SESAR: Delivering High Performing Aviation for Europe
•Télécharger en tant que PPT, PDF•
2 j'aime•1,877 vues
SESAR at World ATM Congress 2016 - High Performing Aviation for Europe
Recommandé
Recommandé
Contenu connexe
Tendances
Tendances (20)
En vedette
Similaire à SESAR: Delivering High Performing Aviation for Europe
Similaire à SESAR: Delivering High Performing Aviation for Europe (20)
Plus de SESAR Joint Undertaking
Plus de SESAR Joint Undertaking (13)
Dernier
Dernier (20)
SESAR: Delivering High Performing Aviation for Europe
- 1. SESAR: HIGH PERFORMING AVIATION FOR EUROPE World ATM Congress 8 March 2016
- 2. AGENDA 1. What is & Why SESAR? (Benoit Fonck, SJU) 2. Delivering SESAR Solutions (Benoit Fonck, SJU) 3. What is SESAR Deployment? (Mariagrazia La Piscopia, SDM) 4. Airport Operations Centre (Andy Knight, SEAC ; Thorsten Astheimer, SDM) 5. Extended AMAN (Gerald Regniaud, DSNA ; Larry Johnsson, SDM) 6. Closing remarks (Mariagrazia La Piscopia, SDM) #SESAR @WorldATM_now
- 3. WHAT IS SESAR? European ATM Master Plan (Why? What? When?) Development & Validation SESAR Solutions #SESAR @WorldATM_now
- 4. WHY SESAR? MAIN CHARACTERISTICS: •1970s Technologies •High Fragmentation, poor interoperability •Rather low level of automation MAIN CHARACTERISTICS: •1970s Technologies •High Fragmentation, poor interoperability •Rather low level of automation
- 5. IF YOU DON’T BELIEVE CHANGE IS NEEDED
- 6. Benoit Fonck Chief Development & Delivery DELIVERING SESAR SOLUTIONS Madrid, 08 March 2016
- 7. Overview 1. What does SESAR JU cover? 2. How does SESAR JU work? 3. What is ahead?
- 9. Overview 1. What does SESAR JU cover? 2. How does SESAR JU work? 3. What’s ahead?
- 10. SESAR R&D Lifecycle 10 Single European Sky ATM Master Plan 50+ SESAR Solutions (end 2016) Concept & System development, Validation, Delivery R&D Cycle/Release SESAR Deployment 150+ Validation Trials Moving an ATM improvement from its definition to its validation Transfer to SESAR Deployment Manager
- 11. Validation activities close to Operations (1/3) Real Time Simulators Cockpit Simulators +200 Real Time Simulation - RTS Airbus cockpit simulator – remotely connected or locally integrated SESAR Air Traffic Service Providers simulation Platforms (Radar & Tower)
- 12. Validation activities close to Operations (2/3) 12 Ängelholm airport +50 Live Trials Angelholm airport controlled from Malmö (100 km out)
- 13. Validation activities close to Operations (3/3) Around 50 Test Flights +30.000 Flight Trials (revenue flights) i4D Toulouse – Stockholm (A320) Target Time of Arrival inbound Zurich Drone integration into Toulouse traffic
- 14. Delivering SESAR 1 Solutions • 55 Solution Packs expected for SESAR 1 25 available +30 under validation • Extensive documentation on each Solution: Contextual note Operational and performance requirements Technical and interoperability specifications Regulatory recommendations • Open access 14
- 15. Overview 1. What does SESAR JU cover? 2. How does SESAR JU work? 3. What’s ahead?
- 16. SESAR 1 in long final to Land 200+ projects to complete their mission and land on time. Mission: Deliver SESAR 1 programme content Programme “NOTAM” Runway will close as of 31/12/2016 16 SESAR 2020
- 17. SESAR 2020 taking-off EXPLORATORY RESEARCH LARGE SCALE DEMOs THE SESAR 2020 PROGRAMME STRUCTURETHE SESAR 2020 PROGRAMME STRUCTURE RPAS Integration INDUSTRIAL RESEARCH
- 18. Thank you!
- 19. What is SESAR Deployment? Mariagrazia La Piscopia Deputy Director Technical and Operations DP Planning Manager
- 20. SESAR JU and SESAR DM: two pillars, one goal Research and Development Industrialization Deployment ATM Master Plan Deployment Programme Large ScaleLarge Scale DemonstrationsDemonstrations StandardisationStandardisation SafetySafety Pre-ImplementationPre-Implementation 20
- 21. ATM Master Plan Common Projects Implementation Projects Deployment Programme Deployment Programme: not just another plan It is a robust “project view” to deliver PCP timely through families of synchronised Implementation Projects It represents the blueprint for the ATM investment plans of the stakeholders impacted by PCP Regulation It serves as reference for proposals for future CEF Calls aiming at implementing SESAR Common Projects It reports on PCP implementation status after CEF Call 2014 and 2015, identifying what is left to be deployed, where, by whom 21
- 22. DP 2016 Outline DP 2016 DP 2016 Final Draft DP 2016 Intermediate Draft March 4th May 6th June 30th January 15th September 30September 30thth Towards Deployment Programme 2016 DP 2015 DP 2016 Initial Draft Stakeholder Consultation Cooperative Arrangement Monitoring Exercise ...a unique, consulted, agreed and supported ATM technological implementation plan by and for industry describing how to get organized to ensure synchronized, coordinated and timely PCP implementation 22
- 23. 23 Let’s deliver together! sesardeploymentmanager.eu @SESAR_DM
- 24. The Airport Operator’s Perspective Andy Knight – SEAC/London Heathrow APOC & SESAR BUILT FOR SUCCESS
- 25. APOC: built on a foundation of collaboration 25 06.05.0106.05.0106.05.0106.05.01 06.05.0206.05.0206.05.0206.05.02 12.02.0112.02.0112.02.0112.02.01 12.04.0112.04.0112.04.0112.04.01 12.06.0212.06.0212.06.0212.06.02 06.05.0306.05.0306.05.0306.05.03 06.05.0406.05.0406.05.0406.05.04 06.05.0506.05.0506.05.0506.05.05 06.06.0106.06.0106.06.0106.06.01 06.06.0206.06.0206.06.0206.06.02 12.06.0312.06.0312.06.0312.06.03 12.06.0712.06.0712.06.0712.06.07 12.06.0812.06.0812.06.0812.06.08 12.06.0912.06.0912.06.0912.06.09 12.07.0312.07.0312.07.0312.07.03 12.07.0512.07.0512.07.0512.07.05 06.03.0106.03.0106.03.0106.03.01 WP8 x 6WP8 x 6WP8 x 6WP8 x 6
- 26. Built by industry stakeholders, for industry stakeholders 2626 06.05.0106.05.0106.05.0106.05.01 06.05.0206.05.0206.05.0206.05.02 12.02.0112.02.0112.02.0112.02.01 12.04.0112.04.0112.04.0112.04.01 12.06.0212.06.0212.06.0212.06.02 06.05.0306.05.0306.05.0306.05.03 06.05.0406.05.0406.05.0406.05.04 06.05.0506.05.0506.05.0506.05.05 06.06.0106.06.0106.06.0106.06.01 06.06.0206.06.0206.06.0206.06.02 12.06.0312.06.0312.06.0312.06.03 12.06.0712.06.0712.06.0712.06.07 12.06.0812.06.0812.06.0812.06.08 12.06.0912.06.0912.06.0912.06.09 12.07.0312.07.0312.07.0312.07.03 12.07.0512.07.0512.07.0512.07.05 06.03.0106.03.0106.03.0106.03.01 WP8 x 6WP8 x 6WP8 x 6WP8 x 6
- 27. The ‘Visual’ V&V Roadmap 27
- 28. Validation Technique 28 • Ability to test disruption in offline environment • Faithful, high-fidelity reproduction of airport operations • Realism for validation participants • Integration of airside & landside processes • Pause, real time & fast time flexibility • Data export for post-exercise analysis • Configurable to airport/validation requirements
- 29. Why did we deploy APOC early? 29
- 30. 30 APOCAPOC De-icingDe-icing DCBDCB (TTA & UDPP)(TTA & UDPP) AOPAOP METMET LandsideLandside
- 31. 31 APOCAPOC De-icingDe-icing DCBDCB (TTA & UDPP)(TTA & UDPP) AOPAOP METMET LandsideLandside SESAR Airport OperationsSESAR Airport Operations Management SolutionManagement Solution Increased Predictability Increased Efficiency Better use of airport Capacity Increased Safety Improved Environmental Sustainability
- 32. 32 Heathrow APOCHeathrow APOC opensopens November 2014November 2014 • PerformancePerformance STEERINGSTEERING • PerformancePerformance MONITORINGMONITORING • PerformancePerformance MANAGEMENTMANAGEMENT • POST-OPERATIONSPOST-OPERATIONS analysisanalysis & feedback loop& feedback loop Command, control and performance management in one room.
- 33. Intense service focus for our passengers 33 PierService PushbackOnStand Plan & Book Travel Travel to Heathrow Check-in Departure Gate Immigratio n Customs Arrivals Hall Travel from Heathrow Disembarkation Landsid e Retail Drop Off, Meet & Greet Connections Security Baggage Reclaim Travel to/ from Heathrow Public Transport through Heathrow Airfield / Airspace Ticket Presentation Airside Retail Departur e Lounge Terminal PierService Pushback to Airborne Stack Entry to On Stand En Route Travel to / from Heathrow Terminal Airfield / Airspace
- 34. An integrated plan, delivered through command and control.
- 35. OCOCAPAP 20182018 90%90% …so we have an ambition to improve it. We need to work with Europe to achieve it. To transform customer service, we need to improve punctuality. Punctuality is an important aspect of passenger experience...
- 36. 36 Heathrow’s APOC needs connected European airports and airspace
- 37. In summary 37
- 38. Thanks for your attention 38 Thanks for your attention
- 40. Current Situation • Today many European airports already have an APOC (e.g. DUS, LHR, MAD, ZRH, …) • However, depending on local operations the scope may vary : – Consolidation of Ops-Units for better information exchange – Crisis & Disruption Management – Local Performance Management • In many cases these units involve stakeholders outside the scope of SESAR such as security, border police, maintenance staff, etc. Picture APOCPicture APOC © by DUS Airport © by ZRH Airport
- 41. Key Features of APOC Concept Common Situational Awareness Performance Monitoring & Management
- 42. APOC and SESAR Deployment • The SESAR Concept defines the APOC as a platform / operational structure which pro-actively manages the performance of present and short to medium-term airport operations • The V3-validation of some aspects of the APOC operational concept is not fully completed yet but industrialisation and some initial APOC implementations are already ongoing • In view of this growing number of implementations at European airports “Initial APOC” has been accommodated in the Deployment Programme 2015 with the aim to better synchronize and align future APOC initiatives and to encourage early implementations ““An Initial APOC could be implemented to support these [A-CDM] elements and reinforce theAn Initial APOC could be implemented to support these [A-CDM] elements and reinforce the collaborative decision making process with all stakeholders. The Initial APOC assesses the globalcollaborative decision making process with all stakeholders. The Initial APOC assesses the global performance of the airport, and facilitates the Demand and Capacity Balancing monitoring”performance of the airport, and facilitates the Demand and Capacity Balancing monitoring” ““An Initial APOC could be implemented to support these [A-CDM] elements and reinforce theAn Initial APOC could be implemented to support these [A-CDM] elements and reinforce the collaborative decision making process with all stakeholders. The Initial APOC assesses the globalcollaborative decision making process with all stakeholders. The Initial APOC assesses the global performance of the airport, and facilitates the Demand and Capacity Balancing monitoring”performance of the airport, and facilitates the Demand and Capacity Balancing monitoring”
- 43. Initial APOC in DP 2015 APOC Implementation is part of AF2 Family 2.1.3 “Basic A-CDM”
- 44. SDM Advice to Stakeholders • Performance Monitoring & Management cannot be a standalone project: – APOC can be a logical extension to A-CDM – It must be tailored and adapted to the airport’s operational environment and business needs • Performance is the main goal: – When planning your Ops Centre the focus should be on the improvement of local and network KPAs (Predictability, Safety, etc.) • Collaboration is a fundamental pre- requisite for any APOC: – Local stakeholders should align their planning and submit common deployment projects – The Network Manager should be in the loop by connecting AOP and NOP through SWIM APO APO CC
- 45. The way ahead • CEF Call 2015 – 3 project proposals directly related to Initial APOC were included in the bid submitted by SDM on 16th February 2016 (decision expected in summer 2016) – 6 further projects on initial AOP are more or less related to the APOC scope • Subsequent CEF Calls – Reference for future calls will be the Deployment Plan 2016 (DP 2016) – Stakeholders are encouraged to submit further project proposals Next CEF Call will probably take place end of 2016 ! • As Initial APOC is only one option for deploying Family 2.1.3 “Initial A-CDM” there will be no specific gap on APOC implementation • But there is more to come! “Collaborative Airport” (incl. advanced APOC elements) listed as “New Essential Operational Change” (outside the PCP) in the ATM Master Plan and is expected to be ready for deployment from 2016 on
- 46. Any further Questions ? thorsten.astheimer@ sesardeploymentmanager.eu
- 47. Extended AMAN for London Heathrow in Reims UAC airspace SESAR Solution Extended-AMAN
- 48. The LONDON Heathrow Case 48 •NATS reliant upon neighbours to enable the benefits of Extended AMAN •Cross border collaboration is a key enablers to delivering the SESAR solution •Capacity constrained, arrival holding in the TMA routine •Asymmetric Radar coverage •Inbounds from south and east enter NATS airspace ready for immediate descent
- 49. Extending the Horizon into Reims UAC 49 “Due Heathrow Delay, Reduce by .04” Active Horizon : 350 NMEligibility Horizon : 550 NM
- 50. 5 0 4D profiles updated all along the flight Eligibility Horizon 550NM Eligibility Horizon 550NM Active Horizon 350NM Active Horizon 350NM When aircraft enters Eligibility Horizon, AMAN uses NM Data Arrival Management Info are “SWIMly”shared with XMAN Prototype Arrival Management Info are displayed to CWP when appropriate Aircraft are instructed via RT Extending the Horizon into Reims UAC
- 51. 5 1 LATC 5 min LACC 2 min Reims UAC 3 min Delays above the combined 10 min are allocated back in the holding stack Delays above the combined 10 min are allocated back in the holding stack Delay Sharing Strategy
- 52. 5 2 High Level System Overview
- 53. Heathrow XMAN Benefit Assessment • Operational procedure started in April 2014 • 40% candidate flights • 75% speed instructed • Reduction up to a minute • €4 million in fuel per annum • 15 tonnes of CO2 per annum • Reduced noise beneath the stacks 53
- 54. •EBBR •EDDK •EDDL •EGLL •EDDF XMAN for Multi-Airports •EHAM •LSZH • SESAR EXE696 • RTS in EEC • 7 Airports • 1 UAC • FABEC ATCOs • MUAC • KUAC • Zurich ACC • RUAC • Interesting Results • Dependencies between ASD and Horizons • Include XMAN workload analysis in locals ATFCM processes • Guidance on HMI
- 55. 55 Operational Deployment in Reims/Brest ACC • April 2016 : updated HMI “4ME” in Reims UAC for XMAN EGLL • October 2016 : Deployment of Brest ACC • Early 2017 : XMAN LSZH will start operation in Reims UAC
- 56. Thanks for your attention 56
- 58. AF1 in DP 2015
- 59. Geographical Scope and GAPs PCP identifies 25 airports London (Heathrow, Gatwick, Stansted) Paris (GDG, Orly) Milan Oslo Frankfurt Stockholm Madrid Berlin Amsterdam Manchester Munich Palma De Mallorca Rome Copenhagen Barcelona Vienna Zurich Dublin Düsseldorf Nice Brussels Istanbul Ataturk Extended AMAN to be implemented by 1 Jan 2024 Actual list of GAPs included in DP 2015
- 60. SDM Advice to Stakeholders • Extended AMAN is an evolution of the Basic AMAN, i.e. stepwise approach possible from Basic AMAN to Extended AMAN • Longer planning horizon introduces challenges – Integration in existing ATM systems, HMI, safety nets, controller tools etc – Extended planning horizon affects neighbouring ATC, airports etc – Network optimisation requires NM to be involved • Prepare for new supporting technologies and functions – SWIM expected to provide communication – i4D expected to provide more accurate data in ground ATM systems • Airports identified in PCP are eligible for CEF funding – Airports and ANSP must cooperate in deployment projects – Extended AMAN planning horizon might cover other airports, other ATC units, cross-border etc (all affected stakeholders should be included in a project that applying for funds) – Leading applicant should liaise with all stakeholders
- 61. Deployment has started • CEF Call 2014 – 2 projects related to Extended AMAN awarded • CEF Call 2015 – 6 project proposals related to Extended AMAN included in bid submitted by SDM on 16th February 2016 – INEA decision expected in summer 2016 • Subsequent CEF calls – Reference is Deployment Plan 2016 - DP 2016 – Stakeholders are encouraged to submit project proposals to close the GAPS identified for family 1.1.2 (high relevance) – Standards and Regulation • None, implementations can be based on bilateral agreements for the time being • Eventually cross-border operations might need some regulation
- 63. CLOSING REMARKS Mariagrazia La Piscopia, SESAR DM Benoit Fonck, SESAR JU
- 64. CHANGE IS HAPPENING NOW! • Europe-wide deployment has started • R&D is ongoing & delivering • SESAR prepares next waves of SESAR solutions (R&D)
- 65. SESAR IS NOW BECOMING A REALITY 65 SAIGA London Airspace Management Programme London Airspace Management Programme National WAN Infrastructure CANDI IP Preparation Project A-SMGCS Renewal of the Surface Movement Radar (BORA) Integrated Briefing System New (IBSN) ATM Data Quality CEF Call 2014 – SGA 2014 24 Member States involved 45 Beneficiaries (including SDM) 644 mln overall investment 6 projects already finished 26 projects expected to finish in 2016 84 Implementation Projects CEF Call 2015 27 Member States involved 83 Beneficiaries (including SDM) 223 Implementation Projects 65 Multistakeholder projects 2.4 bln overall investment
- 66. Thanks for your attention
Notes de l'éditeur
- These are the main services that are provided by the Air Traffic Services Units. For each of them we need operational procedures and associated tools that also cover every phase of the flight; starting from leaving the Gate and taxiing to the runway, taking off, climbing and cruise flight, descending and landing then taxiing back to the Gate. These are the areas we address in the SESAR Programme.
- The Programme lifecycle starts with the Strategic objectives defined by the Single European Sky and further refined in the ATM Master Plan. The ATM Master Plan provides the planning and business views of the operational improvements required to reach the strategic targets imposed by the Single Europen Sky. These operational improvements are developped and validated through the Research & Innovation cycle to confirm their feasibility and the related performance and benefits. This leads to the delivery of the validated results called SESAR Solutions. These SESAR Solutions are made available and can be used as part of the SESAR Deployment Programme. By end of 2016, SJU expects the delivery of more than 50 SESAR Solutions representing major evolutions to the European ATM system.
- The Programme lifecycle starts with the Strategic objectives defined by the Single European Sky and further refined in the ATM Master Plan. The ATM Master Plan provides the planning and business views of the operational improvements required to reach the strategic targets imposed by the Single Europen Sky. These operational improvements are developped and validated through the Research & Innovation cycle to confirm their feasibility and the related performance and benefits. This leads to the delivery of the validated results called SESAR Solutions. These SESAR Solutions are made available and can be used as part of the SESAR Deployment Programme. By end of 2016, SJU expects the delivery of more than 50 SESAR Solutions representing major evolutions to the European ATM system.
- The Programme lifecycle starts with the Strategic objectives defined by the Single European Sky and further refined in the ATM Master Plan. The ATM Master Plan provides the planning and business views of the operational improvements required to reach the strategic targets imposed by the Single Europen Sky. These operational improvements are developped and validated through the Research & Innovation cycle to confirm their feasibility and the related performance and benefits. This leads to the delivery of the validated results called SESAR Solutions. These SESAR Solutions are made available and can be used as part of the SESAR Deployment Programme. By end of 2016, SJU expects the delivery of more than 50 SESAR Solutions representing major evolutions to the European ATM system.
- As a result of the chaotic scenes of December 2010, the UK Government announced it would be launching a public inquiry to examine what had gone wrong and make recommendations for improvements in the future. The inquiry was led by Professor Tim Begg and resulted in an extensive official report published in March the following year. In response, Heathrow announced immediate investment in snow clearing equipment and other initiatives. However, one aspect of Heathrow’s operation identified and highlighted by the report was that there was no single communication and control centre that enabled all parties to see a consistent real-time picture of the current status of the airport. At this point Heathrow, as a member of SEAC, was already a member of the SESAR Programme and early development had already started on the APOC concept. Heathrow already provided input to this development but in tandem immediately pressed ahead to develop an APOC of its own in line with SESAR principles.
- Primary performance goals of AOM: Increase predictability of airport operations (integration of airport operations within the network) Increase efficiency of airport operations (integration of airport operations in the network) Secondary performance goals of AOM, driven by primary goals: Contribute to incremental flight efficiency Better use of existing airport capacity Proactive management of predicted impacts to normal operations Quicker recovery to normal operations from predicted or unpredicted adverse operating conditions Increased safety in the airport environment due to reduced uncertainty of operations and reduced congested through better planning Improved environmental sustainability due to reduced emissions on the ground through more efficient airport operations
- The paradigm change in the way Heathrow runs its operations at the airport is embedded in the APOC’s blueprint. It applies not only to the execution of the flight schedule, but the way that every business unit supporting the operation contributes to the plan. Those familiar with the SESAR concept will recognise the terminology above: performance targets in all areas of the business are set with defined metrics and thresholds. These are monitored in the APOC and in the case of a deviation away from the plan, they are managed by APOC stakeholders to restore and maintain normal operations. All information is stored for review and then fed back into the plan, in a continuous improvement loop.
- At Heathrow the passenger is placed at the heart of everything we do. With a stated corporate vision to provide passengers with the best airport service in the world, operational units are aligned to contribute their specialised function to each stage of the passenger’s journey. This aims to achieve a seamless service offering in the complete cycle from check-in to the arrivals hall. Each area has its own specific performance targets and these can be monitored against predefined thresholds to detect any deviations from the plan (the animated red squares simulate the generation of such performance alerts or warnings).
- Each business unit has its own performance metrics that can be monitored in the APOC. In the example above, two sets of metrics are shown related to the journey of both the passenger and his or her bag from check-in to departure. The focus is on the performance and quality of these journeys regardless of which business unit is supporting them. They are monitored on a visual APOC dashboard that allows airport stakeholders to be alerted to any areas of concern so that they may take corrective action. This is fully aligned with the SESAR principle of Steer, Monitor, Manage and perform Post-Operations analysis.
- Punctuality targets are now linked to senior management performance and reward schemes, so now Heathrow’s employees have a stake in achieving success. The ‘excellence’ stretch target for average departure punctuality in 2018 is set at 90%. This will be difficult to achieve, so it really needs everyone in the company to realise the part they have to play in helping to deliver any improvement they can in their area of the business that could contribute towards punctuality. Currently, performance targets are focused on departure punctuality. Heathrow recognises that arrival punctuality is just as important for delivering the schedule. However, current research and development initiatives both in SESAR and elsewhere are not yet sufficiently mature enough to understand how this will work at the airfield in precise detail. Despite this, there is a solid aspiration to operate the airport in a way that means aircraft arrive at their scheduled (or target) times, to ensure that the turn-round phase and subsequent on-time departure is safeguarded – Heathrow will continue working towards this. For this concept to work, Heathrow cannot work in isolation. We recognise that we are the ground node of a wider European network, so we need the performance of other European airports to also be as good as they can possibly be, so we can minimise any adverse impacts on each other.
- So the APOC at Heathrow is effectively a Ground Coordinator of the European ATM Network. The APOC is a key tool in planning and managing optimum performance on a day-to-day basis. Information on all of the airport’s operational activities will, in the near future, be stored in the Airport Operations Plan (AOP) which is the next generation of A-CDM. This information is transparent and visible to all of Heathrow’s stakeholders, who use it to maintain a common situational awareness derived from a single source. In the future, a subset of this information will be equally transparent and shared with the Network Manager, who will use the data to better manage demand and capacity balancing at the Network level. Other airports and ATM stakeholders will similarly benefit from this information sharing to better coordinate their own activities, ultimately leading to better performance both for local stakeholders and the Network as a whole.
- Similar implementations are picked up elsewhere in the world based on SESAR solutions This caters for European products to be marketed outside Europe We see implementations happening in the oceans based on demonstrations in SESAR