Periodic Reporting for period 3 - PJ08 AAM (Advanced Airspace Management)
Reporting period: 2019-01-01 to 2019-12-31
PJ08 Advanced Airspace Management addresses the evolution of the Dynamic Airspace Configuration concept developed in SESAR 1, to further increase its maturity by enhancing the operational processes (ATM Network Operations, Service Providers and Airspace Users) and automated tools supporting Sector Design and Sector Configurations.
The definition of a new generation of Airspace Reservations, Dynamic Mobile Areas of Type 1 and Type 2 is also addressed.
Overall objectives:
PJ08 AAM addresses the following objectives:
- Enhance functions that support ATC airspace configuration and management, dynamically adapted to AUs’ demand in response to changes in traffic patterns and/or short term changes in environment and users' intentions
- Develop and validate Flexible Airspace designed for long term planning, to predict the resources needed for meeting the forecasted AUs’ traffic needs
- Develop and validate the definition of a new generation of Airspace Reservation, the DMAs. For the needs of Military Users, the DMAs are temporary volumes of airspace designed to separate the military activities performed inside (themselves) from civil traffic
- Integrate DAC concept and process into other ATM processes (DCB) to improve ATM Network performance. Applicability at Regional, Sub-regional, and Local levels.
Importance for Society:
PJ08 AAM benefits are expected to improve Capacity, Cost-effectiveness (cost of Air Navigation for resource planning and Network Management) and flexibility for AUs, potentially turning into cost savings.
The definition of a new generation of Airspace Reservations, Dynamic Mobile Areas of Type 1 and Type 2 is also addressed.
Overall objectives:
PJ08 AAM addresses the following objectives:
- Enhance functions that support ATC airspace configuration and management, dynamically adapted to AUs’ demand in response to changes in traffic patterns and/or short term changes in environment and users' intentions
- Develop and validate Flexible Airspace designed for long term planning, to predict the resources needed for meeting the forecasted AUs’ traffic needs
- Develop and validate the definition of a new generation of Airspace Reservation, the DMAs. For the needs of Military Users, the DMAs are temporary volumes of airspace designed to separate the military activities performed inside (themselves) from civil traffic
- Integrate DAC concept and process into other ATM processes (DCB) to improve ATM Network performance. Applicability at Regional, Sub-regional, and Local levels.
Importance for Society:
PJ08 AAM benefits are expected to improve Capacity, Cost-effectiveness (cost of Air Navigation for resource planning and Network Management) and flexibility for AUs, potentially turning into cost savings.
"PJ08 progressed through 2 Solutions. Status described here below:
Solution 1 aims at achieving V2 maturity level by end of S2020 Wave 1. Its activities progressed according to the PJ08 PMP principles
V2 concept developments related to DAC, new Military Airspace DMAs type 1 and 2 and their use into a Collaborative process, progressed in line with the Project Schedule
RP1
Initial Validation, Safety Assessment, Human Performance Assessment Plans, Performance Assessment Report, and Initial Technical requirements delivered Jul-Nov 2017
First Validation Exercise (exploring new opportunities for ANSPs on airspace design techniques) took place in 2017
Achievements: Performance assessment (EXE#1) led by ENAV, demonstrated higher flexibility provided by new Airspace Design methodology (DAC based). Expected benefits from DAC in Free Route environment (increase of en-route Capacity) confirmed, correct flights' re-routing impacted by DMA activation. Fuel burn assessment to be completed by end February 2018
RP2
Solution progressed in 2018 according to the PMP. Intermediate OSED, VALP and TS/IRS delivered early Oct to SJU
Achivements: In Mar, a second Performance Assessment activity (EXE#4) was completed by ECTL. In May, SINTEF and ENAV completed the first validation human-in-the loop (EXE#6): initial evaluation of DAC concept from ATCOs perspective. In Oct-Nov, DSNA completed the second validation human-in-the-loop (EXE#5): Operational feasibility of DAC concept in INAP time horizon, and ops acceptance of DAC services to support sectors configuration optimization
RP3
Solution progressed in 2019 according to the PMP. OSED, TS/IRS, VALR, and CBA completed and delivered to SJU for Quality Assessment and preparation of Maturity Gate
Achievements: two activities validating the DAC Collaborative full process completed in Apr (EXE#2) and Jun (EXE#3). In Jul, V2 Datapack submitted for official SJU Quality Assessment. In Oct, final V2 Datapack approved for Maturity Gate. V2 Gate took place in Nov: Solution 1 fully achieved its V2 maturity objective
Solution 2 aims at achieving a very initial V1 maturity level by end of S2020 Wave 1.
The only task of this Solution is develop Moving Hazard Zones’ assessment study that evaluates MET Gate data content, to be used to determine the initial implementation of the MHZ concept. The assessment also focuses on the state of the DAC concept providing recommendations for Wave 2
RP1
The activity started in Q4 2017 and proceeded according to the PMP
Achievement: initial draft produced by end 2017.
RP2
Solution progressed in 2018 according to the PMP. A major change was introduced (agreement from Project Coordinator, Solution Leader, Partners, and SJU PM): a Gate allowing for a light assessment (v1 on-going maturity) of the results, to be run in 2019. This was reflected in the PMP. Study planned to be completed by March 2019
Achievement: Intermediate Study completed and submitted to SJU in Sep: new Operating Methods on MHZ integration with the DAC and mgt defined. A prototype for a trial (tool for experts' judgement) was developed
RP3
The Solution progressed in 2019 according to the PMP. A light maturity assessment (v1 on-going level) based on results' self-assessment was run
Main Achievement: final version of the Study completed and submitted to SJU in March 2019: that document contained the envisaged operational setup of the MHZ concept, process automation concept and preliminary definition of other operational characteristics. It addressed the MET Gate data content to be evaluated, in order to determine the scope of the initial implementation of the concept. The assessment focused on the state of the DAC framework providing necessary recommendations for Wave 2."
Solution 1 aims at achieving V2 maturity level by end of S2020 Wave 1. Its activities progressed according to the PJ08 PMP principles
V2 concept developments related to DAC, new Military Airspace DMAs type 1 and 2 and their use into a Collaborative process, progressed in line with the Project Schedule
RP1
Initial Validation, Safety Assessment, Human Performance Assessment Plans, Performance Assessment Report, and Initial Technical requirements delivered Jul-Nov 2017
First Validation Exercise (exploring new opportunities for ANSPs on airspace design techniques) took place in 2017
Achievements: Performance assessment (EXE#1) led by ENAV, demonstrated higher flexibility provided by new Airspace Design methodology (DAC based). Expected benefits from DAC in Free Route environment (increase of en-route Capacity) confirmed, correct flights' re-routing impacted by DMA activation. Fuel burn assessment to be completed by end February 2018
RP2
Solution progressed in 2018 according to the PMP. Intermediate OSED, VALP and TS/IRS delivered early Oct to SJU
Achivements: In Mar, a second Performance Assessment activity (EXE#4) was completed by ECTL. In May, SINTEF and ENAV completed the first validation human-in-the loop (EXE#6): initial evaluation of DAC concept from ATCOs perspective. In Oct-Nov, DSNA completed the second validation human-in-the-loop (EXE#5): Operational feasibility of DAC concept in INAP time horizon, and ops acceptance of DAC services to support sectors configuration optimization
RP3
Solution progressed in 2019 according to the PMP. OSED, TS/IRS, VALR, and CBA completed and delivered to SJU for Quality Assessment and preparation of Maturity Gate
Achievements: two activities validating the DAC Collaborative full process completed in Apr (EXE#2) and Jun (EXE#3). In Jul, V2 Datapack submitted for official SJU Quality Assessment. In Oct, final V2 Datapack approved for Maturity Gate. V2 Gate took place in Nov: Solution 1 fully achieved its V2 maturity objective
Solution 2 aims at achieving a very initial V1 maturity level by end of S2020 Wave 1.
The only task of this Solution is develop Moving Hazard Zones’ assessment study that evaluates MET Gate data content, to be used to determine the initial implementation of the MHZ concept. The assessment also focuses on the state of the DAC concept providing recommendations for Wave 2
RP1
The activity started in Q4 2017 and proceeded according to the PMP
Achievement: initial draft produced by end 2017.
RP2
Solution progressed in 2018 according to the PMP. A major change was introduced (agreement from Project Coordinator, Solution Leader, Partners, and SJU PM): a Gate allowing for a light assessment (v1 on-going maturity) of the results, to be run in 2019. This was reflected in the PMP. Study planned to be completed by March 2019
Achievement: Intermediate Study completed and submitted to SJU in Sep: new Operating Methods on MHZ integration with the DAC and mgt defined. A prototype for a trial (tool for experts' judgement) was developed
RP3
The Solution progressed in 2019 according to the PMP. A light maturity assessment (v1 on-going level) based on results' self-assessment was run
Main Achievement: final version of the Study completed and submitted to SJU in March 2019: that document contained the envisaged operational setup of the MHZ concept, process automation concept and preliminary definition of other operational characteristics. It addressed the MET Gate data content to be evaluated, in order to determine the scope of the initial implementation of the concept. The assessment focused on the state of the DAC framework providing necessary recommendations for Wave 2."
Key results obtained by end of PJ08:
Initial INAP Process integrated with DAC concept
Initial ATCO assessment of DAC
Initial DAC concept at V2 maturity
Integrated DAC and DMAs at V2 maturity
Performance
Solution 1
Civil-Military Coordination: Military ops training capabilities remain unchanged by application of DMA principles. CDM processes provide opportunities to reduce transit times in military missions. Impact on civil traffic rerouting reduced when using DMA Type 2, decrease in total number of impacted flights compared to ARES and gain for individual flights (distance, fuel and time)
Ops feasibility: Concept recognised to enhance predictability & flexibility, thus improving today’s ops. All actors confirmed preference for the decentralized model. Evidence of DAC ops feasibility for dynamic sectors configurations (within INAP time horizon). Considerable time saving thanks to the automated tool on detection, resolution and decision making for the management of sectors configurations. Feasibility of ATC ops procedures in no predefined sector configurations confirmed
Solution 2
Introduction of MHZ type 1 and 2 into complexity/workload/trajectory calculations directly affecting simulated sector capacity
General
Solution 1 In tactical ops and at ACC level, it is possible to get rid of predefined sectors’ configuration
Solution 1 Gaming, Human-in-the-loop and Real-time simulations: positive feedback from the actors (ops feasibility, procedures, workload and situational awareness of DAC concept, including FRA environment). DAC improved resources mgt on the day of operations, as well as predictability and flexibility
Solution 1 Early implementation of some mature DAC concept elements in Bordeaux ACC (France)
Solution 2 ASM and FMP could perform their work well and according to procedures. Issues may raise if military actor reserves airspace that does not contain weather hazards leaving civil airspace users to fly in airspace containing weather hazards. This calls for weather-aware FMP–ASM, and MHZ type 1 (maybe also type 2) would be an excellent tool for it. To be included in the DAC CDM process to make it more robust.
Initial INAP Process integrated with DAC concept
Initial ATCO assessment of DAC
Initial DAC concept at V2 maturity
Integrated DAC and DMAs at V2 maturity
Performance
Solution 1
Civil-Military Coordination: Military ops training capabilities remain unchanged by application of DMA principles. CDM processes provide opportunities to reduce transit times in military missions. Impact on civil traffic rerouting reduced when using DMA Type 2, decrease in total number of impacted flights compared to ARES and gain for individual flights (distance, fuel and time)
Ops feasibility: Concept recognised to enhance predictability & flexibility, thus improving today’s ops. All actors confirmed preference for the decentralized model. Evidence of DAC ops feasibility for dynamic sectors configurations (within INAP time horizon). Considerable time saving thanks to the automated tool on detection, resolution and decision making for the management of sectors configurations. Feasibility of ATC ops procedures in no predefined sector configurations confirmed
Solution 2
Introduction of MHZ type 1 and 2 into complexity/workload/trajectory calculations directly affecting simulated sector capacity
General
Solution 1 In tactical ops and at ACC level, it is possible to get rid of predefined sectors’ configuration
Solution 1 Gaming, Human-in-the-loop and Real-time simulations: positive feedback from the actors (ops feasibility, procedures, workload and situational awareness of DAC concept, including FRA environment). DAC improved resources mgt on the day of operations, as well as predictability and flexibility
Solution 1 Early implementation of some mature DAC concept elements in Bordeaux ACC (France)
Solution 2 ASM and FMP could perform their work well and according to procedures. Issues may raise if military actor reserves airspace that does not contain weather hazards leaving civil airspace users to fly in airspace containing weather hazards. This calls for weather-aware FMP–ASM, and MHZ type 1 (maybe also type 2) would be an excellent tool for it. To be included in the DAC CDM process to make it more robust.