Periodic Reporting for period 3 - PJ07 OAUO (PJ07 Optimised Airspace Users Operations)
Berichtszeitraum: 2019-01-01 bis 2019-12-31
SESAR2020 Optimised Airspace User Operations Project (PJ07-OAUO) is an Industrial Research project that addresses both civil and military airspace users (AUs), by further improving their processes and tools in relation to their interaction with ATM Network Operations, with at its heart an improved Collaborative Decision‑Making (CDM) process that takes into account the evolving business needs of AUs.
PJ07 is addressing the following problems:
- A better view of actual demand is required at ATM Network level to improve the performance of ATM operations in a Trajectory Based environment.
- The decision processes of AUs and the resulting business priorities differ from AU to AU and from flight to flight in a single AU. The current ATM processes do not allow each individual user to incorporate specific flight priorities into the requested trajectory to respect constraints in a way that best meets business priorities.
- Irregular operations impose additional costs on airlines and have a huge impact on the annual costs and revenue of airlines. Today, the ATM system allows AUs limited flexibility. A better recovery process incorporating the ability of the ATM system to follow the decision processes of AUs and accommodate their changing business priorities, could mitigate such impact considerably.
- Operational Air Traffic (OAT) flight plans are not harmonised on European level and information is not disseminated to the Network. This results in lack of awareness of military traffic intentions that can affect ATM Network performance and reduce flexibility in the definition of cross-border exercises as well as limit interoperability.
Importance for Society:
Most of the benefits of PJ07-OAUO are related to improved efficiency, flexibility and cost-effectiveness for the AUs, which will be translated into potentially substantial cost savings and improved passenger connections.
The overall project objectives:
• PJ07 Optimized Airspace Users Operations aims at improved Airspace Users’ participation - through their Flight/Wing Operations Centre - into ATM Network Collaborative Processes in the future Trajectory Based Operations (TBO) - and Collaborative Decision Making environment. The objective is to improve the planning of flights taking into account existing ATM constraints and to minimize impacts of deteriorated operations for all stakeholders.
• The PJ07 Optimized Airspace Users Operations project will include further evolution of the Airspace Users ATM processes and tools developed in SESAR1. For sharing more information at planning phase between Flight/Wing Operations Centres and ATM stakeholders Extended Flight Plan and the improved OAT Flight Plan (iOAT FPL) were developed. For the User Driven Prioritization Process (UDPP), Airspace Users have defined methods beyond slot swapping to protect important flights in capacity constraints.
• The co-definition and validation by Airspace Users and ATM stakeholders of the additional information in future trajectories and how it should be used, as well as the integration of UDPP within the Trajectory Management and the Demand Capacity Balancing (DCB) processes are the objectives of PJ07 together with PJ18, PJ09 and PJ04.
PJ07 is addressing the following problems:
- A better view of actual demand is required at ATM Network level to improve the performance of ATM operations in a Trajectory Based environment.
- The decision processes of AUs and the resulting business priorities differ from AU to AU and from flight to flight in a single AU. The current ATM processes do not allow each individual user to incorporate specific flight priorities into the requested trajectory to respect constraints in a way that best meets business priorities.
- Irregular operations impose additional costs on airlines and have a huge impact on the annual costs and revenue of airlines. Today, the ATM system allows AUs limited flexibility. A better recovery process incorporating the ability of the ATM system to follow the decision processes of AUs and accommodate their changing business priorities, could mitigate such impact considerably.
- Operational Air Traffic (OAT) flight plans are not harmonised on European level and information is not disseminated to the Network. This results in lack of awareness of military traffic intentions that can affect ATM Network performance and reduce flexibility in the definition of cross-border exercises as well as limit interoperability.
Importance for Society:
Most of the benefits of PJ07-OAUO are related to improved efficiency, flexibility and cost-effectiveness for the AUs, which will be translated into potentially substantial cost savings and improved passenger connections.
The overall project objectives:
• PJ07 Optimized Airspace Users Operations aims at improved Airspace Users’ participation - through their Flight/Wing Operations Centre - into ATM Network Collaborative Processes in the future Trajectory Based Operations (TBO) - and Collaborative Decision Making environment. The objective is to improve the planning of flights taking into account existing ATM constraints and to minimize impacts of deteriorated operations for all stakeholders.
• The PJ07 Optimized Airspace Users Operations project will include further evolution of the Airspace Users ATM processes and tools developed in SESAR1. For sharing more information at planning phase between Flight/Wing Operations Centres and ATM stakeholders Extended Flight Plan and the improved OAT Flight Plan (iOAT FPL) were developed. For the User Driven Prioritization Process (UDPP), Airspace Users have defined methods beyond slot swapping to protect important flights in capacity constraints.
• The co-definition and validation by Airspace Users and ATM stakeholders of the additional information in future trajectories and how it should be used, as well as the integration of UDPP within the Trajectory Management and the Demand Capacity Balancing (DCB) processes are the objectives of PJ07 together with PJ18, PJ09 and PJ04.
The work progressed in 3 solutions that provided all deliverables according to the PMP.
Solution 07.01 AU Processes for Trajectory Definition, worked with 2 parallel validation threads:
• V1 validation focusing on the AU preference topic. V1 validation report was delivered in Oct 2018. As a result some use-cases related to AU preferences (simple preferences) that achieved V1 maturity were integrated into the V2 validation thread and addressed by the V2 exercise.
• V2 validation addressing topics related to FF-ICE services. All planned V2 exercises have been conducted in 2018 and 2019 together with solution 09.03 (since linked to DCB integration), a full data pack was produced, together with a maturity self-assessment this was subject of V2 gate at the end of Wave 1. The V2 Gate meeting concluded that :
1) V2 level of maturity is achieved for the core of the solution, this is the use of Enriched DCB Information and Enhanced What-If to improve AU Flight Planning.
2) Regarding the “Use of Simple AU Preferences in DCB Processes”, for reactive Flight Delay Criticality Indicator or FDCI, the maturity has achieved V3 level thanks to reuse of some existing NM functions. For proactive FDCI, V2 maturity level is partially achieved. Operational feasibility is demonstrated and operational benefits assessed.
3) “Preliminary flight planning” is still in early V2 maturity status.
Solution 07.02 AU Fleet Priorities and Preferences Processes (UDPP), performed both V1 and V2 activities.
• V1 activities consisted of UDPP for Low Volume Users in a Constraint (LVUC) and resulted in the development of the Flexible Credits for LVUC concept, assessed at early V1 maturity. Other V1 activities (flight preferences and absolute priority) took place with 07.01.
• In V2 the User Driven Prioritisation Process concept was further enhanced, prototype was developed and integrated, validation exercises executed, a full data pack was produced and a self maturity assessment performed. UDPP integrated with Airport processes reached V2 level of maturity via maturity self-assessment presented at V2 gate.
• 07.02 delivered the prototype for a network integrated UDPP used at an APOC and supported VLD exercise PJ25 at Zurich Airport.
Solution 07.03 Mission Trajectory-driven Processes, reached full V2 and started V3 activities.
• V2: A successful validation exercise was executed in January 2018 at 2 different sites involving WOC and civil and military Flight Centres and FMPs. The Full datapack of documents was prepared for the V2 Maturity gate meeting. At the end of 2018, the solution passed successfully the V2 gate.
• V3: A first V3 exercise was defined and successfully executed (May 2019). All V3 documents were delivered in a datapack to the SJU and a maturity self assessment was executed.
Main achievement: full V2 maturity level reached, a first intermediate V3 maturity assessment completed.
Solution 07.01 AU Processes for Trajectory Definition, worked with 2 parallel validation threads:
• V1 validation focusing on the AU preference topic. V1 validation report was delivered in Oct 2018. As a result some use-cases related to AU preferences (simple preferences) that achieved V1 maturity were integrated into the V2 validation thread and addressed by the V2 exercise.
• V2 validation addressing topics related to FF-ICE services. All planned V2 exercises have been conducted in 2018 and 2019 together with solution 09.03 (since linked to DCB integration), a full data pack was produced, together with a maturity self-assessment this was subject of V2 gate at the end of Wave 1. The V2 Gate meeting concluded that :
1) V2 level of maturity is achieved for the core of the solution, this is the use of Enriched DCB Information and Enhanced What-If to improve AU Flight Planning.
2) Regarding the “Use of Simple AU Preferences in DCB Processes”, for reactive Flight Delay Criticality Indicator or FDCI, the maturity has achieved V3 level thanks to reuse of some existing NM functions. For proactive FDCI, V2 maturity level is partially achieved. Operational feasibility is demonstrated and operational benefits assessed.
3) “Preliminary flight planning” is still in early V2 maturity status.
Solution 07.02 AU Fleet Priorities and Preferences Processes (UDPP), performed both V1 and V2 activities.
• V1 activities consisted of UDPP for Low Volume Users in a Constraint (LVUC) and resulted in the development of the Flexible Credits for LVUC concept, assessed at early V1 maturity. Other V1 activities (flight preferences and absolute priority) took place with 07.01.
• In V2 the User Driven Prioritisation Process concept was further enhanced, prototype was developed and integrated, validation exercises executed, a full data pack was produced and a self maturity assessment performed. UDPP integrated with Airport processes reached V2 level of maturity via maturity self-assessment presented at V2 gate.
• 07.02 delivered the prototype for a network integrated UDPP used at an APOC and supported VLD exercise PJ25 at Zurich Airport.
Solution 07.03 Mission Trajectory-driven Processes, reached full V2 and started V3 activities.
• V2: A successful validation exercise was executed in January 2018 at 2 different sites involving WOC and civil and military Flight Centres and FMPs. The Full datapack of documents was prepared for the V2 Maturity gate meeting. At the end of 2018, the solution passed successfully the V2 gate.
• V3: A first V3 exercise was defined and successfully executed (May 2019). All V3 documents were delivered in a datapack to the SJU and a maturity self assessment was executed.
Main achievement: full V2 maturity level reached, a first intermediate V3 maturity assessment completed.
"The results achieved at the end of the project are:
1. Operational concept of AUs' Preferences related to DCB process was validated: Absolute Priority needs further study in Exploratory research, Congestion Level Indicator has reached V1 level of maturity.
2. Operational concept and process for AUs for pre-filing FPL with enhanced DCB information and What-If function have been validated and reached V2 level of maturity. This will result in a 7% reduction of en-route delay.
3. Operational concept and process for Usage of UDPP integrated in Airport processes has reached V2 level of maturity. This will result in 40% reduction of AU's cost of ATM delay caused by the constraint and improved passenger connections.
4. The integration of iOAT Flight Plan in the ATM Network has reached full V2 level of maturity and made good progress to V3 level of maturity.
Progress beyond the state of the art:
1) ""Simple AU Preferences in relationship to DCB processes"": the Reactive Flight Delay Criticality Indicator (FDCI) is ready for preparing a study to deploy. Potential benefits for AUs are in the order of 70 M€ over 20 years.
2) Several elements of the iOAT Flight Plan are ready for deployment and will be part of the deployment programme called MIDI, resulting in harmonised mission trajectories integrated in the ATM network."
1. Operational concept of AUs' Preferences related to DCB process was validated: Absolute Priority needs further study in Exploratory research, Congestion Level Indicator has reached V1 level of maturity.
2. Operational concept and process for AUs for pre-filing FPL with enhanced DCB information and What-If function have been validated and reached V2 level of maturity. This will result in a 7% reduction of en-route delay.
3. Operational concept and process for Usage of UDPP integrated in Airport processes has reached V2 level of maturity. This will result in 40% reduction of AU's cost of ATM delay caused by the constraint and improved passenger connections.
4. The integration of iOAT Flight Plan in the ATM Network has reached full V2 level of maturity and made good progress to V3 level of maturity.
Progress beyond the state of the art:
1) ""Simple AU Preferences in relationship to DCB processes"": the Reactive Flight Delay Criticality Indicator (FDCI) is ready for preparing a study to deploy. Potential benefits for AUs are in the order of 70 M€ over 20 years.
2) Several elements of the iOAT Flight Plan are ready for deployment and will be part of the deployment programme called MIDI, resulting in harmonised mission trajectories integrated in the ATM network."