PJ.07 W2 Optimised airspace users operations - SESAR-IR-VLD-WAVE2-06-2019

Deadline: Apr 16, 2019  
CALL EXPIRED

The current ATM environment based on static flight plans is evolving towards a trajectory based environment in order to improve airports and ATM network performance. Airspace users’ (AU) decision processes and resulting business priorities differ from AU to AU and from flight to flight within one AU. The trajectory development and management processes in ATM currently do not allow each individual user to incorporate specific aircraft/flight priorities into the requested trajectory, and respect any constraint in a way that best meets the business priorities. Similarly, OAT flight plans are not harmonised at European level and information is not disseminated into the network, this induces a lack of awareness about military traffic intentions that can impact ATM network performance (including safety), a lack of flexibility in the definition of cross-borders exercises and limitations in terms of interoperability. Irregular operations impose unplanned/additional cost on airlines and have a huge impact on airlines’ annual costs and revenue. Today the ATM system allows little flexibility to airspace users (e.g. ATFM slot swapping process). Airspace users’ full participation through their flight operations centres (FOC/WOC) into ATM collaborative processes, including flights’ prioritisation with the full user driven prioritisation process (UDPP), is essential to minimise impacts of deteriorated operations for all stakeholders including airspace users. A better recovery process that should offer more flexibility to accommodate AUs’ changing business priorities and equity in the ATM system. The collaborative planning and flight execution processes shall be performed at ‘level playing field’, i.e. performance of all actors is taken into consideration. Rules must be implemented in case no collaborative planning is possible.

The topic ‘Optimised airspace users operations’ covers the following candidate SESAR Solutions:

• Solution PJ.07-W2-38 Enhanced integration of AU trajectory definition and network management processes.

The objective of this solution is to reduce the impact of ATM planning on Airspace Users’ costs of operations, by providing them a better access to ATM resource management and allowing them to better cope with ATM constraints. The solution shall improve Airspace Users flight planning and network management through improved FOC participation into the ATM network collaborative processes in the context of FF-ICE and its potential evolutions.

• Solution PJ.07-W2-40 Mission trajectories management with integrated Dynamic Mobile Areas Type 1 and Type 2.

The objective of the solution is to improve the use of airspace capacity for both civil and military users and the efficiency of airspace management by introducing more automation and increased flexibility in the civil-military coordination. The solution delivers improvements to the planning phase of the mission trajectory, including the connection of MT management with the booking of ARES (in the context of this solution DMA Type 1 and Type 2), for which the WOC will be the key actor. The coordination between WOC and regional NM is a key element for this solution.

• Solution PJ.07-W2-39 Collaborative framework managing delay constraints on arrivals.

The solution develops a collaborative framework that will enable the integration and necessary coordination of 4D constraints from various stakeholders (airports, ANSPs, AUs and NM). This will ensure the continued stability and performance of the network and will give the opportunity to the Airspace Users to prioritize their most important flights hence reducing the impact of ATM planning constraints on the costs of their operations. The solution will streamline all prioritisation processes occurring in the planning phase from all stakeholders concerned on arrivals.

This project will develop solutions that are expected to have a positive impact on the Network improving:

• Increased capacity based on a better integration of the AUs trajectory definition and the network demand and capacity function
• Increased flexibility by allowing the airspace users to recommend to the network management function a priority order for flights;
• Environmental sustainability - fuel efficiency thanks to the use of the preferred trajectory taking into consideration the Airspace users needs;
• Increased punctuality and predictability of individual flights thanks to the collaborative framework of the trajectory management.