SAAB

851

Digital remote tower

In a matter of years, digital tower technology has re-written the rulebook on air traffic control. What started as a SESAR concept to make small and regional airports more viable has extended into new and sometimes unexpected directions, transitioning into a family of solutions and blending other technologies such as virtual or augmented reality. Digital towers are bringing operational efficiencies, resilience and cost effectiveness that airports need now and in the long term.

SAAB has been and continues to be at the forefront of this digital transformation in air traffic management, and is developing new services in support of the rapidly evolving drone traffic management and urban air mobility concepts. Saab is actively working with partners and customers to define and supply solutions, known as the Saab Digital Sky service concept, for this new aviation ecosystem.

Visitors will be provided with an in-depth demonstration of the SAAB Digital Tower (r-TWR) and Integrated Tower (I-ATS) solutions. The demos will highlight the benefits of combining advanced digital towers and automation as the foundation for the new aviation ECO system.

ENAIRE

844

Augmented reality in Vitoria ATC tower

Controllers in airport towers rely on being able to see aircraft taxiing, taking off and landing in order to manage them safely and efficiently. However, when bad weather sets in, their visual situational awareness can be impaired, leading to a reduction in throughput. Using synthetic vision and augmented reality technologies, controllers can see synthetic information overlaid on the actual “out-of-the-window” view.  Visitors will have an opportunity to hear about recent shadow mode exercises performed at Vitoria airport within the context of the Digital Technologies for Tower project (DTT/PJ.05), and see a demonstration of a prototype presenting virtual labels for aircraft on air and on ground and virtual indication of runaway occupancy. The demonstration will show how augmented reality can help improve situational awareness and pave the way for improved airport resilience in low-visibility conditions.

Presented on:
21 June 12:00-12:30
22 June 12:00-12:30
23 June 13:30-14:00

This project has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 874470

ENAV/University of Bologna

927

Virtual/augmented reality applications for tower operations (DTT/PJ.05)

Virtual and augmented reality applications in tower are enabled by wearable, see-through smart glasses, providing synthetic information superimposed on an out-of-the-window-view. Developed within the context of the Digital Technologies for Tower project, the visor displays virtual dynamic labels, which improve identification and tracking, besides whether information, georeferenced data and safety alert, proving the most of support in case of low-visibility conditions.

Visitors will be invited to participate in a semi-immersive experience of mixed reality, by wearing Microsoft Hololens 2, visitors will be immersed in a simulation that shows an adaptive interface with synthetic overlays, such as dynamic labels, airport layout, weather data, superimposed onto the simulated view of Bologna airport. Visitors will be able to interact with the simulation by means of voice, gaze, and gestures.

This project has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 874470

FREQUENTIS

526

Highly flexible allocation of aerodromes to remote tower modules (DTT/PJ.05)

Providing air traffic services to multiple airports from one location brings cost benefits in terms of shared resources, job satisfaction, human performance and training costs. A remote tower centre (RTC) equipped with a number of remote tower modules can provide services to one or more airports from each module.

Within the context of the Digital Technologies for Tower project, a remote ATC centre software was validated in a simulation environment where up to 15 airports were supervised in a multiple working position set-up to a high level of maturity (V3).

Through video footage, visitors will learn about the validation and tasks of a future remote tower centre supervisor role. Slides will explain in detail how multiple airports can be successfully managed from within a centre, the challenges identified throughout the validations based on the controller feedback and how to tackle new tasks with the support of a supervisor software.

This project has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 874470

DLR

351

Remote tower meets virtual reality (DTT/PJ.05)

ANSPs and airports benefit from synergies provided by remote air traffic services, but many airports with very low revenues are nevertheless unable to afford state-of-the-art remote-tower technology. These predominantly smaller airports often do not provide a full air traffic control service but instead offer lower levels, such as aerodrome flight information service, or just a universal communication station. An off-the-shelf pan-tilt-zoom camera supplemented with a basic video panorama, whose video streams are presented by a virtual reality headset, would be perfectly suitable for those basic service levels and, most importantly: affordable for low-revenue airports. Within the context of the Digital Technologies for Tower project, DLR has prototyped and tested such a “very low-cost” remote-tower concept and will present its preliminary results.

Contact: Jörn Jakobi, [email protected]

Video: https://www.youtube.com/watch?v=euxy0h6XjEE

This project has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 874470

Hungarocontrol

1227

Multi remote tower and multi remote tower centre and multiple remote tower planning

Remote towers are already a reality for leading ANSPs across the world. This operating concept is at the forefront of ATM service provision, however the potential of this technology continues to be explored by SESAR partners with regards multi-remote towers, a concept where an air traffic controller could provide services to multiple aerodromes. Visitors will see first-hand the dynamic allocation of traffic, specifically the management of traffic for 3 airports simultaneously handling up to 30 movements and during unexpected events – these were tested within the context of the Digital Technologies for Tower project. They will also see the successful dynamic allocation of remote tower modules within a multi remote centre in nominal, as well as emergency or system failure situations.

This project has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 874470

FREQUENTIS

526

Remote Tower supervisor Tools

Multi Remote Tower Centres

A remote tower centre is operated by a pool of air traffic control officers (ATCOs), who provide their services to airports on demand. When combining resources in a single centre, controllers can also assist each other if the traffic at a particular airport peaks. Even air traffic services at medium airports could benefit by connecting to a large remote tower centre as they could operate more efficiently, while helping the ATCOs to better balance their workload using sophisticated role management. Visitors will have a chance to see a simulation of a remote tower centre supervising up to 15 airports in a multiple working position set-up, which has been tested within the context of the Digital Technologies for Tower project.

This project has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 874470

TBD

TBD

ALARM – Alert and Early Warning System

The multi-hAzard monitoring and earLy wARning system project (ALARM) is developing a system that monitors and gives early warnings about natural events that pose a risk to aviation safety. The prototype global multi-hazard monitoring and early warning  system (EWS)  makes near-real time (NRT) and continuous global earth observations from satellite, with the objective to generate prompt alerts of natural hazards affecting ATM and to provide information for enhancing situational awareness and providing resilience in crisis.

The ALARM consortium partners will present NRT observations of natural airborne hazards (volcanic, smoke and dusts clouds) using low-earth orbiting satellites (hyperspectral instruments onboard polar orbiting platforms) and geostationary earth orbiting imagers, notifications and alert data products. The ALARM consortium will also show warnings of space weather activity (situational risk and warnings of exposure to increased radiation at different flight levels).

This project has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 891467

DSNA

474

ADSCENSIO (PJ38)

More sustainable aviation will come from being able to better predict the trajectories of flights. Instrumental in this is the sharing of data in real-time between the aircraft and air traffic control ground systems. The ADSCENSIO project is demonstrating a solution (ADS-C/Extended project profile) to downlink of the aircraft’s intensions via datalink. As part of the goal to move to trajectory-based operations, the ADSCENSIO project focuses on improving various features of air traffic control in order to better anticipate how flights would behave. The research is feeding into deployment efforts to see that by 2027 Europe’s air traffic control ground systems are capable of making use of  aircraft trajectory data and that 45% of flights in Europe have the capacity to share trajectory.

DSNA will present the IODA (Innovative Operations for Departures and Arrivals) functionalities in a web version derived from the operational tool. The tool will be connected to operational live data and permit replay of recorded sequences for the specific need of PJ 38 new functionalities during the dedicated presentations. These presentations will be performed by ATM operational experts from Paris air traffic control centre (ACC). Please note that the IODA tool will also be used to showcase PJ.37 ITARO shadow mode trials in Paris ACC.

This project has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 101017626

CRIDA

844

Improved meteorological information for better collaborative cross-border ATFCM supported by AI automation - ISOBAR

The ISOBAR project aims at the provision of a service- and AI-based network operations plan, by integrating enhanced convective weather forecasts for predicting imbalances between capacity and demand and exploiting AI to select mitigation measures at local and network level in a collaborative ATFCM operations paradigm. Visitors will have a chance to find out more about the project’s work on a meteo engine (MetEngine).  

The use of MetEngine improves the forecasting accuracy of storms based on convective indicators. It is based on the use and post-processing of numeric weather predictions (NWPs). NWPs use mathematical models of the atmosphere and oceans to predict weather based on current conditions. Ensemble prediction systems (EPS) are used to obtain probabilistic forecasts of convective weather. These models are the most innovative available for the geographical areas of interest that ISOBAR consortium selected, ensuring that the models’ outputs can be transformed in convective indicators.

Presented on:
21 June 12:30-13:00 & 16:00-16:30
22 June 11:00-11:30
 

This project has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 891965

Leonardo

849

Automatic speech recognition; Integration of remotely-piloted aircraft systems; 

Automatic speech recognition for ATM
Automatic speech recognition supports controllers for unplanned calls from inbound flights, and for tactical clearances (level, speed, heading) both in CPDLC and via radio communication. ASR also supports tower and ground controllers for various airport procedures (Start-up, push back, taxi, take-off and landing clearances). ASR takes audio signals and transforms them into text, for example for visualisation on the controller’s display. Visitors will have an opportunity to see a simulation of speech recognition using an ATC computer game that has been used for the validation of SESAR Solutions on speech recognition

This work was conducted within the PROSA and DTT projects, which have received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 734143 and No 874470 respectively.

Enable RPAS Insertion in controlled airspace (ERICA)

The key objective of the ERICA

project is to test and demonstrate the safe insertion of RPAS in non-segregated controlled airspace. This is done using a set of operational scenarios specifically designed with the aim at proving the safety conditions and overall efficiency of air traffic when aircraft with and without pilots on board are included in both nominal and contingency situations.
 

Visitors will have a chance to see how unmanned and manned traffic can coexist safely and efficiently with no significant impact on operational procedures already in place. Contingency scenarios will show how to manage RPAS-specific emergency situations (C2 loss, Pilot-ATCO link loss, etc), while keeping the expected safety levels for the surrounding traffic.  Visitors will see how the ATC system/CWP have been enhanced in order to provide controllers with full situational awareness, by integrating RPAS specific data into the view of controlled traffic.

The abovementioned ATC platform capabilities and operational scenarios have been tested in an entirely simulated environment as well as in a real-virtual environment through a flight trial involving a real RPAS (Leonardo SW-4 SOLO) flying a temporary segregated area from the Grottaglie (Taranto) Airport along with simulated manned traffic.  

For more information, contact: Giuseppe Piazzolla ([email protected])

This project has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 874474

CORUS-XUAM walking tour : 22 June: 
13.45 Eurocontrol
14.15 Enaire
14.35 ENAV
14.55 Droniq
15.15 Unifly
15.35 Eurocontrol

Unifly

252

CORUS-XUAM

CORUS-XUAM is a very large-scale project that demonstrates how U-space services and solutions could support integrated urban air mobility (UAM) flight operations, allowing eVTOLs/UAS and other airspace users (unmanned and manned) to operate safely, securely, sustainably and efficiently in a controlled and fully integrated airspace, without undue impact on operations currently managed by ATM.

CORUS-XUAM combines the latest legislation, research and technology expertise to update the U-space concept of operations – feeding in best practices that have been validated by live trials covering several scenarios and use cases in seven test sites throughout Europe.

This project has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 101017682

DLR

351

URClearED - Enabling RPAS integration in unsegregated airspace

In the coming years, remotely piloted aircraft systems (RPAS) will become ever-present in our skies serving as vehicles for cargo delivery and many other important services. Safety of these operations will be critical. That is why the URClearED project addresses the ‘remain-well-clear‘ (RWC) function, one of the key technological issues that will allow certified RPAS to safely share airspace with other (manned and unmanned) aircraft at intermediate altitudes. It aims to define the requirements and capabilities for the RWC function, to be integrated in RPAS vehicles flying IFR into specific parts of the sky that are referred to as airspace classes D-G. 

Through video footage and presentations, visitors will be provided with insights into RWC requirements for application in airspace classes D-G and results from recent fast-time and real-time test campaigns.

For more information: Edoardo Filippone ([email protected])

Visit us: 22nd June from 11- 13:00

Watch more: https://vimeo.com/497314204

This project has received funding from the SESAR Joint Undertaking under the European Union’s Horizon 2020 research and innovation programme under grant agreement No 892440

CRIDA/ENAIRE

844

Collision risk model (CRM) developed under DACUS project

Unmanned aerial vehicles are on the verge of disrupting low-level air traffic as we know it. For safe and efficient operations on a daily basis, future drone ecosystems will need mechanisms to balance demand and capacity. To address the challenge, the SESAR JU DACUS (demand and capacity for U-space optimisation) project  is developing a service-oriented demand and capacity balancing (DCB) process for U-space, and as part of that, a collision risk model (CRM). The model estimates the collision and derived fatality risk for predefined drone trajectories, considering potential uncertainties with regard to these nominal trajectories (time delay/advance, positioning errors).

Visitors will have a chance to see the CRM model in action as it analyses different batches of flight plans and provides maps showing the collision risk evolution with time, per cell. Whenever the mean fatality risk due to potential collisions is above or close a certain target level of safety, the map shows the cell coloured and some trajectories would have to be replanned to keep the risk at an acceptable level. Other companies in the DACUS consortium are proposing complementary showcases, such as SOPRA STERIA and its social impact model.

For more information: Víctor Manuel Gordo Arias, [email protected]

Presented on
22 June, 9:30-10:00 and 13:30-14:00
23 June, 10:00-10:30

This project has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 893864

INECO/ENAIRE

844

AMU-Led: Virtual experience to simulate an air taxi operation in urban environment

Air taxis, cargo delivery drones or unmanned systems for emergencies are just some of the services on the horizon with the advent of urban air mobility (UAM). The AMU-LED demonstration project is trialling a range of these mobility services, paving the way for more sustainable and smart cities.

To achieve this goal, the project is combining multiple use cases, including the transport of passengers through air taxis, the transport and delivery of goods, police surveillance or support for emergency services. AMU-LED will carry out these demonstrations throughout 2022 in three European countries: Spain, the United Kingdom and the Netherlands.

Visitors will test an air taxi flight by means of a gaming virtual tool in which they will pilot the flight from a vertiport in the airport to the city centre. They will see the whole air taxi operation, since the booking of the flight, to the flight authorisation an activation and finally the flight, receiving conformance alerts if they exceed their approved flight plan. This virtual tool displaying an urban environment will help visitors visualise the work of the project.

For more information: Víctor Manuel Gordo Arias [email protected] and Víctor Manuel Bustos <[email protected]>

Time to visit: 
Tuesday 21st: 11:30-12.00 & 16:30-17:00
Wednesday 22nd: 10:30-11:00 & 16:30-17:00
Thursday 23rd: 11:30-12:00

A virtual tool displaying an urban environment will help visitors visualise the work of the project.

This project has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 101017702

INDRA

553

Bubbles: Defining the BUilding Basic Blocks for a U-space SEparation management service

Keeping aircraft safely separated is one of, if not, the core function of air traffic management today. Research partners in the BUBBLES project are now working on developing this same function to manage the forecasted high numbers of drones that are expected to access the airspace in the coming years. The European consortium is developing and validating a concept of operations (CONOPs) for separation management in U-space.

For more information, contact: Estefanía Aterido Duque [email protected] 

Visit us: 
Wednesday 22 June, 10:00 – 13:00 (Cristian Martín or Diego Herce)
Thursday 23 June. 10:00 – 14:00 (Diego Herce) 

This project has received funding from the SESAR  Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 893206

Uspace4UAM

Upvision

Uspace4UAM

The Uspace4UAM project is demonstrating on-board capabilities and U-space services to enable urban air mobility (UAM) with special focus on the safe integration of UAM operations conducted at low and very low levels in suburban and urban areas. Four flight demonstrations and one combined exercise, with a total of up to 215 live flights and 50 simulations, are expected to provide sufficiently representative results. These results are expect to help further elaborate the U-space concept of operations by detailing further operational use cases and social acceptance necessary for the smooth deployment of UAM.

ICARUS - Integrated Common Altitude Reference system for U-Space

The activities in which UAS are employed, from commercial to leisure, can lead them to share Very Low-Level airspace with conventional aircraft. To maintain separation among all users of this airspace, the altitudes of these aircraft must be known unmistakably through a common datum.
However, whereas conventional manned aviation uses pressure altitude obtained from barometric readings, UAS may use other systems, such as GNSS-based altitudes. While each of these different systems can enable safe separation by their own, they provide different altitude values from each other.
A common altitude reference system must be established to address the needs of the new airspace actors (UAS, Taxi drones, …), without superimposing additional equipment for general aviation users. The users of ICARUS service are identified to be remote pilots and autonomous drones, considering the enhanced level of connectivity and automation provided by the U-space services at U3 level.  
General aviation pilots and other airspace users (ultralights) may benefit from the altitude translation service provided by ICARUS.
The definition of the common altitude reference system is fundamental to enhance the capacity of the airspace and the separations among UASs, especially in the urban environment, where the new potential markets of package delivery and drone taxi applications are just waiting to be unlocked.
More information about the project can be found on our website
Video describing the main project objectives 

The demonstration will showcase the validation activities carried out within the project, showing the ICARUS services in action. In particular, an overview of the Vertical Alert Service functionality.

For more information: [email protected]

Join us:
21 June, 10:00-13:00
22 June, 10:00-13:00

BUBBLES is a project aimed at developing a Concept of operation to provide separation to UAS by the U-space. The ConOps affords questions such as which layer of conflict management shall be applied (just strategic or strategic plus tactical), the applicable conflict horizon, the separator agent, the separation minima, or the applicable requirements, among others.

The UPV will show an interactive platform implementing the BUBBLES’ separation management CONOPS. Visitors will be able to simulate flights and see how the platform warns them when there is a conflict between their drones so that they can manoeuvre to solve the conflict and check whether they success or not. Moreover, the platform will warn the pilots when the CNS performance is degraded and see how the separation minima are updated accordingly.

This project has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 893206.

Innov’ATM is the project coordinator of TindAIR, one of the SESAR Very Large-scale Demonstration project. Through four demonstrations in the Toulouse and Bordeaux regions the partners will test the deconfliction service created for the project. The demonstrations will involve various types of vehicles: drones, eVTOL and helicopter, and a large number of situations such as interaction with manned aviation or emergency landing.

Visitors will be embarked in a simulation of a conflict in flight between several UAV’s and provided with comments from the team on the resolution of the conflict.

The demonstration will showcase the interaction between a Drone Operator, an ATCO, a commercial aircraft pilot and a "U-space manager" and each system they use.
One of the tools managed by the “U-space manager” is a social impact model to assess the noise disturbance and visual impact over the population, and mitigation measures to keep this social impact under acceptable limits. This tool was developed under the SESAR JU DACUS (demand and capacity for U-space optimisation) project , that it is developing a service-oriented demand and capacity balancing (DCB) process for U-space.

For more information: [email protected] 

Time to visit:    
Tuesday 21st & Wednesday 22th 10 am – 11 am 2pm - 3pm - 4pm
Thursday 23th 10 am & 11 am

This project has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 893864

Unmanned aerial vehicles are on the verge of disrupting low-level air traffic as we know it. For safe and efficient operations on a daily basis, future drone ecosystems will need mechanisms to balance demand and capacity. To address the challenge, the SESAR JU DACUS (demand and capacity for U-space optimisation) project  is developing a service-oriented demand and capacity balancing (DCB) process for U-space, and as part of that, a route planning platform that represents different sources of demand uncertainty. With this platform prototype, it is possible to assess the impact of diverse future traffic pictures in constrained low-level airspaces.

Visitors will have a chance to see the platform prototype as it processes the demand of drone operations of different types (transport, inspection, surveillance) and shows the traffic situation over a map view. Then, the visitors will see in actions the route planning capability that generates drone trajectories and occupancy volumes. The prototype feeds the DCB services with the operation plans and shows the resulting Social Impact hotspots. Whenever a measure from the DCM service is triggered, the prototype will refine the trajectories and the hotspot view will be updated on the map. Other companies in the DACUS consortium are proposing complementary showcases, such as SOPRA STERIA with its Social Impact model.

Come and join us on 22 June, 11:45 – 12:45 on the SESAR 3 JU Pod on the Europe for Aviation Stand #595

This project has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 893864

DFS

834

Controller tools and team organisation for the provision of separation in air traffic management (PJ.10 - PROSA)

The PROSA project aims at providing air traffic controllers with more automated tools, thereby allowing them to concentrate on situations where human intervention is crucial. The project aims to not only improve current conflict detection tools, but also develop new tools supporting the air traffic controller with resolution advisory and monitoring of flight trajectory. The project addresses new ways of working together, taking into account developments such as drones.

This project has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 874463

ENAIRE

844

Flight-centric ATC

European airspace is divided into flight information regions, which are subdivided into sectors to provide safe separation services for aircraft travelling through the airspace. Changing this to a flight-centred structure without reference to geographical sectors opens up the opportunity to distribute the traffic more evenly, and to avoid lost productivity in under-loaded sectors. Aircraft may be under the responsibility of the same controller across two or more geographical sectors rather than handed over at sector boundaries.

Visitors will have a chance to find out about an operational and human performance feasibility analysis, which was conducted on the implementation of flight-centric operations in Spanish airspace. They will also hear about results from fast-time simulations and workload analysis, which offer recommendations regarding  airspace characteristics, operating methods and support tools. All of which is necessary to assess whether the solution is operationally feasible as well as economically beneficial in terms of ATCO-hours.

Presented on 21 June 9.30; 22 June 10.00 and 23 June 11.00.

NOTE: it is recommended to make an appointment to guarantee the presence of the appropriate expert. Please, contact Lara Sánchez: [email protected]

This project has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 874463

DLR

351

Speech recognition meets ATC (HAAWAII/PROSA)

Today the most advanced digital assistants in air traffic control (ATC) already have access to a large number of sensors that allow monitoring of traffic in the air and on the ground. Voice communication between air traffic controllers and pilots, however, as one of the most central sources of information in ATC, is not considered by these assistants. Whenever the information from voice communication has to be digitised, controllers are burdened to enter the information manually. Research results show that up to one third of the working time of controllers is spent on these manual inputs. Assistant-based speech recognition (ABSR) can close the gap of digitising ATC voice communication. Visitors will have a chance to see a live demonstration of ABSR capabilities in recognising and understanding speech from pilots, air traffic and apron controllers within different applications.

Contact: Matthias Kleinert, [email protected]

Video: https://www.youtube.com/watch?v=Y76kQmo_ANU

This solution is being developed within the context of HAAWAII  and PROSA, which have received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreements No 874463 and No 884287 respectively

• The ATN-IPS Mobility & Multilink network functionality is the focus of the Wave 2 Validations, where up to four different Datalink Technologies are tested: Satcom Class A, LDACS (PJ.14-W2-60), AeroMACS, IP-VDLM2
• The FCI network routes traffic via routes (radio multilink) that are more preferred, interoperating with external networks, e.g. the Public Networks studied in the Hyper Connected ATM Concept (PJ.14-W2-61)
• The FCI network performs mobility handovers between Network Regions with acceptable overhead.
• The FCI network can handle loss of active radio links providing the required Availability for seamless operation.
• The FCI network handles traffic prioritization based on CoS/QoS performance based routing.

Delegation of airspace amongst ATSUs (PJ.10-93)

Virtual centre technical infrastructure (PJ.32-03)

With virtual centres, Europe is breaking away from the conventional architecture for air traffic management. These centres aim to decouple the physical controller working position (CWP) from the remote provision of ATM data and technical services, such as flight data distribution and management. The aim is to enable greater flexibility when it comes to organising ATC operations and, in doing so, seamless and more cost-efficient service provision to airlines and other airspace users.  The delegation of airspace solution applies when one ATSU delegates a portion of its airspace to another ATSU based on a particular condition. The PROSA project is investigating use cases for the delegation of ATS and contingency in conjunction with the virtual centre technology where the ATM data service provider (ADSP) is geographically separated from the virtual centre ATSU providing ATS to a region of airspace.

THALES

515

Conflict detection resolution (4DSkyways/PJ.18-53A)

As traffic demand increases, so too does the need provide safe and efficient air traffic services. SESAR members are looking at automation tools to reduce controller workload, manage separation buffers and facilitate new controller team organisation for en-route and terminal manoeuvring areas phases of flight.

This 4DSkyways project is developing conflict detection and resolution for planning and tactical controllers to provide enhanced resolution support information based upon predicted conflict detection and associated monitoring features. The solution also provides additional trajectory prediction based on ADS-C and known constraints, and introduces machine learning and big data techniques to provide more accurate estimates.

Real-time simulations by Thales and COOPANS are validating whether increased automation in planning and tactical separation management can reduce ATCO workload, enhance safety benefits, lead to fewer conflicts and result in more energy-efficient trajectories. Using video footage and a screen prototype, visitors will be able to visualise the solution.

Demonstration slot: Tuesday 21  –  16.15

This project has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 872320

SAAB

851

CDM, VCS and CNS

We will showcase our Collaborative Decision Making (CDM) platforms, TactiCall Voice Communication System (VCS) and Communication, Navigation and Surveillance (CNS) products. Moving towards a Total Airport Management where safe, reliable and efficient operations are of highest importance.

Skyguide and skysoft-ATM in cooperation with Airbus Defence and Space recently completed real time simulations (RTS) at skyguide premises in Geneva mid of May. This RTS has been conducted in the frame of the SESAR Horizon 2020 4DSkyways project addressing Trajectory Based Operations concept (TBO), and included the use of ADS-C reports to improve ground Trajectory Prediction and Conflicts Detection and Resolution tools and the use of new CPDLC ATN-B2 messages for complex and in advance clearances. It this has been performed on the skytics platform which includes the Airbus Genetics simulator allowing to have simulated flight trajectories close to reality by taking into account real performance of the aircraft. 
The demonstration will show cases linked to the use of ADS-C reports and CPDLC ATS B2. Thanks to these new capabilities, Ground Trajectory Predictor is enriched with EPP data and speed schedule, therefore Conflict Detection and Resolution tools are improved thanks to more accurate prediction. In addition several new capabilities such as detecting and solving trajectory discrepancies in advance, updating trajectory using Lat/Long points, uplinking complex clearances using CPDLC ATS-B2, automating CPDLC messages development etc… All for the benefit of the airspace users and the Air Traffic Controllers.

Join us on: 
Tuesday 21 June, 10:30 or 14:30
Wednesday 22 June, 10:30 or 14:30 
To watch the demonstration.

Or contact, [email protected] or [email protected], for more information. 

For general skyguide enquires, please contact: Glassey Marie-Laure marie-[email protected] 

I-CNSS towards secure and safe data Communication with LDACS&SWIM (PJ.14-W2-60&PJ.14-W2-100)
The PJ.14-W2 I-CNSS project will pave the way to European harmonisation, cooperation between ANSPs, industry and international organisations, as well as interoperability between the civil and military aviation.  The successful implementation of the new technologies developed in the project will also provide  improvement in  secure and safe data communications. 
Two key enablers are:
L-DACS: it is the future terrestrial data link for aviation currently under ICAO standardisation. It is a secure, scalable and spectrum-efficient high-rate data link . It t guarantees bandwidth, low latency, and high continuity of service for safety critical air traffic services (ATS) applications while simultaneously accommodating less safety-critical airline operation centres (AOC) services.
SWIM: it enables ATM information to be exchanged in a timely and accurate way. It operates in a network-centric environment by interconnecting multiple domain systems to provide accurate, accredited information to qualified parties. point-to-point contracted services. SESAR aims to replace legacy services or seek to evolve them – such as those in place to support controller pilot datalink communications (CPDLC) and ADS-C – with an information distribution method over air-ground SWIM infrastructure. This enables, for instance, several ANSPs and airline operators to subscribe to information over the ground-based SWIM network. Visitors will have a chance to view footage registration of a recent validation on the use of the SWIM purple profile for the exchange of data between the cockpit and the SWIM-enabled ATC system. In the air/ground domain, SWIM allows the uplink and downlink distribution of safety-critical information through SWIM services over the aeronautical telecommunications network/Internet protocol suite (ATN/IPS) in place of legacy.

For more information, contact: Giuseppe Piazzolla ([email protected])

The solution is being developed within the context of the iCNSS project, which has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 874478

INDRA

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Future ADS-B communications link (I-CNSS/PJ.14-W2-84d)

The implementation of a wide range of surveillance technologies, including ADS-B, which is envisaged as future surveillance backbone, impacts data transmission and the use of the available spectrum. The I-CNSS project aims to address this and other challenges with the development of a variety of CNS solutions, being one of them Solution84d for the development of the future ADS-B communications link or phase overlay for Mode S and ADS-B datalink.

The solution has developed 2 prototypes (one transmitter and one receiver) and has executed two different exercises under laboratory and real environment conditions, achieving great results. In the second exercise, 3 flight tests were executed with the transmitter prototype on board an helicopter, while the receiver was located on ground (in different locations in order to study different technological performances), obtaining around 91% of phase overlay correct message decoding out of all the received messages. Future projects/solutions could use this results in order to work on the operational use of this new transmission technology.

For more information contact: Aterido Duque, Estefanía [email protected]

Visit us: 
Thursday 23 June, 10:00 – 13:00 (Esther Delgado or Daniel Polo)

I-CNSS towards secure and safe data Communication with LDACS&SWIM (PJ.14-W2-60&PJ.14-W2-100)
The PJ.14-W2 I-CNSS project will pave the way to European harmonisation, cooperation between ANSPs, industry and international organisations, as well as interoperability between the civil and military aviation.  The successful implementation of the new technologies developed in the project will also provide  improvement in  secure and safe data communications.
Two key enablers are:
L-DACS: it is the future terrestrial data link for aviation currently under ICAO standardisation. It is a secure, scalable and spectrum-efficient high-rate data link . It t guarantees bandwidth, low latency, and high continuity of service for safety critical air traffic services (ATS) applications while simultaneously accommodating less safety-critical airline operation centres (AOC) services.
SWIM: it enables ATM information to be exchanged in a timely and accurate way. It operates in a network-centric environment by interconnecting multiple domain systems to provide accurate, accredited information to qualified parties. point-to-point contracted services. SESAR aims to replace legacy services or seek to evolve them – such as those in place to support controller pilot datalink communications (CPDLC) and ADS-C – with an information distribution method over air-ground SWIM infrastructure. This enables, for instance, several ANSPs and airline operators to subscribe to information over the ground-based SWIM network. Visitors will have a chance to view footage registration of a recent validation on the use of the SWIM purple profile for the exchange of data between the cockpit and the SWIM-enabled ATC system. In the air/ground domain, SWIM allows the uplink and downlink distribution of safety-critical information through SWIM services over the aeronautical telecommunications network/Internet protocol suite (ATN/IPS) in place of legacy.
The solution is being developed within the context of the iCNSS project, which has received funding from the SESAR Joint Undertaking under the European Union's Horizon 2020 research and innovation programme under grant agreement No 874478