Modernising UK Airspace 2025 Vision for Airspace Tools and Procedures. Controller Pilot Symposium 24 October 2018
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1 Modernising UK Airspace 2025 Vision for Airspace Tools and Procedures Controller Pilot Symposium 24 October 2018
2 Our airspace Flight Information Regions London & Scottish FIRs: 1m km 2 11% of Europe s airspace and 25% of traffic Shanwick 2.2m km 2 80% of North Atlantic traffic V 10
3 Case for Change The UK Aviation sector adds around 20bn a year to the economy Tourists arriving to the UK by air add a further 21bn Aviation supports 220,000 UK jobs Aviation is a key driver for future economic growth through global trade especially important in a post Brexit world Traffic forecast to grow to more than 3,000,000 flights by 2030 Our airspace infrastructure has its origins in the 1950 s and 1960 s and needs modernisation Source DfT Upgrading UK Airspace Strategic Rationale
4 Where have we come from? Video 4
5 2025 Vision for Airspace Tools and Procedures NATS is embarking on a total ATM modernisation programme for: Airspace Tools & Technology Procedures Oceanic The ATC world is changing for our customers and our people 5
6 Modernisation Themes Oceanic Surveillance Free Route upper airspace FL310+ Systemised Airspace with PBN/VNAV Airport capacity and resilience tools Underpinned by New ATM infrastructure 6
7 Oceanic Operations North Atlantic Traffic breaking records every year Despite FANS data-link & SLOP, ICAO Target Level of Safety still not met on NAT c.40%* of traffic does not achieve its planned level speed or route Traffic (OTS) files fixed level, speed and route Oceanic airspace and procedures also need to be modernised to accommodate traffic growth NATS & NAV CANADA propose to use Space Based ADS-B to provide surveillance environment for North Atlantic from 2020 * April-Jun % of Westbound flights did not get their requested clearance 7
8 Oceanic ADS-B From 2020 real time surveillance coverage enables reduced separation Flights will be able to plan and fly: Step climbs Variable Mach/Cost Index User Preferred Routes Airlines will need to Flight Plan to realise full benefit 8
9 Oceanic Operations - Benefits of Modernisation using Space Based ADS-B Safety 76% Service quality Reduction in vertical collision risk meeting ICAO Targets of customers receiving their requested trajectories, 90% increasing from todays 60% 80% of traffic able to fly without speed restrictions Environment Reduced fuel burn and Emissions C0 2 Cost of fuel would need to reduce from its current level of >$700/MT to below $300/MT before net savings eroded 5 key sources of fuel savings: 1. Shorter flight times 2. Smaller distances between aircraft 3. Removal of speed control 4. Improved predictability 5. Progressive removal of airspace constraints Avoided customer equipage costs Based on NATS analysis & ICAO business case (as endorsed by the NAT States with the participation of the NAT ANSPs, IATA and IFALPA in June 2017) 9
10 Upper airspace FL Source: Eurocontrol Source: Eurocontrol Cross-border Free Route Airspace across Borealis 10
11 Advanced Flexible Use of Airspace MoD undertaking a tactical Airspace Management Trial by standing up a centralised Cell within the Swanwick AC Ops room, co-located with RAF(U) Swanwick. Trial of flight level suppression requests in D323 Complex (North Sea) To increase CDR availability 11
12 Systemising lower level airspace Current concept of operations particularly in the South East is reaching capacity Need to cater for traffic growth, new entrants (UTM) and environment (Noise and CO 2 ) Requires: Transition from tactical Air Traffic Control to a planned Strategic Air Traffic Management Deployment of PBN designs and tools Data driven airspace design Use of VNAV/Managed Mode Direct relationship between reduced PBN route spacing and reduction in complexity/workload Allows ATM to optimise airspace, increase capacity and reduce noise impact & enhance safety Airspace should not be the limiting factor 95% of today s London TMA traffic is Radar Vectored Vertical conformance in lower level airspace What can the avionics do to help? E.g. VNAV standardisation (difficult) Availability of intent data 12
13 Data driven design Modelling shows that a systemised lower level airspace can provide the network capacity required Innovative data driven machine learned airspace design allows the creation and evaluation of thousands of iterations PBN design guidance developed by PBN research, supported by CAA, Airlines and OEMs Move away from airspace being a constraint on growth Concept of operations to exploit PBN spacing, systemising aircraft profiles and delivering lower level noise and environmental benefits Requires NATS and Airports to closely coordinate Airspace Changes and Consultations Close coordination required with Airlines, Regulator, MoD & GA Noise is the key driver below 7000ft requiring consultation with local communities 13
14 Supported by Queue and Capacity Management XMAN in use today Enhanced with TTA/TTO 14
15 Time Based Separation Benefits 62% lower ATFM arrival delays in 2016 (saving c.90,000 minutes) 2.6 average extra landings per hour in strong headwinds 0.8 extra landings/hour in all wind conditions Fewer go-arounds due spacing & reduction in reported wake encounters Airborne holding reduced by 115,000 minutes per annum EXCDS Happy airport & airline customers 10 November knots 3000ft No arrival ATFM Delays 15
16 Time Lords? etbs gives Heathrow equivalent of another 30 mins per day 1,794 seconds saved in aircraft arrival separations each day Equivalent capacity to an additional 29.9 minutes of arrivals each day
17 Runway Capacity & Resilience TBS, Pairwise and Optimised Mixed Mode But TBS was just the start * +2-3 * +1 * +2-3 * Optimised RECAT 6 Category with controller tools Optimised Runway Delivery & enhanced Time Based Separation Optimised Mixed Mode Operation (optimised runway utilisation) Pairwise separation *Capacity Gain varies with traffic mix, runway strategy & current wake vortex rules used 17
18 RNP Independent Parallel Approach Independent operations to closely spaced parallel runways System Monitor to replace SOIR monitor controllers In Project Definition Phase & has been fully simulated & safety concept supported by regulator Significant improvement in operational resilience target 2022 (subject to airspace consultation) 18
19 Airspace Plans in RP3 ( ) Systemised Lower Airspace (PBN)* Free Route Airspace Prestwick & Swanwick Advanced Flexible Use of Airspace 2023 RNP Independent Parallel Approach* 2022 TBS Pairwise & Optimised Mixed Mode Expanded AMAN Horizon *subject to NATS and Airport ACPs 19
20 Modernising our ATM Infrastructure Much of today s ATM infrastructure is reaching end of life Multiple separate systems using old software standards and technology Limits flexibility, airspace design and ability to adopt SESAR concepts including Free Route & 4D The journey to modernise is already under way 20
21 Modernising our ATM Infrastructure Founded on a modern and robust technical architecture in common with other critical applications. Architecture designed to support a common ATC operation across the two ATC centres, on a common technology platform, with flexibility and mutual contingency. Based on a shift from asset orientated system integration, to a service orientated approach for both integration and on-going management. NATS are working with industry partners and other ANSP s to collaborate on common aspects, including the itec Collaboration, Enterprise Integration Service (EIS) and Voice over IP. 21
22 Tools and Technology ExCDS itec Electronic Strips in London Terminal Control Introduced Nov 17 Jul 18 Foursight builds on ifacts successfully introduced 2011 ifacts 4D trajectory based Flight Data Processor supports Free Route Airspace/dynamic sectors Initial itec Live in Prestwick Centre June 2016 Roll-out of itec v2 to Swanwick & Prestwick 2020 with trajectory tools (Foursight) itec for Lower airspace starts
23 Video 23
24 Thank you Controller-Pilot Symposium Oct 2018
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