ERASMUS - En Route Air Traffic Soft Management Ultimate System
Overview
Background & policy context:
Within the SESAR ATM Target Concept that proposes a service-oriented approach based on a performance partnership amongst stakeholders, each single flight shall be performed according to the owner's request. This is the main driving principle for the ATM Target Concept, which is centred on the reality of the 'business trajectory' representing the airspace users' intention with respect to a given flight. Business trajectories will be expressed in all four Dimensions (position and time) and flown with much higher precision than today, reducing uncertainty and allowing an increased reliance of airborne and ground based automation. This will open innovative ways to envisage new separation modes to allow for increased capacity. SESAR has identified new separation modes as TC-SA (Trajectory Control by Speed Adjustment) that will use trajectory control and airborne separation systems to minimise potential conflicts and hence reduce controllers'interventions and workload.
Objectives:
ERASMUS is considered an important contribution to the validation and implementation of the SESAR WP4. The main aims of the validation process were the following:
- To demonstrate the feasibility and potential benefits of a future air/ground integrated air traffic management system focusing on strategic de-conflicting and separation management functions in the en-route phases of a flight;
- To provide input to the definition of the SESAR concept implementation phase.
The ERASMUS Strategic De-Conflicting function aimed at adjusting the 4D Business Trajectory in order to optimise the separation management with the provision of conflict free trajectory on short segment of 15 minutes, reducing controller's workload associated with routine monitoring and conflict detection as well as reducing the interventions of ATC in changing flight profiles to resolve potential conflicts.
Methodology:
Project objectives were achieved by:
- Definition of concepts of operations for the air and ground sides;
- Definition of the operational scenarios (advanced tools, working methods);
- Detailed specification and design of the prototype (advanced tools, working methods);
- Definition of the validation plan and experimental plan (E-OCVM applied);
- Assessment and refinement of the hypothesis and proof of concept in term of safety, efficiency, capacity, security and economy;
- Clearly identified quantified benefits in safety, efficiency, capacity, security, economy;
- Identification of the transition issues and implementation plan.
The project was broken-down into five main work packages:
- Project Management & Dissemination (WP0) to manage the consortium and ensure the reporting to the Commission and the technical coordination with the partners. In addition this work package will also ensure the dissemination activities. WP0 will be led by Eurocontrol.
- Air and Ground Trajectory Prediction (WP1) to have a better knowledge of the aircraft position forecast (air and ground data availability, accuracy and integrity) in order to assessing the feasibility and efficiency of any future automation project. The second objective is: from the results of the air and ground trajectory prediction model, an ATC mathematical model will evaluate the ability to a piori estimate in each case the probability of success of the trajectory prediction and the proportion of successful subliminal action as well as minor adjustments. WP1 will be led by Honeywell.
- Definition of Concept of Operation (WP2) to elaborate the concept of operations from the C-ATM baseline, so that target objectives in terms of capacity, safety and efficiency are met in the 2011 – 2020 timeframe. At this stage confidence shall be gained in the fact that the ERASMUS operations will provide qualitative benefits and well detailed transition process. WP2 will be led by DSNA.
- Prototype Development (WP3) to produce detailed specifications of the selected operational scenarios, in particular on the HMI/traffic information representation and to develop the prototype both for the controller and the pilot sides. WP3 will be led by DSNA.
- Validation & Conclusion (WP4) to conduct validation processes in term of 'proof of concept' assessment aiming at providing quantifiable b
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