SESAR digital sky demonstrators for a greener, more scalable and resilient ATM – works

The objective is to modernise air transport infrastructure on the TEN-T network.

In accordance with the Article 9(2)(b)(ii) of the CEF Regulation, this priority will support works related to DSDs addressing the areas listed below.

SESAR’s DES aims at delivering innovative, interoperable, and sustainable ATM solutions (SESAR solutions)^[1] through an R&I innovation pipeline that brings new operational and technological ATM solutions up to the Technology Readiness Level (TRL) 6^[2].

The programme also aims at accelerating the deployment (industrialisation and implementation activities^[3]) of SESAR solutions by establishing Digital Sky Demonstrators (DSD), which offer a viable means to accelerate market uptake of SESAR solutions.

DSDs take place in live operational and, when required, cross-border ground and airborne environments, thus providing tangible evidence of the environmental, capacity, safety, security, and efficiency performance benefits of the services, technologies and standards resulting from the relevant SESAR solutions. They also bridge research with industrialisation and implementation activities for which DSD shall provide recommendations. The DSDs are, therefore, closely connected to standardisation and regulatory activities and will provide a platform for a critical mass of ‘early movers’ (at least 20%^[4] of the targeted operating environment).

The DSDs contribute to achieving a climate neutral aviation and to making Europe the most efficient and environmentally friendly sky to fly in the world, by accelerating implementation of operational measures and technological innovations to improve the fuel efficiency of flights, reduce CO₂ emissions, reduce aircraft noise impact, and improve air quality at and around the airports.

Furthermore, the DSDs enable a more flexible, scalable, resilient, safe, and secure ATM that can withstand disruptions in the aviation system based on the future European airspace architecture underlying the DES and contributing to the digital transformation of air navigation service provision. This requires changes in the way these services are provided, with a view to delivering the capacity needed by airspace users and building a state-of-the-art, scalable, and resilient system that will remain at least as safe as today.

DSDs aim to bring to TRL-8^[5] the SESAR solutions that contribute to the following areas that are critical for achieving the DES and the related performance ambitions:

1. Alerts for reduction of collision risks on taxiways and runways.
2. Optimising airport and TMA environmental footprint.
3. Dynamic airspace configuration.
4. Increased automation support.
5. Transformation to trajectory-based operations (TBO).
6. Virtualisation of operations.
7. Transition towards high performance of air-ground connectivity (multilink).
8. Service-oriented delivery model (data driven and cloud based).
9. CNS optimisation, modernisation and resilience.
10. Implement innovative air mobility (IAM) & drone operations.

Proposals may address one or more of the areas listed above, which are described in the following sections, and are not required to address all of the underlying SESAR solutions and elements.

The details on the relevant on-going projects referred to in following areas are available on the SESAR 3 JU website (www.sesarju.eu).

1. Alerts for reduction of collision risks on taxiways & runways
   1. Airport ground safety nets

Airport safety nets require the A-SMGCS planning and routing function. This function is not mandated by CP1. Moreover, the CP1 mandate is limited to runways.

This DSD shall demonstrate the safety benefits delivered thanks to the implementation of support tools for controllers at A-SMGCS equipped airports to detect (and provide appropriate alerts on) potential and actual conflicting situations, incursions and non-conformance to procedures or ATC clearances, involving mobiles (and stationary traffic) as well as unauthorised/unidentified traffic on runways.

The proposed demonstrators shall implement these elements:

1. Conflicting ATC clearances (CATC) including. This may support the safety case for the application of the ICAO ‘reasonable assurance’ principle.
2. Conformance monitoring (CMAC) alerting functions for controllers and new information regarding the operational status of a runway, which increases ATCO situation awareness.

The demonstration area may be extended to the complete aerodrome movement area (i.e., taxiways and in the apron/stand/gate area).

The proposed demonstrators shall implement the following SESAR solution:

1. PJ.02-W2-21.1 ‘Enhanced Airport Safety Networks for Controllers at A-SMGCS Airports’ (https://www.sesarju.eu/sesar-solutions/extended-airport-safety-nets-controllers-smgcs-airports)

To demonstrate the benefits of this SESAR solution, the proposed demonstrators shall be implemented in at least 3 airports (either medium, large or very large airports) in at least 2 different EU Member States.

2. Optimising airport and TMA environmental footprint

2.1 Integration of regional airports with the Network Manager^[6]

Increased connectivity between EU regional airports and the Network Manager is done via the provision of departure planning information (DPI) messages from airports to the Network Manager based on target times and a reduced set of CDM milestones implemented and calculated in a quasi-automatic fashion.

This DSD aims at demonstrating that by increasing the connectivity between regional EU airports and the Network Manager and by a better and earlier alignment between network predicted and last planned/before airborne trajectories, the predictability of the European network will be improved. The demonstrator shall also give evidence of improvements in the Airspace Users flight planning processes (e.g., improving fuel prediction), thanks to the distribution by the Network Manager of the departure planning information received from the airports. The proposed demonstrator shall provide an estimation of the network capacity gains and their corresponding environmental benefits (due to avoided vertical and/or horizontal re-routing).

The proposed demonstrators must include at least five regional airports in at least three different EU Member States.

The proposed demonstrators shall implement the following SESAR solutions:

1. PJ.04-W2-28.1 ‘Connected regional airports’ (https://www.sesarju.eu/sesar-solutions/collaborative-management-regional-airports)
2. PJ.09-03-02: ‘AOP/NOP departure information integrated in eFPL’ (https://www.sesarju.eu/sesar-solutions/aopnop-departure-information-integrated-efpl)

2.2 Better managing arrival constraints

Planning arrivals into a busy airport an hour or more before touchdown cuts down holding time, reduces noise and saves fuel. Extended-AMAN (E-AMAN) allows for the sequencing of arrival traffic much earlier than is currently the case, by extending the AMAN horizon from the airspace close to the airport to further upstream and so allowing more smooth traffic management.

This DSD aims at demonstrating the reduction of vectoring, holding and fuel consumption thanks to the implementation of arrival management enhancements on top of the Extended AMAN (E-AMAN) required under CP1.

The proposed demonstrators shall include at least one of the following elements:

1. The demonstration of a coordination mechanism (and required system support) to facilitate cross-border management between ATS units of arrival constraints originating from different E-AMAN (SESAR solution PJ.25-01).
2. The demonstration of the benefits of providing arrival sequence time information and associated advisories by the E-AMAN into ATS units responsible for inbound traffic originating from airports affected by the E-AMAN horizon and by apportionment of delay on the ground, between time to lose at the gate (in case of large delays) and at the runway holding point (for shorter delays) at the departure airport to achieve the required time-to-lose (SESAR solution PJ.25-01).
3. The demonstration of the time and fuel efficiency benefits thanks to the provision of target times of arrivals (TTA) to traffic departing outside the European Regulation Area. This is aiming at smoothing the arrival traffic at an airport, avoiding a situation where many long-haul flights arrive at the same time and must absorb a significant amount of delay in a holding pattern (SESAR solution PJ.25-02).

The demonstrators may address Flexible Use of Airspace (FUA) aspects, in particular the better use of airspace released by military, which could possibly result in aircraft reaching the arrival destination to early.

Based on the elements chosen, the proposed demonstrators shall implement the corresponding SESAR solutions:

1. PJ.25-01: ‘Collaborative Decision Making (CDM) between airports, TMAs and ACCs for Overlapping AMANs’(https://www.sesarju.eu/sesar-solutions/collaborative-decision-making-cdm-between-airports-tmas-and-accs-overlapping-amans)
2. PJ.25-02: ‘Target Time of Arrival (TTA) management for seamless integration of out-of-area arrival flights’ (https://www.sesarju.eu/sesar-solutions/target-time-arrival-tta-management-seamless-integration-out-area-arrival-flights).

2.3 Increasing runway throughput

The expected rapid growth in air traffic will lead to an increasing number of capacity constrained airports. Therefore, airports must significantly improve the runway throughput while maintaining or increasing runway safety levels.

This DSD aims at demonstrating the runway throughput improvements and the resilience and efficiency benefits at capacity constrained airports for both arrival and departure operations generated by implementing at least one of the following elements:

1. Optimised runway delivery on final approach enables safe, consistent, and efficient delivery of the required separation or spacing between arrival pairs on final approach to the runway landing threshold, supported by the optimised runway delivery (ORD) tool (SESAR solution PJ.02-01-01).
2. Optimised separation delivery for departures, introducing an optimised separation delivery (OSD) tool and its associated procedures to support safe and reliable handling of aircraft departures (SESAR solution PJ.02-02-02).
3. Wake turbulence pairwise separations for arrivals (PWS-A) and for departures (PWS-D) based on static aircraft characteristics (SESAR solutions PJ.02-01-04 and PJ.02-01-06).
4. Minimum radar separations (MRS) on final approach (in-trail minimum radar separation from 2.5 NM to 2 NM) based on required surveillance performance (RSP) and supported by the optimised runway delivery (ORD) tool (SESAR Solution PJ.02-03).
5. Reduced separation based on local runway occupancy time characterisation (ROCAT) for different aircraft is considered together with wake categorisation separation and MRS, for computing a new separation minimum based on these factors and defines separation sub-categories (SESAR Solution PJ.02-08-03).

Based on the elements chosen, the proposed demonstrators shall implement the corresponding SESAR solutions:

1. PJ.02-01-01: ‘Optimised Runway Delivery on Final Approach’ (https://www.sesarju.eu/sesar-solutions/optimised-runway-delivery-final-approach)
2. PJ.02-01-02: ‘Optimised separation delivery for departure’ (https://www.sesarju.eu/sesar-solutions/optimised-separation-delivery-departure)
3. PJ.02-01-04: ‘Wake turbulence separations (for arrivals) based on static aircraft characteristics’ (https://www.sesarju.eu/sesar-solutions/wake-turbulence-separations-arrivals-based-static-aircraft-characteristics)
4. PJ.02-01-06: ‘Wake turbulence separations (for departures) based on static aircraft characteristics’ (https://www.sesarju.eu/sesar-solutions/wake-turbulence-separations-departures-based-static-aircraft-characteristics)
5. PJ.02-03: ‘Minimum-pair separations based on required surveillance performance (RSP)’ (https://www.sesarju.eu/sesar-solutions/minimum-pair-separations-based-required-surveillance-performance-rsp)
6. PJ.02-08-03: ‘Reduced separation based on local runway occupancy time characterisation (ROCAT)’ (https://www.sesarju.eu/sesar-solutions/reduced-separation-based-local-runway-occupancy-time-characterisation-rocat).

To demonstrate the benefits of the above-mentioned SESAR solutions, the proposed demonstrators shall be implemented in at least 3 different airports in at least 2 different EU Member States.

The work under the proposed demonstrators shall be complementary to the scope/approach of the on-going DSD project HERON concerning solutions PJ.02-01-01 and PJ.02-08-03.

3. Dynamic Airspace Configuration

3.1 Dynamic airspace configurations

Dynamic airspace configurations (DAC) allow air navigation service providers (ANSPs) to organise, plan, and manage airspace configurations with enough flexibility to respond to changes in traffic demand. Higher granularity and flexibility in the airspace configurations, dynamically adjusting them in response to changes on demand will lead to increased flexibility and airspace capacity for both civil and military users.

This DSD aims at demonstrating the capacity and efficiency benefits generated by the seamless integration of dynamic airspace configurations and integrated network management ATC planning (INAP).

The demonstrators may address Flexible Use of Airspace (FUA) aspects, in particular to test benefits of dynamic configuration on capacity provision in shared airspace.

The proposed demonstrators shall include capabilities such as: enhanced traffic prediction; spots detection; integration of different types of spots in network DCB processes; traffic analysis and measures monitoring; improved catalogue of demand and capacity balancing (DCB) measures; ‘what-if/what-else’ and the integration of complexity / ATCO workload assessment and ATCO availability within the sector configuration optimisation process.

The proposed demonstrators shall implement the following SESAR solution:

1. PJ.09-W2-44: ‘Dynamic airspace configurations (DAC)’ (https://www.sesarju.eu/sesar-solutions/dynamic-airspace-configurations-dac).

3.2 Mission trajectory management and dynamic mobile areas

To accommodate military flights, the airspace is often closed, sometimes at short notice, to civil traffic. Mission trajectory management and dynamic mobile areas are operational and technical solutions that allow more flexible civil-military cooperation to maximise the use of airspace.

This DSD aims at demonstrating improvements on the use of airspace capacity for both civil and military AUs leading to better use of airspace and an increased flexibility in civil–military coordination. The scope includes new operating methods for mission trajectory management (MTM) in the context of dynamic airspace configurations (DAC), the integration of dynamic mobile areas (DMA) of type 1 and type 2 design principles for airspace reservation (ARES) into both the MT development and DAC processes and the dynamic coordination between wing operation centre (WOC) and local DAC actors. The demonstrator shall involve at least one representative from civil stakeholders and one representative from military stakeholder.

The proposed demonstrators shall include the following elements:

1. The management of mission trajectory (MT) as shared via iOAT FPL in network planning processes.
2. The B2B services for iOAT FPL filing from wing operations centre (WOC) to the Network Manager as well as for the iOAT FPL distribution from the Network Manager to ATC.
3. Airspace management (ASM) including dynamic mobiles areas type 1 and 2.
4. WOC integration into ASM.
5. CDM process between the WOC and ASM.
6. ATCO support systems.

The proposed demonstrators shall implement the following SESAR solutions:

1. PJ.07-W2-40: ‘Initial 4D MT development with integrated DMA types 1 and 2 supported by automation and dynamic civil-military CDM’ (https://www.sesarju.eu/sesar-solutions/mission-trajectories-management-integrated-dmas-type-1-and-type-2);
2. PJ.07-03: ‘Improved OAT Flight Plan (iOAT FPL) in IFPS and its distribution to concerned ATC units’ (https://cordis.europa.eu/project/id/733020/results).

4. Increased automation support

4.1 Sector team configurations

Traditionally ATC operations have been based on a team composed of two air traffic controllers, who undertake the roles of planning controller (PC) and executive controller (EC). SESAR has developed new sector team configurations (e.g., multi-sector planner) where a multi section planner responsible for airspace controlled by up to two executive controllers (2ECs) for En-Route / eTMA environments.

This DSD aims at demonstrating the benefits, in terms of flight predictability, reduced fuel burn, a better distribution of human resources and improved task sharing, that result from implementing the combination of one planning ATCO to two tactical/executive ATCOs. This requires the adaptation of the automation support tools.

The proposed demonstrators shall implement the following SESAR solution:

1. PJ.10-01a1: ‘High productivity controller team organisation in en-route (including eTMA)’ (https://www.sesarju.eu/sesar-solutions/high-productivity-controller-team-organisation-en-route-including-etma).

4.2 New HMI interaction modes

New methods of controller interaction with the human machine interface (HMI), applying mature technologies will lead to increased controller productivity, reduced workload, stress level and improve safety.

This DSD aims at demonstrating the benefits in terms of reduced workload and mental strain on controllers by implementing new HMI interaction modes and technologies for air traffic service unit (ATSU)

The proposed demonstrators shall include at least one of the following elements:

1. User-profile management systems (SESAR Solution PJ.10-W2-96 UPMS).
2. Automatic speech recognition application, which can be deployed as new cloud-based service (SESAR Solution PJ.10-W2-96 ASR).
3. A ‘fade-out’ algorithm, which, at the initiative of the controller in a first step and the system in a second step, places in the background (by means of colour) flights where controller intervention on spacing is not required (e.g., if they are separated with ‘wide margins’), while drawing the controllers’ attention to the flights which may possibly interact with one another. The automation system requests controller intervention when the conditions are anticipated to be outside the automation domain of operation (e.g., separation is anticipated to be outside the “wide margins” condition). Transfer of separation responsibility between humans and automation and approval request type coordination between human controllers and automation must be addressed, together with the associated liability and legal aspects (SESAR Solution PJ.10-W2-96 AG).

Based on the elements chosen above, the proposed demonstrators shall implement the corresponding SESAR solutions:

1. PJ.10-W2-96 AG: ‘Attention guidance – ‘fade-out’ algorithm’ (https://www.sesarju.eu/sesar-solutions/attention-guidance)
2. PJ.10-W2-96 ASR: ‘Automatic speech recognition’ (https://www.sesarju.eu/sesar-solutions/automatic-speech-recognition)
3. PJ.10-W2-96 UPMS: ‘user profile management system (https://www.sesarju.eu/sesar-solutions/user-profile-management-system)

5. Transformation to trajectory-based operations (TBO)

5.1 Enhanced conflict detection and resolution support tools by using aircraft derived data

Reliable and accurate conflict detection and resolution services lead to better decision making and fewer tactical interventions by controllers.

This DSD aims at demonstrating the operational benefits in terms of capacity and efficiency resulting from reducing trajectory prediction uncertainty by implementing conflict detection and resolution (CD&R) support tools improved via the use of ADS-C data (using Revision A or Revision B of the ATS B2 standards) and high-resolution wind models, reducing the trajectory prediction uncertainty.

The proposed demonstrators may optionally include:

1. The prediction of ATC intent through different techniques (e.g., machine learning), and conflict detection using trajectories calculated using this predicted intent.
2. The potential use of EPP to measure inefficiencies due to early descent, which are not captured by CDO/CCO metric time-in-level-segments, potentially considering the difference between the actual and FMS TOD, EPP variability, etc.
3. Use of higher granularity of wind data.
4. Use of SSR-downlinked parameters (e.g., rate of climb/rate of descent) in combination with ADS-C data.

The proposed demonstrators shall implement the following SESAR solution:

1. PJ.18-W2-53B: ‘Improved Performance of CD/R tools enabled by reduced trajectory prediction uncertainty’ (https://www.sesarju.eu/sesar-solutions/improved-performance-cdr-tools-enabled-reduced-trajectory-prediction-uncertainty)

Applicants must demonstrate how their proposals build on the work of project PJ.38 ADSCENSIO and the on-going DSD project HERON on the use of ADS-C data on the ground.

5.2 Dynamic route availability (RAD)

The route availability document (RAD) is a common reference document containing the policies and procedures for route and traffic orientation. Currently RAD measures are static and pre-determined.

This DSD aims at demonstrating the benefits on fuel efficiency generated by implementing a Dynamic RAD solution, which applies restrictions only when needed through a daily collaborative decision making (CDM) process. A temporary relaxation of restrictions allows airspace users to file more efficient trajectories whenever the opportunity arises.

The proposed demonstrators shall implement the following SESAR solution:

1. #201: ‘Dynamic Route Availability Document (RAD)’ (https://www.sesarju.eu/sesar-solutions/dynamic-route-availability-document-rad).

The applicant shall duly demonstrate that the work performed through the demonstration is complementary to the scope/approach of the ALBATROSS project and of the on-going DSD HERON project.

5.3 Users driven prioritisation process

The airspace users' driven prioritisation process (UDPP) sees the extension of airspace user capabilities, allowing them to recommend a priority order request to the Network Manager and appropriate airport authorities for flights affected by delays on departure and on arrival, and to share preferences with other ATM stakeholders in capacity-constrained situations (CCS).

The DSD aims at demonstrating the benefits in terms of flexibility for the airspace users to reschedule their flights and to keep their business-driven schedule priorities on track when facing capacity constraints and delays. This includes the extension of the AUs’ ability to influence the regulation of arrivals whilst the flights are in pre-departure phase.

The proposed demonstrators shall implement the following SESAR solution:

1. PJ.07-W2-39: ‘Collaborative framework managing delay constraints on arrivals’ (https://www.sesarju.eu/sesar-solutions/collaborative-framework-managing-delay-constraints-arrivals).

5.4 Flight Operations Centre integration into the ATM network

The full integration of the FOC into the ATM network process through improved interaction tools and the use of enriched demand–capacity balancing (DCB) information and enhanced what-ifs to improve flight planning, including the Network Manager flight plan approval process will improve network predictability.

This DSD aims at demonstrating the benefits that an enhanced collaborative decision making between providers and users will bring in terms of better adherence to the agreed trajectory during execution, hence better predictability. This includes the demonstration of protection hotspots (to protect an airspace from undesired rerouted flights) and pro-active flight delay criticality indicator (FDCI) (Airspace Users inform the Network Manager about critical flights before any DCB measure is allocated and for which DCB delay is particularly costly and should be avoided).

The proposed demonstrators must also address how operators without an FOC are not detrimentally affected.

The proposed demonstrators shall implement the following SESAR solution:

1. PJ.07-W2-38: ‘Enhanced integration of AU trajectory definition and network management processes’ (https://www.sesarju.eu/sesar-solutions/enhanced-integration-au-trajectory-definition-and-network-management-processes)

6. Virtualization of Operations

6.1 Delegation of ATS services

The delegation of airspace in expected and planned and a more flexible use of external data services, would allow the infrastructure to be rationalised, reducing the related costs and enable data-sharing. Operationally, it will foster a more dynamic airspace management and ATM service provision, improving the resilience of ATM service provision.

This DSD aims at demonstrating the benefits of a new operating model of delegation of airspace and the related provision of air traffic services (ATS) based on new technical infrastructure characterised by virtual centre (VC) architectural models (e.g., Y architecture). The demonstration should help to overcome the challenges associated with regulatory and certification issues. Close cooperation with European Union Aviation Safety Agency and/or national regulators is therefore essential to the success of the demonstration.

The proposed demonstrators shall include the following elements:

1. The delegation of ATS among ATSUs belonging to different cross-border FIRs intra-ANSP and inter-ANSP based on: traffic/organisation needs (either static on fixed-time transfer schedule (e.g. day/night) or dynamic (e.g. when the traffic density is below/above a certain level) or on contingency needs.
2. ATFCM aspects as per the new DAC/DCB concept application, including the interaction with the Network Manager on dynamic sectorisation and flow allocation. This may include the dynamic delegation of ATS provision for load balancing (ATFCM), cross-border rostering concepts, etc. The delegation of the ATFCM service provision between ATSUs should also be considered.
3. Intra-ANSP and inter-ANSP use cases, with same or different ATM Data Service Providers (between alliances).
4. Civil–military aspects of delegation of ATS provision (e.g. between civil ATSUs when military activities are in place or planned as well as delegation of ATS provision between civil and military ATSUs). Operational, sovereignty, data access and cybersecurity aspects should be considered.
5. The consideration of the impact/changes on ATSEP role.

Demonstrations may include complementary concepts supporting increased flexibility in ATCO validations, standardisation of procedures and performance support tools to reduce the number of hours required to be current in a sector, etc.

The proposed demonstrators shall implement the following SESAR solution:

1. PJ.10-W2-93: ‘Delegation of ATM services provision amongst ATSUs (https://www.sesarju.eu/sesar-solutions/delegation-atm-services-provision-among-atsus).

The applicant shall demonstrate that the work performed through the proposed demonstration is complementary to and not duplicating the scope/approach of the on-going DSD projects DEVICE and EXODUS.

1. 1. Multiple remote tower module

A remote tower centre (RTC) equipped with a number of remote tower modules can provide services to one or more airports from each module.

This DSD aims at demonstrating the benefits in terms of cost-efficiency resulting from the flexible and dynamic allocation of remote tower modules within the RTC that can increase the number of airports and traffic volume that can be safely controlled from a RTC.

The demonstrator shall cover the cross-border dimension aspect with at least two different remote tower centers in two different EU Member States states, each providing service to two or more aerodromes.

The proposed demonstrators shall include at least one of the following elements (SESAR Solutions PJ.05-02 and PJ.05-W2-35):

1. Provision of FIS for more than one aerodrome by a single AFISO from a remote location (i.e., not from a control tower local of any of the aerodromes), and/or the provision of simultaneous remote ATC service two or more aerodromes.
2. Simultaneous provision of AFISO to one aerodrome and ATC service at another aerodrome by a single person (holding both an ATC and AFISO licence). The demonstration may include the dynamic alternation of the ATC/AFISO service provision between the two aerodromes based on traffic demand.
3. Simultaneous provision of ATC service to two or more aerodromes by a single ATCO holding a valid unit endorsement for both aerodromes. In this case, the demonstration may or be restricted to runway operations at one airport only, so that if there are ongoing runway operations at one airport, the ATCO only delivers clearances for manoeuvring/apron are operations or address simultaneous runway operations at both airports.

The proposed demonstrators may also include the following elements:

1. Implementation of harmonised procedures across all the remote tower modules in the RTC to facilitate controllers to hold endorsements for two or more airports.
2. Demonstration of a low-cost composite ground-based surveillance infrastructure to increase the situational awareness for the multi remote tower controller or AFISO in a cost-effective way (SESAR Solution PJ.14-W2-84b).
3. Remote tower planning tools for the remote tower centre to dynamically allocate remote tower operations at remote airports to different positions over time to reduce cost through a more efficient usage of all human/technological resources.
4. Remote tower centre rostering concepts.

For new remote tower installations, if the regulatory certification and operational approval is obtained while conducting the demonstration, the demonstration can be conducted in shadow mode. However, the applicant must document that the regulatory certification and operational approval processes have made sufficient progress so that the planned entry into service in live operations can occur within one year of the closing of the project.

The proposed demonstrators shall implement the following SESAR solutions:

1. PJ.05-02: ‘Multiple remote tower module’ (https://www.sesarju.eu/sesar-solutions/multiple-remote-tower-module)
2. PJ.05-W2-35: ‘Multiple remote tower and remote tower centre’ (https://www.sesarju.eu/sesar-solutions/multiple-remote-tower-and-remote-tower-centre)

The demonstrators may also implement the following SESAR solution:

1. PJ.14-W2-84b: ‘Multi remote tower surveillance module’ (https://www.sesarju.eu/sesar-solutions/multi-remote-tower-surveillance-module).

To demonstrate the benefits of these SESAR solutions, the demonstrators shall include at least 2 different remote tower centres in 2 different EU member states each providing service to 2 or more aerodromes.

7. Transition towards high performance of air-ground connectivity (multilink)

7.1 Multilink future communications infrastructure (FCI) and satellite communication (SatCom) class B

The future communications network infrastructure, supporting ATN/IPS multilink capability and the complete mobility between different datalink, meeting civil-military interoperability requirements for ground/ground network interfaces, safety, and security requirements is a cornerstone of the DES. The objective of this multilink environment is to migrate to IPS based datalinks and to replace existing technologies including terrestrial VDL2.

This DSD shall aim to operate a multilink communications infrastructure and to demonstrate the following elements:

1. Enhanced air-ground datalink capabilities beyond controller–pilot datalink communications service. Airborne users are connected to the ground by different means to support ATS B1 and ATS B2 communication services in an operational environment with representative traffic scenarios, hence demonstrating a seamless and automatic switch between different technologies in the air and in ground, considering system outages based on availability, service provision aspects and performance needs. Projects should demonstrate the switching from VDL-2 to SATCOM and vice-versa when crossing airspace managed by ANSPs with/without service contracts with SATCOM providers. The demonstration shall address the prioritisation of air traffic service (ATS) messages over any other data traffic over the same link, which is not possible via VDL2.
2. Ensure multilink future communication infrastructure (FCI) backbone remains compliant with the on-going developments on L-band Digital Aeronautical Communications System (LDACS) under project FCDI to facilitate a seamless future integration of LDACS.
3. Demonstrate a multilink environment including the consideration of satellite technologies including the transition from Satcom class B (aeronautical telecommunications network (ATN) open systems interconnection (OSI)) to Satcom class A (ATN internet protocol suite (IPS))^[7].

The end-to-end multilink interoperability demonstration should collect evidence and assess results of theoretical studies, simulations results (e.g. maximum capacity of SATCOM link for ATC and ATM data in core area), laboratory tests and flight demonstrations.

The proposed demonstrators shall demonstrate the capability of SATCOM technology to respond to security threats (e.g., cyber-attacks) and evaluate the effectiveness of different mitigations (e.g., authentication techniques).

The proposed demonstrators may include test bed platforms to appropriately stress-test avionics equipment, space and ground systems and support validation of standards as well as certification of equipment. The end-to-end demonstration must include the ground component, the space component, the aircraft component and the interface with pilots and controllers. The demonstrations should be implemented in an operational multilink environment to ensure that links are properly connected and provide full confidence to ANSPs and Airspace Users that the technology and multilink concept works as envisaged.

The applicants shall ensure that their demonstrators are coordinated with EASA for the execution of the end-to-end demonstration.

The proposed demonstrators shall implement the following SESAR solutions:

1. PJ.14-W2-77: ‘Future communication infrastructure” (https://www.sesarju.eu/sesar-solutions/fci-services)
2. #109: ‘Air Traffic Services datalink using SatCom Class B’ (https://www.sesarju.eu/sesar-solutions/air-traffic-services-datalink-using-satcom-class-b).

The proposed demonstrators shall consider the work performed by the on-going DSD project ESMA and the on-going project FCDI ensuring complementarity of scope / approach.

8. Service-oriented delivery model (Data driven & Cloud based)

8.1 Service-oriented delivery model (data driven and cloud based)

A new ATS data provision business operating model based on the ATM Data Service Providers (ADSPs) concept has been outlined in the airspace architecture study (AAS)^[8] and later complemented by a European Commission study^[9].

This DSD aims at demonstrating the benefits resulting from the implementation of a new ATS data provision service delivery model for existing or new services. The scope includes the demonstration of new ATS data provision operating models based on the opportunities opened up by the new service delivery model (consolidation of flight data processing systems (FDPSs)) and/or the deployment of new services using the new model (e.g., cloud-based ‘automatic speech recognition’ applications, conflict detection and resolution (CD&R) applications using virtual centre architectures, provision of surveillance data processing and integration services, services for remote technical monitoring of distributed systems, etc.). This DSD is an opportunity to address the military concerns (e.g., access to information, confidentiality, and cyber-security) on the ADSP concept.

The DSD shall demonstrate the feasibility and benefits (e.g., cost efficiency) of the new core ATC service delivery model (infrastructure and service layers) for operations in all phases of flight, which should enable:

1. Open ATM integration patterns enabling participation of third-party system providers.
2. Enables decoupling of service and infrastructure layers as defined in the ATM Master Plan through cloud computing (including flight data processing (FDP), human machine interface (HMI) and the relation between FDP and HMI).
3. New service agreements governing the delivery of core services (common to all ANSPs in Europe) vs additional services (specific to one ANSP).

The proposed demonstrators must be aligned with the scope of ATM data services in each of the data categories and consider standard interfaces and services (ADSP-ATSU and ADSP-ADSP) with other services or functions and the actors feeding into or consuming the ATM data services. These demonstrations should help to overcome the challenges associated with regulatory and certification issues. Close cooperation with European Union Aviation Safety Agency and/or national regulators is essential to the success of the demonstration.

The proposed demonstrators shall implement the following SESAR solutions:

1. PJ.16-03: ‘Enabling rationalisation of infrastructure using virtual centre-based technology’ (https://www.sesarju.eu/sesar-solutions/enabling-rationalisation-infrastructure-using-virtual-centre-based-technology)
2. PJ.10-W2-93A: ‘Y-Architecture supporting delegation of ATM services provision amongst ATSUs’ (https://www.sesarju.eu/sesar-solutions/y-architecture-supporting-delegation-atm-services-provision-amongst-atsus).

9. CNS optimisation, modernisation and resilience

9.1 GBAS

GBAS uses local augmented satellite signals to support precision approach operations for aircraft equipped with satellite navigation. Deploying GBAS for CAT II and III operations in airports and TMAs can unlock substantial environmental benefits such as reduced noise and CO₂ emissions by improving precision approach, landing and departure in all-weather operations conditions, thereby increasing operational efficiency and capacity.

This DSD aims at demonstrating the operational benefits defined above by integrating processing signals from European Navigation Satellite capabilities (Galileo and/or EGNOS) beyond GPS augmentation, enabling Cat III landings along with sufficient consideration of reversion scenarios to Cat II. These demonstrations shall bring valuable operational experience for future dual frequency multi-constellation (DFMC) GBAS Galileo operational implementation in terms of procedures, design, safety case, training, and ops approval.

The proposed demonstrators shall include the following elements:

1. GBAS Ground stations Cat III processing according to GAST D standards, with use of signals from the European Satellite Systems for additional robustness and for Cat II Reversion Scenarios.
2. An appropriate number of GBAS Cat III landings using GBAS Cat III Ground Stations processing GAST D and signals from the European Satellite Systems (EGNOS and/or Galileo) shall be demonstrated with GAST-D equipped aircraft to satisfy airborne and ground certification requirements (with reversion to Cat II) for at least one aircraft type.
3. The demonstration of the potential benefits of GAST-C already equipped aircraft (for Cat. II operations supported by a GAST-D ground station), as reversion scenario for Cat. III.
4. Incite the accelerated deployment of sufficient installations to constitute a critical mass for successful certification of GBAS GAST-D station also processing signals from the European Satellite Systems at selected airports.
5. Appropriate engagement with the European Union Aviation Safety Agency (EASA) on the certification aspects shall be duly considered.

The proposed demonstrators shall include a sufficient number of installations to constitute a critical mass for successful certification in different Member States and representing city-pairs to leverage the use of equipped aircraft. The scope includes the system certification for GBAS GAST D Ground Stations processing signals from the European Satellite Systems.

This DSD requires the participation of ANSPs and Airspace Users, the equipage of sufficient number of aircraft for successful demonstration of operational feasibility with GBAS GAST-D to enable periods of runway allocation for this service and the installation of an GBAS GAST D ground station processing signals from the European Satellite Systems at the selected airports. Indicatively, this would require more than 100 flights, equipping over 20 aircraft and involving 4 to 6 airports within the European Union.

The proposed demonstrators shall implement the following SESAR solutions:

1. #55: ‘Precision approaches using GBAS CAT II/III’ (https://www.sesarju.eu/sesar-solutions/precision-approaches-using-gbas-cat-iiiii)
2. PJ.14-W2-79a: ‘GBAS – GAST-D extended scope’ (https://www.sesarju.eu/sesar-solutions/gbas-gast-d-extended-scope).

10. Enable Innovative Air Mobility (AIM) & Drone Operations

10.1 IFR RPAS accommodation in airspace classes A to C

Remotely piloted unmanned aerial systems (RPAS) are used under specific restrictions and segregations, for example flying predefined reserved corridors to their mission zones. SESAR has delivered solutions that allow IFR RPAS to operate in non-segregated airspace.

This DSD aims at demonstrating the feasibility of accommodating, in non-segregated airspace, IFR RPAS in airspaces A to C as general air traffic (GAT) under instrument flight rules (IFR), following established harmonized procedural improvements on flight planning and RPAS management.

The DSD shall also demonstrate the feasibility and reliability of a backup voice communication between the remote pilot and ATC (e.g., via phone or internet voice over internet protocol (VoIP)) fully integrated into the ATC communications system to avoid prolonged loss of communication (PLOC). The demonstration may include the retransmission of backup with party-line voice communications over the very high frequency (VHF) channel and may also address ground-ground backup CPDLC communications.

Flight planning aspects must be addressed.

The demonstrator shall include scenarios in low to medium complexity and/or density operating environments within the European airspace. The demonstration may include more complex/dense airspaces under certain conditions (i.e., low levels of traffic) with the necessary adaptations (e.g., complexity metrics).

The demonstrator may include military and civil IFR RPAS. The demonstration with civil aircraft will only be possible if the RPAS has received IFR certification from EASA or has planned to receive it during the project. Once certified, civil IFR RPAS will operate the same as state IFR aircraft under general air traffic. The certification of IFR RPAS vehicles for civil operations may require a detect and avoid (DAA) system. While the full IFR certification process is not in the scope of the DSD, the certification of the ACAS Xu or EUDASS system in support of the IFR certification is included in its scope.

The proposed demonstrators shall implement the following SESAR solution:

1. PJ.13-W2-115: ‘IFR RPAS accommodation in Airspace Class A to C’ (https://www.sesarju.eu/sesar-solutions/ifr-rpas-accommodation-airspace-class-c)

10.2 Simultaneous non-interfering (SNI) operations for IAM users

Simultaneous non-interfering (SNI) operations facilitate the safe operation of innovative air mobility (AIM) users in constrained terminal or urban areas improving operational efficiency, access and equity, capacity and safety.

This DSD aims at demonstrating the operational benefits described above and the safe integration of IAM with manned aviation and air traffic control while contributing to the definition of the required standards and regulations (e.g., recommendations for associated means of compliance).

The proposed demonstrators shall include the following elements:

1. The deployment in an operational environment of simultaneous non-interfering (SNI) operations allowing rotorcraft or innovative air mobility (IAM) users (i.e., VCA) to operate to and from airports and/or vertiports without conflicting with fixed-wing traffic or requiring runway slots.
2. The deployment of low level IFR routes for VCA to transition between airports.
3. The deployment of specific IFR procedures, based on GNSS and the RNP navigation specification to reach a point-in-space (PinS) to access the final approach and take-off area (FATO)/vertiport, help not only avoiding the interaction of rotorcraft/VCA with other traffic, but also optimising operations in obstacle-rich urban environments and noise sensitive areas.

The proposed demonstrators shall perform at least 50 flights, in coordination with relevant stakeholders; they could use one or more vertical take-off and landing capable aircraft (VCA) (or advanced prototypes), potentially including vehicles with fully autonomous capabilities, or could be limited to manned helicopters or non VCA drones subject to IAM (in the event VCA are not mature). Close coordination with EASA is required to ensure complementarity and consistency with EASA activities.

The proposed demonstrators shall implement the following SESAR solutions:

1. PJ.01-06: ‘Enhanced rotorcraft operations in the TMA’ (https://www.sesarju.eu/sesar-solutions/enhanced-rotorcraft-operations-tma)
2. PJ.02-05: ‘Independent rotorcraft operations at airports’ (https://www.sesarju.eu/sesar-solutions/independent-rotorcraft-operations-airports

Important information for preparing DSD proposals

1. The proposed demonstrators shall aim to bring SESAR solutions, which have already completed TRL6, to TRL8.
2. With the aim of ensuring a common approach across all projects contributing to deliver the DES, a programme execution framework has been defined by the SESAR 3 Joint Undertaking (SESAR 3 JU) and is available on the SESAR 3 JU website (https://sesarju.eu/sites/default/files/documents/projects/SESAR3ProjectHandbook.pdf). The document provides guidance to project coordinators and their teams on how to conduct their project and comply with the needs defined by the SESAR 3 JU for its programme execution. This guidance is applicable to all DSD projects.
3. The proposals for the DSDs shall describe how they intend to secure the required regulatory approvals for the execution of the demonstration activities in the relevant operational environment. For this purpose, proposals must define clear milestones (e.g., achievement of higher TRL), that allow a close follow-up of the progress of the projects. Where appropriate, proposals must include a milestone requiring the submission of requests to the competent authorities for the certification/approval of the infrastructure and the submission of the change of the functional system resulting from the implementation of the above-mentioned functionalities that are necessary for operational implementation.
4. Applicants shall ensure and demonstrate that, where relevant, the work carried out under their projects is complementary to the 6 ATM functionalities of CP1. While the CP1 ATM functionalities can constitute enablers for the demonstrators, the later shall not overlap or duplicate those functionalities or aim to validate any part of CP1.
5. The performance benefits shall be expressed, when applicable, in terms of existing KPIs under the SES performance scheme.

[1] SESAR Solutions catalogue: SESAR Joint Undertaking | Solutions dashboard (sesarju.eu)

[2] TRL 6 – technology demonstrated in relevant environment (industrially relevant environment in the case of key enabling technologies)

[3] Article 2(5) and (6) of Commission Implementing Regulation (EU) No 409/2013.

[4] SESAR 3 JU Multiannual Work Programme: SESAR Joint Undertaking | Multi-annual work programme (sesarju.eu)

[5] TRL 8 – system complete and qualified

[6] Eurocontrol was appointed as the Network Manager for the period 1 January 2020-31 December 2029 by Commission Implementing Decision (EU) 2019/709. See also: https://eur-lex.europa.eu/legal-content/EN/AUTO/?uri=CELEX:32019R0123

[7] Further matured after SESAR 2020 by IRIS programme.

[8] SESAR Joint Undertaking | Airspace Architecture Study - Full (sesarju.eu)

[9] European Commission study number MOVE/E3/SER/2018-580/SI2.813340