PHARE Demonstrations Overview of Results

1. PHARE DemonstrationsOverview of Results Marc Bisiaux PD/3 Project Leader Eurocontrol Experimental Centre

2. AGENDA • Overview of PHARE Demonstrations • Major results • Workload • Capacity • Quality of Service • Conclusions and recommendations

3. What is a PHARE Demonstration?

4. PHARE Demonstration: Programme 95 96 97 98 99 PD/1+ PD/1++ PD/1 Tools and GHMI improvement Direct routinglarger sectors En-Route

5. PHARE Demonstration: Programme 95 96 97 98 99 PD/1+ PD/1++ PD/1 Tools and GHMI improvement Direct routinglarger sectors En-Route PD/2+ Tools improvement PD/2 Arrival

6. PHARE Demonstration: Programme CT 95 96 97 98 99 EATMS -OP T I ONS PD/1+ PD/1++ PD/1 Tools and GHMI improvement Direct routinglarger sectors En-Route PD/2+ Tools improvement PD/2 Arrival En Route & MSP IOCP PD/3 IOCP Arrival Departure & En-Route IOCP

7. PHARE Demonstration:Design • Operational Controllers • PD/1; PD/2: PD/3 >100 controllers 13 European nationalities USA, Canada • Multiple Runs • Matched Pairs • Multiple Organisations • Baseline • Increased traffic throughput - 1996, +25%, +50%, +75%, +100% • Increased fleet datalink/4D FMS fit - 0%, 30%, 70%, 100%

8. Controller Training • Training essential (lessons from PD/1) • Training : a common design • Distance Learning (CBT or Paper) • Computer Based Training (PC) • Standalone System (Scenarios) • Linked System (Scenarios) • Implementation : common and dedicated site materials • Training generally well received by controllers

9. PD1 / PD1+ AIM: To investigate the application of computer assistance tools to assist conflict-free planning in a 2005 en-route scenario with a varying number of aircraft equipped with 4D Flight Management Systems and datalink

10. PD1 / PD1+ • Computer Assistance Tools • Trajectory Predictor • Conflict Probe • HIPS • Flight Path Monitor

11. PD/1+ Workload • Significant reduction in Workload for Tactical Controller • Reduction in controller frustration • Concern at Tactical Controller “losing the picture” for 100% datalink scenario Baseline, 70%, 100% Datalink High Comfortable Relaxed Low

12. PD1/PD1+ Summary • Workload • Reduced for Tactical Controller • Unchanged for Planner Controller • Capacity • No significant change • Decrease in workload indicates increase in en-route capacity • Quality of Service • Improvements indicated but not proven

13. Planner Pick-up Feeder PD/2 Frankfurt TMA AIM: To investigate the application of computer assistance tools to assist conflict-free planning in a 2005 TMA scenario with a varying number of aircraft equipped with 4D Flight Management Systems and datalink

14. PD/2 Frankfurt TMA • Computer Assistance Tools • Trajectory Predictor • Conflict Probe • Arrival Manager • Flight Path Monitor • Negotiation Manager • 4D Trajectory Negotiation • datalink

15. PD/2 Results • Implementation of Computer Assistance Tools in TMA

16. PD/2 Quality of Service • Implementation of Computer Assistance Tools in TMA • Reduction in TMA flight time; increase in landings

17. PD/2 Quality of Service Without PHARE tools • Implementation of Computer Assistance Tools in TMA • Reduction in TMA flight time; increase in landings

18. PD/2 Quality of Service Without PHARE tools • Implementation of Computer Assistance Tools in TMA • Reduction in TMA flight time; increase in landings With PHARE tools

19. PD/2 Workload Without PHARE tools • Implementation of Computer Assistance Tools in TMA • Reduction in TMA flight time; increase in landings • Workload decrease with tools and datalink With PHARE tools

20. PD2 Summary • Workload • Reduction in TMA with new tools • Knock-on effect in En-Route • Capacity • Increased landing rate • Quality of Service • Reduced flight time in TMA

21. EEC NLR CENA PD3 - CENA, NLR, EEC

22. Indicative Results - NLR:Arrival Management • Less need for stacks • Early sequencing helps to smooth inbound traffic flows • System works with non D/L aircraft (Advisories) • Possible need to redesign (E)TMA airspace • Positive controller acceptance

23. Indicative Results - EEC • Trajectory Editor & Problem Solver: • potentially powerful • MSP Complexity zones: • real-time flow control • Sector Load Window liked • Look Ahead Display: • required conflict information

24. PD3 CENA: Workload • Workload increased with the introduction of tools and datalink aircraft • transfer of workload from TC to PC • Increase noted on all positions: • departure, ETMA, en-route • Frustration and Time pressure increased: • due to system problems? • due to PHARE design? • more research required

25. PD/3 CENA: Capacity / Safety ( En Route exemple)

26. PD3 CENA Summary • Workload • Increase - but reasons not determined • Capacity • No benefit shown • Quality of Service • Reduced flight time in TMA / ETMA

27. Controller Roles PC / TC Co-operation Aspects in PD/3 The « Operational Gap » • In Baseline : PC and TC shared the same space-time environment and had same traffic awareness • In advanced : • PC too busy : trajectory edition - time required for planning • TC/PC frustration regarding the lack of co-operation and mutual information - impression to work on two different traffic situations • TC’s Feeling of insecurity - lack of efficient support from the PC. • Reduced Verbal communications between PC/TC‘OPERATIONAL GAP’

28. ConceptDeparture Management • Evaluation covered by 4 ATCOS for a significant time period - limited environment • Ground Sequencing Algorithms promissing • Adequate information displayed by DM (predeparture patterns) • Interest in the approach of Coupling sequencing and Trajectory function • DM HMI : synthetic, useful aspects (animations) • DMD : Essential tool for participant to sequencing

29. Co-operative tools and layered task sharing • ENROUTE Consistent problem detection provided by APD - adequacy for planning activity • advisory labels : an efficient link with the TEPS areas • APD under-utilised by TC due to the work required to remain aware of PC actions • Is the cooperative tools approach applicable to an advanced planning context ? has to be improved • Need to maintain « Situation Awareness » • ETMA : need to adapt conflict/problem detection

30. PD1++:Organisations Increased Sector Size Direct Routes RVSM 70% a/c 4D FMS & D/L PHARE tools

31. PD1++ Workload • Lowest workload in baseline • two controller teams - four controllers • Increased workload in bandboxed sector • only two controllers • well within controllers’ acceptable limits • Workload lower in structured than direct route systems

32. PD1++ Capacity • Capacity of single controller in Combined Sector greater than either controller in Single Sectors • Capacity of Direct Route sectors greater than capacity of Structured Route sectors

33. PD1++ Quality of Service • No statistical significant difference between QoS measurements for ORGS • “It was easier to give direct routes and better profiles in the large sector”; • “Easier and more continuous climbs and descents”; • “Aircraft receive less intervention, so 4D better. 3D, no benefit”; • “Great circle tracks…less flying time…therefore less fuel used”; • “With direct routing there are many advantages to the airline - time and distance particularly”

34. PD1++ Summary • Workload • Single controller can handle higher traffic in larger sector within acceptable workload limits • Capacity • The results cannot robustly identify contribution to capacity increase of separate elements within PD1++: • introduction of RVSM? PHARE tools? larger sectors? • % of 4D FMS & d/l equipped aircraft? • Quality of Service (PD1++; PD3CT) • Improved by User Preferred Trajectories

35. PD1++ Summary Increased Throughput Fewer Controllers Acceptable Controller Workload

36. PHARE Overall Summary • Concept aimed to: • Reduce Controller Workload • Increase ATM Capacity • …based on: • Advanced Planning • Air/Ground Trajectory Negotiation • …through Computer Assistance Tools and Human Centred Approach

37. PHARE Workload • Overall reduction in controller workload shown as: • concept matures • tools, HMI developed • system reliability increases • En-route candidate for early application and workload reduction • More work needed on application of tools and concept in TMA

38. PHARE Capacity • PHARE Demonstrations used traffic up to 2010 levels • Additional increase in en-route capacity within current airspace design indicated by workload decrease • Increase in landing rate shown within TMA • Increase in controller capacity shown when airspace is re-designed to fit tools

39. PHAREQuality of Service • Use of PHARE operational concept should allow aircraft to fly optimum trajectories, resulting in: • reduced cost • reduced delays • better airline operating practices • reduced environmental impact • Results have shown Quality of Service can be improved

40. PHARE Advanced planning • Significant potential for advanced planning • Trajectory optimisation • Conflict resoltuion • Needs clear definition of operational concept • Sharing of controller tasks, planning authority • Early display of incoming traffic • Requires re-designed airspace for optimum results • Larger sectors; direct routes

41. PHARE Air-Ground Integration • Reduction of R/T occupancy • Allows “optimum” trajectory: • Higher reliability of predicted trajectories • Controller/pilot dialogue user preferred trajectories • Trajectory Negotiation not designed for tactical intervention • Datalink performance crucial for achieving the full benefits of the concept

42. PHARE Tools

43. Conclusions • PHARE has developed and shown an operational concept which is already producing operational benefit • Oceanic HIPS • Further development is justified by the results to date PHARE - a Path to Future ATM

44. PHARE DemonstrationsOverview of Results Marc Bisiaux PD/3 Project Leader Eurocontrol Experimental Centre next