SESAR & NextGen: Goals, Current State, Initial Implementation 2nd International Conference “Integrated Modular Avionics & CNS/ATM” MAKS-2013 Air Show Bo

SESAR & NextGen: Goals, Current State, Initial Implementation

2nd International Conference “Integrated Modular Avionics & CNS/ATM”MAKS-2013 Air Show

Bo Redeborn Principal Director ATM, EUROCONTROL

29 August 2013


Agenda

Goals, context: similarities & differences ICAO Global Plan: the convergence area Different environments, different programme management structures

Current State, Initial Implementation SESAR NextGen

Challenges

2

SESAR & NextGen: Goals, Current State, Initial Implementation 3

ICAO GANP / SESAR / NextGen:Concurrent, Complementary, not Competitive

Same philosophy Need to improve ATM performance Aim at the Global ATM Operational

Concept Through deployment of a series of

step changes

Mutual impact, Global Regional From concept definition to operations For timely and useful standards With all other national programmes


A Different Configuration

FAA

EUROCONTROLEASA

SESARJoint

Undertaking

EUROCONTROLMemberStates

(39)

39 ANSPs39

NationalRegulators

EuropeanUnion(28)

Cooperation Framework- MoC US-EU on aviation research- MoC FAA-EUROCONTROL on ATM (focus on deployment)

Cooperation Framework- MoC US-EU on aviation research- MoC FAA-EUROCONTROL on ATM (focus on deployment)


≠ SAME PRESSURES

Safety, Security Growth, Environment Costs

SAME COMMERCIAL CUSTOMERS

SAME OBLIGATIONS ICAO

SAME OPPORTUNITIES Advanced Technology

US/Europe Differences & Similarities

GEOGRAPHY Traffic distribution/density Weather severity

ATM SERVICE Nb & governance of Service Providers Source of Finance

MARKET GA, Military

CULTURE & POLITICS Nb of States, diversity of cultures More prominent concern for international

cooperation & interoperability ATM SYSTEM

Uniformity / fragmentation


Network PerformanceTrajectory

Informed decisions taken collaboratively on early and accurate information

Partnership – Interoperability

SWIM and data comm. are cornerstones

The network of actors & assets

The flight trajectory over time

Measured business performance

Global Air Navigation Industry Symposium 20-23 September 2011 6

Essential Considerations for Europe & Global Plan

“BEBS”

Wake

RPAS

PBN


SESAR and NextGen Cross Enrichments

Similarities Alignment with the ICAO Global ATM concept

Trajectory Management central to operations

Technology

Data communication need

DifferencesSESAR

Deployment horizons (IOC)

Airport airside operations incl. turn-around (gate-to-gate)

SWIM – distributed information

Collaborative planning/execution, user firmly in the loop (user owns the flight trajectory)

Single reference business/ mission flight trajectory

NextGen

Deployment horizons (IOC)

Airport landside operations incl. passenger handling (curb-to-curb)

SWIM – centralised information

Collaborative planning/execution, user firmly in the loop

Weather a major issue Incl. homeland security


European ATM Master Plan - SESAR

Aims at successful, timely & efficient deployment Through harmonisation of systems, procedures

And regulations

Includes additional essential considerations Features not requiring global interoperability Institutional, managerial, regulatory aspects, e.g.

Change management process Effective commitment of all actors Financial instruments SES

Common regulatory framework incl. performance FABs

Bridges R&D and deployment in a consistent plan A cohesive programme across industry through SESAR JU An objective: wide cooperation


SESAR Phases

SESAR Programme Phases

2005 2010 2015 2020+

2005 2010 2015 2020+

Development

Deployment

Planning work

Development work

SESAR JointUndertaking

Implementation

Currentwork

Definition

European ATMMaster Plan


Main SESAR Instruments

Planning: European ATM Master Plan Edition 2, Oct. 2012 Includes the ESSIP and LSSIPs

R&D: SESAR Joint Undertaking Public-Private Partnership JU Extension till 2024 under negotiation

SESAR Deployment EC Implementing Rule on SESAR Deployment Governance & funding

3 levels (Political, Deployment Manager, Deployment projects) Common Projects co-financed by EC budget for changes essential to

network performance (2014+)

Interim Deployment Plan

Regulation: Single European Sky (SES) legislative instruments Complementary actions on performance, airports, safety, human

resources


Common projects

ExecutionExecution

SESAR Key features >

P1 P2 Pn……

P1 P2 Pn……

P1 P2 Pn……

Pilot

PolicyPolicy

ManagementManagementPilot Common

Project Essential changesSynchronisation

Maturity

ATM Master plan

SJU

DeploymentProgramme

DeploymentProgramme

P1 P2 Pn……

SESAR Deployment Governance


European ATM Master Plan Mapping with ICAO ASBUs: Steps and Blocks

Same notions of- Progressive deployment- Performance orientation- Synchronised actions

Presentation tailoredto audience

Block 2(2023)

Block 3(2028 & >)

Optimum Capacity and

Flexible Flights

Optimum Capacity and

Flexible Flights

Globally Interoperable

Systems & Data

Globally Interoperable

Systems & Data

Efficient Flight Path

Efficient Flight Path

Greener AirportsGreener Airports

Performance Improvement

Areas

Block 0(2013)

Block 1(2018)


European Efforts Map to the Global Ones: Operational Improvement Steps and Modules

Mapping of contents andenablers, in particularstandardisation needs

Precise mapping for Block 0


Mapping to Essential andother OIs

Precise mapping for Block 1

Provides priorities for SESAR Deployment Pilot Common Project


European ATM Master Plan Technology Roadmaps consistent with those of the GANP


PENS for SWIM

NAV INFRA Assess

Aeromax Standard Future SATCOM

PBN Reversion

Future COM INFRA

Results Space WeatherImpact on GNSS use

Spectrum StrategyRNP APCH (SBAS)

Safety Case Support to ADS-B Ground System prototyping

PBN Predictable TurnsRF and FRT

Multi-Constell &Multi Frequency

GBAS CAT II/III >>

EUROCONTROL SJU Contribution Vs ASBUs2011 2012 2013 2015

APT

ATS

NETNET

CNS

Transversal

2014 2016

MasterPlan update

MasterPlan update

MasterPlan update

PerformanceMeth. stds

Release 1Perf cons.

Release 2Perf cons.

Release 3Perf cons.

Release 4Perf cons.

Release 5Perf cons.

E-TMA PMSLT

I4d

LDN, ROME, CDGPMS design

TMA PMSLT

CTA/AMAN/PMS integration

ATC/ATC IOP i4D /IOP integration

Time Based Heathrow LT

Surf routing/ RWY inc. : simulation LT on CDG, Madrid, Milan, Hamburg …..

RECATWV improved procedures

RWY Occupancy TimeDynamic pair-wise separation

AOP/NM integration Palma LT - - - - - - - - - - - - - Extension on Other Airports

AIRMISRM

- - - - - - - - - - - - - - - - - - - SWIM annual Master Class & demo day - - - - - - - - - - - - - - - - - - - - -

FIXMGradual prototyping based on pioneer applications (NOP, MET, EAD, …)

STAMSLT

Free Route – Advanced FUAAOC/CFMU improved traj

UDPP Paris –Italy axis

Advanced FUA, Mobile Mil AreaFlight planning support with CTOT to TTA, UDPP

Dynamic DCBSWIM enabled NOP

ATC/NM IOP

B1-ACDM - Optimised Airport Operations through

A-CDM Total Airport Management

B1-ACDM - Optimised Airport Operations through

A-CDM Total Airport Management

B1-WAKE - Increased Runway Throughput through Dynamic Wake Turbulence Separation

B1-WAKE - Increased Runway Throughput through Dynamic Wake Turbulence Separation

B1-DATM - Service Improvement through Integration

of all Digital ATM Information

B1-DATM - Service Improvement through Integration

of all Digital ATM Information

B1-NOPS - Enhanced Flow Performance through Network

Operational Planning

B1-NOPS - Enhanced Flow Performance through Network

Operational Planning

B1-SWIM - Performance Improvement through the

application of System Wide Information Management (SWIM)

B1-SWIM - Performance Improvement through the

application of System Wide Information Management (SWIM)

B1-APTA - Optimised Airport

Accessibility

B1-APTA - Optimised Airport

Accessibility

B1-FRTO - Improved Operations through

Optimised ATS Routing

B1-FRTO - Improved Operations through

Optimised ATS Routing

B1-TBO - Improved Traffic Synchronisation and Initial Trajectory-Based Operation

B1-TBO - Improved Traffic Synchronisation and Initial Trajectory-Based Operation

B2-WAKE – Advanced Wake Turbulence

Separation (Time-based)

B2-WAKE – Advanced Wake Turbulence

Separation (Time-based)

B2-SWIM – Enabling airborne participation in collaborative ATM

through SWIM

B2-SWIM – Enabling airborne participation in collaborative ATM

through SWIM

B2-FICE – Improved coordination through multi-centre

ground-ground integration (FF-ICE/1 & flight object, SWIM)

B2-FICE – Improved coordination through multi-centre

ground-ground integration (FF-ICE/1 & flight object, SWIM)

B2-NOPS – Increased user involvement in the dynamic

utilisation of the network

B2-NOPS – Increased user involvement in the dynamic

utilisation of the network

B2-RSEQ – Linked AMAN/DMAN

B2-RSEQ – Linked AMAN/DMAN

B1-RSEQ - Improved Airport operations through

Departure, Surface & Arrival Management

B1-RSEQ - Improved Airport operations through

Departure, Surface & Arrival Management

B1-CDO - Improved Flexibility & Efficiency in Descent Profiles (OPDs)

B1-CDO - Improved Flexibility & Efficiency in Descent Profiles (OPDs)

B1-ASEP - Increased Capacity & Flexibility through

Interval Management

B1-ASEP - Increased Capacity & Flexibility through

Interval Management

B1-ACAS – Increased Effectiveness of ground-

based Safety Nets

B1-ACAS – Increased Effectiveness of ground-

based Safety Nets

B2-SURF - Optimised surface routing and safety

benefits (A-SMGCS 3-4, ATSA-SURF IA & SVS)

B2-SURF - Optimised surface routing and safety

benefits (A-SMGCS 3-4, ATSA-SURF IA & SVS)

Many aspects of the technology roadmaps


Short-Term Deployment

Pre-SESAR work results: improve performance & pave the ground for SESAR

ESSIP Objectives supplemented by Interim Deployment Plan Focus: 7 “Activity Areas”, 2012-2014, close progress monitoring

Collaborative Flight Planning & DCB Tools Airspace Management Improvements & Data Sharing Airport CDM Air-ground Datalink Automated Assistance to Controllers for Seamless Coordination,

Transfer & Dialogue RNP Approach Continuous Descent/Climb Operations (CDO/CCO) Application

Also local efforts on system improvements & cost-efficiency

… And EUROCONTROL initiative on Centralised Services


Why do we need Centralised Services?

Europe needs to be competitive again!

a more competitive European ATM is an important enabler for a more competitive European Aviation environment

The goal to be achieved: controlled flight hour for half the cost (one controlled flight hour in the US currently costs around half of what it does in Europe) – see the US/Europe Comparison of ATM-related Operational Performance


What is a Centralised Service?

An air navigation support service or a related function.

Exercised at central European/network level, bringing significant benefits incost-effectiveness and harmonisation.

Contributing significantly to the Performance Targets of the Member States.

Supporting the implementation of SESAR developments on a central basis.

Supporting the implementation of SESAR developments to become Pan-European services.

Supporting the unbundling of ancillary services.

Enabling service providers/ATM manufacturing industry to work together to provide the service outside of the national boundaries on a pan-European level.

Allowing the implementation of market mechanisms for the centralised services following a tender process - competition for the market.

Allowing the implementation of performance based contracts between EUROCONTROL and the Service Provider.


Which are the Centralised Services?

Flight Plan and Airport Slot Consistency Service (FAS).

4D Trajectory Flight Profile Calculation for planning purposes Service (4DPP).

European Tracker Service (ETKR).

Advanced Flexible Use of Airspace Support Service (AFUAS).

European ATM Information Management Service (EAIMS).

Management of Common Network Resources Service (CNR).

Network Infrastructure Performance monitoring and analysis Service (NIPS).

Pan European Network Service (PENS).

Data Communication Service (DCS).

To be defined.


Proposals for SESAR Deployment “Pilot Common Project”

6 Main “ATM Functionalities” selected from European ATM Master Plan AF # 1: Extended AMAN and PBN In High Density TMAS AF # 2: Airport Integration and Throughput Functionalities AF # 3: Flexible Airspace Management and Free Route AF # 4: Network Collaborative Management (Flow & NOP) AF # 5: ISWIM Functionality AF # 6: Initial Trajectory Information Sharing (Towards i4D)

Projects expected to be launched in 2014


4D Trajectory Management

22


RPAS and ATM

• Integration of RPAS in the ATM is a key priority for the future ATM in Europe.

• European roadmap– R&D perspective– State of play in Europe– Regulatory framework

23


Airport Capacity – Wake Vortex Considerations

Achievements RECAT 1

European and US Regional approach US Deployment at Memphis shows benefits

Time Based Spacing (TBS) Exploits wake and wind knowledge Deployment decision at London Heathrow

Next Steps Benefit driven phased approach to deployment Static Pairwise (RECAT 2)

Proposal to ICAO for new wake separations provisions

Dynamic Pairwise (RECAT 3) Technology development on: Weather Radar, Wake detection (Lidar),

Down link of aircraft weather parameters




NextGen Today

Optimization of Airspace & Procedures in the Metroplex (OAPM) implementation of PBN procedures & airspace improvements in some

busiest US airspaces

ADS-B program: steady deployment of ground stations traffic & weather information to equipped aircraft ATC separation services at 28 TRACON facilities making use of GPS & WAAS

En Route Automation Modernization (ERAM) deployment Further development needed for Data Comm and SWIM

Operational & financial incentives: being considered for aircraft owners/operators to equip aircraft to use NextGen capabilities

Initial acceptance of a Surface Concept of Operations using CDM

(Source: NextGen Implementation Plan , 2013 Ed.)



Challenges

Sensitivity of solutions to local situations The issue is not the target but the path to it New good ideas not an exclusivity of Europe or US Buy-in to a well understood common plan is essential

Need for new interoperable standards How to get them timely, widely recognised

Need for consistent plans to mutually support individual business cases Cooperation within/across regions to optimise synchronised deployments Need for training, change management Need to validate, demonstrate

How to get there? Aircraft equipage must be the same to achieve “interoperability” How to maximise operational benefits to aircraft operators in mixed environment

Incentives, service priorities and/or regulation as appropriate

29

Data Communications:

a typical challenge area


Conclusions

One size does not fit all, But Solution involving interoperability should be implemented the same way by all Business cases are not independent, but must reflect the conditions of those

who invest and operate

Transition is complex and must be anticipated It is easier to converge when cooperating early Different starting points do not prevent aim at the same goals

Revised ICAO Global Air Navigation Plan The starter of a regular improved planning process, taking into considerations

plans from all States Regional coordination as an integral part of it


More Information

SESAR www.eurocontrol.int/content/sesar-and-research www.atmmasterplan.eu www.sesarju.eu

NextGen www.FAA.Gov/nextgen

Thank You For Your Attention

Documents

SESAR & NextGen: Goals, Current State, Initial Implementation 2nd International Conference “Integrated Modular Avionics & CNS/ATM” MAKS-2013 Air Show Bo