22 24112004 ICRAT 2004 Zilina November 22 24

22 -24/11/2004 ICRAT 2004, Zilina, November 22 -24, 2004 Towards the traffic synchronisation in a Functional Airspace Block Lenka Dravecka University of Zilina and EUROCONTROL CRDS Supervisor: Vu DUONG and Tomas DENDIS /15 EUROCONTROL CRDS

22 -24/11/2004 ICRAT Goal of the research The overall aim is to analyse the task sharing and task duration and their impact on the operational feasibility of synchronised ATM Concept in Central European Upper Airspace. flow-wide improvement in performance in terms of synchronised distance separation between all aircraft evolving in a flow 2/15 EUROCONTROL CRDS

22 -24/11/2004 ICRAT How to start? Several concepts follow the idea of highway route network (tube system) with aircraft sequencing to increase the airspace/airport capacity with the need of new technologies, automation and change of working methods. 1 Synchronisation concept ü Highway route network with exact aircraft spacing 1 Operational feasibility ü Political & social and technological issues aside Performance Review Report 7 /15 1 Controllers’ taskload ü Adequate task sharing & duration EUROCONTROL CRDS

22 -24/11/2004 ICRAT Reality Traffic lanes already exist Madrid/Barcelona: about 60 flights (each way) per day Rome/Milan: about 30 flights (each way) per day 4/15 EUROCONTROL CRDS

22 -24/11/2004 ICRAT Why synchronisation & when is it beneficial? 1 Operate a flow instead of flight by flight ü More punctuality 1 Capacity gaining and efficiency increase ü Sequencing instead of separation ü By gaining fluidity thus saving capacity Cs – capacity of the flow L – length of the flow Dspace – min. separation When does the flow synchronisation start to be beneficial? Cs = L / Dspace If Capacity of synchronised flow > Capacity of the flow under current conditions /15 EUROCONTROL CRDS

22 -24/11/2004 ICRAT Why taskload? 1 Estimation and evaluation of controller taskload is an important part to support synchronised ATM concept 1 Task sharing and their duration influence the controller taskload hence the sector capacity /15 EUROCONTROL CRDS

22 -24/11/2004 ICRAT u How? Synchronisation model - simplified Flow design è Part of the demand passing in the flow SPECIALIZED LEVELS u u High speed Lower speed Crossing Climb/descend Minimun-3 FLs (one direction) FL 3 synchronised FL 2 crossing FL 1 climb/descend Minimum - 5 Fls (two directions) u Sequence = speed per flow è Average 7/15 of maximum and minimum speed specified for a flow EUROCONTROL CRDS

22 -24/11/2004 ICRAT I. One entry flow ü II. Models Only aircraft already in the flow will be synchronised Multi entry flow ü Aircraft can join the flow until last Meter point C C C Give more time for speed adaptation Doesn’t restrict the aircraft to join the flow Higher flexibility Multi Entry Exit Entry point 8/15 EUROCONTROL CRDS

22 -24/11/2004 ICRAT Flow structure – transition time/distance? C – capacity of the flow Cc – capacity of the flow under current conditions Cs – capacity of the synchronised flow L – length of the flow Ls – synchronised length Lt – transit length Dspace – min. separation between aircraft Last Ref. Point Syn chro Cs = L / Dspace Example: current conditions: 60 aircraft The whole flow length synchronised: 100 aircraft nise d ph 1 st Ref. Point CEATS Boundary ase Tra nsi t ph ase Cs > Cc Than: Lsmin = Dspace * min. nb. of aircraft (61) And: L = Ls + Lt Means that: Lt = L – Ls /15 Transit phase encompass ONE sector (? ) EUROCONTROL CRDS

22 -24/11/2004 ICRAT u Multi entry flow Restrictions: è To maintain the flow – moving of the aircraft should be limited ð Build: FLAS, vectoring, heading ð Maintain: sequence è Main flow – untouched after the last Meter point è Restrictions applied to the crossing traffic è Desired spacing ð Dspace = D 2 – D 1 → after last Meter fix: Dspace 10/15 n n ∑ Di+1 = ∑ Di + Dspace i=1 Dspace EUROCONTROL CRDS

22 -24/11/2004 ICRAT u Where to start? CEATS–Central European Air Traffic Services Ø Ø Ø Rapid increase of traffic CEATS will become high density region Increase of ATFM delays Czech, Slovakia, Austria, Hungary, Slovenia, Croatia, Bosnia & Herzegovina, Italy (ACC Padua) /15 EUROCONTROL CRDS

22 -24/11/2004 ICRAT New STATFOR forecast for CEATS States (FEB 2004) Proportion of summer en-route ATFM delays in European regions Growth (%) - Total Flights 2004 2005 Austria 6. 5 12. 4 Bosnia and Herzegovina (based on STATFOR Medium Term Forecast) 5. 8 9. 8 Croatia 4. 4 10. 2 Czech Republic 16 32. 2 Italy (All ACCs) 0. 5 3. 4 Hungary 11 16. 1 Slovakia 19 33. 2 Slovenia 3. 2 10. 2 There are some notable increases in delay in Paris, France West and “CEATS” =124%. When comparing the short and the medium term forecast, it is clear that capacity planning in the Central Europe should follow the high growth scenario and that delivery of ATC capacity in this area will become a challenge. 12/15 EUROCONTROL CRDS

22 -24/11/2004 ICRAT Preliminary conclusion v Flow synchronisation can be used to smoothen the traffic operations in an environment with mainly long-hauls flights and congested areas. Sector capacity and taskload increase are the main elements to make this approach able to compete successfully with current operations or alternative proposals. The positive results depends on appropriate synchronisation model and adequate distribution of the controllers’ tasks and their durations. v 13/15 EUROCONTROL CRDS

22 -24/11/2004 ICRAT Future work 1 Synchronisation model ü Mathematical and experimental set up 1 Controllers’ acceptance ü Methodology: qualitative assessment through questionnaires & interviews C Task sharing & tasks duration C Controllers from 8 CEATS countries 1 Want to achieve ü Objective results of sector capacity and controllers’ taskload increase/decrease through adequate task sharing and their durations (? ) supporting operational feasibility of synchronised ATM concept (? ) /15 EUROCONTROL CRDS

22 -24/11/2004 ICRAT THANK YOU FOR ATTENTION! Contact: lenka. dravecka@eurocontrol. int Phone number: +36 30 584 0667 15/15 EUROCONTROL CRDS