3.2 STEP 2 ................................................................................................................................................... 9 3.3 STEP 3 ................................................................................................................................................. 10

4 OI STEP MATURITY ................................................................................................................................. 11

4.1 STEP 1 ................................................................................................................................................. 11 4.2 STEP 2 ................................................................................................................................................. 13 4.3 STEP 3 ................................................................................................................................................. 15

APPENDIX A OI STEP DESCRIPTIONS (DS13) ................................................................................... 18

A.1 STEP 1 ................................................................................................................................................. 18 A.2 STEP 2 ................................................................................................................................................. 46 A.3 STEP 3 ................................................................................................................................................. 75

List of figures Figure 1: Maturity Assessment Tool report generation ........................................................................... 7 Figure 2: Step 1 OFA Progress ............................................................................................................... 8 Figure 3: Step 2 OFA Progress ............................................................................................................... 9 Figure 4: Step 3 OFA Progress ............................................................................................................. 10 Figure 5: Step 1 OI Step Maturity Assessment ..................................................................................... 13 Figure 6: Step 2 OI Step Maturity Assessment ..................................................................................... 15 Figure 7: Step 3 OI Step Maturity Assessment ..................................................................................... 17


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1 Introduction,

1.1 Key Principles This document is the "SESAR Maturity Report Executive Summary". It summarizes the current maturity of Operational Focus Areas (OFAs) and Operational Improvement (OI) steps per Concept Storyboard Step. The maturity is captured through Release Systems Engineering Reviews and ad-hoc assessments based on latest information available to the OFA Coordinators or the SJU.

Since this status was captured, for some OI steps, it may happen that maturity has changed compared to the results which are reflected in the “SESAR Maturity Report”. In this case, these new assessments results will feed next versions of the “SESAR Maturity Report”.

� The “SESAR Maturity Report” is to be understood as reflecting the current and known status of the overall "SESAR maturity". It will more accurately reflect SESAR maturity over time, once new results are achieved within the Programme and assessments made available. SESAR maturity will be reviewed periodically by SJU after main Systems Engineering Reviews (on a basis of twice a year). Following the same process, new versions of this SESAR Maturity Report will be issued, in order to update the current "SESAR maturity ",

� The “SESAR Maturity Report” provides a shared and common reference for OI steps maturity (SESAR maturity baseline) and provides a controlled way to make this reference change.

� The SESAR maturity baseline reported makes use of a limited number of assessments that have been made available through Release Systems Engineering Reviews or have been provided by OFA Coordinators, as well as assumptions based on the information declared in the Validation and Verification Roadmap. The SESAR maturity process is relatively young and SESAR Members are invited to review the SESAR maturity baseline and in case of variance, to provide evidence of the maturity of OI steps.

1.2 SESAR Maturity Report Contents The “SESAR Maturity Report” is constituted by five documents:

• “SESAR Maturity Report Executive Summary” (this document), summarizing the maturity of OFAs and OI steps. Appendix A provides the OI step descriptions;

• Step 1 MAT report, providing a consolidated view of the Step 1 assessments (PDF);



• “MAT Report Principles and Layout” presenting: the principles applied to determine the OI Step Maturity and the resulting progress towards OFA Maturity; the layout of the MAT report; and user guidelines to help reading the MAT reports.

The results are issued from a Maturity Assessment Tool (MAT) that implements the SESAR maturity criteria1 and has been developed to provide a consolidated view for each individual OI step, based on individual assessments performed by experts. MAT allows to determine OI step maturity at V1->V2,

1 The SESAR Maturity Criteria guidance has been published (03/10/2012). A short guidance note and the criteria themselves can be found in the Extranet Programme Library under Validation & Verification


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V2->V3 and V3->V4 transition2 phases (European Operational Concept Validation Methodology) and to compute progress towards OFA maturity.

In this document:

• Section 2 provides an overview of maturity assessment;

• Section 3 summarizes the progress towards overall maturity per OFA;

• Section 4 summarizes the maturity per OI step.

1.3 Assumptions The principles to assess OI step maturity are described in the document “MAT Report Principles and Layout”. However, for OI steps declared to be in a particular validation phase (e.g. V3) and for which there were no assessments available from the previous validation phases, then it was assumed that previous validation phases were satisfactorily achieved (e.g. V1 and V2).

2 In this Report, the transition criteria V1->V2 V2->V3, V3->V4 are referred as V1, V2 and V3


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2 Background

2.1 Maturity Assessment Process The assessment of OI steps is based on SESAR Programme Management Plan (Edition 03.00.02). SESAR PMP provides a high level description of the process to assess and determine the degree of maturity of the SESAR concept definition. .

Maturity assessment takes place along the Programme lifecycle on a yearly basis, as part of three Release management process:

• Release Strategy definition, to identify and plan the future activities needed for the OI steps to achieve end of V3;

• Release Systems Engineering Review 1, to confirm the V2 maturity of OI steps using the results of the exercises preceding the proposed V3 exercises candidates;

• Release Systems Engineering Review 3, to confirm the V3 maturity of OI steps using the Release exercise results.

Maturity Assessment should also be undertaken by projects working on a given OFA along their development process.3

2.2 Report Generation The MAT report is generated using the following inputs (Figure 1):

• The latest maturity assessments available to the SJU, providing an indication of the maturity of an OI step, and the completeness of an OFA, specifically:

o Release Systems Engineering Reviews;

o OI step assessments by OFA Coordinators;

o Setting up OI step maturity assessment baseline, consolidating information provided in the V&V Roadmap, OFA Description Forms, and systems engineering data (OI step requirements/validation objectives).

• The latest applicable integrated roadmap (DS13), providing the organization of the OFA and OI step.

• Programme Information Reference Model (PIRM) Configurable Items (CI) and Reports:

o Definition Maturity Target (DMT) Report, providing a summary of the validation exercises (past, present and future) that contributes to the validation of OI steps;

o CI#046 Validation Result, providing the B.05 performance assessment.

More detailed information on the report generation is provided in the document “MAT Report Principles and Layout”.

3 Progress in the maturity of an OI step is assessed at Release Systems Engineering Reviews, so there may be an 18 month period (SE#1 to SE#3) where progress from V2 to V3 is not reported. .SESAR Members are invited to provide new ad-hoc assessments and visibility on the achieved maturity anytime between SE#1 and SE#3.


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Figure 1: Maturity Assessment Tool report generation


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3 Progress towards maturity per OFA4

3.1 Step 1 Figure 2 summarizes the progress towards V3 maturity for all OI steps within an OFA for Concept Storyboard Step 1.

0% 25% 50% 75% 100%

ENB03.01.01 TMF

ENB02.01.02

ENB02.01.01

ENB01.01.05

ENB01.01.04

ENB01.01.03

OFA06.03.01

OFA06.01.01

OFA05.03.07

OFA05.03.06

OFA05.03.04

OFA05.03.03

OFA05.03.01

OFA05.01.01

OFA04.02.01

OFA04.01.02

OFA04.01.01

OFA03.04.02

OFA03.04.01

OFA03.03.02

OFA03.03.01

OFA03.02.01

OFA03.01.04

OFA03.01.03

OFA02.01.01

OFA01.03.01

OFA01.02.01

OFA01.01.02

OFA01.01.01

Figure 2: Step 1 OFA Progress 4 The principles applied to produce this view per OFA, based on the OI step assessment results, are described in document “ MAT Report Principles and Layout”.


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0% 25% 50% 75% 100%

ENB03.01.01 TMF

ENB02.01.02

ENB02.01.01

ENB01.01.05

ENB01.01.04

ENB01.01.03

OFA06.03.01

OFA06.01.01

OFA05.03.07

OFA05.03.06

OFA05.03.04

OFA05.03.03

OFA05.03.01

OFA05.01.01

OFA04.02.01

OFA04.01.02

OFA04.01.01

OFA03.04.02

OFA03.04.01

OFA03.03.02

OFA03.03.01

OFA03.01.04

OFA03.01.03

OFA02.01.01

OFA01.03.01

OFA01.02.01

OFA01.01.02

OFA01.01.01

Figure 3: Step 2 OFA Progress


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0% 25% 50% 75% 100%

ENB03.01.01 TMF

ENB02.01.02

ENB02.01.01

ENB01.01.05

ENB01.01.04

ENB01.01.03

OFA06.01.01

OFA05.03.07

OFA05.03.03

OFA05.03.01

OFA04.02.01

OFA04.01.01

OFA03.04.02

OFA03.04.01

OFA03.03.01

OFA03.02.04

OFA03.02.03

OFA03.01.04

OFA01.03.01

OFA01.02.01

Figure 4: Step 3 OFA Progress


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4 OI Step Maturity5

4.1 Step 1 Figure 5 summarizes the assessed maturity for each OI step in Concept Storyboard Step 1.

OFA OI Step V1 V2 V3

OFA01.01.01 AO-0505-A 1 1 1.5

OFA01.01.02 AUO-0403 1 1

OFA01.02.01 AO-0104-A 1 2 1.5

OFA01.02.01 AO-0105 1 1 1.5

OFA01.02.01 AO-0201-A 1 2 3

OFA01.02.01 AO-0204 1 1 1.5

OFA01.02.01 AO-0209 1 2 1.5

OFA01.02.01 AUO-0605-A 1 2 1.5

OFA01.03.01 AO-0303 1 2 3

OFA01.03.01 AO-0304 1 1

OFA01.03.01 AO-0306 1 1

OFA01.03.01 AO-0309 1 1

OFA01.03.01 AO-0310 1 1

OFA01.03.01 AUO-0702 1 2 3

OFA01.03.01 AUO-0703 1 1

OFA02.01.01 AOM-0104 1 1

OFA02.01.01 AOM-0404 1 2 1.5

OFA02.01.01 AOM-0603 1 2 3

OFA02.01.01 AOM-0605 1 1 1.5

OFA02.01.01 AOM-0606

OFA02.01.01 AOM-0702-A 1 1 1.5

OFA02.01.01 AOM-0705-A 1 1 1.5

OFA03.01.03 AOM-0500 1 2 1.5

OFA03.01.03 AOM-0501 0.5 1 1.5

OFA03.01.04 AOM-0303 1 2 1.5

OFA03.01.04 AOM-0304-A 1 1

OFA03.01.04 AUO-0203-A 1 1

OFA03.01.04 AUO-0204-A 1 1

OFA03.02.01 TS-0105-A 1 1 1.5

OFA03.02.01 TS-0108 0.5

OFA03.03.01 CM-0201-A 1 2 1.5

OFA03.03.01 CM-0205 1 1

OFA03.03.01 CM-0207-A 1 1

OFA03.03.01 CM-0301 1 2 3

5 The principles applied to produce this view per OI step, based on the OI step assessment results, are described in the document “ MAT Report Principles and Layout”. For a validation phase, green indicates that validation is satisfactorily achieved and amber indicates that validation is ongoing.


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OFA03.03.01 CM-0303 1 1

OFA03.03.01 CM-0306

OFA03.03.01 CM-0403-A 1 1

OFA03.03.01 CM-0605

OFA03.03.02 CM-0206 1 1

OFA03.03.02 CM-0208-A 1 1

OFA03.03.02 CM-0304 1 1

OFA03.03.02 CM-0305 1 1

OFA03.03.02 CM-0606 1 1

OFA03.04.01 CM-0807-A 1 2 3

OFA03.04.01 CM-0811 1 2 3

OFA03.04.02 CM-0802 1 1

OFA04.01.01 TS-0202 1 2 1.5

OFA04.01.01 TS-0308 1 2 1.5

OFA04.01.02 TS-0103 1 1 1.5

OFA04.01.02 TS-0109 1 1

OFA04.01.02 TS-0302-A 1 1

OFA04.01.02 TS-0303 1 1

OFA04.01.02 TS-0305-A 1 1 1.5

OFA04.02.01 AO-0205 1 2 1.5

OFA04.02.01 AO-0206 1 1 1.5

OFA04.02.01 AO-0215 1 1 1.5

OFA04.02.01 AO-0222 1 1

OFA04.02.01 AO-0223 0.5 1

OFA04.02.01 AUO-0308 1 1

OFA04.02.01 AUO-0603-A 1 1 1.5

OFA05.01.01 AO-0801 1 2 1.5

OFA05.01.01 AO-0802 1 2 1.5

OFA05.01.01 AO-0803 1 2 1.5

OFA05.01.01 AO-0804 1 2 1.5

OFA05.01.01 DCB-0304 1 2 3

OFA05.01.01 DCB-0309 1 2 1.5

OFA05.01.01 DCB-0310 1 2 1.5

OFA05.03.01 AOM-0202-A 1 1 1.5

OFA05.03.01 AOM-0206-A 1 1 1.5

OFA05.03.03 CM-0102-A 1 2 3

OFA05.03.04 CM-0103-A 0.5 1 1.5

OFA05.03.04 CM-0104-A 0.5 1

OFA05.03.04 DCB-0208 1 1 1.5

OFA05.03.04 DCB-0308 1 2 1.5

OFA05.03.06 AUO-0101-A 1 1

OFA05.03.06 AUO-0103 1 2 1.5

OFA05.03.07 DCB-0103-A 1 2 1.5


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OFA06.01.01 AO-0208-A 1 2 1.5

OFA06.03.01 SDM-0201 1 2 1.5

ENB01.01.03 CNS-0001-A

ENB01.01.04 CNS-0002-A

ENB01.01.05 CNS-0003-A

ENB02.01.01 IS-0402 1 1

ENB02.01.01 IS-0901-A 1 1

ENB02.01.02 IS-0201-A 1 2 1.5

ENB02.01.02 MET-0101 1 2 1.5

ENB03.01.01 TMF AUO-0205-A 1 1

ENB03.01.01 TMF AUO-0302-A 1 2 1.5

ENB03.01.01 TMF AUO-0303-A 1 1

ENB03.01.01 TMF IS-0301 1 2 1.5

ENB03.01.01 TMF IS-0302 1 2 1.5

ENB03.01.01 TMF IS-0303-A 1 2 1.5

Figure 5: Step 1 OI Step Maturity Assessment

4.2 Step 2 Figure 6 summarizes the assessed maturity for each OI step in Concept Storyboard Step 2.


OFA01.01.01 AO-0505-B 0.5

OFA01.01.02 AUO-0404

OFA01.01.02 AUO-0405

OFA01.01.02 AUO-0406

OFA01.01.02 AUO-0407

OFA01.02.01 AO-0104-B

OFA01.02.01 AO-0106

OFA01.02.01 AUO-0605-B 1 1

OFA01.02.01 AUO-0607

OFA01.03.01 AO-0216

OFA01.03.01 AO-0307

OFA01.03.01 AO-0308 1 1

OFA01.03.01 AO-0311 0.5

OFA01.03.01 AO-0316 1 1

OFA01.03.01 AO-0319 1 1

OFA01.03.01 AO-0320 1 1

OFA01.03.01 AO-0322 1 2 1.5

OFA01.03.01 AUO-0704

OFA01.03.01 SDM-0301

OFA01.03.01 TS-0301

OFA02.01.01 AOM-0702-B 0.5

OFA02.01.01 AOM-0705-B 0.5


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OFA02.01.01 AOM-0806 1 1

OFA03.01.03 AOM-0502 1 1

OFA03.01.04 AOM-0304-B

OFA03.01.04 AUO-0203-B 0.5

OFA03.01.04 AUO-0204-B 0.5

OFA03.01.04 AUO-0305

OFA03.03.01 AUO-0304 1 1

OFA03.03.01 CM-0200-B

OFA03.03.01 CM-0207-B

OFA03.03.01 CM-0403-B

OFA03.03.01 CM-0407

OFA03.03.01 CM-0607

OFA03.03.01 SDM-0203

OFA03.03.02 CM-0208-B

OFA03.03.02 CM-0408

OFA03.03.02 CM-0608

OFA03.04.01 CM-0806-B

OFA03.04.01 CM-0807-B 0.5 1

OFA03.04.02 CM-0808 0.5 1

OFA04.01.01 TS-0203 1 1

OFA04.01.01 TS-0309 1 1

OFA04.01.01 TS-0311

OFA04.01.01 TS-0313

OFA04.01.02 TS-0302-B 1 1

OFA04.01.02 TS-0305-B 1 1

OFA04.01.02 TS-0307 1 1

OFA04.02.01 AUO-0309

OFA04.02.01 AUO-0603-B

OFA04.02.01 AUO-0613

OFA04.02.01 AUO-0805

OFA04.02.01 AUO-0806

OFA05.01.01 AO-0813

OFA05.01.01 AO-0818

OFA05.01.01 AO-0819

OFA05.01.01 AO-0820

OFA05.01.01 AO-0821

OFA05.01.01 AO-0822

OFA05.01.01 DCB-0311

OFA05.03.01 AOM-0204 1 2 1.5

OFA05.03.01 AOM-0206-B 0.5

OFA05.03.01 AOM-0208-B 0.5

OFA05.03.03 AOM-0805 1 1

OFA05.03.03 AOM-0807


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OFA05.03.03 AOM-0809 1 1

OFA05.03.03 CM-0102-B 1 1

OFA05.03.04 CM-0103-B 1 1

OFA05.03.04 CM-0104-B 1 1

OFA05.03.04 CM-0302 1 1

OFA05.03.04 DCB-0209 1 1

OFA05.03.04 DCB-0210

OFA05.03.04 DCB-0211

OFA05.03.04 DCB-0212

OFA05.03.06 AUO-0102 1 1

OFA05.03.07 DCB-0103-B 0.5

OFA05.03.07 DCB-0320

OFA06.01.01 AO-0208-B 0.5

OFA06.03.01 SDM-0204 1 2 1.5

OFA06.03.01 SDM-0205 1 1

ENB01.01.03 CNS-0001-B

ENB01.01.04 CNS-0002-B

ENB01.01.05 CNS-0003-B

ENB02.01.01 IS-0901-B

ENB02.01.02 IS-0201-B 1 2 1.5

ENB02.01.02 MET-0201 1 1

ENB03.01.01 TMF AUO-0205-B 1 1

ENB03.01.01 TMF AUO-0302-B

ENB03.01.01 TMF AUO-0303-B 1 1

ENB03.01.01 TMF CM-0402 1 1


4.3 Step 3


OFA01.02.01 AUO-0505

OFA01.02.01 AUO-0506

OFA01.02.01 AUO-0608

OFA01.03.01 AO-0321 0.5

OFA01.03.01 AUO-0504

OFA01.03.01 AUO-0606

OFA01.03.01 AUO-0705

OFA01.03.01 AUO-0706

OFA03.01.04 AOM-0304-C

OFA03.01.04 AUO-0203-C

OFA03.01.04 AUO-0204-C

OFA03.02.03 CM-0501


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OFA03.02.04 CM-0701 0.5

OFA03.02.04 CM-0702 0.5

OFA03.02.04 CM-0704

OFA03.03.01 CM-0200-C

OFA03.03.01 CM-0604

OFA03.03.01 SDM-0202

OFA03.04.01 CM-0805

OFA03.04.01 CM-0806-C

OFA03.04.02 CM-0804

OFA04.01.01 TS-0310

OFA04.02.01 AUO-0604

OFA05.03.01 AOM-0103

OFA05.03.01 AOM-0208-C

OFA05.03.03 AOM-0803

OFA05.03.07 DCB-0103-C

OFA06.01.01 AO-0208-C

ENB01.01.03 CNS-0001-C

ENB01.01.04 CNS-0002-C

ENB01.01.05 CNS-0003-C

ENB02.01.01 IS-0406

ENB02.01.01 IS-0710

ENB02.01.01 IS-0901-C

ENB02.01.02 MET-0301

ENB03.01.01 TMF AUO-0302-C

ENB03.01.01 TMF AUO-0303-C

ENB03.01.01 TMF IS-0303-C

ENB03.01.01 TMF IS-0305

Figure 7 summarizes the assessed maturity for each OI step in Concept Storyboard Step 3.


OFA01.02.01 AUO-0505

OFA01.02.01 AUO-0506

OFA01.02.01 AUO-0608

OFA01.03.01 AO-0321 0.5

OFA01.03.01 AUO-0504

OFA01.03.01 AUO-0606

OFA01.03.01 AUO-0705

OFA01.03.01 AUO-0706

OFA03.01.04 AOM-0304-C

OFA03.01.04 AUO-0203-C

OFA03.01.04 AUO-0204-C

OFA03.02.03 CM-0501

OFA03.02.04 CM-0701 0.5


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OFA03.02.04 CM-0702 0.5

OFA03.02.04 CM-0704

OFA03.03.01 CM-0200-C

OFA03.03.01 CM-0604

OFA03.03.01 SDM-0202

OFA03.04.01 CM-0805

OFA03.04.01 CM-0806-C

OFA03.04.02 CM-0804

OFA04.01.01 TS-0310

OFA04.02.01 AUO-0604

OFA05.03.01 AOM-0103

OFA05.03.01 AOM-0208-C

OFA05.03.03 AOM-0803

OFA05.03.07 DCB-0103-C

OFA06.01.01 AO-0208-C

ENB01.01.03 CNS-0001-C

ENB01.01.04 CNS-0002-C

ENB01.01.05 CNS-0003-C

ENB02.01.01 IS-0406

ENB02.01.01 IS-0710

ENB02.01.01 IS-0901-C

ENB02.01.02 MET-0301

ENB03.01.01 TMF AUO-0302-C

ENB03.01.01 TMF AUO-0303-C

ENB03.01.01 TMF IS-0303-C

ENB03.01.01 TMF IS-0305



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Appendix A OI Step Descriptions (DS13)

A.1 Step 1 OI Step Title Description

AO-0104-A

Airport Safety Nets for

Controllers in Step 1

The System detects conflicting ATC

clearances during runway operations, and

non conformance to procedures or

clearances for traffic on runways, taxiways

and in the apron/stand/gate area.

Appropriate alerts are provided to

controllers.

AO-0105

Airport Safety Net for

Vehicle Drivers

The System detects potential and actual risk

of collision with aircraft and infringement of

restricted or closed areas. The Vehicle Driver

is provided with the appropriate alert, either

generated by the on-board system or

uplinked from the controller airport safety

net.

AO-0201-A

Enhanced Ground

Controller Situational

Awareness in all Weather

Conditions for Step 1

Ground Controller Situational Awareness in

all Weather Conditions is further enhanced

with the use of ADS-B applications which

improve accuracy in target positioning of the

traffic within the controller sector.

AO-0204

Airport Vehicle Driver's

Traffic Situational

Awareness

Information regarding the surrounding traffic

(incl. Both aircraft and airport vehicles)

during taxi and runway operations is

displayed in the vehicle driver's cockpit.

AO-0205

Automated Assistance to

Controller for Surface

Movement Planning and

Routing

The System provides the controller with the

most suitable taxi route calculated by

minimising the delay according to planning,

ground rules, and potential conflicting

situations with other mobiles.

AO-0206

Enhanced Guidance

Assistance to Airport

Vehicle Driver Combined

with Routing

The system provides to the Vehicle Drivers

the display of dynamic traffic context

information including status of runway and

taxiways, obstacles, route (potentially by

application of an airport moving map).


19 of 86


acknowledged.

OI Step Title Description

AO-0208-A

Advanced Information

Management and System

Integration in the ATC

Tower for Step1

The integration and exploitation of new ATC

functions such as routing, guidance,

enhanced braking information and alerts,

with current elements such as surveillance

and Electronic Flight strips into an Advanced

Integrated Controller Working Position (A-

ICWP) will result in enhanced situational

awareness for ATCOs and flight crews,

improved safety nets and will integrate the

Tower with external units such as the TMA

and the Network.

AO-0209

Enhanced Runway Usage

Awareness

The runway usage awareness is enhanced

thanks to implementation of the Runway

Status Light (RWSL) system (which covers

both new procedures and new airfield lights).

RWSL is a surveillance driven automatic

system that visually indicates to flight crews

and vehicle drivers when it is unsafe to enter,

use or cross a runway, through new airfield

lights which can be composed of Runway

Entrance Lights (REL), Take-off Hold Lights

(THL) and Runway Intersection Lights (RIL).

AO-0215

Airport ATC provision of

ground-related clearances

and information to vehicle

drivers via datalink

Improved efficiency of surface operations

thanks to automated exchange between

Vehicle Drivers and Tower Controllers using

datalink for ground-related clearances and

information.

AO-0222

Enhanced Guidance

Assistance to mobiles

based on the automated

switching of Taxiway lights

and Stop bars according to

the Airfield Ground Lighting

(AGL) operational service

Using AGL mobiles will be guided along their

cleared route, taking into account tactical

decisions made by the ATCO and known

constraints from the surface management

system. The AGL infrastructure will switch

automatically the taxiway centerline lights

and stop bars accordingly for each mobile

individually. The operational service is

capable of automatically supporting a safe

longitudinal spacing between mobiles on the

aerodrome surface in all weather conditions.


20 of 86


acknowledged.


AO-0223

Enhanced safety in LVP

through use of virtual block

control

In low visibility conditions, the tower

controller working positions are provided

with Virtual Stop Bars (VSB) to improve low

visibility operations and enhance controllers'

situational awareness. Virtual Stop Bars can

be used by the controller to reduce block-

sizes once procedural control applies.

Additional controller safety nets will be

available to indicate violations of Stop Bars

(including Virtual Stop Bars) and to monitor

aircraft for any kind of unauthorized

movement (Watch Dog).

AO-0303

Time Based Separation for

Final Approach - full

concept

The application of time based wake

turbulence radar separation rules on final

approach (TBS) provides a consistent time

spacing between arriving aircraft in order to

maintain runway approach capacity

independently of any headwind component.

The final approach controller and the Tower

runway controller are to be provided with

the necessary TBS tool support to enable

consistent and accurate delivery to the TBS

rules on final approach. The minimum radar

separation and runway related spacing

constraints will be required to be respected

when applying the TBS rules.

AO-0304

Weather-dependent

reductions of Wake

Turbulence separations for

departure

The application of weather dependent

separation (WDS) for departures from the

runway for the initial common departure

path, through a reduction or a suspension of

the wake turbulence separation, over the

duration of identified and stable forecast

weather conditions, that either ensures

transport of the wake turbulence out of the

path of the follower aircraft, or ensures

decay of the wake turbulence so that it is no

longer a hazard to the follower aircraft.


21 of 86


acknowledged.


AO-0306

Wake Turbulence

Separations based on Static

Aircraft Characteristics

The application (by ATC) of pair wise

separation (RECAT 2) for arrivals on final

approach, and for departures from the


path, through taking into account aircraft

characteristics of the lead and follower

aircraft (such as maximum landing weights

and speed profiles), that impact the strength

of the wake generated by the lead aircraft or

the resistance of the follower aircraft to a

wake encounter.

AO-0309

Minimum-Pair separations

based on RSP

The application (by ATC) of non-wake

turbulence pair wise separation (PWS) of

2NM for arrivals on final approach (at the

point that the leading aircraft in the pair

crosses the runway threshold), based upon

Required Surveillance Performance (RSP)

AO-0310

Weather-dependent

reductions of Wake

Turbulence separations for

final approach

The application of weather dependent

separation (WDS) for arrivals on final

approach, through a reduction or a

suspension of the wake turbulence

separation, over the duration of identified

and stable forecast weather conditions, that

either ensures transport of the wake

turbulence out of the path of the follower

aircraft, or ensures decay of the wake

turbulence so that it is no longer a hazard to

the follower aircraft.

AO-0505-A

Improve Low Visibility

Operation using GBAS Cat

II/III based on GPS L1

Use GBAS Cat II/III based on GPS L1 for

precision approaches


22 of 86


acknowledged.


AO-0801

Collaborative Airport

Planning Interface

Maintenance of the evolving content of the

Airport Operations Plan (AOP) identifying, as

a minimum:

(1) those elements that are common to the

Network Operations Plan (NOP) and

(2) the procedures to ensure they are

effectively shared and commonly updated

within a "Rolling NOP structure".

The AOP will optimise the operation of the

Airport through time as more accurate

information is made available from the

Airspace Users and other Airport

stakeholders and share the information with

the CFMU in real time.

AO-0802

A-CDM process enhanced

through integration of

landside (passenger and

baggage) process outputs

Enhancement of the airside process with the

inclusion of landside (passenger and baggage

flow) process outputs that can affect ATM

performance e.g. through delayed

departures.

This concept builds on A-CDM to describe

the functional and technical requirements

for inclusion of landside processes at an

airport in both the planning and execution

timeframe.

AO-0803

Integration of Airports into

ATM through Monitoring of

Airport Transit View

(Extension of Performance

Monitoring building on A-

CDM)

Improvement of the ATM/airport operations

through the integration and monitoring of

Airport Transit Views (Aircraft flows). An

Airport Transit View describes the visit of an

airframe to an airport. This includes the

connections with inbound-outbound

airborne segments (which are parts

of SBT/RBT) as well as the main CDM

milestones (e.g. TLDT, TIBT, TOBT / TSAT and

TTOT).

This concept builds on A-CDM to describe

the functional and technical requirements

for monitoring of aircraft movements at an

airport in both the planning and execution

timeframe.


23 of 86


acknowledged.


AO-0804

Collaborative Airport

Performance Management

Develpment of the Airport Operations

Performance Management concept. The

concept identifies the functional and

technical requirements required to manage

the airport process. Specifically it requires an

Impact Assessment of proposed tactical

changes to operational inputs and rules by

the Decision Support tools and procedures

that facilitate the collaborative decision

making involving all airport stakeholders.

AOM-0104

Enhanced Rotorcraft

Operations at VFR FATOs

with specific Point-in-Space

RNP approaches using

satellite augmentation.

Rotorcraft procedures are designed to allow

IFR access to VFR FATOs, in particular when

weather conditions are adverse. Advanced

(e.g. curved) SBAS-guided Point-in-Space RNP

approaches towards heliports / hospitals are

created with connections to Low Level IFR

route network.

AOM-0202-A

Automated Support for

strategic, pre-tactical and

tactical Civil-Military

Coordination in Airspace

Management (ASM).

Civil-Military coordination for airspace

management (ASM) is enhanced by

automated exchange (e.g. B2B services) of

ASM data during the strategic phase (static

data), pre-tactical phase (medium and short

term) and the tactical phase/real time

(execution phase). ASM data are shared

among all concerned actors: civil and military

airspace users (FOC/WOC), Network

Management Function (from local AMC level

to sub-regional and regional level) and ATC

actors.

The AFUA CDM process will include the

transfer via a newly developed interface

between ASM and ATFCM systems of static

airspace data (in the strategic phase) as well

as the airspace allocation planning data (AUP

/ UUP) in the pre-tactical phase. This

interface is a standardised B2B data

exchange interface. The UUP process

constitutes of a rolling process taking place

at regular intervals (as soon as an airspace

change has happened or is anticipated to

happen).

ASM information (real-time ARES activation

status) are shared between civil and military

ATS units and communicated to NM in the

tactical phase. This data, consisting of


24 of 86


acknowledged.

OI Step Title Description activation, de-activation and/or modification,

is collected, saved, processed and made

available by the NM system to ATM actors

and all airspace users not involved in ASM

process but concerned by this data. It can be

used to trigger additional CDM processes

with ATM actors and / or civil and military

airspace users making use of that data in real

time in order to increase flight efficiency (e.g.

by avoiding circumnavigation of ARES) and as

a consequence cost efficiency. Real-time

ASM data is also used by ATFCM systems to

optimise traffic flows improving demand and

capacity balancing.

The information about the actual status of

ARES will be exchanged between an ASM

and an ATC system in real time and

automatically displayed in the CWP ensuring

shared situational awareness.


25 of 86


acknowledged.


AOM-0206-A

Flexible and modular ARES

in accordance with the VPA

design principle

The new modular design principle for ARES,

the Variable Profile Area (VPA) enabling

flexible airspace sub divisions, new or revised

ARES allocations in close proximity (<10 min

flight time) from (military) aerodrome of

departure shall be introduced on an

harmonised European level. Tailored to the

individual mission and ensuring optimum

military mission effectiveness, the VPA

design principle will allow higher flexibility

and increased airspace volume to

surrounding traffic improving the DCB

process. ARES designed according to VPA can

also be activated as an ad-hoc combination

of modules. ARES activation as ad hoc

configurations within predefined structures

at short notice is offered to respond to short-

term airspace users' requirements. In step 1,

changes in the airspace status are not

uplinked to the pilot yet but are shared with

all other concerned airspace users by the

system, i.e. Network Manager (ASM and

ATFCM functions), ANSPs, civil and military

Airspace Users (FOC/WOC).

AOM-0303

Pan-European OAT Transit

Service

A pan-European OAT-IFR Transit Service

(OATTS) is in place, which connects national

structures and delivers a flexible service

facilitating OAT-IFR flights across Europe.

OATTS provides timely and flexible

availability of adequate routing and services

to military mission for short transit into

military training/exercise areas, and long-

haul transit across States. Additionally, pre-

defined scenarios are available to facilitate

increased military OAT transit demands in

the event of large-scale military operations

and exercises (ATM Contingency Plans).


26 of 86


acknowledged.


AOM-0304-A

Mission Trajectories in Step

1

Military activities planned for the long term

by entitled military organisations, will be

shared with the network. These plans will

not yet be converted into flight intentions for

the medium term.

As an initial step towards the

Shared/Reference Mission Trajectory, a

common and improved OAT flight plan will

be defined at European level as well as its

network level integration in the short term

planning phase. The improved OAT flight

plan will include any airspace

reservation/restriction (ARES) and can

support the management of a time

constraint - CTO(ARES) - for military flights.

AOM-0404

Optimised Route Network

using Advanced RNP

Advanced RNP is implemented and supports

enhancements of route structure. Spacing

between routes is reduced where required,

with commensurate requirements on

airborne navigation and ground systems

capabilities.

AOM-0500

Direct Routing for flights

both in cruise and vertically

evolving for cross ACC

borders and in high & very

high complexity

environments.

Direct routing is established within direct

routing airspace with the aim of providing

airspace users additional flight planning

route options on a larger scale across FIRs

such that overall planned leg distances are

reduced in comparison with the fixed route

network and are fully optimised due to AFUA

specifically within high & very high-density

workload environments and / or involving

cross ACC/FIR boundaries.

AOM-0501

Free Routing for Flights


evolving within low to

medium complexity

environments

Free routing corresponds to the ability of the

airspace user to plan and re-plan a route

according to the user-defined segments

within significant blocks of Free Route

Airspace (i.e. multiple FIR AOIs (areas of

interest) or FABs) where airspace

reservations are managed in accordance with

AFUA principles. Free Routing User defined

segments are segments of a great circle

connecting any combination of two user-

defined or published waypoints, within low

to medium traffic complexity environments.


27 of 86


acknowledged.


AOM-0603

Enhanced Terminal

Airspace for RNP-based

Operations

Terminal Airspace is further enhanced with

the use of RNP based instrument procedures

(e.g. RNP1 SIDs and STARs). Holding areas

are redefined in terms of size and location.

AOM-0605

Enhanced terminal

operations with automatic

RNP transition to

ILS/GLS/LPV

Advanced transitions with curved procedures

connecting directly to the final approach can

provide improved access in obstacle rich

environments and can reduce environmental

impact.

AOM-0606

Enhanced Parallel

Approach Operations using

RNP

Parallel Approach operations are enhanced

through the application of RNP navigation

specifications e.g. RNP AR APCH. This enables

safer, more cost effective solutions to the

implementation of independent mode

operations.

AOM-0702-A

Continuous Descent

Operations (CDO)

Progressive implementation of procedures

for CDO in higher density traffic or from

higher levels, optimised for each airport

arrival procedure, assisted by airspace design

which integrates arrival and departure

streams.

AOM-0705-A

Continuous Climb

Operations (CCO)

Progressive implementation of procedures

for CCO in higher density traffic or to higher

levels, optimised for each airport departure

procedure, assisted by airspace design which

integrates arrival and departure streams.


28 of 86


acknowledged.


AUO-0101-A

ATFM Slot Swapping for

Step 1

The swapping of regulated flights on

departure, on arrival, and en-route, that is

already possible for the flights of the same

Airspace User (AU) sharing the same Most

Penalising Regulation (MPR), will be

extended to all regulated flights without any

constraints due to AU (or MPR if possible).

Changing of flight priority between 2 flights

where at least one flight is not regulated will

also be possible. The AUs requests for these

changes in flight priority will be introduced at

the initiative of the AUs themselves, of the

airport authorities or of the Network

Management function. The Network

Management function may propose ATFM

slot exchanges that satisfy the network

performance targets. The Network

Management function will supervise the

swapping or changing of flight priority

requests

AUO-0103 UDPP-Departure

CDM airports will allow the Airspace Users to

change among themselves (via the pre-

departure management process) the priority

order of flights in the pre-departure

sequence.


29 of 86


acknowledged.


AUO-0203-A

Shared Business / Mission

Trajectory (SBT) in Step 1

The current flight plan will first be extended

to include flight performance and 4D profile

information. This extended flight plan will

then evolve into the initial SBT/SMT

(iSBT/iSMT). The iSBT/iSMT will be a partial

implementation of the SBT/SMT, which is the

published business/mission trajectory that is

available for collaborative ATM planning

purposes. The iSBT/iSMT will be published

when the flight intentions (schedules, airport

slots and routing) of the airspace user have

stabilized sufficiently (in the medium-term

planning). The iSBT/iSMT will include all

extended flight plan information. The

iSBT/iSMT will additionally include a unique

flight identification (GUFI). The iSBT/iSMT

will be progressively refined with incoming

information from the airspace user, following

a layered collaborative ATM planning

process, as time moves towards the

execution phase and latest information

affecting the flight becomes available.

AUO-0204-A

Agreed Reference Business

/ Mission Trajectory (RBT/

RMT) in Step 1

The iRBT/iRMT will be the partial

implementation of the RB/MT, which is the

reference used by all ATM partners during

the flight execution. The iSBT/iSMT will

change to the iRBT/iSMT either at a fixed

time before off-block or when a specific A-

CDM milestone occurs. The iRBT/iRMT will

include all iSBT/iSMT information. The

iRBT/iRMT will contain, among other

information, target times (TTO/TTA).


30 of 86


acknowledged.


AUO-0205-A

Management and sharing

of the Initial Reference

Business Trajectory

(iRBT/iRMT) from

publication through to

termination.

This OI Step covers the management and the

ground-ground update and sharing of the

information iRBT/iRMT contains to all

relevant actors during the execution phase,

from publication to termination on

completion of the flight. It also addresses the

consistency check made by the ground of the

down linked airborne trajectory with respect

to the ground trajectory as well as the

synchronization of the ground trajectory

with the airborne trajectory.

The data provided will be used to

create/align local ground trajectories during

the execution phase.

ATC units will provide information where

necessary to operational staff for awareness

of the iRBT/iRMT data received including any

target times and constraints.

AUO-0302-A

Datalink exchange between

Flight Crew and Controller

for time based

implementation related to

airborne part of operation

Datalink exchange between Flight Crew and

Controller for CTA assignment or 2D

predefined route revision, ATSA- ITP and

ASPA-S&M operations.


31 of 86


acknowledged.


AUO-0303-A

Ground-ground aspects

related to iRBT/iRMT

revision (executed at

ground or flight crew

initiative)

This OI Step covers the ground-ground

coordination and agreement of the

iRBT/iRMT revision proposal before the

uplink to the aircraft.

Some of the data elements included in the

iRBT/iRMT are to be regarded as the current

ATM partner's agreement and may only be

changed via a revision process. iRBT/iRMT

revision is needed following significant

execution phase events which change or

refine these agreed data elements.

The revision process may be executed at ATC

initiative (e.g. conflicting traffic) or Flight

Crew initiative (e.g. weather hazard) or

Network initiative (e.g. sector overload).

In the longer planning timeframes

collaborative ground-ground ATM partner

agreement of the revisions may be needed.

In the shorter time-frames leading up to and

including tactical ATC such agreement

processes are not expected and the revision

process reduces to a publication of changes

made.

AUO-0308

Datalink services used for

provision of ground related

clearances and information

Exchange between Flight Crew and

Controller using datalink for start-

up/pushback/taxi (D-TAXI service),

supported on the airborne side by DCL/ATN,

CPDLC/D-TAXI.

AUO-0403

Enhanced Vision on Head

Up display for the Pilot in

Low Visibility Conditions

'Out of the window' positional awareness is

improved through the application of visual

enhancement technologies thereby reducing

the difficulties of transition from instrument

to visual flight operations.

AUO-0603-A

Enhanced Guidance

Assistance to Aircraft on

the Airport Surface

Combined with Routing in

Step 1

The system provides to the Flight Crew the

display of the airport layout (showing

taxiways, runways, fixed obstacles), the own

aircraft position, the route (to runway or

stand) and the taxi clearances (as issued by

ATC).

AUO-0605-A


Pilots in Step 1

The on-board system detects potential and

actual risk of collision with other traffic

during runway operations and provides the

Flight Crew with the appropriate alert.


32 of 86


acknowledged.


AUO-0702

Optimised enhanced

braking information at a

pre-selected runway exit

coordinated with Ground

ATC by voice

Optimised enhanced braking information at

a pre-selected runway exit coordinated with

ground ATC by voice, and based on avionics

that controls the deceleration of the aircraft

to the design speed for the selected exit.

AUO-0703

Optimised enhanced

braking information at a

pre-selected runway exit

coordinated with Ground

ATC by Datalink

Optimised enhanced braking information at

a pre-selected runway exit by shortening or

extending the roll-out phase. Coordinated

with ground ATC through datalink, and based

on avionics that controls the deceleration of

the aircraft to the design speed for the

selected exit.

CM-0102-A


Dynamic Sectorisation and

Dynamic Constraint

Management

This improvement relates to the dynamic

management of airspace/route structure.

The system provides support for decision

making based on pre-defined sector sizing

and constraint management in order to pre-

deconflict traffic and optimise use of

controller work force.

CM-0103-A


Traffic Complexity

Assessment

Automated tools continuously monitor

sector demand and evaluate traffic

complexity (by applying predefined

complexity metrics) according to a

predetermined qualitative scale. Forecast

complexity coupled with demand enables

ATFCM to take timely action to adjust

capacity, or demand profiles through various

means, in collaboration with ATC and

airspace users.

CM-0104-A

Automated Controller

Support for Trajectory

Management

Automated tools support the ATC team in

identifying, assessing and resolving local

complexity situations through assessment of

evolving traffic patterns and evaluation of

opportunities to de-conflict or to synchronise

trajectories.


33 of 86


acknowledged.


CM-0201-A

Automated Assistance to

Controller for Seamless

Coordination, Transfer and

Dialogue through improved

trajectory data sharing

The system supports coordination dialogue

between controllers and transfer of flights

between ATSUs, and facilitates early

resolution of conflicts through inter

ATSU/sector coordination based on

improved trajectory data sharing allowing

the support of downstream constraints

application in Predefined and User Preferred

Routes environments.

CM-0205

Conflict Detection and

Resolution in En Route

using trajectory data in

Predefined and User

Preferred Routes

environments

The system provides real-time assistance to

the En route controllers in conflict detection

and resolution using trajectory data in

Predefined or User Preferred Routes

environments and provides resolution

support information based upon predicted

conflict detection and associated monitoring

features.

CM-0206

Conflict Detection and

Resolution in the TMA

using trajectory data

The system provides real-time assistance to

the TMA controllers in conflict detection and

resolution using trajectory data and provides

resolution support information based upon

predicted conflict detection and associated

monitoring features.

CM-0207-A

Automated Ground Based

Flight Conformance

Monitoring in En Route in

Step 1

The system provides the En Route controller

with warnings if aircraft deviate from the

calculated ground system trajectory.

CM-0208-A


Flight Conformance

Monitoring in the TMA in

Step 1

The system provides the TMA controller with

warnings if aircraft deviate from the

calculated ground system trajectory.

CM-0301

Sector Team Operations

Adapted to New

Responsibilities in En

Route, 1Planning to

2Tactical Controllers team

structure

New operating procedures are in place

enabling the Planning Controller to provide

support to 2 Tactical Controllers operating in

different adjacent sectors. In this

configuration, the Planning Controller assists

in managing the workload of the Tactical

Controllers, thus ensuring that potentially

critical traffic situations and the associated

workload are manageable for the Tactical

Controllers at the time of occurrence.


34 of 86


acknowledged.


CM-0303


Adapted to New

Responsibilities in En route,

1 Planning to several

Tactical Controllers team

structure

New operating procedures are in place such

that the Planning Controller provides support

to several Tactical Controllers operating in

different sectors; traditional inter-sector

coordination procedures are maintained. In

this configuration, the Planning Controller

ensures suitable coordination agreements

between sectors and assists in managing the

workload of the Tactical Controllers, thus

ensuring that potentially critical traffic

situations and the associated workload are

manageable for the Tactical Controllers at

the time of occurrence. There is also the

option in certain circumstances for a single

controller to undertake both the planning

and executive roles for a sector, as an SPO

(Single Person Operations).

CM-0304


Adapted to New

Responsibilities in the TMA,

1 Planning to several

Tactical Controllers team

structure


that the Planning Controller provides support

to several Tactical Controllers operating in

different sectors; traditional inter-sector

coordination procedures are maintained. In

this configuration, the Planning Controller

ensures suitable coordination agreements

between sectors and assists in managing the

workload of the Tactical Controllers, thus

ensuring that potentially critical traffic

situations and the associated workload are

manageable for the Tactical Controllers at

the time of occurrence. There is also the

option in certain circumstances for a single

controller to undertake both the planning

and executive roles for a sector, as an SPO

(Single Person Operations).


35 of 86


acknowledged.


CM-0305


Adapted to New

Responsibilities and

Operating Procedures

involving reduced

Coordination in the TMA


that the traditional requirement to

coordinate traffic at all sector boundaries is

removed and constraints are only applied

when a particular separation problem or

traffic management demands. The Tactical

Controllers (in the same area of interest)

collaborate and may issue clearances into,

and even operate traffic within, others' AOR

without prior co-ordination in order to

achieve overall profile targets set by the

Planner allowing the airspace to be used

more freely and efficiently.

CM-0306


Adapted to New

Responsibilities and

Operating Procedures

involving reduced

Coordination in En route


that the traditional requirement to

coordinate traffic at all sector boundaries is

removed and constraints are only applied

when a particular separation problem or

traffic management demands. The Tactical

Controllers (in the same area of interest)

collaborate and may issue clearances into,

and even operate traffic within, others' AOR

without prior co-ordination in order to

achieve overall profile targets set by the

Planner allowing the airspace to be used

more freely and efficiently.

CM-0403-A

Early Conflict resolution

through CTO allocation in

STEP1

The TRACT tool (formerly TC-SA) performs

early conflict dilution through allocation of

CTO to appropriate Aircraft over the conflict

point. The concept has to be applicable

under the condition that it implies minimal

or no speed adjustments to the involved

aircraft, in order to preserve as much as

possible their optimal flight profile.


36 of 86


acknowledged.


CM-0605

Separation Management in

En Route using Pre-defined

or User-preferred Routes

with 2D RNP Specifications

2D Pre-defined or User-preferred routes,

with their associated 2D RNP specifications,

are revised to assure separation. Revised

Level and longitudinal separation are

provided by ATC to complement the 2D

route. This may be achieved through

surveillance based separation and/or the

application of constraints. New support tools

(e.g. Conflict Detection and Resolution Tools

and automated ground system route

allocation tools) and procedures and working

methods have to be put in place. User-

preferred Trajectory Revisions may include

non-published waypoints that are computed

by Ground tools (ideally based on

information from the airborne system) and

defined in lat/long or bearing/range.

CM-0606


the TMA using Pre-defined

Routes with 2D RNP

Specifications

2D Pre-defined routes, with their associated

2D RNP specifications, are revised to assure

separation. Vertical constraints on specified

points and longitudinal separation are


route. This may be achieved through


application of constraints. New support tools

(e.g. Conflict Detection and Resolution Tools

and automated ground system route

allocation tools) and procedures and working

methods have to be put in place.

CM-0802

Display and use of ACAS

resolution advisory

downlink on the controller

working position

Controllers are automatically informed when

ACAS (airborne collision avoidance system)

generates an RA (resolution advisory). This

improvement is intended to complement the

voice report by the pilot.


37 of 86


acknowledged.


CM-0807-A

Enhanced Ground-based

Safety Nets using Mode S

EHS data

Use of Aircraft Derived Data via Mode S

Enhanced Surveillance (EHS) (DAP) which

provides information on both the aircraft

current status (e.g. track and turn report (roll

and track angle rate)), and aircraft vertical

intent (e.g. selected vertical intention report

( Barometric Pressure Setting and the

MCP/FCU Selected Altitude (SFL)), in order to

improve the safety net performance. The

safety nets must remain robust against

information error or lack of information.

CM-0811

Enhanced STCA for TMA

specific operations

STCA enhancements aim at reducing

nuisance alert rate while maintaining or

increasing the genuine alert rate and

increasing alert warning times.

STCAs enhancement will be based on

advanced algorithms as enablers for greater

warning times, lower false and nuisance alert

rates for steady and manoeuvring aircraft,

either horizontally or vertically by the

implementation and the use of curved or

multi-hypothesis predictions (i.e. computed

extrapolations).

For example, depending on parameter

setting:

1 -The main hypothesis : the trajectory

expected to be followed which can be a

straight line, or curved taking into account

things like: Cleared Flight Level (CFL),

Standard Arrival Routes (STAR), Holding

pattern etc.

2 -The backup hypothesis: a straight line

extrapolation (computed only if the main

hypothesis is not a straight line

CNS-0001-A

Rationalisation of COM

systems/infrastructure for

Step1

Implement new COM functionalities and/or

technologies for CNS systems supporting cost

efficiency, spectrum efficiency etc. for step 1

CNS-0002-A

Rationalisation of NAV


Step1

Implement new NAV functionalities and/or




38 of 86


acknowledged.


CNS-0003-A

Rationalisation of SUR


Step1

Implement new SUR functionalities and/or



DCB-0103-A

Collaborative NOP for Step

1

The NOP will be enhanced to achieve

collaborative planning with the support of

services which can be automated (B2B

services are initial examples). The NOP will

provide information on stakeholders'

agreements and related justifications. To

enhance the planning process, the NOP will

use available information provided by the

airports (available from the AOPs). The NOP

will continuously provide up-to-date

information on the Network situation. This is

especially important in the case of crisis.

Furthermore, the NOP will provide access to

initial network performance objectives and

support to network performance assessment

in post-operations.

DCB-0208

DCB in a trajectory

management context

Demand Capacity Balancing (DCB) activity

occurs within the medium to short term

planning phases, and describes the totality of

actions required when managing periods of

forecast excessive workload and constraints

at arrival. Taking account of

occupancy/complexity being the primary

measure of workload, DCB has a more

accurate understanding of the demand

capacity imbalance and can offer solutions

directly at the point of overload including the

diffusion of target times to airspace users

and air traffic service providers to ensure

adherence to the plan (such as CTOT to

TTA/TTO), which reduces the overall cost of

the DCB solution.

DCB-0304

Airport CDM extended to

Regional Airports

Airport CDM is extended to include

interconnected regional airports. Relevant

CDM-A airports at regional level and the

Central Flow Management Unit exchange

information, especially in support of

improving the estimated time of arrival for

all flights bound to the region.


39 of 86


acknowledged.


DCB-0308

Advanced Short Term

ATFCM

ATFCM Measures relying on improved

predictability enable ANSPs to adopt and

improve the tactical capacity management

procedures to optimise traffic throughput

(with the use of Short Term ATFCM

Measures -STAM). The tactical capacity

management procedures will be supported

by automated tools for hot spot detections in

the network view, and for promulgation and

implementation of STAM including CDM.

These tools are envisaged to be at local and

regional network management function level

for information sharing and CDM. dDCB is a

high confidence measure with primary focus

on local planning at Tactical level applied to

current flight plan pre or post departure.

Advanced ATFCM measures are built on the

basis of STAM deployment (hotspot,

coordination tool, occupancy traffic

monitoring values (OTMV)). The

enhancements foreseen focus on improved

predictability of operations, including

iSBT/iRBT supported traffic and complexity

prediction, weather, airport operations

(departure sequences, ground handling, gate

management, runway usage, etc), What-if

function and network view capabilities

DCB-0309

Airport Demand-Capacity

Balancing (A-DCB)

Pro-actively assess the balance between

available airport capacity and

scheduled/forecast demand given the

prevailing and/or forecast weather and other

operational conditions and pro-actively make

suggestions for runway configuration and

capacity distribution according to priorities

of performance management.


40 of 86


acknowledged.


DCB-0310

Improved Efficiency in the

management of Airport

and ATFCM Plannings

Airport planning is continuously refined with

the application of local airport CDM

processes. The overall network planning

proposes CTOT / TTA for all regulated flights.

For those flights where the allocated

constraints will have a negative impact (e.g.

disturbing airport/airline operations), the

Network shall take into account this

information in order to possibly re-allocate

CTOT / TTA. This results in an improved

efficiency in the management of Airport and

ATFCM Plannings.

IS-0201-A Digital Integrated Briefing

The information required for pilot briefing on

the ground (including at gate) is available in

digital format. Its presentation takes benefit

from the enhanced filtering, sorting and

graphical possibilities offered by the digital

data. The digitally enhanced briefing,

integrating AIS, MET and other relevant

information (ATFM, FUA), is presented in an

interactive manner and is also accessible on

board of the aircraft, on EFB-like devices.

IS-0301

Provision and use of

FOC/WOC data to enhance

ATM ground system

performance.

Continued improvement in the performance

of ground-based systems, such as Trajectory

Predictors, through the use of further data

available from the FOC/WOC; probably on a

low periodicity basis; as a complement to

that available in the ICAO flight plan and

other sources.

The data may include, for example: Aircraft

Take-Off Weight, engine variant, actual wind

profiles, intent data (next waypoint(s)) and

the airline's thrust setting policy.

The data will be used, where appropriate, to

facilitate improved accuracy of the ground

trajectory predictions.


41 of 86


acknowledged.


IS-0302

Use of Aircraft Derived

Data (ADD) to enhance

ATM ground system

performance.

Continued improvement in ATC operations

and in the performance of ground-based

systems, such as Trajectory Predictors,

through the use of Aircraft Derived Data (e.g.

aircraft position and state) subject to quick

variations and/or frequent updates. It is

anticipated that these data will be obtained

from the Mode S transponder (via Mode S

datalink) and / or from ADS-B out.

IS-0303-A

Downlink of onboard 4D

trajectory data to enhance

ATM ground system

performance: initial and

time based implementation

Continued improvement in the performance

of ground-based systems, such as Trajectory

Predictors, through the use of down-linked

data taken from the aircraft's predicted

trajectory. The following data will be

downlinked:

1) Trajectory downlinks, provided in

accordance with parameters specified by

ATC, for update of the ground system data

(through ADS-C EPP).

2) ETA Min/Max values (e.g. for ground

calculation of a time constraint (CTO/CTA)

that can be reliably achieved within the

performance capabilities of the aircraft

concerned, in the prevailing wind conditions,

for the point concerned).

IS-0402

Extended provision of

Terminal Information using

datalink

Current meteorological and operational flight

information derived from ATIS, METAR and

NOTAMs/SNOWTAMs, specifically relevant

to the departure, approach and landing flight

phases is transmitted to pilots by datalink.

The flight crew has real-time access to the

relevant airport operational parameters

applicable to the most critical phases of flight

(ATIS, METAR and OFIS).


42 of 86


acknowledged.


IS-0901-A SWIM for Step1

SWIM Step 1 includes the provision of the

following capabilties:

- ground-ground flight coordination and

transfer functions between en-route systems

based on ED-133 flight object concept (ATC 2

ATC profile).

- Business to Business services to share

traffic flow management information

(including the capability to fill and validate

flight plans) between the Regional NM / AM

and APOC, FOC (CFMU B2B Profile)

- Business to Business services to share

Aeronautical information between the EAD

(as part of Regional NM / AM) and ER-APP-

ATC, Airport Airside Operations, FOC/WOC

(EAD B2B Profile) ).

Swim step 1 also includes the provision of

new information exchange standards.

The three profiles will still use their own

infrastructures (supervision, security, ..), they

are not interoperable.

MET-0101

Enhanced MET

observations, nowcasts and

forecasts provided by ATM-

MET systems through

information provided by

ATM systems and aircraft

Enhanced MET information (observations,

nowcasts and forecasts) provided by ATM-

MET systems by the ingestion of specified

meteorological information captured by

other ATM systems and aircraft. These ATM

MET systems will provide this enhanced MET

information to ATM systems for airports,

TMA, en-route and network identified for

Step 1.

SDM-0201

Remotely Provided Air

Traffic Service for Single

Aerodrome

Aerodrome Control Service or Aerodrome

Flight Information Service for an aerodrome

is provided from a remote location, i.e. not

from a control tower local to the aerodrome.

The ATCO (or AFISO) in this facility performs

the remote ATS for the concerned

aerodrome.


43 of 86


acknowledged.


TS-0103

Controlled Time of Arrival

(CTA) in medium

density/complexity

environment

The CTA (Controlled Time of Arrival) is an

ATM imposed time constraint on a defined

point associated with an arrival runway,

using airborne capabilities to improve arrival

management.

When a time constraint is needed for a flight,

the ground system may calculate a CTA as

part of the arrival management process, and

then it may be proposed to the flight for

achievement by avionics within required

accuracy.

Airborne information may be used by the

ground system in determining the CTA (e.g.

ETA min/max) and in monitoring the

implementation of the CTA.

TS-0105-A

ASAS Spacing - target direct

to merge point

(Speed/simple geometry)

The ASAS Spacing applications require the

flight crew to achieve and maintain a given

spacing (either precise or 'at or greater than')

with a designated target aircraft which is

flying either the same route or direct to a

merge point (simple geometry) during the

arrival and approach phases of flight. The

spacing is in time. The applications envisaged

are Remain behind and Merge behind.

Although the flight crew is given a new task,

separation provision is still the controller's

responsibility and applicable separation

minima are unchanged.


44 of 86


acknowledged.


TS-0108

ASAS Spacing - target not

direct to a merge point

(Speed and Lateral/more

complex geometry)

The ASAS Spacing applications require the

flight crew to achieve and maintain a given

spacing (either precise or 'at or greater than')

with a designated target aircraft which may

not be flying direct to a merge point (more

complex geometry). The spacing is in time.

The applications envisaged are Achieve-by

then Maintain (on same routes and merging

routes), Follow Route then Turn and Radar

Vector then Turn (the latter two are using

lateral manoeuvring capabilities). The

applicable phase of the flight is in the arrival

and in the approach.

Although the flight crew is given a new task,

separation provision is still the controller's

responsibility and applicable separation

minima are unchanged.

TS-0109

Controlled Time of Arrival

(CTA) in high

density/complexity

environment

The CTA (Controlled Time of Arrival) is an

ATM imposed time constraint on a defined

point associated with an arrival runway,

using airborne capabilities to improve arrival

management.

Use of CTA in high density/high complexity

environments is enabled through the use of

improved automation and advanced support

tools.

When a time constraint is needed for a flight,

the ground system may calculate a CTA as

part of the arrival management process, and

then it may be proposed to the flight for

achievement by avionics within required

accuracy.

Airborne information will be used by the

ground system in determining the CTA (ETA

min/max) and in monitoring the

implementation of the CTA.


45 of 86


acknowledged.


TS-0202

Pre-Departure Sequencing

supported by Route

Planning

Pre-Departure management has the

objective of delivering an optimal traffic flow

to the runway. Accurate taxi time forecasts

provided by route planning are taken into

account for TSAT-Calculation before off-

block. Pre-Departure sequence (TSAT

sequence) is set up by Tower Clearance

Delivery Controllers who will follow TSAT-

window when issuing startup approval.

TS-0302-A

Departure Management

Information from Multiple

Airports

The system provides enhanced departure

information to enable the TMA Supervisor to

manually adjust the departure sequence to

enable a more consistent and manageable

delivery into the En route phase of flight.

Where the system predicts an excess of

demand over capacity, additional capacity,

e.g. use of an extra SID, should be made

available where possible. Only if no further

capacity can be added should demand be

modified by changing the departure

sequence from one or more airports.

TS-0303

Arrival Management into

Multiple Airports

The system provides support to coordination

of traffic flows into multiple airports in the

same vicinity to enable smooth delivery to

the runways.

TS-0305-A

Arrival Management

Extended to En Route

Airspace - single TMA

The system integrates information from

arrival management systems operating out

to an extended distance (beyond the typical

Step 0 E-TMA horizon into En Route) to

provide an enhanced and more consistent

arrival sequence. The system helps to reduce

holding by absorbing some of the queuing

time further upstream well into En Route.

Includes integration of traffic departing from

within the AMAN horizon of the destination

airport. In Step 1, the "newly" impacted En

Route sectors are expected to contribute to

the sequencing towards a single TMA.


46 of 86


acknowledged.


TS-0308

Flow based Integration of

Arrival and Departure

Management

Integrated Arrival and Departure

management aims at increasing throughput

and predictability at an airport by improved

co-ordination between En-Route/Approach

and Tower controllers. Arrival and Departure

flows to the same runway (or for dependent

runways) are integrated by setting up fixed

arrival-departure pattern for defined

periods. The successive pattern might be

chosen by the operators or provided by an

optimization algorithm considering arrival

and departure demand. Departure flow to

the runway is managed by pre-departure

sequencing (integrating route planning)

while arrival flow to the runway is managed

by arrival metering.


AO-0104-B


Controllers in Step 2

The System detects potential and actual

conflicting situations, incursions and non

conformance to procedures or ATC

clearances, involving mobiles (and stationary

traffic) on runways, taxiways and in the

apron/stand/gate area as well as

unauthorized / unidentified traffic.

Appropriate alerts are provided to the

controllers.

AO-0106

Conflict Resolution for

Tower Controllers

Airport safety nets are enhanced with the

System providing proposals to the Tower

controllers for the resolution of detected

conflicts concerning mobiles on the

movement area.

AO-0208-B




Tower for Step2

On top of functions already integrated in

STEP1 (routing, guidance, enhanced braking

information and alerts...), the Advanced

Controller Working Position (A-CWP) will

include new functions such as coupled

AMAN/ DMAN and enhanced A-CDM. These

functions will need to be integrated with

existing ATCO tools.


47 of 86


acknowledged.


AO-0216

Enhanced Runway

Condition Awareness

Runway safety and throughput is improved

thanks to a more accurate awareness on

runway condition (i.e. data delivered by ATC

to Flight Crew before landings). Advanced

systems (e.g built-in runway sensors) and

tools will provide ATC with objective reports

on runway condition for the whole runway

or for whatever part desired.

AO-0307

Wake Turbulence

separations based on

Dynamic Aircraft

Characteristics

The application (by ATC) of pair wise dynamic

separation (RECAT-3) for arrivals on final

approach, and for departures from the


path, through taking into account the

operating conditions that impact the wake

encounter risk and the aircraft characteristics

(downlinked by aircraft) of the lead and

follower aircraft such as actual weights and

intended speed profiles, that impact the

strength of the wake generated by the lead

aircraft or the resistance of the follower

aircraft to a wake encounter.

AO-0308

Enhanced Arrival

Procedures using Displaced

Touch Down Zone

Enhanced arrival procedures using a

displaced runway threshold (with

corresponding glide slope) will allow inbound

aircraft to shift their touch down point and

and consequently to possibly reduce runway

occupancy time (potentially leading to

increased airport capacity with reduced

wake vortex separations) while reducing

noise footprint (environmental benefit).

AO-0311

Reduced low visibility CAT

II & III arrival separations

Enhanced runway throughput in LVC thanks

to reduction (to e.g. 3 NM) of non wake

turbulence based arrival longitudinal

separations under CAT II/III operations.


48 of 86


acknowledged.


AO-0316

Increased Airport

Performance through

independent IFR rotorcraft

operations

Using Rotorcraft specific independent IFR

procedures to/from FATO (Final Approach &

Take-Off area) located at airports will

remove IFR rotorcraft from active runways

and allow aircraft and rotorcraft

simultaneous non-interfering operations

(SNI).

This rotorcraft specific independent IFR

procedure will include a Point-in-Space (PinS)

to enable access to/depart from VFR FATO.

When reaching the PinS, the pilot shall

decide either to proceed to a landing or to

abort the approach. The PinS is also the

MAPT (Missed Approach Point).

In case of IFR FATO implemented for SNI IFR

operations, the specific independent IFR

procedure could be designed as a direct

procedure.

AO-0319

Enhanced Arrival

procedures using multiple

Runway Aiming Points

Enhanced arrival procedures using multiple

Runway Aiming Points will allow inbound

aircraft to reduce runway occupancy time

(potentially leading to increased airport

capacity). The optimized time needed from

landing to chosen/preferred runway exit

determines the runway aiming point (among

published thresholds with corresponding

glide slopes) that may be used.

AO-0320

Enhanced Arrival

procedures using Increased

Glide Slope (IGS)

Enhanced arrival procedures using Increased

Glide Slope (IGS) will allow inbound aircraft

to reduce noise footprint (environmental

benefit).

AO-0322

Enhanced Arrival

procedures using double

slope approach

Enhanced arrival procedures using double

slope approach will allow inbound aircraft to

reduce noise footprint (environmental

benefit) in the early portion of the final

approach. This is performed using two

different successive slopes, a steep approach

that finally merges with the published final

approach.

AO-0505-B

Improve Low Visibility

Operation using GBAS Cat

II/III based on dual GNSS

Use GBAS Cat II/III based on dual GNSS for

precision approaches


49 of 86


acknowledged.


AO-0813

Enhanced Collaborative

Airport Performance

Management

Enhanced Collaborative Airport Performance

Management is achieved through

incorporation of a rationalised dash board

fed with all landside and airside leading key

performance indicators covering TAM

processes such as passenger, baggage,

aircraft flows plus environmental and

meteorological impacts showing current

performance. Support will be brought for:

- proactive management of situations

through integrated models that forecast

future performance, permitting stakeholders

to model what-if scenarios.

- collaborative decision-making between

airport stakeholders, providing impact of

different solutions along KPIs, and permitting

trade-offs between KPAs including relevant

EU Performance Reference Period metrics.

Benefits are expected in Flexibility, Efficiency

and Capacity.

AO-0818

Extended Turn-round

monitoring within the

APOC

Turn-round of an individual airframe is under

the control of Airspace Users, however, by

monitoring key aspects of the turnaround

process, the APOC shall get an early warning

indicator of process and infrastructure

inefficiencies / issues / failures, resulting in

possible delays.

Benefits are expected in ENV and EFF KPIs.

AO-0819

Pro-active management of

meteorological impacts on

the AOP

Meteorological impacts on the AOP are pro-

actively managed by decision support tool

that can assess the impact of the likelihood,

intensity, duration and impact of the

occurrence of key meteorological conditions

and combinations of meteorological

conditions and that can propose pre-defined

solution scenarios.


50 of 86


acknowledged.


AO-0820

Pro-active collaborative

airport / network

management of predicted

performance deterioration

Collaborative recovery procedures and

associated predictive and decision support

tools are put in place in order to support

airport, network, AU (UDPP) and ANSP

stakeholders to anticipate, understand and

collaboratively manage large scale disruptive

adverse events to reduce impact and knock-

on effect, optimising solutions whilst

ensuring that users' end-to-end processes

are managed.

AO-0821

Post-Operations Analysis

support solutions and

reporting capabilities

Linked to the decision support suite, the

POAS collects a coherent set of support tools

for the timely analysis of specific events and

post operations reporting to support a

continuous airport learning environment.

AO-0822

Environmental

performance and

restrictions accommodated

in the Airport Operations

Plan

Environmental sustainability restrictions

becoming more and more of a significant

restriction for the operation and growth of

Airports, all ATM stakeholders (Airspace

Users, ANSPs and airport operators) need to

take into account the (typically local)

environmental restrictions and

considerations in all stages of operational

planning and execution.

For the Airport Operations Plan and airport

performance monitoring, environmental

restrictions and performance need to be

monitored and accommodated in:

- Airspace design

- Airport capacity calculations throughout

the planning and execution timeframes

- Surface Movement planning and routing

Benefits are expected in ENV KPI.


51 of 86


acknowledged.


AOM-0204

Europe-wide Shared Use of

Military Training Areas

ARES sharing concepts - including cross-

border operations (CBO) and cross-border

areas (CBA) - are extended at European level.

Subject to political endorsement, especially

in regard to the dependency on other States

(e.g. reciprocity of training opportunities,

need to identify and mitigate regulatory and

procedural differences).

AOM-0206-B

Sharing real time airspace

information with the

aircraft

The status of the airspace structures

(activated or deactivated) is uplinked and

displayed in the aircraft, allowing a shared

situational awareness of ASM related

information between all ground stakeholders

and aircrews.

Additionally, areas not existing in onboard

database are uplinked by the ground and

displayed to the aircrew. Preferred

trajectories avoiding the uplinked areas are

determined


52 of 86


acknowledged.


AOM-0208-B

Dynamic Mobile Areas

(DMA) of types 1 and 2

DMA are temporary mobile airspace

exclusion areas, whose aim is to minimise

the impact on the network while satisfying

the needs of military airspace users

Three types of DMAs are identified: DMAs of

types 1, 2 and 3. This OI only encompasses

DMAs of type 1 and DMAs of type 2, which

are described below.

1/ DMA of type 1: it is an area defined with

lateral and vertical dimensions and time

frame allocation needs at variable

geographic location negotiated through CDM

process.

The use of DMAs of type 1 allows the

Network Manager to select the location of

the requested ARES in order to minimise the

impact on the expected traffic, while keeping

the transit time between the ARES and the

aerodrome of destination below the

maximum threshold defined by the military

airspace user.

2/ DMA of type 2: it is an area with defined

lateral, vertical dimensions and time frame

allocations needs at variable geographic

location along a defined trajectory. A change

in the trajectory therefore implies a change

in the DMA.

A military mission often includes the

accomplishment of several tasks at different

locations and different flight levels (e.g. air-

to-air refuelling, combat exercise, etc.). It is

not always possible to allocate a single ARES

that encompasses all these tasks as it would

represent a too important portion of the

airspace and therefore would have a too big

impact on the network. DMAs of type 2 will

consist in this case in several smaller ARES

defined along the trajectory, which allows to

limit the impact on the network and to

guarantee to the military airspace user the

allocation of these ARES. It also makes it

easier to keep the transit time between the

ARES and the aerodrome of destination

below the maximum threshold defined by


53 of 86


acknowledged.

OI Step Title Description the military airspace user.

DMAs of type 1 and of type 2 can be used

both in a free route environment and in a

fixed route environment

AOM-0304-B

Integrated Management of


2

Mission trajectories (SMT/RMTs) will share

the same flight information as the SBT/RBTs.

Mission trajectories will also include airspace

reservations (ARES), when parts of

trajectories are unable to be addressed as

such through 4DT data exchange, and

describe aircraft formation split and join

trajectories. Military activities will be

planned in the long/medium/short term by

Airspace User Operations Support, or any

entitled organisation and then shared

through Mission Trajectories. The publication

of a Shared Mission Trajectory (SMT) will

trigger the ARES allocation process.


54 of 86


acknowledged.


AOM-0502

Free Routing for Flights


evolving within high & very

high-complexity

environments

Free Routing corresponds to the ability of the

airspace user to plan and re-plan a route

according to the user-defined segments

within significant blocks of Free Route

Airspace (i.e. multiple FIR AORs (areas of

interest) or FABs) where airspace

reservations are managed in accordance with

AFUA principles. User-defined segments are

segments of a great circle connecting any

combination of two user-defined or

published waypoints, within high & very

high-complexity environments.

AOM-0702-B

Advanced Continuous

Descent Operations

Progressive implementation of CDO ideally

from ToD, and in high density operations,

employing new controller tools (and

enhanced airborne functionalities) to

facilitate operations.

AOM-0705-B

Advanced Continuous

Climb Operations

Progressive implementation of CCO, ideally

to ToC, and in high density operations,

employing new controller tools (and

enhanced airborne functionalities) to

facilitate operations.

AOM-0805

Collaborative Airspace

Configuration

Airspace configurations are activated

through integrated collaborative decision

making processes at national, sub-regional

and regional levels. Procedures and system

support tools shall be defined to enable to

manage the airspace configurations as a

continuum to meet the users' expectations.

AOM-0806

Dynamic Management of

Terminal Airspace Routes

and Transition

In order to manage the transition into and

out of the TMA from/to airports and En

route sectors with both fixed route and free

route airspace, terminal airspace is dynamic,

accommodating a broad range of climb and

descent profiles. This could include dynamic

use of lateral routes, speed and various

climb/descent profiles to help optimise

efficiency whilst managing demand and

capacity.


55 of 86


acknowledged.


AOM-0807

Dynamic Management of

Sectors in Terminal

Airspace

Dynamic sectorisation in terminal airspace

enables effective management of all levels of

operation (low, medium, high density traffic).

Optimised sector structures enable cost-

efficient and fuel efficient operations in low

density airspace and improve capacity in

medium/high density operations by

optimising airspace allocation and controller

capacity.

AOM-0809

Sector Design and

Configurations

Unconstrained by

Predetermined Boundaries

En-route ATC sectors design principles

enables a seamless and coordinated

approach for airspace configurations from

planning to execution phases, increasing the

Network capability to continuously adapt to

demand pattern changes and traffic flows

volatility induced by an extensive

implementation of free route operations.

AUO-0102

User Driven Prioritisation

Process (UDPP)

In case of delays in the planning phase and in

execution for flights in the scope of d-DCB,

airspace users can recommend to the

network management function and

appropriate airport authorities, a priority

order request for flights affected by delays

on departure, arrival and en-route. Changes

in the priority order request could be

introduced at the request of airspace users,

the network management function and the

relevant airport authority.

It will also be possible for airspace users to

submit a priority order request in

circumstances when there is no demand

capacity imbalance for reasons of AU

Business interest.


56 of 86


acknowledged.


AUO-0203-B

Shared Business/Mission

Trajectory (SB/MT) in Step

2

The SB/MT will be fully implemented and the

SB/MT content will be harmonized with the

FF-ICE data set.The SB/MT will reflect the

trajectory options for available

meteorological scenarios/forecasts. The

SB/MT encompasses complete description of

Flight intention, flight profile including for

military, any reference to airspace

reservation/restriction (ARES) needs. The

SB/MT flight information environment will

be highly interoperable and will support the

exchange of information as detailed as the

SB/MT data elements. All participants of the

SB/MT flight information environment will

be connected via the SWIM network.

AUO-0204-B



RMT) in Step 2

The RB/MT will be fully implemented, as the

result of the collaborative planning process

that updates the SB/MT. The switch from

SB/MT to RB/MT is a smooth transition of

the trajectory status, from "shared" to

"reference". The RB/MT content will be

harmonized with the FF-ICE data set. The

RB/MT will include tolerances that will be

used as a trigger for ATM ground systems to

identify coordination needs including

network management.The RB/MT will also

include data elements that will facilitate the

dynamic DCB, airspace management and

airport functions.The RB/MT flight

information environment will be highly

interoperable and will support the exchange

of information as detailed as the RB/MT data

elements. All participants of the RB/MT flight

information environment will be connected

via the SWIM network.


57 of 86


acknowledged.


AUO-0205-B

Management, update and

sharing of the Reference

Business/Mission

Trajectory (RBT/RMT) from

publication through to

termination.

This OI Step covers the management and the

ground-ground update and sharing of the

information RBT/RMT contains to all relevant

actors during the execution phase, from

publication to termination on completion of

the flight. It also addresses the consistency

check made by the ground of the down

linked airborne trajectory with respect to the

ground trajectory as well as the

synchronization of the ground trajectory

with the airborne trajectory.

The data provided will be used to

create/align local ground trajectories during

the execution phase.

ATC units will provide information where

necessary to operational staff for awareness

of the RBT/RMT data received including any

target times and constraints.

AUO-0302-B

Datalink exchange between

Flight Crew and Controller

for trajectory-based

implementation related to

airborne part of operations

Provision of additional clearances or

instructions using datalink for full 4D

operations e.g.:

- a CTO for conflict management at a

conflicting point (defined in lat/long by ATC) ,

or

- a CTO at the entry or exit point of a

reserved area for military flights, or

- a revision of a preferred route which may

include new point(s) defined in lat/long by

ATC tool with specification of a RNP value.


58 of 86


acknowledged.


AUO-0303-B

Ground-ground aspects

related to RBT/RMT

revision (executed at

ground or flight crew

initiative, when aircraft is

airborne)

This OI Step covers the ground-ground

coordination and agreement of the RBT/RMT

revision proposal before the uplink to the

aircraft (this includes sharing of the revised

data).

Some of the data elements included in the

RBT/RMT are to be regarded as the current

ATM partner agreement and may only be

changed via a revision process. Ground-

ground revision of the RBT/RMT is needed

following significant execution phase events

which change or refine these agreed data

elements STAMs, Complexity Management

measures, early Separation Management

measures , Arrival Management constraints ,

Controller measures

The revision process may be executed on

Network, ATC, FOC or Flight Crew initiative

(for example if predicted meteorological

conditions change).

AUO-0304

Initiating Optimal

Trajectories through

Cruise-Climb Techniques

An optimal thrust setting is selected for the

climb and the aircraft climbs as weight is

decreased though fuel burn.

AUO-0305

Improve the onboard flight

management based on

planning information.

Improve the onboard flight management

based on planning information via the uplink

of target times (from the flight object).

AUO-0309

Revision of Reference

Business/Mission

Trajectory (RBT) using

datalink (aircraft on airport

surface)

Revision of RBT following taxi clearance or

information (loading and acceptance,

activation and automatic update of the

revised RBT). Onboard management of

clearances or instructions associated to AUO-

0308.

AUO-0404

Synthetic Vision for the

Pilot in Low Visibility

Conditions

The system in the cockpit provides the pilot

with a synthetic/graphical view of the

environment using terrain imagery and

position/attitude information.


59 of 86


acknowledged.


AUO-0405

Equivalent Visual Landing

operations in Low Visibility

Conditions

The ability for Flight Crew to land in low

visibility/ceiling conditions is improved with

new on-board feature that provides

advanced vision (e.g. Combined Vision

System, mixing Enhanced Vision System and

Synthetic Vision System) in order to improve

human performance. Due to those advanced

onboard avionics, airport access is

maintained in low visibility/ceiling

conditions.

AUO-0406

Equivalent Visual Taxi


Conditions

The ability for Flight Crew to taxi in low

visibility conditions is improved with new on-

board feature that provides advanced vision

(e.g. Combined Vision System, mixing

Enhanced Vision System and Synthetic Vision

System) in order to improve human

performance. Due to onboard avionics the

aircraft will be less dependent on ground

based infrastructure at the airport while

conducting taxi operations. In addition, the

Flight Crew will be able to maintain an

awareness of taxiway centreline

AUO-0407

Equivalent Visual Take-Off


Conditions

The ability for Flight Crew to take-off in low

visibility conditions is improved with new on-

board feature that provides advanced vision

(e.g. Combined Vision System, mixing

Enhanced Vision System and Synthetic Vision

System) in order to improve human

performance. Due to onboard avionics the

aircraft will be less dependent on ground

based infrastructure at the airport while

conducting take-off operations. Likewise, the

Flight Crew will be able to maintain an

awareness of runway centerline with

reduced dependence on airport

infrastructure when visual conditions are

below those normally required for takeoff.


60 of 86


acknowledged.


AUO-0603-B

Enhanced Guidance

Assistance to Aircraft on

the Airport Surface

Combined with Routing in

Step 2

The system provides to the Flight Crew the

display of the airport layout (showing

taxiways, runways, fixed obstacles), the own

aircraft position, the route (to runway or

stand), the taxi clearances (as issued by ATC)

and the status of runways and taxiways.

AUO-0605-B


Pilots in Step 2

The System detects potential and actual risk

of collision with other traffic during runway

operations, non-compliance with airport

configuration (e.g. closed runway, non-

compliant taxiway, restricted area) as well as

non conformance to procedure or ATC

clearances. Whatever the case, the Flight

Crew is provided with the appropriate alert

generated by the on-board system.

AUO-0607

Improved Aircraft

Protection on the Airport

Surface

The Flight Crew will get assistance from the

System to protect the airframe and decrease

collision risk with nearby mobiles or fixed

obstacles when moving on the airport

surface (e.g. thanks to radar system

generating alerts when the aircraft is getting

close to mobiles/obtacles).

AUO-0613

Enhanced navigation and

accuracy in LVC on the

airport surface

Movement navigation on the airport surface

is enhanced as e.g. GBAS can be used to

provide an increased accuracy of aircraft

position, minimizing the impact of bad

weather conditions on surface operations.

Expected benefits mostly in predictability

(maintained during low visibility conditions)

and safety (due to increased accuracy in

aircraft position).

AUO-0704

Predicted and reduced

Runway Occupancy Time

(ROT) using aircraft

performance

A better prediction (or integrity) of the

Runway Occupancy Time will help ATC to

improve their management of runway use by

giving them more precise information about

aircraft behaviour during first or last part of

their flight. The support of advanced aircraft

systems to predict line-up/take-off and

landing/vacate times provided in the cockpit

may even lead to a reduced ROT, especially

on departures.


61 of 86


acknowledged.


AUO-0805

Incorporation of

Autonomous Engine-off

Taxiing into surface

operations

Fuel consumption and safety are improved

during airport surface operations thanks to

Taxi-out and Taxi-in phases being done

through autonomous engine off taxiing used

from the gate to the holding point before

line up (i.e. for push back and taxi out) and

from the runway exit to the gate (i.e. for taxi

in to in block). This may be realised thanks to

e.g. electric motors added to the main

landing gear and drawing power from

Auxiliary Power Unit with central control

from the cockpit.

AUO-0806

Incorporation of Non-

Autonomous Engine-off

Taxiing into surface

operations

Fuel consumption and safety are improved

during airport surface operations thanks to

Taxi-out and Taxi-in phases being done

through non-autonomous engine off taxiing

used from the gate to the holding point

before line up (i.e. for push back and taxi

out) and from the runway exit to the gate

(i.e. for taxi in to in block). This may be

realised with the aircraft using other external

means to taxi (e.g. towing trucks, taxibot).


62 of 86


acknowledged.


CM-0102-B


Dynamic Airspace

Configuration

Following CM-0102-A supporting Dynamic

Sectorisation and Constraint Management

for the purpose of workload and complexity

optimisation at local level, this improvement

relates to the Dynamic Management of

Airspace Configuration in a global approach

through wider areas up to the regional level.

The objective is to manage the airspace as a

continuum to meet the users' expectations.

Integrating CM to the DCB process, this

automated support optimises airspace

configuration based on workload and

complexity, avoiding inconsistencies and side

effects in the activation of airspace

structures.

It encompasses sectors organisations based

on predefined basic airspace volumes,

interfaces between En Route and TMA,

activation of free route airspace structures,

management of Variable Profile Areas and

Cross Border Areas, dynamic airspace

configuration to answer to the User

Preferred Routing concept and to solve

complexity and DCB issues.

The system provides support for the

assessment and comparison of different

airspace configurations, for the decision

making process, taking into account different

kind of parameters, and for the monitoring

of the implemented solutions in order to

make best use of the available airspace and

human resources at any given time."

Conops ref:

F.3.2.1 (p. 101: 2nd bullet point)


63 of 86


acknowledged.


CM-0103-B


Traffic Complexity

Assessment

Automated tools adapted to Step 2

operations (planning and execution):

including user preferred trajectory and 4D

data, continuously monitor and evaluate

traffic workload and complexity in defined

airspace volumes according to predefined

parameters. These tools will provide

accurate and timely prediction on upcoming

congestions and appropriate input to tools

handling hotspots/ complexity resolution.

CM-0104-B

Automated Controller

Support for Trajectory

Management in dynamic

airspace management

environment

Automated tools support the ATC team in

identifying, assessing and resolving local

complexity situations through assessment of

evolving traffic patterns and evaluation of

opportunities to de-conflict or to synchronise

trajectories in airspace management

environment.

CM-0200-B

Flight-centred ATC in Non-

Geographically-

Constrained, Low

complexity En-Route

environment

In Low complexity En-Route environments

above a certain Flight Level, depending on

local organization and applicable working

methods, non-geographical flight-centred

method of ATC could be applied. A flight

(trajectory) remains under the control of the

same ATCO throughout the whole, or a

significant part of its En-route segment,

within the designated Airspace (e.g. sector

family as defined in 4.2 S2 DOD).

A number of flights are assigned to an

ATCO, unconstrained by geographical

location, sector or national boundaries

including in full Free Routing environment,

where ATC operations became less

dependent to structured route organisation

and much more on flight monitoring, conflict

detection and resolution tools. The Step 2

systems will allow distribution of Flight

related workload between controllers in the

same airspace entity, e.g. ATSU, on the basis

of ¿next-suitable controller¿, i.e. each new

flight entry within the ATSU will be

considered against the existing ATCO

workloads.

Advanced, workload prediction, conflict


64 of 86


acknowledged.

OI Step Title Description detection and resolution tools are needed

for the effective distribution of trajectories,

reducing the number of potential conflicts

through Extended ATC Planning and for

assisting the ATCOs in resolving conflicting

situations when they occur. Since the

working method is quite unique, it will

require completely new approach to HMI

which is traditionally based on geographically

organised operations. In addition, new

procedures for handling the transition

between different modes of ATC operations

have to be put in place.

CM-0207-B


Flight Conformance and

Intent Monitoring in En

Route in Step 2

The system provides the En route controller

with warnings if aircraft deviate or will

deviate from the calculated ground system

trajectory. Calculated aircraft system

trajectory (e.g. EPP) will also be checked

against the calculated ground system

trajectory.

CM-0208-B


Flight Conformance and

Intent Monitoring in the

TMA

The system provides the TMA controller with

warnings if aircraft deviate or will deviate

from the calculated ground system

trajectory. Calculated aircraft system

trajectory (e.g. EPP) will also be checked

against the calculated ground system

trajectory.


65 of 86


acknowledged.


CM-0302

Ground based Automated

Support for Managing

Traffic Complexity Across

Several Sectors

The system provides support for smoothing

flows of traffic and de-conflicting flights in a

multi-sector/multi-unit environment.

Controllers are assisted in alleviating traffic

complexity, traffic density, and traffic flow

problems.

G3 OCE 6

CM-0402

Coordination-free Transfer

of Control through use of

Shared Trajectory

A single version of the current aircraft

clearance and its RBT is simultaneously

available at all sectors. The aircraft's current

trajectory when down linked permits the

each receiving ATCO to identify any

inconsistencies between the expected (as

per flight plan) aircraft performance and its

actual.

F.2.7

CM-0403-B

Early Conflict resolution

through CTO allocation in

STEP 2

The TRACT tool (formerly TC-SA) performs

early conflict dilution through allocation of

CTO to appropriate Aircraft over the conflict

point. The concept has to be applicable

under the condition that it implies minimal

or no speed adjustments to the involved

aircraft, in order to preserve as much as

possible their optimal flight profile.

In Step 2 several time constraint could apply

to a trajectory at the same time, but the FMS

manages multiple controlled times in

sequence, one-at-a-time.

CM-0407

Enhanced Conflict

Detection and Resolution in

En Route

The system uses shared trajectory

information to provide enhanced assistance

to the En route controllers in conflict

detection and resolution and to provide

enhanced resolution support information

based upon predicted conflict detection and

associated monitoring features.

CM-0408

Enhanced Conflict

Detection and Resolution in

the TMA

The system uses shared trajectory

information to provide enhanced assistance

to the TMA controllers in conflict detection

and resolution and to provide enhanced

resolution support information based upon

predicted conflict detection and associated

monitoring features.


66 of 86


acknowledged.


CM-0607


En Route using RBTs with

2D RNP Specifications

The Reference Business Trajectory (RBT) is a

"precision trajectory" in that it may include

required navigational performances

associated to the Pre-defined or User-

preferred routes of RBT e.g. 2D RNP

specifications. The RBT may be revised using

additional or amended lateral

routes/waypoints and/or level to ensure

separation in execution phase; ATC

clearances are included as part of the RBT

Revision process. User-preferred

Trajectories/Revisions may include non-

published waypoints that are computed by

Ground tools (ideally using information from

the airborne system) and defined in lat/long

or bearing/range. Vertical constraint and

longitudinal separation is provided by ATC to

complement the 2D route (using information

from the airborne system). This may be

achieved through surveillance based

separation and/or the dynamic application of

constraints. New support tools and

procedures and working methods have to be

put in place. CONOPS E.2.6.2.3.2


67 of 86


acknowledged.


CM-0608


the TMA using RBTs with

2D RNP Specifications

The Reference Business Trajectory (RBT) is a

"precision trajectory" in that it may include

required navigational performances

associated to the Pre-defined or User-

preferred routes of RBT e.g. 2D RNP

specifications and/or altitude constraints on

specified points to ensure the de-confliction

of 3D profiles. The RBT may be revised using

additional or amended lateral

routes/waypoints and/or altitude constraints

on specified points to ensure separation in

execution phase; ATC clearances are

included as part of the RBT Revision process.

User-preferred Trajectory Revisions may

include non-published waypoints that are

computed by Ground tools (ideally using


defined in lat/long or bearing/range. Vertical

constraint and longitudinal separation is


route (using information from the airborne

system). This may be achieved through


dynamic application of constraints. New

support tools and procedures and working

methods have to be put in place. CONOPS

E.2.6.2.3.2

CM-0806-B

Improved Compatibility

between STCA and ACAS in

a Step 2 environment

ACAS and STCA are and need to stay

independent at functional level. There is

however a need for better procedures in

order to avoid inconsistent collision

detection and solution. Also, information

sharing is to be considered cautiously to

avoid common mode of failure.


68 of 86


acknowledged.


CM-0807-B

Enhanced Ground-based

Safety Nets Using Wide

Information Sharing

Wide Information Sharing, in particular

through new surveillance means like ADS-B

which provides both the aircraft computed

position and its tactical intent (i.e. selected

heading and selected altitude), is used to

improve the safety net performance, e.g. to

detect that the separation mode has been

compromised and to provide/propose

resolution action. Safety Nets are to include

the detection of aircraft penetrations of

segregated airspace. The safety nets must

remain robust against information error or

missing information.

CM-0808

Enhanced Airborne

Collision Avoidance

adapted to Trajectory

based operations

Airborne Collision Avoidance taking

advantage of surveillance data from passive

sources (ADS-B), additional aircraft data,

providing optimized resolution advisories

and improving compatibility with non

equipped aircraft.

CNS-0001-B



Step2




CNS-0002-B



Step2




CNS-0003-B



Step2





69 of 86


acknowledged.


DCB-0103-B


2

The NOP is developed as one continuum

from planning to execution, it will provide

the means for monitoring the planning

processes and related collaborative decision-

making. It will be expanded to support

airspace configurations planning,

collaborative flight planning (incl. SBT, RBT,

UDPP) and to support on-line network

performance monitoring. It will provide a

prognosis of network performance and

enables stakeholders to assess the impact of

their intentions and actions vs. agreed

overall optimum. The NOP draws on the

latest available information shared via SWIM

and managed to the required level of service.

DCB-0209

Collaborative 4D

Constraints Management

The aim of this OI Step is to move from the

current slot allocation (based on first

planned/first served principle) to local and

coordinated 4D constraints integrating new

rules & mechanism such as AU priority and

preference, TTA/TTO constraints, 4D

Tolerance Window.

Local measures at Airports, ACCs, AUs and

NM will be also integrated and coordinated

within SBT and RBT mechanisms to ensure

the stability of the network.

SBT planning and trajectory management

will rely on dynamically updated 4D

constraints providing a common baseline for

AU and ATM Network operations to reach

agreement on the SBT and the required SBT

tolerances

DCB-0210

Full integration of Dynamic

Airspace Configurations

into DCB

The aim of this OIs is to elaborate the

complete DCB solution that includes

Dynamic Airspace Configurations combined

with 4D constraints to optimally adapt the

capacity to the demand and minimise

demand adjustments.

Integrated Airspace/4D constraints solutions

are obtained through an iterative

optimisation and CDM processes involving

local, sub-regional and regional levels.


70 of 86


acknowledged.


DCB-0211

Traffic & Demand Forecast

in 4D trajectory

Management Context

The aim of this OIs is to benefit from the

shared iterative SB/MT development and

provides enhanced and continuous

Traffic/Demand Forecast services from long

term planning to execution phases in 4D

Trajectory Management context. It includes

the development of 4D trajectory based

forecast methodology (build on 2D, 3D and

4D trajectory data provided by the AUs),

operational workflows, and the appropriate

infrastructure which provide European

airspace planners and airspace users with a

common and consistent picture of European

air traffic demand that will meet their

planning and monitoring needs.

DCB-0212

Network Performance

Assessment for Distributed

Network Operation

Network Operations performed at local, sub-

regional and regional levels will be

continously monitored through Network

Perfomance KPA/KPI. Stakeholders will be

allowed to evaluate the impact of their

intentions and decisions on capacity and QoS

performance (flight efficiency, predictability,

flexibility) at Network Level, using what if

tools and Network Impact Assessement

function. Network impact assesement will

facilitate collaborative decision making

processes to reduce adverse network effect

(e.g. increase of sectors workload) and

anticipate effective corrective measures to

achieve the Network Performance Targets.


71 of 86


acknowledged.


DCB-0311

Total Airport Demand-

Capacity Balancing (A-DCB)

Total Airport-DCB is achieved through:

- Pro-active assessment of the available total

airport capacity including terminal, stand,

manoeuvring area, taxiway and runway

capacities, given the prevailing and/or

forecast weather and other operational

conditions.

- Comparison of the available capacities with

the most up to date demand information

Reference or Shared Business Trajectories

(RBT/SBT).

- Pro-active identification of imbalances and

identify the affected timeframe, trajectories,

location of the imbalance.

Benefits are expected in the following KPIs:

PRED and ENV (more efficient RBT with less

modifications along its execution).

DCB-0320 Multi APOC Interaction

Further increase in airport performance

through the specific

monitoring/management of connected

APOCs (from different airports with a

significant portion of inter-dependent

traffic):

- Monitor the overall situation in a multi-

APOC environment

- Manage the impact of any feeder airport on

the others

- Manage network disruptions through

collaborative inter-airport decision making.

Benefits are expected in a more stable or

resilient AOP for all airports working in a

multi-APOC environment.


72 of 86


acknowledged.


IS-0201-B

Digital Integrated Briefing

for in-flight phases

The information required for pilot briefing

updates in-flight is available in digital format,

through air-ground data link (SWIM

compliant). These digital data updates are

merged with the digital MET and other

relevant information (AIS, ATFM, FUA), which

was pre-loaded before the flight and which is

used in an interactive manner for pilot

awareness on EFB-like devices.

IS-0901-B SWIM for Step2

SWIM Step 2 introduces the deployment of

the initial common SWIM technical

infrastructure functions such as supervision,

security, messaging, etc.

It also addresses the improvement of the

Step1 application layer enablers in terms of

scope (ex, flight object not restricted to

coordination, initial met data distribution

through swim,..) and to make them

integrated in the SWIM technical

infrastructure (ex. supervision).

It includes the participation of additional

applications to SWIM involving additional

stakeholders (ex, tower for flight objects).

SWIM Step 2 will also include the provision

of new standards related to information and

service definition as well as interoperability

(through SWIM profiles).

At last, it proposes the deployment of a

initial and limited swim application on the

aircraft via onboard IP router.

MET-0201

Enhanced MET



MET systems through


ATM systems and aircraft.









Step 2.


73 of 86


acknowledged.


SDM-0203

Generic' (non-

geographical) Controller

Validations

Advanced automation support allows

controllers to hold more generic validations

(e.g. moving to validation according more to

airspace type and tool-set) rather than

validations based purely on specific

(geographic) sectors.

SDM-0204


Traffic Service for

Contingency Situations at

Aerodromes

Aerodrome Control Service is provided by a

remote/secondary facility at medium to large

airports in a contingency situation where the

primary ATC Tower is not useable.

SDM-0205


Traffic Service for Multiple

Aerodromes

Aerodrome Control Service or Aerodrome

Flight Information Service for more than one

aerodrome is provided by a single

ATCO/AFISO from a remote location, i.e. not

from a control tower local to any of the

aerodromes. The ATCO (or AFISO) in this

facility performs the remote ATS for the

concerned aerodromes.

SDM-0301

Improved access into small

airports in low visibility

conditions

Access into small airports is improved thanks

to adequate airport infrastructure, service

and procedures enabling equivalent Cat I, II

or III operations supported by cost-effective

remotely operated ATS provision.

TS-0203


supported by Route

Planning and Monitoring

Departure management aims at providing an

optimized departure sequence (runway

sequence) with optimization focusing on

predictability or runway throughput. In

addition to pre-departure sequencing

performed by following TSAT, controllers will

also follow TTOT as closely as possible

(within the TTOT tolerance window). Route

planning as well as route monitoring

information including taxi time updates even

while taxiing are taken into account for

TTOT- and TSAT-Updates. TTOT can only be

updated if within its tolerance window,

otherwise the RBT revision process must

take place.

TS-0301

Integrated Arrival

Departure Management for

full traffic optimisation on

the runway

The system provides dynamic assistance to

the Tower controllers to optimise runway

operations, and make best use of minimum

separations and runway occupancy.


74 of 86


acknowledged.


TS-0302-B


from Multiple Airports

The system provides automated support to

departure metering and/or coordination of

dependent traffic flows from multiple

airports to enable a more consistent and

manageable delivery into the En route phase

of flight. Where the system predicts an

excess of demand over capacity, additional

capacity, e.g. use of an extra SID, should be

made available where possible. Only if no

further capacity can be added should

demand be modified by changing the

departure sequence from one or more

airports.

TS-0305-B

Arrival Management

Extended to En Route

Airspace - overlapping

AMAN operations

En-Route sectors are expected to contribute

to the arrival sequencing towards multiple

TMA simultaneously with potentially

conflicting sequencing constraints. The

system integrates information from arrival

management systems operating out to

extended range with local traffic/sector

information and balances the needs of each.

TS-0307

Integrated Arrival

Departure Management for

traffic optimisation within

the TMA Airspace

TMA traffic is managed in near real-time,

taking advantage of predicted demand

information provided by local Arrival and

Departure Management systems to identify

and resolve complex interacting traffic flows

in the TMA.

TS-0309

Sequence based

Integration of Arrival and


A fully integrated and throughput-optimised

sequence of arrivals and departures for the

same runway (or for dependent runways) is

set up by an algorithm considering minimum

separations. The sequence is characterised

by high planning stability and all controllers

working towards establishing the plan. Thus,

in addition to arrival metering and pre-

departure sequencing, controllers will follow

TTOT and TLDT as closely as possible. Feeder

controllers will provide the required gaps in

the arrival sequence to allow for the

respective departure flights


75 of 86


acknowledged.


TS-0311

Optimised and improved

predictability of RWY

capacity using better

predictable ROT

With arrival and departure ROT becoming

more predictible and precise (provided

either via a ground-based analysis of past

traffic data or via advanced aircraft systems

for both arrival and departure ROT - the

latter could also be provided by FOC before

departure), the sequencing tools at the level

of ATC (AMAN/DMAN) can reduce actual

buffers and significantly lead to increase in

overall runway capacity over the day as well

as a better predictability in planning the use

of the runway.

TS-0313

Optimized use of runway

capacity for multiple

runway airports (mixed

mode decision tool)

In mixed mode operations, ATC is supported

by the system for the decision process (when

and how to mix runway operations) resulting

in an optimized use of runway capacity

throughout the day of operations. System

automation is materialised by a demand

driven flexible application.


AO-0208-C




Tower for Step3

On top of current existing functions (routing,

guidance, enhanced braking information,

alerts, coupled AMAN/DMAN and enhanced

A-CDM), the Advanced Controller Working

Position (A-CWP) will include an improved

Runway Management concept that will focus

on accurate Runway Occupancy Times (ROT)

derived from ground and on-board systems

and revised Wake Turbulence separations.

This improved Runway Management concept

will need to be integrated with existing ATCO

tools so that tower controllers can perform

their tasks safely and efficiently.


76 of 86


acknowledged.


AO-0321

Enhanced Arrival

procedures using Adaptive

Increased Glide Slope (A-

IGS)

Enhanced (non published) arrival procedures

using Adaptive Increased Glide Slope (A-IGS)

will allow inbound aircraft to reduce noise

footprint (environmental benefit) while

optimizing the flight profile (hence, having a

potential positive impact on fuel

consumption). The use of A-IGS aims at flying

a glide slope based on the flight path that the

aircraft is able to fly naturally according to its

state (weight and landing configuration

chosen by pilots) along with the

consideration of the environment in which it

evolves, i.e. the destination airfield weather

(wind, temperature, pressure). The expected

benefits will particularly show in the

following cases: light aircraft, high air

density, headwind situation.

AOM-0103 Two Categories of Airspace

Gradual removal of Category K airspace to be

changed into:

- Category N, when ATS systems are capable

of providing real-time data on the position

and intentions of all aircraft within the

applicable airspace;

- Category U, in other cases.

CONOPS: E.2.1.2.2


77 of 86


acknowledged.


AOM-0208-C

Dynamic Mobile Areas

(DMA) of type 3

DMA are temporary mobile airspace

exclusion areas, whose aim is to minimise

the impact on the network while satisfying

the needs of military airspace users

Three types of DMAs are identified: DMAs of

types 1, 2 and 3. This OI only encompasses

the DMA of type 3.

A DMA of type 3 is an area with defined

lateral and vertical dimensions around

moving activities requiring extra lateral and

vertical separation from other trajectories. A

DMA of type 3 is therefore a "bubble"

moving with the aircraft to be separated

from the rest of the traffic.

These DMAs can be used both in a free route

environment and in a fixed route

environment

AOM-0304-C

Integrated Management of


3

The STEP 3 objective is to manage Mission

trajectories through Dynamic Mobile Areas

deployment for mission purpose in order to

reduce airspace reservation/restriction

(ARES) to the strict operational needs and

improve network performance.

AOM-0803

Dynamically Shaped

Sectors Unconstrained By

Predetermined Boundaries

ATC sectors shape and volumes are adapted

in real-time to respond to dynamic changes

in traffic patterns and/or short term changes

in users' intentions.

AUO-0203-C

Shared Business / Mission

Trajectory (SBT) in Step 3

SBT/SMT information will be enriched to

support performance based operations.

Information such as user preferred user

trajectories or performance impact of DCB

measures on affected traffic will be shared

and updated dynamically to monitor in real-

time planning processes performances.

Business trajectory management will also

evolve in Step 3 to enable the introduction of

advanced airspace structures (and associated

management processes).


78 of 86


acknowledged.


AUO-0204-C



RMT) in Step 3

The Reference Business/Mission Trajectory is

the result of the collaborative planning

process that revises the Shared

Business/Mission Trajectory (SBT/SMT) and

is published as the Reference

Business/Mission Trajectory (RBT/RMT).

Information exchanged will be enriched to

support performance based operations

Information such as the preferred user

trajectories or performance impact of ATM

measures on affected traffic will be shared

and updated dynamically to monitor in real-

time ATM processes performances. Business

trajectory management will also evolve in

Step 3 to enable the introduction of

advanced airspace structures (and associated

management processes).

AUO-0302-C

Provision of clearances

using Datalink:

performance based

implementation

3D PTC based on preferred routes (new

CPDLC/ACL messages including the required

performance) and ASEP operations,

supported on the airborne side by

CPDLC/ASEP (e.g. ITP and C&P).

AUO-0303-C

Revision of reference

business/mission trajectory

(RBT) using datalink:

performance based

implementation.

Revision of RBT following 3D PTC based on

preferred routes (loading and acceptance,

activation and automatic update of the

revised RBT). Onboard management of

clearances or instructions associated to AUO-

0302-C.

AUO-0504

Self-Adjustment of Spacing

Depending on Wake

Turbulences

Aircraft ready for take-off / On initial ascend

and on final approach can assess the wake

turbulence induced upset generated by the

preceeding Aircraft, by means of dynamic

datalink information provided by ATC and/or

preceeding aircraft, and static information

stored in in-flight database, leading to

perform self adjustments in spacing.

AUO-0505

Improved Air safety using

data exchange via e.g. ADS-

B for Wake Turbulence

prediction

Safety in the cockpit is improved thanks to

better awareness of surrounding Wake

Turbulence events. The Flight Crew has

access to Wake Turbulence prediction info

received through data exchange with other

aircraft (e.g. ADS-B).


79 of 86


acknowledged.


AUO-0506

Improved Air safety using

onboard detection via e.g.

LIDAR of Wake Turbulence

detection

Safety in the cockpit is improved thanks to

better awareness of surrounding Wake

Turbulence events. The Flight Crew has

access to Wake Turbulence detection info

received through on-board sensor (e.g.

LIDAR).

AUO-0604

Enhanced Airport Traffic

Predictability through Taxi

Speed Optimization

Traffic predictability on the airport surface is

improved thanks to the use of advanced

aircraft automated systems for optimising

taxi speed. The optimized taxi speed could

be directly provided by ATC or computed on

board.

AUO-0606

Improved Runway Friction

Status

Runway friction status (provided by ATC) is

improved thanks to runway micro

meteorological observations automatically

generated by onboard sensors for the part of

the runway on which aircraft has rolled.

Benefit expected: Safety and potentially

runway capacity for departure (better

'friction' could allow increases of Take-off

Weight).

AUO-0608

Enhanced Airport Safety

Nets through Auto-brake

during Taxi phase

Safety on the airport surface is enhanced

through the use of auto-brake (an advanced

aircraft automated systems) during taxi

phase, making it possible for an aircraft to

automatically stop before crossing any

clearance limit (e.g. lit stop bar).


80 of 86


acknowledged.


AUO-0705

Enhanced arrival runway

occupancy time thanks to

efficient runway turn-off

The existing optimized braking to vacate at a

pre-selected runway exit is combined with an

assistance to Flight Crew for an efficient

turn-off until aircraft has left runway

protected area on the runway exit. This

results in a reduced and more predictable

arrival ROT, coordinated with ground ATC

through datalink, and based on avionics that

controls the deceleration of the aircraft to

the design speed and supports the Flight

Crew in an efficient turn-off (fast, accurate

and reliable) at the selected exit.

The benefits of this operational

improvement (mainly the enhanced ROT

predictability) will show both in good

visibility conditions as well as in low visibility

conditions (especially in AUTO-LAND mode in

CAT IIIb & c). Indeed, the benefit is likely to

be bigger in low visibility conditions where

the observed arrival ROT is generally greater

than the one observed in good visibility

conditions.

AUO-0706

Enhanced departure

runway occupancy time

thanks to efficient line-up

and take-off

The Flight Crew of a departing aircraft is

assisted by the on-board system for an

efficient line-up and take-off that results in a

reduced and more predictable ROT at

departure. This results in a reduced and

more predictable departure ROT,

coordinated with ground ATC through

datalink, and based on avionics that supports

an efficient (fast, accurate, reliable and safe)

line-up and take-off of the aircraft.

The benefits of this operational

improvement (mainly the enhanced ROT

predictability) will show both in good

visibility conditions as well as in low visibility

conditions. The benefit is likely to be bigger

in low visibility conditions where the

observed departure ROT is generally greater

than the one observed in good visibility

conditions.


81 of 86


acknowledged.


CM-0200-C

Flight-centred ATC in Non-

Geographically-Constrained

Medium and High

Complexity En-Route

environment

In Medium and High complexity

environments, depending on local

organization and working methods, a flight-

centred method of ATC could be applied.

ATM operations in Step 3 are performance-

driven and different service providers will

decide of application of this method in

different environments, according to their

operational needs and business model.

In Step 3, full application of Free Routing,

Dynamic Airspace Management and high

level of sophistication and integration of the

ground support tools are required. Under

these conditions, distribution of workload

among the ATCOs in a designated airspace

(e.g. Sector Family as defined in 4.2 S2 DOD),

and even at the Network level, becomes less

dependent on geographical and structured

airspace kind of constraints On the other

hand, performance-oriented ATM implies the

need for optimum use of the ATCO

workforce at any time. This could be

achieved via application of this method and

distribution of trajectories/ flights to

individual controllers with permanent system

effort to maintain their workload at optimum

level, in medium as well as in high-

complexity En-Route environments.

CM-0501

4D Contract for Equipped

Aircraft with Extended

Clearance PTC-4D

"A 4D Contract is a clearance that prescribes

the containment of the trajectory in all 4

dimensions for the period of the contract.

The goal of a 4D Contract is to ensure

separation between

- 4DC capable aircraft,

- 4DC aircraft and dynamic special use

airspace

for a segment of the business trajectory in

en-route airspace."


82 of 86


acknowledged.


CM-0604

Separation Management

using RBTs with 3D RNP

Specifications

The RBT is a "precision trajectory" in that it

may include required navigational

performances associated to the Pre-defined

or User-preferred routes of RBT. In Step 3,

this includes 3D RNP specifications on

specified points to ensure de-confliction of

3D trajectories. The RBT may be revised

using additional or amended 3D

routes/waypoints to ensure separation in

execution phase; ATC clearances are

included as part of the RBT Revision process.

User-preferred Trajectories/Revisions may

include non-published waypoints that are

computed by Ground tools (ideally using


defined in lat/long or bearing/range.

Longitudinal separation is provided by ATC to

complement the 3D route (based on a User-

preferred Trajectory). This may be achieved

through surveillance based separation

and/or the dynamic application of

constraints. New support tools and

procedures and working methods have to be

put in place. This mode relies of aircraft

capabilities enabling the vertical

containment of the trajectory (3D tube) and

less of ATC tactical operations.

CONOPS.2.6.2.3.1

CM-0701

Ad Hoc Delegation of

Separation to Flight Deck -

In Trail Follow & In trail

Merge Procedure (ASEP-ITF

& ITM )

The In-Trail Procedure - for use en-route in

an oceanic environment - allows climbs and

descents with temporarily reduced

longitudinal separation minima. A limited

transfer of separation responsibility between

the controllers and aircrews is assumed (i.e.

the duration of the ITP climb or descent). The

flight crew has to monitor and maintain

spacing to specific aircraft during the

manoeuvre.

E.2.6.2.3.3

CM-0702

Ad Hoc Delegation of

Separation to Flight Deck -

Crossing and Passing (C&P)

The Crossing and Passing applications (incl.

Lateral crossing and passing; Vertical crossing

and passing) allow an aircraft to cross or pass

a 'target' aircraft using ASAS ASEP.

E.2.6.2.3.3


83 of 86


acknowledged.


CM-0704

Self Separation in Mixed

Mode

The self separation is extended to all

airspace to allow mixed-mode of separation.

This self-separation mode need the

authorization of the controller.

CM-0804

ACAS Adapted to New

Separation Modes

The ACAS function is adapted to new

separation modes, in particular if lower

separation minima is considered. Conops:

F.7.4

CM-0805

Short Term Conflict Alert

Adapted to New Separation

Modes

The STCA is adapted to new separation

modes, in particular if lower separation

minima is considered.

Conops: F.7.4

CM-0806-C

Improved Compatibility

between Ground and

Airborne Safety Nets in a

Step 3 environment

Ground and Airborne Safety nets are and

need to stay independent at functional level.

There is however a need for better

procedures in order to avoid inconsistent

collision detection and solution. Uplink of

alerts generated by ground safety nets is an

option. Also, information sharing is to be

considered cautiously to avoid common

mode of failure

CNS-0001-C



Step3




CNS-0002-C



Step3




CNS-0003-C



Step3




DCB-0103-C


3

The Collaborative NOP is developed as one

continuum starting at least one year before

the day of operation. It will serve as a

reference for the operational management

of the Pan-European ATM network on a fully

performance-driven basis, including KPIs to

measure performance of the network for the

previous period (year) to see how FABS,

ANSPs or the Network Manager, for

example, have performed.


84 of 86


acknowledged.


IS-0303-C

Use of onboard 4D

trajectory data to enhance

ATM ground system

performance: performance

based implementation

Dynamic TMR includes the downlink of the

trajectory according to criteria depending on

the flight phase or portion of the trajectory.

This will be supported on the airborne side

by e.g. ADS-C EPP provided according to the

contract terms which may be dynamically

changed during the flight by ANSPs in the

context of full 4D operations.

IS-0305

Automatic RBT Update

through TMR

The event-based Trajectory Management

Requirements (TMR) logic is specified by the

ground systems on the basis of required time

interval and delta of current Predicted

Trajectory (PT) versus previously downlinked

PT. TMR parameters can be static/globally

defined or dynamic/flight-specific. This

process is transparent to ATCOs and pilots

(deviation alerts that are relevant for the

ATCO should be associated with larger

tolerance than ground-managed TMR).

IS-0406

Aircraft Dissemination of

Information on Weather

Hazards to Other Aircraft

Significant weather events captured by

onboard system such as wake vortices or

severe turbulence are broadcast to other

airspace users.

IS-0710 Air-Air Exchange services

Exchange of Meteo, Wake vortices,

trajectory information between Aircraft for

Self-separation

IS-0901-C SWIM for Step3

Expand the use of SWIM for all data domain

for G/G. Expand the sharing of flight data

between ground and aircraft, using

AGDLGMS. Improved integration of SWIM

profiles compared to Step2.

MET-0301

Enhanced MET



MET systems through


ATM systems and aircraft,

Step 3









Step 3.


85 of 86


acknowledged.


SDM-0202

Transfer of Area of

Responsibility for

Trajectory Management

Improved interoperability allows areas of

responsibility to be transferred between

ATSUs according to demand identified

through the publication of the RBT.

CONOPS: G.2.3

TS-0310

Linked Arrival and

Departure Times (at

involved airports) for Each

Flight

The integrated Arrival and Departure

Management systems at the airfield are

linked to the departure times from

(upstream) origin airfields and the arrival

times for the (downstream) destination

airfields.


86 of 86


acknowledged.

-END OF DOCUMENT-

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