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SESAR 2020 Exploratory Research and Very Large Scale Demonstrations Open Call Technical Specification Document information Call identifier H2020-SESAR-2016-2 Edition 00.01.00 Prepared by SESAR Joint Undertaking Abstract This document comprises the Technical Specification Document for the 2016 SESAR 2020 Exploratory Research and Very Large Scale Demonstrations Open Call (H2020 – SESAR – 2016 -2). The document is designed to offer to potential applicants a more detailed description of the Call specifications than can be found on the European Commission Research and Innovation Participant Portal. It contains detailed descriptions of all Topics to be awarded under the Call.
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Table of Contents
1 INTRODUCTION ................................................................................................................................... 3
1.1 PURPOSE OF THE DOCUMENT............................................................................................................... 3
1.2 SESAR PROGRAMME OBJECTIVES AND SCOPE ................................................................................... 3
1.3 BACKGROUND AND CONTEXT ............................................................................................................... 4
1.4 OVERALL SCOPE ................................................................................................................................... 5
1.4.1 WA 1: Exploratory Research ........................................................................................................ 5
1.4.2 WA 2: Very Large Scale Demonstrations ................................................................................... 6
1.5 IMPLEMENTATION GUIDELINES ............................................................................................................. 7
1.6 ACRONYMS AND TERMINOLOGY ........................................................................................................... 8
2 TOPIC SHORT DESCRIPTIONS....................................................................................................... 12
2.1 W ORK AREA 1: EXPLORATORY RESEARCH (ER) ............................................................................... 12
2.1.1 Sub Work Area 1.1: Transversal exploratory research activities .......................................... 12
2.1.2 Sub Work Area 1.2: Application-oriented research ................................................................. 12
2.2 W ORK AREA 2: VERY LARGE SCALE DEMONSTRATIONS (VLD) ....................................................... 13
2.2.1 Sub Work Area 2.1: SESAR Solutions for High Performing Aviation in Europe ................. 13
2.2.2 Global interoperability .................................................................................................................. 14
2.2.3 Safe Integration of all Air Vehicles ............................................................................................. 15
3 TOPIC LONG DESCRIPTIONS WORK AREA 1: EXPLORATORY RESEARCH ....................... 16
3.1 SUB W ORK AREA 1.1: TRANSVERSAL EXPLORATORY RESEARCH ACTIVITIES .................................. 16
3.1.1 SESAR-ER3-01-2016 Knowledge Transfer Network (KTN) .................................................. 16
3.2 SUB W ORK AREA 1.2: APPLICATION-ORIENTED RESEARCH .............................................................. 18
3.2.1 SESAR-ER3-02-2016 Advanced Air Traffic Services: Separation Management ............... 18
3.2.2 SESAR-ER3-03-2016 Optimised ATM Network Services: TBO ........................................... 19
3.2.3 SESAR-ER3-04-2016 Enabling Aviation Infrastructure: CNS for General Aviation ........... 21
3.2.4 SESAR-ER3-05-2016 Enabling Aviation Infrastructure: CNS ............................................... 22
3.2.5 SESAR-ER3-06-2016 ATM Operations, Architecture, Performance and Validation ......... 23
4 TOPIC LONG DESCRIPTIONS WORK AREA 2: VERY LARGE SCALE DEMONSTRATIONS
25
4.1 SUB W ORK AREA 2.1: SESAR SOLUTIONS DEMONSTRATIONS FOR HIGH PERFORMING AVIATION IN
EUROPE ............................................................................................................................................................ 25
4.1.1 SESAR-VLD1-01-2016 Arrival Management Extended to En-route airspace .................... 25
4.1.2 SESAR-VLD1-02-2016: Integrated Airport ............................................................................... 27
4.1.3 SESAR-VLD1-03-2016 Network collaborative Management ................................................ 29
4.1.4 SESAR-VLD1-04-2016: Initial Trajectory Information sharing .............................................. 31
4.1.5 SESAR-VLD1-05-2016: Efficient services and infrastructure delivery ................................. 33
4.1.6 SESAR-VLD1-06-2016: Increased access to airports for low visibility mixed fleet
operations ................................................................................................................................................... 35
4.2 SUB WORK AREA 2.2 GLOBAL INTEROPERABILITY ............................................................................. 37
4.2.1 SESAR-VLD1-07-2016 Applications for trajectory based and queue management using
EPP extended into oceanic/intercontinental operations: Inter-continental trajectory based
operations enabled by Satellite based CNS .......................................................................................... 37
4.2.2 SESAR-VLD1-08-2016 Applications for improved flight trajectories using SWIM B2B
services ....................................................................................................................................................... 40
4.3 SUB W ORK AREA 2.3 SAFE INTEGRATION OF ALL AIR VEHICLES ..................................................... 42
4.3.1 SESAR-VLD1-09-2016 Solutions for General Aviation and Rotorcraft ................................ 42
4.3.2 SESAR-VLD1-10-2016 Safe integration of drones ................................................................. 44
5 REFERENCES .................................................................................................................................... 49
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1 Introduction
1.1 Purpose of the document
This document constitutes the Technical Specifications and the Call Conditions for the 2016 SESAR
2020 Exploratory Research and Very Large Scale Demonstration Open Call (H2020-SESAR-2016-2).
It is designed to offer to potential applicants a more detailed technical description of the Call
requirements which complements the information that can be found in the Annual Work
Programme 2016 and on the European Commission Research and Innovation Participant Portal. It
contains comprehensive descriptions of all Topics to be awarded under the Call.
1.2 SESAR programme objectives and scope
The SESAR programme aims to ensure the modernisation of the European air traffic management
(ATM) system by coordinating and concentrating all relevant research and development efforts in
the European Union.
The SJU is responsible for the execution of the European ATM Master Plan and in particular for
carrying out the following tasks:
Organising and coordinating the activities of the development phase of the SESAR project in
accordance with the European ATM Master Plan, by combining and managing under a single
structure public and private sector funding;
ensuring the necessary funding for the activities of the development phase of the SESAR
project in accordance with the European ATM Master Plan;
ensuring the involvement of civil and military stakeholders of the air traffic management
sector in Europe and in particular; air navigation service providers, airspace users,
professional staff associations, airports, the manufacturing industry and relevant scientific
institutions and members of the scientific community;
organising relevant research and development to be carried out under its authority;
ensuring the supervision of activities related to the development of common products
identified in the European ATM Master Plan, either through grants to members or other
appropriate mechanisms following proposals to achieve specific programme objectives (in
accordance with Regulation 1271/2013).
The SESAR programme includes projects extending through Exploratory Research, Industrial
Research and Validation and Very Large Scale Demonstrations, as shown in figure 1.
This call covers Exploratory Research activities and Very Large Scale Demonstrations activities.
SESAR Exploratory Research (ER) drives the development and evaluation of innovative or
unconventional ideas, concepts, methods and technologies; that can define and deliver the
performance required for the next generation of European ATM system. It is the initial part
of SESAR 2020 Research and Innovation (R&I) and covers two types of activities:
Fundamental Scientific Research (to TRL1) and Application-oriented Research (to TRL2). In
particular, the Application oriented Research help to mature new concepts for ATM beyond
those identified in the ATM Master Plan as well as help mature emerging technologies and
methods to the level of maturity required to feed the applied research conducted in the
Industrial Research and Validation phase of SESAR.
The Very Large Scale Demonstrations (VLD) are designed to help fill the gap between the
development and deployment phases and in particular, to:
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o Generate further confidence to support buy-in from main stakeholders including regulators
for future deployments.
o Significantly reduce the business risks for both operational stakeholders and industry, in
particular for changes included in the Common Projects.
o Provide further inputs to related standardisation activities.
o Raise awareness regarding SESAR activities related to ATM performance issues and their
results.
o Accompany SESAR pioneers all the way to pre-deployment.
o To assess full-scale deployment readiness.
Figure 1: ER and VLD activities within SESAR programme
1.3 Background and Context
2016 is a year of transition for the SJU and the SESAR programme with the closure of SESAR1 as well
as the launch and execution of Exploratory Research & Industrial Research and Innovation projects
within the framework of SESAR2020. All these activities are described in the Annual Work
Programme 2016 Amendment n°1 which provides an overview of objectives and activities to be
carried out in the SJU in 2016.
The SESAR 2020 programme covers the 3 types of R&D activities (ER, IRV and VLD) launched either
to the Members or through Opens calls, as shown in figure 2.
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Members
EXPLORATORY INDUSTRIAL RESEARCH AND VALIDATION VERY LARGE
RESEARCH SCALE DEMOs
TRANSVERSAL ACTIVITIES
OPTIMISED ATM HIGH PERFORMING AIRPORT
NETWORK SERVICES OPERATIONS
ADVANCED AIR TRAFFIC ENABLING AVIATION
SERVICES INFRASTRUCTURE
Figure 2 SESAR 2020 programme structure
In accordance with the published multi-annual work programme for SESAR 2020, the first call for
projects under the Industrial Research and Validation (IRV) and Very Large Scale Demonstration
(VLD) phases of SESAR2020 was launched end of 2015. A second call for ER projects was launch mid-
2016.
With reference to the Annual Work Programme 2016 amendment n°1, this call for proposals is an
open call which combines ER and VLD activities. It corresponds to the 3rd open Exploratory Research
call (ER3) and the first open VLD call (VLD1) under SESAR2020 programme.
It consists of two Work Areas (WA) with a clear scope of activities structured at the level of Topics:
WA 1: Exploratory Research activities with 6 topics covering Transversal Exploratory
Research activities (1 topic) and Application-Oriented Research (5 topics).
WA 2: Very Large Scale Demonstrations with 10 topics covering SESAR Solutions
demonstrations for High Performing Aviation in Europe (6 topics), Global Interoperability (2
topics), and Safe Integration of all Air Vehicles (2 topics).
1.4 Overall Scope
1.4.1 WA 1: Exploratory Research
In this Work Area, there are 2 sub Work Areas covering 6 topics:
Sub Work Area 1.1: Transversal exploratory research activities
It includes one topic (SESAR-ER3-01-2016) that shall establish an overarching view across ATM
Exploratory Research, providing a coordinated exchange of research knowledge across a wide range
of relevant theme. Within the context of this networking, it is expected to help in further stimulating
the Future ATM Skilled work-force for ATM.
The SJU is looking to award one project, with a maximum duration of 4 years.
Sub Work Area 1.2: Application-oriented research
This will help mature new concepts for ATM beyond those identified in the ATM Master Plan as well
as help mature emerging technologies and methods to the level of maturity required to feed the
applied research conducted in the Industrial Research and Validation phase of SESAR; thus
connecting the ATM Exploratory Research to the ATM Applied Research in the context of the
European ATM Master Plan.
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It covers 5 topics (from SESAR-ER3-02-2016 to SESAR-ER3-06-2016), as described below:
Advanced Air Traffic Services – will address the extension of current separation concepts, by
proposing new separation minima when non-surveillance information on the aircraft
position is available.
Optimised ATM Network Services – will address the application of Trajectory Based
Operations in support of DCB functions, independent to any specific system architecture
allowing the extension of such functions to a global context leading to a consistent and
coherent trajectory management approach within and between regions.
Enabling Aviation Infrastructure – will address how technology for voice and data link
communications, PBN, surveillance, and collision-avoidance, could be regulated and
approved by aviation authorities without having to undergo the rigorous and costly
certification processes associated with existing full-specification devices.
Enabling Aviation Infrastructure – will address the use, or adaptation, of new technologies
being developed outside ATM to support ATM Communication, navigation and surveillance
(CNS) needs including analysis of the safety, performance and security implications for the
ATM system.
ATM Operations, Architecture, Performance and Validation - will address activities on ATM
system design and architecture while guaranteeing its robust transition towards the future,
including the needs and challenges in developing a harmonised technical infrastructure for
ANS along with its operational and economic impacts.
The SJU is looking to award around 8-12 projects, with an indicative duration of 2 years. This means
the SJU considers that proposals requesting a contribution from the EU between EUR 0,5 and 1
million, with an indicative duration of 2 years, would allow this specific challenge to be addressed
appropriately. Nonetheless, this does not preclude submission and selection of proposals requesting
other amounts.
1.4.2 WA 2: Very Large Scale Demonstrations
This Work Area includes 10 topics covered through 3 sub-WAs as described below.
SESAR Solutions demonstrations for High Performing Aviation in Europe
This sub-Work Area is aiming at securing the involvement of additional end-users to perform
operational demonstrations to confirm the benefits and increase awareness of promising solutions
targeting specific operational scenarios and environments. The scope is structured into separate
topics that are all geared at securing the involvement of additional end-users to perform operational
demonstrations to confirm the performance of SESAR Solutions and raise awareness.
The SJU is looking to award around 10-15 projects, with an indicative duration of 2 years, across the
following six topics:
Arrival Management Extended to En-Route Airspace (SESAR-VLD1-01-2016)
Integrated Airport Operations (SESAR-VLD1-02-2016)
Network collaborative Management (SESAR-VLD1-03-2016)
Initial Trajectory Information Sharing (SESAR-VLD1-04-2016)
Efficient services and infrastructure delivery (SESAR-VLD1-05-2016)
Increased access to airports for low visibility mixed fleet operations (SESAR-VLD-06-2016)
The SJU therefore considers that proposals requesting a contribution from the EU between EUR 0.5
and 1 million, with an indicative duration of 2 years, would allow this specific challenge to be
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addressed appropriately, nonetheless, this does not preclude submission and selection of proposals
requesting other amounts.
Global Interoperability
This sub-Work Area is structured into two topics that both recognise that aviation is a global industry
and interoperability together with global harmonisation are key for its safe and sustained growth.
The activities under this work area shall address global interoperability demonstrations targeting
operational changes that are considered to be on the critical path for ATM modernisation.
The SJU has put in place Memoranda of Cooperation (MoC) under the EU bilateral agreements and
relations with non-EU States. These MoC´s provide the international context and frame for the
activities to be conducted under this work area, in particular with regards to link the International
Civil Aviation Organisation’s (ICAO), Global Air Navigation Plan, GANP/ASBU´s development and
implementation efforts.
The SJU is looking to award around 2-4 projects, with an indicative duration of 2 years, across the
following two topics:
Applications for trajectory based flow and queue management using EPP extended into
Oceanic/Inter-continental operations (SESAR-VLD1-07-2016)
Applications for improved flight trajectories using SWIM B2B services (SESAR-VLD1-08-2016)
The SJU therefore considers that proposals requesting a contribution from the EU of the order of
EUR 1.5 million, with an indicative duration of 2 years, would allow this specific challenge to be
addressed appropriately, nonetheless, this does not preclude submission and selection of proposals
requesting other amounts.
Safe Integration of all Air Vehicles
The activities to be performed under this sub Work area are geared at demonstrating solutions
which support interoperability and allow the integration of all airspace users (including general
aviation, rotorcraft and drone operators) in an efficient and non-discriminatory manner, whilst also
ensuring safety.
The SJU is looking to award around 7-10 projects, with an indicative duration of 2 years, across the
following two topics:
Solutions for General Aviation and Rotorcraft(SESAR-VLD-9-2016)
Safe integration of drones (SESAR-VLD-10-2016)
The SJU therefore considers that proposals requesting a contribution from the EU between EUR 0.5
and 1 million, with an indicative duration of 2 years, would allow this specific challenge to be
addressed appropriately, nonetheless, this does not preclude submission and selection of proposals
requesting other amounts.
1.5 Implementation Guidelines
For the WA1 Exploratory Research, please refer to the Project Execution Guidelines for SESAR 2020
Exploratory Research.
For the WA2, Very Large Scale Demonstration, please refer to the Project Execution Guidelines for
SESAR 2020 Very Large Scale Demonstrations.
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In particular, some projects to be awarded under this call will have to coordinate with existing VLD
projects awarded under the call H2020-SESAR-2015-2. The SESAR JU will set up a dedicated platform
to allow these projects to coordinate and share information as necessary.
The concerned topics are the following:
Arrival Management Extended to En-Route Airspace (topic SESAR-VLD1-01-2016)
Integrated Airport Operations (SESAR-VLD1-02-2016)
Network collaborative Management (SESAR-VLD1-03-2016)
Initial Trajectory Information Sharing (SESAR-VLD1-04-2016)
Further information could found in the section 3 topics long descriptions (§4.1.1, 4.1.2, 4.1.3, 4.1.4).
1.6 Acronyms and Terminology
Term Definition
3G / 4G / 5G Third, fourth and fifth-generation mobile telecommunications
4DT 4 dimensional trajectory
ACC Area control centre
ADS-B Automatic Dependent Surveillance – Broadcast
ADS-C Automatic Dependent Surveillance – Contract
AF ATM Functionality
A-FLEX Arrival Flexibility
AMAN Arrival manager
ANS(P) Air Navigation Service (Provider)
AOC Airline Operations Centre
ASBU Aviation System Block Upgrade
ASM Airspace management
ASMA Arrival Sequencing and Metering Area
ATC Air Traffic Control
ATFCM Air traffic flow and capacity management
ATM Air Traffic Management
ATN B2 Aeronautical telecommunications network – Baseline 2
ATN/IPS Aeronautical telecommunications network - Internet Protocol Suite
ATN/OSI Aeronautical telecommunications network – Open Systems
Interconnection
ATS Air traffic Service
ATSAW Air traffic situational awareness
AU Airspace user
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B2B Business-to-business
B-VLOS Beyond Visual Line of Sight
CDM Collaborative decision-making
CI Cost Index
CNS Communication, Navigation, Surveillance
CPDLC Controller-Pilot Data Link Communications
CTOT Calculated take-off time
CWP Controller working position
D&A Detect and avoid
DBS Distance Based Separation
DCB Demand and capacity balancing
DFS German ANSP
DSNA French ANSP
D-TAXI Datalink taxi
E-AMAN Extended A-MAN
EASA European Aviation Safety Agency
EFB Electronic Flight Bag
EFPL Extended flight plan
EFVS Enhanced flight vision systems
EGNOS European Geostationary Navigation Overlay Service
ELSA Enhanced Large Scale ATN deployment (SJU study)
ENAIRE Spanish ANSP
EPP Extended projected profile
ER Exploratory Research
E-TMA Extended TMA
FCU Flight Control Unit
FDR Flight Data Recorder
FF-ICE Flight and flow information in a collaborative environment
FIXM Flight Information Exchange Model
FMP Flow management position
FMS Flight Management System
FSPD Flight Specific Performance Data
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GA General Aviation
GANP Global Air Navigation Plan
GBAS Ground-based augmentation system
GLS GNSS landing system
GNSS Global navigation satellite system
GUFI Globally Unique Flight Identifier
HMI Human machine interface
i4D Initial 4D trajectory
IA Innovation Action
ICAO International Civil Aviation Organization
IFR Instrument Flight Rules
ILS Instrument landing system
IRV Instrument Runway Visual Range
KPA Key performance area
KTN Knowledge Transfer Network
LPV Low visibility procedure
MoC Memorandum of cooperation
MUAC Maastricht upper area control centre
NATS UK ANSP
NCM Network Collaborative Management
NM Nautical Miles
NM Network Manager
NOTAM Notice to Airmen
PBN Performance-based navigation
PCP Pilot common project
PNT Position, Navigation and Timing
PPP Public private partnership
P-RNAV Precision area navigation
QoS Quality of Service
RIA Research and Innovation Action
RNP Required navigation performance
Satcomm Communication using satellites
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SBAS Satellite-based augmentation system
SBB Swift broadband
SESAR (2020) Single European Sky ATM Research Programme (2020)
SJU SESAR Joint Undertaking
SMO Standards making organisation
SOA Service-oriented architecture
STAM Short-term ATFCM measures
SVS Synthetic vision system
SWIM System-Wide Information Management
TBO Trajectory Based Operations
TBS Time-based separation
TRL Technology readiness level
TT Target time
TTA Target time of arrival
UDPP User-driven prioritisation process
UTM Unmanned Traffic Management
VFR Visual Flight Rules
VLD Very Large Scale Demonstrations
VLL Very Low Level
VLOS Visual Line of Sight
VNAV Vertical navigation
WA Work area
XLS Precision landing systems (either ILS or GLS)
Table 1: List of acronyms
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2 Topic short descriptions
This section provides a short description of each topic to be researched and demonstrated. For more
details, refer to the descriptions in Sections 3 and 4.
2.1 Work area 1: Exploratory Research (ER)
In this Work Area there are six topics to be covered: 1 topic under sub Work Area 1.1 Transversal
Exploratory Research activities (SESAR-ER3-01-2016) and 5 topics under sub Work area 1.2
Application-oriented Research (from SESAR-ER3-02-2016 to SESAR-ER3-06-2016).
2.1.1 Sub Work Area 1.1: Transversal exploratory research activities
2.1.1.1 SESAR-ER3-01-2016 Knowledge Transfer Network (KTN)
This topic is about supporting the SJU by focussing on the assessment, transfer, communication and
sharing of research results among the ATM community. The challenge is to support and encourage
collaborative research on future and emerging innovative ideas, expertise and knowledge for the
benefit of the future evolution of the European ATM system and its people. The Knowledge Transfer
Network will also include the organisation and running of interdisciplinary or ‘themed’ network
activities based around key ATM research subjects and SJU exploratory research projects with the
aim to stimulate learning and the exchange of knowledge between academia, the research
community and industrial partners. Introducing knowledge from other disciplines will encourage the
exploration of innovative and unconventional ideas in ATM.
2.1.2 Sub Work Area 1.2: Application-oriented research
2.1.2.1 SESAR-ER3-02-2016 Advanced Air Traffic Services: Separation Management
Current separation minima are for the most part defined to be dependent on the reliability and
accuracy of the position information displayed to the controller. In some cases reduced minima have
been defined for flights guided by specific navigation equipment, as is the case for aircraft on parallel
Instrument Landing System (ILS) localizers, based on the fact that the knowledge that the aircraft is
on the localizer reduces both the uncertainty of the present position and how its future position may
evolve. This topic will address the extension of this concept, proposing new separation minima when
non-surveillance information on the aircraft position is available, for example for aircraft flying on
PBN routes, flights having downlinked their FMS-predicted trajectory, or flights having agreed to
comply with specific ATM constraints.
2.1.2.2 SESAR-ER3-03-2016 Optimised ATM Network Services: Trajectory Based
Operations (TBO)
The sharing and management of trajectory information provides consistent information which
allows the use of each flight’s agreed trajectory as a unique, common reference for decision-making.
Today Europe’s Network Manager (NM) carries out regional coordination of Demand and Capacity
Balancing (DCB) in a centralised architectural approach. This topic will address the application of
Trajectory Based Operations in support of DCB functions, independent from any specific system
architecture allowing the extension of such functions to a global context, leading to a consistent and
coherent trajectory management approach within and between regions.
2.1.2.3 SESAR-ER3-04-2016 Enabling Aviation Infrastructure: CNS for General Aviation
This topic addresses how lightweight and/or low-cost devices suitable for airspace users such a
General Aviation (GA), could be allowed to operate safely and effectively alongside full-specification
devices without compromising safety or adversely impacting the aviation spectrum environment.
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The topic will address how technology for voice and data link communications, PBN, surveillance,
and collision-avoidance, could be regulated and approved by aviation authorities without having to
undergo the current costly certification processes associated with existing full-specification devices
mainly designed for commercial aviation.
2.1.2.4 SESAR-ER3-05-2016 Enabling Aviation Infrastructure: CNS new technology options
The use, or adaptation, of new technologies being developed outside ATM to support ATM
Communication, navigation and surveillance (CNS) needs will be considered including analysis of the
safety, performance and security implications for the ATM system. More flexible system
architectures for ground and airborne systems will be considered in this context (e.g. building on
integrated modular avionics and an open interface approach to ground system development) to help
unlock us from legacy technologies.
2.1.2.5 SESAR-ER3-06-2016 ATM Operations, Architecture, Performance and Validation
This topic will address activities on ATM system design and architecture using novel methods to
analyse and propose evolutionary approaches aimed at guaranteeing its robust transition towards
the future. This includes the needs and challenges in developing a harmonised technical
infrastructure for ANS, including its operational and economic impacts. The potential of architecture
in providing suitable means of assurance for validation or evidence to support decision-making and
strategic thinking.
2.2 Work area 2: Very Large Scale Demonstrations (VLD)
In this Work Area there are ten topics to be covered: 6 topics under sub Work Area 2.1 SESAR
Solutions for High Performing Aviation in Europe from (SESAR-VLD1-01-2016 to SESAR-VLD1-06-
2016), 2 topics under sub Work area 2.2 Global Interoperability (SESAR-VLD1-07-2016 to SESAR-
VLD1-08-2016) and 2 topics under sub Work area 2.3 Safe Integration of all Air Vehicles (SESAR-
VLD1-09-2016 to SESAR-VLD1-10-2016).
All VLDs shall aim, as a minimum, at including a demonstration in a close-to-operational
environment along with the preparation for platform availability to support demonstrations in
targeted operational environments that engages relevant end-users and stakeholders.
VLDs are an integral part of the SESAR Solutions delivery approach towards the SESAR deployment
phase. The objective of VLDs is to bridge “industrial research” and “deployment”, and not to replace
either type of activity.
2.2.1 Sub Work Area 2.1: SESAR Solutions for High Performing Aviation in Europe
2.2.1.1 SESAR-VLD1-01-2016 Arrival Management Extended to En-Route Airspace
The Arrival Management (AMAN) extended to en-route extends the AMAN horizon from 100-120
NM to 180-200 NM from the arrival airport, allowing traffic sequencing to be conducted in the en-
route and early descent phases. The arrival constraint generated by the extended AMAN takes into
account the different flows of arrival flights delivered by different neighbouring ACCs and this
information is passed to two or more upstream ACCs.
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2.2.1.2 SESAR-VLD1-02-2016 Integrated Airport Operations
This topic addresses efficient provision of approach and aerodrome control services through
improved both runway safety and throughput and optimised surface operations. This encompasses
advanced departure management procedures and tools, enhanced surface management including
planning and routing, and the use of ground safety nets to monitor routing conformance, detect
conflicting clearances and deliver alerts to the controller.
2.2.1.3 SESAR-VLD1-03-2016 Network Collaborative Management (NCM)
This topic addresses cooperative traffic management environment based on the exchange,
modification, and management of trajectory information in both pre-departure and execution
phases of the flight in order to improve the European Network performance, particularly capacity
and flight efficiency. It consists in optimising the delivery of traffic in sectors and airports while
assessing accurately the capacity needs corresponding to the traffic demand. It includes an
enhanced evaluation of the demand through identification of hotspots and assessment the traffic
complexity and the proposal of appropriate ATFCM solutions which integrate multiple local dynamic
capacity balancing (DCB) constraints.
2.2.1.4 SESAR-VLD1-04-2016 Initial trajectory Information Sharing
The trajectory will become the standard for ATM and requires to be regularly updated and shared
among involved stakeholders including ANSPs/ACCs and network management. This is a first step
which is expected to bring already significant improvement in flight efficiency and particularly
predictability. It consists in equipping an adequate number of mainline aircraft and assessing
technical and operational impact of downlinking trajectory information contained in the FMS during
commercial flights.
2.2.1.5 SESAR-VLD1-05-2016 Efficient services and infrastructure delivery
This topic addresses common support function which would allow temporary provision of some
services or information such as Flight plan or radar information in order to ensure continuity in the
delivery of efficient ATS services in case of major technical failure at one of the ACCs.
2.2.1.6 SESAR-VLD1-06-2016 Increased access to airports for low visibility mixed fleet
operations
A great number of medium and small size European airports are not equipped with advanced ground
infrastructure that allows Cat II/III procedures in bad weather conditions and especially in low
visibility conditions (particularly true but not limited to medium and small airports). This topic
addresses the use of advanced on-board equipment as well as GNSS (such as EGNOS) to support safe
airport access for mixed fleet operations including Business Aviation as well as mainline.
2.2.2 Global interoperability
2.2.2.1 SESAR-VLD1-07-2016 Applications for trajectory based flow and queue
management using EPP extended into Oceanic/Inter-continental operations: Inter-
continental trajectory based operations enabled by Satellite based CNS
This topic addresses the use of aircraft derived EPP information in a simulated and/or live
environment to improve operational applications for ATS/ATC- traffic synchronisation and ATFM
purposes with a specific emphasis on global interoperability including demonstrations on technical
feasibility and benefits of using satellite communications during the entire flight to exchange
trajectory information.
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2.2.2.2 SESAR-VLD1-08-2016 Applications for improved flight trajectories using SWIM B2B
services
Building on the results achieved in previous SWIM global demonstration activities, this topic
addresses the use of specific SWIM services for improved flight planning, flight briefing and flight
following through global interoperability. This encompasses in particular pre-departure flight plan
information that could be exchanged in an agreed standard but also other kind of B2B services
relevant during the execution of the flight.
2.2.3 Safe Integration of all Air Vehicles
2.2.3.1 SESAR-VLD1-09-2016 Solutions for General Aviation and Rotorcraft
This topic addresses specific solutions linked to SESAR concepts using non certified on-board
equipment and shall demonstrate the benefits of such solutions regarding the improvement of
situation awareness and safety. Although demonstrations are expected to occur in class G airspace,
they should be geared to the possible extent, at building confidence for safe integration of GA and
rotorcraft operations in all classes of airspace.
2.2.3.2 SESAR-VLD1-10-2016 Safe integration of drones
Safe integration of drones in the airspace has to be considered in the relevant context according to
mission type, altitude, class of airspace and type of drone. This topic addresses “quick win”
demonstrations to build confidence on solutions that would support the safe integration of drones in
all classes of airspace (including Very Low Level Operations) and that could be deployed at a larger
scale within the next 5-8 years or earlier. Particular focus should be put on solutions enabling the
following mission types: long range surveying (primarily BVLOS), light load movement (primarily
BVLOS) and long endurance surveying (primarily at altitudes above 150 metres).
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3 Topic long descriptions Work Area 1: Exploratory Research
This section provides full descriptions of the topic to be researched in Work Area 1, structured into
Specific Challenges, Scope, Expected Impact and Type of action.
For further details regarding budget allocations and calls conditions, please refer to chapter 5.
3.1 Sub Work Area 1.1: Transversal exploratory research activities
3.1.1 SESAR-ER3-01-2016 Knowledge Transfer Network (KTN)
This Knowledge Transfer Network topic focusses on the assessment, transfer, communication and
sharing of research results among the ATM community.
With reference to the SJU Annual Work Programme 2016, this topic covers Section 3.5.4, sub Work
area 1.1 topic a).
Specific Challenge
The specific challenge is to be addressed by the Knowledge Transfer Network, in order to
support and encourage collaborative research on future and emerging innovative ideas,
expertise and knowledge for the benefit of the future evolution of the European ATM
system. The KTN will address the challenge to stimulate the learning and exchange of
knowledge from academia, research community and industrial partners following up already
on the SESAR 1 research network results and also stimulating the transfer of new knowledge
from other disciplines.
The Knowledge Transfer Network will also include the organisation and running of
interdisciplinary or ‘themed’ research network activities based around key ATM research
subjects and SJU exploratory research projects with the aim to stimulate learning and the
exchange of knowledge between academia. The interdisciplinary or “themed” research
activities will include a provision of a platform for training, transfer of knowledge and PhD
research activities.
The range of possible themes for the network activities to be included covers the key subject
areas for SESAR 2020 exploratory research:
Automation,
Robotics & Autonomy;
Complexity Data Science & Information Management;
Environment & Meteorology for ATM;
Performance, Economics,
Legal & Regulation; ATM role in Intermodal transport;
CNS for ATM;
High Performing Airport Operations;
Optimised ATM Network Services;
Advanced Air Traffic Services;
Enabling Aviation Infrastructure
Scope
The Knowledge Transfer Network shall cover the following research activities:
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Communication – organisation of workshops and symposiums, ATM research summer
schools, the development of newsletters and other actions aimed at the dissemination and
sharing of SESAR exploratory research results.
Observatory and roadmap – monitoring, identification and analysis of new opportunities for
innovative ATM research of relevance to the evolution of the European ATM system and the
development of a long-term roadmap development of innovative and interdisciplinary ATM
concepts beyond SESAR 2020. The Observatory is expected to host the open source
framework models, tools and metrics developed by SESAR 1 WP-E projects and in addition
contain information (e.g. scientific articles, PhD theses, conference presentations, etc.)
about worldwide long-term research in ATM related trends. Based on the generated
knowledge from the KTN activities combined with the knowledge from the Observatory. The
KTN is expected to produce a long-term roadmap for innovative and interdisciplinary ATM
concepts beyond SESAR 2020 in the timeframe. The roadmap may contain information on
the SESAR R&D Priorities in the long-term period for SESAR Concepts evolution and beyond
SESAR 2020.
Take-up – stimulate the transfer of exploratory research results towards ATM applications-
oriented research and onwards towards industrial research. This will include the assessment
of direct/indirect impacts of SESAR Exploratory Research program on the long-term
evolution of the European ATM system including establishing stronger links performance
measures. The Networks will identify the maturity of research results and facilitate the link
with research at higher-levels of maturity for example within the SESAR Industrial research
programme.
Future ATM Skilled work-force – supports European ATM education and training in the ATM
Community to develop new talent with a deep knowledge of the future ATM scientific
research needs which will sustain a supply of bright young ATM research talent in the long
term as well as stimulating the next generation of ATM operational and engineering staff.
The future ATM skilled work-force activity will provide opportunities for postgraduate
students to participate and contribute to ATM research in Europe including support for PhD
research projects. The specific PhD topics themselves do not need to form part of the
proposal but will be administered by the KTN. The proposal should outline how this will be
achieved. PhD proposals must contain innovative research ideas and address the long-term
evolution of the European ATM system. The PhD researchers are expected regularly to
present their research at summer schools and workshops, organized by the Knowledge
Transfer Networks and submit scientific papers for the SESAR Innovation Days conferences.
Support to SJU initiatives – support the organisation of the SESAR Innovation Days research
conference and the SESAR Young Scientist Award. The SJU will provide a link to its Scientific
Committee who also takes a key role in these activities.
This action allows for the provision of financial support to third parties in line with the
conditions set out in Part K of the General Annexes and in accordance with the SJU Annual Work
Programme (Amendment 1) and the Single Programming Document 2017-2019.
Expected Impact
The expected impacts from the KTN activities will be cross-fertilization of knowledge from other
disciplines that will encourage the exploration of innovative and unconventional ideas and research
directions in ATM. Research proposals are expected to contribute to transferring SESAR exploratory
research results to SESAR Industrial Research. In parallel the PhD researchers who are part of the
KTN are expected to become Europe’s scientific and technological leaders in the European ATM
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environment. Other expected impacts are the kick-starting of new ideas, new research directions
and roadmaps contributing to the evolution of the European ATM system beyond SESAR 2020.
The KTN activities will be encouraging European research leadership of new and emerging ATM
concepts and ideas with the strong engagement of scientists, citizens, innovators and policy makers
and non-ATM stakeholders.
Type of action
Coordination and Support Action
3.2 Sub Work Area 1.2: Application-oriented research
3.2.1 SESAR-ER3-02-2016 Advanced Air Traffic Services: Separation Management
Keeping aircraft separated from each other is one of the core functions of ATM. In the SESAR
concept, ground automation supports air traffic controllers in their task of providing separation
management. Separation management starts by strategically limiting the density of potential
separation conflicts (i.e. limiting traffic density and traffic complexity), but is ultimately ensured
tactically by keeping aircraft separated at or above the pre-defined separation minima. The tactical
separation minima are defined for each surveillance environment, and are essentially the same as
they were decades ago.
With reference to the SJU Annual Work Programme 2016, this topic covers Section 3.5.4, sub Work
area 1.2 topic a)
Specific Challenge
The exploratory research challenge is to hypothesize and test a set of conditions in which lower
tactical separation standards may be safe within the current surveillance environment. Any newly
proposed separation scheme needs to be assessed against the risk of collisions and the probability of
disruptive wake vortex encounters.
Scope
This is an applications-oriented research topic. Proposals submitted for this topic should clearly
formulate a hypothesis that tactical separation minima can be reduced below current minima under
a specific and clearly defined set of conditions without safety being degraded, and explain what their
rationale is.
Even though this topic is not addressing collision avoidance, it is expected that a collision-risk
assessment must be conducted whenever a reduction of separation minima is considered. It is also
expected that wake-encounter risk assessments be carried out in support of any proposed reduction
to the minima. Project proposals should explain whether they will conduct the wake-encounter risk
assessment, the collision risk assessment, or both, explain the rationale for their proposed approach
and describe the methodology that they will use for collecting input data and for conducting the
analysis. The proposal must also explain the validation techniques they plan to use in their research.
It is expected that the validation techniques include any of the validation techniques that are
commonly used for concepts at low Technology Readiness Levels (TRL), including expert groups, and
model based validations. Innovative validation approaches may also be proposed. The objective of
the project will be to either confirm or reject their hypothesis.
The following is a non-exhaustive list of potential areas for research:
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The use of Time-Based Separation (TBS) on final approach has already been validated in
SESAR. In headwind conditions TBS are lower than Distance Based Separation (DBS) thus
maintaining capacity that would otherwise be reduced. At higher altitudes, winds are usually
stronger, which may result in a larger difference between TBS and DBS than in final
approach. Exploratory research projects may analyse the potential benefits of defining TBS
minima in environments other than final approach. Research into the use of TBS may include
the definition of speed-based minima (i.e. separation minima as a function of aircraft speed),
potentially considering the higher resistance to wake vortex of slower propeller-powered
aircraft.
Current tactical separation minima are defined either as a lateral or as a vertical minimum.
Exploratory research projects may investigate the possibility of defining separation minima
that combine lateral and vertical minima. Combined separation minima would specify lateral
and vertical separation minima that are individually below the existing vertical and lateral
minima, but when attained simultaneously are as safe as current minima (e.g. in an
environment where aircraft are currently separated 5NM laterally or 1.000 ft. vertically,
separate them X NM laterally and Y feet vertically, with X less than 5NM and Y less than
1.000 ft.).
The concept of Performance Based Navigation (PBN) brings with it the capability of clearly
defined and predictable navigation performance. Projects may investigate the contribution
that PBN and the associated navigation applications, specifications and technologies could
make to the revision of separation minima (e.g. by reducing applicable minima when two
aircraft are known to be established on tracks that they will conform to as per a specific
RNP value).
Expected Impact
Applications-oriented projects in this topic are expected to contribute to the body of knowledge in
the field of how separation minima can be reduced without compromising safety. The reduction of
separation minima will allow for an increase of airspace capacity, which is one of the key objectives
of the SESAR programme.
Type of action
Research and Innovation Action
3.2.2 SESAR-ER3-03-2016 Optimised ATM Network Services: TBO
The sharing and management of trajectory information provides consistent information which
allows the use of each flight’s agreed trajectory as a unique, common reference for decision-making.
In a trajectory-based environment, the starting point for a flight’s agreed trajectory is the Extended
Flight Plan (EFPL) that has been accepted by the NM and distributed to all concerned Air Navigation
Service Providers (ANSP). The agreed trajectory is the trajectory that the Airspace User (AU) agrees
to fly and the ANSP agrees to facilitate, and it is used as the basis of the tactical prediction of traffic
demand. However, in Trajectory-Based Operations (TBO) constraints on the flight trajectory are not
systematically applied unless it is necessary to do so to fulfil an Air Traffic Management (ATM)
function (i.e. separation, arrival sequencing, etc.). For this reason, the agreed trajectory is not a 4D
contract that the AU is expected to adhere to within specific tolerances, and when a deviation larger
than a pre-defined value is detected the agreement will be automatically updated. Moreover, due to
the dynamic nature of the ATM system, the ANSP may be unable to facilitate the trajectory as
agreed; in such cases a Collaborative Decision Making (CDM) revision process will be triggered. The
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uncertainty over how the agreed trajectory will be executed is translated into an uncertainty on the
prediction of the volume and complexity of traffic demand that is used as the basis for DCB.
With reference to the SJU Annual Work Programme 2016, this topic covers Section 3.5.4, sub Work
area 1.2 topic b).
Specific Challenge
The exploratory research challenge is to explore how the two types of uncertainties associated with
the agreed trajectory (AU-originated uncertainty and ATM-originated uncertainty) affect the quality
of the prediction of traffic demand, and how their impact on the quality of the predictions and on
the effectiveness of DCB processes may be mitigated.
Scope
This is an applications-oriented research topic. Consortia applying for this topic shall formulate a
new operational improvement in their proposal, explain the rationale for their expectation that it
will provide benefits, and develop how the project would perform an initial validation of their
proposed concept. It is expected that the validation techniques include any of the validation
techniques that are commonly used for concepts at low Technology Readiness Levels (TRL), including
expert groups, and model based validations. Innovative validation approaches may also be
proposed.
The research may propose new prediction models and metrics for better understanding current and
predicted traffic patterns. For example, projects may develop methods for the continuous and
automatic monitoring of post-operations data in order to identify where the quality of the prediction
of demand is affected by divergence between the trajectories that were actually flown from the
trajectories that were agreed, and possibly identify patterns that allow the anticipation of where
new divergences may happen in the future and derive correction factors that will allow an
improvement in the quality of the predictions.
Projects may also propose new methods for using trajectory data for evaluating the complexity of a
particular flight-list in order to improve the prediction of controller workload, and explore new
concepts for Short Term Air Traffic Control Flow Management Measures (STAM) for fine-tuning the
agreed trajectories in order to limit complexity or in order to bound specific uncertainties with the
objective of improving the quality of the prediction. Projects may also develop innovative TBO
processes for modifying already agreed trajectories in order to solve a demand and capacity
imbalance, or consider how TBO processes can support innovative dynamic sectorisation concepts.
Expected Impact
The research will contribute to the improvement of the effectiveness of DCB processes in a
trajectory-based environment. This will have a positive impact on the safety and cost-efficiency of
the ATM system.
Type of action
Research and Innovation Action
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3.2.3 SESAR-ER3-04-2016 Enabling Aviation Infrastructure: CNS for General Aviation
Communication, navigation and surveillance (CNS) systems are the building blocks on which air
traffic management operates. Despite many activities in the CNS domain there remain a number of
areas where more research is needed. This topic looks at CNS for GA.
With reference to the SJU Annual Work Programme 2016, this topic covers Section 3.5.4, sub Work
area 1.2 topic c).
Specific Challenge
The GA community is large and operates a wide variety of aircraft types, ranging from para-gliders
costing under 2,000 € to multi-engined aircraft costing several million Euros. As CNS technologies
become more complex to support the needs of the commercial aviation community, the GA
community can find it hard or impossible to afford the many complex certified systems that are
being developed. One possible solution is to allow smaller non-certified technologies, developed
specifically to be used by the GA community, to be used alongside the more-expensive full
specification, certified devices.
Scope
Research projects are expected to propose ideas for combining existing on-board, new and evolving
technologies and ground equipment for enhancing CNS capabilities for GA and rotorcraft. The target
community for this research is at the lower end of the capability, where many operators are private
with a real need for low-cost devices. Ideas should include not only technological issues, but also
how use of such equipment could be enabled through an appropriate measure of standardisation,
certification and regulation.
Research ideas shall address CNS solutions for GA and rotorcraft communities, which are combined
due to the similar needs for miniaturization and integration capabilities. However, it should not be
assumed that all ideas will be appropriate for both communities, and differences, where identified,
should be clearly addressed.
Applicants are free to select areas of research, but the following ideas are presented to stimulate
thinking:
In the communication domain, 3G and 4G (and maybe 5G) mobile telecommunications
networks could be used to deliver a low-cost data link capability to enable flight,
aeronautical and meteorological information to be shared with the pilot in flight.
In the navigation domain innovative research ideas, concepts and technologies for small
aircraft are needed as a suitable back-up/continuity system for GNSS (e.g. affordable inertial
systems and use of ‘other’ signals (signals of opportunity) for navigation integrity). The
options for advanced alternative PNT systems should also be considered.
In surveillance, ADS-B is being widely adopted, and benefits to pilots and ATC are clear.
However, take-up in the GA community is low, mostly due to the cost of certified GNSS units
and transponders. Projects could investigate how non-certified units could be used to
provide the benefits to the GA community and to ATC, at a reasonable cost, without
adversely affecting other airspace users or the wider ATC environment.
GA pilots sometimes lack the training and experience of their professional counterparts, and so the
introduction of an array of new technologies and displays into the cockpit has the potential to
distract the pilot from his/her primary actions. Such information-overload, from new displays such as
traffic situational awareness, moving-map displays or data link terminals, could introduce a safety
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hazard by distracting the pilot from his/her visual traffic scan or from monitoring the primary flight
instruments. The project shall also research the safety impact in terms of human factors associated
with the introduction of new low-cost devices into the GA cockpit.
Applicants must demonstrate a good understanding of airborne aspects of GA operations and ATC.
In addition, they must possess a good technological understanding of the technologies being
researched and, where appropriate, spectrum management. Finally, applicants shall demonstrate a
good understanding of standardisation, certification and regulation in the aviation domain.
The research activities shall cover the full picture. This includes development of the concept of
operations, participation in periodic meetings, production of all the documentation related to the
research (most notably including the project management plan and the final report), and results
dissemination and communication activities. The demonstration report shall include a full analysis of
operational, technological and regulatory issues for each technology researched. Recommendations
for standardisation and regulation should be made, and anticipated difficulties should be
highlighted.
Expected Impact
There is a risk that, as the aviation environment becomes more complex and CNS technologies
advance, GA operators could be priced out of the market, or their activities could be restricted by
not being able to integrate with more advanced aviation stakeholders and environments. This
research will help to narrow the gap, ensuring continued safe and unrestricted operations by the GA
community.
Type of action
Research and Innovation Action
3.2.4 SESAR-ER3-05-2016 Enabling Aviation Infrastructure: CNS
The current state of the art CNS systems are the result of very slow process where products have
performed small incremental evolutions across the years. This process led to an important
technological gap between what is implemented in the ATM domain and what is currently available
in the public domain.
With reference to the SJU Annual Work Programme 2016, this topic covers Section 3.5.4, sub Work
area 1.2 topic d).
Specific Challenge
Projects should investigate ways to brake this cycle and introduce innovative and disruptive
technologies that, when applied to the CNS ATM domain could unlock unforeseen possibilities for
the community. The investigated solutions should be compatible with the aviation requirements in
terms of safety, security etc.
Scope
Projects are expected to propose ideas for combining existing on-board and ground equipment for
enhancing CNS capabilities. Solution for integrated CNS solutions and the implications of having one
technology performing the three services at the same time can be studies (single point of failure..).
In the communications domain future innovative data-link technologies (e.g. high-bandwidth) for
ATM going well beyond current ATM developments and taking into account research and
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