Centralised Service on 4D Trajectory Calculation for Planning ...

EUROCONTROL

4DPP

Centralised Service on 4D Trajectory Calculation

for Planning Purposes (4DPP)

Concept of Operations (CONOPS)

Edition Number : 2.00

Edition Date : 23 Oct 2013

Status : Released Issue

Intended for : EUROCONTROL Stakeholders

Centralised Service on 4D Trajectory Calculation for Planning Purposes (4DPP) Concept of Operations (CONOPS)

Edition: 2.00 Released Issue

"© European Organisation for the Safety of Air Navigation (EUROCONTROL) 2013

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DOCUMENT CHARACTERISTICS

TITLE

Centralised Service on 4D Trajectory Calculation f or Planning Purposes (4DPP) Concept of Operations

(CONOPS)

Publications Reference:

ISBN Number:

Document Identifier Edition Number: 2.00

CS2_4DPP_CONOPS Edition Date: 23 Oct 2013

Abstract

4DPP is a centralised service for computing and distributing 4D trajectories for planning

purposes with high accuracy and predictability, covering the airspace of all EUROCONTROL

member states and beyond if deemed necessary. 4DPP is an enabler for high quality ATM

planning across the entire European Network, in line with the SESAR Trajectory-Based

operations concepts. It will reduce over- and under-deliveries leading to the reduction of

buffers and increasing safety.

4DPP will provide a common view on planned trajectories to the various Stakeholders who

will be using that common information for different purposes, as they need for fulfilling their

own responsibilities.

4DPP will support both on-line and off-line planning activities. On-line activities take place

during Short-Term and Tactical planning. 4DPP computes the end-to-end trajectory until the

execution of the flight is finished. Each local trajectory prediction system takes over when

needed in its own area of responsibility and it provides tactical deviations to 4DPP for further

downstream planning. Off-line activities encompass simulations for Long-Term planning.

4DPP will address the needs of all actors involved in planning activities at regional, sub-

regional and local levels.

To achieve a common trajectory for ATM planning purposes, 4DPP will pursue

improvements in three main areas: quality and completeness of input information, trajectory

calculation method, sharing of the trajectory information.




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Through 4DPP, the European ATM system will benefit from an increased quality of the

planning activities, thereby contributing to safety, efficiency and costs reduction.

Keywords

CONOPS Centralised Service 4DPP NM

Trajectory Planning FAB ATC

Predictability Consistency Capacity

Authors

Bernard Rausch, Marcel Richard and CS2 Project Team

Herman BARET – Centralised Services Programme Manager

Contact(s) Person Tel Unit

Bernard Rausch +32 2 729 9696 NMD/NSD/NED

Marcel Richard +32 2 729 9857 NMD/NSD/ORA

STATUS, AUDIENCE AND ACCESSIBILITY

Status Intended for Accessible via

Working Draft � General Public � Intranet �

Draft � ECTL Stakeholders � Extranet �

Proposed Issue � Restricted Audience � Internet (www.eurocontrol.int) �

Released Issue � Electronic copies of this document can be downloaded from :

This document is copyright protected. It may be cop ied in whole or in part by the recipients for

their own purposes strictly related to the support of the development of Centralised Services

by EUROCONTROL. All copies shall display the follow ing notice "© EUROCONTROL 2013".

Any commercial use of the document or its contents, their use for purposes other than

specified in this notice, as well as their distribu tion to third parties is strictly prohibited.




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DOCUMENT APPROVAL

The following table identifies all management authorities who have successively approved the present issue of this document.

AUTHORITY NAME AND SIGNATURE DATE

Project Manager Bernard Rausch

Programme Manager Herman Baret

Director Single Sky Luc Tytgat

Director Network

Manager Joe Sultana

Principal Director ATM Bo Redeborn

Director General,

after consultation with

the Board of Directors

Frank Brenner




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DOCUMENT CHANGE RECORD

The following table records the complete history of the successive editions of the present document.

EDITION

NUMBER

EDITION

DATE REASON FOR CHANGE

PAGES

AFFECTED

1.00 29/08/2013 Draft for CONOPS Workshop All

2.00 23/10/2013 Comments from Stakeholders consultation All

Publications

EUROCONTROL Headquarters

96 Rue de la Fusée

B-1130 BRUSSELS

Tel: +32 (0)2 729 1152

Fax: +32 (0)2 729 5149

E-mail: [email protected]




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Contents

DOCUMENT CHARACTERISTICS........................... ..................................................2

DOCUMENT APPROVAL.................................. .........................................................4

DOCUMENT CHANGE RECORD...............................................................................5

EXECUTIVE SUMMARY.............................................................................................9

INTRODUCTION .......................................................................................................11

CHAPTER 1 – Context ................................ .............................................................13 1.1 Geographical applicability........................................................................................13 1.2 Aim...........................................................................................................................13 1.3 Intended Audience...................................................................................................13 1.4 Intended Benefits.....................................................................................................14 1.5 Starting Point ...........................................................................................................15

1.5.1 Planning: Definitions ...................................................................................15

1.5.2 Planning and Trajectory Calculation ...........................................................15

1.5.3 Today’s Situation (Trajectories for Planning Activities) ..............................16

1.5.4 SESAR and Pilot Common Projects ...........................................................18

1.5.5 Problem Statement .....................................................................................18

CHAPTER 2 – Operational Concept .................... ...................................................20 2.1 Scope.......................................................................................................................20 2.2 Interactions with other on-going developments.......................................................21

2.2.1 CDM processes ..........................................................................................21

2.2.2 Airspace User Role and Trajectory-Based Operations...............................21

2.2.3 Relationship between 4DPP and the Flight Object.....................................22

2.3 Targeted Improvements...........................................................................................23 2.3.1 Overview .....................................................................................................23

2.3.2 Quality and completeness of the input information.....................................23

2.3.3 Trajectory calculation method.....................................................................24

2.3.4 Trajectory Information Sharing ...................................................................24

2.4 Client Services.........................................................................................................24 2.5 Components ............................................................................................................25 2.6 Roles and responsibilities ........................................................................................25 2.7 Data Flows...............................................................................................................27 2.8 Data Flows Scenario (general) ................................................................................27

2.8.1 Long Term / Medium Term planning...........................................................28

2.8.2 Tactical planning – before departure ..........................................................28




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2.8.3 Tactical planning – after departure .............................................................29

2.8.4 Post-Operations ..........................................................................................29

2.9 SESAR Trajectory Management .............................................................................29 2.9.1 Target concept ............................................................................................29

2.9.2 SESAR Step 1 ............................................................................................30

2.9.3 SESAR Step 2 ............................................................................................31

2.9.4 Pilot Common Project .................................................................................31

CHAPTER 3 – Regulatory Requirements................ ...............................................32 3.1 Existing and upcoming regulations..........................................................................32

3.1.1 ICAO ...........................................................................................................32

3.1.2 EU SES Package........................................................................................32

3.2 Requirements for new/updated regulations to implement the 4DPP ......................33 3.2.1 Requirements related to the EU framework................................................34

3.2.2 Requirements related to the EUROCONTROL framework ........................34

3.2.3 Requirements related to the national legal/regulatory frameworks ............34

CHAPTER 4 – Links of the CS2 (4DPP) to ICAO GANP, S ESAR deployment.....35 4.1 Baseline – Interim Deployment Programme (IDP) ..................................................35 4.2 Pilot Common Projects (PCP) and Common Projects (CP) ....................................36 4.3 European Single Sky ImPlementation (ESSIP) .......................................................37 4.4 ICAO Global Air Navigation Plan (GANP) ...............................................................37

ANNEX 1 – Information flows ....................... .........................................................38 A1.1 Operational process.................................................................................................38 A1.2 Technical process....................................................................................................39

ANNEX 2 – Data set ................................ ................................................................40

ANNEX 3 – EUROCONTROL Proposal for a first set of Centralised Services to contribute to SES Performance Achieveme nt, March 2013..........................................................................................................41

ANNEX 4 – Brief description of the Centralised Ser vices...................................41

ANNEX 5 – Minutes of the 29 April 2013 Airspace Us ers CS workshop............41

ANNEX 6 – Minutes of the 4 March 2013 Member State s CS workshop ............41

ANNEX 7 – Minutes of the 24 April 2013 ANSPs CS wo rkshop ..........................41

ANNEX 8 – Minutes of the 17 May Manufacturing Indu stry CS workshop ........41

ANNEX 9 – Working papers, slides and extract from the Minutes of PC/39, 16 May 2013.............................................................................................41

ANNEX 10 – Working papers, slides and extract from the Minutes of PCC/31, 02 July 2013 ............................... ...............................................41




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ANNEX 11 – Slides and Minutes of CS1 specific work shop of 04 July 2013.....41

REFERENCES..........................................................................................................42

ABBREVIATIONS...................................... ...............................................................44

List of Figures

Figure 1 4DPP Context Diagram...................... ..................................................................27 Figure 2 IDP Breakdown structure ................... .................................................................36 Figure 3 Operational process ....................... .....................................................................38 Figure 4 Technical process ......................... ......................................................................39




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EXECUTIVE SUMMARY

4DPP is a centralised service for computing and distributing 4D trajectories for planning purposes with high accuracy and predictability. 4DPP is an enabler for high quality ATM planning across the entire European Network, in line with the SESAR Trajectory-Based operations concepts. It will reduce over- and under-deliveries leading to the reduction of buffers and increasing safety.

Today, Network actors compute 4D trajectories independently of each other, with their own focus and with limited data available to them. As a result, Network actors have inconsistent and/or inaccurate trajectory information, while in the end only one trajectory will be actually flown for each flight. This situation reduces confidence in predictability and has a significant negative impact on the quality of ATM Planning. Instead, a consistent trajectory must be used by all actors.

Going from long term planning, right through the day of operations to post-operations analysis, the context in which trajectory calculations are performed for planning activities varies considerably: from off-line simulations to high throughput on-line calculations; different accuracies of the trajectory are required for these various activities.

European ATM is moving towards the progressive implementation of the SESAR Trajectory-based operations concepts which will significantly change the way ATM is performed. The CS initiative from EUROCONTROL suggests implementing the 4DPP on a central pan-European basis rather than on a local or regional/FAB level, in order to reduce costs in the implementation and operation of the overall ATM system.

4DPP is a rationalisation initiative for the Planning domain.

The objective of 4DPP is to provide accurate and consistent trajectories for planning purposes across the full NM area of interest. Planning activities extend from Long-Term planning to Short-Term and Tactical planning and include Post-Operations analysis.

4DPP will provide a common view on planned trajectories to the various Stakeholders who will be using that common information for different purposes, as they need for fulfilling their own responsibilities.

4DPP will support both on-line and off-line planning activities. On-line activities take place during Short-Term and Tactical planning. 4DPP computes the end-to-end trajectory until the execution of the flight is finished. Each local trajectory prediction system takes over (transfer procedure) when needed in its own area of responsibility and provides tactical deviations to 4DPP for further downstream planning. These activities involve storage and distribution of trajectories. Off-line activities (e.g. simulations for Long-Term planning, KPIs from Post-Operations analysis) do not involve storage and distribution of trajectories. In particular, it is foreseen that current NM internal TPs will be replaced by 4DPP.

4DPP deals with the overall end-to-end trajectory for planning purposes across EUROCONTROL Member States while ANSPs perform local trajectory calculation for control purposes within their Area of Interest. Both are complementary and are faced with different requirements and technical constraints.




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4DPP will address the needs of all actors involved in planning activities at regional, sub-regional and local levels.

To achieve a common trajectory for ATM planning purposes, 4DPP will pursue improvements in three main areas: quality and completeness of input information, trajectory calculation method, sharing of the trajectory information.

The availability of a high quality 4DPP will allow for a better anticipation of traffic clustering and will open doors to new dynamic traffic Demand and Capacity balancing solutions that will smoothen traffic throughput into sectors by decreasing traffic complexity, increasing both safety and ATM capacity.




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INTRODUCTION

Introduction by the Director General of EUROCONTROL

Following a request of the European Commission in November 2012, EUROCONTROL developed the concept of Centralised Services (CS).

Version 2.0, dated March 2013 of the EUROCONTROL proposal for a first set of nine Centralised Services to contribute to SES Performance Achievement is attached as Annex 3. A short description of the proposed CS is attached as Annex 4.

The Agency proposed the CS concept in order to significantly support:

• the Member States and their ANSPs to reach or at least to come closer to the EU performance targets,

• the implementation of SESAR results on a central pan-European level • the development of high tech solutions by European ATM manufacturers to be

deployed on a central level providing the services to all ANSPs of the EUROCONTROL Member States,

• the creation of pan-European operational concepts for the Centralised Services proposed

• the creation of a pan-European market for these ANS support services • the implementation of market mechanisms for some ANS support services through

tendering of the services with time limited performance based contracts • the creation of market opportunities for the ANSPs of EUROCONTROL Member

States to provide services outside of their national boundaries, cooperating in newly founded consortia,

• the strengthening of the European Network, increasing capacity and safety, • in the planning and execution phase much more user friendly 4 D trajectories

throughout the European airspace

EUROCONTROL works closely with the Member States, ANSPs, civil and military airspace users, airports, the aerospace industry, professional organisations, intergovernmental organisations and the European institutions.

On 29 April 2013 EUROCONTROL invited the Airspace Users to participate in a workshop where the concept of Centralised Services was briefed. The Minutes of this Workshop are attached as Annex 5.

EUROCONTROL also invited the EUROCONTROL Member States on 4 March 2013, the ANSPs on 24 April 2013 and the ATM Manufacturing Industry on 17 May 2013 to demonstrate the Centralised Services concept. The minutes of these workshops are respectively attached as Annex 6, 7 and 8.

Following the PC/39 on 16 May 2013 and PCC/31 on 2 July 2013 EUROCONTROL updated on the CS concept. The working papers and slides presented as well as an extract from the Minutes of both meetings are respectively attached as Annex 9 and 10.

EUROCONTROL advisory groups such as AAB, NMB, MAB, CMIC, as well as EU bodies such as the SSC, ICB and its subgroups were briefed. These briefings were followed by so called CS specific workshops. This was a series of 9 workshops held in June and July 2013 -




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for each proposed CS one specific workshop was held; CS2 (4DPP) workshop was held on 25 June 2013. The slides presented as well as the minutes of this meeting are attached as Annex 11.

The questions asked and answered in an intensive dialogue since the beginning of the program are publicly available. We like to refer to the FAQ list that is constantly updated and available on the EUROCONTROL homepage.

The CBA figures presented in detail for all the 9 CS support the initial assessment done, that a 150 to 200 million € yearly cost reduction for the airspace users is possible through the implementation of the 9 centralised services proposed by EUROCONTROL. Specific focus was put on the synergy effects foreseen between the different centralised services. The contribution of CS 2 (4DPP) is estimated at 8.2 million € savings in yearly operating costs and 54 million € savings in investment costs.

It was agreed with the Stakeholders, that the Agency would invite the participants to the individual CS workshops, as well as the existing EUROCONTROL advisory groups to participate in specific meetings in September and October 2013 to develop a pan-European ops concept for each of the Centralised Services.

This draft ops concept has been prepared for the presentation and discussion with all interested Stakeholders at the Ops Concept Workshop for CS2 (4DPP) which will be held on 03 September 2013.

The Ops Concept will be used by EUROCONTROL to develop requirements to be part of a Call for Interest and a Call for Tender for CS2 (4DPP). All proposed Centralised Services will be operated under performance based contracts by a Service Provider on behalf of EUROCONTROL.

Our partners are involved at every level of the corporate governance structure. The deployment and operation of CS will impact the remit of the Network Manager. Therefore, its governing body, i.e. the Network Management Board where the EC, EUROCONTROL, ANSPs, airspace user, airports and the military are represented could be extended in the future, the operation of the CS being supervised by EASA; the latter is already supporting the European Commission in the oversight of the Network Manager. Through its nomination as Network Manager, EUROCONTROL will be entrusted to manage the centralised services.

Frank Brenner

Director General of EUROCONTROL

October 2013




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CHAPTER 1 – Context

1.1 Geographical applicability The 4DPP service is intended to be applied in all EUROCONTROL Member States. It may be expanded to adjacent States if so required as part of the NM area of interest and in case it is identified as being beneficial for the overall ATM network.

1.2 Aim 4D Trajectory Calculation for Planning Purposes (4DPP) aims at establishing a centralised service (CS#2) ensuring the continuous availability and quality of highly accurate and consistent trajectories for planning purposes across the NM area of interest. Planning activities extend from Long-Term planning to Short-Term and Tactical planning and include Post-Operations analysis.

4DPP supports Flight Efficiency and Military Mission Effectiveness at pan-European level through the availability of an accurate and continuously updated 4D trajectory for planning purposes.

4DPP builds on the experience of the Network Manager and other Parties, as well as from the outcome and perspectives of the SESAR development programme; all lead to the assessment of the need of such service to improve the performances of the network.

4DPP involves many actors who will enable the continuous availability and quality of highly accurate and consistent trajectories for planning purposes across the full NM area of interest that ATM partners will share. Off-line activities (e.g. simulations for Long-Term planning, KPIs from Post-Operations analysis, airspace and flight plan prevalidation, data supply to STATFOR) will benefit from the service.

The objective of this document is to describe the operational concept of the Centralised Service on 4D Trajectory Calculation for Planning Purposes (4DPP) and as part thereof to identify the roles and responsibilities of the most important Stakeholders in the operation of the CS#2 service.

4DPP will be run under the auspices of EUROCONTROL as the Network Manager. 4DPP is in-line with activities taking place under the Interim Deployment Programme (IDP), the (Pilot) Common Projects ((P)CP), the European Single Sky ImPlementation (ESSIP) - the Level 3 of the European ATM Master Plan, and the ICAO Global Air Navigation Plan (GANP).

1.3 Intended Audience The intended audience are the CS#2 CONOPS workshop participants and all the Stakeholders who are interested in the development of CS#2. The document will also be used to define the operational requirements for the Call-for-Tenders for the Centralised Service on 4D Trajectory Calculation for Planning Purposes (4DPP). Once the operational




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concept is developed by the European actors, it is envisaged that the CS 2 CONOPS will be presented by EUROCONTROL as the recognized organisation to ICAO and subsequently be discussed in the framework of ICAO, to achieve a common understanding on a global level with the aim to integrate the ideas into the ICAO provisions.

1.4 Intended Benefits The improvements expected by centralising 4D Trajectory calculation for Planning Purposes will encompass the following benefits, supporting the KPAs on environment /flight efficiency and capacity. For instance:

1) The local systems will optimise the opening and closing of sectors by lateral and vertical collapsing/decollapsing of sectors (dynamic management of sector configuration).

2) The availability of a high quality 4DPP will allow for a better anticipation of traffic clustering and will open doors to new dynamic traffic Demand and Capacity balancing solutions that will smoothen traffic throughput into sectors by decreasing traffic complexity, increasing both safety and ATM capacity.

3) Local ATFCM will use 4DPP to improve the traffic demand and capacity balancing by reducing traffic complexity using dynamic and precise short term measures (INAP concept of dDCB: MUAC TMS, NATS TLPD, etc).

4) Using 4DPP, local ATFCM will better anticipate and react to severe weather or major unexpected capacity reduction in adjacent Units by dynamic adaptation of traffic flows before the overload situation occurs.

5) AFUA will be improved by ensuring more precise Network impact assessment.

6) AFUAS data will be fed to 4DPP via consolidation into EAIMS. Nevertheless, the AFUAS, by improving the UUP rolling process, will improve the use of released Airspaces. In return 4DPP will facilitate the dynamic management of Areas by ensuring the revalidation and recalculation of 4DPP according to the new ASM plan.

7) Deployment of free routing will be facilitated by ensuring that all actors apply consistent rules to compute free route trajectories.

8) Allocation of Free Route Airspace and Sectors: this activity will benefit from reliable planning information allowing the assessment whether free route can be activated in designated airspaces.

9) 4DPP will improve arrival management by providing more accurate arrival estimates to AMAN systems enabling extended cross-border AMAN.

10) By ensuring a common, up-to-date and consistent view on planned trajectories, 4DPP will reduce the need for unnecessary capacity buffers and thereby contributing to the optimised use of the ATM system.

11) Airspace Users will receive more accurate information to follow the planned progress of their flights.

12) Similarly, Airport Operators will obtain more accurate estimated arrival/landing times to support their Collaborative Decision Making (CDM) process (planning activities and passenger information systems).

13) Post-Operations Analysis will benefit from more accurate and consistent data and deliver better KPI values.




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14) 4DPP is in line with the Flight Object concept in particular the associated roles and responsibilities. Furthermore, 4DPP offers an opportunity for easier deployment of the Flight Object technology throughout Eurocontrol airspace (see 2.1).

Through 4DPP, the European ATM system will benefit from an increased quality of the planning activities, thereby contributing to safety, efficiency and costs reduction.

1.5 Starting Point Trajectory calculations are performed for a number of different purposes, in different manners, by different actors while in the end only one trajectory will be actually flown for each flight. When attempting to obtain a consistent view on the trajectories amongst the various actors and to rationalise the means deployed for trajectory calculation, it is very important to understand the starting point.

This section therefore outlines the current situation from different perspectives, and also underlines the complexity of the matter.

1.5.1 Planning: Definitions

The term ‘planning’ is often used with different meanings. For example:

a. In a conceptual and global sense, the Planning Phase covers all activities carried out in preparation of the flights, from long term estimations up to the start of the Execution Phase. In that global sense, the Planning Phase ends at the same moment for all actors involved in the flight (typically when the flight leaves the gate).

b. Zooming in on a given flight, when the flight is airborne and is in a given ACC sector, it is in the execution phase for that sector but can still be subject to planning activities for any downstream sectors and therefore also for Network Management. In practice, the transition between the Planning and the Execution depends on the actor: for an AU, this is the time of departure while for the ATC, this corresponds to the time of entry in its Area of Responsibility.

In this document, we need the finer level of granularity of the second definition: therefore we do not use the term ‘Planning Phase’ but rather the expressions ‘planning purposes’ or ‘planning activities’, acknowledging the fact that, once airborne, a given flight can have both a planning and execution status at the same time, depending on the actor.

In the document (e.g. in Section 2.1), ‘planning activities’ will be further qualified according to the following definitions:

• Long-term planning focuses on a period/flow, not a specific day (e.g. a season, the South-East axis).

• Short-term planning addresses a specific day. It typically starts at D-7 but can also start months in advance, in the case of special events for example.

• Tactical planning : deals with specific flights, based on actual flight plans. Tactical planning takes place already before the flight is airborne; once the flight is airborne and is under control by a specific ACC, it can still be subject to tactical planning activities by downstream centres. STAM is an example of such process. Planning activities stop at different moments for the various centres along the flight, as explained above.

1.5.2 Planning and Trajectory Calculation

Planning activities can be of very different nature: from off-line simulations, either global or




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locally-focused, years, months or weeks in advance, to on-line prediction in a network perspective on the day of operations and to prepare and optimize local ATC planning until take over by the local tactical activities.

Depending on the nature of the planning activity, the inputs, the timeline, the required accuracy and response time for trajectory calculation can vary considerably.

The following sections investigate this variety in more detail.

1.5.3 Today’s Situation (Trajectories for Planning Activities)

1.5.3.1 Airspace Users As the customers of the ATM system, the Airspace Users (AUs) wish to operate their flights in a manner that allows them to optimise their business operations. AU preferences for the trajectory of each flight however have to be accommodated within the overall demand for use of the airspace. This is done through collaborative processes.

The AU has detailed knowledge of a number of parameters (aircraft and engine status, actual TOW, route charges policy, operating procedures, cost index, etc) which directly affect the requested trajectory but are not explicitly captured in the expression of the demand.

1.5.3.2 NM For long term traffic planning, NM performs longer term trajectory prediction based on historical data and AU’s flight intentions.

In the shorter term planning, NM currently computes a predicted 4D trajectory for its own purpose, across 41 countries, in order to facilitate the collaborative processes leading to the compromises required by the demand-capacity balancing activities. Over time, the predicted trajectory has been improved by introducing more precise real time updates. These improvements have been introduced to support the NM flight planning and flow & capacity management responsibilities:

• First System Activations (FSAs) and Correlated Position Reports (CPRs) have been introduced to confirm the use of the allocated slots and, when not confirmed, to release these slots for the benefit of other flights. They are also used to predict the current traffic sector Load and for that a Trajectory prediction is built.

• CDM process and DPIs (Departure Planning Information messages) have been introduced to improve the integration of Airports into the ATM Network and DPIs first objectives were to reconcile pre-departure sequence with ATFM slots.

Where this data is complete, the NM Trajectory showed high potential for traffic Load and Trajectory Prediction.

The NM Flight data Redistribution is proposing ETFMS Flight Data (EFDs) in support to ANSP local planning tools, Airports A-CDM and to some AUs for flight progress monitoring. This proved to be very valuable data for optimisation of resources (dynamic tactical allocation of resources rather than static strategic allocation).

Nevertheless, for different reasons, the current EFDs do not qualify for critical activities. The quality is not even throughout the NM area: the capture of required inputs is not complete. Airborne Flight Plan updates for example are missing. Some data feed may be out of service and the EFDs degraded.

ANSPs willing to use EFDs in combination with their local flight data for critical activities (STAM, Rostering,...) have requested a Service Level that cannot be ensured due limitations in the overall infrastructure and lack of resources to ensure an adequate support H24 7/7.

The reason is that, even if existing problems could be resolved, NM trajectory prediction has never been identified and designed as a Service.




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The high potential that a centralised planned trajectory prediction demonstrated and that SESAR R&D has proven (dDCB, AFUA, A-CDM,...) calls for such a Service.

In the context of the SESAR programme (Trajectory-based operations), NM is assessing further ways to improve the 4D trajectory calculation by receiving enhanced information from the Airspace Users (the Extended FPL and the EPP, Extended Projected Profile, trajectory down-linked from the aircraft FMS) and from the ATC Centres (e.g. controller intentions) and to improve trajectory information exchange (e.g. interoperability through the Flight Object mechanism). This work will directly feed into 4DPP definition.

The planning services provided at network level which include trajectory calculation, are many and varied: the services range from event management, airspace and flight plan pre-validation, what-if function to support decision making, path finder (for proposing valid routes) to data supply to STATFOR, Post Ops KPIs etc. To provide these services, the tools used by NM have a common trajectory calculation component (from ETFMS), except those using NEST (former SAAM/NEVAC) which has its own Trajectory Predictor (TP).

1.5.3.3 ANSPs / FABs ANSPs need to rely on accurate traffic predictions in order to manage their sectorisation and staffing. This balancing of the workload distribution among the sectors can be done in two complementary ways: Sector Configuration Management (adapting the airspace to the traffic) and Traffic Management (adapting the traffic to the airspace). Both measures require collaboration between different functions, what requires a view on the demand that is common to all actors, including the NM. Some FMPs have identified the benefit of the increased quality of Occupancy counts. Those FMPs are in the core area where the data capture is the best. They also have identified limitations due to the lack of systematic consolidation of flight plan updates in ETFMS. Implementing CS#2 dedicated to 4DPP provision would help resolve this problem by creating incentive to achieve the completeness of the data capture in the complete NM area and even addressing out of area traffic by using new type of data (EPP, ADSB,...)

The various local tools operated by ANSPs (e.g. NATS TLPD, MUAC TMS, Skyguide CRYSTAL, DSNA PRESAGE) have all developed different strategies to obtain an accurate view of the demand. In general these tools will work from a combination of local and NM provided information. Various data sources are combined because any of this information alone will not cover all the requirements that the planning activities have. This often leads to inconsistent information; one reason being that the quality of the information in the various domains varies across time.

Some local planning tools operate with data coming from their own FDPS, and work typically on a time horizon of 30 minutes to 2 hours. Some of these tools use NM data that provide trajectory information (EFD messages) or complement the data from their local FDPS. Some other tools are doing their own trajectory calculation on a data feed consisting of flight plan AFTN messages originating from IFPS or other sources.

Many ANSPs carry out planning activities with local tools and/or by retrieving information through the NM client applications. To the best of our knowledge, no such planning activity is carried out at FAB or any other regional level today.

An additional issue is that, since the focus of an FDPS in ANSPs is on that part of the trajectory within its own Area of Interest, changes made to the trajectory are not necessarily explicitly shared with NM or other Stakeholders.

1.5.3.4 Other actors Airport Operators need the estimated arrival/landing times to support their planning activities and for passenger information systems. They also interact with Planning activities through




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the Airport CDM processes.

Some clients are using a snapshot of the trajectory at various stages (CRCO last updated filed trajectory, PRU trajectory as flown, …). These specific needs are covered by the NM Archive system. Some trajectory calculations for benchmarking are also needed. This is currently covered by simulators.

CRCO normally uses as-flown trajectories coming from NM to calculate route charges.

NEST (SAAM/NEVAC) is a standalone simulation tool used for capacity planning and airspace design, which includes its own trajectory tool.

STATFOR produces Statistics and traffic forecast used to establish strategic plans.

1.5.4 SESAR and Pilot Common Projects

One of the key concepts of SESAR is the sharing of common trajectories as an essential enabler for better performance of the future ATM system.

As part of the deployment of the Pilot Common Projects, AF #5 (iSWIM functionality) is looking into implementing the Flight Object (FO) concept refined within SESAR, in which the trajectories computed by each ACC are shared in order to improve the network performances. This concept implies that each flight script (see Ref. 13 ED-133) update is broadcast to all ACCs crossed by a flight and that each ACC maintains an up-to-date view of the ECAC wide trajectory. This will be done in a portion of ECAC called the IOP area, where all ACCs will have implemented the FO concept.

1.5.5 Problem Statement

ATM actors compute 4D trajectories independently of each other, with their own focus (AU for their business needs and flight operations, NM for network-wide ATFCM, ATC Centres/FABs for local/sub-regional ATC) and with limited data available to them. As a result, ATM actors have inconsistent, incomplete and/or inaccurate trajectory information. This situation reduces confidence in predictability and encourages the application of significant buffers in declared capacity at the planning stage. A consistent trajectory must be used by all actors.

The required trajectory calculation accuracy varies over time, from long term planning to the day of operations, as does the accuracy of the available information. Variation of accuracy requirements along the planning phase must be taken into account, while still consistency along the planning time line.

Several interoperability standardisation initiatives are currently on-going (e.g. SESAR Flight Object ED-133, ICAO FIXM, etc). These are very valuable and will enable the exchange of information. There remains however a need for a solution for elaborating the high quality trajectory planning information across the EUROCONTROL airspace for all actors involved.

The benefit of a centralised 4DPP Service will become obvious when consolidating data from all sources of information from any involved stakeholder at any phase of the flight from filing time until the end of the execution of the trajectory. It will give the possibility to optimise the 4D trajectory calculation using the best known MET conditions all along the trajectory, taking also into account departure and arrival Airports coordinated data. The level of quality of planned trajectories that we can expect from such a central service could never be requested at a reasonable cost to each ACC if they had to compute trajectories from departure to their own airspace.

The context in which trajectory calculations are performed varies considerably (from off-line simulations to high throughput on-line calculations) and has significant impact on technical requirements. Interactions with other ATM processes can therefore be constraining in very different ways, which must be taken into consideration. Storage of the resulting




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information must be adequate for each usage.

European ATM is moving towards the progressive implementation of the SESAR Trajectory-based operations concepts which will significantly change the way ATM is performed. If no rationalisation initiative is taken, 4D trajectory calculation improvements to cope with the new concepts will be developed, deployed and maintained in many different locations. If all 63 European centres would need to implement a complete trajectory based system to calculate all trajectories from pre-departure to the time when they are entering their airspace, this would generate high costs across the network and would make consistency difficult to achieve.

Therefore it is suggested to operate a central 4DPP system making constantly available all data to the ANSP, airports and AUs, using the emerging interoperability standards.




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CHAPTER 2 – Operational Concept

2.1 Scope The objective of 4DPP is to provide accurate and consistent trajectories for planning purposes across the full NM area of interest. Planning activities extend from Long-Term planning to Short-Term and Tactical planning and include Post-Operations analysis.

4DPP is an enabler for high quality ATM planning across the entire European Network.

Two situations will be addressed:

a. On-line activities (i.e. tactical traffic)

4DPP will handle on-line feeds to support Tactical Planning based on actual flight data. Tactical Planning starts with the filing of the first Flight Plan and ends with the ‘take-over’ by the local Trajectory Predictor (TP) in each ACC at the time of transfer of responsibility. 4DPP computes the end-to-end trajectory until the execution of the flight is finished. Each local trajectory prediction system takes over (transfer procedure) when needed in its own area of responsibility and it provides tactical deviations to 4DPP for further downstream planning. In this situation, 4DPP will store successive versions of each trajectory as required by SESAR concept and distribute them as required.

b. Off-line activities (i.e. predicted traffic)

4DPP will support off-line planning activities (e.g. simulations for Long-Term planning, airspace design, Short-Term Planning, Post-Ops analysis, etc). In this situation, 4DPP will act as a stateless Trajectory Calculator i.e. will not store trajectories for future updates.

4DPP deals with the overall end-to-end trajectory for planning purposes across EUROCONTROL Member States while ANSPs perform local trajectory calculation for control purposes within their Area of Interest. Both are complementary and are faced with different requirements and technical constraints.

4DPP will address the needs of all actors involved in planning activities. 4DDP is scoped to the trajectory prediction while external systems (e.g. FAB/ATC planning, ETFMS) are in charge of managing the constraints and performing the planning activities (see overview in A1.1). Therefore, 4DPP will provide a common view on planned trajectories to various Stakeholders who will be using that common information for different purposes, as they need for fulfilling their own responsibilities.

Airspace Users and their representatives (Computerised Flight Planning Service Providers - CFSP) can be clients of 4DPP. However, it is expected that they will retain their own capability of calculating trajectories for expressing their demand according to their business needs.

More specifically, 4DPP will:

• geographically cover the full NM area of interest, as a minimum




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• have the capability to calculate and update trajectories based on detailed input data

• include What-If capability

• have the capability to generate trajectories that are compatible with the prevailing ATM context

• support the NM Flight Object interoperability in due time (See Section 2.2.3)

• pave the way for the deployment of SESAR Trajectory Management concept (see Section 2.9)

• rely on other Centralised Services as required (see 2.5).

• correlate for all EUROCONTROL airspace the aircraft tracks coming from CS 3 with the trajectories generated within 4DPP.

2.2 Interactions with other on-going developments

2.2.1 CDM processes

ATM operations are managed through a number of CDM processes involving the different actors. SESAR is further developing these collaborative processes to improve the future European ATM. A number of these processes use first the SBT and subsequently the RBT to reach their objectives. 4DPP is not affecting these processes: its objective is to better support those CDM processes by providing them with a consolidated, quality view on the planned trajectories (SBT/RBT).

As a result, actor’s responsibilities are not affected by 4DPP itself: it is the role of the various CDM processes to define those responsibilities and their future evolution. 4DPP uses the best information provided by those processes to consolidate the reference trajectory, to compute relevant alternative scenarios and provide them back to those processes.

2.2.2 Airspace User Role and Trajectory-Based Opera tions

As established by the SESAR programme, the availability of quality and shared 4D trajectories will be a key factor in the future ATM system, irrespectively of the possible evolution of the CDM processes that rely on them. This applies to all Airspace Users (AU), whether they operate through a sophisticated Flight Operations Centre or not. Therefore, 4DPP needs dealing with the trajectories of all AUs, irrespectively of their level of ground and/or airborne equipment.

In SESAR, the notion of ‘trajectory ownership’ refers to the final responsibility for a given trajectory amongst the different actors. This final responsibility lies with the Airspace User (AU) who is involved in the CDM processes that potentially affect the trajectory and who has the ultimate decision to fly or not, after the negotiation processes took place.

The notion of responsibility however does not imply that the AU is the only actor allowed/qualified to calculate a flight trajectory. For a number of reasons, the capability to quickly calculate accurate trajectories is needed both at Network level and ATC level, as confirmed by the SESAR programme:

• AUs have different levels of trajectory sophistication while the network and ATC has to be operated with homogeneous quality of the information

• Need to complement the information provided by the AUs with the data needed to operate the network and ATC (e.g. entry/exit points, intermediate levels, etc) and which cannot be provided by the AU

• Need for fast, high throughput computation for ‘what-if’ scenarios, etc. (see ConOps




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2.2.3 for sample figures)

• Need for re-routing proposals and simulations during planning activities

• Processing real-time updates for further planning

• Need to modify the calculated trajectory at short term when condition changes, to support the required coordination

• Tactical re-calculations (MTCD, AMAN, ATC what-if, etc)

• …

The proposal with CS2 is to centralise this facility for the planning activities in Europe. It is of the interest of all parties to provide the best data that they have as input into this calculation in order to contribute to a more accurate, reliable and stable planning, which will in turn facilitate flights execution through a better predictability and thereby increase the overall ATM effectiveness.

2.2.3 Relationship between 4DPP and the Flight Obje ct

As far as the on-line Tactical Planning activities are concerned, 4DPP complements the Flight Object (FO) interoperability concept.

1. As of today, work on the FO has concentrated mostly on ATC-ATC IOP and, to a much lesser extent (CFMU-FO study and WP13 prototype), on ATC-NM. Not all actor categories are addressed yet and even for the ATC community, a long transition can be expected before all ATC centres are equipped in Europe. 4DPP has a complementary role to play in that context, by addressing a wider community and providing full geographical coverage of Europe.

2. The CFMU-FO study (Ref. 10) identified how the NM function (former CFMU) fits with the FO concept, in particular for the roles and responsibilities (e.g. FDMP role) and the possible gap-filling within the FO interoperability area. The 4DPP concept is fully in line with those conclusions. Furthermore, the FO information exchange mechanisms defined in the ED-133 standard (e.g. the flight script) constitute a very good vehicle for supporting a number of inputs and outputs required by 4DPP.

3. Therefore, 4DPP will interface with the FO network through standardised interfaces (EUROCAE ED-133 standard). However, to achieve this, the current ED-133 standard has to be expanded to cover all NM needs. In addition to the already on-going work on NM FO in SESAR WP13, work on 4DPP will provide further input for the to be upgraded standard.

Furthermore, the implementation of 4DPP will have to also take consideration of actors that are not (yet) connected to the FO network (non-IOP area).

4. 4DPP is considered as a key element for the future NM FO server: it will be used to calculate 4D trajectories across the Eurocontrol airspace based on common context information (CS5) and using the FO flight script when available.

5. Potentially, 4DPP could also be an opportunity for ANSPs to address the need for the end-to-end trajectory calculation part of the FO requirements. The implementation of the Flight Object requires each centre to compute a trajectory across the entire FO interoperability area (ultimately ECAC-wide), potentially implying significant redundancy in computing means and additional complexity (e.g. local need for ECAC-wide airspace data). For this particular feature of the Flight Object concept, the 4DPP service is an option to be considered for a simplified and more scalable deployment of Flight Object technology throughout EUROCONTROL Airspace.




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In conclusion, 4DPP and FO complement each other without depending on each other. Indeed, further work needs to be performed together with the ATM Community, ANSPs and the Industry in particular, to reach a common understanding and refine the integration of the two concepts. Several opportunities to progress on this topic are already being put in place, with the SESAR 4DT architecture study, the feasibility study for CS2 and the revival of WG59, where the outcome of the work can be reflected in an updated standard.

2.3 Targeted Improvements

2.3.1 Overview

In order to achieve a high quality common trajectory for ATM planning purposes in line with the SESAR concept of Trajectory Management, improvements are needed in three areas:

• Quality and completeness of the input information

• Trajectory calculation method, including results validation

• Sharing of the trajectory information.

With the 4DPP service, new improvements to TP calculations will be made available to regional, sub-regional and local planning services. 4DPP will eventually be used for all required TP calculations for NM services.

2.3.2 Quality and completeness of the input informa tion

To achieve high quality shared 4D trajectories, for all ATM planning activities, with an increased predictability and accuracy, 4DPP requires high quality inputs. Some of those inputs exist today, some need improvements, others need to be added. SESAR in particular is working the definition and the evaluation of those improvements. 4DPP will evolve, making best use of the outcome.

The following is a first inventory (to be refined) of key input data, as known in the current context, including SESAR work:

• Extended Flight Plan (EFPL) with precise 4D trajectory/profile information and/or specific flight performance data from the AU or their delegated provider (Computerised Flight Plan Service Provider), supporting FF-ICE and aligning with FIXM when applicable.

• Specific benefits will be obtained from the A-CDM extension by deploying A-CDM to new Airports and by improving and extending the pre-departure information.

• Constraints from ATC, including Letter of Agreement constraints, dynamic constraints and controller inputs. Thresholds may be applied to these inputs, for example sharing only those changes that affect the trajectory downstream of the local centre.

• Real-time flight information (*):CPR (Correlated Position Reports), improved by ETKR (CS3), and EPP (Extended Projected profile, downlinked from aircraft) provided by DCS (CS9), both services using SWIM running on PENS (CS8) as transport layer.

• ATM context data as provided by EAIMS (CS5).

(*) Like ETFMS today, 4DPP will have the capability to receive and process real-time flight information, not to intervene directly on the flight itself but to further refine the capture of the accurate situation for the benefit of planning activities that are still taking place: further downstream for the flight itself and for other flights.




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2.3.3 Trajectory calculation method

4DPP will use an agreed common calculation method that allows computing 4D trajectories to the required accuracy, using all available input information as specified, while satisfying the non-functional requirements (reliability, availability, etc.).

A first idea of performance requirements can be inferred by considering that, currently, the NM 4D trajectory calculation deals with a peak of about 35K flights per day, with an average flight time of about 80 minutes, and about 2.8 million CPRs (about 1/6 of which trigger trajectory deviation recalculations). In addition, the NM tools supporting AU efficiency programmes, network impact assessments, simulations etc. require a fast and accurate 4D trajectory computation that can be called flexibly (e.g. only compute some aspects of the trajectory). Depending on which aspects of the trajectory are recomputed, the performance level can reach several hundreds trajectories per second.

2.3.4 Trajectory Information Sharing

The resulting view on the trajectories (both the trajectory itself and the constraints that lead to it) will be shared with all authorised actors, ensuring that a common view on the Trajectory is used by all actors in charge of the adherence to the plan (AU, ATFCM and ATC). The information may also be made available to other users (e.g. Airport, Military).

Use of existing or emerging interoperability mechanisms will be made: e.g. Flight Object (EUROCAE ED-133), ICAO FF-ICE, FIXM. Information sharing needs identified with 4DPP will be put forward for the definition of future standard baselines.

2.4 Client Services There is no direct human interaction with 4DPP; the service works in background, providing information to systems/tools that are used by various Actors to provide an end-user service.

4DPP targeted clients are:

• (Network) NM Systems – All of them, in particular IFPS and ETFMS will use 4DPP for Network Management (replacement for the TP used commonly by both today), supporting actors both inside and outside NM. NEST (former SAAM/NEVAC) will also use 4DPP for supporting off-line activities such as airspace design and capacity planning.

• (Local) ANSP Systems – Using the output of Roster tools and 4DPP, the local system

will optimise the opening and closing of sectors by lateral and vertical collapsing/decollapsing of sectors. In combination with this dynamic management of sector configuration, local ATFCM will use 4DPP to improve the traffic demand and capacity balancing by reducing traffic complexity using dynamic and precise short term measures (INAP concept of dDCB: MUAC TMS, NATS TLPD, etc). Using 4DPP, local ATFCM will better anticipate and react to severe weather or major unexpected capacity reduction in adjacent Units by dynamic adaptation of traffic flows before the overload situation occurs. 4DPP will improve arrival management by providing more accurate arrival estimates to AMAN systems enabling extended cross-border AMAN.

• Sub-regional/FAB Systems – where there is a FAB-level flow/capacity management (or

DCB - Demand Capacity Balancing), this activity will be supported by 4DPP. • Airspace Users (or CFSP – Computerised Flight Plan Service Providers) Systems – for

example, to follow the progress of their flights.




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• Airport Operator Systems – for example, to get the updated estimated arrival/landing times to support their CDM process (planning activities and passenger information systems).

• Post-Operations Analysis – including generation of KPIs (e.g. flight efficiency, planned

vs. flown trajectory deviations, etc).

2.5 Components Although more work is required on the architecture, it can be anticipated that the 4DPP service will take the shape of a system that:

a. Can be instantiated as a central server and possibly synchronised with local servers, while ensuring consistency. This corresponds to the ‘on-line activities’ outlined in Section 2.1. The server will include a database for storing and maintaining live information of the trajectories in the tactical planning. The 4DPP server will be connected to SWIM through the NM SWIM platform. It will support Flight Object interoperability for NM.

b. Can be deployed as a standalone component, on a personal computer for example, where a planning application can be co-located and connected to the co-located 4DPP component to calculate trajectories. This situation corresponds to the ‘off-line activities’ outlined in Section 2.1.

The first situation allows for different IT infrastructure solutions that will have to be studied.

4DPP will benefit from and interface with other CSs, in particular:

• CS5 EAIMS to obtain synchronised live ATM context information (environment data, etc), including live AFUA information coming from CS4

• CS9 DCS as a source of up-to-date live trajectories

• CS3 ETKR either via CPRs sent by ATC systems fed by CS3 ETKR or via direct inputs from CS3 ETKR

• CS8 PENS at the underlying communication infrastructure.

All except the first bullet apply to the ‘on-line activities’ only.

2.6 Roles and responsibilities 4DPP is not providing directly any end-user services as such, but only through other Planning services. Therefore, operations roles and responsibilities remain unchanged with today’s situation.

In case of a CDM process shared between several units, the owner of the data will be responsible for the provision of the data to the 4DPP.

4DPP will rely on the following responsibilities:

1. NM :

NM will be responsible for the overall end-user service provision.

NM systems will provide flight data information and any constraint issued by IFPS, ETFMS, DDR, etc., necessary for 4DPP calculation.

a. provide flight data and updates (IFPS)




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b. Provide predicted traffic (DDR)

c. What if flight data (ETFMS)

d. Restrictions, Flow measures, scenarios (ETFMS)

2. ANSP’s :

ANSPs will be responsible for providing adequate information during the tactical execution of the flight on any deviation or amendment to the flight trajectory occurring or triggered in their area of responsibility.

a. FSAs (First System Activation)

b. CPRs (Correlated Position Report) sent by ATC systems fed by CS3 ETKR

c. Dynamic constraints (direct or via ETFMS)

d. Tactical Updates - AFP (ATC Flight Plan Change)

3. Airspace Users/CFSPs:

Airspace users or CFSPs will be responsible for providing extended flight data information necessary for improved profile calculation. Airspace users or CFSPs will provide airborne data, when available.

a. Extended flight data (EFPL)

b. EPP (Extended Projected Profile, trajectory down-linked from the aircraft FMS)

4. Airport Operators /ATC at Airports:

Airport Operators and local ATC (or A-CDM) will be responsible for

a. provision of local constraints impacting the 4DPP (resulting from runway configuration, taxitime, SID/STAR)

b. improved A-CDM information provided in the DPIs for the benefit of 4DPP (improve taxi-time estimates, TSAT compliance, Coordination of TSAT updates, anticipation of delay due to Airport capacity,…)

c. extending A-CDM to small and medium size Airports

d. extending A-CDM to Arrival management (XMAN, e.g. Palma trial, provision of STAR,..)

5. CS5 EAIMS :

CS5 EAIMS will be responsible for providing dynamically consolidated and consistent ATM context information including real time updates.

CS5 also provides accurate AFUA information that it receives from CS4 (AFUAS).

6. 4DPP service provider :

4DPP Service Provider will be responsible for H24/7 service provision, business continuity, real-time quality control of trajectory calculation, responding to user trouble investigation and reports, Quality of Service, system development, evolutive




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maintenance, technical support; the service will include adequate ATM knowledge.

2.7 Data Flows The data flows and interactions of Stakeholders services with the 4DPP are illustrated in the context diagram below. Stakeholders are represented with the usual human silhouette, even if in the case of 4DPP these are services or systems. In addition, to keep the diagram simple, some data flows are shown as coming from the original source, even if they in fact pass via other systems first.

Figure 1 4DPP Context Diagram

2.8 Data Flows Scenario (general) This section provides a general overview of typical flows of data. For that purpose, 4DPP is put in the context of typical collaborative processes that use a 4D trajectory.




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2.8.1 Long Term / Medium Term planning

Flight demand data management is a process initiated by commercial/schedules departments, from 12 to 6 months before each new season: initial schedules programmes are defined per season, mainly for internal business planning purposes and for the coordination with Airport Operators. From about 3 months before the new season starts, initial schedules are published with some revisions applied later until during the season.

Early information originating a) from AUs and Airports about the planned traffic demand and b) from ATC about capacity and planned restrictions, are key elements required for starting an effective coordination between the different actors, in order to minimize the impact on operations of proposed restrictions and pre-defined DCB measures, and for developing the Network operation plans.

The NM consolidates received information and complements it with predictions based on statistical data. In order to produce Long/Medium Term 4D trajectory estimates NM submits the information to the 4DPP service who returns the estimated 4D trajectory of each flight. The resulting consolidation and the generated 4D trajectory estimates will describe users’ preferences about schedules and routing.

Airlines, Airports, NM, and Local Traffic Managers will thus use the same reference for assessing possible DCB measures and their impact on preferred routing, schedules and allocated airport slots. During such assessment any need of recalculating the 4D trajectory of the flights represents a request towards the 4DPP service. Such request can come from any authorized user of the 4DPP service.

2.8.2 Tactical planning – before departure

For the vast majority of the Airspace Users, the transfer of responsibility between the schedule department and flight operations department takes place about 72 hours before the effective flight (from 3 days to 24 hours The EFPL/FPL is delivered to the NM who is in charge of its verification and distribution to the involved ATM actors.

The AU submits to the NM (IFPS) either an ICAO FPL or an EFPL which includes Flight Performance Data and the 4D Trajectory of the flight, as planned by the Airspace User, in addition to the ICAO FPL data. During the validation process of FPL/EFPL, the NM sends the information (FPL/EFPL) to the 4DPP service who returns the calculated 4D trajectory (in case of FPL) and retains the 4D trajectory provided in EFPL.

The NM distributes the accepted FPL/EFPL to ATC units concerned by the flight and to other NM systems (e.g. ETFMS) – this includes the 4D trajectory provided through the 4DPP service.

Recalculations will be requested to the 4DPP service whenever modifications in the operational situation (e.g. airspace closure, route closure, etc.) take place – dynamic constraints, planning updates (Note: as with today’s IFPL re-validation process, this could result in some EFPLs becoming invalid).

The first message containing the calculated trajectory by the 4DPP service triggers the creation of the system record in the local management tool based fully on provided 4D trajectory. The route in the AoI is extracted and the sector sequence calculated. This trajectory is displayed on the HMI of a traffic management system showing the demand on each sector and over key congestions points. The system allows the user to test different sector openings to balance the load. This optimised sector arrangement is interfaced to the rostering tools, allowing the optimal number of controllers to be available on duty.

Whenever a STAM measures (when deemed suitable) is sought, the Local Traffic Manager (LTM) could test/simulate it by sending a ‘what-if’ request (with the desired parameters modified) to the 4DPP service or recalculation of the respective 4D trajectories.




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The 4DPP service will store the filed 4D trajectory and also the 4D trajectory after regulations are applied, for the flights subject to ATFM measures, allowing for updates, what-if, etc.

At the end of the Planning phase, the trajectory that the AU agrees to fly and that ATC agrees to facilitate shall be used as the reference in the execution phase.

2.8.3 Tactical planning – after departure

As explained in the section 1.2 above, when the flight is airborne and under the control of a given sector, it is in the execution phase for that sector but can still be subject to planning activities for any downstream sectors and therefore also for Network Management.

From the creation of the system flight plan in the ATC’s FDPS up to the reception of an ABI or ACT message the system records in the local management tools are updated by the system FPL created in the online FDPS. The 4D profile checked against local constraints. Overloads are identified and where necessary coordination with surrounding partners and NM take place to assess the management of the flows of traffic. The sector sequence is confirmed and allocation of controller to the open sectors is performed allowing accurate calculation of the break planning.

The 4DPP service during the tactical phase, maintains (and update) continuously flights’ 4D trajectory for planning purposes. The updates are based on inputs received from network function (flow measures, dynamic constraints), airports (departure information), ATC systems (first system activation, correlated positions reports), and aircraft (airborne data). Whenever an update of the 4D trajectory is available, the 4DPP service will distribute it to the authorised clients/users.

On reception of a specific message by the ATC’s FDPS (equivalent to ABI or ACT depending on a design parameter) up to deletion of the ‘online’ system FPL, the flight’s flight data are modified/updated by the controlling ATC system (FDPS); any related messages received from 4DPP at this stage will not be used by the controlling FDPS.

Tactical updates that modify the trajectory downstream of the current centre are propagated back to the 4DPP service to allow modification and transmission to the downstream units still in an earlier stage of planning with reference to the position of the flight

4DPP allows measuring the deviation between the reference trajectory and the flown trajectory. At the end of the flight, the flown 4D trajectory is recorded by the 4DPP service.

2.8.4 Post-Operations

During post-ops analysis various comparisons will be made between what happened during the operation (flown trajectories) with other trajectories like: filed trajectory, preferred trajectories/routes, and optimal trajectories (considering agreed KPIs); the trajectories recorded/stored by the 4DPP service will be used. In addition the 4DPP service will also be required to calculate various optimal trajectories at the network level (e.g. optimum constrained route, optimum RAD route, optimum unconstrained route, etc. or other future KPIs).

2.9 SESAR Trajectory Management

2.9.1 Target concept

The Trajectory Management concept entails the systematic sharing of aircraft trajectories between various participants in the ATM process to ensure that all partners have a common view of a flight and have access to the most up-to-date data available to perform their tasks.




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The optimisation of the system, leading to minimal distortions of the trajectories, will be achieved through an extensive iteration process based on the exchange of accurate data & refined estimates of all involved actors. The Reference Trajectory is the trajectory that the Airspace User agrees to fly and that the ANSP and Airport agree to facilitate. The Reference Trajectory will be the reference used by all ATM partners during the flight execution. It includes all information issued from the AU via the extended Flight Plan, consistent with the ATM Network infrastructure and possibly impacted by Network Management measures. Most times indicated in the Reference Trajectory are estimates, some may be target times (TTA, TTO) to facilitate planning activity, some of these may become constraints (CTA, CTO) during the execution phase e.g. to assist queue management activity. The Reference Trajectory is created either when a specific A-CDM milestone occurs or upon a trigger within a defined time window resulting from a collaborative process between AU and Network. During the execution phase, the Reference Trajectory might be reviewed to cope with Network Management measures. In that case, it is updated according to a CDM process involving all actors concerned. The 4DPP service will enable this CDM process by supplying to all involved actors an up-to-date trajectory as well as what-if trajectories to support their negotiations. It will also ensure that all changes agreed (CTA/O, TTA/O, other network management measures) are reflected in a uniform manner in the trajectory. The CDM process for the elaboration of the trajectories will ensure the safety (prior to anything else) and all legal requirements and operability of those trajectories.

2.9.2 SESAR Step 1

SESAR introduces the notion of SBT/RBT (Shared/Reference Business Trajectory) or SMT/RMT (Shared/Reference Mission Trajectory). The SB(M)T is a 4D User Preferred Trajectory published to allow collaborative planning activities to take place.

The SB(M)T may be revised depending on airspace, reservations, weather constraints etc and becomes a RB(M)T shortly before the off-block time, meaning that this 4D trajectory will be the basis on which ATM will facilitate the flight, all constraints having already been factored in.

The SESAR concept is to minimise the alterations to the 4D trajectories through a collaborative process. In particular, it is expected that gradually, departure slot allocation is kept to a minimum and replaced by the application of Short Term ATFCM Measures at the congestion point. These measures are to be initiated by local or sub-regional actors, based on accurate view of the demand in their airspace, and coordinated by the Network Manager.

This paradigm shift imposes that all actors involved in the collaborative planning process share the same 4D trajectory for each flight. The 4DPP service will enable this.

In execution, single time constraints can be applied, either for traffic synchronization (AMAN) purposes, or for flow management measures (STAM). This is based on the exchange of trajectory data and trajectory envelope between Air Traffic Control and the aircraft.

The following concepts referring to trajectories are considered for implementation as part of the PCPs and shall be taken into consideration for the 4DPP service, which will contribute to the associated benefits.

• Enriched Flight Planning: it shall be processed by 4DPP to compute the best estimate of the user required trajectory

• Flight Object: 4DPP supports it and offers an opportunity for easier deployment (see




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2.1).

• Initial Shared Business / Mission Trajectory (iSBT/MT): iSBT/MT shall be the subject of a negotiation process where all actors shall use the 4DPP service to share a common trajectory

• Initial Reference Business / Mission Trajectory (iRBT/RMT): as above

• Free routing: deployment of free routing will be facilitated by ensuring that all actors apply consistent rules to compute free route trajectories

• Allocation of Free Route Airspace and Sectors: this activity depends on having reliable planning information allowing to assess whether free route can be activated in designated airspaces

• Air/Ground trajectory exchange: 4DPP service will interface with the DCS service and use Aircraft Derived Data to update the trajectory.

2.9.3 SESAR Step 2

In SESAR step 2, the ideas are brought further with:

• Inclusion of the ground routing information in the trajectory

• Full coverage for Air/Ground trajectory exchange

• Airspace reservation embedded in the mission planning and provided in the OAT flight plan

• Complete trajectory sharing.

2.9.4 Pilot Common Project

Within PCP AF #5, iSWIM functionality, Flight Object Services will be developed to exchange enriched flight plan information including:

• Extended Flight Plan service allowing capture of the 4D trajectory built by the airspace user, together with flight-specific performance data, used for better network planning and provided to ATC.

• Use of departure information provided by airport to improve flight plan estimates

• Management of time constraints and sharing of the information through the flight object.

As part of PCP AF #6, trajectory data downloaded from aircraft (Extended Projected Profile - EPP) will become available to enhance awareness of the real-time situation.




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CHAPTER 3 – Regulatory Requirements

3.1 Existing and upcoming regulations

3.1.1 ICAO

• Chapter 3, Section 3.3 (Flight plans) of ICAO Annex 2 — Rules of the Air (10th edition of July 2005 including all amendments up to No 42).

• Chapter 4, Section 4.4 (Flight plans) and Chapter 11, Paragraph 11.4.2.2 (Movement messages) of ICAO PANS-ATM Doc. 4444 (15th edition of 2007 including all amendments up to No 4).

• Chapter 2 (Flight plans) and Chapter 6, Paragraph 6.12.3 (Boundary estimates) of Regional Supplementary Procedures, Doc. 7030, European (EUR) Regional Supplementary Procedures (5th edition of 2008 including all amendments up to No 7).’.

These provisions are also referred to in European Commission Regulation (EC) No 1033/2006 (as variously amended).

• Chapter 3 paragraph 3.7.5 (Air Traffic Flow Management) of Annex 11 to the Chicago Convention — Air Traffic Services (13th edition — July 2001, incorporating amendment No 47)

• Chapter 3 (ATS Capacity and Air Traffic Flow Management) of ICAO Doc 4444, Procedures for Air Navigation Services — Air Traffic Management (PANS-ATM) (15th edition — 2007).

• Chapter 8.3 (exemptions from ATFM slot allocation) of ICAO Doc 7030, European (EUR) Regional Supplementary Procedures (5th edition 2007).

• Chapter 8.4 1.c) (Aircraft operator adherence to ATFM measures) of ICAO Doc 7030, European (EUR) Regional Supplementary Procedures (5th edition 2007).

• Chapter 2 paragraph 2.3.2 (Changes to EOBT) of ICAO Doc 7030, European (EUR) Region Supplementary Procedures (5th edition 2007).

These provisions are also referred to in Commission Regulation (EU) No 255/2010 (as amended).

3.1.2 EU SES Package

At this stage the 4D trajectory Calculation for planning purposes is not explicitly foreseen in the EU Regulations on the Single European Sky. However, some provisions of the SES Regulations may be worth keeping in mind in relation to the 4DPP concept of operations:

• REGULATION (EC) No 552/2004 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 10 March 2004 on the interoperability of the European Air Traffic Management network (as amended)




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• REGULATION (EC) No 551/2004 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 10 March 2004 on the organisation and use of the airspace in the SES, (as amended) in particular its Article 6

• Commission Regulation (EU) No 677/2011 of 7 July 2011 laying down detailed rules for the implementation of air traffic management (ATM) network functions and amending Regulation (EU) No 691/2010 (as amended), in particular its Article 4.1 which provides that the Network manager shall perform a number a tasks to support the execution of its functions, among which the provision of a consolidated and coordinated approach to all planning and operational activities of the network, including monitoring and improvement of its overall performance (Art. 4.1(g).

• Commission Regulation (EU) No 255/2010 of 25 March 2010 laying down common rules on air traffic flow management, in particular its Article 5(a) which provides that the central unit for ATFM optimizes the overall performance effects on the EATMN through planning, coordination and implementation of ATFM measures.

• COMMISSION REGULATION (EC) No 482/2008 of 30 May 2008 establishing a software safety assurance system to be implemented by air navigation service providers and amending Annex II to Regulation (EC) No 2096/2005 (as amended).

It is assumed that the implementation of the 4DPP concept will facilitate and improve the execution of the objectives set by these provisions

The following regulatory requirements related to assurance and oversight also need to be taken into consideration in the implementation of 4DPP centralised service :

• REGULATION (EC) No 216/2008 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 20 February 2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency (as amended)

• COMMISSION IMPLEMENTING REGULATION (EU) No 1034/2011 of 17 October

2011 on safety oversight in air traffic management and air navigation services and amending Regulation (EU) No 691/2010 (as amended): Article 3.d of this Regulation foresees that the safety oversight of organisations providing pan-ATM/ANS is exercised by EASA.

• COMMISSION REGULATION (EC) No 482/2008 of 30 May 2008 establishing a software safety assurance system to be implemented by air navigation service providers and amending Annex II to Regulation (EC) No 2096/2005 (as amended)

Finally, the European Commission has issued in its Communication of 11 June 20131 a proposal to revise the SES package, with a view notably to reinforce the role of the Network Manager. The proposal also covers the new notion of ‘support services’ to ATS, which correspond to the centralised services proposed by EUROCONTROL.

3.2 Requirements for new/updated regulations to implement the 4DPP

The development and implementation of the 4DPP centralised service would ideally benefit from the following regulatory actions:

1 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions “Accelerating the Single European Sky” of 11 June 2013 (COM (2012) 408 final)




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3.2.1 Requirements related to the EU framework

A future regulatory basis may need to be considered depending on the further detailing of the concept for the Tactical/Flight execution of the 4DPP concept for:

• COMMISSION REGULATION (EC) No 1033/2006 of 4 July 2006 laying down the requirements on procedures for flight plans in the pre-flight phase for the single European sky (as amended)

• COMMISSION REGULATION (EU) No 255/2010 of 25 March 2010 laying down common rules on air traffic flow management (as amended)

In all cases, a provision in the SES Regulations is necessary to make the technical migration to the future centralized services (or ‘support services’) mandatory for Stakeholders concerned (e.g. by a further amendment to Regulation No 677/2011).

3.2.2 Requirements related to the EUROCONTROL frame work

The 4DPP will be implemented as a Pan-European Service in the applicability area of the EUROCONTROL Member States. To unlock the full benefits for the Network on one side and the ANSPs and other operational Stakeholders on the other side, it is pivotal that all Member States cooperate in the set-up and implementation of the service. .

While the above-mentioned EU regulations will apply to EU Member States and their operational Stakeholders, as well as ultimately to non EU Member States bound by these Regulations because of relevant agreements with the EU for the implementation of aviation regulations (e.g. ECAA), the intention is to achieve consent in the Provisional Council and Permanent Commission of EUROCONTROL to make full use of the procedures in all EUROCONTROL Member States.

Therefore, it is expected that by a Decision, the Permanent Commission of EUROCONTROL will make the centralised services and their related conditions binding on all the EUROCONTROL Member States and their operational Stakeholders. The EU regulatory framework would just reinforce this obligation for the States concerned.

3.2.3 Requirements related to the national legal/re gulatory frameworks

Updated/amended EU regulations are directly applicable in the EU Member States and would not require measures at national level.

For EUROCONTROL Member States not bound by EU Regulations, appropriate rules and regulations would have to be adopted at national level to comply with the obligations deriving from the decision of the Permanent Commission of EUROCONTROL.




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CHAPTER 4 – Links of the CS2 (4DPP) to ICAO GANP, SESAR deployment

4.1 Baseline – Interim Deployment Programme (IDP) Centralised Services (CS) are in line with the Interim Deployment Programme (IDP). The conformity analysis was initiated by EUROCONTROL and further completed at the Interim Deployment Steering Group (IDSG) Expert Team in the meeting of 27 June 2013.

The possible relationships between CS and IDP deployments have been analysed and clustered in four categories of potential interactions, which are:

1. No relationships between IDP activities and CS. This means that the functions and services deployed in a centralised manner by the CS do not directly interface any of the deployments of the IDP.

2. IDP deployment is improved by the independent CS capabilities. The functions and services deployed in a centralised manner by the CS will be used by one or several IDP deployments but in an independent way. This is the case when CS does not impact functionalities already deployed, i.e. Independent function improvements , or when the CS implements some add-on function or services such as equipment performance monitoring, centralised management of shared parameters, i.e. Development of supporting option .

3. IDP is a pre-requisite for CS. This means that the functions and services deployed in a centralised manner by the CS reuse an IDP deployment.

4. IDP deployment is an alternative to the CS solution. The functions and services deployed in a centralised manner by the CS offer a different implementation of an IDP deployment.

The 4DPP centralised service is categorised as independent function improvements , which means that the improvement of the data quality of the Planning purpose 4D Trajectory Flight Profile will benefit to the IDP deployments. The 4DPP centralised service does not change the existing external interfaces (FPLs, AFPs, DPIs, CPLs) and therefore ensures independence between the 4DPP centralised service and IDP.

The benefit dependency is that the 4DPP centralised service will ensure more accurate planning phase trajectory profiles which will improve benefits of STAM (WP1.2), FUA (WP2.1) and Airport CDM (WP3). Up to date flight plans (WP1) and Airport CDM (WP3) will complement the improvement of the quality / accuracy of the planning phase trajectory profile.

The 4DPP centralised service is related to the IDP Work Packages:

• WP1.1 ‘AFP automatically generated’;

• WP1.2 ‘STAM Phase1’;

• WP2.1 ‘Rolling ASM/ATFCM’; and




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• WP3.2 ‘A-CDM Network Integration’.

The figure below illustrates the IDP Breakdown structure for the 4DPP relevance.

Figure 2 IDP Breakdown structure

4.2 Pilot Common Projects (PCP) and Common Projects (CP)

Centralised Services interact with the Pilot Common Project (PCP). Interdependencies between Centralised Services and the six ATM Functionalities (AFs) of the Pilot Common Projects (PCP) have been analysed.

The Centralised Services will influence the future Common Projects (CP).

The 4DPP centralised service is categorised as independent function improvements and related to the following PCP ATM Functionalities:

• AF#3 ‘Flexible Airspace Management & Free Route’

The 4DPP centralised service is related to enablers that are considered as part of the AF#3 for which no impact is expected on geographical scope of implementation and associated timeframes. However, this considering the 4DPP centralised service is limited to the planning phase.

• AF#4 ‘Network & Collaborative Management’

The 4DPP centralised service is considered as part of the AF#4 definition and alignment of the technical scope shall be ensured.

• AF#5: Initial SWIM.

The full implementation of 4DPP as described in this document is an improvement




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enabler for the deployment of AF#5 initial SWIM. It proposes improvements to the Flight Data services for the part dealing with exchanges of Flight data and trajectories for planning purposes.

• AF#6 ‘Initial Trajectory Information Sharing (i4D)’

The 4DPP centralised service is related to enablers that are considered as part of AF#6 for which no impact is expected on geographical scope of implementation and associated timeframes.

The nature of the interdependencies are related to the following ATM Master Plan Aggregated ATM Technology Changes for Step 1, which are Airspace Management Systems, AMAN, AMAN/SMAN/DMAN integration, Enhanced CWP, Enhanced FDP, Enhanced DCB, Flight Planning and demand data, Enhanced AOC/WOC systems and Airport CDM.

4.3 European Single Sky ImPlementation (ESSIP) The possible relationships between CS and ESSIP, being the Level 3 of the European ATM Master Plan, have been analysed.

The 4DPP centralised service is categorised as independent function improvements and is related to the ESSIP Objectives:

• AOM19 “Advanced Airspace Management”

• AOP05 “Airport Collaborative Decision Making”

• FCM01 “Enhanced tactical flow management services”

• FCM03 “Collaborative flight planning”

• FCM04 “STAM Phase 1” – new Objective in ESSIP Plan Ed 2013

• FCM05 “Rolling NOP” – new Objective in ESSIP Plan Ed 2013.

Depending on the evolution of the 4DPP centralised service, in future, new ESSIP Objectives may have to be developed or existing ones may have to be amended.

4.4 ICAO Global Air Navigation Plan (GANP) The possible relationships between CS and ICAO Global Air Navigation Plan (GANP) have been analysed.

The 4DPP centralised service and ICAO GANP in perspective is used to improve performance of flow management, notably in B1-NOPS – Enhanced Flow Performance through Network Operational Planning.

Furthermore, it works initially with FPL201 and then with FF-ICE, i.e. B1-FICE- Increased Interoperability, Efficiency & Capacity through FF-ICE/1 application before Departure.

This will be a step towards full 4D Trajectory operations, i.e. B3-TBO – Full 4D Trajectory based Operations.




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ANNEX 1 – Information flows

A1.1 Operational process The following diagram provides a high-level logical view of incoming and outgoing information flows of 4DPP. It uses the term ‘system’ to indicate that the exchanges are B2B (‘system-to-system’) as opposed to B2C: in other words, all exchanges are automated, without manual intervention. The term ‘system’ should be interpreted as generic, for the function that it represents.

The arrows indicate the nature of the information being exchanged, independently of any technology choice. Existing messages acronyms are only used to illustrate the information content more concretely.

Figure 3 Operational process




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A1.2 Technical process

Figure 4 Technical process

= CS2 development

= NM development / upgrade

= Stakeholder development / upgrade




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ANNEX 2 –Data set

High level data flows have been highlighted in other sections of this document. Detailed data sets will be refined at a later stage.

The link with existing or emerging interoperability mechanisms will be made: e.g. Flight Object (EUROCAE ED-133), ICAO FF-ICE, FIXM.




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ANNEX 3 –EUROCONTROL Proposal for a first set of Centralised Services to contribute to SES Performance Achievement, March 2013

ANNEX 4 –Brief description of the Centralised Serv ices

ANNEX 5 –Minutes of the 29 April 2013 Airspace Use rs CS workshop

ANNEX 6 –Minutes of the 4 March 2013 Member States CS workshop

ANNEX 7 –Minutes of the 24 April 2013 ANSPs CS workshop

ANNEX 8 –Minutes of the 17 May Manufacturing Indus try CS workshop

ANNEX 9 –Working papers, slides and extract from t he Minutes of PC/39, 16 May 2013

ANNEX 10 –Working papers, slides and extract from the Minutes of PCC/31, 02 July 2013

ANNEX 11 –Slides and Minutes of CS1 specific works hop of 04 July 2013

These annexes are provided in a separate file.




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REFERENCES

1. ICAO – EUR Regional Supplementary Procedures (SUPPS) (Doc 7030) Working Copy – 5th Edition – 2008. Amendment No. 6, dated 27 March 2012

2. Regulation (EC) No 552/2004, on the interoperability of the European Air Traffic Management network (the interoperability Regulation), (OJ L 96, 31.3.2004, p. 26), amended by

• Regulation (EC) No 1070/2009 of the European Parliament and of the Council of 21 October 2009, OJ L 300, 14.11.2009

3. European Commission Regulation No 677/2011 of 7 July 2011 laying down detailed rules for the implementation of air traffic management (ATM) network functions and amending Regulation No 691/2010;

4. European Commission Regulation No 1034/2011 of 17.10.2011 on safety oversight in ATM and ANS;

5. European Commission Regulation (EU) 255/2010 of 25.03.2010, laying down common rules on air traffic flow management

6. Commission Regulation (EC) No 1033/2006 of 4 July 2006 laying down the requirements on procedures for flight plans in the pre-flight phase for the single European sky.

• Commission Implementing Regulation (EU) No 428/2013 of 8 May 2013 amending Regulation (EC) No 1033/2006 as regards the ICAO provisions referred to in Article 3(1), OJ L 127, 9.5.2013

• (2007/C-290/06) Commission communication concerning the implementation of Article 4 of Regulation (EC) No 552/2004 of the European Parliament and of the Council of 10 March 2004 on the interoperability of the European Air Traffic Management network

o Eurocontrol Specification for the Initial Flight Plan, edition 1.0 of 15/07/2007 as repealed by edition 1.1 of 14/06/2013, Ref. EUROCONTROL-SPEC-0101

7. Communication from the Commission ot the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions “Accelerating the implementation of the Single European Sky” – COM(2013) 408 Final of 11.06.2013

8. Communication from the Commission ot the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions:” Airport policy in the European Union – addressing capacity and quality to promote growth, connectivity and sustainable mobility – COM (2011) 823 Final of 1.12.2011

9. Decision of the EUROCONTROL permanent Commission No…….of ….December 2013 (to be completed when the Decision will be adopted)

10. CFMU Flight Object Server Dimensioning Scenarios, CFS-D1 Edition 2.1 Issued 20.03.2009

11. SESAR Work Package B4.2 Concept of Operations Step1 D65-011 Edition 01.00.00




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dated 09.05.2012

12. SESAR Work Package WP07.02.00 Network Operations - Detailed Operational Description (DOD) Step1 D06 Edition 00.01.05 dated 21.05.2013

13. EUROCAE document ED-133 - Flight Object Interoperability Specification - Issued in June 2009




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ABBREVIATIONS

Abbreviation Description

4D 4 Dimensions

4DPP 4-Dimensional trajectory calculation for Planning Purposes

ABI Advanced Boundary Information

ACC Area Control Centre

ACT Activation Message

AF ATM Function

AFP ATC Flight Plan Change message

AFTN Aeronautical Fifed Telecommunication Network

AFUA Advanced Flexible Use of Airspace

AFUAS Advanced Flexible Use of Airspace Service

AMAN Arrival Manager

ANSP Air Navigation Service Provider

ASM Airspace Management

ATC Air Traffic Control

ATCC Air Traffic Control Centre

ATFCM Air Traffic Flow and Capacity Management

ATM Air Traffic Management

AU Airspace User

BADA Base of Aircraft Data

B2B Business to Business

B2C Business to Customer

CDM Collaborative Decision Making

CFSP Computer Flight Plan Service Provider

CONOPS Concept of Operations

CPR Correlated Position Report

CRCO Central Route Charge Office

CS Centralised Service

CTA Controlled Time of Arrival

CTO Controlled Time of Over flight




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DCB Demand – Capacity Balancing

DCS Data Communication Service

DOD Detailed Operational Description

DPI Departure Planning Information

DSNA Direction des Services de la Navigation Aérienne (France)

EAIMS European ATM Information Management Service

EASA European Aviation Safety Agency

EFD ETFMS Flight Data

EFPL Extended Flight Plan

EPP Extended Projected Profile (down-linked from Aircraft)

ETKR European Tracker

EUACA European Airport Coordinators Association

EOBT Estimated Off-Block Time

ETFMS Enhanced Tactical Flow Management System

EUROCAE The European Organisation for Civil Aviation Equipment

FAB Functional Airspace Block

FABEC Functional Airspace Block Europe Central

FDMP Flight Data Manager Publisher (part of Flight Object concept)

FDP Flight Data Processor

FDPS Flight Data Processing System

FO Flight Object

FPL Flight Plan

FSA First System Activation message

GA/BA General Aviation / Business Aviation

GANP Global Air Navigation Plan (ICAO)

IATA International Air Transport Association

ICAO International Civil Aviation Organization

IFPS Integrated Initial Flight Planning System

INAP Integrated Network Management and extended ATC Planning

IOP Interoperability (referring to FO capability)

ISRM Information Services Reference Model

iSWIM Initial System Wide Information Management

MET Aviation Meteorology

MUAC Maastricht Upper Area Control Centre

NATS National Air Traffic Services (UK)




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NEST Network Strategic Tool

NEVAC Network Estimation Visualization of ACC Capacity

NM Network Manager

NMOC Network Manager Operations Centre

OAT Operational Air Traffic

PCP Pilot Common Project

RBT Reference Business Trajectory

RMT Reference Mission Trajectory

SAAM System for traffic Assignment and Analysis at a Macroscopic level

SBT Shared Business Trajectory

SESAR Single European Sky ATM Research

SMT Shared Mission Trajectory

STAM Short Term ATFCM Measures

STATFOR Statistical Forecast

TLPD Traffic Load Prediction Device

TMS Traffic Management System

TOW Take Off Weight

TTA Target Time of Arrival

TTO Target Time of Over flight

TP Trajectory Predictor

WP Work Package

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