1. SCMT input to Staff Representatives’ viewpoint / questions
SD SESAR Workshop
Agenda Item 4
Langen, 4 October 2017, V0.1

2. Staff representation in SESAR
SCMT shares its information openly and transparently with SR
SCMT appreciates input from SR
ACCs and their staff involved in the deployment of XMAN and FRA projects.
SCMT has no influence in SJU’s and SDM’s autonomous decision on SR participation

3. Improvement of the Flight Predictability with SESAR solutions
AF #6 – Initial Trajectory Information Sharing: Initial 4D: ground systems ( ) and airborne systems (2025): better use of FMS information.
IOP: will improve the information exchange between centres and replace the current OLDI methodology (2025).
ATM Functionality Sub-AF4.3: Calculated Take-off Time to Target Times for ATFCM purposes: this will lead to better adherence to the flight plan ( ).

4. SCMT involvement in SESAR 2020
FABEC coordination for SESAR2020 call for projects
SESAR Committee coordinated the participation to the SJU Call For Projects in view of the SESAR2020 R&D projects selection.
SCMT strategy on SESAR development
Validation projects, Large Scale Demonstration projects coordinated by SJU
Exchange of information on the SJU projects
Where appropriate coordination between FABEC partners

5. SESAR 2020 FABEC ANSPs participation (1/2)
Project
Project Name
Subproject
Subproject Description
DFS
DSNA
Skyguide
MUAC
PJ01
Enhanced Arrivals and Departures
PJ.01-01
Extended Arrival Management with overlapping AMAN operations and interaction with DCB C
PJ.01-02
Use of Arrival and Departure Management Information for Traffic Optimisation within the TMA
PJ.01-03
Dynamic and Enhanced Routes and Airspace
PJ.01-05
ASAS Spacing with more complex geometry
PJ.01-06
Enhanced Rotorcraft and GA operations in the TMA
PJ.01-07
Approach Improvement through Assisted Visual Separation
PJ02
Increased Runway and Airport Throughput
PJ.02-01:
Wake Turbulence Separations Optimisation
PJ.02-02
Enhanced arrival procedures
PJ.02-03
Minimum-Pair separations based on RSP
PJ.02-05
Independent Rotorcraft and GA IFR operations at the Airport
PJ.02-06
Improved access into small airports in low visibility conditions
PJ.02-08
Traffic optimisation on single and multiple runway airports
PJ.02-11
Enhanced Terminal Area for efficient curved operation
PJ03a
Integrated Surface Management
PJ.03a-01
Enhanced Guidance Assistance to Aircraft on the Airport Surface Combined with Routing
PJ.03a-03
Enhanced navigation and accuracy in LVC on the airport surface
PJ.03a-04
Enhanced Visual Operations
PJ.03a-09
Surface operations by RPAS
PJ03b
Airport Safety Nets
PJ.03b-01
Enhanced Airport Safety Nets for Controllers
LEAD
PJ.03b-03
Conformance monitoring safety net for Pilots
PJ.03b-05
Traffic alerts for Pilots for airport operations
PJ.03b-06
Safety support tools for runway excursions
PJ04
Total Airport Management
PJ.04-01
Enhanced Collaborative Airport Performance Planning and Monitoring
PJ.04-02
Enhanced Collaborative Airport Performance Management
 PJ05
Remote Tower for Multiple Airports 
PJ.05-02
Remotely Provided Air Traffic Service for Multiple Aerodromes
PJ.05-03
Remotely Provided Air Traffic Services from a Remote Tower Centre with a flexible allocation of aerodromes to Remote Tower Modules
PJ06
Trajectory Based Free Routing
PJ.06-01
Optimized traffic management to enable Free Routing in high and very high complexity environments
PJ.06-02
Management of Performance Based Free Routing in Lower Airspace
PJ07
Optimised Airspace Users Operations - UDPP
PJ.07-01
OAUO for Commercial Aviation
PJ.07-02
AU Fleet Prioritization and Preferences (UDPP)
PJ.07-03
OAUO for Military
PJ08
Advanced Airspace Management
PJ.08-01
Management of Dynamic Airspace configurations c
PJ.08-02
Dynamic Mobile Areas (DMA) of type 3 (Wave 2)

6. SESAR 2020 FABEC ANSPs participation (2/2)
Project
Project Name
Subproject
Subproject Description
DFS
DSNA
Skyguide
MUAC
PJ09
Advanced DCB
PJ.09-01
Network Prediction and performance C
PJ.09-02
Integrated Local DCB Processes
PJ.09-03
Collaborative Network Management Functions
PJ10
Separation Management in en route and TMA
PJ.10-01a
High Productivity Controller Team Organisation
LEAD
PJ.10-01b
Flight Centric ATC
PJ.10-01c
Collaborative Control
PJ10-02A
Improved Performance in the Provision of Separation
PJ10-02B
Advanced Separation Management
PJ10-05
Autonomous separation assurance system for manned and unmanned plane
PJ.10-06
Generic' (non-geographical) Controller Validations
 PJ11
Enhanced Air and Ground Safety Nets 
PJ.11-G1
Enhanced Ground-based Safety Nets adapted to future operations (covers former PJ11-01,02,05,06)
PJ.11-A1
Enhanced Airborne Collision Avoidance for Commercial Air Transport normal operations – ACAS Xa
PJ.11-A2
Airborne Collision Avoidance for Remotely Piloted Aircraft Systems - ACAS Xo
PJ.11-A3
ACAS for Commercial Air Transport specific operations – ACAS Xu
PJ.11-A4
Airborne Collision Avoidance for General Aviation and Rotorcraft – ACAS Xp
PJ15
Common Services
PJ.15-01
Sub-regional Demand Capacity Balancing Service
PJ.15-02
XMAN Delay Sharing Service
PJ.15-08
Trajectory Prediction Service
PJ.15-09
Data Centre Service for Virtual Centres
PJ.15-10
Static Aeronautical Data Service
PJ.15-11
Aeronautical Digital Map Service
PJ16
CWP-HMI
PJ.16-03
Workstation, Service Interface Definition & Virtual Centre Concept
PJ.16-04
Workstation, Controller productivity
PJ17
SWIM Infrastructures
PJ.17-01
SWIM Technical Infrastructure (Profiles)
PJ.17-03
SWIM G/G Civil Military Interoperability
PJ.17-08
SWIM TI Common runtime registry
PJ18
4D Trajectory Management
PJ.18-01
Mission Trajectories
PJ.18-02
Integration of trajectory management processes in planning and execution
PJ.18-04
Management and sharing of data used in trajectory (AIM, METEO)
PJ.18-06
Performance Based Trajectory Prediction
PJ19
ATM Design and Architecture
PJ.19-CI01
ATM operations & systems
PJ.19-CI02
ATM services & systems
PJ.19-CI03
Performance management
PJ.19-CI04
Support and Evolution of the Content Development Framework
PJ20
ATM Master Plan

7. PJ05 Remote Tower for Multiple Airports Scope and Objectives
ATCO / AFISO can be responsible for more than one airport simultaneously
Scope
5.2 Remote Tower Module provides Air Traffic Service for Multiple Aerodromes
5.3 Remote Tower Modules provide Air Traffic Services from a Remote Tower Centre with a flexible allocation of aerodromes

8. PJ15.09 Data centre Service for Virtual Centres Scope and Objectives
The Virtual Centre Service provides Air Traffic Services (mainly ER and APP) within a volume of airspace which is the sum of the airspace areas previously covered by distinct Air Traffic Service Units (ATSUs)
Scope
Standardised workstations for controllers, which are located at the Virtual Centre, by using open systems and certified and "pluggable" applications5.3 Remote Tower Modules provide Air Traffic Services from a Remote Tower Centre with a flexible allocation of aerodromes
Data and information service providers offering security protected contents
Common standardised interfaces between the workstation and the systems providing data inputs

9. PJ10 Data centre Service for Virtual Centres Scope and Objectives
10-01a: Multi sector planner
1 P for n E
10-01b: Flight Centric ATC
a controller is no longer in charge of managing the entire traffic within a given sector. Instead, he is now responsible for a certain number of aircraft throughout their flight segment within a given airspace whereas other controllers are responsible for a certain number of different aircraft within the same airspace
10-01c: Collaborative Control
co-ordination by exception rather than co-ordination by procedure

10. PJ16.03 Workstation, Service Interface Definition & Virtual Centre Concept Scope and Objectives
This first virtual centre solution shall be developed such that it supports ATM operations in line with the SESAR developed solution
Scope
Workstation, Service Interface Definition
Ground service oriented/open standardised technical architecture

11. SCMT not directly involved in:
Non-geographical sectorisation
Drones
Cybersecurity
FIS-B

12. SESAR Solution Project PJ
SESAR Solution Project PJ : Development of new services similar to FIS-B to support ADS-B solutions for General Aviation (1/2)
ADS-B, which consists of two different services, "ADS-B Out" and "ADS-B In", could complement radar as a surveillance method for controlling aircraft worldwide. It is already mandated in US (incl. GA) and in Europe. ADS-B enhances safety by making an aircraft visible, real time, to air traffic control (ATC) and to other appropriately equipped ADS-B aircraft.
According to the European mandate 1207/2011 (incl. amendments by 1028/2014) all aircraft with a maximum certified take-off mass exceeding 5,700 kg or having a maximum cruising true airspeed capability greater than 250 knots have to be equipped with Mode S ES ADS-B until General Aviation (GA) aircraft in Europe are not affected by this mandate; an extension of the current mandate is being discussed with unclear outcome. Some countries in Europe have already mandated carrying Mode S transponders while flying within their airspace of responsibility. Amongst other benefits this also enables TCAS equipped aircraft to identify these airspace users when the aircraft is in close proximity as intruders. Thus, ADS-B In/Out also bears benefits for GA as they would be integrated in the same surveillance and safety layer as commercial aircraft. The equipage and operation of GA aircraft with Mode S ES ADS-B transceiver in Europe will significantly increase the safety level in European airspace.
This development is intended to encourage GA to install and use "ADS-B Out" and "ADS B In" by providing new services. The proposed solution will avoid the installation of a cost intensive second and third layer of ADS-B ground infrastructure (i.e. UAT and ADS-R) by Air Navigation Service Providers (ANSPs) in Europe as they have in US whilst increasing the safety level and reducing effort and costs of Flight Information Services. Thus, supporting operational performance and safety whilst providing a benefit to cost effectiveness of the ANSPs’ ground infrastructure.

13. SESAR Solution Project PJ
SESAR Solution Project PJ : Development of new services similar to FIS-B to support ADS-B solutions for General Aviation (2/2)
This activity foresees two possible solutions dependent on the operational environment to be deployed in:
1. Delivery of TIS-B and FIS-B for GA via existing infrastructure (ADS-B ground stations and WAM /MLAT systems) to either existing SSR transponders or ADS-B In devices on-board the aircraft. However, in order to provide additional services like FIS-B the 1090 MHz frequency seems to be not always the optimal choice, because of the required bandwidth of these services on the one hand and dependent on the amount of traffic causing limited capacity of the Mode S ES radio frequency on the other hand. For those areas where neither the 1030MHz nor the 1090MHz Data link would achieve the required performance due to spectrum congestion the following solution (#2) is proposed.
2. Delivery of new services similar to FIS-B for GA via a different, already existing and modern communication infrastructure, namely cellular mobile telephony. Data transfer standards like UMTS and LTE could provide sufficient bandwidth to enable the on-board display of e.g. graphical weather data and information on the utilization of restricted airspace. The ground infrastructure provides the data to the user via website access. The on-board solution could be APP-based on devices like smartphones or tablet computers. An expensive integrated display is not necessary and reliefs aircraft owners of additional costs whilst ensuring a safe operational environment to GA, commercial aircraft and ATC.

14. FABEC has no access to details, only results were given
CBA in PCP
Was done by SJU
FABEC has no access to details, only results were given
Content of PCP and later CP2 not decided on basis of CBA
AFs of PCP and later CP2 become mandatory for ANSPs

15. SCMT analyzed the 8 proposed Centralized Services and made a recommendation for NMB (May 2017)
CS1: Flight Plan and Airport Slot Consistency Service (FAS):
FABEC supports CS1 although the FABEC ANSPs are no prime users of this service. Prime users of the service to decide if they need the service.
CS4: Advanced Flexible Use of Airspace (AFUAS Support Service):
FABEC supports CS4.
CS6-2: Management of Common Network Resources Service (CNR)/ Mode S Interrogator Code Allocation MICA:
FABEC supports CS6-2. NFIR to be uplifted for this service.
CS6-3: Management of Common Network Resources Service (CNR)/ Radio Frequency Function (RFF):
FABEC supports CS6-3.
CS6-6: Management of Common Network Resources Service (CNR)/ Security Certificate Service (SCS):
FABEC supports CS6-6. NFIR to be uplifted for this service.
CS6-7: Management of Common Network Resources Service (CNR)/ Operation and Coordination of Network Security (OCNS):
FABEC supports CS6-7. NFIR to be uplifted for this service.
D-SOC services provided to other stakeholders than NM to be delivered on a UPP basis.
CS7-2: Network Infrastructure Performance monitoring and analysis Service (NIPS); the Performance of 1030/1090 RF bands (SUR-RF):
FABEC supports CS7-2. NFIR to be uplifted for this service.
CS7-3: Network Infrastructure Performance monitoring and analysis Service (NIPS); the monitoring and prediction of satellite navigation (SAT- NAV):
FABEC does not support the full scope of CS7-3.
Part I of the proposed service: If NM needs to upgrade its existing system (AUGUR) that provides ‘RAIM availability prediction’ to stakeholders then this could be done.
Part II of the proposed service: FABEC does not support the creation of a new centralised service for ‘monitoring and recording of GPS constellations’. This information is available without a centralised service and the added value of creating a (new) centralised service is questioned. FABEC cannot back the CBA that was developed for this part of the service.