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Episode 3

Episode 3 EX-COM

D2.5-01 Final Report and Recommendations

Operational and Processes Feasibility

Pablo Sánchez-Escalonilla

CNS/ATM Simulation Division.- AENA

15th December 2009

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Episode 3

D2.5-01.- Operational & Processes FeasibilityApproach

Collaborative Planning Phase

Roles & Responsibilities

Key findings on the CDM Planning Processes

Supporting Tools

Execution Phase

Roles & Responsibilities

Key findings on Processes and Operational Feasibility

Supporting Tools

Small-scale prototyping and gaming exercises supported by Expert Group-Based techniques have allowed operational experts to participate in the

assessment of the SESAR CONOPS

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Episode 3

D2.5-01.- Operational & Processes FeasibilityPlanning Phase.- Exercises & Concepts

Dynamic DCB when arrival congested situations

AMANDCB when military changes its airspace reservation at short

notice

Total Airport Management Processes and the definition of the high-level AOP content

Collaborative Planning Phases

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Episode 3

D2.5-01.- Operational & Processes FeasibilityPlanning Phase (1/3)

The principle of the business management ownership and its interpretation in the context of DCB processes remains an open issue

Airspace Users claimed for trajectories changes decisions from the beginning of the DCB processesNetwork managers expose considered that business trajectories should first be determined by ATM taking into account network constraints

A New function/role could convey the civil users interests integrated within the decision-making entities: The airline Coordinator

He should always be aware of this negotiation process, but only intervenes if the problem cannot be solved through direct negotiationThis function will ensure the equity of the prioritised users

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Episode 3

D2.5-01.- Operational & Processes FeasibilityPlanning Phase (2/3)

A clear breakdown of the ATM planning processes according to the temporal scope, look-ahead time horizon and actors involved is essential

The extension of geographical ranges and temporal scopes will fundamentally shift the nature of the planning processes, and it raises many issues related to the share of responsibilities between regional, sub-regional and local actors

E.g. two ATM processes with different look-ahead time were viewed by the experts as constituent elements of the queue management concept mentioned in the CONOPS

A continuous AMAN process works mainly on airborne flights by managing accurate arrival sequences. This process is under the responsibility of the APOC/TMA managerAn upstream dynamic DCB process pre-sequences flights when a significant imbalance is detected. This process is under the responsibility of the sub-region that has the congested airport

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Episode 3

D2.5-01.- Operational & Processes FeasibilityPlanning Phase (3/3)

Automation is the answer to guarantee the equitable treatment of airspace users, and the consideration of their interests whilst maintaining the performance levels targets

The Civil Users should invest in tools to manage their business trajectory planning in reaction to ATM constraints (time and space constraints)The Sub-Regional Manager, as the final responsible to get a DCB Solution at the FAB Level, will need what-if tools to support the processesThe APOC, considered as an “agent-based” environment should provide different services such as Performance Planning Service, Monitoring and alerting Service, Decision Support Service and Analysis Service

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Episode 3

D2.5-01.- Operational & Processes Feasibility Execution Phase.- Exercises & Concepts

En-Route Environment

Reference Business Trajectory (RBT) and the Controlled Time of

Arrival (CTA)

TMA Environment

4D/time constraints (CTA) and ASAS sequencing and merging with a P-RNAV route structure

and Continuous Descent Arrival proceduresNew separation modes and

complexity management in the en-route phase.

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Episode 3

D2.5-01.- Operational & Processes FeasibilityExecution Phase (1/3)

While pilots are responsible for the 4D trajectory achievement, ATCos are tasked to facilitate the aircraft 4D trajectory (RBT and CTA when applied)

The management and adherence to an agreed trajectory is a change for today’s practices

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Episode 3

D2.5-01.- Operational & Processes FeasibilityExecution Phase (2/3)

In the En-route Phase, ATCos raised the issue of lack of predictability which caused high workload. This is due to:

The agreed trajectories can change from day to dayThe unknown and changing conflict pointsThe difficulty to manage aircraft behavior

On the other side, ATCos efficiently facilitated the aircraft 4D trajectory

Most of the aircraft followed their 2D planned trajectory and controllers’ intervention had a very limited impact of the time achievement. On the contrary, the efficient management of the lateral and time dimensions was sometimes detrimental to the vertical dimension

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Episode 3

D2.5-01.- Operational & Processes FeasibilityExecution Phase (3/3)

In the TMA environment, ATCos raised that the CTAs will allow the optimal delivery at the metering point. This will improve punctuality, predictability and stack usage

On the contrary, the concept might reduce flexibility and ATCos’ situation awareness

ATCos, having delegated spacing tasks to the cockpit, are able to better monitor the traffic evolution on the arrival streams

The ASPA S&M infringement tool enables to have a timely warning in case of infringement