Single European Sky Air Traffic Management Research. A glimpse into the future of European Air Traffic Management

Transcription

1 Single European Sky Air Traffic Management Research A glimpse into the future of European Air Traffic Management 1

2 What does it all mean? SESAR will affect all aviation sectors: from commercial airliners to balloons Compliance will require operator investment 2

3 Introduction The SESAR programme defines the future European ATM environment and will affect operations and procedures toward 2020 and beyond SESAR will impact all airspace users not just the airlines The General Aviation & Rotorcraft (GA/R) sector s input to the programme is vital: to ensure a seamless integration of GA/R in the future European ATM environment to maximise the operational benefits of the SESAR programme for GA/R whilst minimising financial impact 3

4 SESAR Main Goals European Aviation Current state Traffic is increasing Basic technologies are obsolete European airspace too fragmented Operations constrained by national borders Goals of the SESAR Programme Enabling European Skies to handle 3 times more traffic To Improve safety by a factor of 10 To reduce the environmental impact per flight by 10% To cutting ATM costs by 50% Savings targets for mainline transport: 8 to 14 minutes, 300 to 500 kg of fuel and 945 to1575 kg of CO2 on average per flight Performance Based approach meeting Society s Goals 4

5 Key SESAR Concept Threads INTEGRATION OF AIRPORTS Integrating airports - time synchronised operations of surface trajectories and flight turn-around 4D TRAJECTORY Integrating all airspace users flight systems to build predictable time synchronised flight trajectories SYSTEM WIDE INFORMATION MANAGEMENT The Intranet for Air Traffic Management AUTOMATION Human operators concentrate on high value-added tasks COLLABORATIVE DECISION MAKING & NETWORK PLANNING 5

6 The Three Phases of SESAR Definition phase Produced the European ATM Master Plan Development phase Managed by the SESAR Joint Undertaking Based on the Master Plan, results in Standards, new operational procedures, new technologies and pre-industrial components Deployment phase Implements the results of the development phase, delivers the performance increase foreseen in the ATM Master Plan CONOPS

7 The SESAR Joint Undertaking Public-Private partnership involving all actors of aviation 2 Founding Members: 15 Members: ANSPs Airports Aircraft Airborne & Ground Equipment Associates Members and Airspace Users Associations 2.1 billion budget (over 8 years) 300 projects clustered in 16 Work Packages (WPs) 3000 persons currently working on SESAR 7

8 SESAR ConOps Principles SESAR Concept of Operation (ConOps) is a trajectory based system relying on 7 major features: System Wide Information Management (SWIM) network Collaborative Decision Making (CDM) Trajectory management Automation support New traffic separation modes Aircraft and ATM system ranked in ATM Capability Levels Airports (and other operating sites) fully integrated into the ATM network The ConOps is the backbone of SESAR: SESAR development (R&D) and deployment are structured and phased to achieve stepwise ConOps goals in 2020 and beyond 8

9 SESAR ConOps Structuring ASAS UDPP FOC 4D Business Trajectory Integration of all the Users SWIM Cost Business Analysis Technology Selection ASAS : Airborne Separation Assistance System UDPP : User Driven Prioritization Process SWIM : System Wide Information Management FOC : Flight Operation Center 9

10 General Aviation & Rotorcraft input to SESAR ConOps SESAR General Aviation & Rotorcraft Expert Group EUROPEAN COMMISSION

11 SESAR ConOps Update for General Aviation & Rotorcraft #1 Creation by SJU (Nov. 2010) of a Working Group of external experts representing General Aviation & Rotorcraft (GA/R) community and tasked to: Review The Concept of Operations at a Glance highlevel document describing key aspects of SESAR Concept of Operations Identify deficiencies in relation to GA/R operational needs and constraints Make proposals for changes and improvements Identify Communication /Navigation /Surveillance (CNS ) technologies and operating procedures GA/R need to realise SESAR ConOps ambitions and inclusion Produce a report and presentation for the SJU and industry 11

12 SESAR ConOps Update for General Aviation & Rotorcraft #2 GA/R Working Group Members: SESAR JU Bob Graham (Head of ConOps Strategy & Development) David Bowen (Head of ATM Systems) General Aviation (GA) Michael Erb (AOPA Germany) Ben Stanley (AOPA UK) Julian Scarfe (PPL / IR Europe) Rotorcraft (R) Peter Norton (BHA) Philippe Rollet (Eurocopter) Nigel Talbot, PierLuigi Parente (AgustaWestland) Sport and Ultra-Light Aviation René Meier (Europe Air Sports) Jo Konrad (DULV) 12

13 What is GA and why include it in the ConOps? Prior to revision the ConOps did not take full account of the diversity of aircraft and operations that comprise General Aviation including Rotorcraft (GA/R) For the purpose of ConOps update GA/R is the collective term for all civil airspace users other than the commercial airlines 13

14 What are the operations GA/R encompass? Recreational Leisure flights (Fixed & R/W, Balloons), aerobatics, parachuting, gliding Aerial work Survey (Fixed & R/W), Sling Loads, Fire, Agriculture, Electronic News Gathering State SAR, Police, Coastguard Commercial Offshore Operations (R/W), Business (Fixed & R/W), Corporate (Fixed & R/W), On-demand Flights (Fixed & R/W), HEMS, Air Ambulance, Scheduled R/W Flights 14

15 What differentiates GA/R from mainline transport? #1 Diversity of types Paramotors, Hang Gliders, Vintage / Ultra-Light / Light / Medium Aircraft & Helicopters, Gliders, Balloons Diversity of operations Extend from leisure / sporting activities up to commercial operations Usually unpressurised so operate below FL100 Diversity of operating sites International / Regional Airports, Aerodromes, Heliports / Helipads, Private strips, Fields, Ships, Hillsides and Farms 15

16 What differentiates GA/R from mainline transport? #2 Flexibility/Short notice access Some flights are reactionary and cannot advise intentions: Police, HEMS, SAR Prone to weather yet many operate under IFR Thunderstorms, Icing and strong wind are disruptive factors Most are single pilot flights High workload in complex ATM environment Low technology adoption on simple / lighter types Some have no radio or on-board electrical power! 16

17 Concerns and Opportunities for GA/R Application of SESAR programme to GA/R may raise some concerns, in particular for the lighter end of the sector in terms of: Preservation of Access to Airspace and Airports Cost and Complexity of new compliance CNS equipment However, the SESAR programme also brings specific opportunities to GA/R operations: Improvement of safety and operational flexibility Introduction of new operations relying on satellite navigation systems (GNSS) mainly for Rotorcraft: Low Level IFR operations Point-in-Space IFR approaches/departures to/from non IFR installations Fixed-wing / Rotorcraft Simultaneous Non Interfering (SNI) operations at airports 17

18 IN TERMS OF SAFETY SESAR Benefits for GA/R #1 Improved situational awareness/reduced collision risk thanks to ADS-B Local airports and remote sites are becoming "controllable (virtual tower) Developments of "cooperative self separation in low density airspace Elimination of non precision IFR approaches thanks to SBAS Approaches with geometric vertical guidance (LPV) on any runway with reduced Decision Height (as low as CAT1 ILS) Improved access to weather information 18

19 SESAR Benefits for GA/R #2 IN TERMS OF THE ENVIRONMENT Flexibility of trajectories and procedures to mitigate noise and emissions IN TERMS OF THE OPERATION Complete flight plan optimisation in consideration of user needs (Business Trajectory) Improved flexibility of access to some airspace (dynamic airspace allocation) Possibility to operate in CAT2/3 conditions for GA/R equipped with EVS 19

20 Specific Benefits for Rotorcraft SAFETY FIRST Reduction of CFIT / Loss of Control / Icing risks in adverse weather conditions Low Level IFR routes for safe IFR navigation when VMC minima not achieved Vertically guided Point-in-Space IFR approaches to non IFR operating sites (heliports, helipads, helidecks) IMPROVED OPERATIONS Easier access to busy airports with less disturbance to commercial F/W traffic Simultaneous Non-Interfering (SNI) operations Optimised flight paths Special procedures for noise abatement (steep & curved approaches) 20

21 SNI Schematic Simultaneous Non Interfering Airport Operations 21

22 Compliance Issues for GA/R on board Equipment Updated ConOps highlights need to have effective relationship between costs and benefits for GA/R Equipment required Equipment standards Certification and operational approval requirements Equipment Installation Constraints Power, space, weight, security/portability, in particular for the simple / lighter end GA/R sector 22

23 Technical Task List Recommendations for development, validation and verification topics to support GA/R integration in SESAR Surveillance enablers (ADS-B out etc) ASAS applications (ADS-B in) Information Services (Weather) Rotorcraft Specific Procedures Cost effective PBN technical enablers Initial 4D capability Datalink and SWIM Human Performance (Single pilot ops) Proportionate certification and approval requirements Industrialisation and deployment strategy Airspace classification and usage concepts 23

24 Future Actions Firm recommendations made to SESAR JU for follow-on GA/R activities based on Technical Task list, ConOps updates, and ATM master plan input Involvement of the communities Proposed EHA SESAR WG Expand communication within GA/R user groups Rotorcraft manufacturers co-operation with SESAR members Respond to future SESAR Study Calls 24

25 Any Questions? 25