SESAR ANNUAL DEMO WORKSHOP. Toulouse, October 2014 Day 2: New Project Plans

Transcription

1 SESAR ANNUAL DEMO WORKSHOP Toulouse, October 2014 Day 2: New Project Plans

2 Introduction SESAR s work programme is structured around Priority Strategic Business needs. Demonstration Projects show how elements of these Business Needs can be met by using concepts developed within SESAR The presentations that follow are grouped by Priority Business Need to place the demonstration projects in context. 2

3 Priority Strategic Business Needs Moving from Airspace to 4D Trajectory Management Network Collaborative Management and Demand and Capacity Balancing Conflict Management and Automation Traffic Synchronisation Airport Integration and Throughput Supporting Enablers including CNS and SWIM 3

4 Priority Strategic Business Needs Moving from Airspace to 4D Trajectory Management Network Collaborative Management and Demand and Capacity Balancing Conflict Management and Automation Traffic Synchronisation Airport Integration and Throughput Supporting Enablers including CNS and SWIM 4

5 Air Traffic Control Centre

6 4D Trajectory Management Business & Mission trajectories Free Solutions FRAMaK Free Routing Trajectory Management Framework PEGASE AFD TOPMET System Interoperability with air ground data sharing Air Traffic Control Centre

7 Priority Strategic Business Needs Moving from Airspace to 4D Trajectory Management Network Collaborative Management and Demand and Capacity Balancing Conflict Management and Automation Traffic Synchronisation Airport Integration and Throughput Supporting Enablers including CNS and SWIM 7

8 Air Traffic Control Centre

9 NCM & DCB Airspace Management and AFUA Dynamic Airspace Configurations Enhanced ATFCM Process User Driven Prioritisation Process Air Traffic Control Centre Network Operations Planning

10 Priority Strategic Business Needs Moving from Airspace to 4D Trajectory Management Network Collaborative Management and Demand and Capacity Balancing Conflict Management and Automation Traffic Synchronisation Airport Integration and Throughput Supporting Enablers including CNS and SWIM 10

11 Air Traffic Control Centre

12 Conflict Management Enhanced ACAS Ground Based Separation Provision Enhanced Groundbased Safety Nets Air Traffic Control Centre

13 Priority Strategic Business Needs Moving from Airspace to 4D Trajectory Management Network Collaborative Management and Demand and Capacity Balancing Conflict Management and Automation Traffic Synchronisation Airport Integration and Throughput Supporting Enablers including CNS and SWIM 13

14 Air Traffic Control Centre

15 Traffic Synchronisation Integrated Arrival/Departure Management at Airports ASAS Spacing RISE TOPFLIGHT Optimised Descent Profiles Approach Procedures with Vertical Guidance Optimised 2D/3D Routes Enhanced Arrival & Departure Management in TMA and En Route Budapest 2.0 Air Traffic Control Centre

16 Priority Strategic Business Needs Moving from Airspace to 4D Trajectory Management Network Collaborative Management and Demand and Capacity Balancing Conflict Management and Automation Traffic Synchronisation Airport Integration and Throughput Supporting Enablers including CNS and SWIM 16

17 Air Traffic Control Centre

18 Airport Integration and Throughput Enhanced situational awareness Istream E CRA Fairstream DFLEX Airport Operations Management Integrated Surface Management Enhanced Runway Throughput Airport safety nets Low Visibility procedures using GBAS Augmented Approaches to Land Pilot Enhanced Vision Remote Towers Racoon Remote Tower Operations Remote Towers Air Traffic Control Centre

19 Priority Strategic Business Needs Moving from Airspace to 4D Trajectory Management Network Collaborative Management and Demand and Capacity Balancing Conflict Management and Automation Traffic Synchronisation Airport Integration and Throughput Supporting Enablers including CNS and SWIM 19

20 Air Traffic Control Centre

21 GNSS prime means of Navigation Supporting Enablers, CNS and SWIM FMS integrated with datalink and able to fly agreed trajectories Communication avionics using Software define radio Datalink primary means of communication NASCIO GLS (Cat II/III) Multi constellation, Multi frequency Low cost CNS for GA/Rotorcraft EVA Proud Multilink approach combining SatCom, terrestrial and Airport based technologies Rationalization of surveillance infrastructure (surveillance data shared through SWIM) GBAS for surface movement navigation SWIM TOPLINK 1 and 2 ICATS Rationalize ground Nav aids Air Traffic Control Centre

22 Airport Integration and Throughput Airports are not simply start and end points of a flight Events at airports affect the wider network Airports are affected by network events Integration of network and airport plans is achieved through coordination of AOP and NOP Access to airports in all weather conditions is improved for Regional and business aviation, and for rotorcraft Collaborative Decision Making (CDM) enables all airport stakeholders to share and act upon accurate information across the ATM network Advanced procedures and technologies support airport operations, improving safety, throughput and weather resilience, while reducing environmental impact Airport Integration and Throughput At the SESAR airport air traffic controllers, supported by advanced technologies, collaborate with all airport stakeholders to provide optimised services to airspace users as a fully integrated part of the ATM network. Flight crews apply new procedures to improve access in all weather conditions. 22

23 istream Developping and evaluationg a global operational concept for collaborative management of arrivals: Optimized ATFCM and ATC management Integrating users preferences 23

24 Background TTA information was shared by all the actors (NM, pilot, AOC, FMPs, ATCOs), it has been demonstrated: Flight Crews are able to meet a Target Time over a Point: Adherence to TTA is better for Trial flights TTA is manageable with actual on board and ground equipment Flying time managed / optimized 24 Increase of the predictability of the flights Strong correlation TOT / TTO Direct routing might impact adherence to TTA Further improvement in the Arrival sequence is expected

25 Background Steps further Testing the concept on quite complete flows Finding a way to give TTA to long haul flights Studying synergies between TTA and AMAN Studying how to manage flights which will not comply to their TTA, volonturay or not 25

26 istream overview 26 istream step 1 ( ): first step toward integrated global operationnal concept for arrival management

27 Consortium Consortium Coordinator ANSP, Airlines, Airports and Eurocontrol have been associated to provide a wide set of expertise promoting the targeted integrated approach 27

28 The trials 6 elementary trials ( 2 to 4 months each) between end 2015 and mid 2016, adressing the different topics: 1.TT Exchange management: how to share TT information with AOs, ANSP ans the NM, on important fluxes and different flights (IFPS/non IFPS) 2.CTOT to TT: pre operational validation, on entire arrival flows. 3.TT revision: how to detecte TT deviation recalculate sequence transmit new TT information? Need to define adequate action depending on nature of deviation Local ATC cause AO cause, without notification AO cause, with notification 28

29 The trials 6 elementary trials ( 2 to 4 months each) between end 2015 and mid 2016, adressing the different topics: 4. TT & Extended AMAN: Integration of TT information into Extended AMAN sequences: consistency, reconciliation (built a pre sequence) 5. ddcb & Complexity: Use of Extended AMAN and collaborative processes to balance demand and capacity 6. AFlex: Management of priorities from block time (ATFCM) to sequencing time (ATC): Swap of CTOT/TT, Swap of flights within AMAN sequence Dissemination of AOs priorities Airports for trials: CDG, Orly, Zurich 29

30 30 Thank you for your attention

31 E CRA Summary The European Connected Regional Airport (E CRA) proposes to bring SESAR to Regional Airports, integrating the local airport stakeholders on an Affordable A CDM+AOP, bringing predictability for resource planning, turn round, runway use and local airspace optimisation. The E CRA project will demonstrate their full benefits to the ATM investors and passengers; 31

32 Project history The project originated, more than one year ago, through a common vision shared by all consortium s members to address the community of European Regional Airports, through SESAR concepts, and to help them to be connected within their own business and to the ATM Network. The consortium comprises major ATM players: Airbus Defence and Space, DGAC actors as SNA SO, CRNA SO and SIA (for Aeronautical Information), DSAC SO, ENAC, EUROCONTROL, Bordeaux Mérignac Airport, Airlines represented by HOP, Flyops and innovative SMEs in the regional context of Technowest Aéroparc in Mérignac. 32

33 E CRA Partnership and WBS WP0 Project Management WP1 Demonstration Definition and Design WP2 Demonstration Platform Integration WP3 Demonstration Activities WP4 Communication Leader Airbus DS ENAC Airbus DS DSNA Airbus DS E CRA membership: Project Leader: Airbus D&S Partners: Eurocontrol, DSNA, Flyops, ENAC (members) Sub contractors: HOP, CNRS, VELEANE, ATMOSKY, Bordeaux Airport, AROBAN, Isdefe, Altys, DLR Steering Committee: Partners Project Committee: Partners and Sub contractors 33

34 Members Contributions The members will provide about hours to perform the E-CRA project: Airbus DS will provide Project Management expertise and Simulation based platform engineers for about 3500 hours. Eurocontrol will provide about 2300 hours related to A- CDM and AOP expertise as well as operational exercises organisation. DSNA will provide about 2580 hours related to ATM-Airport engineering and operational expertise. Flyops will provide 1670 hours to introduce in the project Airspace User as well as pilot operational expertise. ENAC will bring the necessary experience in advanced technologies and ATC and Airport operations and the capability to provide real flights during the live trials.

35 Expected Benefits Users requirements, available data and stakeholders expected benefits collected through detailed studies and interviews

36 ATHOS ARC based Integration Platform Demonstration exercises prepared through ATHOS, simulation based Gaming Platform in Phase 1 and performed during Phase 2 through a connection to reality.

37 Demonstration Scope Phase Bordeaux baseline Global picture of current operational processes, data, systems Interviews and Gap Analysis Involvement of all airport actors Gaming activities Live trials activities AOP Advanced Tower Definition of a set of data to be used and/or updated by regional airport stk AOP Services Objectives: FUM & A DPI implementation Connection to the NMOC Airspace Mgt Applications For flight tests, Military activities, RPAS, etc. Demonstration Scope in E CRA Phase 1 will include 3 activities converging towards the Affordable Bordeaux Mérignac A CDM+ and some Airspace Management applications to be defined by the Demo Plan

38 38 Thank you for your attention

39 Augmented Approaches to Land Summary The Augmented Approaches to Land project aims at showing the complementarities between several approach solutions into different operational environments. It will demonstrate that augmented vision and GNSS augmented navigation can improve the access while reducing the environmental impact of all types of Airspace Users into all types of airports. 39

40 Consortium Members Domain Airspace Users Air Navigation Service Providers Airport Operators Airframe Manufacturers Avionics Suppliers Procedure Design Consortium Member EBAA Lufthansa NetJets SWISS ANS CR DFS DSNA Skyguide Fraport Zurich Airport Airbus Dassault Aviation Elbit Systems Honeywell DLR 40

41 Aim of the project (1/2) Intermediate Approach Phase GNSS Augmentation Systems Focus on RNP to xls technology GLS: GBAS (Ground Based Augmentation System) Landing System SLS: SBAS (Satellite Based Augmentation System) Landing System ILS: Instrument Landing System Expected benefits Shorter path, and accuracy of flight path Decreased noise, Lower fuel consumption. 41

42 Aim of the project (2/2) Final Approach Phase Human in the loop automation Two complementary Enhanced Pilot Vision enablers are addressed: Enhanced Flight Vision System (EFVS) Extends the visual segment by providing Sensor Vision of the runway before natural vision Synthetic Vision Guidance System (SVGS) Extends the instrument segment by providing Synthetic Vision and guidance cues EFVS to Land down to RVR 1000 ft Lower Decision Height by 50ft Expected benefits 42 Improve access to airports thanks to lower minima

43 Planned Trials WP 1 GBAS/SBAS Advanced procedures (HON) WP 2 SVGS Advanced procedures (HON) WP 3 EFVS Advanced procedures(das) WP 4 Information for AUs without FOC (HON) Trials in: Bremen Frankfurt Zurich 130 approaches (mainline and business aircraft) Q1 Q Trials in: Ostrava => 30 approaches (business aircraft) Q Trials in: Bergerac Bordeaux Perigueux 50 approaches (business aircraft) Q Q1 Q Tool demonstration using the opportunity of business aircraft flights Q Airspace User without Flight Operation Center Demonstrate usefulness of tools supporting the pilot in access to flight plan and AIS/MET information 43

44 Main Demonstration Objectives (1/2) Demonstrate RNP to GBAS/SBAS Feasibility of curved approaches with RNP to xls and steeper glideslopes (3.2 deg) in different airport environments Study the GBAS/GLS and SBAS/LPV interoperability from a procredure design perspective Demonstrate «Enhanced Flight Vision System (EFVS) to Land» Improve existing EFVS operation by: Reducing Crew Workload during EFVS operation Increasing Operational Credit on RVR (down to 1000ft) Increasing reliability (success rate) of the EFVS operation Demonstrate Synthetic Vision Guidance System (SVGS) Demonstrate safety with respect to accuracy Demonstrate feasibility of procedures with reduced minima (DH minus 50ft): Eg ILS 200ft minus 50ft Eg LPV 250ft minus 50ft 44

45 RNP to GBAS/SBAS Main Demonstration Objectives (2/2) Show benefits in terms of fuel efficiency and environmental impact Show the compatibility of business aviation operations with major airlines operations at large airports Airborne augmented reality with enhanced vision and synthetic vision systems Show enhanced operational accessibility in adverse weather conditions at airports not equipped with advanced landing aids Secure access into small and regional airports to relieve the pressure on large airports Defining impact on the small/medium airport procedures to enable EFVS operations in low visibility conditions Airspace User withoutfoc Show usefulness and usability of tools to the pilot 45

46 46 Thank you..