Extended AMAN. SESAR Deployment Manager Workshop 18 th September 2018, Brussels

Transcription

1 Extended AMAN SESAR Deployment Manager Workshop 18 th September 2018, Brussels

2 Welcome to the SDM Extended AMAN Workshop Why are you here? I like to visit Brussels and enjoy traffic jams I was at the another event and missed my flight home I like to get away from the wife and kids I am looking forward to sleeping at the back bench all day long It gets me out of my office, looking important before my colleagues Free lunch, good wine and beer after work

3 ...and now for real Why are you here? To find out more about Extended AMAN in general To learn about the what is required for Extended AMAN by regulations To share my concerns and lessons learnt Find out how other stakeholders are implementing Extended AMAN To ask questions To work together and deliver Extended AMAN operations To be part of a synchronsed Extended AMAN implementation How do we do this?

4 Your contribution Collaborate Participation in discussions Ask questions No questions are wrong or stupid Share ideas Mingle and network This is a workshop, not a lecture Not a one way knowledge transfer We (SDM) are here to learn from you as much as you are here to learn from us!

5 Extended AMAN in the SESAR CONOPS

6 Extended Arrival Management Arrival Management: A traffic synchronization technique to achieve a smooth, predictable and optimized arrival stream with as few lastminute interventions as possible. Arrival Manager (AMAN): A controller support tool developed to support the above objective. Works ( almost) exclusively in time dimension.

7 Agenda About SESAR CONOPS Pre-SESAR (the past) PCP (the current) SESAR 2020 and beyond (the future) 3

8 About SESAR CONOPS to achieve a high performing ATM system based on enabling airspace users to fly their optimum trajectories Key R&D Activities Essential operational changes

9 SESAR Essential operational changes Categorized in four man strategic orientations Network ATC AMAN lives here Airports Infra

10 Agenda About SESAR CONOPS Pre-SESAR (the past) PCP (the current) SESAR 2020 and beyond (the future) 6

11 Basic AMAN TS-0102 Pre-SESAR (also SESAR Step 0 or baseline) Objective was to get a smooth flow inside TMA and keep runway under pressure Metering at TMA entry Sequence management, if present, delegated to PLN Use of TMA border holding stacks Little involvement from the airport, limited from Enroute Well established, plenty of operational experience

12 Agenda About SESAR CONOPS Pre-SESAR (the past) PCP (the current) SESAR 2020 and beyond (the future) 8

13 Extended AMAN PCP XMAN (also SESAR Step 1 or Time based operations) TS-0305-A Single TMA Involvement of Upstream - implement sequence Involvement of Downstream AM strategy, runway config planning Sequence manager position available Proximate airports contributing traffic Network manager may use AMAN output for network optimizations SWIM Service developed by EUROCAE WG-104 (later on today)

14 Agenda About SESAR CONOPS Pre-SESAR (the past) PCP (the current) SESAR 2020 and beyond (the future) 10

15 DMAN Integration Future Evolution (also SESAR Step 2-3, current activity in S2020) Multiple AMAN Operations DCB Integration

16 AMAN-DMAN integration Sequence based integration Evolution from coupled AMAN-DMAN developed in SESAR 1 Several OI (TS-0301, TS-0309, TS-0313, AUO-0704) Step 2 FOC 2026 pj02.08 Current maturity V2 (Nov 18), target V3 (Nov 19)

17 Multiple AMAN operations Overlapping horizons TS-0305-B Overlapping Horizons Case study today ANS CZ S2020 Wave 1 R7 Network Target Times also now part of the OI FOC 2031 Current maturity is V1 TS-0303 AMAN into multiple airports Not included in PCP but mature and implemented (Stockholm, Düsseldorf-Cologne/Bonn)

18 AMAN-DCB integration DCB = Demand Capacity Balancing. ddcb = dynamic DCB Reconcile AMAN constraints with other time constraints originating at strategic levels from both Network and Airport level DCB processes. TS-0315 Step 2 FOC 2027 Pj09 Current maturity V1

19 Q & A

20 Extended Arrival Management in PCP and in SESAR Deployment Programme Brussels, 18th September 2018 Extended AMAN Workshop Larry Johnsson, SDM

21 SESAR Deployment Governance Policy Level EC is responsible for issuing the Common Projects and monitoring SDM activities. Management Level The Deployment Manager, composed of groupings of operational stakeholders, is responsible for the Management level: its core task is to develop, maintain and implement the Deployment Programme, which constitutes the project view of the Common Projects EU-regulation No 409/2013 Airlines Implementation Level The Implementing Partners are responsible for the execution of the Common projects through the realisation of Implementation projects Airport Operators ANSPs Military MET Providers 3

22 SDM Roles and Responsibilities

23 Towards SESAR Deployment

24 From Plan to Execution Deployment Programme provides the specifications for the CEF Transport Calls for Proposals through which the budget for SESAR deployment is allocated to implementation projects.

25 Structure of the Deployment Programme Pilot Common Project Reg. (EU) 716/ ATM Functionalities SESAR Deployment Programme 48 Families AF1 Extended AMAN and PBN in the High Density TMAs AF1 - Extended AMAN and PBN in high density TMA SESAR Deployment Programme AF2 - Airport Integration and Throughput S-AF Arriv al Management Extended to en-route Airspace S-AF Enhanced TMA Using RNP-Based Operations S-AF DMAN synchronized with Pre-departure sequencing S-AF2.2 - DMAN integrating Surface Management Constraints AF2 Airport Integration and Throughput S-AF2.4 - Automated Assistance to S-AF Time-Based Separation Controller for Surface Movement for Final Approach Planning and Routing AF3 Flexible Airspace Management and Free Route AF3 - Flexible ASM and Free Route S-AF Airport Safety Nets AF4 - Network Collaborative Management AF4 Network Collaborative Management S-AF ASM and Advanced FUA S-AF Free Route S-AF Enhanced STAM S-AF4.3 - Calculated Take-off Time to Target Times for AFTCM Purposes S-AF4.2 - Collaborative NOP S-AF4.4 - Automated Support for Traffic Complexity Assessment AF5 Initial System Wide Information Management AF5 Initial SWIM S-AF Common S-AF SWIM Infrastructure Components Infrastructures and Profiles AF6 Initial Trajectory Information Sharing S-AF Initial Trajectory Information Sharing AF6 Initial Trajectory Information Sharing S-AF Aeronautical S-AF Meteorological Information Exchange Information Exchange Chart Key ATM Functionalities Sub-AF Core PCP Family S-AF Cooperativ e Network Information Exchange S-AF Flights Information Exchange Facilitating Family Complementary Family

26 Where to find Extended AMAN in the DP 2018?

27 Extended AMAN Requirements PCP IR (EU 716/2014) Operational/Technical Scope AMAN extended to en-route from NM to NM, including top of descent Ground ATM systems upgrade All involved ATS units to cooperate Information exchange through SWIM Take advantage of downlinked trajectory information Geographical scope 25 airports with surrounding TMAs Stakeholders ANSP, NM, airports Target date 1 January 2024 DP ed 2018 (delivered to EC) Family (Basic AMAN) Possible stepping stone to Extended AMAN, but not a prerquisite Family (Extended AMAN) Upgrade of existing Basic AMAN or implementation of new Extended AMAN Adjacent and upstream ATM systems to include communication and display function to support execution of Extended AMAN constraints Geographical scope In principle 24 airports with surrounding TMAs Stakeholders ANS providers for the airports/tmas and upstream ATS units, NM Airport Operators, Military Authorities FOC Family 1.1.1: 1 January 2020 IOC: before 2014 Family 1.1.2: 1 January 2024 IOC: 1 January 2015

28 Extended AMAN Geographical Scope PCP identifies 24+1 airports and surrounding TMAs in PCP London (Heathrow, Gatwick, Stansted) Paris (Charles de Gaulle, Orly) Milan Oslo Frankfurt Stockholm Madrid Berlin Amsterdam Manchester Munich Palma De Mallorca Rome Copenhagen Barcelona Vienna Zurich Dublin Düsseldorf Nice Brussels Istanbul Ataturk

29 Status of Extended AMAN Deployment Implementation of Extended AMAN is on-going Confirmed by SDM monitoring of the status within PCP geographical scope Based on stakeholder s own reporting SESAR Deployment Programme Monitoring View (updated yearly) Granularity of monitoring under improvement to also identify and include adjacent and upstream ATS units ACTION Each implementing stakeholder to assess the implementation status and ensure that the SDM GAP analysis is correct. No GAP no CEF funding!

30 CEF Call 2017 CEF Calls Priority shall be given to proposals for implementation: 1.1.2: AMAN upgrade to include Extended Horizon function Source: CEF Transport Call 2017 General Envelope, para 2.1 b) INEA awarding expected in Sept 2018 CEF Call 2018 Aviation not included CEF Call 2019 A possibility that aviation will be included

31 Benefits from Extended AMAN Performance benefits Minimizing environmental impact by less fuel burn because of optimum descent profiles and reduced low altitude paths Optimizing runway throughput by improved predictability Optimizing ATC workload share by more accurate planning More efficient flight trajectories by avoiding holdings in TMA when sequencing is conducted in en-route and descent phases Leading to increased capacity

32 Issues for Extended AMAN Extending the planning horizon in the arrival sequencing function to at least 180 NM, will in most cases involve several ATS units, some located in another country. Closely located airports might interfere with each other. Wide range of stakeholders involved: flight crew, TMA controllers, en-route controllers and airports within the arrival management horizon are all affected. Benefits may accrue to one actor while cost and workload is increased for another.

33 Extended AMAN at 200 NM

34 FABEC XMAN/AMAN Project SDM Workshop on Extended AMAN Belgocontrol, September 18th, 2018 F. Zetsche, DFS

35 FABEC XMAN/AMAN Project Optimisation of traffic flows in and out of major airports: Roll-out of Extended Arrival Management (XMAN) in FABEC and FAB UK/IRL Initial implementations before PCP New implementations after PCP O with 180 NM XMAN horizon 2

36 XMAN Concept Overview XMAN: Cross border/centre arrival management Extends the planning horizon of AMAN systems into the airspace of upstream ACC/UAC up to 200 NM (or beyond) including economical Top of Descent (ToD). Provides information for optimized pre-sequencing of the arrival stream to upstream ACC/UAC and to aircraft. Utilizes upgraded AMAN systems operated (or to be developed) at the FABEC and FAB UK/IRL TMAs. New features under validation: Extension of Active Advisory horizon (further than next adjacent unit) Delay apportionment and distribution Dealing with in-horizon departures Set-up of XMAN Portal (Information Platform) FABEC and FAB UK/IRL ANSPs adhere to a common operational/technical XMAN Concept SDM Workshop

37 XMAN Procedures I Principle XMAN procedure: - Economical speed reduction - Reduce speed by M 0.04 due to XMAN EDDF - Reduced Holding - Short transition/less vectoring Runway - Possible Holding - Possible long transition/ vectoring SDM Workshop

38 XMAN Procedures II In case of calculated delay by the AMAN system above a certain threshold (typically ~ 5-10 minutes) The delay value is indicated to the ATCO in the upstream ATS unit The ATCO will apply adequate speed control measures by requesting the pilot to reduce speed By M in en-route phase To IAS knots in descent and/or at COP depending on the delay value and airspace configuration The ATCO will assure consistency of XMAN procedures with other operational procedures/agreements (e.g. sequence building, handover conditions etc.) XMAN procedures look straight forward, but each XMAN implemenation has its own challenges! SDM Workshop

39 XMAN Implementation Approach to Implementation Key questions to be adressed: Which steps do we follow for a successfull E-AMAN implementation? Which operational priorities do we have? Which size of E-AMAN horizon do we choose? Which input data do we need/use? Which communication link to the upstream unit(s) do we use? Which controller HMI do we implement? What to do in case of multiple upstream units for certain traffic flows?.. SDM Workshop

40 XMAN Implementation Approach to Implementation Stepwise bi-lateral test and validation process: Develop specific Conops Operational context Roles and actors Impact on procedures Coordinate Requirements Technical requirements (Data, communication link) Set up Strategy Expected XMAN actions Impact on workload Delay absorption capacity, delay apportionment/distribution Conduct technical tests in test system environment Develop Letter of Agreement Conduct operational trial Introduce permanent operations SDM Workshop

41 XMAN Implementation XMAN Roadmap until 2023 Development of complete XMAN Implementation Roadmap Covering all 15 targeted airports within FABEC and FAB UK/IRL Covering the complete PCP implementation period until 2023 Including also relevant XMAN airports and UAC/ACC outside FABEC or FAB UK/IRL Methodology for the roadmap development: Analysis of traffic flows Operational priorities Partner plans/readiness Resource balancing The XMAN Roadmap will be updated periodically SDM Workshop

42 XMAN Implementation Example:Traffic Flows Inbound Munich Munich / EDDM year 2014 arrivals figures spread by adjacent ACCs* EDGG (ACC Langen) + LKAA (ACC Prague) + EDUU (UAC Karlsruhe) + LOVV (ACC Vienna) + LSAZ (ACC Zurich) + LIPP (ACC Padua) deliver each at least ~ 10 % of the traffic for EDDM Primary XMAN implementations for EDDM * Display of routes was done for information, with 2 months of traffic: January 2014 and July 2014 at all FL. Figures were processed using Flight Plan routings (model 1) extracted from DDR2, cancelled flights were suppressed. Map shows ACCs at DFL340, hence some ACCs are not displayed (EDMM, EDGG ) SDM Workshop

43 XMAN Implementation Affected ACC/UACs for Munich Planning horizon 180 NM Not considered for implementation are UAC Maastricht ACC Bremen UAC Reims ACC Milano ACC Ljubljana because of Negligible route segments Very small traffic share SDM Workshop

44 XMAN Implementation Which size of E-AMAN Planning Horizon? PCP Requirement is.. extends the AMAN horizon to NM from the arrival airport. Considerations for the size of E-AMAN Planning Horizon Data availability for AMAN sequence planning/calculation in a certain horizon ACC coverage by a certain horizon Share of pop-up flights within a certain horizon Principal choices for E-AMAN Planning Horizon: Tuned E-AMAN horizon of NM More precise data available more precise planning and arrival constraint implementation Enhanced E-AMAN horizon of ~ NM Greater flight distance for delay absorption bigger effect SDM Workshop

45 XMAN Implementation Which input data? PCP Requirement is There is no PCP requirement on input data to be used in the AMAN system Considerations for input data for E-AMAN calculations Data availability of sources for imput data within the planning horizon Precision requirement for E-AMAN planning sequence Principal choices for input data for E-AMAN calculations (Surveillance) Track Data from local or remote ATS systems Most precise data source, but accessability may be limited in geografical scope ETFMS Flight Data (EFD) from Network Manager Covers large geografical scope Includes also departure data from A-CDM Airports Limited precision of the data SDM Workshop

46 XMAN Implementation Which communication link? PCP Requirement is Data exchange between ATS units may be achieved with existing technology pending the implementation of SWIM services Considerations for communication link Technical capabilities of local and upstream ATS units Availability of technical standards Size of E-AMAN planning horizon Operational use/need for specific data Principal choices for communication link OLDI with AMA Message Standard is available, only limited information can be exchanged OLDI Links are available, usually only to adjacent ATS unit (but relay function for AMA message to next unit can be used) SWIM Service Standard ED-254 Arrival Sequence Service is available SDM Workshop Link via (New)PENS necessary Requires additional logic and processing at upstream ATS units 13

47 XMAN Implementation Which controller HMI? PCP Requirement is information display at the relevant controller working positions in the ATS units shall support the management of arrival constraints. Considerations for controller HMI Operational process for E-AMAN and related HMI requirements Capability of ATCO HMI and ATC procedures, e.g. label-based or (electronic) strip-based ATC Principal choices for controller HMI (Highlighted) information on track label (TTL, speed, etc.) (Highlighted) information on electronic strip (TTL, speed, etc.) Additional monitor/window with dedicated display of arrrival constraints TTL display may require the ATCO to translate this into a suitable speed advise to be transmitted to the pilot SDM Workshop

48 XMAN Implementation Which controller HMI? Examples Vienna: Label-based: Either TTL or time at COP NAPSA L03 DLH NAPSA1205 DLH Munich: Electronic Strip-based: TTL Karlsruhe: Red labeled GROUNDSPEED indicates that an AMA message exists. With one mouse click ATCO can see the AMAN time (TTL) for this aircraft. SDM Workshop

49 XMAN Implementation Multiple upstream units PCP Requirement is.. extends the AMAN horizon to NM from the arrival airport. Example XMAN Amsterdam: Arrival flow: UAC Reims UAC Maastricht ACC Brussels ACC Amsterdam Coordination of AMAN constraints with 3 upstream units needed!! Considerations: Distribution of AMAN Constraints to all upstream units OLDI AMA Relay function SWIM Arrival Sequence Service Delay distribution and apportionment SDM Workshop Agreement on coordination and transfer conditions in case of XMAN action (e.g. speed) Feedback on concrete XMAN action to downstream unit 16

50 XMAN Implementation Multiple upstream units: XMAN Amsterdam XMAN Advanced Step: Still a lot of validation to be done for an efficient XMAN process 17

51 Summary The FABEC XMAN Project is rolling out first XMAN implementations for the main hubs within their airspace; is validating additional advanced features to enhance XMAN operations to be implemented in a next step; is developing an XMAN implementation roadmap covering all 15 targeted airports within FABEC and FAB UK/IRL; is coordinating with adjacent stakeholders (outside FABEC) on common XMAN implementations is planning to apply for additional funding through the next CEF Call(s) for the remaining XMAN implementations is looking for cooperation and common future improvements for extended arrival management with all stakeholders SDM Workshop

52 Thank you for your attention! Questions and Discussion?! 19

53 BACK-UP 20

54 XMAN Implementation FABEC Current implementations of XMAN (Basic Step): XMAN London-Heathrow with UAC Maastricht UAC Reims ACC Prestwick ACC Shannon ACC Brest Planned (2019) XMAN Frankfurt with UAC Maastricht Val. (2018/19) UAC Karlsruhe ACC Munich ACC Bremen XMAN Munich with UAC Karlsruhe ACC Vienna ACC Zurich ACC Langen ACC Prague Planned (2018) ACC Padua Planned (2020) XMAN Zurich with ACC Langen ACC Munich UAC Reims ACC Geneva Planned (2020) ACC Milano Planned (2020) XMAN Paris (CDG/ ORLY) Planned (2019) XMAN Düsseldorf Planned (2018/19) SDM Workshop FABEC: Approved 09/2015 Approved10/2016 Approved 09/2017 To be approved XMAN running 21

55 XMAN Procedures III Application of XMAN procedures: London-Heathrow: Permanently, because of regular stack holding Frankfurt: Occasionally under specific circumstances leading to reduced capacity Bad weather conditions Runway closures Runway changes Munich: Regularly with close-by ATS units, Occasionally with other ATS units under specific circumstances leading to reduced capacity (as for Frankfurt) Zurich: During arrival peaks Other specific conditions SDM Workshop

56 XMAN Benefits Performance improvements are mainly expected for Flight Efficiency (KPA Environment) Reduced track miles and holdings (Absorption of delay in more efficient en-route phase) Reduced fuel burn Reduced CO2/NOX emissions Predictability (KPA Capacity) Early stabilisation of arrival sequence Improved average punctuality XMAN can also support the application of CDO / Optimised Descent Operations in case of no delay situations SDM Workshop

57 XMAN: Expected final Benefits PCP ATM Function 1 (Extended AMAN & PBN) It is estimated that about % of the total benefits as calculated for PCP AF 1 can be achieved by full XMAN in the FABEC and FAB UK/IRL airspace Benefit calculation refers to period of (SJU) FABEC and FAB UK/IRL area accounts for 15 of the 25 airports in Europe to be regulated by PCP Implementing Rule SDM Workshop Source: PCP Regulation Justification Material 24 24

58 Extended AMAN in up-stream ATSUs - LKAA 1 SDM Workshop on Extended AMAN Vladimir Cizek, ANS Czech Republic

59 Extended AMAN ATC Prague involvement 2 LKPR is not defined in the PCP EDDM/LOWW are AMAN PCP airports ATC Prague provides support to these two airports OLDI AMA message reception and processing Prague FIR: Sectorization: 3 vertical columns and 5 horizontal layers Peak traffic this Summer: Over 3200 flights/day

60 OLDI AMA implementation activities 3 First attempts to process incoming AMA messages linked with LOWW project some years ago, we have never used it operationally Real project started with PCP, about 2 years ago when we realized that we have to be capable of supporting external AMANs defined in the PCP Our implementation is funded by EC (INEA), it is part of EDMM project and LOWW project 2015_196_AF1-B Extended AMAN in Czech airspace 2015_234_AF1_B AMAN LOWW initial Current status pre-operational system implementation completed, deployed in operational ATM systems, pending activities preparation of operational procedures, regulator approval

61 OLDI AMA implementation details 4 Processed AMA message items: TTL/TTG, MFX, TOM AMA data is presented at ACC Executive Controller screen: Main object label Supporting object AMAN window Functionality to re-transmit AMA messages to upstream ATC (no use is planned for beginning of operations) Problems: Technical (minor) some uncertainties OLDI AMA specs in OLDI standard 4.2 and ADEXP AMANTIME/TOM/CTO, AMANTIME is time over COP, TOM is time over metering fix TTL/TTG format (MMSS in ADEXP but MM in Standard) Operational discussions of our OPS experts how to handle AMA information, priorities

62 OLDI AMA implementation current status 5 EDDM OLDI integration tests completed, we receive operational AMA messages for EDDM since August 2018, (not presented to the controllers, just logged and analyzed) first version of operational procedures being prepared, LoA being updated SAF analysis being completed. Operational - after Summer high peak season (October/November) LOWW LOWW organized coordination meeting in July 2018, steps ahead were agreed First integration test were done in the beginning of September 2018, (problems, being corrected), integration test will be repeated Reception of ops messages in November 2018 Operational depends on further coordination with LOWW

63 OLDI AMA implementation operational procedures 6 Draft has been prepared in cooperation with Munich for EDDM AMAN Main principles derived from methodical instructions: EDDM will send TTL only (no TTG) Before applying AMA directives, controller has to analyze traffic situation - separation has priority to the AMA data If TTL is equal to 0000 if traffic situation allows, controller shall not update flight trajectory IF TTL is not 0000, controller shall use IAS reduction to apply AMA TTL requirements, according to following table: TTL (based on Metering Fix, in minutes) Speed Reduction by Praha ACC < 10 No action IAS max 270 kts 15+ IAS max 250 kts Operational procedures for LOWW AMA will be prepared later

64 EDMM AMAN data analysis samples Number of AMA messages received during the day TTL values in received messages 7 Number of messages received per flight Conclusion: Operationally manageable

65 Thank you for your attention 8

66 SDM 18 Sep 2018: NATS Extended Arrival Management 1. Heathrow Extended Arrival Management (XMAN) 2. Gatwick XMAN (SESAR PJ25) 3. Factors to Consider when Deploying Extended Arrivals Management Adrian Clark

67 Capacity constrained, arrival holding in the TMA routine Asymmetric Radar coverage Inbounds from south and east enter NATS airspace ready for immediate descent NATS reliant upon neighbours to enable the benefits of Extended AMAN NMOC & ANSP Cross - Border collaboration is key

68 Heathrow Extended Arrival Management (XMAN) Horizons: Data horizon using ETFMS data: 550nm Active horizon: approx 330nm XMAN partners: MUAC Reims Shannon Prestwick 3

69 Heathrow XMAN Concept Pass Arrival Manager (AMAN) information to neighbouring ANSPs on 350nm horizon (Maastricht, Reims, Shannon, Prestwick). If delay predicted to be 7 mins or greater, slow arrivals by up to Mach 0.04 Orbital delay transferred into more fuel efficient en-route phase of flight If delay is 5 mins or greater at top of descent, descend at 250kts Active Horizon 350NM Eligibility Horizon 550NM Aircraft are instructed via RT Due Heathrow Delay, Reduce by.04 4

70 Evolution XMAN Architecture AMAN data populates an XML Arrival Sequence Service schema which is published via XMAN server: Reims and MUAC subscribe to info, which populates their HMI Prestwick subscribes to data and displays on separate information display page SWIM/OLDI convertor creates AMA message to populate Shannon radar labels

71 Evolution XMAN Partner HMI Each XMAN partner displays XMAN constraint according to their own circumstances Separate display Radar label Other option could be on electronic flight strips DSNA Reims XMAN HMI

72 Delay Sharing Strategy LTC 5 min LACC 2 min XMAN Partner 3 min Delays above the combined 10 min are allocated back in the holding stack 7

73 Benefits Heathrow XMAN operational since September 2015: 85% of all flights handled by XMAN partners 44% of all flights meet the XMAN criteria Of these, 82% receive speed instruction Reduction in TMA holding averages one minute per instructed flight, saving 50kg of fuel 4,000 tonnes of fuel per annum 12,700 tonnes of CO 2 per annum Reduced noise beneath the stacks PLUS 250kt speed descent Up to further 90 seconds delay absorption for aircraft Annualised fuel saving 3400 tonnes; 10,800 tonnes CO 2 8

74 LHR 270/250 Kts Trial LHR XMAN Trial Starts LHR 250Kts Trial LHR XMAN Permanent

75 Deployment of Gatwick XMAN requires a stable delay profile. A major cause of delay instability at a mixed mode runway is the changing of the arrival-departure spacing policy at short notice, i.e. inside the XMAN horizon of 350nm, 55 minutes. Displaying the arrival and departure sequence and delay information alongside each other at Gatwick Airport ATC and in Terminal Control enables both supervisors to agree the runway spacing policy at least 60 minutes in advance. AMAN-DMAN Trial underway; when required delay stability achieved, will demonstrate Gatwick XMAN with current Heathrow partners plus Brest. SESAR PJ25 Gatwick 10

76 Gatwick Delay before Gatwick XMAN

77 Prototype demonstration AMAN that uses enhanced trajectory data from the MUAC XMAN Portal and DSNA Co-flight FDP on respective axis. AMAN functionality to calculate Target Time Over boundary Coordination Point (COP) and associated speed advisory. Demonstrates streaming into systemised airspace. Shadow mode demo Spring 2019 SESAR PJ25 Heathrow TTAs 500nm Target Time Over COP / speed advisory MUAC Portal data Reims Coflight data 350nm Target Time Over COP / speed advisory 12

78 Location of Metering Point Objective of Constraint Type of Constraint Factors to Consider Where is the bottleneck; what point needs metering? Pre-descent waypoint on PBN-defined route Initial Approach Fix/Holding Stack Final Approach Fix What problem are you trying to solve? Transfer delay out of TMA to en route i.e. upstream linear holding Streaming Sequence optimisation Support to airspace user s preferences (UDPP) Delay value Speed reduction (or increase?) Time to lose (gain?) AMAN-allocated Target Time Controlled Time of Arrival Horizon Long-haul and ECAC pre-departure TTAs (not extended arrival management but potentially part of overall concept 500nm horizon is approx 350nm en route portion = approx 3 mins delay absorption + 1-2mins during descent phase 350nm: 1 min delay absorption in en route mins during descent phase Input data ETFMS or FDP trajectory sharing (IOP) or ADS-B plus ground trajectory (Flight Radar 24 etc) or ADS-C (EPP relay of FMS trajectory), or combination of these Passing Constraint to Aircraft Pass Constraint to XMAN partner for RT instruction Pass Constraint to XMAN partner for CPDLC instruction Potentially pass directly to aircraft in the future? Aircraft requests permission for speed adjustment from ANSP.

79 The Future Stansted and Manchester XMAN planned for London Airspace Modernisation using PBN systemised airspace between runway and free route airspace planned for 2024/5; this is dependent on a more sophisticated extended arrivals management capability

80 Questions

81 Time-Based Flow Management (TBFM) Overview Presented to: SDM AMAN/TBFM Workshop By: Rob Hunt and Bob Mount (FAA PMO) Date: Sept 2018 Federal Aviation Administration 1

82 Agenda Overview of TBFM and Key Capabilities Current Use of TBFM Lessons Learned Future Activities and Emerging Capabilities Initial Trajectory-Based Operations (itbo) & TBFM TBFM and SWIM Questions Federal Aviation Administration 2

83 Current TBFM Capabilities Airborne Metering (Times on Glass): Provides aircraft specific delay times to multiple points along the trajectory to provide smooth flow into a terminal. Arrival Management: Graphical depiction of flows and timing into a terminal. Integrated Departure Arrival Capability (IDAC): Tower personnel use Departure (Internal) Scheduling to release aircraft into the arrival stream or to meet an overhead restriction (EDC) Departure (Internal) Scheduling: Generates release times for aircraft to join the arrival stream to a terminal. En Route Departure Capability (EDC): Generates release times for aircraft to meet an overhead restriction Federal Aviation Administration 3

84 En Route Metering Based on projected demand and available capacity, Scheduled Times of Arrival (STAs) are assigned for multiple points along each aircraft s trajectory destined to an arrival airports Traffic Managers use TBFM GUIs to set up and manage these flows Controllers maneuver aircraft to meet assigned STAs Federal Aviation Administration 4

85 Integrated Departure/Arrival Capability EDC and (IDAC) IDAC Capabilities Departure scheduling capabilities across NAS facilities to smoothly insert departures into the arrival or overhead streams MITRE Approved for Public Release; Distribution Unlimited. Case Number Federal Aviation Administration 5

86 Extended Metering and Speed Advisories (GIM-S) Upstream extension of time-based capabilities via segmentation of metering horizon and improved scheduling algorithms to better account for uncertainties Meter Fix Coupled Scheduling Point Coupled Scheduling Freeze Horizon Extended Metering Freeze Horizon New tools (Speed Advisories) to assist controllers in Meter Fix Freeze MITRE Approved for Public Release; Distribution Horizon Unlimited. Case Number achieving the schedule Extended Metering Point Federal Aviation Administration 6

87 Current TBFM Use Across the NAS: June 2018 SEA 11h/30d MSP 2h/22d SLC 2h/26d DEN EWR 7h/21d SFO 2h/21d 6h/64d LAS 6h/19d PHL 6h/19d CLT LAX 16h/30d PHX 7h/30d 13h/30d 149(26 %) SAN MC: 91% HOU 4h/17d ATL 12h/30d 10h/30d Nominal Arrival Freeze Horizons GIM-S Implementation (includes couples scheduling, extended metering and speed advisories) Metered arrival airport IDAC Towers Departure scheduling EDC departure apts Avg. # of daily metering hours/# of days per month Airports with regular arrival metering (15+ days/month): ATL, CLT, DEN, EWR*, HOU, LAS, LAX, MSP, PHL*, PHX, SAN, SEA, SFO, SLC * Times not being displayed to controllers in arrival sectors Federal Aviation Administration 7

88 Lessons Learned Findings Vision: Lack of a common understanding of how to use TBFM capabilities operationally inhibits effective and consistent use Policy and Procedures: Policies describing the use of TBFM by AT personnel needed to facilitate uniform and consistent use Operational direction: Clarity needed regarding prioritization and resource management to effectively implement TBFM capabilities across the NAS Training: Enhanced training is needed to ensure the workforce has the knowledge to implement and use TBFM capabilities Mitigations Established a system-wide vision describing how TBFM should be used and its role in the NAS Updated the National Order to reflect use procedures Identified a TBFM focal office and institutionalized coordination processes Established a National Training Program for all en route AT personnel, with a special emphasis for Traffic Management personnel MITRE Culture Change and Communication: The transition from distance-based to time-based management represents a significant change to the way AT personnel manage the flow of aircraft Developed and executed a change management plan, Developed communication strategy posters, video, news stories, Established processes to communicate TBFM operational status Approved for Public Release; Distribution Unlimited. Case Number Federal Aviation Administration 2017 The MITRE Corporation. All rights reserved. 8

89 Future Activities Continue development of and implement Terminal Sequencing and Spacing (TSAS) in DEN, ATL Implement IDAC at Towers within 5 ARTCCs between Oakland, Albuquerque, Atlanta, Jacksonville, Memphis ARTCCs Align activities with the implementation of Initial TBO In support of the Northeast Corridor Initiative, improve Arrival TBM into PHL and EWR Recently deployed EDC to New York ARTCC and IDAC to the PHL/NY area Towers Sustain the existing use of TBFM capabilities Continue to support PBN Metroplex Project activities Federal Aviation Administration 9

90 Terminal Sequencing and Spacing (TSAS) T SWA2197 AWE251 AWE24 SWA1825 AWE273 AWE221 SWA1011 SWA2053 DAL1921 AWE652 CTAS ETA SWAP PHX26 PHX26 AWE24 SWA1825 AWE221 SWA1011 SWA2053 DAL1921 AWE652 CTAS STA Slot Marker Timeline Slot Marker Speed 21 Z 220 Aircraft IAS Sequence Number 5 AWE B738/W 180 A26 Speed Advisory RNP-Capable Indicator Runway Assignment Z SWA B738 L 0:50 A26 Early/Late Indicator 21 Extends timebased management into the terminal environment Provides tools so controllers can merge and space aircraft to stay on their PBN Procedure MITRE Approved for Public Release; Distribution Unlimited. Case Number The MITRE Corporation. All rights reserved. Federal Aviation Administration 10

91 Path Stretch Advisory Heading 250 to ZUN036058, then direct SLIDR; Maintain M.73 Click AMEND or type AM <ENTER> to accept Type H210 <ENTER> to change to a 210 heading (Additional typing options Heading 210 for to left/right ZUN066067, turn then direct increments, SLIDR; Maintain speeds, M.73 and rejoin fixes) Defined lateral maneuver in en route airspace to absorb assigned delay when Speed control alone is not enough Provides Place- Bearing-Distance and Speed Advisories to meet STA MITRE 2017 The MITRE Corporation. All rights reserved. Federal Aviation Administration 11

92 Required Time of Arrival (RTA)/Time of Arrival Control Flight Management System (FMS) RTA capability improves delivery accuracy to En Route meter points Can be used in lieu of Speed control or in combination with Path Stretch MITRE 2017 The MITRE Corporation. All rights reserved. Federal Aviation Administration 12

93 What is TBO? Trajectory Based Operations is an air traffic management method for strategically planning, managing, and optimizing flights throughout the operation. TBO works best when TBM and PBN work together Time-Based Management (TBM) Arrival Metering Surface Metering Terminal Metering Departure Scheduling Ground Delay Programs and more Performance Based Navigation (PBN) Area Navigation (RNAV) Required Navigation Performance (RNP) Flight Management System (FMS) Optimal Profile Descents (OPD) and more Enterprise Enablers DataComm System-Wide Information Management (SWIM) Enhanced Data Exchange Advanced Weather Products Airborne Rerouting and more Federal Aviation Administration 13

94 Visualizing TBO Departure PBN Dep Procedures Cruise Time-Based Management Flight Deck Time-Based Management PBN Arr & App Procedures Arrival Time-Based Management PBN Routes Departure Time-Based Management Inter-facility Traffic Flow Management 14

95 Gate-To-Gate Operations Notional Graphic Airborne Rerouting itbo Scope Collaborative Trajectory Options Program Airspace Flow Program Departure Metering Into En Route Stream En Route Time of Arrival Control Flight Operations FAA ATCSCC and Facilities Collaborative Decision Making Information/Data Exchange TRACON Ground Delay Program for Arrival Airports Other Controller Aids Vectoring Path Stretch Advisories TM Coordination and Planning Departure Metering Into Arrival Stream RNAV STAR OPD RNAV STAR OPD Metroplex with PBN Procedures Airport Configuration TRACON Management TRACON RNP with RF Leg In-Trail Final Approach Spacing Indicators ARTCC Terminal Metering Slot Markers, Speed Advisories, and Sequence Established on RNP (EoR) Coupled Scheduling Departure Metering Arrival Metering Speed Advisories Coupled Scheduling Scheduli ng Extended Metering Holding Enterprise Enablers Air-Ground Data Communications Enhanced Weather Data, Reporting, and Integrated Products V1.3 Runway/Surface Balancing, Surface Scheduling and Metering, and Tower Electronic Flight Data Tower Data Communications for Pre-Departure Clearance Pre-Departure Rerouting Arrivals (STARs) Departures (SIDs) En Route Speed or Time Control Top of Descent New Capabilities/Ops Current Capabilities/Ops As Needed TRACON Meter Point XMP Extended Meter Point CMP Coupled Meter Point Arrival Meter Point Departure Meter Point Federal Aviation Administration 15 Image Source: C. Large, B. Ladd, S. Stalnaker, A.

96 SWIM Business Services: Metering Publication Federal Aviation Administration 16

97 Decomposition of TBFM Data Elements Time Based Flow Metering Aircraft Info Configuration Info Adaption Info Synchronization Other Flight Plan Info ETAs STAs Scheduling Info MRE Assignments Arr Airport Config Info Acceptance Rate Airport TRACON Meter Point Runway Super Stream Class Config TRACON Name Group MRE Names Gate Names Airport / Runway Config Names System Sync Start Periodic Sync Start Periodic Sync End TBFM Metering Status TBFM Interface Status Data Quality Address Qualifier Multiple consumers including Airspace Users, Industry, Academia, FAA systems, and other government organizations Federal Aviation Administration 17

98 Questions? Rob Hunt, Bob Mount, Federal Aviation Administration 18

99 Backup Material Federal Aviation Administration 19

100 TBO Objectives Federal Aviation Administration 20

101 itbo Capabilities Sequencing by Domain Operational Context Existing Capability In-Process Deployment Deployment PERTI Processes and Procedures TBFM-Departure Scheduling TBFM-Airborne Metering PBN SIDS TBFM-EDC TFMS GDP/AFP/CT OP TFMS-Surface Situational Awareness (Surface Viewer) TBFM-IDAC TBFM T-to-T TFMS-PDRR TFMS-IDRP STAR S TFD M TFMS AFP/CTOP TBFM - GIM-S Extended Metering/Coupled Scheduling TBFM/ERAM - GIM- S Speed Advisories TBFM/ERAM - Path Stretch TFMS-ABRR TBFM-RTA/TOAC ERAM Enhancements TBFM-Runway Sequence and Assignment TBFM/STARS- Slot Markers TBFM/STARS- Speed Advisories RNP-RF TFD M ATPA STAR S PBN STARS EoR TFMS GDP/CTOP PBN Equipage Data Communications Weather Information NextGen Weather Processor (NWP) /Common Support Services-Weather (CSS-Wx) TFMS Improved Demand Predictions (IDP) Federal Aviation Administration 21

102 itbo Scope: Capabilities/Technologies Function Category Capabilities Supporting Technologies PBN Strategic Planning / Flow Management Route Management Time-Based Scheduling (Airborne and Surface) En Route and Terminal Spacing Tools Surface Management Enterprise Enablers RNAV STAR Optimum Profile Descent (OPD) RNAV SIDs RNP / RNP with RF leg Established on RNP (EoR)* Airspace Flow Program (AFP), Ground Delay Program (GDP) Collaborative Trajectory Options Program (CTOP)* TM Coordination and Planning Automated Reroutes Pre-Departure Rerouting Airborne Rerouting Arrival Metering Coupled Scheduling/Extended Metering Collaborative Air Traffic Management Departure Metering (scheduling) into Arrival Stream Departure Metering (scheduling) into En Route Stream Terminal Metering Runway/Surface Balancing Surface Scheduling and Metering Converging/Crossing Runway Operation Spacing Indicators In-Trail Final Approach Spacing Indicators Delay Countdown Timer Speed Advisories Path Stretch Advisories Slot Markers, Speed Advisories, and Sequence En Route Time of Arrival Control (TOAC) Tower Data Communications for Pre-Departure Clearance Electronic Flight Data* Airport Configuration Management Information and Data Exchange Air-Ground Data Communication Enhanced Weather Data, Reporting, and Integrated Products FMS/ RNAV (LNAV/VNAV) RNAV (LNAV/VNAV) RNP RNP- AR, A-RNP TFMS/ FSM SWIM, TFMS, Operator Ground Automation TBFM/ TM Ops Dashboard and Planning Tool TFMS/ ERAM PDRR ABRR TBFM/ TFDM TFDM GIM-S T-to-T, IDAC IDAC EDC TSAS STARS/ CRDA ATPA TBFM/ DCT, MRL GIM-S Path Stretch TSAS TBFM, FMS/ RTA Controller Pilot Data Link for Tower TFDM TFDM Currently Available Capabilities Planned Capabilities SWIM Controller Pilot Data Link for En Route (Initial Services) NWP, CSS-Wx Federal Aviation Administration 22

103 itbo Implementation Approach New Implementation Approach Geographical-Based, Holistic and Efficient Operating Areas Right Tools for the Right Location at the Right Time Operational geographical scope are flexible Areas reflect logical and interdependent TBM and PBN operational relationships Federal Aviation Administration 23

104 itbo Implementation Approach As-Is State Right Tools for the Right Location at the Right Time <Transition Roadmap> To-Be State Current Plans Gap New Commitments (e.g. NEC) Develop itbo Transition Roadmap & Evolution Plans to Close the Gap Federal Aviation Administration 24

105 Extended AMAN Airborne Perspective SESAR Deployment Manager Workshop Dominique Dieck, Operations Research & ATM lufthansagroup.com

106 Agenda Airborne perspective or Airspace User point of view Preferred way of flying Passenger focus Expectations Next steps London experiences 2

107 Preferred way of Zurich Airport Zurich has an daily arrival regulation Resulting in many holdings and extensive vectoring Todays AMAN covers 80NM Future E-AMAN 200NM Taget Time Over (TTO) Expected benefits TTO Concept already helps to establish an earlier arrival sequencing Efficient arrival routes Optimized descents Less holdings and vectoring reducing fuel burn and environmental impact 3

108 We don t just fly aircraft, we move passengers! For ATC: 2 aircraft have the same value For Airspace Users: 2 aircraft have different values High number of connecting passengers at our hub airports Other operational constraints Crew rotation Aircraft rotation Night ban Airlines prioritization is key (e.g. Arrival Flexibility, UDPP) Prioritization process can be extended to Airline Groups 4

109 Expectations Flight Crews Sharing the information of expected track miles enhances the flown optimized descent profile (CDA/ODP) Speed advisories are favored as long as they are in the aircraft s envelope Information to flight crews about the earlier coordination of the arrival sequence is preferable Operation Control Center (OCC) Interoperability of TTO and E-AMAN concept E-AMAN should work together with A-CDM E-AMAN should not have any negative impact on departures and arrivals of other airports E-AMAN information should be shared through SWIM with all stakeholders Flight Crew OCC ATC Extended AMAN for better Predictability Network Manager Airport 5

110 Next steps: Powered by PJ25 consortium and ATEAM consortium Expected Benefits London Implementation E-AMAN LHR, LGW FRA Integrating Multiple AMAN Constraints in UAC EMAS, Multiple XMAN operation Airspace capacity Punctuality Cost-efficiency Environment Paris Implementation E-AMAN, AFLEX CDG, ORY ZRH Zurich Implementation E-AMAN, UDPP, istream advanced Airspace User consortium ATEAM: 6

111 British Airways experience of extended AMAN at Heathrow Heathrow airport is our home base, we began working with NATS on deploying XMAN in Since its introduction we (BA) estimate we make annual savings of approximately 2000 tonnes of fuel & 6300 tonnes of CO2. Currently the delay trigger, to use extended AMAN is set at 7 minutes, we would like to see this reduced to 5 minutes, which is roughly one turn in the hold. We don t believe this would reduce the runway throughput efficiency. ATC ask us to reduce our speed, generally by M0.04, sometimes this can prove difficult with heavy and high aircraft. We would prefer if ATC could ask the crew what they could do. As Gatwick is our second base in the U.K. we hope XMAN will be deployed there next year. 7

112 Thank you very much for your attention lufthansagroup.com

113 SWIM Services in support of Extended AMAN By Per Erland Andersen SESAR Deployment Manager AMAN Workshop, September

114 Agenda Interoperability System Wide Information Management SWIM Information SWIM Information Definition Specification AIRM Payload Tracing example

115 Interoperability The ability of computer systems and organisations to exchange data with unambiguous, shared meaning

116 Interoperability and SWIM SWIM consists of standards, infrastructure and governance enabling the management of ATM information and its exchange between qualified parties via interoperable services.

117 SWIM Components Services Information Technical Infrastructure

118 Foundational SWIM Specifications SWIM Service Description Requirements for the minimum set of information elements to be contained by a service description SWIM Information Definition Requirements for defining how the exchanged information conforms to the semantics of the ATM Information Reference Model (AIRM) SWIM Technical Infrastructure Yellow Profile: Requirements for the information technology (IT) infrastructure necessary for ensuring technical interoperability

119 SWIM and Cybersecurity SWIM-enabled Applications SWIM Infrastructure Hosting Services Network Connectivity Internet/PENS

120 SWIM information Source: EUROCAE ED-254

121 Payload description Information Definition described by Source: EUROCAE ED-254

122 AIRM Information business terms and reference information descriptions for the business users and operational experts Data reference data descriptions for solution builders developing technical building blocks

123 ATM business terms Aerodrome A defined area on land or water (including any buildings, installations and equipment) intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft. Runway A defined rectangular area on a land aerodrome prepared for the landing and takeoff of aircraft.

124 ATM data descriptions Aerodrome location indicator: CharacterString [0..1] start validity: DateTime [0..1] associated aerodrome 0..* Runway designator: CharacterString [0..1] start validity: DateTime [0..1]

125 Reference Aerodrome urn:xses:sesarju:airm:v410:consolidatedlogicaldatamodel:subjectfields: BaseInfrastructure:AerodromeInfrastructure:Aerodrome

126 Information definition specifications talk the same language formalises uses Information Definition produces follows EUROCONTROL Specification for SWIM Information Definition

127 AMAN tracing to the AIRM example Source: EUROCAE ED-254

128 Semantic Interoperability Aerodrome A defined area on land urn:xses:sesarju:airm:v410:consolidate dlogicaldatamodel:subjectfields: BaseInfrastructure:AerodromeInfr astructure:aerodrome

129 Further information AIRM SWIM Information Specification EUROCAE ED-254

130 Thank you! 18

131 Recommendations for deployment of Extended AMAN

132 Considerations No prerequisites for deployment of Extended AMAN Analyze the local situation and define most appropriate solution Source of information (DP GAP analysis, local consultation with airport operators, airspace users etc) Airport Operators could be responsible for deployment, but ANSPs execute the implementation DP Monitoring view shows where Extended AMAN is implemented. Possibility to get support? Initial implementation possible based on OLDI (AMA) or B2B exchange of information awaiting support from SWIM services Traffic to/from closely located airports must be taken into account Availability of downlinked trajectory information is expected to improve the accuracy of the sequencing function Extended AMAN is a planning tool providing advisories to controllers Extending the AMAN horizon may impact the airspace design Involvement with adjacent and upstream ATS units might require bilateral agreements Network Manager may receive the Extended AMAN data, as required, for the overall network impact assessment and relevant network optimisations