Ref.

Ares(2017)5876042 - 30/11/2017
INDUSTRIAL RESEARCH

SESAR 2020 Concept Of

Operations Edition 2017
D19.2.1 PU/CO/CL
Project Acronym PJ.19-02
Grant: 731765
Call: H2020-SESAR-2015-2
Topic: ATM Operations
Consortium coordinator: EUROCONTROL
Edition date: 28 November2017
Edition: 01.00.00
SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

Authoring & Approval

Authors of the document

Name Role Date
Christian Bousmanne / EUROCONTROL Task contributor 2017-07-07
Daniel Ferro / Airbus Task contributor 2017-07-07
Daniel Schuller / NATS Task contributor 2017-07-07
Gabriele Zaki / DFS Work Package Leader 2017-07-07
Igor Kuren / EUROCONTROL Task contributor 2017-07-07
Lars Stridsman / COOPANS Task Leader 2017-07-07
Olivier Huart / Skyguide Task contributor 2017-07-07
Othmar Schnabel / DFS Task contributor 2017-07-07
Mihail Genchev / EUROCONTROL Task contributor 2017-07-07

Reviewers internal to the project

Name Role Date
Alain Boucher / Dassault Aviation Task participant 2017-06-02
Anna Weszelits / COOPANS Task participant 2017-06-02
Catherine Champagne / Dassault Aviation Task participant 2017-06-02
Davide del Vecchio / ENAV Task participant 2017-06-02
Esther Calvo Fernandez / ENAIRE Task participant 2017-06-02
Germán Ignacio Meyer / INDRA Task participant 2017-06-02
Jorge Bueno Gomez / ENAIRE Task participant 2017-06-02
Leticia Sanchez-Palomo Bermudez / ENAIRE Task participant 2017-06-02
Magnus Moelbaek / COOPANS Task participant 2017-06-02
Martin Stieber / COOPANS Task participant 2017-06-02
Pascal Latron / Skyguide Task participant 2017-06-02
Peter Howlett / Thales ATM Task participant 2017-06-02

Thomas Maier / Airbus Task participant 2017-06-02

Ylva Cappelin / COOPANS Task participant 2017-06-02

Reviewers external to the project

Name Role Date
S Andrews PCI Lead PJ01 2017-06-02
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All rights reserved. Licensed to the SESAR Joint Undertaking under conditions.
SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

N de Gelder PJ.01 2017-06-02

B Favennec PJ.01-03 Solution lead 2017-06-02
PJ.01-06 solution team 2017-06-02
A Inard PCI Lead PJ02, PJ04 2017-06-02
F. Mangiaracina PJ.02-05 2017-06-02
J Kopec PJ.02 2017-06-02
J Niewinski PJ.02 2017-06-02
[Link] PJ.02-01 2017-06-02
R Pelchen-Medwed PJ.02-05 HF POC 2017-06-02

M Mendoza PJ.02-08 2017-06-02

H Ekstrand PJ.02-11 2017-06-02
P Le Mesre De Pas PJ03b 2017-06-02
G Marazzo PJ.04-02 2017-06-02
M Filipp PJ05 2017-06-02
F Serdot-Omer PCIL PJ.06 2017-06-02
B Raynaud PJ.06 2017-06-02
P Calzon PJ.06 2017-06-02
E de Muelenaere PCIL PJ.07, PJ8, PJ9 2017-06-02
R Batteux PJ.07 2017-06-02
Y Migliorini PJ.10 2017-06-02
E Groeneveld PJ.10 2017-06-02
M Poppe PJ.10 2017-06-02
H Souami PJ.17 2017-06-02
S Abbas PJ.17 2017-06-02
C Bach Airbus HF 2017-06-02
C Madler Airbus HF 2017-06-02
D Gawrysiak Airbus HF 2017-06-02
S Rozzi Airbus HF 2017-06-02
Q McEnteggart SESAR Joint Undertaking 2017-06-02

Approved for submission to the SJU By - Representatives of beneficiaries involved in the project
Name Position Date
Daniel Ferro / Airbus Task contributor 2017-07-14

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All rights reserved. Licensed to the SESAR Joint Undertaking under conditions.
SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

Lars Stridsman / COOPANS Task Leader 2017-07-14

Catherine Champagne / Dassault Aviation Task participant 2017-07-14
Gabriele Zaki / DFS Work Package Leader 2017-07-14
Esther Calvo Fernandez / ENAIRE Task participant 2017-07-14
Davide del Vecchio / ENAV Task participant 2017-07-14
Christian Bousmanne / EUROCONTROL Task contributor 2017-07-14
Germán Ignacio Meyer / INDRA Task participant 2017-07-14
Daniel Schuller / NATS Task contributor 2017-07-14
Olivier Huart / Skyguide Task contributor 2017-07-14
Peter Howlett / Thales ATM Task participant 2017-07-14

Rejected By - Representatives of beneficiaries involved in the project

Name Role Date
- - -

Document History
Edition Date Status Author Justification
00.00.01 2017-01-09 Draft ConOps Team PJ19-02 Initial Draft
00.00.02 2017-05-15 Draft ConOps Team PJ19-02 Draft for internal review
00.00.03 2017-05-22 Draft ConOps Team PJ19-02 Draft for formal review
00.00.04 2017-07-03 Draft ConOps Team PJ19-02 Draft for Quality Assurance
00.01.00 2017-07-14 Draft ConOps Team PJ19-02 Draft submitted to SJU
01.00.00 2017-11-28 Approved ConOps Team PJ19-02 Final updated version

© – 2017 – The copyright of this document belongs to its contributors 4

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All rights reserved. Licensed to the SESAR Joint Undertaking under conditions.
SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

PJ.19-02
ATM OPERATIONS

This Concept Of Operations document is part of a project that has received funding from the SESAR
Joint Undertaking under grant agreement No 731765 under European Union’s Horizon 2020 research
and innovation programme.

Abstract
The Concept Of Operations (CONOPS) document describes the future Air Traffic Management (ATM)
operation envisaged in Europe. It represents the end state of the SESAR 2020 R&D. The objective
being that Civil and Military Airspace Users, Air Navigation Service Providers, Airports, Aviation &
ATM industries and SESAR 2020 Programme tasks, gain common understanding of the operational
characteristics of ATM in the future European airspace coming from the development of the SESAR
Programme, and the main significant changes they imply in operating practices along with the
capabilities they require.

© – 2017 – The copyright of this document belongs to its contributors 5

LFV/COOPANS, AIRBUS, NATS, EUROCONTROL, Skyguide and DFS .
All rights reserved. Licensed to the SESAR Joint Undertaking under conditions.
SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

Table of Contents

Executive summary ........................................................................................................... 10

1 Introduction ............................................................................................................... 15
1.1 Purpose of the document ............................................................................................... 15
1.2 Current scope and evolution of the CONOPS .................................................................. 15
1.3 Document Structure ....................................................................................................... 17
1.4 Intended readership ....................................................................................................... 17
1.5 Relation to ICAO initiatives............................................................................................. 18
1.6 Empowering Human Performance in ATM Operations .................................................... 19
1.7 Operational environment ............................................................................................... 20
1.8 Performance Expectations .............................................................................................. 20
1.8.1 Performance Driven Approach in SESAR 2020 ................................................................................ 20
1.8.2 Performance Expectations in the CONOPS ..................................................................................... 23
1.8.3 Dependencies and trade-offs .......................................................................................................... 24
1.9 List of Acronyms ............................................................................................................. 25
1.10 Glossary of Terms ........................................................................................................... 31
2 SESAR 2020 Operational Concept ............................................................................... 43
2.1 Concept overview .......................................................................................................... 43
2.1.1 Trajectory Based Operations ........................................................................................................... 43
2.1.2 The 4 Key Features .......................................................................................................................... 45
2.2 Trajectory Management ................................................................................................. 48
2.2.1 About the Data Set .......................................................................................................................... 50
2.2.2 The TM Matrix (temporary name) .................................................................................................. 52
[Link] The RBT ............................................................................................................... 52
[Link] Other (than RBT) Data Clusters........................................................................... 53
2.2.3 Meaning and Scope of the major TM Processes ............................................................................. 54
[Link] Planning .............................................................................................................. 54
[Link] Transfer from SBT/SMT to RBT/RMT .................................................................. 56
[Link] Execution ............................................................................................................ 57
[Link] Trajectory monitoring ......................................................................................... 58
2.2.4 Overview of the Processes associated to the Analysis/Modification of RBT Data .......................... 59
[Link] RBT/RMT Consistency Check Process ................................................................. 60
[Link] RBT/RMT Update Process ................................................................................... 60
[Link] RBT/RMT Revision Process ................................................................................. 62
[Link] RBT/RMT Synchronisation .................................................................................. 66
[Link] Controlled Time Over/Controlled Time of Arrival (CTO/CTA)............................. 67
2.2.5 MET Aspects .................................................................................................................................... 67
2.3 Optimised ATM Network Services .................................................................................. 69
2.3.1 Introduction and Transversal Aspects ............................................................................................. 75
2.3.2 Optimised AU Operations ............................................................................................................... 77
2.3.3 Dynamic Airspace Configuration (including Advanced ASM) .......................................................... 79
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SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

2.4 Advanced Air Traffic Services.......................................................................................... 84

2.4.1. Traffic Synchronisation ............................................................................................................... 84
2.4.2. Dynamic and Enhanced Routes and Operations......................................................................... 90
[Link]. TMA ................................................................................................................... 92
[Link]. En Route ............................................................................................................ 95
2.4.3. Conflict Management ................................................................................................................. 98
[Link]. New roles and procedures ............................................................................... 103
2.4.4. RPAS Integration ................................................................................................. 106
2.4.5. Air Safety Nets .......................................................................................................................... 108
[Link]. Ground Based Safety Nets ............................................................................... 109
[Link]. Airborne Safety Nets........................................................................................ 110
2.5 High Performing Airport Operations ............................................................................. 112
2.5.1 Increased Runway and Airport Throughput (PJ-02) ...................................................................... 112
2.5.2 Integrated Surface Management (PJ03a)...................................................................................... 118
2.5.3 Airport Safety Nets (PJ03b) ........................................................................................................... 122
2.5.4 Total Airport Management (PJ04) ................................................................................................. 126
2.5.5 Remote Tower for multiple airports (PJ05) ................................................................................... 133

3 High Level Operational Scenarios ..............................................................................135

3.1 Purpose and scope of scenarios .................................................................................... 135
3.2 High Level Operational Scenario for SESAR vision ......................................................... 135
3.2.1 Planning phases............................................................................................................................. 136
3.2.2 Execution phases ........................................................................................................................... 143
3.2.3 Post execution phases ................................................................................................................... 157

4 High Level Operational Requirements .......................................................................159

4.1 Introduction ................................................................................................................. 159
4.2 Operational Requirements PJ 01 .................................................................................. 161
4.2.1 Top Level Requirements PJ 01....................................................................................................... 161
4.2.2 High Level Requirements PJ 01 ..................................................................................................... 163
4.3 Operational Requirements PJ 02 .................................................................................. 166
4.3.1 Top Level Requirements PJ 02....................................................................................................... 166
4.3.2 High Level Requirements PJ02 ...................................................................................................... 167
4.4 Operational Requirements PJ 03a................................................................................. 170
4.4.1 Top Level Requirements PJ 03a..................................................................................................... 170
4.4.2 High Level Requirements PJ03a .................................................................................................... 171
4.5 Operational Requirements PJ 03b ................................................................................ 173
4.5.1 Top Level Requirements PJ 03b .................................................................................................... 173
4.5.2 High Level Requirements PJ03b .................................................................................................... 174
4.6 Operational Requirements PJ 04 .................................................................................. 175
4.6.1 Top Level Requirements PJ 04....................................................................................................... 175
4.6.2 High Level Requirements PJ04 ...................................................................................................... 177
4.7 Operational Requirements PJ 05 .................................................................................. 178
4.7.1 Top Level Requirements PJ 05....................................................................................................... 178
4.7.2 High Level Requirements PJ05 ...................................................................................................... 179
4.8 Operational Requirements PJ 06 .................................................................................. 180
4.8.1 Top Level Requirements PJ 06....................................................................................................... 180
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SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

4.8.2 High level Requirements PJ 06 ...................................................................................................... 180

4.9 Operational Requirements PJ 07 .................................................................................. 184
4.9.1 Top Requirements PJ 07 ................................................................................................................ 184
4.9.2 High Level Requirements PJ07 ...................................................................................................... 186
4.10 Operational Requirements PJ 08 .................................................................................. 190
4.10.1 Top Requirements PJ 08 ........................................................................................................... 190
4.10.2 High Level Requirements PJ 08 ................................................................................................. 191
4.11 Operational Requirements PJ 09 .................................................................................. 192
4.11.1 Top Requirements PJ 09 ........................................................................................................... 192
4.11.2 High Level Requirements PJ 09 ................................................................................................. 194
4.12 Operational Requirements PJ 10 .................................................................................. 195
4.12.1 Top Requirements PJ 10 ........................................................................................................... 195
4.12.2 High level Requirements PJ 10 .................................................................................................. 196
4.13 Operational Requirements PJ 11 .................................................................................. 201
4.13.1 Top Requirements PJ 11 ........................................................................................................... 201
4.13.2 High level Requirements PJ 11 .................................................................................................. 202

5 References ................................................................................................................205
Appendix A Roles and Responsibilities ........................................................................... 1
A.1 Appendix Information ...................................................................................................... 1
A.2 Airspace User Operations ................................................................................................. 1
A.3 Airport Operator .............................................................................................................. 3
A.4 Network Operations ......................................................................................................... 4
A.5 Air Traffic Services Operations........................................................................................ 10
A.6 Actors and corresponding roles (examples) .................................................................... 16
Appendix B SESAR 2020 Baseline Operational Improvements...................................... 18
Appendix C SESAR 2020 Operational Improvements.................................................... 24

List of Tables
Table 1: SESAR 2020 Baseline Operational Improvement .................................................................... 23

Table 2: SESAR 2020 Operational Improvement ................................................................................... 41

List of Figures
Figure 1: SESAR 2020 Performance Management Process ................................................................... 21

Figure 2 The 4 Key Features .................................................................................................................. 46

Figure 3 Major clusters part of the FRDS. (Civil aircraft/ tentative) ...................................................... 51

Figure 4: Trajectory Management in Execution .................................................................................... 60

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SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

Figure 5 RBT Update process ................................................................................................................ 62

Figure 6: RBT/RMT Revision Process ..................................................................................................... 64

Figure 7 Illustration of minimised TMA Route Structure, which is the default..................................... 95

Figure 8 INAP and complexity / workload assessment ....................................................................... 104

Figure 9 Linked Consecutive Business Trajectories integrating Airport Turnaround Process ............ 128

Figure 10 Example of Different DCB process coexisting at the same time ......................................... 130

Figure 11 CDM Processes .................................................................................................................... 131

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SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

Executive summary
The Concept Of Operations (CONOPS) acts as the primary point of concept entry for organisations
and individuals external and internal to the SESAR Programme. The SESAR 2020 CONOPS addresses
solely the concept elements that are relevant in the SESAR 2020 context.

SESAR Concept Of Operations has been incrementally developed through SESAR CONOPS Step 1 [17],
Step 2 [18] and Transition CONOPS SESAR 2020. These have been superseded by CONOPS SESAR
2020 reflecting the concept in a step agnostic manner.

The SESAR Vision identifies improvement areas where operational improvements supported by
technical solutions will bring performance gains that yield the overall perfomance expected in Single
European Sky High-Level Goals as set out in the European ATM Master Plan. These goals being three-
fold increase in ATM capacity, improve safety by a factor of 10, 10% reduction of the effects on the
environment and a reduction of the cost for ATM services by 50%.

The SESAR CONOPS objective is to achieve a high performing ATM system enabling Airspace Users
(AU) to fly their optimum trajectories as far as possible.

Trajectory Based Operations providing high predictability and accuracy of the trajectory allow a
seamless process from planning to execution and a seamless process from gate-to-gate based on
information sharing, with airborne and ground actors sharing consistent information throughout the
Business/Mission Trajectory lifecycle. On ground, Flight/Wing Operations Centres (FOC/WOC), the
Network Manager (NM), Airports and Air Navigation Service Providers (ANSP) will share trajectory
information through System Wide Information Management (SWIM).

Airborne systems will receive clearances, instructions and information via air ground data link and so
keep a fully consistent trajectory as agreed with the ground actors. Furthermore, airborne systems
will be able to provide, via datalink, updated inputs to enhance the ground trajectory with aircraft
specific and environmental parameters.

The latest agreed trajectory will be the Reference Business or Mission Trajectory to both Airspace
Users and ANSPs. Flexibility will be retained in the system, and a specific level of adherence to the
agreed reference 4D trajectory will not necessarily be required unless operationally needed.

Ad hoc clearances and instructions will be issued as needed to meet a specific ATM function (e.g.
Demand and Capacity Balancing, Complexity Management, Arrival Management or Separation
Management). Flexibility will also be a key to ensure a resilient system that is able to deliver to
maximum capacity in all situations.

In the planning phase, Target Times will be set as necessary along each flight’s trajectory, in an
extension of the current successful use of milestones for CDM airport operations.

The ATM system will operate in a flight and flow centred operating manner, which will better cater
for Airspace Users´ needs by allowing them increased flexibility. All stakeholders aim at the
maintenance and achievement of the ATM Target Times.

Airports, as the ATM system nodes, will benefit from increased predictability thanks to Trajectory
Management.

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SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

Airspace Users will be able to re-plan in real time to adapt to a changing environment in order to
maximise their flight cost efficiency and meet their business goals. User Driven Prioritisation Process
(UDPP) will become a key mechanism to enable Airspace Users to prioritize their flights based on
company policy and business model and agree to a mutually acceptable plan in a cooperative
manner. Performance monitoring will become an integral part of the ATM system, which will both
allow ANSPs and AUs to choose which key performance areas they want to prioritise to better serve
their customers´ needs.

The technological evolution of civil and military airborne and ground systems is essential to the
realisation of the SESAR concept. Standardised and interoperable systems will enable new system
architectures such as integrated virtual centres.

Higher automation levels will enable a cost effective performance based service provision that will
allow to increase the global ATM system performance and thereby allow aircraft to fly optimised
flight profiles. At the same time, the concept recognises the continued important role of humans in
the future system. Procedures will change significantly and needs related to operators´ future
detailed activities will differ from today.

As military airborne technology will not follow the same evolution cycle, dedicated procedures and
solutions will have to be developed to secure military operations in the future SESAR environment.

Integration of military operations into European ATM network requires that respective authorities
may establish a process for mutual recognition and harmonisation of their performance
requirements and to incorporate the military operations into the SES by adopting performance
driven compliance. Competent military authorities align approval processes and mutual recognitions
in order to harmonise their requirements and minimise the impact on resources.

THE FOCUS OF SESAR EFFORTS IS -

The development and implementation of automation, giving access to conflict detection and
resolution tools and automated conformance monitoring tools, reducing the Air Traffic Control
Officer (ATCO) need for ad hoc interventions. Automation of routine tasks and wide introduction of
data communication will also allow ATCOs to concentrate on added value tasks, handling more traffic
in a safer way, improving Controller productivity and enhancing flight efficiency.

A lean and efficient use of Air Navigation Service (ANS) infrastructure through defragmentation,
standardisation and rationalisation of the infrastructure (including Communication, Navigation and
Surveillance), which will allow ANSPs to use lean and modular systems, easily upgradable and
interoperable with each other. The appropriate virtualisation of ANS through the creation of virtual
Area Control Centres (ACCs) and use of remote towers will allow a more efficient and flexible use of
resources, improving substantially the cost efficiency of service provision.

Increased collaboration and operational predictability will be enabled by collaborative decision

making, allowing prioritisation processes for operations and increased predictability. ATM
information will be shared digitally via a common information platform (System Wide Information
Management (SWIM)) both ground-ground and air-ground.

Thanks to the introduction of new cutting-edge ground-ground trajectory exchange mechanism (e.g.
Interoperability (IOP) and the SWIM infrastructure), high quality 4D trajectories data with all relevant
information are automatically made available to all relevant stakeholders, improving common
situation awareness, automation and global performance.
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SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

Improved airport performance and access will be achieved through increased capacity and
predictability at high traffic airports, implementing enhanced runway throughput technologies, more
accurate navigation and routing tools, and technical solutions allowing maintaining performance in
all weather conditions.

Approach operations taking into account diversity of equipped aircraft (LPVLPV, ILS, GBAS) even
complemented by CVS,, will improve access to airports even with no ground navigation
infrastructure, allowing better flexibility and enhanced environmental friendly operations for all
aircraft.

Remote towers will allow extending operation coverage at Small to Medium Aerodromes opening
new markets e.g. in airports serving isolated areas and communities, thus stimulating local economy.

In the context of Airport integration in the network, the operational information affecting one
aircraft is reflected in the Airport Transit View (ATV). The ATV ensures that airport performance
capabilities and ground operations are known to all actors so that they can act accordingly and
anticipate potential conflicts.

When trajectory negotiation occurs, Airspace User can coordinate with the Airport Operator the
stand, runway and taxiways preferred and propose runway entry/exits to be used. These
negotiations are part of the Airport Collaborative Decision Making (A-CDM). As a result, parameters
such as Target Times (e.g. TSAT, TTA, etc.) can be associated to the trajectory, which take into
account the turnaround operations and potential events that might affect the plan and trigger
updates or adjustments of the trajectory.

Airport Operators manage operations using the Airport Operations Plan (AOP). The use of enhanced
meteorological (MET) information will support these process optimisations. Airspace Users and other
Airport Services Operators provide information of their operations (turnaround, de-icing, etc.) for
planning and execution purposes. The Airport Operations Centre (APOC) checks alignment between
the planned and executed actions and updates AOP when necessary, involving the proper
stakeholders participating in CDM processes. Stakeholders such as Air Navigation Services Provider
(ANSP) and Network Manager benefit from the ATV when planning their processes as they have a
clear actual and dynamic picture of the Airport Operations through effective information exchanges
between Airport Operations Plan (AOP) and Network Operations Plan (NOP).

Full integration of Arrival Manager/Advanced Surface Movement Guidance and Control

System/Departure Manager (AMAN/A-SMGCS/DMAN) (acquired during SESAR 1) plays a major role
in Surface Planning and Routing and is now linked to Demand and Capacity Balancing (DCB), CDM
and User Driven Prioritisation Process (UDPP) through the use of automation and decision making
support tools.

UDPP is used in conjunction with the CDM processes (including En Route phase) and prioritises flights
subject to constraints triggering AUs´ opportunity to introduce flight prioritisation and/or trade-offs
between flexibility and predictability in their operations.

Flight Crews receive dynamic traffic context information superimposed onto the airport layout in the
cockpit, including status of runways and taxiways, obstacles, route to runway or stand. Ground signs
(stop bars, centreline lights, etc.) are triggered automatically according to the followed route.

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SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

Airborne & ground-based systems detect risk of collision with other traffic and fixed obstacles during
runway and taxi operations, non-compliance with airport configuration as well as non-conformance
to procedure or clearances. This includes vehicles that operate on runways and taxiways in the
manoeuvring area of the airport. The Flight Crew and Controllers are provided with the appropriate
safety alerts, either generated by the on-board system or by the ground system.

The application of Pair Wise Separation (PWS), based on the aircraft characteristics of a lead and a
follower aircraft during final approach and take-off in the common departure path, increases the
airport capacity and enables a more efficient wake turbulence separation. During approach only, non
wake turbulence PWS for minimal pairs can also be implemented based on Required Surveillance
Performance capability. Additionally, procedures or aircraft/Flight Crew capability to predict and
reduce Runway Occupancy Times (ROT) at departure and arrival allows ATC to improve runway
management and optimise runway throughput.

New ground and airborne systems enable greater runway capacity under poor weather conditions,
due to better accuracy and reliability of aircraft guidance on final approach. Surface and runway
operations are enhanced through the use of combined vision system for equivalent visual landing,
taxi and take-off operations in Low Visibility Condition.

The introduction of new approach and landing procedures such as Multiple Runway Aiming Points,
Increased Glide Slope, Double Slope Approach and Dual Threshold reduces the noise footprint on
final approach and collaborates in a more efficient use of the runway and ROT managing.

Rotorcraft traffic has improved access both to airspace in high density areas flying on an optimised
Low Level IFR route network and to airports with the possibility to operate under IFR using
Simultaneous Non-Interfering approach and departure procedures. Designated procedures and
technical solutions for rotorcraft (which have significantly different performance characteristics to
fixed-wing aircraft) enable IFR approaches/departures directly to/from a Final Approach and Take-Off
area (FATO). In addition, Non Interfering Approach and Departure Procedures may be introduced to
keep General Aviation separated from mainline procedures as early as possible to optimise runway
throughput.

Test flights and other specific activities are also subject to SBT/SMTs and their specific trajectory
requirements are taken into account e.g. Airspace Reservation/Restriction (ARES).

Remote Tower technology is used to support multiple airports from a single remote location. The
addition of enhanced vision systems may also provide safety improvements. Remote Towers are also
used to provide contingency operations.

Improved flight trajectories are enabled through Network Management (Dynamic Airspace
Configuration being fully integrated with Demand and Capacity Balancing and dynamic DCB fully
integrated with ATC planning), queue management, flight centric operations, or use of collaborative
control. This allows Airspace Users to fly their preferred routes, satisfying their business needs, and
perform continuous descent and climb, generating environmental benefits both on emissions and
noise.

Airspace configuration will dynamically adjust to capacity/demand needs. The Dynamic Airspace
Configuration concept delivers an optimised and coordinated organisation of airspace reservations
and ATC sectorisation, that delivers performance to respond flexibly to the Airspace Users’

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SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

expectations, and to support optimized trajectories in an environment that encompasses Free Route
and Flight and/or Flow-centric operations.

Inclusion of all aircraft into the airspace will be enabled, allowing all Airspace Users (including Airlines
but also Military, Business, General Aviation or Rotorcraft users, as well as Remotely Piloted Aircraft
Systems (RPAS), to be integrated in the ATM airspace in an efficient manner whilst globally
maintaining safety.

Safety, the overarching aim of the entire Single European Sky (SES) II initiative, is a central element of
any technical solution developed by SESAR. The concepts will be supported by new tools designed to
prevent or reduce the risk of loss of separation (due to the increasing demand on limited airspace
and congestion at aerodromes), to reduce the runway excursion through energy monitoring, to
improve runway condition awareness and to alert for taxi non-conformance and for collision
avoidance in surface operation. Safety nets will be updated to ensure operation within the new
SESAR environment through the redevelopment of advanced collision avoidance tools taking
advantage of additionnal information and improving compatibility between all AUs.

Security and in particular cyber security, a growing concern in the aviation world, will also be
addressed in particular through the securing of data exchange.

The reduction of the environmental impact, through management of airborne and surface routing
and associated procedures will be an important element in reducing the perception of negative
climate, noise and health effects for direct stakeholders and the wider community.

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SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

1 Introduction
1.1 Purpose of the document
The Concept Of Operations (CONOPS) document in SESAR is a document describing the operational
concept, answering the question “what?” and also describing on a high level the way this concept
shall be applied, answering the question “how?” thereby providing the overall concept level guidance
to ensure consistent development of the operational details.

SESAR operational concept, fitting the European ATM Master Plan, formulates and describes the
evolution of the European ATM System.

The European ATM Master Plan outlines the essential operational and technological changes that are
foreseen to provide SESAR contributions to achieving the European SES strategic performance
objectives. It is the agreed European “roadmap” connecting research and development with
deployment scenarios and is the key tool for SESAR deployments providing the basis for timely,
coordinated and efficient deployment of new technologies and procedures.

The CONOPS document bridges the aspirations of the Master Plan with the practical solutions
achieving the objectives of the Master Plan. It is the main common reference for all operationally
related SESAR tasks. It describes the three main operational key features of SESAR: High Performing
Airport Operation, Optimised Network Management and Advanced ATS1. This document may evolve
and refinements will be necessary as validation of concept elements is assessed with respect to the
delivery of expected performance.

1.2 Current scope and evolution of the CONOPS

SESAR 2020 CONOPS describes on a high level the ATM operation envisaged in Europe. It allows civil
and military Airspace Users, Service Providers, Airports, Aviation and ATM industries, Aviation
Regulation bodies and SESAR Programme tasks to gain a common understanding of the operational
characteristics of ATM and the main changes they imply in operating practices along with the
capabilities they require.

The CONOPS covers the complete air traffic management process from early planning through flight
execution to post flight activities.

The CONOPS represents the end state for SESAR 2020. Intermediate steps, such as operational
improvements that are superseded by new operational improvements are therefore not described in
this document. It describes the goal for the ATM operation when Operational Improvement (OI)
Steps are fully implemented, i.e. it describes the ATM operation of the future in the present tense.

1
The 4th SESAR key feature „Enabling Infrastructure” is not elaborated in this document. See further information in section 2.1.2.

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SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

It should be noted that the concepts described may only apply to operational environments where
they provide clear benefits to ATM and are practicable. There may in some instances exist optional
solutions that can be applied to gain the same operational benefit.

CURRENT SCOPE
SESAR 2020 CONOPS, although being a very comprehensive document addressing all operational
areas of the future European SES Air Traffic Management will always have to evolve. Depending on
the timing of the document and its relation to the moving target of changes introduced into the
SESAR2020 programme and different strategic priorities over time, the document will in periods not
be synchronised with those changes. There are and will always be room for improvement of such a
document.

Following areas for improvements have been identified:

 CONOPS 2017 reflects Data Set DS17 whereas DS17b is the version currently being decided.
This asynchronous development will continue until the last and final version of the
SESAR2020 CONOPS is finished.

 Validation Results will only be available closer to project end, therefore only very few results
can be reflected in intermediate versions of the CONOPS.

 The CONOPS document is intended for use by SESAR2020 solution project. Therefore the
document is both lengthy and contains project internal references. This makes the document
less usable by project external readers as well as by Management level. However a short
introduction to the concept was written to allow for easier understanding.

EVOLUTION OF THE CONOPS

During 2018 a High Level CONOPS Document will be developed.

 The document will be high level, omit pure project or solution references and avoid going
into too low level of detail.
 It aims at being readable and understandable by all stakeholders, with or without specific
SESAR knowledge.
 It will provide the link to the ATM Vision produced for the ATM Master Plan 2018.
 DS18a will be the reference Integrated Roadmap.
 Promising initiatives from Exploratory Research will be presented.
 It will go beyond the current SESAR2020 activities/solutions, addressing e.g.
Drone/RPAS/UAS and digitalisation/automation.

During 2019 the final S2020 Wave 1 CONOPS will be developed.

 The document will be the formal reference for projects at the start of SESAR2020 Wave 2
 It will be in line with the ATM Masterplan 2018.
 Link between SESAR Exploratory (ER) and Solution projects.
 DS19 will be the reference Integrated Roadmap.
 The performance expectation aspects of the CONOPS will be strengthened, refined, better
aligned and integrated with the overall programme performance approach. The links
between Solution Projects and the Operational Requirements and Performance Expectations
will be maintained
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1.3 Document Structure

The document addresses the three main operational key features of SESAR 2, links the concept
elements to the expected performance and illustrates it through several scenario descriptions. High
Level Operational Requirements ensure that detailed operational concept descriptions are consistent
with the global concept as well as with other detailed concept elements.

Chapter 2 - SESAR 2020 Operational Concept addresses the new operating methods brought by
SESAR 2020. It is structured around the three operational key features, Optimised ATM Network
Management, Advanced Air Traffic Services and High Performing Airport Operations.
Chapter 3 – High Level Operational Scenario presents a high level scenario covering the full scope of
SESAR 2020, addressing a nominal case where all relevant Operational Improvement steps (OI) are
covered from the perspective of the key actors (ATC, NM, Airport and Airspace User) through all
flight phases from planning to post-flight.
Chapter 4 – High Level Operational Requirements
Chapter 5 - References
Appendices
A) Roles and Responsibilities describing the operational actors and roles of the ATM system and
their responsibilities in the ATM system corresponding to SESAR 2020
B) SESAR 2020 Baseline Operational Improvements listing OI Step titles derived from the Integrated
Roadmap Data Set 17 (DS17) that are referred to in chapter 4 “High Level Operational Scenario”
C) SESAR 2020 Operational Improvements that will be completed reflecting coming OIs, which are
not yet formally approved

1.4 Intended readership

SESAR 2020 CONOPS is derived from SESAR definition phase Concept Of Operations [1] and answers
to the business needs and performance expressed in the ATM Master Plan [4].

The CONOPS contains High Level Requirements covering the operational concept and its changed
operating methods as described in chapter 2 in this document. It is expected that the main
operational requirements developed in OSEDs by SESAR 2020 operational Solution Projects are
mapped and traced onto the high-level requirements; thereby assuring that SESAR Concept is a
homogeneous consistent concept at all levels.

The CONOPS also describes the expected performance to be achieved through the concept elements.
These expectations are expressed as performance requirements in OSEDs and validated through
Validation and Release processes.

The target audience of this document are twofold:

2
The 4th SESAR key feature „Enabling Infrastructure” is not elaborated in this document. See further information in section 2.1.2.

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SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

 Primarily SESAR Joint Undertaking partners and stakeholders involved in the development
and validation of the SESAR concept, Solution and Enabling projects and Very large Scale
demonstration projects. The CONOPS serves as the common high-level reference document.
It sets the framework for development of further detailed operational concept descriptions
in Operational Service and Environment Definition (OSED) documents developed in SESAR
2020 Solution projects.

 Secondly, this CONOPS is also aiming at providing the global ATM community with more
information on how Europe intends to develop and implement the ATM System to meet the
overarching goals of the Global Air Transport. In future versions this document may provide
high-level requirements identifying the need for global interoperability to be addressed by
international organisations (e.g. EUROCAE, RTCA and ICAO).

1.5 Relation to ICAO initiatives

The International Civil Aviation Organization (ICAO) has developed the Global ATM Concept
describing the future ATM concept applicable on a global basis.

The SESAR Concept Of Operations is developed with reference to the ICAO Global Air Traffic
Management Operational Concept [5]. The former, however, details the concept to a level where it
can be validated and implemented in European operational environments.

In parallel ICAO has initiated the “Aviation System Block Upgrades” (ASBU) [7] initiative as a
programmatic framework that develops a set of Air Traffic Management (ATM) solutions or upgrades
that takes advantage of current equipage, establishes a transition plan, and enables global
interoperability.

ASBU comprise a suite of modules, organised into flexible and scalable building blocks. Block
upgrades describe a way to apply the concepts defined in the ICAO Global Air Navigation Plan [11]
with the goal of implementing regional performance improvements. It includes the development of
technology roadmaps, to ensure that standards are mature and to facilitate the synchronisation
between air and ground systems, as well as between regions. The ultimate goal is to achieve global
interoperability.

The following block upgrades have been defined:

 Block 0: available now

 Block 1: available to be deployed globally from 2018
 Block 2: available to be deployed globally from 2023
 Block 3: available to be deployed globally from 2028

SESAR Concept Of Operations relates mainly to ASBU blocks 1 and 2.

The exact mapping between SESAR Operational Changes and the ICAO Global Concept Blocks may be
seen in the Master Plan Portal website [13] where ASBU Block 0 links to the Deployment Baseline,
ASBU Block 1 corresponds to SESAR Operational Changes of SESAR Step 1 and some aspects of Step
2. ASBU Block 2 corresponds mainly to essential changes of SESAR Step 2.

As recommended by ICAO Air Navigation Conference 12 [8], ASBUs have to be implemented in the
regional plans, and for the renewal of the European Air Navigation Plan. Cooperation with ICAO is
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SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

correspondingly important in order to reflect at European level the SESAR essential operational
changes supporting the CONOPS.

1.6 Empowering Human Performance in ATM Operations

With the aim to enhance the ATM processes, there is a perceived need to go beyond the state-of-
the-art concerning the efficiency of air- and ground tools and appropriate complementarity with
both human roles and definition of human tasks.

There is clearly an increasing opportunity to enhance the global Air / Ground ATM processes via the
right understanding of global ATM automation, supported by enhanced communication between
respective Air and Ground Automation & Assistance functionalities.

As regards automation, progressively more accurate and relevant information will be available to
ATM processes: e.g. wide implementation of Extended Projected Profile (EPP) and/or accurate 4D
Trajectory sent by Flight Operations and Wing Operations Centres as well as more up to date and
accurate airspace status and constraints. Such will be used to enhance e.g. trajectory calculations,
traffic and sectors load predictions and will provide a Trajectory Based Operating environment
supporting advanced tools.

As a result, there is an absolute need to take into account the necessary balance between the
efficiency created by automation and the human capability (when assisted by more basic functions).
This is particularly valid for recovery from non-nominal and/or degraded modes of operations. The
identification of most sizing failures, fallback and degradation (i.e. most frequent and/or impacting
ones) requires a correct understanding of the needed robustness of the tools and a detailed
description of the related human roles. The human decision needs to always take primacy over a
system, independent of the automation level3.

As an example, the airborne domain has experienced significant enhancements to safety, flight
efficiency and regularity, cost-efficiency and comfort of operations. Contributing to those
enhancements, automation of Cockpit functions was enabled thanks to the combination of three
pillars:

 Advanced functionalities supported by powerful hardware and software

 Data of appropriate quality (accuracy; reliability and integrity; availability etc.)
 Operational procedures to efficiently implement the above evolutions, with the support of
the needed training

As a conclusion, attention must be drawn to the importance of the capabilities offered by sensible
automation developments as a key contribution to ATM enhancements. The exploration of such
capabilities in support to modern operations shall be performed with the right experts, dedicating
the appropriate effort and time for this, and prior to decisions for prototyping and validation at V3
level or beyond (e.g. Very Large Scale Demonstrations).

3
For a more complete material on Human Performance Guidance, see ref. [23]

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1.7 Operational environment

The R&D solutions under SESAR 2020, will contribute to the improvements and benefits to be
realised through the gradual implementation and deployment of the SESAR CONOPS. The
achievement of the above described improvements with the maximum performance gains will
require a change in the way in which solutions are deployed and services are provided.

Following aspects of the operational environment need to be considered for SESAR 2020:

 Traffic Characteristics (including Airport) presented by Long-term forecasting with horizons of up

to twenty years, as indicated in the 2013 edition of EUROCONTROL’s study, “Challenges of
Growth” [16]
 Capacity Characteristics (European ATM Master Plan) [13]
o Airports: Combination of Utilisation / Layout.
o TMA: Low Medium/High Complexity
o En Route: For En Route Operating Environments, the categories are based on the
Complexity score (a composite measure combining traffic density (concentration of
traffic in space and time) with structural complexity (structure of traffic flows)

 Airport Capacity presented in chapter 4.2 of Challenges of Growth 2013 Task 4: European Air
Traffic in 2035
 Environmental Impact presented in chapter 5 of Challenges of Growth 2013 Task 4: European
Air Traffic in 2035
 Other factors4
o Travel distance and aircraft size
o High-speed train
o Climate Change Risks and Resilience[16]

1.8 Performance Expectations

1.8.1 Performance Driven Approach in SESAR 2020
OVERVIEW OF THE SESAR 2020 HIGH-LEVEL PROCESS
The ATM Master Plan describes the Performance Ambitions that SESAR may enable through the full
implementation of its vision within the 2035 timeframe. The Performance Ambitions are outlined
according to several Key Performance Areas (KPAs), including those captured in the Single European
Sky (SES) High-Level Goals and by the SES Performance Scheme. The principle behind the programme
is that these Performance Ambitions can be achieved by defining and validating a Concept Of
Operations (CONOPS) made up of a set of discrete operational improvements or solutions that solve
identified operational problems.

4
chapter 4.4 of Challenges of Growth 2013 Task 4: European Air Traffic in 2035

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SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

The performance information cascading from the Master Plan should be linked to the operational
solutions defined by the SESAR Solution projects and integrated in the SESAR 2020 Concept of
Operations.

The SESAR Performance Management Process, as presented in Figure 1, is thus structured to steer
the overall R&D work in respect of these SESAR Performance Ambitions. The SESAR 2020 CONOPS
reconciles them by defining Performance Expectations5 that are mapped with the set of operational
improvements, which are described as SESAR Solutions.

SJU ATM MP
Committee

External forces + EU
Stakeholders
Performance Scheme
business needs Master Planning
1 Level (PJ20)
Performance
ambitions
2 Performance
Performance-driven
needs 6 Deployment
CONOPS (inc Perf packaging /
Expectations) and Consolidated
planning
Content VALS Business Case
Integration
Level Framework
(PJ19)
3 5
Validation Targets Consolidated
Performance
Assessment

4
SESAR
Solution
Solutions Development &
Development Validation Level -
and Validation (PJ1 to PJ18)

Figure 1: SESAR 2020 Performance Management Process

5
Performance Expectations will be defined in cooperation with PJ.19-04 to set the validation targets and the military dimension for
performance partnership

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The iterative nature of this process means that it is also a cycle. This includes the analysis of
performance assessments from validation exercises and CBAs including gaps. The findings are fed
back into CONOPS and VALS. To ensure the quality of this activity evolution of the SESAR Solution
validation should demonstrate increasing confidence in the performance assessment result.
Through validation exercises and dedicated analysis, the SESAR Projects assess the performance
benefits and costs of the operational improvements brought by SESAR Solutions. The results of the
validation are then extrapolated at an ECAC level by Project 19 to provide an overall performance
assessment of the solution. All the results at a Solution level are then collected and consolidated at a
Content Integration level. This is necessary to ensure that the Deployment Planning process executed
at Master Plan level is adequately de-risked against operational, technological and
economic/financial issues.
This will include the analysis of performance assessments form validation exercises and Cost Benefit
Analysis (CBAs) including gaps. These findings are fed back into CONOPS and Validation Strategy
(VALS).
The elements of the Performance Management Process are described in more detail in the SESAR
2020 Performance Framework (2017) [2]. A brief overview is presented below:
SESAR PERFORMANCE AMBITIONS
The political objective of the SES High Level Goals is to achieve a future European Air Traffic
Management (EATM) system which can, relative to 2005 performance, “enable a three-fold increase
in ATM capacity which will also reduce delays both on the ground and in the air; to improve the safety
performance by a factor of 10; to enable a 10% reduction in the effects flights have on the
environment; and to provide ATM services to airspace users at a cost of at least 50% less”.
PERFORMANCE EXPECTATIONS
Performance expectations are defined as qualitative estimations of a potential performance outcome
or impact that could be achieved as a result of the implementation of an envisaged operational
improvement. Nevertheless, it needs to be validated and confirmed. Performance expectations
should be seen as initial expert judgement of the magnitude of potential benefits for each KPI (prior
to validation), i.e. a bottom up estimation of the overall expected benefits, taking into account the
set of defined Solutions. In this way, they guide the allocation of Validation Targets.
The link to Operating environments (OEs), sub-OEs and probably even more detailed operational
context is important to identify realistic performance expectations. It should be noted however that
a number of OI Steps in the Integrated Roadmap do not show the allocation to OEs.
SESAR VALIDATION TARGETS
Validation Targets provide the link between performance ultimately expected in the longer term
(SESAR Performance Ambitions that represent requirements at socio-political and economic levels),
the CONOPS with its Performance Expectations, and the validation activities being carried out to
deliver the evidence of performance results.
The process is defined within the Validation Targets for 2017 deliverable [21] and combines top-
down and bottom-up steps to allocate an appropriate VT to each SESAR 2020 Solution. The top-down
steps establish the Validation Targets Starting points and decompose targets based on the Influence
Diagrams per KPI. The bottom-up steps identify which SESAR Solutions would have a performance
improvement for each KPI and assigned a qualitative, and then quantitative, assessment of the
improvement against each Influence Factor and each Sub OE.
PERFORMANCE VALIDATION OBJECTIVES , ASSESSMENT , RESULTS AND CBA
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SESAR Solutions and Enabling Projects are responsible for setting performance validation objectives,
and then undertaking performance assessments through the execution of validation exercises. This
provides performance results, costs and benefits per SESAR Solution.
Performance assessments will take place as a single or group of validation exercises as appropriate to
obtain sufficiently complete results. Projects are responsible to identify the needs for and
relationships among these exercises and to structure them accordingly within the resources/budget
available.
CONSOLIDATED PERFORMANCE ASSESSMENT
ECAC wide Performance assessment per SESAR Solution coming from the SESAR2020 Solutions and
their validation activities are consolidated taking into account different deployment scenarios from
PJ20 and the relationship between Solutions to obtain the performance of the Solutions together.
CONSOLIDATED BUSINESS CASE
This activity integrates the various assessments and CBAs that are produced by Solution Projects with
the Consolidated Performance Assessment from the Content Integration process. The consolidation
also structures the Consolidated Business Case in the most appropriate way to support decision-
making, with a particular focus on transition between development and deployment and the
different stakeholders concerned. It is important to note that the consolidated business case, if to
add value, should be largely dependent on implementation or deployment choices.

1.8.2 Performance Expectations in the CONOPS

The SESAR 2020 CONOPS developed at the Content Integration-level (PJ19-02), provide a
comprehensive and performance driven operational concept for all ATM phases of operation, whilst
ensuring a stepwise evolution of the entire ATM system.
The operational concept is internally consistent and meets the overall Performance Ambitions of
SESAR. This requires that the portfolio of SESAR Solutions under development, together with their
validations are presented through a coherent description of their operations, and are associated to
specific expectations in terms of performance improvement, based on available validation results,
evidences and expert judgment.
Performance Expectations in the CONOPS therefore represent the main performance enhancements
that concept designers expect could be achievable by application of relevant SESAR concept
components in the relevant operating environments. They should be seen as initial expert judgement
of potential benefits for each Key Performance Indicator (KPI) (prior to validation), i.e. a bottom-up
estimation of the overall expected benefits, taking into account the set of defined Solutions. In this
way, they guide the allocation of Validation Targets. Since Performance Expectations come from
expert knowledge about what is actually going to be possible for each Solution they provide a
realistic bottom-up picture of potential performance improvements, particularly when compared to
the aspirational, top-down Performance Ambitions.
The aim is to provide a summary overview of the main performance enhancements that concept
designers expect could be achievable by relevant SESAR solutions in relevant operating
environments. They should be seen as initial judgements of the magnitude of potential benefits for
each KPA (prior to validation).
In addition, and at overall concept level, SESAR Solutions that could typically be expected to interact
or have dependencies on others (and how that interaction operates) are identified.

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The expectations are not to be interpreted as universally applicable expectations, i.e. each
implementation location has specific local circumstances that dictate achievability and benefit
priority.
It is also important to stress the following:
 The expectations are subject to validation by the programme. Even if confirmed by
validation, in practice it is unlikely that an actual deployment will deliver all the identified
potential benefits.
 Specific assumptions, judgements and the analyses carried out to derive the judgements are
not described. This background information will be provided separately.
Note also that the Safety KPA relates specifically to the expectations for operational concept changes
to improve safety performance. Retaining safe operations during, and following, adoption of new
operating methods is clearly paramount, and no deployment will be accepted where this cannot be
demonstrated. However, not every concept component will have as a key outcome a specific
improvement in safety performance.
Goals applicable in the Enabling Aviation Infrastructure Projects (projects 13-18) are outside the
scope of the CONOPS.

1.8.3 Dependencies and trade-offs

Interacting solutions, whereby the ATM process developed in one solution may influence the process
of another solution, may create trade-offs. It should be considered that dependencies and
exclusivities are best addressed through the validation programme.
It is also noted that SESAR Solution dependency should initially be addressed at Concept design level
so that the performance assessment task is able to understand the likely combination of interacting
concept elements. In particular, additional integrated validation exercises with improved exercise
controls would likely provide results that would a) better identify the individual contribution of a
solution, and b) better identify the total benefit when solutions are combined in representative and
realistic ways.

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1.9 List of Acronyms

Term Explanation
AAT AMAN Allocated Time
ACC Area Control Centre
A-CDO Advanced Continuous Descent Operations
A-CCO Advanced Continuous Climb Operations
A-CDM Airport Collaborative Decision Making
ACAS Airborne Collision and Avoidance Systems
A-DCB Airport Demand and Capacity Balancing
ADS-B Automatic Dependant Surveillance - Broadcast
ADS-C Automatic Dependant Surveillance - Contract
ADEP Aerodrome of Departure
ADES Aerodrome of Destination
AeroMACS Aeronautical Mobile Airport Communications System
AEW Airborne Early Warning
AFISO Aerodrome Flight Information Service Officer
AFUA Advanced Flexible Use of Airspace
AGL Airfield Ground Lighting
AIS Aeronautical Information Service
AMAN Arrival Manager
ANS Air Navigation Service
ANSP Air Navigation Services Provider
AOCC Airport Operations Control Centre
AOP Airport Operations Plan
AoR Area of Responsibility
APOC Airport Operations Centre
APV Approach Procedures with Vertical Guidance
ARES Airspace Reservation/Restriction
ASAS Airborne Separation Assistance Systems
ASBU Aviation System Block Upgrade (ICAO)
ASEP Airborne Separation
ASM Airspace Management
ASPA Airborne Spacing
ASPA-FIM Airborne Spacing Flight Deck Interval Management
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Term Explanation
A-SMGCS Advanced Surface Movement Guidance and Control System
ATC Air Traffic Control
ATCO Air Traffic Control Officer
ATFCM Air Traffic Flow and Capacity Management
ATM Air Traffic Management
ATOT Actual Take-Off Time
ATS Air Traffic Services
ATSA-ITP Airborne Traffic Situational Awareness - In-Trail Procedure
ATSAW Airborne Traffic Situational Awareness
ATSU Air Traffic Services Unit
ATV Airport Transit View
AU Airspace User
AWACS Airborne Warning and Control System
BDT Business Development Trajectory
BT Business Trajectory
CAT Category
CAPP CDTI Assisted Pilot Procedure
CAVS CDTI Assisted Visual Separation
CBA Cross Border Area
CCO Continuous Climb Operations
CDM Collaborative Decision Making
CDO Continuous Descent Operations
CDTI Cockpit Display of Traffic Information
CFIT Controlled Flight into Terrain
CNS Communication, Navigation, Surveillance
CONOPS Concept of Operations
COP Coordination Point
CTA Controlled Time of Arrival
CTO Controlled Time Over
CVS Combined Vision System
CWP Controller Working Position
D-ATIS Datallink Automatic Terminal Information Service
DAC Dynamic Airspace Configuration

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Term Explanation
DCB Demand and Capacity Balancing
dDCB Dynamic Demand and Capacity Balancing
D-HZWX Datalink Hazardous Weather Service
D-RVR Datalink Runway Visual Range Service
DOD Detailed Operational Description
D-OTIS Data Link Operational Terminal Information Service
D-TAXI Data link Taxi services
DMA Dynamic Mobile Area
DMAN Departure Manager
E-AMAN Extended Arrival Manager
EAP Extended ATC Planner
EC Executive Controller
ECAC European Civil Aviation Conference
EET Estimated Elapsed Time
EFPL Extended Flight Plan
EFVS Enhanced Flight Vision System
EIBT Estimated In Block Time
EOBT Estimated Off Block Time
EPP Extended Projected Profile
ETA Estimated Time of Arrival
ETMA Extended Terminal Manoeuvring Area
ETO Estimated Time Over
ETOT Estimated Take-Off Time
EUROCAE European Organization for Civil Aviation Equipment
EXOT Estimated Taxi-out Time
FAA Federal Aviation Administration
FAB Functional Airspace Block
FAF Final Approach Fix
FAP Final Approach Point
FATO Final Approach and Take-Off area
FBT Forecast Business Trajectories
FC Flight Crew
FCU Flight Control Unit

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Term Explanation
FDA Fleet Delay Assignment
FF-ICE Flight and Flow Information for a Collaborative Environment
FL Flight Level
FMS Flight Management System
FMP Flow Management Position
FOC Flight Operations Centre
FPL Filed Flight Plan
FRA Free Route Airspace
FRDS Flight Relevant Data Set
FUA Flexible Use of Airspace
GA General Aviation
GBAS Ground-Based Augmentation System
GLS GBAS Landing System
GNSS Global Network Satellite System
GUFI Globally Unique Flight Identifier
H24 Continuous day and night service
HLAPB High Level Airspace Policy Body
HMI Human Machine Interface
HP Human Performance
IAF Initial Approach Fix
ICAO International Civil Aviation Organization
IFR Instrument Flight Rules
IGS Increased Glide Slope
IMC Instrument Meteorological Conditions
INAP Integrated Network Management and (Extended) ATC Planning
iOAT improved Operational Air Traffic
IOP Interoperability (between ground systems)
ITF In-Trail Follow
ITM In-Trail Merge
ITP In Trail Procedure
KPA Key Performance Area
KPI Key Performance Indicator
LPV Localizer Performance with Vertical guidance

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Term Explanation
LTM Local Traffic Management role
LVC Low Visibility Condition
LVO Low Visibility Operations
LVP Low Visibility Procedures
MET Meteorological
MRAP Multi Runway Aiming Points
MSP Multi Sector Planner
MT Mission Trajectory
MTCD Medium Term Conflict Detection
NM Network Manager
NMF Network Management Function
NOP Network Operations Plan
NOTAM Notice to Airmen
OAT Operational Air Traffic
OATTS Operational Air Traffic Transit Service
OBT Off Block Time
OI Step Operational Improvement Step
OSED Operational Service and Environment Definition
PBN Performance Based Navigation
PC Planning Controller
PDI Performance Driver Indicator
PinS Point-in-Space
POAS Post Operations Analysis
PWS Pair Wise Separation
R&D Research and Development
R&D Research & Development
RBT Reference Business Trajectory
RA Resolution Advisory
RF Radius to Fix
RNP Required Navigation Performance
RNP AR APP RNP Authorisation Required Approach
RMT Reference Mission Trajectory
RECAT Wake Turbulence Recategorisation

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Term Explanation
ROT Runway Occupancy Time
RPAS Remotely Piloted Aircraft System
RSP Required Surveillance Performance
R/T Radio Telephony
RTC Remote Tower Centre
RTCA Radio Technical Commission for Aeronautics
RTM Remote Tower Modules
RTS Remote Tower Services
RWY Runway
SBAS Satellite-Based Augmentation System
SBT Shared Business Trajectory
SES Single European Sky
SESAR Single European Sky ATM Research
SFP Selective Flight Protection
SID Standard Instrument Departure (Route)
SMT Shared Mission Trajectory
SNI Simultaneous Non-Interfering
SOBT Scheduled Off Block Time
SPO Single Person Operations
SSR Secondary Surveillance Radar
STAM Short Term ATFCM Measure
STAR Standard Terminal Arrival Route
STCA Short Term Conflict Alert
SWIM System Wide Information Management
TT Target Time
TAM Total Airport Management
TBO Trajectory Based Operations
TBS Time Based Separation (Wake Turbulence)
TIBT Target In Block time
TLDT Target Landing Time
TM Trajectory Management
TMA Terminal Manouvring Area
TMR Trajectory Management Requirement

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 SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

Term Explanation
TOBT Target Off Block Time
ToC Top of Climb
ToD Top of Descent
TPO Tactical Parallel Offset
TRA Temporary Reserved Area
TSA Temporary Segregated Area
TSAT Target Start-up Approval Time
TTA Target Time of Arrival
TTG Time to gain
TTL Time to lose
TTO Target Time Over
TTOT Target Take-Off Time
TWR Control Tower
UDPP User Driven Prioritisation Process
VFR Visual Flight Rules
VMC Visual Meteorolical Conditions
VNAV Vertical Navigation
VPA Variable Profile Area
WAM Wide Area Multi-Lateration
WOC Wing Operation Centre
WDS Weather Dependent Separation
XMAN Cross border Extended AMAN

1.10 Glossary of Terms

When the following terms are used in this document, they will have the meaning as specified below.
As indicated in the Source column below, some definitions have been developed by the B4.2 team in
SESAR 1, some by SESAR2020 PJ19-2 that produced this document. These definitions will be aligned
with SESAR Integrated Dictionary [12].

Term Definition Source

A virtual repository of MET information, produced by multiple
contributors (MET service providers), from diverse locations, that will SESAR Integrated
Dictionary [12]
provide end users with a common weather picture.
4DWxCube The 4DWxCube can be viewed as the interface between SWIM and
providers of MET information, being a single point of contact for all ATM
MET information. It will ‘hide’ the complexity of the MET system
infrastructure from the ATM domain. This net centric approach allows
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Term Definition Source

each request over SWIM for MET information, to be directed in the most
optimal way, to return the required result(s), irrespective of data origin.
Standards and specifications developed and used by the 4DWxCube will
be layered on top of core services provided by the SWIM infrastructure
A set of consecutive segments linking waypoints and/or points computed SESAR1 B4.2
by airborne or by ground systems to build the vertical profile and the
4D trajectory
lateral profile where each point is defined by a longitude, latitude, a level
and a time.
Airport Collaborative Decision Making (CDM) is a concept which aims at
improving Air Traffic Flow and Capacity Management (ATFCM) at airports
by reducing delays, improving the predictability of events and optimising
the utilisation of resources.
Implementation of Airport CDM allows each Airport CDM Partner to
optimise their decisions in collaboration with other Airport CDM Partners,
knowing their preferences and constraints and the actual and predicted
situation.
The decision making by the Airport CDM Partners is facilitated by the
Airport CDM
sharing of accurate and timely information and by adapted procedures, Operational Concept
A-CDM mechanisms and tools. Document Ver. 3.0
[6]
The Airport CDM concept is divided in the following Elements:
• Airport CDM Information Sharing
• CDM Turn-round Process – Milestones Approach
• Variable Taxi Time Calculation
• Collaborative Management of Flight Updates
• Collaborative Pre-departure Sequence
• CDM in Adverse Conditions
• Advanced CDM
A means by which the terms of an ADS-C agreement will be exchanged SESAR Integrated
Dictionary [12]
between the ground system and the aircraft, via a data link, specifying
ADS-C
under what conditions ADS-C reports would be initiated, and what data
would be contained in the reports.
ADS-C ETA min/max report is the ADS-C report containing the earliest and SESAR1 B4.2
ADS-C ETA min/max
latest values of ETA computed by the aircraft system on the point
report
specified by ATC (e.g. IAF).
Advanced A-CDO is a Continuous Descent Operation giving optimal uninterrupted SESAR 1 - B4.2 and
AU
Continuous Descent descent from cruise ToD to Final Approach and in high density operations
Operation with use of minimum required thrust setting, normally idle thrust.
(A-CDO)
Advanced A-CCO is a Continuous Climb Operation giving uninterrupted climb from SESAR 1 - B4.2 and
AU
Continuous Climb point of departure to ToC (at RFL) and in high density operations at
Operation operator's preferred thrust and speed setting.
(A-CCO)
A generic term that refers to avionics data transmitted from the aircraft SESAR1 B4.2
Aircraft Derived
Data to the ground and possibly to other aircraft for surveillance application.
These data may be displayed to the Air Traffic Controller (ATCO) or used
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Term Definition Source

in ground processing functions. These data can be transmitted by several
technical means such as SSR, ADS-B, ADS-C.
Note:
Airborne position, airborne velocity, heading, airspeed , aircraft category,
aircraft identification, aircraft airborne status, selected vertical intention,
status data (selected altitude, barometric pressure setting, selected
heading, Status of FCU mode), ACAS active resolution advisory, current
gross mass, when received directly from the aircraft through legacy
means, are part of Aircraft Derived Data. The same data transmitted by
non-legacy means (e.g by FOC via SWIM) or trajectory prediction coming
from aircraft (e.g. ETO, predicted speed, predicted gross mass …) are not
considered as Aircraft Derived Data.
The description of the "visit" of an aircraft to the airport. It consists
basically of three separate sections: SESAR Integrated
Dictionary [12]
-The final approach and inbound ground section of the inbound flight,
Airport Transit View
(ATV) -The turn-round process section in which the inbound and the outbound
flights are linked,
-The outbound ground section and the initial climb segment of the
outbound flight.
A single, common and collaboratively agreed rolling plan available to all
airport stakeholders whose purpose is to provide common situational SESAR Integrated
Dictionary [12]
awareness and to form the basis upon which stakeholder decisions
relating to process optimisation can be made. As well as timely and
Airport Operations accurate information, the AOP also contains a robust performance
Plan (AOP) monitoring capability which allows the airport processes to be efficiently
managed in real-time. Through its 'rolling' nature, the AOP will ensure
that mitigation actions taken by each stakeholder will be based on
accurate information with the result of their actions being reflected
directly back into the AOP
Airspace Reservation means a defined volume of airspace temporarily EC Regulation
Airspace n°2150/2005
reserved for exclusive or specific use by categories of users (TSA, TRA,
Reservation /
CBA) and Airspace Restriction designates Danger, Restricted and
Restriction
Prohibited Areas.
This is a time at a point of constraint, allocated by the Extended AMAN PJ19.2
AMAN Allocated
system. It is facilitaded by ATC and may be communicated to a flight to be
Time
incorporated into the trajectory.
Approach (ATM From the Initial Approach Fix (IAF) to the Final Approach Fix (FAF)
Phase used in the SESAR Integrated
Dictionary [12]
scenario)
Arrival Manager is a planning system to improve arrival flows at one or
more airports by calculating the optimised approach / landing sequence SESAR Integrated
Dictionary [12]
Arrival Manager and Target Landing Times (TLDT) and, where needed, times for specific
fixes for each flight, taking multiple constraints and preferences into
account.
A set of operational procedures for controllers and flight crews, SESAR1 B4.2
ASAS Operations
supported in particular by specific capabilities on ground side and
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Term Definition Source

airborne side, which enables the flight crew to respect either a specified
spacing or a specified separation of their aircraft from one or more
aircraft, and provides flight information concerning surrounding traffic.
ASAS spacing is an ASAS-based separation provision mode in which the SJU
separation responsibility remains with the controller, who instructs the
ASAS Spacing
flight crew of the ownship to maintain a specified time or distance from a
designated aircraft, who is referred to as the target aircraft
Authorization for an aircraft to proceed under conditions specified by an ICAO Doc 4444] [9]
air traffic control unit.
ATC Clearance Note 2.— The abbreviated term “clearance” may be prefixed by the words
“taxi”, “take-off”, “departure”, “En Route”, “approach” or “landing”
to indicate the particular portion of flight to which the air traffic control
clearance relates.
Directives issued by air traffic control for the purpose of requiring a Flight ICAO Doc 4444 [9]
ATC Instruction
Crew to take a specific action.
ATM Constraint is a condition that restricts the use of the airspace and
limits the individual AU, Airport and ANSP in its most optimal operation SESAR Integrated
ATM constraint Dictionary [12]
with the purpose to optimize the operation on a network level (regional,
sub-regional and local level).
A system that provides ATM through the collaborative integration of ICAO Doc 4444 [9]
humans, information, technology, facilities and services, supported by air
ATM system
and ground- and/or space-based communications, navigation and
surveillance
Elementary sections of modularised airspace (as defined by the SESAR1 SWP7.2 DOD
appropriate airspace provider) that are too small individually for
Building Block controlling purposes, but instead form the basic constituent parts of a
Controlling Block as part of an optimising process. This block may also be
referred to as a Pixel.
Business or Mission The trajectory initially planned by the Airspace User to be shared with the SESAR Integrated
Dictionary [12]
Development wider aviation community only once the corporate plans are sufficiently
Trajectory mature.
The Business or Mission Trajectory is a trajectory which expresses the SESAR Integrated
Dictionary [12]
business or mission intentions of the Airspace User. It includes both
surface and airborne segments and is built from, and updated with the
Business or Mission most timely and accurate data available in the Network Operation Plan
Trajectory (NOP), including turnaround elements. Mission trajectory may
additionally include specific elements such as Air to air Refueling, joining
or spliting, contingency procedures for RPAS or airspace reservation when
such elements are needed.
CAPP is an ASAS-based separation mode, which is applied when the SJU
controller instructs an aircraft (referred to as the ownship) to maintain
CAPP separation with another aircraft that is preceding it on the
CAPP approach to the same or to a parallel runway. For CAPP to be applicable,
it is necessary that the ownship flight crew has reported to the controller
that they have identified their target on their CDTI. In CAPP, MRS and
MWS are not applicable, and responsibility for separation lies with the
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Term Definition Source

ownship flight crew, who will maintain separation from their target based
on the target surveillance information displayed on the CDTI.
CAVS is an ASAS separation mode, which is applied when the controller SJU
instructs an aircraft (referred to as the ownship) to maintain CAVS
separation with another aircraft that is preceding it on the approach to
the same or to a parallel runway. For CAVS to be applicable, it is
necessary that the ownship flight crew has reported to the controller that
they have identified their target, which requires both on-CDTI track
CAVS
identification and Out-The-Window (OTW) visual acquisition of the target.
After target identification, OTW view is no longer necessary, and the
ownship flight crew will maintain separation from their target based on
the target surveillance information displayed on the CDTI. In CAVS, MRS
and MWS are not applicable, and responsibility for separation lies with
the ownship flight crew,
Collaborative decisionmaking (CDM) is defined as a process focused on ICAO Doc 9971 [15] +
B4.2 (mil aspects)
how to decide on a course of action articulated between two or more
community members. Through this process, ATM community members
share information related to that decision and agree on and apply the
decision-making approach and principles. The overall objective of the
Collaborative process is to improve the performance of the ATM system as a whole
Decision Making while balancing the needs of individual ATM community members.
From a military perspective CDM is a process from which all participating
parties can gain benefits through the negotiation of proposed options.
The negotiation stops either at the moment when all participating parties
agree with the result or when they reach a limit in their capability to
accept further compromise due to defined priorities.
Clearance See ATC Clearance ICAO Doc 4444] [9]

Climb (ATM Phase From airborne to initial cruise level/altitude.

SESAR Integrated
used in the scenario) Dictionary [12]

A closed loop clearance is a clearance resulting in a revision of one SESAR Integrated

Closed loop Dictionary [12]
portion of the RBT/RMT, e.g. a direct route from a point of the original
clearance
RBT/RMT to another point of the original RBT/RMT.
In the ATM context, complexity refers to the number of simultaneous or SESAR Integrated
Dictionary [12]
Complexity near- simultaneous interactions of trajectories in a given volume of
airspace.
ICAO Doc 9993 [14]
An operation, enabled by airspace design, procedure design and ATC , in
Continuous Climb which a departing aircraft climbs without interruption, to the greatest
Operation possible extent, by employing optimum climb engine thrust, at climb
speeds until reaching the cruise flight level.
An operation, enabled by airspace design, procedure design and ATC ICAO Doc 9931 [3]
facilitation, in which an arriving aircraft descends continuously, to the
greatest possible extent, by employing minimum engine thrust, ideally in
Continuous Descent a low drag configuration, prior to the final approach fix /final approach
Operation point.

Note 1 - An optimal CDO starts from the top of descent and uses descent
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Term Definition Source

profiles that reduce segments of level flight, noise, fuel burn, emissions
and controller/pilot communications, while increasing predictability to
pilots and controllers and flight stability.
Note 2 - A CDO initiated from the highest possible level in the En Route or
arrival phases of flight will achieve the maximum reduction in fuel burn,
noise and emissions.

Controlled Time An ATM imposed time constraint on a defined metering point to be

achieved within the required accuracy by the use of the avionics. SESAR Integrated
Over Dictionary [12]

An ATM imposed time constraint on a defined metering point associated

Controlled Time of SESAR Integrated
to an arrival runway, to be achieved within the required accuracy by the
Arrival Dictionary [12]
use of the avionics.

Cruise (ATM Phase Any level flight segment after reaching initial cruise level/altitude until
SESAR Integrated
used in the scenario) the start of descent to the destination. Dictionary [12]

Departure Manager is a planning system to improve departure flows at EUROCONTROL

(2008) Airport CDM
one or more airports by calculating the Target Take-Off Time (TTOT) and Implementation
Departure Manager
Target Start-up Approval Time (TSAT) for each flight, taking multiple Manual [23]
constraints and preferences into account.
Descent (ATM Phase Descent from cruise to Initial Approach Fix (IAF) SESAR1 B4.2
used in the scenario)
DMA Type 1 is a volume of airspace of defined dimensions described as
integral part of MT at flexible geographical locations agreed upon a CDM SESAR1 WP7
process, satisfying Airspace Users requirements in terms of a time and/or
distance constraint parameters from a reference point as specified by AU
(e.g. Aerodrome of Departure).
DMA Type2 is a volume of airspace of defined dimensions described as
Dynamic Mobile integral part of Mission Trajectory and agreed upon a CDM process,
Area satisfying the Airspace Users requirements. This volume of airspace may
be planned and used at any geographical location along the trajectory.
DMA Type 3 is a volume of airspace of defined dimensions described as
an integral part of a MT and agreed upon in a CDM process satisfying the
Airspace Users requirements. This volume of airspace is designed around
moving aircraft (an aircraft centric bubble) requiring specific separation
criteria based on aircraft configuration (e.g. fighter, tanker, formation).
EFVS operation means an operation in which visibility conditions require ??
an EFVS to be used in lieu of natural vision to perform an approach or
Enhanced Flight
landing, identify required visual references or conduct a rollout. The term
Vision System
EFVS is introduced to describe a system that can be used for operational
operation
credits as opposed to ‘EVS’, which refers to a system to be used only for
improved situational awareness
Enhanced flight vision system (EFVS)’ is an electronic means to provide ??
the flight crew with a real-time sensor-derived or enhanced display of the
Enhanced flight external scene topography (the natural or manmade features of a place
vision system or region especially in a way to show their relative positions and
elevation) through the use of imaging sensors; an EFVS is integrated with
a flight guidance system and is implemented on a head-up display or an
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Term Definition Source

equivalent display system
Specifies the aircraft predicted trajectory up to 128 waypoints including
for each waypoint, Latitude, Longitude and when available, Fix, Level, SESAR Integrated
Dictionary [12]
ETA, Airspeed, Vertical type(s), Lateral type(s), Level constraint, Time
EPP data
constraint, Speed constraint. When available, provides the relevant data
for the trajectory as Current gross mass and EPP trajectory intent status.
It indicates the date and time these values were computed.
ETA min/max is the earliest/latest ETA at a waypoint, provided the SESAR1 B4.2
aircraft flies the 4D trajectory at its max/min allowable speed, wind/temp
ETA min/max error is also taken into account, in order to guarantee that any CTA
defined within associated ETA min/max interval will be satisfied with high
probability.

Estimated In-Block The estimated time that an aircraft will arrive in block.
SESAR Integrated
Time Dictionary [12]

Estimated Take-Off Forecast of time when aircraft will become airborne taking into account SESAR Integrated
Dictionary [12]
Time the EOBT plus EXOT
Estimated Off-Block The estimated time at which the aircraft will commence movement SESAR Integrated
Dictionary [12]
Time associated with departure.
Describes the airspace encompassing both the TMA and the airspace PJ.01/PJ19-02
Extended TMA beyond, which has been designed to service the need for a seamless
transition between the TMA and FRA (and vice versa).
Final approach (ATM From the FAF to the beginning of the landing flare
Phase used in the SESAR Integrated
Dictionary [12]
scenario)
Flight Relevant Data Data set which contains all the data necessary to support all actors’ needs SESAR1 B4.2
Set, for the preparation and execution of the flight
The system instance view of a flight. It is the flight object that is shared
Flight Object between the IOP stakeholders. SESAR Integrated
Dictionary [12]

The ability of an Airspace User to plan/re-plan a route according to the Free Route Task
Free Routing User defined segments.
Force Conclusions
V00.01.00

1. Human Performance is used to denote the human capability to SESAR Integrated

Dictionary [12]
successfully accomplish tasks and meet job requirements. In this way,
“Human Performance” can be considered as focusing on the observable
result of human activity in a work context. Human Performance is a
function of Human Factors. It also depends on aspects related to
Recruitment, Training, Competence, and Staffing as well as Social Factors
and Change Management.
Human Performance
2. Human capabilities and limitations which have an impact on the safety,
security and efficiency of aeronautical operations.
3. The expression ‘human performance’ refers not to a decomposition of
the human as a vulnerable and unreliable system component, but in the
specific context that the way that a human works within a human system
is significantly influenced by under-specification of the structural and
procedural system design and the performance variability that the human
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Term Definition Source

system is confronted with. The human adapts to these stressors upon the
system and provides the means to sustain system operation
The scope of the INAP function (“Integrated Network management and SESAR1 B4.2
ATC Planning”) is to address the overlapping period where the Network
Integrated ATFCM
Management Function runs DCB and dynamic DCB processes at all
and ATC Planning
geographical levels, while ATC planning starts preparing early strategic
Function
deconfliction and conflict detection within the appropriate look ahead
time horizon and within its defined local area of responsibility.
Ground Automation Intent – The behaviour of the aircraft that is FAA / EUROCONTROL
COOPERATIVE R&D
expected by the ground automation (e.g. flight plan and amendments (White Paper
provide long-term intent, interim altitudes provide medium-term intent) “Common Trajectory
Controller Intent – Desired behaviour by the controller that will have an Prediction-Related
Terminology”
impact on the aircraft trajectory. The controller intent may not be entirely
observable or quantifiable. For example, a controller may vector an
aircraft by assigning a heading, the controller intent includes a turn-back,
Intent but the precise magnitude and timing of that manoeuvre may not be
known a priori.
Aircraft Intent – Behaviour by the aircraft that will have an impact on the
aircraft trajectory.
Pilot Intent – Desired behaviour by the pilot that will have an impact on
the aircraft trajectory. An example includes the placement of the top-of-
descent during descents at the pilot’s discretion.
From the beginning of the landing flare until aircraft exits the landing
Landing (ATM Phase SESAR Integrated
runway, comes to a stop on the runway, or when power is applied for
used in the scenario) Dictionary [12]
Take-Off in the case of a touch-and-go landing.
Long Term Planning The Long Term Planning phase starts between 6 months and up to 5 years SESAR1 B4.2
(ATM Phase used in before execution.
the scenario)
Airspace in which all traffic and its intent is known to the Air Traffic
Managed Airspace System. SESAR Integrated
Dictionary [12]

Medium/Short Term The Medium/Short Term Planning phase starts from 6 months up to a few SESAR1 B4.2
Planning (ATM hours before departure.
Phase used in the
scenario)
Reference point configured for Arrival Management system advisories –
often the Initial Approach Fix. SESAR Integrated
Dictionary [12]
The AMAN is designed to deliver a sequence with the required spacing to
the runway but this is often translated into a time to be achieved at one
or more Metering Points (MP) with the aim of providing Approach
Metering Point
Controllers with pre-sequenced flows of traffic which are then manually
integrated.
The Metering Point (MP) at which the sequence should be stabilised is
expected to be geographically defined (there may be multiple MP points
at a similar distance from the runway).
Network Operations The Network Operations Plan is a set of information and actions derived SESAR NOP Project

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Term Definition Source

Plan and reached collaboratively both relevant to, and serving as a reference Team
for, the management of the Pan-European network in different
timeframes for all ATM stakeholders, which includes, but is not limited to,
targets, objectives, how to achieve them, anticipated impact. The NOP
has a dynamic and rolling lifecycle starting in the planning phases and is
progressively updated up to and including the execution and post-
operations phases.
An ATC clearance that does not include a specified or implied point where SESAR Integrated
Dictionary [12]
the restriction on the trajectory ends.
Note
Open Loop Most tactical clearances take this form; they include heading (including
Clearance track offset), level, and speed restrictions and exceptionally could also
cover rates of climb or descent. Open-loop clearances are cancelled
(closed) by a further instruction from the controller that defines how the
flight should revert to the Reference Business Trajectory (RBT).
Procedure designed for use between arrivals on final approach or SESAR1 SWP 6.2 DOD
between departures from the runway, based on an optimum adjusting of
Pair wise separation the needed separation between two aircraft taking into account their
respective characteristics and giving Controllers more dynamic separation
options.
A Performance Driver Indicator (PDI) is a measure that directly affects an SESAR Integrated
Dictionary [12]
outcome or achievement of a Key Performance Indicator (KPI). PDI is a
Performance Driver
performance metric that is associated with a preceding step in a value
Indicator
stream or business process. It will contribute directly to a KPI and may be
a component in the way the KPI is calculated.
Pre-departure (ATM Prior to pushback or taxi at the gate, ramp, or parking area, while the SESAR Integrated
Dictionary [12]
Phase used in the aircraft is stationary. This phase also include pushback when the aircraft is
scenario) moving in the gate, ramp, or parking area, assisted by a tow vehicle (tug).
Post flight phase After arrival, at the gate, ramp, or parking area, while the aircraft is SESAR Integrated
Dictionary [12]
(ATM Phase used in stationary.
the scenario)
The Reference Business or Mission Trajectory ( RBT/RMT) is created from SESAR Integrated
Dictionary [12]
the last version of the SBT/SMT. It is the trajectory that the Airspace User
agrees to fly and that the ANSP and Airport agree to facilitate. It is
Reference Business
associated to the filed flight plan and includes both air and ground
or Mission
segments. It consists of 2D routes (based on published way points and/or
Trajectory
pseudo waypoints computed by air or ground tools to build the lateral
transitions and vertical profiles); altitude and time constraints where and
when required; altitude, time and speed estimates at waypoints, etc.
Reference Business The Revision Process is described in chapter [Link] RBT/RMT Revision SESAR1 B4.2
or Mission process.
Trajectory Revision
Process
Reference Business The Update Process is described in chapter [Link] RBT/RMT Update SESAR1 B4.2
or Mission process.
Trajectory Update
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Term Definition Source

Process
The Shared Business or Mission Trajectory ( SBT/SMT) is the trajectory SESAR Integrated
Dictionary [12]
published by the Airspace User that is available for collaborative ATM
Shared Business or
planning purposes. The refinement of the SBT/SMT is an iterative process.
Mission Trajectory
The final form of the SBT/SMT becomes the Reference Business or
Mission Trajectory (RBT/RMT) and is part of the filed flight plan..
Take-Off (ATM From the application of Take-Off power until airborne. SESAR Integrated
Dictionary [12]
Phase used in the
scenario)
The time that an Airspace User / handling agent estimates that an aircraft SESAR Integrated
Dictionary [12]
Target Off Block will be ready, all doors closed, boarding bridge removed, push back
Time vehicle present, ready to start up / push back immediately upon
reception of clearance from the TWR.
The time provided by ATC taking into account TOBT, CTOT and/or the SESAR Integrated
Dictionary [12]
Target Start Up Time traffic situation that an aircraft can expect to receive start-up / push back
approval.
An ATM computed Take-Off time. It is not a constraint but a progressively SESAR Integrated
Dictionary [12]
refined planning time that is used to:
refine the departure airport sequencing and optimization of RWY
Target Take-Off throughput
Time
plan the take-off in order to achieve targets at the destination and during
flight, whilst maintaining optimum flight efficiency

An ATM computed arrival time. It is not a constraint but a progressively SESAR Integrated
Target Time of Dictionary [12]
refined planning time that is used to coordinate between arrival and
Arrival
departure management applications.
An ATM computed fly-over time. It is a progressively refined planning SESAR1 SWP7.2 DOD
time that is used as an indication for flight planning and execution to
Target Time Over
coordinate at network level and enhance the effectiveness of the ATFCM
measures.
Taxi-in (ATM Phase The aircraft is moving on the aerodrome surface after landing until SESAR Integrated
Dictionary [12]
used in the scenario reaching its final parking position.
Taxi-out (ATM Phase The aircraft is moving on the aerodrome surface prior to Take-Off. SESAR Integrated
Dictionary [12]
used in the scenario)
The TM Matrix, as part of the FRDS, contains all data, which are referring SESAR1 B4.2
TM Matrix to the trajectory (2D) waypoints to be flown enriched with intermediate
points such as Coordination Point (COP), Top of Climb (ToC), Top of
Descent (ToD), as inserted by the various stakeholders.
The description of movement of an aircraft both in the air and on the SESAR Integrated
Dictionary [12]
Trajectory ground including position, time, and at least via calculation, speed and
acceleration.
Trajectory management is the process by which the Business or Mission SESAR1 B4.2
Trajectory
Management (4D) Trajectory of the aircraft is planned, agreed, updated and revised. It is
achieved through Collaborative Decision Making (CDM) processes
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Term Definition Source

between Airspace users (Airspace Users) and ATM Service Providers
(ANSP, Airports, Network Manager) or directly between Flight Crew and
Controller during the execution phase when time does not permit CDM.
Trajectory Management Requirement (TMR) specifies the requirement on SESAR Integrated
Dictionary [12]
the aircraft to share the updated trajectory in the event that the flight
Trajectory detects a ‘delta’ from previously shared predictions or on a cyclical basis.
Management The TMR specify
Requirement The lateral, vertical or time parameters that will trigger the update
The other event driven and periodic trajectory sharing requirements.
The data content required
User Defined A segment of a great circle connecting any combination of two user SESAR Integrated
Dictionary [12]
Segment defined or published waypoints.
UDPP is a CDM-based process which permits Airspace Users to reflect a SESAR Integrated
Dictionary [12]
prioritisation of flights which best respects the business interests of AU
User Driven stakeholders. It is primarily for use during periods of capacity constraint,
Prioritisation but available at all times in order to support business efficiency.
Process
UDPP is available at both planning and execution phases and is enabled
by the Network Management Function..
The trajectory initially provided by the Airspace User. SESAR Integrated
Dictionary [12]
Note:
During planning phase, it may be amended by the AU to integrate ATM
constraints from DCB (e.g. airspace reservations, capacity short falls)
User Preferred resulting from iterative SB/MT and RB/MT agreement; alternate user
Trajectory preferred trajectories may be associated to the RB/MT to face pre-
defined scenarios; in execution phase, it may be revised to integrate new
ATM constraints from dynamic DCB (e.g. new or revised airspace
reservations, capacity short falls) involving the AU to provide the user
preferred trajectory solution integrating the new ATM constraints.
A user preferred route may include published as well as non-published SESAR Integrated
Dictionary [12]
points defined in latitude/longitude or point bearing/distance. Such
waypoints are inserted in the on-board navigation systems for trajectory
computation
Defined during the planning phase by Airspace Users, the UPR describes
the entire airborne phase of a flight as an expression of their Business /
Mission intentions.

User Preferred The Airspace Users are free to define UPRs taking into account the
Route network constraints already defined and shared.
The User Preferred Route may include:
- a part freely defined in Free Route Airspace,
- a part chosen among a set of several available published routes
(direct or not) outside the Free Route Airspace
- the description of the related transition phases
- cruising, climbing and descending profiles
The User preferred trajectory computed from the UPR is published by the
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Term Definition Source

Airspace User for collaborative ATM planning purposes as Shared
Business / Mission Trajectory.

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SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

2 SESAR 2020 Operational Concept

2.1 Concept overview
The realisation of the SESAR target concept follows strategic orientations described by four Key
Features, which are listed below. However, before outlining each of these, it is important to provide
the context within which each will be operating. To this end, a separate section devoted to Trajectory
Based Operation is provided.

2.1.1 Trajectory Based Operations6

Trajectory Based Operation, or more specifically 4D Trajectory Management, facilitates a
fundamental shift away from the management of flights through tactical intervention towards a
more strategic focus on planning and intervention by exception. This enables the effective dynamic
adjustment of airspace characteristics in order to meet predicted demand, whilst aiming to keep any
distortions to the Business/Mission Trajectories to the absolute minimum, as well as providing
sufficient flexibility for optimization purposes.

The concept does not question those tactical actions necessary for safety reasons or those needed to
handle non-nominal situations.

The use of a single reference trajectory through a common data set, shared between all actors from
the planning phase onwards, represents the backbone for its subsequent management. Of particular
significance is the sharing of the single reference trajectory between the air and the ground in
execution, where synchronisation of the trajectory predictions, supported by sharing of robust wind
and temperature forecast – by data link – significantly improves the accuracy and reliability of
trajectory data. In addition, further data specifically tailored to individual actors’ needs, are
articulated and shared through SWIM throughout the flight. The management through time and the
sharing of flight relevant data amongst all involved actors improves the reactivity, the
interoperability and the performance of the network as a whole, facilitating an improved
environment within which Airspace Users specific needs can be better accommodated.

The introduction of 4D Trajectory Management supports the development of enhanced ATM tools
and methods to allow the effective management of individual trajectories, both in isolation and in
the context of a flow. This focus on individual trajectories is now possible with the increase in
efficiency and reliability of ground tools that are able to take advantage of data of increased accuracy
for the trajectory in execution, which is enriched and adjusted with downlinked aircraft data.

The trajectory is shared in the planning phase as the SBT/SMT, based on the preferred trajectory
developed internally by the AU. The SBT/SMT is progressively refined through a collaborative

6
Trajectory Based Operations in SESAR is based on the fundaments of European ATM Master Plan

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iterative process as the planning phase progresses, to take account of, and reflect, the most up-to-
date data, ATM 4D constraints and targets.

When specific conditions are met, the SBT/SMT becomes the RBT/RMT. This transition between the
two states represents the conclusion of the planning phase and the start of the execution phase. 7

The RBT/RMT describes the trajectory the Airspace User has agreed to fly and that the ANSPs and
Airports agree to facilitate. This reference trajectory is subject to amendments through specific
revision and update processes in order to ensure that the current trajectory prediction in all ground
systems is a true reflection of the one to be flown by the aircraft. Indeed, this RBT/RMT “reference
trajectory” is the fundamental element, i.e. the heart, of the Flight Relevant Data Set, which contains
all the data necessary to support all actors’ needs for the preparation and execution of the flight.

During the execution phase, the monitoring of the trajectory, in particular with respect to 4D target
windows, is performed on the ground, preferably through automated means. This monitoring and
the management of changes to the trajectory through a series of new processes during the execution
phase of the flight, enable the ATM network to operate closer to its optimum, whilst minimising the
constraints for the Airspace User.

The exploitation of advanced navigation and conformance capabilities supports a more accurate
adherence capability by the flight to 4D constraints. The ground use of airborne trajectory intent data
together with this improved accuracy provides higher confidence in trajectory prediction, which may
lead to more exacting and accurate spacing requirements between trajectories. In particular, related
management of merging traffic flows at metering points supports precise sequencing and new
terminal airspace designs at airport system level.

7
The “execution phase” in this document is seen from an ATM perspective and is further detailed in section 2.2 Trajectory Management.

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2.1.2 The 4 Key Features

Essential Operational Changes

Pre-SESAR PCP New Key R&D activities

Optimised ATFM slot exchange ASM and FUA UDPP Management of dynamic airspace
ATM Network configurations
Services Civil/military Automated support
airspace and for traffic Integrated local DCB processes
aeronautical data complexity
coordination assessment Network prediction and performance

Basic network Collaborative NOP Collaborative network management
operations planning functions
 CTOT to TTA for
STAM ATFCM purposes Mission trajectory driven processes

Enhanced STAM AU processes for trajectory definition

Free route AU trajectory execution from FOC

perspective

AU fleet prioritisation and preferences

Advanced air Basic AMAN AMAN extended to Advanced RNP Flight- and flow-centric ATC
traffic services En-Route airspace
Introduction of AMAN/DMAN High productivity controller team
PRNAV Enhanced TMA integration including organisation
using RNP-based multiple airports
Provision of ATSA- operations Collaborative control
AIRB Trajectory-based tools
Free route Improved performance in the provision of
Sector team operation separation

Advanced separation management

IFR RPAS integration

Dynamic and enhanced routes and

airspace

Enhanced rotorcraft and GA operation in

the TMA

Ad hoc delegation of separation to flight

deck

Enhanced airborne collision avoidance for

commercial air transport normal
operations - ACAS Xa

Use of arrival and departure management

Information for traffic optimisation within
the TMA

Generic (non-geographical) controller

validations

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High Initial airport CDM TBS for final LVPs using GBAS Wake turbulence separations optimisation
performing approach
airport A-SMGCS L1 and L2 Collaborative airport Enhanced arrival procedures
Automated
operations
Crosswind reduced assistance to Integrated surface Independent rotorcraft operations at the
separations for controller for management airport
arrivals surface movement
planning and Integrated surface Traffic optimisation on single and multiple
Operations in LVC routing management datalink runway airports

Airport safety nets Traffic alerts for pilots for airport

operations
DMAN synchronised
with pre-departure Enhanced airport safety nets for
sequencing controllers

DMAN integrating Surface operations by RPAS

surface
management Enhanced collaborative airport
constraints performance management

Airport operations Remote Tower for multiple airports

plan

Enabling IP network Common CNS rationalisation Integration of trajectory management

aviation Infrastructure processes in planning and execution
infrastructure B2B services Components: SWIM Information sharing
registry, PKI and business Performance-based trajectory prediction
Information trajectory
reference and SWIM technical Enhanced mission trajectory
exchange models infrastructure and Mission trajectory
profiles Management and sharing of data used in
A/G datalink trajectory (AIM, meteo)
Aeronautical
ADS-B, WAM information Work station, service interface definition
exchange and virtual centre concept
GNSS, GBAS, SBAS
Meteorological SWIM TI purple profile for A/G advisory
information information sharing
exchange
Airborne D&A systems supporting
Cooperative integrated RPAS operations
network
information FCI terrestrial datalink
exchange Future satellite communications datalink

Flight information GA/RC specific CNS systems

exchange
GBAS
Initial trajectory
information sharing Multi-constellation/multi frequency GNSS
(i4D)
Alternative position, navigation and timing

Figure 2 The 4 Key Features

The realisation of the SESAR target concept follows strategic orientations described by 4 Key
Features, which evolve through an ongoing Deployment and R&D programme.
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SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

OPTIMISED ATM NETWORK SERVICES

The Optimised ATM Network Services feature will include activities in the areas of advanced airspace
management, advanced Dynamic Capacity balancing and optimised Airspace User operations/UDPP.
Innovative solutions are needed to better understand and improve the robustness (resistance to
perturbations including meteorological perturbations) and resilience of the network.

Optimised ATM Network Management relies on a dynamic, on-line, collaborative NOP fully
integrated with AOPs via SWIM. This provides Network and Airport Managers with a common
updated, consistent and accurate plan. The NOP becomes the reference information for all planning
and executing actors: Airport Operators, ANSPs, Airspace Users and Network Manager (NM).

ADVANCED AIR TRAFFIC SERVICES

The activities under Advanced Air Traffic Services will address enhanced arrivals & departures,
separation management, enhanced air & ground Safety Nets and trajectory and performance based
free route operations.

These areas will benefit from an increased automation aiming at substantially reducing controller
task load per flight, while meeting safety and environmental SESAR goals (including fuel efficiency),
thus contributing to a reduction in ATC cost per flight and increase in performance via optimisation
of network and individual trajectories. However, human operators will remain at the core of the
system (in the role of overall system managers) using automated systems with the required degree
of integrity and redundancy.

The activities will rely on the design, development and validation of Automated Supporting tools
using the best available data (e.g. EPP from the aircraft, ADS-B data, extended flight plan, weather
data, etc.). These tools will assist ATC in aircraft trajectory conformance monitoring and traffic flow
optimisation, as well as in preventing, detecting and resolving conflicts in En Route and Terminal
Area Operations. New organisations of the controllers’ team associated with new responsibilities,
tools and working methods will contribute to improve ATM system efficiency, through Flight and/or
Flow centric operations.

ATC interacts with DCB through the Integrated Network Management and (Extended) ATC Planning
(INAP) function with seamless management of the traffic and a reduction in the number of
potentially conflicting trajectories to be handled by tactical ATC, allowing Airspace Users to fly closer
to their business needs, while offering the best possible performance at network level.

RPAS will be integrated into controlled airspace, enabled by suitable technical capabilities and
procedures. Their trajectories are planned as compatible with the ATM network, and provide an
appropriate level of awareness for ATC.

HIGH PERFORMING AIRPORT OPERATIONS

The activities under this feature will address the enhancement of runway throughput, integrated
surface management, airport safety nets, total airport management and remote tower for multiple
airports. As airports remain one of the most significant bottlenecks in ATM and therefore represent
great potential for system-wide improvement a significant focus will be placed on realising
improvements.

Ensuring high performing operations at European airports will rely on the full integration of airports
as nodes into the ATM network, ensuring a seamless process through CDM, in normal, and through
the further development of collaborative recovery procedures, in adverse conditions.
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ENABLING THE AVIATION INFRASTRUCTURE

Whilst not specifically addressed in this CONOPS document, Enabling the Aviation Infrastructure is
noted here to complete the high-level description of the 4 key features.

The enhancements described in the first three Key Features will be underpinned by an advanced,
integrated and rationalised aviation infrastructure providing the required technical capabilities in a
resource efficient manner. This feature will rely on enhanced integration and interfacing between
aircraft and ground systems, including ATC and other stakeholder systems such as flight operations
and military mission management systems. Communications, Navigation and Surveillance systems,
SWIM, Common Support Services and the evolving role of the human will be considered in a
coordinated way for application across the ATM system in globally interoperable and harmonised
manner.

This key feature is not described in the CONOPS, but the constituent elements are captured within
relevant Architecture Description and/or further documentation.

Currently, RPAS operations are not routinely integrated into the ATM environment. The successful
integration of RPAS, General Aviation (GA) and Rotorcraft with the commercial air traffic is a major
activity in this feature. The introduction of RPAS especially into the non-segregated airspace indicates
a major change to the total aviation system, affecting mainly the ATM system. It forces all relevant
partners to rethink, reshape and reconsider the overall ATM safety approach. This includes
regulation, technology, processes and human interaction that need to be adapted to facilitate a
seamless integration without any limitation to existing safety levels.

SESAR 2020 will support the safe and transparent integration of RPAS and General
Aviation/Rotorcraft into non-segregated airspace addressing primarily technological solutions in a
multi-aircraft and manned flight environment, guaranteeing the interoperability with the ATM
system.

2.2 Trajectory Management

INTRODUCTION
Trajectory Management, as the backbone of future ATM operations, reflects on-line the progress of
the flight whilst concatenating and supporting the optimisation of the various activities of the
stakeholders, be it the Airports, the Airspace Users (all categories), the ANSPs and the overall
network itself. All related processes have their specific requirements, priorities, timelines that need
to interoperate fluently and consistently.

The Following OIs are related to the Trajectory Management aspects; details are available in Annex C
of present document, as well as on the EATMA portal [22].

AOM-0304-A, AOM-0304-B, AUO-0205-A, AUO-0205-B, AUO-0215, AUO-0216, AUO-0217, AUO-0219,

AUO-0220, AUO-0221, AUO-0222, AUO-0223, AUO-0224, AUO-0225, AUO-0226, AUO-0227, AUO-,
228, AUO-0305, CM-0105-A, CM-0105-B, CM-0201-B, IS-0206, IS-0302, IS-0303-A, IS-0305, MET-
0201, AUO-0308-B, AUO-0309.

Trajectory management starts with the collaborative elaboration and refinement of the Shared
Business/Mission Trajectory (SBT/SMT) during the planning phase in due consideration of known

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constraints, of anticipated congestions at specific points, of Airspace Users preferences and of airport
specific operations and limitations.

Once appropriate for all stakeholders, the trajectory is published by the Airspace Users and becomes
the reference for the flight, the RBT/RMT. This corresponds to the start of the execution phase 8
(transfer from SBT to RBT).

During the flight execution, the management of the 4D trajectory is permanent and is supported by
numerous processes like the conformance monitoring, the RBT/RMT revision process, the RBT/RMT
update process etc.

Such processes will be described in this chapter in a generic way, as they are common to all ATM
activities. They are further specified in related chapters whenever relevant.

In order to appropriately manage the progress of the flights, a series of data specific to each flight is
created and shared amongst concerned stakeholders according to specific rules and access rights.
The detailed content of such data set named “Flight Relevant Data Set” (FRDS) will be specified
during the research activity, preferably in liaison with the ICAO FF-ICE (Flight and Flow Information
for a Collaborative Environment) and Flight Information Exchange Model (FIXM) activities. 9 The data
set can be split in clusters; this chapter introduces the major clusters needed for operational use.

MISSION TRAJECTORY SPECIFIC ASPECTS

Within the scope of the Trajectory Management process, MT will bring requirements specific to
mission objectives.

Although the Mission Trajectory concept was elaborated on the basis of military activities it should
not restrict all other Airspace Users to make use of the MT concept elements, when their operational
requirements are not covered by the Business Trajectory concept, e.g.:

 Flights requiring airspace reservations (ARES)

 RPAS
 Flights requiring Mission Support Services in addition to Air Navigation Services (ANS) (e.g.
photography, observation, test and acceptance flights and patrol flights)

Mission specifics related to confidentiality, aircraft capabilities, formation flights, ARES allocation,
and synchronisation of multiple missions etc. should be processed by NM systems facilitating the
allocation of Airspace Users specific demands while optimising the ATM network operations, hence
contributing to the performance expectations.

8
The “execution phase” in this document is seen from an ATM perspective. It has to be distinguished from the flight execution, which
starts at the “start-up/push back” and ends at “engine shutdown”; as well as from the “in flight phase” extending from Take-off till landing.
9
For mission trajectory, the data set will be limited and will contain only ATM related information due to security reasons. Access to the
data set will be subject to specific security requirements on the ground of strict need to know principle.

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Representing Military Airspace Users, WOC will be at the cutting edge in managing mission and
business trajectories with support of the ground based WOC systems in order to facilitate MT
development, sharing and monitoring functionalities. Military Airspace Users may also fly business
trajectories when it is caused by operational necessity. WOC will generate and distribute BT via
extended FPL to NM system for state aircraft performing different types of flights e.g. Head of State
flights, Transportation of goods and troops, Humanitarian operations, RPAS operations, Medical
Evacuation, Search and Rescue (SAR) etc.

2.2.1 About the Data Set

The Flight Relevant Data Set (FRDS) provides common flight and trajectory information across
multiple stakeholders regarding a single flight, ensuring that all systems have a consistent view of the
flight, and that the data is widely and easily available, subject to appropriate access controls. The
fundamental idea is that a single logical entity, the FRDS is kept up to date by all parties wishing to
share information about a flight. All parties use the FRDS as a reference and all keep it updated with
the latest information, thereby ensuring that all systems have the most up to date and consistent
view of the flight data.

In order to plan and facilitate the flights, to monitor the network level of saturation and to enable the
various new functions/services developed in the context of SESAR 2020, numerous data have to be
shared and safely managed through specific rules by the responsible actors.

Individual data elements can be grouped in “clusters of data”, of the same nature or addressing
specific functions.

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Figure 3 Major clusters part of the FRDS. (Civil aircraft/ tentative)

Acronyms first time used in the illustration:

TM: Trajectory Management GUFI: Globally Unique Flight Identifier

IOP: Interoperability (between ground systems) ADEP: Aerodrome of Departure
TMR: Trajectory Management Requirement ADES: Aerodrome of Destination
EFPL: Extended Flight Plan

This chapter successively describes the main clusters of data elements operationally needed about
the flight, followed by high level processes required to ensure its management through the ATM
network.

Note: In addition to the FRDS, shared amongst all relevant stakeholders, local entities may possess
additional/complementary local data in order to manage the flight within their own environment.
Only the data clusters that are anticipated to be shared are listed below (non-exhaustive list).

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With respect to a flight, the FRDS will contain trajectory specific data elements (confined in a single
data “matrix” (the TM Matrix) as well as additional information – non trajectory specific - supporting
its management. (e.g. flight characteristics, flight keys and other shared data …most of them being
included in the (operational) flight plan).

Ground Stakeholders are responsible for collaboratively evolving the content of the FRDS through
timely exchanges of relevant ATM information using the SWIM environment, in respect of specific
rules (e.g. availability, access, publishing rights, national security).

MISSION TRAJECTORY SPECIFIC ASPECTS

The transition phase towards Trajectory Based Operations (TBO) will include the development and
validation of the harmonised set of mission trajectory related data and formats. The MT profile will
be described by a 4D dataset and shared with ATM network. In addition to the 4D dataset, MT may
contain 4D targets as well as ATM constraints with associated tolerances and will be subject to
Trajectory Management processes.

The content of the mission trajectory related data will be developed with respect to requirements
specific to mission objectives and will satisfy security requirements.

2.2.2 The TM Matrix (temporary name)

The TM Matrix contains all data which are referring to the trajectory (2D) waypoints to be flown
enriched with intermediate points such as Coordination Point (COP), Top of Climb (ToC), Top of
Descent (ToD), as inserted by the various stakeholders.

At conceptual level, the trajectory related data can be split into two main clusters, the RBT/RMT as
the reference for the flight and other trajectory data elements, most of them being generated/used
by the ground systems.

[Link] The RBT10

Within the RBT, four sub-clusters are operationally identified, as described below.

 The Cleared Trajectory Data: the route/pre-defined points and altitude/speed/4D

constraints11; these data correspond to the inputs to the on-board navigation system and
represent the trajectory that is anticipated to be executed by the flight.

Unless for safety12 reason (at ATCO or FC initiative only), any modification of these data have
to be made through RBT revision process (preferably through CDM) encompassing the
acknowledgement of the relevant Clearance or Instruction by the Flight Crew.

10
During the planning phase, this cluster is referred to as the SBT/SMT, its sub-clusters data may have slight divergences in content and
meaning; these will be specified in SESAR 2020.
11
Constraints are referring to parameters that the flight has to comply with during the execution phase, such as speed and altitude
constraints during SID, STARS, CTO/CTA.
The purpose and management of the 4D Target windows will be clarified below, in the planning and the execution phases of the flight. .

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 The Supporting Data: all other trajectory data including

o Consolidated time estimates and flight levels at waypoints as well as at air or ground
computed points which are predicted by onboard avionics or by ground tools
o the 4D targets and their tolerance window (merely at constrained points/hotspots)
as identified during the planning phase and updated/revised during the execution
phase, as well as those that may be created during the execution phase.

Additional data to be specified by PJ18-02. These data are routinely managed through RBT
update process unless when requiring (or being part of) a revision process.

 The Temporary Supporting Data

Such data, of a temporary nature, are created and are used by the ground systems when the
trajectory has already been modified and agreed amongst the ground actors, but does not
yet have been communicated to and approved by the Flight Crew. Such data may be used by
the downstreams ANSPs. These are anticipated to amend the “cleared trajectory data” as
well as, when relevant, related “supporting data” once the revision process is finalised.

 Airport Milestones at the ADEP & ADES

The ground routing is expected to remain local, unshared; however, the milestones will be
shared and timely updated in function of the situation at the airport (e.g. ground routing and
delays).

MILITARY SPECIFIC ASPECTS

RMT will be published by WOC in NOP as the result of the collaborative layered planning process.
RMT data set will contain the 3D profile, requirements specific to mission objectives, Target Times
and associated tolerances agreed in CDM. RMT could be subject to the revision processes triggered
either by WOC, Flight Crew, ATC or NMF.

[Link] Other (than RBT) Data Clusters

In addition to the “Reference Trajectory” data, the FRDS may contain several additional flight data
clusters, like:

 ‘Alternate User’s preferred trajectories’, as proposed by the Airspace Users, to be used

during the planning phase when the initially proposed trajectory cannot be approved, or to
serve as support to rerouting (if required) during the execution phase. This cluster may also
include UDPP data.
 The Aircraft Trajectory Data: trajectory prediction and related data as sent by the aircraft (eg
: Extended Projected Profile (EPP) data, ADS-B, … ) .
 TMR parameters, as specified by the ground Air Traffic Services Unit (ATSU), and
communicated as part of the ADS uplinked contract.

12
E.g.: TCAS RA or STCA

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 Data specific to formation flight (split and join up).

 Rotorcraft flights trajectories to/from FATOs (or aerodrome) located in unmanaged airspace:
entry / exit points into managed airpace.
 The “flight script”, “What if” or “negotiating” trajectories, the “4D IOP trajectory” (to be
further described during the SESAR 2020 research)
 References/links to the current list of constraints affecting the flight.13

RECORDING OF HISTORICAL TRAJECTORY DATA AND THEIR EVOLUTION

In order to support the post-flight performance assessments all TM matrix parameters, as well as
their modification(s) (including actors) will be stored.

2.2.3 Meaning and Scope of the major TM Processes

[Link] Planning
Trajectory Based Operations will rely on accurate and predictable trajectories shared with all
stakeholders involved in the planning process, allowing them to improve ATM resource planning, to
optimise airspace configurations, to better exploit available capacity and to reduce impact of DCB
measures. Trajectory Management will improve the coordination between the different planning
processes including Airspace Management, Network DCB, Airport Sequencing and User Prioritisation
(see section 2.3 Optimised ATM Network Services).

The main principle of Trajectory Management in planning phase is that the Airspace User (AU)
creates, amends and finally approves the trajectory due to be flown. The planned trajectories are
exchanged in the form of Shared Business/Mission Trajectories (SBT/SMT), between all relevant
stakeholders allowing them to optimise the processes through common 4D trajectory information
and through user-defined preferences.

The Shared Business/Mission Trajectory data (SBT/SMT) is a trajectory published for collaborative
ATM planning purposes, and is refined via an iterative process.

The planning overall process may be split into two distinct phases:

 The scheduling phase

during this phase, little trajectory data are available, related evaluations being based on
scheduled operations or historical data extracted from the NOP. It starts from the flight
intention known several months before the operations and is progressively updated with
information that is more detailed (about the trajectory, the aircraft capabilities, airspace
requests (MT only) …) as time moves towards the Execution phase and as latest information
affecting the flight becomes available.
 4D trajectory planning phase
starting once the AU has provided/shared its desired 4D trajectory (i.e. the Airspace User’s

13
The complete description of complex constraints (e.g.: ARES dimensions) does not have to be repeated in each flight data set, only the
link to the constraint (specified elsewhere) should.

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optimum trajectory according to its business model including published ATM constraints).
These SBT data is the backbone for the iterative refinement of the trajectory, in due
consideration of the (planning) constraints generated by the ground actors whilst aiming at
the optimisation of the flight with respect to its business needs.
From that moment, the SBT/SMT, as part of the TM matrix data is used as baseline data set for
negotiation (when required) throughout the ATM planning processes to ensure the availability of
necessary resources and to identify airspace configurations minimizing the need for impacting the
trajectories. Where imbalances and hotspots are forecasted with associated confidence index and
until the final agreement is reached, the collaborative planning process between AUs and the NMF
actors might lead to the generation – as part of the TM Matrix - of the negotiating trajectories
computed taking constraints into account. The UDPP process will allow civil AUs to express
preferences and recommend a priority order for flights affected by restrictions caused by e.g. an
unexpected reduction of capacity.

The SBT/SMT will evolve from a desired 4D trajectory or requested 4D trajectory (for MT) to a
trajectory agreed by all partners involved in the facilitation of the flight’s execution14. The SBT/SMT
data set may be enriched with 4D (e.g. time based, level restriction, longitudinal spacing,
geographical constraints, or any combination of these) tolerance windows defining the boundaries
within which the actual trajectory may be executed without needing further consideration by the
NMF.

Throughout the planning, deviations, if any, between the desired trajectory and the evolving
SBT/SMT allow for the quantification of the performance of the processes.

MISSION TRAJECTORY SPECIFIC ASPECTS

In the medium/short term planning phase optimal trajectory profiles could be developed for
different missions, taking into consideration the operational requirements, the meteorological
forecast, the ATM constraints and when relevant the military priorities and the safeguard clauses.

When required the demand for ARES is followed by predefined procedures for ARES allocation.
Mission trajectory can be developed and executed without link to ARES whereas operational
requirements specific to mission objectives will differ from business ones.

As the planning process moves closer to the execution phase, the requested ARES is allocated and
stored in the NM database. The improved Operational Air Traffic (iOAT) flight plan (FPL) 15
representing the latest refined trajectory 3D (2D route + altitude) profile description includes also
data related to the allocated ARES and takes the latest inputs from MET and aeronautical
information data. The iOAT FPL contains trajectory 3D profile and mission specific data (e.g. a unique
ARES identifier, Estimated Elapsed Time (EET), STAY information, formation flight details, new RPAS
elements such as a pilot in command information, alternate aerodrome and EET longer than
24hours) and is shared with NM. Additionally iOAT FPL may contain targets associated to mission

14
The specific and complex process is further described in chapter [Link]

15
iOAT FPL is not yet rich as EFPL and contains limited set of data describing MT profile available for the ground to ground exchange

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trajectory profiles such as Target Time Over entry ARES (TTO) agreed upon in CDM with NM when
deemed necessary. Solutions that guaranty protection of information will be developed as required

Any subsequent changes until transformation into RMT follow the flight plan management processes.
The distribution of iOAT FPLs by NM to all the concerned ATM and non-ATM actors, e.g. Air Defence
(AD) as well as processing of these FPLs by the ATC systems were not validated in SESAR and remain
subject to validation in early SESAR 2020 phase.

[Link] Transfer from SBT/SMT to RBT/RMT

The creation of the RBT/RMT occurs when the full pre-departure CDM process is completed, i.e. at
the moment when, due to the proximity of the Execution Phase, further modifications are no longer
achievable as part of a full CDM process. At the end of the planning phase, the SBT/SMT is consistent
with constraints and related tolerance windows. When the AU explicitly accepts this final SBT/SMT, it
becomes the RBT/RMT, which is submitted to all stakeholders. Early stability of the trajectory is
important for stable Network planning; partners contributing to enhanced predictability shall be
encouraged by the network planning system (e.g. through prioritization, special access to ATM
resources). This will also encourage accurate planning and avoidance of last minute changes. For
RMT the stability is subject to technical and weather related changes close to execution as well as re-
tasking of missions.
The transfer from SBT to RBT occurs at a specific time1617 when following conditions are met:

As a minimum (to be validated), In order to enable the transfer from SBT status to RBT status:

 The AUs has refined its preferred trajectory in function of the planning constraints.
 all capacity constraints are being respected by the trajectory (as verified by the NMF)
 the ADEP has provided the TSAT/TTOT + related tolerance windows

When all these conditions are satisfactorily met, the AU makes the final decision to accept the trajectory, which
from then on becomes the RBT.

The first instantiation of RBT flight profile contains in particular the 3D trajectory respecting the
planning constraints (and TSAT/TTOT with related tolerance windows at ADEP).

The Flight Crew is being made aware in particular of specific conditions leading to the selection of the
agreed trajectory.

When airborne the Flight Crew will respect, as per ICAO, the [3D + the speed] profile as “filed and
revised”.

In function of the circumstances, the Flight Crew may either opt for

16
Latest time for this transfer is the TSAT (to be validated). In most cases, the “execution phase” will start before this time, whilst the
Aircraft is still at gate.
17
The transfer time may vary from a flight to another, but the transfer is not a progressive acceptance process.

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 “Fly as filed” or to adjust the flight parameters (if need be) in order to remain within the
current and active target window18.

MILITARY SPECIFIC ASPECTS

For military Airspace Users, the transition from SMT to RMT will be performed by WOC at a specific
moment in time, beyond which any additional CDM process may jeopardise the accomplishment of
the mission objectives. RMT will be published in NOP as the result of the collaborative layered
planning process. It will contain the 3D profile, requirements specific to mission objectives, ARES,
Target Times and associated tolerances agreed in CDM. RMT will be subject to the revision processes
and updates, triggered by either WOC, Flight Crew, Air Traffic Controller or Network Management
Function.

[Link] Execution
The Execution phase extends from the publication of the Reference Business Trajectory (RBT) /
Reference Mission Trajectory (RMT) until flight termination.

SESAR ultimate objective is to manage the trajectories as 4D contracts including both lateral and
vertical elements, using as few ATC clearances as possible, ideally a single clearance, valid from take-
off to landing.19 The 4D contract is to be facilitated by all actors, with as little intervention as possible
from ATM. In controlled airspace / airports, in accordance with ICAO PANS ATM, “Clearances are
issued solely for expediting and separating air traffic and are based on known traffic conditions which
affect safety in aircraft operation" (ref: ICAO, Doc 4444, [Link] [9]).

SESAR 2020 will allow significant progress towards the full achievement of this goal, thanks to
advanced systems, tools and procedures for coordination and data sharing between stakeholders
and the collaborative development and management of optimized trajectories. In the present status
of SESAR development programme, only the lateral/longitudinal part of the trajectory in RBT can be
executed without any additional ATC clearance.

Departure Clearance19 before departure is considered. Other clearances linked to safety have to
remain (e.g. vectoring, altitude/speed change, take-off/landing).

The Reference Business/Mission Trajectory (RBT/RMT) is the result of the collaborative planning
process that refined the SBT/SMT and is published as the trajectory that the AU agrees to adhere to
and the ANSPs agree to facilitate.

18
A flight Crew should initiate a trajectory revision for this adjustment, unless the change stays within the ICAO limitations (e.g. changing
the speed by less than 5%).

19
Already today, “when prior coordination has been effected with units under whose control the aircraft will subsequently come, or if
there is reasonable assurance that it can be effected a reasonable time prior to their assumption of control, the clearance limit shall be the
destination aerodrome or, if not practicable, an appropriate intermediate point, and coordination shall be expedited so that a clearance to
the destination aerodrome may be issued as soon as possible” (ICAO Doc 4444, [Link].2).

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Throughout the execution phase, the monitoring and management of changes to the RBT, as well as
their distribution to all relevant partners are performed through the following major processes
described below:

 Trajectory monitoring
 RBT/RMT Consistency check process
 RBT/RMT Update Process
 RBT/RMT Revision Process
 RBT/RMT Synchronisation Process

[Link] Trajectory monitoring

During the flight, besides current modes of surveillance, the monitoring of the trajectory is
performed through following new means:

 Trajectory Management Requirements (TMRs) generated by the ground system and

communicated to the airborne system as part of the ADS-C. Whenever the on board
predicted trajectory differs from the previously shared predicted trajectory by more than any
of the 4D thresholds specified via these TMRs, the airborne systems automatically downlinks
an update of its trajectory prediction. This monitoring is fully automated. The goal of a TMR
is to reduce the uncertainty of trajectory predictions by ground and airborne applications.
The EPP downlink will then be used by the ground systems to perform consistency check and
to keep their own reference trajectory in synchronisation with the aircraft’s Predicted
Trajectory20.
 4D Trajectory Management parameters (Target Times at Target Points (hotspots in
particular), Target Altitudes or any combination thereof. Associated tolerances are
“windows” within which the actual trajectory may be executed without affecting the capacity
or safety of the associated environment.)

The monitoring will be performed preferably by NMF, preferably through automated means. The
trajectory will be monitored along its whole length, and in particular with respect to 4D target
windows at constrained points (hotspot centric DCB). Such monitoring mainly aims at ensuring that
appropriate safety/capacity levels are met at hotspots, at the identification of potential new
hotspots. Related actions may result in information exchanges, update of the RBT or even revision of
the trajectory of flight(s)

Additionally, the Flight Crew may monitor the trajectory vis a vis the single Target Time window that
may have been communicated to them and may report when they anticipate that they will not be
able to adhere to it. The FOC as well may monitor the target time windows.

MILITARY SPECIFIC ASPECTS

For military Airspace Users, the WOC system will provide automation support for the MT monitoring
functionalities. The RMT data should be managed by WOC via SWIM. As the result of negotiation

20
Consistency Check process described below

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with Network Manager through the CDM, RMT may contain ATM constraints targets in combination
with associated tolerances, when necessary. In most of the cases, ARES will be described by 4D data
set embedded into the RMT description. If and when applicable, RMT will be subject to the revision
processes and update followed by automation, triggered by either WOC, Flight Crew or NM Function,
and published in NOP. It should be noted that military aircraft will not be equipped with ADS-C
functionalities therefore exchange of flight data between airborne and ground segments in MT and
synchronisation of airborne trajectory with the ground trajectory remains a subject for further
research/industrialization/ standardisation.

2.2.4 Overview of the Processes associated to the

Analysis/Modification of RBT Data
Following figure summarises the interaction between the four major processes associated to the
management of the trajectory. They are individually described in following paragraphs.

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Figure 4: Trajectory Management in Execution

[Link] RBT/RMT Consistency Check Process

The consistency check is a process which ensures that the trajectory in the Airborne Navigation
System and the cleared trajectory data of the RBT/RMT held in the ground system are consistent in
order to ensure safety and to enable the use of the downlinked data into the ground systems.

This process differs from the “conformance monitoring” described in the advanced ATS chapter.

The first consistency check is perfomed just after the establishment of the datalink connection
between Aircraft and ATC systems (at the gate for a flight departing from European Civil Aviaton
Conference (ECAC) area otherwise when entering the ECAC area).

Then during the flight execution, the consistency check is made any time aircraft trajectory data are
downlinked to a ground system after the establishment of the relevant contract between the ground
and the airborne systems.

The process consist of up to four possible steps:

 The downlink and reception by the ground system of aircraft trajectory data (ADS-C report
including EPP data). Such downlink is automatically triggered in accordance with the contract
specificities21;
 The comparison in the ground system between the Cleared Trajectory Data of the RBT/RMT
held on in the ground system and related downlinked trajectory data” (airborne data) ;
 When both are consistent, relevant RBT supporting data can22 be updated with the
downlinked data;
 In case of inconsistency, the relevant ATSU is warned of the discrepancy and an RBT/RMT
revision process is launched.

[Link] RBT/RMT Update Process

The update of the Reference Business or Mission Trajectory (RBT/RMT) is automatically triggered
when the local trajectory predictions continuously computed by the ground and/or aircraft
system(s), differs (according to specific conditions) from the previously shared trajectory predictions.
The sharing of the update with other stakeholders will then be triggered according to SWIM
principles.

Predicted trajectory data are continuously computed locally by the ground and/or aircraft system(s).
They may include (non-exhaustive list) flight positions and trajectory data issued from various
sources (radar-correlated positions, Mode S data, EPP, meteorological information…).

21
TMRs may be part of the contract specifying threshold beyond which a new EPP report has to be downlinked, enabling, as appropriate, a
re-alignment between the air and the ground systems of the reference trajectory
22
This consistency check ensures that the downlinked data are eligible to update the RBT data (example: ETOs), however, a ground-ground
analysis between these data and similar data received from other sources (example: from ground predictors) may select the most accurate
options) this second analysis is not part of the consistency check and is not described in this chapter.

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The supporting data (and milestones) of these local trajectory predictions are compared with the
previously shared RBT/RMT baseline in order to assess possible deviations beyond defined
thresholds/tolerances23.

Should a tolerance window be exceeded, an RBT/RMT revision process is launched (see paragraph
below).

If the newly analysed data remains within its predefined limits, then related data in the RBT/RMT can
be updated and published accordingly.

Figure 5 RBT Update process

23
Distinction is made between (TMRs) thresholds defined for the Air/Ground data sharing and tolerance windows for the Ground activities

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[Link] RBT/RMT Revision Process

The revision of the Reference Business or Mission Trajectory (RBT/RMT) is a process to address a
need or request for change in specific elements of the RBT/RMT data currently shared in the SWIM
environment. This process is associated to a need for a decision to be made by two or more
stakeholders. It can affect any of the RBT/RMT data (as described above).

When time permits and specific conditions are met (detailed below), a CDM process is triggered
based on a proposal made by the initiator of the RBT/RMT revision request.

An RBT/RMT revision process ends when the final decision is made and, in case of modification of
related Cleared Trajectory data, when the Flight Crew acknowledge the trajectory change.

If the final decision implies a modification of RBT/RMT data, an RBT/RMT Synchronisation process
will be performed (see below).

Important note: there is a need to distinguish between the RBT/RMT revision process and the
modification of the flight trajectory.

Detailed description:
As shown in [Figure 7], an RBT/RMT revision process consists in successive steps from the trigger
event to the decision, which might lead to a clearance (if needed) or to other measures without
direct impact on the cleared and flown trajectory (TT, airspace management measures, etc.).

If applicable, the distribution of the change (through a new instantiation of the RBT) is part of the
subsequent RBT/RMT synchronisation process.

The decision of a RBT/RMT revision is preferably24 made through CDM, successively addressing a new
proposal, its related impact assessment, negotiation, leading to an agreement and its
implementation.

Depending on the operational situation (e.g. time available, nature/impact of the change, on-board
and ground equipment), these steps will involve various numbers of relevant partners.

24
Refers to CDM chapter below to see the case when CDM is not performed

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Figure 6: RBT/RMT Revision Process

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1. Trigger
During the execution of the flight, an RBT/RMT revision process might be triggered because of25:

 A significant deviation or predicted deviation of the flown trajectory from the RBT (out of
tolerances).
 A constraint affecting the RBT/RMT or triggering the need for new target window or a
modification of an existing target window.
 A request to change the RBT for optimization reasons.
 The need to modify the cleared trajectory for reasons such as weather or other urgent
operational reasons (e.g. diversion or critical event), as well as the need to provide
separation, organise a queue for a constrained resource (e.g. runway), or due to a new
operational constraint (e.g. airspace segregation or runway change).
 A need for NMF intervention, e.g. Short Term ATFCM Measure (STAM).

Following events are examples, which trigger an RBT/RMT revision process, starting with a proposal
for change:

1. When the Flight Crew cannot maintain the cleared trajectory, (e.g. due to a change in
weather conditions);
2. When ATC cannot facilitate the cleared trajectory as described in the RBT, (e.g. due to
reasons relating to flight safety)
3. When ATC detect a deviation from the aircraft position/flight prediction with the “Cleared
Trajectory Data” of the RBT.
4. After consistency check, for the resolution of a discrepancy between airborne and ground
data by the relevant ATSU.
5. When a new constraint is being created or is being modified (the originator of the constraint
in the NMF triggers the revision).
6. When change of AU business needs or in order to benefit from new opportunities in case of
removed constraints have a significant impact on the trajectory
7. After determining that a target tolerance has not been, or will not be met, the NMF performs
a workload assessment on the network impact; suitable mitigation is determined which may
include RBT/RMT revision if necessary (and may affect multiple flights). Alternative measures
may be possible, e.g. sector splitting or STAM which may themselves lead to trajectory
revision.
2. Assessment through CDM
Once the proposal for revision is known, an impact assessment is performed through CDM (see
detailed description below), including possible adjustments through negotiation amongst the
interested stakeholders, leading to an agreement on the change.

When there is no time for CDM or when the type of trajectory change requested does not affect the
network or when military priorities are raised, the impact assessment may be bypassed.26

25
Non exhaustive list

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A CDM process (in the frame of an RBT/RMT revision process) will take place once an RBT revision
process is initiated and when all of the following conditions are met:

 When time permits, without endangering the safety, i.e. if the remaining time before first
action is greater than the required time to make a CDM (taking into account the associated
workload of the actors). This required time shall be determined according to the complexity
of the CDM (e.g. number of actors involved), and
 When there is a proposal, the impact of which can be assessed for all stakeholders involved.,
and
 When needed:

o If there is an impact on capacity: sector overload or ADES capacity (runway

throughput and parking stands availability), or
o If there is an impact on several actors, requiring negotiation (i.e. more than simple
coordination scope)
o In case of STAM measures, when they are applied to the aircraft before Take-off or
already airborne but not yet in ECAC airspace,
o To revise a whole set of trajectories (e.g. in case of a large weather hazard). In such
cases, the required CDM involves only a limited number of the CDM partners that
are directly affected.

3. Final Decision and Implementation

The final decision is taken when, time permitting, all involved actors agree on the new RBT/RMT.
Otherwise, the decision is taken by the ATCO.

If the outcome of the decision leads to:

 No change is needed, this terminates the process.

 A need for change in relevant RBT/RMT data elements; then the implementation of the
decision terminates the revision process. In particular, in case of clearance or instruction (=
change of Cleared Trajectory Data) the acknowledgement of the Flight Crew is required.

[Link] RBT/RMT Synchronisation

RBT/RMT synchronisation is the automatic process, which ensures the unicity and consistency of a
change modifying the RBT/RMT data and its sharing amongst all (relevant) ground stakeholders.

After the RBT revision process is terminated and when a change modifies the Cleared Trajectory
Data, a new EPP may be downlinked for consistency purpose and for update of related supporting
data.

26
Conditions to be specified; this sentence is a placeholder, needing further analysis and validation.

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Military specific aspects:

Exchange of flight data between airborne and ground segments in MT and synchronisation of
airborne trajectory with the ground trajectory remains a subject for further
research/industrialisation/standardisation. Military combat aircraft configuration is primarily
designed to respond to the military wartime operational needs therefore Trajectory Management
requirements should be (at least initially) fulfilled by alternative means with regard to air to ground
data exchange on the aircraft 3D position, speed and any other relevant parameters. Missing data in
air to ground exchange could be compensated by supplementary ground data exchange support
providing RMT data to ATC systems.

Military combat aircraft equipped with military data link capabilities will not initially utilise civil data
link services to facilitate operational exchange between Flight Crew and civil air traffic controllers.
The usage of those ground segments of supporting data link communications will be limited only to
military controlling units. ATC voice communications will initially remain the main means of
communications during all phases of trajectory execution.

[Link] Controlled Time Over/Controlled Time of Arrival (CTO/CTA)

Controlled Times (CTO/CTA) are ATM-imposed time constraints which can be imposed during the
flight in order to manage airspace access, to sequence for positioning over intersecting points over
approach metering fixes in TMAs. As these constraints can be achieved by the flight with high
accuracy (i.e. a few seconds) they enable performant metering and precise sequencing. The
Trajectory Management of merging traffic flows at metering points supports new terminal airspace
designs and optimises multiple airport arrival and departure services.

MILITARY SPECIFIC ASPECTS

CTOs and Target Times Over (TTOs) can also be used by the military Airspace Users for
synchronisation of several mission trajectories having to gather in one single mission trajectory or for
joining entry points of airspace reservation.

2.2.5 MET Aspects

MET information distribution and consistency between all ATM actors are enhanced thanks to a
unified access to MET Information Services for ATM called the 4DWxCube.

The implementation of enhanced meteorological services allows to:

 Improve ATM processes predictability (4D Trajectory, DCB, NOP, AOP …)

 Improve flight efficiency and network performance by supporting the design of optimum
trajectories. This is enabled by several forecast types according to the trajectory definition
phase:

o Climatology and seasonal forecasting: BDT definition and capacity planning,

o Medium term forecast: SBT/SMT and capacity planning refinement,
o Short term forecast: RBT/RMT computation and short term capacity planning,
o Nowcasting: RBT/RMT refinement and capacity management,
o Real time observation: Meteo risk alerting

 Improve Safety and Passengers comfort (meteorological risk areas avoidance)

 Anticipate capacity reductions and recovery measures ([Link]- icing, flight spacing…)
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 Reduce ATFM delay linked to adverse weather conditions

The 4DWxCube is the major27 source of MET information for all applications within ATM, ensuring a
common situational awareness among all ATM actors. It ensures the planned SBT/SMT and the
agreed RBT/RMT are based on the best available MET information, consistent with that available to
all other actors. MET information are used for various applications during both the planning and
execution phases. The planned SBT/SMT can be initiated much earlier with MET forecasts available
many days in advance.

4DWxCube data are enriched by MET data from on-board sensors (e.g. icing, hail, clear air
turbulences, wind/temperature) provided via air-ground SWIM and/or data link.

The 4DWxCube provides the Flight Crews during the execution phase relevant and reliable MET
observations and updates relevant for each RBT/RMT (e.g. wind, temperature, icing, convection,
clear air turbulences and when required, satellite/radar imagery showing how hazardous cloud mass
has evolved). Parameters enabling the rendering including colour coding of the required visualisation
of MET information by on-board systems should be part of the uplinked data28.

Flight Crew continuously receives the latest airport information, including runway in use and MET
information via data link (D-OTIS, D-HZWX and D-RVR) and/or via air-ground SWIM (NOTAM, data
from 4DWxCube).

27
The NOP is a consumer of MET Data that is available from the 4DWxCube through SWIM directly and/or by other communication means
than SWIM. The NOP should hold and make available the MET data that NM is using in their processes.
28
Air-ground datalink associated to SWIM is used for MET data for information (e.g. icing, turbulence, satellite picture) and data link is used
for MET data for avionics (e.g. wind/temperature) ; wind/temp data received via data link can be automatically loaded in avionics (making
sure that trajectory predictions shared by aircraft are taking into account most up to date wind/temp data) whereas wind/temp data
received via Air-Ground SWIM may necessitate a manual transfer to FMS, point to be investigated in terms of cockpit workload.

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2.3 Optimised ATM Network Services

SESAR 2020 PJ.07 - Optimised AU Operations:
Significant
 PJ.07-01 AU processes for trajectory definition
Changes
FOC-related processes for the management of the Shared Business Trajectory.

Addresses the need to accommodate individual AU’s business needs and priorities
without compromising optimum ATM system outcome and the performances of all
stakeholders, through a full integration of the FOC within the ATM system.

o SBT management supported by FF-ICE services. AUO-0207

o Inclusion of preferences in SBT for DCB processes. AUO-0208
o Use of NOP information (DCB, ASM, weather) to compute optimal
trajectory. AUO-0219 (note this OI is associated with PJ.18-02, and is
included here for completeness).
o Automated semantic analysis of dynamically updated digital aeronautical
and weather information. IS-0207

 PJ.07-02 AU fleet prioritisation and preferences (UDPP)

Addresses the AU submission of a priority order request through the User Driven
Prioritization Process (UDPP), and sharing of Preferences with the other ATM
stakeholders in Capacity Constrained Situations (CCS) and in circumstances when
there is no demand capacity imbalance.

o Reprioritising flights during execution. AUO-0106

o Prioritisation for Low Volume Users in a Constraint. AUO-0107
o UDPP for Airport constraints. AUO-0109
o UDPP for Network constraints. AUO-0110

 PJ.07-03 Mission Trajectory driven processes

Addresses the need to accommodate individual Military AUs’ trajectory needs and
priorities without compromising optimum ATM system outcome and the
performances of all stakeholders, through a full integration of the WOC within the
ATM system

o Operational Air Traffic Transit Service (OATTS) is in place, connecting

national infrastructures and facilitating OAT-IFR flights across Europe.
AOM-0303
o Mission Trajectories in Step 1. AOM-0304-A (note this OI is assigned to
PJ.18-01, but included here for completeness)
o Participation in CDM through iSMT and Target Time (TTO) negotiation.
AUO-0210
o WOC Management of iRMT via iOAT FPL. AUO-0211
o Management of RMT data by WOC via SWIM and negotiated through the
CDM process with the Network Manager. AUO-0212
o Collection of meteo data by WOC and integration into the trajectory
profile definition for SMT. AUO-0213
o Inclusion of user preferences and mission trajectory information for DCB
processes into SMT development. AUO-0214
o Sharing iSMT through improved OAT flight plan. AUO-0215 (note this OI is
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assigned to PJ.18-01, but included here for completeness).

PJ.08 - Advanced Airspace Management (ASM):

 PJ.08-01 Management of Dynamic Airspace configurations

Addresses the development of the process, procedures and tools related to

Dynamic Airspace Configuration or DAC management, supporting Dynamic Mobile
Areas of Type 1 and Type 2,
o Use of Dynamic Mobile Area (DMA) type 1 and 2. AOM-0208-B
o Airspace configurations are activated through integrated CDM. AOM-0805
o En Route Sector design and configurations are unconstrained by
predetermined boundaries. AOM-0809
o Dynamic Airspace Management based on complexity. CM-0102-B
o The status of the airspace structures is uplinked and displayed in the
aircraft, allowing a shared situational awareness of ASM. AOM-0206-B

 PJ.08-02 Dynamic Mobile Areas (DMA) of Type 3

Addresses the extension of the management of Dynamic Airspace configuration to
support moving areas. This includes Dynamic Mobile Areas or DMA of type 3 as
well as moving hazard areas.

o Use of DMA type 3. AOM-0208-C

o Integrate Hazard Zones in Dynamic Airspace Configuration (DAC) process.
AOM-0209

PJ.09 - Advanced DCB

 PJ.09-01 Network Prediction and Performance

Addresses the establishment of a performance driven network management

culture. It complements the current network management process focussed on
delay reduction by a shared situational awareness and an agreed set of
performance indicators to be used for real time performance monitoring, trade-off
analysis and what-if impact assessments.
o Provide enhanced and continuous demand forecast from long term
planning to execution. DCB-0211
o Continuous monitoring of network operations through network
performance KPA/KPI. DCB-0212
o Automated tools support complexity and workload prediction and
resolution in defined airspace volumes and dynamically managed airspace.
CM-0103-B

 PJ.09-02 Integrated Local DCB Processes

Addresses the integration of Local Network Management with extended ATC

planning and arrival management activities in short term to execution in a seamless
process.
o Dynamic airspace configurations combined with 4D constraints to provide
an optimised adaptation of capacity to the demand in order to minimise
demand adjustments. DCB-0210
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o Consolidation and facilitation of Target Times between local DCB, Airport

CDM and Extended Arrival Management. DCB-0213
o Automated tools support complexity and workload prediction and
resolution in defined airspace volumes and dynamically managed airspace.
CM-0104-B
o The ATM System provides Controller support for smoothing flows of traffic
and de-conflicting flights in a multi-sector / multi-unit environment. CM-
0302 OI relates primarily to ATC, so is described in Advanced ATS chapter,
section 2.4.3

 PJ.09-03 Collaborative Network Management Functions

Addresses the moving from the current slot allocation (based on first planned/first
served principle) to a coordinated 4D constraints management process which
arbitrates between the owners of the constraint, the actors involved in the solution
and the overall network performance needs.

o NOP capability is expanded to support airspace configuration planning,

collaborative flight planning, and network performance monitoring. DCB-
0103-B
o Network impact assessment based on What–If. DCB-0214
o Consolidation of imbalances of Trajectory Management solutions. DCB-
0215
o Most Penalizing Delay based on reconciliation between DCB and Airport
CDM. AUO-0108

Main Performance Expectations

Environment/Fuel efficiency: Network
Optimised AU Operations:
The average fuel burn per flight is reduced thanks to B/MT concept in a trajectory based
operations context.
Contribution by Solutions/OI Steps:
 AU processes for trajectory definition (AUO-0207: AUO-0208, IS-0207).
In SESAR 2020 this KPA includes Fuel Efficiency and only partially reflects the AU driver “Flight
Efficiency”.
Advanced DCB:
The average fuel burn/CO2 per flight is reduced thanks to a full integration of dynamic
airspace configuration into DCB processes.
Contribution by Solutions/OI Steps:
 Integrated Local DCB Processes (DCB-0210).

Increased efficiency enabling optimised flight trajectories and profiles with the end result
being reduced fuel burn, noise and CO2 emissions.
Capacity

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Dynamic Airspace Configurations:

En Route/TMA Throughput (in busy period and high-capacity, high-complexity airspace)

is increased thanks to a full integration of dynamic airspace configuration into DCB
processes

Contribution by Solutions/OI Steps:

 Management of Dynamic Airspace configurations (AOM-0206-B, AOM-0208-B, AOM-

0805, AOM-0809, CM-0102-B.

- Airspace Capacity: Advanced Airspace Management allows a better use of available
ATC capacity and a better balancing of ATC workload leading to reduced
demand/capacity imbalance.

Advanced DCB:

En Route Throughput (in busy period and high capacity, high complexity En Route airspace)
is increased thanks to a full integration of dynamic airspace configuration into DCB
processes as well as a coordinated 4D constraints management. In addition, the interaction
of dDCB with ATC through the INAP function, facilitated through tools to manage
complexity and coordination between the actors involved, allows for an optimized use of
the available capacity.

Contribution by Solutions/OI Steps:

 Integrated Local DCB Processes (CM-0104-B, CM-0302, DCB-0210, DCB-0213).

Airspace Capacity: Increased accuracy of capacity prediction together with adaptive capacity
capabilities will contribute to minimize demand modification.
Predictability

Advanced DCB:

The number of flights arriving on time (as planned) is increased thanks to a full integration
of dynamic airspace configuration into DCB processes as well as a coordinated 4D
constraints management.

Contribution by Solutions/OI Steps:

 Network Prediction and Performance (CM-0103-B, DCB-0211, DCB-0212).



- The NOP will provide the planned network situation considering all known
constraints. NOP will contain the reference network plan, as well as the latest, most
accurate information relating to the Network Situation status (incl. residual
hotspots), thus enabling Airspace Users to take informed flight planning decisions.
The NOP will contribute to maintain block-to-block and arrival performance. It will
also help preventing and mitigating service disruption, contribute to reduce recovery
times and help stakeholders to restore the plan.
 Collaborative Network Management Functions (AUO-0108, DCB-0103-B, DCB-0214, DCB-

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0215).


Improve the predictability with the latest, most accurate information relating to the Network
Situation status available via the NOP and by anticipating demand/capacity imbalance
detection and improving the implementation of solutions as well as managing time accuracy.
Cost Efficiency

Advanced DCB:
Costs per impacted stakeholders associated with enhanced ATFCM Processes are reduced.
The interaction of dDCB with ATC through the INAP function, facilitated through tools to
manage complexity and coordination between the actors involved, allows for an optimized
use of the available capacity.
Contribution by Solutions/OI Steps:

 Collaborative Network Management Functions (AUO-0108, DCB-0103-B, DCB-0214, DCB-

0215)
 Cost of Air Navigation: Demand Capacity Balancing allows improved ATM resource
planning and better use of existing capacities leading to reduced ATC and Capacity costs
Flexibility

Optimised AU Operations:

Number of departure change requested accommodated is increased.

Flexibility is increased by allowing the Airspace Users to recommend to the Network

Management Function a priority order for flights.

Contribution by Solutions/OI Steps:

 AU Processes for Trajectory Definition (AUO-0207, AUO-0208, AUO-0209, IS-0207).


- Increased Flexibility by allowing the Airspace Users to express their preferences and
recommend to the Network Management Function a priority order for flights. This
KPA is driving the reduction of direct and possibly indirect costs to AUs.

 AU Fleet Prioritisation and Preferences (UDPP) (AUO-01060106010601070109, AUO-

0208).

Increased Flexibility by allowing the Airspace Users to recommend to the Network

Management Function a priority order for flights. This KPA is driving the reduction of direct
and possibly indirect costs to AUs.

Access & Equity

Optimised AU Operations:

Priority rules will always be applied in a transparent, correct manner.

More options will be available than just the ‘first come first serve’ rule.

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Contribution by Solutions/OI Steps:

 AU Processes for Trajectory Definition (AUO-0207, AUO-0208, AUO-0209, IS-0207).

- Increased Access by allowing every Airspace User to have the same possibility to
optimise the trajectory.

 RPAS
- Identification of the particular requirements of remotely piloted surface operations
taking into account that in accordance with the European-RPAS-Roadmap the
requirements related to airport and surface operations are: detect & avoid,
automated landing and take-off, platform operations, ground movements and
contingency.

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2.3.1 Introduction and Transversal Aspects

The three PJs responsible for progress in this key feature have their individual activities defined, as
set out in the table above. However, they have clear synergies, with transversal aspects linking them,
to enable them to meet their expected performance benefits. Key concept elements are highlighted
here:

 Network Management Function

 Trajectory based Operations
 Demand Forecast
 Collaborative NOP

NETWORK MANAGEMENT FUNCTION

The Network Management Function (NMF) is a key concept for Optimised ATM Network Services and
is a common thread throughout the three PJs addressing this Key Feature. The NMF sets out with the
objectives to enable the optimum use of airspace, ensuring AUs are able to execute their preferred
trajectories, whilst continuing to allow maximum access to airspace and ANS.

The NMF is able to meet these objectives by integrating and managing those tasks related to the
ATM Network. This is achieved through the provision of facilities and seamless services, in
collaboration with all relevant parties – involving both airborne and ground-based functions.

The NMF is based on Collaborative Decision Making processes in all ATM phases. It is performed at
all network levels (regional, sub-regional, local), with the involvement of actual actors dependent on
ATM phase and activity. Irrespective of these variables, collaborative actions and processes will
always drive the results.

TRAJECTORY BASED OPERATIONS

Optimised ATM Services are able to exploit the developments delivered through Trajectory Based
Operations in order to realise those benefits identified in the Performance Expectations – reference
PE PJ07/08/09. In particular, the utilisation of a predictable and accurate trajectory, which is able to
be shared with all stakeholders involved in Network Management processes provides the ability to:

 Reconcile key planning processes across all network levels (Airspace Management; Network
DCB; Airport Sequencing; and Flight Operations Planning) – through Holistic Network
Planning Management;
 Maximise the efficiency of available ATM resource in planning, and subsequent utilisation,
through optimised airspace configurations. This enables capacity to be optimally matched to
an accurately quantified Traffic Demand Forecast, and assessed against relevant Network
Performance Targets;
 Accurately anticipate the need to manage demand through application of constraints, with
the effect on affected trajectories successfully managed to ensure the desired outcome with
minimum impact;
 Assess demand in terms of workload/complexity, with automated tools able to provide
accurate and credible diagnosis of a DCB imbalance as a hotspot. The resolution of hotspots
is now part of an integrated process between Network actors and ATC actors, providing
improvements in performance and efficiency
 Conduct network operations through collaborative agreement, taking into account Users’
preferences and priorities, providing planning stability, buy-in and commitment;
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 Monitor the execution of the Collaborative Network Operations Plan and enable
arbitration/integration of subsequent change requests, aiming to minimise adverse impact.
The availability of MET and AIS data – with dynamic updates – enables automatic real-time
detection of significant events and the evaluation of impact. Such detection and analysis is
able to incorporate AU characteristics and preferences.

The utilisation of the trajectory within the context of Optimised ATM Services provides a clear
indication of the linkage between those solutions within PJ07/08/09 and PJ18 projects tasked with
Mission Trajectories and the integration of trajectory management processes in planning and
execution.

DEMAND FORECAST
The accurate forecasting of demand is improved by making use of shared process whereby a 4D
trajectory is iteratively developed as an SBT/SMT. The resultant integration of individual trajectories
into a traffic forecast represents an enrichment of simple traffic demand, as it takes into account
additional considerations of:

 probabilistic demand;
 planned DCB measures;
 AUs’ shared flight information;
 accurate MET information;
 an Uncertainty Model;
 a standardised confidence index, giving an estimation of the degree of accuracy of the
trajectory data.

The resulting integrated traffic forecast is available for use by all stakeholders involved in the Holistic
Network Planning Management.

COLLABORATIVE NOP
Network planning processes are employed to ensure capacity is utilised most effectively to meet
demand. These network operations activities are supported by the development of the Collaborative
Network Operations Plan (NOP), which allows planning activity to be managed as a continuum from
the planning phase through to the execution phase, making full use of SWIM-shared data of
improved accuracy and reliability. The collaborative NOP capability is expanded to support the
processes:

 Airspace configurations planning;

 Collaborative flight planning (incl. SBT, RBT, UDPP)
 On-line network performance monitoring,

The integration of MET information into network operations planning - via NOP capability - provides
additional situational awareness for stakeholders, allowing them to more effectively plan their
operation across the network. The NOP provides a view of MET information, from day-to-day
weather through to severe events, which may affect stakeholders’ operations, e.g. through delay and
diversions. This forewarning enables these stakeholders to plan appropriate mitigation actions.

Furthermore, the NOP is developed to enable network operations planning activity to take place
irrespective of network conditions, thereby encompassing nominal, disruption and crisis conditions in
order to provide a common awareness on:
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 Demand, Capacity, and any imbalances,

 Hotspots,
 DCB measures, featuring pre-agreed and/or ad hoc resolution scenarios, validated by what–if
tools to support the CDM process.

It therefore provides the means to both facilitate and monitor planning processes and related
enhanced CDM, ultimately reducing coordination needs in the execution phase.

2.3.2 Optimised AU Operations

An overarching principle from SESAR 1 is further developed whereby AUs are able to become more
involved in DCB processes in order to allow their business/mission needs to be taken into account
wherever possible. This involvement is via the Trajectory Management processes and provides
opportunity to respond to the need for greater flexibility.

AUs have the freedom to iteratively refine SBT as it develops from flight intention at the scheduling
phase, to a 4D Trajectory at the end of the planning phase. The sharing of the SBT, as it develops,
provides a common trajectory with user-defined preference for stakeholders to use to optimise their
individual processes. Importantly, it allows DCB processes to take into account AU priorities and
preferences for the resolution of complexity/hotspots.

During the planning phase AUs are able to provide the ATM Network with the most accurate input to
reflect accurate demand at any time. The input – in terms of SBT – reflects the trajectory options
appropriate to forecast MET and DCB scenarios.

In execution, AUs are able to revise the 4D Trajectory within the Trajectory Management Framework.

Furthermore, AUs are able to signal their priorities and preferences, allowing them to identify which
flights shall be given priority over others within their operation, thereby reflecting their own business
constraints and needs. These priorities and preferences are used by the NMF in any subsequent DCB
process.

UDPP
UDPP provides the AUs’ input into the ATM Network CDM processes for flight prioritisation in
relation to business trajectories. It gives AUs greater flexibility to manage their operation in the face
of delays at departure, En Route and arrival, whilst ensuring compatibility with the continued need
for ATSUs to satisfy their safety accountabilities. The process allows AUs to express preferences and
recommend a priority order for flights, and to share preferences with other ATM stakeholders in
both Capacity Constrained Situations and for situations where demand/capacity is balanced.

UDPP is framed with high-level principles and rules for equity which include transparency, open
access, and the need to guard against negative impact on other stakeholders, and is applicable in
addressing constraint:

 At Airport - through integration of UDPP and APOC processes – where AUs are able to
prioritise flights in order to decrease the impact of an airport constraint on their fleet. In this
case, airports and AUs collaborate to define a mutually acceptable solution that also takes
the network into account.

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 At Network level – through management by the NMF – where AUs are able to prioritise a
group of flights captured in one or more network constraints in order to decrease the impact
on their fleet. The management by the NMF actors addresses both the expressed
prioritisation and the reconcilliation against multiple constraints.

 In order to provide those AUs with relatively few flights caught in a constraint at an airport in
planning, the concept of Low Volume Users in a Constraint (LVUC) is developed, allowing
them to participate in the prioritisation process. The process allows such users – such as
Business/General aviation and rotorcraft - to recommend to the airport authority a priority
order for affected departures/arrivals. There is no obligation for these users to participate if
they see no benefit.

 During execution, with flights n the scope of dDCB, AUs can recommend to the NMF and
airport, a priority order for flights affected by delays on arrival and En Route. A sub-set of the
FDA and SFP features is used due to the limited flexibility available in execution.

 During execution, the opportunity for AUs to state priority is also applicable through Arrival
Management processes(see section 2.4.1 Traffic Synchronisation).

MISSION TRAJECTORY-SPECIFICS
From the perspective of those users linking to the concept via Mission Trajectories, the following
developments are planned:

 Operational Air Traffic Transit Service (OATTS) is in place, connecting national infrastructures
and facilitating OAT-IFR flights across Europe. This provides timely and flexible availability of
airspace options and services to military missions for both short transit to training/exercise
areas and long transit across states.
 The harmonised iOAT FPL represents the first description of the Mission Trajectory in the
planning process. Its use in the medium/short-term planning phases facilitates the
integration of demand from different categories (civil/military) of AUs into network
operations, including demand for ARES where required, which become an integral part of the
MT. This provides increased predictability and awareness of overall demand at ATM network
level.
 Input, validation, acceptance and distribution of the iOAT FPL to ACC/MCU will be performed
through network level services. Once validated in NM system the MT (iOAT FPL) will be
published in the NOP and made accessible via SWIM services.
 The sharing of the 3D profile via the iOAT FPL (navigation points or lat/long, altitude of FL
and cruise speed) with the NM system represents the SMT and may contain ATM-related
information specific to mission objectives distinct from BT. This specific information triggers
iterative collaboration between respective ATM actors through CDM, and hence facilitates
the allocation of AUs demand. The result of this negotiation may result in a DCB solution
Target Time agreed for the MT (e.g. TTO ARES entry) that takes into account the priorities
and safeguard clauses defined by military authorities. Note that where required, solutions to
guarantee confidentiality of military data will have to be defined and implemented.
 MT Users follow the ASM process in order to manage demand for ARES that is shared in the
form of early flight intention. This data will be progressively refined and enriched as the
planning process moves closer to the execution phase. Once the ARES configuration and time
parameters (activation/deactivation) are agreed between all pertinent ATM actors and
stored in NM system this ARES becomes reference allocated. Consequently, ARES is used as a
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reference for flight planning and any subsequent change to the ARES will follow the ASM and
FPL management processes.
 Also in the medium/short term planning phase, the Wing Operations Centre (WOC) collects
and integrates MET data into the trajectory profile definition for the SMT. Using this, plus
other ATM-related data, the WOC identifies one or several geographical locations able to
accommodate the trajectory profile part/s associated to the ARES DMA type with the mission
requirements, in order to minimise any impact of the MET phenomena on the execution of
the mission.
 Furthermore, the WOC, or indeed any SMT user, may develop several trajectory profiles for
each mission, taking into consideration the operational requirements, priorities and – where
required - safeguard clauses defined by military authorities, the MET data and other ATM
constraints. The trajectory profile best suiting the mission objectives will be negotiated with
respective ATM actors via CDM. The resultant trajectory contains ATM constraints targets
and tolerances and represents the Mission Requested Trajectory, which is integrated without
any modifications into the DCB process, as part of the airspace configuration scenario
published in NOP.
 The transition between SMT and RMT is performed by the WOC at a certain moment in time
defined at the national level, after which any additional negotiation process may jeopardise
mission accomplishment. The resultant RMT is published in NOP and contains the 3D profile,
ATM-specific data, plus any agreed Target Times and associated tolerances. Military-specific
requirements for ARES DMA type are also part of the trajectory profile in most of the cases,
and will be described in 4D data. The RMT will be subject to update and revision processes,
triggered by either WOC, Flight Crew or NMF, and published in the NOP where confidentiality
criteria permit.

2.3.3 Dynamic Airspace Configuration (including Advanced ASM)

Trajectory-based operations offer the opportunity to improve the optimisation of resources to meet
the forecast traffic demand and associated workload. Airspace can be seen as a resource, capable of
being optimised via its configuration.

The increase in predictability of trajectories, resulting from trajectory-based operations, leads to

improved confidence in the prediction of emerging traffic demand. Such prediction – using Forecast
Business Trajectories (FBT) – forms a key input to Dynamic Airspace Configuration (DAC). FBT is the
4D definition of the trajectory, associated with levels of uncertainty associated with the time horizon.
Such uncertainties are characterised by time uncertainty, lateral uncertainty, and vertical
uncertainty, defined to enable elaboration of the best prediction of a representative 4D trajectory.

The DAC concept delivers an optimised and coordinated organisation of airspace reservations
(including 3 types of DMA), together with ATC sectorisation, able to support optimized trajectories in
a Free Route operational environment that are planned, designed and dynamically managed to
respond flexibly to different performance objectives which vary in time and place.

Dynamic Airspace Configuration concept introduces the following new elements:

 New approach: i.e. fully performance based;

 New processes: i.e. move from ASM collaborative processes to ASM reconciled with DCB into
fully integrated ASM/DCB/ATS CDM layered process;

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 New operational means: i.e. Airspace Configurations becoming fully dynamic (i.e. higher
level of modularity and flexibility up to the execution phase), supported by automated tools
and is an enabler of integrated capacity management process,
 Airspace/Sector Building Block architecture providing in particular a greater numbers of new
possibilities for sectors configurations, and not only predefined ones;
 Dynamic Mobile Areas of 3 types as a DAC component
 A ‘Hazard Zone’ as a DAC component

NEW APPROACH AND PROCESSES

The full integration of ASM/DCB/ATS processes within the Dynamic Airspace Configuration concept
contributes to the Network performance through closer interaction between ATM operating phases,
with consolidated and harmonised solutions integrated in the Planning and Execution phases at local,
sub-regional and regional levels. Whilst the ATM operating phases remain intact, the processes of
which they are comprised are no longer restricted to particular times, but rather are driven by data
(e.g. demand forecast) uncertainty/confidence parameters.

Integration with these processes enables management of DAC over wide areas, allowing airspace to
be treated as a continuum. This ensures a joined-up airspace across combinations of airspace
volumes, interfaces between ENR and TMA, FRA structures, VPAs, DMAs and CBAs in order to meet
civil and military preferred trajectories while resolving complexity and DCB issues.

Automated systems provide support for assessment and comparison of different configurations for
the decision making process, permitting monitoring of implemented solution in order to make best
use of available airspace and human resource at any given time. Specifically, the integration of
Complexity Assessment and Resolution to the DCB process, allows the optimisation of airspace
configuration assessed against workload and complexity - providing consistency and avoidance of
side effects from activation of airspace structures.

NEW OPERATIONAL MEANS AND ARCHITECTURE

An Airspace Building Blocks principle will provide a possibility to “assemble” the airspace (e.g. ARES
activations time and place, sectors organisations, routes (or free route segments) organisation)
throughout Europe in a seamless continuum and according to various performance targets

DAC foresee several levels of modularity and flexibility that allow for customised application of the
DAC concept, driven by the local operational environment, requirements, constraints, etc. Depending
on the level of dynamicity of the DAC concept, airspace blocks could be progressively implemented -
starting from Sectors Building Blocks (todays Elementary Sectors). These are combined into non-
predefined airspaces configurations (Level I), through to airspace sectorisation with limited variability
to vertical and lateral sector boundaries (Level II and Level III), up to full Airspace Building Block
based DAC area (Level IV).

The responsible actors at local and sub-regional levels are supported by procedures and tools in their
assessment of different local airspace configurations, and are able to identify mutual network
impact. Continuous CDM – from planning to execution - drives the process to deliver the best
airspace configurations at Network level, making optimum use of the available airspace and human
resources to meet the users’ expectations.

ARES AND DYNAMIC MOBILE AREAS

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Airspace Reservations/Restrictions (ARES) are designed and used as being part of one of these two
categories:

 Fixed ARES or ARES designed according to the VPA design principle (including Cross Border
Areas (CBAs))
 ARES as Dynamic Mobile Area of type 1, 2 or 3.

The overall DMA concept aims to minimise the potential for negative impact on the wider ATM
network for ARES. It adopts a fully performance based approach to meet likely competing needs for
limited airspace resource, using CDM processes to agree the best outcome at design, allocation and
use. Dynamic Mobile Areas may constitute a part of the holistic trajectory description in the 4D data
set, linked or not (in the case where the entire MT is inside the DMA) to the Mission Trajectory and
are an input into Network systems to facilitate both DCB and DAC processes. Both DMA Type 1 and
DMA Type 2 are geographically defined whereas DMA Type 3 is identified as aircraft centric.

The status (i.e. active/inactive) of airspace structures for ARES is able to be up-linked to the Flight
Crew for display in suitably equipped aircraft in the execution phase. The up-link of such ASM
information is to provide increased situational awareness to Flight Crews operating Mission as well as
Business Trajectories.

HAZARD ZONE
The concept of the ‘Hazard Zone’ concept is introduced, delineating a volume of airspace, within
which, for example, a hazardous meteorological phenomenon may occur. The definition of the
volume of the zone is, by default, dynamic. Nevertheless, it is defined within Network support tools
in order to facilitate the DAC process.

ADVANCED DCB
Enhanced ATFCM processes ensure that Flow and Capacity Management operations, from planning
through to execution at local, sub-regional, and regional levels, are conducted on a holistic, seamless,
continuous, and fully collaborative basis. This sees activities in the Long Term and Medium to Short
Term Planning phases establish an optimised and stable Network Operations Plan, enabling all
partners concerned to fine-tune the planning of their resources according to the latest known
information.

In order to maintain this early optimisation as real-time events inevitably introduce some instability
as the operation approaches execution, the capability is provided to anticipate the impact of evolving
perturbations in the network. This facilitates the identification and resolution of potential hotspots -
coordinated using CDM processes.

The 4D Trajectory is the core of processes employed to assess, manage, and monitor the balancing of
capacity with demand across the ATM phases. The increasing quality and accuracy of the traffic
predictions as the iteratively refined SBT/SMTmoves to full maturity with a complete set of data,
facilitates an effective shared view and interface between involved actors and the operating
methods. This provides opportunities for AUs to choose, through Holistic Planning Management,
how they best reconcile their business needs within the demand/capacity balancing process. The
subsequent RBT/RMT agreement is the conclusion of the collaborative planning process, and in
comparison to the SBT/SMT, the scope for further modification is significantly limited. Nevertheless,
through defined update and revision processes, the RBT/RMT will continue to evolve during the flight
and will remain in scope of DCB/dDCB processes.

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HOLISTIC PLANNING MANAGEMENT

The NMF ensures the best trade-off between AU flexibility and the planning stability necessary for
effective management of ATM resources. The capture of AU priorities and preferences allows the
NMF to take them into account in the DCB processes used to solve remaining complexity/hotspots.
Preferences will be used when choosing between different trajectory adjustments alternatives for
DCB purposes (e.g. time based or lateral/vertical constraint). This provides opportunities for AUs to
choose how they best reconcile their business needs with a DCB initiative i.e. respect the 4D
constraints through trajectory refinement/revision, through speed/time and/or alternative
route/vertical profile.

In order to ensure the continued stability and performance of the network, the integration and
necessary coordination of 4D constraints from stakeholders into SBT and RBT mechanisms is
required. The integration of these constraints from a number of sources – e.g. airports (including
multi-Airport Operations Centre (APOC), ANSPs, AUs and NM – is managed through a set of new
rules and mechanisms which replaces the legacy first-planned/first-served slot allocation principle.
Holistic Planning Management allows each stakeholder, and in particular the Airspace Users, to get
an exhaustive view of all constraints. This thorough view of all constraints provides a real opportunity
to find the global optimum among the various stakeholders’ requirements, including Airspace Users’
preferred trajectories and costs associated to deviations, as well as ATM Planning constraints issued
from Airport sequencing, Airspace Management and Demand Capacity Balancing or ATC flow
optimisation. Holistic Planning Management can be seen as a toolbox evolving along the timeline,
from Planning to Execution, where the different actors, can use the tools (including what-if
capabilities) at different moments, for different problems but always considering the network view
of constraints.

Network Operations performed at local, sub-regional and regional levels will be continuously
monitored in terms of their input to Network Performance. Stakeholders are able to assess and
evaluate the Network Level impact of their intentions and decisions – in terms of capacity, flight
efficiency, predictability and flexibility - using what-if tools and impact assessment functionalities.
Such network impact assessment facilitates CDM to reduce adverse network effects and identify
measures to mitigate them.

As noted above, DCB Network Impact Assessment relies on what-if capability. This capability is
expanded to provide problem resolution, using multiple scenarios across the ATM layered planning
spectrum. Such scenarios and associated tools (utilising what-if or automated resolutions) have
different levels of granularity appropriate to the task. The availability of query mechanisms and these
what-if functionalities provides all operational stakeholders with operational information to support
their needs e.g. SBT planning, DCB decision making and approval processes, enhancing CDM and
ultimately providing greater stability, with a reduction in coordination during the execution phase.

Additionally, the integration of Dynamic Airspace Configuration with 4D targets takes place in order
to provide the complete DCB solution. This complete solution sees the optimised adaptation of
capacity to meet a minimally-adjusted demand. Iterative and integrated CDM processes integrate
ASM and DAC into advanced DCB and ATC planning, taking place from regional to local levels in the
planning phase. The result is an improvement in ATM resource management, with increased
efficiency for both airspace and ground resources.

INTERACTION WITH ARRIVAL MANAGEMENT

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Interaction between DCB/dDCB processes and Arrival Management processes, which aim to establish
a sequence, will take place in the execution phase. This interaction, based on collaborative rules, is
managed in order to ensure flight optimization and positive impact on local and network
performance. Such Arrival Management activity is predominantly focussed on fine-tuning active
flights (e.g. already airborne or sequenced departures from close-in airports) through allocation of an
Arrival Manager (AMAN) generated time constraint. The process for reconciliation of Target Times
for DCB/dDCB with such allocated times for sequencing is described section 2.4.1 Traffic
Synchronisation. Holistic management continues in Execution, where new constraints such as Arrival
Sequencing are – where appropriate - reconciled with other ATM constraints, taking into account
Airspace Users’ preferences.

COMPLEXITY
The identification and management of complexity, as a fundamental contributor to workload,
represents key capabilities in the DCB process. The main feature of the complexity management
process is the assessment of the complexity, in both quantitative and qualitative aspects, taking into
account the uncertainty of the trajectory prediction over time horizon. The complexity assessment
encapsulates the relationship between workload and traffic. Advanced airspace environments
(including modular airspace and free route trajectories) necessitate either new or evolved
complementary algorithms associated to them to allow creative airspace solutions to indicated areas
of excessive workload.

INAP
Integrated ATFCM and ATC Planning Function (INAP) is a key concept, the scope of which is to bridge
the traditional gap between network activities, managing DCB and dDCB, and ATC planning activities,
managing and fine tuning the tactical picture. This period within which INAP is applicable sees
overlapping capabilities in order to deliver successful integration of network measures, traffic
synchronisation and strategic Conflict Management measures within the context of a more localised
area of responsibility. The result is a seamless, efficient and consistent ATM process. To this end,
INAP is relevant both here and in section 2.4.3 Conflict Management, where a greater focus is given
to describing the optimisation of ATC resource in order to manage complexity/workload at local
level.

INAP actors are provided with the capability to identify and resolve local hotspots in a fully
integrated way. They are able to assess potential actions to resolve these hotspots within the context
of an evolving traffic picture close to execution, and evaluate such actions in terms of performance.
The capability provides a common view to the INAP actors to allow them to arrive at the optimised
solution, and then to manage it. The solution is taken from a palette of options, including DAC, traffic
management measures and, where appropriate, trajectory measures - encompassing
deconfliction/synchronisation/sequencing. The use of predefined resolution scenarios ensures
integrated action, and reduces the need for subsequent coordination between INAP actors.

AUTOMATED TOOLS
As already noted the diagnosis of a DCB imbalance as a hotspot is more accurate and credible due to
enhanced processing - based on complexity and workload assessment provided by automated tools.
These automated tools continuously process and monitor predicted workload and complexity,
alerting when appropriate. The tools provide those responsible actors, fulfilling ASM, NMF and
Extended ATC Planning roles, with an accurate and timely prediction of imbalance as well as
providing input into those tools used to manage hotspots and complexity resolution.

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Together with those tools capabilities, automated interfaces and related procedures between Local
NMF and ATC Planning improve the ATM resource management efficiency and improves the
complexity resolution effectiveness by organizing the interactions and respective responsibilites
between all the actors involved. In a general way, the reconciliation process between NMF and ATC
planning relies on common situation awareness and on collaborative rules and decision approach
that ensure integrated actions and reduces the need for time-consuming coordination between
actors.

At ATC level, tools also provide support to manage traffic complexity within the context of the
tactical planning horizon. Such capability, which is used at INAP level, is described in section 2.4.3
Conflict Management.

2.4 Advanced Air Traffic Services

INTRODUCTION
The chapter is based on the SESAR Solutions and corresponding Operational Improvement Steps
within the key feature “Advanced Air Traffic Services” to be described and validated in the scope of
SESAR 2020. The concept elements described are based on Integrated Roadmap Data Set 17 and are
the further development of those OI steps, which had achieved V3 maturity by the end of SESAR 1.
The structure of the chapter consists of specific interrelated OIs designed to meet specific
performance expectations. A number of the concept elements described in this chapter are not to be
considered in isolation, with dependencies and interactions with concept elements described
elsewhere in the CONOPS. Those interactions are referenced in the text, with the detailed
description found in the respective chapter.

2.4.1. Traffic Synchronisation

SESAR 2020
Significant  Extended Arrival Management with overlapping AMAN operations and interaction
Changes with DCB and CTA (Solution PJ.01-01)

o Arrival Management extended to En Route airspace – overlapping AMAN

operations (TS-0305-B)
o Controlled Time of Arrival (CTA) in high density/complexity environment
(TS-0109)
o Arrival Management systems integrated with DCB ( TS-031529)

 Use of Arrival and Departure Management Information for Traffic

Optimisation within the TMA (Solution PJ.01-02)

o from Multiple Airports (TS-0302)

o Integrated Arrival Departure Management for traffic optimisation within

29
The interrelation between Traffic Synchronisation and DCB concepts related to target time management
needs to be carefully addressed in a collaborative way between PJ.01-01 and PJ.09-02

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the TMA and Extended TMA Airspace (TS-0307).

 Airborne Spacing Flight Deck Interval Management (Solution PJ.01-05)

 Airborne Spacing Flight Deck Interval Management (speed/more complex

route geometries) in high density environment.
 Approach Improvement through Assisted Visual Separation (Solution PJ.01-07)
o Airborne spacing monitoring under IFR (ATSAW – spacing monitoring)
(AUO-0507)

Main Performance expectations Operating

environment

Safety – safety benefits are expected due to improved predictability and advanced En-route, TMA
automation. Extended flow management and traffic sequencing, permanently
supported by advanced ATC support tools, will significantly reduce the risk of
overload and reduce tactical interventions. ATCO situational awareness is expected
to be improved and workload per flight to be reduced. The possible delegation of
spacing to Flight Crew, through use of RTA function (CTA compliance) and ASAS
Spacing, may reduce controller workload, giving more time to monitor potential
infringements and increasing safety.

Contribution by Solutions/OI Steps:

 Extended Arrival Management with overlapping AMAN operations and

interaction with DCB (TS-0305-B)
- Reduce workload in TMA, where the safety risk is higher
 Use of Arrival and Departure Management Information for Traffic Optimisation
within the TMA (TS-0302, TS-0307)
- More consistent and manageable delivery to TMA hotspots will reduce the
risks of loss of separation and overload
 Airborne Spacing Flight Deck Interval Management (TS-0108)
 Controlled Time of Arrival (CTA) in high density/complexity environment (TS-
0109)
- Reduction of number of conflict versus baseline, increasing safety
operational level
Fuel Efficiency – fuel burn reductions are expected from the application of extended En-route, TMA
AMAN procedures that adjust the speed of aircraft earlier in the flight (at higher
altitudes) to meet Target Times enabling the aircraft to be flown more efficiently
compared to later, low level manoeuvres (e.g. vectoring). Improved management of
traffic flows within the TMA will reduce the impact of hotspots (e.g. significant
reduction of Holding stacks), resulting in more opportunity for CDO and CCO,
leading to less fuel burn and improved environmental sustainability.

Contribution by Solutions/OI Steps:

 Extended Arrival Management with overlapping AMAN operations and
interaction with DCB and CTA (TS-0305-B).
- Reduce environmental impacts (noise and gaseous emissions) and fuel
consumption on average per flight (this should concern the whole flight
life).
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- Less holding in the TMA due to better planning and more efficient speed
profiles will lead to reduced fuel consumption.
 Use of Arrival and Departure Management Information for Traffic Optimisation
within the TMA (TS-0302, TS-0307).
- Traffic optimisation will reduce the need for tactical interventions and this
will result in more efficient flights. Increased flight efficiency will save fuel.
 Airborne Spacing Flight Deck Interval Management (TS-0108).
 Controlled Time of Arrival (CTA) in high density/complexity environment (TS-
0109)

Reduction in fuel burn, CO2 emission and noise per flight allowing closer adherence
to the planned trajectory and more efficient fight trajectories within the TMA with
less radar vectoring and holding.

Capacity – Capacity is expected to be significantly improved by: En-route, TMA

- optimizing TMA (and Extended TMA) airspace capacity and runway

throughput,
- Smoothing Traffic load
- Reducing controller workload per flight.

This will be achieved thanks to several combined processes:

- Transferring some of the delay management tasks upstream to En Route

sectors from the TMA and taking some delay on the ground before Take-
Off
- Coordinating departures across multiple airfields what will optimise traffic
flows and contribute to the reduction of predicted congestion and
imbalances, thus improving capacity.
- Fine-tuning of spacing in the TMA leads to improved consistency in flows
and hence improves TMA capacity.
- Delegation of spacing to the Flight Crew leads to a reduction in ATCO
workload, which may be exploited through improved capacity.

Contribution by Solutions/OI Steps:

 Airborne Spacing Flight Deck Interval Management (TS-0108).

- Increased throughput enabled in busiest airspace delivering more precise
and close time spacing sequences.
 Approach Improvement through Assisted Visual Separation (AUO-0507).
- Improvement of the maintenance of separation in low visibility conditions
will provide capacity benefits.

Predictability – By integrating information from several airports with extended En-route, TMA
AMAN systems with local traffic/sector information and reducing network
uncertainty, predictability will be increased. The use of more accurate data and the
coordination of multiple Arrival and Departure Management systems within the
extended TMA, using the latest information possible, will bring predictability
benefits. The set-up of a pattern-based sequence for arrivals and departures, taking
into account arrival and departure demand, should improve predictability through

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the allocation of runway slots that aircraft are more able to meet.

Contribution by Solutions/OI Steps:

 Extended Arrival Management with overlapping AMAN operations and

interaction with DCB and CTA (TS-0305-B).
- Improve predictability of landing times through extending the AMAN
horizon into En Route.
- Improved queue management and DCB techniques enhance predictability
and stability of queues.
 Use of Arrival and Departure Management Information for Traffic Optimisation
within the TMA (TS-0302, TS-0307).
- Integration of arrival and departure management and optimisation
techniques will improve predictability.
 Airborne Spacing Flight Deck Interval Management (TS-0108).
- Reduction in variability of flight duration versus plan with decreased delay
due to a better management of arrival flights.
Cost Efficiency – Cost efficiency is expected to be significantly improved, in En-route, TMA
particular in TMA and E-TMA, thanks to:
- the progressive use of more accurate data
- the management of airspace structure and configurations,
- the optimization of staffing:
o Better predictability of traffic
o reduction of ATCOs workload per flight (improved situation
awareness, less tactical intervention, tactical interventions
facilitated by advanced ATC and pilots support tools)
Contribution by Solutions/OI Steps:

 Extended Arrival Management with overlapping AMAN operations and

interaction with DCB and CTA (TS-0305-B).
- A benefit in staffing levels and rostering is expected due to an
improvement in TMA operations (smoothing of peaks in traffic
presentation). Additionally, due to more homogenous procedures, there
may be a benefit of reduced training requirements. Also reduction in
workload is expected to improve the productivity and reduce the Gate to
Gate ANS cost per flight.
 Use of Arrival and Departure Management Information for Traffic Optimisation
within the TMA (TS-0302, TS-0307).
- Increased automated support and more consistent delivery of flights will
reduce demand for resources.
Flexibility – Better use of Arrival and Departure Management Information in the E- En-route, TMA
TMA will allow a more flexible flight strategy for the AUs and the ability to
change/adjust the SID or STAR in a medium timeframe.

The NOP will give the common awareness to all stakeholders (incl. non-scheduled
flights) and provide updates resulting from late changes to demand, capacities and
influencers (e.g. weather). The NOP will provide access to opportunities in case of
late changes in capacity or demand.

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Traffic Synchronisation refers to the establishment and maintenance of a safe, orderly and efficient
flow of air traffic. It concerns the management and execution of 4D trajectories based on constraints,
when needed, combined with integrated queue management and handling, aiming to develop a
sequence, both in the air and on the ground (for ground traffic synchronisation see Airport chapter,
section 2.5.1). It operates on individual flights but for the benefit of the global ATM network
performance, aiming to facilitate the highest achievable capacity of the ATM System and to manage
constraints, if needed, in a fuel-efficient and environmentally acceptable manner.

Target Time of Arrival concept is employed in the planning stage where required, balancing the
demand with the capacity at the destination airport, which is then reflected in the SBT (see further in
chapter 2.2.4).

In order to manage the subsequent inbound traffic flow efficiently, the Extended AMAN allocates a
time to begin to establish a sequence. The integration of this AMAN Allocated Time (AAT) with
constraints applied for DCB/dDCB takes place in order to ensure the effectiveness of either measure
is not compromised. This takes into consideration the fact that En Route sectors may be affected by
concurrent arrival management strategies due to the overlapping AMAN horizons of several
independent TMAs, and it will also include the resolution of constraints associated with solving DCB
imbalances at an airport, including those supplied in Airport Operations Plans.

The Arrival Management systems use enhanced Trajectory Prediction capability, integrating and
updating ground prediction, where appropriate, with available airborne data (e.g. EPP ETA min/max)
from suitably equipped flights. Information from multiple arrival management systems operating out
to extended range is integrated with local traffic/sector information within the En Route sectors, and
allows balancing of the workload and needs of the TMA and En Route. Trajectory negotiation
between En Route and TMA ATS providers and Airspace Users is enabled through SWIM.

Where appropriate, the AAT can be uplinked to the affected flight as a CTA – providing the advantage
of high levels of accuracy where there is sufficient stability of the traffic sample. The use of ETA
min/max data by the ground system in determining the CTA and the accurate management of flights
to CTA improves the performance and reliability of the arrival sequencing. Together with the airspace
design and overall traffic management, this has the potential to enable the use of more closed loop
procedures to continue in higher density traffic situations, thereby allowing a high proportion of
traffic to maintain optimum profile, ideally from the Cruise phase of flight.

Alternatively, the AAT may be used to manage airborne flights at the Extended Horizon via ATCO
speed instructions and/or other time to lose/time to gain (TTL/TTG) strategies, following relevant
coordination with all affected sectors. Whilst this latter option will not deliver the same level of
accuracy as an avionics-managed CTA at the point of constraint, it does permit more efficient
absorption of delay in the Cruise phase, as well as provide the basis for a managed early arrival
sequence. A CTA may subsequently be allocated as the aircraft reaches the Active Advisory Horizon.

Operations from close-in airports inside the AMAN operating horizon are integrated into the Arrival
metering before departure. Departure planning information and actual progress on the ground is fed
from the departure airport to AMAN at the destination airport, enabling the AMAN system to
decrease uncertainty. The Arrival Constraint may then be converted to a TTOT, issued to the aircraft
while it is still on the ground at the departure airport. This improves both fuel efficiency and
environmental sustainability by enabling some of the delay to be taken on the ground, and provides
stability to the building and management of the sequence.

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Whenever Airport and Extended Arrival sequencing induced constraints are overlaying Network
constraints, local actors operate within an INAP context, reconciling DCB measures with Arrival
Management measures based on common view and collaborative rules and decision approach (see
section 2.3 Optimised ATM Network Services).

In case of delays occurring within the time-horizon of any extended AMAN (E-AMAN)/cross border
extended AMAN (XMAN) tools, Airspace Users can recommend a priority order request for affected
flights using a sub-set of the Fleet Delay Assignment (FDA) and Selective Flight Protection (SFP)
features (see section 2.3 Optimised ATM Network Services). This will enable AUs to become more
involved in DCB processes in order to allow their business/mission needs to be taken into account
wherever possible.

High quality MET information, including the use by ground of MET models of wind/temperature data
from on-board sensors increases the accuracy of the trajectory predictions, which are shared via
SWIM. Efficient trajectory sharing and coordination between En Route, TMA, Approach ATC, FOC and
Flight Crew takes place through use of SWIM and can enhance the performance of the queue
management systems.

In addition to the management of inbound flows for each airport, traffic in the TMA is managed in
near real-time. Initially, the system will provide enhanced departure information from multiple
airports within the TMA to enable adjustment of the departure sequence and the integration of
arrival sequence impact, in coordination with TWR/ATC, and to enable a more consistent and
manageable delivery of departures into En Route. At a second stage, the system will provide
automated support to departure metering. Enhanced Trajectory Predictors using accurate 4D data
such as EPP data (or if not available, Extended flight plan information) including predicted climb
performance may be used as a component in the process to assess any intervention needs.

When considering queue management for the same runway (or for dependent runways), Arrival and
Departure Management systems are fully integrated with the Advanced Surface Movement Guidance
and Control System (A-SMGCS) setting up a throughput-optimised sequence of arrivals and
departures at the same time as taking into account AMAN Allocated Times/CTAs associated to
incoming flights as well as TSAT/TTOTs associated to departing flights (see section 2.5 High
Performing Airport Operations).

The performance of the Arrival and Departure Management systems may be improved through
availability of more precise ROT for arriving and departing aircraft (see section 2.5.1 Increased
Runway and Airport Throughput). Predicted demand information from both Arrival and Departure
Management systems within a TMA provides information to manage the TMA traffic in an optimal
manner, allowing the identification and resolution of complex interacting traffic flows through user-
definable TMA ‘hotspots’ (where typically two or more SIDs or STARs converge) into the En Route
phase of flight.

Wherever adequate, capacity will be matched to predicted demand (e.g. through use of offload SIDs
or Tactical Parallel Offsets (TPO) to accommodate high departure demand along particular departure
flows, or TPOs for arriving traffic). (See section 2.4.2 Dynamic and Enhanced Routes and Operations
and section 2.4.3. Conflict Management.)

Following the sequencing by the queue management processes, or following weather avoidance
manoeuvres spacing may be delegated to the Flight Crew in order to ensure a regular flow to the

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runway, increase runway throughput and reduce controller workload. Separation Provision remains
the responsibility of the controller.

The ASPA-FIM application require the flight crew to achieve and maintain a given spacing (either
precise or 'at or greater than') with a designated target aircraft which may not be flying direct to a
merge point (more complex route geometry). The spacing is in time. The IM clearance types
envisaged are Achieve-by then Maintain and Achieve-by (on same routes and merging routes) and
Capture then Maintain / Achieve (on same routes). The applicable phase of the flight is in the arrival
and in the approach. Although the flight crew is given a new task, separation provision is still the
controller's responsibility and applicable separation minima are unchanged, i.e. distance-based
separation in the arrival phase and time-based separation in the final approach phase.

ASPA-FIM may be used in combination with advanced separation techniques in order to optimize the
flow of aircraft in the TMA and reduce Controller workload. The transition between ASPA-IM-S&M
and CDTI Assisted Visual Separation/ CDTI Assisted Pilot Procedure (CAVS/CAPP) (see below) will be
developed.

Traffic information and alerts will be displayed within the cockpit, by the means of a generic
functionality known as Cockpit Display of Traffic Information (CDTI), and will enable Flight Crew to
monitor their spacing from other traffic. This will be used to facilitate transitions from IMC
operations to visual separation when VMC can be met. Flight Crew will then be able to maintain own
visual separation while in VMC and30 the separation responsibility will be transferred to them.

2.4.2. Dynamic and Enhanced Routes and Operations

Significant  Improved Parallel Operations (Solution PJ.01-03A)
Changes SESAR
o Enhanced Parallel Approach Operations using Required Navigation
2020
Performance (RNP) (AOM-0606).
 Dynamic E-TMA for Advanced Continuous Climb and Descent Operations
(Solution PJ.01-03B)
o Advanced Continuous Climb Operations (AOM-0705-B).
o Advanced Continuous Descent Operations (AOM-0702-B).
o Dynamic Management of Terminal Airspace Routes and Transition
(AOM-0806).

 Dynamic Management of Sectors in Terminal Airspace (Solution PJ.01-03C)

o Dynamic Management of Sectors in Terminal Airspace (AOM-0807).

 Enhanced Rotorcraft and General Aviation (GA) operations in the TMA (Solution
PJ.01-06)
o Advanced Point-in-Space RNP approaches and departures (AOM-0104-
B)

30
This is not currently allowed in all European countries, so is dependent on harmonisation of rules and airborne procedures and even a
revision of the current concept of visual separation.

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 Traffic management to enable Free Route operations in high complexity

environments (Solution PJ.06-01).

o Free route for flights both in cruise and vertically evolving within high
complexity environments in Upper En Route airspace (AOM-0505)

 Management of Performance Based Free Route in Lower Airspace (Solution

PJ.06-02).

o Free route for flights both in cruise and vertically evolving within high
complexity environments in Lower En Route airspace (AOM-0506)

 Management of Dynamic Airspace configurations (Solution PJ.08-01 – ATC

perspective)

o CM-0102-B — Dynamic Airspace Management based on complexity

Main Performance expectations Operating

environment

Dynamic and Enhanced Routes and Operations – significant safety benefits are
En-route, TMA
expected from an increased confidence in conformance to cleared trajectories as well
as traffic being strategically de-conflicted which reduces interactions (e.g. vectoring
instructions) and thus the scope for communication errors.
Contribution by Solutions/OI Steps:
• Dynamic and Enhanced Routes and Airspace (AOM-0606, AOM-0702-B,
AOM-0705-B, AOM-0806, AOM-0807).
- Greater use of A-CDO and A-CCO reduces Flight Crew workload and reduces
the risk of level busts and risk of Controlled Flight into Terrain (CFIT). DCB
techniques are used close-to-tactically, which reduces the level of bunching
and potential overload situations.

Dynamic and Enhanced Routes and Operations

En-route, TMA

The main fuel benefits are expected from the extension of Free Route operations,
allowing Airspace Users to plan and fly more fuel optimum tracks.
Contribution by Solutions/OI Steps:
• Free Route for Flights in both cruise and vertically evolving within high
complexity environments in Upper En Route airspace (AOM-0505).
- An enlarged FRA will directly lead to improved flight efficiency in both fuel
efficiency and business/mission efficiency.
• Free Route for flights both in cruise and vertically evolving within high
complexity environments in Lower En Route airspace (AOM-0506)
- An enlarged FRA will directly lead to improved flight efficiency in both fuel
efficiency (lower fuel consumption for an aircraft in pre-departure and flight phase)
and business/mission efficiency.

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Dynamic and Enhanced Routes and Operations – significant fuel efficiency benefits
En-route, TMA
are expected from Continuous Descent / Continuous Climb Operations in high density
operations.

Contribution by Solutions/OI Steps:

 Dynamic and Enhanced Routes and Airspace (AOM-0606, AOM-0702-B, AOM-

0705-B, AOM-0806, AOM-0807).
CDO / CCO permit closer correlation of the actual with optimal vertical profile, to take
into account the preference of the Airspace User for the most efficient climb /
descent profile for the flight. Implementation of enhanced conformance monitoring /
alerting by both ground and airborne systems reduce the likelihood of ATCO
intervention in the climb / descent, so reducing the potential for tactical level offs
Dynamic and Enhanced Routes and Operations – significant capacity enhancements En-route, TMA
are expected from a reduction in controller workload because of a reduced need for
tactical interventions to ensure separation. This is enabled by a greater accuracy and
reliability of aircraft navigation and performance monitoring, together with the
increased capabilities of ground systems. This particularly relates to the monitoring
task, as the controller has a greater confidence that the actual aircraft trajectory will
be contained within the narrow parameters around its assigned route.
Dynamic and Enhanced Routes and Operations – benefits expected from higher En-route, TMA
ATCO productivity enabled by workload reductions described for Capacity KPA above.
Controller workload reductions enable a greater range of sector opening options and
potentially reduces the number of sectors (hence staffing level and ANS costs)
required for a given level of traffic.
Contribution by Solutions/OI Steps:
• Dynamic and Enhanced Routes and Airspace (AOM-0606, AOM-0702-B,
AOM-0705-B, AOM-0806, AOM-0807).

[Link]. TMA
Dynamic Terminal Airspace accommodates the transition between the TMA and both free-route
airspace and fixed route airspace (where required). This ensures, as much as possible, the facilitation
of a broad range of climb and descent profiles, which are fuel-efficient for the specific flight, with
Advanced Continuous Climb Operations (A-CCO) to ToC, and Advanced Continuous Descent
Operations (A-CDO) from ToD. New controller tools using enhanced knowledge of the predicted
vertical behaviour of the aircraft help to ensure A-CCO and A-CDO, as well as Trajectory Management
together with DCB processes and traffic synchronisation. Enhanced Airborne functionalities are used
to optimise climb and descent paths and support the crew in the management of aircraft energy.

With all circumstances allowing in the planning phase, A-CDO can be planned as part of the trajectory
and will represent the nominal case of operations. The SBT and the RBT include a continuous
descent, which delivers the most flight cost efficient solution for the AU, and will be facilitated, to the
greatest extent possible, from cruise ToD to final approach. A-CDO sets out to deliver the optimum
vertical profile calculated by the FOC in the planning stage and revised where required in the
execution phase. ToD will be a part of the RBT taking into account all aspects of an optimum flight
operation from the AU perspective. ToD may need to be revised during the execution phase, for
example to take into account sequencing requirements, e.g. CTA, and/or the dynamic use of lateral

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routes for the TMA. These sequencing requirements are delivered to the Flight Crew whilst in the En
Route phase of the flight.

A-CCO, similarly to A-CDO, can be planned as part of the trajectory whenever circumstances in the
planning phase allow, and will represent the nominal case of operations. Where circumstances
permit, the SBT and the RBT include a continuous climb delivering the most flight cost efficient
solution for the AU and clear of interaction with arrival traffic. This entails a continuous climb at the
optimum climb engine thrust and resultant vertical rate and speed profiles, ideally to ToC.

The interface between TMA and En Route Free Route Airspace will see dynamic use of lateral routes
and the application of 4D trajectory constraints when required; making use of high accuracy and high
reliability RNP capability (including Tactical Parallel Offsets), speed and various climb/descent profiles
in order to provide the optimal link between the two environments. In low density TMAs, fixed
SIDs/STARs will be complemented with the ability to dynamically utilise the TMA airspace with
minimal use of constraining fixes. In higher density TMAs a constraining route structure will be
required, but it will be used as necessary (e.g. through dynamic use of alternative SIDs for different
aircraft performance/traffic mix and in different weather conditions). At multi-airport TMAs with
major hub airports, the trade-offs and potential conflicts between arrivals and departures are
managed through adapting the route structure and sectorisation as appropriate. Under nominal
conditions, all traffic is delivered to Final Approach via closed-loop procedures, which are designed to
provide reduced track miles wherever possible and to provide good predictability to all actors.

Utilisation of RNP procedures provides an additional level of assurance in aircraft adherence to the
trajectory, which is important in an environment where constraints are dynamically managed. There
is also advanced automation support of conformance monitoring (see section 2.4.3 Conflict
Management) for Controllers, which provides capacity and safety improvements.

Civil aircraft not certified or approved for RNP operations are still accommodated on traditional
procedures, which may not offer individual flights the full efficiency benefits associated with the
concept. However, such flights are expected to represent the exception. For military aircraft, not
compliant with RNP and RNAV, the required level of efficiency should be retained with unrestricted
access to all airspace structures while executing the mission.

Trajectory information takes into account accurate and up to date meteorological information and
provides input to improved Conflict Detection & Resolution and conformance monitoring tools (see
section 2.4.3 Conflict Management). These tools assist in allowing conflicts with other Airspace Users
to be detected at an earlier stage allowing for a resolution which will have a minimised impact on the
business trajectory; Airspace users are allowed to fly unconstrained as much as possible in order to
increase flight efficiency.

Procedures and system support tools shall be designed to enable the management of the airspace
configurations as a continuum to meet the users’ expectations (see section 2.3 Optimised ATM
Network Management). This includes interfaces between En Route and TMA and support for the
assessment and comparison of different airspace configurations.

Parallel approach operations are enhanced through the application of RNP navigation specifications
(e.g. RNP AR APP), which will be used to replace, in particular, vectoring to final intercept in order to
improve operations on the approach.

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The integration of GA and rotorcraft operations within TMAs is improved. Planning and tactical
information is used to manage the traffic flows of rotorcraft and other GA traffic to major hubs
and/or regional airfields with the more consistent traffic flows of the major hub airports.

There will be improved access to landing locations, with rotorcraft procedures designed to allow IFR
access to VFR FATOs, in particular when weather conditions are adverse. Advanced (e.g. curved)
Satellite-Based Augmentation System (SBAS)-guided Point-in-Space RNP approaches towards landing
locations and Point-in-Space departures from landing locations are created with connections to/from
Low Level IFR route network. This will enable more Simultaneous Non-Interfering (SNI) operations
These type of procedures may also be applicable to, or adapted for, fixed wing GA traffic (see section
2.5 High Performing Airports, Increased Runway and Airport Throughput, sub-section ‘Independent
Rotorcraft operations at the airport’).

Advanced GNSS-based navigation based on vertical positioning will enable arrival procedures
(including curved procedures) through the terminal area down to the runway, and the use of
geometric altitude will enable optimised 3D routes that minimise levelling off (see section 2.5 High
Performing Airports, Increased Runway and Airport Throughput, sub-section ‘Enhanced Terminal
Area for efficient curved operations’).

Advanced navigation capabilities allow for an improved access to poorly equipped runways in
reduced visibility conditions, avoidance of noise-sensitive areas and facilitate the separation task
between aircraft with various vertical and lateral profiles.

A route structure with optimised and dynamic 3D routes is foreseen as the nominal scenario in TMA
operations (see figure below). In low complexity TMAs, the use of a constraining and systematic
route structure is only on an ‘as necessary’ basis. In high density/complexity TMAs or to manage
situations with high demand, the TMA route structure may be more constraining and systematic to
provide predictability and capacity, sometimes at the expense of optimum fuel efficiency (see figure
further below). In this case, a more effective delivery into and through the TMA may be achieved by
using trajectory constraints at metering points in arrival and managing the flow of departures from
airports into the TMA (see section 2.4.1 Traffic Synchronisation).

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Figure 7 Illustration of minimised TMA Route Structure, which is the default

KEY:

The dashed lines represent trajectories and the solid lines represent common Final Approach segments.

1. Minimal constraints allow Airspace Users to plan and fly optimum descent profile following trajectory.
2. Minimal constraints allow Airspace Users to plan and fly optimum climb profile following trajectory.
3. Constraints applied by exception to de-conflict Arrivals and Departures: level/speed/time with
potential mitigation through dynamic route management..
4. CTAs applied as necessary at defined metering point(s) to sequence fixed-wing aircraft. This
illustration shows multiple metering points but, depending on complexity and Arrival Management
configuration, the arrival traffic flows could also be delivered to a single merge point.
5. RNP with potential mitigation through dynamic route management allows curved approaches and
curved initial departures.
6. A specific metering point to allow rotorcraft IFR traffic on SNI Point-in-Space Approaches to operate
to/from VFR Final Approach and Take-Off areas (FATO) located at airports.
7. Point-in-Space, where the rotorcraft pilot has to take the decision to proceed visually or to initiate a
missed approach

[Link]. En Route
FREE ROUTE
Free Route operations are enabled by the introduction of higher automation level in support of
different processes:

 wide implementation of automated tools for conflict detection and resolution, flight
monitoring, electronic coordination

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 enhanced ATFCM with INAP offering a more optimized granularity level for complexity
management and dynamic airspace configuration management where required
 advanced processes for airspace management facilitating more flexible use of ARES designed
in accordance with the Variable Profile Area (VPA) design principle, Advanced Flexible Use of
Airspace (AFUA).

The result is an airspace managed as a continuum, which enables an optimum use of capacity,
supports a better demand and capacity balancing and offers much more flexibility for flight profiles
optimization with the use of user defined trajectories.

Management of AU demand will result in allocation of optimum configuration of ARES based on new
modular design (VPA) versus optimum trajectory profiles satisfying operational requirements and
business needs of airspace users. Enhanced capabilities of ATC systems will facilitate ATCO
operations in FRA with visual delineations of the ARES configuration based on modular design
principle, as an outcome from CDM process and its status in colour coding based on real time ASM
data sharing. Real airspace status update will facilitate management of airspace resource providing
opportunities to ATCOs and AUs to dynamically optimise their trajectories and traffic flows at short
notice.

Free Route operations are planned at a multi FAB (Functional Airspace Block) level and implemented
H24 and are extended to high complexity areas in all flight phases (i.e. climbing, cruising and
descending) where possible. Within the FAB, the base level of the Free Route Airspace (FRA) is
harmonised to the lowest level possible. This extension of Free Route airspace will provide Airspace
Users with significant opportunities to optimise their associated flights in line with individual
operator business needs and mission requirements. In order to guarantee access to airspace to all
Airspace Users (and additionally support airspace capacity performance objective), published
waypoints have to be maintained in FRA, and can be used at Airspace Users’ convenience and ATCOs
needs. Airspace users with the most advanced equipment (e.g. avionics, flight planning system etc.)
will be free to plan fully optimized trajectories, whereas users with a lower level of equipment, will
keep full and equal access to the airspace and air traffic services, but with less opportunity for
trajectory optimisation (e.g. no ability to use lat/long points). 31

In addition, intermediate published points would be used around an active restricted area in order to
facilitate flight planning outside ARES, and circumnavigation around active ARES during flight
execution.

The extension of FRA to make available free routing for Airspace Users in lower En Route airspace,
will especially allow:

 Improved time and fuel efficiencies in short haul flights;

 Raised automation level of flight planning.

31
Applicability of Free Route operations in specific high complexity environments is subject to validation

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This solution will modify the planning principles by allowing the use of more direct user defined
trajectories that allow AUs to plan the most flight cost efficient trajectory from departure to landing.
Taking the highest degree of benefit from those planning principles will require the use of advanced
planning systems that are able to plan the most flight cost efficient trajectory under consideration of
the ATM constraints, the respective aircraft specifics (e.g. RNP) as well as all ambient and business
requirements having effect on the flight operations.

INTERACTION OF FREE ROUTE WITH DYNAMIC AIRSPACE CONFIGURATIONS , DCB AND FOC OPERATIONS
Free Route operations require interactions with other fields of ATM:

 for Airspace User flight planning process (including trajectory planning), FRA location,
availability and configuration shall be consistent and accessible. This also includes the rules
that must be considered when planning a transition from one airspace type (e.g. from FRA to
ATS Route Network or vice versa or between different FRA implementations.
 Airspace Management solutions must be applicable both in a Free route environment, Direct
Route and ATS route environment. Dynamic Airspace Configurations must allow
accommodating Airspace User business and mission needs in a Free Route environment. As
far as possible the management of modular ARES aims at defining optimised airspace
configurations in order to satisfy as far as possible various airspace users’ mission and
business needs. Highly modular airspace will match the airspace configuration with forecast
demand and will rely on full SWIM functionality (see section 2.3 Optimised ATM Network
Services).
 Demand & Capacity Balancing in both the planning and execution phases will have to evolve
to manage the more dynamic environment including INAP function and Dynamic Airspace
Configuration processes fully integrated with DCB (see section 2.3 Optimised ATM Network
Services).

ATC CONFIGURATIONS
Wherever possible and operationally relevant, in both En Route and TMA environments, ATC
configurations will be enhanced using flexible structures, tailored to accommodate main traffic flows
and ATC complexity/ workload balancing principles. ATC configuration will be adapted to the needs
and specificities of the traffic, thus preserving both capacity and users’ needs in the most optimized
way. Flexible areas of responsibility will be defined closer to the traffic flows characteristics to
balance workload and complexity between the ATC teams, even across ATSU boundaries.

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2.4.3. Conflict Management

Significant
 Improved Performance in the Provision of Separation (Solution PJ.10-02a)
Changes SESAR
2020 o Conflict detection and resolution in the TMA using trajectory data
(0206)
o Conflict detections and resolution in En Route using aircraft data in
predefined and user preferred routes environments (CM-0209, CM-
02XX, CM-02YY)
o Automated ground based flight conformance monitoring in the TMA
(CM-0208-A)Separation Management in TMA Using Pre-defined or User-
Preferred routes with 2D RNP specifications (CM-0606)
o Separation Management in En Route Using Pre-defined or User-
Preferred routes with 2D RNP specifications (CM-0605)

 Advanced separation management (Solution PJ.10-02b)

o Enhanced Conflict detection and resolution in TMA (0408))

o Enhanced Conflict detection and resolution in En Route (CM-0407)
o Automated Ground Based Flight Conformance and Intent Monitoring in
the TMA (CM-0208-B)
o Automated Ground Based Flight Conformance and Intent Monitoring in
En Route (CM-0207-B)
o Separation Management in the TMA using RBT with 2D RNP
specifications (CM-0608).
o Separation Management in En Route using RBT with 2D RNP
specifications (CM-0607).

 Flight Centred ATC (Solution PJ.10-01b)

o Flight-centred ATC in Non-Geographically-Constrained, Low complexity

En Route environment (CM-0200-B)
o Flight-centred ATC in Non-Geographically-Constrained, Medium and
High complexity En Route environment
(CM-0200-C)

 Generic ‘non-geographical’ Controller Validations (Solution PJ.10-06)

o Generic ‘non-geographical’ Controller Validations (SDM-0203);

 Integration of Trajectory Management processes in planning & execution

(Solution PJ.18-02)

o Enhanced ATC processes by the use of new CPDLC messages and related
procedures (CM-0105-A)
o Enhanced ATC processes by the use of new CPDLC messages and related
procedures in Trajectory based operations (CM-0105-B);

 Integrated local DCB processes (Solution PJ.09-02 - ATC perspective)

o Ground based Automated Support for Managing Traffic Complexity

across Several Sectors (CM-0302)
o Automated Controller Support for Trajectory Management in Dynamic
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Airspace Management environment (CM-0104-B).

 High Productivity Controller Team Organisation (Solution PJ.10-01a)

o Sector Team Operations Adapted to New Responsibilities in En Route, 1

Planning to several Tactical Controllers team structure (CM-0303)
o Sector Team Operations Adapted to New Responsibilities in TMA, 1
Planning to several Tactical Controllers team structure (CM-0304)

 Collaborative Control (Solution PJ.10-01c)

o Sector Team Operations Adapted to New Responsibilities and Operating

Procedures involving reduced Coordination in the TMA and En Route
(CM-0305))
o Sector Team Operations Adapted to New Responsibilities and Operating
Procedures involving reduced Coordination in En Route (CM-0306)

Main Performance expectations Operating

environment
Conflict Management – safety benefits are expected from improved ATCO support En-route, TMA
tools (e.g. Medium Term Conflict Detection (MTCD) and (TCT)) allowing conflicts to be
managed with longer time horizons. Tactical controller tools assist controllers in
identifying potential conflicts and conformance monitoring tools provide notifications
to both controllers when an aircraft is deviating or will deviate from its trajectory.
Information sharing through SWIM allows for a number of cross-border conflicts to be
managed in addition to those within the Sector Family. As a result, the number of
imminent separation infringement situations, as well as potential danger/military area
entries is reduced.
Contribution by Solutions/OI Steps:
• Improved Performance in the Provision of Separation (CM-0206, CM-0208-A,
CM-0209, CM-0605, and CM-0606).
- Monitoring, Conflict Detection and Resolution functionalities provide ATCOs
with alerts and advice in order to ensure full situational awareness and offer
safe alternatives in case of non-standard situations, such as extreme traffic
density/complexity or difficult weather conditions.
• Advanced Separation Management (CM-0207-B, CM-0407, CM-0607, CM-
0208-B, CM-0408, and CM-0608).
- Development of improved trajectory prediction, advanced Conflict Detection
and Conformance Monitoring tools will ensure an increase in safety.
Conflict Management – a gain in Fuel Efficiency is expected from the availability of En-route, TMA
conflict detection and resolution and conformance monitoring tools to the ATCOs. Early
anticipation of aircraft predicted behaviour, enhanced by the usage of aircraft data,
coupled with the possibility to assign 2D RBTs with associated RNP specifications could
increase the look-ahead time for conflict resolution. This would reduce the instances of
tactical level-offs and vectoring.
Contribution by Solutions/OI Steps:
 Advanced Separation Management (CM-0207-B, CM-0407, CM-0607, CM-0208-B,
CM-0408, and CM-0608).
- Conflict Detection and Resolution are based on the shared trajectories, taking
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into account AU preferences (Pre-defined or User-preferred routes) and

aircraft parameters.
Conflict Management – the improvements that enable safety enhancements also En-route, TMA
create significant capacity, particularly in En Route environments. Conflict Management
in the long, medium and short-term time horizons is improved thanks to new controller
tools with improved trajectory prediction accuracy and longer time horizons, based on
Data link. As a result, the workload of the ATCOs is reduced, providing the potential to
increase the number of flights handled within a sector in both hourly rates and
occupancy counts.
Contribution by Solutions/OI Steps:
 Improved Performance in the Provision of Separation (CM-0206, CM-0208-A, CM-
0209, and CM-0605, CM-0606).
- Executive and Planning Controllers are relieved from routine tasks. As
extended and shared situational awareness and elaborated multi-partner
coordination are made easier, ATCOs can handle complex situations in a more
efficient way. Extended look-ahead time and improved trajectory prediction
make that the effort/resource required for detection and analysis of
conflicts/situations by the ATCOs is shorter, resulting in a capacity increase.
 Advanced Separation Management (CM-0207-B, CM-0407, CM-0607, CM-0208-B,
CM-0408, and CM-0608).
- The accuracy and efficiency of support tools reduce the number of false
conflicts. This enables increased airspace capacity.

Conflict Management – in the En Route and TMA environment, through the usage of En-route, TMA
data from the aircraft and shared through SWIM, controller tools allow earlier detection
of conflicts which enables de-confliction action to be taken earlier thus reducing
vectoring and associated variability of flight times, particularly in the descent segment
of the flight.
Contribution by Solutions/OI Steps:
 Advanced Separation Management (CM-0207-B, CM-0407, CM-0607, CM-0208-B,
CM-0408, and CM-0608).
- Predictability will be increased due to conformance and intent monitoring
tools on the ground and in the air and due to a reduction in the need for
tactical interventions.
- Conformance and intent monitoring tools on the ground and in the air will
increase the predictability of flights. The more frequent use of “closed loop”
clearance (“open-loop” clearance being still used by in time critical situations)
will as well increase the predictability.
 Flight Centric ATC OI Steps :( CM-0200-B, CM-0200-C).
- By enabling AUs to plan and fly a trajectory closer to their business needs,
Flight Centric ATC may improve predictability. This will be even more the case
with the airspace extended as made available in high complexity environments.

Conflict Management – For the En Route environment in particular, the improved and
En-route, TMA
added tools available to the ATCOs allow an increase in the number of flights being
handled in a given sector, improving Cost Efficiency. This allows the optimisation of
staffing, such as one Planner providing support to two or more Executives or, in certain
circumstances one ATCO performing both Planning and Executive roles - Single Person
Operations (SPO). The introduction of the Extended ATC Planner (EAP) role allows a
sector configuration where the Planning and Executive Controllers are assisted by an
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EAP to reduce the complexity of the traffic situation with a look-ahead time of 30
minutes or more. This allows a reduced number of ATCOs managing the same level of
traffic - e.g. 3 ATCOs working on one collapsed sector instead of a sector split and 4
ATCOs working on two sectors. ATCOs holding non-geographical Controller Validations
would reduce their need for sector specific knowledge and facilitate staffing
optimisation.
Contribution by Solutions/OI Steps:
 High Productivity Controller Team Organisation, one of the Solutions within the
SESAR 2020 programme (CM-0303, CM-0304).
- Appropriate application of new team roles will enable more cost efficient use
of resources.
 Flight Centric ATC (CM-0200-B, CM-0200-C).
- Cost efficiency will be improved by several means: through the assignment of
flights to Controllers it can be assured that the average number of aircraft per
controlled hour at CWP will be much higher (or less controller can handle the
same amount of traffic); as the Controllers will have the same licenses the
planning and allocation of operational resources will be simplified and allows
greater flexibility; the simplified airspace structures also simplifies Controller
training and maintenance costs for the ATM systems.
 Collaborative Control (CM-0305, CM-0306).
- Reduced need for co-ordination agreements leads to reduced workload for
controllers.

In the ICAO scope, the function of Conflict Management is to limit, to an acceptable level, the risk of
collision between aircraft and hazards. Conflict Management is applied in three layers:

 Strategic Conflict Management

 Separation provision
 Collision avoidance (covered in section 2.4.4 Air Safety Nets)

During the execution of the flights, Conflict Management support tools are able to predict conflicts
with sufficient accuracy and look-ahead time to allow the Controller to handle traffic in a safe and
more efficient way.

In the scope of SESAR, improvements in ground automation and procedures lead to an enhancement
in Conflict Management in the execution phase. Complexity and workload management are
improved, allowing for an increase in the look-ahead time to manage the traffic. The gap between Air
Traffic Control and DCB is bridged through the INAP function, which leads to a more seamless
management of the traffic and a reduction in the number of potentially conflicting trajectories to be
handled by tactical ATC. The latter can then benefit from a simplified traffic situation and act only on
the traffic situations, which are not possible to resolve further in advance.

The 4D Trajectory Management concept introduces a shift from “management by tactical

intervention” to a more strategic “management by planning and intervention by exception”,
however not questioning tactical actions for safety and flexibility/optimization purposes.

Flight planning, Network management (incl. DCB), Complexity Management and Air Traffic Control
are based on the 4D trajectory provided by the Airspace User, called "Business or Mission
Trajectory". In addition, the wide implementation of advanced interoperability between systems
increase ground systems performance (e.g. sharing trajectory predictions), by providing richer 4D
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trajectory information of high quality, with high-update rates, and making each stakeholder’s
constraints and relevant information available to the others, thus facilitating reconciliation of
potentially conflicting constraints and optimization of the flights.

In both En Route and TMA environment, the working methods will be adapted to an environment of
more flexible structures, tailored to accommodate main traffic flows (flow-centered concept) and
ATC complexity/workload balancing principles. Instead of constraining the traffic to respect rigidly
delimited structures for sake of capacity, it is the ATC configuration which will adapt to the needs and
specificities of the traffic, thus preserving both capacity and users’ needs in the most optimized way.
ATC tools and working methods shall be adapted accordingly. Within all these ATM components, the
human will still play a central role, but tasks will be more oriented towards managing and decision
making, while routine tasks will be supported by system automation (on board and on the ground).
The improvement of planning activities will reduce the amount of tactical actions to be managed.
The system will provide ATCOs with efficient support for decision-making, tailored to the role’s
specific needs in terms of time horizon and, at the same time, allowing appropriate situational
awareness to be maintained. Better opportunities for optimized resolution will be available, including
altogether a larger geographical area, a longer look-ahead time and needs from various stakeholders,
while providing workload relief to ATCOs.

Complexity and separation management include RBT/RMT revision. The RBT/RMT may be revised
using additional or amended lateral routes/waypoints and/or altitude constraints on specified points
to ensure separation in execution phase. After a Revision of the trajectory has been agreed, the
resulting trajectory is transmitted for acceptance by the Flight Crew preferably through closed-loop
clearances; open-loop clearances may still be used for safety, technical (e.g. non-equipped aircraft)
or operational reasons but will be superseded by closed-loop clearances as soon as possible. The
management of closed loop clearances in the cockpit has to be addressed.

For the complete benefit of Trajectory Management, ATCOs and Flight Crews are supported by a set
of advanced support tools (e.g. for planning and revision of trajectories) aiming at reducing their
workload, and allowing to monitor and support RBT/RMT compliance.

Controllers will be assisted in both their planning and tactical separation tasks by the following
technical functionalities32:

 Automated Detection and Resolution support based upon ground trajectory prediction and
conflict detection taking into account effects on flight efficiency in order to allow for
prioritisation;
 PBN capability of fixed wing aircraft and rotorcraft will be taken into account;
 Conformance Monitoring: Indication if aircraft deviate or will potentially deviate from the
cleared trajectories;
 Complexity Management Tools (see section 2.3 Optimised ATM Network Services);
 System supported screen-to-screen electronic coordination tools, supporting intra and inter-
centre electronic coordination;

32
See Appendix for more detailed description of ATC Support Tools

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 Data Link shall be the predominant mean of communication between airborne and ground
side, except for time critical messages;

These functionalities rely on ground trajectory prediction, using the following input data:

 ATC intent based on existing lateral and vertical clearances in the form of complete
trajectory information as far as feasible;
 Full integration of ground trajectory constraints within the trajectory prediction computed
on-board;
 Airborne trajectory predictions (e.g. EPP data);
 Aircraft derived data (e.g. Mode S and ADS-B data);
 Integration of input data derived from meteorological services (e.g. advanced wind
consideration, consideration of “no fly” zones provided by meteorological services).

Within SESAR 2020, ATC automation has to be adapted again to a new operational environment (e.g.
increased traffic demand, trajectory based operations, new separations and complexity management
modes) while avoiding generating an increase in controller workload, whether at individual or
teamwork level. Automation has to be designed to facilitate operations within the Free Route
environment, which is extended to airspace of higher complexity and results in management of
"random" instead of usual crossing points, and unusual traffic patterns.

[Link]. New roles and procedures

SESAR 2020 operational environment, advanced tools and operating methods influence the task
allocation between Controllers (Extended ATC Planner, MSP, PC and EC), thus team structure and
communication are also affected.

As well as the traditional Planner-Executive (1P-1E) two-person ATC sector team, sectors will operate
with a combined role of Single Person Operations (SPO) or with the distinct role of Multi-Sector
Planner (MSP) where the Planning Controller is responsible for the airspace that is under the
executive control of two or more independent Executive Controllers (1P-nE).

The Planning Controller will provide support to several Tactical Controllers (or Executives) operating
in different AORs, including ensuring suitable coordination agreements between these sectors and
assisting in managing the workload of the Tactical Controllers. These roles will be applied in both En
Route sectors and in the TMA. This Solution will interact with Management of Dynamic Airspace
configurations and Dynamic Airspace Configuration supporting moving areas, which will both need to
be considered (see section 2.3 Optimised ATM Network Services).

By implementing new operating procedures in TMA and En Route sectors that have been combined
into Multi-Sector Planner teams, coordination will not be required at all sector boundaries. In
addition, constraints will only be applied when there are particular separation problems or traffic
demands. The Planner will set overall profile targets to allow airspace to be used more efficiently.
Then, in order to achieve these profiles, Tactical Controllers in the Planner’s area of interest will
collaborate and may issues clearances into, and even operate traffic within others’ AoR without prior
co-ordination.

The above mentioned tools and procedures, as well as advanced automation support allow
controllers to hold more generic validations rather than validations based purely on specific
(geographic) sectors. Generic validations will allow greater flexibility to match ANSP resources to
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predicted demand. A prerequisite is the implementation of more consistent operating techniques

less reliant upon detailed knowledge of specific local systems, airspace and procedures. This solution
will identify the human, system and procedural needs that might allow a more flexible ATCO
validation regime, for example “sector-type validations” (e.g. High-level, TMA…) that would allow a
Controller to operate in any airspace classified as a particular type. The solution will define what
additional aids (information, support in emergencies, fallback modes of operation, etc.) are needed
in addition to the pure sector and separation management ones to allow a safe operation with more
flexibility of Controller deployment.

INTEGRATED NETWORK MANAGEMENT AND ATC PLANNING (INAP) FUNCTION

To bridge the gap between the management of traffic flows at European level and the control of
flights in individual sectors, support is provided to the Multi Sector Planning and Extended ATC
Planning roles for reducing complexity and smoothing flows of traffic in a multi-sector/multi-unit
environment. Procedures and tools assist the Controllers in alleviating traffic complexity, traffic
density, and traffic flow problems across several sectors through acting on individual trajectories.

The scope of the INAP function (“Integrated Network management and ATC Planning”) is to address
the overlapping period where the Network Management function runs DCB and dynamic DCB
processes at all geographical levels, while ATC planning starts preparing early strategic de-confliction
and conflict detection within the appropriate look ahead time horizon and within its defined local
area of responsibility.

Figure 8 INAP and complexity / workload assessment

The objective is to enable a seamless ATM layered planning process, taking into account both targets:
 provide optimum solutions (airspace configuration and trajectory/flow management) to
solve workload imbalances with resolution assessment from local level to the network level
 ensure that those solutions are compatible and efficient with traffic synchronisation activities
and strategic conflict management under the responsibility of the ATC planning function.

The main responsibilities of the INAP function are the followings:

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 Monitor and manage workload distribution within the area of responsibility;

 Implement agreed (d)DCB measures taken within its area of responsibility, including airspace
re-configuration;
 Monitor the execution of the measures and the situation within its area of responsibility;
 Perform early conflict detection and resolution (the implementation of the resolution might
be shared with the control sector);
 Integrate Network Management measures, traffic synchronisation and strategic conflict
management measures within its area of responsibility to allow a seamless, efficient and
consistent ATM process.

The area of responsibility of INAP is established to provide a volume of airspace which is sufficiently
large to enable INAP function activities (Network Management Function & ATC planning) to be
performed.

The INAP function can be handled by several roles from Network Operations and ATC Operations. It
includes the Local Traffic Manager role from the Network Management function and appropriate
ATC operational role.
 Performing this function requires actors to have local expertise and the way it will be
implemented (procedures, detailed activities, actors involved …) will vary dependent upon
local drivers.

The extended look-ahead time horizon of the ATC Tools will enable the INAP function to better
assess and anticipate the complex situations for ATCOs. Depending on local procedures, the INAP-
related-tasks could be performed by different actors, not only limited to local Traffic Management
but also encompassing the ATC scope of action. The deployment of specific system and human actors
and the granularity of the processes are based on the ATM layered planning principles and the
complexity of the operations. These actors will allow the identification of the best local solutions to
cope with both dDCB and ATC requirements in the execution phase.

The integration of INAP function will allow the development of planning techniques based on
common view and collaborative rules and decision approach to take place at a more granular level.

The primary objective of the INAP is to make sure that the planned ATC centre and Sector Family
resource arrangements are permanently optimised in order to respond to the expected air traffic
load and complexity/workload. The goal of INAP is to ensure that the complexity/workload of the
future air traffic situations in any sector within the Sector Family allows resolution of aircraft conflicts
to be made at an acceptable level of controller workload with no or minimum disturbance to the
RBT/RMT.

All the INAP actors will be provided with a common view of the traffic and automated performance-
based assessment of the predicted and intended ATC and DCB actions (e.g. what-if tools). The overall
impact of their potential actions will be evaluated, both at the level of individual trajectories and for
positive network performance, in order to produce the optimum solution without mutual
interference.

To achieve this, clear and beneficial procedures to cover the integration of Network Management
Function and ATC planning in INAP will be established. The coordination processes between the
different actors need to be carefully considered in order to avoid additional workload. The measures
and resolutions provided in INAP should be transparent and known to the relevant controllers. Their
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application should be always beneficial, clear and undisputed without need for controllers concern,
unnecessary control and coordination of these actions.

Resolutions in INAP should be automated, based on large number of resolution scenarios with
different levels of granularity, synchronized and applicable at different levels in the ATM layered
planning. These performance-based, pre-defined and pre-agreed scenarios would be taking Airspace
Users’ needs in consideration when appropriate through UDPP priorities and preferences and
Airspace User’s preferred trajectories, thus facilitating CDM with better anticipation and reducing
needs for tactical coordination during the execution phase.

SESAR 2020 developments will also investigate how the INAP function could support the distribution
of RBT/RMT-related workload between controllers in the same airspace entity (e.g. ATSU), on the
basis of ‘next-suitable-controller’, i.e. each new RBT/RMT entry within the ATSU will be considered
against ATCO workloads and/or predetermined distribution of traffic flows.

FLIGHT-CENTRED ATC
As well as the flow-centred concept of ATC, above a certain Flight Level, depending on operational
constraints and applicable working methods, a non-geographical flight-centred concept of ATC could
also apply. In the flight-centred controlled area, a flight (trajectory) remains under the control of the
same ATCO throughout the whole, or a significant part of its En Route segment, within the
designated Airspace (e.g. sector family). A number of flights are assigned to an ATCO, in function of
his/ her workload unconstrained by the geographical location, sector or national boundaries.

Dissolving sector boundaries and having one controller in charge of a single flight to guide it through
a larger airspace could alleviate Flight Crew workload by reducing frequency changes and ATC
messages.

This includes FRA environment, where ATC operations are less dependent on structured route
organisation and much more on flight monitoring, conflict detection and resolution tools.

The prerequisite is, advanced workload prediction, coordination, conflict detection and resolution
tools, required for the effective management of trajectories and the efficient coordination between
ATCOs (refer to Advanced Separation Management solutions). This includes What-If/What-Else
conflict probing capabilities and Conflict Resolution Advisories as well as Silent Coordination tools.

This working method also will require a new approach to Human Machine Interface (HMI), which is
traditionally based on geographically organised operations. In addition, new procedures for handling
the transition between different modes of ATC operations shall be put in place. Non-standard
procedures will be clearly defined to deal with specific weather, degraded ATC operations mode and
ensure high level of safety in abnormal situations.

2.4.4. RPAS Integration

RPAS will be integrated into non-segregated controlled airspace, enabled by suitable technical
capabilities or procedures to comply with ATC instructions. These capabilities and procedures should
also allow for the cases of loss of command & control data link and other emergencies. ATC will also
have knowledge of the contingency procedures related to RPAS operations.

Flight trajectories will be planned in a manner that is compatible with the ATM network and ensures
an appropriate level of awareness for ATC. RPAS operations will take account of RPAS performance,

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control latency, reduced crew awareness and sensitivity to severe weather conditions. RPAS will also
often operate in trajectories, such as long loiter patterns, that are unlike those of manned aircraft.

Conflict Management aspects will also be investigated from an RPAS perspective, allowing current
and new concepts to be researched together.

SPECIFIC MILITARY ASPECTS

Military Airspace Users will continue RPAS operations in European Airspace. Cross-border RPAS
activities will require sufficient airspace resource beyond segregated airspace. It implies that such
operations will be equally accommodated in controlled air traffic service airspace of all classes and
treated respectively by service providers civil and military. Integration of RPA through all phases of
flight will be facilitated by mission trajectory concept capable of operating in segregated as well as in
non-segregated airspace. RPAS becomes an asset eligible to air traffic service provision based on
enhanced civil-military coordination and interoperability criteria set for this specific type of
operations.

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2.4.5. Air Safety Nets

SESAR 2020
 Enhanced Ground-based Safety Nets adapted to future operations (Solution PJ.11-
Significant
G1)
Changes
o Enhanced Ground-based safety nets Using ADS-B Information (CM-0807-
B);
o Improved compatibility between Short Term Conflict Alert (STCA) and
Airborne Collision and Avoidance System (ACAS) (CM-0806-B);
o Improved Compatibility between Ground and Airborne Safety Nets in a
Step 3 environment (CM-0806-C)
o Short Term Conflict Alert Adapted to New Separation Modes (CM-0805)

 Enhanced Airborne Collision Avoidance for Commercial Air Transport normal

operations - ACAS XA (Solution PJ.11-A1)
o Improved collision avoidance for commercial air transport in standard
operations (CM-0808-a);

 ACAS for commercial air transport specific operations – ACAS Xo (Solution PJ.11-A3)

o Collision avoidance for commercial air transport adapted to new

separation modes (CM-0808-o);

 Airborne Collision avoidance for general aviation and rotorcraft (ACAS Xp) (Solution
PJ.11-A4)

o Collision avoidance for general aviation and rotorcraft (ACAS Xp) (CM-
0808-p)

 Airborne Collision avoidance for remotely piloted aircraft (ACAS Xu) (Solution PJ.11-
A2)

o Collision avoidance for remotely piloted aircraft (CM-0808-u);

Main Performance expectations Operating

environment
Air Safety Net – significant safety benefits are expected from the Enhanced Safety Nets
tools in both En Route and TMA. Through the adaptation of the algorithm model with the
En-route, TMA
use of available aircraft derived data and through the adaptation to the specific TMA
operation, the rate of both false and nuisance alerts is reduced and the time for controllers
to react is increased (able to anticipate issues earlier). Additionally, the situational
awareness of the ATCO in critical situations is increased with the automatic downlink and
display of Aircraft Resolution Advisory. This reduces adverse interference between ATCO
instruction and ACAS Resolution.
Contribution by Solutions/OI Steps:
• Enhanced Airborne Collision Avoidance for Commercial Air Transport normal
operations - ACAS Xa (CM-0808).
- Use of enhanced surveillance taking advantage of ADS-B information and
optimised triggering should provide more accurate and so more efficient RA detection
(better detection and less false alerts).
- An effective overall safety gain thanks to an improved compatibility between TCAS
RA and ground STCA.
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• Enhanced Airborne Collision Avoidance for Remotely Piloted Aircraft Systems –

ACAS Xu (CM-0808).
- Use of enhanced surveillance taking advantage of ADS-B information and
optimised triggering should provide more accurate and so more efficient RA
detection (better detection and less false alerts) to ensure safe integration of
RPAS in Europe.
- An effective overall safety gain thanks to an improved compatibility between TCAS
RA and ground STCA.
• ACAS for Commercial Air Transport specific operations – ACAS Xo (CM-0804).
- Optimised triggering adapted to specific situations should provide more accurate
and so more efficient RA detection (better detection and less false alerts) where
new separation mode is applied in Europe.
SAFETY NETS – CONTEXT
Safety nets have the specific purpose to avoid collision. They are either ground-based or airborne:

 Ground-based safety nets are an integral part of the ATM system. Using primarily ATS
surveillance data, they provide warning times of up to two minutes. Upon receiving an alert,
air traffic controllers are expected to immediately assess the situation and take appropriate
action.
 Airborne safety nets provide alerts and resolution advisories directly to the pilots. Warning
times are generally shorter than ground safety nets. Pilots or Aircraft (in the case that the
TCAS is coupled to the auto flight system), are expected to immediately perform the avoiding
manoeuvre.

A core requirement for a safety net is that it must ultimately work independently from other parts of
the system, on the ground or in the air; this is to ensure that reduced system availability or common
mode failure (where a single data error may invalidate several safety layers) does not prevent the
safety net from achieving its safety objectives.

The opportunity to utilise and influence data such as RBT/RMT supplemented with both real-time
data (aircraft position and some trajectory intent from ADS-B) and extrapolations from data
contained within the RBT/RMT improves ground based safety net performance e.g. detection that
the separation mode has been compromised and proposal of resolution action. The safety nets must
however remain robust against error or missing information. Information sharing is to be considered
cautiously in order to avoid common mode of failure. Therefore the downlink of ACAS TA or
Resolution Advisory (RA) is not foreseen to influence the performance and/or triggering of STCA.

In addition, there is a need to develop minimum Safety and Performance requirements, as well as
guidance material recommending best practices for STCA optimisation to reach an acceptable level
of interaction with ACAS in the European airspace.

Enhanced Safety Nets are expected to take into account and be applied to a wider range of aircraft
(e.g. rotorcraft), including RPAS, and to be adapted to new separation modes or environments (e.g.
RNP or Free Route in high complexity airspace).

[Link]. Ground Based Safety Nets

Ground-based safety nets shall continue to work with the future operations introduced by other
SESAR 2020 solutions, which may modify the traffic patterns, the trajectory characteristics, the
airspace design and the separation minima. Therefore, there is a need to check that ground-based
safety nets maintain their performance in the new circumstances, and if necessary introduce the use
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of new data modify some alerting thresholds, modify rules of aircraft eligibility or define new areas of
specific behaviour.

 The compatibility between STCA and ACAS will also be improved; safety nets need to be
complementary instead of sometimes 'competing' (rendering each other less effective or
even contributing factors in incidents/accidents). The aim is to ensure that in accordance
with the predefined rules and the prevailing circumstances the pilot, the controller or both
get a warning and resolution advisory in a way, which preserves their common situational
awareness and avoids interactions degrading safety.

SESAR 2020 will:

 Adapt ground-based safety nets to SESAR future Trajectory Management and new separation
modes through the use of new surveillance means ensuring their continuous role of last ATC
safety layer against the risk of collision (and other hazards), while minimising negative
operational interactions between ACAS and STCA;
 Provide inputs and influence the work on Ground / Airborne safety sets at global and
regional standardisation level, within ICAO (in coordination with FAA for ACAS), EUROCAE
and RTCA.

[Link]. Airborne Safety Nets

Airborne Collision Avoidance Systems (ACAS) are operational globally and need to be optimized for
all airspace and to be compatible with existing systems. Their development therefore needs to take
into account worldwide initiatives. ACAS X is the new ACAS.
There are four variants of ACAS X
 ACAS Xa for civil aviation (as a replacement for TCAS II)
 ACAS Xo for Specific Operations
 ACAS Xp for GA/Rotorcraft
 ACAS Xu for RPAS

ACAS operations will be adapted to SESAR future Trajectory Management and new separation modes
through the optimization of ACAS resolution advisories and the use of enhanced surveillance.
Inappropriate alerts will be reduced.

Airborne collision avoidance functions will benefit from additional and more accurate surveillance
sources, such as ADS-B. More accurate sensor data and more advanced conflict detection algorithms
improve effectiveness of the detection algorithm. ACAS will use the aircraft information, in particular
current maximum possible vertical rate, in order to select the most appropriate RAs. Active
interrogations to establish the range of intruders is part of the ACAS Xa development33.

33
ACAS X new logic brings performance improvements but is not expected to change operating methods and will be transparent for pilots
and controllers.

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Airborne Collision Avoidance algorithms are anticipated to be integrated in the Detect and Avoid
logic of RPAS.

ACAS functions will be improved to cope with new separation modes that may increase alert rates of
airborne collision avoidance functions. An example of a new separation mode is the Interval
Management (IM) function, which supports merging of traffic streams with high capacity in the TMA.
Also new procedures such as closely spaced parallel approaches might generate an unacceptable
number of nuisance alerts.

A version of ACAS that relies solely on passive ADS-B to track intruders and does not make active
interrogations will be developed for general aviation and rotorcraft. This takes into account the
limited capability of GA to carry equipment and its operational specificities. GA/rotorcraft aircraft
would be capable of responsive coordination, ensuring that ACAS effectiveness is not reduced by
making conflicting manoeuvres and allowing improved traffic awareness.

Passive coordination through ADS-B In allows:

 Non ACAS equipped aircraft to be informed about the direction of any RA occurring on board
interfering ACAS equipped aircraft
 ACAS Xp equipped aircraft to elaborate a manoeuver complementary to any RA occurring on
board interfering ACAS equipped aircraft

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2.5 High Performing Airport Operations

INTRODUCTION
The chapter describes the Operational Improvements within the key feature ‘High Performing Airport
Operations’ to be validated in the scope of SESAR 2020.

A number of the concept elements described in this chapter are not to be considered in isolation,
with dependencies and interactions with concept elements described elsewhere in the CONOPS.
Those interactions are highlighted as references in the text, with the detailed description found in
the respective chapter.

2.5.1 Increased Runway and Airport Throughput (PJ-02)

SESAR 2020 Wake turbulence separation optimisation (PJ02-01)

Significant  Optimised Runway Delivery on Final Approach and Departure by using improved
Changes HMI for ATCOs in support of the application of mutiple wake vortex separation
criteria (AO-0328, AO-0329).
 Weather-dependent reductions of Wake Turbulence separations for final approach
and for departure (AO-0310, AO-0304)
 Optimisation of wake turbulence separations using information on static aircraft
operational characteristics for arrivals and departures (AO-0306, AO-0323).
 Ground based devices to break up wake vorticies close to the surface and reduce
their impact on air traffic flow (AO-0325).
 Improved detection of wake vortex induced turbulence through ground based or
airborne system (AO-0327).

Enhanced arrival procedures (PJ02-02)

Mitigation of noise and wake avoidance procedures through concepts such as:
 Increased glide slope (IGS) (AO-0320).
 Double Slope Approaches (AO-0322).
 Adaptative increased glide slopes (A-IGS) (AO-0321).
 Displaced Touch Down Zone (AO-0308).
 Multiple runway aiming points (MRAP) (AO-0319).

Minimum pair separations based on Required Surveillance Performance (RSP) (PJ02-03)

 Reduction in separation minima using MinimumSeparation based on RSP (AO-
0309)34.

Independent rotorcraft operations at the airport (PJ02-05) (AO-0316)

 Independent IFR/VFR rotorcraft through the use of concepts such as:

34
CR for DS18 will ask to remove the confusing notion of “pair-wise”….which refers to wake separations (while
the OI is about non-wake separation)

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 SBAS based Point in Space (PinS) approaches and departures to/from VFR FATOs.
 Simultaneous Non-Interfering Operations (SNI).

Improved access into secondary airports in Low Visibility Conditions (LVC) (PJ02-06)
 Improved access in LVC thanks to use of satellite-based navigation, use of video
detection for surveillance, adequate airport infrastructure, service and procedures
(SDM-0301)."

Traffic Optimisation on single and multiple runway airports (PJ02-08)

 Optimised use of runway capacity for multiple runway airports (TS-0313)
 Optimised and improved predictability of runway capacity using better predictable
ROT (TS-0311)
 Integrated Arrival Departure Management for full traffic optimisation on the
runway (TS-0301)
 Enhanced prediction of Runway Occupancy Time (AUO-0704)

Enhanced terminal area for efficient curved operations(PJ02-11 (AOM-0607)

 Ground-Based Augmentation System (GBAS) and SBAS capabilities increases
flexibility of operations in the terminal area.
 General Aviation, RPAS and rotorcraft integrated in a multi-aircraft and manned
flight environment.

Main Performance expectations Operating

environment
Enhanced Runway Throughput – significant capacity enhancements are expected from the
application of new pair wise wake turbulence separation rules for final approach and for Airport
departures based on finer granularity of aircraft characteristics. – runway capacity
enhancements are expected from the integration of actual arrival and departure demand
information in the optimisation of traffic sequencing

In the context of runway capacity, the predominant benefit of these processes is to reduce
the average separation between adjacent aircraft in the arrival/departure flow while
maintaining what it is acceptable today for reference aircraft type pairs (selected as
acceptable baseline with proven extensive operation) at ICAO minima and in reasonable
worst-case conditions of a wake vortex encounter. Generally, the principles behind the
techniques discussed are independent of weather. However, as noted previously, the
separation is expected also to be reduced on a weather dependent basis e.g. where
atmospheric turbulence conditions cause a greater rate of vortex decay or a favourable
wind moves the vortex from the path of the aircraft. This enables a tactical increase in the
achieved flow rate to more efficiently deal with the fluctuations in the arrival demand and
reduce queuing delays for the arrival runway(s).

Contribution by Solutions/OI-Steps:
 Reduced TBS as function of weather conditions (WDS + TBS) (AO-0310, AO-0304,)
,optimised Runway Delivery on final approach and departure (AO-0328, AO-0329) ,
optimisation of wake turbulence separation (AO-0306, 0323)
- Expected runway throughput increase as a function of traffic mix and weather
Airport
conditions. The increase of arrival capacity will be directly proportional to the
proportion of wake-constrained pairs in the peak hours.
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 Enhanced arrival procedures (AO-0308, AO-0319, AO-0320, AO-0321, AO-0322)

- Increasing runway and airspace throughput and mitigating the impact of head and
cross winds plus reduced visibility.
- Low noise procedure will allow to remove the curfew and to allow additional slots.
- Optimizing runway aiming point will also optimize runway occupancy. Multiple
runway aiming points can serve as an enabler for reducing wake turbulence
separations as well as reducing the wake vortex encounter risk.
 Minimum-Pair separations based on RSP (AO-0309)
- Expected runway throughput increase up to 20% mainly for arrival (depending on
traffic mix) during peak periods, at constrained airports. The increase of capacity
will be directly proportional to the proportion of NON-wake constrained pair
(without Heavy in front) in the peak hours.
 Improved access into secondary airports in low visibility conditions. (SDM-0301) Low
- Expected major airport capacity increase by 3 to 5% by allowing the use of Utilisation
secondary (small/medium) airports in LVP. At secondary airports 15% increase of Complex
traffic capable with operating in LVP. layout
 Traffic optimisation on single and multiple runway airports (AUO-0704, TS-0301, TS-
0311, TS-0313)
- Will increase arrival and departure flow density and in mixed mode minimise the
interference between the two flows. This will increase the runway capacity
- Demand & Capacity imbalances during the Medium /Short Term planning can
decrease runway throughput depending on the airport layout, traffic mix and
weather conditions.
- note: TS-0311 is about statistical prediction of probability distributions while AUO-
0704 works on case by case basis thus they address different phases of flight
execution
Enhanced Runway Throughput – predictability enhancements are expected from the Airport
application of Time Based Separation (TBS) tools and procedures, which help to maintain
arrival throughput in adverse headwind conditions thus reducing arrival holding that would
otherwise result.

Contribution by Solutions/OI-Steps:

 Independent rotorcraft operations at the airport.(AO-0316)

- Much more robust, easier to plan and to anticipate operations for both mainlines
and rotorcraft.
 Traffic optimisation on single and multiple runway airports (AUO-0704, TS-0301, TS-
0311, TS-0313)
- A more realistic and precise accuracy on landing and departure times will increase
predictability allowing airspace users to better plan the ATV avoiding passengers
delays and cancelations during the execution phase.
Access: Airport
Improved all weather access to secondary (small/medium) airports

Environment:
The various proposals for increased glide slopes will reduce the noise footprint in the
immediate area of the airport, as will proposals for a displaced touchdown zone(s)

Efficiency
Automation and system support integrating various information sources and functions to
support Tower Controller decision making.

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Rotorcraft Operations:
Separating fixed-wing traffic from rotorcraft traffic by enabling rotorcraft approach and
departure procedures to and from FATOs will increase safety in runway traffic as the
rotorcraft traffic is removed from the active runway. This achieves homogeneous approach
speeds with less risk of longitudinal separation loss and consequent go-arounds. Additional
rotorcraft routes within the TMA with less environmental impact that offer reduced flying
time for arrivals and departures will increase airport passenger capacity.

Controller Working Positions:

An ab-initio focus on the provision of a support tool for implementing the complex options
for tactical and planning of runway traffic management will improve the safety and
capacity outcome of controller decisions.

OVERVIEW
The tactical driver for runway throughput is the ability to safely maintain a high arrival and departure
flow rate – that is to avoid wake vortex turbulence while airborne and to minimise runway occupancy
on the ground. On a longer timescale, the selection of the optimal configuration of runways is
significant for a multi-runway airport.

The wake vortex behind an aircraft creates a turbulence, which can affect the controllability and
safety of any aircraft, which subsequently encounters this. The meteorological conditions affect the
rate of decay of the vortex and wind may carry it away from the path of the follower aircraft.
Through an understanding of this process, Weather Dependent Separation rules will be developed to
minimise the separation without increasing the hazard of an encounter. Additionally effort will be
directed towards a review of potential surface installations to accelerate the break-up of vortex-
generated turbulence close to the ground.

Even when the dynamic behaviour of the vortex is not considered, it is expected that a level of
surveillance performance can be specified that will reduce the uncertainty in the controller’s
perception of the separation and thus enable the minimum distance to be applied. New technologies
will enable better measurement of vortex behaviour both from the ground and by airborne sensors.
This will improve the risk assessment of the Flight Crew and provide independent monitoring of the
effectiveness of the separation rules in force. Specific separation rules, reflecting the appropriate
weights, speeds and configurations of the aircraft pairs will be developed and applied for landings
and departures.

The strength of the wake turbulence generated and the hazardous effect of that turbulence on any
follower are parameters that can be deduced from the specific aircraft and its weight, speed and
aerodynamic configuration. Specific separation rules, reflecting the appropriate weights, speeds and
configurations of the aircraft pairs will be developed and applied for landings and departures.

The introduction of displaced touchdown zones and differentiated glide paths are used for
optimisation of wake turbulence separation. Two arriving aircraft using different glide path angles
and aiming at different touch-down zones (displaced runway thresholds with corresponding glide
slopes) on the runway, reduce the risk of wake turbulence encounter thus optimising the runway
capacity. Other procedures to increase the glide slope in the initial final approach or adaptively
maintain a glidepath above some nominal value depending on the aircraft or movement of the touch
down point into the runway will reduce the noise footprint of landing aircraft.

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The controller’s HMI will incorporate interfaces for decision support functions to provide the
controller with sufficient information to implement the various control procedures that might be in
place for both arrival and departure flights. It will also enable them to monitor the safety of the
separation loss by predicted aircraft performances based on real time data.

Similarly, the ground movement controller HMI will be provided with assistance to flow the traffic to
and from the runway in support of the arrival and departure sequence operating in the most
productive manner.

While the arrival and departure flow rates to and from the runways are significant contributors to
the overall airport runway capacity, it is important that the runway occupancy time is in balance with
the flows. Procedures will be developed by which multiple touchdown zones and available rapid exits
will be matched to the braking distance required to minimise runway occupancy and to ensure that
arrival and departure sequences are feasible in the context of the expected ROT of adjacent
movements.

In mixed mode operations, ATC is supported by the system for the decision process (when and how
to mix runway operations in multiple runway airports) resulting in an optimised use of runway
capacity throughout the day of operations. System automation is brought about through a demand
driven flexible application.

In the context of small airports, with limited demand, new airborne capabilities will make it possible
for aircraft to make a safe approach in low visibility conditions at any location. Thus, there is a need
to evaluate the minimum level of infrastructure, services and procedures applicable to small airports
to ensure that the benefits of the new technologies can be realised.

To minimise any interference with runway utilisation between rotorcraft and fixed wing operations
new procedures will be developed in the framework of SNI concept to separate rotorcraft traffic
from conventional fixed wing traffic like the integration of rotorcraft instrumental arrival and take-off
operations into the traffic mix of the airport using FATOs.

The RPAS operations around the airport will be designed in coordination with all involved
stakeholders for remote piloted aircraft systems.

Increased Airport and Runway throughput is interdependent with other SESAR 2020 projects. The
closest relationship will be with Integrated Surface Management and with the proposals for the TMA
management in Advanced Air Traffic Services within the general regard for safety. The decision
support tool integration for the approach controllers will link with the Controller Working
Position/Human Machine Interface specialisms.

The concepts supporting increased runway and airport throughput may be helpfully broken down
into the following sub-elements.

Wake turbulence separation optimisation An incremental approach to the determination of

separation minima to increase safety and potentially increase capacity whilst avoiding wake vortex
turbulence in the most efficient manner will be established considering the potential procedures
described below. The variety of reduced separations procedures will require the use of a final
approach delivery tool allowing the ATCO to manage the integration of the following runway
throughput enhancement concepts:

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 Static Pairwise Separation based on enhancements of RECAT-EU wake separation rules

through the definition and validation of a Static Pairwise Separation matrix in both distance
and time and for both arrivals and departures, fully integrated with optimised runway
delivery support;
 Weather Dependent Reduced Wake Turbulence Separations with the application of Weather
Dependent Separation (WDS) for both departures, over the initial departure path, and
arrivals, over the final approach path, taking into account the impact of meteorological
conditions (e.g. crosswind, headwind, turbulence, and temperature) the resulting wake
vortex behaviour and corresponding severity assessment;
 Development of wake risk monitoring and awareness function (ground and airborne);
 Wake vortex decay enhancing devices on the airport surface e.g.: plate lines reducing the
lifetime of the strongest wake vortexes downwind of the RWY.

ENHANCED ARRIVAL PROCEDURES

Mitigation of noise and adaptation of wake avoidance procedures through concepts such as dual
thresholds, multiple runway aiming points, glide slope increase and double slope approaches, which
move noise into the centre of the airport. In some runway configurations, this may provide additional
benefits of wake vortex separation between landing aircraft on common headings or parallel flight
paths.

MINIMUM PAIR SEPARATIONS BASED ON RSP

Effective monitoring of small separation distances is strictly dependent on accurate knowledge of the
aircraft position, or the Required Surveillance Performance (RSP). RSP could allow for the application
of pair-wise separation down to a minimum of 2NM for arrivals on final approach.

INDEPENDENT ROTORCRAFT OPERATIONS AT THE AIRPORT 35

This solution will develop rotorcraft-specific approach and departure procedures. Development of
Satellite Based Augmentation Systems (SBAS)-based Point-in Space (PinS) Approaches into VFR
FATOs in airports will remove IFR rotorcraft from active runways and allow fixed wing aircraft and
rotorcraft Simultaneous Non-Interfering (SNI) approaches, which will have a positive impact on
runway throughput. Rotorcraft-specific Approach Procedures with Vertical Guidance (APV) and PinS
approach and departure procedures will improve access into secondary (small/medium) airports in
LVC.

IMPROVED ACCESS INTO SMALL/MEDIUM AIRPORTS IN LVC

Access into secondary (small/medium) airports in low visibility conditions requires the development
of an affordable surveillance solution (e.g. video-surveillance, also in combination with other
surveillance means) in coordination with airborne capabilities such as RNP or Satellite-based
navigation procedures. Satellite-based navigation may allow approaches down to CAT II minima.
Combined Vision Systems will enable pilots to safely land and vacate the runway down to Zero
Runway Visual Range36.

35
See section 2.4.2. Dynamic and Enhanced Routes and Operations.

36
Not all types of aircraft are supposed to own the necessary avionics

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TRAFFIC OPTIMISATION ON SINGLE AND MULTIPLE RUNWAY AIRPORTS

This aims at providing ATC with an integrated support tool to improve single and multiple runway
airport operations by increasing the predictability of runway capacity, optimising runway
configuration and optimising arrival / departure spacing. Reduced wake and weather-dependent
separation minima will be enabled when applicable, as well as ROT information when available. The
tool will integrate the multiple concepts operating in both Execution and Planning Phases (Short and
Medium term) and support both Tower Controllers and Supervisors in monitoring and optimising
runway system usage. For capacity-constrained airports, this will be achieved by dynamically
adapting the runway configuration to traffic demand together with coupled AMAN-DMAN systems to
sequence arrivals and departures according to the runway use plan.

This will be combined with statistical data in order to improve the quality of ROT prediction and
enable optimal use of the runway. ROT prediction may be fed to AMAN/DMAN and Surface
Management tools and displayed at the runway CWP.

ENHANCED TERMINAL AREA FOR EFFICIENT CURVED OPERATIONS

Using geometric vertical navigation guidance in the TMA will simplify operations by removing the
workload associated with barometric to geometric vertical navigation transition and improve the
efficiency and predictability of individual operations. GBAS and SBAS capabilities in the terminal area
will allow for increased flexibility in airspace design. In addition, as in RNP, it is expected to improve
safety. Pursuing a non-segregated flight environment general aviation, rotorcraft and RPAS will be
integrated in the ATM environment.

2.5.2 Integrated Surface Management (PJ03a)

SESAR 2020 Enhanced guidance assistance to aircraft and vehicles on the airport surface combined
Significant with routing(PJ03a01)
Changes Flight crew information available in the cockpit showing (AUO-0603-B):

 Display of airport layout, dynamic traffic context information, taxiways, runways,

fixed obstacles, aircraft position, routing with taxi clearances, possibility to manage
changes.
 Status of runways, taxiways, and integration of Virtual Stop Bars.
 Integration of Airfield Ground Lighting (AGL) solutions integrating all available and
pertinent information for the safety of operations.

Datalink Services used for Provision of Ground-related Clearances and Information (AUO-
0308-B)

 Exchange between Flight Crew and Controller using datalink (adapted to a Step 2
context) for departure clearance (DCL), start-up/pushback/taxi (D-TAXI service) and
information (e.g. status of stop bars or virtual sop bars, update status of runways
and taxiways, Target Times management exchanges, runways exit coordination
exchanges

Enhanced Guidance Assistance to Aircraft and Vehicles on the Airport Surface Combined
with Routing (AO-0206, AO-0215, AO-0222-B, AO-0223-B):

 Display of airport layout, dynamic traffic context information, taxiways, runways,

fixed obstacles, vehicles position, routing with vehicle’s clearances by ATC;
clearances and information from ATC sent via datalink.

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 Traffic situation awareness

Enhanced Visual Operations(PJ03a-04)

 Equivalent visual take-off, landing and taxi operations performed through Enhanced
Visual Systems and Synthetic Visual Systems for Operations in LVC. (AUO-0405,
AUO-0406)

Surface Operations by RPAS(PJ03a-09)

RPAS are integrated adequately into Surface Operations. (AUO-0617)

Main Performance expectations Operating

environment
Performance improvements expected from Integrated Surface Management are as Airport
follows: The implementation of Integrated Surface Management will increase surface
traffic safety and performance. This will be achieved despite the growing traffic by
increasing efficiency through holistic planning of airport surface traffic. It will also
increase punctuality, predictability and flight efficiency through better Trajectory
Management and improved data exchange with partnering systems - thus the Network is
an indirect stakeholder of the concept.

The surface routing algorithms employed within the systems can consider more
constraints than a human can and thus, while decreasing overall arrival and departure
delays and smoothing overall flow could potentially minimise the overall environmental
impact by introducing emission weightings by aircraft type or consistently observing
routing preferences associated with noise curfews for areas adjacent to the aerodrome.
This turns the surrounding communities and their population into indirect stakeholders of
Integrated Surface Management.

In addition, the new concept reduces Flight Crew and ATCO workload, improves the
likelihood that Flight Crews and ATCOs will share a common situational awareness,
improves low visibility procedures including airport accessibility minima, and reduces the
probability of occurrence of hazardous situations in low visibility conditions by digital
vision systems for Flight Crews.

Furthermore, Integrated Surface Management delivers accurate ‘own ship’37 position

information based on satellite navigation system data.

Integrated Surface Management will create benefits in all weather conditions and
independent from time of day or season, with significant increased benefits in low
visibility conditions.

Integrated Surface – fuel efficiency benefits are expected from the use of Airfield Ground
Lighting (AGL) to allow flight crews to maintain speed at intersections and to follow the
correct route resulting in fewer speed changes, stops and re-starts during taxi.
Additionally, System support for the taxi route generation process, including planning

37
This term is established in A-SMGCS when referring to ones’ own aircraft.

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information will create more time and fuel efficient taxi Routings resulting in less fuel
burn and corresponding emissions in both the taxi-in and the taxi out phase (provided the
Routing and timing is integrated with departure management information).

Integrated Surface Management - The accuracy in planning Routing during congestion is Airport
maintained up to the level closest to standard operations. Thus, reduction in runway
operations may be less significant than in current operations.
Improved coordination for pre-departure management and arrival metering; reduced
workload in the integration of arriving/departing traffic, regarding both Airspace and
Airport Capacities.

Integrated Surface Management – significant predictability benefits are expected in the Airport
Airport environment from taxi clearances with more predictable taxi times through
system support and integration of planning information

Contribution by Solutions/OI-Steps:

 Enhanced Guidance Assistance to Aircraft and Vehicles on the Airport Surface

Combined with Routing (AUO-0603-B, AO-0206, AO-0215)
- positive impact on traffic predictability via maintaining airport throughput during
adverse conditions
OVERVIEW
The individual surface movement management solutions successfully validated in SESAR1 are further
developed in SESAR 2020 into an integrated environment dedicated to maintaining or improving
current safety levels together with increased reliability and improved predictability of the planning
milestones associated with aircraft taxi times. This includes the integration of RPAS into surface
operations.

The new processes and technologies focus on the surface movement management within the Airport
Transit View (ATV), i.e. the two ground segments of the business trajectory of the aircraft - taxi-in
and taxi-out.

Where there is a geographical separation between the responsible stakeholders, it is important that
all can communicate clearly and effectively between themselves. To ensure safe and seamless
surface movement a common picture of the existing situation with a clear understanding of the
intentions of the various ATM stakeholders is available to all involved in the management process.
Thus, the ATC surveillance data of the required quality (precision, probability of detection, etc.) is
effectively integrated into a system where secure datalinks provide the highest level of integrity in
the exchange of both positional information and intent between ATCOs, vehicle drivers and Flight
Crews.

Apart from the fixed surveillance systems Global Navigation Satellite System (GNSS) information on
position, speed and time displayed in the cockpit may be used in low surface visibility conditions to
increase Flight Crew awareness of their position and heading and to enable precise position reports
via radio telecommunication when needed.

The integrated surface management system generates a complete ground traffic situation display
including routing information and guidance instructions that is presented in the tower and aircraft
and vehicles operating on the aerodrome surface.

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The associated enablers will include digital maps and alerts at air traffic control work stations, in
aircraft cockpits and in support vehicles on the surface movement area. In addition, an optional
supplementary system can provide re-configurable virtual stop bars on the airport moving map
display in mobiles and the ATCO’s working position. This provides the flexibility to offer the positive
benefits of a stop bar display in unanticipated traffic situations. The enablers may differ from airport
to airport depending on local needs.

The services related to the concept will be used both in normal and in low visibility conditions.

The provision of routing and guidance to rotorcraft, military aircraft, general aviation and RPAS will
take their respective capabilities and performances into account. Apart from that, no major
differences apply.

Integrated Surface Management is interdependent with other services and tools. It receives inputs
mainly from Optimised Airspace Users Operations in terms of new procedures, Aircraft Systems in
terms of newly available displays and systems, and Communication, Navigation, Surveillance (CNS).

The Integrated Surface Management concept may be helpfully broken down into the four following
sub-elements.

ENHANCED GUIDANCE ASSISTANCE TO AIRCRAFT AND VEHICLES ON THE AIRPORT SURFACE COMBINED WITH
ROUTING
Will provide enhanced guidance to ATCOs, Flight Crews and vehicle drivers based on holistic surface
traffic planning building upon and further integrating validated SESAR1 results.

A holistic plan must take into account all relevant constraints on the decision-making process for
example safety, capacity, and environment, etc. The holistic plan is then demerged into individual,
conflict-free and optimised route instructions transmitted to Flight Crews or vehicle drivers via data
link38 or radio telecommunication.

The ATCO HMI will integrate all A-SMGCS functions and exchange relevant information with support
systems such as AMAN, DMAN and the AOP.

Guidance instructions along the route may be provided by ground lighting39 or also via data link or
radio telecommunication. If ground-based and on-board guidance (for example display of uplinked
routing) are used at the same time, the overall system environment ensures timely synchronisation
of information between the two information channels. Additionally, automated exchanges between
Tower Controllers and Vehicle Drivers via datalink for ground-related clearances and information
improve the efficiency of surface operations.

38
The datalink may be a protected public mobile telephony standard such as GPRS, EDGE, UMTS, HSDPA, or LTE, an IEE802.11x compatible
wireless standard, or a dedicated aviation datalink such as the Aeronautical Mobile Airport Communications System (AeroMACS). The
graphical depiction of the route instruction may then be established on an integrated device in the cockpit (Avionics) or on an independent
handheld device. An airport moving map will always be the basis of the traffic display.
39
i.e. the procedure to ‘Follow-the-Greens’

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The guidance environment may be supplemented by a re-configurable virtual stop bar system flexibly
adding virtual stop bars on the airport moving map in mobiles and on the ATCO´s HMI.

ENHANCED VISUAL OPERATIONS

Enhanced Visual Operations will enable more efficient landing, taxi and take-off in low visibility
conditions through Enhanced flight vision system operation. Cockpit systems are introduced
providing sensors enhancing or synthetic information of the surrounding terrain obstacles including
airport surface information on Head Up Display, Head Down Display and/or a handheld device.

The data will be displayed on airliners, Business aviation, general aviation, and military aircraft as
well as on rotorcraft. Furthermore, it can be used remotely to pilot RPAS.

SURFACE OPERATIONS BY RPAS

Remotely Piloted Air Systems are integrated into the surface traffic management with procedures
and regulations developed for manned mobiles.

2.5.3 Airport Safety Nets (PJ03b)

SESAR 2020 Enhanced Airport Safety Support Tools for Controllers (PJ03b-01)
Significant
Changes  Airport Safety Nets for Controllers at the Main Airports. Appropriate alerts are
provided to controllers for detecting potential and actual conflicting situations,
incursions, and non-conformance to ATC procedures or clearances, involving
mobiles (and stationary traffic) on runways, taxiways and in the apron/stand/gate
area, as well as unauthorized/unidentified traffic (AO-0104-B).
 Airport Safety Nets for Controllers at Secondary Airports (AO-0108)
 Enhanced Airport Safety thanks to Time Critical Weather Alerts (AO-0109)

Conformance monitoring safety net for Pilots (PJ03b-03)

 The Flight Crew is provided with appropriate alerts, generated by on-board systems,
to alert from non-compliance with airport configuration (e.g. closed
taxiway/runway, restricted areas) and non-conformance to ATC clearances and
procedures (AUO-0614).

Traffic alerts for pilots for airport operations (PJ03b-05)

 Traffic Alerts for pilots for airports operations refer to enhancing on-board systems
in order to detect potential and actual risks of collision with other traffic during
runway and taxiway operations). In all cases, the flight crew are provided with
appropriate alerts. (AUO-0605, AUO-0615),

Safety support tools for avoiding runway excursions (PJ03b-06)

 Support tools are provided to Flight Crew and Tower Controllers for assessing the
risk of runway excursion (AUO-0616, AO-0107).

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 Enhanced runway condition awareness for pilots and Tower Controllers (AO-0216).
 Improved awareness of runway friction evolution during operations (AUO-0606)40.

Main Performance expectations Operating

environment
Safety Airport
Airport Safety – significant benefits from support tools and safety nets on the airport
surface both for the controller and in Flight crew and airport vehicles that provide
enhanced conflict detection and alerting to controllers and pilots. This will result in a
reduction of the number of runways incursions, excursions and incidents on aprons,
taxiways and gate area. Especially, the benefit is most significant during Low Visibility
Conditions.

Contribution by Solutions/OI-Steps:
• Reduced risks of collision with fixed obstacles on taxiways. Robustness on
the Runway vacation. Reduction of risks of infringement of Stop Bars and
other important elements.
• Enhanced Visual Operations (AUO-0405, AUO-0406)
- High impact on Safety thanks to the ability of Flight Crew to maintain an
awareness of runway centreline.
• Surface operations by RPAS (AUO-0617)
- Provide procedures issues to support safely unmanned surface
operations, including RPAS pilot, RPAS operator and ATC.
• Enhanced airport safety nets for controllers (AO-0104-B)
- The safety in airports is enhanced by means of safety nets tools as they
provide better situation awareness (detection of deviation, erroneous
mobile behaviour …).

• Conformance Monitoring Safety Net for Pilots (AUO-0614)

- Pilot’s awareness is improved with the introduction of safety nets for
pilots. The number of non-conformance situations during airport surface
operations is also expected to be reduced.

• Traffic alerts for pilots for airport operations (AUO-0605, AUO-0615)

- Situation awareness is improved with the introduction of safety support
tools for pilots. The number of conflicting situations during airport
surface operations is also expected to be reduced.

• Safety support tools for runway excursions (AO-0107, AO-0216, AUO-0616, AUO-
0606)
- Safety of runway operations is improved thanks to the provision of support to the
pilots and ATC for assessing the risk of runway excursion during take-off and
landing operations."

40
SESAR R&D focus is on the integration/reconciliation of such friction data report within the ATC database

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OVERVIEW
There is still potential to improve safety, especially since airports become more and more congested.

For the Tower Ground Controller this means that he uses the A-SMGCS to monitor the aircraft
movement and tracks its progress against the issued taxi-out route and its position with respect to
other surface traffic. He is provided with an automatic alert if the system detects potential and actual
conflicting situations, incursions and non conformance to procedures or ATC clerarances.

For the Flight Crew, this means a system will developed that alerts the crew in case of a risk of
collision with an aircraft or a ground vehicle on runways and taxiways. Furthermore, conformance
monitoring alerts (non-compliance with ATC clearances, procedures or airport configuration) will be
provided by an on-board system to the Flight Crew.

Safety of runway operations is improved by two new concepts: Firstly, the provision of support tools
to both the Flight Crew and the controllers for asessing the risk of runway excursion (during take-off
and landing operations), and secondly, both runway safety and throughput is improved thanks to a
more accurate awareness of the runway condition (i.e. data delivered by ATC to Flight Crew before
landings). Advanced systems (e.g. built-in runway sensors, runway condition models, weather
forecast) and tools (supported by transmission of a standardised runway condition level generated
by onboard system) will provide ATC with objective reports on runway condition for the whole
runway or for whatever part desired.

SESAR 2020 will address the development of new Airport Safety support tools for pilots and
controllers during airport operations, together with the completion of the work initiated in SESAR 1
for some safety nets. Integration of these new safety nets into ATC HMI is another aspect. This is
developed in the following paragraphs:

SAFETY ALERTS FOR CONTROLLERS

The system incorporates advanced tools for predictive indications and alerts at the main airports.

The system detects potential and actual conflicting situations, excursions, incursions and non-
conformance to procedures or ATC clearances, involving mobiles (and stationary traffic) on runways,
taxiways and in the apron/stand/gate area as well as unauthorized / unidentified traffic.

Airport operational safety is improved thanks to an enhanced weather alerting system supporting
the tower controllers with respect to better situational awareness, workload anticipation and air
situation overview. Thanks to an integration of weather and flight plan data leading to critical
weather alerts, appropriate indications will be displayed to the tower controllers and offering
suggestions for probable areas of higher attention need.

CONFORMANCE MONITORING SAFETY ALERTS FOR THE FLIGHT CREW 41

The system detects non-compliance with airport configuration (e.g. closed runway, non-compliant
taxiway and restricted area, nearest alternative airport…) as well as non-conformance to procedure
or clearances.

41
- generated by the on-board system

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TRAFFIC ALERTS FOR THE FLIGHT CREW

The on-board system detects potential and actual risk of collision with other traffic during runway
and taxiway operations and provides the Flight Crew with the appropriate alert;

ENHANCED RUNWAY CONDITION AWARENESS

Runway safety and throughput is improved thanks to a more accurate awareness on runway
condition (i.e. data delivered by ATC to Flight Crew before landings). Advanced systems (e.g. built-in
runway sensors, runway condition models, weather forecast) and tools (supported by transmission
of a standardised runway condition level generated by on-board system) will provide Tower
Controller with objective reports on runway condition for the whole runway or for whatever part
desired.

RUNWAY EXCURSIONS SAFETY SUPPORT TOOL

The system provides support tools to the controllers and/or pilots for assessing the risk of runway
excursion (take-off and landing).

Improvement of safety and situational awareness through the prediction of degradation of runway
conditions taking into account weather conditions, runway usage and any other additional factors
that may be found to be significant.

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2.5.4 Total Airport Management (PJ04)

Significant Enhanced collaborative airport performance planning and monitoring (PJ04-01)
Changes  Enhancement of the airside process with the inclusion of landside (passenger and
SESAR 2020 baggage flow) process. (AO-0802-B)
 Delay monitoring through the extended Turn-round monitoring within the APOC
for early warnings. (AO-0818)
 Post-Operations Analysis support solutions for the timely analysis of specific
events and reporting capabilities to support a continuous airport learning
environment.(AO-0821)

Airport CDM and DCB processes are incorporated to the User Driven Prioritisation Process
(UDPP). (AO-0801-B)

Enhanced collaborative performance management (PJ04-02)

(AO-0813, AO-0819, AO-0820, AO-0822, AO-0823)

 Enhanced Collaborative Airport Performance Management fed with all landside

and airside leading key performance indicators:
o Passenger, baggage, aircraft flows plus environmental and meteorological
impacts showing current performance.
 Pro-active collaborative airport / network management of predicted performance
deterioration including meteorological impacts on the AOP.
o Environmental performance and restrictions accommodated in the
Airport Operations Plan.
 Total Airport Demand-Capacity Balancing (A-DCB) linked to Arrival and Departure
Times (at involved airports). (DCB-0311)
 Airport Learning Environment based on Post-Operations Analysis(AO-0823)

o Creation of an airport learning environment and intelligent optimization

linked to Airport Performance Management for:
 (a) improving what-if computation parameters and forecasts,
 (b) adjusting Airport Performance Framework parameters (e.g.
warning, alerts thresholds),
 (c) supporting the retrieval from past experiences of most
suitable solution(s)for an on-going event with observed impact
and
 (d) supporting the detection of airport performance issues with
possible causes (performance drivers indicators).

Main Performance expectations Operating

environment
Enhanced collaborative performance management
Airport

 Enhanced Collaborative Airport Performance Management (AO-0813, AO-0820, AO-

0819, DCB-0311, AO-0822, AO-0823)
- increases airport capacity
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Total Airport Management - Better estimation of the planned off block time, may lead to
Airport
improved accuracy of the actual off block time (less difference between the planned OBT
and the actual OBT), enabling smaller taxi queues. Less queuing results in less fuel burn.
Additionally, should enable improved stand management and lead to a reduction in taxi
or apron waiting for incoming aircraft. Reduction in waiting leads to a reduction in fuel
burn.

 The TMA and En Route Demand and Capacity processes are optimised by more
updated, accurate and coordinated information, coming from the Airport
Operations Plan and reflected in the Network Operations Plan.
 Reaction to unexpected events is addressed more strategically acting over a rich
information environment thereby increasing airport capacity and overall
network capacity.
 By sharing some key aspects with the APOC all actors can monitor the operation
from a wider perspective and receive early warnings of inefficiencies / issues /
failures resulting in potential delays, and act pro-actively for coping with the
disrupting event.
 Inclusion of outputs from landside processes (passenger & baggage) allows for
improved accuracy and predictability of the airside operations.
 The creation of an airport learning environment and intelligent optimisation
linked to Airport Performance Management, which would make an extensive use
of post operations data for better planning of airport and network operations.

Contribution by Solutions/OI-Steps:

 Enhanced Collaborative Airport Performance Planning and Monitoring (AO-0801-B,

AO-0802-B, AO-0818, AO-0821)
- Increase fuel efficiency on the ground by a non-negligible percentage through
increased predictability of operations before trajectory execution, which
contributes to optimization of the pre-departure sequence
 Enhanced Collaborative Airport Performance Management (AO-0813, AO-0820, AO-
0819, DCB-0311, AO-0822, AO-0823)
- Increase fuel efficiency on the ground by a non-negligible percentage through
increased predictability of operations before trajectory execution, which
contributes to optimization of the pre-departure sequence
Total Airport Management - High Performance benefits from Advanced DCB.
Airport

Contribution by Solutions/OI-Steps:

 Enhanced Collaborative Airport Performance Planning and Monitoring (AO-0801-B,

AO-0802-B, AO-0818, AO-0821)
- Increases predictability in planning airport operations, contributing to more
predictable business trajectories.
 Enhanced Collaborative Airport Performance Management (AO-0813, AO-0820, AO-
0819, DCB-0311, AO-0822, AO-0823)
- Increases predictability in planning airport operations during adverse weather
conditions, contributing to more predictable business trajectories.

TOTAL AIRPORT DEMAND AND CAPACITY B ALANCING (TOTAL A-DCB)

Airport DCB is now part of the ATM network DCB processes incorporating key parameters of the
Airport Operations Plan (AOP), which are used for planning/managing capacity and are shared with
stakeholders through the Network Operations Plan (NOP) by synchronisation of “taxi route and time”
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and “in-flight route and time”. The TMA and En Route Demand and Capacity processes are optimised
by more updated, accurate and coordinated information, coming from the Airport Operations Plan
and reflected in the Network Operations Plan. This makes it easier to predict and act strategically to
reactionary delays and knock-on effects originated in the airport environment and cascaded into
downstream sectors, thereby increasing airport capacity and overall network capacity.

This is possible due to enhanced SWIM capabilities (See figure below). The synchronised Arrival and
Departure plannings at each airfield are linked to the departure times from (upstream) origin airfields
and the arrival times for the (downstream) destination airfields.

Turnaround operation is an Airspace User’s controlled process, however, by sharing some key
aspects with the APOC all actors can monitor the operation from a wider perspective and receive
early warnings of ineficiencies / issues / failures resulting in potential delays, and act pro-actively for
coping with the disrupting event. The solution will not be altering the ownership of the turnaround,
its activities or the decision making involved in achieving a turnaround. It will however, provide all
impacted stakeholders with an alert so that those with the appropriate authority can pro-actively
manage the situation thereby minimizing the delay to the departure flight itself and the knock-on
impact to the Airport and broader ATM operation.

A set of milestones in the turn-round process are established at airport and flight progress is
monitored against those milestones. The information is shared by all involved partners, not only at
the airport concerned but also in other relevant units such as the Network Manager and APOC at
destination airport. The completion of a milestone triggers decision making processes for
downstream events. Shared information on the progress of turn-round will be used to estimate
departure demand and enable arrival/departure balancing.

In-blocks Off-blocks
(TIBT) (TOBT)

Initial
Approach Departure
Fix Fix
(TIAT) (TDFT)

Landing Take-off
Time Incurred Time TMA and En-Route
en-route
en-route (TLDT) Delay (TTOT) ANSPs can update
Next Flight strategic DCB in
SBT Update the affected sectors
Next Flight with more time in
climb
descent SBT Update advance
Surface-in Surface-out

turn
Business Trajectory round Business Trajectory

Airport segment of BT Airport segment of BT

Business Trajectory applicable to Airports

(ATV)

Same aircraft involved in two consecutive RBTs

Figure 9 Linked Consecutive Business Trajectories integrating Airport Turnaround Process

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The DCB process in the airport integrates by different tasks and inputs feeding the AOP with refined
information needed in each of the different phases. Initially, UDPP is expected to be mostly utilised
during the Medium to Short Term phase to cope with sudden DCB imbalances.

This Enhanced Collaborative Airport Performance Management is achieved through incorporation of

a rationalised dash-board facility in the AOP fed with all landside and airside leading key performance
indicators covering Total Airport Management processes such as passenger, baggage, aircraft flows
plus environmental and meteorological impacts showing current performance. Inclusion of outputs
from landside processes (passenger & baggage) allows for improved accuracy and predictability of
the airside operations. From a wider prespective, support will be provided for:

 Proactive management of situations through integrated models that forecast future

performance, permitting stakeholders to model what-if scenarios.
 Pro-active assessment of the available total airport capacity including terminal processes
(landside), stand, manoeuvring area, taxiway and runway capacities, given the prevailing
and/or forecasted weather and other operational conditions.
 Comparison of the available capacities with the most up to date demand information coming
from Reference or Shared Business Trajectories (RBT/SBT) by a pro-active identification of
imbalances and the affected timeframe, trajectories and location of the imbalance.
 Collaborative decision-making between airport stakeholders, providing impact of different
solutions along KPIs, and permitting trade-offs between KPAs of affecting interested
stakeholders, specially airports, the Network Manager, ANSPs and Airspace Users trajectories
performance including relevant EU Performance Reference Period metrics.
 Collaborative recovery procedures and associated predictive and decision support tools are
put in place in order to support Airport, Network, AU (through User Driven Prioritisation
Processes) and ANSP stakeholders to anticipate, understand and collaboratively manage
large scale disruptive adverse events to reduce impact and knock-on effect, optimising
solutions whilst ensuring that users' end-to-end processes are managed.
 Establising a Confidence Index for the airport constraints to be commensurated with the
Confidence Model established in the rest of the ATM environments to facilitate managing
the error/uncertainty of constraints.
 In summary, an A-DCB solution that analyses the demand at the airport in an holistic way.

It is important to realize that the temporal nature of the operations is managed dynamically and
different airframe trajectories coexist in different development states in the Airport at the same
time. For instance, a sudden capacity shortfall in the airport (i.e. any event not planned or predicted)
affects each trajectory differently; the subsequent response will require different actions to be taken
for each individual flight in order to restore the balance of demand and capacity at the airport. In the
graphic it is shown how a sudden capacity shortfall affects flights in different states of trajectory
development (SBT/SMT, RBT/RMT). If flights are in an early SBT/SMT status with sufficient time to
react, the possible imbalances can be addressed through the normal DCB processes (CDM
negotiation and UDPP) as a part of the normal maturity process of the SBT/SMT with no necessity for
arbitration by the Network Manager. As the trajectory maturity progresses to its completeness
towards the RBT/RMT status, other processes are envisaged to be applied taking into account that it
might have less time for reaching an agreement among the affected stakeholders involved in the
negotiation (Dynamic DCB and UDPP with possible intervention by the arbitrator). Flights in
RBT/RMTstatus are the ones with less flexibility for negotiating alternate solutions in a real time
environment therefore DCB actions vary from dDCB (dynamic DCB) in the tactical area of
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intervention, deployment of previously agreed Contingency Plans where solutions are pre-described
and finally UDPP if time permits.

SUDDEN CAPACITY
SHORTFALL EXAMPLE
Expected DCB ACTIONS
RBT Status
Point
DCB NORMAL
SBT in Long Term Phase PROCESSES

Expected
RBT Status
Point
DYNAMIC DCB,
SBT in Medium to Short Term Phase UDPP

Acquired
RBT Status
Point
DCB CONTINGENCY PLANS
RBT in Execution Phase UDPP
STAM

TIME LINE

Figure 10 Example of Different DCB process coexisting at the same time

UDPP plays a key role in achieving an optimum solution for all stakeholders in the airport context.
UDPP is available during the planning and the execution phase. UDPP permits AU priorities to be
incorporated into the DCB / Traffic synchronisation decision making processes and is described in the
Optimised ATM Network Services chapter.

In terms of Total Airport Management, the airport establishes the Operating Index in the planning
phase as any other Network node that suffers from deteriorated operations. The establishment of
Operating Credits and Flexible Credits for using with the Selective Flight Protection (SFP) and Fleet
Delay Assignment (FDA) processes facilitates the integration of Airport DCB data into Network DCB
sub-system.

THE AIRPORT OPERATIONS PLAN LINKED WITH THE NETWORK OPERATIONS PLAN
The Airport element that reflects the operational status of the Airport and therefore facilitates
demand and capacity balancing is the Airport Operations Plan (AOP). The AOP connects the relevant
stakeholders, notably the FOC by input, management and output processes in a Collaborative
Decision-Making Process (CDM) framework. It contains data and information relating to the different
planning phases and is in the format of a rolling plan, which evolves over time. In the figure 10,
yellow lines are inputs to the AOP coming from different stakeholders which are processed following
CDM rules and the outcomes are fed back from the AOP (red lines) giving to the AOP the nature of a
rolling plan. The APOC as an enabler for these coordination is active during medium to short term
planning phase and during execution:

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Figure 11 CDM Processes

In each flight phase, every stakeholder is responsible for producing and negotiating information
needed to feed the AOP to get the full operational benefit of the CDM processes, as the optimum
outcome of this relies on the quality and accuracy of the information exchanged between the
processes.

Unscheduled flights are integrated in the AOP/NOP, at a very close time to RBT/RMTstatus as soon as
trajectory flight data is delivered by their companies or contracted third parties. Companies with
legacy Flight Planning systems can send Flight Plans to the NOP and are duly processed to
standarised data sets and distributed to relevant stakeholders and the AOP for integration into the
airport operations.

Every single airport must have an AOP42, adapted to local airport characteristics but with a minimum
content consisting of fields identified as key ATM elements that must be shared with the Network
Operations Plan (NOP).

The link between AOP and NOP is monitored by the AOP Supervisor and the Network Manager, with
the latter acting as arbitrator in case a mutually agreed decision affecting the network cannot be
made in time. Transparent rules of the arbitrator role for decision making are essential to enable
stakeholders to prepare scenarios and react to outcomes.

As stakeholders publish their business intentions/capabilities, especially Airspace Users with their
SBT/SMT, the AOP is refined and DCB / Performance balancing process is constantly monitoring
demand versus capacity. The objective is to plan operations pursuing the overall ATM performance
objectives through measuring and monitoring of performance indicators and through trade-offs
between each stakeholder performances. The rolling AOP/NOP plays a key role in creating a rich and
common situational awareness both at local and Network level, in all conditions, continously

42
The AOP content must be linked to a single airport. What could be done is common management of several AOPs from a single airport.
There is a defined minimum core set of airport & traffic data that all airports need to publish to the network

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updating their content by sharing information between all stakeholders. This results in a single
(rolling) plan for the Airport and the Network for all stakeholders involved in the management of the
same airport demand and capacity.

The synchronised Arrival and Departure planning at each airport are linked to the departure times
from (upstream) origin airports and the arrival times for the (downstream) destination airports. Any
delay in an ATOT (Actual Take-Off Time) should not only update the ELDT (Estimated Landing Time)
at destination but possibly all future time estimations in SBTs of the same aircraft, and – when
affected, planning constraint windows in subsequent SBTs pertaining to the same aircraft.

During the execution phase AOP processes monitor, analyse and detect any deviation from the
planned operational expectations. The deviations are resolved in the Airport Operations Centre
(APOC), involving the appropriate stakeholders through A-CDM and playing a key role in achieving
the optimum solution.

Meteorological impacts on the AOP are pro-actively managed by decision support tools that can
assess the impact of the likelihood, intensity, duration and impact of the occurrence of key
meteorological conditions and combinations of meteorological conditions and that can propose pre-
defined solution scenarios.

Collaborative recovery procedures and associated predictive and decision support tools are put in
place in order to support airport, network, AU and ANSP stakeholders to anticipate, understand and
collaboratively manage large scale disruptive events to reduce impact and knock-on effects,
optimising solutions whilst ensuring that users' end-to-end processes are managed.

Environmental sustainability of operations need to take into account the (typically local)
environmental restrictions and considerations in all stages of operational planning and execution
phases. For the Airport Operations Plan and airport performance monitoring, environmental
restrictions and performance need to be monitored and accommodated in:

 Surrounding airport’s airspace design (e.g. arrival and departure procedures’ design;
 Airport capacity calculations throughout the planning and execution timeframes;
 Surface movement planning and routing.

All data recorded from the AOP / NOP throughout the planning and execution phases are used as the
main source to build post-operations reports at airport level. Some of these reports, particularly
those which affect to network performance shall be standardised at Network level.

POST-OPERATIONS ANALYSIS
Post-operations reports feed the Airport Performance Framework and Airport Baseline definition.
Linked to the decision support suite, the Post Operations Analysis (POAS) collects a coherent set of
support tools for the timely analysis of specific events and post operations reporting to support a
continuous airport learning environment.

The creation of an airport learning environment and intelligent optimisation linked to Airport
Performance Management which would make an extensive use of post operations data for various
purposes in day-to-day airport operations management, including the fine tuning and optimisation of
parameters used (e.g. alerts and warnings thresholds), forecasts and potential impact of disruptions
(what-if), supports for:

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a) Improving what-if computation parameters and forecasts,

b) Adjusting Airport Performance Framework parameters (e.g. warning, alerts thresholds),
c) Supporting the retrieval from past experiences of most suitable solution(s) for an on-going
event with observed impact and,
d) Supporting the detection of airport performance issues with possible causes (performance
drivers indicators) to provide performance related data for discussions in regular Airport,
ATC, and Airspace User dialogues (e.g. Flight Operation Performance Committees).

2.5.5 Remote Tower for multiple airports (PJ05)

SESAR 2020 PJ.05-02 Remotely Provided Air Traffic Service for Multiple Aerodromes (SDM-0207)
Significant PJ.05-03 Remotely Provided Air Traffic Services from a Remote Tower Centre with a
Changes flexible allocation of aerodromes to Remote Tower Modules (SDM-0210)

Main Performance expectations Operating

environment
Remotely provided ATS – cost effectiveness benefits are expected in the Airport Airport
environment from reduced infrastructure costs – under the principle that for a given
traffic level an airport tower is costlier to operate than an operations room.
Contribution by Solutions/OI-Steps:
 Remotely Provided Air Traffic Service for Multiple Aerodromes – up to 3
aerodromes (SDM-0207)
- Better cost efficiency can be reached through large-scale operation with co-
location of staff, management, training, etc.
 Remotely Provided Air Traffic Services from a Remote Tower Centre with a flexible
allocation of aerodromes to Remote Tower Modules ( SDM-0210)
- Increased Cost efficiency, ensuring Safety and capacity levels are maintained.
Better cost efficiency can be reached through large scale operation with co-
location of staff, management, training, etc.

Remote Control Towers allow ANSPs to provide Aerodrome Control Service43 or Aerodrome Flight
Information Service for two or more aerodromes by a single ATCO/ Aerodrome Flight Information
Service Officer (AFISO) from a remote location, i.e. not from a conventional control tower at the
aerodromes. This not only has a major impact on the service providers cost by allowing a single ATCO
(or AFISO) to service multiple aerodromes, but there is also a positive impact on the Airspace Users
that would benefit from such service at the small or rural aerodromes. A Remote Tower Services
(RTS) solution also gives these airports an easier way to expand technology related to safety in a cost
efficient way.
Remote Tower Centers provide Remote Tower Services to a large number of airports with a flexible
and dynamic allocation of airports connected to different Remote Tower Modules (RTM). The ATCOs

43
The main target for the Multiple Remote Aerodrome ATS concept is Small to Medium Aerodromes

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will have planning tools to manage aerodromes with more traffic. RTC supervisor will have planning
tools for planning of the RTC managed by the Remote Tower Centre (RTC) supervisor.
Adding several modules at the same facility improves resilience by adding back up possibilities. The
RTC supervisor planning tool ensure a possibility to use the available Remote Tower Module in an
efficient way, both for multiple and single situations. The composition of the traffic at the specific
airports (e.g. variability of traffic over a day, over a season, composition between IFR and VFR traffic
determines the need for ATCO and supervisor planning tools respectively.
The provision of remote ATS service to the remote aerodromes can be dynamically assigned (over
time) to any Remote Tower Module within a Remote Tower Centre. RTC providing Remote Tower
Services (RTS) to a large number of airports with a flexible and dynamic allocation of airports
connected to different Remote Tower Modules (RTM) over time in a multiple remote Tower
configuration will have a major impact on the reduction of ATS provision cost. The Multiple Remote
Tower Service needs to be supported by automation functionality in order to allow a high number of
airports and traffic to be controlled by RTM.

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3 High Level Operational Scenarios

3.1 Purpose and scope of scenarios
HIGH LEVEL OPERATIONAL SCENARIO
The purpose of the High level Scenario is to share the SESAR 2020 Vision through a coherent story.
This global view is illustrating the Operational Concept and helping all readers to have an overall
understanding.

For some readers, it is used as a tool to highlight the way to go forward and to ensure consistency in
a multi-organisation environment.

In order to fulfil its goals the scope of the High Level Operational Scenario will be limited to depict
the possible future (the main target to reach) that is expected to be developed through the SESAR
solutions. It will neither be a prediction of the future, nor the detailed description of the concept
(this last point is the purpose of chapter 2).

The level of detail is kept at high level to stay consistent with a global vision and the focus will be
made on a single case: the nominal case.

The nominal case reflects the expected end state of SESAR 2020 where the full concept is supposed
to be deployed and deals with normal and common situations in ATM (when relevant, particular
situations are described in detailed scenarios).

3.2 High Level Operational Scenario for SESAR vision

SETTINGS
The scope and the goals of the High Level Operational Scenario are defined in the above chapter 4.1.

The perspective adopted is the “ATM centric” perspective. The actors used in the High Level
Operational Scenario are the following:

Stakeholder/function Actor Corresponds to the actor fulfilling

following role(s) (Appendix A)

Airspace Users

Pilot Flight Crew

Flight Operation Centre

Wing Operation Centre

Airports

Airport Operator

APOC

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Agents (ground handling Airport Operator

agent, De-incing agent or
handling agent)

Air Traffic Service Provider

Supervisor Tower Supervisor

ACC/Approach Supervisor

Controller ATC Planning Controller

ATCO ATC Executive Controller

Approach Controller

Multi Sector Planner ATC Planning Controller

Air Defence Controller

EAP

Tower Controller Tower Runway Controller

Tower Ground Controller

Tower Clearance Delivery Controller

Network Operations

Network Management Network Manager,

Function actors,
Flow Manager,
Sub-Regional/Local ATM
Network Function actors, Airspace Manager ,

Local Capacity Manager

Local Traffic Manager

INAP function Extended ATC Planner

Military Authority

Military Planners

3.2.1 Planning phases

SCHEDULING PHASE (SCOPE: LONG TERM PLANNING )
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The Scheduling Phase provides the ATM context for the Airspace Users (AUs) to commence planning
of the flight and the elaboration of the Business/Mission Development Trajectory which is not
shared.

The Network Manager (NM), together with ANSPs, and in close cooperation with his partners - civil
and military Airspace Users, Local Capacity Managers and the Airport Operations Centres, analyse
traffic & demand forecast data. Such data is developed using 4D trajectory based methodology built
on available data provided by AUs and is in addition to seasonal traffic statistics and previous
seasonal performance. Historical data on ARES demand (allocation, activation/de-activation, release)
as well as OAT En Route operations are additionally used to forecast future demand.

Based on that, they determine, using simulations and modelling, the necessary strategic airspace and
sector configurations to optimise the resources available to the ATM system at ANSP and Airports
level. For example, airport capacity figures taking into account airport environmental constraints,
handling services, other ancillary services and human resources needed to cope with the traffic
demand. Special events (e.g. Olympics, major football competitions) are also taken into account as
extra flights to/from certain areas are expected. Additionally, Airports begin to create and develop
the Airport Operations Plan (AOP) in which to reflect the aforementioned information and strategic
data on capacity and available resources, implementation plans, and any other long term
information.

The results are incrementally published through the Network Operations Plan.

The Airspace Users, at this relatively early stage in the planning of the flight are aware of the already
planned constraints that could be imposed on the flight (e.g. limitations due to a major Military
exercise).

When AUs are confident enough on the flight intentions, they start sharing SBT/SMTs through the
SWIM Network.

For military operations, Long Term Planning represents the origin of planned missions known by
military actors as e.g. Combined/Joint Forces Staff Headquarters, NATO Commands, Air operations
centres, etc… At this stage, most information on long-term planning of major exercises or events can
be shared and de-conflicted with other events.

After airport slot coordination the Airport Operator publishes those agreed airport slots to all
concerned parties through the AOP and NOP.

4D TRAJECTORY PLANNING PHASE (SCOPE: MEDIUM/SHORT TERM PLANNING )

The Shared Business / Mission Trajectory (SBT/SMT) is refined by the AUs taking into account the
known ATM constraints such as airspace volume restriction/reservation and is then shared as the
new SBT/SMT with all concerned parties through the NOP.

The SBT/SMT is subsequently refined through an iterative process, with the AU adjusting (when
necessary) the SBT/SMT integrating new ATM constraints and airspace volumes when they are input
into the ATM System. The iterative process of SBT/SMT instantiation applies equally to AU operating
Remotely Piloted Aircraft Systems (RPAS) as per conventional aircraft.

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SBT/SMT may also be defined by handling agents or pilots on behalf of some AUs (e.g. for smaller
airlines, business aviation, general aviation and rotorcraft flights) or by the ANSP if required (on
behalf of the GA).

The NM elaborates, maintains, and makes accessible enhanced forecast of Traffic Demand used to
support the Medium/short Term planning phase, when detailed information about specific traffic is
not yet available. Development of 4D trajectory based forecast methodology provides a common and
consistent picture of demand that meets needs of AUs and ATM stakeholders.

The Airport Operator creates the AOP (Airport Operations Plan) some months before the day of
operation. In a CDM process it prepares an initial stand allocation based on published flight
schedules one day prior to operations and performs a pro-active identification of imbalances and
identifies the affected timeframe, trajectories and location of the imbalances. AOP includes the
subsequent updates from the creation of the plan, until one day before the day of operation. At this
stage most of the information is (should be) known including the planned aircraft rotations i.e. links
between the arrival and departure flights related to the same aircraft variant, specific resources,
airframes allocation to each flight and specific operations related to for example: Rotorcraft FATO
Operations; Independant IFR Operations; simultaneous non interferring operations for rotorcraft and
fixed wing GA traffic.

This information is captured in the AOP for preparing the management of the turnaround processes,
forming the genesis of the Airport Transit View (ATV). This Enhanced Collaborative Airport
Performance Management is achieved through incorporation of a rationalised dash board in the AOP
fed with all landside and airside leading key performance indicators covering Total Airport
Management processes such as passenger, baggage, aircraft flows plus environmental and
meteorological impacts showing current performance.

Specific monitoring of connected APOCs (Airport Operations Centre) (from different airports with a
significant proportion of inter-dependent traffic) allows the management of network disruption
through collaborative inter-airport decision making, delivering a more stable and resilient AOP.

Resources and capabilities available at all levels (from sector to network level) are managed by the
Network Management Function (NMF) actors to provide a clear description of the available capacity
for a given time period. Up-to-date and comprehensive capacity data and information from ANSPs
and Airports are made available supporting stakeholders in the development of medium to short
term plans, in particular for the DCB activity.

The NOP provides the means, using quality information shared via SWIM, for stakeholders to
effectively develop complex performance-driven actions within a timeframe that allows their
development and coordination. Increased interactivity (enabled by automation and using SWIM)
takes place using CDM, allowing stakeholders to assess their intentions and actions in the context of
the agreed overall optimum network performance. This supports, the monitoring of the planning
processes and related CDM for collaborative flight planning and airspace configuration planning,
from planning to execution.

The Network Manager, Flow Manager and Airspace Manager assess and compare different local
airspace configurations, via CDM, in order to identify the best airspace configurations at network
level, making optimum use of ATM capacity in order to meet users’ needs.

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The allocation of airspace taking into account civil and military users’ needs (AFUA concept) is a
rolling activity carried out through a CDM process in order to elaborate an optimum solution for the
civil/military airspace sharing and to reach a collegial agreement.

New ARES design features (VPA,DMA) facilitate management of AU demand through DCB process
optimising configuration of ARES that satisfies operational needs while providing additional
opportunities for airspace resource in order to optimise usere prefered trajectories.

The automated integration of Complexity Management into the DCB process supports the
optimisation of airspace configuration based on workload and complexity up to regional level. This
support for dynamic airspace configuration encompasses for example: sector organisations based on
predefined basic airspace volumes; interface between En Route and TMA; route structures (fixed
route when required both in TMA and En Route), whereby ANSPs establish structures which provide
strategic de-confliction of traffic flows. The TMA route structure is necessarily systematic, but is
optimised by design. Lateral, vertical, and/or speed constraints, may be imposed by the ANSP to best
manage high complexity and workload in order to ensure safety. En Route sectors are configured to
provide a seamless and coordinated approach for airspace configurations and sector configurations
are defined as larger elemental sectors/blocks across borders, able to adapt to both fixed and
dynamic elements (e.g. fixed/flexible Routing, reserved/restricted ARES, and dynamic TMA
boundaries) and better accommodating main traffic flows on the vertical and lateral plans.

In Free Route Airspace (FRA), extended to highcomplexity environement, Airspace Users can plan
their trajectories with user defined waypoints or with published waypoints which are still available.

ANSPs manage trade off between cost efficiencies and capacity thanks to the flexibility offered by
generic non-geographical controller validations. Local Traffic Managers define and share
airspace/sector configurations and capacities with the Network Manager in a collaborative manner in
order to optimise network capacity. The NM captures, maintains, and makes this information
accessible to stakeholders, with more automated interactions enabled by SWIM, ANSPs refine their
seasonal traffic demand forecast based on statistics and SBT/SMT also taking into account special
events. The Traffic Demand Forecast is available to all partners via the NOP which is enhanced
through the incorporation of MET information.

Sub-Regional/Local ATM Network Function actors perform preliminary workload assessments based
on the forecast traffic demand and airspace/sector configuration. Automated support is provided to
provide accurate prediction of demand/capacity imbalance and complexity.

The NMF actors develop DCB solutions that include dynamic airspace configurations combined with
4D constraints to optimally adapt the capacity to the demand and thereby minimise demand
adjustments. Local traffic manager, flow manager and NM are involved via CDM to integrate airspace
and coordinated 4D constraints. Coordinated 4D constraints replace slot allocation via CTOT at
departure. 4D trajectory adjustment to adapt demand to the available capacity and is carried out
through CDM between the NM/Flow Manager and the FOC/WOC (in order to integrate AU priority
and preferences), with the Airport Operator (in order to synchronise with local airport constraints),
with the local traffic manager (to synchronise with local ACCs constraints).

DCB and dynamic DCB solutions may be implemented and fine-tuned all the way through
Medium/Short Term Planning and Execution.

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Updates to the airspace planning by the Local Traffic Manager, the Flow Manager or the Airspace
Manager are also recorded in the NOP.

In case of delays in the planning phase, the FOC/WOC can recommend a priority order (through
UDPP or according to priorities defined by military authorities) for flights affected by delay on
departure, arrival and En Route to the NMF actor and airport operator, in addition to circumstances
of no delay for AU business interest. The NM facilitates its implementation by assessing the impact of
such process on the Network. Transparent Operating rules are introduced in order to manage the
UDPP process.

The NMF actors monitor the situation and may use fast time simulations to re-assess the evolution of
traffic demand, the airspace re-configuration and the impact of any DCB measures.

The NOP operates as a continuum from planning to execution. It provides the means, using quality
information shared via SWIM, for stakeholders to effectively develop complex performance-driven
actions within a timeframe that allows their development and coordination. This supports the
monitoring of the planning processes and related CDM for collaborative flight planning and airspace
configuration planning. Increased interactivity (enabled by automation and using SWIM) takes place
using CDM, allowing stakeholders to assess their intentions and actions in the context of the capacity
and Quality of Service agreed for overall optimum network performance. The NOP provides the
capability for Network Operations to be continuously monitored from planning through to execution
through ATM Performance KPA/KPI.

The Tower Supervisor in an A-CDM process with the Airport Operator provides the NMF actors and
FOCs with information on airport capacity capabilities, which may include staff and equipment
evaluation that may affect airport capacity. The Airport Operator and NMF actors update the NOP
through AOP/NOP interface. Predictable , in airside and landside areas including passengers and
baggage handling processes, events which may have an impact on AOP are analysed in a
collaborative manner by all airport actors concerned (e.g. Airport Operators, ANSPs, AUs, Ground
handling and De-icing agents and NM). The plan is consolidated under supervision of the Airport
Operator through a process of demand and capacity balancing based on the SBT/SMTs and known
capacity constraints at the airport or in the network which may directly impact airport operations.

The destination airport, facing capacity constraints, establishes a strategic pre-sequencing of the
anticipated arrival traffic and assigns a planned time of arrival for each flight, together with
associated tolerance(s) (TTA with tolerance window). This information is published in AOP and NOP
(through AOP/NOP interface) and is made available to all stakeholders through SWIM.

Moving closer to the Execution Phase, SBT/SMT planning and Trajectory Management will rely on
dynamically updated 4D constraints providing a common baseline for AU and ATM Network
operations to reach agreement on the SBT/SMT.

The Airspace User adjusts the SBT/SMT so as to be able to perform a business/mission efficient flight
between these planned constraints (destination and En Route), as well as between the En Route
restriction and the departure airport. The take-off time, as anticipated by the AU (Estimated Take-Off
Time (ETOT)) may be updated accordingly. If the business/mission needs cannot be achieved through
the adjustment of the SBT/SMT, then a new trajectory (SBT/SMT) may be proposed by the AU.

Taking the ETOT into account the Network Manager in a CDM process with the departure APOC
assigns a take-off window around the ETOT, in which a TTOT may be selected.
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A DCB Extended-TMA tool brings together the information residing in a number of systems for a
more global optimisation of traffic flows in the E-TMA, integrating all available sources of arrival and
departure information from systems such as AMAN and DMAN. This information is used to allow
adjustment to the departure flows from multiple airports to enable a more consistent and
manageable delivery into the En route phase of flight, and can be used to facilitate changes to the
departure sequence if required.

DMAN assigns a TSAT based on the TTOT, the EOBT (Airspace Users planning parameter) and taking
into account local constraints and characteristics at the airport such as the departure runway, the
SID, the traffic situation, the ground movement and the flight’s planned taxi Routing. Once the TSAT
is assigned, the TOBT replaces EOBT as the Off-Blocks planning target time.

In case of runway mixed mode operations or closely spaced parallel runways, the ATM System also
considers the dependency between pre-departure management and arrival metering so that arrival
and departure flows are efficiently integrated, locally and between airports sharing the same
airspace (TMA).

The ATM ground system assesses the expected on-time performance of the connected outbound
flight segment. If the Estimated-In-Block-Time (EIBT) of the inbound flight plus the Minimum
Turnaround Time exceeds the Scheduled Off Block Time/ Estimated Off Block Time (SOBT/EOBT), an
alert is raised to the Airspace User. The progress of the aircraft along its trajectory towards the
airport is monitored to ensure that resources (equipment and staff) are timely available and that
passengers, baggage and/or cargo for the next trajectory of the aircraft are “ready into position” at
boarding time. At specific milestones, the ATM system shares any SBT/SMT changes with the
Network44. As all the flight’s milestones are shared though, the data of the subsequent flight -
planned with the same airframe are automatically updated and published in the AOP.

When the AU explicitly accepts this final iteration of SBT/SMT, the AU (FOC/WOC where available)
publishes the Reference Business/Mission Trajectory (RBT/RMT) to all stakeholders.

In case of a large scale disruptive adverse event airport, network, AU and ANSPs manage this event
collaboratively according to agreed recovery procedures )45.

Short-notice flight needs (including the point to point part of a flight) are accommodated within the
NOP through SBT/SMT, although there may be limited information.

Meteorological impacts on the AOP are pro-actively managed by decision support tool that can
assess the likelihood, intensity, duration and impact of the occurrence of key meteorological
conditions and combinations of meteorological conditions and that can propose pre-defined solution
scenarios.

44
For more information about these Times please refer to SESAR 1, 6.2 Airport Detailed Operations Description (DOD)
45
This text is also valid for all flight phases.

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SPECIFIC MISSION TRAJECTORY ASPECTS

In the medium–short term planning it is essential that demand for ARES (DMA type 1, 2, VPA) is
properly addressed in the MT description while sharing these data with NM. The demand is
collaboratively coordinated in order to ensure timely allocation of the specific requirements for
training area. When ARES is required, it is part of the mission Trajectory.46

Mission trajectories help to manage complex environment exercises and high importance events
(e.g. NATO major exercise, political summits, sport events e.g. Tour de France) for the system(s) and
for the other users.

Such specific needs are relatively infrequent but a high level of flights synchronisation or protection is
required. As a result, every Mission Trajectory for any type of aircraft involved in such exercises or
events must obtain a high level of priority, determined during anticipated CDM processes, in order
not to be constrained by the validation process within the ATM system and to keep the planned flight
synchronisation and/or protection intact. In other words, such SMTs will probably not be published
in the NOP, the system may identify potential constraints through pre-defined and non-predefined
airspace structure reservation/restriction only and propose adjustments as a remedy to non-
participant Airspace Users only (both civil and military). For daily training or operations some
missions need to also receive a high or medium level of priority.

ARES designed according to the VPA design principle (e.g. CBAs), will remain to secure military
operational requirement over national boarders hence facilitating optimisation of the airspace
recourse and user preferred trajectories. The description of the ARES will be published in accordance
with standard procedures and will be managed accordingly as it is described in CONOPS SESAR 1 [17,
18]. The optimum configuration and allocation of these types of ARES will be achieved via the CDM
process and will be published in NOP.

ARES DMA 1,2 and 3 is integral part of SMT, where the optimisation of military demand in terms of
requested airspace will support, through the CDM process, the achievement of an optimal airspace
configuration with the least impact of military operations on network operations.

When relevant Military Airspace Users will use DMA types in order to secure mission specific
objectives in dynamic trajectoy based operating environment. Therefore military requirements for
ARES DMA type will be addressed as part of the trajectory profile description and described by 4D
data set. The MT 3D profile with or without ARES best suiting the mission objectives will be shared by
WOC with NM and may trigger a CDM process. After iterative exchange of trajectories in the CDM
process with NM function, WOC defines the optimum profile and geographical location for DMA that
best suits the mission objectives and the network performance expectations at the same time
incorporating ATM constraints and targets if any. Agreed SMT represents the Requested Mission

46
Planning targets such as TTO or multiple TTOs may be used in the CDM process between NM function and the WOC function in order to
facilitate the DCB through de confliction of the Business and Mission trajectories and ARES allocation. Controlled Time Over (CTO) or
multiple CTOs may be used to facilitate the Military AUs for sequencing of several MTs operating in the same ARES or their synchronisation
providing they will merge in one single MT or split on several MTs (e.g. joining entry/exit points of ARES)

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Trajectory that will be integrated without any further modifications into the DCB process, as part of
the airspace configuration scenario published in NOP.

For planning purpose, military planners will use requests for airspace volumes that are well evaluated
internally on the ground of operational requirements and regarded as a valid input. These requests
are based on a wide range or criteria, such as: the type of aircraft (e.g. fighter, fighter-bomber,
trainer, transport, AEW, tanker, AWACS), the capability of military aircraft, the type of mission (e.g.
Basic Fighting Manoeuvres (BFM), Air Combat Manoeuvring (ACM), Offensive Counter Air (OCA)) and
the requirements set for the specific training. The MT developed using this mechanism (with the
volumes of airspace for each ARES(s) inserted in the 4D Trajectory dataset) is then placed in a “What-
if“-simulation tool in the predicted trajectory environment provided by NM, containing all the other
planned trajectories (SBTs and SMTs alike) and ATM constraints, with the goal of finding the least
impacting solution in terms of network operations. This optimum solution, balancing the military
operational requirements with the Network capacity, is shared via NOP and refined through an
iterative process of CDM with the NMF actors, still enabling the military to reach their aim.

Test flights and other specific activities like parachuting are also subject to SMTs and their specific
trajectory requirements are taken into account e.g. ARES.

3.2.2 Execution phases

In order to help readers to figure out a structure, the time scale will follow the timeline of actual
operations. The scenario will be described from surface to surface following ATM phases to be
consistent with ATM Perspective: Surface Out, Departure, En Route, Arrival, and Surface In.

SURFACE OPERATION OUT (SCOPE: TURNAROUND , PRE-DEPARTURE , TAXI-OUT)

Turn-round of an individual airframe is under the control of Airspace Users, however, Airport
Operator monitors key aspects of the turnaround process, which now includes landside passenger
and baggage handling processes, so APOC shall get an early warning indicator of process and
infrastructure inefficiencies / issues / failures, resulting in possible delays.

Once on-board, Flight Crew initiates data link function in order to establish datalink capabilities (e.g.
CPDLC, ADS-C) with the first ATSU47. Once the log on is completed, Flight Crew automatically receives
from the ATM ground system the TSAT and the planned (computed) taxi-out route information from
the stand to the departure runway which are also made available to the Tower Ground Controller.
The crew also receives the selected aeronautical and meteorological information through the D-OTIS
service or via air-ground SWIM. ATM systems automatically establish the relevant ADS contract to
capable aircraft. 4D trajectory data already available in the aircraft systems are down linked in
accordance with the rules set in the contract. The ATM system performs a consistency check with the
RBT/RMT data and warns the ATSU in case of discrepancy.

47
Flight Crew initially establish the data link with the first ATSU and then data communications are transferred between ATSU without any
new initiation from flight Crew

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Close to the TSAT, Flight Crew receives Start Up approval and pushback instruction from ATC via data
link (Push-back instruction via Apron Control where appropriate). The Flight Crew conducts Start
Up/Push-back according to local procedures48.

Flight Crew requests the taxi clearance by data link. The Tower Ground Controller assesses the
tactical situation, reviews the planned taxi-Routing as proposed by the ATM system (A-SMGCS) and
issues the taxi clearance utilising D-TAXI49.

Flight Crew acknowledges the taxi clearance and verifies related Routing depicted on the Aircraft
HMI superimposed with airport moving map showing taxiways, runways, fixed obstacles, aircraft
route and stand. This display also includes the status of runways and taxiways which are dynamically
updated (e.g. via D-ATIS or D-OTIS). The status of stop bars and virtual stop bars may also be
displayed. While taxiing and through all surface operation, the Flight Crew is automatically alerted by
the aircraft system in case of:

 traffic entering or inside the runway critical area

 aircraft operations not compliant with taxi clearance or incompatible with airport
configuration
 aircraft getting close to obstacles or mobiles50

When Low Visibility Operations (LVO) is declared, equipped aircraft can use combined vision systems,
mixing enhanced and synthetic vision systems, for improving Flight Crew situational awareness and
its steering ability in adverse weather conditions. Additionally, GNSS equipped aircraft navigation on
the airport surface reduces the negative impact of LVO operations, increasing the accuracy of aircraft
positioning and feeding ATC Tower systems with better aircraft positioning on the surface.

In the event that the system detects non-compliance with airport configuration (e.g. closed runway,
non-compliant taxiway, restricted area, speed limits for taxiways, stands or apron lanes or taxiways
limited to aircraft types) as well as non-conformance to ATC clearances, the Flight Crew is provided
with the appropriate alert generated by the on-board system.

During the taxi-out, the planned departure sequence may be changed to accomodate for example,
departures from adjacent airports that are interfering. Additionally, at any moment the Tower
Ground Controller may alter the ground Routing and with the support of the ATM system uplink the
new taxi Routing instruction to Flight Crew. Once acknowledged, the related Routing is updated on
the aircraft HMI as well as within the local ground system. The Estimated Take-off Time (ETOT) may
be updated in the ground system accordingly and communicated to relevant parties.

If the anticipated Estimated Take-Off time (ETOT) is outside the TTOT window, the departure airport
ATSU triggers a RBT/RMT revision process, preferably through a CDM process.

48
All the above procedures may change depending on Airport regulation and Company's Standard Operational Procedures
49
The taxi clearance can be sent (pushed) by the Tower Ground controller without receiving any request from the cockpit
50
This text is also valid for taxi in phase.

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The Tower Ground Controller is supported by the ATM system focusing on predictability of the
runway throughput and on dDCB measures. This is done by continuous monitoring of the TSAT and
TTOT. The runway sequence (as elaborated by the DMAN/A-SMGCS/AMAN system) is indicative for
the Tower Runway Controller who remains responsible for safe and efficient runway use and
therefore may adjust the sequence based on the planned and actual situation.

A fully integrated and throughput-optimised sequence of arrivals and departures for the same
runway (or for dependent runways) is set up considering minimum separations. The sequence is
characterised by high planning stability and all controllers working towards the plan. The integration
of arrivals and departures includes the integration of TTOT and TLDT as close as possible. Controllers
will provide the required spacing in the arrival sequence to allow for the respective departure flights.

The Tower ground Controller issues instructions to safely manage the progression of the flight along
its taxi route and may also revise the taxi Routing using preferably data link or else R/T in case of
crossing of active runways in time critical situations.

The Tower Ground Controller uses the A-SMGCS to monitor the aircraft movement and tracks its
progress against the issued taxi-out route and its position with respect to other surface traffic. He is
provided with an automatic alert if the system detects potential and actual conflicting situations,
incursions and non conformance to procedures or ATC clerarances. Additionally, depending on the
complexity of the situation, the Tower Controller receives conflict resolution proposals for solving
conflicts that may occur between mobiles in the movement area. Vehicle drivers are provided with
information on traffic to assist them in maintaining situational awareness particularly in times of low
visibility. Alerts to vehicle drivers are provided when situations of potential conflicts arise.

If de-icing operation is needed and performed outside of the stand51, the aircraft is guided to de-icing
facilities as part of the ground flight trajectory. Once the de-icing operation is finished, the Flight
Crew transmit actual de-icing finishing time to the Tower Ground Controller via Datalink or Voice and
the TTOT is updated if necessary.

RPAS will have to comply with flight rules, airspace requirements/procedures and be interoperable
with the CNS/ATM system. RPAS are consequently integrated in the sequence of pre-departures and
managed as another type for the airport operations traffic mix.

The aircraft reaches/approaches departure runway holding position and the Tower Ground
Controller transfers control to the Tower Runway Controller.

DEPARTURE (SCOPE: TAKE-OFF)

Assistance is provided to Controllers to dynamically optimise runway operations, reflecting new wake
turbulence separations and reduced and predicted runway occupancy, making best use of minimum
separations. Controllers will be able to improve the management of runway use through better
integrity of Runway Occupancy Time (ROT) using better predicted line-up/take-off times.

51
When de-icing operation is performed at stand, it will be done prior push-back.

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Flight Crew gain accurate awareness of runway friction conditions by data delivered by ATC to Flight
Crew before take-off coming from previous operations. Advanced systems (e.g. built-in runway
sensors, on board system providing runway condition level, runway condition models, weather
forecast) and tools provide ATC with objective reports on runway condition for the whole runway or
for whatever part desired.52

Flight Crew is provided with an alert in case of non-compliance with airport configuration and/or
non-conformance to ATC clearances. Furthermore Controllers are provided with predictive
indications and alerts in case of runway incursions and excursions and with support tools for
assessing the risk of runway excursions. In Low Visibility Operations Flight Crew may use on-board
systems to provide equivalent Visual Take-Off operations.

When the Tower Controller is addressing aircraft spacing and separations in departures, an
optimisation of the ICAO wake turbulence separation is applied by use of weather-dependent
separation (WDS) minima on departures for the initial common departure path from the runway,
applicable under given wind conditions.

Wake monitoring and awareness systems detect remaining wake vortex over the runway and vortex
fading out acceleration can be expected by the use of decay enhancing devices and dynamic wake
turbulence advisory systems. Consequently, weather dependant separations can be applied based on
static data characteristics from the preceding aircraft leading to a more efficient pair-wise aircraft
separation. The Tower Controller has integrated tools to manage these various inputs and apply the
most efficient separations between departing aircraft.

Rotorcraft use specific independent ground Routing and IFR procedures to/from FATO which enable
fixed wing aircraft and rotorcraft simultaneous non-interfering operations (SNI).

The Tower Runway Controller by visual reference and/or using the ground system verifies that the
runway is free of obstacles and mobiles for the line-up and take-off and issues the Line-Up and Take-
Off clearances to Flight Crew using R/T.

When LVC are impairing visibility on the runway, the Flight Crew visibility is improved with new on-
board feature that provides advanced vision (e.g. Combined Vision System, mixing Enhanced Vision
System and Synthetic Vision System. Likewise, the Flight Crew is able to maintain an awareness of
runway centerline with reduced dependence on airport infrastructure.

As soon as the flight is airborne, 4D trajectory data computed by the aircraft systems are
automatically down linked to the ATM system in accordance with the rules set in the contract (e.g.
EPP) defined by ANSPs andavailable to the ATM Stakeholders. This data provide inputs for the
updates of the RBT/RMT with onboard estimation refined according to the Actual Take-Off Time.

The actual Take-Off time (ATOT) is shared through SWIM via RBT/RMT with the NMF actors, FOC and
all the relevant ATC actors along the route of the flight.

52
This text is also valid for arrival phase.

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EN ROUTE (SCOPE: CLIMB, CRUISE, DESCENT)

The RBT contains the SID, which is ideally enabling an unrestricted climb up to the cruise altitude
(Advanced Continuous Climb Operations, A-CCO).

Advanced RNP is implemented and supports design of optimised routes, which may include
procedures including Radius to Fix (RF) in the TMA.

Throughout the climb lateral routes, speed and various climb profiles can be dynamically selected in
order to manage the transition out of the TMA to En Route sectors with both fixed route and free
route airspace.

RBT/RMT4D trajectory data computed by the aircraft systems are automatically down linked to the
ATM system in accordance with the rules set in the contract (e.g. when aircraft trajectory predictions
are deviating more than the thresholds (TMRs) specified in the ADS-C). The objective along the flight
(starting just after take-off) is to ensure the synchronisation of trajectory predictions held in the air
and on the ground and to feed ATC tools with more precise data to improve their prediction
capabilities (e.g. ground Trajectory Predictor, AMAN, Conflict Detection and Resolution tools).

A single version of the current aircraft RBT is shared through SWIM and available at all concerned
ATC sectors. The aircraft trajectory data, when down linked, permits each receiving ATCO to identify
any inconsistencies between the Airborne and the Ground system trajectories.

The Flight Crew has access to MET information and updates relevant for their individual RBT/RMT via
Air-Ground SWIM and 4DWxCube (e.g. significant icing, convection, clear air turbulence and when
required satellite/radar imagery) or via data link (wind/temp) 53. MET information from on-board
sensors (e.g. icing, hail, clear air turbulence and wind/temperature) are consolidating the data of the
4DWxCube using Air-Ground SWIM or data link. The 4DWxCube portal allows the sharing of common
up to date and precise MET information between all actors including the Flight crew54.

DYNAMIC DCB AND EXTENDED ATC PLANNING IN EXECUTION PHASE (IN THE FRAME OF INAP)
Assisted by the holistic planning management approach, which has provided a global picture of
constraints and expectations at all levels, DCB activities in planning phase have driven the refinement
of airspace configurations, flow patterns and trajectories.

The resulting situation is now under the responsibility of the INAP actors.

Around a few hours until a few minutes before entry into his AOR, the Local Traffic Manager and
then the Extended ATC Planner monitors the balance between demand and capacity by assessing
traffic demand, and associated uncertainty, and the consequent complexity and ATC workload.

53
Wind/temp data received via data link can be easily loaded in avionics (making sure that trajectory predictions shared by aircraft are
taking into account most up to date wind/temp data)
54
This text is also valid for all the execution phases.

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On a permanent basis, the monitoring of the ATC workload/complexity is managed with decisions
taken through airspace reorganisations, punctual actions on traffic or more global actions, e.g. on a
flow of traffic in which the flight is included.

Automated tools support the process in identifying, assessing and resolving local complexity
situations and they include ‘what if’ functionality with performance assessment to trial resolution
strategies prior to implementation.

In case of a detected imbalance, an analysis of different parameters is performed to determine the

nature of the problem and evaluate different options to resolve it.

Capacity options are ideally used to resolve the issue, and where applicable, dynamic airspace
reconfigurations (e.g. sectors reorganisations) are implemented. Those include also transferring
control/responsibilities for some airspace/flights to neighbouring sectors.

Punctual actions on flows or individual flights are chosen when necessary. The purpose is to manage
the complexity level of demand though intelligently targeted action, allowing smooth transitions
during the flight phases, keeping planning constraints to a minimum and to prepare traffic for ATC,
for an optimised ATM performance.

Those fine-tuned measures for dynamic DCB adjustment (e.g. level capping, rerouting, MDI, MIT …)
can apply to flights still on the ground as well as airborne flights. The relevant ATC actors implement
measures on airborne flights, automation enhancing the coordination process.

In the scope of dDCB in the execution phase, AUs can recommend to the NMF actors a priority order
for consideration via UDPP for flights affected by delay at departure, arrival and En Route or provide
any preferences. In that case and if time permits, a CDM process is activated between the partners
concerned (adjacent LTM, AU, FM, NM) to share the information, elaborate an optimum solution on
a wider scope (e.g. FAB) if it is opportune and decide on the implementation.

Local Traffic Managers in a CDM with adequate partners (e.g. AUs, airports) may assign new 4D
targets to individual flights to manage 4D Hot Spot areas. As part of the solutions, aircraft still on the
ground may have their TSAT/TTOT amended; if this change happens after the RBT publication, it will
be done through a RBT revision process.

Coordination process with partners is carried out appropriately for a collaborative decision-making
approach and elaboration of an optimum solution assessing impacts on a wider scope (e.g. FAB).

Where the local measures are unable to effectively manage the issue, the LTM will escalate the
matter to the FM and NM to agree a solution that requires management at sub-regional/regional
level.

The LTM and other INAP actors monitor the effectiveness of implemented measures and adjust them
if required.

Thanks to the introduction of new ground-ground trajectory exchange mechanism (e.g. IOP), the
needed coordination and data exchange are more efficient between adjacent ATC centres and with
the NMF actors.

Within Extended ATC planning time horizon, thanks to advanced planning tools, any measure on
flights to manage complexity is naturally assessed in the ATC environment, taking into account multi-
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sectors strategic de-confliction view and traffic synchronisation plans, so that the measure be aligned
with ATC and Network perspective. In particular, sequences and time constraints from extended
AMAN and XMAN are known to the INAP environment, and actions are synchronised with the
support of automated coordination process. The results are made available to all. Ground systems
(ATC, NM) are updated accordingly.

The integrated process between NMF and ATC planning relies on common situation awareness and
on pre-defined collaborative rules and decision approach that ensure integrated actions and reduces
the need for coordination between actors. The overall impact of their potential actions will be
evaluated, both at the level of individual trajectories and for positive network performance, in order
to produce the optimum solution without mutual interference.

Within INAP process, extended ATC planning benefit from better knowledge of the flight profile
(increased precision and larger geographical scope), through the trajectory data automatically down
linked from the aircraft as requested in the contract (e.g. EPP), as well as shared through SWIM. The
INAP actors are able to better plan flights through sectors. They are supported by medium term
workload management and conflict resolution tools to de-conflict or synchronise trajectories.

All along the flight execution, 4D Targets could be computed and used by ground systems/actors (e.g.
EAP, XMAN) to optimise the traffic distribution at congested areas; the objective is to increase
predictability to accommodate high AUs’ demand and with minimum RBT deviations.

The TTO window (Target Time Over the congested En Route Point) and TTA window (Target Time of
Arrival at congested airport) 55are monitored by the NMF and other relevant actors. Other 4D target
windows are also being monitored by the ground systems.

When one of the target time windows (at a constrained point) is anticipated to be exceeded, a
specific DCB re-assessment at related reporting/metering fix is launched by the NMF actors. This may
lead to a RBT/RMT revision process. Predicted deviation by the flight from the TTO window at a point
related to a congested area may trigger a RBT/RMT revision process. The NMF actors, in coordination
with the Extended ATC Planner, whilst following their hotspot-centric approach, could apply a STAM
to appropriate flight(s) to manage the hotspot,

All concerned actors input information (e.g. changes to capacity, trajectories etc.) into the System,
dynamically updating the NOP and coordinating such actions where appropriate applying CDM. The
System keeps all actors informed about the NOP updates.

CONFLICT MANAGEMENT
An MTCD-based tool assists the Planning Controller and Executive Controller in identifying conflicts
and revising the RBT/RMT if required. Tactical tools with a shorter look-ahead time are also available
to the ATCOs.

The system provides the TMA and En Route controllers with warnings if aircraft behaviour or aircraft
intent deviate from the RBT/RMT. Calculated aircraft system trajectory (e.g. EPP data) is checked

55
as agreed during the planning phase and eventually revised or updated throughout the flight

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against the calculated ground system trajectory. This allows providing the ATCOs with an early
warning if the aircraft is predicted to deviate from the trajectory as known by the ground system.

Additionally the En Route controllers are provided with conflict detection and resolution tools, to
provide enhanced resolution support information based upon predicted conflict detection and
associated monitoring features. The system uses trajectory data (including downlink aircraft
trajectory data), aircraft derived data and aircraft related data, to provide enhanced assistance to the
ATCOs.

In case of conflicting traffic and when appropriate, the Controller initiates a RBT/RMT revision
process, preferably through CDM, while preserving the Network strategy as much as possible. The
appropriate Controller uplinks the resulting clearance providing a new pre-defined or user-preferred
2D route, plus any vertical and/or lateral constraints and the navigation performance specification
required to ensure the separation. The route can also be generated by the ATCO as a closed-loop
routing using the ground system. Open loop clearances via datalink or R/T may be provided by the
ATCO for time critical situations. Following Flight Crew’s agreement and the activation of the new
data of the RBT/RMT into the on-board navigation system, the new aircraft trajectory data is
automatically down linked.

Due to any condition change along the trajectory e.g. weather (CB, wind change, turbulence) or
Airspace availability (TSA), the Flight Crew may need to change the 3D route or speed and request a
revision of the RBT/RMT to the Controller by datalink (preferably after coordination with FOC, mainly
with regard to fuel and/or flights connexions criteria fuel consideration). The Controller then checks
if the new route/level is available, initiates the revision process of the RBT/RMT preferably through
CDM and uplinks the resulting clearance/instruction. The Flight crew activates the new trajectory
data of the RBT/RMT into the on-board navigation system and the new aircraft trajectory data are
automatically down linked. When required (e.g. in time critical situations), voice communication
could be used at pilot or ATCO initiative.56

User preferences are shared via SWIM and can be used by ATC for consideration, in case several
options are possible, when revising the RBT or applying fleet prioritisation.

When there is a desired trajectory maintained by the AU and in case of an opportunity to improve
the trajectory for the AU (for example removal of a constraint), the RBT/RMT revision process can be
initiated by ATC through coordination with NMF actors and AU and if time permits.

Flight Crew flies the new trajectory and the Executive and Planning Controllers, assisted by a route
conformance tool, monitors the progress of the aircraft with respect to the given clearance.

COLLISION AVOIDANCE
The ground based Safety Nets performance is enhanced by taking advantage of new surveillance
data, alerting controllers of potential aircraft separation infringements, as well as penetrations of
segregated airspace.

56
The paragraph describes operations which, provided the condition changes are plannable with an appropriate time horizon, could also
be performed as part of the INAP function

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Airborne Collision Avoidance is enhanced thanks to optimised Resolution Advisory adapted to new
separation mode, the use of additional surveillance data, the advice to non-equipped ACAS aircraft
and the compatibility of ACAS in Europe and ACAS X (developed in the US).

Compatibility between STCA and ACAS is improved allowing reducing the instances of inconsistency
between the collision detection and the subsequent resolution.

SECTOR TEAM ORGANISATION

Controllers will be supported by the above tools and advanced automation capabilities, allowing
them to apply more consistent operating techniques. ATCOs will be therefore less reliant upon
detailed knowledge of specific local agreements, airspace and procedures, allowing them to hold
more generic validations. Additional automation capabilities include:

 indication on the ATCO HMI of precise trajectory information on every flight under his
responsibility
 indication on the ATCO HMI of relevant constraints/planning and monitoring parameters
associated with individual trajectories.

Such constraints/parameters are dynamic and are consequently subject to change. The system takes
into account dynamic constraints and user preferences and provides to the ATCOs appropriate
advisories, which encompass performance targets.

TRAFFIC SYNCHRONISATION
En Route sectors are expected to contribute to the arrival sequencing towards multiple TMA
simultaneously with potentially conflicting sequencing constraints. The system integrates
information from arrival management systems operating out to extended range with local
traffic/sector information and balances the needs of each.

Where necessary to manage capacity constraints, an ADS-C contract is established with the aircraft
by requesting the “ETA min/max” computed on-board for the arrival metering point associated to
the inbound clearance (e.g. IAF). Upon receipt, the aircraft system automatically down links the ETA
min/max on the required point (e.g. ADS-C ETA min/max report).

The Arrival Management system (AMAN) determines the sequence and required spacing timings.
Having a wide operating range, it provides support to coordinated traffic flows in the En Route phase
of flights into multiple airports. If the planned time constraint falls within the ETA min/max window,
the AMAN proposes a CTA at the defined metering point for RBT/RMT revision.

Following assessment of the impact of the CTA within their AOR, the Controller(s) currently
responsible for the flight uplinks the CTA request via data link.

On receipt of the proposed CTA, the Flight Crew assesses the impact of the instruction on their flight;
–when achievable- he acknowledges the CTA and loads it into the aircraft system. This activates an
automatic down link of the revised RBT/RMT to provide ATM system (Trajectory Predictor and its
client functions) with the latest up to date aircraft trajectory data (i.e. EPP data).

Through SWIM (ground-ground coordination), all concerned ATS Units are made aware of the CTA
constraint considered for a particular flight.

In the more congested Terminal Areas with several airports, the sequencing supports coordinated
traffic flows.
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If the flight is to be integrated into an arrival sequence involving traffic departing from other airfields
within the AMAN horizon of the destination airfield, AMAN and DMAN processes are linked through
A-CDM to allow a smooth arrival flow. Complex interacting traffic flows in the TMA are identified and
managed by integrated Departure Arrival Management processes.

All ATSU are directly notified of the change through SWIM. Implicit in the allocation of a CTA is that
all ANSPs agree to facilitate it.

The AMAN updates the arrival sequence and the Target-Landing-Time (TLDT) based on the required
wake vortex separations and other local optimisation criteria respecting AU prioritisation preferences
when possible. With ROT becoming more predictable and precise, AMAN reduces actual buffers
leading to increase in overall runway capacity utilisation.

When landing on a mixed mode operated Runway with both departures and arrivals or due to other
dependent runways, the actual sequence of departures and arrivals is managed generating required
arrival spacing, which is then managed by the AMAN. The Flight crew is aware of the most up to date
TLDT and the impact on succeeding timestamps (like TIBT and when applicable TOBT).

PREPARATION OF THE DESCENT DURING CRUISING PHASE

In order to prepare the descent, Flight Crew has the latest assigned arrival route (STAR) and the
expected final approach as part of the RBT/RMT and the OTIS information (e.g. via D-OTIS or via Air-
Ground SWIM) well in advance of Top of Descent (ToD). If the STAR needs to be changed, the
destination ATSU initiates a revision of the RBT/RMT.

Trajectory conformance monitoring in both air and ground systems provide confidence that the flight
complies to the revised RBT/RMT with the required accuracy and performance.

In parallel, Flight Crew has received from an applicable facility (data link with FOC or 4DWxCube) and
loaded into the aircraft systems the last updated winds and temperatures.

Following these updates, the new trajectory predictions computed by the aircraft systems may be
automatically down linked in accordance with the contract terms, i.e. in case of deviation of the
predictions greater than the thresholds (TMRs) specified by ATC in the contract (e.g. via ADS-EPP). It
triggers a downlinking of EPP, which feeds ATC tools, in particular to allow a more robust trajectory
prediction.

Flight Crew arms the Enhanced Braking System57. This results in the calculation of the AROT (arrival
runway occupancy time) and airborne intended (or preferred) runway exit, which are both
automatically downlinked to the ground system. The ground system confirms the runway exit or
proposes a different planned runway exit, which is communicated to Flight Crew via datalink. Upon
receipt of the information, Flight Crew loads the data in the aircraft system.

57
In case the aircraft is not equipped with an Enhanced Braking System, Flight Crew will directly request via datalink the planned taxi route
(computed by the ATC ground system using an assigned runway exit based on statistical recorded data according to aircraft type and
operator).

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When the aircraft is about to reach the ToD position, the Controller, having previously assessed the
traffic situation, issues descent clearance, trying to accommodate as much as possible a continuous
descent with the optimum profile defined by the AU (time/fuel consumption trade-off) ideally from
ToD until the FAP to optimize the descent and minimise the need for low level airborne holding or
level flight. In some instances, ground system support may enable partial or full automation of the
uplink of the descent clearance, provided it is conflict free. The ATCO will be in the loop and will have
the final authority to allow or inhibit the uplink.

Flight Crew continuously receives the latest airport information, including runway in use and MET
information via data link (D-OTIS, D-HZWX, D-RVR) and/or via Air-Ground SWIM (NOTAM, data from
the 4DWxCube).

ARRIVAL (SCOPE: APPROACH , FINAL APPROACH , AND LANDING)

For this example, the ATC method applied in approach to merge arrival streams is ASAS Spacing.
Before reaching the metering initiation point, Controller requests Flight Crew to identify the target
aircraft on his HMI (preceding aircraft in the landing sequence flying not direct to the metering point
meaning more complex geometry). Flight Crew confirms the identification to Controller.

Flight Crew then receives the ATC instruction for ASPA manoeuvre (e.g. Merge behind target aircraft
with the required time spacing specified by the AMAN and the point at which the Merge Behind
procedure are terminated e.g. FAP58). Flight Crew loads this information into the aircraft system and
checks the feasibility of the manoeuvre. If the procedure is achievable, Flight Crew accepts the ASPA
instruction, stops the CTA operation (if still current) and activates it in the aircraft system in order to
execute the ASPA manoeuvre. Controller has delegated the execution of the spacing task to Flight
Crew. Controller remains responsible for the separation thus applies time based spacing. Controller
closely monitors the ASPA manoeuvre to ensure separation is not infringed and instructs Flight Crew
to stop the manoeuvre at the latest at the FAP.

The Approach Controller issues the approach clearance, which is acknowledged by the Flight Crew.

ATCO is supported by system for the decision process when and how to mix runway operations in
multiple runway airports resulting in an optimized use of runway capacity throughout the day of
operations. System automation is brought about through a demand driven flexible application.

Several enhanced arrival procedures are available using: Displaced Touchdown Zone (Dual
Thresholds), multiple Runway Aiming Points (MRAP), Increased Glide Slope (IGS), Adaptive Increased
Glide Slope (A-IGS) and double slope approach.

Rotorcraft specific independent IFR procedures are available which allow fixed wing aircraft and
rotorcraft simultaneous non-interfering operations (SNI).

58
FAP is used in conjunction with today’s precision approaches (for example ILS, GBAS) and APV approaches (for example SBAS and Baro-
VNAV) whilst FAF is used in association with today’s non precision approaches (for example NDB, VOR, LOC, GNSS).

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Access into small airports is improved thanks to adequate airport infrastructure, service and
procedures enabling equivalent Cat I, II or III operations supported by cost-effective remotely
operated ATS provision.

The use of aircraft characteristics down linked by the lead and follower aircraft increases airport
airspace capacity in surrounding airspace through a more efficient wake turbulence separation and
improves the runway capacity.

In low visibility conditions, GBAS CATII/III based on dual GNSS may be used for precision
approaches59 or Equivalent Visual Landing operations ([Link] the use of Combined Vision ) may be
performed, TBS/RSP approach so as to aid towards stabilising the overall time spacing between
arrival aircraft.

Furthermore, through the use of the combination of A-SMGCS and airborne enhanced vision
systems, during non-wake turbulence based separations in low visual conditions for CAT II/III,
longitudinal separation may be reduced.

An optimisation of the ICAO wake turbulence separation is applied by use of weather-dependent

separation (WDS) minima on final approach and required surveilance performance, applicable under
given wind conditions.

Wake monitoring and awareness systems detect remaining wake vortex over the runway and vortex
fading out acceleration can be expected by the use of decay enhancing devices and dynamic wake
turbulence advisory systems. Consequently, weather dependant separations can be applied based on
static and dynamic data characteristics from the preceding aircraft leading to a more efficient pair-
wise aircraft separation. The Tower Controller has integrated tools to manage these various inputs
and apply the most efficient separations between arriving aircraft.

The Approach Controller transfers control of the flight to the Tower Runway Controller60.

Controller monitors by visual reference and by using the A-SMGCS that the runway is clear of
previous landing traffic and adjacent traffic. Controllers are provided with predictive indications and
alerts in case of incursions and non-conformance to procedures or ATC clearances, involving mobiles
(and stationary traffic) on runways.

The Tower Runway Controller issues the Landing Clearance by R/T which is acknowledged by the
Flight Crew.

SURFACE OPERATION IN (SCOPE: TAXI IN )

Depending on local procedures the Tower Runway Controller instructs the Flight Crew to contact
Tower Ground Controller or the Flight Crew is expected to automatically contact Tower Ground
Controller and control of the aircraft is transferred. The ATM System identifies the runway exit taken
by the aircraft and that it has vacated the runway.

59
Initially based on current GPS L1 in step 1, on dual GNSS in next steps
60
Tower Runway Controller is also in charge of GA and of rotorcraft traffic to FATOs located in the vicinity of the active runways.

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The Tower Ground Controller provides the taxi clearance preferably by data link. Flight Crew
acknowledges the taxi clearance and verifies that related Routing is depicted on the Aircraft HMI
superimposed with airport moving map. When Low Visibility Operations (LVO) is declared, equipped
aircraft can use combined vision systems, mixing enhanced and synthetic vision systems, for
improving Flight Crew situational awareness and human performance.

The System alerts when a non-compliance with airport configuration is detected (e.g. closed runway,
non-compliant taxiway, restricted area, speed limits for taxiways, stands or apron lanes or taxiways
limited to aircraft types) as well as non-conformance to ATC clearances. Whatever the case, the
Flight Crew is provided with the appropriate alert generated by the on-board system.

The A-SMGCS informs the ground Controller of any deviation from route/plan it has detected. Then
the ground Controller gives a new taxi route to Flight Crew with the assistance of the A-SMGCS.

The Tower Ground Controller uses the A-SMGCS to monitor the aircraft movement and track its
progress against the issued taxi-in route and its position with respect to other surface traffic. He is
provided with an alert if the system detects unauthorized / unidentified traffic or potential conflicts
or incursions involving mobile units (moving and stationary unit) on runways and taxiways .
Additionally, depending on the complexity of the situation, the Tower Controller receives conflict
resolution proposals for solving conflicts that may occur between mobiles (aircraft and vehicles) in
the movement area. Safety of runway operations is improved thanks to the provision of support and
alerts to the controllers in case of risk of runway excursion (during take-off and landing operations).
Vehicle drivers are provided with information on traffic to assist them in maintaining situational
awareness particularly in times of low visibility.

The aircraft system automatically provides alerts to Flight Crew in case of incorrect presence of an
aircraft or vehicle on the protected area ofthe runway, aircraft operations not compliant with taxi
clearance or incompatible with airport configuration, aircraft getting close to obstacles or mobiles.

Flight Crew manoeuvres the aircraft looking out using visual navigation aids (e.g. taxiway markings
and lighting) and assisted by the Routing displayed on-board the aircraft. For aircraft equipped with
ADS-B in, ADS-B out equipped aircraft and vehicles are displayed on the Aircraft HMI, providing Flight
Crew with information on adjacent surface traffic, supplementing visual observations and enhancing
see-and-be-seen procedures especially in Low Visibility Operations. Flight Crew correlates the traffic
information displayed within the aircraft and visible externally with the alerts and instructions
received from the Tower Ground Controller and manoeuvres the aircraft accordingly.

Instructions with regard to other aircraft or ground vehicles are issued via R/T. The cleared taxi route
and its subsequent revisions are provided by D-TAXI ), except when dictated by safety reasons (e.g.
crossing of active runways) where voice is used. The efficiency of surface operations is improved
thanks to automated exchange between Vehicle Drivers and Tower Controllers using datalink for
ground-related clearances and information.

Flight Crew proceeds in accordance to the taxi clearance to the first physical (or virtual) stop
line/stop bar as confirmed by the Routing displayed on the moving map and awaits further
instructions. If the Aircraft proceeds across an illuminated stop bar, the Ground System provides the
Tower Controllers with an automated alert.

If the Taxi Clearance Limit is an active runway, the Tower Ground Controller instructs Flight Crew to
contact related responsible Tower Runway Controller who issues clearance to cross via R/T.
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The Tower Runway Controller verifies the crossing manoeuvre, either visually or using the ground
Surveillance System (A-SMGCS), that the aircraft is crossing the runway and once vacated, he
instructs Flight Crew to contact the Tower Ground Controller responsible for this ground surface
area; transferring control of the aircraft.

As the Aircraft approaches the stand, the aircraft is guided to the correct stop position by stand
guidance means.

The System detects “in-block”, records the event and disseminates the information via SWIM to all
stakeholders for their appropriate use.

SPECIFIC MISSION TRAJECTORY ASPECTS

In the execution phase, RMT stored in NM system at any moment and time is used as reference
(hence the given name for this MT instantiation) by all the involved ATM actors for the alignment and
synchronisation.

Mission trajectory integrated into ATM network operations in the execution phase is a subject for
service provision and trajectory management. Considering military a/c capabilities and constraints
for flight data exchange the conventional methods in combination with new processes and
procedures will apply.

Subject to CDM and RMT will be managed using aircraft derived data and surveliance data in
combination with voice communication.

Adherent to RBT trajectory update and revision processes will equaly aply to [Link]:

RMT update should be perceived as a change more related to the system perspective and
interactions, when these systems are automatically modifying and updating the MT with latest 4D
profile elements as result of the modification of different parameters which influence directly the
executed trajectory (e.g. wind, temperature);

RMT revision: a change of MT more related to the human interactions, when decision are taken,
based or not on CDM processes, to alter the previous trajectory profile in order to meet new
operational requirements or needs.

The actors who may trigger the revision of the MT in the execution phase are the following:

 Flight Crew

 WOC as a function or on behalf of military authorities

 FOC

 Air Traffic Control Officers (ATCOs)

Air Defence (AD) controllers

The revision processes itself and the publication of a new RMT in NOP may be performed by WOC
function or ATC.C.

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AD controllers may revise the RMT using one of the two above mentioned actors or directly, if the
national arrangements allow this and the potential security issues are solved (e.g. through the use of
red/black gates for connecting the AD systems with the other unclassified ATM systems.

3.2.3 Post execution phases

The Post-Operations analysis phase provides the different stakeholders with a source of performance
data for crosschecking operational behaviour, self-improvement of their own operations and for
identifying collaboration opportunities to improve overall ATM performance within a framework of
agreed key performance indicators to be shared among the ATM Community via the NOP.

This phase is seen as the means to capture performance based information that has been recorded in
the AOP/NOP to examine if agreed performance targets have been achieved and to provide feed-
back to the NOP on the planning (both mid and short term) as well as on the actual operations,
enabling a learning cycle.

Airport Performance Management are linked to an airport learning environment based on Post-
Operations analysis. A rationalised dash board fed with all landside and airside leading key
performance indicators covering Total Airport Management (TAM) processes such as passenger,
baggage, aircraft flows plus environmental and meteorological impacts showing current performance
supported by proactive management of situations through integrated models that forecast future
performance, permitting stakeholders to model what-if scenarios.

Within the Post-Operations analysis phase key performance indicators are assessed. Evaluations are
performed and opportunities for further improvements and quality enhancements from local to
European level are identified over all stakeholders. All data and events related to the reference
trajectory and modification thereof are stored for Post-Operations analysis by a data & event
recording function.

Once the performance analysis has been carried out, a process reengineering function should
provide refinements of performance framework, monitoring, impact assessment, scenarios or
decision making rules. Linked to the decision support suite, the Post Operations Analysis (POAS) is a
coherent set of support tools for the timely analysis of specific events and post operations reporting
in order to support a continuous airport learning environment.

The results of the agreed pre-defined trade-off rules and performance baseline are assessed and
opportunities for improvement are proposed to performance services for the incoming short to
medium planning phase flights and the performance framework and baseline for the next season.

Airspace Users have access to Aeronautical Service Providers, Airport Operators, Network Manager,
Handling Agents and aeronautical ancillary services key performance data for post operational
analysis.

SPECIFIC MISSION TRAJECTORY ASPECTS

After the completion of the execution phase (shut down of engine(s) at the parking stand), the
military AUs and /or military authorities start the post flight/ops analysis. The mission or even the
mass debriefing are the events where very valuable information is collected to be further detailed
and in-depth analysing of the mission elements.

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Military authorities analyse specific Key Performance Areas (KPAs) and the associated Key
Performance Indicators (KPIs), or only independent PIs, as part of the improvement and optimization
processes of conduct of air operations and training with focus on impact on NM performance
expectations.

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4 High Level Operational Requirements

4.1 Introduction
This section provides High Level Operational Requirements applicable to the SESAR 2020. For the
sake of clarity, these requirements are structured by Operational Projects and Operational Solutions,
considered as concept parts (parts of Key Areas).

This section does not anticipate the allocation of these requirements to H2020 Projects. This
distinction may be easier to understand by considering that:

1. an Operational Project here is a sub-level of one Key Area ;

2. for a given part of the concept (i.e. an Operational Project or Operational Solution), there
might be a coordination between various H2020 projects, or between their Solutions, to
develop and validate the parts of the concept addressed by the Requirements. This is
applicable to Waves 1 and 2.

The Operational Requirements, presented in a tabular format, include two levels:

 The Top Level Operational Requirements that address a given operational project (from PJ 01
to PJ 11)
 (at a lower level) the High Level Operational Requirements that address a given operation
Solution within PJs 01 to 11

This chapter does not encompass the “Trajectory Management” enabling domain (ex. PJ 18-2).

Links between both levels (Top Level Operational Requirements and High Level ones) are provided in
order to ensure the top/down traceability of the cascading in between. It is to be noted that a High
Level Operational Requirement (addressing a given operational solution) may be originated by Top
Level Requirements belonging to different PJs.

Any Top Level Operational Requirements applicable to an operational PJ xx is structured this way:

 The identification of the requirement (numbered Pxx-TLOR-mmm)

 The semantic core of the requirement (see below)
 The perimeter, i.e. the operational scope [when needed for comprehensiveness]
 The main characteristics of the environment [whenever useful]
 The successor High Level requirements.

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Every Top Operational Requirement is consistent with the concept described in chapter 2.

The semantic core mentions:

• The addressee ; mostly a global ATM process ; sometimes an operational actor
• The main target ATM Benefit(s)
• The (high level) conceptual way to achieve the ATM benefits61
• Additional considerations if any
Every High Level Operational Requirement is structured this way:

 The identification of the requirement (numbered Sxx-yy-HLOR-mmm)

 The semantic core of the requirement
 The predecessor Top Level Requirement(s)
 Identified OI Step(s) addressed by the given High Level Requirement

 (Integrated Roadmap reference is Data Set 17)

61
Detailed solutions are in hands of Operational Projects

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4.2 Operational Requirements PJ 01

4.2.1 Top Level Requirements PJ 01
Applicable
Top Level Requirements applicable to PJ 01 Enhanced Arrivals and Departures Solutions
Requirements
P01-TLOR-01 Management of Arrivals and Departures shall be improved
through the delivery of better queue management techniques
and improved use of routes and airspace to ensure
optimisation of the Extended TMA and consistent traffic flows
through:

 Arrival sequencing towards multiple TMAs

 Coordination of dependent departure traffic flows from
multiple airports within the TMA.
 Use of predicted arrival and departure demand information
to identify and resolve complex interacting traffic flows.
 Use of CTA for sequencing in a High density/complexity
environment
 Dynamic use of routes to facilitate optimised climbs and
descents
 Enhanced use of Parallel Approach Operations based on
RNP capabilities S01-01-HLOR-01
 Optimised use of airspace and controller capacity S01-02-HLOR-01
S01-03-HLOR-01
S01-03-HLOR-02
While: S01-03-HLOR-03
 managing potentially conflicting sequencing constraints in
En Route sectors
 ensuring integration with airport and network-wide DCB
 ensuring a consistent and manageable delivery through
areas of constraint (hotspots) within the TMA and into the
En Route phase of flight
 enabling aircraft to fly as efficiently as possible
Perimeter – Operational scope
 Low to Medium to High Density/Complexity Airspace
 TMA
 Extended TMA (Systemised Airspace encompassing the
TMA and the climb/descent phases below FRA)
 En Route (including FRA)
Environmental contexts
 Mixed Mode Traffic regarding RNP and i4D capabilities
P01-TLOR-02 Management of Arrivals and Departures shall support and
S01-05-HLOR-01
provide opportunities for improved sequencing and merging
S01-06-HLOR-01
in the TMA and on approach, and better integration of

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rotorcraft and GA operations through: S01-07-HLOR-01

 enabling Flight Crew to achieve and maintain a given

spacing with another aircraft
 Improved flight efficiency facilitating Visual approach
combined with Visual Separation62 in marginal VMC
 In high density reducing the number of Go-arounds by
supporting the visual acquisition when separation with
preceding aircraft cannot be maintained due to
compression effect
 Designing rotorcraft procedures to allow improved access
(under IFR) to VFR FATOs, based on advanced (e.g. curved)
SBAS guided Point-in-Space (PinS) approaches and
departures
 Improved connections to a low level IFR route network for
rotorcraft operations
While:

 Target aircraft may not be flying direct to the merge point

 Operating in adverse weather conditions
Perimeter – Operational scope
 TMA
 Extended TMA (Systemised Airspace encompassing the
TMA and the climb/descent phases below FRA)
Environmental contexts
 Scheduled Aviation
 GA & Rotorcraft
 Mixed Equipage Traffic

62
This operation is also named generically « CDTI Assisted Visual separation »

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4.2.2 High Level Requirements PJ 01

Predecessor
High level Requirements applicable to PJ.01-01 operational
requirements
S01-01-HLOR-01 Extended Arrival Management with overlapping AMAN P01-TLOR-01
operations and interaction with DCB shall deliver improved queue
P09-TLOR-02
management techniques through:
 The simultaneous contribution to arrival sequencing towards multiple TMAs
 Integrating Arrival Management constraints with constraints applied for DCB
purposes
 Providing an AMAN Allocated Time for aircraft departing from airports within
the AMAN horizon
 Use of CTA for sequencing in a High density/complexity environment
Identified, addressed OI Steps
TS-0305-B, TS-0109, TS-0315
Predecessor
High level Requirements applicable to PJ.01-02 operational
requirements
S01-02-HLOR-01 Use of Arrival and Departure Management Information for
Traffic Optimisation within the TMA shall deliver improved optimisation of the
Extended TMA through:
 Support to departure metering and coordination of dependent traffic flows
from multiple airports P01-TLOR-01
 Use of predicted demand information from local Arrival and Departure
Management systems to identify and resolve complex interacting traffic flows
 Balancing the demand within the TMA, optimising the airspace and controller
workload. A tailored modification of demand will only take place if no further
capacity can be added.
Identified, addressed OI Steps
TS-0302, TS-0307

Predecessor
High level Requirements applicable to PJ.01-03 operational
requirements
S01-03-HLOR-01 Improved parallel approach operations shall be enhanced P01-TLOR-01
through the application of RNP navigation specifications e.g. RNP AR APP.
Identified, addressed OI Steps
AOM-0606

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S01-03-HLOR-02 Dynamic E-TMA for A-CCO and A-CDO shall deliver improved
optimisation of the E-TMA through:
 The ability to reconfigure the terminal airspace sector design and
configurations to adapt to varying traffic loading demands, balancing the need P01-TLOR-01
to provide cost/fuel efficiency against the need to improve capacity
 The ability to support the transition into and out of airports and En Route
sectors with both fixed route and free route airspace
Identified, addressed OI Steps
AOM-0806, AOM-0807
S01-03-HLOR-03 Dynamic E-TMA for A-CCO and A-CDO shall deliver improved
facilitation of optimum climb and descent profiles even in high density
operations through: P01-TLOR-01
 Use of new controller tools and enhanced airborne functionalities
 Use of a dynamic PBN route structure and dynamically assigned traffic flows
Identified, addressed OI Steps
AOM-0702-B, AOM-0705-B

Predecessor
High Level Requirements applicable to PJ.01-05 operational
requirements
S01-05-HLOR-01 Airborne Spacing Flight Deck Interval Management shall
deliver opportunities for improved operations in the TMA through:
 Enabling Flight Crew to achieve, capture and/or maintain a given spacing (the P01-TLOR-02
spacing shall be in time) with a designated aircraft which may not be flying
direct to a merge point
 Use of the applications if IM clearance types
Identified, addressed OI Steps
TS-0108

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Predecessor
High Level Requirements applicable to PJ.01-06 operational
requirements
S01-06-HLOR-01 Enhanced Rotorcraft operations in the TMA shall deliver
improved integration of rotorcraft into the RNP route structure through:
 Design of rotorcraft procedures to allow increased access (under IFR) to/from
VFR FATOs, based on new procedure design requirements (e.g. curved P01-TLOR-02
segments, lower RNP) and SBAS guided Point-in-Space (PinS) approaches and
P02-TLOR-01
departures

 Support the crew to improve performance and safety when flying the
advanced Point-in-Space RNP approach and departure procedures"
Identified, addressed OI Steps
AOM-0104B

Predecessor
High Level Requirements applicable to PJ.01-07 operational
requirements
S01-07-HL-01 Approach Improvements through Assisted Visual Separation
shall:
 Facilitate Visual approach combined with Visual Separation to increase
opportunities to shorten track and then improve flight efficiency
 Facilitate delegation to the Flight Crew of the separation with respect to
preceding traffic, in order to :
o bring flexibility to manage speed optimally (instead of ATC vectoring)
P01-TLOR-02
o continue the approach during a temporary loss of visual contact
(resulting for instance from sun or city light dazzling)
 In high density reduce the number of Go-arounds when separation with
preceding aircraft cannot be maintained due to compression effect
by supporting the visual acquisition and the maintaining of separation thanks
to traffic information of the preceding aircraft provided to the crew, based on
ADS-B data.
Identified, addressed OI Steps
AUO-0507

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4.3 Operational Requirements PJ 02

4.3.1 Top Level Requirements PJ 02

Applicable
Top Level Requirements applicable to PJ.02 Increased Runway and Airport
Solutions
Throughput
Requirements
P02-TLOR-01 Airport operations shall increase throughput by the integration and
combination of several aspects, inter alia, separation distances
derived from time-based wake-vortex separation minima,
Minimum Radar Separations, ROT predictions and integration of
arrivals and departures management processes, through:

 Application of S-PWS in arrivals and departures.

 Separation minima adjustment to airport’s local traffic mix
patterns.
 Application of Weather Dependant Separations (WDS) for
departures and arrivals.
 The improvement in the use of MET information in planning and
execution flight phases for impact analysis and optimised
procedures around adverse weather.
 The integration of rotorcraft instrumental arrival and take-off
operations into the traffic mix of the airport using FATOs.
 Improved ROT techniques as differentiated glide paths, displaced
S02-01-HLOR-01
thresholds and multiple runway aiming points.
S02-02-HLOR-01
S02-03-HLOR-01
While: S02-05-HLOR-01
S02-06-HLOR-01
 Development of adequate system support for ATCOs and Flight S02-08-HLOR-01
Crews. S02-11-HLOR-01
 Ensuring avoiding Wake Vortex encounters. S03b-06-HLOR
 Development of GBAS and SBAS enablers to a full maturity.
 Reducing Minimum Radar Separation taking into account the
new Time-Based Wake-Vortex distance separations, maintaining
the same operational safety level.
 Advancing in the maturity of using GNSS procedures for
enriching approach procedures based on RNP.
 Incrementing the operational resilience in adverse conditions.
 Using aircraft broadcasted MET info and ground based sensors
for feeding a Runway Usage Management Sub-system.
 Assessing the planning conditions of the aforementioned new
techniques during the transition periods between good and
adverse weather/degraded operational conditions.
Developing ground based ROT prediction tools.
Perimeter - Operational Scope
 Medium and Large Airports

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 Medium and Small Airport with a significant number of

rotorcraft operations
 Initial Departure Common Path.
 Final Approach Segment.
 Intermediate Approach Segment.
 Initial Approach.

Environmental contexts
 All Weather
 Adverse Weather including strong head winds, LVC, etc.
 All runway configurations and operations
 Degraded operational conditions
 Recovery Transitional Periods
 All Traffic mixes

4.3.2 High Level Requirements PJ02

Predecessor
High Level Requirements applicable to PJ.02-01 operational
requirements
S02-01-HLOR-01 The Optimisation of Wake Turbulence Separation shall:
o increase runway throughput
o ensure more refined and efficient wake separation than current ICAO rules
o ensure consistent and efficient management of spacing on final approach and the
initial departure phase of flight
 by automatically managing the complexity of applying the required wake separation P02-TLOR-01
between each aircraft pair through:
o the implementation of S-PWS and WDS
o the use of the associated ATC support tools
 while:
supporting passive wake vortex decay devices
Identified, addressed OI Steps
AO-0304, AO-0306, AO-0310, AO-0323, AO-0325, AO-0327, AO-0328, AO-0329

Predecessor
High Level Requirements applicable to PJ.02-02 operational
requirements

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S02-02-HLOR-01 The Enhanced Arrival Procedures shall:

o Increase runway throughput
o Mitigate noise
 by helping controllers integrate aircraft flying the following new procedures on the final
approach : P02-TLOR-01
o Dual Thresholds (DT)
o multiple Runway Aiming Points (MRAP)
o Increased Glide Slope (IGS)
o Adaptive Increased Glide Slope (A-IGS)
o double slope approach (DS)
Identified, addressed OI Steps
AO-0308, AO-0319, AO-0320, AO-0321, AO-0322

Predecessor
High Level Requirements applicable to PJ.02-03 operational
requirements
S02-03-HLOR-01 The Reduced Minimal-pair Separation shall:
o Increase runway throughput
 by:
o reducing the arrival separation of non-wake turbulence constrained aircraft P02-TLOR-01
pairs to 2.0 NM
 through:
o the implementation of appropriate Required Surveillance Performance
standards
Identified, addressed OI Steps
AO-0309

Predecessor
High Level Requirements applicable to PJ.02-05 operational
requirements
S02-05-HLOR-01 Independent Rotorcraft operations shall:
o permit independent IFR rotorcraft operations to/from FATO located at airport:
 by using, for rotorcraft:
o point in space procedures P02-TLOR-01
o SVS / EVS / CVS capabilities
o DGNSS navigation
 while
o offering simultaneous fixed wing operation in a non-interfering environment.
Identified, addressed OI Steps
AO-0316

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Predecessor
High Level Requirements applicable to PJ.02-06 operational
requirements
S02-06-HLOR-01 Improved access into secondary (small/medium) airports shall:
o facilitate LVC operations
o increase throughput
 by combining
o low cost visual sensors (cameras) for tower operations P02-TLOR-01
o (SBAS/GBAS) or Localiser Performance with Vertical Guidance (LPV
100) equipment and related procedures (CVS)
o Robust EFVS supporting functions
 while
o limiting major capital investment
Identified, addressed OI Steps
SDM-0301

Predecessor
High Level Requirements applicable to PJ.02-08 operational
requirements
S02-08-HLOR-01 The Advanced Coupled AMAN/DMAN shall:
o Optimise runway throughput
o increase predictability and improve strategic optimisation of runway arrival and
departure demand
o improve accuracy of TLDT, TTOT and TSAT
 by all or parts of :
o providing improved landing and departure times integrated with routing
functions
o DCB tools for runways configuration in planning phase P02-TLOR-01
o improved ROT calculation capability
o giving ATC more precise information about aircraft behaviour during first or
last part of their flight
o linking the capability to new Routing and Planning systems that compute a
more dynamic taxi-out time
 through
o re-tactical use of the improved predictability
o improved prediction of variable taxi times
Identified, addressed OI Steps
TS-0301, TS-0311, TS-0313, AUO-0704

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Predecessor
High Level Requirements applicable to PJ.02-11 operational
requirements
S02-11-HLOR-01 The Enhanced Terminal Area shall:
o reduce the impact of transition between arrival route and final approach
o reduce Flight Crew workload P02-TLOR-01
o reduce controller workload
 by
o supporting precise and efficient GNSS curved route navigation in the TMA
Identified, addressed OI Steps
AOM-0607

4.4 Operational Requirements PJ 03a

4.4.1 Top Level Requirements PJ 03a
Applicable Solutions
Top Level Requirements applicable to PJ 03a Integrated Surface Management
Requirements
P03a-TLOR- Integrated surface management shall take into account the
01 following aspects:

• Arrival and Departure Managers (AMAN/DMAN) fully

integrated with the advanced surface management and
airport operations management functions.
• Predictable/variable taxi times as essential inputs for
turnaround process integration in the surface management
operations.
• Integrated and efficient planning for optimisation of the
underutilised available resources.
• Integrated DMAN/AOP/A-SMGCS/AMAN systems for better
planning taxi-In and taxi-Out phases and to enable routing
changes reaction available to the aircraft. S03a-01-HLOR-01
• Increase of situational awareness of ATCOs, Flight Crews and S03a-03-HLOR-01
Vehicle Drivers during operations and especially during LVC. S03a-04-HLOR-01
• Integration of RPAs, GA and Rotorcraft into the airport S03a-09-HLOR-01
operations.

While:

• Increasing the reliability and predictability level of the taxi

times.
• Increasing information sharing among AMAN/DMAN/Surface
Management Systems in a secure mode with proper cyber
security architecture.
• Increasing predictability and efficiency of the turnaround
process.
• Airport management ability to adapt to unknown or
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unplanned constraints.
• Release heavy using of radio communications introducing taxi
clearances.

Perimeter - Operational Scope

 Small, medium and large airports
 Recovery Transitional Periods
Environmental contexts
 Mixed mode runway or dependent runways operations.
 All Weather
 Low Visibility Conditions.

4.4.2 High Level Requirements PJ03a

Predecessor
High Level Requirements applicable to PJ.03a-01 operational
requirements
S03a-01-HLOR-01 The Enhanced Guidance Assistance to Aircraft and Vehicles
shall:
o deliver more accurate taxi times
o minimize delays
o minimize controllers' workload
o minimization of waiting time for mobiles at intersections
 by
o Optimising routing and planning
o providing enhanced guidance assistance to Flight Crews, vehicle drivers and
controllers to handle airport operations P3a-TLOR-01
o considering potential conflicting situations when planning taxi routes
o using AGL as speed control
o consolidating the set of instructions that produces relevant benefits when
exchanged via data link
o defining an Aerodrome Mapping Database (AMDB) to be shared, via SWIM,
between ground and on-board systems
 while ensuring, through datalink:
o the exchange of VSB positions and statuses
o the exchange of clearances / instructions between vehicle drivers and
controllers
Identified, addressed OI Steps
AO-0206, AO-0215, AUO-0603-B

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Predecessor
High Level Requirements applicable to PJ.03a-04 operational
requirements
S03a-04-HLOR-01 Enhanced Visual Operations shall increase access in LVC:
 by augmenting Flight Crew vision during landing (EFVS) , taxi, and take-off through
the use of:
o legacy, and new higher performance active sensors
o Heads up and Heads down displays P3a-TLOR-01
 while
o defining requirement for sensors, displays and human factors.
o Studying the opportunity for new MET observations and MET needs
for the safe operation of these systems.
Identified, addressed OI Steps
AUO-0404, AUO-0405, AUO-0406, AUO-0407

Predecessor
High Level Requirements applicable to PJ.03a-09 operational
requirements
S03a-09-HLOR-01 The integration of RPAS, capable to fly IFR rules and capable
of flying SIDs and STARs as designed for manned operations on the airport
surface shall provide useful input to the integration of RPAS in surface
operations
 by identifying the particular requirements of remotely piloted surface operations
in relation to:
o Detect & Avoid (D&A);
o Automated landing and take-off;
P3a-TLOR-01
o Platform operations;
o Ground movements;
o Contingency;
 while
o Identifying technologies that could support unmanned surface
operations
o Investigating interoperability between ATC and RPAS safety nets
o Investigating procedural issues to support unmanned surface
operations
Identified, addressed OI Steps
AUO-0617

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4.5 Operational Requirements PJ 03b

4.5.1 Top Level Requirements PJ 03b
Applicable
Top Level Requirements applicable to PJ.03b Airport Safety Nets Solutions
Requirements
P3b-TLOR-01 Airport Safety Nets shall enhance the Safety of airport
operations by :

• Providing Flight Crews with airborne-generated Traffic

alerts in case of a risk of collision with an aircraft or ground
vehicle on runway and taxiways.
• Providing Flight Crews with airborne-generated
Conformance monitoring alerts related to ATC clearances
and procedures.
• Providing Safety tools for assessing risk of runway
excursions in both take-off and landing

While:
S03b-01-HLOR-01
• Integrating GA, Rotorcraft and RPAS operations S03b-03-HLOR-01
• Complying with regulation (EU) No 716/2014. S03b-05-HLOR-01
• Supported by new standards (related to the new airport S03b-06-HLOR-01
Safety nets) which will be required for appropriate
interoperability, complying with other, non-airport related
Safety Net requirements for applications and core
surveillance performance.
Perimeter - Operational Scope
 All airports, especially those with complex layouts, high
traffic density, or small airports without safety nets for
controllers.
Environmental contexts
 All Weather
 Low Visibility Conditions.
 All traffic mixes

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4.5.2 High Level Requirements PJ03b

Predecessor
High LevelRequirements applicable to PJ.03b-01 operational
requirements
S03b-01-HLOR-01 The Enhanced airport safety support tools for controllers
shall increase airport safety :
 by developing Airport Safety Nets that:
o Detect conflicting situations, excursions, incursions and non-
conformance, involving mobiles (and stationary traffic) on runways,
taxiways and in the apron/stand/gate area as well as unauthorized /
unidentified traffic
o Provide solutions to secondary (small/medium) airports with limited P3b-TLOR-01
surveillance capabilities
o Provide solutions to controllers to better address weather hazard
situations and provide Time Critical Weather Alerts
 while
o minimizing the level of false and nuisance alerts
o Considering of other types of Airspace Users (GA, Rotorcraft and Civil
RPAS).
Identified, addressed OI Steps
AO-0104-B, AO-0108, AO-0109

Predecessor
High Level Requirements applicable to PJ.03b-03 operational
requirements
S03b-03-HLOR-01 The Conformance monitoring alerts for pilots shall increase
Flight Crew situation awareness
 by
o integrating alert indications into the cockpit display system for both P3b-TLOR-01
the regional and the business platforms
 while
o providing sufficient acknowledgement
o considering low visibility conditions
Identified, addressed OI Steps
AUO-0614

Predecessor
High Level Requirements applicable to PJ.03b-05 operational
requirements

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S03b-05-HLOR-01 The Traffic alerts for pilots for airport operations shall
Increase airport safety
 by
o detecting potential and actual risk of collision with other traffic P3b-TLOR-01
during taxiway and runway operations
o providing the Flight Crew with the appropriate alert
 while insuring a compatibility between all traffics (e.g. based on worldwide
shared standards)
Identified, addressed OI Steps
AUO-0605, AUO-0615

Predecessor
High Level Requirements applicable to PJ.03b-06 operational
requirements
S03b-06-HLOR-01 The Safety support tools for avoiding runway excursions
shall:
o Increase airport safety
o reduce the risk of runway excursions
 by using data from ground-based and airborne sources to:
o provide a Runway Overrun Awareness and Avoidance System P02-TLOR-01
(ROAAS) for business aircraft
o provide an objective evaluation of the runway condition
P3b-TLOR-01
o improve the collaborative use of the runway capacities through a
shared view of the current situation
 while
o share this information among the main airport stakeholders
o satisfying the new regulatory requirements in the ICAO Annex 15
Identified, addressed OI Steps
AO-0107, AO-0216, AUO-0616, AUO-0606

4.6 Operational Requirements PJ 04

4.6.1 Top Level Requirements PJ 04
Applicable
Top Level Requirements applicable to PJ 04 Total Airport Management Solutions
Requirements
P04-TLOR-01 The evolutions towards a performance-based airport
management shall be achieved, through:

 Full integration of AOP/NOP inter-related functions.

S04-01-HLOR-01
 Full integration of landside/airside performance monitoring
and management.
S04-02-HLOR-01
 Refining the turnaround monitoring with the APOC in
coordination with Airspace Users.
 Integrating all aspects from De-Icing operations into the
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AOP to allow refinement of airport planning.

 Development of the Total Airport Demand and Capacity
processes and tools built upon the work achieved in SESAR
1.
 Consolidation of the KPIs monitored and managed through
the APOC, focusing on leading indicators of future
performance.
 Develop an airport learning environment (Airport Business
Intelligence).

While:

 Integrating environmental impacts into the planning and

execution timeframes of the AOP.
 Improving the impact assessment tools available to the
APOC in coordination with the Airspace Users.
 Further development of the collaborative recovery
procedures and support tools in coordination with all
relevant stakeholders (Network Manager, Airport
Operators, ANSPs, Airspace Users).
 Fully integrating execution tools (AMAN, DMAN, A-
SMGCS…) and resource allocation planning tools
(Stand/gate Allocation Planner) into the Airport Demand
and Capacity processes.
 Refining the “What if” decision suite to support decision
making between airport stakeholders.
 Facilitating the pro-active management of predicted
performance deteriorations.
 Addressing Post-Operations Analysis processes, support
tools and reporting capabilities, using post operations data
 Using a combination of relevant MET data (satellite, radar,
models) and advancing forecasting methodologies
developed in SESAR 1.
Perimeter - Operational Scope
 All Airports
 Network Operations
 Recovery Transitional Periods
Environmental contexts
 All Weather
 GA and Rotorcraft
 Civil RPAS
 All traffic mixes plus a significant number of rotorcraft
operations

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4.6.2 High Level Requirements PJ04

Predecessor
High Level Requirements applicable to PJ.04-01 operational
requirements
S04-01-HLOR-01 The Enhanced Collaborative Airport Performance Planning
and Monitoring shall:
o increase operational resilience
o increase departure time predictability
o increase operational resilience of the pre-departure sequence
 by
o extending airport performance process monitoring to the airport
landside processes
o developing an airport dashboard to support pro-active management
of ATM related disruptions P04-TLOR-01
o Providing tools to support post-operations analysis to support the
recording and timely analysis of specific events
o Provide the ability to quickly find, merge, analyse and replay airport
data with linkage to other stakeholder tools
o refining, in association with Airspace Users, a suitable level of
turnaround process planning and monitoring within the APOC
 while
o complementing the Airport’s legacy systems
o defining a suitable level of Turnaround Process Monitoring within
the APOC
Identified, addressed OI Steps
AO-0801-B, AO-0802-B, AO-0818, AO-0821

Predecessor
High Level Requirements applicable to PJ.04-02 operational
requirements
S04-02-HLOR-01 The Enhanced Collaborative Airport Performance
Management shall:
o enhance collaborative management of airport performance
o increased stakeholder common situational awareness
 by
o sharing relevant information in the AOP with the Network Manager
and other NOP users
o developing collaborative procedures between the airport and P04-TLOR-01
Network Manager
o developing decision support functionalities (what if scenario
capabilities, trend prediction)
o orchestrating tactical execution support tools (arrival, departure and
surface management systems) via the AOP
 while
o insuring security compliancy is in line with required standards for on
line critical systems

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Identified, addressed OI Steps

AO-0813, AO-0819, AO-0820, AO-0822, AO-0823, DCB-0311

4.7 Operational Requirements PJ 05

4.7.1 Top Level Requirements PJ 05
Applicable
Top Level Requirements applicable to PJ.05 Remote Tower for Multiple
Solutions
Airports
Requirements
P05-TLOR-01 The provision of ATS from remote tower for multiple airports
shall take into account the following aspects:

• To support simultaneous operations in different

aerodromes
• To apply SWIM-enabled functions.
• To maintain or even increase operational situation
awareness.
• To address human performance and roles needed for
supporting ATS.


While:

• Maintaining safe working methods as safe as current

service provision.
• Addressing different kind of operational environments
considering the mix of complexity, controller workload and S05-02-HLOR-01
type of traffic. S05-03-HLOR-01
• Maintaining an acceptable network quality of service and
operational resilience.
• Further developing Controller working position (CWP).
• Considering additional automation functionalities.
• Gradually increasing the operating range of the concept.
• Addressing fall back and standardisation needs.
Perimeter - Operational Scope
• Small to medium airports
• Recovery Transitional Periods
Environmental contexts
• Several airports connected to a site with several modules
for remote air traffic service.
• Various types of traffic mix, including RPAS, GA, BA and
Rotorcraft.
 Adverse Weather

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4.7.2 High Level Requirements PJ05

Predecessor
High Level Requirements applicable to PJ.05-02 operational
requirements
S05-02-HLOR-01 Remotely Provided Air Traffic Service for Multiple Aerodromes
shall increase RTM cost efficiency :
 by incorporating into the RTM:
o features for automation and support for operators in an
environment with several connected aerodromes
o representations of MET information for multiple airports and
airports with more than one runway
o enhanced PTZ functionality for a CWP suitable for several P05-TLOR-01
aerodromes
o enhanced VCS
o overlays to cope with several aerodromes at the same time
o ATCO planning tools in the Multiple RTM (MRTM)
 while
o addressing cyber security
o addressing SWIM related service models
o handling planning issues such as the daily operative work
Identified, addressed OI Steps
SDM-0207

Predecessor
High Level Requirements applicable to PJ.05-03 operational
requirements
S05-03-HLOR-01 The Remotely Provided Air Traffic Services from a Remote
Tower Centre with flexible allocation of aerodromes to Remote Tower Modules
shall:
o optimize the balance between traffic demand and the number of
ATCOs/AFISOs required
o increase cost-efficiency
 by
o flexible allocation of airports to the different RTMs within the RTC
o supporting the RTC supervisor with appropriate functionalities P05-TLOR-01
o supporting the ATCO/AFISO with appropriate functionalities
o integrating MET information in the RTM
o supporting RTC supervisor planning tasks with appropriate tools
o connexion with ATCO planning tools
o while :
o finding the balance between providing all information required at a
certain moment while avoiding clutter of information
o applying handover procedures for a flexible transfer of aerodromes
between MRTMs

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Identified, addressed OI Steps

SDM-0210

4.8 Operational Requirements PJ 06

4.8.1 Top Level Requirements PJ 06
Applicable
Top Level Requirements applicable to PJ 06 Trajectory Based Free Route Solutions
Requirements
P06-TLOR-01 Free Route concept shall enable Airspace Users to plan and fly S06-01-HLOR-01
trajectories without reference to a fixed route network or
S06-01-HLOR-02
published directs within high complexity environments in
order to provide them with significant opportunities to S06-01-HLOR-03
optimise their associated flights in line with their individual S06-02-HLOR-01
operator business needs or mission requirements while
ensuring: S06-02-HLOR-02
S06-02-HLOR-03
 Efficient FOC/WOC operations to define and maintain
trajectories in planning and execution phases of the S06-02-HLOR-04
flight S06-02-HLOR-05
 ATC workload and complexity to remain at acceptable
levels
 Optimized use of maintained capacity and high S07-01-HLOR-01
performing service thanks to DCB operations both at
local, sub-regional and regional levels S07-01-HLOR-02
 Airspace Management and civil/military flexible Use S07-02-HLOR-01
of Airspace
S07-02-HLOR-02
 To respect the associated Safety and Human
Performance Objectives S07-03-HLOR-01
Perimeter – Operational scope S07-03-HLOR-02
 Mixed Mode Traffic
 RPAS
 General Aviation and rotorcraft S08-01-HLOR-01
 Scheduled Air Transport S08-02-HLOR-01
 Compatibility with Flight Centric operations S09-01-HLOR-01
 Interaction with TMA
 Transition aspects with conventional ATS Route S09-02-HLOR-01
network S09-03-HLOR-01
Environmental contexts S10-02a-HLOR-01
 En Route
S10-02b-HLOR-01
 Low to High Density/Complexity Airspace

4.8.2 High level Requirements PJ 06

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Predecessor
High level Requirements applicable to PJ 06-01 operational
requirements
S06-01-HLOR-01
Free Route operations shall allow Airspace Users to significantly optimise flight
trajectories over a large-scale area of interest (e.g. multiple FIR AORs or FABs),
within high & very high-complexity environments, according to user defined P06-TLOR-01
segments (without reference to a fixed route network or published directs), P07-TLOR 01
thanks to:
 Automated support for flight planning and iterative refinement of the Shared P07-TLOR 04
Business Trajectory in coordination with Network during the planning phase
 Automated support and procedures for efficient Airspace Users contribution
to CDM when operationally relevant
Identified, addressed OI Steps
AOM-0505, AUO-0205-B
S06-01-HLOR-02
Free Route operations shall allow ATC services to be performed across
boundaries, with maintained or increased capacity compared to current
operations, even without reference to published directs or fixed route network,
while ensuring:
 smooth entry and exit to/from Free Route Airspace and adapted procedures
for transition to/from conventional ATS route Network, in both vertical and P06-TLOR-01
horizontal plans,
 complexity resolution, traffic synchronisation and separation provision in
execution phase thanks to revision process using non published waypoints
defined in lat/long or bearing/range if needed,
 full situation awareness and manageable workload for ATC thanks to advanced
Controller toolset for coordination and management of trajectories
interactions.
Identified, addressed OI Steps
AOM-0505, AUO-0205-B, CM-0210, CM-0407
S06-01-HLOR-03
Free Route operations shall provide both civil and military Airspace Users with
significant opportunities to fly closer to their optimum trajectories while
maintaining high level of performance at local, sub-regional and local Network
levels thanks to advanced DCB in planning and execution phases,
P06-TLOR-01
encompassing:
 Dynamic Airspace configurations
 Complexity management in the frame of INAP function
 NOP capabilities
Identified, addressed OI Steps
AOM-0505, CM-0102-B, CM-0104-B

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Predecessor
High level Requirements applicable to PJ 06-02 operational
requirements
S06-02-HL-01
Free Route operations shall allow Airspace Users, including General Aviation,
Rotorcraft and RPAS, to significantly optimize flight trajectories over a large-
scale area of interest (e.g. multiple FIR AORs or FABs), within high & very high-
complexity environments, according to user defined segments (without
reference to a fixed route network or published directs), thanks to: P06-TLOR-01
 Automated Support for flight planning and iterative refinement of the
Shared Business/Mission Trajectory in coordination with Network
during the planning phase,
 Automated support and procedures for efficient Airspace Users
contribution to CDM when operationally relevant
Identified, addressed OI Steps
AUO-0205-B, AOM-0505
S06-02-HL-02
Free Route operations shall allow ATC services to be performed across
boundaries, with maintained or increased capacity compared to current
operations, even without reference to published directs or fixed route network,
while ensuring;
 smooth entry and exit in/from Free Route Airspace and adapted
procedures for transition to/from conventional ATS route Network, in
P06-TLOR-01
both vertical and horizontal plans,
 complexity resolution, traffic synchronisation and separation provision
in execution phase thanks to revision process using non published
waypoints defined in lat/long or bearing/range if needed,
 full situation awareness and manageable workload for ATC thanks to
advanced Controller toolset for coordination and management of
trajectories interactions.
Identified, addressed OI Steps
AOM-0505, AUO-0205-B, CM-0210, CM-0407
S06-02-HL-03
Free Route operations shall provide both civil and military Airspace Users with
significant opportunities to fly closer to their optimum trajectories while
maintaining high level of performance at local, sub-regional and local Network
levels thanks to advanced DCB in planning and execution phases,
P06-TLOR-01
encompassing:
 Dynamic Airspace configurations
 Complexity management in the frame of INAP function
 NOP capabilities

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Identified, addressed OI Steps63

, CM-0102-B, CM-0104-B, AOM-0505
S06-02-HL-04
Advanced airspace management across boundaries shall facilitate seamless
implementation of Free Route Airspace. Ground partners shall receive real time P06-TLOR-01
airspace status update (ARES) information in FRA through SWIM when
required.
Identified, addressed OI Steps
AOM-0505, IS-0901-B (TBC)
S06-02-HLOR-05
Free Route operations shall ensure a seamless transition from/to ETMA/TMA
with FRA. A flexible structure must provide the optimal and efficient link
between FRA airspace (in which CCO may be continued and CDO may be P06-TLOR-01
initiated) and SID/ STAR to be used in ETMA/TMA. The overall structure must
be manageable by ground and airborne systems so that pilots and ATCOs
understand the shared operational context.

Identified, addressed OI Steps

AOM-0505

63
Also cf PJ 08 TLOR

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4.9 Operational Requirements PJ 07

4.9.1 Top Requirements PJ 07
Applicable
Top Level Requirements applicable to PJ.07 Optimised Airspace User
Solutions
Operations
Requirements
P07-TLOR-01 Optimised Airspace User Operations shall
 Increase the Airspace Users operations and flight cost
efficiency
 Increase the Airspace Users flexibility to plan and re-plan a
flight;
 Contribute to an optimised demand and capacity
management;
 Enable Airspace Users to optimise their flights throughout
the whole life cycle of the flight
by defining and implementing Trajectory Management
processes on AU side that feed into ATM DCB processes that :
 Integrate the trajectories calculated/ planned by the
Airspace User throughout the whole lifecycle of the flight;
 Integrate the Airspace User defined flight priorities and
preferences throughout the whole lifecycle of the flight;
 Allow the civil Airspace User to swap slots between eligible
S07-01-HLOR-01
flights,
S07-01-HLOR-02
 Allow the Airspace User to revise the RBT/RMT
S07-02-HLOR-01
While: S07-02-HLOR-02
 Support an integrated briefing throughout all flight phases; S07-04-HLOR-01
 Supporting prioritisation and re-prioritisation throughout S07-04-HLOR-01
all flight phases;
 Supporting fleet delay assignment and flight protection;
 Supporting AU driven RBT revisions throughout the whole
flight execution
 Integrating civil and military Airspace Users into the
Trajectory Management, DCB and UDPP when required.
Perimeter - Operational scope
 Manned and unmanned commercial civil Airspace Users
(scheduled) operations
 Manned and unmanned commercial civil Airspace Users
(non-scheduled) operations
 Fixed-route and Free Route airspace
 Manned and unmanned general aviation operations

Environmental contexts
 All ATM environments

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P07-TLOR-02 Optimised Airspace User Operations shall:

 Increase the effectiveness of mission trajectories
effectiveness and flight efficiency ;
 Increase the military Airspace Users’ mission flight
efficiency and safety
 Facilitate optimisation of ATM network operations
by defining and implementing ATM solutions that :
 integrates the mission trajectory into the ATM network
operating environment throughout the whole ATM
lifecycle integrates SMTs into CDM on the Target Time
negotiation when required enable a Pan-European mission
and training planning and enables planning and executing
of military training at Pan-European scale
facilitates capacity optimisation :
S07-02-HLOR-01
 Providing enhanced data consistency through the use of a S07-02-HLOR-02
harmonised improved OAT FPL format and content for S07-03-HLOR-01
military IFR operations
S07-03-HLOR-02
 Increasing predictability and awareness on state AU
demand
 Supporting the integration of military operational
requirements related to meteorological conditions;
 Supporting the integration of military preferences and
mission trajectories for DCB processes;
 Developing a Pan-European OAT-IFR Transit Service
(OATTS);
 Allowing military Airspace Users to protect RMTs.
Perimeter – Operational scope
 Manned and unmanned military Airspace Users operations

Environmental contexts
 All ATM environments

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4.9.2 High Level Requirements PJ07

Predecessor
High Level Requirements applicable to PJ.07-01 operational
requirements
S07-01-HLOR-01
Trajectory definition processes shall allow civil Airspace User to plan optimised
trajectories that best consider their own operational requirements while
fulfilling the requirements of the other ATM stakeholders expressed with ATM
constraints through
 involvement of the civil Airspace User throughout all appropriate ATM
planning activities;
 implementing a CDM process assessing what-if scenarios that allows civil P06-TLOR-01
Airspace Users to join the DCB optimization process;
P07-TLOR-01
 Allowing civil Airspace Users to re-plan their flight trajectories whenever seen
necessary or required by any ATM constraint;
 Integration of the 4D trajectories provided by the civil AUs in the SBTs;
 Allowing civil Airspace User the trigger the RBT when the trajectory is mature
enough to safely and efficiently operate the flight; and
 Provision detailed constraint information to civil AUs that is adequate to
understand the reason behind the constraint and plan an alternative
trajectory, which can be provided as adjusted/updated SBT.
Identified, addressed OI Steps
AUO-0207, AUO-0208, IS-0207
S07-01-HLOR-02
Trajectory definition processes shall be as efficient and effective as possible to
reach:
 An optimum trade-off between planning effort and flight operations benefit; P06-TLOR-01
especially in the long-term and early medium-term planning phases;
P07-TLOR-01
 High degree of process automation on AU side to reduce human workload and
systems scale as much as possible; and
 High degree of flight-cost efficiency during the conduct of the flight by
allowing the planning of optimised trajectories.
Identified, addressed OI Steps
AUO-0207, AUO-0208, IS-0207

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Predecessor
High Level Requirements applicable to PJ.07-02 operational
requirements
S07-02-HLOR-01
All types of civil Airspace User shall be able to participate to DCB processes
throughout the whole lifecycle of a flight by influencing the allocation of ATM
constraint (to a flight) by P06-TLOR-01
 Protecting individual flights for capacity constraint situations; P07-TLOR-01
 Flexibly assign fleet delays for capacity constraint situations;
 Flexibly re-prioritise flights in case of changing boundary conditions and P07-TLOR-02
changing capacity constraint situations; and
 Allowing proposing a flight priority order to NM in case of deteriorated
operations.
Identified, addressed OI Steps
AUO-0109, AUO-0110, AUO-0106, AUO-0107
S07-02-HLOR-02
UDPP processes shall be as efficient and effective as possible to reach:
P06-TLOR-01
 An optimum trade-off between planning effort and flight operations benefit;
 High degree of process automation on AU side to reduce human workload & P07-TLOR-01
intervention and systems scale as much as possible; and P07-TLOR-02
 High degree of flight-cost efficiency during the flight conduction by allowing
the planning of optimised trajectories.
Identified, addressed OI Steps
AUO-0104, AUO-0105, AUO-0106, AUO-0107

Predecessor
High Level Requirements applicable to PJ.07-03 operational
requirements
S07-03-HLOR-01
Trajectory management shall allow the planning and executing of the most
efficient (from military AU perspective) military missions by
P06-TLOR-01
 Involving military and civil Airspace Users into the DCB processes through SMT
Target Time negotiation when deemed necessary; P07-TLOR-02
 Involving WOC in refinement and iterative update of MT via CDM with due
regard to AUs priorities Exploiting the capability of a Pan-European OAT-IFR
Transit Service for cross-border operations”
Identified, addressed OI Steps
AUO-0210, AUO-0211, AUO-0212, AUO-0213, AUO-0214, AUO-0303

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Predecessor
High Level Requirements applicable to PJ.07-03 operational
requirements
S07-03-HLOR-02
Trajectory definition processes shall be as efficient and effective as possible to
reach:
 An optimum trade-off between planning effort and subsequent flight P06-TLOR-01
operations benefit in execution;
P07-TLOR-02
 High degree of process automation on state AU side to reduce human
workload and systems scale as much as possible; and
 High degree of flight efficiency during the flight operations by allowing the
optimization of trajectories
Identified, addressed OI Steps
AUO-0210, AUO-0211, AUO-0212, AUO-0213, AUO-0214, AUO-0303

Predecessor
High Level Requirements applicable to PJ.07-04 operational
requirements
S07-04-HLOR-01
Trajectory definition processes shall allow civil Airspace User to plan optimised
trajectories that best consider their own operational requirements while
fulfilling the requirements of the other ATM stakeholders expressed with ATM
constraints through
 Involvement of the civil airspace in every the RBT revision process;
 Implementing a CDM process assessing what-if scenarios that allows civil
Airspace Users to join the DCB optimisation process;
 Allowing civil airspace to trigger an RBT revision whenever seen necessary or
P07-TLOR-01
required by any ATM constraint;
 Providing detailed constraint information to civil AUs that is adequate to
understand the reason behind the constraint and plan an alternative
trajectory which can be provided as new trajectory; and
 Making all information required to revise the RBT available to all
organizational entities and associated actors (e.g. Flight Crew, flight
dispatcher, operations control officer) that have been assigned by the
Airspace User to participate into the RBT revision of a flight.
Identified, addressed OI Steps
AUO-0206, AUO-0209

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Predecessor
High Level Requirements applicable to PJ.07-04 operational
requirements
S07-04-HLOR-02
Trajectory definition processes shall be as efficient and effective as possible to
reach:
 An optimum trade-off between planning effort and flight operations benefit;
especially in the long-term and early medium-term planning phases;
 High degree of process automation on AU side to reduce human workload and
systems scale as much as possible; P07-TLOR-01
 High degree of flight-cost efficiency during the flight conduction by allowing
the planning of optimised trajectories;
 An optimum work share between Flight Crew and FOC staff (e.g. operations
control, flight planning, flight monitoring) as defined by the civil Airspace User
organization itself; and
 Reduction of required RBT revision by involving all impacted stakeholders
whenever an RBT revision is required.
Identified, addressed OI Steps
AUO-0206, AUO-0209

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4.10 Operational Requirements PJ 08

4.10.1Top Requirements PJ 08
Applicable
Top Level Requirements applicable to PJ.08 Advanced Airspace Management Solution
Requirements
P08-TLOR-01 Dynamic Configuration of Airspace shall enhance support to
sector design and configurations allowing airspace to be
managed as a continuum (i.e. coordinated single sky) in order
to make optimum use of available airspace resource, staffing
versus Airspace Users demand through:
 Optimisation of sector design, configurations and opening
schemes by using integrated predicted workload function
and confidence index;
 Definition of new airspace design principles (such as
Dynamic Mobile Areas (DMAs)64), satisfying users’ need
whilst minimising impacts on the network;
 Full integration into DCB process.
While:

 Recognizing national prerogative on airspace allocation

 Supporting civil and military preferred trajectories;
S08-01-HLOR-01
 Developing flexible airspace design for Long Term planning
predicting needed resources to meet the demand; S08-01-HLOR-02
 Initiating Dynamic Airspace Configuration (DAC) based on S08-02-HLOR-01
traffic flow complexity and historical data;
 Defining airspace structure and interfaces of DMAs;
 Contributing to the refinement of coordination and
interfaces with other processes (e.g. DCB, flight planning);
 Ensuring adequate coverage of GA, Rotorcraft and civil
RPAS operations.
Perimeter - Operational scope
 Mixed Equipage Traffic
 Fixed route and Free Route airspaces
Environmental contexts
 Scheduled Air Transport
 Low to High Density/complexity Airspace
 En Route
 TMA

64
Dynamic Mobile Area (DMA) are defined and detailed in § 1.9.

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4.10.2High Level Requirements PJ 08

Predecessor
High Level Requirements applicable to PJ.08-01 operational
requirements
S08-01-HLOR-01
Dynamic configuration of Airspace shall allow optimum use of available
airspace and staffing on a performance based approach by:
 Utilising fully integrated collaborative decision making at local/sub-
regional/regional levels for airspace management and airspace reservation;
 Employing sector design and configurations unconstrained by predetermined
boundaries to allow a seamless and coordinated approach for airspace P06-TLOR-01
configurations from planning to execution phases; P08-TLOR-01
 Utilising increased flexibility from “modular sectorisation adapted to traffic
flows” concept in defining sectors/airspace building blocks, including cross-
border;
 Assessing and conciliating local level airspace configurations to build optimal
configuration at network level;
 Using ARES/VPA sharing concepts extended at European level (including Cross
Border Operations/Cross Border Areas).
Identified, addressed OI Steps
AOM-0206-B, AOM-0208-B, AOM-0805, AOM-0809
S08-01-HLOR-02
Dynamic configuration of Airspace shall support rapid/automated assessement
of dynamic sectorisation and constraint management allowing
management/optimisation of workload and complexity at local level in order P08-TLOR-01
to:
P09-TLOR-02
 Manage the airspace as a continuum to meet users’ expectations;
 Fully integrate ASM/DCB/ATS layered processes, optimising airspace
configuration based on workload and complexity;
 Make best use of available airspace and staffing at any given time.
Identified, addressed OI Steps
CM-0102-B

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Predecessor
High Level Requirements applicable to PJ.08-02 operational
requirements
S08-02-HLOR-01
Dynamic configuration of Airspace shall allow enhanced use of available
P06-TLOR-01
airspace by:
 Using of Dynamic Mobile Areas of type 3; P08-TLOR-01
 Using Hazard zone in order to mitigate the hazardous impact of for instance
the meteorological phenomena on ATM network operations.
Identified, addressed OI Steps
AOM-0208-C, AOM-0209

4.11 Operational Requirements PJ 09

4.11.1 Top Requirements PJ 09
Applicable
Top Level Requirements applicable to PJ.09 Advanced Demand and Capacity
Solutions
Balancing
Requirements
P09-TLOR-01 Advanced Demand and Capacity balancing shall expand the
dynamic integration of operational data for improving tailored
real time performance assessment and allow continuous
monitoring of Network Performance through:
 Provision of probabilistic traffic demand;
 Sharing of common awareness on capacity constraints;
 Agreement of performance criteria.
While: S09-01-HLOR-01
 Developing confidences indexes allowing evaluation of
accuracy of the trajectory data; S09-03-HLOR-01
 Defining metrics and algorithms for predicting, detecting or S09-03-HLOR-02
assessing traffic complexity;
 Integrating the NOP in ATM stakeholders’ planning
processes and working method;
 Providing prognosis of network performance for assessing
impact of intentions and/or actions versus agreed overall
optimum;
 Developing advanced planning tools;
 Supporting enhanced CDM process by providing What-if
capabilities.

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Perimeter – Operational scope

 Mixed Mode Traffic
 En Route
 Low to High Density/Complexity Airspace
 TMA
 Extended TMA
 Free Route Airspace
Environmental contexts
 Scheduled Aviation
P09-TLOR-02 Advanced Demand and Capacity balancing shall ensure from
planning up to execution at local, sub-regional and regional
levels seamless and fully collaborative Flow & Capacity
Management operations through:
 Integration of Airspace Users (including UDPP), Airport
(including A-CDM), ATC and Network planning processes in
a holistic network planning management;
 Integration of DAC and DCB;
 Supervision of the network. S01-01-HLOR-01
While:
S08-01-HLOR-02
 Developing collaborative constraint management processes
(reconciliation mechanisms of multiple constraints); S09-01-HLOR-01
 Enhancing complexity assessment and resolution
S09-02-HLOR-01
techniques;
 Improving DCB interfaces with stakeholders; S09-03-HLOR-01
 Enhancing INAP capabilities.
S09-03-HLOR-02
Perimeter – Operational scope
 Mixed Mode Traffic
 Low to High Density/Complexity Airspace
 TMA
 Extended TMA
 Free Route Airspace
Environmental contexts
 Scheduled Aviation

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4.11.2 High Level Requirements PJ 09

Predecessor
High Level Requirements applicable to PJ.09-01 operational
requirements
S09-01-HLOR-01
The Network prediction and performance processes within a continuum from
planning through to execution, shall provide increased efficiency by:
 Assessment of performance of network operations performed at local/sub-
regional/regional levels are continuously monitored through network
performance KPA/KPI, with stakeholders able to evaluate the impact of their
intentions and decisions on capacity and Quality of Service performance; P06-TLOR-01
 Automated tool supporting the INAP actors in a multi-sector/unit environment
P09-TLOR-01
to manage traffic complexity in order to alleviate traffic complexity, density
and traffic flow problems by planning individual trajectories using advanced P09-TLOR-02
planning tools;
 Incorporation of enhanced meteorological data;
 Exploitation of the shared iterative SB/MT development providing continuous
traffic demand forecast from long term planning to execution phases in order
to allow enhanced business trajectory forecast methodology (probabilistic
demand) to provide a standardised confidence indicator and define common
operational usage of 4D trajectory forecast.
Identified, addressed OI Steps
CM-0103-B, DCB-0211, DCB-0212

Predecessor
High Level Requirements applicable to PJ.09-02 operational
requirements
S09-02-HLOR-01
Integrated local DCB processes shall provide to all actors in the INAP
environment access to all flow, trajectory and capacity options by:

 Automated tool supporting the local DCB and Extended ATC Planning actors in
traffic complexity/ATC workload assessment at the planning and execution
phases in order to increase capacity by providing timely and accurate
prediction on upcoming congestions and providing appropriate input to tools P06-TLOR-01
handling hotspot/complexity resolution. P09-TLOR-02
 Seamless integration of airspace management functions and dynamic airspace
configurations;
 Support of the identification, assessment (including the use of ‘what if’
modelling) resolution of local complexity in a dynamic airspace management
environment;
 Collaborative flight planning and constraints management;
 Improvement of situational awareness.
Identified, addressed OI Steps
CM-0104-B, CM-0302, DCB-0210, DCB-0213
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Predecessor
High Level Requirements applicable to PJ.09-03 operational
requirements
S09-03-HLOR-01
The Collaborative NOP shall provide, in a continuum from planning up to
execution, network stability, increased capacity and increased efficiency by: P06-TLOR-01
 Conciliating multiple constraint resolution strategies from all the stakeholders P09-TLOR-01
in order to identify the best measure given nature, scope and time horizon;
P09-TLOR-02
 Monitoring Network performance;
 Drawing latest information shared via SWIM;
 Providing stakeholders with access to enhanced “What-if” functionalities.
Identified, addressed OI Steps
DCB-0103-B, DCB-0214, DCB-0215
S09-03-HLOR-02
Collaborative inter-airport decision-making, as a result of multi-airport P09-TLOR-01
interaction, shall deliver a more stable AOP for all airports, and hence a more
P09-TLOR-02
stable network operation by specific monitoring/management of connected
APOCs, at airports with a significant proportion of inter-dependent traffic.
Identified, addressed OI Steps
AUO-0108

4.12 Operational Requirements PJ 10

4.12.1Top Requirements PJ 10
Applicable
Top Level Requirements applicable to PJ.10 Separation Management En
Solutions
Route and TMA
Requirements
P10-TLOR-01 Enhanced Separation Management in En Route and TMA shall
manage separation in a safe, orderly and expeditious way
through sensible combinations of :
S10-01a-HLOR-01
S10-01b-HLOR-01
 Improved performance of enhanced ATC
assistance tools; S10-01c-HLOR-01
 New functionalities for detection, resolution and
S10-02a-HLOR-01
coordination tasks;
 Shared information provision between all S10-02b-HLOR-01
concerned stakeholders; S10-04-HLOR-01
 New separation tools for ATC assistance and
Automated support; S10-05-HLOR-01
 More efficient sector team organizations and S10-06-HLOR-01
responsibilities;
 Flight-centred ATC in En Route environment;
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 Delegation of separation responsibility to the

airborne domain in specific operational
situations/environment.

while:
 respecting the associated Safety and performance
objectives of capacity, productivity, cost efficiency;
 Achieving more efficient flight profiles;
 Minimising ATFCM constraints.
Perimeter - Operational scope
 Outbound from single or multiple airports ; from single or
multiple sectors (TMA, ACC) ; from individual runway(s)
 Delivery to single or multiple sectors (TMA, ACC) ; to single
or multiple airports ; to individual runway(s)
 Mixed Mode Traffic
 Scheduled Air Transport
 Free Route Airspace
 General Aviation and rotorcraft
 RPAS
Environmental contexts
 Low to High Density/Complexity Airspace
 TMA
 Extended TMA
 En Route

4.12.2High level Requirements PJ 10

Predecessor
High level Requirements applicable to PJ 10-01a operational
requirements
S10-01a-HLOR-01
The High Productivity Controller Team Organisation, based on one Planner
Controller (Multi-Sector Planner) to several Executive Controllers, or on Single
Person Operations, shall provide efficient and safe distribution of responsibility P10-TLOR-01
for traffic and separation management across the team, in order to provide
efficient flight profiles through the airspace sectors under control and ensure
an efficient distribution of tactical workload between the Executive Controllers.
Identified, addressed OI Steps
CM-0303, CM-0304

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Predecessor
High level Requirements applicable to PJ 10-01b operational
requirements
S10-01b-HLOR-01
Flight Centric ATC in medium and high complexity environments shall improve
in flexibility and cost effectiveness by assigning ATCOs the responsibility for a
specific number of aircraft throughout their flight segment within a given
airspace in order to dissolve sector boundaries and to have one controller in
charge of a single flight to guide it through a large airspace.
 Need to ensure the transition with sector-based ATC (in the vertical or
horizontal plane)
P10-TLOR-01
 Check compatibility with DCB processes (Flow management and INAP…)
 Support for Coordination between ATCOs
 Support for unambiguous and synchronised sharing of :
o Conflict detection status
o assignment of responsibilities for conflict solving
o validation of the resolution including with respect to 3rd party aircraft
 Compatibility with safety nets and adapted procedures in case of multiple/
complex conflicts configuration)
Identified, addressed OI Steps
CM-0200-B, CM-0200-C

Predecessor
High level Requirements applicable to PJ 10-01c operational
requirements
S10-01c-HLOR-01
Collaborative Control, based on new responsibilities adapted to sector team
organisations, shall remove the systematic need for coordination between
different ATS units in En Route and TMA in order to: P10-TLOR-01
 reduce ATC workload,
 remove strategic constraints at AoR boundaries (leading to optimized
trajectories and improving the performance of conflict detection and
resolution tools),
Identified, addressed OI Steps
CM-0305, CM-0306

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Predecessor
High level Requirements applicable to PJ 10-02a operational
requirements
S10-02a-HLOR-01
Improved conflict detection and resolution tools with more accurate trajectory
prediction and aircraft derived data shall enhance the performance in the
provision of separation by : P06-TLOR-01
 supporting ATC decision making during execution of the flight P10-TLOR-01
 providing ATCOs with increased opportunity to optimise the execution
of trajectories (thanks to longer look-ahead time, integration of both
flow management and Trajectory Management options, including
across ATSUs/ borders).
Identified, addressed OI Steps
CM-0209, CM-0210 CM-0605, CM-0206, CM-0208-A, CM-0606

Predecessor
High level Requirements applicable to PJ 10-02b operational
requirements
S10-02b-HLOR-01
Advanced Separation Provision shall increase the quality of services of
separation management by introducing automation mechanisms in order to
reduce the ATCO workload, reduce separation buffers and facilitate new
controller team organisation by P06-TLOR-01
 Improved ground trajectory prediction; P10-TLOR-01

 Resolution support providing effects on flight efficiency to allow prioritisation;
 Improved conformance monitoring taking into account the calculated ground
system trajectories.
Identified, addressed OI Steps
CM-0207-B, 0407, CM-0607, CM-0208-B, CM-0408, CM-0608

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Predecessor
High level Requirements applicable to PJ 10-04 operational
requirements
S10-04-HLOR-01
Delegation of Separation to Flight Deck in oceanic airspace shall improve flight
efficiency, ATC flexibility and airspace capacity in oceanic routes by providing
reduced separation minima through the implementation of procedures of In- P10-TLOR-01
Trail Follow (climbs and descents with reduced longitudinal separation minima)
and In-Trail Merge (horizontal merging with reduced procedural separation
minima).
Identified, addressed OI Steps
CM-0701

Predecessor
High level Requirements applicable to PJ 10-05 operational
requirements
S10-05-HLOR-01
RPAS capable to fly IFR rules and capable of flying SIDs and STARs as designed
for manned operations shall be able to use technical capabilities or procedural
means to be safely integrated in ATM including compliance with ATC
instructions in order to be integrated in non-segregated airspace by:
 understanding and determining whether RPAS fit into the current manned
aircraft classification criteria, or whether there is a need to establish a specific
RPAS operation classification;
 addressing flight preparation, requiring information management for flight
planning, where all intended flight-trajectories are planned in a manner
compatible with the ATM Network;
 assessing the impact of the behaviour of RPAS with regards to other aircraft,
P10-TLOR-01
due to the potential latency and a different flight awareness of the crew, and
its possible influence on separation provision;
 understanding of RPAS-specific trajectories that are not easy to describe in
the existing B/MT format
 understanding the sensitivity of RPAS to severe weather conditions and their
ability to anticipate them;
 addressing ATC that will need awareness of RPAS activities in their area of
responsibility, as well as the other Airspace Users;
 addressing whether RPAS is able to fly IFR in managed IFR airspace where VFR
flight is permitted
 analysing the effects of loss-of-C2 link procedures, which will be developed
for RPAS contingencies conditions.
Identified, addressed OI Steps
RPAS-0001

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Predecessor
High level Requirements applicable to PJ 10-06 operational
requirements
S10-06-HL-01
Generic (non-geographical) Controller Validations shall identify the needs that
enable a more flexible ATCO regime, allowing a Controller to operate in any
airspace classified as a particular type. These types shall define the additional P10-TLOR-01
aids (information, support in emergencies, fallback modes of operation, etc.)
that are needed in addition to the pure sector and separation management
ones, allowing a safe operation with more flexibility of Controller deployment.
Identified, addressed OI Steps
SDM-0203

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4.13 Operational Requirements PJ 11

4.13.1Top Requirements PJ 11
Applicable
Top Level Requirements applicable to PJ.11 Enhanced Air & Ground Safety
Solutions
Nets
Requirements
P11-TLOR-01 Enhanced air and ground based safety nets shall comply with
future operations management, as defined in ICAO ASBU
Block 2, and new separation modes (with lower separation
minima) through:
 the use of enhanced surveillance means (taking
advantage of ADS-B information)
 minimising negative operational interactions
between Ground & Airborne Collision Avoidance
processes (Safety nets) ;
 optimising the rules for triggering Resolution
Advisories;
 Including compatibility with passive sources;

while: S11-G1-HLOR-01
 respecting the associated Safety and Human
Performance Objectives; S11-A1-HLOR-01
 ensuring their continuous role of last ATC safety
layer against the risk of collision (and other S11-A2-HLOR-01
hazards); S11-A3-HLOR-01
 timely identifying hazardous situations for AUs with
disparate levels of equipment; S11-A4-HLOR-01
 avoiding undesired/unnecessary alerts;
 maintaining independent Ground and Airborne
Safety Nets systems;
Perimeter – Operational scope
 Mixed Mode Traffic
 Scheduled Air Transport
 General Aviation and rotorcraft
 Civil RPAS
Environmental contexts
 Low to High Density/Complexity Airspace
 TMA
 Extended TMA
 En Route including Free Route Airspace

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4.13.2 High level Requirements PJ 11

Predecessor
High level Requirements applicable to PJ 11-01 operational
requirements
S11-G1-HLOR-01
Enhanced ground-based safety nets adapted to future operations, as defined in
ICAO ASBU Block 2, shall provide:
 An alerting system, which is robust against information error, or missing
information.
 Improvements on the Ground-based safety net performance, e.g. to detect
that the separation mode has been compromised and to provide/propose P11-TLOR-01
resolution action.
By:
 Using enhanced information sharing ADS-B information
 Keeping ACAS and STCA independent at functional level
 Ensuring compatibility between ACAS and STCA
 Adapting STCA to new separation modes (i.e. lower separation minima)
Identified, addressed OI Steps
CM-0807-B, CM-0806-B, CM-0805, CM-0806-C

Predecessor
High level Requirements applicable to PJ 11-A1 operational
requirements
S11-A1-HLOR-01
Airborne Collision Avoidance for Commercial Air Transport (ACAS Xa) shall be
improved in terms of safety and operational compatibility by:
 Using information from the more accurate surveillance source available; P11-TLOR-01
 Optimising the rules for triggering a Resolution Advisory by applying state-of-
the-art mathematical processes and modelling.
 Without significantly changing the cockpit procedures.
Identified, addressed OI Steps
CM-0808-a

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Predecessor
High level Requirements applicable to PJ 11-A2 operational
requirements
S11-A2-HL-01
Airborne Collision Avoidance for Remotely Piloted Aircraft Systems (ACAS Xu),
capable to fly IFR rules and capable of flying SIDs and STARs as designed for
manned operations, shall be improved in terms of safety and operational
compatibility by: P11-TLOR-01
 Using information from the more accurate surveillance source available (i.e.
ADS-B and other sensors installed on the RPAS);
 Optimising the rules for triggering a Resolution Advisory by applying state-of-
the-art mathematical processes and modelling adapted to the RPAS
capabilities.
Identified, addressed OI Steps
CM-0808-u

Predecessor
High level Requirements applicable to PJ 11-A3 operational
requirements
S11-A3-HL-01
ACAS for Commercial Air Transport specific operations (ACAS Xo) shall be
improved in terms of safety and operational compatibility by:
 Using information from the more accurate surveillance source available;
 Optimising the rules for triggering a Resolution Advisory by applying state-of- P11-TLOR-01
the-art mathematical processes and modelling.
While avoiding unnecessary triggering of Resolution Advisories in new
separation modes (i.e. ASAS), in particular if lower separation minima are
considered.
Identified, addressed OI Steps
CM-0808

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Predecessor
High level Requirements applicable to PJ 11-A4 operational
requirements
S11-A4-HL-01
Airborne Collision Avoidance for General Aviation and Rotorcraft (ACAS Xp)
shall be provided by making GA/RC aircraft capable of responsive coordination
(i.e. after receiving an ADS-B squitter that identifies them as an intruder in an P11-TLOR-01
ongoing Resolution Advisory on-board of another aircraft, the GA/RC aircraft
would be aware of the Resolution Advisory direction of the other aircraft, and
would use it to determine its own manoeuvre with GA/RC adapted advisories).
Identified, addressed OI Steps
CM-0808-p

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5 References
1. SESAR Definition Phase, Concept of Operations, DLT-0612-222-02-00, October 2007
2. PJ19 D4.1 Performance Framework (2017), Version 01.01.00, 4 July 2017

3. ICAO, Doc 9931 Continuous Descent Operations (CDO) Manual, 1st edition 2010,
ISBN 978-92-9231-640-2

4. European ATM Master Plan: The roadmap for delivering High Performing Aviation for
Europe. Edition 2015 ISBN 978-92-9216-034-0

5. ICAO Doc 9854, Global Air Traffic Management Operational Concept, 1st edition, 2005,
ISBN 92-9194-554-4

6. Airport CDM Operational Concept Document, Edition 3.0, September 2006, EUROCONTROL –
AP/AOE/CDM/05/04/05-1

7. WORKING DOCUMENT FOR THE Aviation System Block Upgrades (Edition2, Version 3) 28
MARCH 2013

8. ICAO Air Navigation Conference (ANC 12) .

[Link]

9. ICAO Doc 4444, Air Traffic Management. 15th Edition, 2007.

ISBN 978-92-9231-954-0
10. SESAR Integrated Roadmap Version DS15
11. ICAO Doc 9750, Global Air Navigation Plan, 4th edition, 2013.
ISBN 978-92-9249-365-3
12. SESAR Integrated Dictionary,
[Link]
13. European ATM Master Plan Portal [Link]
14. ICAO Doc 9993 Continuous Climb Operations (CCO) Manual, first Edition, 2013.
ISBN 978-92-9249-255-7
15. ICAO Doc 9971, Manual on Collaborative Air Traffic Flow Management, Second Edition, 2014.
ISBN 978-92-9249-418-6
16. EUROCONTROL, Challenges of Growth 2013 Summary Report – 2013
17. B.04.02 D124 SESAR - Concept of Operation Step 1 Final Edition, v02.02.00, July 2015
18. B.04.02 D105 SESAR - Concept Of Operations Step 2 Edition 2014, v01.01.00, December 2014
19. European Commission High-Level Goals, [Link]
sesar/history/background-ses
20. EATMA Portal [Link]

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21. SESAR 1 project 16.6.5 deliverable D26 “SESAR Human Performance Reference Material –
Guidance” – edition 00.01.01

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Appendix A Roles and Responsibilities
A.1 Appendix Information
Purpose and scope of the Appendix
The aim of this appendix is to describe the ATM roles and responsibilities of the ATM system. The
scope of the document encompasses civil and military operations.

Following are the terms roles, responsibilities, and actors described to get a better distinction
between roles and actors.

 A role is an aspect of a person or organisation that enables them to fulfil a particular function
o A role is a collection of responsibilities that an ATM actor can take.
 ATM actor is a person, organisation or technical system authorised/licensed to act within the
ATM System.
 Responsibility is the obligation to conduct assigned tasks to a successful conclusion
o Note: several ATM actors can perform a role. One ATM actor can perform several
roles.

The actual deployment of ATM actors varies throughout Europe and is dependent upon a number of
local factors including: company policy; local procedures; method of operations; and traffic
environment. In some cases, a particular actor may be responsible for: all of a given role; part of the
tasks of a given role; several roles; or part of the tasks of several roles. Likewise, some actors may be
named differently and implemented at different organizational levels.

A.2 Airspace User Operations

This chapter gives a first skeleton of roles and responsibilitie within Airspace Users displaying the
expected changes.

Airspace Users in SESAR are:

 Scheduled Aviation (with different business models and types of operation)

 Business Aviation
 General Aviation
 Rotorcraft
 Military (different operations models)
 RPAS (civil/military)
SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

Roles and responsibilities

The roles and responsibilities from the actors inside those different types of AUs are quite numerous
and specific to the type of AUs. As an example, an airline with FOC is considered65. Some of its new
roles and responsibilities are illustrated for actors mentioned in the Core part of the CONOPS
document (FOC and Flight Crew). Automation may be required to accomplish those new roles.

For Flight Crews, new roles and responsibilities in an airline with a FOC will exist:

 During the planning phase: the Flight Crew receives the planning restrictions from the FOC
and specific instructions for the flight (“fly as filed” or try to adhere to planning TTs, in
function of business model for the specific flight). The Flight Crew also receives his planned
Take Off time, if leaving from an airport inside the horizon from destination AMAN – or as in
planning.
 The Flight Crew is informed when the SBT/SMT becomes RBT/RMT (airline’s decision to go to
“Reference” trajectories)
 The Flight Crew is involved in different CDM processes (just with controlling ATCO or with
several actors)
o Acting on Take Off time to meet Arrival Time restrictions
o Revision process
 The Flight Crew may perform new types of manoeuvres/procedures
o ASPA FIM with CDTI assistance (ASAS)
o fly the speed as filed or try to adhere to TTs restrictions from the planning phase
(depending on airline’s decision)
o Execute CTA for Arrival Management Process following CTA uplink
 The Flight Crew will integrate in his decision process new information resulting from
increased situational awareness on the ground (standard operations and low visibility
operations)
o Airport surface lay-out and traffic/vehicles on surface during taxi-in/-out
o Runway incursion/excursion prevention
o Airport Safety Nets integration
o Runway Occupancy time management
 The Flight Crew will integrate in his decision process new information resulting from
increased situational awareness during the flight (latest available data for Flight Crew)
o Better knowledge of surrounding traffic
o Integration of 4DWx Cube data
o Airspace information (e.g. ARES) and other data for flight optimization and arrival
preparation

65
Note: as some operators will not have a FOC, it might be possible for an operator to develop and provide a RBT without the help of a
FOC

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Flight Operations Centre (FOC)

The Flight Operations Centre (FOC) is an organisational unit of an airline hosting Flight Schedule
Planning, Flight Dispatch, Strategic & A-CDM, thereby managing the operations of the Airline and
implementing the flight programme. The overall responsibility of the FOC is to maintain the integrity
of the scheduled Flight Programme and to take in real time the necessary decisions in order to
manage all the flights within the airline network. The FOC is the point of contact within Airspace User
Operations for all subjects related to CDM. One of the main responsibilities of the FOC is to provide
cost-optimum trajectories. The FOC is responsible for improving airline network performance
(integrity) and optimization of the SBT/SMT 3497 (prior to departure) and RBT/RMT (execution
phase) to ensure the users’ business objectives for a flight are met. It devises solutions for
constraints arising from the NOP. The FOC is also responsible for "arrival and departure priority
proposals” (slot swapping and inbound priority 3500 sequencing) and decisions are taken in the
frame of a CDM process. In general it will in coordination with the Flight Crew make proposals for
flight prioritization as part of the User Preferred Prioritization Process (UDPP).

FOC might be a service provider, for those airlines, e.g. regional airlines, charter airlines, Business
Aviation and 3503 General Aviation that do not have their own FOC. The Wing Operations Centre
(WOC) is the equivalent organisational unit for military operations. Nevertheless, the term is generic
and such unit may be differently named and placed at different levels (Squadron, Air Base, Air
Command....) according the national organisation. Airport Airside Operations

A.3 Airport Operator

The Airport Operator is responsible for safe operations at the airport. This include the physical
conditions of the runways, taxiways, aprons and terminal facilities, security at the airport as well as
creating and maintaining a good relationship with local / national authorities and neighbouring
communities .

It also includes assurance that the scale of equipment and facilities provided are adequate for the
activities which are expected to take place at that Airport, as well as provision of staff that are
competent and where necessary, suitably qualified (licensing of vehicles and companies on airside).

Main Responsibilities

below shows the Airport Operator’s main responsibilities. It is accepted that some of these will be
carried out by individual actors (e.g Airport Duty Officer) on behalf of the Airport Operator, but they
are descibed here as a consolidated list.

 Analysis of airport resources (strategic).

 Long term planning of airport infrastructure (runways, taxiways, apron, gates, terminals,
etc.).
 Planning of gate usage (including special gate usage, e.g. Schengen gates, security areas).
 Management of the airport airside surfaces (snow removal, runway cleaning, lighting system
etc.) in coordination with the Tower Supervisor where appropriate.
 Co-ordination of airport slots with airlines and national slot co-ordinator.
 influence on restrictions of aerodrome resources to demand.

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 Management of airport resources on the day of operation (gates, vehicles, stands, de-icing
facilities etc.).
 Crisis management on the day of operation.
 Dissemination of relevant airport information.
 Information sharing between airport partners (ATS, AOCCs, Network Management, and
aircraft).
 Aerodrome Safeguarding
 Aerodrome Fire and Rescue Service

Airport Operations Centre (APOC)

The Airport Operations Centre (APOC) is the central organisational unit responsible for airport airside
operations. In terms of human actors the role and responsibilities of the APOC may be represented
by an APOC Supervisor among APOC Stakeholder Agents66. The Airport Operations Centre manages
and monitors the AOP, checks alignment between the planned and executed actions and updates
AOP when necessary, involving the proper stakeholders participating in CDM processes to provide
and maintain information (updates) that reflects the actual status of their intentions.

Airport Resources are planned and allocated iteratively and fed into the NOP. The data has also to be
collected into the airport information sharing database, which will be the entry-point for SWIM
applications. Military Air Bases co-located with civil airports have to provide required data to the
APOC. On the day of operation the plan is consolidated through the balanced mapping of
Business/Mission Trajectories demand on the various airport resources, e.g. allocation of aircraft
stands, gates and de-icing facilities on behalf of Airspace User when so requested and check-in areas
for passengers within the terminals. The plan does not concern co-located Military Air Base resources
dedicated to military aircraft.

APOC Supervisor
The APOC supervisor liaises with all APOC participants, acts as a final decision maker in case of issues
for which no consensus has been reached.

A.4 Network Operations

General

The following roles contribute to the ATM Network Management Function. The objectives of the
ATM Network Management Function (NMF) is to enable the optimum use of airspace and ensure
that Airspace Users can operate preferred trajectories while allowing maximum access to airspaces
and air navigation services. The NMF integrates and manages all the tasks related to the ATM
Network, i.e. the dynamic, integrated management of air traffic and airspace including Air Traffic
Services (ATS), Airspace Management (ASM) and Air Traffic Flow and Capacity Management (ATFCM)

66
Still under discussion: Alternative definition for APOC: An operational management structure that permits relevant airport stakeholders
to have a common operational view and to communicate, coordinate and collaboratively decide on the progress of present and near term
airport operations.

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— safely, economically and efficiently — through the provision of facilities and seamless services in
collaboration with all parties and involving airborne and ground-based functions.

For all ATM phases, the NMF is based on Collaborative Decision Making processes; the actors
involved are different ones depending on the phases and the activities carried out, but collaborative
actions and processes will always drive the result.
The Network Management Function is truly performed at all geographical levels (regional, sub-
regional, local) with a level of involvement and responsibilities depending on the activities and on the
ATM phases. The following roles described in this chapter participate to this function.

High Level National / Sub-regional Airspace Policy Body (HLAPB)

High Level Airspace Policy Bodies are established by States for strategic ASM policy, planning and
coordination. Based on States agreement, HLAPB could be established at FAB level with specified
delegated responsibilities. Appropriate civil and military representation is granted in HLAPB.

Responsibilities:

 Has a leading role within the Strategic Level 1 Cycle activities at national level and at the sub-
regional (FAB) level. It is responsible for assuring prerequisites for the most optimum
operational Airspace Configuration for the volume(s) of airspace within its responsibility;
 Closely coordinates with the adjacent HLAPBs (both in horizontal and vertical plane) in order
to ensure that national /sub-regional airspace design projects are compatible and consistent
with cross-border airspace policy.
 Closely coordinates with the Network Manager to obtain required information, data and
expertise, and to ensure when appropriate that national/sub-regional airspace design
projects are compatible and consistent with all the plans, in particular with the overall
Network Strategy Plan and its implementation through the Network Operations Plan;
 Enable seamless and synchronized operational transition between the neighbouring Airspace
Configurations;
 Relies on the expertise of all the stakeholders within the CDM process, mainly on the
national or sub-regional expertise as Flow Managers, Airspace Managers, Local Capacity /
Traffic Managers, working in the area of its responsibility;
 Consults any of the stakeholders and users of the airspace (e.g. different service providers,
civil or military Airspace Users, etc.);
 Supports National Supervisory Agencies (NSAs) (or its sub-regional equivalent) in
performance monitoring activities.

Network Manager
The Network Manager acts as catalyst and facilitator for an efficient overall network management by
all ATM stakeholders.
The Network Manager role will be enabling, facilitating and promoting the Network Operations Plan,
providing a framework to allow Local/Sub-regional Network Manager and Airspace Users actors to
share information (Network View), to coordinate (CDM) and to prepare scenarios to be used at
network level when necessary.

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Main Responsibilities:

 Has a key role within the planning phases to ensure the most efficient performance of the
European Network; The Network Manager provides a consolidated and coordinated
approach to all planning and operational activities of the network, including monitoring and
improvement of its overall performance;
 Monitors all the long-term local or sub-regional activities and identifies situations where the
Network performance may be affected by national and/or sub-regional decisions;
 Closely coordinates with all the involved HLAPBs in order to ensure coherency of the
European Network operations;
 Participates to airspace design activities and simulation activities to provide a perfomance
evaluation;
 Develops an integrated European Route Network Design, through a cooperative decision-
making process;
 Prepares, through appropriate coordination, seasonal plans or plans for special events;
 At the end of the long-term planning phase, delivers an initial integrated Network Operations
Plan based on the local/sub-regional activities outcomes;
 Develops, maintains and implements the rolling Network Operations Plan based on the
local/sub-regional activities outcomes and Airport planning activities;
 Through a rolling CDM process between partners, develops, validates and disseminates the
integrated Airspace Configuration via the NOP;
 Supports the submission of the SBT/SMT by the AUs, verifies their consistency with regard to
the ATM environment described in the NOP and ensures their dissemination to all relevant
partners.
 During the medium to short term planning phases the Network Manager will be working
towards identifying and mitigating significant DCB issues, which affect the network at a
regional level. Dependent upon the related FABs and ANSP involved, such mitigation is also
likely to require Network Management influence at sub-regional and local levels as well as
support where requested.
 The Network Manager is involved in DCB activities carried out in collaboration with the FABs
level. The role of the Network Manager in this activity is to coordinate and provide most
optimum solutions at Network level (optimized Airspace Configurations and other DCB
solutions if required), as well as ensure that any DCB measure is decided considering the
global optimum of the network. The subsequent agreed outcomes are then published in the
NOP.
 The Network Manager supports the User Driven Prioritisation Process (UDPP).
 The Network Manager provides support for Network crisis management.
 The Network Manager facilitates and ensures the migration of the SBT/SMT in an
RBT/RMTagreed among all partners in a CDM process.
 During the execution phase, the Network Manager assures that every stakeholder has proper
access to the Network view. He also assures the stability of the NOP (Network Operations
Plan), in partnership with the sub-regional and local layers reacting to unexpected events,
which impact on overall network performance, such as unusual meteorological conditions or
loss of significant assets (e.g. runways, airports). In this respect, the Network Manager
consolidates local DCB solution at regional level and may participate to RBT/RMTrevisions.

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The activity addressed at Network level includes also the compilation of the NOP, the successive
integration of Shared Business/Mission Trajectories, the collection and dissemination of ATM
constraints, the real-time identification of potential interactions between accepted and agreed
Reference Business/Mission Trajectories and (newly published) Shared Business/Mission Trajectories
and the communication of these interactions to the corresponding Airspace Users.

Flow Manager
The Flow Manager is a role performed at sub-regional level which contributes to the Network
Management Function.

In circumstances warranted by traffic demand and complexity, the Sub-regional capability enables
achievement of AU and AO operational ambition within the envelope of local and regional
performance targets whilst simplifying the tactical interaction between stakeholders. Remaining
consistent with the processes described in this document, Sub-regional activity takes management
responsibility for the airspace for a number of geographically adjacent ACCs whilst presenting a
single operational interface to the regional actor; representing the local actors, including Airports,
within this airspace. Whilst involvement throughout the planning phase promotes predictability in
operation, one of the key benefits of the Sub-regional capability is the additional flexibility provided
in execution, as desired by customers. Such flexibility results from a detailed understanding of the
airspace, the implications of the evolving demand and the ultimate impact on workload at local level.
Another benefit is the ability to know, with a greater clarity than would be available at the Regional
level, the actual configurations and running of the operations room(s) on a day-to-day basis. This
local expertise allows the sub-regional to operate with a high level of clarity of the issues and options
to resolve those issues, largely without recourse to constraints. The requirement for such detailed
understanding also limits the size of a sub-region. Within ACCs, during execution Sub-regional actors
(Flow Manager), interacts significantly with relevant actors involved in the INAP process, optimising
intervention for the benefit of the collective group or actors.

Main Responsibilities:
 The Flow Manager, together with the Airspace Manager, is the acting representative for
Network Operations at Sub-Regional level; where the appropriate executive function has
been delegated to the Flow Manager, he is also the acting representative for Network
Operations at the local level.
 The Sub-Regional Network Management Function, represented by the Flow Manager
together with the Airspace Manager, is responsible for Airspace Configuration (AC)
management in Medium to Short term planning phase in CDM mode with Network Manager
and Local Traffic Management as appropriate.
 Within the long term planning phase, the Flow Manager contributes to the planning activities
as an expert in the process.
 Through the long to medium term planning phases, the Flow Manager will closely coordinate
with appropriate Local Capacity Managers, ensuring that all opportunities to optimise
capacity are fully explored both for En Route and airport operations and limitations within
the relevant timeframes are known. Where limitations exist (this may be within local
infrastructure, staffing or processes), an appropriate plan of action is devised and agreed
upon at least between the Flow Manager and Local Capacity Managers. This plan may then
be shared with the Network Manager for regional impact assessment and NOP updating.
 Together with the Airspace Manager and the Airport Operation Centres, and in coordination
with other Flow Managers and the Network Manager, the Flow Manager is responsible for
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developing, coordinating and providing most optimum solutions (optimized Airspace

Configuration and other DCB solutions if required) in order to accommodate Airspace Users
demands resulting from Shared Business/Mission Trajectories and specific planned major
exercises and events, and to respond to established performance targets taking account of
all relevant factors.
 With the Local Traffic Managers, he develops and coordinates catalogues of dDCB measures
to solve, in a consistent manner, hotspots at sub regional level during execution phase.
 The DCB process is an iterative process and Airspace Users will refine their intended Shared
Business/Mission Trajectories in steps to better match their specific business/mission needs.
The improving dataset results in increasing levels of confidence in the anticipated demand
and workload levels, allowing in turn for the “fine tuning” of Airspace Configuration and
other DCB solutions, with increased levels of reliability and granularity. The NOP is then
updated accordingly.
 The objective is not to have three layers in the execution process (carried out by Local Traffic
Manager, Flow Manager, Network Manager) but rather to assure that the sub-regional level
expertise is appropriately provided and that the FAB responsibilities are exercised as
required.
 The levels to which a Flow Manager will become involved in any one of these individual
activities could vary between sub-regional areas;. Because sub-regions can be differently
organised according to political decisions, the Flow Manager function can only exist at
National/Local levels within the FAB.

Local Capacity Manager

The Local Capacity Manager is a role acting mainly in long-term planning phase.
 The Local Capacity Manager is focusing on either an ACC, a FAB geographical area or Airfields
operation. The Local Capacity Manager is a planning role, which contributes to the long-term
capacity planning (for Airspace Organisation and Management and DCB activities).
 The main tasks of the Local Capacity Manager are to analyse and establish traffic flows and
local capacity values for various airspace configurations and airport capabilities and to
contribute to the establishment of DCB procedures and practices.

The local information and knowledge base they have provides an important platform on which to
build optimised capacity plans. The type of local factors that a Local Capacity Manager will take
account of are: Geo-political (i.e. quiet hours), related procedures, staff availability, sector flexibility,
non-nominal weather condition, special events, optimised landing / departure rates, infrastructure
and un-serviceability.

Airspace Manager
Airspace Management functions are fully integrated in DCB process and they are performed at
regional, sub-regional (FAB) and local (national or ACC) levels.
By convention, the “Airspace Manager” refers only to the local function integrated in all Sub-regional
ATM Network Management Function.

Main Responsibilities:
 The Sub-Regional Network Management Function, represented by the Airspace Manager
together with the Flow Manager, is responsible for Airspace Configuration (AC) management

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in Medium to Short term planning phase in CDM mode with Network Manager and Local
Traffic Management as appropriate.
 It will be implemented at National Level instead of Sub-Regional level, if a sub-region finds it
more appropriate, or no agreement can be reached on establishing the Sub-Regional
Network Management Function.
 The Airspace Manager task is, together with Flow Manager and in coordination with Network
Manager, to come up with the Airspace Configuration for the next period (week, day, etc.)
that provides most optimum solution in order to accommodate Civil and Military airspace
demands resulting from Shared Business/Mission Trajectories and specific planned Major
Exercises and High Visibility Events, and to respond to established performance targets
taking account of all relevant factors.
 The output of the process is decision on Planned Airspace Configuration for the next period
that is part of the rolling Network Operation Plan.
 The Airspace Manager role should be fulfilled by two actors: the Civil Airspace Manager and
the Military Airspace Manager, these actors would then have clear defined roles and areas of
authority.

o to fulfil a Post ops analysis process in order to review and assess efficiency of the
decisions made in medium-short planning phase and provide input for the next
planning cycle.

Local Traffic Manager

The Local Traffic Manager is a role exercised at local level that contributes to the Network
Management Function.

Main Responsibilities:
 The Local Traffic Manager functionally lies in between the Flow Manager and ATC planning
actors, taking a view over a sector family or group of sectors (potentially a complete ACC)
and any Airfield Towers that fall within the Local Traffic Manager’s area of responsibility. He
acts as the coordinating link between the ANSP, sub-regional and regional flow and airspace
management.
 Within the medium to short term planning phases, the Local Traffic Manager contributes to
the planning activities handled by the Flow Manager, as an expert in the process.
 He develops and coordinates locally and adequately within the FAB area and appropriate
partners, catalogues of dDCB measures to solve hotspots at local/FAB level during execution
phase.
 The Local Traffic Manager has the leading role in the DCB/dDCB processes in execution phase
(and appropriately in the short term planning phase close to execution).
 He monitors the situation at local level and anticipates hotspots and workload issues. In case
of an imbalance, he is responsible for:

o Declaring the hotspot

o Identifying the adequate solutions (Airspace Configuration and flow / Trajectory
Management if necessary),
o assessing their impact, looking for optimisation, coordinating and refining them with
concerned partners (other Local Traffic Managers, AUs, Airports, Flow Manager,
Network Manager, ATC actors,…)

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o using CDM process, except if time doesn’t permit, implementing them (or delegating
the implementation to the adequate actors), requiring a sub-regional or regional
action where necessary.

 The Local Traffic Manager provides a bridge in understanding between operational

perceptions of complexity, workload & demand and how that translates into DCB
requirements as deliverable occupancy & workload values.
 In execution and as appropriate within the short term planning phases, the Local Traffic
Manager works closely with Supervisors and ATC actors (through INAP function, see
following section). The Local Traffic Manager is also likely to be either a Supervisor, or report
to one, and as such will retain local safety accountability. As such any proposed DCB
initiatives will have to be approved by him.

Integrated Network Management and ATC Planning (INAP) function

See section Air Traffic Services Operations

A.5 Air Traffic Services Operations

General

Air Traffic Services (ATS) include variously, Flight Information Service, Alerting Service, Air Traffic
Advisory Service, Air Traffic Control Service (Area Control Service, Approach Control Service or
Aerodrome Control Service). An Air Traffic Control Service is provided for the purpose of preventing
collisions between aircraft, and on the manoeuvring area between aircraft and obstructions.
Furthermore, it is provided for expediting and maintaining an orderly flow of air traffic (based on
ICAO Doc 4444).

ACC/Approach/TMA Supervisor
The ACC/Approach/TMA Supervisor is responsible for the general management of all activities in
their respective Operations Room. He decides on staffing and manning of Controller Working
Positions in accordance with expected traffic demand. Supported by simulations of traffic load and of
traffic complexity, and assisted by the NMF, he takes decisions concerning the dynamic adaptation of
sector configurations to balance capacity to forecast demand. Based on the results of simulations the
required flow control measures may be implemented by ATFCM through a CDM process.

Main Responsibilities

 The ACC/Approach/TMA Supervisors main responsibilities are:

 Analysis of traffic flows and sector load in collaboration with the LTM and the Flow Manager.
 Split or combining of control sectors according to expected traffic load after co-ordination
with the Local Traffic Manager.
 Coordinating with the other concerned Supervisors on the activation and de-activation of
special use airspace
 Allocation of sector configuration and declared capacity.
 Decide on staffing and manning of Controller Working Positions according to their training
and sector validations.
 Coordinating with the other concerned Supervisors if short term planning changes are
allowed by ASM.

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 Collaboration with the Local Traffic/Flow Manager regarding re-Routing of traffic in case of
overload.
 Alert search and rescue organisation in case of an aircraft accident or aircraft uncertainty.
 Support decision on runway in use in cooperation with Airport Operator (APOC) and Tower
Supervisor.

Airport Tower Supervisor

The Tower Supervisor is responsible for the safe and efficient provision of air traffic services by the
Tower crew. He decides on staffing and manning of Controller Working Positions in accordance with
expected traffic demand. He represents the Tower when coordinating with the Airport Operator on
operational issues.
Main Responsibilities

The Tower Supervisor’s main responsibilities are:

 Provide and maintain resource management of the Tower

 Decide on runway(s) for landing and take-off in cooperation with all concerned partners
 Maintain close liaison with the Airport Operator with respect to the daily inspection of the
movement area, the aerodrome lighting system, the marking of obstructions, snow clearance
etc.
 Coordinate with the Airport Operator regarding traffic emergencies/incidents on the
movement area
 Coordinate with the ACC/Approach/TMA Supervisors and Local Traffic Manager regarding
the implementation of traffic smoothing measures (i.e. spacing between same direction
departures)
 Implement and discontinue limited visibility operations (CAT II or CAT III) after liaison with
Airport Operator and ACC/Approach/TMA Supervisors

Tower Runway Controller

The Tower Runway Controller is responsible for the provision of Air Traffic Services to aircraft within
the control zone, or otherwise operating in the vicinity of controlled aerodromes (unless transferred
to Approach Control/ACC, or to the Tower Ground Controller), by issuing clearances, instructions and
permission to aircraft, vehicles and persons as required for the safe and efficient flow of traffic. The
Tower Runway Controller will be assisted by arrival, departure and surface management systems,
where available.
Main Responsibilities

The Tower Runway Controller’s main responsibilities are:

 Issue clearance to enter/ leave/ cross the control zone.

 Issue clearance to enter the traffic circuit.
 Issue clearance for VMC Approach to IFR flights
 Sequence departures.
 Ensure sufficient spacing between successive departures.
 Issue landing clearance to arriving flights and the runway exit point, as appropriate.
 Issue instructions to arriving flights to go-around when it is unsafe to land (e.g. runway still
occupied).
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 Provide information on runway breaking action.

 Provide information wind direction and speed on final approach.
 Give instructions to taxi to the take-off position for departing flights and operate the stop
bars if required.
 Issue take-off clearance to departing flights.
 Operate the aerodrome lighting system in cooperation with the Tower Ground Controller.
 Trigger additional runway inspections in case of suspected Foreign Object Debris (FOD) or
unexpected pollution of the runway surface.
 Issue essential local traffic information and essential aerodrome information.
 Provide reports/observations of significant weather changes from that published.
 Trigger alert and intervention of emergency vehicles in case of incident or accident
 Manage integration of departures in the arrival sequence in mixed-mode operations.

Tower Ground Controller

The Tower Ground Controller is part of the controller team responsible for providing an Air Traffic
Service at controlled aerodromes. His main task is the provision of ATS to aircraft and vehicles on the
manoeuvring area. He must also ensure that airport maintenance vehicles carrying out necessary
improvements on an active manoeuvring area do not interfere with the movement of aircraft. He will
be assisted by an advanced surface movement guidance and control system (A-SMGCS).
Main Responsibilities
The Tower Ground Controller’s main responsibilities are:

 Issue clearances, instructions and permission to aircraft, vehicles and persons operating on
the manoeuvring area as required for the safe and efficient flow of traffic, e.g.:

o essential local traffic information, essential aerodrome information, meteorological

information;
o taxi clearances to arriving and departing flights;
o permission to start engines;
o instruction on arrival stand;

 Operate the aerodrome lighting system in cooperation with the Tower Runway Controller.
 Co-ordinate ground movements on the landing area with the Tower Runway Controller.
 Monitor all aircraft and vehicle movements on the manoeuvring area and issue instructions
where appropriate to ensure separation between aircraft and other ground mobiles.
 Issue departure clearances to departing IFR flights.
 Co-ordinate ramp departures and arrivals with the Airport Operator.
 Monitoring the progress of arriving aircraft until the aircraft is safely parked on stand and the
engines shut down.
 Co-ordinate runway/taxiway maintenance vehicle operations with the Airport Operator.
 Co-ordinate runway/taxiway maintenance vehicle operations with the Tower Runway
Controller.

Tower Clearance Delivery Controller

The Clearance Delivery Controller is part of the controller team responsible for providing an Air
Traffic Service at controlled aerodromes. His main task is the verification of Flight data (e.g. FPL,

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stand, TSAT etc.) and the delivery of ATC Clearance (Departure Clearance) and Start-Up Approval. He
is assisted by a departure management system (DMAN).

It is important to note that, according to the aerodrome environment (e.g. airport complexity, traffic
density, etc.) and the local regulations at a specific airport, the tower positions may share tasks and
responsibilities. To this respect, control areas and responsibilities are clearly defined in local
documents and agreements at each airport.
Main Responsibilities
The Tower Clearance Delivery Controller’s main responsibilities are:

 Issue departure clearances to departing IFR flights.

 Issue Start-Up Approval.
 Verify Flight data, e.g. FPL, Stand, TSAT etc.

ATC Planning Controller

The Planning Controller is mainly responsible for planning and coordination of the traffic entering,
exiting or existing within the ATC Sector.
According to the company policy, local procedures, operating methods and traffic environment, the
Planning Controller could endorse responsibilities belonging to different roles. Depending on the
ANSP local practice and under specified conditions, Single Person Operations (SPO) could be carried
out. In the case of Single Person Operations: a single Controller will take the responsibility for both
planning and tactical aspects of the sector operation.
Furthermore, it provides tactical flight control assistance to the Executive Controller.
Main Responsibilities

The responsibilities of Planning Controller are to:

 Co-ordinate entry and exit conditions.

 Check flight-plans/RBT/RMTs for possible conflicts and complexity issues within its area of
responsibility.
 Plan conflict-free flight path through hisarea of responsibility and in so far as practicable,
plan taking into account if the aircraft is also subjected to other network constraints in order
to facilitate the execution of the RBT/RMT
 Coordinate with the ATC Sector Executive role about planned conflict solution strategies
based on system derived solution proposals
 Implement solution strategies by communicating trajectory changes to the aircraft through
the concerned ATC Sector Executive role via Data Link.
 Monitor flights regarding adherence to flight plan/RBT/RMT.
 Co-ordinate with adjacent control areas/sectors for the delegation of AoR or aircraft

The basic responsibilities given to the controller are not going to be changed by the way of traffic
control within flight centric operations: The basic task of the controller remains untouched: he has to
ensure a conflict-free flight as well as safety and optimization of traffic flows.

Nevertheless within SESAR 2020, careful investigation is needed in relation to task distribution and
sharing of responsibilities.
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Extended ATC Planner (EAP)

Within the ATM layered planning, the Extended ATC Planning Role stands between the Local Traffic
Mamanger Role and the Planning Controller Role.

Main Responsibilities
The Extended ATC Planner role has planning responsibilities for a Sector Family.

The main responsibilities for Extended ATC Planner, common to all sector teams from that sector
family are:

 Monitor internal and external constrictions, complexity and workload for the next 15 to 40
minutes (approximately).
 If necessary balance workload, individually optimise entering flights on the planned route
and within given dynamic constraints (Target Times, target levels, target speeds, CTO), or
coordinated for a new route.
 Co-ordinate re-Routing options with adjacent control areas/sectors.
 Mitigate real time traffic complexity and balance workload by applying constraints e.g. level
capping, top of descent advisories, Target Times, levels or speeds, miles in trail procedures
etc.
 Works closely with LTM, through INAP function

ATC Executive Controller

The Executive Controller has responsibility for traffic management within the sector/AoR and for the
tactical tasks.
He is responsible for the safe and expeditious flow of all flights operating within its area of
responsibility. Its principal tasks are, compliance with the ICAO Rules of the Air, other relevant ICAO
(e.g. Doc. 4444) and European/National provisions to separate known flights operating within its area
of responsibility and to issue instructions to pilots for conflict resolution and segregated airspace
circumnavigation.
Additionally, he monitors the trajectory (4D and 3D) of aircraft, according to the clearance they have
received. The responsibilities of the Executive Controller are focused on the traffic situation, as
displayed at the integrated Controller Working Position (CWP), and are very much related to task
sharing arrangements within the sector team. The wide use of data link helps to enhance the task
sharing between the executive and the Planning Controllers, as both controllers are technically able
to communicate with the Flight Crew.

The Executive Controller responsible for TMA is called Approach Controller.

Main Responsibilities

Executive Controller main responsibilities are:

 Identify conflict risks between aircraft.

 Provide separation between controlled flights.
 Provide sequencing between controlled flights.
 Provide information on observed but unknown flights that may constitute traffic for known
aircraft.
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 Monitor flights regarding adherence to flight plan/RBT/RMT.

 Communicate with pilots by means of R/T or data link.
 Monitor information on airspace status, e.g. activation/ deactivation of segregated/reserved
airspace.
 Monitor the weather conditions.
 Monitor aircraft equipment status according to information provided by the system.
 Coordinate with the Planning Controller about planned conflict solution strategies based on
system derived solution proposals.
 Coordinate the implementation of system derived conflict solutions with the Planning
Controller.
 Transfer control of aircraft to the appropriate Executive Controller when clear of traffic
within his area of jurisdiction.
 Assign specified headings, speeds and levels suitable for the planned approach.
 Inform pilots about the intended approach procedures and determine (if not done by arrival
management systems) the approach sequence.
 Issue approach clearance and, if necessary, holding instructions.

Remark: Within flight centric operations the basic responsibilities of the controller, to ensure a
conflict-free flight as well as safety and optimization of traffic flows, remains the same. Nevertheless
there might be changes in distribution and sharing of responsibilities and therefore careful
investigation is needed in SESAR2020. The basic responsibilities given to the controller are not going
to be changed by the way of traffic control within flight centric operations: The basic task of the
controller remains untouched: he has to ensure a conflict-free flight as well as safety and
optimization of traffic flows. Nevertheless within SESAR 2020, careful investigation is needed in
relation to task distribution and sharing of responsibilities.

Integrated Network Management and ATC Planning (INAP) function

The scope of the INAP function is to address the overlapping period where the Network
Management Function runs DCB and dynamic DCB processes at all geographical levels, ATC planning
starts preparing early strategic de-confliction and conflict detection within the appropriate look
ahead time horizon and within its defined local area of responsibility.

The area of responsibility of INAP is established to provide a volume of airspace which is sufficiently
large to enable INAP function activities (Network Management Function & ATC planning) to be
performed.

The INAP function can be handled by several roles from Network Operations and ATC Operations. It
includes the Local Traffic Manager role from the Network Management Function and appropriate
ATC operational role.

 Performing this function requires actors to have local expertise and the way it will be
implemented (procedures, detailed activities, actors involved …) will vary dependent upon
local drivers.

Role(s) related to INAP

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INAP is performed within a sector family and links the Network Management Function with ATC
planning.

The INAP function manages the following sub-processes/activities:

 Monitor and manage workload distribution within a sector family.

o Implement DCB measures taken within the scope of sector family.

o Monitor the execution of the measures and the situation at the sector family level.

 Perform early conflict detection and resolution (the implementation of the resolution might
be shared with the control sector).
 Integrate NMF measures, traffic synchronisation and strategic Conflict Management
measures.

These sub-processes/activities are shared by roles known today as: Local Traffic Manager role and
Extended ATC Planning role.

A.6 Actors and corresponding roles (examples)

According to the company policy, local procedures, operating methods and traffic environment, an
actor could endorse functions, responsibilities belonging to different roles. Depending on the ANSP
local practice and under specified conditions, e.g. Single Person Operations (SPO) could be carried
out. In the case of Single Person Operations: a single Controller will take the responsibility for both
planning and tactical aspects of the sector operation.

Stakeholder/Function Actor Corresponds to the actor fulfilling

following role

Airspace Users

Pilot in Command Flight Crew

Flight Operation Centre

Wing Operation Centre

Airport Operator, Airports

Agents (ground handling Airport operator

agent, De-icing agent or
handling agent)

Air Traffic Service Provider

Controller Executive Controller, Planning

Controller

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Arrival Controller corresponds to the actor fulfilling

the ATC Executive Role for arriving
traffic

Multi Sector Planner corresponds to the actor fulfilling

the ATC Planning Role for several
Executive Controllers

Network Management Function, Sub-Regional/Local ATM Network Function,

NMOC Network Manager

NMOC Flow Manager

AMC Airspace Manager

FMP Local Traffic Manager

Military

Military Planners WOC

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SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

Appendix B SESAR 2020 Baseline Operational Improvements

The Figure below lists the OIs to be considered as the new baseline for SESAR 2020 program. These OIs have reached V3 maturity at the end of
SESAR 1 (i.e. SESAR I solutions) and shall not be addressed in the SESAR 2020 CONOPS 2017. These OIs were addressed in the last edition SESAR
2020 TRANSITION CONOPS.
The full text reflecting the operational improvements can be found in SESAR Integrated Roadmap [10] accessible through ATM Master Plan Portal
[13].
The SESAR Maturity Report Executive Summary ed. 04.01.00 and the Release 5 Close-Out Report – Ed 01.00.00 are used as reference for the
expected V3 maturity at the end of SESAR 1.
Elements changed versus Data Set 15 (reference for the SESAR 2020 Transition CONOPS) are represented in red colour.
OFA Solution Solution Title OIs OI Title
OFA01.01.01
Precision approaches using GBAS CAT II/III Improve Low Visibility Operation using GBAS Cat II/III
LVPs using #55 AO-0505-A
based on GPS L1 based on GPS L1
GBAS
#01 Runway Status Lights AO-0209 Enhanced Runway Usage Awareness
Airport Safety Nets for controllers:
#02 conformance monitoring alerts and AO-0104-A Airport Safety Nets for Controllers in Step 1
OFA01.02.01 detection of conflicting ATC clearances
Airport safety Enhanced Traffic Situational Awareness AO-0105 Airport Safety Net for Vehicle Drivers
nets #04 and Airport Safety Nets for the vehicle
drivers AO-0204 Airport Vehicle Driver's Traffic Situational Awareness
Enhanced Ground Controller Situation Enhanced Ground Controller Situational Awareness in all
#70 AO-0201-A
Awareness in all Weather Conditions Weather Conditions for Step 1
OFA01.03.01
Enhanced
#64 Time Based Separation AO-0303 Time Based Separation for Final Approach - full concept
Runway
Throughput
OFA02.01.01 Enhanced terminal operations with Enhanced terminal operations with RNP transition to
#09 AOM-0605
Optimised automatic RNP transition to ILS/GLS ILS/GLS/LPV
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OFA Solution Solution Title OIs OI Title

2D/3D Routes

Optimised Route Network using Advanced

#10 AOM-0404 Optimised Route Network using Advanced RNP
RNP
Continuous Descent Operations (CDO) and
#11 AOM-0702-A Continuous Descent Operations (CDO)
Continuous Climb Operations (CCO)
Enhanced terminal operations with LPV Enhanced Terminal Operations with RNP transition to
#51 AOM-0605
procedures ILS/GLS/LPV

#62 P-RNAV in a complex TMA AOM-0603 Enhanced Terminal Airspace for RNP-based Operations

Approach Procedure with vertical guidance Enhanced terminal operations with APV using Barometric
#103 AOM-0602
(LPV) VNAV
Terminal Airspace Organisation Adapted through Use of
#107 Point Merge in complex TMA AOM-0601
Best Practice

Enabling Rotorcraft Operations In Busy Integration into the TMA route structure of optimised Low
#113 AOM-0810
Airspace Surrounding Airports Level IFR route network for rotorcraft using RNP-1/RNP-0.3

Enhanced Rotorcraft Operations at VFR FATOs with

TBD TBD AOM-0104-A specific Point-in-Space RNP procedures using satellite
augmentation
Direct Routing for flights both in cruise and vertically
Free Route through the use of Direct
#32 AOM-0500 evolving for cross ACC borders and in high & very high
Routing
complexity environments.
Free Route through Free Routing for Flights
OFA03.01.03 Free Routing for Flights both in cruise and vertically
#33 both in cruise and vertically evolving above AOM-0501
Free Routing evolving within low to medium complexity environments
a specified Flight Level
Direct Routing for flights both in cruise and vertically
#65 User Preferred Routing AOM-0500 evolving for cross ACC borders and in high & very high
complexity environments.

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OFA Solution Solution Title OIs OI Title

OFA03.01.04
Business and
#37 Extended Flight Plan AUO-0203 EFPL in NM processes
Mission
Trajectory
Advanced support for Conflict Detection and Resolution by
CM-0205
Tactical Controller in En Route
#27 MTCD and conformance monitoring tools
Advanced Automated Ground Based Flight Conformance
CM-0207-A
Monitoring in En Route
Sector Team Operations Adapted to New Responsibilities
OFA03.03.01 #63 Multi Sector Planning CM-0301 in En Route, 1Planning to 2Tactical Controllers team
Ground Based structure
Separation
Automated Assistance to Controller for Seamless
Provision in En CM-0201
Coordination, Transfer and Dialogue
Route
Automated Assistance to ATC Planning for Preventing
Sector Team Operations - En-route Air CM-0202
#104 Conflicts in En-Route Airspace
Traffic Organiser
CM-0203 Automated Flight Conformance Monitoring
Advanced support for Conflict Detection and Resolution by
CM-0205
Tactical Controller in En Route
OFA03.04.01 Enhanced Short Term Conflict Alert (STCA)
#60 CM-0811 Enhanced STCA for TMA specific operations
Enhanced for Terminal Manoeuvring Areas (TMAs)
Ground Based Enhanced STCA with down-linked Enhanced Short Term Conflict Alert using Mode S EHS
Safety Nets #69 CM-0807-A
parameters data
ACAS ground monitoring and presentation Display and use of ACAS resolution advisory downlink on
OFA03.04.02 #100 CM-0802
system the controller working position (1)
Enhanced ACAS
Operations Enhanced Airborne Collision Avoidance Use of Auto flight systems for enhanced compliance with
#105 CM-0803
System (ACAS) TCAS II RAs (compliant with TCAS II Version 7)
OFA04.01.01 Pre-Departure Sequencing supported by
#53 TS-0202 Pre-Departure Sequencing supported by Route Planning
Integrated Route Planning
Arrival/Departure Flow based Integration of Arrival and Flow based Integration of Arrival and Departure
#54 TS-0308
Management at Departure Management Management
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OFA Solution Solution Title OIs OI Title

Airports
#106 DMAN Baseline for integrated AMAN DMAN TS-0202 Pre-Departure Sequencing supported by Route Planning

Extended Arrival Management (AMAN) Arrival Management Extended to En Route Airspace -

OFA04.01.02 #05 TS-0305-A
horizon single TMA
Enhanced
Arrival &
Departure
Management in Controlled Time of Arrival (CTA) in Medium Controlled Time of Arrival (CTA) in medium
#06 TS-0103
TMA and En density / medium complexity environment density/complexity environment
Route #08 Arrival Management into Multiple Airports TS-0303 Arrival Management into Multiple Airports
Basic Arrival Management Supporting TMA Improvements
#108 AMAN and Point Merge TS-0102
(incl. CDA, P-RNAV)
Automated Assistance to Controller for Automated Assistance to Controller for Surface Movement
#22 AO-0205
Surface Movement Planning and Routing Planning and Routing
Datalink services used for provision of ground related
#23 D-TAXI service for CPDLC application AO-0205
OFA04.02.01 clearances and information for Step 1
Integrated Enhanced Guidance Assistance to mobiles based on the
Surface Guidance Assistance through Airfield automated switching of Taxiway lights and Stop bars
Management #47 AO-0222-A
Ground Lighting according to the "Airfield Ground Lighting" operational
service
#48 Virtual Block Control in LVPs AO-0223-A Enhanced safety in LVP through use of virtual block control
AO-0801-A Collaborative Airport Planning Interface
OFA05.01.01 A-CDM process enhanced through integration of landside
AO-0802-A
Airport Airport Operations Plan and AOP-NOP (passenger only) process outputs
#21
Operations Seamless Integration Integration of Airports into ATM through Monitoring of
Management AO-0803 Airport Transit View (Extension of Performance Monitoring
building on A-CDM

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OFA Solution Solution Title OIs OI Title

Improved Efficiency in the management of Airport and
DCB-0310
ATFCM Planning
CWP Airport - Low Cost and Simple
#61 DCB-0304 Airport CDM applied to Interconnected Regional Airports
Departure Data Entry Panel

Automated Support for strategic, pre-tactical and tactical

OFA05.03.01 AOM-0202-A
Variable profile military reserved areas and Civil-Military Coordination in Airspace Management (ASM).
Airspace
#31 enhanced (further automated) civil-military
Management AOM-0204 Europe-wide Shared Use of Military Training Areas
collaboration
and AFUA Flexible and modular ARES in accordance with the VPA
AOM-0206-A
design principle
OFA05.03.03
Dynamic Automated Support for Dynamic
#66 CM-0102-A Dynamic Sectorisation based on complexity
Airspace Sectorisation
Configurations
#17 Advanced Short ATFCM Measures (STAM) DCB-0308 Advanced Short Term ATFCM
OFA05.03.04 #18 CTOT and TTA DCB-0208 DCB in a trajectory management context
Enhanced
CM-0103-A Automated Support for Traffic Complexity Assessment
ATFCM Automated support for Traffic Complexity
processes #19
Detection and Resolution
CM-0104-A Automated Controller Support for Trajectory Management

OFA05.03.06 #56 Enhanced ATFM Slot Swapping AUO-0101-A Enhanced ATFM Slot Swapping
UDPP #57 UDPP Departure AUO-0103 UDPP-Departure
OFA05.03.07
Network
#20 Collaborative NOP for Step 1 DCB-0103-A Collaborative NOP for Step 1
Operations
Planning
OFA06.03.01 Single Remote Tower operations for
#12 SDM-0201 Remotely Provided Air Traffic Service for Single Aerodrome
Remote Tower medium traffic volumes

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OFA Solution Solution Title OIs OI Title

Remotely Provided Air Traffic Service for Contingency
Remotely Provided Air Traffic Service for
#13 SDM-0204 Situations at Small to Medium Aerodromes (with a Single
Contingency Situations at Aerodromes
Main Runway)
Remote Tower for two low density Remotely Provided Air Traffic Services for Two Low-density
#52 SDM-0205
aerodromes Aerodromes
ATC and AFIS service in a single low
#71 SDM-0201 Remotely Provided Air Traffic Service for Single Aerodrome
density aerodrome from a remote CWP
ENB02.01.01
#46 Initial SWIM IS-0901-A SWIM for Step1
SWIM
#34 Digital Integrated Briefing IS-0205 Digital Integrated Briefing for pre-flight phase
ENB02.01.02
AIM/MET Enhanced MET observations, nowcasts and forecasts
#35 MET Information Exchange MET-0101
provided by ATM-MET systems for Step 1
ENB03.01.01
TMF Trajectory
Management
Framework
AOC Data Increasing Trajectory Prediction Provision and use of FOC/WOC data to enhance ATM
and System #67 IS-0301
Accuracy ground system performance
Interoperability
with air and
ground data
sharing

Table 1: SESAR 2020 Baseline Operational Improvement

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Appendix C SESAR 2020 Operational Improvements

The full text reflecting the operational improvements can be found in SESAR Integrated Roadmap DS17 [10] accesible through ATM Master Plan
Portal [13] .
The Figure below lists the DS17 OIs that are not in the Appendix B (as they did not reach V3 by the end of SESAR I). The OIs are mapped to the
SESAR 2020 program structure as initially defined in the Multi Annual Work programing and taking into account solutions' structure changes
published in the PMPs.
Elements changed versus Data Set 15 (reference for the SESAR 2020 TRANSITION CONOPS) are represented in red colour.
SESAR 2020 CONOPS describes on a high level the ATM operations envisaged in Europe at the end state of SESAR 2020, therefore this table
encompasses OI steps to be covered by solutions in Wave 1 and Wave 2.
OI Steps written in Italic require one of the following comment for clarification purposes:
(1) OI step deletion envisaged in the frame of the next Data Set
(2) OI step planned to be removed from the solution scope in the next Data Set
(3) Initially planned to be covered in Wave 1 in the Multi Annual Work Plan, but not adressed in Wave 1
(4) Initially planned to be covered in Wave 2 in the Multi Annual Work Plan, but not adressed in Wave 1
(5) This OI Step should become an enabler in next Data Set
(6) AUO-0205-A and AUO-0205-B should be merged in next Data Set

MAWP R&D
Key Features TYPE of Wave
SESAR 2020 Solutions and OIs
Area Validation (start in
W1/W2)
High Solution PJ02-01 Wake turbulence separation optimisation
Performing AO-0304 Weather-dependent reductions of Wake Turbulence separations for departure OI Step W1
Airport AO-0306 Wake Turbulence Separations (for arrivals) based on Static Aircraft Characteristics OI Step W1
Operations AO-0310 Weather-dependent reductions of Wake Turbulence separations for final approach OI Step W1

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AO-0323 Wake Turbulence Separations (for departures) based on Static Aircraft Characteristics OI Step W1
Reduction of Wake Turbulence Risk considering Acceleration of Wake Vortex Decay in
AO-0325 OI Step W1
Ground Proximity
AO-0327 Reduction of Wake Turbulence Risk considering Wake Monitoring and Awareness OI Step W1
AO-0328 Optimised Runway Delivery on Final Approach OI Step W1
AO-0329 Optimised Separation Delivery for Departure OI Step W1
Solution PJ02-02 Enhanced arrival procedures
AO-0308 Enhanced Arrival Procedures using Dual Thresholds (DT) OI Step W1
AO-0319 Enhanced Arrival procedures using Multiple Runway Aiming Points (MRAP) OI Step W1
AO-0320 Enhanced Arrival procedures using Increased Glide Slope (IGS) OI Step W1
AO-0321 Enhanced Arrival procedures using Adaptive Increased Glide Slope (A-IGS) OI Step W1
AO-0322 Enhanced Arrival procedures using double slope approach OI Step W1
Solution PJ.02-03: Minimum-Pair separations based on RSP
AO-0309 Minimum-Pair separations based on RSP OI Step W1
Solution PJ.02-05: Independent Rotorcraft IFR operations at the Airport
AO-0316 Increased Airport Performance through independent IFR rotorcraft operations OI Step W1
Solution PJ.02-06: Improved access into secondary airports in low visibility conditions
SDM-0301 Improved access into small airports in low visibility conditions OI Step W1
Solution PJ.02-08: Traffic optimisation on single and multiple runway airports
AUO-0704 Enhanced Prediction of Runway Occupancy Time (ROT) OI Step W1
TS-0301 Integrated Arrival Departure Management for full traffic optimisation on the runway OI Step W1
TS-0311 Optimised and improved predictability of RWY capacity using better predictable ROT OI Step W1
TS-0313 Optimized use of runway capacity for multiple runway airports OI Step W1
Solution PJ.02-11: Enhanced Terminal Area for efficient curved operation
AOM-0607 Enhanced Terminal Area for efficient curved operation OI Step W1
Solution PJ.03a-01: Enhanced Guidance Assistance to Aircraft and Vehicles on the Airport Surface
Combined with Routing
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AO-0205-B
Advanced Automated Assistance to Controller for Surface Movement Planning and Routing OI Step N/A, split
(1)
AO-0206 Enhanced Guidance Assistance to Airport Vehicle Driver Combined with Routing OI Step W1
Airport ATC provision of ground-related clearances and information to vehicle drivers via
AO-0215 OI Step W1
datalink
Full Guidance Assistance to mobiles using "Follow the Greens" procedures based on Airfield
AO-0222-B OI Step N/A
Ground Lighting (aprons/taxiways/runways)
AO-0223-B Enhanced safety in LVP through use of virtual block control OI Step N/A
AUO-0308- Datalink Services used for Provision of Ground-related Clearances and Information for Step
OI Step N/A
B 2
AUO-0603-
Enhanced Guidance Assistance to Aircraft on the Airport Surface Combined with Routing OI Step W1
B
Solution PJ.03a-04: Enhanced Visual Operations
AUO-0405 Equivalent Visual Landing operations in Low Visibility Conditions OI Step W1
AUO-0406 Equivalent Visual Taxi operations in Low Visibility Conditions OI Step W1
Solution PJ.03a-09: Surface operations by RPAS
AUO-0617 Enabling Integrated RPAS Surface Operations OI Step W1
TS-0203 (1) Departure Management supported by Route Planning and Monitoring OI Step N/A SESAR I
Solution PJ.03b-01: Enhanced airport safety nets for controllers
AO-0104-B Airport Safety Nets for Controllers at the Main Airports OI Step W1
AO-0108 Airport Safety Nets for Controllers at Secondary Airports OI Step N/A new OIS
AO-0109 Enhanced Airport Safety thanks to Time Critical Weather Alerts OI Step N/A new OIS
Solution PJ.03b-06: Safety support tools for avoiding runway excursions
AO-0107 Improved Airport Safety with Better Prevention of Runway Excursions for Tower Controllers OI Step W1
AO-0216 Enhanced Runway Condition Awareness OI Step W1
AUO-0606 Improve Awareness of Runway Friction Evolution OI Step W1
AUO-0616 Improved Safety with Better Prevention of Runway Excursions for Pilots OI Step W1
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Solution PJ.03b-03: Conformance monitoring safety net for pilots

AUO-0614 Conformance Monitoring Safety Nets for Pilots OI Step W1
Solution PJ.03b-05: Traffic alerts for pilots for airport operations
AUO-0605 Traffic Alerts for Pilots during Runway Operations OI Step W1
AUO-0615 Traffic Alerts for Pilots during Taxiway Operations OI Step W1
Solution PJ.04-01: Enhanced Collaborative Airport Performance Planning and Monitoring
AO-0801-B Collaborative Airport Planning Interface (AOP fully integrated with NOP) OI Step W1
A-CDM process enhanced through integration of landside (passenger and baggage) process
AO-0802-B OI Step W1
outputs
AO-0818 Extended Turn-round monitoring within the APOC OI Step W1
AO-0821 Post-Operations Analysis support solutions and reporting capabilities OI Step W1
Solution PJ.04-02: Enhanced Collaborative Airport Performance Management
AO-0813 Enhanced Collaborative Airport Performance Management OI Step W1
AO-0819 Pro-active management of meteorological impacts on the AOP OI Step W1
Pro-active collaborative airport / network management of predicted performance
AO-0820 OI Step W1
deterioration
AO-0822 Environmental performance and restrictions accommodated in the Airport Operations Plan OI Step W1
AO-0823 Airport Learning Environment based on Post-Operations Analysis OI Step W1
DCB-0311 Total Airport Demand-Capacity Balancing (A-DCB) OI Step W1
Solution PJ.05-02: Remotely Provided Air Traffic Service for Multiple Aerodromes
SDM-0207 Remotely Provided Air Traffic Service for Multiple Aerodromes (up to 3 aerodromes) OI Step W1
Solution PJ.05-03: Remotely Provided Air Traffic Services from a Remote Tower Centre with a flexible
allocation of aerodromes to Remote Tower Modules
SDM-0210 Highly Flexible Allocation of Aerodromes to Remote Tower Modules OI Step W1
Optimised
Solution PJ.07-01: AU Processes for Trajectory Definition
ATM

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Network AUO-0207 SBT management supported by FF-ICE services OI Step W1

Services AUO-0208 Inclusion of preferences in SBT for DCB processes OI Step W1
IS-0207 (2) Automated semantic analysis of digital aeronautical and weather information updated OI Step W1
Solution PJ.07-02: AU's Fleet Prioritization and Preferences (UDPP)67
AUO-0106
Re-prioritising flights during Execution OI Step W1
(3)
AUO-0107 Prioritisation for Low Volume Users in a Constraint OI Step W1
AUO-0109 UDPP for Airport constraints OI Step N/A new OIS
AUO-0110 UDPP for Network constraints OI Step N/A new OIS
Solution PJ.07-03: Mission Trajectory Driven Processes
AOM-0303 Pan-European OAT Transit Service OI Step W1
AUO-0210 Participation in CDM through iSMT and Target Time (TTO) negotiation OI Step W1
AUO-0211 WOC Management of iRMT via improved OAT FPL OI Step W1
AUO-0212
WOC Management of RMT OI Step W1
(3)
AUO-0213
SMT including military user preferences associated to meteo OI Step W1
(3)
AUO-0214
SMT including user preferences and mission trajectory information for DCB processes OI Step W1
(3)

67
Similar OIs appear in the scopes of PJ07.03 and PJ18.01a solutions, this is due to a task sharing between these two solutions, 07-03 focusing on the operations addressing the different OIs and 18-01a
focusing on the technology addressing the related ENs. This implies that 07-03 will address ALL OIs (also including the ones originally assigned to 18-01a) while 18-01a will address ALL ENs (including the
ones originally assigned to 07-03).

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AOM-
Mission Trajectories in Step 1 OI Step W1
0304-A
AOM-
Integrated management of Mission Trajectory in trajectory based operations environment OI Step W2
0304-B (3)
AUO-0215 Sharing iSMT through improved OAT flight plan OI Step W1
AUO-0216 Shared MT data in Step 2 OI Step W2
AUO-0228 Agreed iRMT OI Step W1
Solution PJ.08-01: Management of Dynamic Airspace configurations67
AOM-
Sharing real time airspace information with the aircraft OI Step
0206-B (3) W1
AOM-
Dynamic Mobile Areas (DMA) of types 1 and 2 OI Step
0208-B W2
AOM-0805
Collaborative Airspace Configuration OI Step
(4) W2
AOM-0809
Sector Design and Configurations Unconstrained by Predetermined Boundaries OI Step
(4) W2
CM-0102-B
Dynamic Airspace Management based on complexity OI Step
(4) W2
Solution PJ.08-02: Dynamic Airspace Configuration supporting moving areas
AOM-
Dynamic Mobile Areas (DMA) of type 3 OI Step W2
0208-C
AOM-0209 Integrate Hazard Zones in DAC process OI Step W2
Solution PJ.09-01: Network Prediction and Performance
CM-0103-B Automated Support for Traffic Complexity Assessment OI Step W1
DCB-0211 Traffic & Demand Forecast in 4D trajectory Management Context OI Step W1
DCB-0212 Network Performance Assessment for Distributed Network Operation OI Step W1
Solution PJ.09-02: Integrated Local DCB Processes
CM-0104-B Automated support to INAP (Integrated Network Management and ATC Planning) function OI Step W1
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CM-0302 Ground based Automated Support for Managing Traffic Complexity Across Several Sectors OI Step W1
DCB-0210 Full integration of Dynamic Airspace Configurations into DCB OI Step W1
Consolidation and facilitation of Target Times between local DCB, Airport CDM and
DCB-0213 OI Step W1
Extended Arrival Management
Solution PJ.09-03: Collaborative Network Management Functions
AUO-0108 Most Penalizing Delay based on reconciliation between DCB and Airport CDM OI Step W1
DCB-0103-
Collaborative NOP for Step 2 OI Step W1
B
DCB-0214 DCB What-if Network Impact Assessment OI Step W1
DCB-0215 Consolidation of imbalances and arbitration of Trajectory Management solutions OI Step W1
Solution PJ.01-01: Extended Arrival Management with overlapping AMAN operations and interaction
with DCB
TS-0109 Controlled Time of Arrival (CTA) in high density/complexity environment OI Step W1
TS-0305-B Arrival Management Extended to En Route Airspace - overlapping AMAN operations OI Step W1
TS-0315 Arrival Management Systems integrated with DCB OI Step N/A
Solution PJ.01-02: Use of Arrival and Departure Management Information for Traffic Optimisation within
the TMA
TS-0302 Departure Management from Multiple Airports OI Step W1
Advanced Air
Integrated Arrival Departure Management for traffic optimisation within the TMA and
Traffic TS-0307 OI Step W1
Extended TMA Airspace
Services
Solution PJ.01-03a: Improved Parallel Operations
AOM-0606 Enhanced Parallel Approach Operations using RNP OI Step W1
Solution PJ.01-03b: Dynamic E-TMA for Advanced Continuous Climb and Descent Operations
AOM-
Advanced Continuous Descent Operations OI Step W1
0702-B
AOM-
Advanced Continuous Climb Operations OI Step W1
0705-B
AOM-0806 Dynamic Management of Terminal Airspace Routes and Transition OI Step W2
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Solution PJ.01-03c: Dynamic Management of Sectors in Terminal Airspace

AOM-0807 Dynamic Management of Sectors in Terminal Airspace OI Step W1
Solution PJ.01-05: Airborne Spacing Flight Deck Interval Management
Airborne Spacing Flight Deck Interval management (speed/more complex route geometries)
TS-0108 OI Step
in high density environments W1
Solution PJ.01-06: Enhanced Rotorcraft and GA operations in the TMA
AOM-
Advanced Point-in-Space RNP approaches and departures OI Step W1
0104-B
Solution PJ.01-07: Approach Improvement through Assisted Visual Separation
AUO-0507 Airborne Spacing Monitoring under IFR (ATSAW - Spacing monitoring) OI Step W1
Solution PJ.06-01: Optimized traffic management to enable Free Routing in high and very high
complexity environments
Free Routing for Flights both in cruise and vertically evolving within high -complexity
AOM-0505 OI Step N/A new OIS
environments in Upper En Route airspace
Solution PJ.06-02: Management of Performance Based Free Routing in Lower Airspace
Free Routing for Flights both in cruise and vertically evolving within high-complexity
AOM-0506 OI Step N/A new OIS
environments in Lower En Route airspace
Solution PJ.10-01a: High Productivity Controller Team Organisation
Sector Team Operations Adapted to New Responsibilities in En Route, 1 Planning to several
CM-0303 OI Step
Tactical Controllers team structure W1
Sector Team Operations Adapted to New Responsibilities in the TMA, 1 Planning to several
CM-0304 OI Step W1
Tactical Controllers team structure
Solution PJ.10-01b: Flight Centric ATC
Flight-centred ATC in Non-Geographically-Constrained, Low complexity En Route
CM-0200-B OI Step W1
environment
Flight-centred ATC in Non-Geographically-Constrained Medium and High Complexity En
CM-0200-C OI Step W1
Route environment
Solution PJ.10-01c: Collaborative Control
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Sector Team Operations Adapted to New Responsibilities and Operating Procedures

CM-0305 OI Step W2
involving reduced Coordination in the TMA
Sector Team Operations Adapted to New Responsibilities and Operating Procedures
CM-0306 OI Step W1
involving reduced Coordination in En-route
Solution PJ.10-02A: Improved Performance in the Provision of Separation
CM-0206 Conflict Detection and Resolution in the TMA using trajectory data OI Step W1
CM-0208-A Automated Ground Based Flight Conformance Monitoring in the TMA in Step 1 OI Step W1
Conflict Detection and Resolution in En Route using aircraft data in Predefined and User
CM-0209 OI Step W1
Preferred Routes environments
CM-0210 Ground Based Flight Conformance Monitoring in En Route using aircraft Data OI Step W1
CM-0211 Advanced Support for Conflict Detection and Resolution for ATC planning in En Route OI Step N/A new OIS
CM-0605 Separation Management in En Route using Pre-defined or User-preferred Routes with 2D
(3) OI Step W1
RNP Specifications
CM-0606
(3) Separation Management in the TMA using Pre-defined Routes with 2D RNP Specifications OI Step W1
Solution PJ.10-02B: Advanced Separation Management
CM-0207-B Ground Based Flight Conformance and Intent Monitoring in En Route using aircraft data OI Step W1
CM-0208-B Automated Ground Based Flight Conformance and Intent Monitoring in the TMA OI Step W1
CM-0407 Enhanced Conflict Detection and Resolution in En Route OI Step W1
CM-0408 Enhanced Conflict Detection and Resolution in the TMA OI Step W1
CM-0607
(3) Separation Management in En Route using RBTs with 2D RNP Specifications OI Step W1
CM-0608
(3) Separation Management in the TMA using RBTs with 2D RNP Specifications OI Step W1
Solution PJ.10-05: IFR RPAS Integration
RPAS_0001 Enabling integrated RPAS IFR operations OI Step N/A new OI
Solution PJ.10-06: Generic' (non-geographical) Controller Validations
SDM-0203 Generic' (non-geographical) Controller Validations OI Step W1
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Solution PJ.11-G1: Enhanced ground-based safety nets adapted to future operations

CM-0805 Short Term Conflict Alert Adapted to New Separation Modes OI Step W1
CM-0807-B Enhanced Ground-based Safety Nets Using ADS-B information OI Step W1
CM-0806-B
(3) Improved Compatibility between STCA and ACAS in a Step 2 environment OI Step W1
CM-0806-C
(3) Improved Compatibility between Ground and Airborne Safety Nets in a Step 3 environment OI Step W1
Solution PJ.11-A1: Enhanced Airborne Collision Avoidance for Commercial Air Transport normal
operations - ACAS Xa.
CM-0808-a Improved Collision Avoidance for commercial air transport in standard operations (ACAS Xa) OI Step W1
Solution PJ.11-A2: Airborne Collision Avoidance for Remotely Piloted Aircraft Systems – ACAS Xu
CM-0808-u Collision Avoidance for Remotely Piloted Aircraft OI Step W1
Solution PJ.11-A3: ACAS for Commercial Air Transport specific operations – ACAS Xo
CM-0808-o Collision Avoidance for commercial air transport Adapted to New Separation Modes OI Step W1
Solution PJ.11-A4: Airborne Collision Avoidance for General Aviation and Rotorcraft – ACAS Xp
CM-0808-p Collision Avoidance for General Aviation and Rotorcraft (ACAS Xp) OI Step W1

PJ13 Air Vehicle Systems

Enablers
No OI steps, only enablers. TBC
Only
Enabling Solution PJ.14-01-01: CNS Environment evolution
Aviation CNS-0001- Enablers
Infrastructure B Rationalisation of COM systems/infrastructure for Step2 TBC
Only
CNS-0001- Enablers
Rationalisation of COM systems/infrastructure for Step3 TBC
C Only
CNS-0002- Enablers
Rationalisation of NAV systems/infrastructure for Step2 TBC
B Only

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CNS-0002- Enablers
Rationalisation of NAV systems/infrastructure for Step3 TBC
C Only
CNS-0003- Enablers
Rationalisation of SUR systems/infrastructure for Step2 TBC
B Only
CNS-0003- Enablers
Rationalisation of SUR systems/infrastructure for Step3" TBC
C Only
Solution PJ.14-01-02: CNS Avionics integration
CNS-0001- Enablers
Rationalisation of COM systems/infrastructure for Step2 TBC
B Only
CNS-0001- Enablers
Rationalisation of COM systems/infrastructure for Step3 TBC
C Only
CNS-0002- Enablers
Rationalisation of NAV systems/infrastructure for Step2 TBC
B Only
CNS-0002- Enablers
Rationalisation of NAV systems/infrastructure for Step3 TBC
C Only
CNS-0003- Enablers
Rationalisation of SUR systems/infrastructure for Step2 TBC
B Only
CNS-0003- Enablers
Rationalisation of SUR systems/infrastructure for Step3" TBC
C Only
Solution PJ.14-01-03: CNS Ground Segment Integration
CNS-0001- Enablers
Rationalisation of COM systems/infrastructure for Step2 TBC
B Only
CNS-0001- Enablers
Rationalisation of COM systems/infrastructure for Step3 TBC
C Only
CNS-0002- Enablers
Rationalisation of NAV systems/infrastructure for Step2 TBC
B Only
CNS-0002- Enablers
Rationalisation of NAV systems/infrastructure for Step3 TBC
C Only
CNS-0003- Rationalisation of SUR systems/infrastructure for Step2 Enablers TBC
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B Only
CNS-0003- Enablers
Rationalisation of SUR systems/infrastructure for Step3" TBC
C Only
Solution PJ.14-02-01: FCI Terrestrial Data Link
CNS-0001- Enablers
Rationalisation of COM systems/infrastructure for Step2 TBC
B Only
CNS-0001- Enablers
Rationalisation of COM systems/infrastructure for Step3 TBC
C Only
Solution PJ.14-02-02: Future Satellite Communications Data link
CNS-0001- Enablers
Rationalisation of COM systems/infrastructure for Step2 TBC
B Only
CNS-0001- Enablers
Rationalisation of COM systems/infrastructure for Step3 TBC
C Only
Solution PJ.14-02-04: FCI Network Technologies incl. voice solution and military interfacing
CNS-0001- Enablers
Rationalisation of COM systems/infrastructure for Step2 TBC
B Only
CNS-0001- Enablers
Rationalisation of COM systems/infrastructure for Step3 TBC
C Only
Solution PJ.14-02-05: Development of new services similar to FIS-B to support ADS-B solutions for
General Aviation
CNS-0001- Enablers
Rationalisation of COM systems/infrastructure for Step2 TBC
B Only
CNS-0001- Enablers
Rationalisation of COM systems/infrastructure for Step3 TBC
C Only
Solution PJ.14-02-06: Completion of AeroMACS development
CNS-0001- Enablers
Rationalisation of COM systems/infrastructure for Step2 TBC
B Only
CNS-0001- Enablers
Rationalisation of COM systems/infrastructure for Step3 TBC
C Only
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Solution PJ.14-03-01: GBAS

CNS-0002- Enablers
Rationalisation of NAV systems/infrastructure for Step2 TBC
B Only
CNS-0002- Enablers
Rationalisation of NAV systems/infrastructure for Step3 TBC
C Only
Solution PJ.14-03-02 Multi Constellation / Multi Frequency (MC/MF) GNSS/SBAS
CNS-0002- Enablers
Rationalisation of NAV systems/infrastructure for Step2 TBC
B Only
CNS-0002- Enablers
Rationalisation of NAV systems/infrastructure for Step3 TBC
C Only
Solution PJ.14-03-04: Alternative Position, Navigation and Timing (A-PNT)
CNS-0002- Enablers
Rationalisation of NAV systems/infrastructure for Step2 TBC
B Only
CNS-0002- Enablers
Rationalisation of NAV systems/infrastructure for Step3 TBC
C Only
Solution PJ.14-04-01: Surveillance Performance Monitoring
CNS-0003- Enablers
Rationalisation of SUR systems/infrastructure for Step2 TBC
B Only
CNS-0003- Enablers
Rationalisation of SUR systems/infrastructure for Step3" TBC
C Only
Solution PJ.14-04-03: New use and evolution of Cooperative and Non-Cooperative Surveillance
CNS-0003- Enablers
Rationalisation of SUR systems/infrastructure for Step2 TBC
B Only
CNS-0003- Enablers
Rationalisation of SUR systems/infrastructure for Step3 TBC
C Only
PJ15 Common Services Solutions
Enablers
No OI steps TBC
Only

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PJ16 Controller Working Position/Human-Machine Interface

Enablers
No OI steps N/A
Only
Solution PJ.17-01: SWIM TI Purple Profile for Air/Ground Advisory Information Sharing
Enablers
IS-0901-B SWIM for Step2 W1
Only
Solution PJ.17-02: SWIM TI Federated Identity Management
Enablers
IS-0901-B SWIM for Step2 W1
Only
Solution PJ.17-03: SWIM TI Green Profile for G/G Civil Military Information Sharing
Enablers
IS-0901-C SWIM for Step3 W2
Only
Solution PJ.17-07: SWIM TI Purple Profile for Air/Ground Safety-Critical
Information Sharing
Enablers
IS-0901-C SWIM for Step3 W2
Only
Solution PJ.17-08: SWIM TI Common runtime registry
Enablers
IS-0901-B SWIM for Step2 W1
Only
Solution PJ.18-01a: Initial Mission Trajectories
Enablers
AUO-0215 Sharing iSMT through improved OAT flight plan W1
Only
Enablers
AUO-0216 Shared MT data in Step 2 W2
Only
AOM- Enablers
Mission Trajectories in Step 1 W1
0304-A Only
Enablers
AUO-0228 Agreed iRMT W1
Only
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Enablers
AOM-0303 Pan-European OAT Transit Service
Only W1
Enablers
AUO-0210 Participation in CDM through iSMT and Target Time (TTO) negotiation
Only W1
Enablers
AUO-0211 WOC Management of iRMT via improved OAT FPL
Only W1
Solution PJ.18-01b: Mission Trajectories in Trajectory based Operations (TBO)
AOM- Enablers
Integrated management of Mission Trajectory in trajectory based operations environment
0304-B Only W2
Solution PJ.18-02a: Trajectory Based Operations
AUO-0205- ATC-ATC, ATC/Aircraft and ATC/NM Update and Revision of the Initial Reference
OI Step
A (6) Business/Mission Trajectory (iRBT/iRMT) W2
AUO-0205- ATC-ATC, ATC/Aircraft and ATC/NM Update and Revision of the Reference Business/Mission
OI Step
B (6) Trajectory (RBT/RMT) W1
AUO-0206 FOC Management of the Reference Business Trajectory OI Step W1
AUO-0217
Constraint uncertainty assessment OI Step W1
(5)
AUO-0219 Use of all NOP information (DCB, ASM, weather), to compute optimal trajectory OI Step W1
AUO-0220 Linking of SBTs pertaining to the same aircraft. OI Step W1
AUO-0221 Agreement on RBT (associated to tolerances) OI Step W1
AUO-0222 User preferences shared with ATC OI Step W1
AUO-0224
Nominal Preferred Routes within iSBT OI Step W1
(2)
AUO-0225
Agreed iRBT to provide target time to ATM systems OI Step W1
(5)
AUO-0227
Agreed iRBT: Exchange of ATFCM measures with ATC OI Step W1
(5)
AUO-0228 Agreed iRMT OI Step W1
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AUO-0305 Improve the on-board flight management based on planning information. OI Step W1
CM-0105-A Enhanced ATC processes by the use of new CPDLC messages and related procedures OI Step W1
Enhanced ATC processes by the use of new CPDLC messages and related procedures in
CM-0105-B OI Step W1
Trajectory based operations
IS-0305 Automatic RBT Update through TMR OI Step W1
Solution PJ.18-02b : Flight Object Interoperability
Automated Assistance to Controller for Seamless Coordination, Transfer and Dialogue Enablers
CM-0201-A
through improved trajectory data sharing Only SESAR I
Enablers
CM-0201-B Coordination-free Transfer of Control through use of Shared Trajectory W1
Only
Solution PJ.18-02c: eFPL supporting SBT transition to RBT
Harmonised and improved integration of airspace and ATC constraints/procedures in
AUO-0223 OI Step W1
trajectories calculated by FOCs and NM.
AUO-0226 Agreed iRBT: Exchange of EFPL with ATC OI Step W1
Solution PJ.18-04a : AIM Information
Enablers
IS-0206 Digital Integrated Briefing during flight execution phase W1
Only
Solution PJ.18-04b : MET Information
Enhanced MET observations, nowcasts and forecasts provided by ATM-MET systems for Enablers
MET-0201 W1
Step 2 Only
Solution 18-04c: MET and AIM information services in the aircraft information/control domain
No OI Step, technological validation of solutions supporting the acquisition, processing and distribution Enablers
of MET and AIM information and the representation of this information to airspace users Only W1
Solution PJ.18-06: Performance Based Trajectory Prediction
Enablers
IS-0302 Use of Aircraft Derived Data (ADD) to enhance ATM ground system performance. W1
Only
Downlink of on-board 4D trajectory data to enhance ATM ground system performance: Enablers
IS-0303-A W1
initial and time based implementation Only
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Unallocated OIs (OI Steps not V3 validated and not covered by any solution)
AO-0804
Collaborative Airport Performance Management N/A N/A
(1)
Step 1 Optimised enhanced braking information at a pre-selected runway exit coordinated with
AUO-0703 N/A N/A
Ground ATC by Datalink
IS-0402 Extended provision of Terminal Information using datalink N/A N/A
AO-0106 Conflict Resolution for Tower Controllers N/A N/A
AUO-0607 Improved Aircraft Protection on the Airport Surface N/A N/A
AO-0307 Wake Turbulence separations (for arrivals) based on Dynamic Aircraft Characteristics N/A N/A
AO-0311 Reduced low visibility CAT II & III arrival separations N/A N/A
AO-0324 Wake Turbulence separations (for departures) based on Dynamic Aircraft Characteristics N/A N/A
AO-0505-B Improve Low Visibility Operation using GBAS Cat II/III based on dual GNSS N/A N/A
Revision of Reference Business/Mission Trajectory (RBT) using datalink (aircraft on airport
AUO-0309 N/A N/A
surface)
Step 2 AUO-0404 Synthetic Vision for the Pilot in Low Visibility Conditions N/A N/A
AUO-0407 Equivalent Visual Take-Off operations in Low Visibility Conditions N/A N/A
AUO-0613 Enhanced navigation and accuracy in LVC on the airport surface N/A N/A
AUO-0805 Incorporation of Autonomous Engine-off Taxiing into surface operations N/A N/A
AUO-0806 Incorporation of Non-Autonomous Engine-off Taxiing into surface operations N/A N/A
Remotely Provided Air Traffic Service for Contingency Situations at Large Airports (with
SDM-0206 N/A N/A
Several Runways)
SDM-0211 Air Traffic Service Provided to Two Airports, One Local and One Remote N/A N/A
SDM-0212 Air Traffic Service Provided to Several Airports, One Local and more than One Remote N/A N/A
AOM-0103 Two Categories of Airspace N/A N/A
AOM-
Step 3 Integrated Management of Mission Trajectories in Step 3 N/A N/A
0304-C
AOM-0803 Dynamically Shaped Sectors Unconstrained By Predetermined Boundaries N/A N/A

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SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

AUO-0203-
Shared Business / Mission Trajectory (SBT) in Step 3 N/A N/A
C
AUO-0303- Revision of reference business/mission trajectory (RBT) using datalink: performance based
N/A N/A
C implementation
AUO-0504 Dynamic Adjustment of Spacing Depending on Wake Turbulences N/A N/A
AUO-0505 Improved Air safety using data exchange via e.g. ADS-B for Wake Turbulence prediction N/A N/A
AUO-0506 Improved Air safety using on-board detection via e.g. LIDAR of Wake Turbulence detection N/A N/A
AUO-0604 Separation Management using RBTs with 3D RNP Specifications N/A N/A
AUO-0608 Enhanced Airport Safety Nets through Auto-brake during Taxi phase N/A N/A
AUO-0705 Enhanced arrival runway occupancy time thanks to efficient runway turn-off N/A N/A
AUO-0706 Enhanced departure runway occupancy time thanks to efficient line-up and take-off N/A N/A
CM-0501 4D Contract for Equipped Aircraft with Extended Clearance PTC-4D N/A N/A
Ad Hoc Delegation of Separation to Flight Deck - In Trail Follow & In trail Merge Procedure
CM-0701 N/A N/A
(ASEP-ITF & ITM )
CM-0702 Ad Hoc Delegation of Separation to Flight Deck - Crossing and Passing (C&P) N/A N/A
CM-0704 Self-Separation in Mixed Mode N/A N/A
DCB-0103-
Collaborative NOP for Step 3 N/A N/A
C
Use of on-board 4D trajectory data to enhance ATM ground system performance:
IS-0303-C N/A N/A
performance based implementation
IS-0406 Aircraft Dissemination of Information on Weather Hazards to Other Aircraft N/A N/A
IS-0710 Air-Air Exchange services N/A N/A
Enhanced MET observations, nowcasts and forecasts provided by ATM-MET systems for
MET-0301 N/A N/A
Step 3
SDM-0202 Transfer of Area of Responsibility for Trajectory Management N/A N/A

Table 2: SESAR 2020 Operational Improvement

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SESAR 2020 CONCEPT OF OPERATIONS EDITION 2017 I

-END OF DOCUMENT-

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LFV/COOPANS, AIRBUS, NATS, EUROCONTROL, Skyguide and DFS .
All rights reserved. Licensed to the SESAR Joint Undertaking under conditions.