WP 1: STRATEGIC FIT - Eurocontrol · WP 1: STRATEGIC FIT CONTRAT N° C1928 ... notably aircraft...

EUROCONTROL

FASTI CBA

WP 1: STRATEGIC FIT

CONTRAT N° C1928

http://www.sofreavia.fr

Sofréavia page 1 CSS/C1928/D1_FASTI_StrategicFit_10.doc 13/06/2007

http://www.sofreavia.fr/

EUROCONTROL Strategic Fit Report FASTI CBA

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DOCUMENT REVIEW

Drafted by: M. DELARCHE, B. LE FOLL,L. MAUGIS,

Date: 10/07/06

Verified by: L.MAUGIS Date: 11/07/06

Authorised by: M.DELARCHE Date: 12/07/06

DOCUMENT LOG

Version Date Description of evolution Modifications

0.A 6/4/06 Draft outline Creation

0.C 18/4/06 Draft chapters 2 & 3 Creation

0.D 15/5/06 Draft chapters 4& 5; integration of DFS commentaries

Creation, commentaries

0.E 16/5/06 Complete draft

0.F 07/6/06 Complete draft Modifications in 4

0.G 23/06/06 Modified draft after the 8 June meeting Modification in 2, 4 & 5

1.0 12/07/06 Version 1.0 following further comments from Eurocontrol

Modification in all sections

CSS/C1928/D1_FASTI_StrategicFit_10.doc 13/06/2007


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TABLE OF CONTENTS

1 INTRODUCTION.............................................................................................................................. 5

2 FASTI COMPONENTS AND THEIR ENABLERS .......................................................................... 6 2.1 MONA AND THEIR ENABLERS....................................................................................................... 6

2.1.1 MONA overview................................................................................................................. 6 2.1.2 MONA enablers ................................................................................................................. 7 2.1.3 MONA dependency diagram ............................................................................................. 8 2.1.4 MONA functions................................................................................................................. 9

2.2 SYSTEM SUPPORTED COORDINATION (SYSCO) AND ITS ENABLERS............................................ 10 2.2.1 SYSCO overview ............................................................................................................. 10 2.2.2 SYSCO enablers ............................................................................................................. 11 2.2.3 SYSCO dependency diagrams........................................................................................ 11 2.2.4 SYSCO functions............................................................................................................. 12

2.3 MEDIUM TERM CONFLICT DETECTION (MTCD) AND ITS ENABLERS .............................................. 13 2.3.1 MTCD overview ............................................................................................................... 13 2.3.2 MTCD enablers................................................................................................................ 13 2.3.3 MTCD dependency diagram............................................................................................ 14 2.3.4 MTCD functions ............................................................................................................... 15

3 OPERATIONAL ENVIRONMENTS FOR FASTI TOOLS ............................................................. 16 3.1 HIGH TRAFFIC DENSITY EN ROUTE AREAS.................................................................................... 17 3.2 MEDIUM-LOW TRAFFIC DENSITY EN ROUTE AREAS ....................................................................... 17 3.3 EXTENDED TMAS...................................................................................................................... 18

4 FORESEEN OPERATIONAL BENEFITS AND MODULATING FACTORS ................................ 20 4.1 IDENTIFICATION OF OPERATIONAL BENEFITS................................................................................ 20 4.2 EXPECTED OPERATIONAL BENEFITS IN HIGH TRAFFIC DENSITY EN ROUTE AREAS ........................... 26 4.3 EXPECTED OPERATIONAL BENEFITS FOR MEDIUM-LOW DENSITY EN ROUTE AREAS......................... 29 4.4 EXPECTED OPERATIONAL BENEFITS IN EXTENDED TMAS ............................................................. 32

5 FASTI REFERENCE DEPLOYMENT PLAN AND PLANNING OF EXPECTED BENEFITS ...... 36 5.1 SURVEILLANCE, COMMUNICATION AND NAVIGATION ENABLERS’ ROADMAPS................................... 36 5.2 FASTI BENEFITS ROADMAP....................................................................................................... 38

REFERENCE ........................................................................................................................................ 42



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ACRONYMS

ACI Area of Common Interest

ADS-B Automatic Dependent Surveillance Broadcast

ANSP Air Navigation Service Provider

ATC Air Traffic Control

ATM Air Traffic Management

ATS Air Traffic Services

CBA Cost Benefit Analysis

CPDLC Controller-Pilot Data Link Communication

DFS DFS Deutsche Flugsicherung GmbH

DST Decision Support Tool

ECAC European Civil Aviation Conference

FASTI First ATC Support Tool Implementation

FDP Flight Data Processing

FLIPSY Flight Plan Consistency

HMI Human Machine Interface

MONA MONitoring Aids

MTCD Medium Term Conflict Detection

NCW Non-Conformance Warnings

OLDI On-line Data Interchange

PPD Pilot Preferences Downlink

RNP Required Navigation Performance

SDPS Surveillance Data Processing System

SFPL System Flight Plan Processing

SPR Sector Productivity

SSR Secondary Surveillance Radar

SYSCO System Supported Co-ordination



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1 INTRODUCTION This document is the deliverable for WP1 of the FASTI CBA study conducted by Sofreavia in partnership with DFS Consulting.

The objective of this document is to address the “Strategic Fit” issues for FASTI, to provide input for the Cost-Benefit Analysis model developed in WP2. It identifies key potential benefits of the FASTI programme.

This report is structured in four main sections:

• A summary description of FASTI components and their enablers, • A description of the main types of operational environments and their respective

concepts of operation, • An analysis of the foreseen operational benefits and associated modulating factors, • A description of an overall deployment plan for FASTI, synchronised with other related

deployment plans. The material presented in this document will serve as a generic model to be consolidated later in the project through an assessment exercise conducted with two ANSPs.



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2 FASTI COMPONENTS AND THEIR ENABLERS The FASTI programme includes 3 main tools:

• The MONitoring Aids (MONA), • The System Supported Coordination (SYSCO), • The Medium Term Conflict Detector (MTCD). In this section we conduct a review of these ATC tools focusing on the technical enablers from other programmes and projects run in parallel to FASTI, and on the different types and levels of services that they are expected to provide. The goal of these descriptions is to identify key functional components of FASTI tools and to develop an understanding of operational benefits drivers.

Descriptions are intended to be applicable over the time period up to 2020, thus they assume some flexibility over current tools versions and technology used. Specifically, some discrepancies may exist with respect to current short term plans of specific FASTI tools versions. Our descriptions are intended to be slightly more generic than current technical specifications of FASTI tools concepts, so as to be applicable to different ANSPs or industry implementations of FASTI tools.

Also, as the operational use and deployment priorities for the different tools and services may somewhat vary from one operational environment to another we have developed a description of the FASTI components at a level of granularity that will allow us to subsequently identified variations in operational performance requirements and/or intermediate deployment steps.

As regards the enablers, we have put them into two main categories:

• mandatory enablers, • performance enhancing-enablers. We use a dependency diagram to show dependencies with mandatory and performance-enhancing enablers. The diagram will serve to identify tool deployment periods and to determine when tool utilisation benefits can be expected. Furthermore, the dependency diagram enables the construction of a tool deployment diagram, to identify implementation timeframes.

The likely availability dates for both FASTI components and their enablers are discussed separately in section 5.

2.1 MONA and their enablers MONA is presented as the first FASTI tool because it is an enabler for MTCD and SYSCO, which are presented in the next section.

2.1.1 MONA overview

MONA stands for MONitoring Aids. MONA is an add-on tool to the Trajectory Prediction (TP). MONA helps ATCOs to monitor all the flights under control in their Area of Responsibilities (AoR). It detects deviation from the known ground ATC system trajectories; MONA provides non-conformance trajectory alerts and reminders in order to ensure optimal or desired conformance of trajectories

MONA is also seen as an enabler for conflict detection and other advanced ATM system. Using MONA, the archived system trajectory will allow utilisation of a longer prediction horizon, operationally acceptable that will serve as a basis for or conflict detection and other system capabilities.

Figure 1, shows how Monitoring aids, trajectory prediction and ATCO work together.



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ControllerCWPHMI

Trajectory prediction

War

nings

and

rem

inder

s

Rem

inder

requ

est

New clearance data

Predicted trajectory

Trajectory data

Recalculation triggers

MONitoring Aids

ControllerCWPHMI

Trajectory prediction

War

nings

and

rem

inder

s

Rem

inder

requ

est

New clearance data

Predicted trajectory

Trajectory data

Recalculation triggers

MONitoring Aids

Figure 1. Trajectory prediction and adjustment loop

MONA is expected to be useful by itself and also an enabler for other tools. It is expected that, n future, as new technologies and services become available, MONA will follow this development.

2.1.2 MONA enablers

2.1.2.1 Mandatory enablers for MONA:

• Trajectory Predictor (TP): Trajectory predictor calculates relevant events along the flight trajectory and generates a new system trajectory based on the current flight position and performance. It is supplied by FDPS. MONA can receive trajectory information from TP in order to make a comparison with the observed aircraft trajectory. TP perform a trajectory re-calculation for MONA either automatically or on request when needed (in the case of longitudinal deviation, or on controller request/update).

• SDPS: the surveillance data processing system receives and merges the surveillance information from different sources. Currently, SSR coverage information is available. In the foreseen future (before 2020), ADS-B is expected to be a possible source of basic surveillance data (giving periodic position reports). A mix of SSR and ADS-B may be envisaged as the future composite source of surveillance information, merged together at the level of the SDPS

• Advanced HMI for on-demand display of flight plan vs. flight status details: Human Machine Interface that allows controllers to specify reminders. HMI that displays MONA warnings and reminders to controls and allows input of controller acknowledgements.

• Airspace Information Data Processing and Distribution (Environment data processing): Airspace structure, separation criteria, special use airspaces and lowest usable flight levels, letters of agreements, speed restriction data.

• FDP: the Flight Data Processing System provides MONA with current position data and actual performance characteristics of a flight. It allows MONA asses to more general flight data information.

2.1.2.2 Performance-enhancing enablers for MONA:

• Advanced Trajectory Predictor (TP). Trajectory predictor will evaluate and its improvement of performance will lead to the enhancement of MONA capabilities.

• MODE-S, ADS-B: These technologies will provide enhanced surveillance, additional flight data, notably aircraft status parameters and short term flight intent.which is of interest for enhancing MONA performance in certain situations, in particular when monitoring vertical evolutions or non rectilinear trajectories,

• FDPS : enhanced Flight Data Processing System. The foreseen interoperability in flight data processing is on its road; iTEC/eFDP and CoFlight (eFDP/FI) are two European projects leading to the new FDPS systems.



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2.1.3 MONA dependency diagram

MONA Level 1 is the basic performance level for MONA. This level of MONA gives conformance monitoring only.

Conformance monitoring provides a warning in the case of vertical and/or lateral divergence from the system ground trajectory. This performance level of MONA can be deployed in all ATC environments. The dependency diagram is given in Figure 2.

MONA Level 1Conformance monitoring

without Reminders

Trajectory predictor HMI

FDP SDPS

SSR ADS-B

RNPx


without Reminders


FDP SDPS

SSR ADS-B

RNPx

Figure 2. MONA Level 1

MONA Level 2 is the higher performance level for MONA. MONA provides ATCO with both, conformance monitoring and reminders. This level of MONA is expected to provide performance enhancement.

Reminders are required to support ATC for very advanced complexity areas. The performance of MONA is expected to be significantly improved with enhanced surveillance (Enhanced surveillance is the technology driver, but needs to be blended in ATCO level support tools to be most effective).



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with Reminders


FDP SDPS

SSR ADS-B

RNP1

Enhanced surveillance

MODE S ADS-B

Mandatory enablers

Performance-enhancing enablers


with Reminders


FDP SDPS

SSR ADS-B

RNP1

Enhanced surveillance

MODE S ADS-B

Mandatory enablers


Mandatory enablers


Figure 3. MONA Level 2

2.1.4 MONA functions As stated in Reference [1]: “The monitoring aids provide a diverse set of functions derived from the comparison of the aircraft state vector against the trajectory and clearances for the purpose of:

• Increasing the accuracy of the trajectory; • Warning the controller of deviation from the current clearance; • Reminding the controller of clearances to be issued.” The behaviour of MONA depends on settings and configuration parameters which are controlled through HMI. The tool supervisor may issue control messages which will allow the change of warning parameters for non-conformance warnings, lead time before issuing reminder or persistence of remainders after acknowledgement.

Different parameters sets will be associated with different airspace regions and/or sector.

MONA criteria parameters are taken form Reference [2].

“Monitoring criteria parameter is a system parameter that is determined at generation time in order to condition the behaviour of MONA. It consists of the following items:

• Cleared level deviation threshold; • Lateral deviation threshold; • Longitudinal deviation threshold; • Potential level bust threshold; • Reminder lead time; • Reminder removal interval; • Speed deviation threshold; • Vertical altitude deviation threshold”.

For the monitoring criteria parameters, two principal functions of MONitoring Aids (MONA) can be distinguished:

• Conformance monitoring (warnings or trajectory recalculation) and



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• Reminders.

Conformance monitoring

Conformance monitoring consists in comparing the current flight data with the system trajectory. Monitoring can be:

• Lateral for the deviation laterally, • Vertical for the purpose to refine vertical profile and • Longitudinal for the purpose to refine the time estimates over route points according to

actual flight performance.

In order to monitor the conformance lateral, longitudinal and vertical conformance bounds are constructed around each trajectory position in order to define acceptable tolerances. Examples of parameters for the MONA trajectory conformance bounds are following ones according to Reference [1]: • Lateral Conformance Bound is set at 1.5 Nm either side of the predicted position. • Vertical Conformance Bound is limited to +/-200ft. This vertical conformance bound is

applied during climb, descant phase and cruise phase of the flight. • Longitudinal Conformance Bounds (for example +/-1.5Nm). According to the defined limitations of conformance and if a deviation of aircraft is detected, MONA will: • Either automatically trigger the trajectory recalculation process or, • Provide data to the HMI to warn the controller. In the case of lateral deviation, vertical deviation in the cruise phase of flight and vertical deviation in climb/descent phase +/-200ft, MONA will provide the controller with warnings and there will be no update of the trajectory.

A recalculation process is triggered in the case of longitudinal deviation and when vertical deviation in climb/descent phase of flight is

Reminders

MONA provides reminders to ATCOs, via messages on the HMI that serve to remind them of previously planned actions. Reminders can be general and specific. The commonly used are ones which remind the controller(s) of:

• Change of control frequency, • Manual co-ordination (this reminder is used in cases where the SYSCO functionality can

not be used), • Start of manoeuvre and, • Area (restricted, forbidden) ,

The controller can define specific reminder which will be useful for his work.

2.2 SYstem Supported Coordination (SYSCO) and its enablers

2.2.1 SYSCO overview

The concept of SYSCO is the provision of systems and the development of procedures to to automatically electronically co-ordinate and transfer flights in sectors of an ATS unit or between adjacent ATS units, based on a shared set of flight data. SYSCO exists as a passive means of communication.

The coordination and transfer dialogue was originally defined as SYSCO Level 1, and has since been incorporated in the OLDI standard as the dialogue procedure.

The SYSCO concept was intended to address all coordination scenarios that were likely to occur within the “ECAC core area”.



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The integrated coordination concept was defined as SYSCO Level 2. It will permit delivery of conflict free flights at boundary crossing points. This concept addresses the integration of the ATC units involved. Each partner in the process will have a complete and consistent view of the situation (including conflict information in the Area of Common Interest1 (ACI). Where required, ACIs may overlap to solve the lack of provision for co-ordinations involving multiple partners.

2.2.2 SYSCO enablers

2.2.2.1 Mandatory enablers for SYSCO:

• OLDI (ground messaging application and protocols): The OLDI protocol with defined ADEXP format for on-line message exchange is necessary for SYSCO implementation. OLDI also provides facilities for early transfer of the voice communications and dialogue facility for the application of tactical conditions (level, heading/direct, speed or climb/descent rate).

• HMI for silent “shoot & assume”: a provision of an electronic dialogue facility located at the Control Working Position. This facility is a simple bi-directional electronic messaging system that replaces telephone dialogue.

2.2.2.2 Performance-enhancing enablers for SYSCO:

• Electronic FDPS (stripless interface): Flight plan, co-ordination data (conditions and agreements) and communication status are known to the system; hence this information can be made available to the controller and be represented on screen. As a result of more data being available on screen, the dependency on strips for flight planning, in effect, decreases.

• MONA - Flight status monitoring tools: Monitoring aids warn the controller about trajectory non-conformances what contribute in preparing a flight for co-ordination and transfer (transferability in terms of e.g. FL and speed stability, longitudinal separation).

2.2.3 SYSCO dependency diagrams

2.2.3.1 SYSCO Level 1: intra-ATS Unit and inter ATS Unit coordination

SYSCO Level 1 relies on OLDI. SYSCO presents a passive mean to communicate in the cases when automatic co-ordination and transfer is in accord with settled agreements. SYSCO Level 1 can be used for intra-ATSU and inter-ATSU co-ordination and transfer. New interface will support this automation.

The dependency diagram for SYSCO Level 1 is given on Figure 4.

SYSCO Level 1

Electronic messaging facility

Advanced HMI OLDI/ADEXP

Figure 4. SYSCO Level 1

1 The ACI is that part of neighboring ATC units’ airspace which is of interest for co-ordination. The ACI represents the geographical reference containing all traffic which may have an immediate effect on or is immediately affected by transfers.



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Automated co-ordination and transfer will permit planning co-ordination. SYSCO will enable the controller to electronically propose / counter propose / accept / reject inter sector and inter centre entry/exit conditions, thus greatly reducing the need for telephone communication.

2.2.3.2 SYSCO Level 2 inter-ATSU coordination in area of common interest

The application of SYSCO 2 is described in (Reference 3) as follows:

“In the environment for which SYSCO Level 2 has been developed, the ATC scenario in the field of co-ordination and transfer can be composed of any combination of at least the following elements:

• Transfers across horizontal or vertical boundaries; • Aircraft climbing, descending or in level flight during the co-ordination and/or during the

transfer phase; • Route crossing points close to unit boundaries; • Aircraft changing route during the co-ordination and/or during the transfer phase; • Transfers involving more than two co-ordination partners; • Holding patterns affecting co-ordination and transfer; • Airspace status and/or structure changes affecting co-ordination and transfer; • Random routes and ATS routes.” SYSCO level 2 which is intended to be used in the wider area will need the support of FASTI tools like MONA. This environment will demand support of other tools, like MONA which will provide non-conformance warnings and Reminders (of actions to be done). Trajectory conformance monitoring aims at flight data synchronisation before the co-ordination starts. Further, MONA provides reminders which are useful in very advanced complexity areas.

The dependency diagram for SYSCO Level 2 is given on Figure 5.

Mandatory

Performance-enhancing

SYSCO Level 2

Electronic messaging facility

Advanced HMI OLDI/ADEXP MONA

Figure 5. SYSCO Level 2

2.2.4 SYSCO functions

Three main functions of SYSCO tools have been identified:

• Notification is the action which notifies the flight before the initial co-ordination in order to ensure that the receiving ATS Unit has information about flight object of co-ordination. Significant changes like a change to the route, level of flight are also notified to the receiving ATS Unit



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• adjacent sector/system. When exit/entry conditions are bilaterally

• ion. SYSCO allows pertinent dialogue for the transfer of aircraft. Transfer is

2.3 Medium nflict Detection (MTCD) and its enablers

2.3.1

ction is a planning tool, part of the larger ATC system. MTCD is ntrollers in identifying aircraft in potential conflict related problems

(Reference 5).

ta

Taylored human machine

2.3.2

r MTCD

• equires an accurate Trajectory Predictor (TP). For equires flight plan information and controller updates

• conflict detection process. Only

• esent conflict details.

are pre-requisite information for MTCD..

Co-ordination is automated by permitting the system to communicate exit/entry conditions with the agreed, transmission and acceptance are automatic. SYSCO enable the automation of transparent routine co-ordination in the case of standard conditions, and to allow the use of an apparent passive communication means in the case of non-standard co-ordination. Transfer is assisted by permitting systems to exchange information regarding aircraft's communicatcarried out using messages which are used to automatically indicate to the adjacent sector when an aircraft has been instructed to transfer and when an aircraft has been assumed.

Term CoThe Medium Term Conflict Detection tool is presented below.

MTCD overview

Medium Term Conflict Deteexpected to support cowithin a typical detection horizon of 0 to 20 minutes (Reference 5). MTCD shall identify conflicts between all flights for which the system trajectory is available.

MTCD is intended to be used for cruise, climb and descent phase of flight. It may cover arrival and departure phases of flight but with different separation criteria

MTCD calculations are based on (known) ground system trajectories, flight plan data and aircraft data. In addition to trajectory data, MTCD requires Airspace Information DaProcessing and Distribution (area of operation, lowest usable flight levels, separation criteria, list of airspaces in which different separation criteria apply, list of special use airspaces, parallel ATS routes, and aircraft performance data).

MTCD is composed of a set of tools, providing graphical representation of present and future traffic situations, aircraft problems and airspace problems. interface provides a geographic and temporal picture of a conflict and permits planning/visualisation of a solution.

MTCD enablers

2.3.2.1 Mandatory enablers fo

Trajectory Predictor: MTCD raccurate prediction the TP rregarding clearances and routings as they are issued. This is critical if the system is to continue to provide timely accurate information. This requirement thus imposes the need for flight plan intent to be maintained by the controller. Flight status monitoring tool: It is necessary to provide a monitoring tool which will keep track of status for flights that are included in theflights which are known to follow their ground ATC system trajectories (synchronisation between predicted and real position) can be relevant for conflict detection. In other words, if a flight plan is known to be not up to date (change of course, direct routeing, etc), there is limited benefits to include the flight in a medium term conflict detection as false alarms are likely to be triggered, and actual conflicts to remain undetected, both undermining ATCO confidence in MTCD tools. Advanced HMI: an advanced interface has to be developed to support all functionalities of MTCD. MTCD will use enhanced displays to pr

• Airspace Information Data Processing and Distribution: Airspace structure, separation criteria, special use airspaces and lowest usable flight levels



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2.3.2.2 rf

• redictions): Conflict detection based on trajectory is only useful

and reliable if flights closely follow the on-board FMS predicted trajectory. The ries is improved by use of the MONitoring

•

2.3.3 MTC

The

iagram A and

enhanced surveillance. Enhanced surveillance and MONA, as enablers, will contribute to more advanced trajectory predicti onflict detection.

Pe ormance-enhancing enablers for MTCD

MONA (MTCD-fed deviation alerts increasing the responsiveness in terms of recalculation of conflict p

conformance of aircraft to predicted trajectotool. MONA detects a trajectory non-conformance and triggers a trajectory recalculation. To achieve reliable results, the MTCD uncertainty areas and the deviation thresholds, at which MONA will invoke a re-calculation, should be compatible and tuned to each other. MODE S and ADS-B: Enhanced surveillance will contribute to increase the controller situational awareness as more reliable short term intent will be known to the ground system. Improvement in surveillance may even lead to a reduction of a separation between aircraft and in reduction of uncertainty areas used by MTCD. (When aircraft intent is known, ATCO trust in aircraft trajectories can grow stronger, and this allow for safer and/or reduced actual separations).

D dependency diagram

first dependency diagram presents dependencies upon mandatory enablers, Figure 6.

Basic MTCD

Basic Trajectory Predictor

Figure 6. Basic MTCD

The dependency diagram for the advanced MTCD is given on Figure 7. The dshows that enablers which enhance the performance of the MTCD tool are MON

on, thus to improved MTCD c

HMI

FDPS SDPS ADS-B

Basic Position report

SSR RNPx



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Advanced MTCD

Advanced Trajectory Predictor HMI

MONA Flight plan Correlation

FDP

Enhanced surveillance processes

MODE S ADS-B

SSR

SDPS

ADS-BBasic Position Report

RNP1

Mandatory enablers


Advanced MTCD

Advanced Trajectory Predictor HMI

MONA Flight plan Correlation

FDP

Enhanced surveillance processes

MODE S ADS-B

SSR

SDPS

ADS-BBasic Position Report

RNP1

Mandatory enablers


Mandatory enablers


Figure 7. Advanced MTCD

2.3.4 MTCD functions

Two main functions of medium term conflict detection tool are:

• Problem identification and • Conflict detection and solution planning. The behaviour of MTCD is detailed in Reference 5:

“Operational behaviour of MTCD is tuned by several configuration parameters. Configuration parameters are:

• Prediction horizons • Uncertainty areas • Minimum notification time • MTCD separation criteria (conflict detection quality) • Maximum time between two detection calculation for all conflict types of the same flight

(for one source trajectory, system or tentative); cycle time. Values for these parameters have to be set and maintained by a supervisor. Controllers can influence MTCD operational behaviour by excluding or re-including individual flights from conflict detection calculations.”

Consistence and precision of MTCD results depend on prediction horizon and quality of available input data. Prediction horizon depends on MTCD application and operational context.

MTCD configuration parameters, such as uncertainty areas buffers, vary with airspace context, phases of flight and navigation capabilities.



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3 OPERATIONAL ENVIRONMENTS FOR FASTI TOOLS Operational environments correspond here to airspace configurations with their traffic and other complex characteristics. Difference and similarity between airspace environments can be described using complexity indicators, as for example in the report (Reference 19) of the Perfomance Review Commission. ANSPs can be ranked (figure 8 below) according to a complexity score which correspond to a single metric incorporating traffic density, traffic in evolution, flow structure and traffic mix (Reference 19)

High density

Medium density Low density

High density

Medium density Low density

Figure 8: Rank of ANSP by Complexity Score (source PRC 2006)

In this report, we broadly classify ANSP into three classes of operational environments in which FASTI tools are expected to support and enhance ATC capacity, safety and efficiency. The choice of these environments is made in order to better distinguish different types of operational benefits.,

These environments are:

• En-route high density

• En-route medium-low density

• Extended terminal areas

The high density traffic en-route area corresponds to ANSPs with highest complexity scores as presented in Figure 8. The medium-low density en-route area corresponds to the ANSPs with lower complexity score (second and third set of ANSPs according to the PRU categorisation shown above). However, we feel that the application of our analysis of certain FASTI potential benefits in low density environments should be limited to those areas that are directly adjacent to high and medium-high density airspace (e.g. IAA which is adjacent to NATS, or Albania which is adjacent to ENAV) since we are not sure that the network effect is really significant at the remote periphery of the European airspace (e.g. the relevance of the network effect in Moldova or Ukraine seems unclear.) .

The third environment we consider is the extended TMA where FASTI tools MONA and SYSCO are expected to bring significant benefits.

For each of these operational environments, we describe both their salient common features and operational differences that may lead to the identification of significant modulating factors in the next section.

The time frame under consideration is 2005 – 2020 for these operational environments.



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3.1 High traffic density en route areas This type of airspace environment corresponds to the core European airspace, which broadly covers 20% of the total European airspace, but which generates 80% of en-route regulations and bottlenecks. Again, the definitions and features below correspond broadly to the first set of ANSPs under the Complexity classification of the Performance Review Commission (Reference 19).

The foreseen characteristics are:

• Communication: data link capabilities • Navigation : Area Navigation based on RNPx (typically RNP-5 then RNP-1 for en route,

RNP-1 then less for TMA) • Surveillance : enhanced surveillance (from Mode S or ADS-B) • Type of traffic: IFR • Traffic level: very high volume of traffic • Complexity: Multiple conflict points, possibly traffic in vertical evolution • No VFR/IFR Interactions • E-TMA (final en route) lower airspace / en route upper airspace • Airspace organisation: small sectors that limit ATCOs aircraft separation capabilities,

special use airspace which constrains route network design and ATCO working methods.

• Operational separation: 5 Nm / 1 000 feet • Co-ordination requirements:

Inter ATS separation - Intra ANSP/FAB : 8-10 Nm Inter ATS separation - Inter ANSP/FAB : 10 Nm Silent radar transfer procedures: 15Nm

Several principal variant of en route high traffic density areas can be distinguished regarding:

• Route density and available airspace • Traffic type (stable/traffic in evolution) • Definition of airspace (flight levels) • Proximity of hubs etc. Identified variant in en route environment gives sensitivity factors for estimation of benefits of FASTI tools. The foreseen deployment of FASTI tools in the high density en-route areas (with parameters set in respect of the above characteristics) is as follows:

• SYSCO Level 2: is required for the advanced traffic complexity. • Basic and Advanced MTCD: conflict detection when operational separation is 5 Nm /

1 000 feet can be assured by a basic MTCD performance level. Deployment of the advanced MTCD (improved by Flight plan correlation and enhanced surveillance) will be beneficial.

• MONA Level 1 and 2: when operational separation is 5 Nm / 1 000 feet, the conformance monitoring can be assured by MONA performance level 1. Level 2 is required in very high complexity areas.

3.2 Medium-low traffic density en route areas In this type of airspace environment, which covers more than half the European airspace, large volumes of traffic are handled, but usually with more space is available to ATCOs to maintain aircraft separation than in the core area..

The foreseen characteristics are:



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• Communication: no CPDLC • Surveillance: Basic Surveillance (limited intent information, based on radar,

multilateration or possibly ADS) • Navigation: Area navigation, RNP 5 • Type of traffic: IFR • Traffic level: high volume of traffic • Complexity: limited conflict points, moderate traffic in vertical evolution • No VFR/IFR Interactions • Lower airspace / upper airspace • Airspace organisation: large sectors, non critical special use airspace areas • Operational separation: 5 Nm / 1 000 feet • Co-ordination requirements:

Inter ATS separation - Intra ANSP/FAB : 8-10 Nm Inter ATS separation - Inter ANSP/FAB : 10 Nm Silent radar transfer procedures: none or 15 Nm Interfaces with oceanic, continental central Europe, or MID/AFI ICAO zone

Several principal variant of en route medium-low traffic density areas can be distinguished regarding:

• Route density and available airspace • Traffic type (evolutive traffic) • Variable speed of aircraft • Proximity of hubs Identified variant in environment gives sensitivity parameters for estimation of modulating benefits of FASTI tools. The foreseen deployment of FASTI tools in the medium-low density en route areas is:

• SYSCO Level 1 and 2: SYSCO level 1 is required in the medium-low en route areas where complexity of traffic is medium-low. Level 2 is required in the situations listed in 2.2.3.2.when distinguished inter-ATSU coordination.

• Basic and Advanced MTCD: conflict detection when operational separation is 5 Nm / 1 000 feet can be assured by this performance level. Deployment of the advanced MTCD (improved by Flight plan correlation and enhanced surveillance) will be beneficial.

• MONA Level 1: when operational separation is 5 Nm / 1 000 feet, the conformance monitoring can be assured by performance level 1.

3.3 Extended TMAs Currently FASTI tools are expected to help to the controllers in the en-route areas. But, looking in future up to 2020, MONA and SYSCO are expected to have potential benefits in the extended TMA, at least at the interface between en-route and approach areas. Therefore, to cover all major potential benefits, this operational environment is considered.

Extended TMA presents areas of radius 80 Nm or more that comprise airport systems with more than 4 runways systems (Major European airports, such as London, Paris, Madrid, Rome, Frankfurt, Amsterdam)

Separation requirement: 3 Nm, possibly less (final approach)

Extended TMA are characterised by the following airspace requirements:

• Heavy use in specific situations of Holding Stack • Heavy use of radar merging areas for merging and sequencing • Use of arrival manager tools



Sofréavia page 19

• Pressure to make best use of constrained airport runway capacity Variations of these environments can be developed for each identified variable.

The foreseen deployment of FASTI tools in extended TMA is:

• SYSCO Level 1: SYSCO level 1 is required in the extended TMA. • Advanced MTCD: Deployment of the advanced MTCD (improved by Flight plan

correlation and enhanced surveillance) will be beneficial in this area. • MONA Level 1: conformance monitoring in extended TMA can be provided with MONA

level 1.



Sofréavia page 20

4 FORESEEN OPERATIONAL BENEFITS AND MODULATING FACTORS FASTI tools are expected to support and enhance Air Traffic Control. In this section we present a set of potential operational benefits of FASTI tools. Identified benefits are characterised for each operational environment, and are assessed qualitatively.

Our approach to identify and estimate expected benefits of FASTI tools is operation oriented, with a description of benefits arising from improved ATC operations, in each specific context, and in this respect it is different from athe previous preliminary CBA study on FASTI.

Our objective is to describe how the set of FASTI tools contribute to air traffic management, by addressing the type and qualitative levels of benefits for each FASTI tool and their combinations.

For the purpose of this qualitative analysis of potential benefits, the three main classes of operational environments evoked in the preceding chapter have been chosen, for which a summary table is provided with a detailed description. We also present estimated gains for a local and regional tools implementation (which will be described in more detail below). For each environment, expected benefits are supported by justification arguments.

The following key points can be made from the qualitative analysis of benefits:

• The main benefits of FASTI tools arise from ATM network wide implementation, and are therefore indirect, becoming key contributions to other ATM/CNS programmes; • The main source of operational benefits is as an enabler of airspace management optimisation; • FASTI is a key ATM contribution required to deliver full benefits from CNS improvement programmes. It will allow ATCOs to build up confidence in the ATM system and to become thus more efficient, • The expected benefits are most significant at the regional level, with multiple ATS units involved; • FASTI tools HMI permit operational gains from different technologies ; • While a previous study identified significant potential impact on ANSPs staffing levels,

staffing levels we urge caution in that area: given current staffing practices in ANSPs and the limited direct impact of FASTI tools on sector productivity we do not expect that type of benefit to be really significant.

When applicable, we also identify modulating factors depending on the environment characteristics, traffic patterns and tool performance levels.

4.1 Identification of operational benefits The identified potential operational benefits of FASTI tools are capacity and delay gains, safety gains and flight efficiency gains. Table 4.1 presents generic types of benefits and theirs sources.



Sofréavia page 21

Domain Benefits come from:Optimised airspace organisation New routes / sector structure

Air traffic flow management

Reduced ATFM delaysReduced nb of regulated flightsReduced transfer separation standardReduced controller workload - communicationReduced controller workload - monitoringReduced controller workload - detection and conflict resolutionOptimised transferRoute length reduction (direct routes)Vertical profile management

Enhanced monitoring Improved situational awarenessController workload reduction Reduction of ground to ground voice communicationReduction of pilot/controller voice communication

Capacity and delays

Sector productivity (direct impact of FASTI tools)

Flight efficiency

Safety Sector productivity

Table 4.1 Generic types of benefits

The main source of capacity gains lies in enhanced air traffic management and airspace management, specifically with the creation of new routes and improved sector productivity. Source for Figure 9 is PRU 2005 (Reference 20) where the route network over Europe is presented for Tuesday 24 May 2005 between 8-10h TU.

Figure 9. Traffic flows over Europe (Reference 20)

A brief analysis of Figure 9 provides some insight on how the European air route network can be improved: the current route network is currently mainly composed of multiple twin parallel unidirectional route systems (in opposite directions), with limited routeing choice for a given city pair and with some significant route lengthening penalisation in the core area (few direct routes). Parallel routes are rather largely spaced (base on B-RNAV), and constrained by special use airspace (mostly military airspace).

Therefore, a first argument is that with the deployment of FASTI tools; new routes could be introduced, more closely spaced, providing more spreading of traffic; hence acapacity increase of the ATM wide system. Note that this is not the direct impact of FASTI



Sofréavia page 22

on a given sector. While not an airspace management feature, FASTI can critically contribute to enhance the confidence that ATCOs place in the ATM system; it can allow them to safely optimise their resources. As ATCO support tools, FASTI is a key ATM component needed to deliver the benefits expected from the communication, navigation, surveillance (CNS) domains. It can be argued that others CNS programmes (enhanced surveillance, RNP-1, other technology) cannot truly deliver all their potential benefits without tools like FASTI. FASTI is a key ATM component of the ATM/CNS equation.

Sector productivity is thus expected to be improved through the reduction of separation and controller workload and reduction of voice communications.

A second argument for network-wide capacity gains is that transfers between adjacent sectors and most importantly between adjacent ATS units can be dramatically improved with FASTI tools, enabling reduced separation and higher throughput gains per route. This increases route capacity utilisation.

Figure 10 illustrates common situations of transfers between two adjacent ATS units in high traffic density area, in which aircraft are placed on parallel routes for which silent transfers can be achieved.

In order to obtain capacity gains, new routes are needed, possibly more closely spaced to avoid waste of scarce airspace resources. Therefore, the interface between ATS units can usefully be supported with FASTI tools, especially with MONA and SYSCO. FASTI tools would allow silent radar transfers to safely take place on close parallel routes. MONA facilitates traffic monitoring task and SYSCO helps the controller coordinate and transfer flights.

A key potential benefits of FASTI is to reduce inter sector and inter ATS units workload, to provide safer and more efficient transfer conditions, and possibly to reduce operational separations, that are lower than currently practiced between aircraft at transfer points. Indeed, real transfer separation standards are generally higher than the 5NM / 3NM standard radar separation minima, and are set out in Letters of Agreement between ATS units. Transfer separations are generally between 10Nm and 15Nm when aircraft situations prohibit silent radar transfers, which require at least 15 Nm separations in the absence of telephone coordination. Such transfer separation minima (10 Nm – 15 Nm) become de facto the overall separation standard as ATCO have no incentive to go for intra-ATSU spacing at 5 Nm, when they need to apply 10 Nm or 15 Nm for inter-ATSU transfers. In fact, at network level, the 5 Nm standard is used for the management of crossing trajectories, but it does not govern throughput along the routes.

With FASTI tools, it might be possible to achieve 5 Nm to 10 Nm separations for transfers without telephone co-ordination (instead of 15 Nm) with System Supported coordination. That yields a potential 30% capacity benefits per route. Furthermore, more predictable air traffic with enhanced surveillance and automated transfers open the possibility to reduce longitudinal separation and lateral route separation, thus to add new routes, and to increase route capacity. However, for the same reason why it would have been useless to implement RVSM in a single ACC of the core area because of the transitions from/to this airspace, such benefits from FASTI can be obtained only with smooth traffic transitions between ATS units achieved at European wide level or at least at the level of a large enough group of adjacent ATS units. A high throughput along a route is achieved when the traffic received on a sector and handed over to the next is provided with reduced separations.

It is our opinion that enhanced CNS technology (RNP1, enhanced surveillance, advanced FDPS) cannot by themselves provide the level of confidence that ATCOs require to safely allow tighter inter-ATSU aircraft separations. ATCO support tools and interfaces, are indeed critical enablers at the interface between ATS units.



Sofréavia page 23

Figure 10. Extended TMA transfers (ATS units transfer)

Reduction of aircraft separation must be seen as the main source of capacity benefits. The importance of cross border effect is referred to here as a network effect. This aspect is especially important in terms of inter-ATSU separation reduction within and around the Core Area. Use of FASTI tools, particularly SYSCO and MONA, in wide areas will make it easier to add new routes and/or to optimise existing ones.

Regarding capacity gains, it is interesting to underline some tradeoffs in the way these capacity gains can be used. They can be apportioned between delay reduction and / or throughput increase (see Figure 11). The figure reflects current sensitivity trade-offs between capacity and delay (1%Capacity or 10% Delay reduction).



Sofréavia page 24

Capacity

Delay

ATM Improvement

Choice of Benefits

With FASTI

Capacity

Delay

ATM Improvement

Choice of Benefits

With FASTI

Figure 11. Choice of benefits with ATM improvements (capacity or delay)

The same type of relations can be identified between capacity and safety (in ATM, everything qualifies as safety enabler).

For the purpose of this work, ATM system capacity gain is estimated qualitatively, to reflect enhanced performance of the overall ATM system achieved with the deployment of FAST tools.

Reduction in ATCO workload comes from SYSCO, MONA and MTCD. Controller communication workload shall be reduced with use of SYSCO which allow automated transfer and facilitate coordination. SYSCO will also reduce number of voice communications making, where possible, more and more place to silent transfer and coordination. Optimisation of transfer will improve flight efficiency.

MONA should bring benefits through reduction of a controller monitoring workload. In order to be accepted as a support tool by the controllers, MONA has to be supplied with consistent and coherent data which can come from enhanced surveillance. Then, relying on the MONA warnings and reminders the controller will spend less time for monitoring task. The use of this kind of MONA will improve aircraft identification, enhance situational awareness of the controller thus add values to the safety. Furthermore, MONA will facilitate a vertical profile management and permit route length reduction improving the flight efficiency. Again, here, the benefits of a CNS technology can only be fully delivered with an ATM support tools like FASTI.

In contrast, MTCD is expected to bring comparatively fewer benefits, especially without enhancements from data links. Today’s uncertainty about departure times (a significant chunk of aircraft do not depart within the very large 15 minutes window; departure times are know with errors of several minutes, not seconds which would be necessary), is likely to create false alarm problems of the tool around main hubs which are in the time horizon of the MTCD. Advanced data-link application permitting more accurate data (synchronisation) may become a key enhancer of MTCD performances by reducing the extent of en route airspace potentially affected by departure uncertainty. The added value from MTCD is foreseen in safely managing increased traffic.

In order to quantify listed benefits, Table 4.2 describes adapted ranges for expected benefits.

Qualitative benefits

Range (capacity)

Range (flight time)

Low 5% - 15% 0s - 5sModerate 15% - 20% 5s - 10s Medium 30% - 40% 10s - 20sHigh 40% - 70% 20s - 30sHighest 70% - 100% 30s - 40s

Table 4.2 Ranges of Qualitative benefits



Sofréavia page 25

Improvements in flight efficiency can be measurable with flight time reduction. Table 4.2 describes qualitative benefits in flight efficiency (third column).

The potential benefits are estimated at a local and regional level. Local level assumes deployment of FASTI tools in one ATS unit. Estimation of potential gains on regional level corresponds to the deployment of FASTI tools at several ATS units. Figures 12 and 13 give scheme of each level.

Potential local benefits are evaluated for one Air Traffic Service Unit (ATSU) with several sectors (sectors B, C) (Figure 12). At this level, the impact of FASTI tools is evaluated at the level of sectors B or C, or both, without considering neighbouring ATS units, without changing the interfaces with neighbouring ATS units, without changing transfer separation standards and route throughout. No new routes are planned.

A

B

C

Single ATSU

A

B

C

Single ATSU

Figure 12. Local level: Single ATS Unit with multiple sectors

Figure 13 presents two ATS units with neighbouring sectors. At this regional level, the impact of the set of tools is assessed, taking into account the benefits of creating new closely spaced routes, acceptable to ATCOs with appropriate support tools. With FASTI tools, such interface can be very effective in delivering capacity: routes can be close with system support monitoring aids, conflict detection, and route capacity optimised by reduced aircraft separations during transfer as a result of system supported coordination. It is argued that capacity gains are an order of magnitude higher in such configurations, when the two ATS Unit implement together inter-operable FASTI tools. The benefits of a regional level implementation of FASTI tools, at neighbouring ATS units, have potentially a network wide impact on capacity: more air routes, more throughput per route.

ATS1

ATS2

A

B C D

ATS1

ATS2

A

B C D

Figure 13. Regional level: multiple ATS Units. Optimised interfaces

Again, it shall be clear that FASTI is a key ATM component to deliver benefits from advances in Communications, Navigation and Surveillance.

Potential benefits in the extended TMA are not evaluated on the regional level.



Sofréavia page 26

4.2 Expected operational benefits in high traffic density en route areas Potential capacity/delay gains, flight efficiency gains and safety gains expected from the FASTI tools deployment in high traffic density en route areas are described in Table 4.3.

These have been derived using interviews with SOFREAVIA operational experts who have been involved in capacity and business planning projects for a wide range of ANSPs worldwide (10 years of capacity studies in France, including the reorganisation of Paris ATS units, the implementation of the new Nattenheim NEON organisation for 5 European states, the cost efficiency study of Maastricht UAC and its neighbours), as well as concept evaluation studies for Eurocontrol and the Commission), and who have also a long experience in ATCO support tools assessment. While the argument is primarily based on expert judgment, it seeks to provide some insight to actual sources of potential benefits.

Supporting evidence can primarily be found in Eurocontrol performance review reports such as in (Reference 21, Reference 18), business plans and capacity plans of ANSPs, Manual of Air Traffic Services of ATS units (for transfer conditions) and ICAO airspace planning groups.

Capacity gains

Utilisations of MTCD, MONitoring Aids and SYSCO in high density en route areas have a direct and indirect impact on capacity.

Potential capacity gain is firstly due to the direct tools impact on a sector productivity improvement. Secondly, the gain is due to the indirect impact of tools throughout optimised airspace organisation and air traffic flow management (reduced ATFM delays and number of regulated flights).

Direct impact

We argue that the sector productivity will be improved as actual transfer separation minima are progressively reduced and as ATCO workload is reduced.

SYSCO tool permits to improve communication and transfer inter and intra ATS Unit. At a local level, where individual ATSU operates, the SYSCO tool has very high impact on transfer procedures. It permits optimisation of transfer separation criteria. The potential reduction of the transfer separation minimum provides low gain in capacity. As noted before, this benefit can be expected after 2010, when advanced HMI is developed and flight data processing improved. On the contrary, at the regional level, with multiple ATS Units, the impact of SYSCO deployment in synergy with MONA is higher, bringing significant network level capacity gains.

At a local level (one or two sectors in a given ATS unit), the use of SYSCO is expected to have a moderate contribution in the reduction of the controller communication workload. At the regional level (with multiple ATS units using FASTI tools) however, FASTI tools have a medium impact on capacity gains as a result of controller workload reduction. (The impact is qualified as low and not medium because benefits are comparatively much lower than with airspace management taken into account. See next item, indirect impact)

Monitoring aids facilitates the controller monitoring task. MONA utilisation brings also a capacity gain through the reduction of controller workload. At the local level, the impact of MONA utilisation, in high density en route area, is low comparing to the possible benefits of MONA for optimised airspace organisation where it would make easier to add new routes.

In synergy with MTCD and SYSCO, the impact of MONA on the capacity gain is higher at the regional level.

MTCD utilisation will add in capacity gain through reduction of controller workload for conflict detection. These benefits are expected to be relatively low, as ATCOs are already very efficient at performing this task: when a conflict is detected, its resolution is rapidly decided.



Sofréavia page 27

Indirect impact

Utilisation of monitoring aids and support of medium term conflict detection has a higher indirect impact on airspace management and thus capacity. Utilisation of new, tight, air route structures and flexible use of existing route network, where support of MONA, SYSCO and MTCD is provided, is expected to give moderate capacity gain on at a local level. On the other hand, at a regional level, with multiple ATS units, the impact of FASTI tools on the capacity can be very high. The foreseen potential network level gains in capacity are estimated to be medium. Air route networks are very difficult to change, and thus changes occur over several years (at least 5 years).

Utilizations of MONA and MTCD have low impact on a delay reduction in high density en route areas. The benefits delivered through the provision of additional capacity will firstly result in the avoidance of flight delays. Depending on a local area, the benefits produced by the delay reduction can be variable. Reductions of ATFM delays bring low local gains.

In summary FASTI tools have the most impact on ATM capacity at the network level, with multiples ATS units involved. The potential network capacity benefits are expected to be medium (under the proposed qualitative assessment).

Flight efficiency gains

The current fixed route network is an important source of inefficiency. Removing the additional flying distances (compared to shortest route) or assigning more direct routes will bring benefits to flight efficiency. It must be understood that it is however very difficult and requires improvements from all ATM/CNS domains. Improvement in flight efficiency is expressed through the reduction of flight time. FASTI is expected to contribute to flight efficiency.

Utilisations of SYSCO tool will optimize transfer. At the local level, SYSCO has a low impact on flight efficiency. At the regional level, with route network optimisations, optimised transfers supported by FASTI tools will bring medium gains in flight efficiency. The MTCD tool also facilitates conflict-detection and in thus reduces ATCO workload. MTCD is not expected to provide major flight efficiency in creating more direct routes. In high traffic density areas, it must be noted that ATCO already grant direct routings to most flights (whenever possible). Besides MTCD, MONA and SYSCO have an impact on route length reduction. MONA gives warnings and reminders and SYSCO will help automate coordination and transfers. MONA utilisation is of importance in vertical profile management. It brings enhancement to the efficiency of evaluative flights. A medium improvement is estimated. At the regional level, a flight time reduction is estimated to bring significant gains in flight efficiency through air route network optimisation. The reduction of the voice communication with assistance of SYSCO is estimated to have high impact on the sector productivity.



Local (individual ATSU) FASTI Tools Regional (multiple

ATSU)

MO

NA

MTC

D

SY

SC

O

Potential local gains (expert opinion)

MONA,MTCD, SYSCO

Potential network level gains

Optimised airspace organisation New routes / sector structure High High Moderate Highest Medium


Reduced ATFM delaysReduced nb of regulated flights Low Low Low High Medium

Reduced transfer separation standard High Low High LowReduced controller workload - communication Low

Reduced controller workload - monitoring LowReduced controller workload - detection and conflict resolution Low

Optimised transfer Low Low Moderate MediumRoute length reduction (direct routes) Low Low Low High Moderate HighestVertical profile management Moderate Moderate Moderate MediumImproved situational awareness High Medium High HighImproved aircraft identification High High High HighController workload reduction Low Moderate Moderate High ModerateReduction of ground to ground voice communication High High High High

Low

Flight efficiency

Safety

Enhanced monitoring

Sector productivity

Capacity and delays

Sector productivity (direct impact of FASTI tools) Low

EN-ROUTE HIGH DENSITY AREA

FASTI Tools

Medium

Table 4.3 Additional benefits of FASTI in En Route High Traffic Density Areas



Sofréavia page 29

Safety Gains

Safety benefits remain qualitative and very difficult to assess at this stage. It can be argued that capacity and safety benefits are two sides of the same coin, as they express the performance of the ATM system and the confidence that ATCOs require from the ATM system to efficiently control aircraft in their sectors.

MONA is expected to enhance safety by reminding ATCO about manoeuvres, thus allowing their timely execution. It will also contribute in improvement of the controller situational awareness. At the local level, moderate safety improvement is estimated with MONA utilisation. At the regional level, FASTI tools are expected to bring significant safety benefits.

Improved identification of aircraft, with the support of MONA, brings significant safety gains at the local and regional levels. Ensuring data consistency is very important for MONA utilisation. With enhanced surveillance, the benefits of MONA will be increased. The reduction of the controller workload is both a safety and a capacity benefits (it can be used either way). As MONA and MTCD have an impact on ATCO workload reduction, thus it is possible to expect the safety benefits.

At this stage of FASTI development, it must be noted that the use of all FASTI tools might also have a negative impact on controller productivity. Controller workload can be very high when the flow of information from tools is important (too many tools). ATCOs can have difficulty to take in account all the information provided. Enhanced human machine interface is a crucial ingredient.

Staff savings

Potential staff savings should be considered as minor (if not inexistent) when compared to the above capacity and safety benefits. Indeed it can be argued that staffing levels depends much more on the organisation of ATS services (size of ATS units), on the qualifications of ATCOs (multi-sectors, scope of ATS services provided), on roster planning processes (team based or individual rosters) and the overall social negotiation environment, than on the geographical scope of FASTI tools or individual productivity gain on any given sector because of FASTI tools. This is exemplified in PRU reports which describe very variable utilisation levels of ATCOs controllers in different ANSPs, depending on their operating practices. Staffing levels and associated human management issues are only remotely linked to sector productivity. As ATC remains heavily human-centred, and operates very efficiently in the core area, where each ANSP has its own culture and working methods, it would be very difficult to suggest any reduction in staffing levels as a direct result of FASTI implementation. We appreciate and accept that this assessment may be in strong contrast to the previous FASTI CBA study, but neither available evidence from ANSPs, nor our own experience in Europe and elsewhere suggests otherwise.

4.3 Expected operational benefits for medium-low density en route areas Potential capacity/delay gains, flight efficiency gains and safety gains expected from the FASTI tools deployment in medium-low traffic density en route areas are described in Table 4.4.

The methodology applied is broadly the same as for the en-route high density domain, with some modifications.

Capacity gains

For the medium density traffic regions, the main benefits come from the improved utilization of airspace resources. The capacity gains are significant with optimized airspace organization. MONA and MTCD in medium low traffic density areas have moderate impact on capacity gains. At the regional level, benefits are estimated to be only moderate.

Sector productivity in the medium-low density area is a low source of local capacity gains. SYSCO automated coordination and transfer is expected to have a low contribution to the capacity gains at the local level.



Sofréavia page 30


The benefits from direct routings are not significant in low density regions, because direct routeings are often already given by controllers. Flight efficiency and flexibility gains are expected at individual ATS unit level.

MONA vertical flight monitoring is expected to have moderate impact on flight efficiency, on vertical profile management. Moderate potential local gain is expected. At the regional level, the potential network level gains are estimated to be medium for a low impact of the FASTI toolset.



Local (individual ATSU) FASTI Tools Regional (multiple

ATSU)

MO

NA

MTC

D

SYS

CO


MONA,MTCD, SYSCO

Potential network level gains

Optimised airspace organisation New routes / sector structure Moderate Moderate Low High Moderate


Reduced ATFM delaysReduced nb of regulated flights Low Low Low

Reduced transfer separation standard High Low Low LowReduced controller workload - communication Low

Reduced controller workload - monitoring LowReduced controller workload - detection and conflict resolution Low

Optimised transfer Low Low Low ModerateRoute length reduction (direct routes) Low Low Low Medium Low HighVertical profile management Moderate Moderate Low MediumImproved situational awareness Medium Medium Medium ModerateImproved aircraft identification Medium High Medium HighController workload reduction Low Medium Low Medium LowReduction of ground to ground voice communication Moderate Moderate Moderate Moderate

Low Low

Flight efficiency

FASTI Tools

Capacity and delays


EN-ROUTE MEDIUM-LOW DENSITY AREA

Safety

Enhanced monitoring

Sector productivity

Low

Table 4.4 Additional benefits of FASTI in En Route Medium-Low Traffic Density Areas



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Safety gains

From Table 4.4, it is suggested that safety benefits are mainly derived from enhanced monitoring. MONA facilitates ATCOs monitoring tasks. Improved aircraft identification and enhanced situational awareness are beneficial for safety at the local and regional levels.

Besides capacity benefits, enhanced sector productivity also contributes to safety benefits.

To summarize identified benefits, the major gain is capacity, which is estimated to be only moderate. This gain is due to the better use of airspace resources (new routes, improved throughput).

Modulating factors

Based on our discussion of the perceived operational benefits, the following parameters can be identified (and will serve to feed the discussion with individual ANSPs in the customisation process of WP3):

• the percentage of direct routings already in place (in both low and medium density airspace)

• the current sector load (in low density airspace) • route density and available airspace • traffic type (evolutive traffic) • speed of aircraft • proximity of hubs.

4.4 Expected operational benefits in extended TMAs In the extended TMA area, the main expected benefits are the improvement of coordination between en route sectors and the TMA, and in flight efficiency (see Table 4.5).

Capacity gains

FASTI is expected to bring significant improvement in capacity and flight efficiency in extended TMA. Automated support is expected to provide regularity in traffic flows that result into fewer conflicts and allowing most aircraft to follow trajectories closer to their optimum flight path. With better structured traffic flows, flight predictability is increased.

Aircraft can be put on separate, close parallel routes, or strategically separated flows, but monitored with the help of FASTI tools. The use of MONA and SYSCO in optimised airspace organisation brings indirectly improvement in capacity and delay reduction. Improved sector productivity may be accomplished through reductions in separation standards at sector interfaces and reduction in route length inside the TMA.

SYSCO, automated coordination has a high impact as an enabler of separation standard reduction which could brings some 20% additional throughput capacity.


In the extended TMA, flight efficiency benefits can be expected. These can be achieved through an optimized transfer, reduction of separation standard and in vertical profile management and better route restructuring. This is quite different from the en-route area where route lengthening are relatively moderate (less than 8%). In TMAs, very significant route lengthening do exist (up to 50%) around major hub airports.

Flight efficiency is therefore improved using SYSCO and MONA. SYSCO facilitates communication. It reduces the time spent by the controller in voice interactions. The improved predictability of flights with MONA in the extended TMA should yield significant benefits in terms of flight time reduction.

With enhanced surveillance and accessibility to up-to-date flight data, separation between aircraft may be reduced and approach and departure routes can be redesigned (reduction in the routes length) and interfaces between adjacent ATS units optimised.



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The route length reduction may results in a significant flight time reduction. Improved vertical management with assistance of MONA and SYSCO is expected to bring significant flight time reduction.



EXTENDED TMA

MO

NA

MTC

D

SY

SC

O

Optimised airspace organisation New routes / sector structure High High


Reduced ATFM delaysReduced nb of regulated flights High High

Reduced transfer separation standard HighReduced controller workload - communication Moderate Moderate

Reduced controller workload - monitoring High Moderate

Reduced controller workload - detection and conflict resolution Low Moderate

Optimised transfer HighRoute length reduction (direct routes) High ModerateVertical profile management High High

Enhanced monitoring Improved situational awareness High LowController workload reduction High ModerateReduction of pilot/controller voice communication High Low

HighModerate

High

FASTI Tools

Moderate

ModerateHighest

High

SafetySector productivity

Local (individual ATSU)


Capacity and delays


Flight efficiency

Moderate

Low

Moderate

Table 4.5 Additional benefits of FASTI in Extended TMA



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Safety gains

The main benefits in safety are derived from MONA and SYSCO utilisation. MONA non-conformance (lateral, vertical, longitudinal) warnings and reminders improve the controller situational awareness and reduce the controller workload. The controller has necessary information about traffic and the need for communication with aircraft is reduced. The SYSCO reduces the controller communication workload. This reduction in the controller workload is estimated to bring moderate local gain in productivity.

In the extended TMA, benefits from the MTCD tool are very limited. MTCD is not of much use because of the nature of flight paths. Flights in the TMA are in high vertical evolution. MTCD would have to be very sophisticated and precise with a very high rate of information refresh from both ground (ATCO) and on-board system, to be of useable in extended TMA environments, given also the very short reaction time of ATCOs.

Safety benefits are estimated to be significant with MONA assistance. MONA enhances controller situational awareness and reduces voice communication requirements.

Where TMA capacity is a bottleneck, airport capacity may be better utilised.

To summarise, FASTI is expected to improve significantly flight efficiency, sector productivity and safety in an extended TMA environment. MONA and SYSCO have a high impact on operational benefits. The MTCD is expected to have a very limited impact in this extended TMA environment.

Modulating factors

Based on our discussion of the perceived operational benefits, the following parameters can be identified (and will serve to feed the discussion with individual ANSPs in the customisation process of WP3):

• Use of holding stacks; • Route lengthening; • Traffic mix; • Extent of TMA.



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5 FASTI REFERENCE DEPLOYMENT PLAN AND PLANNING OF EXPECTED BENEFITS In this chapter we develop a FASTI reference deployment plan, based on ongoing programmes roadmap and CNS strategies.

5.1 Surveillance, communication and navigation enablers’ roadmaps The following three figures 14, 15 and 16 give a roadmap for surveillance, navigation and communication strategy.

ProceduresSIDS/STARS

Source: References [9], [10]

2005 2010 20202015

Navigation Roadmap

4D-RNAV

RNP1 Routes

RNP - RNAV

TMA

En-Route

RNP- RNAV

P-RNAV

Conventional SIDS/STARS

B- RNAV

P-RNAV SIDS/STARsB-RNAV SID/STARRNP- RNAV SIDS/STARS

ProceduresSIDS/STARS


2005 2010 20202015

Navigation Roadmap

2005 2010 20202015

Navigation Roadmap

4D-RNAV

RNP1 Routes

RNP - RNAV

TMA

En-Route

RNP- RNAV

P-RNAV

Conventional SIDS/STARS

B- RNAV

P-RNAV SIDS/STARsB-RNAV SID/STARRNP- RNAV SIDS/STARS

Figure 14. Navigation roadmap

Mandatory enablers for FASTI tool are mainly in navigation, surveillance and communication. To construct this FASTI roadmap we have reviewed many documents describing the current plans in those other domains.

2005 2010 20202015

Surveillance Roadmap

Primary Surveillance Radar

Wide area multilateration (WAM)

Enhanced surveillance Mode S

MSSR

Elementary surveillanceMode S

ADS-B

Source: Reference [7]

2005 2010 20202015





MSSR


ADS-B

2005 2010 20202015


2005 2010 20202015





MSSR


ADS-B

Source: Reference [7]

Figure 15. Surveillance strategy roadmap



Sofréavia page 37

2005 2010 20202015

Communication RoadmapSource: References [8]

Initial data link services (Link 2000+ baseline)

Link 2000+ baseline services for CPDLC

CASCADE Stream 1: CDPLC, D-FIS, ADAP

CASCADE Stream 2: CDPLC+, D-FIS+, ADAP+

New communication services

2005 2010 20202015

Communication RoadmapSource: References [8]

Initial data link services (Link 2000+ baseline)

Link 2000+ baseline services for CPDLC







Figure 16. Communication strategy roadmap

Figure 17 presents the deployment plan and benefits of DMEAN and SESAR programmes. DMEAN provides operational enhancements for SESAR to build upon, so as to deliver the full benefits of the Single European Sky. DMEAN implementation will facilitate MONA, MTCD and SYSCO deployment and increase their potential benefits. Capacity benefits between 2007 and 2011 will be mainly derived from DMEAN.

2005 2010 20202015

DMEAN and SESAR Roadmap

DMEAN delivers benefits

SESAR delivers benefits


Benefits

2005 2010 20202015

DMEAN and SESAR Roadmap

DMEAN delivers benefits

SESAR delivers benefits


Benefits

Figure 17. DMEAN and SESAR roadmap

Benefits of the implementations of FASTI toolset are to be expected after 2011.



Sofréavia page 38

2005 2010 20202015

ATFCM and FDPS Roadmap

Network operation Plan (NOP) NOP and capacity/demand balancing

Flight Management System (FMS)

ATFCM Capacity Planning

Increasing ATFCM capabilities after 2003

Flight plan data consistency and dissemination

Enhanced FDPFDP core functionality

Data Processing System Tool Modular FDPS Modular and interoperable FDPS FDPS

Source: References [13], [14], [15] [16] [17]

iTEC – eFDP

2005 2010 20202015


2005 2010 20202015


Network operation Plan (NOP) NOP and capacity/demand balancing

Flight Management System (FMS)

ATFCM Capacity Planning

Increasing ATFCM capabilities after 2003

Flight plan data consistency and dissemination

Enhanced FDPFDP core functionality

Data Processing System Tool Modular FDPS Modular and interoperable FDPS FDPS

Source: References [13], [14], [15] [16] [17]

iTEC – eFDP

Figure 18. Roadmap for ATFCM and FDPS

In the following section, we use the dependency diagrams constructed in previous chapters, and the existing roadmaps of other programmes in order to estimate milestones for the FASTI toolset implementation.

Figure 19. FDPS iTEC RoadMap (Source DFS May 2006)

5.2 FASTI Benefits Roadmap MONA implementation roadmap

MONitoring Aids (MONA) relies on the trajectory predictor (TP) and adapted human machine interface. The enhanced TP, which is the subject of ongoing programmes (COURAGE, DMEAN, CASCADE), will enhance the performance level of MONA. Improvement in flight data processing is also of crucial importance for the quality of MONA conformance monitoring service. According to the given roadmaps, operational benefits from MONA utilisation start after 2010.



Sofréavia page 39

DMEAN-related flight planning improvements (enhancement to flight plan data processing) is expected to be completed by 2009. Further enhancements are foreseen with the SESAR programme.

Enhanced surveillance, both ADS-B and enhanced Mode S, are also performance-enhancing enablers for MONA.

According to the given roadmaps, full operational application of ADS-B and other enhanced surveillance means is foreseen only after 2012. Thus, the surveillance-related enhancement of MONA performance are to be expected after that date.

SYSCO implementation road map

According to the SYSCO dependency diagrams given in the chapter 2 and the milestones for its mandatory and performance enhancing enablers, the roadmap for SYSCO implementation can be assessed as follows.

OLDI is already available. The enhanced human machine interface (HMI) needed for its operating in advanced environment is under development. The utilisation of the corresponding Controller Working Position is foreseento start in 2008.

(A validation of SYSCO Level 1 on a generic basic HMI had already been completed in 1997 for inter centre coordination.)

Improvement of flight planning is one of DMEAN programme objectives to be achieved before 2011. Improved flight plan data processing will have a positive impact on SYSCO performances, assuring up-to–date of flight plan data.

MTCD implementation road map

Implementation of different performance levels of MTCD functionalities are linked to the development of its enablers. The mandatory enabler trajectory predictor is the subject of current enhancement programmes. It is further linked to a flight data processing and surveillance data processing.

Surveillance data processing is supplied with radar data from SSR and from ADS-B which is, currently, in a local implementation. Benefits of basic MTCD application is possible to have, low comparing to other strategies to improve ATC. With an enhanced MTCD, the benefits are expected after 2010.

Enhanced surveillance will have an impact on the trajectory predictor, and thence on the advanced MTCD, yet it is expected to be fully implemented only after 2012.

The flight data processing is expected to improve flight data correlation. Flight data consistency (FLIPCY) applications are expected to become operational from 2015 onwards. Further improvements ) in the performance level of MTCD after 2015 (derived from the use of such datalink applicationswill further increase the benefits from using the MTCD..

Required Navigation Performance standards are in evolution. Current separation criteria are expected to decrease with the evolution of navigation systems and services. According to the navigation strategy roadmap, RNP1 will be operational from 2010 both in TMA and en route environments.

To summarize, the benefits from MTCD will be increasing from 2010 onwards, with different successive levels of improvement starting between 2010 and 2015.

According to the previously discussed roadmaps and milestones for the FASTI toolset implementation, we can setoverall milestones for the emergence and increase of the foreseen operational benefits: capacity, flight efficiency and safety gains in each of the three environments.

A graphical presentation summarising our discussion of the timing of benefits expected from FASTI deployment is given on Figure 20 below.



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2005 2010 20202015

Planning of expected benefits of FASTI

MTCD

MONA – Level 1

MONA – Level 2

SYSCO– Level 2

SYSCO– Level 1

2005 2010 20202015


2005 2010 20202015


MTCD

MONA – Level 1

MONA – Level 2

SYSCO– Level 2

SYSCO– Level 1

Figure 20. Planning of expected benefits of FASTI



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REFERENCE [1]. EUROCONTROL learning server, The Institute of Air Navigation Services, Luxembourg,

http://elearning.eurocontrol.int/infopacks/tp_mona/01/C58902.html

[2]. Operational Requirements, Document for EATCHIP Phase III ATM Added Functions, Volume 1 – Monitoring Aids, EUROCONROL, OPR.ET1.ST04.DEL01.1, 1999

[3]. Interoperability Requirements Document (IRD), Coordination and Transfer, EUROCONTROL, 2003

[4]. Medium Term Conflict Detection (MTCD) Concept of Operations, EATCHIP III Evaluation and Demonstration Phase 3A_bis, EEC NOTE 15/99, EUROCONTROL, 1999

[5]. Operational Requirements, Document for EATCHIP Phase III ATM Added Functions, Volume 5 – Medium term Conflict Detection, EUROCONROL, OPR.ET1.ST04.DEL01.5, 1999

[6]. First ATC Support Toll Implementation (FASTI) Preliminary CBA, Result document, HELIOS technology, 2005.

[7]. European Air Traffic Management Performance Enhancement Activities, Main Document, EUROCONTROL, Edition 2005.

[8]. Co-operative ATS through Surveillance and Communication Applications Deployed in ECAC Charter (CASCADE Charter), EUROCONTROL, Edition 1.0, 11 April 2005.

[9]. Navigation Domain - Action Plan, EUROCONTROL, ref. TBD, Edition 2.6, 4 January 2004.

[10]. Navigation Strategy for ECAC, EUROCONTROL, ref. NAV.ET1.ST16-001, Edition 2.1, 15 March 1999.

[11]. Dynamic Management of the European Airspace Network - DMEAN: Phase II Report, Proposed PC Version, DMEAN Framework Management Team, EUROCONTROL, ref. PC_V_1.0, 1st March 2006.

[12]. Dynamic Management of the European Airspace Network - Master Plan, EUROCONTROL, ref. DMEAN_MP_P1, Edition P1, 16 September 2004.

[13]. Air Traffic Flow and Capacity Management Evolution Plan for the ECAC States, EUROCONTROL, ref. CFMU/URB/ATFCM-EVOL-01-00, Edition 1.0, 29 September 2004.

[14]. European Convergence and Implementation Plan (ECIP) from the years 2006 to 2010 - Detailed Objective Descriptions, EUROCONTROL, Edition 1, July 2005.

[15]. Maastricht Upper Area Control Centre, Operational Infrastructure, New Flight Data Processing System, EUROCONTROL, 2006, EUROCONTROL - New Flight Data Processing System

[16]. Air Traffic Management Strategy for the years 2000+, Volume 2, EUROCONTROL, Edition 2003.

[17]. ITEC–eFDP Project, Research and Development in Navigation Area, AENA, AENA iTEC-eFDP

[18]. EUROCONTROL Concept and Criteria for Medium Term European Route Network and Associated Airspace Sectorisation (ARN Version 3)

[19]. EUROCONTROL Performance Review Unit Complexity Report

[20]. EUROCONTROL Performance Review Report 2005

[21]. The impact of fragmentation in European ATM/CNS, April 2006

*** End of document ***


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