EPISODE 3 · Episode 3 D5.3.6-01 - Exercise plan - Prototyping of a dense TMA Version : 1.00 Page 1 of 178 Issued by the Episode 3 consortium for the Episode 3 project co-funded by

Episode 3

D5.3.6-01 - Exercise plan - Prototyping of a dense TMA

Version : 1.00

Page 1 of 178

Issued by the Episode 3 consortium for the Episode 3 project co-funded by the European Commission and Episode 3 consortium.

EPISODE 3 Single European Sky Implementation support through Validation

Document information

Programme Sixth framework programme Priority 1.4 Aeronautics and Space

Project title Episode 3

Project N° 037106

Project Coordinator EUROCONTROL Experimental Centre

Deliverable Name Exercise plan - Prototyping of a dense TMA

Deliverable ID D5.3.6-01

Version 1.00

Owner

Bruno FAVENNEC, Antonio NUZZO EUROCONTROL, ENAV

Contributing partners

Giorgio MATRELLA ENAV

Patrizia CRISCUOLO SICTA

Episode 3


Version : 1.00

Page 2 of 178


- This page is intentionally blank -

Episode 3


Version : 1.00

Page 3 of 178


DOCUMENT CONTROL

Approval

Role Organisation Name

Document owner EUROCONTROL, ENAV Bruno FAVENNEC, Antonio NUZZO

Technical approver DFS Matthias POPPE

Quality approver EUROCONTROL Frédérique SENECHAL

Project coordinator EUROCONTROL Philippe LEPLAE

Version history

Version Date Status Author(s) Justification - Could be a

reference to a review form or a comment sheet

1.00 17/04/2009 APPROVED Bruno FAVENNEC, Antonio NUZZO

Laurence ROGNIN

Stefano TIBERIA

Giorgio MATRELLA

Patrizia CRISCUOLO

Approval of the document by the Episode 3 Consortium.

Episode 3


Version : 1.00

Page 4 of 178


TABLE OF CONTENTS

0 EXECUTIVE SUMMARY................................................................................................. 10

1 INTRODUCTION ............................................................................................................. 11 1.1 PURPOSE OF THE DOCUMENT ..................................................................................... 11 1.2 INTENDED AUDIENCE.................................................................................................. 11 1.3 DOCUMENT STRUCTURE............................................................................................. 11 1.4 BACKGROUND............................................................................................................ 12 1.5 GLOSSARY OF TERMS ................................................................................................ 13

2 EXERCISE SCOPE AND JUSTIFICATION................... ................................................. 15 2.1 STAKEHOLDERS AND THEIR EXPECTATIONS ................................................................. 15 2.2 CONTEXT................................................................................................................... 16 2.3 DESCRIPTION OF ATM CONCEPT BEING ADDRESSED.................................................... 17

2.3.1 Precision Area Navigation (P-RNAV) .............................................................. 20 2.3.2 Point Merge Procedure.................................................................................... 20 2.3.3 Continuous Descent Approach (CDA) and Advanced Continuous Descent Approach (A-CDA)........................................................................................................... 22 2.3.4 Advanced Arrival Manager (AMAN) ................................................................ 23 2.3.5 Controlled Time of Arrival (CTA)...................................................................... 24 2.3.6 ASPA Sequencing & Merging.......................................................................... 24

3 VALIDATION METHODOLOGY ............................. ........................................................ 26 3.1 PROTOTYPING APPROACH .......................................................................................... 26 3.2 LINKS WITH EXPERT GROUPS, DODS AND MODELLING ACTIVITIES ................................. 26

4 OBJECTIVES AND ORGANISATION OF THE SERIES OF EPISOD E 3 TMA PROTOTYPING SESSIONS ................................................................................................... 27

5 PROTOTYPING SESSION 1........................................................................................... 29 5.1 OBJECTIVES .............................................................................................................. 29

5.1.1 High level objectives ........................................................................................ 29 5.1.2 Low level objectives and hypotheses .............................................................. 30

5.2 SIMULATION SETTINGS ............................................................................................... 35 5.2.1 Simulated environment .................................................................................... 35 5.2.2 Traffic ............................................................................................................... 38 5.2.3 Controllers........................................................................................................ 39 5.2.4 Pilot working positions ..................................................................................... 42

5.3 EXPERIMENTAL DESIGN .............................................................................................. 43 5.3.1 Experimental variables .................................................................................... 43 5.3.2 Experimental conditions................................................................................... 43 5.3.3 Control variables.............................................................................................. 44 5.3.4 Schedule .......................................................................................................... 44

5.4 MEASUREMENTS ........................................................................................................ 47 5.4.1 Subjective Data Collection Methods................................................................ 47 5.4.2 Objective measurements ................................................................................. 48


6.1.1 Feedback from session 1................................................................................. 50 6.1.2 High level objectives ........................................................................................ 50 6.1.3 Low level objectives and hypotheses .............................................................. 51


6.3 EXPERIMENTAL DESIGN .............................................................................................. 66 6.3.1 Experimental variables .................................................................................... 66

Episode 3


Version : 1.00

Page 5 of 178


6.3.2 Experimental conditions................................................................................... 66 6.3.3 Control variables.............................................................................................. 67 6.3.4 Schedule .......................................................................................................... 67



7.1.1 Feedback from session 2................................................................................. 73 7.1.2 High level objectives ........................................................................................ 73 7.1.3 Low level objectives and hypotheses .............................................................. 74


7.3 EXPERIMENTAL DESIGN .............................................................................................. 88 7.3.1 Experimental variables .................................................................................... 88 7.3.2 Experimental conditions................................................................................... 88 7.3.3 Control variables.............................................................................................. 89 7.3.4 Schedule .......................................................................................................... 89



8.1.1 High level objectives ........................................................................................ 95 8.1.2 Low level objectives and hypothesis ............................................................... 96

8.2 SIMULATION SETTINGS ............................................................................................... 98 8.2.1 Simulated environment .................................................................................... 98 8.2.2 Traffic ............................................................................................................. 100 8.2.3 Controllers...................................................................................................... 102 8.2.4 Pilots .............................................................................................................. 106

8.3 EXPERIMENTAL DESIGN ............................................................................................ 108 8.3.1 Experimental Variables.................................................................................. 108 8.3.2 Experimental Conditions................................................................................ 108 8.3.3 Assumptions .................................................................................................. 108 8.3.4 Schedule ........................................................................................................ 109

8.4 MEASUREMENTS ...................................................................................................... 111 8.4.1 Name Convention .......................................................................................... 111 8.4.2 Subjective Data Collection Methods.............................................................. 112 8.4.3 Objective measurements ............................................................................... 113

9 PROTOTYPING SESSIONS OVERVIEW..................................................................... 114

10 REFERENCES AND APPLICABLE DOCUMENTS................ ..................................... 118 10.1 REFERENCES........................................................................................................... 118

11 ANNEXES ..................................................................................................................... 119 11.1 ANNEX 1. METRICS SPECIFICATIONS ......................................................................... 119

11.1.1 Flown trajectories........................................................................................... 119 11.1.2 Geographical distribution of manoeuvre instructions .................................... 120 11.1.3 Instructions Repartition .................................................................................. 121 11.1.4 Inter aircraft spacing at FAF .......................................................................... 122 11.1.5 Level off events.............................................................................................. 123 11.1.6 Number and severity of losses of separation (API) ....................................... 124 11.1.7 Throughput at the FAF................................................................................... 126 11.1.8 Time spent in open loop vector ..................................................................... 127

Episode 3


Version : 1.00

Page 6 of 178


11.1.9 Track miles through measured airspace ....................................................... 128 11.1.10 Vertical and speed profiles ............................................................................ 129

11.2 ANNEX 2: QUESTIONNAIRES SESSION 1 .................................................................... 130 11.2.1 Entry questionnaire Session 1 ....................................................................... 131 11.2.2 Post run questionnaire session 1 .................................................................. 133 11.2.3 Post simulation questionnaire session 1 ....................................................... 136



11.5 ANNEX 5: QUESTIONNAIRES SESSION 4 .................................................................... 164 11.5.1 Entry Questionnaire Session 4 ...................................................................... 164 11.5.2 Post run questionnaire session 4 .................................................................. 166 11.5.3 Post Simulation questionnaire session 4....................................................... 166

Episode 3


Version : 1.00

Page 7 of 178


LIST OF TABLES

Table 1. Stakeholder expectations. ......................................................................... 15

Table 2. Link between WP5.3.6 and the SESAR OI steps (IP2/SL2). ...................... 18

Table 3. KPA and KPI investigated during the four prototyping sessions................. 19

Table 4. Episode 3 TMA prototyping session 1 high level objectives. ...................... 29

Table 5. Episode 3 TMA prototyping session 1 low level objectives and related hypotheses....................................................................................................... 31

Table 6. Measured sectors. ..................................................................................... 36

Table 7. Hybrid feed sectors.................................................................................... 36

Table 8. Separation standards. ............................................................................... 37

Table 9. Meteorological settings. ............................................................................. 37

Table 10. Participants.............................................................................................. 39

Table 11. Controllers' tasks and associated phraseology. ....................................... 40

Table 12. A typical example of arrival scenario illustrating phraseology usage. ....... 41

Table 13. Schedule of the first prototyping session.................................................. 44

Table 14. Exercise name de-code. .......................................................................... 45

Table 15. Measured seating plan. ........................................................................... 46

Table 16. List of Episode 3 TMA prototyping session 1 metrics, with associated KPA.......................................................................................................................... 49

Table 17. Episode 3 TMA prototyping session 2 high level objectives. .................... 51

Table 18. Expected impact of cluster size on separation issues and RBT adherence.......................................................................................................................... 52


Table 20. Measured sectors. ................................................................................... 59

Table 21. Hybrid feed sectors.................................................................................. 59

Table 22. Separation standards............................................................................... 60

Table 23. Meteorological settings. ........................................................................... 60

Table 24. Illustration of entry conditions. ................................................................. 62

Table 25. Number of clusters per condition. ............................................................ 62



Table 28. A typical example of arrival scenario illustrating phraseology usage. ....... 64

Table 29. Schedule of the second prototyping session............................................ 67



Episode 3


Version : 1.00

Page 8 of 178



Table 33. Episode 3 TMA prototyping session 3 high level objectives. .................... 74


Table 35. Measured sectors. ................................................................................... 81

Table 36. Hybrid feed sectors.................................................................................. 81

Table 37. Separation standards............................................................................... 82

Table 38. Meteorological settings. ........................................................................... 82



Table 41. A typical example of arrival scenario (RTA-capable aircraft) illustrating phraseology usage........................................................................................... 86

Table 42. Experimental conditions........................................................................... 89

Table 43. Schedule of the third prototyping session. ............................................... 90




Table 47. Episode 3 4th Prototyping Session high level objectives.......................... 95

Table 48. Episode 3 TMA prototyping session 4 Low level objectives and related hypothesis........................................................................................................ 96

Table 49: Validation Scenarios................................................................................ 98

Table 50. Measured Sectors ................................................................................... 99

Table 51. Characteristics of Measured sectors........................................................ 99

Table 52: Feed sector ............................................................................................. 99

Table 53: Characteristics of Feed sector ................................................................. 99

Table 54: Simulated Traffic Samples..................................................................... 101

Table 55: Training Traffic Sample.......................................................................... 101

Table 56. Participants............................................................................................ 102

Table 57. Controllers’ tasks and associated phraseology. ..................................... 102

Table 58. Controllers’ tasks and associated phraseology. ..................................... 105

Table 59. Schedule of the 4th Prototyping Session. ............................................... 109

Table 60: 4th Prototyping Session – Seating Plan .................................................. 111

Table 61: Exercise name de-code......................................................................... 111

Table 62. Overview of the contents and focus of each prototyping session. .......... 114

Table 63. List of Episode 3 TMA metrics, with associated KPA. ............................ 117

Episode 3


Version : 1.00

Page 9 of 178


LIST OF FIGURES

Figure 1. Diagram showing the outline scenario and scope of the four prototyping sessions (task 1). ............................................................................................. 17

Figure 2. Point merge system - example with two parallel and curved sequencing legs. ................................................................................................................. 21

Figure 3. Episode 3 TMA prototyping session 1 airspace. ....................................... 35




Figure 7. Operations and Pilots Room................................................................... 107

Episode 3


Version : 1.00

Page 10 of 178


0 EXECUTIVE SUMMARY This document describes the consolidated validation exercise plan for the four sessions of the Episode 3 TMA WP5.3.6 Prototyping of a dense TMA. Covering the steps 2.2 to 2.6 of the European Operational Concept Validation Methodology (E-OCVM), it clarifies the work to be carried out for concept clarification, and more specifically to:

• Assess the operability, from the controller perspective, of the SESAR-IP2 foreseen improvements of the route structures in a dense TMA, combined with the optimisation of descent procedures (A-CDA), controlled time of arrival (CTA) constraints, and with ASPA S&M (ASAS Spacing Sequencing & Merging) application.

• Provide initial trends and qualitative assessment regarding the expected benefits in terms of safety, efficiency, predictability, environmental sustainability and capacity.

The methodology consists in a series of four prototyping sessions of one week each in the SESAR Intermediate Timeframe TMA Environment. Taking into account outcomes from the TMA expert group in terms of scoping and direction, the series of experiments start by refining possible options (e.g. airspace, routes, scenarios), then aim to assess the operability and acceptability of P-RNAV, CDA, 4D and ASAS S&M. When relevant, initial trends on KPAs are looked for.

In each prototyping session, various conditions are simulated and their respective impact on the TMA operations is assessed from controllers’ perspectives. Results will be mainly expressed in terms of operability and performance (e.g. aircraft descent profiles from IAF to runway, throughput and inter-aircraft spacing at the runway, distance flown).

The prototyping sessions take place between November 2008 and February 2009 and involve up to eight controllers from five ANSPs. For the first three sessions (WP5.3.6 Task 1, lead by EUROCONTROL) the airspace is derived from Dublin TMA. For the fourth session (WP5.3.6 Task 2, lead by ENAV), the airspace is derived from Rome TMA airspace. All the traffic flows are based on SESAR forecasts.

The first prototyping session primarily aims to refine roles, procedures, and working methods of the controllers, and assess the operability and acceptability of A-CDA in a P-RNAV route structure. The second prototyping session aims to assess the impact of respecting time constraints (Controlled Time of Arrival – CTA) on the operability and acceptability of A-CDA in an improved new P-RNAV route structure. The third prototyping session aims to confirm the acceptability and operational feasibility of A-CDA down to FAF in the improved P-RNAV environment and assess the impact of mixed aircraft RTA equipage on this acceptability and operational feasibility. The fourth prototyping session aims to evaluate, in a different environment like the high density Rome TMA, the use of ASPA S&M application combined with the use of Point Merge System (PMS) and A-CDA.

Episode 3


Version : 1.00

Page 11 of 178


1 INTRODUCTION

1.1 PURPOSE OF THE DOCUMENT

The document presents the consolidated Validation Exercise Plan for the series of prototyping sessions carried out in the frame of Episode 3 WP5.3.6 Task 1 Prototyping session of a dense TMA, as well as for the fourth prototyping session carried out in the frame of Episode 3 WP5.3.6 Task 2 Prototyping session of a dense TMA.

The first three prototyping sessions are carried out between November 2008 and January 2009 at the EUROCONTROL Experimental Centre (EEC) to evaluate the potential for new functionality and techniques needed to accommodate predicted traffic levels in ECAC TMAs, in the intermediate timeframe, typically from 2015.

The fourth prototyping session takes place from 23rd to 27th February 2009, at SICTA.

The experimental plan mainly covers the steps 2.2 to 2.6 of the European Operational Concept Validation Methodology (E-OCVM [3]). It includes all information necessary to understand the preparation and the conduct of the prototyping sessions of Episode 3 TMA (Episode 3 WP5), in line with, and further elaborating from the Episode 3 WP5 validation strategy which covered step 1 [11].

1.2 INTENDED AUDIENCE

This document is intended for use by the exercise leaders involved in EP3 WP5 and in EP3 WP2.3 Validation Process Management. Moreover, it forms the basis for further elaboration of the detailed WP5 validation and exercise planning (E-OCVM step 2).

The intended audience includes EP3 WP5 Airport and TMA:

• EP3 WP2 System Consistency leader;

• EP3 WP5 Leader;

• EP3 WP5.3.1 TMA Expert Group Leader;

• EP3 WP5.3.4 Multi Airport TMA Fast Time Leader;

• EP3 WP5.3.5 TMA Trajectory and Separation Management Fast Time Leader.

1.3 DOCUMENT STRUCTURE

The document is structured as follows:

• Section 2 introduces the scope and justification of the validation exercise (composed of the series of four prototyping sessions);

• Sections 3 and 4 describe respectively the validation methodology used to progressively validate the concept and the overall objectives of the prototyping sessions;

• Sections 5, 6, 7 and 8 respectively cover the sessions 1, 2, 3 and 4, describing for each its objectives, experimental settings, experimental design and measurements;

• Section 9 proposes an overview of the sessions.

Episode 3


Version : 1.00

Page 12 of 178


1.4 BACKGROUND

The EUROCONTROL Study Report “Challenges to Growth” [17] suggests that, under the most optimistic of circumstances, existing airport capacity in Europe is capable of absorbing a maximum of twice the traffic demand of 2003. Other studies [10] suggest a traffic growth rate of between 4% & 5% per annum through to 2025 can be expected. At these rates, a total capacity barrier would be reached around 2017. Noting that this includes capacity filling at regional airports as well as current major hub airports, it is reasonable to assume that the practical capacity barrier will be reached well before the theoretical barrier, typically between 2013 and 2015. Consequently, in order to meet the SESAR challenge and break through this barrier, sufficient capacity in the basic ATM infrastructure of the air transport network (including airports) must be created, together with a concept of operations which makes it function as a true, single network. In addition, the political will have to commit to achieving it - all with a planning horizon based upon the above.

Episode 3 is charged with beginning the validation of the operational concept expressed by SESAR Task 2.2 and consolidated in SESAR D3 [7]. The initial emphasis is on obtaining a system level assessment of the concept’s ability to deliver the defined performance benefits in the 2020 time horizon corresponding to ATM Capability Level 2/3 and the Implementation Package 2 (IP 2).

The validation process as applied in Episode 3 is based on the E-OCVM [3], which describes an approach to ATM Concept validation. However, to date the E-OCVM has not been applied to validation of a concept on the scale and complexity of SESAR. Such a system level validation assessment must be constructed from data derived from a wide range of different validation activities, integrating many different levels of system description, different operational segments and contexts and different planning horizons. The data are collected through a variety of methods and tools and vary in quality and reliability.

The process of performing systematic validation and the integration of results must be actively planned and managed from the beginning of the whole validation activity. This validation management is coordinated by EP3 WP2.3, which is responsible for ensuring the effective application of the E-OCVM and the consolidation of the Episode 3 Validation Strategy.

Following the Episode 3 resumption on 1st August 2008 and acknowledging that, a large part of the SESAR ConOps [8] is at a relatively early stage in the Concept Validation Lifecycle (late V1, early V2), there has been a shift in focus, with emphasis now increased in three main areas:

• Clarification of the concept; recognising that the concept is large and that Episode 3 does not have the resources to address all areas and OIs;

• Expanding the repertoire of cost-effective validation techniques (e.g. gaming variants) suited to these early stages of concept validation;

• Consolidating the learning on the application of the E-OCVM to SESAR-scale ConOps.

From this perspective, even though validation exercises should produce evidence, preferably measured, about the ability (of some aspect) of the concept to deliver on (some aspects of) the performance targets, it shall be remarked that human in the loop prototyping sessions actually focus on operability aspects – and provide initial trends as regards performance aspects. Moreover, in order to be able to conduct Validation Exercises, there is a need for concept clarification, requirements development or elaboration activities in preparation for down line validation activities.

This exercise plan is based on a general template that has been produced collaboratively between WP2.3 and the Validation Strategy and Support Tasks within WP 3, 4 & 5 (x.2.1), and complementary guidance material for E-OCVM Step 2, as provided by WP2.3.4 [9].

Episode 3


Version : 1.00

Page 13 of 178


1.5 GLOSSARY OF TERMS

Term Definition

4D 4 Dimensions (i.e. Longitude, Latitude, Altitude and Time)

A-CDA Advanced Continuous Descent Approach

AMAN Arrival Manager (Tool)

ANSP Air Navigation Service Provider

ASPA S&M ASAS Spacing Sequencing & Merging

ATC Air Traffic Control

B-RNAV Basic Area Navigation

CDA Continuous Descent Approach

CONOPS Concept of Operations

CTA Controlled Time of Arrival

CTR Control zone

DFS Deutsche Flugsicherung GmbH (German ATC Corporation)

DMAN Departure Manager (Tool)

DOD Detailed Operational Description

DOW Description Of Work

DTG Distance To Go

EC European Commission

ECAC European Civil Aviation Conference

ECHOES EUROCONTROL Consolidated HMI for Operations, Evaluations and Simulations

EEC EUROCONTROL Experimental Centre

ENAV Ente Nazionale di Assistenza al Volo (Italian ATC Corporation)

E-OCVM European – Operational Concept Validation Methodology

EP3 Episode 3 Project

ESCAPE EUROCONTROL Simulation Capability and Platform for Experimentation

ETA Estimated Time of Arrival

FAF Final Approach Fix

FL Flight Level

FMS Flight Management System

HMI Human Machine Interface

IAA Irish Aviation Authority (Irish ATC Corporation)

IAF Initial Approach Fix

ICAO International Civil Aviation Organisation

IP Implementation Package (SESAR)

KPA Key Performance Area

KPI Key Performance Indicator

LFV Luftfartsverket (Swedish ATC Corporation)

Episode 3


Version : 1.00

Page 14 of 178


Term Definition

LVNL Luchtverkeersleiding Nederland (Dutch ATC Corporation)

MTV Mid-Term Concept Validation

NATS National Air Traffic Services

NM Nautical Miles

NOP Network Operations Plan

OI Operational Improvement

OLDI Standard On Line Data Interchange

OSED Operational Services and Environment Definition

PBN Performance Based Navigation

PMS Point Merge System

P-RNAV Precision Area Navigation

PTC Precision Trajectory Clearances

PWP Pilot Working Position

RBT Reference Business Trajectory

RNAV Area Navigation

R/T Radio Telephony

RTA Required Time of Arrival

SESAR Single European Sky ATM Research in Air Transportation

SMAN Surface Manager (Tool)

STAR Standard Terminal Arrival Route

STCA Short Term Conflict Alert

SYSCO System Supported Co-ordination

TMA Terminal Manoeuvring Area

TOD Top of Descent

UTA Upper (Traffic) Control Area

WP Work Package

Episode 3


Version : 1.00

Page 15 of 178


2 EXERCISE SCOPE AND JUSTIFICATION

2.1 STAKEHOLDERS AND THEIR EXPECTATIONS

At present, capacity at airports, i.e. their infrastructure and consequentially TMAs, is primarily the limiting factor of overall system capacity, with contribution of the en-route sector to delays at historically low levels. The most important stakeholders are the airspace users and their requirements as expressed in SESAR D2 [6]. However, airspace users are not directly involved in Episode 3. Their needs were taken into account through the use of the relevant SESAR documentation. In the present validation activity, the focus is put on improvements of route structure (P-RNAV), introduction of advanced descent procedure (advanced continuous descent approach) and respect of time constraints (controlled time of arrival). Involved stakeholders are the European Commission, SESAR Joint Undertaking and the project partners, divided in the ANSP and research community group. From an Episode 3 internal stakeholder point of view, active controllers from ANSP are involved in the preparation and execution of the TMA prototyping sessions. This secures a realistic operational feedback and evaluation of the results. The management of the stakeholders expects the following evidence in order to have sufficient confidence in the validation results (see Table 1). Note that in the context of the prototyping sessions, only a sub-part of the following expectations and concerns can be addressed (i.e. essentially those of involved stakeholders).

Table 1. Stakeholder expectations.

Stakeholder Involvement Expectations Concerns

Controllers A core team of controllers participates in the preparation of the prototyping sessions (airspace, traffic definition and testing, platform acceptance).

TMA controllers participate in the prototyping sessions, providing feedback to assess the operability, acceptability and initial benefits and limitations of the concept.

Reduced workload.

Reduced communication load.

Improved situation awareness.

Improved easiness of work.

Controllers are direct users of the new procedures.

As their acceptance is essential for the concept implementation, their concerns must be addressed.

Typically, the use of new procedures might reduce flexibility and reduce controllers' opportunity to use vectors. They will be concerned by the loss of their vectoring skills, their ability to handle unexpected events and a possible reduced job satisfaction.

Pilots Even though they are not involved in the prototyping sessions, pilots are represented in the expert group when scoping the prototyping sessions.

Improved situation awareness.

Better anticipation of actions.

Reduced communication load.

Pilots' main concern is the operational acceptability of the P-RNAV/CDA procedure.

ANSP Represented by the controllers involved in the preparation and conduct of the prototyping sessions.

Structured and standardised working method (facilitate qualification & training).

Better quality of service (maintain current runway throughput but during longer periods and with high accuracy).

Increase safety level.

The introduction of the new concept will require the redesign of airspace and procedures. It will also induce a cost in terms of staffing and qualifications (initial and recurrent training).

Episode 3


Version : 1.00

Page 16 of 178


Stakeholder Involvement Expectations Concerns

Airlines Not involved in the prototyping sessions.

Improved predictability (punctuality).

Improved flight efficiency.

Because of the costs of equipment (mostly for CTA), the airlines need to be convinced of the benefits provided by the concept.

Industry Airbus (involved in the TMA Expert Group).

Provision of stable (validated) requirements for pilots support tools.

Usable and used support tools.

The estimation of the cost of developing support tool (mainly the airborne RTA function) and the availability of stable requirement are required by the industry to provide on-time and appropriate tools.

General public (community)

Not involved in the prototyping sessions.

Improved predictability (punctuality).

Minimised environmental impact.

Improved safety.

The improved predictability and consequently punctuality of aircraft could be well appreciated by the public. However, the redesign of airspace will certainly induce a change of aircraft paths as well as a concentration of nuisance over a unique point (as opposed to today's diffuse nuisance) that could lead to general public rejection.

Regulatory authorities (incl. EC)

Not involved in the prototyping sessions.

Standardised procedures and safe operations.

Regulatory authorities will be in charge of standardising procedures. They will also need evidence of safety benefits (or at least the absence of safety degradation).

2.2 CONTEXT

Terminal airspace is the important link between en-route flight operations and airports. Year after year, terminal airspace operations are becoming increasingly busy and more complex. Overall demand continues to rise and with increasing airline operations from secondary airports adding to the complexity, some TMA operations are being stretched to the limit. As stated in SESAR D1 [16] this ever rising demand is pushing for better performance from the ATM system

For airline operators, improved predictability, lower fuel costs and minimum investment in new equipment are all high priorities. Equally, for ATC and ground operations, minimum investment with maximum returns in terms of efficiency, capacity and workload are required. Environmentally, emissions and noise are increasingly important areas that need to be addressed in the overall context of ATM. In today’s economic climate and environmental situation, these drivers have assumed even greater importance than before.

In today’s operations, there is a demand from airspace users to have greater predictability of routing within the terminal airspace flight segment, more efficient operating procedures in terminal airspace and exploitation of existing navigation capabilities to their maximum extent to achieve greater efficiency. If addressed together, through the introduction and implementation of P-RNAV routings and Continuous Descent Approaches (CDA), it is anticipated that significant benefits are achievable.

During this type of operation, the aircraft can optimise its descent profile and routing within the terminal airspace without the controller having to intervene with radar vectoring. In addition, aircraft can be operated more efficiently and economically because of improved predictability of flight profiles. Moreover, significant benefits from reduced fuel burn and reduced environmental impact may be gained. Additional benefits from the use of enhanced ATC system support, such as an Advanced Arrival Manager (AMAN), include a reduction in fuel burn due to decreased holding times.

Episode 3


Version : 1.00

Page 17 of 178


However, in areas of medium to high-density operations, these fixed procedures cannot always be used due to the necessity for controllers to intervene with radar vectoring. This removes the predictability of the routing within the terminal airspace and reduces the ability to carry out a CDA. Structured merging techniques could potentially remove the need to resort to radar vectoring, thereby ensuring that aircraft can remain in FMS lateral navigation mode.

2.3 DESCRIPTION OF ATM CONCEPT BEING ADDRESSED

As described in the EP3 DoW [1], the main focus of the series of prototyping sessions in WP5.3.6 Task 1 is on the following aspects in dense TMA:

• Lateral (2D): Innovative TMA route structures (Performance Based Navigation) with multiple merge points, and associated procedures supported by 2D Precision Trajectory Clearances and limited closed-loop tactical interventions;

• Vertical (3D): Adherence to vertical windows (“cone-shaped” envelope of trajectories), while optimising the vertical profiles by enabling advanced CDAs during arrival flow integration;

• Longitudinal (4D/time): Inbound aircraft adhering to a RBT (including respect of Airspace Users preferred sequence as per Network Operations Plan), and time constraints (CTA) issued by an arrival manager (AMAN).

Notes:

• Creation, management and actual revision of the NOP, of RBTs, as well as actual issuance of PTC instructions are out of the scope of the present task (see sections 5.2.3.2, 6.2.3.2, 7.2.3.2 and 8.2.3.2 for details on working methods, including clearances and instructions);

• So are airport turnaround management processes (e.g. SMAN, DMAN);

• While focus is on arrivals, compatibility with continuous climb departures is also considered.

The first prototyping session addresses the Lateral and Vertical aspects mentioned above in the TMA, while the adherence to RBT/time through CTA in E-TMA forms part of the investigation in the second and third sessions. Corresponding scenario is shown on Figure 1.

Outline scenario

TOD

IAF

FAF

Metered Traffic

CTA [- X sec; +Y sec]

AMAN

Active advisory horizon

Lateral modification

+ CTA issued by ATC

AMAN CTA

adv.

CTA

revision

AMAN

Frozen horizon

Scope of EEC TMA prototyping

(agreed by TMA EG in April 08)

METERING + SEP TO CTA POINT SEP To RWY

MP

Point Merge

Combined with

Full CDA

CDA,

vertical windows

From TOD

to IAF…

…And From IAF

to rwy…

Figure 1. Diagram showing the outline scenario and scope of the four prototyping sessions (task 1).

Episode 3


Version : 1.00

Page 18 of 178


The fourth Prototyping Session addresses all the aspects addressed in the first three sessions with the addition of ASPA S&M application, in a different operational scenario (Rome TMA).

Table 2 provides the link between WP5.3.6 and the SESAR OI steps, identifying the focus of four prototyping sessions, based on the list of OI steps identified in section 3.7 of the WP5 Validation Strategy document1 [11]. The first three Sessions are based on Dublin TMA scenario, while the fourth is based on Rome TMA scenario.

Table 2. Link between WP5.3.6 and the SESAR OI step s (IP2/SL2).

Covered IP OI step

S1 S2 S3 S4

Assumed Comments

1 AOM-0601 Terminal Airspace Organisation Adapted through Use of Best Practice, PRNAV and FUA Where Suitable

� � � � -

1 AOM-0602 Enhanced Terminal Route Design using P-RNAV Capability

� � � � -

1 AOM-0701 Continuous Descent Approach (CDA)

� � � � -

2 AOM-0702 Advanced Continuous Descent Approach (A-CDA)

� � � � -

2 TS-0103 Controlled Time of Arrival (CTA) through use of DataLink

- � � � - CTA provided by scripted AMAN (and assumed to be uplinked prior to entry in simulated airspace).

In S2, CTA reflected in scripted traffic conditions.

In S3, the simulated RTA function is active, enabling further assessment of the impact of CTA (see §2.3.5).

1 TS-0102 Arrival Management Supporting TMA Improvements (incl. CDA, P-RNAV)

- - - - � AMAN is scripted.

1 TS-0305 Arrival Management Extended to En Route Airspace

- - - - � AMAN is scripted.

1 TS-0301 Integrated Arrival Departure Management for full traffic optimisation, including within the TMA airspace

- - - - � DMAN is out of scope.

1 AOM-0703 Continuous Climb Departure

- - - - �

2 AOM-0705 Advanced Continuous Climb Departure

- - - - �

1 Note that the list of OI steps presented here differs slightly from the list proposed in the WP5 Validation Strategy [11] for two reasons. First, this validation strategy lists all OI steps covered by all WP5 exercises – although each exercise in isolation may look at a subset only. Second, the Validation Strategy does not list those OI steps that are included as secondary focus in the frame of the present exercise.

Episode 3


Version : 1.00

Page 19 of 178


Covered IP OI step

S1 S2 S3 S4

Assumed Comments

2 TS-0306 Optimised Departure Management in the Queue Management Process

- - - - � TTA mechanism for short flights not addressed.

2 CM-0601 Precision Trajectory Clearances (PTC)-2D Based On Pre-defined 2D Routes

- - - - �

2 TS-105 ASPA S&M Sequencing and Merging

- - - - � In S4, ASAS applications will be tested. ASAS chains will be established in the feeder sectors, not in the measured ones

The present series of prototyping sessions aims mostly at concept clarification. Whereas the main focus of the prototyping sessions is on operability, initial trends on KPAs such as safety, efficiency, predictability, environmental sustainability and capacity will be looked for (Table 3).

Table 3. KPA and KPI investigated during the four p rototyping sessions.

Focus KPA KPI

Main Operability Subjective feedback on suitability of the new working method, perceived benefits (reduced controller workload, standardised procedures, increased controller situation awareness, improved efficiency) and limitations.

Objective measure of changes in working practices (instructions repartition, geographical distribution of manoeuvre instructions, controller workload level).

Safety Controller situational awareness.

Number of short-term conflict alerts and of losses of separation.

Environmental Sustainability

Vertical trajectories.

3D containment of trajectory dispersion.

Fuel consumption.

Capacity Controller workload (subjective feedback, assessment and number of instructions issued).

Efficiency Vertical trajectories.

3D containment of trajectory dispersion.

Fuel consumption.

Secondary (trends)

Predictability Lateral/vertical flight paths.

The fourth Session, due to its limited duration and due the complexity of ASAS concept in TMA environment (1 week including training), offers a limited number of runs so that the objective aims mostly at concept clarification rather than performance assessment. The main focus of this prototyping session is on operability. Furthermore, initial trends on safety (situation awareness).

Episode 3


Version : 1.00

Page 20 of 178


2.3.1 Precision Area Navigation (P-RNAV)

IP1 AOM-0602 Enhanced Terminal Route Design using P -RNAV Capability

Area navigation (RNAV) is a method of navigation that permits aircraft operation on any desired flight path without the necessity to fly point-to-point between ground-based navigational aids (ICAO manual [14]). Aircraft RNAV equipment automatically determines aircraft desired flight path by a series of waypoints held in a database.

A further development of the concept of area navigation within the European region, Precision Area Navigation (P-RNAV) is being implemented in terminal airspace as an interim step to obtain increased operating capacity together with environmental benefits arising from route flexibility. In comparison to the Basic-RNAV (B-RNAV) procedures with cross-track accuracy of ±5NM, suitable for en-route operations, the Precision-RNAV (P-RNAV) procedures provide an enhanced track keeping accuracy of ±1NM, which makes them suitable for use in terminal airspace.

By enabling all aircraft to fly accurate and predictable flight paths in the terminal area, operators are provided with the opportunity to employ flight management systems to the best advantage, as well as allowing the enhancement of the efficiency of Terminal Airspace usage. In conjunction with other flight techniques such as Continuous Descent Approach (CDA) and ATC system support tools (e.g. Advanced Arrival Managers), P-RNAV is expected to form a cornerstone of ATM initiatives aimed at maximising the efficiency of Terminal Airspace and thereby providing economic, operational, capacity and environmental benefits to the aviation community.

Vocabulary note: recently, the Performance Based Navigation concept (PBN) was introduced for harmonization purposes at the ICAO level. In particular, there was a need to address confusion and inconsistencies due to a number of local/regional specific definitions and solutions for RNP2/RNAV applications. In addition, where RNP provided a limited statement of required performance accuracy, PBN specifies more extensively RNAV system performance i.e. accuracy, integrity, continuity, availability and functionality.

2.3.2 Point Merge Procedure

IP1 AOM-0601 Terminal Airspace Organisation Adapted through Use of Best Practice, P-RNAV and FUA Where suitable

Point Merge [19] is a P-RNAV application that has been developed by EUROCONTROL as an innovative technique aiming at improving and standardising terminal airspace operations.

A Point Merge procedure associates a dedicated route structure with a systemised operating method to integrate arrival flows with extensive use of RNAV while keeping aircraft on FMS lateral navigation mode. It thus enables an efficient use of FMS advanced functions and consequent optimisation of vertical profiles, making it possible to apply Continuous Descent Approaches (CDAs) even under high traffic load. Open-loop radar vectoring is not used, except for recovering from unexpected situations.

The dedicated RNAV route structure relies on the following key elements: merge point and sequencing legs.

Integration of arrival flows is performed by merging inbound flows to a single common point (merge point) using “Direct-to” instructions. After this merge point, aircraft are established on a fixed common route until the exit of the point merge system.

2 Required Navigation Performance (RNP) is defined as a statement of the navigational performance necessary for operation within a defined airspace. RNP-RNAV is the next major step toward achieving a total RNAV environment enabling maximum use to be made of RNAV capability. Track keeping accuracy will be applicable to prescribed RNP values, typically RNP 0.3NM and RNP 0.1NM. Formally, under the PBN concept, P-RNAV corresponds to RNAV 1.

Episode 3


Version : 1.00

Page 21 of 178


Before the merge point, a sequencing leg of a pre-defined length is dedicated to path stretching/shortening for each inbound flow. While along a sequencing leg, aircraft can be instructed to fly direct to the merge point at any appropriate time (i.e. be kept for a certain amount of time on the leg for path stretching, or inversely sent early direct to the merge point for path shortening).

Figure 2. Point merge system - example with two par allel and curved sequencing legs.

The geometry of the point merge system (based on equidistance of any point of the sequencing legs to the merge point) ensures that the controller can easily and intuitively determine the appropriate moment to issue the Direct-to instructions for each aircraft, based on its spacing with the preceding aircraft in the sequence, and without requiring the support of any new ground tool.

Finally, although Point Merge is mainly dealing with 2D improvements for arrivals, it is expected to form a sound foundation on top of which further improvements can be envisaged in line with SESAR concepts. Among these are:

• Continuous Descent Approaches (towards improved 3D profiles);

• Towards trajectory-based operations in the context of SESAR: introduction of 4D trajectory management (including adherence to an agreed or constrained time of arrival);

• And at a later stage, improvement of spacing accuracy with adapted ground tools use of pre-defined RNAV routes (ultimately allocation thereof) with advanced ground support/decision tools, and/or ASAS – sequencing and merging.

The first two elements above are fully consistent with the objective of the WP5.3.6/Task 1 prototyping sessions. Note that the third element is addressed in WP5.3.6/Task 2.

Episode 3


Version : 1.00

Page 22 of 178


2.3.3 Continuous Descent Approach (CDA) and Advanced

Continuous Descent Approach (A-CDA)

IP2 AOM-0701 Continuous Descent Approach (CDA)

IP2 AOM-0702 Advanced Continuous Descent Approach ( A-CDA)

The CDA concept aims at environmental or flight-efficiency benefits (reduction in noise and gaseous emissions and in fuel consumption). At present several instances of CDA exist in Europe that are not harmonised. To address this issue, EUROCONTROL has produced a CDA Implementation Guidance Information brochure [13] with the aim of providing “guidance for the local implementation of a simple and effective CDA technique that does not adversely affect capacity in high-density air traffic situations”.

ICAO working arrangements are in the process of assessing CDA on a global scale and may also produce CDA guidance. At present, and in the absence of an internationally agreed definition of Continuous Descent Approach, EUROCONTROL proposes the following: “Continuous Descent Approach is an aircraft operating technique in which an arriving aircraft descends from an optimal position with minimum thrust and avoids level flight to the extent permitted by the safe operation of the aircraft and compliance with published procedures and ATC instructions.” (from [13]3).

As local conditions require, CDA may comprise any of the following:

• STAR-based CDA: Standard Terminal Arrival Routes (STARs) (including transitions) which may be designed with vertical profiles. The routes may be tailored to avoid noise-sensitive areas as well as including the vertical profile (ICAO PANS-OPS [15]) and the provision of Distance To Go (DTG) information;

• Radar-based CDA: the provision of “distance from touchdown” (hereinafter referred to in this document as “distance to go” (DTG)) information by Air Traffic Control during vectoring;

• A combination of these two: STARs being used in low traffic density, and DTG estimates being issued by ATC as and when radar intervention is required e.g. during busy periods.

CDA can be optimized within energy, speed and safety constraints by avoiding, as far as possible, unnecessary flap, air brake and engine thrust and avoiding early lowering of landing gear. Aircraft energy and speed management are therefore critical factors in successful CDA implementation. CDAs are providing a first level of benefits in the frame of a trade-off between flight efficiency on the one hand and capacity on the other hand; STAR-based CDAs being generally possible only in low traffic density.

The use of Point Merge in TMA provides a balanced trade-off between:

• Predictability and capacity on the one hand (flights follow a P-RNAV procedure, with sufficient built-in flexibility in path stretching/shortening so as to enable high density operations);

• Flight efficiency and environmental impact on the other hand (as the procedure enables Continuous Descent Approaches – at least from the sequencing legs).

According to the SESAR definition of OI Step AOM-0702, the term “Advanced Continuous Descent Approach” (A-CDA) is referring to the harmonised implementation of CDA in high traffic density, relying on further developments of RNAV procedures, complemented by appropriate ground support tools as needed. A-CDA is expected to bring an improved benefit compared to CDA, as it enables increased flight efficiency even under high traffic load.

3 Introduction, page 9.

Episode 3


Version : 1.00

Page 23 of 178


In this context, the Episode 3 WP5.3.6 TMA prototyping sessions study a form of A-CDA, as they involve continuous descents in high traffic density.

Note: A-CDAs in the Episode 3 WP5.3.6 TMA prototyping sessions are also considered from delivery into the TMA, i.e. from the TOD for short flights - down to the Final Approach Fix (FAF).

2.3.4 Advanced Arrival Manager (AMAN)

IP1 TS-0102 Arrival Management Supporting TMA Impro vements (incl. CDA, P-RNAV)

AMAN is a sequence planning and support tool for arriving traffic. System trajectories for airborne and non-airborne aircraft are assessed to accurately determine runway demand ahead of expected use. AMAN uses data from the surveillance system (through the trajectory prediction function) and is supported by the flight data processing system. The AMAN operational horizon defines the time based area for which the Arrival Manager is responsible.

The objective of AMAN is to advise controllers in upstream ACC sectors to adjust approaching flights in a manner ensuring a smooth flow of traffic entering the TMA in order to use the airport’s capacity in the most efficient way.

The AMAN functionality:

• Establishes the initial arrival sequence, based on the first-come, first-served rule, for the stream of inbound traffic considered, and subsequently optimises it to take into account different factors;

• Generates advisories for the controllers in order to meet and maintain the optimised arrival sequence;

• Presents advisories to controllers through the timeline HMI;

• Automatically adapts the established inbound traffic sequence to the actual traffic evolution as well as to the controller decisions deemed necessary to meet exceptional cases.

It comprises three areas of different functionality:

• Eligibility Horizon: This range includes all flights which are relevant for consideration by the AMAN function. These inbound flights are inserted into a natural sequence (AMAN) based on the first-come, first-served rule. The natural sequence (AMAN) serves the controller as a kind of sector load forecast for the inbound traffic;

• Active Advisory Horizon: For flights within this area, an optimised arrival sequence will be generated and time advisories are provided to the controller. Time to lose or gain or holding advisories are given within the active advisory horizon but outside the common path horizon;

• Common Path Horizon: The common path horizon should be kept as small as possible (e.g. base leg and final approach). Advisories related to the common path ensure that the required spacing between consecutive arrivals is established and maintained.

Within the context of the Episode 3 TMA prototyping sessions, AMAN operation is simulated through providing traffic samples with artificially metered arrival traffic flows (as detailed at the end of §2.3.5).

Episode 3


Version : 1.00

Page 24 of 178


2.3.5 Controlled Time of Arrival (CTA)

IP2 TS-0103 Controlled Time of Arrival (CTA) throug h use of DataLink

The Controlled Time of Arrival (CTA) is a time constraint over the runway threshold, or Final Approach Fix (FAF), or an upstream merging point (possibly the IAF) to assist in queue management.

The SESAR ConOps [8]4 states that:

“A CTA (which includes wake vortex optimisation) will be calculated after the flight is airborne and published to the relevant controllers, arrival airport systems, user systems and the pilot:

• For a short flight the CTA should be very close to the pre-take-off TTA and is calculated as soon as the flight is airborne. Any ground delay implemented to meet the TTA is taken into account when the CTA is calculated;

• For longer flights the CTA must be available well before planned Top-Of-Descent (TOD) and will be calculated when the flight passes the AMAN sequencing horizon.

All partners in the system now work towards achieving the CTA. When initially issued the CTA represents the current optimised sequence that can still be changed if circumstances dictate. The CTA will be ‘frozen’ at a certain time horizon in order to ensure sequence stability.”

A CTA is allocated when entering the AMAN horizon, before TOD, and books a place in the Arrival queue. Between AMAN advisory horizon and AMAN Frozen horizon, the CTA can still be updated. However, once in the Frozen horizon (and later in TMA), the CTA should no longer be updated. SESAR describes a larger AMAN horizon than exists currently (of the order of 40min or 200 NM). In the third Episode 3 TMA prototyping session, the CTA is described with a time window granularity of +/- 30 sec calculated at the IAFs.

Within the context of the third Episode 3 TMA prototyping session, the CTA concept is simulated through:

• Providing traffic with entry conditions reflecting CTA achievement in En Route. These entry conditions (flight ‘navigation start’ time in the simulation) are scripted in the traffic samples.

• The employment of suitably equipped aircraft (RTA FMS functionality). The simulated RTA FMS function is expected to fly the aircraft so as to meet the CTA constraint at the IAF within a defined tolerance window (+/- 30 sec). The allocated CTA is part of the aircraft entry conditions, and it is not updated during the course of the flight towards the IAF.

The third session also tests scenarios in which mixed RTA equipage conditions exist. The non RTA capable aircraft are also allocated a CTA over the IAF. However for these aircraft the achievement of such time constraints is subject to controllers’ actions. As a result it is expected that the CTAs will then be met within a wider tolerance window (greater than +/- 30 sec).

2.3.6 ASPA Sequencing & Merging

IP2 TS-0105 ASPA S&M Sequencing and Merging

In ASAS Airborne Spacing applications the role of separator is retained by ATC, whilst the task to achieve a prescribed spacing (expressed in time or distance), with regard to another designated target aircraft, is temporarily delegated to aircrew under specific circumstances. The aircrew is supported in this task by automation capabilities (including Air-Air Surveillance and specific ASAS applications).

4 §F.4.2.2, Queue Management Process, page 109

Episode 3


Version : 1.00

Page 25 of 178


The controller shall designate the target aircraft and specify the scope of the manoeuvre allowing the flight crew to conduct it in the most efficient way possible.

The controller shall assure that no other aircraft interfere with the ASAS manoeuvre and the flight crew shall assure that spacing is achieved with the target aircraft as stipulated by ATC.

ASAS Spacing is expected to bring benefits (such as e.g. reduction in R/T load, in ATC workload, and increased spacing accuracy) in particular for arrival sequencing and merging operations in terminal airspace.

ASAS Spacing can be used in conjunction with 2D/3D route clearances.

Within the context of the Episode 3 4th TMA prototyping session, the impact of already settled ASPA – S&M chains (settled by the Feeder Sector) in a PMS Environment will be evaluated. ASAS operation will be simulated through the provision of ASAS pre-linked aircraft chains established by the upstream sectors acting as feeder of the simulated scenario. The ASAS chains will be interrupted before entering the Sequencing legs.

Episode 3


Version : 1.00

Page 26 of 178


3 VALIDATION METHODOLOGY

3.1 PROTOTYPING APPROACH

Prototyping sessions are considered the most appropriate technique to assess the feasibility and acceptability of the improved TMA organisation and procedures, within the new Episode 3 timescales, and at this level of concepts maturity. Furthermore, they are a compromise between sufficient realism and flexible/iterative approach in close co-operation with TMA Expert Group.

Prototyping sessions address the concepts clarification objectives in an efficient manner. They are an intermediate type of validation technique between expert groups, gaming exercises, and full scale fast-time and real-time simulations.

Moreover prototyping sessions enable an iterative approach, in the sense that specific aspects of the concept may be assessed separately (possibly in a simplified environment), and then gradually integrated when sufficient maturity is reached.

In line with the principle of iterative approach and as initial validation steps, the proposed series of prototyping sessions will focus on the intermediate timeframe (Implementation Package 2, see Table 2). It is anticipated that, beyond Episode 3, a full-scale real-time simulation will have to be conducted.

3.2 LINKS WITH EXPERT GROUPS, DODS AND MODELLING ACTIVITIES

The prototyping activity is part of a larger validation strategy [11]. The four prototyping sessions are carried out in the SESAR TMA Environment, in close co-operation with the TMA Expert Group (WP5.3.1), taking advantage of the iterative nature of the sessions. After each prototyping session, an Expert Group meeting is convened by WP5.3.1 to agree on the scope and content of the next session, based on a presentation of initial feedback on the one just conducted. Some scoping and direction for the sessions (in particular the first one) have already been addressed in the TMA Expert Group that took place on April 1st-2nd 2008, before the project suspension [20].

In this sub-Work Package the support of Operational staff is essential for the validity and successful delivery of meaningful results. The experimental subjects are current operational controllers experienced in busy airspace. The same group of operational experts is involved from the preparation of the experiment onwards.

The links with Fast Time activities (WP5.3.4 and WP5.3.5) is managed by the TMA Expert Group which co-ordination role sits between WP5.2 and WP5.3.x (EP3 WP5 PMP [2]).

Finally, regarding the DODs (Detailed Operational Descriptions), WP5.2.2 provides Operational Scenarios according to the exercise needs. The corresponding scenario supporting WP5.3.6 Task 1 is “Flying CDA merging”, in the context of route structures deployed in a dense TMA.

The Episode 3 WP5 Expert Group and the WP5.2 activities use the output of each prototyping session, where deemed appropriate, as inputs to the Scenario and Use Case development in the G-DOD [18] and E5 Arrival-Departures DOD document (§4.1.4.2, Implement Arrival Queue) [12].

Episode 3


Version : 1.00

Page 27 of 178


4 OBJECTIVES AND ORGANISATION OF THE SERIES OF EPISODE 3 TMA PROTOTYPING SESSIONS

The improvement of TMA route structures (e.g. using a Point Merge System), combined to the optimisation of descent procedures (e.g. with Continuous Descent Approach) is expected to provide benefits in terms of efficiency (optimised flight profile), predictability (adherence to pre-defined trajectory), environmental sustainability and capacity (optimised airspace usage and reduced controller workload), while at least preserving the same level of safety. The suitability of the new working method and the perceived benefits (reduced controller workload, standardised procedures, increased controller situation awareness, improved efficiency) are expected to result in an operational acceptance.

The series of prototyping sessions should allow these expectations to be assessed. Moreover, they should sufficiently link to the requirements for further validation activities, eventually towards the target concept (Implementation Package 3 and beyond). Based on outcomes from expert groups, the series of experiments start by refining possible options, then assess their operability and acceptability. When relevant, initial trends on other KPAs will be obtained. The assessment is achieved in a representative environment, in order to answer research questions at a generic level. For this purpose the arrival/departure prototyping sessions considers the execution phase in a dense terminal environment, with a single airport.

In this context, the aim of WP5.3.6 is to provide evidence on the expected benefits due to the implementation of the various techniques and procedures (i.e. P-RNAV, CDA, CTA and ASPA S&M). The series of prototyping sessions eventually aim at assessing the impact, in terms of operability from the ground standpoint, of aircraft adhering to a RBT with CTA while achieving a CDA. The four prototyping sessions are envisaged as complementary steps towards the assessment of new ATM techniques in managing traffic in a dense TMA. Outputs from each session, combined with outputs from the Expert Group serve as inputs to scope the following session.

The respective objectives and dates of the prototyping sessions are:

• Session 1 (week of 10th – 14th November 2008): Evaluate the use of a Point Merge System (PMS) with P-RNAV capable aircraft. Advanced Continuous Descent Approaches (A-CDA) are enabled to the extent possible, including the sequencing legs. Traffic is scripted to replicate upstream compliance with Arrival Manager information; four wind conditions are tested.

• Session 2 (week of 8th – 12th December 2008): As Session 1 but with aircraft being delivered to the appropriate TMA metering points in accordance with Controlled Time of Arrival (CTA) instructions. The time constraints are scripted in the traffic to reflect the respect of CTA in upstream sectors. Various size of arrival clusters and three wind conditions are tested.

• Session 3 (week of 19th – 23rd January 2009): As Session 2 but with various proportions of aircraft being RTA equipped and meeting CTA constraint through RTA driven speed adjustments. CTA achieved through aircraft RTA functions; mixed level of RTA equipage; two wind conditions tested5.

• Session 4 (week of 23rd – 27th February 2009): Evaluate, in a different environment like the high density Rome TMA, the use of a Point Merge System (PMS) and A-CDA with the addition of ASPA S&M application.

5 The gradual reduction of wind conditions enables additional variables to be tested (e.g. cluster size, mixed level of equipage) as well as a focus on the most relevant - i.e. disturbing - wind conditions.

Episode 3


Version : 1.00

Page 28 of 178


The overall validation process followed in the context of the Episode 3 TMA prototyping sessions is described in the E-OCVM description and guidance material [3] and [5].

Note: In the present series of prototyping sessions no baseline or reference situation is simulated and measured. Two motivations guided this choice:

• Episode 3 validation objectives are oriented towards concept clarification rather than performance assessment (see section 1.4);

• The limited duration (one week including training) of prototyping sessions offers a limited number of runs during which concept elements can be investigated.

Rather than highlighting differences among sessions the following sections 5, 6 and 7 and 8 describe each experimental plan as stand alone to avoid heavy cross referencing in the document and make it easier to read, even at the expense of repeating some of the information. A global overview of the four sessions including evolution and changes among them is described in section 9.

Episode 3


Version : 1.00

Page 29 of 178


5 PROTOTYPING SESSION 1

5.1 OBJECTIVES

5.1.1 High level objectives

Following the stepwise approach defined in the validation methodology, the main objective of the first prototyping session is to assess from the controllers’ perspective the acceptability and operational feasibility of A-CDA from TOD to FAF in P-RNAV environment, with a scripted traffic reflecting the level of metering (pre-regulation) that could be achieved to the IAF through an arrival manager (AMAN).

The focus of the first prototyping session is the refinement of controllers working methods (procedures, tasks, roles) and an initial assessment of operability (usability, suitability) and perceived benefits and limitations of A-CDA and P-RNAV. The compatibility with departures (scripted continuous climb departure) is also investigated.

The general aim of assessing feasibility and operational acceptability of the P-RNAV and A-CDA concepts is broken down into the following set of objectives related to the Key Performance Areas of interest for the concept element (Table 4).

Table 4. Episode 3 TMA prototyping session 1 high l evel objectives.

KPA High level objectives

Familiarisation

Acceptability, feasibility

Operability

Roles and tasks

Workload

Situation awareness

Safety

Separation management

Environment Environmental sustainability

Workload Capacity

Throughput

Quality of service Efficiency

Flight efficiency

Predictability Trajectory predictability

Episode 3


Version : 1.00

Page 30 of 178


5.1.2 Low level objectives and hypotheses

Among the various low level objectives and associated hypotheses listed in Table 5, the following ones are considered as the main ones:

• Assess the feasibility of the P-RNAV/A-CDA;

• Assess the controller’s acceptance of the procedure proposed for P-RNAV/A-CDA, including their perceived benefits and limitations;

• Assess the impact of P-RNAV/A-CDA on:

o Flight efficiency: through e.g. distance flown, fuel consumption;

o Control efficiency and capacity: through e.g. runway throughput, spacing at runway.

In the absence of baseline (see §4), the first session does not enable an objective comparison with current situation -i.e. based on objective performance metrics. However, the validation team collects subjective data, essentially through questionnaire items6, in order to assess perceived benefits and limitations of the simulated situation compared to the current one.

It shall also be noted that the term “conditions” in the description of the low level objectives refers to the experimental conditions as defined in section 5.3.2.

6 A typical example of questionnaire item is “compared to today situation, how would you rate the impact of P-RNAV / A-CDA on safety level”. For more examples, see Annex 2.

Episode 3


Version : 1.00

Page 31 of 178


Table 5. Episode 3 TMA prototyping session 1 low le vel objectives and related hypotheses. 1

KPA High level objectives (HO)

Low level objectives (LO) Hypothesis (H) Metrics

LO1.1. Train controllers on the P-RNAV procedures and PMS working method.

H1.1.1. The controllers have sufficient training to allow them to familiarise themselves with P-RNAV operating procedures and PMS working methods for the experimental situations.

Questionnaire item

Debriefing notes

N/A Familiarisation

LO1.2. Train controllers on the A-CDA concept and use.

H1.1.2. The controllers have sufficient training to allow them to familiarise themselves with the A-CDA concept and how it is used during the simulation.

Questionnaire item

Debriefing notes

LO2.1. Define the P-RNAV/A-A-CDA working method.

LO2.2. Assess the feasibility and controllers’ acceptance of the defined P-RNAV/A-CDA working method.

H2.1.1. The defined P-RNAV/A-CDA working method is feasible and acceptable to the controller.

Questionnaire item

Debriefing notes

LO2.3. Assess the impact of the different level of traffic and meteorological conditions on the feasibility and controllers’ acceptance of the P-RNAV/A-CDA working method.

H2.3.1. The P-RNAV/A-CDA working method is feasible and acceptable to controllers under different levels of traffic.

H2.3.2. The P-RNAV/A-CDA working method is feasible and acceptable to controllers under different meteorological conditions.

Questionnaire item

Debriefing notes

LO2.4. Assess the suitability (in the context of a dense terminal area) of the P-RNAV/A-CDA concept.

H2.4.1. In a dense terminal area, P-RNAV/A-CDA concept is achievable.

Questionnaire item

Debriefing notes

LO2.5. Assess the integration of arriving flows with departures.

H2.5.1. The P-RNAV/A-CDA allows segregation between arriving and departing flows.

Questionnaire item

Debriefing notes

Flown trajectories

LO2.6. Assess the usability and suitability of the HMI and tools.

H2.6.1. The HMI and tools used are appropriate and easy to work with.

Questionnaire item

Debriefing notes

Operability Acceptability, feasibility

LO2.7. Define the phraseology which H2.7.1. The defined phraseology is appropriate and easy to

Episode 3


Version : 1.00

Page 32 of 178




supports the defined P-RNAV/A-CDA working method.

LO2.8. Assess the usability and suitability of the defined phraseology.

understand.

Roles and tasks LO3.1. Assess the impact of the conditions on controllers’ roles, responsibilities and task distribution.

H3.1.1. Compared to today, P-RNAV/A-CDA allows for better distribution and allocation of workload between controllers in TMA airspace.

Questionnaire item

Debriefing notes

Instructions repartition

Geographical distribution of instructions

LO4.1. Assess the effect of the working method on the controllers’ workload.

H4.1.1. Compared to today, with P-RNAV/A-CDA, a reduction in instructions leads to a reduction in workload.

Questionnaire item

Debriefing notes



Safety

Capacity

Operability

Workload

LO4.2. Assess the effect of the conditions on the controllers’ workload.

H4.2.1. Under high level of traffic and adverse meteorological conditions the level of workload remains acceptable.

Questionnaire item

Debriefing notes



Safety Situation awareness LO5.1. Assess the effect of the P-RNAV/A-CDA working method on controllers’ perceived situation awareness.

H5.1.1. Compared to today, P-RNAV/A-CDA (especially with metering) enables earlier anticipation by controllers

H5.1.2. P-RNAV/A-CDA contributes to maintaining a clear picture of the traffic.

Questionnaire item

Debriefing notes

Episode 3


Version : 1.00

Page 33 of 178




LO5.2. Assess the effect of the conditions (level of traffic and meteorological conditions) on controllers’ situation awareness.

H5.2.1. There is no impact of the conditions on the controllers’ situation awareness.

Questionnaire item

Debriefing notes

LO6.1. Assess the effect of the P-RNAV/A-CDA on controllers’ perceived level of safety.

H6.1.1. Compared to today, P-RNAV/A-CDA increases controllers’ perceived level of safety.

Questionnaire item

Debriefing notes

LO6.2. Assess the effect of the conditions on controllers’ perceived level of safety.

H6.2.1.There is no impact of the conditions on the controllers’ perceived level of safety.

Questionnaire item

Debriefing notes

LO6.3. Assess the effect of the conditions on possible occurrence and severity of events detrimental to safety.

H6.3.1. Some conditions have a more negative impact on safety than other.

Questionnaire item

Debriefing notes

Number and severity of losses of separation


LO6.4. Assess possible safety hazards between arriving and departing flows.

H6.4.1. There is no safety hazard because of segregation of arriving and departing flows.

Questionnaire item

Debriefing notes



LO7.1. Assess the effect of P-RNAV and A-CDA on gaseous emissions.

H7.1.1. Compared to today, P-RNAV/A-CDA reduces gaseous emissions because of efficient vertical profiles, reduction of level off, reduction of open-loop manoeuvres and stacks.

Questionnaire item

Debriefing notes

Level off events

Vertical and speed profiles

Efficiency Throughput LO8.1. Assess the effect of the conditions on runway capacity.

H8.1.1. In all the conditions with P-RNAV/A-CDA the expected throughput is achieved.

Questionnaire item

Episode 3


Version : 1.00

Page 34 of 178




Debriefing notes

Throughput at FAF

LO9.1. Assess the effect of the conditions on the achievement and on the regularity of spacing at the runway.

H9.1.1. Compared to today, P-RNAV/A-CDA allows for a consistent level of the required spacing on the runway in all the conditions.

Questionnaire item

Debriefing notes

Inter-aircraft spacing

Quality of service

LO9.2. Assess the effect of the conditions on the equal management of arrival flows.

H9.2.1. P-RNAV/A-CDA allows for equal management of arrival flows in all the conditions.

Distribution of manoeuvre instructions per aircraft

Flown trajectories

LO10.1. Assess the effect of the conditions on flight efficiency in terms of vertical and speed profiles.

H10.1.1. Some conditions have a more negative impact on vertical and speed profiles than other.

Level off events


LO10.2. Assess the effect of the conditions on distance flown in terminal area.

H10.2.1. There is no impact of the conditions on the distance flown in terminal area.

Track miles through measured airspace

Efficiency Flight efficiency

LO10.3. Assess the effect of the conditions on fuel consumption in terminal area.

H10.3.1. Some conditions have a more negative impact on fuel consumption than other.

Questionnaire item

Debriefing notes

LO11.1. Assess the effect of the conditions on trajectories dispersion.

H11.1.1. In all the conditions P-RNAV/A-CDA contains the track dispersion.


Flown trajectories


LO11.2. Assess the effect of the conditions on use of LNAV mode.

H11.2.1. In all the conditions P-RNAV/A-CDA allows for limited use of open-loop instructions (e.g. headings).

Questionnaire item

Debriefing notes

1

Episode 3


Version : 1.00

Page 35 of 178


5.2 SIMULATION SETTINGS

5.2.1 Simulated environment

5.2.1.1 Airspace

The first prototyping session considers the execution phase in a dense terminal environment with Performance Based Navigation (PBN) route structures and with a single airport. Normal operation scenario constitutes the main target of the prototyping session. Normal operation scenarios aim at experiencing the different concepts under normal operational conditions. They enable the clarification and the evaluation of the concepts and the associated working methods.

In order to provide sufficient realism the validation scenario is based on and includes all of the airspace of Dublin CTA at and below FL 245; Dublin CTR; portions of Shannon UTA FL 245 – FL 660 and the Shannon CTA at and below FL 245 (Figure 3). The airspace also includes delegated airspace from LATCC, MACC and ScATCC to Dublin ATCC.

The operations are based on future parallel runways RWY 10R/L at Dublin.

Figure 3. Episode 3 TMA prototyping session 1 airsp ace.

All STARs used in the prototyping sessions are P-RNAV STARs. The arrival streams are fed into a Point Merge system (see [19]), with two sequencing legs for delivery to the landing runway via the Merge Point.

All SIDs used in the prototyping sessions are P-RNAV SIDs. The departures are not controlled, but ‘scripted’ (as the focus is not on measuring effects on Departure Controllers). They are organised to fly in accordance with efficient climb profiles and de-conflicted from arrival streams by the placement of altitude constraints at appropriately positioned RNAV waypoints.

The reference route structure before the IAFs, used in the prototyping session, is ARN Version 5 effective from end 2006.

Episode 3


Version : 1.00

Page 36 of 178


No Temporary Segregated Areas (TSA) including prohibited areas, military restricted areas, military exercise and training areas and danger areas are simulated. Consequently, during the first prototyping session no military activity is simulated.

5.2.1.2 Measured and feed sector

The simulated airspace comprises four TMA measured sectors, one tower sector (manned but not measured) and two En Route feed sectors.

All measured sectors are “single man operations” manned by an Executive controller. Each measured sector is associated with a single Controller Working Position (CWP). The following measured sectors are simulated (Table 6).

Table 6. Measured sectors.

Name Code FIR/CTA Category Lateral Limits

Vertical Limits

Number of CWP

Arrival North AN Dublin CTA

Civil Enroute

1 (EC)

Arrival South AS Dublin

CTA Civil

Enroute 1

(EC)

Approach AP Dublin CTA

Civil Approach

1 (EC)

Final FI Dublin CTA

Civil Approach

As notified

As notified

1 (EC)

Total CWP 4

The feed sectors represent the FIR/UIR, state and regional airports that interface with the measured sectors. In order to feed traffic into the simulated measured sectors, parts of London FIR/UIR is included in the simulation area. The feed sectors are developed to assure continuity of control to and from the measured sectors. All feed sectors are hybrid positions. Controller or pseudo pilot support is not required. The following hybrid feed sectors are simulated (Table 7).

Table 7. Hybrid feed sectors.

Name Code FIR/CTA Category Lateral limits

Vertical limits

Number of CWP

Feed North FN

ScATCC

MACC Shannon FIR/UIR

Civil Enroute

1 (EC)

Feed South FS

Shannon FIR/UIR LATCC

Civil Enroute

1 (EC)

Tower TR Dublin Control Zone

Civil Aerodrome

As notified As notified

1 (EC)

Total CWP 3

Episode 3


Version : 1.00

Page 37 of 178


5.2.1.3 Separation standards

Horizontal and vertical separations are applied as follows (Table 8).

Table 8. Separation standards.

Horizontal separation Vertical separation

Application Separation Application Separation

Measured sectors 3 NM Measured sectors 1000 ft

5.2.1.4 Meteorological characteristics

Four different meteorological environments are simulated. Each meteorological environment is designed to reflect prevailing wind conditions for the active runway (headwind, tailwind, northerly and southerly crosswind components). The algorithm for wind changes with altitude applies a continuous change of wind up to 4 times the surface wind and a 30˚ increase of wind origin (written as heading in the Table 9) below 35000 ft. A constant wind with factor 4 and 30° increase of wind origin is applied above 35 000ft. The meteorological environments are as follows (Table 9).

Table 9. Meteorological settings.

METEO Condition Environmental Setting East

Temperature 12˚ Celsius

Surface Wind Velocity 100˚ magnetic / 20 knots

METEO Condition Environmental Setting West



METEO Condition Environmental Setting South



METEO Condition Environmental Setting North



All Meteorological Environments

Wind direction (with altitude) Veering 30˚ up to 35000ft (then linear)

Wind speed (with altitude) Increasing by factor 4 up to 35000ft (then linear)

Atmospheric Pressure (QNH) 1013

Episode 3


Version : 1.00

Page 38 of 178


5.2.2 Traffic

5.2.2.1 Characteristic

5.2.2.1.1 Simulated traffic samples

As highlighted in section 4 above, there is no reference/baseline runs in the simulation, so only 'future' traffic samples are required, in order to expose participating controllers to the considered new concept elements, mature the latter, and obtain initial assessment of their acceptability and feasibility.

Having these objectives in mind, and considering the level of maturity of future concepts studied here, it is not intended to define a traffic that would accurately correspond to a specific date as per the SESAR roadmap. Therefore, even though a 2020 traffic growth scenario is considered here (see below), it is to be seen as a step in the generation of traffic. The traffic samples used in the first prototyping session are actually adapted to fit the purpose of an initial assessment of SESAR concepts for the intermediate timeframe (Service level 2 - i.e. 2015). From this perspective, the main adjustments on traffic aim at obtaining defined arrival/departures rates, and a certain level of inbound traffic metering at the TMA entry points.

The samples are based on data taken, as a starting point, from the CFMU records from 2006 for the three days selected for simulation by Episode 3:

• Tuesday 18th July 2006;

• Friday 21st July 2006;

• Sunday 23rd July 2006.

The raw flight-plan data was processed to exclude all flights planned but not operated on the day in question. Where regulation was applied to a particular flight, the regulated flight plan was chosen in preference to the filed flight plan. These traffic samples were produced by STATFOR based on the STATFOR 06 scenario and projected 2020 traffic assuming high growth. No routes were provided with the traffic samples, as the assumption was made that all aircraft would fly direct from airport of departure to airport of arrival.

Aerodrome of Departure (ADEP) and Aerodrome of Destination (ADES) data for Dublin (EIDW) was extrapolated from each of the traffic samples for use in the prototyping session. The extrapolated traffic samples were analysed to determine the one hour peak periods in each which would be most suitable for the session. The analysis took into account:

• The number of flights in each one hour period;

• The arrival / departure rates for each one hour period.

The above information was used to construct three traffic samples as realistic as possible and best reflecting traffic expectations. Final adjustment and definition of the traffic samples were carried out to represent an AMAN delivered metered traffic flow.

Finally, the three samples constructed vary in terms of level of traffic, expressed in terms of hourly movements at EIDW with parallel runways RWY 10R/L in use.

The three traffic levels are as follows:

• TL60 = 30 arrivals Rwy10R; 30 departures Rwy10L;

• TL70 = 35 arrivals Rwy10R; 35 departures Rwy10L;

• TL80 = 40 arrivals Rwy10R; 40 departures Rwy10L.

Episode 3


Version : 1.00

Page 39 of 178


5.2.2.1.2 Entry conditions

To represent the operation of an advanced AMAN, the traffic of the three samples is “metered”. This allows smooth flow of arriving aircraft entering the simulated area. The metering requirement is based on the planned use of the PMS sequencing legs, i.e. with appropriate metering. Flights in nominal conditions are not expected to fly more than a certain defined portion of these legs before being issued a Direct-to instruction to the merge point.

Moreover the traffic is automatically transferred from the hybrid feed sectors to the arrival measured sectors (namely AN and AS) beyond the TOD point and consequently already in descending status (CDA).

5.2.2.2 Aircraft capabilities

All the traffic is assumed being P-RNAV capable aircraft.

5.2.3 Controllers

5.2.3.1 Participants

Eight controllers, committed by five ANSPs involved in Episode 3 WP5, participate to the first prototyping session: one from DFS, two from ENAV, two from LFV, one from LVNL and two from NATS (Table 10).

In addition, even though they are not Episode 3 partners, the IAA provides two staff controllers to ensure operational support and expertise.

Table 10. Participants.

Air Navigation Service Provider

Personnel participating

DFS (Germany) 1

ENAV (Italy) 2

LFV (Sweden) 2

LVNL (Netherlands) 1

NATS (UK) 2

Episode 3


Version : 1.00

Page 40 of 178


5.2.3.2 Roles and Tasks

For the three measured positions (Arrival, Approach and Final), the P-RNAV/CDA procedure implies specific tasks and phraseology. Those are described in the present section.

Table 11. Controllers' tasks and associated phraseo logy.

ARRIVAL CONTROLLER NORTH (AN)

Tasks 1. Assume and identify aircraft transferred from upstream sectors (Feed North).

2. Issue appropriate P-RNAV arrival clearance and CDA to 11000ft QNH.

3. Before transfer to Approach, instruct aircraft to reduce speed to 250kts IAS (nominal) and transfer aircraft no later than 15NM before NAVAN. Use speed control also to ensure appropriate longitudinal spacing is maintained. If at all possible, do not deviate the aircraft from the P-RNAV procedure track.

Phraseology

1. Aircraft (Callsign), identified, cleared NAVAN Arrival.

2. Continue descent/descend when ready (as appropriate), not below 11000ft QNH.

(may be single transmission, at controller’s discretion)

ARRIVAL CONTROLLER SOUTH (AS)

Tasks 1. Assume and identify aircraft transferred from upstream sectors (Feed South).


3. Before transfer to Approach, instruct aircraft to reduce speed to 250kts IAS (nominal) and transfer aircraft no later than 15NM before KULEN. Use speed control also to ensure appropriate longitudinal spacing is maintained. If at all possible, do not deviate the aircraft from the P-RNAV procedure track.

Phraseology

1. Aircraft (Callsign), identified, cleared KULEN Arrival.



APPROACH CONTROLLER (AP)

Tasks 1. Assume aircraft transferred from Arrival North or South.

2. Issue speed instructions as necessary before sequencing leg (entry conditions: nominally 220kts IAS but subject to prevailing wind situation) to achieve and maintain required longitudinal spacing between aircraft under Approach control. If at all possible, do not deviate the aircraft from the P-RNAV procedure track.

3. Assess relative positions of aircraft ahead in the arrival sequence as well as aircraft on the opposite direction sequencing leg to determine when to issue explicit ‘Direct To’ clearances to RISAP.

4. Once an aircraft’s turn is observed (ensuring clear of possible conflicting traffic), issue further descent clearance to 3000ft QNH and transfer aircraft to Final Director (FI).

Phraseology 1. Aircraft (Callsign), turn left/right (as appropriate), Direct to RISAP.

2. Continue descent 3000ft QNH.

Episode 3


Version : 1.00

Page 41 of 178


FINAL DIRECTOR (FI)

Tasks 1. Assume aircraft and monitor initiated descent.

2. Use speed control to optimise final sequence for required spacing. If at all possible, do not use radar vectors.

3. Transfer aircraft to Tower once established on the localiser. Note: there is no need to instruct the aircraft to intercept the localiser unless aircraft has been deviated from the P-RNAV procedure.

Phraseology None

A typical example of arrival scenario from both North and South sectors is given in Table 12, with controllers instructions in each sector.

Table 12. A typical example of arrival scenario ill ustrating phraseology usage.

Arrival from the North Arrival from the South

AN RYR123 identified, cleared NAVAN Arrival, 11000ft QNH

RYR123 speed 250kts, contact Approach 121.10

AS EIN789 identified, cleared KULEN arrival, 9000ft QNH

EIN789 speed 250kts, contact Approach 121.10

AP RYR123 speed 220kts

RYR123, turn left, direct RISAP

RYR123 continue descent 3000ft QNH, contact Final Director 119.92

AP EIN789 speed 220kts

EIN789, turn right, direct RISAP

EIN789 continue descent 3000ft QNH, contact Final Director 119.92

FI RYR123 speed 200kts

RYR123 190kts, cleared ILS RWY10R, contact TWR 118.60

FI EIN789 speed 210kts

EIN789 180kts, cleared ILS RWY10R, contact TWR 118.60

5.2.3.3 Working position

Each controller working position is equipped with:

• A BARCOTM monitor, with a multi-window working environment;

• A three-button mouse;

• A digital voice communication system (Audio-LAN) with a headset, a loudspeaker, a footswitch and a panel-mounted push-to-talk facility.

5.2.3.4 Tools and HMI

5.2.3.4.1 General characteristics

The HMI used for the RTS is an advanced stripless HMI (ECHOES), including the following main functions:

• Interactive radar labels and aircraft data lists, with colour coding of aircraft planning states;

• Standard On-Line Data Interchange (OLDI) of flight progress data, with SYSCO extensions specifically providing the support for aircraft transfer of communication (i.e. there is no co-ordination of flight parameters);

• Safety Nets: Short Term Conflict Alert (STCA).

Episode 3


Version : 1.00

Page 42 of 178


5.2.4 Pilot working positions

The simulated environment provides pilot working positions enabling “pseudo-pilots” to handle several aircraft at the same time.

Among the available instructions, the pilots have the possibility to execute CDA for each aircraft, typically instructing a slope CDA, to reach a given waypoint at a given altitude. More in detail, while an aircraft is flying with lateral navigation engaged the pilot is able to input a point of the route, and a target altitude/level to be reached at the designated point (consequently, the distance to go (DTG) to the specified point is known).

The airborne system calculates the descent profile, including the TOD, according to:

• The target altitude/level at the prescribed point;

• The need to minimise levelling off segments;

• The altitude/level restrictions (windows) defined as constraints on intermediate points in the procedure;

• The need to keep speed margins (possibility to increase or decrease speed upon ATC instruction during the descent - within the available speed range);

• A prescribed 2° constant slope, provided as an off -line parameter (with a possibility to activate/de-activate this condition offline).

The airborne system manages the descent according to these computations until:

• The designated point is reached;

• Or the pilot manually inputs a vertical rate or stops descent following ATC instruction;

• Or the descent can not be managed according to the constraints anymore while remaining in the safe aircraft flight envelope;

• Or the pilot disengages the lateral navigation (e.g. an open-loop heading instruction is received), and accurate DTG can not be maintained anymore by the airborne system.

The airborne system continuously calculates the descent profile, assess feasibility and adjust rate if needed, in order to consider any perturbations, in particular wind variations. Finally, the airborne system shall modify/update the decent profile to take into account any lateral modifications resulting from ATC instructions (e.g. Direct To, a route change or a speed instruction).

Episode 3


Version : 1.00

Page 43 of 178


5.3 EXPERIMENTAL DESIGN

5.3.1 Experimental variables

The design of the experiment is built around two main independent variables:

• The traffic load with three levels:

o TL60;

o TL70;

o TL80.

• The meteorological conditions with four settings:

o Headwind (E);

o Tailwind (W);

o Northerly crosswind (N);

o Southerly crosswind (S).

The organisation is used as another independent variable later in the validation process when comparisons are performed between the three sessions. The term organisation is used here to describe the combination of a certain number of operational concepts being addressed by the prototyping session (e.g. P-RNAV plus CDA, P-RNAV, CDA plus CTA). Each prototyping session is considered as one specific organisation. In particular, the first session exploits the following concepts (combined):

• P-RNAV + A-CDA + AMAN (scripted traffic emulating the effect of metering obtained through an AMAN).

The dependent variables, corresponding to what is measured and used to assess the impact of the concept under evaluation are presented in the next chapter dedicated to measurements (section 5.4).

5.3.2 Experimental conditions

Given the limited duration of the prototyping sessions, it is not possible to cross all conditions (this would have required 12 runs). As a consequence, all four meteorological conditions are tested for the highest traffic load (TL80 and TL70), but only part of the four settings for T60. Typically, the effect of northerly and southerly crosswind is considered as equivalent, expected to have opposite effects on North and South flows. Whilst in approach phase headwind (E) is assumed to be less challenging than tailwind (W).

As a result, the following conditions are tested:

• TL60 X headwind (E) and TL60 X northerly crosswind (N);

• TL70 X all four meteorological conditions;

• TL80 X all four meteorological conditions.

Finally, 10 runs are planned.

Episode 3


Version : 1.00

Page 44 of 178


5.3.3 Control variables

Other variables can be induced by the simulation characteristics:

• Controller position: even though the operability and acceptability of the P-RNAV and CDA is assessed from the perspective of all positions (Area, Approach, Final), no comparison is planned between them.

5.3.4 Schedule

The first prototyping session is conducted over five days from the 10th to the 14th of November and consists of one day of training followed by four days of measured exercises (Table 13).

Table 13. Schedule of the first prototyping session .

Monday Tuesday Wednesday Thursday Friday

Welcome

Coffee break

Coffee break

Debrief

Run 10

EP3T1M80S

Q & Debrief(+coffee break)

Final Q & Final Debrief

Run 7

EP3T1M80E


Run 8

EP3T1M80N

Lunch Lunch Lunch


Run 3

EP3T1M70E

Q & Debrief

Run 9

EP3T1M80W

Q & Debrief

Run 6

EP3T1M70S

Q & Debrief

Lunch

Run 1

EP3T1M60E

Run 4

EP3T1M70N


Run 5

EP3T1M70W



Run 2

EP3T1M60N

Hands on session 7CDA & P-RNAV

EP3T1T60E


EP3T1T60EHands on session 6

CDA & P-RNAVEP3T1T60E


EP3T1T60E


Presentation onobjectives and concept

airspace, HMI, tools

Hands on session 1 & 2Airspace, HMI and tools

familiarisationEP3T1T60E

Hands on session 3 & 4Airspace, HMI and tools

familiarisationEP3T1T60E

Episode 3


Version : 1.00

Page 45 of 178


The Table 14 explains the name convention adopted for the first prototyping session exercises.

Table 14. Exercise name de-code.

Character Acronym

Description

EP3T EP3_TMA

1; 2 or 3 Prototyping Session number

T or M Training / Measured

60; 70 or 80 Represents the number of hourly movements achieved at Dublin airport.

60 = 30 arrivals Rwy10R; 30 departures Rwy10L



N; S; E or W Represents the wind direction component applied to the exercise to reflect headwind (E), tailwind (W) and crosswind variances (North and South) for Runway 10R operations.

5.3.4.1 Training session

The objective of the training is to:

• Provide the controllers with a sufficient knowledge of the ATM concepts assessed during the simulation;

• Familiarise the controllers with the airspace settings and with the operational procedures and working methods applied during the simulation;

• Provide the controllers with a sufficient knowledge and practice of the platform functions and HMI.

During the training period, the controllers are first given several presentations concerning the simulation objectives, content and organisation, the operational concept, the working procedures and the HMI.

They then participate to series of hands-on exercises. During these exercises, the controllers have the opportunity to rotate over the different measured sectors. First hands-on sessions aim at getting familiar with the airspace, the HMI and the traffic. Once familiarity is gained, additional training runs are used to enable controllers to practice the new route structure and continuous descent approach. TL60 traffic (a reduced version of the sample used in the measured session) is used to prevent the participants from being overloaded by the new features (e.g. procedures, airspace, tools, HMI). The training exercises feature headwind (E).

Episode 3


Version : 1.00

Page 46 of 178


5.3.4.2 Measured session

The measured session consists of performing ten measured runs. Each run lasts approximately 1 hour 15 minutes, enabling to collect 45 minutes of recordings, and is followed by a post-exercise questionnaire and a collective debriefing. In addition, observers present in the operations room capture spontaneous controller comments on the topics of interest, and problems that can occur.

At the end of the simulation period, the participants complete a post-simulation questionnaire. Moreover, a global debriefing is held to obtain further information on their perceived benefits/limits of the concept, the conduct of the experiment and their recommendations and/or requirements on what could be tested during the next prototyping session.

During a measured run, as there are four working positions and eight participants, half of the participants are “spare” and thus free to observe any of the positions.

The seating plan (Table 15) is made to allow, as far as possible, each controller:

• To control at least once on each position;

• To test at least once each of the four weather conditions;

• To control at least once each traffic level.

Table 15. Measured seating plan.

Sector

Runs

AN AS AP FI

Run 1 C1 C2 C3 C4

Run 2 C5 C6 C7 C8

Run 3 C3 C4 C1 C2

Run 4 C7 C8 C5 C6

Run 5 C2 C3 C4 C1

Run 6 C6 C7 C8 C5

Run 7 C4 C1 C2 C3

Run 8 C8 C5 C6 C7

Run 9 C1 C2 C3 C4

Run 10 C5 C6 C7 C8

Episode 3


Version : 1.00

Page 47 of 178


5.4 MEASUREMENTS

5.4.1 Subjective Data Collection Methods

5.4.1.1 Briefing

Daily briefing: At the beginning of each day, the operational experts brief the controllers about the objectives and the general organisation of the day.

5.4.1.2 Debriefing

A post run debriefing is conducted at the end of each run to enable participants to discuss their feeling regarding the feasibility and the acceptability of the tested concept, and evoke more specifically what they experienced during the run, e.g. confirm appropriateness of procedures, discuss usability of the phraseology, describe problems or difficulties encountered.

Daily debriefings take place at the end of each day to collate participants’ feedback over the three daily runs and discuss specific topics of interest.

In addition a final debriefing is conducted at the end of the session to collect feedback regarding the acceptability of the concept, improvements required and issues to investigate during the following prototyping session.

5.4.1.3 Questionnaires

5.4.1.3.1 Pre-simulation questionnaire

The aim of the pre-simulation questionnaire is to capture information about the experience of the participants, their willingness to participate, and their level of knowledge of the main operational concepts evaluated during the prototyping sessions. A sample is presented in 11.2.1.

5.4.1.3.2 Post-exercise questionnaire

The aim of the post-exercise questionnaire is to collect immediate feedback on the run, with a specific focus on:

• Workload;

• Situation Awareness;

• Feasibility and acceptability (of the concept and the induced new working method).

A sample is presented in 11.2.2.

5.4.1.3.3 Post-session questionnaire

At the end of each prototyping session, a specific questionnaire is distributed to capture the global acceptability of the organisation, the working methods and procedures as well as collect suggestions for improvements and for open issues to investigate in following prototyping sessions. A sample is presented in 11.2.3.

Episode 3


Version : 1.00

Page 48 of 178


5.4.1.4 Observations

Some elements of the experiment cannot be recorded from the simulation platform and hardly from the feedback of the controllers. Therefore, it is necessary to collect observations. Several means are used during the experiment to do so:

• SME observation: Subject Matter Experts (SMEs) observe some positions focusing on important points of the session;

• Human factors observation: Human factor experts follow the prototyping sessions and note relevant events to be discussed later, during either collective or individual debriefing sessions;

• Screen captures: On request, the supervision is capable of taking screen captures of any working positions.

5.4.2 Objective measurements

5.4.2.1 General requirements

Several aspects are assessed by objective data, collected by means of system recordings all along the runs. The recorded data concern controller and pilot inputs, communications (R/T and telephone) and aircraft navigation data.

The MUDPIE (Multiple User Data Processing Interactive Environment) analysis tool is used both to retrieve the recorded data (AIR, TELECOM and CWP) from the simulation platform and to deliver them in a format that can be used for data analysis and exploration.

5.4.2.2 Data samples

Recording period: data are collected during all the duration of the run (approximately 1h) and comprise also the traffic build-up period.

Analysis period: starts when the first aircraft of the traffic sample reaches the FAF. The following 45 minutes of data are analyzed, using one of the following data samples, depending on the metric:

• Data sample 1: subset of aircraft corresponding to all arrival flights that flew the full TMA airspace during the analysis period. As a result, each concerned aircraft should have passed the IAF (NAVAN or KULEN) and the FAF (FAP10) during the analysis period.

• Data sample 2: subset of aircraft corresponding to all arrival flights that passed the FAF during the analysis period.

• Data sample 3: subset of aircraft corresponding to all arrival flights present in the TMA sector during the analysis period.

• Data sample 4: subset of aircraft corresponding to all flights present in the TMA sector during the analysis period.

Episode 3


Version : 1.00

Page 49 of 178


5.4.2.3 Metrics specification

To test the hypotheses listed in Table 5, a set of metrics has been defined.

Considered as dependent variables, each metric specified is expected to provide an indication of one or more KPA, as summarised in Table 16.

The detailed description of the metrics, including their objective, description, KPA concerned, data sample considered, type of analysis to be conducted and an illustration of how the results will be displayed is presented in 11.1. In addition, in this description, when available, a reference to the metrics proposed in the EP3 Performance Framework [4] is made.

Table 16. List of Episode 3 TMA prototyping session 1 metrics, with associated KPA.

KPA

Metric

Capacity Efficiency Environment Operability Safety Predictability

Flown trajectories X X X

Geographical distribution of manoeuvre instructions X X X

Instructions repartition X X X

Inter aircraft spacing X X X

Level off events X X


X

Throughput at the FAF X


X

Vertical and speed profiles X X

Episode 3


Version : 1.00

Page 50 of 178



6.1 OBJECTIVES

6.1.1 Feedback from session 1

The conduct of the first prototyping session enabled to test the concept of A-CDA in a P-RNAV environment. The general feedback was positive, even though few comments led to modifications in the airspace design and in the traffic preparation. Indeed, to account for the demand of a safe PMS design, the route structure was modified with no more head on convergence at same level to same point. To account for critics on the ideal metering conditions, larger clusters of aircraft on each IAF (from one to three aircraft per cluster, with gaps between clusters) were introduced. These changes led to adjustments of the session objectives, as described below.


Considering results from the first prototyping session and changes on the airspace, the main objectives of the second prototyping session are:

• To assess the acceptability and operational feasibility of A-CDA down to FAF in the improved P-RNAV environment from the controllers’ perspective (e.g. tasks, roles, working method);

• To assess the impact of respecting the time constraints on the IAF (CTA) on the acceptability and feasibility of A-CDA down to FAF in P-RNAV environment;

• To assess the impact of cluster size on the acceptability and feasibility of adhering to an RBT, while performing an A-CDA down to FAF in P-RNAV environment.

The traffic is scripted to reflect the level of metering that could be achieved to the IAF through an arrival manager (AMAN ) and the respect of controlled time of arrival (CTA) in upstream sectors. The impact of arrival aircraft flying a CTA on the feasibility of A-CDA and P-RNAV is also investigated. Last of all, the compatibility with departures (scripted continuous climb departure) is also looked at.

Note: the scope of the session is TMA. For short haul flights, A-CDA is from TOD to FAF. Longer haul flights enter the simulated airspace while already in descent, following a CDA procedure assumed to have been issued in a previous sector, e.g. in E-TMA.

The general aim of assessing feasibility and operational acceptability is broken down into the following set of objectives related to the Key Performance Areas of interest for the concept element (Table 17).

Episode 3


Version : 1.00

Page 51 of 178


Table 17. Episode 3 TMA prototyping session 2 high level objectives.


Familiarisation


Operability

Roles and tasks

Workload

Situation awareness

Safety



Workload Capacity

Throughput


Flight efficiency



Among the various low level objectives and associated hypotheses listed in Table 19, the following ones are considered as the main ones:

• Assess the feasibility of the P-RNAV/A-CDA in the improved environment;

• Assess the controller’s acceptance of the procedure proposed for P-RNAV/A-CDA, including their perceived benefits and limitations;

• Assess the impact of aircraft on CTA on area controller working methods and on approach controller strategies;

• Assess the impact of P-RNAV/A-CDA on:



• Assess the impact of cluster size (Table 18) on:

o Operability in terms of compatibility between metering (CTA/RTA) and separation;



Note: it is expected that increasing the cluster size results in an increased need for ATC interventions for separation purposes - because with larger clusters, inter aircraft spacing mechanically take different values (sometimes smaller, sometimes larger) and RTA does not provide sufficient accuracy/containment for separation.

Episode 3


Version : 1.00

Page 52 of 178


Table 18. Expected impact of cluster size on separa tion issues and RBT adherence.

Cluster size Separation issue RBT adherence

Small (1) Ideal regular spacing, no separation issue before IAF and no intervention.

High 2D NAV full time

CDA full time

CTA/RTA full time

Medium (2/3) Some separation issues before IAF, few interventions hence need to act on either speed, vertical or lateral for a short period of time.

Medium 2D NAV < e.g. 80%

or CDA < e.g. 80%

or CTA/RTA < e.g. 80%

Large (4/5) Frequent separation issues before IAF, numerous interventions.

Low 2D NAV < e.g. 50%

or CDA < e.g. 50%

or CTA/RTA < e.g. 50%

In the absence of a baseline (see §4), the second session does not enable an objective comparison with current situation -i.e. based on objective performance metrics. However, the validation team collects subjective data, essentially through questionnaire items, in order to assess perceived benefits and limitations of the simulated situation compared to the current one.

The use of a same traffic still enables comparison between session 1 and session 2, typically aiming at assessing the benefits of the improved airspace design.

Finally, Table 32 provides the list of measurements planned in the second prototyping session to address quantitatively some aspects of the session objectives.

Episode 3


Version : 1.00

Page 53 of 178


Table 19. Episode 3 TMA prototyping session 2 low l evel objectives and related hypotheses. 1



LO1.1. Train the controllers on the P-RNAV procedures and the PMS working method.


Questionnaire item

Debriefing notes

LO1.2. Train the controllers on the A-CDA concept and use.


Questionnaire item

Debriefing notes

N/A

Familiarisation

LO1.3. Train the controllers on the CTA concept and its potential impact on their working practice.

H1.3.1. The controllers have sufficient training to allow them to familiarise themselves with the CTA concept and how it is used during the simulation.

Questionnaire item

Debriefing notes

LO2.1. Define the P-RNAV/A-CDA working method.

LO2.2. Assess the feasibility and controllers’ acceptance of the defined P-RNAV/A-CDA working method, with aircraft arriving on CTA.

H2.2.1. The defined P-RNAV/A-CDA working method is feasible and acceptable to the controller.

H2.2.2. The area controllers are not able to apply strictly the RBT/CTA requirements, i.e. adhere to trajectory and let aircraft achieve time constraint on IAF.

Questionnaire item

Debriefing notes


Geographical distribution of manoeuvre instructions

LO2.3. Assess the impact of the cluster size and of meteorological conditions on the feasibility and controllers’ acceptance of the P-RNAV/A-CDA working method, with aircraft arriving on CTA.

H2.3.1. The P-RNAV/A-CDA working method is less feasible and acceptable with larger clusters than with smaller ones (see Table 18).

H2.3.2. The P-RNAV/A-CDA working method is feasible and acceptable to controllers under different meteorological conditions.

Questionnaire item

Debriefing notes


LO2.4. Assess the suitability in the context of a dense terminal area of the P-RNAV/A-CDA concept.


Questionnaire item

Debriefing notes

Level events

Episode 3


Version : 1.00

Page 54 of 178




Vertical profiles



Questionnaire item

Debriefing notes

Flown trajectories



Questionnaire item

Debriefing notes

LO2.7. Define the phraseology which supports the defined P-RNAV/A-CDA working method.


H2.7.1. The defined phraseology is appropriate and easy to understand.

Questionnaire item

Debriefing notes

Roles and tasks LO3.1. Assess the impact of the conditions on controllers’ roles, responsibilities and task distribution.

H3.1.1. Compared to today, P-RNAV/A-CDA allows for better task allocation between controllers in TMA airspace.

Questionnaire item

Debriefing notes




H4.1.1. Compared to today, with P-RNAV/A-CDA, a reduction in instructions leads to a reduction in workload.

Questionnaire item

Debriefing notes


Safety

Capacity

Operability

Workload

LO4.2. Assess the effect of the conditions on the controllers’ workload.

H4.2.1. With larger clusters the level of workload is increased but still remains acceptable.

Questionnaire item

Debriefing notes


Geographical distribution

Episode 3


Version : 1.00

Page 55 of 178




of instructions

H4.2.2. With adverse meteorological conditions (crosswind) the level of workload is increased especially for the approach controller but still remains acceptable.

Questionnaire item

Debriefing notes



LO5.1. Assess the effect of the P-RNAV/A-CDA working method on controllers’ perceived situation awareness.

H5.1.1. Compared to today, P-RNAV/A-CDA (especially with metering) enables earlier anticipation by controllers

H5.1.2. P-RNAV contributes to maintaining a clear picture of the traffic.

H5.1.3. Compared to today, CDA degrades the situation awareness, e.g. in preventing controllers from knowing when exactly aircraft will initiate their descent.

Questionnaire item

Debriefing notes


Situation awareness

LO5.2. Assess the effect of the conditions (cluster size and meteorological conditions) on controllers’ situation awareness.

H5.2.1. There is no impact of the conditions on the controllers’ situation awareness.

Questionnaire item

Debriefing notes



Questionnaire item

Debriefing notes



Questionnaire item

Debriefing notes

Safety



H6.3.1. Some conditions have a more negative impact on safety than other (e.g. larger clusters and crosswind conditions).

Questionnaire item

Debriefing notes


Episode 3


Version : 1.00

Page 56 of 178






Questionnaire item

Debriefing notes



LO7.1. Assess the effect of P-RNAV and A-CDA on gaseous emissions.


Questionnaire item

Debriefing notes

Level off events


Throughput LO8.1. Assess the effect of the conditions on runway capacity.

H8.1.1. In all the conditions with P-RNAV/A-CDA the expected throughput is achieved.

Questionnaire item

Debriefing notes

Throughput at FAF

LO9.1. Assess the effect of the conditions on the achievement and on the regularity of spacing at the runway.

H9.1.1. Compared to today, P-RNAV/A-CDA allows for a consistent level of the required spacing on the runway in all the conditions.

Questionnaire item

Debriefing notes


Efficiency

Capacity

Quality of service

LO9.2. Assess the effect of the conditions on the equal management of arrival flows.

H9.2.1. P-RNAV/A-CDA allows for equal management of arrival flows in all the conditions.


Flown trajectories

LO10.1. Assess the effect of the conditions on flight efficiency in terms of vertical and speed profiles.

H10.1.1. Some conditions have a more negative impact on vertical and speed profiles than other (e.g. larger clusters and crosswind conditions).

Level off events


Efficiency Flight efficiency

LO10.2. Assess the effect of the conditions on distance flown in terminal

H10.2.1. Some conditions have a more negative impact on the distance flown in terminal area (e.g. larger clusters and


Episode 3


Version : 1.00

Page 57 of 178




area. crosswind conditions).

LO10.3. Assess the effect of the conditions on fuel consumption in terminal area.

H10.3.1. Some conditions have a more negative impact on fuel consumption than other (e.g. larger clusters and crosswind conditions).

Questionnaire item

Debriefing notes

LO11.1. Assess the effect of the conditions on trajectories dispersion.

H11.1.1. In all the conditions P-RNAV/A-CDA contains the track dispersion.

Flown trajectories Predictability Trajectory predictability

LO11.2. Assess the effect of the conditions on use of LNAV mode.

H11.2.1. With larger clusters, there is a more limited use of LNAV mode, i.e. an increased use of open-loop instructions.

Questionnaire item

Debriefing notes

1

Episode 3


Version : 1.00

Page 58 of 178




6.2.1.1 Airspace

The second prototyping session still considers the execution phase in a dense terminal environment with Performance Based Navigation (PBN) route structures and with a single airport. Normal operation scenario constitutes the main target of the prototyping session. Normal operation scenario aims at experiencing the different concepts under normal operational conditions. They enable the clarification and the evaluation of the concepts and the associated working methods.

In order to provide sufficient realism the validation scenario is based on and includes all of the airspace of Dublin CTA at and below FL 245; Dublin CTR; portions of Shannon UTA FL 245 – FL 660 and the Shannon CTA at and below FL 245 (Figure 4). The airspace also includes delegated airspace from LATCC, MACC and ScATCC to Dublin ATCC.

The operations are based on future parallel runways RWY 10R/L at Dublin, with RWY10L dedicated to departures only and RWY10R to arrivals only.


All STARs used in the prototyping sessions are P-RNAV STARs. The arrival streams are fed into a Point Merge system [19], with two sequencing legs for delivery to the landing runway via the Merge Point.

Feedback collected during the first prototyping session highlighted concerns due to the potential head-on convergence of the North and South flows towards the merge point. The design of the point merge system was modified accordingly (Figure 4).

All SIDs used in the prototyping sessions are P-RNAV SIDs. The departures are not controlled, but scripted, as the focus is not on measuring effects on Departure Controllers. They are organised to fly in accordance with efficient climb profiles and de-conflicted from

Episode 3


Version : 1.00

Page 59 of 178


arrival streams by the placement of altitude constraints at appropriately positioned RNAV waypoints.

The reference route structure before the IAFs, used in the prototyping session, are ARN Version 5 effective from end 2006.

No Temporary Segregated Areas (TSA) including prohibited areas, military restricted areas, military exercise and training areas and danger areas are simulated. Consequently, during the second prototyping session no military activity is simulated.



All measured sectors are single man operations manned by an Executive controller. Each measured sector is associated with a single Controller Working Position (CWP). The following measured sectors are simulated (Table 20).



Vertical Limits

Number of CWP


Civil Enroute

1 (EC)

Arrival South

AS Dublin CTA

Civil Enroute

1 (EC)


Civil Approach

1 (EC)

Final FI Dublin CTA

Civil Approach

As notified

As notified

1 (EC)

Total CWP 4

The feed sectors represent the FIR/UIR, state and regional airports that interface with the measured sectors. In order to feed traffic into the simulated measured sectors, parts of London FIR/UIR is included in the simulation area. The feed sectors are developed to assure continuity of control to and from the measured sectors. All feed sectors shall be hybrid positions. Controller or pseudo pilot support is not required. The following hybrid feed sectors are simulated (Table 21).



Vertical Limits

Number of CWP

Feed North

FN

ScATCC


Civil Enroute

1 (EC)

Feed South

FS Shannon FIR/UIR LATCC

Civil Enroute

1 (EC)


Civil Aerodrome


1 (EC)

Total CWP 3

Episode 3


Version : 1.00

Page 60 of 178



Horizontal and vertical separation are applied as follows (Table 22).


Horizontal Separation Vertical separation


Measured Sectors 3 NM Measured Sectors 1000 ft


Three different meteorological environments are simulated. Each meteorological environment is designed to reflect prevailing wind conditions for the active runway (headwind, northerly and southerly crosswind components). The algorithm for wind changes with altitude applies a continuous change of wind up to 4 times the surface wind and a 30˚ increase of wind origin (written as heading in Table 23) below 35000 ft. A constant wind with factor 4 and 30° increase of wind origin is applied above 35000ft. The meteorological environments are as follows (Table 23).


METEO Condition Environmental Setting East Temperature 12˚ Celsius Surface Wind Velocity 100˚ magnetic / 20 knots

METEO Condition Environmental Setting South Temperature 12˚ Celsius Surface Wind Velocity 190˚ magnetic / 15 knots

METEO Condition Environmental Setting North Temperature 12˚ Celsius Surface Wind Velocity 010˚ magnetic / 15 knots

All Meteorological Environments Wind direction (with altitude) Veering 30˚ up to 35000ft (then linear) Wind speed (with altitude) Increasing by factor 4 up to 35000ft (then

linear) Atmospheric Pressure (QNH) 1013

6.2.2 Traffic




Having these objectives in mind, and considering the level of maturity of future concepts studied here, it is not intended to define a traffic that would accurately correspond to a specific date as per the SESAR roadmap. Therefore, even though a 2020 traffic growth scenario is considered here (see below), it is to be seen as a step in the generation of traffic. The traffic samples used in the second prototyping session are actually adapted to fit the purpose of an initial assessment of SESAR concepts for the intermediate timeframe (Service level 2 - i.e. 2015). From this perspective, the main adjustments on traffic aim at obtaining defined arrival/departures rates, and a certain level of inbound traffic metering at the TMA entry

Episode 3


Version : 1.00

Page 61 of 178


points. More details on the metering are provided in the section 6.2.2.1.2 focusing on entry conditions.





The raw flight-plan data was processed to exclude all flights that were planned but did not operate on the day in question. Where regulation was applied to a particular flight, the regulated flight plan was chosen in preference to the filed flight plan. These traffic samples were produced by STATFOR based on the STATFOR 06 scenario and projected 2020 traffic assuming high growth. No routes were provided with the traffic samples, as the assumption was made that all aircraft would fly direct from airport of departure to airport of arrival.

Aerodrome of Departure (ADEP) and Aerodrome of Destination (ADES) data for Dublin (EIDW) was extrapolated from each of the traffic samples used in the prototyping session. The extrapolated traffic samples were analysed to determine the one hour peak periods which would be most suitable for the session. The analysis took into account:



The above information was used to construct traffic samples as realistic as possible and best reflecting traffic expectations. Final adjustment and definition of the traffic samples was carried out to represent an AMAN delivered metered traffic flow.

The traffic level expressed in terms of hourly movements at EIDW with parallel runways RWY 10R/L in use is 80, with 40 arrivals on Runway10R and 40 departures on Runway10L.


To represent the operation of an advanced AMAN, the traffic is metered. This allows smoothing the flow of arriving aircraft entering the simulated area towards the IAFs. The metering requirement is based on the planned use of the PMS sequencing legs, i.e. with appropriate metering, in nominal conditions the flights are not expected to fly more than a certain defined portion of these legs before being issued a Direct-to instruction to the merge point. As mentioned in §6.1, CTA times are scripted in the traffic.

The entry conditions also reflect the “cluster size” condition tested (Table 24). A cluster is defined based on spacing between successive aircraft at runway according to estimated time (if nothing is done). The definition is compliant with the +/- 30s tolerance window allocated to the CTAs at IAFs. It may happen that the clusters are propagated to a single IAF, causing separation issues prior to sequencing legs entry. Otherwise, clusters raising separation issues at runway are expected to be handled by means of PMS (sequencing legs engagement). North and South arrival flows are balanced, with 20 aircraft on each flow. Three cluster size conditions are planned (Table 25).

Episode 3


Version : 1.00

Page 62 of 178


Table 24. Illustration of entry conditions.

Number of aircraft in the cluster Illustration

Entry condition 1 1

4 cluster size 1

Entry condition 2

2

1 cluster size 2 and 2 cluster size 1

Entry condition 3 3

1 cluster size 3 and 1 cluster size 1

Table 25. Number of clusters per condition.

Condition (cluster size)

1 2 3

Number of size 1 clusters 40 16 16

Number of size 2 clusters / 12 /

Number of size 3 clusters / / 8

The traffic is automatically transferred from the hybrid feed sectors to the arrival measured sectors (namely AN and AS) beyond its TOD point and consequently already in descending status (CDA).


For the second prototyping session:

• All the traffic is assumed being P-RNAV capable aircraft;

• All the traffic is assumed being RTA capable aircraft.

90s 90s 90s

30s 90s 120s

60s 60s 120s

Episode 3


Version : 1.00

Page 63 of 178


6.2.3 Controllers


Eight controllers, committed by five ANSPs involved in Episode 3 WP5, participate to the second prototyping session: one from DFS, two from ENAV, two from LFV, one from LVNL and two from NATS (Table 26).

In addition, even though they are not Episode 3 partners, the IAA provides two staff controllers to ensure operational support and expertise.




DFS (Germany) 1

ENAV (Italy) 2

LFV (Sweden) 2


NATS (UK) 2







3. Before transfer to Approach, instruct aircraft to reduce speed to 260kts IAS (if appropriate in the prevailing wind and traffic conditions) and transfer aircraft no later than 15NM before NAVAN. Use speed control also to ensure appropriate longitudinal spacing is maintained. If at all possible, do not deviate the aircraft from the P-RNAV procedure track.

Phraseology

1. Aircraft (Callsign), identified, cleared NAVAN Transition.






3. Before transfer to Approach, instruct aircraft to reduce speed to 260kts IAS (if appropriate in the prevailing wind and traffic conditions) and transfer aircraft no later than 15NM before RORAN. Use speed control also to ensure appropriate longitudinal spacing is maintained. If at all possible, do not deviate the aircraft from the P-RNAV procedure track.

Phraseology

1. Aircraft (Callsign), identified, cleared RORAN Transition.



Episode 3


Version : 1.00

Page 64 of 178



Tasks 1. Assume aircraft transferred from Arrival North or South.

2. Issue speed instructions as necessary before sequencing leg (entry conditions: nominally 220kts IAS but subject to prevailing wind situation) to achieve and maintain required longitudinal spacing between aircraft under Approach control. If at all possible, do not deviate the aircraft from the P-RNAV procedure track.

3. Assess relative positions of aircraft ahead in the arrival sequence as well as aircraft on the opposite direction sequencing leg to determine when to issue explicit Direct-to clearances to either NUTTA or SORRO depending on STAR in use.

4. Issue further descent clearance to 3000ft QNH and transfer aircraft to Final Director (FI).

Phraseology 1. Aircraft (Call sign); Turn left Direct to NUTTA / Turn right Direct to SORRO (as appropriate).


FINAL DIRECTOR (FI)




Phraseology None

A typical example of arrival scenario from both North and South sectors is given in Table 28, with controllers instructions in each sector.

Table 28. A typical example of arrival scenario ill ustrating phraseology usage.


AN RYR123 identified, cleared NAVAN Transition, 9000ft QNH

RYR123 speed 260kts, contact Approach 121.10

AS EIN789 identified, cleared RORAN Transition, 8000ft QNH

EIN789 speed 260kts, contact Approach 121.10


RYR123, turn left, direct NUTTA



EIN789, turn right, direct SORRO











Episode 3


Version : 1.00

Page 65 of 178






• Standard On-Line Data Interchange (OLDI) of flight progress data, with SYSCO extensions specifically providing the support for aircraft transfer of communication i.e. there is no co-ordination of flight parameters;



The simulated environment provides pilot working positions enabling pseudo-pilots to handle several aircraft at the same time.

Among the available instructions, the pilots have the possibility to execute CDA for each aircraft, typically instructing a slope CDA, to reach a given waypoint at a given altitude. More in detail, while an aircraft is flying with lateral navigation engaged the pilot is able to input a point of the route, and a target altitude/level to be reached at the designated point (consequently, the distance to go (DTG) to the specified point is known).





• The need to keep speed margins, i.e. the possibility to increase or decrease speed upon ATC instruction during the descent - within the available speed range;

• A prescribed 2° constant slope, provided as an off -line parameter, with a possibility to activate/de-activate this condition offline.


• The designated point is reached; or

• The pilot manually inputs a vertical rate or stops descent following ATC instruction; or

• The descent can not be managed according to the constraints anymore while remaining in the safe aircraft flight envelope; or

• The pilot disengages the lateral navigation (e.g. an open-loop heading instruction is received), and accurate DTG can not be maintained anymore by the airborne system.

The airborne system continuously calculates the descent profile, assess feasibility and adjust rate if needed, in order to consider any perturbations, in particular wind variations. Finally the airborne system shall modify/update the decent profile to take into account any lateral modifications resulting from ATC instructions (e.g. Direct-to, route change or speed instruction).

Episode 3


Version : 1.00

Page 66 of 178




The design of the experiment is built around two main independent variables:

• V1: Cluster size at IAF, with three levels:

o 1: only single aircraft;

o 2: clusters of two aircraft, plus some single aircraft;

o 3: clusters of three aircraft, plus some single aircraft.

This variable is used to assess the impact of the cluster size on the feasibility and acceptability of A-CDA and P-RNAV. As described in Table 18, it is expected that handling larger clusters reduces the use and benefits of P-RNAV, A-CDA and RBT adherence.

• V2: meteorological conditions with three levels:

o Headwind (E);

o Northerly crosswind (N);

o Southerly crosswind (S).

This variable is used to assess the impact of meteorological conditions on P-RNAV and A-CDA feasibility and operability.

Note: The dependent variables, corresponding to what is measured and used to assess the impact of the concept under evaluation are presented in the next chapter dedicated to measurements (section 6.4).


To cross the three levels of the two independent variables, nine experimental conditions are required. As a result, the following conditions are considered:

• Headwind with cluster 1, Headwind with cluster 2, Headwind with cluster 3;

• South crosswind with cluster 1, South crosswind with cluster 2, South crosswind with cluster 3;

• North crosswind with cluster 1, North crosswind with cluster 2, North crosswind with cluster 3.

To take advantage of the time available for the prototyping session, a tenth run is planned to give controllers a second opportunity to try the cluster 3 condition affected by crosswind, which is assumed to be more challenging in terms of perturbations injected.

Episode 3


Version : 1.00

Page 67 of 178



Other variables can be induced by the simulation characteristics:

• Controller position: even though the operability and acceptability of the P-RNAV and CDA are assessed from the perspective of all positions (Area, Approach, Final), no comparison is planned between them;

• Traffic samples: Two different but comparable7 traffic samples are used in order to minimise the learning effect and to prevent the controllers from getting too familiar with the traffic scenarios.

6.3.4 Schedule

The second prototyping session is conducted over five days from the 8th to the 12th of December 2008 and consists of half a day training followed by four days of measured exercises. The last slot of the simulation session is used for spare run, final debriefings and questionnaire (Table 29).

The run plan was designed in order to reflect:

• Three wind conditions (E, N, S);

• Two traffic samples (AM and PM);

• Three cluster levels (1, 2 and 3);

• Progressive increase of complexity, with a progressive increase in cluster size.

Table 29. Schedule of the second prototyping sessio n.

Monday8th Dec

Tuesday9th Dec

Wednesday10th Dec

Thursday11th Dec

Friday12th Dec

Q & Debrief Q & Debrief Q & Debrief Q & DebriefCoffee break Coffee break Coffee break Coffee break Coffee break

Debrief Q & Debrief Q & Debrief Q & Debrief

Q & Debrief Q & Debrief Q & Debrief Q & DebriefCoffee break Coffee break Coffee break Coffee break

End of day Debrief

Run 3

T2M80SP1

End of day Debrief

Run 10

T2M80SA3

Spare runRun 8

T2M80NA3

Run 9

T2M80SP3

Run 6

T2M80NP2Final Q & Final Debrief

Run 2

T2M80NA1

Run 5

T2M80SA2

End of day Debrief End of day Debrief

Run 1

T2M80EP1

Lunch

Welcome

Objectives, concept,airspace, HMI and tools

Hands on sessionAirspace, HMI, toolsCDA / P-RNAV / CTA

Lunch Lunch Lunch

Run 7

T2M80EA3

Run 4

T2M80EA2

7 The traffic is similar in terms of load and complexity. The two samples present the same characteristics (same load level, same aircraft capabilities). Their difference mainly lies in aircraft identification and a slightly different structure of the traffic.

Episode 3


Version : 1.00

Page 68 of 178


The Table 30 explains the name convention adopted for the second prototyping session exercises.


Character Acronym

Description

T Episode 3 TMA.

1; 2 or 3 Prototyping Session number.

T or M Training / Measured.

80 Represents the number of hourly movements achieved at Dublin airport.

80 = 40 arrivals Rwy10R; 40 departures Rwy10L.

N/S/E Represents the wind direction component applied to the exercise to reflect headwind (E for East), and crosswind variances (N and S for North and South) for Runway 10R operations.

P/A Represents the period of day, with afternoon (P for PM) and morning (A for AM).

1/2/3 Represents the size of clusters at IAF (i.e. number of aircraft arriving in clusters), from 1 to 3.


The objectives of the training are to:





They then participate in a hands-on session. During the session, the controllers have the opportunity to rotate over the different measured sectors. The first aim of the session is to get the participants familiar with the airspace, the HMI and the traffic. Once familiarity is gained, additional training run are used to enable controllers to practice the new route structure and the continuous descent approach. The training exercises are based on traffic samples presenting the same characteristics as the ones used for the measured exercises.

Episode 3


Version : 1.00

Page 69 of 178



The measured session consists of performing ten measured runs (the last one being a spare run). Each run lasts approximately 1 hour 15 minutes, enabling to collect 45 minutes of recordings, and is followed by a post-exercise questionnaire and a collective debriefing. In addition, observers present in the operations room capture spontaneous controller comments on the topics of interest and problems that can occur.

At the end of the simulation period, the participants are asked to complete a post-simulation questionnaire. Moreover, a global debriefing is planned to obtain further information on their perceived benefits/limits of the concept, the conduct of the experiment and their recommendations and/or requirements on what could be tested during the next prototyping session.

During a measured run, as there are four working positions and eight participants, half of the participants are spare and thus free to observe any of the positions.

The seating plan (Table 31) is made to allow, as far as possible, each controller:

• To control at least once on each position;

• To test at least once each of the three wind conditions;

• To control at least once each cluster level.


Sector

Runs

AN AS AP FI

Run 1 C1 C2 C3 C4

Run 2 C5 C6 C7 C8

Run 3 C3 C4 C1 C2

Run 4 C7 C8 C5 C6

Run 5 C2 C3 C4 C1

Run 6 C6 C7 C8 C5

Run 7 C4 C1 C2 C3

Run 8 C8 C5 C6 C7

Run 9 C1 C2 C3 C4

Run 10 C5 C6 C7 C8

Episode 3


Version : 1.00

Page 70 of 178


6.4 MEASUREMENTS


6.4.1.1 Briefing

Daily briefing: At the beginning of each day, the objectives and the general organisation of the day is presented to the controllers.

6.4.1.2 Debriefing

A post run debriefing is conducted at the end of each run to enable participants to discuss their feeling regarding the feasibility and the acceptability of the tested concept, and evoke more specifically what they experienced during the run, (e.g. confirm appropriateness of procedures, discuss usability of the phraseology, describe problems or difficulties encountered).





The aim of the Pre-Simulation questionnaire is to capture information about the experience of the participants, their willingness to participate, and their level of knowledge of the main operational concepts evaluated during the prototyping sessions. A sample is presented in 11.3.1.



• Workload;


• Feasibility and acceptability of the concept and the induced new working method.




Episode 3


Version : 1.00

Page 71 of 178



Some elements of the experiment can not be recorded from the simulation platform and hardly from the feedback of the controllers. Therefore, it is necessary to collect observations. Several means are used during the experiment to do so:

• SME Observation: Subject Matter Experts (SMEs) observe some positions focusing on some important points of the session;








Recording period: data are collected during all the duration of the run (approximately one hour) and comprise also the traffic build-up period.

Analysis period: starts when the first aircraft of the traffic sample reaches the FAF. The following 45 minutes of data are analysed, using one of the following data samples, depending on the metric:

• Data sample 1: subset of aircraft corresponding to all arrival flights that flew the full TMA airspace during the analysis period. As a result, each concerned aircraft should have passed the IAF (NAVAN or KULEN) and the FAF (FAP10) during the analysis period;

• Data sample 2: subset of aircraft corresponding to all arrival flights that passed the FAF during the analysis period;

• Data sample 3: subset of aircraft corresponding to all arrival flights present in the TMA sector during the analysis period;


Episode 3


Version : 1.00

Page 72 of 178


6.4.2.3 Metrics specifications

To test the hypotheses listed in section 6.1.3 (Table 19), a set of metrics has been defined.

Considered as dependent variables, each metric specified is expected to provide an indication of one or more KPA, as summarised in Table 32.

The detailed description of the metrics, including their objective, description, KPA concerned, data sample considered, type of analysis to be conducted and an illustration of how the results will be displayed is presented in 11.1. In addition, in these descriptions, when available, a reference to the metrics proposed in the EP3 Performance Framework [4] is made.


KPA

Metric








X



X


Episode 3


Version : 1.00

Page 73 of 178



7.1 OBJECTIVES

7.1.1 Feedback from session 2

The conduct of the second prototyping session enabled to test the concept of A-CDA in an improved P-RNAV environment, with arrivals aircraft on CTA. The general feedback was positive. The improvement of the route was felt safer and the introduction of clusters increased the traffic realism. To go a step further, it was decided to simulate the aircraft RTA function (enabling CTA achievement by aircraft), also supposed to provide realistic traffic conditions. Because of limited duration of the session, the introduction of RTA function replaced the cluster size variable used in the previous session.


Considering results from the previous prototyping sessions, the main objectives of the third session are:

• To confirm the acceptability and operational feasibility of A-CDA down to FAF in the improved P-RNAV environment from the controllers’ perspective;

• To assess the impact of aircraft flying to meet time constraints on the IAF (CTA) on the controllers’ acceptability and operational feasibility;

• To assess the impact of mixed RTA equipage conditions on the feasibility and controllers’ acceptance of the proposed working method.

The main focus of the third prototyping session is the assessment of controllers’ acceptability of aircraft flying to meet time constraints on the IAF (CTA). The values of the CTA at the IAF, normally issued by an arrival manager (AMAN), is here scripted in the traffic, as is the presentation of arrival traffic at the TMA boundaries.

Aircraft in the simulation respect the CTA at the IAF, in so far as possible given other constraints such as performance of CDAs, through a simulated RTA FMS functionality.

In addition, different fleet mixes (Full, High and Medium), in terms of RTA capable aircraft percentage, are featured in the third session (see for details §7.2.2.2).

Finally the session aims to further assess the operability and perceived benefits and limitations of A-CDA and P-RNAV.

Note: the scope of the session is TMA. For short haul flights, A-CDA is from TOD to FAF. Longer haul flights enter the simulated airspace while already in descent, following a CDA procedure assumed to have been issued in a previous sector, e.g. in E-TMA.

The general aim of assessing feasibility and operational acceptability is broken down into the following set of objectives related to the Key Performance Areas of interest for the concept element (Table 33).

Episode 3


Version : 1.00

Page 74 of 178


Table 33. Episode 3 TMA prototyping session 3 high level objectives.


Familiarisation


Operability

Roles and tasks

Workload

Situation awareness

Safety



Workload ²Capacity

Throughput


Flight efficiency



Among the low level objectives and associated hypotheses listed in Table 34, the following ones are considered as the main ones in session 3:

• Assess the impact of aircraft on CTA on area controller working methods and on approach controller strategies;

• Assess the impact of P-RNAV/A-CDA and CTA on:



• Assess the impact of RTA equipage on:

o Operability in terms of compatibility between metering (CTA/RTA) and separation;



In the absence of a baseline (see §4), the third session does not enable an objective comparison with current situation -i.e. based on objective performance metrics. However, the validation team collects subjective data, essentially through questionnaire items, in order to assess perceived benefits and limitations of the simulated situation compared to the current one.

Section 7.4 provides the complete list of measurements planned in the third prototyping session to address quantitatively some aspects of the session objectives.

Episode 3


Version : 1.00

Page 75 of 178


Table 34. Episode 3 TMA prototyping session 3 low l evel objectives and related hypotheses. 1



LO1.1. Train the controllers on the P-RNAV procedures and the PMS working method.


Questionnaire item

Debriefing notes

LO1.2. Train the controllers on the A-CDA concept and use.


Questionnaire item

Debriefing notes

LO1.3. Train the controllers on the CTA/RTA concept and its potential impact on their working practice.

H1.3.1. The controllers have sufficient training to allow them to familiarise themselves with the CTA/RTA concept and how it is used during the simulation.

Questionnaire item

Debriefing notes

N/A Familiarisation

LO1.4. Train the controllers on working method in mixed RTA equipage conditions.

H1.4.1. The controllers have sufficient training to allow them to familiarise themselves with working method in mixed RTA equipage conditions.

H1.4.2. The working method in mixed RTA equipage conditions needs further refinement (measured exercises fit the purpose).

Questionnaire item

Debriefing notes


LO2.1. Assess the feasibility and controllers’ acceptance of the proposed working method.

H2.1.1. The proposed working method is feasible and acceptable to the controllers.

Questionnaire item

Debriefing notes



Episode 3


Version : 1.00

Page 76 of 178




LO2.2. Assess the impact of mixed RTA equipage conditions on the feasibility and controllers’ acceptance of the proposed working method.

H2.2.1. With medium/high levels of RTA capable aircraft the proposed working method is still feasible and acceptable to the controllers.

Questionnaire item

Debriefing notes



LO2.3. Assess the suitability in the context of a dense terminal area of the P-RNAV/A-CDA concept.


Questionnaire item

Debriefing notes

Level events

Vertical profiles



Questionnaire item

Debriefing notes

Flown trajectories



Questionnaire item

Debriefing notes

Roles and tasks LO3.1. Investigate on controllers’ roles, responsibilities and task distribution.

H3.1.1. Compared to today, P-RNAV/A-CDA allows for better task allocation between controllers in TMA airspace.

Questionnaire item

Debriefing notes



Episode 3


Version : 1.00

Page 77 of 178





H4.1.1. Compared to today, with P-RNAV/A-CDA and aircraft arriving in CTA/RTA, a reduction in instructions leads to a reduction in workload.

H4.1.2. Automatic speed adjustments increase controllers’ workload in terms of monitoring task.

Questionnaire item

Debriefing notes


Safety

Capacity

Operability

Workload

LO4.2. Assess the effect of mixed RTA equipage conditions on the controllers’ workload.

H4.2.1. When increasing the % of non RTA capable aircraft (up to a given proportion still with a majority of equipped aircraft) the level of workload is increased.

Questionnaire item

Debriefing notes



LO5.1. Assess the effect of the P-RNAV/A-CDA working method on controllers’ perceived situation awareness.

H5.1.1. Compared to today, P-RNAV/A-CDA enables earlier anticipation by controllers.

H5.1.2. P-RNAV contributes to maintaining a clear picture of the traffic.

H5.1.3. Compared to today, A-CDA degrades the situation awareness, e.g. in preventing controllers from knowing when exactly aircraft will initiate their descent.

Questionnaire item

Debriefing notes


Situation awareness

LO5.2. Assess the effect of CTA/RTA on controllers’ perceived situation awareness.

H5.2.1. Compared to today, CTA/RTA degrades the situation awareness, e.g. in preventing controllers from knowing when exactly aircraft will adjust the speed.

Questionnaire item

Debriefing notes



Questionnaire item

Debriefing notes

Safety


LO6.2. Assess the effect of the mixed RTA equipage conditions on controllers’ perceived level of safety.

H6.2.1. There is no impact of the mixed RTA equipage conditions on the controllers’ perceived level of safety.

Questionnaire item

Debriefing notes

Episode 3


Version : 1.00

Page 78 of 178






Questionnaire item

Debriefing notes



LO7.1. Explore environmental sustainability in terms of gaseous emissions.


Questionnaire item

Debriefing notes

Level off events

Time spent on open-loop vectors


Throughput LO8.1. Assess the effect of the mixed RTA equipage conditions on runway capacity.

H8.1.1. With P-RNAV/A-CDA and with aircraft arriving within CTA tolerance window, the expected throughput is achieved (for non RTA capable aircraft the tolerance window may be wider than +/- 30 sec).

Questionnaire item

Debriefing notes

Throughput at FAF

LO9.1. Assess the achievement and the regularity of spacing at the runway.

H9.1.1. Compared to today, P-RNAV/A-CDA allows for a consistent level of the required spacing on the runway.

Questionnaire item

Debriefing notes


Efficiency

Capacity

Quality of service

LO9.2. Assess the effect of the mixed RTA equipage conditions on arrival delivery towards the IAFs.

H9.2.1 When increasing the % of non RTA capable aircraft the level of metering at the IAFs degrades, e.g. increase in sequencing legs usage.

Questionnaire item

Debriefing notes


Efficiency Flight efficiency LO10.1. Explore flight efficiency in terms of vertical and speed profiles.

H10.1.1. Some conditions have a more negative impact on vertical and speed profiles than other.

Level off events


Episode 3


Version : 1.00

Page 79 of 178




LO10.2. Assess the effect of the mixed RTA equipage conditions on distance flown in terminal area.

H10.2.1. When increasing the % of non RTA capable aircraft the distance flown in terminal area increases.


LO10.3. Assess the effect of the mixed RTA equipage conditions on fuel consumption in terminal area.

H10.3.1. When increasing the % of non RTA capable aircraft the fuel consumption increases.

Questionnaire item

Debriefing notes

LO11.1. Assess the trajectories dispersion.

H11.1.1. P-RNAV and PMS working method contain the track dispersion.

Flown trajectories Predictability Trajectory predictability

LO11.2. Assess the use of LNAV mode. H11.2.1. When increasing the % of non RTA capable aircraft, there is more limited use of LNAV mode, i.e. an increased use of open-loop instructions.

Questionnaire item

Debriefing notes

Time spent on open-loop vectors

Episode 3


Version : 1.00

Page 80 of 178




7.2.1.1 Airspace

The third prototyping session still considers the execution phase in a dense terminal environment with Performance Based Navigation (PBN) route structures and with a single airport. Normal operation scenario constitutes the main target of the prototyping session. Normal operation scenario aims at experiencing the different concepts under normal operational conditions. They enable the clarification and the evaluation of the concepts and the associated working methods.

In order to provide sufficient realism, the validation scenario is based on and includes all of the airspace of Dublin CTA at and below FL 245; Dublin CTR; portions of Shannon UTA FL 245 – FL 660 and the Shannon CTA at and below FL 245 (Figure 5). The airspace also includes delegated airspace from LATCC, MACC and ScATCC to Dublin ATCC.

The operations are based on future parallel runways RWY 10R/L at Dublin, with RWY10L dedicated to departures only and RWY10R to arrivals only.


All STARs used in the prototyping sessions are P-RNAV STARs. The arrival streams are fed into a Point Merge system [19], with two sequencing legs for delivery to the landing runway via the Merge Point.

All SIDs used in the prototyping sessions are P-RNAV SIDs. The departures are not controlled, but scripted, as the focus is not on measuring effects on Departure Controllers. They are organised to fly in accordance with efficient climb profiles and de-conflicted from arrival streams by the placement of altitude constraints at appropriately positioned RNAV waypoints.

The reference route structure before the IAFs is ARN Version 5 effective from end 2006.

Episode 3


Version : 1.00

Page 81 of 178


No Temporary Segregated Areas (TSA) including prohibited areas, military restricted areas, military exercise and training areas and danger areas is simulated. Consequently, during the third prototyping session no military activity is simulated.






Vertical Limits

Number of CWP


Civil Enroute

1 (EC)

Arrival South AS Dublin

CTA Civil

Enroute 1

(EC)


Civil Approach

1 (EC)

Final FI Dublin CTA

Civil Approach

As notified

As notified

1 (EC)

Total CWP 4

The feed sectors represent the FIR/UIR, state and regional airports that interface with the measured sectors. In order to feed traffic into the simulated measured sectors, parts of London FIR/UIR are included in the simulation area. The feed sectors are developed to assure continuity of control to and from the measured sectors. All feed sectors are hybrid positions. Controller or pseudo pilot support is not required. The following hybrid feed sectors are simulated (Table 36).



Vertical Limits

Number of CWP

Feed North FN

ScATCC


Civil Enroute

1 (EC)

Feed South FS

Shannon FIR/UIR LATCC

Civil Enroute

1 (EC)


Civil Aerodrome


1 (EC)

Total CWP 3

Episode 3


Version : 1.00

Page 82 of 178



Horizontal and vertical separations are applied as follows (Table 37).


Horizontal separation Vertical separation


Measured Sectors 3 NM Measured Sectors 1000 ft


Two different meteorological environments are simulated. Each meteorological environment is designed to reflect the most demanding wind conditions for the active runway (northerly and southerly crosswind components). The algorithm for wind changes with altitude applies a continuous change of wind up to 4 times the surface wind and a 30˚ increase of wind origin (written as heading in the Table 38 below) below 35000 ft. A constant wind with factor 4 and 30° increase of wind origin is applied above 35000f t. The meteorological environments are as follows (Table 38).


METEO Condition Environmental Setting South Temperature 12˚ Celsius Surface Wind Velocity 190˚ magnetic / 15 knots

METEO Condition Environmental Setting North Temperature 12˚ Celsius Surface Wind Velocity 010˚ magnetic / 15 knots

All Meteorological Environments Wind direction (with altitude) Veering 30˚ up to 35000ft (then linear) Wind speed (with altitude) Increasing by factor 4 up to 35000ft (then

linear) Atmospheric Pressure (QNH) 1013

7.2.2 Traffic




Having these objectives in mind, and considering the level of maturity of future concepts studied here, it is not intended to define a traffic that would accurately correspond to a specific date as per the SESAR roadmap. Therefore, even though a 2020 traffic growth scenario is considered here (see below), it is to be seen as a step in the generation of traffic. The traffic samples used in the third prototyping session are actually adapted to fit the purpose of an initial assessment of SESAR concepts for the intermediate timeframe (Service level 2 - i.e. 2015). From this perspective, the main adjustments on traffic aim at obtaining defined arrival/departures rates, and a certain level of inbound traffic metering at the TMA entry points. More details on the metering are provided in the section 7.2.2.1.2 focusing on entry conditions.

Episode 3


Version : 1.00

Page 83 of 178






The raw flight-plan data was processed to exclude all flights planned but which did not operate on the day in question. Where regulation was applied to a particular flight, the regulated flight plan was chosen in preference to the filed flight plan. These traffic samples were produced by STATFOR based on the STATFOR 06 scenario and projected 2020 traffic assuming high growth. No routes were provided with the traffic samples, as the assumption was made that all aircraft would fly direct from airport of departure to airport of arrival.

Aerodrome of Departure (ADEP) and Aerodrome of Destination (ADES) data for Dublin (EIDW) was extrapolated from each of the traffic samples for use in the prototyping session. The extrapolated traffic samples were analysed to determine the one hour peak periods which would be most suitable for the session. The analysis took into account:



The above information was used to construct traffic samples as realistic as possible and best reflecting traffic expectations. Final adjustment and definition of the traffic samples were carried out to represent an AMAN delivered metered traffic flow.

The traffic level expressed in terms of hourly movements at EIDW with parallel runways RWY 10R/L in use is 80, with 40 arrivals on Runway10R and 40 departures on Runway10L.


To represent the operation of an advanced AMAN and the application of CTA in en-route, the traffic is metered (as detailed at the end of §2.3.5). This allows smoothing the flow of arriving aircraft entering the simulated area towards the IAFs. The metering requirement is based on the planned use of the PMS sequencing legs, i.e. with appropriate metering flights in nominal conditions are not expected to fly more than a certain defined portion of these legs before being issued a Direct-to instruction to the merge point. As mentioned in §7.1.2, CTA times are scripted in the traffic and a simulated RTA FMS function is activated in the simulator.

The traffic is automatically transferred from the hybrid feed sectors to the arrival measured sectors (namely AN and AS) beyond its TOD point and consequently already in descending status (CDA).


For the third prototyping session:

• All the traffic is assumed being P-RNAV capable aircraft;

• Mixed RTA equipage conditions are simulated. They are namely:

o All arriving aircraft are RTA capable;

o 80% of the arriving traffic are RTA capable;

o 66% of the arriving traffic are RTA capable.

Episode 3


Version : 1.00

Page 84 of 178


7.2.3 Controllers


Eight controllers, committed by five ANSPs involved in Episode 3 WP5, participate to the third prototyping session: one from DFS, two from ENAV, two from LFV, one from LVNL and two from NATS (Table 39).




DFS (Germany) 1

ENAV (Italy) 2

LFV (Sweden) 2


NATS (UK) 2







3a. For RTA-compliant aircraft:

Monitor aircraft progress towards NAVAN – if possible, allow aircraft to carry out the P-RNAV procedure without issuing any further ATC instructions (i.e. speed, level or track adjustments which will change its profile or timing).

Transfer aircraft to APP between 10NM and 15NM from NAVAN.

3b. For non-RTA-compliant aircraft (indicated on aircraft label with yellow square):

Although these aircraft will still be able to comply with the leg entry speed constraint (220kts IAS), positive ATC control may be necessary to optimise the sequence.

(In particular, it is important that ‘gaps’ are not created in the sequence as a result of non-RTA-compliant aircraft not being in a position to conduct a timely direct-to turn from the sequence leg towards NUTTA. Therefore, it is recommended that such non-compliant aircraft are given ATC instructions (in most cases, in the form of speed adjustments) to close the gap (without compromising separation minima) between it and the RTA-compliant aircraft ahead, whilst trying to achieve a larger gap (in the order of 10NM) from the RTA-compliant aircraft behind. The non-compliant aircraft will probably then proceed along the sequence leg but the APP controller will be able to effect a timely direct-to when appropriate. However, if the non-compliant aircraft has not reached NAVAN before it needs to be turned towards the Merge Point, then a gap in the sequence will occur, capacity is likely to be compromised and aircraft following this, whether RTA-compliant or not, are likely to have to fly (unnecessary) extra track miles along the sequencing legs.)

4. Ensure that assigned IAS is inserted on the label of non-RTA–compliant aircraft for the information and use of the APP controller.

5. Transfer aircraft to APP between 10NM and 15NM before NAVAN.

Phraseology

1. Aircraft (Callsign), identified, cleared NAVAN Transition.


Episode 3


Version : 1.00

Page 85 of 178






3a. For RTA-compliant aircraft:

Monitor aircraft progress towards RORAN – if possible, allow aircraft to carry out the P-RNAV procedure without issuing any further ATC instructions (i.e. speed, level or track adjustments which will change its profile or timing).

Transfer aircraft to APP between 10NM and 15NM from RORAN.

3b. For non-RTA-compliant aircraft (indicated on aircraft label with yellow square):

Although these aircraft will still be able to comply with the leg entry speed constraint (220kts IAS), positive ATC control may be necessary to optimise the sequence.

(In particular, it is important that ‘gaps’ are not created in the sequence as a result of non-RTA-compliant aircraft not being in a position to conduct a timely direct-to turn from the sequence leg towards SORRO. Therefore, it is recommended that such non-compliant aircraft are given ATC instructions (in most cases, in the form of speed adjustments) to close the gap (without compromising separation minima) between it and the RTA-compliant aircraft ahead, whilst trying to achieve a larger gap (in the order of 10NM) from the RTA-compliant aircraft behind. The non-compliant aircraft will probably then proceed along the sequence leg but the APP controller will be able to effect a timely direct-to when appropriate. However, if the non-compliant aircraft has not reached NAVAN before it needs to be turned towards the Merge Point, then a gap in the sequence will occur, capacity is likely to be compromised and aircraft following this, whether RTA-compliant or not, are likely to have to fly (unnecessary) extra track miles along the sequencing legs.)

4. Ensure that assigned IAS is inserted on the label of non-RTA–compliant aircraft for the information and use of the APP controller.

5. Transfer aircraft to APP between 10NM and 15NM before RORAN.

Phraseology

1. Aircraft (Callsign), identified, cleared RORAN Transition.




Tasks 1. Assume aircraft transferred from Arrival North or South, noting assigned IAS on non-RTA-compliant aircraft.

2. Issue speed instructions as necessary (note: sequencing leg entry condition of 220kts IAS is embedded in the procedure) to achieve and maintain required longitudinal spacing between aircraft under Approach control. If at all possible, do not deviate the aircraft from the P-RNAV procedure track.

3. Assess relative positions of aircraft approaching or on the sequencing legs to determine when to issue explicit ‘Direct To’ clearances to either NUTTA or SORRO depending on STAR in use.

4. Issue further descent clearance to 3000ft QNH and transfer aircraft to Final Director (FI).

Phraseology 1. Aircraft (Call sign); Turn left Direct to NUTTA / Turn right Direct to SORRO (as appropriate).


Episode 3


Version : 1.00

Page 86 of 178


FINAL DIRECTOR (FI)




Phraseology None

A typical example of arrival scenario from both North and South sectors is given below, with controllers instructions in each sector.

Table 41. A typical example of arrival scenario (RT A-capable aircraft) illustrating phraseology usage.


AN RYR123 identified, cleared NAVAN Transition, 9000ft QNH

RYR123 contact Approach 121.10

AS EIN789 identified, cleared RORAN Transition, 8000ft QNH

EIN789 contact Approach 121.10


RYR123, turn left, direct NUTTA



EIN789, turn right, direct SORRO















• Standard On-Line Data Interchange (OLDI) of flight progress data, with SYSCO extensions specifically providing the support for aircraft transfer of communication i.e. there is no co-ordination of flight parameters;


The HMI used does not feature any presentation of CTA and deviation thereof (out of tolerance window) in meeting the time constraints at the IAFs.

The label of the aircraft non RTA capable is enriched with a graphical symbol (e.g. a small yellow square), to make the controllers clearly aware of the different aircraft equipage.

Episode 3


Version : 1.00

Page 87 of 178



The simulated environment provides pilot working positions enabling pseudo-pilots to handle several aircraft at the same time.

The pilots have the possibility to execute CDA for each aircraft, typically instructing a slope CDA, to reach a given waypoint at a given altitude. More in detail, while an aircraft is flying with lateral navigation engaged the pilot is able to input a point of the route, and a target altitude/level to be reached at the designated point (consequently, the distance to go (DTG) to the specified point is known).





• The need to keep speed margins, i.e. the possibility to increase or decrease speed upon ATC instruction during the descent - within the available speed range;



• The designated point is reached; or

• The pilot manually inputs a vertical rate or stops descent following ATC instruction; or

• The descent can not be managed according to the constraints anymore while remaining in the safe aircraft flight envelope; or

• The pilot disengages the lateral navigation (e.g. an open-loop heading instruction is received), and accurate DTG can not be maintained anymore by the airborne system.

The airborne system continuously calculates the descent profile, assess feasibility and adjusts rate if needed, in order to consider any perturbations, in particular wind variations. Finally the airborne system shall modify/update the decent profile to take into account any lateral modifications resulting from ATC instructions (e.g. Direct-to, route change or speed instruction).

Moreover the pilot working positions enables to fly aircraft as if they were equipped with RTA FMS functionality.

Episode 3


Version : 1.00

Page 88 of 178




The design of the experiment is built around three main independent variables:

• V1: Mixed RTA equipage conditions, with three levels:

o 100: All arriving aircraft are RTA capable, also denoted “Full level of equipage”;

o 80: Four-fifths (80%) of the arriving traffic are RTA capable, also denoted High level of equipage;

o 66: Two-thirds (66%) of the arriving traffic are RTA capable, also denoted Medium level of equipage.

This variable is used to assess the impact of RTA equipage level on the feasibility and acceptability of working method and CTA adherence.

• V2: meteorological conditions with two levels:

o N: Northerly crosswind;

o S: Southerly crosswind.

• V3: traffic patterns with two levels:

o A: morning traffic sample;

o P: afternoon traffic sample.

The variables V2 and V3 are used to induce variability in the simulated scenarios. In fact the traffic patterns are similar in terms of load and complexity. The two samples present the same characteristics (same load level, same aircraft capabilities). Their difference mainly lies in aircraft identification and a slightly different structure of the traffic. The meteorological conditions are comparable, with the main wind components being the crosswind. The resulting impact of crosswind on aircraft behaviour is similar either it blows from the north or from the south. Summarising the variables V2 and V3 are used in order to minimise the learning effect and to prevent the controllers from getting too familiar with the traffic scenarios.

The dependent variables, corresponding to what is measured and used to assess the impact of the concept under evaluation are presented in the next chapter dedicated to measurements (section 7.4).


To cross the levels of the three independent variables, twelve experimental conditions would be required (factorial design). The experimental design consists of a carefully chosen subset (fraction) of the experimental conditions of a full factorial design. The present subset is made up of nine experimental conditions.

Table 42 highlights the nine experimental conditions.

Episode 3


Version : 1.00

Page 89 of 178


Table 42. Experimental conditions.

Meteorological conditions

N S

100 A, P P

80 A, P P

RT

A e

quip

age

(%)

66 A, P P


Other variables could be induced by the simulation characteristics:

• Controller position: even though the operability and acceptability of the P-RNAV and CDA are assessed from the perspective of all positions (Area, Approach, Final), no comparison is planned between them.

7.3.4 Schedule

The third prototyping session is planned over five days from the 19th to the 23rd of January 2009 and consists of four days of training and measured exercises. The last day of the session is used for spare run, final debriefings and questionnaire (Table 43).

The run plan was designed in order to reflect:

• Two wind conditions (N, S);

• Two traffic samples (A and P);

• Three RTA equipage conditions (100, 80 and 66);

• Progressive increase of complexity, with a progressive increase in the number of non RTA capable aircraft.

Episode 3


Version : 1.00

Page 90 of 178


Table 43. Schedule of the third prototyping session .

Monday19th Jan

Tuesday20th Jan

Wednesday21st Jan

Thursday22nd Jan

Friday23rd Jan

Coffee break Coffee break Coffee break Coffee break Coffee break

Debrief

DebriefCoffee break

DebriefCoffee break Q Q

Coffee break Coffee break

Q

Lunch

Run 9

T3M80SP66

Spare runRun 7

T3M80NP66

Run 8

T3M80NA66

Q & Debrief

Final Q & Final Debrief

Q & Debrief Q & Debrief


Run 3

T3M80SP100

Run 5

T3M80NA80

Run 2

T3M80NA100

Run 4

T3M80NP80


End of day DebriefEnd of day Debrief

Lunch Lunch

Run 6

T3M80SP80

Hands on session 1Airspace, HMI, tools

CDA / P-RNAV / CTA / RTA

Hands on session 2Airspace, HMI, tools

CDA / P-RNAV / CTA / RTA

Lunch

Welcome

Objectives, concept,airspace, HMI and tools

End of day Debrief

Run 1

T3M80NP100

Hands on session 3CDA / P-RNAV / CTAMixed RTA equipage

Hands on session 4CDA / P-RNAV / CTAMixed RTA equipage

End of day Debrief

The Table 44 explains the naming convention adopted for the third prototyping session exercises.


Character Acronym

Description

T Episode 3 TMA.

1; 2 or 3 Prototyping Session number.

T or M Training / Measured.

80 Represents the number of hourly movements achieved at Dublin airport.

80 = 40 arrivals Rwy10R; 40 departures Rwy10L.

N/S Represents the wind direction component applied to the exercise to reflect crosswind variances (N and S for North and South) for Runway 10R operations.

P/A Represents the period of day, with afternoon (P) and morning (A).

100/80/66 Represents the RTA equipage conditions.

66 = two-thirds (66%) of the arriving traffic are RTA capable.

Episode 3


Version : 1.00

Page 91 of 178



The objectives of the training are to:





They then participate in a hands-on session. During the session, the controllers have the opportunity to rotate over the different measured sectors. The first aim of the session is to get the participants familiar with the airspace, the HMI and the traffic. Once familiarity is gained, additional training run is used to enable controllers to practice the new route structure and the continuous descent approach. The training exercises are based on traffic samples presenting the same characteristics as the ones used for the measured exercises.


The measured session consists of performing nine measured runs (the last one being a spare run as stated on Table 43 above). Each run lasts approximately 1 hour 15 minutes, enabling to collect 45 minutes of recordings, and is followed by a post-exercise questionnaire and a collective debriefing. In addition, observers present in the operations room capture spontaneous controller comments on the topics of interest and problems that can occur.

At the end of the simulation period, the participants complete a post-simulation questionnaire. Moreover, a global debriefing is planned to obtain further information on their perceived benefits/limits of the concept, the conduct of the experiment and their recommendations and/or requirements on what could be tested during the next prototyping session.

During a measured run, as there are four working positions and eight participants, half of the participants are spare and thus free to observe any of the positions.

The seating plan (Table 45) was made to allow, as far as possible, each controller:

• To control as far as possible, at least once on each position;

• To control at least once each RTA equipage conditions.

Episode 3


Version : 1.00

Page 92 of 178



Sector AN AS AP FI

Run 1 C1 C2 C3 C4

Run 2 C5 C6 C7 C8

Run 3 C3 C4 C1 C2

Run 4 C7 C8 C5 C6

Run 5 C2 C3 C4 C1

Run 6 C6 C7 C8 C5

Run 7 C4 C1 C2 C3

Run 8 C8 C5 C6 C7

Run 9 C1 C2 C3 C4

Run 10 C5 C6 C7 C8

7.4 MEASUREMENTS


7.4.1.1 Briefing

Daily briefing: At the beginning of each day, the objectives and the general organisation of the day are presented to the controllers.

7.4.1.2 Debriefing

A post run debriefing is conducted at the end of each run to enable participants to discuss their feeling regarding the feasibility and the acceptability of the tested concept, and evoke more specifically what they experienced during the run, e.g. confirm appropriateness of procedures, discuss usability of the phraseology, describe problems or difficulties encountered.



Episode 3


Version : 1.00

Page 93 of 178




The aim of the pre-simulation questionnaire is to capture information about the experience of the participants, their previous experience, if any, of real time simulations for future ATM concepts, and their level of knowledge of the main operational concepts evaluated during the prototyping sessions. A sample is presented in 11.4.1.



• Workload;







Some elements of the experiment can not be recorded from the simulation platform and hardly from the feedback of the controllers. Therefore, it is necessary to collect observations. Several means are used during the experiment to do so:








Episode 3


Version : 1.00

Page 94 of 178



Recording period: data are collected during all the duration of the run (approximately one hour) and comprise also the traffic build-up period.

Analysis period: starts when the first aircraft of the traffic sample reaches the FAF. The following 45 minutes of data are analysed, using one of the following data samples, depending on the metric:

• Data sample 1: subset of aircraft corresponding to all arrival flights that flew the full TMA airspace during the analysis period. As a result, each concerned aircraft should have passed the IAF (NAVAN or RORAN) and the FAF (TACTY) during the analysis period;

• Data sample 2: subset of aircraft corresponding to all arrival flights that passed the FAF during the analysis period;

• Data sample 3: subset of aircraft corresponding to all arrival flights present in the TMA sector during the analysis period;


7.4.2.3 Metrics specification S3

To test the hypotheses listed in section 7.1.3 (Table 34), a set of metrics is defined.

Considered as dependent variables, each metric is expected to provide an indication of one or more KPA, as summarised in Table 46.

The detailed description of the metrics, including their objective, description, KPA concerned, data sample considered, type of analysis to be conducted and an illustration of how the results will be displayed is presented in 11.1. In addition, in these descriptions, when available, a reference to the metrics proposed in the EP3 performance framework [4] is made.


KPA

Metric







Number and severity of losses of separation X


Time spent on open loop vector X X X

Track miles through measured airspace X


Episode 3


Version : 1.00

Page 95 of 178



8.1 OBJECTIVES


The main objectives of the EP3 WP5.3.6 4th Prototyping Session are to assess the use of a new TMA route structure in a high density environment (e.g. using a Point Merge System), combined to the optimisation of descent procedures (e.g. with Continuous Descent Approach). In addition to these objectives, the interoperability between ASPA S&M and PMS is also a main objective of the 4th prototyping session.

The improvement of TMA route structures, combined to the optimisation of descent procedures is expected to provide benefits in terms of reduced controllers' workload. The suitability of the new working method and the perceived benefits (reduced controller workload, standardised procedures, increased controller situation awareness,) are expected to result in an operational acceptance.

The assessment is achieved in a representative environment, allowing to answer research questions at a generic level. For this purpose the prototyping session considers the execution phase in a dense terminal environment, with a single airport.

The main focus of the fourth prototyping session is the assessment of operability (usability, suitability) and perceived benefits and limitations of A-CDA, P-RNAV and ASPA S&M Spacing.

The general aim of assessing operability is broken down into the following set of objectives related to the Key Performance Areas of interest for the concept element (Table 47). A secondary focus is on safety, in terms of situation awareness.

Table 47. Episode 3 4th Prototyping Session high le vel objectives.


Acceptability, feasibility Operability

Workload

Safety Situation awareness

Level of Safety

Episode 3


Version : 1.00

Page 96 of 178


8.1.2 Low level objectives and hypothesis

The high level objectives of Table 47 are further split into the Low Level Objectives (LLO) and the associated hypotheses listed in Table 48.

The following LLOs are considered to be the most important ones:

• Assess the feasibility of the P-RNAV/A-CDA and ASPA S&M in Rome TMA;

• Assess the controller’s acceptance of the procedure proposed for P-RNAV/A-CDA and ASPA S&M, including their perceived benefits and limitations.

It is noted that in the present session no baseline or reference situation is simulated and measured. Two motivations guided this choice:

• Episode 3 validation objectives are oriented towards concept clarification rather than performance assessment (see section 1.4);

• The limited duration (one week including training) of prototyping session offers a limited number of runs during which concept elements can be investigated.

As a consequence, the session does not enable an objective comparison with current situation -i.e. based on objective performance metrics. However, subjective data, essentially through questionnaires/briefings, are collected to assess perceived benefits and limitations of the simulated situation compared to the current one.

Table 48. Episode 3 TMA prototyping session 4 Low l evel objectives and related hypothesis.

High level objectives (HO) Low level objectives (LO) Hypothesis (H)

LO1.1. Define the P-RNAV/A-CDA and ASPA S&M working method.

LO1.2a. Assess the feasibility and controllers’ acceptance of the defined P-RNAV/A-CDA and ASPA S&M working method.

LO1.2.b Assess the interoperability between PMS and ASPA S&M concepts

H1.2.1. The defined P-RNAV/A-CDA and ASPA S&M working method is feasible and acceptable to the controller.

LO1.3. Assess the suitability in the context of a dense terminal area of the P-RNAV/A-CDA and ASPA S&M concepts.

H1.3.1. In a dense terminal area, P-RNAV/A-CDA and ASPA S&M concepts are achievable.

LO1.4. Define the phraseology which supports the defined P-RNAV/A-CDA and ASPA S&M working method.



H1.4.1. The defined phraseology is appropriate and easy to understand.

Workload LO2.1. Assess the effect of the working method on the controllers’ workload.

H2.1.1. Compared to today, with P-RNAV/A-CDA and ASPA S&M, a reduction in instructions leads to a reduction in workload.

Safety LO3.1. Assess the effect of the P-RNAV/A-CDA and ASPA S&M working method on controllers’ perceived situation

H3.1.1. Compared to today, P-RNAV/A-CDA and ASPA S&M enable earlier anticipation by controllers.

Episode 3


Version : 1.00

Page 97 of 178


High level objectives (HO) Low level objectives (LO) Hypothesis (H) awareness. H3.1.2. P-RNAV contributes to

maintaining a clear picture of the traffic.

H3.1.3. Compared to today, CDA degrades the situation awareness, e.g. in preventing controllers from knowing when exactly aircraft will initiate their descent.

LO3.2. Assess the effect of the P-RNAV/A-CDA and ASPA S&M on controllers’ perceived level of safety.

H3.2.1. Compared to today, P-RNAV/A-CDA and ASPA S&M increase controllers’ perceived level of safety.




H3.4.1. Some conditions have a more negative impact on safety than other.

Episode 3


Version : 1.00

Page 98 of 178




8.2.1.1 Airspace

The fourth prototyping session still considers the execution phase in a dense terminal environment with Performance Based Navigation (PBN) route structures and with a single airport. Normal operation scenario constitutes the main target of the prototyping session. Normal operation scenario aims at experiencing the different concepts under normal operational conditions. They will enable the clarification and the evaluation of the concepts and the associated working methods.

The validation scenarios, shown in Table 49, are based on the airspace of Rome TMA (Figure 6).

Table 49: Validation Scenarios


The Operations are based on independent parallel runways RWY 16R/L at Rome Fiumicino Airport, with RWY25 dedicated to departures only and RWY16L/R to arrivals.

All STARs used in the 4th prototyping session are P-RNAV STARs. The arrival streams are fed into a Point Merge system [19], with two sequencing legs for delivery to the landing runway via the Merge Point.

The 4th Prototyping Session considers arrivals only.

No Temporary Segregated Areas (TSA) including prohibited areas, military restricted areas, military exercise and training areas and danger areas are simulated. Consequently during the fourth prototyping session no military activity is simulated.

Validation Scenario ID Validation Scenario Objective

ORGA Point Merge System and A-CDA Evaluate the use of PMS and A – CDA in Rome TMA.

ORGB ORGA + ASPA S&M Spacing Evaluate the interoperability of PMS and ASPA S&M Spacing in Rome TMA.

Episode 3


Version : 1.00

Page 99 of 178



The simulated airspace comprises four TMA measured sectors and one Feed sector.


Table 50. Measured Sectors

Rome TMA

Sector Name Sector Code Number of CWP

Approach West TW 1

(EXC)

Approach Est TE 1

(EXC)

Arrival West AW 1

(EXC)

Arrival Est AE 1

(EXC)

The following table (Table 51) shows the main characteristics of each of these sectors:

Table 51. Characteristics of Measured sectors

Sector Name Vertical Limits Radar Separation

TW FL GND to FL245 Horizontal 3NM; Vertical 1000ft

TE FL GND to FL195 Horizontal 3NM; Vertical 1000ft

AW FL GND to 6000ft Horizontal 3NM; Vertical 1000ft

AE FL GND to 6000ft Horizontal 3NM; Vertical 1000ft

Only one feed sector interfacing with the measured sectors is considered.

The feed sector is developed to assure continuity of control to and from the measured sectors. Controller or pseudo pilot support are not required for the feed sector.

The following feed sector is simulated (Table 52):

Table 52: Feed sector

Feed Sector

Sector Name Sector Code Number of CWP

Approach Coordinator FU Not Measured

The following table (Table 53) shows the main characteristics of this sector:

Table 53: Characteristics of Feed sector

Sector Name Vertical Limits Radar Separation

FU FL GND to UNL Horizontal 3NM; Vertical 1000ft


In the 4th Prototyping Session no meteorological conditions are set.

Episode 3


Version : 1.00

Page 100 of 178


8.2.2 Traffic



In the 4th Prototyping Session there are no reference/baseline runs in the simulation, so only “future” traffic samples are required in order to expose participating controllers to the considered new concept elements and obtain initial assessment of their acceptability and feasibility.

2006 Rome TMA traffic samples are actually adapted to 2020 levels to fit the purpose of an initial assessment of SESAR concepts. The main adjustments on traffic aim at obtaining defined arrival rates, and a certain level of inbound traffic metering at the TMA entry points.

These traffic samples were produced by STATFOR based on the STATFOR 06 scenario [21] and projected 2020 traffic assuming high growth.

Aerodrome of Destination (ADES) data for Rome Fiumicino (LIRF) was extrapolated from each of the traffic samples for use in the prototyping session. The extrapolated traffic samples were analysed to determine the one hour peak periods in each which would be most suitable for the session. The analysis took into account:

• The number of flights in each 1 hour period;

• The arrival rates for each 1 hour period.

The above information was used to construct traffic samples which were as realistic as possible and best reflected traffic expectations.

In Table 54 are listed the traffic samples prepared for the 4th Prototyping Session with the indication of the number of movements achieved at Fiumicino airport.

Episode 3


Version : 1.00

Page 101 of 178


Table 54: Simulated Traffic Samples

8.2.2.1.2 Training Sample

The training sample developed to cater for initial training (equipment familiarisation, area familiarisation and system debugging) are the following:

Table 55: Training Traffic Sample


For the fourth prototyping session, all the traffic is assumed being P-RNAV and ASPA S&M capable aircraft.

This simplified assumption, not compliant to the SESAR’s assumptions about aircraft equipage (at 2020 not all the traffic will be level 2 equipped), has been done due to the limited duration of the 4th Prototyping Session, that runs a limited number of exercises, allowing only concept clarification through simplified scenarios.

Episode 3


Version : 1.00

Page 102 of 178


8.2.3 Controllers


Seven controllers, from three ANSPs involved in Episode 3 WP5, participate to the fourth prototyping session (Table 56).

Table 56. Participants



ENAV (Italy) 4

LFV (Sweden) 2

NATS (UK) 1


8.2.3.2.1 Roles and Tasks ORGA

For the four measured positions (Approach and Arrival), the P-RNAV/CDA procedure implies specific tasks and phraseology. Those are described in the present section.

Table 57. Controllers’ tasks and associated phraseo logy.

TN COORDINATOR

General Tasks • Defines the overall approach strategy, determines the approach sequences to the relevant airports and RWYs and provides the TN/UPSTREAM ATCOs with the appropriate instructions or suggestions.

• In order to balance the inbound traffic along all STARs, he coordinates for delay actions and defines the pre-approach sequences to the related IAF.

• In addition, he decides the inbound traffic runways balance by proposing alternative routes, taking into account 3Nm or 90sec landing rate for 16L, and 8 Nm or 180sec landing rate for 16R which may be reduced to 3Nm or 90sec when Tower conditions are suitable. Minimum wake turbulence separation should always be taken into account when deciding the landing rates.

PMS Tasks • Balance east and west flows of traffic in respect of the defined constraints (e.g. landing rate, WTC, slot insertion,…), and handle potential unexpected situations.

• Provide TN E/W with instructions or suggestions concerning the management of the traffic in the sequencing leg.

• Inform the ARR COORDINATOR (Observer Over the Shoulder), TNW and ARW of the traffic flying the west triangle expected to land on the RWY 16L. For this traffic an appropriate coordination with ARR COORDINATOR may also be required.

• In case of single RWY operations at LIRF (RWY 16L), coordinate with ARR COORDINATOR the final approach sequence and spacing when needed to better merge the arrival flows coming from both PMS triangles (EAST and WEST).

• Handle potential unexpected situations and contingencies.

ARR COORDINATOR (Observer Over the Shoulder)

General Tasks • The ARR COORDINATOR provides the TN COORDINATOR information related to the Roma CTR aerodromes such as runway in use, meteorological conditions, instrument procedures and landing rates.

• In particular he defines and coordinates with ARR E the approach sequence for Ciampino Airport (LIRA).

• Coordinates all traffic departing from Roma CTR and will coordinate with ARR E/W when inbound traffic affects ARR sectors.

Episode 3


Version : 1.00

Page 103 of 178


• Finally he coordinates with TN COORDINATOR any change in the planned sequence and any unusual occurrence.

PMS Tasks • Coordinate with ARR E/W any action referring to aircraft leaving east/west point merge.

• Coordinate all the inbound warning and release with LIRA TWR.

• In the case of a single RWY operation in LIRF (RWY 16L), inform TN COORDINATOR about the traffic position in the east sequence landing on 16L.

• When there is traffic landing in LIRA, determine and coordinate with the TN COORDINATOR the best strategy to keep the arrival flow to LIRA apart from the envelope of paths which are LIRF dedicated.

• Coordinate any potential runway change which may occur after the merge points with LIRF TWR giving sudden warning to TN COORDINATOR. When an unpredicted runway change is applied by the ARR COORDINATOR, the TN COORDINATOR is likely to be informed.

TW CONTROLLER

General Tasks • The TNW build up the 16R approach sequence according to the overall approach strategy provided by TN COO, and in the case of traffic landing 16L he will ensure that the TN COO coordinates with TN/E and NE if necessary. Provides vertical separation between aircraft in simultaneous approaches until they are at least 10 NM from the threshold and within the NOZ, and established on the respective ILS localiser course.

PMS Tasks • TNW Controller issues the “Turn left/right direct to merge point (FRANK)” and “descent“ instruction to the proper aircraft using the range ring arcs to assess the appropriate WTC spacing from the preceding aircraft using the specified phraseology.

Phraseology • Call Sign…turn left/right direct to Frank.

PMS Tasks • When the turn is appreciated the traffic is cleared to descend to FL90 and sent in contact with ARW sector.

Phraseology • Call Sign…descend to FL90, contact…AW.

PMS Tasks • A different defined spacing will be applied according to the landing rate requested.

• Traffic destination LIRA flying ALAXI/VELIM3F will be cleared not below FL130 initially, then he will provide further descent to FL 100 as appropriate.

• Traffic flying ELKAP3F will be sent in contact with ARE when passing abeam TAQ or when appropriate.

TE CONTROLLER

General Tasks • The TNE build up 16L approach sequence according to the overall approach strategy provided by TN COO and in the case of traffic landing 16R will ensure that the TN COO coordinates with TN/W. Provides vertical separation between aircraft in simultaneous approaches until they are at least 10 NM from the threshold and within the NOZ, and established on the respective ILS localiser course.

• Determine and optimise LIRA approach sequence according to the instruction provided by the ARR COO.

PMS Tasks

• TNE Controller issues the “Turn left/right direct to merge point (STAIR)” and “descent” instruction to the proper aircraft using the range ring arcs to assess the appropriate WTC spacing from the preceding aircraft using the specified phraseology.

Phraseology • Call Sign…turn left/right direct to STAIR.

PMS Tasks • When the turn is appreciated the traffic is cleared to descend to FL90 due to the

Episode 3


Version : 1.00

Page 104 of 178


radar minima and sent in contact with ARE.

Phraseology • Call Sign…descend to FL90 contact…AE.

PMS Tasks

• A different defined spacing will be applied according to the landing rate requested. Traffic destination LIRA is prearranged by TN COO, pre-sequenced by TNE and sent in contact with ARE.

AW CONTROLLER

General Tasks

• The ARRW will optimise 16R sequence. Provides vertical separation between aircraft in simultaneous approaches until they are at least 10 NM from the threshold and within the NOZ, and established on the respective ILS localiser course.

• Monitors other aircraft on 16R approach to ensure containment within 16R NOZ and avoidance of the NTZ; provides appropriate instructions if aircraft stray from the 16R ILS localiser course and procedures to follow in the event of a missed approach.

PMS Tasks • The ARW will optimise 16R sequence by using the point merge technique and speed adjustment as appropriate.

• Upon receiving the traffic in contact leaving the sequencing legs, he monitors the descent and adjusts the speed as appropriate.

• He will also provide vertical separation between aircraft in independent parallel approaches until they are within the NOZ and established on the respective ILS localiser course.

• When the traffic landing 16L is managed by ARW:

• Vertical separation will be applied between the two traffic concerned;

• Frequency change provided ASAP after the point merge and/or when safely appropriate.

Phraseology • (Call Sign)…Direct to FRANK…to 5000ft.

• Approaching FRANK “Call Sign…Cleared ILS 16R Report established”.

AE CONTROLLER

General Tasks

• The ARE will optimise 16L sequence. Provides vertical separation between aircraft in simultaneous approaches until they are at least 10 NM from the threshold and within the NOZ, and established on the respective ILS localiser course.

• Monitors other aircraft on 16L approach to ensure containment within 16L NOZ and avoidance of the NTZ; provides appropriate instructions if aircraft stray from the 16L ILS localiser course and procedures to follow in the event of a missed approach.

• Instructs aircraft to carry out a missed approach procedures in case of NTZ incursion.

• He also coordinates with ARR COO any change in the planned sequence and any unusual occurrence.

PMS Tasks • The ARE will optimise 16L sequence by using the point merge technique as appropriate.

• Upon receiving the traffic in contact leaving the sequencing legs, he provides further descent and speed adjustment as appropriate.

• He will also provide vertical separation between aircraft in independent parallel approaches until they are within the NOZ and established on the respective ILS localiser course.

Phraseology

• (Call Sign)….Direct to STAIR…Descend to 4000ft.

• Approaching STAIR ”Call Sign…Cleared ILS 16L Report established”.

Episode 3


Version : 1.00

Page 105 of 178


PMS Tasks • In addition, he’s responsible to build the sequence for LIRA using STAR’s and radar technique as appropriate according to the requested landing rate.

8.2.3.2.2 Roles and Tasks ORGB

For the four measured positions (Approach and Arrival), the P-RNAV/CDA and ASPA S&M procedures imply specific tasks and phraseology. Those are described in the present section.

The ASAS instruction can be applied from the en-route phase down to the initial or final approach fix, however it should ideally be applied before descent commences. Before implementing an ASAS instruction, it is important that the controller is selective in his choice of aircraft in that:

• Both aircraft are flying at compatible Mach No./indicated airspeed (+/- M·03 or +/- 20Kts);

• Both aircraft are flying at compatible flight level. (Within 4000 feet of each other).

In the 4th Prototyping Session the ASAS chains are interrupted before entering the sequencing legs.

Table 58. Controllers’ tasks and associated phraseo logy.

TN COORDINATOR

General Tasks • Minimum ASAS Spacing to be applied is 90secs however a different value may be implemented.

• An ASAS Spacing chain may be initialised and implemented in the Feeder sector and then changed by an approach sector, or initialised in the Feeder sector and then implemented by the approach sector.

• TN-COO is in charge to verify, validate or initialise the incoming ASPA set chain of aircraft.

ARR COORDINATOR (Observer Over the Shoulder)

Detailed ASAS Tasks

• The ARR COO will take into consideration any ASAS sequence already established upstream.

• The ARR COO is expected to work in close cooperation with the TN-COO.

TE CONTROLLER

Detailed ASAS Tasks

• He verifies the incoming ASPA chain application.

TW CONTROLLER

Detailed ASAS Tasks


AE CONTROLLER

Detailed ASAS Tasks


AW CONTROLLER

Episode 3


Version : 1.00

Page 106 of 178


Detailed ASAS Tasks






• A digital voice communication system (Audio-LAN) with a headset, a loudspeaker, a footswitch and a panel-mounted push-to-talk facility;

• An ISA (Instantaneous Self-Assessment) subjective workload input device.



The HMI used for the RTS is an advanced stripless HMI, including the following main functions:


• Graphical representation of ASPA S/M delegation on HMI by means of a link between target and delegated aircraft;

• Standard On-Line Data Interchange (OLDI) of flight progress data, with SYSCO extensions specifically providing the support for aircraft transfer of communication i.e. there will be no co-ordination of flight parameters;


8.2.4 Pilots


Four PseudoPilots from ENAV Academy participate to the fourth prototyping session.

8.2.4.2 Role and Tasks





• The need to keep speed margins, i.e. the possibility to increase or decrease speed upon ATC instruction during the descent – within the available speed range;



• The designated point is reached;

• Or the pilot manually inputs a vertical rate or stops descent following ATC instruction;

• Or the descent can not be managed according to the constraints anymore while remaining in the safe aircraft flight envelope;

Episode 3


Version : 1.00

Page 107 of 178


• Or the pilot disengages the lateral navigation (e.g. an open-loop heading instruction is received), and accurate DTG can not be maintained anymore by the airborne system.

The airborne system continuously calculates the descent profile, assess feasibility and adjust rate if needed. Finally the airborne system has to modify/update the decent profile to take into account any lateral modifications resulting from ATC instructions (e.g. Direct-to, route change or speed instruction).

8.2.4.3 Working Positions

The simulated environment provides pilot working positions enabling pseudo-pilots to simulate the normal navigation behaviour of involved flights in the simulated airspace.

The Pilots Room Layout is shown in Figure 7.

Figure 7. Operations and Pilots Room

Episode 3


Version : 1.00

Page 108 of 178



8.3.1 Experimental Variables

The limitation of 4th Prototyping Session to only one week (including training) has made the design of the experiment built around only two independent variables represented by traffic sample and in particular by the flight distribution on the two runways of Rome Fiumicino Airport (LIRF), RWY16L and RWY 16R, and two scenarios:

• V1: ADES LIRF 16L/16R, with four levels:

o 1 : ADES LIRF 16L, 42 ; ADES LIRF 16R, 19;



o 4 : ADES LIRF 16L, 41 ; ADES LIRF 16R, 20.

• V2: Scenarios, with two levels:

o 1: ORGA – Point Merge System + A-CDA

o 2: ORGB – ORGA + ASPA S&M Spacing

These two variables are used to assess the impact of the flight distribution on the two runway of Rome Fiumicino Airport on the PMS+A-CDA and ASPA S&M operability and safety.

The dependent variables, corresponding to what is measured and used to assess the impact of the concepts under evaluation are presented in the next chapter dedicated to measurements (section 8.4).

8.3.2 Experimental Conditions

As only two independent variables have been identified, the experimental conditions correspond to the eight levels defined for it (see paragraph 8.3.1), for a total of four runs per each validation scenario.

8.3.3 Assumptions

The following assumptions have been done:

• No meteorological conditions considered;

• Eight Traffic sample (one for each run and for each ORG);

• All the traffic is assumed being P-RNAV and ASPA S&M capable aircraft;

• Traffic is scripted to replicate upstream compliance with Arrival Manager information; aircraft is delivered to the appropriate TMA metering points in accordance with Controlled Time of Arrival instructions;

• Only Arrival (to LIRF and LIRA) is addressed;

• One Feeder Sector (it’s a simplification due to the platform limits);

• No Temporary Segregated Areas (TSA) including prohibited areas, military restricted areas, military exercise and training areas and danger areas are simulated. Consequently no military activity is simulated;

• All STARs to Roma Fiumicino Airport (LIRF) shall be P-RNAV STARS. The arrival streams is fed into a PMS [based on Precision RNAV (P-RNAV) principles] with two sequencing legs for delivery to the landing runway via the Merge Point.

Episode 3


Version : 1.00

Page 109 of 178


8.3.4 Schedule

The fourth prototyping session is conducted over five days from the 23rd to the 27th of February 2009 and consists of one day of training followed by four days of measured exercises The last slot of the simulation session is used for spare run, final debriefings and questionnaire (Table 59).

Table 59. Schedule of the 4 th Prototyping Session.

Episode 3


Version : 1.00

Page 110 of 178



The objective of the training is to:


• Familiarise the controllers with the airspace settings and with the operational procedures and working methods that is applied during the simulation;



They then participate to series of hands-on exercises. During these exercises, the controllers have the opportunity to rotate over the different measured sectors. First hands-on sessions aim at getting familiar with the airspace, the HMI and the traffic. Once familiarity is gained, additional training runs are used to enable controllers to practice the new route structure and the continuous descent approach. A reduced traffic level (an elongated version of the sample used in the measured session) is used to cater for initial training in Prototyping Session 4 (equipment familiarisation, area familiarisation and system debugging).

Episode 3


Version : 1.00

Page 111 of 178



The measured session consists of performing eight measured runs. Each run lasts approximately 1 hour 15 minutes, enabling to collect 45 minutes of recordings, and is followed by a post-exercise questionnaire and a collective debriefing. In addition, observers present in the operations room capture spontaneous controller comments on the topics of interest, and problems that can occur.

At the end of the simulation period, the participants are asked to complete a post-simulation questionnaire. Moreover, a global debriefing is held to obtain further information on their perceived benefits/limits of the concept, the conduct of the experiment and their recommendations and/or requirements on what could be tested during the next prototyping session.

During a measured run, as there are four working positions and seven participants, half of the participants are spare and thus are free to observe any of the positions.

The seating plan for each run is showed in Table 60 below:

Run AW OtS AE TW FU TE SPARE

1 LFV1 RM2 MI1 NATS RM1 LFV2 MI2 LFV1 Larsson Per OlovLFV2 Bergstrom Claes Goran

2 MI1 RM2 MI2 NATS RM1 LFV1 LFV2 NATS Smith JonathanRM1 Sangermano Luca

3 MI2 RM2 LFV2 MI1 RM1 NATS LFV1 RM2 Spiga PaoloMI1 Bologni Antonello

25-feb-09 4 LFV2 RM2 NATS LFV1 RM1 MI2 MI1 MI2 Casiraghi Marco

1 MI2 RM2 NATS MI1 RM1 LFV1 LFV2

2 LFV1 RM2 MI1 MI2 RM1 LFV2 NATS

3 NATS RM2 MI2 LFV2 RM1 MI1 LFV1

27-feb-09 4 MI1 RM2 NATS LFV1 RM1 MI1 LFV2

26-f

eb-0

9

ORG A

ORG B

24-f

eb-0

9

Table 60: 4 th Prototyping Session – Seating Plan

8.4 MEASUREMENTS

The 4th Prototyping Session is a unique session involving five working days (one day training and four days simulation exercises and debriefing) where a qualitative, subjective validation assessment is carried out.

The qualitative validation assessment of LOs listed in Table 48. Episode 3 TMA prototyping session 4 Low level objectives and related hypothesis. is carried out applying the human data collection methods described in section 8.4.2.

8.4.1 Name Convention

Traffic sample data is displayed by an orderly group of characters (letters/numbers). An example of how this might be applied is described below.

Table 61: Exercise name de-code

Character Acronym Description

EP3T EP3_TMA

4 Prototyping Session number

T or M Training / Measured

01; 02; 03; 04 Represents the number of the Run

Thus, for example - EP3T4M01A represents the following:

Episode 3


Version : 1.00

Page 112 of 178


EP3_TMA; Prototyping Session 4; Measured exercise; Traffic Sample used in the 1st Run of ORGA.


8.4.2.1 Briefings

Daily briefing: At the beginning of each day, controllers are briefed about the objectives and the general organisation of the day.

8.4.2.2 Debriefings

Debriefings are conducted at the end of each run to enable participants to discuss their feeling regarding the feasibility and the acceptability of the tested concept, and evoke more specifically what they experienced during the run (e.g. confirm appropriateness of procedures, discuss usability of the phraseology, describe problems or difficulties encountered).

In addition a final debriefing takes place at the end of the prototyping session to collate participants’ final feedback regarding the acceptability of the concept, improvements required and issues to further investigate.

8.4.2.3 Interviews

Structured One to One interviews: during the prototyping session, this kind of interview can be conducted with each of the participants at least once. The objective is to get a more specific and precise feedback about the operability of the operational concepts and their working methods.

Other ad hoc semi-structured or unstructured interviews can be conducted, if required.



The aim of the Pre-Simulation questionnaire is to capture information about the experience of the participants, their willingness to participate, and their level of knowledge of the main operational concepts that are evaluated during the prototyping sessions.


The aim of the Post-exercise questionnaire is to collect immediate feedback on the run, with a specific focus on:

• Workload;




At the end of the prototyping session, a specific questionnaire is distributed to capture the global acceptability of the organisation, the working methods and procedures as well as collect suggestions for improvements and for open issues to investigate in following prototyping sessions.


Some elements of the experiment cannot be recorded from the simulation platform and hardly from the feedback of the controllers. Therefore, it is necessary to collect observations. Several means are used during the experiment to do so:


Episode 3


Version : 1.00

Page 113 of 178





The 4th Prototyping Session is a unique session involving only five working days (one day training and four days simulation exercises and debriefing) so it has been decided to have only objective measurements due to the following risks:

• One day training does not allow controllers have sufficient time to familiarise with the HMI and they could have problems to apply the correct working methods;

• Four exercise days do not give valuable statistical results.

Episode 3


Version : 1.00

Page 114 of 178


9 PROTOTYPING SESSIONS OVERVIEW

As stated earlier in the document, the focus and contents of the three first sessions was gradually refined on the basis of outcomes from previous session. After reviewing in details the four sessions, the present section proposes an overview of contents and focus of each session (Table 62) in order to help readers to understand the specificity and added value of each session. Similarly, the various metrics considered and their respective KPA are associated to sessions in which they were used (Table 63).

Table 62. Overview of the contents and focus of eac h prototyping session.

Session 1 Session 2 Session 3 Session 4

Session objectives

• Assess the acceptability and operational feasibility of A-CDA from TOD to FAF in P-RNAV route structure (e.g. tasks, roles, working method).

• Further assess the acceptability and operational feasibility of A-CDA from TOD to FAF in an improved P-RNAV route structure with aircraft being delivered to the appropriate TMA metering points in accordance with Controlled Time of Arrival (CTA) instructions.

• Assess the impact of cluster size on the acceptability and feasibility of adhering to an RBT, while performing an A-CDA down to FAF in P-RNAV environment.

• To confirm the acceptability and operational feasibility of A-CDA down to FAF in the improved P-RNAV route structure.

• To assess the impact of aircraft flying to meet time constraints on the IAF (CTA) on the acceptability and operational feasibility.

• To assess the impact of mixed RTA equipage conditions on the feasibility and acceptability of the proposed working method.

• Assess the acceptability and feasibility of P-RNAV/A-CDA and ASPA S&M in terms of working methods, phraseology and flight distribution

• Assess the effect of the working methods on the controller’s workload

• Assess the effect of the P-RNAV/A-CDA and ASPA S&M working methods on controller’s perceived situation awareness

Validation objectives

Hypothesis • A-CDA in P-RNAV route structure will be feasible and acceptable.

• In approach phase, headwind (East wind) is assumed to be less challenging than tailwind (West wind).

• A-CDA in the improved P-RNAV route structure will be feasible and more acceptable.

• Handling larger clusters of aircraft reduces the use and benefits of P-RNAV, A-CDA and RBT adherence.

• A-CDA in the improved P-RNAV route structure will be feasible and more acceptable.

• Although still feasible with reduced level of RTA equipage, the benefits of A-CDA in PRNAV route structure will be reduced.

• P-RNAV/A-CDA and ASPA S&M working methods is feasible and acceptable to the controller.

• In a dense TMA, P-RNAV/A-CDA and ASPA S&M concepts are achievable

• The defined phraseology is appropriate and easy to understand

• P-RNAV/A-CDA and ASPA S&M

Episode 3


Version : 1.00

Page 115 of 178



leads to a reduction in workload, enable earlier anticipation by controllers, contribute to maintaining a clear picture of traffic, increase controller’s perceived level of safety

Airspace • Dense terminal environment with Performance Based Navigation (PBN) route structures and with a single airport.

• Based on Dublin CTA, with future parallel runways RWY 10R/L.

• 4 Measured sectors: AN, AS, AP and FI.

• Same as session 1, with improved route structure (no more head-on convergence).

• Same as session 2. • Dense terminal environment with PMS system route structure and with two airport, with one airport

• Based on Rome TMA, with two parallel runways 16L/R

• 4 Measured sectors: AE, AW, TE, TW.

Traffic • Traffic scripted to replicate upstream compliance with Arrival Manager information.

• The time constraints are scripted in the traffic to reflect the respect of CTA in upstream sectors.

• Traffic clustered at IAF.

• CTA achieved through aircraft RTA functions.

• Traffic scripted to replicate upstream compliance with Arrival Manager information.

Simulation settings

Controllers and tools

• 8 controllers from 5 ANSPs: 1 DFS, 2 ENAV, 2 LFV, 1 LVNL and 2 NATS.

• Tools and HMI:

o ECHOES HMI: Interactive radar labels and aircraft data lists;

o OLDI of flight progress data, with SYSCO extensions;

o STCA for short term conflict alert;

o CDA slope function on the Pilot Working Position.

• 8 controllers from 5 ANSPs: 1 DFS, 2 ENAV, 2 LFV, 1 LVNL and 2 NATS.

• Tools and HMI: Same as during session 1.

• 8 controllers from 5 ANSPs: 1 DFS, 2 ENAV, 2 LFV, 1 LVNL and 2 NATS, including 4 newcomers.

• Tools and HMI: Same as during session 2 plus:

o RTA non capable aircraft highlighting on Controller radar screen;

• RTA FMS function emulated on the Pilot Working Position.

• 7 controllers from 3 ANSPs: 4 ENAV, 2 LFV, 1 NATS.

• 4 Pseudo Pilots from ENAV Academy

• Advanced stripless HMI, with interactive radar labels and aircraft data lists,

• graphical representation of ASPA S/M delegation

• OLDI of flight progress data

• SYSCO extensions

Episode 3


Version : 1.00

Page 116 of 178



o STCA

Experimental design

Experimental variables and conditions

Two variables:

• Wind conditions: East, West, North and South.

• Traffic level: 60 (30 arrivals and 30 departures), 70 (35 arrivals and 35 departures) and 80 (40 arrivals and 40 departures).

Those variables are used to assess the impact of respectively wind conditions and traffic level on the feasibility and operability of P-RNAV and A-CDA.

It is assumed that crosswind conditions (North and South) are more difficult to handle than other wind conditions and that higher traffic load is more difficult to handle than lower one.

Two variables:

• Wind conditions: East, North and South.

• Cluster size:

o 1: aircraft with appropriate spacing at IAF;

o 2: groups of 2 successive aircraft with predicted spacing at IAF smaller than required, and possibly a loss of separation in the absence of controller intervention;

o 3: groups of 3 successive aircraft with predicted spacing at IAF smaller than required, and possibly a loss of separation in the absence of controller intervention.

The wind condition variable is used to assess the impact of meteorological conditions on P-RNAV and A-CDA feasibility and operability, with crosswind conditions expected to be more difficult to handle.

The cluster size variable is used to assess the impact of the cluster size on the feasibility and acceptability of A-CDA and P-RNAV. As described in Table 18, it is expected that

Two variables:

• Wind conditions: North and South.

• Level of RTA equipage: Full (100%), High (80%) and Medium (66%).

The wind condition variable is mainly used to induce variability in the simulated scenarios, as both conditions are comparable.

The level of RTA equipage variable is used to assess the impact of RTA equipage level on the feasibility and acceptability of working method and CTA adherence

Two variables:

• Traffic level:




o 4 : ADES LIRF 16L, 41 ; ADES LIRF 16R, 20.

• Scenarios: ORGA and ORGB

Those variables are used to assess the impact of traffic level on the feasibility and operability of P-RNAV and A-CDA.

Episode 3


Version : 1.00

Page 117 of 178



handling larger clusters reduces the use and benefits of P-RNAV, A-CDA and RBT adherence.

Schedule • 10/11/08 – 14/11/08.

• 8 training runs (45 min).

• 10 measured runs (75 min).

• 08/12/08 – 12/12/08.

• 2 training runs ( 2 x 45 min hands-on session).


• 19/01/09 – 23/01/09.

• 4 training runs (45 min).


• 23/02/09 – 27/02/09

• 4 training runs (1h 15 min)

• 8 measured runs (1h 15 min)

Measurements

See Table 63

Table 63. List of Episode 3 TMA metrics, with assoc iated KPA.

KPA

Metric

Capacity Efficiency Environment Operability Safety Predictability Session

Flown trajectories X X X All

Geographical distribution of manoeuvre instructions X X X All

Instructions repartition X X X All

Inter aircraft spacing X X X All

Level off events X X All

Number and severity of losses of separation X All

Throughput at the FAF X All

Time spent on open loop vector X X X 3

Track miles through measured airspace X All

Vertical and speed profiles X X All

Episode 3


Version : 1.00

Page 118 of 178


10 REFERENCES AND APPLICABLE DOCUMENTS

10.1 REFERENCES

[1] Episode 3 Description of Work (DoW) v3.0

[2] Episode 3 E3-WP5 Project Management Plan, v1.0

[3] E-OCVM European Operational Concept Validation Methodology E-OCVM Approved Version 2.0, 17/03/2007

[4] Episode 3 E3-WP2-D2.4.1-04-TEC - Performance Framework v3.03

[5] Episode 3 E3-WP2-D2.3-01-WKP - Guidance Material for identification of Validation issues at WP and programme level: steps 0.1 to 1.7 of the E-OCVM

[6] SESAR DLM-0607-001-01-00 - SESAR D2: Air Transport Framework, The Performance Target

[7] SESAR DLM-0612-001-02-00 - SESAR D3: The ATM Target Concept

[8] SESAR DLT-0612-222-01-00 - SESAR Concept of Operations, version 2, October 2007

[9] SESAR E3-WP2-D2.3-03-WKP - Guidance Material for identification of Validation issues at WP and programme level: steps 2.1 to 2.6 of the E-OCVM

[10] SESAR SESAR Performance Assessment Task Report Capacity and Quality of Service Version 00.04, 04 June 2007

[11] Episode 3 E3-WP5-D5.2.1-01 - WP5 Validation Strategy – Version 1.01

[12] Episode 3 E3-D2.2-027 SESAR E5 Detailed Operational Description Arrival and Departure - High and Medium/Low Density Operations v3

[13] EUROCONTROL CDA Brochure, Continuous Descent Approach, Implementation Guidance Information May 2008

[14] ICAO ICAO Doc 9573, Manual of Area Navigation (RNAV) Operations, First Edition

[15] ICAO ICAO PANS-OPS Doc 8168, Volume II

[16] SESAR D1 The Current Situation - Approved & Accepted

[17] EUROCONTROL Study Report “Challenges to Growth”, EUROCONTROL, 2004 Approved v1.0, 01.12.04

[18] Episode 3 E3-D2.2-020-V3.0. SESAR 2020 General Purpose (G) Initial Detailed Operational Description (DOD)

[19] PMS Point Merge Integration of Arrival Flows Enabling Extensive RNAV Application and CDA – Operational Services and Environment Definition, EUROCONTROL, v1.0. April 2008

[20] Episode 3 E3-WP5-TMAEGERC-MIN-V02. Minutes of TMA Expert Group Meeting (1-2 April 2008, ERC)

[21] EUROCONTROL Long-Term Forecast: IFR Flight Movements 2006-2025

Episode 3


Version : 1.00

Page 119 of 178


11 ANNEXES

11.1 ANNEX 1. METRICS SPECIFICATIONS

Note: Unless mentioned, illustration of the metrics outputs correspond to examples for session 3.

11.1.1 Flown trajectories

Objective Provide an indication of the containment of the trajectories dispersion.

Description Provide the aircraft 2D trajectory representation through the measured airspace, with the route structure on background.

For each run, 2D trajectories of arrival flows should be displayed on the same graph using 2 different colour codes to differentiate the flows from opposite origins.

KPA concerned Efficiency, Environment, Predictability.

Performance framework

Not available. Again, more a visual metric, displaying location of trajectories. Could complement calculation of flight deviation (EFF.LOCAL.TMA.PI1 and EFF.ECAC.TMA.PI1).

Results/analysis Figures showing results per run.

Format Example from the first prototyping session.

081210B Crosswind (N)

Episode 3


Version : 1.00

Page 120 of 178


11.1.2 Geographical distribution of manoeuvre instructions

Objective Reflect a possible change in the controller working method through comparing between experimental conditions where each instruction is issued.

Description Show the number and the location of each manoeuvre instruction per sector in each experimental conditions, in terms of distance to go (in NM) to the Final Approach Fix (FAP10 or TACTY) of each aircraft. The distance taken into account refers to the actual trajectory flown by the aircraft (track miles).

Types of instructions to consider are: Direct, Heading, Level, CDA8 and Speed.

KPA concerned Capacity, Operability, Safety.


Not available, as rather an indicator of operability, supporting the understanding of changes in working methods.

Results/analysis • 1 excel table showing results for all the 9 runs;

• Graphs showing results for the 4 sectors in the 3 RTA equipage conditions.

Format Distribution of manoeuvre instructions

AP sector - RTA 80%

0

10

20

30

40

50

60

70

0 5 10 15 20 25 30 35 40 45 50 55 60Distance to Final Approach Fix (NM)

Num

ber o

f ins

truc

tions

Direct Heading Level CDA Speed

8 A clear distinction between Level/Altitude clearances and CDAs should be made.

Episode 3


Version : 1.00

Page 121 of 178


11.1.3 Instructions Repartition

Objective Indicate the number and type of instructions and show impact of the experimental condition on the controllers’ workload considered as a capacity and safety indicator, as well as on their working practices considered as an indicator of operability.

Description Show the number and type of instructions issued by each sector in each experimental condition.

For arrival traffic and for each sector, comparison of RTA equipage conditions should be displayed on the same graph.

Types of instructions to consider are: Direct, Heading, Level, CDA9 and Speed.

KPA concerned Capacity, Operability, Safety.


CAP.LOCAL.TMA.PI8, SAF.ECAC.TMA.PI3, SAF.ECAC.TMA.PI4, SAF.LOCAL.TMA.PI3, SAF.LOCAL.TMA.PI4.

Data sample Data sample 3.

Results/analysis • 1 excel table showing means + standard deviation values for all the 9 runs;

• 4 graphs showing means + standard deviation values for the 4 sectors in the 3 RTA equipage conditions.

Format Number and Type of Instructions

AP Sector

0

5

10

15

20

25

30

Direct Heading Level CDA Speed

Num

ber o

f ins

truc

tions

RTA 100% RTA 80% RTA 66%

9 A clear distinction between Level/Altitude clearances and CDAs should be made.

Episode 3


Version : 1.00

Page 122 of 178


11.1.4 Inter aircraft spacing at FAF

Objective Provide a measure of accuracy of spacing achieved over the FAF, reflecting an optimisation of the runway throughput, and an indication of quality of service from users’ perspective.

Description Show the mean inter aircraft spacing in distance achieved over a reference point (FAF) in each experimental condition.

Inter aircraft spacing in NM: distance between two aircraft in direct sequence, when the first aircraft reaches the FAF.

In addition the achieved spacing should be normalised according to the aircraft turbulence category: for a Medium aircraft following a Heavy one, the achieved spacing should be multiplied by 0.75.

For arrival traffic, comparison of RTA equipage conditions should be displayed on the same graph.

KPA concerned Capacity, Efficiency (quality of service), Safety.


Not proposed in the performance framework.


Results/analysis • 1 excel table showing mean + standard deviation + 95% + Min + Max values for all the 9 runs;

• 1 graph showing mean + standard deviation + 95% + Min + Max values for the 3 RTA equipage conditions.

Format Inter Aircraft Spacing at FAF

0

2

4

6

8

10

12

RTA 100% RTA 80% RTA 66%

Dis

tanc

e (N

M)

Episode 3


Version : 1.00

Page 123 of 178


11.1.5 Level off events

Objective: Provide an indication of flight efficiency in the TMA, as well as feasibility of the CDA from IAF down to the FAF.

Description: Show the number of times an aircraft levels off in the approach phase.


KPA concerned Efficiency (flight efficiency), Operability.

Performance framework Not proposed in the performance framework, as very specific to CDA.

Data sample: Data sample 1.

Results/analysis: • 1 excel table showing means + standard deviation values for all the 9 runs;

• 1 graph showing means + standard deviation values for the 3 RTA equipage conditions.

Format: Level off in TMA

0

1

2

Leve

l off

num

ber

RTA 100% RTA 80% RTA 66%

Episode 3


Version : 1.00

Page 124 of 178


11.1.6 Number and severity of losses of separation (API)

Objective Provide indication of the number and severity of losses of separation.

Description The loss of separation occurs if :

• Vertical separation < 1000 ft;

• Horizontal separation < 3 NM in TMA.

Severity

The API (Aircraft Proximity Index) metric is used as a measure of safety. The API provides a measure of the severity of an incident. If

• sepV is the vertical separation minimum standard (in feet),

• sepH is the horizontal separation minimum standard (in nautical

miles),

• VD is the actual vertical separation (in feet) of a pair of aircraft, and

• HD is the actual horizontal separation (in nautical miles) of the same pair of aircraft,

then if sepV VD ≤ and, simultaneously, if sepH HD ≤ then the value of the

API, APII , is given by:

( ) ( )( )22

22

*

100**

sepsep

HsepVsepAPI HV

DHDVI

−−= .

The possible values that the API can have ranges from 0 if there is no loss of separation between the two aircraft concerned up to 100 if there is a collision between the two aircraft concerned.

Three degrees of severity of an incident, namely minor, serious and very serious, can be defined in terms of the maximum value of the API during a loss of separation.

These three degrees can be defined as follows:

APII Severity

25.60 <≤ APII Minor

36.3125.6 <≤ APII Serious

APII≤36.31 Very Serious

For each traffic, comparison of meteorological conditions should be displayed on the same graph.

KPA concerned Safety.

Episode 3


Version : 1.00

Page 125 of 178



SAF.ECAC.TMA.PI2, SAF.LOCAL.TMA.PI2.




Format Number of losses of separations and severity (API)

2 3 2

1

33

11

0

2

4

6

8

10

RTA 100% RTA 80% RTA 66%

Tot

al n

umbe

r

Minor Serious Very Serious

Episode 3


Version : 1.00

Page 126 of 178


11.1.7 Throughput at the FAF

Objective Provide an indication of throughput in each experimental condition and indicate a possible impact of the experimental conditions on the quality of service (and possibly on the capacity).

Description Show the number of aircraft that pass a reference point (FAF) in each experimental condition during the analysis period. The figure should be normalised to 1 hour.


KPA concerned Capacity.


CAP.ECAC.TMA.PI1, CAP.ECAC.TMA.PI4, CAP.ECAC.TMA.PI5, CAP.LOCAL.TMA.PI1, CAP.LOCAL.TMA.PI5, CAP.LOCAL.TMA.PI6, CAP.LOCAL.TMA.PI7.




Format Throughput at FAF

0

10

20

30

40

a/c

num

ber p

er h

RTA 100% RTA 80% RTA 66%

Episode 3


Version : 1.00

Page 127 of 178


11.1.8 Time spent in open loop vector

Objective Quantify the number of aircraft subject to open loop vectors and the time spent in this state. This provides an indication of predictability of the trajectory.

Indeed, the predictability of aircraft can be impaired as no estimation (ETA) is calculated during open loop phase (either on simulated aircraft with current RTA FMS functionality).

Description Show the percentage of aircraft subject to open loop vectors in each experimental condition. Then the percentage of time spent in open loop vectors (compared to total time flown) is calculated only with regard to the aircraft which were given headings.

For each aircraft the total time flown is the difference between tFAP= pass over FAP and t0= transfer to measured sector.

Time on open loop vectors corresponds to the time between the issuing of a heading instruction and the issuing of a Direct-to instruction.


KPA concerned Efficiency, Operability, Predictability.


Not proposed in the performance framework.



• 1 graph showing means + standard deviation values (aircraft %) for the 3 RTA equipage conditions;

• 1 graph showing means + standard deviation values (time %) for the 3 RTA equipage conditions.

Format Percentage of Time spent in open loop

0

2

4

6

8

10

Tim

e (%

)

RTA 100% RTA 80% RTA 66%

Episode 3


Version : 1.00

Page 128 of 178


11.1.9 Track miles through measured airspace

Objective Provide the mean distance flown through the measured airspace in each experimental condition, as an indication of the impact of experimental conditions on efficiency.

Description For arrival traffic, comparison of RTA equipage conditions should be displayed on the same graph.

KPA concerned Efficiency.


Not proposed as such in the performance framework, but close to the EFF.ECAC.TMA.PI1, with calculation of distance instead of time flown.

Data sample Data sample 1 (from IAF on).



Format Track Miles in TMA

0

20

40

60

80

100

Mea

n D

ista

nce

(NM

)

RTA 100% RTA 80% RTA 66%

Episode 3


Version : 1.00

Page 129 of 178


11.1.10 Vertical and speed profiles

Objective Provide the aircraft descent and speed profiles through the measured airspace in each experimental condition to indicate potential flight efficiency and environmental impact.

Description For each run, the altitude in feet (and speed in knots (IAS)) is displayed as a function of distance to FAF in NM (ideally, the distance to FAF should be calculated with the use of flown trajectories to exactly reflect the distance to go).

For each run and flow (split up by origin), the profiles should be displayed on the same graph.

KPA concerned Efficiency, Environment.


Not proposed in the performance framework, very specific to CDA.


Results/analysis Vertical Profiles:

• 18 graphs showing results for all the 9 runs and the 2 flows;

• 18 graphs showing means + standard deviation values for all the 9 runs and the 2 flows.

Speed Profiles:

• 18 graphs showing results for all the 9 runs and the 2 flows;

• 18 graphs showing means + standard deviation values for all the 9 runs and the 2 flows.

Format Vertical Profiles

RTA 66% - Crosswind (S) - South Flow

0

20

40

60

80

100

120

140

160

180

0 5 10 15 20 25 30 35 40 45 50 55 60

Distance to FAF (NM)

Alti

tude

in fe

et (

*100

)

Episode 3


Version : 1.00

Page 130 of 178


11.2 ANNEX 2: QUESTIONNAIRES SESSION 1


Episode 3


Version : 1.00

Page 131 of 178


11.2.1 Entry questionnaire Session 1

Purpose of this questionnaire: The purpose of this questionnaire is to collect information before the beginning of the session period about: who you are, your operational and simulation experience, and your knowledge of the operational concept that will be used in this session. If you need help, please, ask the analysis team representatives.

Thank you very much for your co-operation and contr ibution!

Note: All the individual data collected during this simulation, including the responses to this questionnaire, will be treated in the strictest confidence.

1. Your name:

__________________________________________

2. Your native language:

_______________________

3. For how many years have you been a qualified con troller?

__________________________

4. What is your current unit?

________________________

5. For how many years have you been at your current unit?

____________________________

Episode 3


Version : 1.00

Page 132 of 178


6. On which type of sectors are you qualified?

� En-route � TMA � Approach � Tower

7. What is your current position?

� Controller � Instructor (OJT) � Both

8. Do you work in stripless environment?

� Yes � No

9. Have you previously taken part in real-time simu lation?

� Yes � No

If "Yes", which one? 10. Are you familiar with the following elements?

Not familiar Familiar

P-RNAV routings � �

Point Merge System � �

A-CDA � �

AMAN � �

If familiar, where does this knowledge come from?

Episode 3


Version : 1.00

Page 133 of 178


11.2.2 Post run questionnaire session 1

Purpose of this questionnaire : Collect information both about your perception of your workload and about other elements that could affect, in a positive or negative way, your overall performance in the last run you performed.

Note: All the individual data collected during this session, including the responses to this questionnaire, will be treated in the strictest confidence. If you need help, please, ask the analysis team representatives.


Workload

❏ ❏ ❏ ❏ ❏ 1. What is your estimated overall workload during the last run?

Very low Low Medium High Very high

2. If the workload was high / very high, what caused it?

❏ ❏ ❏ ❏ ❏ 3. What was the impact of the traffic load on your workload during the last run?


❏ ❏ ❏ ❏ ❏ 4. What was the impact of the weather conditions on your workload during the last run?


❏ ❏ ❏ ❏ ❏ 5. What was the impact of R/T on your workload during the last run?


6. Overall, were the tasks you had to carry out during the last run feasible?

❏ ❏ Yes No

7. Overall, did the tasks you had to carry out during the last run remain at an acceptable level?

❏ ❏ Yes No

Comments:

Episode 3


Version : 1.00

Page 134 of 178


Situation awareness

❏ ❏ ❏ ❏ ❏ 8. What is your estimated overall situation awareness (clear picture of the situation) during the last run?

Very low Low Medium Good Very good

❏ ❏ ❏ ❏ ❏ 9. Were you surprised by any events that you did not expect during the last run?

Never Sometimes Often Very often Always

Comments:

Working Methods

❏ ❏ ❏ ❏ ❏ 10. How would you rate the compatibility of the P-RNAV / A-CDA with your usual tasks (sequence building, separation management)? Very low Low Medium High Very high

11. If encountered, please describe problems due to very low / low compatibility.

❏ ❏ ❏ ❏ ❏ 12. As an Arrival or Approach Controller, how was it for you to sequence the traffic during the last run? Very easy Easy Medium Difficult Very difficult

❏ ❏ ❏ ❏ ❏ 13. As an Approach Controller, did you have any difficulties with aircraft coming from opposite directions during the last run? Never Sometimes Often Very often Always

❏ ❏ ❏ ❏ ❏ 14. As an Approach Controller, did you have any difficulties in identifying when to issue the ‘Direct to’ instruction during the last run? Never Sometimes Often Very often Always

❏ ❏ ❏ ❏ ❏ 15. As an Approach Controller or Final Director, how was it for you to monitor the aircraft spacing during the last run? Very easy Easy Medium Difficult Very difficult

16. Did you have any conflicts between arrivals and departures during the last run?

❏ ❏ Yes No

❏ ❏ ❏ ❏ ❏ 17. If yes, how was it for you to solve the conflict?

Very easy Easy Medium Difficult Very difficult

Comments:

Episode 3


Version : 1.00

Page 135 of 178


Synthesis

❏ ❏ ❏ ❏ ❏ 18. Overall, how would you rate your level of performance during the last run?


❏ ❏ ❏ ❏ ❏ 19. Overall, how would you rate the level of safety during the last run?


❏ ❏ ❏ ❏ ❏ 20. Overall, how would you rate your job satisfaction during the last run?


❏ ❏ ❏ ❏ ❏ 21. Overall, how would you rate the acceptability of P-RNAV / A-CDA in TMA airspace?


Comments:

Episode 3


Version : 1.00

Page 136 of 178


11.2.3 Post simulation questionnaire session 1

Purpose of this questionnaire : Collect your overall feedback on the session (settings, conduct: P-RNAV + A-CDA + scripted AMAN and to gain your perception on these new procedures.

Note: All the individual data collected during this session, including the responses to this questionnaire, will be treated in the strictest confidence.

If you need help, please, ask the analysis team representatives.


Training and session realism Very low Low Medium High Very high

22. How would you rate the quality of training (length and contents)? ❏ ❏ ❏ ❏ ❏

23. How would you rate the realism of the simulation? ❏ ❏ ❏ ❏ ❏ 24. How would you rate the suitability of the traffic

(level, load, complexity and metering) to evaluate the operability of P-RNAV / A-CDA?

❏ ❏ ❏ ❏ ❏

25. How would you rate the suitability of airspace (sector, routes, sequencing legs etc) to evaluate the operability of P-RNAV / A-CDA?

❏ ❏ ❏ ❏ ❏

26. What could be improved?

Episode 3


Version : 1.00

Page 137 of 178


Workload

Monitor situation

Separate aircraft

Build sequence

Other (please

describe)

❏ ❏ ❏ ❏ ____

❏ ❏ ❏ ❏ ____

27. How would you order the following tasks in terms of workload, from 1 (higher workload) to 4 (lower workload), as

Arrival Controller Approach Controller Final Director

❏ ❏ ❏ ❏ ____ Very much increased

Quite increased Same Quite

reduced Very much

reduced

❏ ❏ ❏ ❏ ❏

❏ ❏ ❏ ❏ ❏

28. Compared to today, how would you rate your overall workload as


❏ ❏ ❏ ❏ ❏ 29. If applicable, what contributed to workload reduction?

Situation awareness

Very much degraded

Quite degraded Same Quite

improved Very much improved

❏ ❏ ❏ ❏ ❏

❏ ❏ ❏ ❏ ❏

30. Compared to today, how would you rate your overall situation awareness as


❏ ❏ ❏ ❏ ❏ 31. If applicable, what contributed situation awareness improvement?

Episode 3


Version : 1.00

Page 138 of 178


32. How much do you agree with the following statements ?

Strongly disagree Disagree Neutral Agree Strongly

Agree

33. P-RNAV working method is easier to apply than the current working method based on radar vectoring.

❏ ❏ ❏ ❏ ❏

34. The proposed task distribution between the Approach controller and the Final Director is appropriate.

❏ ❏ ❏ ❏ ❏

35. The planning of the aircraft spacing requires less effort than with the current working method. ❏ ❏ ❏ ❏ ❏

36. The monitoring of the aircraft sequence requires less effort than with the current working method. ❏ ❏ ❏ ❏ ❏

37. P-RNAV / A-CDA working method increases trajectory predictability if compared to today. ❏ ❏ ❏ ❏ ❏

38. P-RNAV / A-CDA working method allows the delivery of more consistent traffic to the runway if compared to today.

❏ ❏ ❏ ❏ ❏

Not acceptable Acceptable Minor Major

39. Compared to today, how would you rate the modification of your working practices?

❏ ❏ ❏ ❏ 40. Comments:

Episode 3


Version : 1.00

Page 139 of 178


Benefits and limitations


Agree 41. Overall, P-RNAV / A-CDA increases safety level if compared to today.

❏ ❏ ❏ ❏ ❏ Please comment:

None Few Some Numerous Minor Major

❏ ❏ ❏ ❏ ❏ ❏

42. From an ATM perspective, how would you describe the foreseen benefits of P-RNAV / A-CDA?

Please list 3 of them: 1.

2.

3.


❏ ❏ ❏ ❏ ❏ ❏

43. From an ATM perspective, how would you describe the foreseen limitations of P-RNAV / A-CDA?


2.

3.

Suggestions for next steps

44. As a conclusion, what main changes should be introduced for the next prototyping sessions?

Episode 3


Version : 1.00

Page 140 of 178




Episode 3


Version : 1.00

Page 141 of 178



Purpose of this questionnaire: The purpose of this questionnaire is to collect information before the beginning of the session period about: who you are, your operational and simulation experience, and your knowledge of the operational concept that will be used in this session.




11. Your name:

__________________________________________


_______________________

13. For how many years have you been a qualified co ntroller?

__________________________


________________________

15. For how many years have you been at your curren t unit?

____________________________

Episode 3


Version : 1.00

Page 142 of 178







� Yes � No

19. Have you previously taken part in real-time sim ulation?

� Yes � No





A-CDA � �

RBT / CTA � �

AMAN � �


Episode 3


Version : 1.00

Page 143 of 178






Workload




❏ ❏ ❏ ❏ ❏ 47. What was the impact of the traffic load on your workload?


❏ ❏ ❏ ❏ ❏ 48. What was the impact of the weather conditions on your workload?




50. Overall, did the tasks you had to carry out remain at an acceptable level?

❏ ❏ Yes No

Comments:

Episode 3


Version : 1.00

Page 144 of 178


Situation awareness

❏ ❏ ❏ ❏ ❏ 51. What is your estimated overall situation awareness (picture of the situation)?


❏ ❏ ❏ ❏ ❏ 52. Were you surprised by any events that you did not expect?


Comments:

Working Methods

❏ ❏ ❏ ❏ ❏ 53. As an Arrival Controller (AN or AS), how often did you have to intervene to provide the appropriate spacing? Never Sometimes Often Very often Always

As an Arrival Controller (AN or AS), if you intervened to provide the appropriate spacing…

❏ ❏ ❏ ❏ ❏ 54. … how was it for you?


❏ ❏ ❏ 55. … what techniques did you use mostly?

Speed Control

Heading Other (please describe)

_________________

❏ ❏ ❏ ❏ ❏ 56. As an Approach Controller (AP), did you have any difficulties in assessing positions of aircraft in the sequence? Never Sometimes Often Very often Always

❏ ❏ ❏ ❏ ❏ 57. As an Approach Controller (AP), did you have any difficulties in identifying when to issue ‘Direct to’? Never Sometimes Often Very often Always

❏ ❏ ❏ ❏ ❏ 58. As a Final Director (FI), how was it for you to achieve the required aircraft spacing?


59. Did you have any conflicts between arrivals and departures?

❏ ❏ Yes No



Comments:

Episode 3


Version : 1.00

Page 145 of 178


Synthesis

❏ ❏ ❏ ❏ ❏ 61. Overall, how would you rate your level of performance?


❏ ❏ ❏ ❏ ❏ 62. Overall, how would you rate the level of safety?


❏ ❏ ❏ ❏ ❏ 63. Overall, how would you rate your job satisfaction?


❏ ❏ ❏ ❏ ❏ 64. Overall, how would you rate the acceptability of tested scenario (P-RNAV/A-CDA/CTA)?


Comments:

Episode 3


Version : 1.00

Page 146 of 178



Purpose of this questionnaire : Collect your overall feedback on the conduct of the session and gain your perception on the tested scenario (P-RNAV + A-CDA + arrivals on CTA).







(level, load, complexity and metering) to evaluate the operability of P-RNAV / A-CDA / CTA?

❏ ❏ ❏ ❏ ❏


Episode 3


Version : 1.00

Page 147 of 178


Workload

Very much increased


reduced Very much

reduced

❏ ❏ ❏ ❏ ❏

❏ ❏ ❏ ❏ ❏


Arrival Controller (AN or AS) Approach Controller (AP) Final Director (FI)

❏ ❏ ❏ ❏ ❏ 6. What contributed to workload reduction/increase?

Situation awareness

Very much degraded



❏ ❏ ❏ ❏ ❏

❏ ❏ ❏ ❏ ❏


Arrival Controller (AN or AS) Approach Controller (AP) Final Director (FI)

❏ ❏ ❏ ❏ ❏ 8. What contributed to situation awareness improvement/degradation?

Episode 3


Version : 1.00

Page 148 of 178


9. How much do you agree with the following statements ?


Agree

10. The airspace design (sector, routes, sequencing legs etc) is suitable for the operability of P-RNAV / A-CDA / CTA.

❏ ❏ ❏ ❏ ❏

❏

❏

❏

❏

❏

❏ ❏ ❏ ❏ ❏

11. The proposed working method is easier to apply than the current working method for

Arrival Controller (AN or AS)

Approach Controller (AP)

Final Director (FI)

❏ ❏ ❏ ❏ ❏

❏

❏

❏

❏

❏

12. The planning of the aircraft sequence requires less effort than with the current working method for

Arrival Controller (AN or AS)


❏ ❏ ❏ ❏ ❏ 13. The appropriate delivery of traffic at IAF

(identification and implementation of actions) does not require additional effort compared to today.

❏ ❏ ❏ ❏ ❏

14. In AN/AS and AP, handling larger “clusters” of aircraft does not require more interventions than handling smaller ones.

❏ ❏ ❏ ❏ ❏

15. In AS/AN, and in the absence of separation issues, metering with early speed control always facilitates the work of AP.

❏ ❏ ❏ ❏ ❏

16. The proposed task distribution between AP and the FI is appropriate. ❏ ❏ ❏ ❏ ❏

17. In AP and FI, the monitoring of the aircraft spacing requires less effort than with the current working method.

❏ ❏ ❏ ❏ ❏

18. Provided AP delivers traffic with appropriate spacing, there is no need for tactical interventions by FI (e.g. direct to TACTY).

❏ ❏ ❏ ❏ ❏

19. The tested scenario allows the delivery of more regular traffic to the runway compared to today. ❏ ❏ ❏ ❏ ❏

20. The tested scenario enables the increase of the trajectory predictability compared to today. ❏ ❏ ❏ ❏ ❏

Episode 3


Version : 1.00

Page 149 of 178




❏ ❏ ❏ ❏ 22. Comments:

Benefits and limitations of the tested scenario (P- RNAV / A-CDA / arrivals on CTA)


Agree 23. Overall, the tested scenario enables the increase of the safety level compared to today.

❏ ❏ ❏ ❏ ❏ Please comment:


❏ ❏ ❏ ❏ ❏ ❏

24. From an ATM perspective, how would you describe the foreseen benefits of the tested scenario?


2.

3.


❏ ❏ ❏ ❏ ❏ ❏

25. From an ATM perspective, how would you describe the foreseen limitations of the tested scenario?


2.

3.

Episode 3


Version : 1.00

Page 150 of 178


Suggestions for next steps

26. As a conclusion, what main changes should be introduced for the next prototyping sessions?

Episode 3


Version : 1.00

Page 151 of 178




Episode 3


Version : 1.00

Page 152 of 178







21. Your name:

__________________________________________


_______________________

23. For how many years have you been a qualified co ntroller?

__________________________


________________________

25. For how many years have you been at your curren t unit?

____________________________

Episode 3


Version : 1.00

Page 153 of 178







� Yes � No

29. Have you previously taken part in real-time sim ulation?

� Yes � No





A-CDA � �

RBT / CTA � �

RTA � �

AMAN � �


Episode 3


Version : 1.00

Page 154 of 178






Workload




❏ ❏ ❏ ❏ ❏ 3. What was the impact of the traffic load on your workload?


4. As an Arrival Controller (AN or AS), what was the general level of workload induced by handling


RTA capable a/c ❏ ❏ ❏ ❏ ❏

Non RTA capable a/c ❏ ❏ ❏ ❏ ❏

5. As an Arrival Controller (AN or AS), what was the level of workload in monitoring induced by


RTA capable a/c ❏ ❏ ❏ ❏ ❏

Non RTA capable a/c ❏ ❏ ❏ ❏ ❏

6. Overall, did the tasks you had to carry out remain at an acceptable level?

❏ ❏ Yes No

7. Comments:

Episode 3


Version : 1.00

Page 155 of 178


Situation awareness (SA)

❏ ❏ ❏ ❏ ❏ 8. What is your estimated overall SA (picture of the situation)?


❏ ❏ ❏ ❏ ❏ 9. Did you perceive a SA degradation/improvement due to A-CDA operations? SA greatly

improved. SA fairly

improved. No impact. SA fairly

degraded. SA greatly degraded.

❏ ❏ ❏ ❏ ❏ 10. As an Arrival Controller (AN or AS), did you perceive a SA degradation/improvement due to RTA capable a/c? SA greatly

improved. SA fairly

improved. No impact. SA fairly

degraded. SA greatly degraded.

❏ ❏ ❏ ❏ ❏ 11. Were you surprised by any events that you did not expect?


12. Comments:

Working Methods

❏ ❏ ❏ ❏ ❏ Never Sometimes Often Very often Always

13. As an Arrival Controller (AN or AS), how often did you have to intervene to deliver a/c to the IAF with appropriate spacing?


❏ ❏ ❏ ❏ ❏ 14. As an Arrival Controller (AN or AS), if you intervened to provide the appropriate spacing, how was it for you? Very easy Easy Medium Difficult Very difficult

❏ ❏ ❏ ❏ ❏ 15. As an Approach Controller (AP), did you have any difficulties in assessing positions of aircraft in the sequence? Never Sometimes Often Very often Always

❏ ❏ ❏ ❏ ❏ 16. As an Approach Controller (AP), did you have any difficulties in identifying when to issue ‘Direct to’? Never Sometimes Often Very often Always

❏ ❏ ❏ ❏ ❏ 17. As a Final Director (FI), how was it for you to achieve the required aircraft spacing?


18. Did you have any conflicts between arrivals and departures?

❏ ❏ Yes No



20. Comments:

Episode 3


Version : 1.00

Page 156 of 178


Synthesis

❏ ❏ ❏ ❏ ❏ 21. Overall, how would you rate the acceptability of the proposed working method?


❏ ❏ ❏ ❏ ❏ 22. Overall, how would you rate the level of safety?


❏ ❏ ❏ ❏ ❏ 23. Overall, how would you rate your job satisfaction?


❏ ❏ ❏ ❏ ❏ 24. Overall, how would you rate the feasibility of tested scenario (P-RNAV/A-CDA/CTA/RTA)?


25. Comments:

Episode 3


Version : 1.00

Page 157 of 178



Purpose of this questionnaire :

Collect your overall feedback on the conduct of the session and gain your perception on the tested scenario which has been set up to explore the following operational concepts:

� P-RNAV and Point Merge System (PMS);

� A-CDA;

� CTA achieved through RTA by capable a/c .

Clarification on CTA:

The concept introduces time constraints dynamically issued by an arrival manager (AMAN) for metering purposes. The time constraints may then be achieved through RTA by capable aircraft.

As a known limitation in this session , the CTA times were actually scripted and the displayed arrival sequence, presented by the AMAN, was static.

Consequently it was not possible – nor intended – to explore dynamic aspects of the sequence optimisation in this prototyping session.







(load, complexity and presentation) to evaluate the operability of P-RNAV / A-CDA / CTA/RTA?

❏ ❏ ❏ ❏ ❏

4. What could have been done to improve any of the above factors?

Episode 3


Version : 1.00

Page 158 of 178


Workload – Compared to your current working method

Very much reduced

Quite reduced Same Quite

increased Very much increased

❏ ❏ ❏ ❏ ❏

❏ ❏ ❏ ❏ ❏

❏ ❏ ❏ ❏ ❏

5. How would you rate your overall workload as

Arrival Controller (AN or AS) RTA full equipage

RTA mixed equipage

Approach Controller (AP) Final Director (FI)

❏ ❏ ❏ ❏ ❏ 6. What contributed to workload reduction/increase (please make reference to the role)?

Situation awareness (SA) – Compared to your current working method

Very much degraded



❏ ❏ ❏ ❏ ❏

❏ ❏ ❏ ❏ ❏

❏ ❏ ❏ ❏ ❏

7. How would you rate your overall SA as


RTA mixed equipage


❏ ❏ ❏ ❏ ❏ 8. What contributed to SA degradation/improvement (please make reference to the role)?

Safety – Compared to your current working method

Very much reduced

Quite reduced Same Quite

increased Very much increased

❏ ❏ ❏ ❏ ❏

❏ ❏ ❏ ❏ ❏

❏ ❏ ❏ ❏ ❏

9. How would you rate the level of safety as


RTA mixed equipage


❏ ❏ ❏ ❏ ❏

Episode 3


Version : 1.00

Page 159 of 178


10. What contributed to safety level reduction/increase (please make reference to the role)?

How much do you agree with the following statements ?


Agree

11. The airspace design (sector, routes, metering points) is suitable for the operability of the P-RNAV and Point Merge concepts.

❏ ❏ ❏ ❏ ❏

Please comment:

12. The airspace design (sector, routes, metering points) is suitable for the operability of the A-CDA concept.

❏ ❏ ❏ ❏ ❏

Please comment:

13. The airspace design (sector, routes, sequencing legs, metering points) is suitable for the operability of the CTA (through RTA) concept.

❏ ❏ ❏ ❏ ❏

Please comment:

❏

❏

❏

❏

❏

❏ ❏ ❏ ❏ ❏

❏ ❏ ❏ ❏ ❏

14. The proposed working method is easier to apply than the current working method for


RTA mixed equipage


Final Director (FI)

❏ ❏ ❏ ❏ ❏ Please comment (make reference to the role):

15. In AN/AS, and in case of RTA mixed equipage, the appropriate delivery of traffic at IAF (identification and implementation of actions) does not require additional effort compared to the case of RTA full equipage.

❏ ❏ ❏ ❏ ❏

Episode 3


Version : 1.00

Page 160 of 178


Please comment:



Agree

16. In AS/AN, and in the absence of separation issues, metering traffic with early speed control (no matter the RTA equipage mix and the respect of CTA) always facilitates the work of AP.

❏ ❏ ❏ ❏ ❏

Please comment:

17. The proposed task distribution between AN/AS and the AP is appropriate. ❏ ❏ ❏ ❏ ❏

Please comment (e.g. if you do not agree, you could propose a fair and effective distribution of tasks):

18. The proposed task distribution between AP and the FI is appropriate. ❏ ❏ ❏ ❏ ❏

Please comment (e.g. if you do not agree, you could propose a fair and effective distribution of tasks):

19. In AP and FI, the monitoring of the aircraft spacing requires less effort than with the current working method.

❏ ❏ ❏ ❏ ❏

Please comment:

20. The tested scenario (P-RNAV / A-CDA / CTA) enables the increase of the trajectory predictability compared to today.

❏ ❏ ❏ ❏ ❏

Please comment:

Episode 3


Version : 1.00

Page 161 of 178


Benefits and limitations of the operational concept s


❏ ❏ ❏ ❏ ❏ ❏

21. From an ATM perspective, how would you describe the foreseen benefits of P-RNAV / Point Merge?

Please list some of them: 1.

2.

3.

…


❏ ❏ ❏ ❏ ❏ ❏

22. From an ATM perspective, how would you describe the foreseen limitations of P-RNAV / Point Merge?


2.

3.

…


❏ ❏ ❏ ❏ ❏ ❏

23. From an ATM perspective, how would you describe the foreseen benefits of A-CDA?


2.

3.

…

Episode 3


Version : 1.00

Page 162 of 178



❏ ❏ ❏ ❏ ❏ ❏

24. From an ATM perspective, how would you describe the foreseen limitations of A-CDA?


2.

3.

…

Benefits and limitations of the operational concept s


❏ ❏ ❏ ❏ ❏ ❏

25. From an ATM perspective, how would you describe the foreseen benefits of CTA / RTA?


2.

3.

…


❏ ❏ ❏ ❏ ❏ ❏

26. From an ATM perspective, how would you describe the foreseen limitations of CTA / RTA?


2.

3.

…

Episode 3


Version : 1.00

Page 163 of 178


Please use this section for any general comment on the session, you wish to express.

Episode 3


Version : 1.00

Page 164 of 178



11.5.1 Entry Questionnaire Session 4





1. Your name:

__________________________________________


_______________________

3. For how many years have you been a qualified con troller?

__________________________


________________________

5. For how many years have you been at your current unit?

____________________________

Episode 3


Version : 1.00

Page 165 of 178







� Yes � No

9. Have you previously taken part in real-time simu lation?

� Yes � No





CDA � �

ASPA S&M � �

AMAN � �

CTA � �


Episode 3


Version : 1.00

Page 166 of 178



11.5.2.1 ORGA Post run questionnaire session 4

Date: _____________ Run ID: _______________

Sector: ____________ Controller Name: __________________




Workload









❏ ❏ Yes No


❏ ❏ Yes No

Comments:

Episode 3


Version : 1.00

Page 167 of 178


Situation awareness

❏ ❏ ❏ ❏ ❏ 7. What is your estimated overall situation

awareness (clear picture of the situation) during the last run?


❏ ❏ ❏ ❏ ❏ 8. Were you surprised by any events that you did

not expect during the last run?


Comments:

Working Methods



❏ ❏ ❏ ❏ ❏ 11. Were the provided P-RNAV / A-CDA working methods appropriate?


12. If not, please describe problems due to very low / low appropriateness.

❏ ❏ ❏ ❏ ❏ 13. As an Arrival or Approach Controller, how was it for you to sequence the traffic during the last run? Very easy Easy Medium Difficult Very difficult


Comments:

Episode 3


Version : 1.00

Page 168 of 178


Synthesis









Comments:

Episode 3


Version : 1.00

Page 169 of 178


11.5.2.2 ORGB Post run questionnaire session 4

Date: _____________ Run ID: _______________

Sector: ____________ Controller Name: __________________




Workload









❏ ❏ Yes No


❏ ❏ Yes No

Comments:

Episode 3


Version : 1.00

Page 170 of 178


Situation awareness

❏ ❏ ❏ ❏ ❏ 7. What is your estimated overall situation

awareness (clear picture of the situation) during the last run?


❏ ❏ ❏ ❏ ❏ 8. Were you surprised by any events that you did

not expect during the last run?


Comments:

Working Methods



❏ ❏ ❏ ❏ ❏ 11. How would you rate the compatibility of the ASPA S&M with your usual tasks (sequence building, separation management)? Very low Low Medium High Very high


❏ ❏ ❏ ❏ ❏ 13. Were the provided P-RNAV / A-CDA working methods appropriate?



❏ ❏ ❏ ❏ ❏ 15. Were the provided ASAS working methods appropriate?



17. As an Arrival or Approach Controller, how was it for you to sequence the traffic during the last ❏ ❏ ❏ ❏ ❏

Episode 3


Version : 1.00

Page 171 of 178


run? Very easy Easy Medium Difficult Very difficult

❏ ❏ ❏ ❏ ❏ 18. As an Approach Controller, did you have any difficulties in identifying when to issue the Direct-to instruction during the last run? Never Sometimes Often Very often Always


Comments:

Synthesis









❏ ❏ ❏ ❏ ❏ 24. Overall, how would you rate the acceptability of

ASPA S&M in TMA airspace?


Comments:

Episode 3


Version : 1.00

Page 172 of 178


11.5.3 Post Simulation questionnaire session 4

Date: _____________ Controller Name: __________________

Purpose of this questionnaire : Collect your overall feedback on the session (settings, conduct: P-RNAV + A-CDA + ASPA S&M + scripted AMAN and to gain your perception on these new procedures.







(level, load, complexity and metering) to evaluate the operability of P-RNAV / A-CDA?

❏ ❏ ❏ ❏ ❏

4. How would you rate the suitability of airspace (sector, routes, sequencing legs etc) to evaluate the operability of P-RNAV / A-CDA?

❏ ❏ ❏ ❏ ❏

5. How would you rate the suitability of the traffic (level, load, complexity and metering) to evaluate the operability of ASPA S&M?

❏ ❏ ❏ ❏ ❏

6. How would you rate the suitability of airspace (sector, routes, sequencing legs etc) to evaluate the operability of ASPA S&M?

❏ ❏ ❏ ❏ ❏


Episode 3


Version : 1.00

Page 173 of 178


Workload

Monitor situation

Separate aircraft

Build sequenc

e

Other (please

describe)

❏ ❏ ❏ ❏ ____

❏ ❏ ❏ ❏ ____

8. How would you order the following tasks in terms of workload, from 1 (higher workload) to 4 (lower workload), as

FU TW/TE AW/AE ❏ ❏ ❏ ❏ ____

Very much

increased


reduced

Very much

reduced

❏ ❏ ❏ ❏ ❏

❏ ❏ ❏ ❏ ❏


FU TW/TE AW/AE ❏ ❏ ❏ ❏ ❏

10. If applicable, what contributed to workload reduction?

Situation awareness

Very much degraded



❏ ❏ ❏ ❏ ❏

❏ ❏ ❏ ❏ ❏


FU TW/TE AW/AE ❏ ❏ ❏ ❏ ❏

12. If applicable, what contributed situation awareness improvement?

Episode 3


Version : 1.00

Page 174 of 178




Agree

13. P-RNAV working method is easier to apply than the current working method based on radar vectoring.

❏ ❏ ❏ ❏ ❏



16. P-RNAV / A-CDA working method increases trajectory predictability if compared to today. ❏ ❏ ❏ ❏ ❏

17. P-RNAV / A-CDA working method allows the delivery of more consistent traffic to the runway if compared to today.

❏ ❏ ❏ ❏ ❏



❏ ❏ ❏ ❏ 19. Comments:

Episode 3


Version : 1.00

Page 175 of 178


20. ASPA S&M working method is easier to apply than the current working method based on radar vectoring.

❏ ❏ ❏ ❏ ❏



23. ASPA S&M working method increases trajectory predictability if compared to today. ❏ ❏ ❏ ❏ ❏

24. ASPA S&M working method allows the delivery of more consistent traffic to the runway if compared to today.

❏ ❏ ❏ ❏ ❏



❏ ❏ ❏ ❏ 26. Comments:

Episode 3


Version : 1.00

Page 176 of 178


Benefits and limitations

Strongly disagree

Disagree Neutral Agree Strongly Agree

27. Overall, P-RNAV / A-CDA increases safety level if compared to today.

❏ ❏ ❏ ❏ ❏ 28. Please comment:


❏ ❏ ❏ ❏ ❏ ❏

29. From an ATM perspective, how would you describe the foreseen benefits of P-RNAV / A-CDA?


2.

3.


❏ ❏ ❏ ❏ ❏ ❏

30. From an ATM perspective, how would you describe the foreseen limitations of P-RNAV / A-CDA?


2.

3.

Strongly disagree

Disagree Neutral Agree Strongly Agree

31. Overall, ASPA S&M increases safety level if compared to today.

❏ ❏ ❏ ❏ ❏ 32. Please comment:


❏ ❏ ❏ ❏ ❏ ❏

33. From an ATM perspective, how would you describe the foreseen benefits of ASPA S&M?


2.

3.

Episode 3


Version : 1.00

Page 177 of 178



❏ ❏ ❏ ❏ ❏ ❏

34. From an ATM perspective, how would you describe the foreseen limitations of ASPA S&M?


2.

3.

Suggestions

35. As a conclusion, what main changes should have been introduced?

Episode 3


Version : 1.00

Page 178 of 178


END OF DOCUMENT

EPISODE 3 · Episode 3 D5.3.6-01 - Exercise plan - Prototyping of a dense TMA Version : 1.00 Page 1 of 178 Issued by the Episode 3 consortium for the Episode 3 project co-funded by

Documents