SESAR Performance Framework
and Operational Concept
The SES Performance Framework
Enabling EU skies
Improving safety
to handle 3 times
by a factor of 10
more traffic
Reducing Cutting ATM
the environmental cost per flight
impact per flight by 10% by 50%
THE SESAR CONCEPT
Traffic Management - Airborne
•Cockpit 70s (B747) Cockpit Today (A380)
• 3-4 Pilots & Navigation crew • 2 Pilots crew
• Analogic display • Digital & Head-Up Displays
• Mechanical aircraft steering • Fly by Wire & Single Cockpit Approach
• VHF Radio • Satellite communication and data link
• Autopilot • Collision detection and avoidance systems
• Flight Management System
Traffic Management - Ground
ATC Position 70s ATC Position Today
• 2 Air Traffic Controllers • 2 Air Traffic Controllers
• Analog display • Digital display
• Paper strips • Paper or electronic strips
• Phone coordination • Phone coordination
• VHF Radio Clearance • VHF Radio Clearance
• National radar feed • National radar feed
Traffic Management
Main characteristics:
• 1970s Technologies
• High Fragmentation, poor interoperability
• Rather low level of automation
Satellite based Communication &
Navigation
Advanced Flexible
Use of Airspace
Complexity Assessment Collision
& Resolution Avoidance Monitoring
Cruise climb Airborne Spacing
& Separation
Extended AMAN
Business & Mission trajectory Performance Based
Time based separation Navigation
Trajectory Management Framework Cruise climb
Point Merge
Trajectory authorisation Free routing
AMAN & Point Merge
& revision using datalink
Approach Procedures Optimised
with Vertical Guidance RNP
Integrated Departure Dynamic vortex Low Visibility procedures Enhanced
& Arrival Manager separation using satellite GBAS situational
Continuous Climb awareness
Integrated Controller & Descent
Working Position Pilot Enhanced
Vision
Arrival & Departure
Management
Enhanced situational
awareness
Ground safety nets
Brake to vacate
Surveillance
Surface planning & Remote Tower
Ground System Enhancement
routing
Advanced Flexible
Use of Airspace Sector Team Operations
Enhanced ATFCM Process
Enhanced Short Term Conflict Alert
Conflict Detection & Resolution
User Driven Integrated Controller Working Position
Prioritisation
Process
Airport Operations
Planning
System interoperability with Enhanced Decision
Network Operations Support Tools
Planning air & ground data sharing
SESAR ATM Key Features
NETWORK AIRPORT CONFLICT
MOVING FROM TRAFFIC COLLABORATIVE INTEGRATION AND MANAGEMENT AND
AIRSPACE TO 4D SYNCHRONISATION MANAGEMENT AND THROUGHPUT AUTOMATION
TRAJECTORY DCB
MANAGEMENT
SYSTEM WIDE INFORMATION MANAGEMENT
The Business/Mission Trajectory
• The trajectory requested by the Users is called “business/mission
trajectory” (B/MT) and becomes the trajectory that the ANSP agrees to
facilitate and the AU agrees to fly.
• A common view of the trajectory is shared between air and ground
stakeholders
• The trajectory supports better predictability and automation
Moving from Airspace to 4D Trajectory Management
• 3D Position & Time - all phases of flight, all stakeholders
• A set of trajectories delivering preferred routes and timings taking into account all
constraints
• Predictable Civil Airline Operations & Military Mission Planning
• All phases of operation
• Depends on a predictable Airport Turnaround process
Traffic Synchronization
• Improving arrival/departure management and sequence building in en-route
and TMA environments
• This includes:
o Harmonised procedures;
o Development of computed and predicted single/multiple arrival times at known
points;
o Integrating surface management constraints;
o Extension of arrival and departure management horizon including multiple
airports
Network Collaborative Management and DCB
• A managed network :
– Integration of airports and airborne systems in the ATM system;
– Collaborative planning of network operations;
– Demand/capacity balancing continuously reflected in the Network
Operations Plan (NOP);
– NOP fully integrated with AOP;
Network Manager as the facilitator/mediator.
Airport Integration and Throughput
• Full integration of airports into the ATM network as nodes in the system,
ensuring a seamless process through CDM.
• This comprises three main strategic areas:
o Integration of Airports within the Network:
o Achieve an Integrated Surface Management,
o Increase Runway and Airport throughput
Conflict Management and Automation
• Aims at safely reducing controller task load per flight through an intense
enhancement of integrated automation support.
• However, human operators will remain at the core of the system. This
includes:
o Better methods of data input and management;
o Automated Support tool chain for assisting ATC in detecting and
resolving conflicts and managing trajectories;
o Evolution from Pre-defined 2D/3D Routes, to User Preferred 2D/3D
trajectories and leading to 4D separation management;
o Reduction in the need for controller tactical intervention;
o Development and consolidation of the Airborne Spacing
procedures (sequencing & merging); and
o Evolution of Safety Nets.
System Wide Information Management
• Information is at the heart of ATM Aircraft
• Develop the concept of ‘System- Sub-syst 1
Air-ground IOP/SWIM
...
Satellite
subnetwork
Wide Information Management’
management
Air/Ground services
Data-link applis
Aircraft router
• Moving ATM from System-Centric VHF subnetwork
SATCOM stations subnetwork
to Information-Centric operations
Other subnetworks
...
Air/Ground SWIM
Communication Service Provider Network
• Establish the ‘intranet’ for Regional
Ground Router
Regional
Ground Router
aviation
A/G Datalink Ground Management A/G Datalink Ground Management
• Access to accurate information FABi
Ground router
Data-link applis
Surveillance data
FABj
Ground router
Data-link applis
Air/Ground services Air/Ground services
at the right time, to the right Air-Ground IOP/SWIM Management Flight data Air-Ground IOP/SWIM Management
Aeronautical data
systems and to the best Meteo data
A/G Datalink A/G Datalink
people in support of taking AOC ATM
Ground
Management
ATFCM scenario data
Ground
Management
Advanced
Airspace
Demand & Capacity data
the right decisions Airport Airside
Operations
Ground/Ground SWIM
Network
Aeronautical
Information
Management
Aerodrome En-route / Management
Information
ATC Approach ATC Management
Changes In Information Exchange
Airlines
ATC
TRAJECTORY
ATC
NOP AOP
Developing Optimising Updating
Executed
BDT SBT RBT
BT
Changes In Human Factors
Role
More planning &
Monitoring
Increased Automation Enhanced information
Increased Flexibility More predictability
Roles and responsibilities of executive controller will evolve from
tactical intervention to planning and intervention by exception
CNS Enabling the SESAR Concept
• Communications technologies are fundamental in
enabling the SESAR concept.
• Evolution of Navigation capabilities required to
support PBN and advanced operations. Focus on
GNSS.
• Surveillance systems continue to execute the role in
a changing environment.
• CNS systems must take a more ‘business focused’
approach:
• Efficient use of resources is a key challenge: This
includes Spectrum.
Avionics Evolution – Principles & Constraints
Information Exchange – Include the Aircraft (FMS) in the wider ATM ‘system’ to
improve predictability and knowledge of intent.
Trajectory Execution – FMS capabilities are developed to include CDA, CCO, PBN
based routing and trajectory.
Safety-nets – ACAS evolves to be effective with new separation modes and RF
efficient. Wake vortex detection and avoidance systems are developed and integrated.
Scalability and flexibility needed to accommodate different airspace users is vital.
SESAR will feed into, and continue to rely on the ICAO based approach to aircraft
systems definition supporting global interoperability & Standardisation where needed.
Thank you for your attention
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