Work Package Final Report

Transcription

1 Work Package Final Report Document information Work Package Title Network Operations and Network Information Management System Work Package Number & WP Leader(s) EUROCONTROL Deliverable Name Work Package Final Report Deliverable ID D09 Edition Template Version Task contributors EUROCONTROL Abstract The SESAR work package WP7/13 (Network Operations) addresses both the concept development and validation activities linked to the adaptation of Network Management to the SESAR concept and the evolution of the architecture and the development of system prototypes linked to these concepts. The WP7/13 consists of 5 primary projects supported by one federating project and one management project. These projects directly validated 9 SESAR Solutions and contributed to the validation of other Solutions in cooperation with other work packages, in particular WP6 Airport Operations and WP11.01 Flight/Wing Operations Centre. They mainly contributed to deliver inputs for the ATM Functionalities AF#3-1, AF#3-2, AF#4-1, AF#4-2, AF#4-3, AF#4-4, AF#5-2, AF#5-3, AF#5-4, AF#5-5 and AF#5-6 of the Pilot Common Projects. The project Global Co ordination & Management conducted the management activities at work package level to ensure that all WP related tasks are performed successfully, timely and according to the established contractual and technical requirements and that treatment actions are developed, agreed and performed to mitigate the identified problems and risks or to benefit from opportunities.

2 Authoring & Approval Prepared By - Authors of the document. Name & Company Position & Title Date Franck BALLERINI / EUROCONTROL WP7/13 Leader 09/05/2016 Eric ALLARD / VELEANE Management Support Reviewed By - Reviewers internal to the project. Name & Company Position & Title Date Mark BURGESS / SEAC SEAC Contribution Management 30/05/2016 Maria Teresa CANO / CRIDA ENAIRE Contribution Management 30/05/2016 Kris DELCOURTE / EUROCONTROL Project Manager 30/05/2016 OFA Manager Peter GOODCHILD / SELEX SELEX FINMECCANICA 30/05/2016 FINMECCANICA Contribution Management Andy KNIGHT / SEAC SEAC Contribution 30/05/2016 Management Dominque LATGE / THALES THALES Contribution Management 30/05/2016 Patrick LELIEVRE / AIRBUS AIRBUS Contribution Management 30/05/2016 Isabelle LUXEMBOURG / DSNA DSNA Contribution 30/05/2016 Management Soenke MAHLICH / EUROCONTROL Project Manager 30/05/2016 Gérard MAVOIAN / EUROCONTROL Project Manager 30/05/2016 Giuseppe MURGESE / EUROCONTROL OFA Manager 30/05/2016 Etienne DE MUELENAERE / Project Manager 30/05/2016 EUROCONTROL Clive PAILING / SELEX FINMECCANICA SELEX FINMECCANICA 30/05/2016 Contribution Management Debora PALOMBI / ENAV ENAV Contribution 30/05/2016 Management Jan-Gunnar PEDERSEN / NORACON NORACON Contribution 30/05/2016 Management Nadine PILON / EUROCONTROL OFA Manager 30/05/2016 Eddy POROSNISCU / EUROCONTROL ENB Manager 30/05/2016 Andres Rodriguez / INDRA INDRA Contribution 30/05/2016 Management Alexandru SAVULOV / FREQUENTIS Project Manager 30/05/2016 Othmar SCHNABEL / DFS DFS Contribution Management 30/05/2016 Nicolas SUAREZ / CRIDA OFA Manager 30/05/2016 Steve WILLIAMS / NATS Catherine PALAZO / INNEOVA Project Manager OFA Manager WP7/13 Quality and Requirement Manager 30/05/ /05/2016 Reviewed By - Other SESAR projects, Airspace Users, staff association, military, Industrial Support, other organisations. Name & Company Position & Title Date 2 of 20

3 Approved for submission to the SJU By - Representatives of the company involved in the project. Name & Company Position & Title Date Franck BALLERINI / EUROCONTROL WP7/13 Leader 09/05/2016 Rejected By - Representatives of the company involved in the project. Name & Company Position & Title Date Rational for rejection None. Document History Edition Date Status Author Justification /05/2016 Draft /05/2016 Draft /05/2016 Draft /06/2016 Final /06/2016 Final Eric ALLARD / VELEANE Franck BALLERINI / EUROCONTROL Franck BALLERINI / EUROCONTROL Franck BALLERINI / EUROCONTROL Eric ALLARD / VELEANE Franck BALLERINI / EUROCONTROL Eric ALLARD / VELEANE Intellectual Property Rights (foreground) This deliverable consists of SJU foreground. Initial Version All sections completed Internal review Peer review Comments from peer review included Comments from SJU assessment and late reviews integrated. 3 of 20

4 Acronyms Acronym ACC AF AIXM AMAN ANSP AOP ARES ARO ASM ATC ATFCM ATM AU B2B CDM CIA CTOT DAC DCB DMEAN DOD EAD EFPL epib FIXM Definition Area Control Centre ATM Functionality Aeronautical Information Exchange Model Arrival Manager Air Navigation Service Providers Airport Operations Plan Airspace Reservation/Restriction ATS Reporting Office AirSpace Management Air Traffic Control Air Traffic Flow and Capacity Management Air Traffic Management Airspace User Business to Business Collaborative Decision Making Change Impact Assessment Calculated Take-Off Time Dynamic Airspace Configuration Demand Capacity Balancing Dynamic Management of The European ATM Network Detailed Operational Description European Aeronautical Information Service Database Extended Flight Plan electronic Pre-Flight Information Bulletin Flight Information Exchange Model 4 of 20

5 FO FOC FPR ICAO KPI MET NM NOP NOTAM OAT OI PCP PIB RBT RTSA SBT SESAR SJU STAM SWIM TTA UDPP VPA WOC WP Flight Object Flight Operations Centre Final Project Report International Civil Aviation Organization Key Performance Indicator Meteorology Network Manager Network Operations Planning Notice To Airmen (temporary aeronautical information) Operational Air Traffic Operational Improvement Pilot Common Projects Pre-Flight Information Bulletin Reference Business Trajectory Real Time Status of Airspace Shared Business Trajectory Single European Sky ATM Research SESAR Joint Undertaking Short-Term ATFCM Measures System Wide Information Management Target Time of Arrival User Driven Prioritisation Process Variable Profile Area Wing Operations Centre Work Package 5 of 20

6 1 Work Package Overview The SESAR work package WP7/13 (Network Operations) addresses both the concept development and validation activities linked to the adaptation of Network Management to the SESAR concept and the evolution of the architecture and the development of system prototypes linked to these concepts. The work package WP7/13 finally contains five primary projects supported by one federating project in charge of validating 9 SESAR Solutions and contributing to validate other Solutions with other work packages, in particular WP6 Airport Operations and WP11.01 Flight/Wing Operations Centre. They mainly contributed to deliver inputs for the ATM Functionalities AF#3-1, AF#3-2, AF#4-1, AF#4-2, AF#4-3, AF#4-4, AF#5-2, AF#5-3, AF#5-4, AF#5-5 and AF#5-6 of the Pilot Common Projects and addressed other R&D topics of the ATM Master Plan [2]. The project Global Co ordination & Management conducted the management activities at work package level to ensure that all WP related tasks are performed successfully, timely and according to the established contractual and technical requirements and reported to the SJU. A Work-Package Management Group with the involvement of project managers, OFA managers and representatives of the different members was established for the oversight of the different projects. The SJU Members involved in the different projects are the following: 07.02: AENA, AIRBUS, DFS, DSNA, ENAV, EUROCONTROL, INDRA, NATS, SEAC, THALES : AENA, DFS, DSNA, ENAV, EUROCONTROL, INDRA, NATS, NORACON, SELEX, THALES : AENA, EUROCONTROL, NATS : AENA, ENAV, EUROCONTROL, INDRA, NATS, THALES : DFS, ENAV, EUROCONTROL, FREQUENTIS, NORACON, THALES : AENA, ALENIA, DFS, DSNA, ENAV, EUROCONTROL, INDRA, NATS, SELEX The following organisations contributed to the different projects: Air France, DHL, EBAA, EHA, EL AL, ELFAA, IAOPA, IATA, Lufthansa, NOVAIR, One World, SAS, TUIfly, Turkish Airlines and the pilot staff association ECA. Through the military engagement plan, military experts from Belgium, Finland, France, Netherlands and Spain were involved in the project work. At the time of delivering the present report, R5 results are still to be consolidated and confirmed through the system engineering review process, and the final reports of the different primary projects are still to be drafted. The present document highlights some of the ATM benefits that are expected from the validated SESAR Solutions. However readers should refer to the final reports of the different primary projects to get detailed descriptions, including specific quantifiable results where possible and relevant. 1.1 Work Package contribution to the Master Plan During SESAR 1, WP7/13 projects addressed operational improvements related to "Optimised ATM Network Services", in particular the improvements subject to mandatory deployment as per SES Implementing Rule on the establishment of the Pilot Common Projects (PCP) supporting the implementation of the European Air Traffic Management Master Plan The validated operational improvements respond to the following key operational shortcomings: Airspace Management: 6 of 20

7 o Inability to exploit improvement opportunities. o Inefficiencies in the Network calling for increased flexibility in airspace capacity. Network Operations Planning: o o o o Disconnected airspace and airport capacity planning processes. Limited sharing of up-to-date planning data. Poor predictability of demand. Uncertainty not fully taken into account. Inconsistent planning information preventing Airspace Users from optimizing their operations. Demand Capacity Balancing: o o Limited flexibility of current ATFM, essentially based on slot allocation. AU s priorities/preferences not taken into account. The main inputs to the European Air Traffic Management Master Plan resulting from the conceptual/validation work achieved by the primary projects are: The possibility of managing airspace reservations more flexibly in response to airspace user requirements and of sharing in real-time changes of airspace status with all users concerned, in particular the NM, Air Navigation Service Providers (ANSPs) and Airspace Users. New ASM procedures and processes to cope with an environment where airspace is managed dynamically with no fixed-route network. ( ) The development of the Collaborative NOP updated through data exchanges between the NM's and operational stakeholders' systems (SWIM enabled) in order to cover the entire trajectory lifecycle and to reflect priorities when needed. Increased integration of NOP and AOP information. ( ) The development of NM/ATC interoperability using the Flight Object Server. ( ) The development of extended flight plans (EFPLs) used to enhance the quality of the planned trajectory information, thus enhancing flight planning, traffic prediction and complexity assessment. ( ) The development of the user-driven prioritisation process (UDPP) to give airspace users the opportunity to swap calculated take off times or target start-up approval times of any two flights from different airlines in order to better match their business objectives. This allows airspace users to reduce the cost of delays by reducing the delay of commercially sensitive flights at the expense of other flights. UDPP facilitates ATFCM planning and pre-departure sequencing through advanced airport operations (CDM, advanced dynamic capacity balancing). ( ) The development of Digital NOTAM and Digital Pilot Briefing services through aeronautical information exchange supported by the implementation of the SWIM technical infrastructure. ( ) The development of Enhanced STAM (Short-Term ATFCM Measures) to enable tactical capacity management, ensuring close and efficient coordination between ATC, airports, airspace users and the network management function. Tactical capacity management will implement STAM using cooperative decision-making to manage flows before flights enter a sector. ( ) The complement of calculated take-off times with locally calculated target times (CTOT to TTA) for ATFCM purposes to be applied to selected flights in order to manage ATFCM at the point of congestion rather than only at departure. ( ) The following SESAR Solutions, corresponding to the topics listed here above, should reach the V3 maturity level at the end of SESAR 1. As for some of them validation activities are still on-going and the maturity is still to be assessed in the final System Engineering reviews, the achieved maturity level 7 of 20

8 will be confirmed in the corresponding Final Project Reports. Each Final Project Report will as well provide more details about the OIs, the associated Enablers and the performance benefits. For the sake of consistency with the vast majority of WP7/13 deliverables already available, the operational improvements identified hereafter are compliant with DS13. A full mapping of dataset 13 to dataset 15 for WP7/13 projects can be found in an appendix to the D29 Final Step 1 Network DOD. Solution OI(s) Name WP contribution Solution #17 DCB Advanced STAM STAMs such as minor ground delays, flight level capping and minor horizontal re-routings applied to a limited number of flights have proved to reduce the complexity of expected traffic peaks. Some ANSPs already use semi-automated tools based on the use of occupancy counts to identify hotspots in traffic patterns and STAM to avoid systematic regulations. Collaborative decision making process (CDM) comes into play as the various actors discuss the situation and agree on the best solution (measure). Today, it no longer makes sense to systematically apply regulations when demand does not significantly exceed available capacity and when traffic can be predicted with a higher level of granularity and accuracy. However, regulations shall still be used in resolving major imbalances. Proving this hypothesis was the main objective of the validation activities (exercises VP-314, VP-522, VP-700 and VP-632) within the scope of the project dynamic DCB. With the last exercise VP-700 in Release 5, the solution #17 "Advanced STAM" is expected to reach V3 maturity level. The exercise VP-700 (and VP-749) was executed in cooperation with (OI DCB-0103-A) to address Network Performance Monitoring enriched with more accurate MET information. Solution #18 DCB CTOT to TTA contribution to the Solution #18 including the OI DCB-0208 "DCB in a Trajectory Management Context" was to validate the complement of CTOT with locally calculated target times (TTO/TTA), the sharing of target times between the NM, Airports, AUs and ANSPs, the monitoring of the adherence to these target times and the initial integration with AMAN. To validate at a large scale the concept with a staged approach, several exercises have been performed (VP-632, VP-634, VP-723 and VP-749), complemented by two large scale demonstrations FAIRSTREAM and istream. They allowed to: Assess the concept of TTA for managing arrival congestion (combined use with CTOT). Assess the operational feasibility including the possible role and responsibilities of the different actors (ATCOs, FMPs, NM...). Assess the technical feasibility (ground and on-board systems). Assess the performance benefits. The exercise VP-632 & VP-749 were executed in close cooperation with (OI DCB-0103-A) and WP6 (OI DCB-0310) to validate AOP/NOP integration and Airport 8 of 20

9 Arrivals Management using TTA Allocation. Solution #20 DCB A Collaborative NOP - Step 1 As the Network Operations Plan is the result of all operational processes linked to Network Management from the strategic phase to the post ops phase, the validation of this Solution has been performed through exercises from the different primary projects such as (VP-616, VP-712, VP-713, VP-714 and VP-716), (VP-522, VP-632, VP-700, VP-749 and VP-772) and (VP-016 and VP-710). Operational requirements related to the integration of AOP and NOP and the timely exchange of information resulting in a common situational awareness improving Network Manager's, Airports', ATC and Airspace Users' planning activities and the overall operational performance have been addressed. The Solution is expected to reach V3 maturity level for the Release 5. Solution #21 DCB Airport Operations Plan and AOP-NOP Seamless Integration through its validation activities, including VP-632, VP-634 and VP-749 should contribute to bring this Solution to the V3 maturity level, which should be confirmed during Release 5. The last exercise VP-749 covers the Target Time Management and AOP-NOP Integration in a collaborative effort with covering AOP/NOP Integration, and (covering the AOP and airport DCB related aspects). The AOP/NOP Integration, delivering increased predictability, is a key enabler for the Target Time Management concept. Solution #31 AOM A & AOM A Variable profile military reserved areas and enhanced level 3 civil-military collaboration validated the SESAR Solution #31 of the AFUA concept defined by the two new elements. The first one is the Variable Profile Area (VPA) design principle allowing the implementation of modular ARES and their application in fixed ATS route network or in free route operational environments. The second one is the sharing of the Real- Time Status of Airspace (RTSA) between ASM support systems, ATC systems, Airspace Users' systems and NM's systems establishing more dynamic and intensive Collaborative Decision Making (CDM) processes involving all pertinent partners. The validation activities have been executed through five different exercises VP-015, VP-016, VP-017, VP-710 and VP-717 to reach the V3 maturity level that should be confirmed during Release 5. Solution #65 Solution #33 AOM-500 AOM Direct Routing for flights both in cruise and vertically evolving for cross ACC borders and in high & very high complexity environments. Free Routing for Flights both in cruise and The exercise VP-571, performed under Project , complemented by the large scale demonstration FRAMAK addressed the feasibility of direct routing in the core area (MUAC airspace). In FIR/UIR operate DCT H24 in Europe. The main contribution was delivered through the exercise VP-465 that investigated user preferred routing effects on: 9 of 20

10 vertically evolving within low to medium complexity environments Fuel efficiency/environment, predictability and network management/flight Planning supported for the V2 real-time simulation VP- 797 led by Skyguide by assessing the network impact of user preferred trajectories provided by WP11.01 and by simulating the flow management process (regulated traffic) for different scenarios (FRA minimum FL, weather conditions, military ARES activation and type of waypoints published only or Lat/Long). In 2015 this solution is in operations H24 (might be level restricted or on seasonal basis) in various parts of Europe (Ireland, Denmark, Sweden and Portugal). Solution #34 IS-0205 Digital Integrated Briefing , in cooperation with , contributes to validate the SESAR Solution #34 (Digital Integrated Briefing) to demonstrate that graphical presentation of information, better filtering and a more logical organization of the pre-flight information bulletins can improve the pilot/dispatcher awareness, improve the briefing times and reduce the risk of misunderstood or missed information (VP-460, VP-461 & VP- 462). This is done through an interactive briefing application accessing SWIM compliant services (OI IS-0901-A). These improvements are made possible by the provision of fully digital aeronautical and MET data, including Digital NOTAM. The conclusions of the last exercise that considers all phases of flight, from flight preparation, pre-flight briefing on the ground to pre-flight briefing on board at the gate and in-flight updates are not yet available at the time of drafting the final report. The Solution is expected to reach V3 maturity level for the pre-flight briefing on the ground to pre-flight briefing on board at the gate. Solution #37 AUO A Extended Flight Plan The Extended Flight Plan (EFPL) allows the exchange of trajectory information - in addition to ICAO 2012 flight plan information - between Aircraft Operators Flight Operations Centre (FOC) and ATM in the short-term planning phase through SWIM-based B2B services. As an extension to ICAO 2012 FPL, it adds the 4D trajectory (filed trajectory) as calculated by the FOC flight planning system in support of the generation of the operational flight plan and flight specific performance data on climbing and descending capabilities of the aircraft. The Solution #37 "Extended Flight Plan" (defined by the OI Step AUO-0203-A) is validated by the project through a set of exercises (VP-311, VP-616 and VP-713). It should achieve V3 maturity level at the end of VP Solution #56 AUO A Enhanced ATFM Swapping Slot The project developed the SESAR Solution #56 "Enhanced ATFM Slot Swapping" defined by the OI AUO A through a set of validation exercises (VP-726, VP- 727 & VP-712). The swapping of regulated flights on arrival, and en-route, that is already possible for the flights of the same Airspace User (AU) sharing the same Most Penalising Regulation 10 of 20

11 (MPR) has been be extended by the Solution #56. The Solution #56 defines new features aiming to provide more flexibility and re-prioritising opportunities for AUs to reduce their cost of delay: these features defined in the concept reached different maturity levels. Two of these features are now at the V3 maturity level i.e. the "Multi-swap (up to 3 times per flight) and the "Substitution on cancellation". It has to be noted that for this solution a "swap identification tool" has been developed and is still being used with live traffic by an increasing number of airlines since the trial under the supervision of the NM AOG, until deployment by NM in The functionality should be deployed by the NM in Solution #57 AUO UDPP Departure Regarding Airport CDM, the Solution #57 based on the OI AUO-0103 allows the Airspace Users to change (via the predeparture management process) the priority order of flights in the pre-departure sequence. This solution has proven through validation activities (VP-726, VP-727 and DFLEX SESAR demonstration project) to be at least at V3 maturity level (already deployed at CDG airport). The following R&D topics have also been addressed. The results of the corresponding WP7/13 validation activities will feed the SESAR 2020 work programme. OI(s) Name WP contribution AOM-0304-A Mission Trajectories With the exercise VP-716, the project , validated, in cooperation with , the feasibility of an improved OAT Flight Plan (ioat FPL) - OI AOM-0304-A - SESAR Solution #38. The objective was to define a common format for OAT flight plans with the integration of military aeronautical data in the EAD database to have a better consistency with civil data and avoid/reduce errors in the flight plan definition. It should facilitate the definition of a cross-border OAT flights by having a single definition of the flight plan. The distribution by military AUs of the flight plan should be done by sending a single copy to the central flight plan validation and management service provided by the Network Manager. The Network Manager should be in charge of the further distribution to all concerned military and civil ACCs as already in place for civil FPLs. At the end of SESAR 1, the V2 maturity, Technology Readiness Level (TRL) 3, has been achieved. AUO-0204-A (AUO-0225 AUO-0227 DS14) & in NM/ATC trajectory alignment and TTA distribution through FO network With the exercises VP-659, VP731 and VP-714, the project , demonstrated the technical feasibility of sharing FPL information via the Flight Object server, and the improved interoperability thanks to 4D trajectories enriched with ANSPs and NM information. The Flight Object Server concept and associated standard (ED-133) is a key enabler to improve interoperability between ground actors and move towards trajectory based operations. Initially focused on ATC/ATC interoperability, all stakeholders have expressed the need for integrating NM in the future FOS network for different purposes: 11 of 20

12 Ease the dissemination of flow management information to tactical ATC actors. Improve the accuracy of NM traffic predictions with ASNPs' information about local ATC constraints and tactical interventions. Better link trajectory management processes in planning and execution phases. Among other validation questions, the integration requires a clarification of the roles and responsibilities of NM concerning the management of the information included in the Flight Object. These exercises, at an early V2 maturity level (TRL 3,) allowed identifying topics that should be addressed by the next version of the EUROCAE ED-133 Flight Object Interoperability Specification document. AOM-0208-B, AOM-0809, AOM and AOM Dynamic Configuration Airspace initiated the validation of the Dynamic Airspace Configuration concept with the exercises VP-718 and VP-755 at the V2 maturity level for the OI AOM-0805 (fully) and the OIs AOM-0208-B, AOM-0809 and AOM-0502 (partially). It allowed the validating of the concepts of Sector Building Block (SBB) and of Sharable Airspace Module (SAM) and of initial algorithms to automate the definition of Dynamic Airspace Configurations responding in a flexible manner to Airspace Users' needs. AUO-0102 (AUO and AUO in DS 14) UDPP For step 2, extended the step 1 UDPP concept with a collaborative prioritisation process. In capacity constrained situations, airspace users can provide flight priorities (Selected Flight Protection AUO-0104 and Flight Delay Apportionment AUO-0105) based on their business needs. The OIs are progressing in V2 maturity (exercises VP-728, VP-729 and VP-730). DCB-0103-B Collaborative NOP Step 2 DCB-0209 Collaborative 4D Constraints Management performed a V1 validation exercise (VP-779) focused on identifying what, where and when to measure and to monitor network performance and to determine if the defined KPIs are suitable to identify network problems at regional or local levels during the different phases of the layered planning process. The aim of this OI is to move from the current slot allocation (based on first planned/first served and Most Penalizing Regulation principles) to local and coordinated 4D constraints integrating new rules & mechanisms such as AU priorities and preferences, TTA/TTO constraints and 4D tolerance window. SBT planning and trajectory management rely on dynamically updated 4D constraints providing a common baseline for AUs and ATM Network operations to reach agreement on the RBT and the required tolerances brought this OI to the initial V2 maturity level with VP-315 exercise. AUO-0203-B, AUO-0204-B Business and Mission Trajectories in Step 2 Today, flight plans are submitted a few hours before off-block. This induces that most of the planning decisions are taken at last moment increasing instability and uncertainty and thus 12 of 20

13 reducing predictability and efficiency for all actors and limiting network performances. The Business Trajectory management concept addresses this issue and proposes an anticipated planning of the 4D trajectory as well as an iterative refinement process until execution. The VP-744 exercise addressed, from a Network Manager perspective, the aspects related to the planning phase of the Business Trajectory, from medium term to execution, focusing on the interactions between stakeholders, evaluation of key data, impact assessment of trends on different KPAs, evaluation of limiting factors and roles & responsibilities. As OIs AUO-0203-B and AUO-0204-B had a wide operational scope, they were split in DS14 in several OIs focusing on defined operational scope: AUO-0218, AUO-0219 and AUO The overall definition of the SBT management process in step 2 has not fully achieved V1. Some items assessed during the exercise (i.e. 4D What-if tool, Congestion Level Indicator) are mature enough to be moved to V2 phase, some others (Desired Trajectory, Alternative Trajectory, Negotiating Trajectory, Agreed Trajectory, Confidence Level, Preferences, Fully CDM AU and Partially CDM AU) require further refinement and agreement from all stakeholders involved. 1.2 Work Package achievements The main achievement of WP7/13 is first ensuring the involvement and achieving the consensus of all stakeholders of the European air traffic management domain, in particular: airspace users, air navigation service providers, professional staff associations, airports, and manufacturing industry. The merger of WP7 and WP13 was a key management decision that allowed increasing the consistency between the operational, performance and safety requirements, the architecture and the system and interoperability specifications. WP7/13 succeeded in establishing efficient coordination with other work packages, in particular WP6 Airport Operations and WP11.01 Flight/Wing Operations Centres, executing several integrated validations that were mandatory to fully achieve the concept of integrated Network Operations. The transversal project was responsible for elaborating the "Detailed Operation Description" document providing the description of a Network Management concept for Time Based Operations (step 1) and Trajectory Based Operations (step 2), the "Technical Architecture Description document" breaking down the systems into Functional Blocks and describing the corresponding evolutions, for coordinating how the concept is further specified and validated by the primary projects in line with the overall WP7/13 Validation Strategy for step 1 and step 2, in close coordination with other transversals projects (X.2, X.1.7) delivered as well a significant contribution to S2020 transition activities (CONOPS, VALS and ADD) in order to prepare the next phase of the SESAR development programme. One major achievement of the work package is the development of a validation infrastructure for Network Management covering R&D needs for operational feasibility, performance and technical assessments that will support SESAR 2020 activities. A significant part of the validation activities have been performed using the Network Manager Validation Platform developed by WP7/13 (based on a copy of the NM's operational system) with 13 of 20

14 system developments aligned with the lifecycle of the operational system. While the approach introduced some limitations regarding flexibility, performance assessment and the need for complementing the validation process with other techniques, it provided major benefits by fostering the participation of Industry Partners and by accelerating the transition of new operational improvements to deployment. From an architecture viewpoint, the main achievement was to give a boost towards the development of local applications supported by SWIM (B2B services) and required by the different stakeholders to integrate their various sources of information into a single efficient workflow. This chapter highlights some of the ATM benefits that are expected from the validated SESAR Solutions but R5 results are still to be consolidated and confirmed and readers should refer to the final reports of the different primary projects to get detailed descriptions, including specific quantifiable results where possible and relevant. The main contributions to the SESAR solutions supporting PCP ATM Functionalities are the following: The Solution #17 (Advanced STAM) contributes to ATM Functionality AF#4 "Network Collaborative Management", more specifically to the Sub-Functionality AF#4-1 "Enhanced Short Term ATFCM Measures". In October 2014, a STAM validation was successfully carried out during the live trial exercise VP-522. The Network Manager (NM), six core-european ANSPs and multiple aircraft operators took part in the trial that clearly demonstrated STAM benefits in reducing overall ATFCM delay with negligible impact on fuel (extra fuel costs outweighed approx. 10 times by the cost of saved delay). From autumn 2015 to early 2016 the final validation exercise VP-700 took place. A series of local shadow-mode trials were conducted with local ANSP tools connected to NM s system via B2B Web services. On top of standard STAM features, it successfully demonstrated the added value of local complexity/workload predictions, of the integration with local FDPS data, of network performance tools enriched with more accurate weather predictions. Some limitations identified in VP-522 have been addressed by VP-700, in particular clarification of roles and responsibilities, the impact of supporting tools on human performance and the adaptation of operational processes to the time horizon of measures. The final results will be available in Final Project Report. The Solution #18 (CTOT to TTA) contributes to the ATM Functionality AF#4 "Network Collaborative Management", more specifically to the Sub-Functionality AF#4-3 "Calculated Take-off Time to Target Times for ATFCM purposes". VP-723 demonstrated that an average capacity gain per sector estimated to be between 2.7% and 5.3%. VP-632 demonstrated that TTA dissemination (supported by the AOP/NOP integration) can improve punctuality at the TT fix (especially under degraded airport conditions) and potentially minimize reactionary delays. However the exercise highlighted as well that the in-block punctuality is dependent on the integration of TT management with the arrival management process. The Release 5 exercise VP-749 confirmed the results and also demonstrated clear benefits of TTA consolidation in the planning phase. The Solution #31 (VPA design principle & RTSA) contributes to the ATM Functionality AF#3 "Flexible Airspace Management and Free Route", more specifically to the Sub-Functionality AF#3-1 " Airspace Management and Advanced Flexible Use of Airspace". The Variable Profile Area concept will offer greater flexibility to accommodate military requirements while minimizing the impact on civil traffic. Thanks to the interoperability between local and network airspace management systems, real-time sharing, real-time sharing of airspace status amongst all ATM actors will increase their situational awareness (improved safety) and allow Airspace Users to update their flight plans to take advantage of any airspace opportunities e.g. early release of the reserved military airspace areas. With timely information on airspace status, Airspace Users can reassess and optimise their trajectories: the solution clearly demonstrated fuel savings i.e. potential gain of between 1.13% and 1.79 % of fuel. Regarding the Solution #34 epib, the exercise VP-462 demonstrated the benefits in terms of improved situational awareness (improved safety). The results should be confirmed by the report of the final exercise VP-461 (Release 5) which aims to reach the V3 maturity level (except for the airborne phase). The Solution #37 EFPL has been introduced to respond to two main operational needs: Improve traffic predictions by integrating accurate trajectory information from the Flight Operation Centres. It must be highlighted that even if Extended Flight Plans are provided in pre-flight phase, aircraft performance information can be used to improve traffic predictions both in pre-flight and execution phase. 14 of 20

15 Align the Airspace Users' and ATM views of the planned trajectory. The EFPL is expected to significantly contribute to this alignment in particular regarding the vertical profile and time dimensions of the trajectory for which the ICAO 2102 FPL has strong limitations. This alignment is a prerequisite to the implementation of advanced trajectory agreement processes in pre-flight phase including Target time management - as foreseen by the SESAR Business trajectory and ICAO TBO concepts. Addressing the two aforementioned needs results in improved performance either directly or indirectly for various key performance areas (flight efficiency, predictability, capacity, safety, cost-effectiveness). Some benefits (e.g. flight efficiency, cost-effectiveness) will be obtained directly by the Airspace Users submitting EFPLs while some others (e.g. capacity) will be gained by the whole AU community. The VP-713 validation report shall confirm the expected benefits. The Solution #37 EFPL contributes to the ATM Functionality AF#6 "Initial Trajectory Information Sharing (i4d) - Extended Projected Profile (EPP)". The validations demonstrated that the Solution #56 (Enhanced ATFM Slot Swapping) could save an estimated 4900 euros for airspace users, on average, per swap. Scaled up to a year, the savings would be 7.6M (based on 1500 swaps observed in 2013). Enhanced slot swapping will also provide Airspace Users with more swap opportunities, which will improve the flexibility for mitigating capacity constrained situations and reducing their cost of delays. The validations allowed the development of the "ATFM slot swapping" prototype. This prototype continues to be used operationally by a small group of pioneer airlines, since the end of the validations in March The NM is giving access to the prototype to an increasing number of airlines since the trial until deployment (foreseen in 2017). Multi-Swap type 1 and Substitution on Cancellation features have reached the V3 maturity level. Multi-Swap type 2 and Pre-Allocated Slot Swap features need further software evolutions in NM s systems and should be subject to future trials before a deployment decision can be taken. These two features have been transferred to the Network Manager for further development, validation and deployment. The transition of the Most Penalising Constraint principle to the Most Penalising Delay principle (including airport departure delays) requires further refinement and validation (it may require a revision of the current A-CDM protocol). The feature has been transferred to SESAR 2020 and rebadged as OI step AUO The Solution #57 (UDPP Departure) demonstrated that it can provide flexibility to Airspace Users to better cope with delay and to minimize the impact on priority flights. On the equity aspect, DFLEX report concludes that Flexibility can be given to airlines without impacting operations and capacity and with respecting equity among airlines. DFLEX features have been implemented operationally at Paris CDG, and are now therefore available to all airspace users. One of the outcomes of the validation activities is the recommendation to consider a deployment of this solution to other European CDM airports. 1.3 Work Package Deliverables The following table presents the relevant deliverables that have been produced by the Work Package management team (if any). Reference Title Description D01 WP Management Plan The WPMP captures the WP development approach: major tasks of the WP, identification of the major dependencies within the WP and outside the WP, definition of the dynamic sequence of logical steps with for example several validation cycles and/or synchronization between operational and system threads, synchronization of the major projects activities, identification of WP milestones acting as major synchronisation events between projects within WP and 15 of 20

16 outside WP. 1.4 Contribution to Standards and Reference Material The section provides a general overview of the contribution the projects in the work package have made to standardisation activities that relate to the solutions they worked on. It shall be agreed with WPC.03 and put in its standardisation roadmap Real-Time Status of Airspace (OI AOM-0202-A / Solution #31): The content of the RTSA data message shall be integrated in AIXM 5.1. This is a recommendation of to be performed during the industrialisation phase. For further information, please, refer to D52 VALR S1 V Extended Flight Plan (OI AUO-0203-A / Solution #37): A FIXM extension (based on FIXM 3.0) was developed for the EFPL. FIXM 4.0 data model will include EFPL. For further information, please, refer to D55 VALR ioat Flight plan (OI AOM-0304-A): The exercise demonstrated the usability of the ioat FPL format to integrate OAT flights in the Network Manager s integrated FPL validation and management process. The experience gained by the exercise VP-716 provides valuable inputs to the work on regulation and standardisation at the ICAO FF-ICE level towards a unique future FPL format for both GAT and OAT. In addition, further work is required to develop the future standards for aeronautical data, to allow the integration of military and civil environment data in one database. For further information, please, refer to D50 VALR Flight Objects and TTA/TTO information (OIs AUO-0225 & AUO-0227): The developments for the exercise VP-714 are based on EUROCAE ED-133 Flight Object Interoperability Specification document. The exercise has identified some topics that should be addressed by the next version of the standard, some of them being raised already to EUROCAE Working Group 59, in charge of ED-133. For further information, please, refer to D46 VALR Digital Integrated Briefing The exercise VP-461 and the SWIM Global Demo associated work (as well as the earlier participation in the SWIM Master Class 2015) have prompted the introduction of a new service Integrated Digital Briefing Service or IDBS to ISRM 2.0 which was done by with participation from Work Package Conclusion and Recommendations The key objective of WP7/13 was to ensure with Airspace Users, ANSPs, Airports and ATM Industry that the SESAR integrated Network Operations could be successfully implemented and would deliver the expected performance benefit in accordance with the ATM Master Plan. Taking into account the on-going network improvement initiatives and the regulatory framework under development, WP7/13 developed and delivered the necessary operational and technical materials for the progressive industrialisation, deployment and operation of the associated ATM services. It was absolutely critical to develop the concept of network operations in close collaboration with all partners, in particular Airspace Users and to ensure the best possible understanding and consideration of their business models, expectations and constraints from the very early design phase onwards (system s usability and fitness for purpose). 16 of 20

17 Recommendation: Define joint operational/system research activities involving operational and industry experts to ensure shared understanding of operational, performance, safety and interoperability requirements and early feedback on the technical feasibility. Recommendation: Ensure a strong participation of Civil and Military Airspace Users representing different business models. Due to the inherent complexity of the work package covering operations from the strategic phase to the post ops phase and involving all ATM actors, a close coordination within WP7/13 and with other relevant work-pages in particular WP06 and WP11.01 was a key factor of success. Recommendation: Further develop cross-domain validations. The main objective of WP7/13 was to make Network Operations more flexible and adaptable, allowing a safe and effective balance between capacity, mission effectiveness, flight efficiency and environmental requirements on one hand, and the diversity of user requirements on the other hand. WP7/13 projects delivered validated operational improvements along 4 main streams: Moving from airspace to trajectory based operations, so that each aircraft achieves its preferred route and time of arrival; Collaborative planning so that all parties involved in flight management from departure gate to arrival gate can plan their activities based on the performance the system can actually deliver; More dynamic airspace management through flexible airspace structures and enhanced realtime co-ordination between civil and military authorities; Integrated Collaborative Decision Making (CDM) processes at regional, sub regional and local levels enabled by highly flexible System Wide Information Management (SWIM) based on yellow profile (B2B Web Services). WP7/13 initiated the first steps to facilitate a seamless transition from today s Central Flow and Capacity Management based approach (DMEAN) to the performance-based, distributed and collaborative operations according to the SESAR Concept, combined with the incremental evolution towards SWIM-enabled Network Operations Plan. More specifically key achievements are: Ensuring the involvement and achieving the consensus of all stakeholders of the European air traffic management domain, in particular: airspace users, air navigation service providers, professional staff associations, airports, and manufacturing industry; Developing a staggered roadmap to transition from today s operations to the concept operations put forward in WP7/13, operationally and technically feasible without requiring unreasonable investment; Maintaining alignment of the short term development view for delivery to stakeholders needed by the Network Manager and Network Development programmes and the longer term goals of WP7/13; Finding solutions that balance the economic optimization of the centralized-design tendency of the current ATFCM systems with the distributed and decentralized approach promoted by SESAR. Deliveries of WP7/13 primary projects are well aligned with the ATM Master Plan for "Optimized ATM network services". SESAR solutions supporting the PCP are ready for the next E-OCVM phase V4 Industrialisation (except the FOS improvement and some advanced elements of CTOT to TTA/TTO e.g. integration with AMAN - DCB-2013 to be addressed in PJ09-02). A consensus with all stakeholders on the SBT subject was difficult to obtain and thus progresses were much slower than expected. In addition, it required significant coordination efforts, especially with , and the required efforts were underestimated. Finally, it was agreed to put give priority to step 1 activities supporting the PCP. 17 of 20

18 Some gaps and recommendations have been identified about the different operational improvements by the validation activities. They are reported in the relevant project final reports and shall be addressed during the development and deployment phases. Very large scale demonstrations planned in SESAR 2020, in particular PJ24, P25 and PJ27, shall be the primary means to address the recommendations and help filling the gap with deployment. A significant number of the remaining issues could have been tackled at an early stage of the validation process, through a more systematic use of simulations and iterative prototyping sessions. Recommendation: Support the early stage of requirement elicitation with iterative prototyping sessions. Better balance the number of simulation activities (including modelling and performance assessment) and of validations on Industry-based platforms. Finally WP7/13 progressed most of the longer-term solutions required to implement the full trajectorybased operations concept to the V2 validation step establishing a solid baseline for the next step of the development work programme in SESAR of 20

19 2 References [1] SESAR Programme Management Plan [2] European ATM Master Plan [3] Multilateral Framework Agreement ( MFA ) signed between the SJU, EUROCONTROL and its 15 selected members on August 11, 2009, amended on 14 June 2010, 19 October 2010 and 2 July 2012 [4] Management Information Report, , 30/04/2010 [5] Management Information Report, , 03/05/2010 [6] D29 Final Step 1 Network DOD, , 02/05/2016 [7] WPB.01 Integrated Roadmap version DS13 release note, D81, , 12/12/ of 20

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