Episode 3. Separation Management in the TMA - Simulation Report EPISODE 3. Single European Sky Implementation support through Validation

EPISODE 3 Single European Sky Implementation support through Validation Document information Programme Sixth framework programme Priority 1.4 Aeronautics and Space Project title Episode 3 Project N 037106 Project Coordinator Deliverable Name Deliverable ID EUROCONTROL Experimental Centre Separation Management in the TMA - D5.3.5-02 Version 1.00 Owner Patricia Ayllón AENA Contributing partners INECO; ISDEFE; SICTA; NLR; LVNL; NATS; EUROCONTROL; and DFS. Page 1 of 79

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Approval DOCUMENT CONTROL Role Organisation Name Document owner Patricia AYLLÓN AENA Technical approver Richard POWELL NATS Quality approver Ludovic LEGROS EUROCONTROL Project coordinator Philippe LEPLAE EUROCONTROL Version history Version Date Status Author(s) Justification - Could be a reference to a review form or a comment sheet 1.00 12/08/2009 Approved Patricia Ayllón Document approved by the EP3 Consortium Page 3 of 79

TABLE OF CONTENTS 0 EXECUTIVE SUMMARY... 9 1 INTRODUCTION... 10 1.1 PURPOSE OF THE DOCUMENT... 10 1.2 INTENDED AUDIENCE... 10 1.3 SCOPE AND STRUCTURE OF DOCUMENT... 10 1.4 EXPERIMENT BACKGROUND AND CONTEXT... 10 1.5 CONCEPT OVERVIEW... 11 1.6 GLOSSARY OF TERMS... 14 2 SUMMARY OF EXPERIMENT AND STRATEGY PLANNING... 17 2.1 EXPECTED EXPERIMENT OUTCOMES, OBJECTIVES AND HYPOTHESES... 17 2.1.1 FTS1 Objectives and Hypotheses... 18 2.1.2 FTS2 Objectives and Hypotheses... 19 2.1.3 CRE Objectives and Hypotheses... 19 2.2 VALIDATION SCENARIO SPECIFICATIONS... 20 2.2.1 FTS1 Validation Scenarios... 20 2.2.2 FTS2 Validation Scenarios... 22 2.3 ASSUMPTIONS... 25 2.3.1 FTS1 Assumptions... 26 2.3.2 FTS2 Assumptions... 26 2.4 CHOICE OF METRICS AND MEASUREMENTS... 28 2.4.1 Selection of Performance Indicators... 28 2.4.2 PI Calculation Methodology... 30 2.5 CHOICE OF METHODS AND TECHNIQUES... 31 3 CONDUCT OF VALIDATION EXERCISE RUNS... 33 3.1 FTS EXPERIMENT PREPARATION METHODOLOGY... 33 3.1.1 FTS1 Experiment Preparation Main Issues... 33 3.1.2 FTS2 Experiment Preparation Main Issues... 34 3.2 CRE EXPERIMENT PREPARATION METHODOLOGY... 36 3.2.1 CRE Methodology Main Issues... 37 3.3 EXECUTED EXPERIMENT SCHEDULE... 37 3.4 DEVIATIONS FROM THE PLANNING... 38 4 FTS EXPERIMENT RESULTS... 39 4.1 FTS1 EXPERIMENT RESULTS AND ANALYSIS... 39 4.1.1 KPA Capacity... 39 4.1.2 KPA Safety... 41 4.1.3 KPA Efficiency... 43 4.2 FTS2 EXPERIMENT RESULTS AND ANALYSIS... 43 4.2.1 KPA Capacity... 43 4.2.2 KPA Safety... 45 4.2.3 KPA Efficiency... 48 4.3 CONFIDENCE IN FTS EXPERIMENT RESULTS... 50 4.3.1 Quality of Results of Experiment... 50 4.3.2 Significance of Results of Experiment... 50 5 EXPERIMENT RESULTS ON CRE... 51 5.1 GENERAL TMA STRUCTURE TRANSITION ASPECTS... 51 5.2 TRANSITION CASES IDENTIFICATION... 52 5.3 ACTORS IDENTIFIED... 53 5.4 TRANSITION SITUATION PROCESS DEFINITION... 54 5.5 NEED FOR SUPPORTING TOOLS... 54 5.6 CONFIDENCE IN CRE EXPERIMENT RESULTS... 54 6 CONLUSIONS AND RECOMMENDATIONS... 55 6.1 KEY FINDINGS... 55 Page 4 of 79

6.1.1 Key Findings on Separation Modes (FTS)... 55 6.1.2 Key Finding on Transition Aspects (CRE)... 57 6.2 ISSUES... 57 6.2.1 Issues on Separation Modes (FTS)... 57 6.2.2 Issues on Transition Aspects (CRE)... 58 6.3 RECOMMENDATIONS... 59 6.3.1 Recommendation on New Separation Modes and FTS... 59 6.3.2 CRE General Recommendations... 59 6.3.3 Recommendations on supporting DODs and Operational Scenarios... 59 6.3.4 Conclusions and Recommendations for Project Level... 59 6.4 CONCLUSIONS... 59 7 REFERENCES AND APPLICABLE DOCUMENTS... 59 7.1 REFERENCES... 59 7.2 APPLICABLE DOCUMENTS... 59 8 ANNEX I: FTS1 DETAILED RESULTS... 59 8.1 CAPACITY METRICS MEASURED... 59 8.2 SAFETY METRICS MEASURED... 59 9 ANNEX II: FTS2 DETAILED RESULTS... 59 9.1 CAPACITY METRIC MEASURED... 59 9.2 SAFETY METRIC MEASURED... 59 9.3 EFFICIENCY METRICS MEASURED... 59 10 ANNEX III: CRE RESULTS... 59 11 ANNEX IV: INITIAL WORK ON TRANSITION PROCESS DEFINITION... 59 11.1 TMA DAILY OPERATING CHARACTERISTICS... 59 11.2 RBT DEFINITION... 59 11.3 UPDATE OF THE TMA OPERATING CHARACTERISTICS IN THE EXECUTION PHASE... 59 11.4 EFFECT OF MODIFYING NOP IN THE EXECUTION PHASE... 59 11.5 DEFINITION OF AOS... 59 12 ANNEX V: SECONDARY RESULTS OBTAINED ON TRANSITION ISSUES... 59 12.1 TRIGGERS... 59 12.2 TOOLS: NEW TOOLS AND AFFECTED TOOLS... 59 Page 5 of 79

LIST OF TABLES Table 1.1 OI steps addressed by EP3 WP5.3.5... 13 Table 1.2 OI steps and ATM concepts addressed by EP3 WP5.3.5.... 14 Table 1.3 Glossary of Term... 16 Table 2.1 KPAs and Focus Areas vs. FTS experiment.... 18 Table 2.2 Rome TMA Sectors and Separation... 20 Table 2.3 FTS1 Validation Scenarios... 22 Table 2.4 CNFW5 Barcelona TMA separation... 24 Table 2.5 FTS2 Validation Scenarios... 25 Table 2.6 FTS Performance Indicators... 29 Table 2.7 FTS Metrics... 31 Table 6.1 EP3 WP5.3.5 FTS Key Findings... 57 Table 6.2 EP3 WP5.3.5 Conclusions... 59 Table 12.1 CRE Possible Affected and Needed Tools... 59 Page 6 of 79

LIST OF FIGURES Figure 1.1: Point merge system - example with two parallel and curved sequencing legs.... 12 Figure 2.1PMS Working Methodology in Rome TMA... 21 Figure 2.2: CDA Application in Rome TMA... 21 Figure 2.3: Barcelona RNAV SIDs (DME/DME)... 23 Figure 2.4: Barcelona RNAV STARs (DME/DME)... 23 Figure 2.5: Barcelona CFN5W Sectorisation... 24 Figure 3.1 FTS2 Alternative SIDs Definition... 35 Figure 3.2: FTS2 Alternative STARs definition option 1... 35 Figure 3.3: FTS2 Alternative STARs definition option 2... 36 Figure 3.4 CRE Methodology Used... 36 Figure 3.5 WP5.3.5 Executed Experiment Schedule... 38 Figure 4.1 CAP.LOCAL.TMA.PI2 FTS1... 39 Figure 4.2: CAP.LOCAL.TMA.PI4... 40 Figure 4.3: CAP.LOCAL.TMA.PI5-TNEST FTS1... 40 Figure 4.4: CAP.LOCAL.TMA.PI5-TNOVEST FTS1... 40 Figure 4.5: CAP.LOCAL.TMA.PI5-DEPNORD FTS1... 40 Figure 4.6: CAP.LOCAL.TMA.PI5-DEPSUD FTS1... 41 Figure 4.7: SAF.LOCA0TMA.PI1 FTS1... 41 Figure 4.8: Geographical Distribution Separation Losses in FTS1.A0, FTS1.A1 and FTS1.A2... 42 Figure 4.9: SAF.LOCAL.TMA.PI3&4 FTS1... 43 Figure 4.10: CAP.LOCAL.TMA.PI1-Sector Capacity-FTS2.A2... 44 Figure 4.11: CAP.LOCAL.TMA.PI1-Sector Capacity FTS2.A3/A4a/A4b... 44 Figure 4.12: CAP.LOCAL.TMA.PI2-Maximum Simultaneous Number of Aircraft FTS2... 45 Figure 4.13: SAF.LOCAL.TMA.PI2-Separation Losses FTS2... 45 Figure 4.14: SAF.LOCAL.TMA.PI2-(Ground Tool)-Separation Losses FTS2... 46 Figure 4.15: SAF.LOCAL.TMA.PI3-Overloads-FTS2.A2... 46 Figure 4.16: SAF.LOCAL.TMA.PI3-Overloads FTS2.A3/A4a/A4b... 47 Figure 4.17: SAF.LOCAL.TMA.PI4-Underloads... 47 Figure 4.18: EFF.LOCAL.TMA.PI1-Total Flight Duration FTS2.A3/A4a/A4b... 48 Figure 4.19: EFF.LOCAL.TMA.PI2-Optimal Flight Duration FTS2... 48 Figure 4.20:EFF.LOCAL.TMA.PI5-Delayed Aircrafts FTS2... 49 Figure 4.21: EFF.LOCAL.TMA.PI6-Delay Minutes FTS2... 49 Figure 8.1: CAP.LOCAL.TMA.PI1- FTS1 TMA... 59 Figure 8.2: CAP.LOCAL.TMA.PI4- FTS1 TMA... 59 Figure 8.3: CAP.LOCAL.TMA.PI5- FTS1 TMA... 59 Figure 8.4: SAF.LOCAL.TMA.PI1- FTS1 TMA... 59 Figure 8.5: SAF.LOCAL.TMA.PI3- FTS1 TMA... 59 Figure 8.6: SAF.LOCAL.TMA.PI4- FTS1 TMA... 59 Page 7 of 79

Figure 9.1: CAP.LOCAL.TMA.PI1- FTS2 TMA... 59 Figure 9.2: SAF.LOCAL.TMA.PI2- FTS2 TMA... 59 Figure 9.3: EFF.LOCAL.TMA.PI1/PI2- FTS2 TMA... 59 Figure 9.4: EFF.LOCAL.TMA.PI5 - FTS2 TMA... 59 Figure 9.5: EFF.LOCAL.TMA.PI6 - FTS2 TMA... 59 Figure 10.1: Transition Case 01: Identified Process... 59 Figure 10.2: Transition Cases 02&03: Identified Process... 59 Figure 10.3: Transition Cases 04&05: Identified Process... 59 Figure 10.4: Transition Cases 06&07: Identified Process... 59 Page 8 of 79

0 EXECUTIVE SUMMARY The Episode 3 work package 5.3.5 Separation Management (EP3 WP5.3.5) in the Terminal Manoeuvring Area (TMA) intends to provide evidence on the expected increment of Capacity in High density TMAs through the implementation of new separation modes included in the SESAR Concept. The exercise was also intended to analyse how the introduction of certain Air Traffic Control supporting tools might improve the conflict management. Finally, EP3 WP5.3.5 was expected to clarify, in close relation with the EP3 WP5.3.1 TMA Expert Group, how the transition from one structured TMA to a smaller or larger TMA could affect both the TMA and the surrounding En-route airspace, where a User Preferred Route environment is assumed. This document is the Validation Exercise Report for EP3 WP5.3.5. Two Fast-Time Simulations (FTS) Experiments have been carried out to analyse both the increase in capacity produced by new separation modes and the introduction of conflict management tools. The methodology consisted of simulating a set of scenarios, i.e. reference scenarios and scenarios built from this reference scenario with the appropriate modifications, so that results pointed out the variations regarding the reference case. These two FTS experiments are focused on three Key Process Areas: Capacity, Efficiency and Safety. The potential gains were assessed in terms of: Increase of TMA capacity and reduction of Controller workload; Increase of Flight efficiency (in terms of flight duration); Reduction of the number of potential conflicts and the number of controller overloads / under loads. The report describes the conditions under which the Operational Improvement steps tested in this Exercise may increase TMA capacity. The results obtained from the fast time simulations in terms of the Key Process Areas show that: Capacity; o All Separation Modes analysed could increase Capacity; o There is little difference between 2D P-RNAV and P-RNAV+VNAV capability; o Reduction of task load greater than 20%, produced by the conflict management tools used, may cause excessive under load; o The greatest capacity gain was achieved using PTC-3D, conflict management tools and route allocation tools. Efficiency: o Due to FTS Tool limitations, no realistic conclusion for this Key Process Area could be achieved. Safety: o P-RNAV (2D) and A-CDA (3D) produce less potential conflicts in TMA sectors. o Separation losses worsen with PTC-3D unless a route/profile allocation tool is implemented. The transition issues have been analysed through a set of questionnaires issued iteratively to the experts. A generic TMA was modelled and suitable features were introduced for the study. This allowed reaching various conclusions on most of the concepts addressed. The transition issues outcomes show that: Modification of TMA size should be performed by means of Airspace defined through a Collaborative Layered Panning Phase; Planned TMA Modifications should be defined in the Medium/Short Term Planning Phases. Page 9 of 79

1 INTRODUCTION 1.1 PURPOSE OF THE DOCUMENT This document provides the Validation Exercise Report for EP3 WP5.3.5 / TMA Trajectory and Separation Management, which will contribute to the elaboration of the Integrated Report of EP3 WP5 / TMA & Airport. 1.2 INTENDED AUDIENCE The document is intended for the following audience: Episode 3 WP5 participants, specially; o EP3 WP5.2 Validation strategy, support and operational concept refinement; o EP3 WP5.3.1 TMA Expert Group; o EP3 WP5.3.4 Multi Airport TMA Fast Time; o EP3 WP5.3.6 Prototyping of Dense TMA; Other Episode 3 partners; SJU Project Leaders. 1.3 SCOPE AND STRUCTURE OF DOCUMENT The scope of this document is the description of the objectives of EP3 WP5.3.5 TMA Trajectory and Separation Management in the TMA and how the Exercise were prepared and executed. Finally, it provides the results together with a detailed analysis of the results obtained, including conclusions and recommendations. This document has the following structure; Section 1 provides a general introduction to the document; Sections 2 summarises the exercise plan, including all modifications to the original plan (see [1]) carried out during the exercise execution. The Exercise objectives, the Operational Improvement steps, the hypotheses, the choice of metrics, the simulation methodology and the different environments used are thereby described. Section 3 describes the Exercise preparation and execution, including main issues or problem encountered during the execution of the Exercise. EP3 WP5.3.5 objectives have been addressed by means of two Fast Time Simulations Experiments and one Concept Refinement Exercise. Section 4 provides the Fast Time Simulation Experiments results and analysis. The results and the analysis of the Concept Refinement Exercise are detailed in section 5. Section 6 contains global EP3 WP5.3.5 conclusions and recommendations; Section 7 contains a list of applicable and reference documents. Annexes I, II, III, IV and V provides detailed information on the results of the three experiments. 1.4 EXPERIMENT BACKGROUND AND CONTEXT Episode 3 is charged with beginning the validation of the operational concept expressed by SESAR Task 2.2 and consolidated in SESAR D3 The initial emphasis is on obtaining a system level assessment of the concept s ability to deliver the defined performance benefits in the 2020 time horizon corresponding to ATM Capability Level 2/3 and the Operational Improvement Step IP 2. The validation process as applied in EP3 is based on version 2 of the E-OCVM, which describes an approach to ATM Concept validation, and is managed and coordinated by EP3/WP2.3. Page 10 of 79

Based on the exercise plan, [1], validation exercises have been performed to provide evidence about the ability of some aspect of the concept to deliver on some aspects of the performance targets. According to step 4 of the E-OCVM, this exercise report has been produced to lay down the evidence of qualities and shortcomings together with issues and recommendations. The exercise report in this document describes the validation exercise EP3 WP5.3.5 Separation Management in the TMA, which is done within EP3 WP5: Airport and TMA. This Exercise analyses the impact of new TMA concepts and their associated influence on several KPAs, such as capacity, safety, and efficiency. It is focused on a high complexity TMA as this could be a constraint in the overall ATM System. 1.5 CONCEPT OVERVIEW EP3 WP5.3.5 is intended to provide evidence on the expected increment of Capacity in High density TMAs through the implementation of new separation modes included in the SESAR Concept (see [1], section 2.3.1). Moreover, an assessment of the capacity impact due to ATC conflict management supporting tools with three different levels of efficiency has been carried out. This assessment was required by Experts to study the efficiency target to be achieved by the developers of such ATC tools. Finally, it is expected that a change of the TMA structure and/or shape could be beneficial e.g. to balance TMA capacity against individual flight efficiency. This exercise has addressed how the transitioning from one TMA structure to another TMA structure should occur in terms of; Identification of Transition Cases in which this change could be beneficial; Definition of how this Change in the TMA structure and/or shape occurs. EP3 WP5.3.5 is therefore focused on the analysis of the following ATM Concepts: 2D and 3D Precision Trajectory Clearances (PTC) in Arrivals and Departures. The objective of a PTC is to authorize the execution of a segment of trajectory with the required precision. Although they are described as 'clearances' they should be seen as 'rolling authorisation' ahead of the passage of the aircraft and will be heavily supported by automation. PTC may be defined in terms of 2D (lateral route portion only), 3D (lateral and vertical trajectory) or a 4D PTC (out of the scope of this exercise). In the latter, the details with which all 4 dimensions of flight will be executed are very accurately described. In the scope of this Exercise, routes will be considered as predefined (i.e. published), even though they can also be user defined, as part of a user preferred trajectory or created on an ad-hoc basis by an ANSP (i.e. a closed-loop route portion to resolve a conflict). The precision with which the 2D route should be flown will be coherent with the lateral spacing of the routes (this lateral spacing will ensure separation between the subject aircraft and other aircraft on adjacent 2D routes). The precision with which the 3D trajectory should be flown will be specified. This, combined with continuous airborne and ground monitoring will ensure separation between the subject aircraft and other aircraft on adjacent 3D trajectories. PTC clearances will be complimented by level instructions and may include other constraints such as speed, CTA or relative instructions such as ASPA-S&M; An alternative complex 2D and 3D route structure, both in Departures and Arrivals, supported by Allocation of Departure/Arrival Profile tools. A ground system route allocation tool, which will automatically select the optimum conflict-free route when triggered by a specific event, is implemented to support the ANSP in managing the potentially large number of interacting routes. In the most complex TMAs it is assumed that many of the pre-defined arrival and departure routes (2D and 3D) will interact. To assist with the efficient use of this route network a MTCD-based tool will be required to allocate flights to routes in real time ensuring that each flight remains conflict-free. Even if conflict-free route allocation is deployed, there will still be circumstances when flights have to deviate from their clearance. There will be a tool that will assist the ANSP in detecting and assessing the impact of such deviations. Ground system situation monitoring, conflict detection and resolution Page 11 of 79

support is deployed through ATC Supporting Tools to ensure safety and assist with task identification in Terminal Area Operations; Alternative 2D and A-CDA structures in Arrivals. Area navigation (RNAV) is a method of navigation that permits aircraft operation on any desired flight path without the necessity to fly point-to-point between ground-based navigational aids (ICAO manual [9]). Aircraft RNAV equipment automatically determines aircraft desired flight path by a series of waypoints held in a database. Precision-RNAV (P-RNAV) procedures provide an enhanced track keeping accuracy of ±1NM, which makes them suitable for use in terminal airspace. In conjunction with other flight techniques such as Continuous Descent Approach (CDA) and ATC system support tools (e.g. Advanced Arrival Managers), P-RNAV is expected to form a cornerstone of ATM initiatives aimed at maximising the efficiency of Terminal Areas. P-RNAV will be applied in conjunction with Point Merge Techniques (PMS) [10], i.e. a P- RNAV application that has been developed by EUROCONTROL as an innovative technique aiming at improving and standardising terminal airspace operations. This technique will allow a systemised operating method to integrate arrival flows with extensive use of RNAV while keeping aircraft on FMS lateral navigation mode. It thus permits the optimisation of vertical profiles, making it possible to apply Continuous Descent Approaches (CDAs) even under high traffic load. Open-loop radar vectoring is not used, except for recovering from unexpected situations. The dedicated RNAV route structure relies on the following key elements: merge point and sequencing legs. Integration of arrival flows is performed by merging inbound flows to a single common point (merge point), using Direct-to instructions. After this merge point, aircrafts are established on a fixed common route until the exit of the point merge system. Before the merge point, a sequencing leg of a pre-defined length is dedicated to path stretching/shortening for each inbound flow (Figure 1.1: ). While flying along a sequencing leg, aircraft can be instructed to fly direct to the merge point at any appropriate time (i.e. be kept for a certain amount of time on the leg for path stretching, or inversely sent early direct to the merge point for path shortening). Figure 1.1: Point merge system - example with two parallel and curved sequencing legs. Although Point Merge mainly deals with 2D improvements for arrivals, it is expected to form a sound foundation on top of which further improvements can be envisaged in line with SESAR concepts like Advanced Continuous Descent Approaches (3D), enabled by VNAV capability At present, and in the absence of an internationally agreed definition of Continuous Descent Approach, EUROCONTROL proposes the following: Continuous Descent Approach is an aircraft operating technique in which an arriving aircraft descends from an optimal position with minimum thrust and avoids level flight to the extent permitted by the safe operation of the aircraft and compliance with published procedures and ATC instructions. (from [11]). CDAs provide a first level of benefits in the frame of a trade-off between flight efficiency on the one hand and airspace capacity on the other hand. Advanced Continuous Descent Approach (A-CDA) will be investigated in EP3 WP5.3.5. According to the SESAR definition of OI Step AOM-0702, A-CDA refers to the harmonised implementation of CDA in high density Page 12 of 79

traffic, relying on further developments of RNAV procedures, complemented by appropriate ground support tools as needed. A-CDA is expected to bring an improved benefit compared to CDA, as it enables increased flight efficiency even under high traffic load. These ATM Concepts have been analysed through a set of SESAR Operational Improvements (OI) steps. The OI steps addressed are listed in the table below. OI Id OI Title OI Step Id OI Step Title L02-06 Use of Free Routes / 4D Trajectories AOM-0403 Pre-defined ATS Routes Only When and Where Required L02-07 Enhance Terminal Airspace AOM-0602 Enhanced Terminal Airspace with Curved/Segmented Approaches, Steep Approaches and RNAV Approaches Where Suitable L02-08 Optimising Climb/Descent AOM-0702 Advanced Continuous Descent Approach (ACDA) L02-09 Increasing Flexibility of Airspace Configuration L06-03 ATC Automation in the Context of Terminal Area Operations L06-03 ATC Automation in the Context of Terminal Area Operations AOM-0804 CM-0405 CM-0406 Dynamic Management of Terminal Airspace Automated Assistance to ATC Planning for Preventing Conflicts in Terminal Area Operations Automated Assistance to ATC for Detecting Conflicts in Terminal Area Operations L08-02 Precision Trajectory Operations CM-0601 Precision Trajectory Clearances (PTC)-2D Based On Pre-defined 2D Routes L08-02 Precision Trajectory Operations CM-0602 Precision Trajectory Clearances (PTC)-3D Based On Pre-defined 3D Routes Table 1.1 OI steps addressed by EP3 WP5.3.5. In order to set up a suitable environment for the analysis of these OI steps, other OI steps have been assumed, although their impact has not been analysed. The OI steps assumed are listed below and grouped according to the OI step addressed. OI step AOM-0602. OI steps assumed: o TS-0102 Arrival Management Supporting TMA Improvements (incl. CDA, P- RNAV) (It must be noted that in FTS1 AMAN is not used even if arrival flows were pre-sequenced to simulate an AMAN behaviour). OI step AOM-0702. OI steps assumed: o AOM-0704 Tailored Arrival. Through this, descents are optimised. OI steps CM-0405, CM-0406, CM-0601 and CM-0602. OI steps assumed: o IS-0401 Automatic Terminal Information Service Provision through Use of Data-link; o IS-0402 Extended Operational Terminal Information Service Provision Using Data-link; o IS-0706 SWIM - European Air-Ground Communication Infrastructure; o IS-0707 SWIM - Air-Ground limited services. The table below summarises the ATM Concepts addressed through the OIs analysed; Page 13 of 79

OI Id OI Title OI Step Id ATM Concept L02-06 Use of Fress Routes / 4D Trajectories L02-07 Enhance Terminal Airspace L02-08 Optimising Climb/Descent L08-02 Precision Trajectory Operations L08-02 Precision Trajectory Operations L06-03 ATC Automation in the Context of Terminal Area Operations L06-03 ATC Automation in the Context of Terminal Area Operations L02-06 Use of Free Routes / 4D Trajectories L02-09 Increasing Flexibility of Airspace Configuration AOM-0403 AOM-0602 AOM-0702 CM-0601 CM-0602 CM-0405 CM-0406 AOM-0403 AOM-0804 N/A Point Merge Techniques PMS (2D) enabling CDA Precision RNAV (P-RNAV) routes A-CDA P-RNAV enabled by the PMS with the addition of VNAV (3D) Precision Trajectory Clearances (PTC) on Fixed 2D Departures and Arrivals Precision Trajectory Clearances on Fixed 3D Departures and Arrivals ATC Supporting tools for the Allocation of Departure /Arrival Routes/Profiles. ATC Supporting tools for detecting, solving and monitoring potential conflicts. N/A N/A Table 1.2 OI steps and ATM concepts addressed by EP3 WP5.3.5. 1.6 GLOSSARY OF TERMS Term Definition 2D 2D-PTC 3D 3D-PTC ACC ACDA ADO AENA AMAN AIP ANSP AOP AOS APOC APV ATC ATCo 2 Dimensions 2 Dimension Precision Trajectory Clearance 3 Dimensions 3 Dimension Precision Trajectory Clearance Airspace Control Center Advanced Continuous Descent Approach Airport Duty Officer Aeropuertos Españoles y Navegación Aérea Arrival MANager Aeronautical Information Publication Air Navigation Service Provider Airport Operation Plan Airspace Operation Strategy Airport Operations Centre Approach Vertical Guidance Air Traffic Control Air Traffic Controller Page 14 of 79

Term Definition ATM Aus CDA CFMU CFN CM ConOps CRE CTA CTO DCB DME DOD DOP DTG ENAV E-OCVM Air Traffic Management Airspace Users Continuous Descent Approach Central Flow Management Unit Configuration Complexity Manager Concept of Operations Concept Refinement Exercise Controlled Time of Arrival Controlled Time of Overfly Demand and Capacity Balancing Distance Measurement Equipment Detailed Operational Description Day of Operation Plan Distance To Go Ente Nazionale di Assistenza al Volo European Operational Concept Validation Methodology EP3 Episode 3 FA FAF FL FMS FTS FUA GAT GND IAF ICAO INECO IP ISDEFE KPA KPI L/R LFV LoA MTCD Focus Area Final Approach Fix Flight Level Flight Management System Fast Time Simulation Flexible Use of Airspace General Air Traffic Ground Initial Approach Fix International Civil Aviation Organisation Ingeniería y Economía del Transporte Implementation Package Ingeniería de Sistemas para la Defensa de España Key Performance Area Key Performance Indicator Left/Right Luftfartverket Letter of Agreement Medium Term Conflict Detection Page 15 of 79

Term Definition N/A NATS NM NOP NPA OI PMS P-RNAV PTC R/T RAMS RBT Ref. RM RNAV RWY SBT SESAR SICTA SID SJU SRM STAR TMA TOD TRL TTA TWR VNAV XAIP XML Not Applicable National Air Traffic Services Nautical Mile Network Operations Plan Non Precision Approach Operational Improvement Point Merge System Precision Area Navigation Precision Trajectory Clearance Radio Telephony Re-organised ATM Mathematical Simulator Reference Business Trajectory Reference Regional Manager Area Navigation Runway Shared Business Trajectory Single European Sky ATM Research and Development Programme Sistema Innovative per il Controllo del Traffico Aereo Standard Instrument Departure (Route) SESAR Joint Undertaking Sub-Regional Manager Standard Terminal Arrival Route Terminal Maneuvering Area Top of Descent Technology Readiness Level Target Time of Arrival Tower Vertical Navigation XML AIP Extensible Mark-up Language Table 1.3 Glossary of Term Page 16 of 79

2 SUMMARY OF EXPERIMENT AND STRATEGY PLANNING The analysis of the ATM Concepts and OIs indicated in 1.5 has been done through three Validation Experiments: two Fast-Time Simulation (FTS) Experiments and one Concept Refinement Exercise (CRE): FTS1, in Rome TMA, aiming to assess the performance impact of the introduction of: 1) PRNAV (using PMS techniques) together with CDA, and 2) P-RNAV (using PMS techniques) with VNAV, enabling A-CDA, in the arrival sequence of a complex TMA; FTS2, in Barcelona TMA, to carry out a sensitivity analysis of Conflict Detection, Conflict Resolution and Conformance Monitoring tools, as well as to assess the performance impact of the Allocation of Departure/Arrival Route, Allocation of Departure/Arrival Profile, PTC-2D, PTC-3D and 3D Departure and Arrival Routes, in a complex TMA; CRE (Concept Refinement Exercise), in a generic complex TMA, to analyse why there is a need to modify the TMA Structure and how this transition could occur. 2.1 EXPECTED EXPERIMENT OUTCOMES, OBJECTIVES AND HYPOTHESES The outcomes of both FTS Experiments defined within EP3 WP5.3.5 are expected to provide evidence on how the introduction of the new separation modes and conflict management tools described in 1.5 affects the Key Performance Areas: Capacity, Safety and Efficiency, as explained below: Capacity. With the new technologies under study and the new assumed working methodology defined in 2.3, there will be an increment of airspace capacity due to an expected decrease in Controller Workload. 1 Safety. Expected to be improved due to a reduction in the number of potential separation loses (conflicts), as well as a reduction in the time the controller is either overloaded or underloaded. Efficiency. With better trajectory management due to the introduction of improved Arrival and/or Departure Procedures allocation, it is expected that the flights reduce their flight duration within the TMA, and also reduce delays. The CRE is expected to provide clarification on when a change in the TMA Structure is needed and how a dynamic modification of the Terminal Area is done. In this sense, this is a purely analytical process to support the update of the SESAR concept, and hence no data will be provided in terms of KPAs. Following table summarises, for each FTS Experiment, the KPAs addressed and more precisely the Focus Areas on which the experiments have been concentrated. 1 The new working methodology can now only be assumed due to its limited definition. Page 17 of 79

SESAR KPA Description Focus Area Description FTS CAPACITY Capacity addresses the ability of the ATM system to cope with air traffic demand (in number and distribution through time and space). The global ATM system should exploit the inherent capacity to meet airspace user demand at peak times and locations while minimizing restrictions on traffic flow. To respond to future growth, capacity must increase, along with corresponding increases in efficiency, flexibility, and predictability while ensuring that there are no adverse impacts to safety giving due consideration to the environment. The ATM system must be resilient to service disruption, and the resulting temporary loss of capacity. Airspace Capacity Airspace Capacity covers the capacity of any individual or aggregated airspace volume within the European airspace. It relates to the throughput of that volume per unit of time, for a given safety level. FTS1 & FTS2 SAFETY Safety will be address in terms of impact in the number of conflicts related to new methods of conflict management and separation provision. ATMrelated safety outcome Safety criteria define the level of acceptable safety. Safety is a complex multidimensional subject. The exercises will focus on the controller overload and the number of conflicts. FTS1 & FTS2 EFFICIENCY Efficiency focused on the impact of flying optimum trajectory and the introduction of new separation modes in the Temporal Efficiency. It will measure the deviations from the optimal flight duration. Temporal Efficiency Temporal Efficiency covers the magnitude and causes of deviations from planned (ontime) departure time and deviations from Initial Shared Business Trajectory durations (taxi time, airborne time). FTS2 Table 2.1 KPAs and Focus Areas vs. FTS experiment. 2.1.1 FTS1 Objectives and Hypotheses The introduction of P-RNAV applications is expected to improve and standardise Terminal Airspace Operations. Additionally, the application of A-CDA concept in P-RNAV procedures is expected to provide flight efficiency benefits. Therefore, the main objectives of FTS1 Exercise are; Objective 1: Analyse the impact on Capacity, Safety and Efficiency of the introduction of P-RNAV procedures (A1) and A-CDA (A2) in a High Density TMA ( Rome TMA): o Objective 1.1: Check for an improvement in Rome TMA sector capacity in the management of arrival flows e.g. - through reduction in ATCO workload; o Objective 1.2: Check for an Improvement in safety in the Rome TMA sectors in terms of number of potential conflicts and number of controller overloads/ under loads. o Objective 1.3: Check the influence in the Rome TMA sector flight efficiency in terms of flight duration. It is expected that the introduction of PRNAV and A-CDA (OIS AOM-0602 and AOM-0702) proves the following hypotheses: Page 18 of 79

o o o Hypothesis 1: will reduce the tactical controller workload (reducing controller task load per flight and the need for tactical interventions) with a potential positive impact on the sector capacity; Hypothesis 2: will not affect efficiency in terms of flight duration: the increment in flight efficiency should result from the possibility to fly an optimum and more efficient trajectory; Hypothesis 3: will reduce the number of potential conflicts and the number of controller overloads. 2.1.2 FTS2 Objectives and Hypotheses The main objectives of FTS2 are: Objective2: to provide support to the developers of Conflict Detection, Conflict Resolution and Monitoring support tools (AOM-0406) by showing the task load reduction required to obtain the required capacity to meet the expected 2020 traffic demand; Objective3: to analyse how introducing 2D & 3D Departure & Arrival routes, together with Precision Trajectories Clearances (PTC2D and PTC-3D), with support tool for the Allocation of Departure/Arrival Routes/Profiles (CM-0405, CM-0601 and CM-0602): o Objective3.1 improves airspace capacity; o Objective3.2 improves flight efficiency in terms of temporal efficiency; o Objective3.3 improves safety in terms of number of potential conflicts and number of ATC overload / underloads situations; It is expected that: The introduction of Conflict Detection, Conflict Resolution and Monitoring Tools (AOM- 0406) in a complex TMA assuming that they will reduce workload in the involved controller task (20% or 30% or 50% - sensitivity assessment): o Hypothesis 4: increases sufficiently the airspace capacity to meet the 2020 traffic demand; o Hypothesis 5: will reduce the number of controller overloads / underloads. The Allocation of Departure/Arrival Route, Allocation of Departure/Arrival Profile, PTC- 2D, PTC-3D and 3D Departure and Arrival Routes, in a complex TMA: o Hypothesis 6: will reduce the tactical controller workload (reducing controller task load per flight and the need for tactical interventions) and, therefore, increase the airspace capacity; o Hypothesis 7: will increase flight efficiency in terms of flight duration (temporal efficiency). In this sense, the increment in flight efficiency should result from the possibility to fly an optimum and more efficient trajectory; o Hypothesis 8: will reduce the number of potential conflicts and the number of controller overloads / underloads. 2.1.3 CRE Objectives and Hypotheses The Transition Issues study to support the analysis of OIs AOM-0403 and AOM-0804 aims at clarifying the following aspects; Identification of triggers of the transition process; Identification of relevant transition cases; Objectives in issuing a transition from one structured TMA to another (bigger or smaller); Description of the expected changes caused by the transition process (change in the predefined arrivals and departures routes, Airspace Volumes, RBTs, TMA entry and exit points, AMAN horizon, etc.); Page 19 of 79

Identification of the actors that are involved in the transition (including roles and responsibilities); Description of the process [and the sequence of actions] (including timing) during the transition process; Description of the procedures that should be implemented for performing the transition; Identification of KPAs that could be affected by this transition, and how they can be affected (including the impact at airport level, at en-route level, and at TMA level); Explore the relation between this transition and other concepts such as the Extended TMA concept, sequencing within the En-route area (the use of AMAN in the en-route phase), etc. Being a purely conceptual exercise whose aim is to provide support in the refinement of the SESAR ConOps, no hypotheses have been made in the CRE Exercise. 2.2 VALIDATION SCENARIO SPECIFICATIONS The CRE exercise has been focused on a generic complex TMA, so that the conclusions obtained can be applied in any other comparable TMA existing across the ECAC area. In order to analyse all objectives defined, both FTS Exercises have been divided into several Validation Scenarios. The following sub-sections describe the Validation Scenarios used within each FTS Exercise. 2.2.1 FTS1 Validation Scenarios FTS1 is focused on arrivals flows. However, current departure procedures have been modelled to represent the traffic flow distribution in a realistic way. Taking into account the objectives of this experiment, a set of Validation Scenarios have been created to test the effects of the operational improvements steps described in 1.5. These include; FTS1.A0, with the current (2009) TMA characteristics but using 2020 traffic. This scenario will be used as a baseline scenario; FTS1.A1, to analyse the impact of introducing 2D P-RNAV with CDAs for arrivals to RWY 16L/R to Fiumicino Airport; FTS1.A2, to analyse the impact of introducing the guidance capability in the vertical plane in the P-RNAVs defined within FTS1.A1 (and therefore becoming PRNAV+VNAV capability). This VNAV capability enables aircraft flying in A-CDA into Rome Fiumicino. FTS1 uses the current TMA Rome sectorisation. The table below briefly describes the TMA sectorisation. A more detailed description of current TMA sectorisation can be obtained from D5.3.5-01 Separation Management in the TMA Plan (Ref. [1]). Sector Name Vertical Limits Radar Separation TNEST FL GND to FL195 Horizontal 3NM; Vertical 1000ft TNOVEST FL GND to FL245 Horizontal 3NM; Vertical 1000ft DEPNORD FL GND/245 to FL275 Horizontal 3NM; Vertical 1000ft DEPSUD FL GND to FL275 Horizontal 3NM; Vertical 1000ft Table 2.2 Rome TMA Sectors and Separation Due to the difficulty encountered in the adaptation of the traffic provided by EP3 WP2 to the FTS1 Validation Scenarios, the internally available Rome TMA 2006 traffic sample was updated to 2020 traffic levels. For this adaptation, the 2020 traffic sample provided by EP3 WP5 was used as reference to obtain the same traffic distribution. Further detail on how this traffic sample was achieved can be found in D5.3.5-01 Separation Management in the TMA Plan (Ref.[1]). Page 20 of 79

To model P-RNAV route structure in both FTS1 A1 & A2, two triangles (Point Merge systems) have been introduced, (as shown in the figure below) one on the East, the other one on the West. Each triangle is associated to one merge point, each one feeding one runway. Figure 2.1PMS Working Methodology in Rome TMA Associated working methods require FL and speed restrictions (see Figure 2.1) on the segment corresponding 10 NM before the entering of sequencing leg. To model CDA in FTS1.A1 and Advanced CDA in FTS2.A2 it should be noted that they were enabled taking into account the airspace configuration, feeding two parallel runways, each one using two opposite sequence legs. As a result steady entry sequence flight levels were needed until the aircraft was cleared to the merge point (see Figure 2.2: ). TOD Sequencing Leg Cruis ing Point Merge CDA 1 CDA 2 Boundary of TMA Sectors Figure 2.2: CDA Application in Rome TMA Additionally in FTS1.A2, besides this operational behaviour facilitating CDAs in high traffic conditions, two further features were introduced: Page 21 of 79

Aircrafts VNAV capable assumption (according to SESAR ATM Master Plan, VNAV is an enabler of A-CDA), adding further benefits, and RAMS functionality Linear Trajectory activation: this functionality allows a more realistic optimised path, almost linear in the vertical view while respecting the restrictions. This path is chosen by the simulation platform depending on the aircraft performances tables contained in its internal database, where aircraft weight, load and balance, etc. are specified. The table below summarises the Validation Scenarios that have been addressed by FTS1 together with their specific objectives. Validation Scenario ID Associated SESAR OI Step Validation Scenario Objective FTS1.A0 N/A Current Concept (pre-defined departure and arrival routes with traditional working methods as used to separate arrivals with current Rome TMA Sectorisation, 2020 traffic) FTS1.A1 AOM-0602 P-RNAV (2D) procedures with CDAs are modelled for the arrival flows to RWY 16 L/R of Fiumicino Airport. Current traffic to 2020 is used with current Rome TMA sectorisation. FTS1.A2 AOM-0702 P-RNAV network routes of A1 with guidance capability in vertical plane (VNAV) (3D) enabling flights flying in A-CDA to Rome Fiumicino Airport. Current pre-defined departure and arrival routes are kept for Ciampino Airport. 2020 Traffic is used with current Rome TMA sectorisation. N/A Objective 1 Objective 1 Table 2.3 FTS1 Validation Scenarios 2.2.2 FTS2 Validation Scenarios FTS2 is based on the Barcelona TMA. Three different airports are included in this TMA (Barcelona - LEBL, Reus - LERS and Gerona - LEGE), from which Barcelona Airport is the most complex one. FTS2 was initially divided into six Validation Scenarios (see [1] for further detail); FTS2.A0, current TMA definition but with 2020 traffic. This should highlight the need to define new procedures; FTS2.A1, in which new procedures are defined; FTS2.A2, to carry out a sensitivity analysis of the new ATC Supporting Tools (Conflict Detection and Monitoring and Monitoring Tools); FTS2.A3, to analyse the impact of introducing PTC-2D together with ATC Supporting Tools (including Profile Allocation Tool); FTS2.A4a, to analyse the impact of introducing PTC-3D together with ATC Supporting Tools (including Profile Allocation Tool) when 50% of aircraft are 3D equipped; FTS2.A4a, to analyse the impact of introducing PTC-3D together with ATC Supporting Tools (including Route Allocation Tool) when all aircraft are 3D equipped. The figure below shows the current RNAV network for Barcelona TMA, used for the modelling of FTS2.A0: Page 22 of 79

Figure 2.3: Barcelona RNAV SIDs (DME/DME) Figure 2.4: Barcelona RNAV STARs (DME/DME) Following the guidelines from the experts, the 2020 traffic demand was assessed and the predefined departure and arrival routes (current SIDs and STARs) with more than 30 flights per hour were split into two. After analysing the traffic in the operational scenario FTS2.A0 it was concluded that there was no departure or arrival route with more than 30 operations per hour. Therefore, it was assumed that the current procedures can handle 2020 traffic level and Page 23 of 79

FTS2.A1 would have the same route network as FTS2.A0. For that reason and in order to avoid any confusion to the reader, FTS2.A1 will not be studied. To perform the ATC supporting tools assessment, Validation Scenario FTS2.A2 will use the same route network as FTS2.A0, with the same working methodology for traffic management. The only difference will be the conflict management due to the introduction of tools. Validation Scenarios FTS2.A3, FTS2.A4a and FTS2.A4b will use the same nominal procedures as FTS2.A0 and FTS2.A2. However, a new set of Alternative Departure and Arrival procedures has been defined, in the current RNAV procedures included in FTS2.A0 and FTS2.A2. These new alternative procedures have been defined according to the methodology described in D5.3.5-01 Separation Management in the TMA Plan [1] and considering the comments provided by the EP3 WP5.3.1 TMA Expert Group indicated in 3.1.2. Barcelona TMA Configuration 5W has been selected for the TMA, as it is currently the most frequently used configuration in the TMA. The table and figure below show the sectors defining this Configuration together with their characteristics; T4W T1W TWR LEGE FINAL TWR LERS T2W T3W Figure 2.5: Barcelona CFN5W Sectorisation Sector Vertical Limits Radar Separation LEBLFIN GND-FL065 3NM LEBLT1W GND-FL255 LEBLT2W GND-FL195 LEBLT3W GND-FL195 LEBLT4W GND-FL195 5NM 5NM 5NM 5NM Table 2.4 CNFW5 Barcelona TMA separation The following table summarised the Validation Scenarios defined for FTS2 Exercises, together with the associated OI Step and Objective. Page 24 of 79

Validation Scenario ID Associated SESAR OI Step Validation Scenario Objective FTS2.A0 N/A Current Concept (traffic 2020 current routes and sectors network) FTS2.A2 CM-0406 Conflict Detection, Conflict Resolution and Conformance Monitoring tools (traffic 2020 new routes network) FTS2.A2 will be provided support in the definition of the task load reduction needed by these supporting tools to obtain the required capacity gain needed with 2020 traffic levels. As the required rate of task load reduction needed from new tools was an issue, the TMA experts agreed that 20%, 30%, 40% were the best values for the analysis. This task load reduction will be kept constant for the assessment of the Route/Profile Allocation Tool and the introduction of PTC-2D and PTC-3D (FTS2.A3 and FTS2.A4). Objective 2 FTS2.A3 CM-0601 CM-0405 Allocation of Departure/Arrival + Conflict Detection, Conflict Resolution and Conformance Monitoring tools + PTC-2D (traffic 2020 new routes network). Objective 3 (3.1, 3.2 & 3.3) FTS2.A4a CM-0602 CM-0405 Allocation of Departure/Arrival Profile + 3D Departure and arrival routes + Conflict Detection, Conflict Resolution and Conformance Monitoring tools + PTC-3D. (traffic 2020 new routes network). Objective 3 (3.1, 3.2 & 3.3) 50% Aircraft are 2D Capable, 50% Aircraft are 3D Capable FTS2.A4b CM-0602 CM-0405 Allocation of Departure/Arrival Profile + 3D Departure and Arrival routes + Conflict Detection, Conflict Resolution and Conformance Monitoring tools + PTC-3D. (traffic 2020 new routes network). Objective 3 (3.1, 3.2 & 3.3) 100% Aircraft are 3D Capable Table 2.5 FTS2 Validation Scenarios 2.3 ASSUMPTIONS Due to the limited definition of the new ATM Concept and tools under analysis, and how they will work together when the overall SESAR Concept is in place, some assumptions have been made for the definition of all Validation Scenarios within FTS1 and FTS2. The following sub-sections define the assumptions made, both in terms of definition of the Validation Scenarios and in terms of the way the new concepts have been modelled. Due to the nature of the CRE, no assumptions have been made for this Exercise. The following parameters have been kept constant through the three validation scenarios: Runway configuration and Runway use 2 ; Airspace characteristics in terms of sectorisation and minimum separation values 3 ; Traffic samples. The following Validation Scenario Assumptions are common for both FTS Experiments: A1. Weather conditions: weather constraints (night / low visibility, strong wing or bad weather conditions) will not be considered; 2 The most commonly used runway configuration has been used for all airports. 3 The 2009 preferential TMA configuration and separation values have been used. Page 25 of 79

A2. Equipment Failure; no systems failures and consequently no emergencies have been considered; A3. Aircraft types; military aircraft will not be considered if it participates in military exercises and will be taken into account if it flies as GAT; A4. FUA: no active military areas will be considered; A5. No reserves/prohibited areas will be introduced; A6. Fixed route structure and procedures will be defined; A7. All aircraft will be able to fly P-RNAV procedures; A8. All aircraft are suitably equipped to carry out new procedures and manoeuvres; A9. The level of detail of the airport modelling has been defined so that the airport is not a limiting factor. 2.3.1 FTS1 Assumptions The following Validation Scenario Assumptions have been made for FTS1; A10. Traffic is presented in a metered way so as to feed the PMS without exceeding its capacity. The following General Concept Assumptions were made in FTS1 for analysing the P-RNAV (2D) routes (AOM-0602) in the arrival sequence of a complex TMA: A11. P-RNAV/PMS technique will replace open-loop vectoring instructions, determining a decrease in ATC instructions; A12. The PMS Concept will facilitate the merging of traffic from a number of RNAV arrival routes; A13. The PMS Concept will allow the Controller to clear the aircraft off the arc direct to the merge point when separation from the preceding aircraft is assured; A14. All aircraft have to fly, with an appropriate spacing/separation, at a common speed and altitude when they enter the arc, these constraints should be published at the entry waypoint and when reaching a defined distance before entering the sequencing leg (subject to local constraints here: at least 10 NM). In general the arc nearest to the merge point has the highest altitude and that furthest away has the lowest altitude. If the aircraft reaches the end of the arc without receiving a direct to clearance, it automatically turns towards the merge point; A15. The clearance to descend is not given until the aircraft is clear of all other traffic and is usually the responsibility of the Executive Controller responsible for final approach; For analysing A-CDA (3D) in the arrival sequence of a complex TMA, the following General Concept Assumptions apply: A16. Aircraft are assumed to have barometric vertical navigation (VNAV) capability; A17. The constraints introduced at the TOD will be the same as that for FTS1.A1. However, Continuous Descent Profiles starting from TOD will be applied (AOM- 0704). 2.3.2 FTS2 Assumptions The following Validation Scenario Assumptions have been made for FTS2; A18. En-route arrival queue management has already been performed and different flows of arrival have been merged; A19. All aircraft are Data-Link capable (ATM Capability Level 0); For the sensitivity analysis of the support tools (CM-0406), the following Concept Assumptions apply: A20. The Conflict Detection tool will alert the controller of possible conflicts, taking into account the latest RBTs available in the FMS; Page 26 of 79

A21. The Conflict Resolution tool will provide a set of possible options for the resolution of each detected conflict; A22. The Monitoring tool will alert the controller of any deviations or unexpected event that requires the attention of the controller. For the validation of Allocation of Departure and Arrival Routes and Profiles together with PTC-2D and PTC-3D, the following Concept Assumptions apply: A23. The controller affected by the allocation tool and responsible for managing the clearance is the first entry TMA sector controller in arrivals and the departure controller in departures (AOM-0403); A24. The ground system will allocate both Departure and Arrival Profiles. The Conflict Detection tool, taking into account the PT updated will provide alerts of conflicts (AOM-0602, CM-0405); A25. The SIDs & STARs network is the same (except for flight level restrictions) for 2D Capable aircraft and for 3D Capable Aircraft (AOM-0602); For assessing the impact of the allocation of Departure/Arrival Route + Conflict Detection, Conflict Resolution and Monitoring Tools + PTC-2D, the following Concept Assumptions apply: A26. RBT portion is unlimited. One RBT clearance will be provided for the whole TMA transit. In case a potential conflict happens, a vertical profile restriction (RBT revision) will be performed. FL restriction will be the first option and vectoring will be avoided (CM-0601, CM-0406); A27. Only if there is a potential conflict in sector A, the A executive controller will apply a new 2D clearance, constraining a FL to solve it as first option (CM-0601, CM-0406); A28. The longitudinal (time) dimension is relatively unconstrained other than by speed control; A29. There will be less lateral interventions needed, as there are more available routes; A30. The lateral uncertainty disappears. However, the vertical and time uncertainties remain; A31. The Route Allocation Tool only solves conflicts between flights using the same SID or same STAR (CM-0405); For assessing the impact of the allocation of Departure/Arrival Profile + Conflict Detection, Conflict Resolution and Monitoring Tools + PTC-3D, the following Concept Assumptions apply: A32. To apply PTC-3D concept, there will be an "allocation of arrival profile 3D" tool that will offer arrival conflict-free-tubes to avoid (x,y,z) ARR-ARR and ARR-DEP conflicts in the whole TMA. This tool will provide the initial allocation of the 3D arrival 200 NM before the runway. The TMA arrival profile will be cleared with updated conflict management just before entering the TMA (CM-0602 and CM-0405); A33. Automated allocation of 3D routes will be conflict-free along the TMA transit. This means that RBT portion is unlimited within the whole TMA transit, and therefore there is no need to provide any intermediate clearances to flights using 3D routes (CM- 0602 and CM-0405); A34. The vertical separation between two 3D flights evolving in the same procedure is the current vertical separation; For mixed mode environment, coexisting 2D capable flights and 3D capable flights, the following Concept Assumptions apply: A35. The 3D capable flights will be cleared all through the Arrival or Departure Procedure in the first TMA sector where the flight enters (Departure and First Entry Sector). This implies no workload due to consecutive RBT Clearances. However, for 2D capable flights, consecutive RBT clearances will be needed (CM-0601 and CM- 0602). Page 27 of 79

2.4 CHOICE OF METRICS AND MEASUREMENTS 2.4.1 Selection of Performance Indicators The following table defines the Performance Indicator (PI) that will be provided for FTS2 Exercise, together with the associated Validation Scenario for which each PI. KPAs Local PIs ID Local PI Name (unit) CAP.LOCAL.TMA.PI 1 Sector capacity (Number of aircraft per hour) Local PIs Definition Maximum number of aircraft that can exit the geographic area or the most penalising TMA sector in one hour. It must be measured when the system is in high traffic conditions for a whole hour. It can be based on the maximum task load the tactical controller can deal with in this period of time. Validation Scenario FTS1 & FTS2 Capacity CAP.LOCAL.TMA.PI 2 Maximum simultaneous number (Number of aircraft) CAP.LOCAL.TMA.PI 4 Total period throughput (Number of aircraft) Maximum number of simultaneous aircraft being controlled in the TMA. This value will be provided for the entire TMA Total number of aircraft controlled in the TMA during the 6h00-22h00 period. FTS1 & FTS2 FTS1 CAP.LOCAL.TMA.PI 5 Maximum measured throughput (Number of aircraft per hour) It is the maximum number of aircraft that exited the geographic area, or the most penalising TMA sector per hour with the considered traffic demand. It can be lower than the sector capacity, but can be equal to it when the system is fully loaded. This maximum measured throughput might be computed as the average of the maximum measured throughput for different controllers and traffic samples. FTS1 SAF.LOCAL.TMA.PI 1 Conflict number in the TMA (No units) A conflict here means a potential separation loss. FTS1 Safety SAF.LOCAL.TMA.PI 2 SAF.LOCAL.TMA.PI 3 Number of separation losses in the TMA (No units) Total overload duration (Minutes) Number of times two aircraft have a separation of less than 3NM horizontally or 1000ft vertically. Times the controller is saturated 4 with different severities causing a reduction in safety. This is computed by analysing controller taskload during the day, and counting the accumulated time spent with taskload over a saturation limit. An ATCo is said to be overloaded when the hourly workload value is above 70% FTS2 FTS1 & FTS2 4 Saturation is defined in the D5.3.5-D1 Separation Management in the TMA Plan (Ref. [1]) Page 28 of 79

KPAs Local PIs ID Local PI Name (unit) Local PIs Definition Validation Scenario SAF.LOCAL.TMA.PI 4 Total underload duration (Minutes) Duration the controller has little work to carry out causing a reduction in safety. It is computed by analysing controller taskload during the day, and s the accumulated time spent with taskload under a minimal activity limit. An ATCo will be considered as under loaded when the hourly workload value is below 15% FTS1 & FTS2 EFF.LOCAL.TMA.PI 1 Total flight duration (Minutes) Sum of the flight durations in the scenario. The time during which aircraft are not in the geographic area of interest is not considered. FTS1 & FTS2 Efficiency EFF.LOCAL.TMA.PI 2 Optimal total flight duration (Minutes) Sum of the best controlled flight durations. The best controlled flight duration is the one the aircraft would have if it were alone in the TMA, following applicable procedures, from the first point of the geographic area to the last point of the geographic area of the TMA. This takes into account aircraft performance FTS2 EFF.LOCAL.TMA.PI 5 Number of delayed aircraft (Number of aircraft) Number of aircrafts delayed by more than 3 minutes (a delay is the difference between expected time and actual time). FTS2 EFF.LOCAL.TMA.PI 6 Total Delays (Minutes) Sum of delays due to the TMA, for arrivals and for departures. FTS2 Table 2.6 FTS Performance Indicators The analysis of the TMA Transition Issues (CRE Exercise) is not based on any quantitative data related to Local Performance Indicators, since the objective is to clarify the Concept regarding the transition aspects when the TMA needs to be changed. This analysis will provide, as an output, conclusions from the study produced following close consultation with EP3 WP5.3.1 TMA Expert Group. Page 29 of 79

2.4.2 PI Calculation Methodology The following table summarises the methodology used for the Calculation of each PI. Further information on how this metrics are calculated can be found in EP3 WP5 D535-01 Deliverable (Ref.[1]). KPAs Local PIs ID Local PI Name (unit) PI Calculation Methodology CAP.LOCAL.TMA.PI 1 Sector capacity (Number of aircraft per hour) The Performance Framework defined this PI as the Capacity for the entire TMA or the most limiting sector. However, within EP3 WP5.3.5, it has been defined as the sector capacity for each defined sector. This PI is calculated through estimating the best trend line with the maximum Route Mean Square (linear, exponential, polynomial, logarithmic, etc) between the number of aircraft entering the sector in one hour and its corresponding ATC Workload values. Capacity will be that where the predefined workload saturation value (70%), defined as the maximum workload assumable by a controller, cuts this tendency line. For those cases in which the workload values were low (i.e. far from saturation), capacity values needed to be extrapolated. CAP.LOCAL.TMA.PI 2 CAP.LOCAL.TMA.PI 4 Maximum simultaneous number (Number of aircraft) Total period throughput (Number of aircraft) The maximum simultaneous number of aircraft being controlled in the TMA has been obtained in a time interval of 10 minutes. Total number of aircraft controlled in the TMA during the 6h00-22h00 period. Capacity Safety CAP.LOCAL.TMA.PI 5 SAF.LOCAL.TMA.PI 1 Maximum measured throughput (Number of aircraft per hour) Conflict number in the TMA (No units) It is the maximum number of aircraft that exited the geographic area, or the most penalising TMA sector per hour with the considered traffic demand. It can be lower than the sector capacity, but can be equal to it when the system is fully loaded. This maximum measured throughput has been computed as the average of the maximum measured throughput for different controllers and traffic samples. A potential conflict has been considered when there is a loss of separation between two or more aircraft with respect to those imposed into the model. In this sense, this PI is equivalent to SAF.LOCAl.TMA.PI2. Page 30 of 79

KPAs Local PIs ID Local PI Name (unit) PI Calculation Methodology SAF.LOCAL.TMA.PI 2 Number of separation losses in the TMA (No units) It has been assumed that the Allocation of Departure/Arrival Profile Tool solves every detected conflict in the TMA by allocating a conflict-free procedure. Therefore, the values provided for this PI in scenarios FTS2.A3, FTS2.A4a and FTS2.A4b might be higher if the tool cannot allocate a conflict-free procedure. These values have been estimated for comparison purposes, not to provide absolute values. Moreover, in the analysis of the Route & Profile Allocation Tool (OI CM-0405 within FTS2.A3, FTS2.A4a and FTS2.A4b), an additional PI has been calculated (i.e. SAF.LOCAL. TMA.PI.2-Ground Tool) to indicate the number of separation losses in the TMA that are solved by this ground tool. SAF.LOCAL.TMA.PI 3 Total overload duration. (Minutes) The overload duration is evaluated in periods of 60 minutes. If the ATCO s workload is higher than 70% for a period of an hour, the sector is considered as overloaded. SAF.LOCAL.TMA.PI 4 Total underload duration (Minutes) The underload duration is evaluated in periods of 60 minutes. If the ATCO s workload is lower than 15% of an hour the sector is considered as underloaded. For the calculation of this metric, it has been assumed that if at any point during one hour the controller is underloaded, the controller is underloaded during the 60 minutes period. EFF.LOCAL.TMA.PI 1 Total flight duration (Minutes) Total flight duration is calculated by the addition of all flight durations in all sectors and measured by taking into account flight procedures (nominal or alternative). EFF.LOCAL.TMA.PI 2 Optimal total flight duration (Minutes) Flight duration has been measured by allowing aircraft to fly their assigned procedures without any tactical intervention (nominal only) EFF.LOCAL.TMA.PI 5 Number of delayed aircraft (Number of aircraft) This metric has been calculated through the number of aircraft delayed by more than 3 minutes. The delay has been assumed as the difference between the scheduled and the actual time exiting the TMA boundary. Efficiency EFF.LOCAL.TMA.PI 6 Total Delays (Minutes) The delay has been measured by analysing the difference between scheduled and actual time. The actual time is the result of combining the traffic demand and the separation restrictions (i.e. the final longitudinal separations for arrivals and the separations between consecutive departures to meet existing agreements). Table 2.7 FTS Metrics 2.5 CHOICE OF METHODS AND TECHNIQUES Both FTS Exercises have been done through Fast Time Simulations using RAMS Plus. 5. 5 Information on this FTS Tool can be obtained from the Experimental Plan 2.6 and through www.ramsplus.com. Page 31 of 79

The analysis of Transition Issues has been done in a close relationship with EP3 WP5.3.1 TMA Expert Group and through two questionnaires plus one workshop. Page 32 of 79

3 CONDUCT OF VALIDATION EXERCISE RUNS Two different experiment preparation methodologies have been used, one for the fast time simulations and one for the concept refinement exercise. Both Methodologies are defined in the following sub-sections. 3.1 FTS EXPERIMENT PREPARATION METHODOLOGY The main activities to perform the fast time simulations are organized in three phases: Phase 1: Preparatory activities, sub-divided into the following tasks: 1. Definition of the exercise, including selection of the SESAR CONOPS elements, platform, scenarios, identification of the principal variables, metrics to be measured and the identification of the hypotheses, as described in [1]; 2. Update of the FTS Platform. All specific requirements needed to update the FTS platform have been documented and sent to ISA Software who, as developer of RAMS, has carried out part of the necessary updates to the platform. Once the platform has been updated, the new version has been analysed in order to determine the correct implementation of the requirements. 3. Adaptation of the Traffic for the Simulation. FTS1 traffic has been adapted according to the modifications indicated in 2.2 and in D5.3.5-01 Separation Management in the TMA Plan (Ref. [1]). FTS2 traffic has been adapted as indicated in 3.1.1; 4. Modelling of Scenarios. This includes: - Physical sectorisation, with all the necessary parameters (separation standards, control tools, etc); - Arrival and/or Departure procedures, adaptations of the traffic needed and the rough design of alternative procedures; - ATCo behaviour (including modification of resolution rules). Phase 2: Execution activities, including: 5. Simulation Execution for each Validation Scenario. Once the Validation Exercise has been correctly modelled, the scenario is simulated, and final results obtained; Phase 3: Post-Exercise Activities, which include: 6. Output data post-processing to obtain the selected metrics. The raw Fast-Time Simulation to the Performance Indicators and Key Performance Indicators; 7. Analysis of Simulation Results. The results obtained from the Simulation Activities have been analysed, in terms of Key Performance Indicators and in terms of Key Performance Areas and their corresponding Local Focus areas. 3.1.1 FTS1 Experiment Preparation Main Issues Even though the platform has been updated, not all the updates worked in a correct way, and several problems were detected whilst preparing modelling FTS1; To implement the PMS working methods, Direct_to_Merge_Point clearances were required together with flight levels and speed restrictions on each segment of the PMS procedure, as shown in Figure 2.1. To allocate dynamically the Direct_to_Merge_Point clearances, the Path Object function was proposed by ISA SW: the activation of this function led inexplicably to an incorrect application of the speed and flight levels constraints on the approach routes segments. The majority of aircraft joined randomly the speed restrictions before the entry point of sequencing legs and the assigned FL well in advance, having impact on flight duration (EFF.LOCAL.TMA.PI1) and obtaining inconsistent values for this metric. These problems forced to not consider the EFF.LOCAL.TMA.PI1 metric in the overall results of both scenarios of FTS1. Page 33 of 79

The activation of RAMS Linear Trajectory function, allowing the modelling of A-CDA, inexplicably duplicated some flights, making as they came from a NULL sector. This affected the number of flights entering in a sector, impacting on all the metrics to be evaluated by FTS1.A2. This problem has been solved through post-processing tools, assuring in that way the consistency of results. 3.1.2 FTS2 Experiment Preparation Main Issues Several issues were tackled whilst preparing modelling both Fast Time Simulation Exercises. These problems include; 1. Modelling of the Scenario with FTS Platform Even though the platform has been improved to emulate the new ATM concepts, due to the timeframe, not all the updates worked in the expected way. These shortages have been solved by urgently developing in-house post-processing tools to obtain more realistic values for the PIs provided. The main issue was related to the emulation of the Allocation of Depart/Arrival Route Tool as this did not work as expected, giving some problems in terms of conflict detection and therefore in conflict resolution. The resolution was to use a post-processing tool which extracted the real conflicts and removed the false conflicts detected by the Platform. 2. Definition of 2D and 3D routes for FTS2 Although initially enough information was provided by TMA experts to design the alternative arrival and departure routes, when starting the preparation of the simulation, additional data were required to solve specific issues. Major problems were detected when designing alternative routes for the allocation of departures from Barcelona. It was indicated by EP3 WP5.3.1 TMA Expert Group that an alternative pre-defined departure route needs to be 6NM away from its original pre-defined departure route. However, for Barcelona TMA, the current first segment of SIDs is only 3NM apart, which made it impossible to use the required 6NM separation. Several options were considered and discussed with the EP3 WP5.3.1 TMA Expert Group. The different options are defined below and in Erreur! Source du renvoi introuvable.: Option 1: Use a nominal pre-defined departure route separated 6NM from the expected pre-defined departure route and cross a third route towards the TMA Exit Point of SID A. For example, use pre-defined departure route C (see Erreur! Source du renvoi introuvable.) as an alternative to the pre-defined departure route A and cross pre-defined departure route B (yellow path) to go back to pre-defined departure route A TMA Exit Point; Option 2: Use a nominal pre-defined departure route as an alternative pre-defined one even if separation between them is less than 6NM, what should be the nominal separation between both. For example, in Erreur! Source du renvoi introuvable. route B is the alternative to the departure route A. Option 3: Use part of a nominal pre-defined departure route for the definition of an alternative pre-defined departure route. For example, use the first segment of predefined departure route D to define pre-defined departure route DR (green path) as an alternative to pre-defined departure route D. Page 34 of 79

Figure 3.1 FTS2 Alternative SIDs Definition Experts from the TMA Expert Group (EP3 WP5.3.1) indicated that any of the suggested options were feasible. Therefore, the most appropriate choice was used for each situation. The final alternative SID designed in the scenarios has 6NM separation except the first segment (at the beginning of the SIDs). Two different options were considered for the definition of Alternative Arrival procedures, shown in the figures below. The STARs should merge at the IAF, and therefore, Option 1 was chosen as the most promising for the definition of all alternative arrival procedures. Figure 3.2: FTS2 Alternative STARs definition option 1. Page 35 of 79

3. EP3 WP2 Traffic Adaptation for FTS2 Figure 3.3: FTS2 Alternative STARs definition option 2. The 2020 traffic provided by EP3 WP2 runs roughly from 100 to 480 hour. To decide the 24 hours to be studied, the traffic provided was compared to real traffic currently operating from/to LEBL. The final period analysed in the experiment has been from 210 to 450 hour, as this is the relevant 24-hour period in this scenario. The traffic sample provided by EP3 WP2 only included two waypoints. To adapt this traffic to the FTS tool requirements, a first navaid has being created closer to the airport, so that the time provided by EP3 WP2 is indeed airport departure time. Finally, some waypoints ids had to be modified, as the format was not understood by the tool. 3.2 CRE EXPERIMENT PREPARATION METHODOLOGY For the concept refinement exercise, information was obtained in a close consultation with EP3 WP5.3.1 TMA Expert Group through questionnaires and a workshop. A first questionnaire was sent out to the experts. Once feedback was received, a meeting was held to analyse the inputs received. An updated questionnaire and the main conclusions of the previous were sent out to the Experts in order to obtain further feedback. An analysis based on the objectives defined in 2.1.3 was carried out taking into account comments and answers from the Experts. A report on this analysis was sent to the Experts for their review. The final findings have been included in this report. The following figure summarises the working methodology in the CRE Exercise. Figure 3.4 CRE Methodology Used Page 36 of 79