The SESAR 3 Joint Undertaking is an institutionalised European partnership between private and public sector partners set up to accelerate through research and innovation the delivery of the Digital European Sky.
The key objective of this topic is to achieve TRL6 maturity level for solutions under phase C of the ATM Master Plan 2020 relating to capacity on demand and dynamic airspace management.
Increased flexibility in ATCO validations within an ATSU or between two ATSUs with similar consoles, tools and HMIs (typically, but not necessarily, from the same ANSP). Standardisation of ATCO procedures and more generic en-route controller procedures can reduce the amount of training required for en-route or TMA controllers to be endorsed and/or to stay current in a sector or group of sectors, thanks to new tools and/or procedures. The objective is to allow more flexible rostering within a centre or across ATSUs from the same ANSP thanks to the virtual centre concept (assuming that the ATSUs use similar consoles and tools). This also includes the development of smart sector grouping options, so that controllers can remain validated for the same number of sectors as today, but the number of different sector groups is increased, in order to increase the flexibility of rostering processes. It also includes innovative concepts for currency requirements based on recording additional data compared with today (e.g. traffic types, traffic levels) so that not all hours on console count the same or the total number of hours required for currency remain the same but requirements on a sector are loosened (e.g. by counting hours in a neighbouring sector with a certain weighting).
Increased flexibility in ATCO validations through night-only validations within an ATSU or between two ATSUs with similar console tools and HMIs (typically, but not necessarily, from the same ANSP). The validation of a controller to work in a sector at top capacity during the day requires detailed knowledge of airports, coordination procedures, traffic patterns and sector transfer conditions that are never applied during night shifts (because certain airports are closed, some sectors are always band-boxed and some traffic flows do not happen during the night). The objective of this activity is to develop a concept for night-only validation, aiming at reaching TRL6.
Collaborative management at regional airports. The airport operations centre concept was originally designed for large airports during previous SESAR phases and further developed through the total airport management project, based on a platform/operational structure that collaboratively and proactively manages airport operations performance. This covers the development of a ‘Lite’ APOC, aimed at improving inbound, turnaround and outbound predictability based on an enhanced local collaborative environment and better connectivity with the ATM network. Airport and network information will thus be exchanged more reliably, resulting in improved situational awareness and supporting pre-tactical and tactical decision-making.
Environmental performance management. Management of airport operations often necessitates trade-offs between different performance criteria (flight delay, passenger satisfaction, resource availability, etc.). The objective is to reach TRL6 for solutions focused on environmental performance management, with the aim of integrating environmental considerations into the overall airport operations management process, bringing the issue of environmental performance into the decision-making process (PJ.04-W2-29.3).
The funding rate is 70 % of the eligible costs regardless of the legal status of the Beneficiary.
Beneficiaries will be subject to the following additional dissemination obligations:
(Publish Date: 20/04/2022-for internal use only)