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Controller Tools and Team Organisation for the Provision of Separation in Air Traffic Management

Periodic Reporting for period 2 - PJ10 PROSA (Controller Tools and Team Organisation for the Provision of Separation in Air Traffic Management)

Reporting period: 2018-01-01 to 2018-12-31

The project aims at providing air traffic controllers with more automated tools, thereby allowing them to concentrate on situations where human intervention is crucial. The project aims to not only improve current conflict detection tools, but also develop new tools supporting the air traffic controller with resolution advisory and monitoring of flight trajectory. The project will address new ways of working together, taking into account developments such as drones.
WP1 has performed activities to reach the first validation (11/2018) and to prepare the 2nd validation scheduled in 5/2019. Two OSED iterations have been produced, as well as Initial Technical Specifications. Several meetings and workshops on safety, human performance and concepts have taken place. The scope of the WP has been revised to reflect the actual status of MSP operations. The first validation results show a positive interest from the participating ATCOs to the concept in eTMA. Activity on Validation Report has started. The ENAV validation has been postponed and a new WP1 planning has been proposed.

In WP2 the concept of Flight Centric ATC has been developed and refined and validated at V1 level in workshops, Fast-Time and Real-Time simulations. An increase in controller productivity could be shown. Below FL245 an increase in fuel consumption was observed.

In WP3, anexercise has been performed by ENAIRE to test Collaborative Control with Unplanned Boundaries and different staffing configuration. It was found out the need for the MSP to get involved in the detection and resolution of risks within the whole collaborative area whereas other tactical tasks should be encompassed by the EC, without intervention from the MSP. NATS developed Collaborative Control with Planned Boundaries for a Very High Complexity TMA environment. Alignment of the 2 operating methods into a single concept was achieved and demonstrated through significant commonality of requirements. This was documented in two iterations to the SPR‐INTEROP/OSED. NATS exercise was planned to be performed in Jan. 2019.

In WP4, the first set of exercises showed, as a continuity of SESAR 1, the benefits of tactical, planner and monitoring tools in different environments (free and fixed routes, En-Route, TMA, different levels of density and complexity). It also showed the relationship between the level of accuracy of the trajectory and the efficiency of CD&R tools. The first exercise using ADS-C/EPP data also shows their potential benefits for improving CD&R and monitoring tools. The V2 data pack was delivered in Nov. and led to the V2 gate in Dec. This gate raised remaining questions on the scope and performance measurements, which will have to be solved by Feb 2019.

In WP5, DFS conducted 3 workshops to further specify the concept for the Enhanced Tactical Window (ETW). ECTL/ANS‐CR conducted 3 expert group workshops to define the concept of optimising vertical profiles through the use of non‐penalising constraints. They focussed on avionics and datalink issues and identified the available CPDLC clearance messages, the FMS behaviour and the EPP characteristics. The 2nd workshop focussed on cockpit issues such as the understanding of the clearance, potential errors and acceptability. The 3rd workshop integrated the findings from the previous 2 and then concentrated on ATC aspects. Airbus developed a solution concept on the description of the automated conflict resolution using EPP capability. Based on the concept, Workshops were conducted by Airbus focusing on various aspects of avionics, CPDLC, aircrew usability issues and ATC.

WP6 worked on integration of RPAS for IFR operations in controlled airspace. From the starting of the Project, a new dedicated operational improvement, three dedicated enablers, working methods, operational requirements and new operating methods specific for RPAS integration were developed and validated via real time simulations with human in the loop involved. Interesting result were collected from three different validation exercises. These elements were reported in the documents of V1 Datapack.

Three workshops were conducted in WP7 to help develop and refine the concept. Following this, NATS, Skyguide and LFV performed a joint validation exercise. It consisted of a two day workshop. Results showed that, without additional support, Generic controllers found it difficult to plan traffic in an expeditious, efficient and safe mann
After the first validation in WP1, the Operational concept of Multi Sector Planning in eTMA has shown interest and potential positive results in term of Cost efficiency. Some paradigm changes in team organisation have been addressed and no major blocking point has been highlighted to pursue to an operational introduction of Multi Sector Planning in complex eTMA in the coming years. Similar validation will be performed in en Route environment.

Until the end of the project, in WP2 it is expected to further refine the results on controller productivity and fuel consumption and in addition to that to obtain results on workload, situational awareness and capacity.

Within WP3, collaborative use of airspace and decision making, including issuance of clearances to transit another sector without explicit co-ordination: Complementary plans developed between controllers of 2 flights; with unilateral action permitted when traffic situation allows. Supported by advances in controller tools, providing visibility of other sector/s traffic; Sector constraints removed/bypassed when no longer required. Parallel, independent use of a sector’s AoR where traffic situation allows; and contention for airspace resolved through co-ordination (as today). Better aircraft profiles for AUs & controller workload reduction for ANSPs

Once remaining questions have been solved in WP4, the results should allow to go on with the next phase in order to measure at V3: Expected benefits from new features enriching CD&R tools as well as from trajectory improvements such as Planner Controller involvement, Mode-S data in En Route and in the TMA, and ADS-C/EPP data in the TMA. At V2, benefits are expected from trajectory improvements by ADS-C/EPP data in En Route

In WP5, the concept will be refined at V1 to better understand the R&D needs to develop it in preparation for further V2 activities in Wave 2.

WP6 is expected to provide outputs related integration of RPAS for IFR operation in particular in non-segregated conditions. Two real time simulations are planned, expected result are in terms of working methods in particular for the controlled flight in TMA/En-route, considering vectoring aspects and management of contingency situations. In addition, development of dedicated use cases and enforcement of operational requirements for integration will be performed. These elements will be aligned with European RPAS roadmap and provide input related the RPAS integration topic for non-segregated operation.

In WP7, the concept will be refined at V1 to better understand the R&D needs to develop it in preparation for further V2 activities in Wave 2.