European ATM Development The Big Idea

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1 European ATM Development The Big Idea Bo Redeborn Principal Director ATM EUROCONTROL CANSO Data Communications Conference Amsterdam, 6-8 th Sept 2011 The European Organisation for the Safety of Air Navigation

2 Future ATM Concept: 3 Essential Considerations Network Trajectory Performance Collaborative decisions based on accurate information Partnership Interoperability ATM Master Plan = focused commitment Shorter term: synchronised implementation actions Longer term: common research and validation programme 2

3 Sustainability Issues Pressure for better performance & reduced costs Today s systems/concept are Stretched to the limits Inflexible, not agile, deployed late Obsolescent technology: voice radio, limited information exchanges, automation, architecture Resulting in fragmented trajectory management Transition issues in a complex network made of autonomous but interacting entities with different businesses and needs 3

4 Human Human central central in in the the system system as as manager manager and and decision-maker decision-maker Enhanced Enhanced automation, automation, e.g. e.g. at at remote remote towers towers New New separation separation modes modes Performance Performance is is the the collective collective result result of of the the decisions decisions by by interdependent interdependent actors actors throughout throughout the the network network Partnership Partnership is is required required Concept of Operations Starting Starting in in strategic strategic planning planning phase phase Continuous Continuous in in the the Network Network Operations Operations Plan Plan Dynamic Dynamic airspace airspace design design & management management Need Need to to share share accurate accurate information information Trajectory Trajectory exchange, exchange, incl incl time time reference reference Trajectory: Trajectory: the the common common System System Wide Wide object Information object Information of of decisions Management decisions Management Defined Defined in in 4D, 4D, gate-to-gate, gate-to-gate, including including turnaround turnaround operations operations Executed Executed as as close close as as possible possible to to owner s owner s intention intention User-preferred User-preferred routing routing (except (except where where capacity capacity requires requires structured structured network) network) 4

5 Enablers of Change Technological Common system architecture, service oriented Satellite navigation, new data link, more flexible avionics Greater use of industry standards, non aviation-specific SWIM Managerial & Institutional Business case to support decisions Cooperation for global interoperability Change management process Timely standardisation & rule making Effective commitment of all actors Financial instruments SES Common regulatory framework incl. performance, ATM Master Plan SESAR Joint Undertaking: cohesive programme across industry FABs 5

6 International Technical Challenges To ensure interoperability, e.g. D/L applications for trajectory data exchange 4D Trajectory exchange format Common time reference New flight plan / flight object (FF-ICE) Information Management (data models, quality of service requirements, sharing rules, distribution process) New wake vortex separations based on time Procedures for delegation ATC/Pilots Time based separations Area for particular attention UAS (sense & avoid: new rules & technologies) Also need shortmedium term solutions, e.g. for data comm Will require new ICAO and RTCA/EUROCAE material 6

7 Potential Disconnect?? Our future concepts rely on air-ground data exchanges ATM Master Plan: 25% of IP2 OI Steps require a/g data link A goal is Trajectory based Operations TOps definition stresses the increasing integration of ANSP systems, aircraft and Flight Operations Centers (FOC) around a consistent and coherent view of the trajectory Other exchanges needs are significant Weather, AIM, etc Europe ATN B1 capability >> Initial 4D start 2018 US FANS capability >> Initial 4D start 2023 But full co-operation on Standards and Validation 7

8 Trying to Progress What do we need for what purpose? Not all flights/aircraft need the same applications What can we do with what is potentially available? Interim solutions for terrestrial/satellite com When can we get what we need and what will not be there in the foreseeable future? Delayed action now means delayed benefit With no reduction of the transition issues 8

9 Who Needs What? In both US-Eur, average flight length is ~1h15 ; around 80% fleet flies within region Long-range Tends to Satcom Needs information updates after take-off Short-range Growing information needs for SWIM applications Little in-flight update needs after take-off in near term At some airports use Aeromacs for large non-safety critical volumes prior to take-off, which may generally remain up-todate during flight Full 4D requires all a/c in specific airspaces to be datacom capable 9

10 10

11 Which Intermediate Enablers? ADS-C FANS1/A Basic CPDLC ATNB1 D-TAXI Etc. Initial 4D Which link? VDL Mode 4 Link capacity issues VDL Mode 4? Full 4D LDACS New SatCom? Airborne access to SWIM (weather, etc) time Need safe high transfer rates Need connection FMS-data comm. Need high transfer rates 11

12 Data Comm Actions Required SHORT TERM MEDIUM TERM LONG TERM Initial Data Link LINK FANS1/A Initial 4D Trajectories & Airport Services Full 4D Business Trajectories ATN Standards&FANS1/A Converged Standards New Standards - TBD ICAO BLOCK 0 ICAO BLOCK 1 ICAO BLOCK 3 FINISH ON TIME STANDARDISE PLAN COMMIT RESEARCH & DEVELOP 12

13 Challenges - How to Get There? TECHNICAL EVOLUTION Multi-facility (ATC, aircraft, airport) consistency Network-wide effects increase interdependence & sensitivity Agile technology TRANSITION Mixed Mode Equipment and Operations Governance & Finance Synchronisation COMMITMENT Strategic Business Case Key Decision Makers Stability OPPORTUNITY ICAO 12 th Air Navigation Conference 13

14 Thank you 14

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