First ATC Support Tools Implementation (FASTI) Validation Plan

Transcription

1 EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION EUROCONTROL First ATC Support Tools Implementation (FASTI) Validation Plan Edition Number : 1.0 Edition Date : Status : Released Intended for : FASTI Programme EUROPEAN AIR TRAFFIC MANAGEMENT PROGRAMME

2 CONTENTS 1. Introduction / Overview Presentation of the Programme Scope of this Document Structure of this Document References Acronyms Programme Place in European Research and Development Strategy ATM needs being addressed Operational Concept being developed Overview Rationale Quantifying the ATM Needs Time Horizon Geographical Focus Capacity Safety Efficiency The FASTI Operational Concept Concept Overview Benefits expected from the Concept FASTI Programme Influences and Objectives FASTI Programme Objectives FASTI Validation Stakeholders FASTI Programme Dependencies Other Influences The Validation Expectations and Objectives Supporting Cases Required Programme Validation Objectives Initial Validation Needs Pioneers Developers Newcomers Common operational and technical environment...24 Page 1 Released Edition Number: 1.0

3 7. Setting the FASTI Validation strategy Review of Existing Validation Programmes and Results Selection of Tools and Techniques to meet Validation Needs Refinement and amendment of the initial FASTI Operational Concepts and potential benefits Optimisation and Stabilisation of FASTI Tools Safety Assessment Consolidation of FASTI Operational Concept, usability, operability, HF and interoperability Assessment of economical and environmental benefits Final Evaluation Factors that Shape the Strategy Influences Assumptions Proposed Set of Projects Overview Step 1: Refine FASTI Operational Concept Overview List of Validation Exercises and Objectives: Step 1 - Concept Refinement Step 2: Consolidate FASTI Operational Concept Overview List of Validation Exercises and Objective: Step 2 - Concept Consolidation Step 3: Evaluate FASTI Concept Overview List of Validation Exercises and Objectives: Step 3 - Evaluate FASTI Concept...38 Edition:1.0 Released Page 2

4 1. INTRODUCTION / OVERVIEW 1.1 Presentation of the Programme The objective of FASTI is to co-ordinate the implementation and deployment of controller system support and tools, as required, across ECAC by 2012 in a harmonised way. The Programme will include the following controller tools and system support Medium Term Conflict Detection (MTCD) Monitoring Aids (MONA) System Supported Co-ordination (SYSCO) The application of the FASTI scope will be in en-route and extended TMA airspace. The following benefits are expected: Increase sector capacity, improve flight efficiency while not increasing accident rates to meet forecast airspace user demand. Provide implementation support to ANSP s, ATC Regulators and Industry in order to harmonise and expedite the deployment of controller automated system support. Establish appropriate controller system support capabilities, common performance levels across the European ATM Network and ATC procedures Act as an enabler for future implementation of automated support to ATC currently under development The key stakeholders of the FASTI Programme are ANSP s and their controllers, airspace users, Industry - ATC system manufacturers, ATC Regulators and the European Commission - Single European Sky (SES) team. The lifecycle and timescale of the FASTI programme is shown in Table Initial Implementation And Ops Validation 2009 Implementation and Ops Planning Implementation and Co-ordination Table 1 Lifecycle and Timescale FASTI applies the EATM business model in order to avoid redundancy of activities and provide an increased transparency in the go/no-go decisions for the Programme. Validation activities adopt the European Operational Concept Validation Methodology (E-OCVM). Edition:1.0 Released Page 3

5 1.2 Scope of this Document The figure below shows the general validation planning approach: Single European Sky (SES) SESAR Table 2: The Validation Planning Process Edition:1.0 Released Page 4

6 The Strategic Level Plan already exists as ECIP Objectives and will be part of the European ATM Master Plan. Both are currently evolving. FASTI will provide input to the evolving strategic planning documents. This document defines the FASTI Operational Concept Validation activities on the Programme Level. This includes the validation of the necessary Enablers. It will define the necessary projects to achieve the FASTI validation objectives and the approach to consolidate the project s findings on the programme level. The decision to go/no go forward with the Implementation and Ops Planning of the FASTI Programme is after the completion of the Initial Implementation And Ops Validation of the FASTI Operational Concept. For the individual projects there will be separate Project Level Validation Plans. The E-OCVM Lifecycle Model depicted below is used as the planning framework for this Programme Level Validation Plan: 1.3 Structure of this Document Table 3: FASTI Development Chapter 1 (this chapter) provides a general introduction into the FASTI Programme and the scope of this Validation Plan Document. Chapter 2 positions the FASTI validation activities into the European ATM R&D context. Chapter 3 quantifies the ATM needs to be addressed, namely the time horizon, geographical focus, capacity, safety and efficiency needs. Chapter 4 provides an overview over the FASTI Concept and identifies its expected benefits. Chapter 5 identifies the FASTI Programme Influences and Objectives, namely its objectives, stakeholders, dependencies and other influences. Chapter 6 states the FASTI Validation Expectations and Objectives, namely the required supporting cases, validation objectives and initial validation needs. Finally chapter 7 sets the FASTI Validation Strategy and proposes a set projects to implement that strategy. Edition:1.0 Released Page 5

7 1.4 References ATM Strategy Vol 1: Vol 2: European Convergence and Implementation Plan (ECIP) Vol 1: Vol 2: FASTI Executive Programme Management Plan FASTI Operational Concept content agreed in July European Operational Concept Validation Methodology E-OCVM: Edition:1.0 Released Page 6

8 1.5 Acronyms ACC ACG ANSP ATCO ATM ATSU ATC CWP DST ECIP ECAC FASTI FDPS FT HMI MTCD MONA OAT OLDI O/R PRR SES SESAR SYSCO TMA TP Area Control Centre ATM Consultation Group Air Navigation Service provider Air traffic Control Officer Air Traffic Management Air Traffic Service unit Air traffic control Controller working position Decision support Tool European Conversion and Implementation Plan European Civil Aviation Conference First ATC support Tools Implementation Flight Data Processing System Fast Time simulation Human Machine Interface Medium Term Conflict Detection Monitoring Aids Operational Air Traffic On-line data Interchange Operational research Performance Review Report Single European Sky Single European Sky ATM Research System Supported Co-ordination Terminal Control Area Trajectory Prediction Edition:1.0 Released Page 7

9 2. PROGRAMME PLACE IN EUROPEAN RESEARCH AND DEVELOPMENT STRATEGY 2.1 ATM needs being addressed In recent years, air traffic has increased to the extent that ATC (Air Traffic Control) systems have become increasingly overloaded. Saturation of the air traffic controller (especially the executive) is recognised as one of the major limitations of a sector's capacity. Also, with the increase in traffic demand there is a need to preserve the current level of safety if not to increase the safety of the overall ATM system. The current working practices within a team of controllers (usually an executive or tactical controller and a planner) are no longer efficient enough to cope with the increasing demand of traffic. Therefore new working methods, defined by the redistribution of the ATS tasks between the main actors, are proposed making use of new technologies and improved ground infrastructure. 2.2 Operational Concept being developed Overview A consolidated FASTI Operational Concept has been agreed in July Concept Medium Term Conflict Detection MTCD, together with Monitoring Aids MONA and related System Supported Coordination SYSCO Current Level of Maturity Pre-V3 Target Level of Maturity Full V3, allowing individual ANSPs to take there own decision to carry it on to implementation incorporating their local needs. Initial Implementation Full Implementation The programme also derives from the following ECIP Objectives: ATC03 - Implement automated ground to ground co-ordination ATC12 - Provide automated support for conflict detection The SESAR Implementation Phase starting about 2008/9 is supposed to absorb FASTI. Edition:1.0 Released Page 8

10 2.2.2 Rationale Various initial trials and pioneering implementations have shown that MTCD can be deployed in diverse operational environment taking into consideration the diversity in the operational procedures, local constraints and requirements, airspace characteristics as well as traffic density and complexity. NATS in its ifacts simulations found that FASTI tools could enable a capacity increase of up to 15 % under certain conditions. In low traffic environments, where workload reduction is not a priority, the systematic detection of conflicts performed by MTCD might provide a safety backup that would allow single manning of sectors from which an increase in the efficiency could derive. As traffic complexity increases, the delegation of the conflict detection task to the system might offer a workload reduction to the tactical controller, possibly enabling some increase in capacity. The workload of the tactical controller may be reduced further by maximizing the resolution of conflicts at the sector planning stage, enabled by an increase in conflict detection accuracy offered by MTCD. Another approach to increase capacity also under dense airspace conditions is to use the FASTI tools to aid the controller in planning and resolving conflicts by improving his anticipation of traffic evolution and co-operation with his partners. Edition:1.0 Released Page 9

11 3. QUANTIFYING THE ATM NEEDS This chapter identifies the ATM Needs addressed by FASTI and which will be addressed by its validation activities. The needs are identified in a global manner. The FASTI contributions will be described in more detail in chapter Time Horizon FASTI will become effective from 2009 onwards Geographical Focus FASTI is applicable to ECAC States where traffic levels and complexity range from low to high. The implementation of FASTI is expected to take place in en-route and extended TMA airspace managed by Area Control Centre s (ACC s) where full surveillance is available. 3.3 Capacity The future ATM capacity need is being quoted from two points of view actual capacity increase, and decrease in the amount of delay (incurred as a result of capacity restrictions and limitations). The Provisional Council has set the delay requirement at 1 minute average per flight in Between now and 2012 a couple of further Operational Improvements will already be effective. Ideally the necessary capacity should already be achieved through the system improvements by then. The table above provides an estimate for the top 8 ACCs in terms of anticipated busy-hour IFR traffic. 3.4 Safety The overall safety requirement is that the number of accidents per year must not increase. Therefore the increase of traffic must be compensated for through the reduction of the accident rate. Overall figures are given in the table below. Edition:1.0 Released Page 10

12 The accident rate reduction from 2011 onwards will be achieved by a mixture of Operational Improvements coming into effect. 3.5 Efficiency The general target is that the ATM Route Charge Unit Rate shall not increase and, if possible, decrease. The latest Performance Review Report provides more detailed insight into the structure of route charges / costs. Edition:1.0 Released Page 11

13 4. THE FASTI OPERATIONAL CONCEPT 4.1 Concept Overview The FASTI operational concept scope covers the implementation of FASTI tools capability at Air Traffic Service Units (ATSU s) comprising upper, lower en-route and extended TMA operations. This includes ATC sectors where the operational environment may range from low to high traffic density and complexity. The scope of FASTI Programme encompasses the implementation of Medium Term Conflict Detection (MTCD), Monitoring Aids (MONA) and necessary parts of System Supported Coordination (SYSCO). Trajectory Prediction (TP) and Human Machine Interface (HMI) are critical to the performance and use of FASTI tools. This implies the working methods also under degraded situations and recover from those. Controller skills need also comprise those situations. Benefits will vary according to the target environment. This operational concept forms the basis and permits the elaboration of safety, performance, human factors and operational requirements required for implementation. A consolidated FASTI Operational Concept has been agreed in July The specific FASTI tools are as follows Medium Term Conflict Detection (MTCD) Assists the controller in conflict identification and planning tasks by: Providing automated early detection of potential conflicts; Facilitating identification of flexible routing/conflict free trajectories; Identifying aircraft constraining the resolution of a conflict or occupying a flight level requested by another aircraft Various initial trials and pioneering implementations have shown that MTCD can be deployed in diverse operational environment taking into consideration the diversity in the operational procedures, local constraints and requirements, airspace characteristics as well as traffic density and complexity. In low traffic environments, where workload reduction is not a priority, the systematic detection of conflicts performed by MTCD might provide a safety backup that would allow single manning of sectors from which an increase in the efficiency could derive. As traffic complexity increases, improved traffic evolution anticipation and planning and co-operation aids or even the delegation of the conflict detection task to the system might offer a workload reduction to the tactical controller, possibly enabling some increase in capacity. The workload of the tactical controller may be reduced further by maximizing the resolution of conflicts at the sector planning stage, enabled by an increase in conflict detection accuracy offered by MTCD. The conditions controller working methods also under degraded modes and recover from those need to be defined. The skills of the controller to work without the FASTI tools need to be maintained. Monitoring Aids (MONA) Edition:1.0 Released Page 12

14 Helps controllers reduce the workload associated with traffic monitoring tasks by: Providing warnings if aircraft deviate from a clearance or plan and reminders of instructions to be issued; Provides conformance monitoring triggering trajectory re-calculation essential for the MTCD With the increase in the traffic the controller monitoring function becomes more and more difficult to be performed in a safe manner. Also there is a need to increase the airspace user efficiency by offering more direct routings and optimum flight levels. Various initial simulation and trials have demonstrated that, with the deployment of Monitoring Aids on the controller CWP, the controller workload associated to conformance monitoring is substantial reduced. Controller can benefit from warnings and reminders provided they keep the system updated with their tactical clearances. System Supported Co-ordination (SYSCO) Permits controllers to conduct screen to screen co-ordination between adjacent ATSU s /sectors reducing workload associated with co-ordination task; Enables controllers to conduct co-ordination dialogue and transfer flights between ATSU s; Facilitates early resolution of conflicts through inter ATSU/sector co-ordination With the increase in traffic and the need for a better service there is an increase need for controllers to handle more co-ordination with the surrounding ATC sectors or units. In order to reduce the communications for co-ordination, restrictive letters of agreement between centres as well as procedures for hand over the traffic have been put in place. With the deployment of the System assisted co-ordination the controller will make use of the OLDI (on line data interchange) messages in routine co-ordination. Also the existence of tactical co-ordination messages will make possible the increased use of silent handover of traffic between sectors. The deployment of SYSCO will ensure also a more flexibility in treating the traffic (e.g. more direct routings, more aircraft at their RFL, etc) providing a way to eliminate certain constraints from the current letters of agreement and transfer procedures. Trajectory Prediction (TP) The deployment of the FASTI tools (i.e. MTCD and MONA) depends on the availability of an accurate trajectory prediction. Most of the current trajectory prediction algorithms, depending also on the target environment (e.g. airspace, traffic characteristics, etc) do not ensure the right level of accuracy. As a result some of the conflicts predicted by current MTCD implementations are not really conflicts/risks and therefore MTCD is becoming a nuisance for the controller, increasing the associated workload and reducing the trust in the tools. In order to have a reliable MTCD and MONA tools it is necessary to adapt and validate the trajectory prediction function. The TP has to be adapted to the environment the FASTI tools are deployed (e.g. airspace, type of traffic, density, etc). Also the user (i.e. controller) acceptance of a certain level of nuisance is to be taken into account when validating the TP function. Human Machine Interface (HMI) The deployment of the FASTI tools requires an adapted HMI on the controller working position in order to allow the TC/PC to interact with the system. With the purpose of Edition:1.0 Released Page 13

15 enabling a reliable functioning of the MTCD and MONA, controllers will have to update the system with the clearances and instructions passed to the traffic. Also the HMI shall allow for a clear and unambiguous form of traffic co-ordination through the SYSCO. In relationship with the FASTI tools the HMI has to be integrated with the other ground system functions. Also the HMI has to be adapted to the proposed environment and controller needs. The HMI is subject to user acceptance. The table below summarises the the validation status and implementation targets of the FASTI concept elements : MTCD MONA SYSCO, relevant messages TP HMI Current Level of Maturity Target Level of Maturity Initial Implementation Full Implementation Pre-V3 V Table 4: FASTI Validation Status Implementation Targets 4.2 Benefits expected from the Concept Capacity: The FASTI Tools will help to further increase capacity from 2009 onwards together with other Operational Improvements inline with the ATM Master Plan resulting from the SESAR Definition Phase (to be completed in 2008). Capacity improvements will achieved through the reduction of controller workload per aircraft. However the specific capacity improvements are highly dependant from the characteristic of the airspace. Results of the NATS ifacts project suggest that sector capacity gains of up to 15 % through FASTI can be expected. Safety: The FASTI Tools provide an additional safety barrier where early conflict detection, more decision support and less tactical interventions will add to safety or at least maintain the current level. There is no estimate for FASTI contribution yet. Efficiency: In general an improvement of service to the airspace users through FASTI is expected. In particular efficiency can be improved by lowering the ANSP costs. Those costs depend strongly on the amount of sectors to be equipped and staffed. Simpler sector organisations will permit deployment of staff more efficiently. The FASTI Tools aim to limit the need for resectorisations, in particular to subdivide sectors into smaller sectors. Edition:1.0 Released Page 14

16 The FASTI Tools will a allow a better planning of the individual flights and thereby contribute to a better ANSP s quality of service. In a simplified manner this implies: FASTI will generate more capacity. Assumptions: this additional capacity will be absorbed by traffic demand. The resulting additional route charge revenue must fully pay for the FASTI related investment and (if necessary) additional operational cost (e.g. staff) through FASTI. Specific figures are not available yet. In addition through SESAR there may be investments into the European ATM infrastructure through European taxes. European Commission investments would not to be compensated through route charges. In addition the FASTI Tools may contribute to enabling more efficient routings, thereby helping the airspace users to optimise their operations. In order to avoid double counting, this effect is not counted on behalf of the FASTI Tools. Environment: The environmental impact could be reduced through more efficient flight routes resulting in less fuel consumption. Edition:1.0 Released Page 15

17 5. FASTI PROGRAMME INFLUENCES AND OBJECTIVES 5.1 FASTI Programme Objectives The strategy for identifying the FASTI Programme Objectives is based on a dual approach, top down and bottom up (see Table 5). Top Down Performance Driven U S E R S Benefits Requirements ANSP s ATC Regulators Industry Potential Regulation Incentives SES objectives achieved S E S Bottom Up Fill the Gaps Table 5 FASTI Implementation Strategy and Key Stakeholders Top Down Approach The top down approach will ensure that the programme is performance driven. During the pre-implementation phase of FASTI targets levels of performance will be identified and agreed with stakeholders in order that real improvements can be achieved, and eventually measured. Examples where performance targets may be set are as follows: Sector capacity declare expected increases Lower ANSP cost limit the need for re-sectorisation - Improved service to users Safety identify numbers and severity of incidents that could have been prevented by FASTI capability, and/ or maintain the present number incidents against an increase in traffic The overall effect of individual ANSP implementations will also have to be assessed across the background of the ATM Network. In the majority of cases it will be important for adjacent Edition:1.0 Released Page 16

18 ACC s to have similar performance levels, following FASTI implementation, to avoid the interface becoming the bottleneck. The harmonisation of procedures and operational practices at these interfaces will be essential to achieve full benefit from the implementation of controller tools and system support. Bottom up Approach The bottom up approach will fulfil the need for filling the gaps which has been identified during the consultation phase of the programme. There is a need to address this missing work to ensure successful pan-european FASTI implementation. Examples of existing gaps are as follows: Concepts of use for ATC tools and system support Safety requirements Operational requirements Performance requirements for tools and enablers New ATC procedures and practices Resolution of human factors issues Training and transition planning Business case FASTI will act as a focal point for the re-use of existing expertise in order to produce guidance material and highlight best practice for use by the wider European ATM community. 5.2 FASTI Validation Stakeholders The FASTI stakeholders and their relation are depicted in the Figure below. Stakeholder Involvement Priorities Airspace Users Airspace users with their requirements for access to the airspace, predictability of operation and demands for lower operating costs want to drive the performance aspects of the programme and its implementation strategy. Verify benefits achieved following implementation by ANSP s. ANSPs The implementation of FASTI capability by ANSP s is essential to the success of the programme. However they need to take their local objectives and constraints into account. ANSP s will be able to demonstrate to their customers, the airspace users, that they are striving to achieve early benefits and satisfy user requirements through participation in FASTI. To assist ANSP s by helping to reduce risk potentially lower costs through - co-ordination, - sharing of best practice, - co-operation, collaboration and harmonisation. Edition:1.0 Released Page 17

19 Military Where dual civil and military services exist similar capabilities need to be ensured. Ensure proper interaction with military procedures. ATC Regulators ATC Regulators will provide the operational approval for new systems and operations. To permit an early understanding of the technical, operational and safety requirements associated with such implementation. To reduce risk and potential costs during the final approval process. Industry European Commission / Single European Sky Team (SES) Industry has a key role to play by providing their lessons learnt from current implementations. They will be directly involved by upgrading, developing and delivering ATC systems to ANSP s that meet the aims and objective of the programme. The European Commission and its Single European Sky (SES) team have an important role in finally determining the need for regulation associated with the programme and potentially providing incentives to expedite the deployment of FASTI capability across its Member States. FASTI will secure the baseline for SESAR and will form an important foundation for the implementation of future automated support to ATC in common with SES objectives. Understand FASTI Implementation issues. Needs for regulations. Need for incentives. Edition:1.0 Released Page 18

20 5.3 FASTI Programme Dependencies In order to reliably predict conflicts between aircraft on the medium term typically 20 minutes in advance there need to be a sufficiently accurate and stable trajectory prediction. (TP). TP is not part of FASTI. TP is expected to become part of new generation FDPSes hence there is dependency to the introduction of the new FDPSes. The FASTI Tools need to be integrated into local controller working positions. In the case of inter-center MTCD there need to be a close co-ordination between the adjacent centers. Provision of accurate meteorological data in order to enhance the quality of trajectory prediction. The interplay with Safety Nets such as Short Term Conflict Alert (STCA) needs to established. 5.4 Other Influences Currently an ATM Master Plan is under development through the common European Commission and EUROCONTROL SESAR programme. The SESAR Definition Phase will be completed end of The the ATM Master plan will be implemented in the SESAR Implementation Phase. FASTI has to be synchronised with SESAR. The FASTI Tools are a subset of Decision Support Tools (DSTs) and have to be seen in this bigger context. The introduction of MTCD would shift some responsibility and work to a sector controller earlier on the route before the sector with the potential conflict. In some way this is a change of the current working arrangements and depending on the approach for the distribution of responsibilities this could become an issue. Edition:1.0 Released Page 19

21 6. THE VALIDATION EXPECTATIONS AND OBJECTIVES 6.1 Supporting Cases Required The FASTI Validation Objectives are stated in 5.1. To achieve these these objectives, the validation need to provide evidence for the following cases: Preliminary Safety Capacity Efficiency Economics Environment Usability and Operability Human Factors Technology 6.2 Programme Validation Objectives Objective Preliminary Safety Definition / Explanation It is not a primary aim of FASTI to deliver direct benefits in term of safety. FASTI Safety Objectives: Provide evidence that the risk of an accident (severity 1 according to ESARR 4) following the full implementation of FASTI shall be no greater (and preferably lower) than existed prior to the initial deployment of FASTI. the risk of an accident following the deployment of FASTI shall be reduced as far as reasonably practicable. The introduction of FASTI related technology may open the door for security related threats. There need to be evidence that potentially related safety risks are contained. Capacity Demonstrate the capacity ceiling increase through FASTI tools. Efficiency Demonstrate amount of delay reduction through increase of capacity ceiling. Demonstrate impact of FASTI on amount of necessary staff. 1 Demonstrate amount and degree of more optimal flight pathes. Economics Demonstrate cost of delay reduction through raising the capacity ceiling. 1 Different ANSPs expressed divergent views about the helpfulness of this objective. Edition:1.0 Released Page 20

22 Demonstrate reduction of direct cost of ATM provision by reducing the need for extra controllers as traffic grows. 2 Demonstrate reduction of airline costs through the provision of more optimal flight paths. Assess the pre-implementation costs (FASTI R&D). Assess ANSP one-off implementation costs (infrastructure, training). Environment Usability and Operability Demonstrate environmental impact of more optimal flight paths. Concept of Use FASTI Tools: Investigate the change of controllers working methods Investigate the controller task sharing. Also in multisector/dynamic environment. Assess use as an enabler for multi sector environment. Investigate controller awareness in the proposed environment. Investigate the TP performance in a tactical MTCD vs. a planning MTCD. Assess the use of a conflict probability to extend the TP/MTCD horizon. Investigate the FASTI Tools use in the area of interest Assess the dimensions of the area of interest (how far MTCD should look ahead). investigate OAT subject to FAST Tools. investigate the usability and feasibility of SYSCO civil military co-ordination. Verify possible operational scenarios against FASTI Tools. Assess the MTCD usability in E-TMA sectors. Assess the MTCD feasibility outside an en-route environment. Assess the operational environment/airspace with respect to the TP performances. Assess the legal issues related to new controllers roles and working methods. Procedures FASTI Tools Assess the deployment of common operational procedures for FASTI Tool use Verify the civil military co-ordination procedures Functional system and performance requirements MTCD 2 2 Different ANSPs expressed divergent views about the helpfulness of this objective. Edition:1.0 Released Page 21

23 Assess various MTCD parameters (e.g. look ahead time, minimum separation value for which the MTCD should trigger a conflict/risk warning) in different environments (e.g. high density, short sector) Investigate the performance limits of MTCD in transition phases Assess the effect of the TP performance on MTCD MONA Assess various MONA parameters in different environments/airspace Assess the effect of the TP performance on MONA TP Investigate the required performance and accuracy of the TP Assess TP parameters with respect to the target environment HMI Investigate HMI performance aspects Human Factors (of system operators, such as ATCOs, pilots) HMI & Human Factors: Investigate the level of complexity of HMI Demonstrate that intuitive HMI deployment can reduce the training period Investigate the ATCO effort needed to use HMI Verify the HMI user acceptance Assess the information overflow during complex and busy traffic Verify that all the HF risks are mitigated Investigate the relationship between levels of system alerts and levels of ATCO reaction Investigate the user trust in the FASTI Tools concept Investigate the user acceptability of the FASTI Concept Identify the role of FASTI concept in the socio-tech environment Prevent ATCO deskilling and maintain their their ability to operate in degraded mode and to recover from degraded modes. Training FASTI Tools investigate training methods related to new FASTI procedures Investigate the training for transfer knowledge from R&D to implementation Technology Technical system and performance requirements In general: Investigate and mitigate potential security threats due to the use of FASTI related technologies. MTCD Edition:1.0 Released Page 22

24 Investigate current computer and LAN capacity for MTCD deployment System and performance requirements SYSCO Investigate which of the OLDI messages are the best to be implemented Investigate the relationship between OLDI messages and trajectory prediction (e.g. DCT) Investigate a full OLDI connection between ATC centres HMI Assess the computational requirements for HMI performance ATC System Architecture and FASTI Investigate FASTI integration with the system Assess the interoperability Investigate if MTCD is a function of the FDPS or a client system 6.3 Initial Validation Needs During the programme consultation phase it has been identified, in the context of FASTI, that participating ANSP s can be divided into the following three groups: Pioneers Developers Newcomers These 3 groups have different Validation Needs. All participating ANSPs will have to take into account their own local environment. This may result in many different variants of the FASTI tools. There is the additional need to have a valid common operational and technical framework for those tools to operate in Pioneers The Pioneers are those ANSP s that have either: Implemented some elements of FASTI which are in operational daily use or Procured new ATC systems which have included some elements of FASTI but which are not being fully exploited operationally FASTI Validation Needs of Pioneers To validate the improvements to current systems while feeding results to wider ATM community to form the basis for the further FASTI Tool development and validation activities Edition:1.0 Released Page 23

25 6.3.2 Developers The Developers are those ANSP s who have conducted R&D and validation of elements of FASTI, over a number of years and who are now engaged in pre-implementation activities. FASTI Validation Needs of Developers To determine the differences between the resulting R&D baseline and the FASTI concept of operations, system requirements, etc Newcomers The Newcomers are those ANSP s who are either: Considering the implementation of FASTI capability in the procurement of a new systems or system upgrade or Have not yet considered implementing FASTI capability FASTI Validation Needs of Newcomers To determine the operational need for FASTI tools deployment. To assist in drafting local operational requirements for FASTI tools Common operational and technical environment. There are already initial and partial FASTI Tool pioneer implementations. They are tuned to the specific pioneer environment. From a European perspective it is important that those tool can be plugged into an existing infrastructure and that they can interoperate, finally even in an inter-centre collaboration. This strongly depends on Flight Data Processing System; Exchange of SYSCO messages; Trajectory Prediction. The FASTI Validation Strategy needs to take this into account. Edition:1.0 Released Page 24

26 7. SETTING THE FASTI VALIDATION STRATEGY 7.1 Review of Existing Validation Programmes and Results Up to now there is already one installation of FASTI-like tools in operation, namely ACOD in Amsterdam. In this high density and complex airspace it turned out to be indispensable. NATS is in an advanced state to evaluate his version of the FASTI Tools in the ifacts projects. A capacity increase of up 15 % under certain circumstances has been demonstrated. DFS is also in an advanced state of the development of his FASTI Tool version, namely VAFORIT. In France FASTI aspects are covered by the ERATO project. The proposed FASTI Tool Capability Matrix below will be extended to serve as capability assessment scheme in the future. Thereby it will help to identify the necessary actions of the individual ANSPs to prepare the FASTI implementation. Edition:1.0 Released Page 25

27 Capability FASTI Target ERATO F ifacts UK VAFORIT D ATSA Bulgaria SYSTEM SV DATMAS DK SKYGUIDE HV Capacity 3 gain as obj YES (up to 15%) Tbd Tbd Tbd Tbd Tbd Tbd tbd Stripless Environment YES Electronic strips 4 No TP Based YES MTCD Horizon YES (20 minutes) Problem/Interaction - YES Detection/Prediction Vertical Context View YES (VAW) Probe (What-if) YES Monitoring Aids YES SYSCO Inter Sector YES SYSCO Inter ATSU YES PC Support Tools YES TC Support Tools YES PC role New TC role Working Method or Operations Trajectory oriented approach Future evolution to new tools No major change (more proactive approach) New Yes Yes TCT (Top down approach) Additional DST AMAN (EMAN?) Situation awareness Changes Additional Roles PC support to ntcs Reminders MONA tbd Table 6: FASTI Tools Capability Matrix 3 Additional capacity required for Summer 2009 forecast NATS 11 20%, Reims, Brest and Bordeaux 21 30% and Marseilles 1 10%, DFS reconfiguring airspace and BER 0%, KAR 11 20%, MUN 21 30%. 4 Electronic Strips is understood as a replication of paper strips on electronic displays. Stripless environment abandon this replication and display the flight data in a different manner. Page 26 Released Edition Number: 1.0

28 In July 2006 the FASTI Operational Concept has been agreed. This Operational Concept is baseline for the further validation activities. In conclusion the validation lifecycle state according to E-OCVM is pre V3. As its local implementations may vary it has to be shown, that FASTI meets its objectives in principle, ie subject to complete and correct implementation. In terms validation lifecycle phase this corresponds to achieve the full Consolidation V3 status. The evidence for potential capacity improvements shall allow the local ANSPs to take their decision to carry on the development in their own environment. The role of FASTI is to support the local ANSPs in its FASTI Tool implementation. Past R&D activities in the area of FASTI Tools suffered from the lack of optimised TP/PC working procedures, lack of reliability of the tools and missing sector organisation adaptations to support the tool, in particular Multi Sector Planning (MSP). A major part of these R&D activities used a shadow mode experimental set up. The restrictions of this approach made it difficult to address the issues identified above. The planned validation activities will concentrate to refine the existing FASTI Operational Concept in those areas. Another focus of the work will be the integration into the overall ATM System concentrating on TP and SYSCO issues. 7.2 Selection of Tools and Techniques to meet Validation Needs The validation approach goes along with the FASTI tools implementation approach as expressed in the programme s PMP: The Validation in FASTI needs to manage pre-implementation simulations, studies and trials going into that guidance material and ensure that all validation objectives are being met. The following areas require separate consideration for the selection of tool and techniques: Refinement and amendment of the initial FASTI Operational Concepts and potential benefits; Optimisation and Stabilisation of FASTI Tools; Safety Assessment; Consolidation of FASTI Operational Concept, usability, operability, HF and interoperability Assessment of economical and environmental benefits; Final Evaluation. The tools and technique selection for these areas is done separately in the following chapters Refinement and amendment of the initial FASTI Operational Concepts and potential benefits There may be different modes of the FASTI concept, e.g. in en-route, E-TMA, multi-sector environments. It has to be shown, that the individual objectives are being met in the different concept modes as well as for the migration from the pre-fasti to full FASTI implementation. The expectation and therefore importance of the validation objectives vary with different density airspaces: Page 27 Released Edition Number: 1.0

29 Low-density: For low-density airspace the aim of using controller tools is to reduce the costs involved in providing the ATC service by, for example, increasing the average geographical area per controller. The benefits from direct routeings may be significant in low density regions. The benefits from these low density regions apply to the other airspace densities during the night and at other times when the traffic level is predictably low. Medium density: For medium density traffic regions, the benefits come from both the stabilisation of the traffic flows to reduce controller workload, and the introduction of common procedures to increase the ability of controllers to operate different airspace regions. If airspace is made more dynamic, then geographic sectors are less relevant and controllers become less specific to a particular region. The main benefits in medium density airspace come from the improved utilisation of airspace, enabled by the MSP concept. Up to now there are only limited R&D results and operational experiences available in this regard. These aspects need be investigated deeper as part of the FASTI Programme to allow the individual FASTI partners to take their decisions. High-density: For high-density traffic regions, the major benefits come from the stabilisation of the traffic flows, which means designing-out conflicts at the planning stage rather than having to resolve them tactically and keeping flights to originally planned trajectories. This leads to controller workload reduction and productivity increases for both the planning and tactical controller. The different airspace densities have to be reflected in the validation approach. In principle the validation objectives apply to the matrix below: Low density Medium Density High density En-route X X X E-TMA X X Multi-sector X X X Table 7: FASTI Concept Application Areas Where already available the experiences with the already running FASTI Tools implementations of the Pioneers shall be evaluated through monitoring of the operational performance. The applicable operational concepts can be identified using analytical models and expert judgement in the first place. They can be initially tested and optimised using Fast Time Simulations. Ideally the Fast Time Simulation would allow also first conclusions for the potential operational benefits. The software prototype could be used in a sequence of small scale Real Time Simulations to underpin the Fast Time Simulations. It is clear, that a software prototype can only deliver answers principle. The results have to be revisited by the specific ANSPs with regard to their local methods and constraints. There shall be close co-operation with the Developers and Newcomers in this area. Edition:1.0 Released Page 28

30 7.2.2 Optimisation and Stabilisation of FASTI Tools The optimisation of the FASTI Tools (MTCD, MONA, SYSCO) has the following aspects: 1. Development of FASTI Tools algorithms and data structures This could be achieved through analytical modelling and expert judgement. The scope is on identifying the important performance influencing factors. 2. Optimisation of parameter setting for algorithms (look ahead times, conflict parameters, ) and identification of performance requirements in principle (to be refined with the optimisation of the Operational Concepts). Once having identified the algorithms and performance influencing factors and their mechanisms they have to be evaluated in detail in order to initially define algorithm performance requirements. This can be achieved through the development of software prototypes and evaluating them in test beds. Initial HMI issues can be studied as well using the prototype. The efficiency, in particular the reliability, of the algorithms should be demonstrated at the end using the prototype (without the human in the loop) in shadow mode trials at the targeted locations. 3. Identification of interoperability requirements in principle (to be refined with the optimisation of the Operational Concepts). This can be achieved through the evaluation of the software prototype and its testwise integration into the target system. On one side with a formal test procedure using a test bench, on the other side there should be a long term shadow mode trial for the investigation of interoperability issues under operational conditions in the target system. 4. Development of HMI in principle (to be refined with the optimisation of the Operational Concepts and in line with local implementations). This can be achieved using the software prototype in a test-bench using a formal testing approach and through small scale Real Time Simulations using the protype. The optimisations and stabilisations of the FASTI tools within the FASTI Programme can only be done in principle. The specific ANSPs have to carry this on taking account of their operational constraints, working methods and safety requirements. Edition:1.0 Released Page 29

31 7.2.3 Safety Assessment Wrt safety FASTI needs to: 1. Show, via means of a Preliminary Safety Case, that the FASTI Concept is acceptably safe in principle ie subject to complete and correct implementation; 2. Resolve the problem of how ensure that the Preliminary Safety Case covers a sufficient range of possible applications of FASTI to make it useful to at least the majority of external Stakeholders; 3. Ensure that the safety responsibilities of the FASTI Programme and the other Stakeholders are fully specified and delineated in respect of Concept development; 4. Ensure that the safety responsibilities of the FASTI Programme and the other Stakeholders are fully specified and delineated in respect of implementation; 5. Ensure that guidance is provided to the Stakeholders on how to discharge their safety responsibilities during Concept development, sufficient to ensure the safety of the Concept; 6. Ensure that guidance is provided to the Stakeholders on how to discharge their safety responsibilities during implementation, sufficient to ensure the complete, correct and consistent implementation of the Concept; This can be achieved through FHA and PSSA approaches as defined in ESARR4. The final SSA is left to the local ANSP implementing the FASTI Tools. The introduction of FASTI technology may open the door for security threats. This has to be considered in the safety assessment as well Consolidation of FASTI Operational Concept, usability, operability, HF and interoperability To cover this need the FASTI Operational Concepts need to be stabilised in principle. It is more about a final optimisation in a full Human in the Loop environment using a realistic technical infrastructure. At the first place experiences with already running FASTI Tool Implementations of the Pioneers shall be evaluated. There shall be close collaboration with the Newcomers taking into account their first experiences.. For remaining open issues Large Scale Real Time Simulations in the different relevant environments need to be used. The used platform shall allow for realistic evaluation of SYSCO related issues and thereby enable to state full interoperability requirements Assessment of economical and environmental benefits At the first place experiences from the Pioneers shall be exploited. The operational efficiency parameters have been assessed in particular under They have to be mapped on the entire ECAC area using Fast Time Simulations. With the resulting global efficiency parameters the economical and environmental can be calculated using analytical techniques, such as EMOSIA for the economical benefits. Edition:1.0 Released Page 30

32 7.2.6 Final Evaluation In order to assess the potential increase of operational capacity and efficiency final FASTI operational concepts as identified in need to be compared against the baseline taking an Operational Research approach. The Final Evaluation needs also to cover the areas not yet covered by the FASTI validation activities, such technology issues. Later these in principle findings need to be followed up in the local environments of the ANSPs. 7.3 Factors that Shape the Strategy Influences Operational implementation will drive many aspects of the Programme. The pan-european deployment of automated support to ATC and the consequent impact on controllers and flight crew operations will be carefully considered. An ATC Manual will be created which will contain guidance material for the following: Concepts of use controller working methods, roles, responsibilities, sector team composition Scenarios to demonstrate tools applicability against traffic density and complexity ATC procedures and practices Cross sector-boundary operations Cross centre-boundary operations Operational issues MTCD and extended TMA sector operations, tools interaction etc. Civil/military operations Airspace related issues associated with new ATC tools The FASTI simulation approach shall systematically stabilise the FASTI elements taking into account there dependencies: Step 1: Refine FASTI Operational Concept Step 2: Consolidate FASTI Operational Concept Step 3: Evaluate Concept, synchronise with SESAR All these steps have to be in principle allowing the ANSPs to take their decisions and to further consolidate locally. This limits the assessment of capacity and efficiency/environment and thereby on economic Cases mainly on analytical methods. Usability and Operability, Human Factors and Technology Cases can be underpinned by experiments, e.g. R/T simulations, shadow mode trials Maturity of FASTI Tools MTCD: Edition:1.0 Released Page 31