Draft High Level Operational Concept V0.4

1. Draft High Level Operational Concept V0.4 Mode of Operation for the Single European Sky Deployable from 2012 16/11/04

2. Introduction • A sustainable air / ground concept targeted at deployment from 2012 as an interim step to 2020 (Group of Personalities). • Baseline for “Single Sky”; • European Commission 6th Framework Research Project; • Aligned to current understanding of the European ATM Master Plan; • Respecting the ICAO Operational Concept through alignment with the Eurocontrol OCD; • Integrating Dynamic Management of European Airspace Network concept of operations and the OCD Concept of Operations 2011. … instantiation of a feasible initial concept step towards 2020 for validation of safety, performance, business, usability and environmental considerations … Co-operative Air Traffic Management

3. EN-ROUTE ARR DEP APT APT STRATEGIC TACT Problems to Solve • The current ATM system lacks stability and predictability which has a negative impact on decision making and efficiency. • C-ATM proposes a Mode of Operation that addresses the following deficiencies: • Stability & Predictability: • Poor information distribution leading to fragmented, short-term and uncoordinated decision making; • Poor resource allocation; • ‘First come first served’ leading to undesirable effects; • Adverse weather affecting surface and airspace operations. • Inefficiency: • Poor use of existing technology and operational capability; • Growth Potential: • Human work load limitations; • Airspace complexity; • Airport runway, surface and taxiway complexity; Co-operative Air Traffic Management

4. Goals and Challenges • Goals: • A Strategic, Predictable and Collaborative ATM system; • Growth opportunities to Airspace Users; • Integrated Air/Ground and Gate to Gate ATM System; • Exploiting current concepts, research and existing technology with minimum new requirements; • A sustainable step to 2020. • Challenges: • Increased safety while increasing capacity; • Acceptable cost to airspace users, providers, and public; • Usable and acceptable by the system operators; • Environmentally acceptable; • Operating in challenging weather conditions. Co-operative Air Traffic Management

5. Principles • The C-ATM Concept adheres to the following principles • Separation responsibility remains with the controller. • Users and airports are fully integrated into the system: • Distributed air ground responsibilities enabled through Airborne Separation Assistance System package one; • Aircraft Derived Data exploited by the ground system through Data Link • Airport CDM provides data to ATM processes. • Network Operations Plan - provides current information access to all, concerning the day of operation: • Built up from 18 months ahead • All system participants contribute and maintain the plan; • Layered planning process builds and refines the plan; • Scenarios developed to manage expected and unexpected events; • All actors manage according to plan – “on-time, first served”; • Collaborative decision making processes implemented; a final decision maker always declared. Co-operative Air Traffic Management

6. Airspace Organisation & Management • A shared resource, treated as a continuum, irrespective of national boundaries. • Collaboratively developed airspace and route configurations: • Dynamic sectorisation through predefined modular sector configurations; • Flexible Use of Airspace with pre-defined, multi dimension and mobile training areas; • Routes are based on: • Different traffic flows predicted over a 24 hour period; • Equitable application User Preferred Profiles. • Highways – defined routes with predetermined aircraft profiles; • PRNAV routes and procedures enhance separation management; • Continuous descent procedures to improve environment and flight efficiency; Co-operative Air Traffic Management

7. Information Management and Services • Network Operations Plan • Constantly updated repository of interlinked strategic and tactical plans: • Support to schedule and airspace planning; • “Predefined” solutions (scenarios) to expected events; • Filed flight profiles and agreed 4D plan. • Becomes actual operations plan when flight commences; • Analysed for trends and lessons learned. post flight. • System Wide Information Management • Interoperable network of stakeholders diverse data sources; • Common and continuously updated data repository; • One common reference set of flight data for a specific flight. • System Wide Situation Understanding • Ensures better individual and collaborative decision making; • Collaborative applications supporting scheduling and flight planning. Co-operative Air Traffic Management

8. Layered Planning • Layered Planning is a continuous process of demand and capacity balancing. • Output is Network Operations Plan, optimal schedules and pre-defined scenarios directed to assuring a predictable ATM system. • The continuous processes are organised in three layers: • More than one year before : strategic • Planning of resources and infrastructure; • Optimal schedule, pre-defined scenarios and airspace configurations; • 7 days to 3 hours before : pre-tactical • 7 day rolling review of plans; • Airspace scenario promulgated; • Airline flight planning activity; • Update of Network Operations Plan. • 3 hours before until end of flight : tactical • Preferred user profile is filed; • 4D plan and pre-tactical clearance agreed • Re-balancing and traffic synchronisation activities by Central and Local Traffic Managers Co-operative Air Traffic Management

9. 4D Plan • The 4D plan is an agreement between the network manager and AOC as to how a flight should proceed reflecting: • Capacity and demand situation for airspace and airport resources; • Users preferred profile; • Target times for turnaround, taxi, runway, airspace, arrival and on-blocks. • The 4D plan: • Is executed by the AOC (pilot) and ATC (controller); • Can be set aside for safety reasons at any time; • May be amended to take account of: • Separation management and traffic synchronisation; • ATM environment changes (e.g. weather); • Application of a scenario; • Specific requests by the AOC or Military. Co-operative Air Traffic Management

10. Airport • Airport integrated into the ATM system • Collaborative decision making and processes ensure: • All actors can make informedlocal decisions; • Early slot negotiation according to turnaround progress; • Optimum departure sequence for company traffic; • Updating 4D plan. • Integrated airport processes for: • Turnaround; • surface and runway management. • A-SMGCS tools to manage surface movements • Preplanning of gates and preferred taxi routes for runway configurations; • Enhanced procedures and separations for improved runway operations. • ASAS & A-SMGCS to enhance safety and all weather operations. Co-operative Air Traffic Management

11. Synchronisation and Separation Management A major goal of C-ATM is the safe and consistent delivery of aircraft according to the Network Operations Plan. • The Network Operations & 4D Plans manage traffic through: • Local Traffic Management: • Local capacity and demand balancing; • Local traffic synchronisation within a centre; • Sector Traffic Synchronisation: • Creating sequences and flows; • Separation Management: • Planning entry, exit and through sector separation; • Safely separating individual flights from one another and from known hazards. Co-operative Air Traffic Management

12. Local Traffic Management • Local Traffic Management is the link between network management and separation management; • ensuring segregated organised traffic flows leading to increased sector throughput through reduced sector complexity • Carried out by the ANSP to optimise the capacity of the local network; • Operates up to 40 minutes prior to traffic entering its area; • Two main functions: • Local traffic balancing and local management of the network operations plan: • Balance traffic flows between sectors and adjacent centres; • The timely application and coordination of modular sector configurations; • Coordinating with AMCs to maximise Flexible Use of Airspace. • Traffic synchronisation to organise traffic sequences on routes and in sectors: • Rerouting to segregate departures, arrivals and over flying traffic; • Traffic delay mechanisms (in trail, speed); • Flight level allocation plans to reduce crossing traffic complexity. • Management of degraded situations and application of local scenarios, including with the network manager. • Actions that change the 4D plan are transmitted: • Direct to the aircraft if impact is local; • Via the appropriate sector controller for application prior to sector entry. Co-operative Air Traffic Management

13. Air Traffic Control • Distributed air ground responsibilities facilitate an integrated flight deck and sector team. • Flight deck support through an ATC friendly FMS interface for: • Managing the 4D plan and ATC clearances; • ASAS surface situation awareness and sequencing and merging applications; • Trajectory exchange. • Modular sectors ensure resources are allocated to traffic flows according to traffic density and workload; • Controller working positions will present filtered traffic and system support information that enhances the controllers competencies for: • Traffic assessment, separation and monitoring; • Problem/conflict detection, evaluation and resolution; • ASAS spacing; • 4D plan management. • Medium term planning tasks remain human centred assisted by: • Decision support tools for problem detection and resolution, routing, sequencing and metering, arrival/departure/surface management, and coordination. Co-operative Air Traffic Management

14. Benefit • Safe and efficient ATM system with scenarios and fall back plans for degraded system situations. • Managed ATM system with full and integrated participation of stakeholders providing increased: • ATM situation awareness leading to informed choices & improved business decisions; • Predictability leading to improved planning & allocation of resources; • An effective ATM system providing for growth: • Airlines: robust schedules, reduced block times & associated cost benefits; • Military: increased operational flexibility through ATM integration, and improved security based on known traffic; • ANSP: minimum changes to working practices with associated cost benefit; • CFMU: increased flexibility, reduced regulation and delay; • Airports: move towards fully integrated airport operations; • Business Users: better access for business and private jets; • General Aviation: better access and greater information on airspace options. Co-operative Air Traffic Management

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