Industrial Research & Validation for Connected and Automated ATM

This topic addresses the research needed to achieve automation level 4 (high automation) across the European ATC platforms. As described in the European ATM Master Plan 2020, this high level of automation supports the human operator in information acquisition and exchange, information analysis, action selection and action implementation for all tasks/functions. Automation can also initiate action for most tasks.

Project results are expected to contribute to the following expected outcomes.

• Environment. Improvements to connectivity and automation will enable ATM to facilitate more efficient ground operations and air trajectories that are closer to the optimum, thus limiting emissions, decreasing noise and improving local air quality.
• Capacity. The safe use of less restrictive separation modes, combined with an increased level of automation support to ATC, will optimise the use of the airspace. Improvements in the predictability of ground operations and the integration of advanced tools for arrival and departure will help to optimise runway use. Better connectivity between stakeholders, the use of shared 4D trajectories, interoperability and a higher degree of predictability brought about by increased automation will increase capacity.
• Cost-efficiency. The implementation of higher levels of automation, when adopted consistently, will contribute to operational harmonisation and eventually to cost-efficiency. A service-based approach and a well-defined required service level (e.g. for CNS services) will also help to achieve cost-efficiencies.
• Operational efficiency. Shared 4D trajectories and interoperability will increase predictability, enabling preferred trajectories to be flown with fewer tactical interventions.
• Safety. The performance of the system (human and automated elements) in an environment with increased automation includes its safety performance, which will be maintained if not improved. The automation of some procedures will ultimately lead to improved safety and fewer errors, which tend to be triggered by humans. Additionally, increased data-sharing will foster the early detection of potential safety issues and their mitigation.

To achieve the expected outcomes, all or some of the following should be addressed.

• Next generation ATC platforms for en-route and TMA operations. This element will involve the development of integrated ATC platforms leveraging state-of-the-art technologies to deliver level 4 automation functionalities for en-route and approach operations. The R&I results will enable the full implementation of the target architecture as set out in the European ATM Master Plan (virtualisation, TBO, etc.) as well as concepts such as platform as a service to facilitate the complete decoupling of service provision (infrastructure services, information services and all other ANSs) from the physical location of the infrastructure, as outlined in the target architecture specified in the European ATM Master Plan (R&I needs: advanced separation management; intelligent queue management; integration of safety nets; role of the human; speech recognition for increased safety and reduced workload; integration of safety nets (ground and airborne) with the separation management function). It includes, for example, the following features:
  • automatic delivery of ATC instructions and clearances;
  • advanced automation support for separation management (e.g. automated conflict detection and resolution using AI-powered digital assistants);
  • integration of (ground and airborne) safety nets with the separation management function;
  • air–ground 4D trajectory synchronisation for automated detection, classification, resolution and monitoring of conflicting profiles in the planning and tactical phases of ATM;
  • system health monitoring, service quality level and degradation management of distributed architectures;
  • integration of new aircraft types (e.g. RPAS, VTOL, hydrogen aircraft, electric aircraft);
  • use of advanced HMI interaction modes (e.g. multi-touch interaction, automatic speech recognition, virtual tracking labels, interaction based on air gestures, attention guidance and control, virtual reality, resilient synthetic vision tools, augmented reality) for innovative en-route and TMA applications;
  • intelligent queue management (e.g. using ML and big data techniques);
  • consideration of the role of the human in the new joint human–machine cognitive system, and in particular resource management aspects in the context of new business models, distributed architectures and the paradigm change in service provision;
  • automation in support of new ATM concepts aimed at increasing runway throughput (e.g. optimised wake separation).
• Next generation ATC platforms for airport operations: This element will involve the development of integrated ATC platforms leveraging state-of-the-art technologies to deliver level 4 automation functionalities for airport operations. The R&I results will enable the full implementation of the target architecture as set out in the European ATM Master Plan (virtualisation, TBO, etc.) as well as concepts such as platform as a service to facilitate the complete decoupling of service provision (infrastructure services, information services and all other ANSs) from the physical location of the infrastructure, as outlined in the target architecture specified in the European ATM Master Plan (R&I needs: airport automation including runway and surface movement assistance for more predictable ground operations; runway use optimisation through integrated use of arrival and departure TBS tools; intelligent queue management; role of the human; speech recognition for increased safety and reduced workload). It includes, for example, the following features:
  • automated delivery of apron advisories and ATC clearances;
  • use of advanced HMI interaction modes (e.g. multi-touch interaction, automatic speech recognition, virtual tracking labels, interaction based on air gestures, attention guidance and control, virtual reality, resilient synthetic vision tools, augmented reality) for innovative airport applications;
  • support for airport operations in all-weather conditions while maintaining a high runway throughput, equivalent to what is possible in good visibility;
  • runway and surface movement assistance for more predictable ground operations (e.g. automation of stand planning, taxi routing and ground de-confliction, and runway use optimisation);
  • automated ground handling operations (e.g. autonomous airside operations) and safety nets;
  • runway use optimisation through integrated use of arrival and departure TBS tools;
  • intelligent queue management (e.g. using ML and big data techniques);
  • consideration of the role of the human in the new joint human–machine cognitive system.
• Next generation applications for network operations. This element will involve the development of level 4 automation functionalities for network operations leveraging state-of-the-art technologies and capabilities. It includes, for example, network-wide synchronisation of 4D trajectory information and providing trajectory advice (including uncertainty considerations and improved weather forecasts) to ATCOs for human confirmation or automatic implementation. (R&I need: network-wide synchronisation of trajectory information).
• Future connectivity and digital infrastructure. This element will involve the development of solutions for hyper-connectivity between all stakeholders (ground–ground and air–ground) via high-bandwidth, low-latency fixed and mobile networks leveraging state-of-the-art technologies (e.g. broadband connectivity, cloud services, IoT) and the delivery of the digital backbone infrastructure (CNS and beyond) required by digital European sky applications. The R&I results will enable the full implementation of concepts such as infrastructure as a service to facilitate the complete decoupling of service provision (infrastructure services, information services and all other ANSs) from the physical location of the infrastructure, as outlined in the target architecture specified in the European ATM Master Plan (R&I need: enabling the deployment of a performance-based CNS service offer). It includes, for example, the following features:
  • enabling the deployment of a performance-based CNS service offer and transitioning to data services;
  • development of integrated, digital CNS solutions (e.g. LDACS, satellite-based CNS);
  • data communication as the primary means of air–ground connectivity;
  • solutions for air–ground connectivity and dialogue between air and ground digital assistants;
  • a move from VHF voice to digital voice for controller–pilot communications;
  • development of IoT for aviation (machine-to-machine communication for real-time and automatic decision-making);
  • development of fully IP-based communications and use of higher bandwidth mobile networks, including satellite-based solutions;
  • development of non-safety-of-life ATM applications using commercially available services (e.g. 5G, open satellite communications (SatCom)) required for hyper-connected ATM;
  • air–ground and ground–ground data communication solutions for RPAS (including remote pilot–controller voice and CPDLC communications);
  • operational use of datalink on the airport surface, incorporating the ICAO’s flight and flow information for a collaborative environment (FF-ICE) TBO concept;
  • development of advanced applications of the SWIM technical infrastructure;
  • automation of next generation ATC platforms underlying technical processes (e.g. cybersecurity, maintenance, dataset updates).