Trajectory TIM
SESAR Update
5th Feb 2014
What is SESAR?
• Single European Skies ATM Research
• European air traffic control infrastructure
modernisation programme.
• Aim is to develop new generation ATM system
• Give Europe a high-performance ATC
infrastructure to enable:
 Safety, Capacity, Efficiency – Cost & Environmental
SESAR MembersSJU Members
SESAR Phases
Definition
phase
Resulted in the
European ATM
Master Plan &
Target Concept
Development
phase – ( R & D phase)
Managed by the
SESAR Joint Undertaking
(SJU)
1. Deliver Early Wins
2. Develop Mature Concepts
3. Research, validate and
develop technological
solution for future concepts
Deployment
phase
Implements the results
Deploys harmonised
systems.
Delivers the performance
increase foreseen
in the ATM
Master
Plan
2014-2020
2006-2008
June 2009-2016
Page 4
SESAR Work Packages
WPB: Target Concept Maintenance
WPC: ATM Master Plan
WP3: Validation Infrastructure
WP4
En Route
Operations
WP5
TMA
Operations
WP6
Airport
Operations
WP7
Network
Operations
Operational Work Packages
WP8: Information Management
WP12
Airport
Systems
WP11
AOC
WP10
ATC Systems
WP9: Aircraft Systems
WP14: SWIM
WP15: CNS
WP16: Transverse Areas
Key
Operational
System
Tranversals
WP13
NIMS
SESAR Trajectory Concept
5th Feb 2014
Trajectory Based Operations
• Trajectory Based Operations are at the core of the SESAR Concept:
• Enhanced predictive capabilities and reactivity of the network.
• Information sharing and collaborative processes providing more flexibility for the
airspace users when changes are required.
• The Trajectory Management concept:
• Entails the systematic sharing of aircraft trajectory data between participants in the
ATM process.
• Ensures that all participants have a common view of a flight and access to the most
accurate data available to perform their tasks.
• The Trajectory is the principal language for information exchange
supporting CDM, planning and analysis and automation.
SESAR Business Trajectory
• Operators define and share their preferred profile for the
intended flight – the Shared Business Trajectory (SBT)
• Through negotiation with Network Management and ANSPs the
Reference Business Trajectory (RBT) is agreed.
• The flight is executed as closely as possible to the operator’s
intention – with RBT changes agreed with the operator.
Sharing of the Trajectory:
Arrival
Management
Tools
4D –
Trajectory
Management
AOC
Airport
Trajectory
Sharing
Enhanced
Separation
Tools – e.g.
MTCD
Network
Optimisation
CFMU
ANSP A
ANSP B
Slide 9
Trajectory Accuracy Needs vs Planning
Horizon
Increasing
FIDELITY
Safety Nets
of Trajectory
Conflict
Detection &
Resolution
Tools
Separation
Provision
Planner
Support
Tools
Conformance
Monitoring
Multi
Sector
Planning
E.g. iFACTS, CATO,
ERATO / ERASMUS
Sequencing &
Complexity
Management
Arrival
Management
Tools
Departure
Management
Complexity
Tools
Tools
Network & Capacity
Management
FDP systems
E.g. AMAN
Network
Planning Tools
E.g iTEC /
CoFlight,
CFMU
Increasing
LOOK
AHEAD
Minutes
Hours
Days
time
Page 10
Operational Scenarios
& Trajectory Management Framework
Developing Trajectory & Information Models
• Review of SESAR Concept of Operations
 Focus on current & near term operational scenarios
 In ICAO terms – these scenarios relevant to FF-ICE/1 – FIXM v3.0 & v4.0
 In SESAR terms approximately Step 1 secnarios – but not an exact match
• Identify Operational Scenarios
 Grouped by SESAR Concept area:




Pre-Flight Phase (WP 7)
Airport Operations (WP 6)
TMA – Arrival & Departure (WP 5)
En-Route & Oceanic (WP4)
• Analyse Information & Trajectory Exchange needs
 Input into SESAR Data Model (AIRM) and Service Model (ISRM) (WP8)
 Input to global data modelling work – FIXM !!
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SESAR Scenarios for Pre-flight phase
• Initial provision of schedule information
 SESAR use cases have been developed to formalise information flows
between airspace users and the Network Manager for the provision of
schedule information (Shared Business Trajectory information)
• Provision of a 4DT by an AU
 SESAR use cases have been developed for the Extended Flight Plan (EFPL)
allowing the AU to provide in the flight plan full 4D trajectory information as
well as flight specific performance data.
• Pre-flight trajectory update and revision
 Trajectory update and revisions by the airspace user
- As above with specific use case for flights given TTO or TTA targets
 Trajectory revisions by ATM
- European STAM process – short term ATFCM measures
 Trajectory Revisions triggered by airspace/route changes
- Activation & De-activation of Temporary Segregated Airspace (TSA)
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SESAR Scenarios for Pre-flight phase (2)
• Trajectory Checking (Syntax / Logic / Consistency)
 With the introduction of Extended Flight Plan the verification of the flight plan
will be adapted to take into account the 4D trajectory element. Both syntax and
consistency check will be adapted.
• Trajectory Options Provision and Selection
 Currently in Europe, only one FPL (so only one trajectory option) is allowed
per flight.
 The improvement of CDM processes related to STAM measures will allow
airspace users to express preferences.
 No mature SESAR use-cases are available related to multiple-trajectory
options or user preferences.
Page 14
Scenarios for Departure
• Departure Sequencing
 Management of the departure sequence to reflect airport & network
constraints
 Current European operating method uses Target Take-Off Time (TTOT)
 Future SESAR concept will move to Target Time of Arrival (TTA)
 Need to share and coordinate times through the SBT/RBT
• Departure clearance provision
 Issuing of the Departure Clearance
 Update of the departure time (TSAT) when necessary
 Use of datalink to deliver clearance information
• Departure clearance verification and revision
•
Potential for Target Times (e.g. TTOT) to be updated according to traffic & other
operational circumstance
Page 15
Scenarios for Departure (2)
• Collaborative Queue Management
 Where appropriate, the optimisation of the departure sequence (see above)
will take into account wider traffic load balancing – i.e. factors related to the
arrival sequence
• Taxi Clearance Provision
 Request and issue of Taxi clearance
 In future this will be done by datalink
• Take-Off Clearance
 Take-off clearance, following departure clearance route & constraints
Page 16
Scenarios for En-route & Oceanic
• Coordination
 Notification – achieved through SWIM-based trajectory sharing in future
(Interoperability – IOP)
 Initial Proposal
 E.g. standard coordination based on Letter of Agreement
 Negotiation and Acceptance
• Metering & Extended Metering
 Coordination with AMAN procedures (TMA Arrival)
 Sharing of AMAN information – could be:




Target times on a specific fix (TTA, CTA)
Time To Loose/ Time To Gain
Speed advisories
And/or sequence order information
Page 17
Scenarios for En-route & Oceanic (2)
• Trajectory Prediction
 Improvement of Ground-Based Trajectory Predictors through use of shared
trajectory information
 Information from FOC (e.g. EFPL information)
 Information from aircraft (e.g. downlinked Extended Projected Profile)
• Oceanic Operations
 Provision of oceanic clearances
 Improved transition from oceanic airspace into European continental airspace
 E.g. sharing of airborne and FOC data to improve or update shared trajectory
• Complexity Management
 Use of shared trajectory information to improve traffic load predictions
 Supports local traffic complexity management tools
• Separation Management
 Use of shared trajectory information to as input to controller tools:
 Conflict detection tools (MTCD)
 Conformance Monitoring
Page 18
Scenarios for Arrival
• Metering into terminal airspace
 AMAN support tools are used to provide optimal arrival sequence using
Extended AMAN horizon
 AMAN calculates a Target Time (or Controlled Time of Arrival) for each flight
 CTA constraints are coordinated with flight and between ATSUs (Trajectory
Management)
• Provision of descent clearance
 Greater use of RNP- based arrival routes
 Where possible facilitating Continuous Descent Approaches
 Needs support for RNP procedures in information & trajectory exchanges
• Conformance Monitoring to Cleared Procedures
 Use of conformance monitoring to support tactical & planner controllers
 Agreed (cleared) trajectory information input to tools
Page 19
Scenarios for Arrival (2)
• Ground-based assisted merging and spacing
 Supervision of the implemented arrival sequence using approach controller
guidance to maintain separation and spacing
 System support to controller to provide instructions (e.g. speed instructions)
• Flight-deck interval management
 Approach Controller give instructions to Flight Crew for ASAS S&M manoeuvre
in view of sequencing and merging towards the approach
• Approach clearance
 Clearance of traffic onto intermediate and final approach using advanced RNP
routes
Page 20
SESAR Trajectory Management Framework
(TMF)
•
The SESAR TMF coordinates the use of trajectory information across
operational concept elements:
 It provides a consistent method of managing the RBT - ensuring a consistent view of
the flight is shared and maintained.
•
•
TMF is a facilitator for the operational concepts of SESAR, not an
operational concept in itself
The TMF:
 Describes scenarios and use cases involving the exchange of trajectory information
 Who are the actors?
 What is the information exchanged?
 Who does what with the information:
- Who produces the information ?
- What should the consumer do with the information?
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SBT/ RBT Content
Flight Script
Flight Intent / Trajectory Constraints
SBT / RBT
Data Shared via Flight Object
4D Predicted Trajectory
Agreed 2-D route
Agreed Planned Level and Speed
Vertical / Speed / Time Constraints
Initial State (reported position & time , mass ..)
Links to Applied ATM Constraints
Other Supporting Data
e.g. user preferences, ....
1.
4D Predicted Trajectory:
The sequence of trajectory points – latitude, longitude, altitude and time for each.
2.
Flight Script:
includes constraints (altitude / time / speed) and agreed route intent which are
inputs to buidling the trajectory – whether by the FMS or Ground TP.
Example Use Case:
Standard Coordination of a Flight (1)
Operational Activity Description:
ATS Unit
(Downstream)
ATS Unit
(Upstream)
Step Operating Method
1
Flight reaches coordination trigger
point (time/distance from boundary)
OR
Forced by the controller using the HMI
When the flight reaches a predetermined time/distance (as set by
LOA) from the common ATS unit boundary, the upstream ATS unit
automatically updates the Flight Object with a coordination offer for the
downstream ATS unit (if the flight is not already coordinated).
The coordination offer is in compliance with the conditions of the LOA
which were present in the flight intent available in the Flight Object.
ALTERNATIVE
1
The offer can be manually set in the Flight Object if forced by the
controller through the HMI, according to local MOPs of the unit.
2
3
Meets
LoA?
The planning controller in the upstream ATS unit is made aware that
the coordination offer has been made to the downstream ATS unit.
The downstream ATS unit retrieves the coordination offer made to it
through the updated Flight Object. The downstream ATS unit checks
that the offered coordination complies with the conditions of the LOA.
4
The downstream ATS unit automatically updates the Flight Object with
an indication that that the coordination is accepted.
5
The planning controller in the downstream ATS unit is made aware of
the accepted coordination.
6
Check offer
against LoA
conditions
Offer coordination
The upstream ATS unit checks the update of the Flight Object and
determines that the coordination offer has been accepted. The
planning controller in the upstream ATS unit is made aware of the
accepted coordination.
Yes
Display
Acceptance to
Controller
Accept
coordination
2
To transfer
use case
Display
Coordination to
Controller
Page 23
Example Use Case:
Standard Coordination of a Flight (2)
Information Exchange:
No.
Information
Exchange Name
Issuer
1
Coordination offer ATS Unit
(Upstream)
Addressees
Information Element(s)
ATS Unit
Coordination Point
(Downstream)
Coordination Time
Transfer Flight Level
Supplementary Crossing Level
Crossing Condition
Coordination Status (Proposed)
Upstream ATS Unit Identity
2
Coordination
acceptance
ATS Unit
ATS Unit
(Downstream) (Upstream)
Downstream ATS Unit Identity
Coordination Status (Accepted)
Page 24
FIXM Development
Role of the Ops Group
ATM Concepts World-wide
Today:



The ICAO Flight Plan is standardised
ATM procedures vary between regions (& within regions!)
ATM terminology is not always consistent
Page 26
Ops Group
• Objectives
– To coordinate on operational matters related to the provision and use of
Flight and Flow Information requiring global harmonization.
– To provide the operational context and needs to guide the development
of the FIXM Data Model.
• How …?
– Agree on a set operational scenarios / use cases for future FIXM
versions
– Support FIXM Tech Team in developing the FIXM Conceptual Model
– Ensure common understanding of Terminology (Semantics)
– Review of FIXM Information model
Page 27
FIXM Development
Op. analysis
FF-ICE
(scenarios, use cases, etc)
Operational Support
FIXM V3 + V4
(new content)
V3 Conceptual M.
V3 Logical M.
V3 Physical M.
Operational team activity
Technical team activity
Page 28
Ops Group Status
• Meetings began December 2013
• Terms Of Reference – to be confirmed
• Currently working on trajectory scenarios
– Behind the schedule for FIXM v3.0!
– But expect process to be fully in place for FIXM
v4.0
– Schedule needs to be aligned with technical
content development and agreed by FIXM CCB
29