Status on SESAR

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Status on SESAR
IIBAC CNS/ATM Advisory Group November 18th, 2010
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Single European Sky and SESAR
REMINDER

• The Single European Sky is a political
  transformation of the European ATM system
• SESAR brings operational and technological
  enablers for the SES
• SESAR cannot be implemented without the SES
  (binding requirements)

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The European ATM Master Plan defines the path
towards the achievement of performance goals
agreed at EU Council level
REMINDER
Targets by 2020 (baseline 2005)

• Enable a 10 reduction in CO2 emissions per
  flight
• Reduce ATM costs by 50
• Enable a 3 times increase in capacity
• Improve safety by a factor of 10

Master plan also contains

• Descriptions of what operational, technological
  and regulatory changes are needed, where and when
• Risk management plan
• Cost/Benefit assessment

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SESAR is organized in 3 phases
REMINDER
Phases
Stepped implementation
Definition phase
Development phase
Deploymentphase
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Industry led Resulted in the European ATM
Master Plan
Implements the results of the development phase,
enable the performance increase foreseen in
the ATM Master Plan
Managed by the SESAR Joint Undertaking
Based on the Master Plan, results in Standards,
new operational procedures, new technologies
2
Definition phase concluded package contained set
of mature solutions, ready to implement
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2013-2025

• Investments per stakeholders estimated to exceed
  30 EUR billion
• Mostly impacting the period 2013-2020
• Airlines expected to absorb most of the
  implementation cost either directly or indirectly
  through charges (approx. 2/3 of the total
  implementation cost)

2008-2016
2006-2008
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SESAR Joint Undertaking now fully established

• Main responsibilities
• Execution of the European ATM Master Plan
• Concentrate and integrate RD in Europe

Budget 2.1 billion for RD activities secured
and formalized
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SESAR members

• 16 members and over 70 companies on board

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3
1
1
1 NORACON, the NORth European and Austrian
CONsortium, consists of eight European ANS
providers Austro Control (Austria) and the North
European ANS Providers (NEAP) including AVINOR
(Norway), EANS (Estonia), Finavia (Finland), IAA
(Ireland), ISAVIA (Iceland), LFV (Sweden) and
Naviair (Denmark). 2 Six major European airport
operators formed the SEAC consortium. SEAC
includes BAA Airports Ltd, Flughafen München
GmbH, Fraport AG Frankfurt Airport Services
Worldwide, Schiphol Nederland B.V., Aéroports de
Paris S.A. and Unique (Flughafen Zürich AG). 3
NATMIG was founded by four of the leading North
European industries involved in air traffic
management solutions Airtel ATN of Ireland,
Northrop Grumman Park Air Systems of Norway, Saab
of Sweden and SINTEF of Norway
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Airspace Users have strong position in present
governance arrangements
Members - European Commission -
Eurocontrol - Civil Airspace Users - Military
- Air navigation service providers - Equipment
manufacturers - Airports - Bodies
representing staff in the air traffic management
sector - Scientific institutions and the
scientific community. The Administrative
Board is chaired by Mr Daniel Calleja, Director,
Air Transport Directorate, European Commission
Voting rights
25 European Commission
40 Industry
10 airspace users
Administrative Board
25 Eurocontrol
IBAC members interests presently represented by
Vincent de Vroey (AEA) and Pedro Azua (EBAA) as
an alternate
Members - Civil Airspace Users -
Military - Air navigation service providers -
Airports - Bodies representing staff in the air
traffic management sector The SPP is
chaired by Mr Olaf Dlugi, former Chairman of
the SESAR Definition Phase and former regional
airline CEO
Voting rights
7 Staff
7 Military
50 airspace users
14 Airports
Advisory Body to the Executive Director SESAR
Performance Partnership
21 ANSPs
IBAC member interests presently represented
by Pedro Azua (EBAA)
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The SESAR factory is in place

• Specific working arrangements established with

Civil Airspace users Military Regulatory
authorities Standardisation bodies Staff
representatives FAA/NextGen Research
organizations/academia
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The SESAR factory is in place
SIMPLIFIED FOR CLARITY REASONS
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• Aircraft scheduling
• Flight planning
• Operations Control
• Post-flight reporting

1 Companies represented are Pre-Qualified
Interested Parties (excluding SJU members) that
were selected as part of the WP11 call for
expression of interest. Final involvement will be
dependent on the award of a contract foreseen to
be finalized by October 2010.
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Importance of international cooperation and
interoperability through standards

• Development of a common avionics roadmap is a
  priority for SESAR
• Standards built on SESAR and NextGen developments
  will support harmonised Implementation and
  Regulation

EC/FAA Coordination
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The benefits for airlines differ significantly,
ranging from5 to 10 years to breakeven
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PRELIMINARY
SESAR impact for different types of airlines
EUR millions
Typical Regional Carrier
Typical Hub Carrier
Typical East European Carrier
Typical Low Cost Carrier
Typical US Carrier
Investments
-203
-35
-23
-92
-22
FuelCO2 s.
883
53
49
396
25
Delay cost s.
261
163
ANS charge s.
1,191
451
353
Time related s.3
234
Other
131
NPV
2,616
133
143
1,221
Breakeven Years
5
8
7
6
10
Breakeven Fuel only Years
8
13
12
9
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Rationale

• Long average flight duration resulting in high
  ANS charge and fuel savings

• Fit of a large major airline fleet with low
  utilization resulting in late breakeven

• Operations in regions with low ANS charges
  reducing the benefits

• Low fitting costs for low fair airlines
  improving the business case

• Benefiting at one airport per flight only

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Major investments inside each implementation
package/service levels
PRELIMINARY
2009
2013
2017
2020

• TBD (FMS upgrade, Datalink upgrade, SV, SATCOM)

Structural investments
Incidental investments

• RWY incursion

760 kEUR per a/c
510 kEUR per a/c
400 kEUR per a/c
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Following the signature of the agreements, the
programme ramp-up was completed in 18 months
85 of the programme will be in execution by year
end
03/06/09 Launch Event
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Delivery approach
ILLUSTRATIVE, SIMPLIFIED FOR CLARITY REASONS
ATM MASTER PLAN MANAGMENT
2012
2010
2013
2011
2014
Validation
Validation
Validation
RELEASE 1
Preparation
Preparation
RELEASE 2
RELEASE 3
Preparation
RD PROGRAMME MANAGEMENT
Definition
Definition
Definition
RD Projects

• Concept
• Requirements
• Prototype
• Validation
• SC, BC

• Concept
• Requirements
• Prototype
• Validation
• SC, BC

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AIRE is delivering green results today

• Capitalizing on present aircraft capabilities
• 1152 trials performed in 2009
• Demonstrated CO2 saving/flight ranging from 90 to
  1250 kg
• Accumulated savings during trials equivalent to
  400 Tons of CO2
• First complete transatlantic green flights
  performed
• 6 projects completed in 2009, most of the
  solutions are already in operation or will be
  introduced within short

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Outlook into expanded AIRE programme
Pioneer locations and city pairs

• Strong response to the call for tender
• 18 projects were selected and will be launched
  shortly
• 7 of the 18 proposals include green gate-to-gate
  projects
• Strong focus on implementation
• Quick Wins that present the highest potential for
  fuel burn reduction are well covered in the
  expanded AIRE Programme

• Airports (surface/TMA)
• Brussels
• Cologne/Dusseldorf
• Paris
• Vienna
• New York
• Stockholm
• Goteborg
• Toulouse
• Prague
• Zurich
• Point -a- Pitre (West indies)
• Madrid
• Amsterdam

• En route/Oceanic
• Gander
• Shanwick
• Santa Maria FIR
• Casablanca FIR
• Lisbon FIR
• City pairs
• ParisltgtToulouse
• Paris ltgt Point-a-Pitre
• Paris ltgt New York
• Stockholm ltgt Goteborg
• Goteborg ltgt TBD (several cities are
  pre-identified)
• Zurich ltgt TBD (several cities in Asia and North
  America are pre-identified)
• Amsterdam ltgt TBD (several cities are
  pre-identified)

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Beyond AIRE, 46 related RD projects have been
pre-identified in the SESAR Programme covering
the scope of all the 10 Quick Wins. Validation
activities will begin in 2011 to enable
deployment from 2013 or before
PRELIMINARY
Priority Name Number of related projects ()
1 Point Merge and Advance Estimated Arrival Time (EAT) 8
2 Planned Push Back-Time (PBT) and Earliest Take-Off Time (ETT) to allow reduced engine taxi out 8
3 Performance Based Navigation (PBN) 12
4 Functional Use of Military Airspace (FUA) and use of Conditional Route (CDR) 3
5 ASAS Manual Sequencing and Merging 3
6 Continuous Descent Approach (CDA)/Continuous Climb Departure (CCD) 6
7 Real Time Sector Work Load 7
8 Slot Swapping 4
9 Oceanic Remote Operations 2 ()
10 Direct Route/Free Route 1
() non cumulative (some projects contribute to
more than one of the 10 quick wins)
() projects are suspended
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Key activities for 2011

• Ensuring a first release of RD results
• Definition of preliminary deployment packages
  including supporting business cases
  (implementation from 2013)
• Preparing a structural review of the ATM Master
  Plan taking into account the delays in the
  implementation of IP1 and including
  intermediate performance targets (2013, 2017,
  2020)
• Expansion of AIRE and definition of an
  acceleration plan for PBN
• Cooperation with NextGen on high priority areas
  including avionics roadmap and datalink
• Define solutions for funding/financing with a
  particular emphasis on airborne equipage
  incentives
• Implementation of a Best Equipped / Best Served
  Policy

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IBAC CNS/ATM Advisory Group

• Take note of the progress made in setting-up
  SESAR and supporting governance arrangements in
  which airspace users play a pivotal role
• Support key activities defined for 2011

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WP 9 - Aircraft System Developments

• WP9 focuses on the development and validation of
  the airborne enablers.
• The principal evolutions to the aircraft platform
  concern
• 4D Trajectory management functions will be
  progressively introduced. Initial steps include
  the improvement of the Required Time of Arrival
  (RTA) function.
• Aircraft Separation Assurance develops
  progressively from the ATSAW functions to improve
  awareness, through spacing to optimise TMA
  operations, and finally separation delegated to
  the cockpit.
• Approach functionalities are progressively
  enhanced to provide improved all weather
  operations, through the addition of new functions
  and technologies such as GBAS, Enhanced Visual
  Systems and wake vortex detection/alleviation.
• Surface movement operations are improved through
  the introduction of functions to initially
  provide guidance and then provide automatic taxi
  functionality.

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Projects 9.01/9.02/9.03

• 9.01/9.02/9.03 focus on the development and
  validation the definition, exchange and execution
  of the 4D Business or Mission Trajectory.
• The principal goals and scope of these projects
  are
• To ensure that the airborne part of the technical
  definition and the system design of the Initial
  4D function is at the level of maturity relevant
  to launch a cost effective and robust A/C system
  development, and is interoperable with systems
  containing the ground Initial 4D functionality,
  including CPDLC and ADS-C supporting elements.
• Development of the full 4D function is aimed to
  provide significant benefits, on flight
  efficiency and Air traffic Management, based on a
  very precise trajectory management on 3D time
  down to runway threshold.
• Assess what capability levels can be reached by
  military aircraft in relation to interoperability
  of Business Trajectory and Mission Trajectory and
  how military aircraft capabilities may comply
  with the 4D principles.

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Projects 9.28/9.29 9.11/9.30

• 9.28/9.29 focus on the development and validation
  of EVS/SVS. Project 9.11/9.30 look at the wake
  vortex detection and alleviation sensors and
  systems.
• The principal goals and scope of these projects
  are
• The development of Enhanced Vision Systems aiming
  at improving pilots ability to conduct taxi,
  take off and landing operations in low visibility
  conditions for Head-up and Head-down displays.
• The development of Combined Vision Systems (CVS)
  integrating both Enhanced and Synthetic, aiming
  at improving pilots ability to conduct taxi,
  take off and landing operations in low visibility
  conditions.
• To develop and validate an onboard system for
  detecting and characterizing severe wake
  encounters during all phases of flight and to
  enable fly through non-severe vortices by
  adaptive control of the aircraft.

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Projects 9.05/9.06

• 9.05/9.06 focus on the development and validation
  of Airborne Separation ASAS
• The principal goals and scope of these projects
  are
• To progress with the technical definition,
  prototyping and validation of the Sequencing and
  Merging ASAS Spacing application function onboard
  the aircraft.
• To progress with the technical definition,
  prototyping and validation of ASAS Separation
  application functions to support the delegation
  of responsibility to carry out a specific
  maneuvers or maintain a defined separation during
  those maneuver.

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Projects 9.09/9.10/9.12

• 9.09/9.10/9.12 focus on the development and
  validation of the navigation capabilities, on
  board the aircraft and the related applications .
• The principal goals and scope of these projects
  are
• To design and validate the architecture of system
  to ensure continuous navigation during Initial,
  intermediate and final approach in order to
  support RNP to Precision approach transitions to
  xLS (x ILS, MLS, GLS), taking into account the
  different RNP classes and levels.
• To evaluate the compliance of existing avionics
  to APV-Baro VNAV requirements. To analyse the
  required upgrades on existing avionics to fly LPV
  (APV-SBAS) and to prototype future avionics with
  an optimised architecture for APV in support of
  validation.
• To design and validate the architecture of the
  initial GBAS CAT II/IIII airborne system taking
  full account of the performance provided by the
  GBAS CAT II/III ground component in order to
  demonstrate that the CAT II/III operational
  performances can be met.

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Projects 9.13/9.14

• 9.13/9.14 focus on the development and validation
  of Surface movement operations
• Surface movement operations will be improved
  through the introduction of aircraft system
  capabilities which provide guidance and automatic
  taxi routing as well as alerting functionality to
  the flight crew.
• The principal goals and scope of these projects
  are
• To progress the technical definition and
  validation of the airborne systems to enable
  mixed voice and datalink taxi clearances on the
  airport surface.
• To define, develop and validate the airborne
  functional and technical capabilities to enable
  alerting services to flight crew during
  operations on the Airport surface.

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Project 9.49 Avionics Roadmap
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SESAR and EFBs

• Currently there is nothing explicitly aiming at
  EFB development in the SESAR programme.
• However the role of EFB hosted applications is
  recognized as a way to fast-track the
  implementation of certain aircraft based
  applications.
• Allowing the benefits to be realised without the
  full aircraft integration cost and time.
• It is seen as an intermediate step and there are
  issues to be considered for the suitability of an
  application to be hosted on an EFB e.g. safety
  and certification (Outside SESAR scope).
• Some ASAS applications and surface routing
  applications could be candidates for EFB
  implementation in the short-term as well as
  access to up to date information by the flight
  crew
• Deployment strategies should take account of
  near-term work advancing the use of EFBs,
  understanding how we can deliver the SESAR
  benefits to the user most effectively.