Industrial Research & Validation for Master Plan Phase C Air-ground Integration and Autonomy

This topic covers the industrial research required to achieve TRL6 maturity level for the evolution of the air–ground communication infrastructure, supporting technologies and operational concepts, as expected in phase C of the European ATM Master Plan 2020. The topics will address in particular air–ground integration needs that rely on direct interactions between air and ground automation (automation levels 2 and 3).

• Environment. 4D trajectory operations will reduce fuel-burn and overall emissions per flight.
• Cost-efficiency. Increased air–ground integration supports the introduction of higher levels of automation in ATM. The objective in phase C is to achieve automation level 3 for ATC platforms, such that there is high level of automation support for action execution but actions are always initiated by the human controller. The implementation of higher levels of automation, when adopted consistently, will contribute to operational harmonisation and eventually to the cost-efficiency of the ATM system.
• Operational efficiency. Advanced communication means and increased automation (reduced workload for ATCOs and flight crews / remote pilots) will contribute to increased operational efficiency.
• Safety. Increased automation enables human actors to be discharged from routine tasks and to focus on strategic tasks, including oversight of the safety of operations. Developments on the cockpit side reduce pilot workload and improve safety. Increased data-sharing will also 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.

• TBO data-driven trajectory prediction and conflict resolution. Achieve TRL6 for a common data-driven trajectory prediction and conflict detection/resolution multi-sector capability/service (i.e. for use in the medium term) based on AI and ML and enabling advanced separation support to be provided to controllers. Enhanced resolution support (e.g. what-ifs and resolution advisory tools and services) should be provided based on predictive conflict detection and associated monitoring features, including additional trajectory prediction improvements using the most relevant elements of ADS-C EPP and known constraints, and the application of ML and big data techniques (PJ.18-W2-56).
• Aircraft as an aeronautical/meteorological information sensor and consumer. Improved understanding and prediction of weather conditions contributes to enhanced flight safety and efficiency. In addition to information from on-board sensors, pilots receive updates in various formats via datalink, including simple text messages, graphics and satellite images. These inputs cover different time frames, ranging from past observations to predictions for the next several hours. It falls to the pilot to organise and geo-reference these data and to build a mental picture as quickly as possible. SESAR is examining novel and robust ways to support intelligent data pre-processing, smart filtering and integration, both on the ground and on board the aircraft, for the two-way exchange of meteorological data. Moving to SWIM-based technology will enable standardised exchange of information. One aspect of this solution is the definition and design of purple profile SWIM services for meteorological data, which so far has no specification. EUROCONTROL has published specifications only for the yellow profile to date. The research will contribute to the work of EUROCAE Working Group 76 and RTCA Special Committee 206 on meteorological datalink standardisation, and ICAO is also developing standards for turbulence and space weather data, which could be downlinked or uplinked via a SWIM purple profile service. Downlink and uplink of data on weather (pressure, temperature, wind speed and direction), turbulence, space weather and icing considerations, and contrail-related information (e.g. air humidity), should also be addressed. The objective is to complete TRL6 (PJ.14-W2-110).
• IFR RPAS integration in controlled Class A–C airspace. Achieve TRL6 for full IFR RPAS integration by developing the technical capabilities of the remote pilot station and RPAS air vehicle and procedural means to allow IFR RPAS to comply with the same ATC instructions that are used for manned aviation. This also covers the development of new procedures and tools for handling IFR RPAS in a cooperative environment in full integration with manned aviation (e.g. contingency procedures, adaptation of flight-planning processes, ATC tools and procedures to account for RPAS specificities, consideration of RPAS in the assessment of complexity, and separation minima for RPAS). The scope includes both en-route and TMA operations, including take-off and landing, as well as the airport surface and also FMP/NM for DCB purposes (PJ.13-W2-117).
• ATM–U-space interface and supporting technologies. Complete the U-space–ATM interface solutions, incorporating in particular the needs identified in the results emerging from SESAR U-space projects, with a view to achieving a consolidated definition of U2 services and completing the validation of the required interfaces with ATM, as well as securing a baseline for U3 services and supporting the delivery of the European Commission’s drone strategy 2.0. Cooperation with ongoing EASA and European standardisation activities is essential. The activities in this element should also look beyond SESAR, including to other Horizon 2020 projects, EASA task forces, standardisation projects, EDA projects, state projects and ICAO developments, to enable the production of a detailed, up-to-date and accurate baseline from which regulation, standardisation, research and development can progress in a harmonised manner across Europe (PJ.34).