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

2 15/11/2004 – C-ATM High Level Operational Concept Co-operative Air Traffic Management 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 … instantiation of a feasible initial concept step towards 2020 for validation of safety, performance, business, usability and environmental considerations …

3 15/11/2004 – C-ATM High Level Operational Concept Co-operative Air Traffic Management 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; DEP EN-ROUTE ARR APT TACT STRATEGIC

4 15/11/2004 – C-ATM High Level Operational Concept Co-operative Air Traffic Management 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 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.

5 15/11/2004 – C-ATM High Level Operational Concept Co-operative Air Traffic Management 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.

6 15/11/2004 – C-ATM High Level Operational Concept Co-operative Air Traffic Management 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;

7 15/11/2004 – C-ATM High Level Operational Concept Co-operative Air Traffic Management 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.

8 15/11/2004 – C-ATM High Level Operational Concept Co-operative Air Traffic Management 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

9 15/11/2004 – C-ATM High Level Operational Concept Co-operative Air Traffic Management 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.

10 15/11/2004 – C-ATM High Level Operational Concept Co-operative Air Traffic Management Airport Airport integrated into the ATM system Collaborative decision making and processes ensure:  All actors can make informed local 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.

11 15/11/2004 – C-ATM High Level Operational Concept Co-operative Air Traffic Management 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.

12 15/11/2004 – C-ATM High Level Operational Concept Co-operative Air Traffic Management 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.

13 15/11/2004 – C-ATM High Level Operational Concept Co-operative Air Traffic Management 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.

14 15/11/2004 – C-ATM High Level Operational Concept Co-operative Air Traffic Management 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.

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