Industrial Research & Validation for Master Plan Phase C Connected and Automated ATM

The key objective of this topic is to achieve TRL6 maturity level for the levels of automation and connectivity expected in phase C of the ATM Master Plan 2020 (levels 2 and 3), supporting higher productivity and improved sharing of information among stakeholders, thus building a solid foundation for phase D. The scope is limited to those SESAR solutions identified as ‘key’ in the European ATM Master Plan 2020. It also covers the integration of solutions that, having achieved (or nearly achieved) TRL6 as part of previous SESAR programmes, still require integrated validation activities to facilitate and de-risk the industrialisation and deployment phases: the projects addressing these integrated validations will target a TRL7 level of maturity. It may also include activities for the early integration of less mature SESAR Solutions.

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

• Environment. Improvements to connectivity and automation will enable ATM to facilitate trajectories that are closer to the optimum green profile.
• Capacity. The increased level of automation support to ATC (level 2 and level 3) will improve the use of the airspace. The increased 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 greater predictability brought about by increased automation will increase capacity.
• Cost-efficiency. The objective is to achieve automation level 2 or 3 for ATC platforms, such that there is a high level of automation support for action execution but actions are always initiated by the human controller. This will contribute to improve ATM cost-efficiency. A performance- and service-based CNS infrastructure will also contribute to improve cost-efficiency.
• Operational efficiency. Shared 4D trajectories and higher interoperability will increase the predictability of operations, 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.

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

• Future satellite datalink technologies in SatCom Class A. Achieve TRL6 for future satellite datalink technologies in SatCom Class A for both continental and remote/oceanic regions, including providing support for standardisation on future communications infrastructure multilink if necessary to integrate SatCom Class A technologies (PJ.14-W2-107).
• Combined airborne and ground GBAS approach service type F (GAST-F). Achieve TRL6 for Galileo-based GAST-D and GAST-F to maximise the benefits of this technology, including for CAT II/III operations, to allow for more robust operations, including at high and low latitudes with tougher ionospheric conditions. This element also addresses increased resilience to radio frequency interference on a single band and increased resilience to single-constellation outages or failures (PJ.14-W2-79b). This includes the following elements.
  • Accelerate GAST-D definition, prototyping, testing and validation to incorporate Galileo at a technical level reaching TRL6. The proposal should clearly indicate if the system will simply switch between different satellite constellations or blend satellite signals from different constellations into one navigation system, or both.
  • Develop both the DFMC GBAS ground station and the DFMC GBAS airborne receiver to TRL6 and carry out ground–airborne interoperability testing and performance validation. Note that the DFMC GBAS airborne receiver is not yet at maturity level TRL4, and therefore an essential priority would be developing and maturing it as quickly as possible to catch up with the development of the DFMC GBAS ground station in waves 1 and 2. The proposal should address both ground and airborne aspects, and include Galileo.
  • Set out the specifications, at technical level, for the transition from GAST-D technology (ground–air) to DFMC GBAS. This includes the rapid development and adaptation of GBAS GAST-D to incorporate Galileo (excluding multifrequency signals).
  • Incorporate the findings of the high-level working group on the GAST-F architecture.
  • Develop a prediction service to anticipate CAT II/III unavailability due to atmospheric/solar events and also to provide an estimate of expected performance in terms of minutes of expected unavailability of the service per year, including potential correlation with low-visibility procedures (if there is any). In particular, an alert service that forewarns airspace users in a timely manner of expected outages, prior to the outage actually happening, is necessary for the safe and efficient conduct of flights.
  • Transitional aspects, including downwards compatibility with GAST-D of both ground stations and avionics, need to be addressed. The feasibility of addressing transitional aspects relating to GAST-C needs to be considered.
  • Develop GAST-F based on DFMC, including for CAT II/III operations, for state aircraft operations.
  • Support standardisation and accelerated certification activities, including:
    • the extension of current GBAS CAT III standards (based on Global Positioning System (GPS) level 1 or GLONASS frequency division multiple access) to accommodate Galileo signals and dual-frequency capability, including the creation of a new ICAO standard in line with the DFMC GBAS concept and the extension of current GAST-D standards to augment Galileo signals;
    • the provision of standards that allow the industrialisation of GBAS equipment (ground station and airborne receiver) to ensure the timely delivery and full compatibility of both subsystems;
    • Produce minimum operational performance standards for ground and airborne equipment, based on the work of EUROCAE Working Group 28 (in coordination with the Radio Technical Commission for Aeronautics Special Committee 159).
  • Develop implementation guidelines, in particular considering different airport layouts / levels of complexity.
• DFMC GNSS / SBAS / aircraft-based augmentation system (ABAS) receivers. Achieve TRL6 for DFMC GNSS/SBAS/ABAS receivers and additional avionics systems processing GPS and Galileo signals in L1/E1 and L5/E5, taking into account architectural considerations, assessing transitional aspects, and exploiting synergies and complementarities between different augmentations (DFMC ABAS (advanced receiver autonomous integrity monitoring) and DFMC SBAS) in nominal and degraded modes. This includes consideration of requirements on backwards compatibility and joint airborne architecture for ABAS/SBAS/GBAS receivers / avionics equipment (avoiding the need for multiple avionics) and joint airborne architecture for GAST-F and SBAS. It also includes the development of DFMC GNSS receivers for state aircraft – that is, undertaking standardisation work on the introduction of DFMC GNSS, based on the use of secure signals, for state aircraft operations in a general air traffic environment.
• LDACS digital voice capability. Achieve TRL6 for the capability of the future terrestrial air–ground datalink solution (LDACS) to exchange digital voice services. Digital voice is expected to replace VHF radio completely in the long term in all continental operational environments: en route (flight-centric or based on geographical sectors, continental high and low density), TMA and tower, including ground and platform control. The technical solution should be configurable to support both party-line and point-to-point ATC–pilot communication (PJ.33-W2-02).
• LDACS Navigation (LDACS-NAV) capability. Achieve TRL6 for LDACS capability as a potential target alternative position, navigation and timing (A-PNT) solution. The objective is to further study LDACS as a complementary system to the current navigation infrastructure, taking advantage of its development as a primary communications system. LDACS is one of most suitable candidates, as it can be easily deployed with distance-measuring equipment (DME) and is a driver for navigation infrastructure rationalisation, capable of meeting RNP 0.3 requirements. This element also covers the avionics required to support the transition from multi-DME to LDACS as an A-PNT solution (PJ.14-W2-60).
• Integration of various A-PNT technologies. This refer to supporting performance-based navigation (PBN) / RNP operations in case of a GNSS degradation or outage. Satellite signals from GNSS constellations such as Galileo enable aircraft to follow precise flight paths and take advantage of PBN procedures. Extended periods of signal interruption, for example as a result of signal degradation or satellite outage, can impact flight efficiency. SESAR is researching ways to maintain navigation performance during long-term signal disruption. Candidate technologies must include LDACS-NAV and may include a multi-DME solution, the receiver autonomous integrity monitoring algorithm, enhanced DME and inertial, alternative radio navigation, or radar and vision technologies including database fusion and inertial, supporting all phases of flight (en route, approach and landing). Although LDACS-NAV is a potential target solution, due to spectrum considerations there will be a need for a transition period during which the number of LDACS ground stations for air–ground COMS will gradually grow. Meanwhile, A-PNT will have to rely on a variable mixture of basic DME navigation, LDACS-NAV, alternative radio navigation, and radar and vision technologies including database fusion. Therefore, the scope of this research includes data fusion of these different sources to enable a seamless transition from DME to LDACS A-PNT. It also includes options for integrating inertial and terrestrial ranging sources using sensor fusion technology (e.g. a new approach to inertial integration based on system-level modularity). The availability of multiple geographical measurements is crucial to integrity, which is based on redundancy. The scope also covers the development of A-PNT solutions for state aircraft operations – that is, use of military inertial systems for state aircraft operations in a PBN/RNP airspace environment for A-PNT purposes. The objective is to achieve TRL6 (PJ.14-W2-81c and PJ.14-W2-81d).
• SWIM technical infrastructure purple profile for air–ground safety-critical information-sharing. Achieve TRL6 for SWIM technical infrastructure purple profile for air–ground safety-critical information-sharing, allowing the distribution of safety-critical information through air–ground SWIM infrastructure and Aeronautical Telecommunications Network (ATN) / Internet Protocol suite (IPS) networking, rather than legacy point-to-point contracted services. The outputs should include a roadmap for the transition from legacy protocols to SWIM technical infrastructure purple profile (PJ.14-W2-100).
• Advanced curved approach operations in the TMA with the use of geometric altimetry. Complete TRL6 for advanced curved approach operations using geometric altimetry instead of barometric altimetry in the initial, intermediate and final phases of instrument approach operations. The combination of geometric altimetry and curved operations allows optimum flight trajectories and increased safety, efficiency and predictability while reducing the workload of ATCOs and flight crews compared with today’s operations (PJ.01-W2-04.3).
• Enhanced optimised runway delivery for arrivals. Achieve TRL6 for enhanced optimised separation delivery for arrivals using more accurate flight-specific predictions of final speed profiles derived from either an evolved extended flight plan or an EPP downlinked from the aircraft using ADS-C or advanced big data / ML techniques (PJ.02-W2-14.6a and PJ.02-W2-14.6b).
• Enhanced optimal separation delivery for departures. Big data and ML techniques are to be used to make more accurate flight-specific predictions of aircraft performance/behaviour (e.g. rolling distance / rotation point and departure speed / climb profile trajectory) to achieve more efficient spacing between consecutive departures at capacity-constrained airports where complex separation rules are applied. The objective is to complete TRL6 (PJ.02-W2-14.8).
• Reduction in dynamic pairwise runway separations (based on ground-computed arrival runway occupancy time and wake-decay acceleration devices). ML techniques are to be used to develop more accurate predictions of arrival runway occupancy time and runway exit based on aircraft characteristics such as type, weight and equipage (e.g. enhanced versus non-enhanced braking system) and on weather. In addition to improved post-operations offline analysis, ML techniques should lead to an improvement in the quality of arrival runway occupancy time and runway exit predictions during operations. Overall, pairwise runway separations based on ground-computed arrival runway occupancy time will bring benefits in terms of increased runway throughput capacity and resilience, thanks to optimised separation/spacing on the final approach, with a potential positive impact on safety thanks to more accurate predictions of runway exit. The scope also includes the potential use of wake-decay acceleration devices to reduce separation. The objective is to complete TRL6 (PJ.02-W2-14.10, PJ.02-W2-14.11 and PJ.02-01 (AO-0325).
• Advanced automated support for separation management (levels 2 and 3). Achieve TRL6 for increased automation solutions (in planning and tactical separation management) including the use of downlinked predicted speed at waypoints, the refinement of the wind model using Mode S reports, and features specific to the tactical trajectory that aim to bring further improvements to conflict detection and resolution tools’ performance. Achieve level 2 or 3 of automation for conflict detection and resolution tools, particularly for resolution, to assist the controller in the assimilation of the diverse information that is needed to allow him or her to take optimal decisions taking into account flight efficiency and intent, adverse weather and, ultimately, safety. This also covers the prediction of ATC intent (upstream clearances that have not yet been delivered to the aircraft but that are likely to be delivered to the aircraft by the ground at a later stage) through ML and big data techniques, and performing conflict detection using trajectories calculated using this predicted intent (PJ.18-W2-53A).
• Collaborative control. This covers the completion of the collaborative control concepts, which will allow two or more controllers to divide responsibility between them in some cases thanks to advanced system support for coordination. It includes in particular the pull and push coordination concepts, tools and procedures. It will support improved descent profiles thanks to improved coordination methods and a reduced need for aircraft to level off when crossing a sector boundary (because coordinating an aircraft to cross the sector boundary will now be easier) (PJ.10-W2-73 CC).
• Flight-centric operations in medium density. This element covers the completion of the IR work on flight-centric operations in the environments identified as of interest at the end of the wave 1 work (as specified in the PJ.10.10-01b datapack, for which this concept reached V2 at the end of wave 1). The scope includes the development of ECAC-wide deployment scenarios that are consistent with the limitations of the VHF spectrum for voice communications (which limit the number of ATC positions that can be operated simultaneously) and the assessment of the ECAC-wide benefits of the concept in each of the deployment scenarios (PJ.10-W2-73 FCA).
• Virtual/augmented reality applications for tower. Achieve TRL6 for solutions to support ATCOs by means of virtual and augmented reality applications in the tower environment. The technology involves the use of tracking labels, air gestures and attention guidance (PJ.05-W2-97.1). Operational aspects must be addressed before TRL6 is reached. These applications are enabled by devices such as see-through head-mounted displays that make it possible to:
  • visualise equivalent out-of-the-window view to good visibility even in low-visibility conditions;
  • augment the out-of-the-window view with tracking labels;
  • provide interaction with virtual/augmented reality (V/A-R) interface through air gestures;
  • attract the controller’s attention to critical ATC situations.
• The need to switch from head up to head down and vice versa is expected to decrease, with benefits for ATCO productivity and situational awareness.
• Automatic speech recognition at the tower controller working position, supported by AI and ML. This element aims to support tower controllers by means of automatic speech recognition supported by AI and ML algorithms, to improve usability and task efficiency. The objective is to achieve TRL6. Note that operational aspects must be addressed before reaching TRL6 (PJ.05-W2-97.2).
• Interacting with tower CWP by means of touch screen (multi-touch input). This element aims to support tower controllers by means of a multi-touch input device (touch screen) in addition to traditional means (keyboard, mouse), to improve usability and task efficiency. The objective is to achieve TRL6. Note that operational aspects must be addressed before reaching TRL6 (PJ.05-W2-97.3).
• Integrated validations of a SESAR airport maximised capacity suite of tools (based on SESAR 1 and SESAR 2020 wave 1 validated SESAR solutions). The aim is to:
  • showcase the full performance potential that the tools can realise when deployed together in the target environments;
  • de-risk the joint deployment of these solutions and support the creation of a deployment strategy at European level, taking into account specific needs at local level;
  • progress towards TRL7 for the solutions addressed in the integrated validations.
• Integrated validations of integrated TMA and airport SESAR solutions. The aim is to facilitate their transition towards industrialisation and deployment. This consists of the integrated validation of TMA and runway SESAR solutions that completed (or nearly completed) TRL6 during the SESAR 1 and SESAR 2020 programmes. They include SESAR solutions for both arrival and departure phases, and their seamless integration with en-route airspace and the network should be ensured. The work should cover filling TRL6 gaps (if any) and should take into consideration any recommendations for future work as documented with regard to these SESAR Solutions during the SESAR 1 and SESAR 2020 programmes, as well as targets for achieving TRL7 maturity. The scope includes support for merging approaching traffic, in combination with extended/streaming AMAN, a TBS tool and PBN routes; synchronisation of arrival and departure flows in high-density/-complexity environments; management of departure flows in an integrated manner enabling a more consistent and manageable delivery into en-route airspace while ensuring optimal usage of runway capacity; digital airborne traffic situational awareness (parallel runways, including closely spaced parallel operations); noise mitigation with advanced GBAS-/SBAS-based procedures (e.g. dual glide slope, instrument guidance system, advanced instrument guidance system); etc. The objective is to:
  • facilitate the transition of the systems to industrialisation and deployment (e.g. specification of the methodology and activities necessary to provide the required safety evidence to achieve regulatory approval before deployment, contribution to required standardisation activities, data collection campaigns, etc.);
  • demonstrate that the integration of these solutions is feasible and will provide the expected performance benefits.
• Integrated validations of advanced surface management SESAR solutions delivered in SESAR 2020 waves 1 and 2. The objective is to progress the solutions towards TRL7, includes through:
  • enhanced guidance assistance, in both apron and manoeuvring areas, to vehicle drivers via displays of dynamic traffic context information including the status of runways and taxiways, obstacles and routes by application of an airport moving map, as well as extension of datalink operations to vehicle management to reduce the saturation of sector capacity and/or voice communication channels and avoid potential misunderstandings on the part of vehicle drivers at moments of peak traffic;
  • automatic guidance to mobiles on the airport surface, provided using the ‘follow-the-greens’ concept and the airfield ground lighting infrastructure;
  • use of real and virtual stop bars appropriately placed in the entire airport movement area to reduce the size of control blocks while ensuring that safe longitudinal spacing is guaranteed between taxiing aircraft, or taxiing aircraft and vehicles, in low-visibility conditions;
  • provision to ATCOs of the most suitable ground routes for all mobiles in the movement area (runways, taxiways and aprons) taking into account user preferences and known constraints (e.g. taxiway closures, aircraft types, etc.).
  • support tools for controllers at airports with advanced surface movement guidance and control systems to detect potential and actual conflict situations, incursions and non-conformance with procedures or ATC clearances involving mobiles (and stationary traffic) on runways, taxiways and in the apron/stand/gate area, as well as unauthorised/unidentified traffic, and generate the corresponding alert.
  • safety support tools for ATCOs and flight crew to reduce the number of runway excursions.
• Integrated validation of ATFCM, queue management and airport management solutions. The research should result in integrated validation of delivered SESAR Solutions (i.e. those featured in the SESAR Solutions Catalogue) covering a wide range of operating environments and addressing the integration of, for example, queue management solutions, coupling AMAN- and DMAN-related solutions, validated improvements to ATFCM (e.g. UDPP, AOP–NOP integration, U-space) in support of industrialisation and deployment. The target is to progress significantly towards TRL7.