InterFAB Cooperation: XMAN Implementing Extended Cross-Border Arrival Management World ATM Congress Madrid, 8 March 2016
FABEC XMAN Project Dr Frank Zetsche, DFS
Agenda Overview Traffic Flows XMAN Roadmap XMAN Concept XMAN Benefits
Overview One pillar of the FABEC Airspace Strategy is the optimisation of traffic flows in and out of the major hubs in and close to the FABEC area (i.e. London, Paris, Frankfurt, Amsterdam, Munich). XMAN AMAN Cross Centre Arrival Management (XMAN) constitutes an important element of this strategy. Extended Cross Border/Centre Arrival Management (XMAN) constitutes an important element of this strategy.
Overview XMAN: Cross border/centre arrival management Covers almost all FABEC Airspace Includes potentially all FABEC ACC/UAC Can be implemented step-wise Can be extended to intermediate airports The PCP (Implementing Rule has been adopted by the Single Sky Committee covering 15 airports in the FAB UK/IRL and FABEC airspace. The deadline for complete Extended AMAN implementation is January 1st, 2024. 4 200 NM radius around TMA (40 NM) of FABEC major hubs, incl. London
Traffic Flows Frankfurt / EDDF year 2014 arrivals figures spread by adjacent ACCs* EDMM (ACC Munich) + EDYY (UAC Maastricht) + EDUU (UAC Karlsruhe) deliver about 90 % of the traffic for EDDF Primary XMAN implementations for EDDF EHAA 303 flights 0.13% EBBU 10177 flights 4.34% LFFF 54 flights 0.02% EDYY 64414 flights 27.46% LFEE 3 flights 0.00% EDGG total 234566 flights 100.00% LSAZ 4944 flights 2.11% EDWW 4932 flights 2.10% EDGG domestic 5958 flights 2.54% EDUU 35902 flights 15.31% EDMM 107879 flights 45.99% * Display of routes was done for information, with 2 months of traffic: January 2014 and July 2014 at all FL. Figures were processed using Flight Plan routings (model 1) extracted from DDR2, cancelled flights were suppressed. Map shows ACCs at DFL340, hence some ACCs are not displayed (EDMM, EDGG )
XMAN Roadmap XMAN/AMAN Project Gate-to Gate XMAN Optimized Integration of DMAN, EMAN 4, AMAN to cover entire flight XMAN Advanced Planning horizon: unrestricted Local AMAN Planning horizon: within AoR of local ACC No AM Information to upstream units Radar and FPL data from local ATS system XMAN Basic Planning horizon: ~100-200 NM before MF 1 AM 2 Information e.g. via AMA 3 message or SWIM Service Radar and FPL data from upstream unit EFD data from Network Manager Planning horizon: FABEC Airspace Consider departures within planning horizon Hub-centric AM Net-centric distribution of AM Information Time based Flow management Delay sharing strategy Link to A-CDM Link to Network Manager AM Information via Network management Relay of AM information outside FABEC Improved link to Network Manager Improved link to A-CDM Link to Aircraft operator 1 Metering Fix 2 Arrival Management 3 Message i.a.w. OLDI standard 4 Enroute manager 2012-2017 2013 2024 2017-2024
XMAN Concept XMAN: Cross border/centre arrival management Extends the planning horizon of AMAN systems into the airspace of upstream ACC/UAC up to 200 NM (or beyond) including economical Top of Descent (ToD). Provides information for pre-sequencing of the arrival stream to upstream ACC/UAC and to aircraft. Utilizes upgraded AMAN systems operated at the top 5 TMAs (where available also at intermediate airports). New features for Advanced Step: Extension of Active Advisory horizon (next adjacent unit) Delay apportionment and distribution Dealing with in-horizon departures Set-up of XMAN Portal (Information Platform)
Expected Benefits It is estimated that about 25-30 % of the total benefits as calculated for PCP AF 1 (Extended AMAN & PBN) can be attributed to XMAN in the FABEC and FAB UK/IRL airspace. Benefit calculation refers to period of 2015 2030. FABEC and FAB UK/IRL area accounts for 15 of the 25 airports in Europe to be regulated by PCP Implementing Rule. 8
XMAN LHR FABEC Paul Nicholls, NATS UK; Theo Hendriks, EUROCONTROL
Heathrow Operational Overview 470,000 flights per annum 1300 daily movements Night time curfew on aircraft movements About 60% of arrival traffic is held in one of 4 stacks Average arrival delay approximately 8 minutes 70 Kt (225Kt CO2) annual fuel burn in holds
Typical Heathrow Daily Stack Holding
Uses ETFMS (Enhanced Tactical Flow Management System)
Phase 1 April 2014 May 2014 Heathrow XMAN Trial Phases XMAN activity when delay greater than 9 minutes speed reduction of M0.03 Phase 2 May 2014 September 2014 Introduced a range of speed reductions M0.02-0.04 same > 9 minute delay trigger time Phase 3 September 2014 December 2014 Brest ACC join the Trial Up to Mach 0.04 number reduction applied & decrease to > 7 minute delay trigger time Phase 4 December 2014 December 2016 Transition into permanent procedures & architecture with each ANSP
System Architecture and Attributes AMAN data shared with Partner ANSPs via Web Service XML Format Allows flexible use of data at client end Options available for displaying delay information include HMI at Network Management Positions (Shannon & Brest) HMI at Controller working positions (Reims & Prestwick) Directly displayed on radar track data block (Maastricht) Open web based architecture using PENS (Messaging VPN) Service Oriented ATM Technology System Virtualisation Reduced Cost and Development Times
Heathrow XMAN Case Study XMAN delivering annual savings of 4.7Kt fuel/15kt CO2 Stack delay absorbed, in more efficient en-route phase, XMAN flights averaging 48 seconds absorption, flight times unchanged Aircraft reduced in speed by up to M0.04 at 350nm Inter FAB cooperation delivering savings to operators, environmental benefits and reduced noise close to stacks
XMAN Multiple TMA Simulation Thomas Leparlier, DSNA
Measured Sectors Reims UAC 3 Sectors Above FL 315 7 Airports Simulation prepared FABEC Core Team Zurich ACC Maastricht UAC Karlsruhe UAC Reims UAC Generic Stripless EEC Platform FABEC ANSPs Act as One in SESAR 696
XMAN Horizon EHAM EBBR EDDL-DK EDDK EGLL EDD F LSZH
Simulation Organisation Traffic testing Winter 15 3 Prototyping session Spring 15 HMI Scenario Testing Workload adaptation 1 RTS End 15 Safety Meeting Final ATCO debriefing with common point of view
Results: XMAN Capacity Impact of XMAN Exit condition Traffic presentation Creating complexity Catch up XMAN Best effort Easy to use Easy to share Easy to understand XMAN has a limit XMAN Strategy Management is required XMAN workload integrated in local DCB Tool 23
Speed Management in UAC Different Speed constraints in UAC Cost Index TTA distributed by AO/ Airport XMAN Monitoring Speed Variation Tool MonS Managed Mach Advisory
ASD to support XMAN Multiple Airport XMAN Requirements Adapt LOA and Procedure Complexity at COP Adapted Horizon Design Mach Advisory before aircraft on frequency Horizon aligned with the airspace design and ATC MOPS Reduce RT Load
Jagged Horizon FRA LGW AMS DUS 5R Sector Airport Operational AAH OPS AAH OPS AAH LGW FRA DUS AMS 250Nm 260Nm 240Nm 250Nm
Assess XMAN Workload Local DCB Tools Predict XMAN Activity XMAN Portal Shared local TP Enrich AMAN Data XMAN Strategy Management What s next? Horizon Design optimization Tactical Strategy management inside ATFCM process
Shared local TP Enrich AMAN Data