MAASTRICHT UPPER AREA CONTROL CENTRE

Transcription

1 FEB 2018 MAASTRICHT UPPER AREA CONTROL CENTRE PERFORMANCE THROUGH INNOVATION FOR SEVERAL YEARS RUNNING, MUAC S PERFORMANCE HAS BEEN ACKNOWLEDGED AS BEST IN CLASS IN INDEPENDENT BENCHMARKS For 46 years, s Maastricht Upper Area Control Centre (MUAC) has enjoyed a leading position in the core area of Europe thanks to its provision of seamless air navigation services to the upper airspace of Belgium, northwest Germany, Luxembourg and the Netherlands. In order to maintain this position, it continuously strives to deliver safe, efficient and cost-effective cross-border air navigation services in a dynamic air transport marketplace. Not only is it a leading provider of air navigation services, it is also Europe s first multinational, cross-border civil-military air navigation service provider. Today, such large-scale international airspace is still unique in Europe. MUAC has played a pivotal role in integrating European airspace on a functional basis, driven not by national boundaries, but by the operational requirements of international traffic flows. With more than 100 major customers, MUAC s share of air traffic represents 17% of all flights across the European region. The MUAC airspace covers 260,000 km2 over Belgium, Luxembourg, the Netherlands and north-west Germany.

2 0,0 0,2 0,4 0,6 0,8 1,0 More than 1.85 million flights pass through MUAC s airspace each year, making it the third busiest air traffic control facility in Europe in terms of traffic volume. FAST FACTS CROSS-BORDER SECTORS Three main sector groups: the Brussels, Hannover and DECO Sector Groups, cover the Brussels Upper Information Region (UIR), the Hannover Upper Information Region (UIR) and the Amsterdam Flight Information Region (FIR) from flight level 245 to flight level 660. The lower airspace is managed by the national air traffic control agencies Belgocontrol, Luchtverkeersleiding Nederland (LVNL) and Deutsche Flugsicherung (DFS) respectively. Total flights per annum: 1.85 MILLION All-time peak: (July 2017) Flights on time 2017: 94,7% Average delay 2017 (all delays; min/flight): The sectors have been designed for maximum efficiency and transcend national borders. OUR EMPLOYEES controllers 300 Members of management and support staff 56 Engineers 142 0, Total employees : Operational staff 32 Air traffic controller students 48 Former Lippe staff (financed by the German MoD) FACT Sheet FEB

3 EGPX RAE ENTRY POINT FREE ROUTE AIRSPACE Free Route Airspace (FRA) is a paradigm shift in flight planning which enables aircraft to plan a route within a specified airspace between defined entry and exit points, including intermediate waypoints, without reference to the fixed air traffic services (ATS) route network. This is a shift from route availability to airspace availability, a major air traffic management change forming an integral part of the Single European Sky and significantly reducing aviation s environmental footprint and improving its overall efficiency and predictability. LPPO EXIT POINT EDYY Central West EDWW East EDMM East EDMM South EDWW FL245 - FL285 EDMM FL245 - FL315 LPPC LECM SAU EISN LECM ASU LECS BIRD LFRR LECM EGPX CEN EGPX RAW EGTT LFBB LECB l BI A/D l EGPX LFFF LFEE LSAG LFMM EDYY ENOB ENOR EKDK Central LSAZ LIMM North East West South LIPP LIRR ESMM LKAA LOVV LJLA ESOS LDZO ENTRY POINT EPWW LIBB LZBB LHCC LYBA EFIN EETT EVRR LH KR LAAA EYVC LWSS UKLV LRBB LGMD LUUU LBSR UKBV UKOV UKOV UKDV UKDV LTAA Free Route Airspace Implementation Summer 2018 This map is for information purposes only. Cross-Border Activities FRA Plans to be updated FRA (H24 / might be level restricted or on seasonal basis) FRA (Night / might be level restricted or on seasonal basis) DCT Comprehensive (H24) DCT Comprehensive (H24 partial AoR) DCT Comprehensive (Night and/or WE) DCT Limited (Night) UGGG UDDD UBBA GMMM OCE GMMM Since December 2017, MUAC has WES GMMM NOR made Free Route Airspace available during night-time in its area GMMM GCCC SOU of responsibility. Gradually, Free Route Airspace will be expanded over time. In the second phase of the project, planned to start on 6 December 2018, in addition to nights, Free Route Airspace will be available at weekends. The final phase will extend FRA availability to all times throughout the week, and is planned to be implemented in spring Although MUAC has already been offering more than 500 direct routing options since 2011, Free Route Airspace further improves demand predictability and flight efficiency through additional route options. To achieve the highest degree of efficient FRA flight planning, MUAC is collaborating with its main airline customers and computer flight plan service providers, promoting the usage of FRA and identifying further options for design improvements. GMMM EAS LMMM The Functional Airspace Block Europe Central (FABEC) Free Route Airspace Programme defines a stepped and gradual implementation approach whereby FABEC area control centres will develop and implement cross-border free route airspace FABEC-wide. In line with this, the Deutsche Flugsicherung (DFS) will offer Free Route Airspace at all times in north-eastern Germany and at night in the rest of its area above FL245 from 1 March Further plans include a cross-border Free Route Airspace area with the Danish-Swedish Functional Airspace Block. This means that Free Route operations offered by MUAC and DFS could be extended to the FRA implemented by Denmark and Sweden, which is further connected to the FRA operated by the North European Functional Airspace Block. LGGG LCCC, November 2016 EXIT POINT ENTRY POINT EXIT POINT ENGAGING WITH THE CUSTOMERS FOR SUSTAINED PERFORMANCE In order to assess customer satisfaction and identify areas where service quality can be enhanced on a continuous basis, MUAC engages with aircraft operators at the airspace design, operational and strategic levels. This collaboration involves customers at the beginning of service enhancement projects as well as facilitating the promotion of ATM initiatives which will benefit them. Furthermore regular meetings are held with a selection of key account customers in order to review detailed reports which include the results of wideranging analyses of cost-efficiency, delays, direct routes, flight efficiency and new activities. SAFETY A number of Key Performance Indicators (KPIs) are used to measure safety performance. In line with Commission Regulation (EU) No 691/2010, laying down a performance scheme for air navigation services and network functions, the three primary leading safety performance indicators which are closely monitored at MUAC are the effectiveness of the Safety Management System (SMS), the application of the severity classification of the Risk Analysis Tool (RAT) and the reporting of Just Culture. Lagging safety performance indicators such as the trend in separation infringements provide additional important data which help to establish safety trends. In 2017, a year in which more than 1.85 million flights were handled, safety performance remained strong with 1 severity A (serious) and 1 severity B (major) risk bearing separation infringements in which a MUAC contribution was found, either direct or shared. 3

4 CONTROLLER PRODUCTIVITY With 2.06 composite flight-hours per air traffic controller hour and in spite of high traffic density and complexity, MUAC has the highest levels of air traffic controller productivity in Europe. The productivity of an air navigation service provider is a key parameter which contributes directly to its overall performance. Productivity improvements can be achieved by optimising air traffic and human resources management and by using advanced technology to support these processes PUNCTUALITY In 2017, 94.7% of the flights using MUAC s services travelled without any air traffic control-related delay. The average delay per flight (all delays) was 0.67 minutes. COST- EFFECTIVENESS (2017, source: MUAC) In the first draft of the ATM Cost-Effectiveness (ACE) 2016 Benchmarking Report (released in December 2017), MUAC is ranking among the top-performing ANSPs in Europe. The economic gate-to-gate cost-effectiveness indicator for MUAC amounted to 387 (in 2016 real terms) per composite flight-hour while the European system average stood at 488, ranging from 209 to 924. High levels of performance are predominantly driven by high air traffic controller productivity, cuttingedge technology as well as efficient management of resources and operational procedures. The MUAC Unit economic cost effectiveness deteriorated in 2017 reaching some 425 per flight hour (in real terms, source: MUAC). Minutes delay Movements 3,500,000 1,700,000 3,000,000 1,600,000 2,500,000 1,500,000 2,000,000 1,535,737 1,609,749 1,608,454 1,484,804 1,522,410 1,607,817 1,605,505 1,631,895 1,671,185 1,702,263 1,779,969 1,848,581 1,400,000 1,500,000 1,300,000 1,232,625 1,000, , ,238 74,211 73,136 62,886 59, , , , ,369 1,200, ,000 1,100, FACT Sheet FEB

5 TOWARDS GREATER SYNERGIES: CIVIL-MILITARY COOPERATION Since 1975, German controllers from Lippe Radar have provided military air traffic control in the Hannover Upper Information Region (UIR) the upper airspace (above 24,500 feet) of north-west Germany from the premises of MUAC. First as a military detachment, the German military sectors have been incorporated into the DFS (Deutsche Flugsicherung) at MUAC in On 1 January 2017, Lippe Radar was integrated into MUAC, laying the foundations for fully integrated civil-military air traffic management. This historic milestone laid the ground for MUAC to become the first large-scale cross-border ATC centre providing integrated civil-military air traffic control services in Europe. Since April 2017, military traffic in the upper airspace of the Amsterdam Flight Information Region has also been handled by MUAC controllers. With this development, MUAC has become the first cross-border civil-military ANS provider in Europe. In September 2013, the MUAC air traffic control system was deployed across the different Royal Netherlands Air Force sites. The Shared ATS System (SAS) is a pioneering project, involving shared ATM data services provided by one air navigation service provider for the benefit of another. SAS aims to ensure that all parties have a clear and up-to-date picture of the air situation, and that synergies are exploited to the maximum extent to improve safety and efficiency. The Shared ATS System will also be deployed in Belgium with the objective of increasing safety, thanks to a closer understanding between military and civil controllers. On 22 December 2016, and the Belgian Defence signed an agreement for the provision, by MUAC, of air traffic control data services to Belgian Air Defence. The shared ATS system will become operational in 2019 at the air traffic control centre (ATCC) for en-route military operations and at the ATC towers in Koksijde, Beauvechain, Florennes and Kleine-Brogel for approach and tower operations. HIGH PERFORMING TECHNOLOGY FOR ENHANCED PERFORMANCE The foundation of MUAC s performance is its customer-oriented, flexible perspective and an innovative approach to future challenges. The development, integration and full utilisation of advanced ATM systems has been part of MUAC s strategy since the beginning of operations, helping to introduce some of the industry s most innovative breakthroughs to cope with growing operational density and complexity. Below are just a few examples of some of the most remarkable technological solutions for improved operational performance. N-VCS New Voice Communication System After more than 5 years of development and testing, MUAC s New Voice Communication System (N-VCS) became operational in October The heart of the N-VCS consists of two equivalent sets of communication servers running in parallel. To make the overall system as robust as possible, the N-VCS has a decentralised architecture. In the final configuration, all radio and telephony connections will be established through the ATC variant of the classic VoIP protocol (Voice over Internet Protocol). This protocol, known as the EUROCAE ED-137 standard, has been based on SIP (Session Initiation Protocol) by a group of specialists from ANSP engineers, VCS and ATC radio suppliers. Today, as only a few ANSPs have implemented VoIP capable systems, MUAC establishes most telephony connections to neighbouring centres through interfaces based on the legacy protocols. In addition to the primary task of transporting voice streams, the project team s aspiration was the seamless integration of the N-VCS into the suite of systems available to the air traffic controller. The MUAC and Frequentis engineers on the project team also paid specific attention to exploiting the benefits of the standardised voice protocol as much as possible. The main integration objective was to allow air traffic controllers to focus entirely on their main task without needing to bother about volume settings or the selection of frequencies. Examples are the interface to the Super Role Allocation Tool (SRAT). This tool, an in-house development, manages the assignment of operational roles to air traffic control systems. The SRAT interacts directly with the N-VCS to ensure the swift and correct hand-over of missions. Another example is the ability to initiate a telephone call direct from the radar screen. Clicking an aircraft label on the radar screen has the same result as looking up the desired target in the phone book and making the call from the touch-input panel. The VoIP standard implemented offers a unique way of operating, monitoring and controlling ATC radios. This protocol paves the way for more efficient use of resources, such as the joint use of radios by both a main and backup system, or across different centres. On top of this, the standard allows the delegation of sectors to other parties or provides realistic answers to the challenge of business continuity in a contingency scenario. Supplied by Frequentis, the N-VCS was jointly procured by MUAC and the French air navigation service provider (DSNA), allowing both parties to benefit from economies of scale. Whereas MUAC has recently fielded its first and only example of N-VCS, the DSNA 5

6 is preparing the acceptance testing of their first operational system of a series of 5 primary N-VCS instances. The project was considered a model of successful collaboration between ANSPs and has therefore been selected for co-funding by the European Commission. Flight Data Processing System Implemented at the end of 2008, MUAC s Flight Data Processing System (FDPS) continues a long tradition of fielding advanced concepts and integrating them into a coherent operational entity. Using this system, the entire airspace controlled by MUAC can be managed very flexibly; sectors can easily be combined and even re-shaped in real time to match controller resources to changing traffic demand patterns, specific weather conditions or areas that are temporarily reserved for military operations. The FDPS is based on a trajectory-based model rather than a route-based model. The initial trajectory of a flight is continuously updated by radar data and by inputs from the controller. The trajectory can also be updated from external sources (e.g. adjacent centres through on-line data interchange or OLDI, the local Flow Management Position, or even downlinked information from the aircraft). As such, the FDPS plays a leading role in some of the most innovative SESAR initiatives in Europe, e.g. Ground-Ground Interoperability, Air-Ground Interoperability and Local Network Planning. The MUAC FDPS also adapts flexibly to various operational concepts and missions, thanks to the intelligent management of adaptation data. For example, the FDPS has been transformed extremely quickly to enable it to manage lower airspace, perform Operational Air Traffic tasks for the Royal Netherlands Air Force, and even to handle Approach and Tower functions at mixed General Air Traffic Operational Air Traffic airports. Last but not least, the FDPS has another unique feature: its interface with the end-user, a Human-Machine Interface which is unequalled in speed, click-poor performance, and intuitive use. Air traffic controllers at MUAC see on their screens the downlinked selected altitude, magnetic heading, indicated air speed and Mach number from any equipped flight. An automated warning tool alerts controllers to any mismatch between the down-linked selected altitude and the official ground-based cleared flight level, as instructed by air traffic control. Mode S parameters have proved to be a very popular system feature for MUAC controllers and e.g. the number of level busts has reduced significantly. In addition, by reducing the frequency load, controllers have more thinking time something which is very welcome in one of Europe s densest and busiest airspaces. integrated Flow Management Position In the area of Air Traffic Flow and Capacity Management (ATFCM), specifically complexity, workload prediction and traffic management, one of the most promising technical developments is the integrated Flow Management Position (ifmp). Using trajectory predictions from both the Network Manager s system and the local flight data processing system, the ifmp anticipates the traffic situation according to occupancy and entry rates as well as complexity counts up to 6 hours in advance. It contains a sector optimiser that can identify the best sectorisation whilst investigating alternatives. In January 2018 MUAC implemented in ifmp, as first in Europe, the new Network Manager s Regulation Proposal Service operationally. The Integration of this service, part of the Network Manager s B2B infrastructure, means that regulations can be created, coordinated, modified and cancelled electronically. Since its debut, the service has been used heavily bringing significant operational benefits. To maximise efficiency it is fully integrated with the manpower planning tool developed at MUAC-TimeZone. The ifmp integrates new ideas and concepts being explored under the SESAR programme in the area of Flow and Complexity Management serving as MUAC s validation platform in these areas. Mode S Enhanced Surveillance Mode S Enhanced Surveillance consists of the extraction of downlink aircraft parameters (DAPs) for use in ground-based air traffic management systems. These parameters include: magnetic heading, airspeed (indicated air speed and Mach number), selected altitude, vertical rate, track-angle rate, roll angle, ground speed and true-track angle. Mode S Enhanced Surveillance is making use of air-derived data (ADD) in the form of downlink aircraft parameters, either directly to the controller or to air traffic management systems, such as STCA. This technology improves situational awareness and reduces radio/telephony congestion, thus enhancing safety and also capacity. It also helps to reduce the amount of potential level busts and/or supports their earlier detection. FACT Sheet FEB

7 TimeZone Controllers are the most valuable resource in the control room. Utilising the resource as efficiently as possible has a direct impact on the cost-efficiency of operations. The allocation of controllers to positions in the control room is the last phase of an important process. It starts at strategic level with an initial evaluation of the number of sectors to be opened and the staff required in order to draw up the operational roster. As the day of operation comes closer, continuous refinement is required to take into account anything that influences the plan. TimeZone is a tool used at MUAC to support the full planning process. It is integrated with other planning tools such as operational roster and sectorisation tools. It contains a number of sophisticated features, which allow a dynamic management of resources in complex situations such as last-minute unavailability of staff or unexpected traffic levels and peaks. TimeZone s user interface is designed to provide all important information at a glance, and is geared towards easy and quick inputs. With a central repository, it can be configured with multiple view-only screens for controllers, and with an authorised set-up for each supervisor. It has a high degree of on-line and off-line configurability. TimeZone can also be used as a stand-alone product. I4D For MUAC, i4d (initial four-dimensional concept) is a natural evolution of the Controller-Pilot Data Link Communications (CPDLC) message set. It provides airborne trajectories downlinked via Automatic Dependent Surveillance - Contract (ADS- C) for further use by ground systems. MUAC has been active in the SESAR i4d project ( ), bringing its experience with Controller-Pilot Data Link Communications (CPDLC), dating back to its initial trials (1997) and operational introduction (2003). i4d is expected to: improve air traffic predictability and flight efficiency, contribute to reducing emissions, and facilitate continuous descent operations into airports. The flight trials of 2012 and 2014 were the very first live demonstrations of an i4d flight. It is also a key element of the SESAR programme moving towards 4D-trajectory management concept. MUAC continues activities on the new Aeronautical Telecommunication Network (ATN) ADS-C data link (a sub-set of i4d) under SESAR2020 until at least the end of MUAC will test, analyse and elaborate new data and thus improve air traffic control operations. Several research topics are planned, including: the display of the downlinked airborne trajectory to the controller, an automated consistency check, and the enhancement of the Trajectory Predictor. This work will be based on data from revenue flights, supported by Airbus and expected to fly as from end It is expected that this work will continue during SESAR2020 Wave 2 ( ). SESAR- SINGLE EUROPEAN SKY AIR TRAFFIC MANAGEMENT RESEARCH One of MUAC s flagship activities is the development and implementation of leading-edge infrastructure, technological solutions and new operational concepts to ensure that customers and stakeholders benefit from the highest levels of performance. MUAC s active involvement in SESAR1 & SESAR2020 projects is instrumental in meeting this objective. The focus is in areas where MUAC has know-how and added value, especially: 4D Trajectory Management - air/ground interoperability or i4d/ads-c, 4D Trajectory Management - ground/ ground interoper ability or the Flight Object, Flow & Complexity Management together with the Net work Manager and the integration with Extended-AMANs/XMAN. SESAR activities are one of the tracks used to further improve MUAC operational concepts and technical infrastructure through early deployment by using SESAR2020 Validations and Very Large scale Demonstrations (VLDs), currently assumed to continue until end

8 INTERNATIONAL COOPERATION Functional Airspace Block Europe Central (FABEC) In order to respond to the needs and future challenges of the air transport industry, MUAC and its partners are part of the Functional Airspace Block Europe Central (FABEC), which aims to implement multi-national management of the airspace of six countries in order to increase efficiency. In December 2010, Belgium, France, Germany, Luxembourg, the Netherlands and Switzerland signed the FABEC Treaty, which was ratified in June The Treaty sets out the framework of the States cooperation with a view to achieving the ambitions of the Single European Sky: to increase safety, to lower levels of emissions by introducing more direct and efficient routings, to provide capacity, thus ensuring punctual arrivals for passengers, and to improve military mission effectiveness. The FABEC airspace is one of the busiest and most complex in the world. Most major European airports, major civil airways and military training areas are located in this area. Owing to its size and central position in Europe, FABEC is a cornerstone of the Single European Sky. The FABEC airspace covers 1.7 million km², equal to 9% of the surface area of the European continent. It extends 960 NM (1,780 km) from north to south and 990 NM (1,835 km) from east to west. The airspace includes 193 military training areas, 16 cross border area and 88 airports including 4 major intercontinental hub airports (Amsterdam, Paris, Frankfurt, Munich). The six civil FABEC air navigation service providers are: ANA (Luxembourg), Belgocontrol (Belgium), DFS (Germany), DSNA (France), LVNL (the Netherlands), MUAC and skyguide (Switzerland). The military air navigation service providers are skyguide (CH), DFS and the German Air Force (D), the Royal Netherlands Air Force (NL), the Belgian Defence (B and LUX) and DIRCAM (FR) as well as MUAC. The 14 area control centres (Brussels, Bordeaux, Brest, Marseille, Paris, Reims, Bremen, Munich, Karlsruhe, Langen, Maastricht, Amsterdam, Geneva and Zurich) handle about 5.79 million flights per year 55% of European air traffic. For more information, visit This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo Declaration of Independence. In line with Single European Sky legislation, MUAC holds the certificate for the provision of air navigation services in the European Community. MUAC also holds ISO 9001:2015 certification to provide customers with Air Traffic Management, Communications and Surveillance Services consistent with international standards, including the procurement, integration and maintenance of technical systems, and the provision of ATM specific training. The certificate was re-issued on 14 December 2017 and is valid until 14 December For more information contact: Maastricht Upper Area Control Centre Stakeholder Management Horsterweg AC Maastricht-Airport The Netherlands Tel: / 1234 muac.info@eurocontrol.int February European Organisation for the Safety of Air Navigation () This document is published by for information purposes. It may be copied in whole or in part, provided that is mentioned as the source and it is not used for commercial purposes (i.e. for financial gain). The information in this document may not be modified without prior written permission from. FACT Sheet FEB