The targeted ATS platforms shall enable the following capabilities:

• Ensuring that all flights/missions (crewed or uncrewed) operate in a way that maximises, to the fullest extent, aircraft capabilities to reduce the overall climate impact of aviation (CO2 and non-CO2).
• Ensuring that each flight trajectory is optimised considering the individual performance characteristics of each aircraft, user preferences, real-time traffic, local circumstances, and meteorological conditions throughout the network. This optimisation shall be systematic, continuous (from planning to execution phase), and extremely precise.
• Potential conflicts between trajectories or traffic bottlenecks are resolved much earlier than today, bringing safety benefits.
• Service providers can dynamically and collaboratively scale capacity up or down in line with demand by all airspace users. These capacity adjustments are implemented in real time and ensure optimal and efficient dual (both civil and military) use of resources at any moment across the network (airspace, data, infrastructure, and human-machine teaming).
• End-points, data connection and ecosystem (considering civil-military needs) are cybersecure thanks to the enhancement of information security such as, but not limited to, strong identification, authentication and integrity. Post-quantum cryptography (PQC) algorithms[2] should be considered where appropriate. Research shall consider the on-going work by ICAO on the international aviation trust framework (IATF), which aims at developing standards and harmonised procedures for a digitally seamless sky and dependable information exchange between all parties.
• The continuous optimisation of every flight/mission from gate to gate is systematically guaranteed thanks to high connectivity between air-ground and ground-ground components.
• The human operator is performing only the tasks that are too complex for automation to handle, teaming up with automation.
• Voice communication is no longer the primary way of communicating and most routine tasks should be managed through machine-to-machine applications.
• To enable TBO Phase 3 in a highly automated ATM environment in accordance with the TBO and automation roadmaps in the ATM MP.

Detailed R&I needs to enable TBO phase3:

The following list of detailed R&I needs is proposed as an illustration of the potential project content, but it is not meant as prescriptive. Proposals may include other research elements beyond the proposed research elements below if they are justified by their contribution to achieve the expected outcomes of the topic and are fully aligned with the development priorities defined in the European ATM Master Plan.

For completing TRL6, proposals may need to consider the execution of integrated validation activities involving the output of one or more projects in WA1 and/or WA5. Proposals shall describe these activities in separate work package(s) and identify associated risks in case the other project(s) are not finally awarded.

ATC TBO contribution to TBO concept development – At European level, this element covers the contribution to the European TBO concept of operations (developed by WA 1), including the ATC TBO aspects and ATC human-machine teaming automation concepts.

At global level, this element covers the international coordination, including in particular supporting the ATC TBO related activities of the ICAO ATMRPP and ICAO ATMOPS panels.

Automated downstream ATC clearance via ATS B2 CPDLC in en-route – This element covers the uplink, via ATS B2, of a revised 2D trajectory where the point of divergence from the current trajectory is beyond the sector where the aircraft currently is. The request for the clearance to be sent to the aircraft will come from a downstream ATC sector in the same ATSU or from a downstream ATSU. In the cross-ATSU-border case, the uplink will be done from the current ATSU (i.e. the current ATSU is relaying the clearance on behalf of the downstream ATSU).

The target concept is for this uplink to be done automatically by the ATC systems without the intervention of the human operator currently controlling the flight or even his/her awareness (automation level 4) but in a first step a lower level of automation may be considered. The uplinked trajectory must either connect to the original trajectory in a downstream point or provide a new route all the way to the destination airport. Note the trajectory of the aircraft does not change the trajectory in the current sector.

This element may require the ATSU systems to be able to uplink clearances beyond their usual area of interest, potentially all the way to a distant destination airport. The correct implementation in the FMS active plan of the uplinked 2D trajectory will be verified by comparing it to the ADS-C EPP. The comparison must consider the whole portion of the revised trajectory, including the part that is beyond the area of responsibility of the current ANSP.

Operational issues with FANS 1/A downstream clearances in oceanic airspace have been raised at the ICAO ATM operational panel (ATMOPS) (e.g., with aircraft incorrectly loading the new route in the FMS (skipping points)). The research element also covers the mitigation of the risk for similar operational issues with ATS B2 (e.g., based on conformance monitoring against the EPP) and coordinate with the SESAR 3 JU to liaise with the ICAO ATMOPS panel if needed.

This element would benefit from air-ground integrated validation activities integrating the ground prototypes (covered in WA 3) and the airborne prototypes (covered in WA 5). For the cross-ATSU-border case, the research should validate the case where two ATSUs have systems from different vendors.

Use of CPDLC v2/v4 in the TMA and extended TMA –This research element covers the development of the ATC ground systems and flight-deck (HMI, potentially including digital assistants, and avionics, including extension of push-to-load capabilities if needed), in support of the extension of the use of CPDLC to the lower airspace (below the current mandate, addressing in particular below FL245) to allow the uplink and push-to-load of ATC clearances in the extended TMA and TMA (including approach) for a closed lateral trajectory revision (for separation and/or to accommodate path extension/path shortening), speed instructions, altitude clearances and clearance for approach. Speed instructions will be generated by the ground system (e.g. based on ML algorithms based on the SESAR optimised runway delivery tool). The expected automation level may vary between 2 and 4 depending on the environment and conditions (e.g., night traffic, low density) and the type of instructions (i.e., 2-4 for speed instructions, 2 for lateral clearances).

Automatic cross-border STAR ATC clearance uplink service – This research element aims at anticipating the STAR clearance and the delivery of expected runway and approach procedure information to the flight deck. The TMA will first check the STAR and expected runway and approach procedure in the EPP (received through G/G coordination) against the STAR that is allocated in the system. In case of discrepancy the arrival TMA ATSU will directly uplink the STAR clearance and runway and approach procedure information over CPDLC to the aircraft (if the ATSU in communication with the aircraft) or send a request to the adjacent upstream ATSU with a request for the correct STAR clearance and to be uplinked. The automatic STAR clearance will only include a clearance to follow the 2D STAR until the clearance limit. For clearances for descent to be delivered by the upstream ATSU, the usual cross-border coordination procedures will apply. For the cross-ATSU-border case, the research should validate the case where two ATSUs have systems from different vendors.

The research may also cover the uplink of the STAR by an ATSU that does not have a common border with the arrival TMA. In this case, the message from the arrival TMA requesting the uplink may be sent directly to the ATSU or via NM. The target concept is for the uplink of STAR to be done at any time and as early as possible, e.g. even when the flight is still on the ground at the departure airport.

The information on the STAR and request to uplink and confirmation that the uplink has taken place will be done using ED-254 messages over SWIM.

Note there is a synergy between this element and the ongoing work on dynamic arrival route structures in ongoing project GALAAD, as the automatic uplink of STAR could support the implementation of GALAAD’s concept.

ANSP-triggered network impact assessment – The research element addresses the development of capabilities that allow the ATC ground system to probe in real-time what the impact on the network would be of an ATC clearance that deviated from the agreed trajectory as per the eFPL. It is a support feature that does not deliver clearances but supports the ATC system in the clearance delivery process. This is an extension of the NM network impact assessment (NIA) B2B service, which is already in place today to allow ANSPs to trigger a network impact assessment for a re-routing proposal (RRP) within a pre-defined RRP catalogue. This element allows the same to be done for any RRP (not necessarily pre-defined) and for vertical changes:

• In the vertical domain, the concept applies when ATC receives a request for a cruising flight level that is different from the flight plan cruising level, or when the planned cruising flight level is not available (due to it being occupied by another aircraft in separation conflict) and ATC has a choice to clear the aircraft to at least two other flight levels (typically the one above or the one below). This will be integrated in the overall conflict detection and resolution processes.
• The concept may also be useful for ATC to probe before providing a direct routing (DCT) clearance that significantly shortens the flight time (e.g., over three minutes). This use case is expected to be of less interest than the vertical change use case, because DCT clearances that shorten the flight time significantly enough to make the network impact assessment worthwhile are rare (because there is a very low probability that such small changes will have a DCB impact downstream). The exception may be, for example, in case of an early release of an airspace reservation that allows a DCT that saves a significant amount of track miles.

Research may address more advanced what-else capabilities for pre-defined scenarios (evolution of current NIA) or for more general use cases (ANSP-triggered network impact assessment).

Enhanced ATC vertical clearances with intermediate constraints – When an aircraft needs to climb or descend in busy airspace, there will often be separation conflicts along the way. ATC often manages this by providing a clearance for climb/descent to an intermediate level, and later reassessing the separation conflicts before issuing a new clearance. With the EPP, ATC gets a better idea of what the climb or descent profile of a specific aircraft will be. This reduces the uncertainty but there is no guarantee that the aircraft will execute the trajectory as predicted by the EPP. When the predicted separation with other aircraft is close to the minimum 5NM/1000 ft., it is necessary to ensure it will be respected. This concept allows ATC to uplink an ATS B2 clearance climb/descent clearance with one or more constraints to cross certain intermediate waypoints at or above, at or below or precise at a certain level or between two specified levels. The concept expands the use of vertical clearances to the more complex use cases, i.e. beyond the clearance to start descent at the FMS TOD or climb to reach cruising altitude at the FMS TOC.

The element covers the ground and airborne aspects, including further development of on-board procedures and avionics to for improved management of vertical constraint. The research should investigate both manual and push-to-load clearances, noting that the target concept is that all vertical clearances are push-to-load, but as an interim concept some complex vertical clearances with intermediate constraints may be loadable only manually (due to limitations of the ATS B2 standard). On the ground side, the correct loading of the vertical clearance on the FMS should be verified through the ADS-C data, potentially with different time-outs for clearances that are push-to-load and those that are initially loadable in the FMS only via manual input from the flight crew. The research considers ATS B2 Revision A or above.

Leveraging ATS B2 in support of increased automation levels – Research aims at exploiting ATS B2 capabilities to support increased automation levels in en-route and TMA environments, including, for example:

• The automatic uplink of AMAN-generated speed advisories, e.g. translate TTL/TTG or AMAN planned times into speed advisories and their automatic uplink to the aircraft.
• The provision of tactical separation assurance (i.e., separation management activities when aircraft is in the AoR) leveraging ATS-B2 beyond what it is covered by the strategic deployment objective SDO #5. This includes the identification of potential conflicts in the AoR, the automatic selection of resolutions considering also downstream constraints, and the facilitation of all required coordination with upstream and downstream sectors. The research may include Human-AI teaming concepts, including the development of new HMI features to streamline the human operator planning activities.
• The scope also includes the provision of planning separation assurance when aircraft are already within the Area of Interest (AoI), extending the AoI up to 30 minutes before the Area of Responsibility (AoR). This research focuses on automated conflict identification, resolution selection, and transparent coordination, as well as traffic expedition and environmental optimisation during the execution phase. The research may include Human-AI teaming concepts.
• The automatic identification of potential conflicts before the aircraft is in the AoR, the automatic selection of potential resolutions considering also downstream constraints, and the transparent coordination among impacted sectors and the provision of downstream clearances to solve the conflict before the aircraft enters in the AoR. The research may include Human-AI teaming concepts.
• The use of CPDLC v2 clearances without ATCO validation (e.g., delivering downstream clearances without current sector validation (e.g., speed instructions for XMAN, @D route revision, speed optimisation (ATS B2 Rev A and Rev B), the automatic uplink of AMAN-derived speed constraints, etc.).
• The delivery of speed advisories (note that an advisory is not a clearance) to aircraft not currently within control of the ACC applying the speed advisories, e.g. for XMAN purposes.
• “Silent” radio, where the pilot does not call if between sectors based on ATS B2 Rev B downlink of the selected VHF frequency. This may include an interim concept based on ATS B2 Rev A, which includes the automatic silent transfer on the ATC side under certain conditions, but the pilot still calls between sectors. The objective is to reduce the need of check-in radio calls every time the flight is transferred to a new sector within an ATSU or to another ATSU.
• Automatic uplink of speed constraints to succeeding aircraft in the cruise phase: the system automatically calculates and uplinks Mach number constraints for aircraft that will fly on the same route over a long period of time to avoid catch-up situations. The system should calculate the speed constraints to minimise overall fuel burn considering equity principles to not systematically penalise aircraft with a lower fuel consumption.
• Automatic uplink of Mach number or indicated airspeed (IAS) constraints to aircraft descending on the same route to ensure the separation gap be maintained during the descent, thereby reducing the need for intermediate vertical constraints in the descent. Note that many FMS versions do not manage speed constraints when defined as a Mach. A “constant Mach segment” feature exists in most FMS, allowing to fly at a constant Mach in cruise between 2 specified waypoints, but this does not exist for Descent (only IAS constraints are managed However, aircraft with such limitation for flying Mach number constraints with the FMS can still execute such instructions using FCU/MCP Note that there is on-going work under projects ATC-TBO and JARVIS.

This element would benefit from air-ground integrated validation activities integrating the ground prototypes (covered in WA 3) and the airborne prototypes (covered in WA 5). For elements requiring cross-ATSU-border coordination, the research should validate the case where two ATSUs have systems from different vendors.

Highly automated ATC – In this concept ATS B2-equipped flights are never in contact with a human operator via either voice or CPDLC based while the traffic situation remains within a pre-defined scope, using either a general or a selective approach; In both the general and selective approaches, there is no human operator directly monitoring the system actions; when an aircraft is controlled by the system they will be instructed to monitor a frequency, but the flight crew requests should come via CPDLC and will not be directly processed by a human operator unless the ground system requests human supervision (in accordance with level 4 the automation roadmap):

• In a general approach, all aircraft in a sector or group of sectors are controlled by the system so long as the scenario remains in its pre-defined scope, e.g. the defined scope may require that all aircraft in the scenario having a specific equipage and being separated from each other by either 1000 ft (vertically) or XX NM (laterally) and may exclude specific traffic flows. Whenever the pre-defined scope conditions cease to be true for all aircraft, e.g. one non-equipped aircraft entering the sector or two aircraft get closer than 1000 ft or XX NM, then the system will request the human operator to take charge of the whole scenario, i.e. the human operator relieves the ATC system.
• In a selective approach, the human operator and the ATC system work together within the same sector or group of sectors, so that the ATC system is in charge of controlling the aircraft that fulfil the conditions within a pre-defined scope. This concept builds on the SESAR attention guidance “fade-out algorithm” solution (PJ.10-W2-96 AG), taking it a step further: the selected aircraft are not just faded-out, but completely under the control of the system. When an individual aircraft ceases to fulfil the pre-defined scope conditions, the system will request the human operator to take the individual aircraft under control, while the system continues to control the aircraft that are still in the pre-defined scope.

ANSP contribution to and use of network trajectory service – This research element covers:

• Definition and validation of new updates from ANSPs to NM via FSA.
• Reception by ANSP systems of NM trajectory and its integration in the trajectory used by local ATFM unit systems and/or the trajectory used by the AMAN.

Unconstrained desired trajectory (UDT) – All TBO actors should aim at continuously optimising the trajectory. The objective of the UDT is to provide a means for the completely unconstrained trajectory desired by the AU to always be available as a reference to ATM. This research element covers:

• The use of the UDT by the local ATFM units to improve the efficiency of the flight in planning and execution.
• The use of the UDT during the execution of the flight by ATC to facilitate the continuous and precise optimisation of all trajectories. Note that the provision of ATC clearances that are not consistent with a current RAD measure or a LoA with an impact on a downstream ATSU will always require coordination with the relevant actors (cross-border if only one downstream ATSU is affected, or via an ANSP-triggered network impact assessment if the change affects more than one downstream ATSU). If a network impact assessment is required, the ATC system should trigger it automatically.

In addition to supporting continuous optimisation concepts, the UDT is useful for post-operations performance assessment purposes. The development of performance metrics for assessing flight efficiency based on UDT is also in scope.

This is a support feature that does not deliver clearances but supports ATC in the clearance delivery process. Requires participation of NM, ANSPs and FOC.

FF-ICE/R2 precursor for the revision of the agreed trajectory in strategic execution – This research element covers the ANSP contribution to the FF-ICE/R2 precursor for the revision of the agreed trajectory in strategic execution:

• Coordination between the local ATFM units and NM during the CDM process to agree to the revision (if the process developed by WA 1 project so requires).
• Once of the CDM process is completed, reception by ANSPs of the revised trajectory.
• Delivery by ATC systems of the clearance for the revision of a 2D trajectory (if the process developed by WA 1 project so requires).
• Monitoring of the consistency of the air and ground trajectories for ADS-C equipped aircraft, potentially with a specific process with aircraft with a flight plan that has been revised in execution (e.g. with a version number 2 or more if the flight plan version number is applied).

This element would benefit from integrated validation covering the network aspects (covered in WA 1) and the ANSP aspects (covered in WA 3). If the clearance is delivered by ATC systems, the validation must include live trials or integrated simulations with airborne prototypes and ATC system prototypes.

Improved management of military flights – The objective of this element is to improve the handling of military missions and to reduce their impact on civilian traffic. This requires the development of ANSP local ATFM platforms to support improved CDM processes based on iOAT and later military FF-ICE flight plan, and the integration in ATC platforms of the advanced military flight plan formats. The development of ATC automation for improving the quality of service to military flights and for reducing the impact of military flights on civilian traffic is also in scope.

Advanced target time of arrival (TTA) coordination for out-of-area departures – The research element addresses the evolution of TTA management process in solution PJ.25-02 “Target Time of Arrival (TTA) management for seamless integration of out-of-area arrival flights”, which aims at avoiding many long to medium-haul flights arriving at the same time and having to hold. This may include, for example:

• A concept where the departure times would now be sent to the (out-of-area) departure ASP in addition to the FOC, so that the departure ASP can support adherence to the target take-off time.
• Improvements to the algorithms use for the allocation of TTAs to long-hauls.
• An increase in the level of automation of the processes.

Mission Trajectory with dynamic mobile areas (DMA) type 3 – The research area covers the development and validation of the application of dynamic and mobile airspace segregation, the dynamic mobile area type 3 concept element of advanced flexible use of airspace (AFUA) as integral part of mission trajectory management processes throughout the trajectory planning and execution phases.

Detailed R&I needs in support of the reduction of the climate impact of aviation:
Network-orchestrated avoidance of eco-sensitive areas – While it is expected that ATM can facilitate voluntary contrail avoidance in low traffic-density situations, in medium or high traffic-density situations it is expected that a coordinated approach will be required. The objective is to develop a concept for the integration of contrail avoidance processes in existing DCB processes, but also addressing when required (e.g., long-haul flights) strategic or tactical contrail avoidance (in the execution phase, via FF-ICE/R2 if strategic or directly with ATC if tactical).

Research should determine the criteria for the declaration of an ECO-area or ECO-spot, defined as a volume of airspace that is considered to be eco-sensitive from the non-CO2 perspective, for example because warming contrails are predicted during a period of time. The prediction can use satellite imagery, ground cameras, LIDAR (see WA 2-1, aircraft as a sensor). The operational concept must consider the uncertainty in the prediction of contrails and its impact on the achievement of the performance objectives. NM would then incorporate this information in its systems to regulate traffic through the eco-area. This could mean to completely close the airspace volume to air traffic or to simply reduce the flow of traffic. The contrail avoidance process needs to be integrated in existing DCB processes, together with other constraints considering the local / network DCB levels. The process will also consider the options for ATC/NM to respond to airline-led (AUs to be encouraged by mandates to minimise climate impact) or for ANSP-lead contrail avoidance. Research also includes the need for improved weather forecasting/prediction and climate impact assessment.

As it is known that different types of fuel have different impacts on contrail formation, the type of fuel (e.g., particulate matter content of conventional fuels, SAF blend, etc.) of a flight might determine whether or not they are authorized to fly through the eco-area. In this case, a field with the type of fuel may need to be added to the FF-ICE flight plan. Other parameters such as aircraft type and engine type have also impact on non-CO2 impacts, and the FF-ICE flight plan may also to be updated to include the required technical parameters. The incorporation of non-CO2-relevant aspects in the flight plan should be done in an automated way. A process for estimating the fuel blend of each individual flight based on the re-fuel history of the tail number may need to be developed.

Flights that are not authorised to fly through an eco-area will be offered a vertical or horizontal re-route, and/or a delay if the eco-area is expected to go cold in a relatively short time. The re-route and/or delay will be sent as a reply to the filing of the FF-ICE flight plan, together with information on the parameters of the eco-area (location, time, and category (e.g., all traffic forbidden, limited traffic allowed, only specific SAF traffic allowed, etc.). Flights traversing ECO sensitive areas could be assigned a (to be developed) “eco-sensitivity index” and after evaluating trade-offs between reducing the non-CO2 effects and potentially increasing the CO2 effects (fuel burn and flight time) through flight rerouting, a “mitigation index” could be estimated and quantified. Flight planning software may need to be updated to incorporate non-CO2 mitigation actions. Research should focus on acting on the highly climate warming areas or flights (individual flights that have a net CO2 + non-CO2) as well as in flows which will require different considerations than individual flights and which are the basis for NM. The transition from the current fuel-based criteria for green trajectory optimization to a holistic assessment that includes both CO2 and non-CO2 environmental impacts should be addressed.

The research element further assesses the roles and responsibilities of various stakeholders throughout the contrail process, from planning to execution, considering how local initiatives can integrate into network management assessments, when and how to integrate them. The development of ATC support tools is also in scope. Note that there is on-going work under projects CONCERTO and CICONIA (i.e., accuracy of the weather/climate prediction models (e.g., ECO area/spot prediction and management of avoidance trajectories on both AUs and ATC sides)) on this topic should be considered.

Automatic queue management and dynamic E-TMA for advanced optimised climb and descent operations and improved arrival and departure operations – Research aims at improving descent and climb profiles in busy airspace, as well as the horizontal flight efficiency of arrivals and departures, while at the same time ensuring better traffic synchronisation, short-term demand capacity balancing (DCB) and separation in TMA/E-TMA environment.

Research may address aspects such as: automatic arrival streaming in systemised airspace, automatic and dynamic distribution of traffic across offload arrival and departure routes at periods of peak demand, leveraging ATS-B2 (via CPDLC messages) in supporting less constrained descents (e.g., by automatically providing speed constraints to aircraft descending on the same route, e.g. following the approach proposed by SESAR project OPTA-IN ), AI-based what-if capabilities, automation of extended ATC planner tasks, etc.

Research shall consider the work performed by SESAR 2020 SESAR solutions PJ.01-W2-08A1, PJ.01-W2-08B1 and PJ.01-W2-08B4 (including recommendations documented in the relevant contextual notes) and demonstrate how the limitations from the previous approach will be addressed).

Dynamic allocation and uplink of arrival and departure routes considering CO2, noise and local air quality – In contrast to today’s one-size-fits-all approach to noise abatement departure procedures (NADP), SIDs and STARs, the future ATM system will dynamically allocate departure and arrival routes to each individual aircraft. This should initially be based on the development of a much larger catalogue of route structures (including SIDs and STARs) compared to what exists today. These route structures can be activated or deactivated depending, for example, on the time of day, for noise control purposes, or depending on traffic demand, so that the use of more complex route structures is avoided during periods of low demand, enabling agile responses to variations of operational conditions in the terminal area such as traffic density, airspace availability or environmental constraints. The dynamic use of RNP route structures will allow trade-offs and optimisation of benefits depending on traffic demand (e.g., improved capacity during peak periods, fuel-efficient operations during off-peaks, reduced noise footprint at night) in the TMA. Research will determine how the allocated routes will be passed on to the aircraft; it is expected that whenever possible this will be in the form of a clearance, but in some cases, it may be necessary to provide the new route as an “EXPECT” instruction for the aircraft to plan against, with the clearance being delivered at a later stage. Uplink of information expected delay or distance to go (DTG) is also under scope.

Arrival Manager (AMAN) system with enhanced functionalities as needed, is expected to support the dynamic assignment of the optimal and most eco-efficient RNP route structures, depending on metrics such as predicted arrival airborne delay.

This research element addresses the end-to-end concept, including cross-border aspects and the uplink of the delivery of the STAR clearance to each aircraft. The target concept is for the clearance to be delivered automatically via CPDLC and is loadable in the FMS with a push-to-load action from the flight crew. The research should also develop the required on-board capabilities to support the crew in his/her decision for proposed trajectory acceptance.

The research element also addresses departure routes too, which can be delivered as part of the departure clearance. If allowable at the aerodrome, the departure route can be updated during the taxi phase because flight-deck automation will allow the use of CPDLC and push-to-load during the taxi phase. Runway management and departure route allocation will incorporate tailored noise abatement departure procedures accounting for the individual aircraft climb performance transmitted via the ADS-C EPP. Weather prediction will be used in real time to predict the circulation of emitted particulate matter around the airport and considered as an input to runway, departure, and arrival route allocation to maximise local air quality (LAQ). Note that there is on-going work on TMA route allocation by projects GALAAD and DYN-MARS.

This research element also includes the definition of new NADP concepts and a combined SID and NADP allocation concept that will be based on the optimisation of environmental impact functions that consider potential trade-offs between local capacity, LAQ, noise impacts in the area around the airport and impact on the climate at global level. It is anticipated there will be an initial concept in which the SID scheme is established in advance depending on the MET prediction, for example 4 hours in advance, and published so that AU can consider it in their flight-plan. In the longer term, the allocation will be done on a case-by-case basis and more dynamically (up to just before the aircraft leaves the gate).

Advanced curved approach and departure operations in the TMA – Using curved flight trajectories in the approach phase of medium/high complexity TMAs based on barometric altitude optimises flight efficiency and lowers gaseous emissions and noise whilst maintaining runway throughput, thanks to a shortened lateral path and more efficient vertical path by using advanced PBN specifications (e.g., advanced RNP and RNP APCH) considering the aircraft performance and capabilities. It also provides a means to comply with increasing environmental constraints at TMAs. The scope covers spacing considerations for curved / RNP APCH and straight-in approaches. Research shall consider the work done by SESAR solution PJ.02-W2-04.1 “advanced curved approach operation in the TMA with the use of barometric altitude”.

The scope also covers the development of advanced curved departure operations, which consist of initiating the first turn as soon as departing aircraft cross the departure runway end (DER) based on GNSS navigation (increasing the flexibility in departure procedure design) and using existing airborne capabilities to greatest extent possible. This has a positive impact on gaseous emissions, noise of TMA operations and flight efficiency.

Flexible eco-efficient ATC clearances – When specific conditions are met, typically low traffic conditions, ATC may issue flexible clearances. The targeted flexibility may include free lateral or vertical route deviation (without the need to require a new route clearance) for flight optimisation purposes, so that aircraft can, for example, be cleared to cruise between two flight levels or be allowed the freedom to deviate horizontally within a certain area, allowing more effective use of favourable winds. This concept requires the adaptation of the ATC system. This may require support tools for the flight crew to facilitate the request. For flexible eco-efficient clearances to be issued by CPDLC, the ATS B2 standard would need to be modified to include them. In low traffic conditions, voice could be used instead as an interim concept.

Dynamic separation minima – This research element extends the dynamic pairwise separation minima for approach and landing to en-route and TMA, based on predictive modelling and ML techniques and enabled by further automation and improved connectivity with the objective of increasing airspace capacity and hence improving flight efficiency. The objective is to develop new geometry-dependent pair-wise separation minima in en-route and TMA. It may address vertical and/or horizontal separation minima and/or a combination of both (e.g., separation must be above XX NM and 500 ft.). The separation minima to be developed include both minimum radar separation (MRS), which aims to keep the risk of collision sufficiently low to meet the target level of safety (TLS), and minimum wake separation (MWS), which aims to keep the risk of wake encounter sufficiently low to meet the TLS and potentially provide safety benefits. The separation to be applied in operations will always be the maximum of the applicable MRS and MWS. The operational improvement will also require combined separation minima and consideration of flight-specific data. Research must consider the safety aspects related to wake vortex. Note there is previous research in the area in project R-WAKE, and that there is a potential dependency between the reduction of vertical separation minima and geometric altimetry, covered by WA 5-3. There is ongoing research on geometric altimetry in GREEN GEAR.

En-route and TMA digital environmental performance dashboards – The aim is not only to provide visibility of environmental metrics but also to support their progressive integration into the decision-making process at strategic, pre-tactical and tactical levels, including the consideration of trade-offs with other performance indicators. The enhanced environmental performance dashboards are expected to incorporate existing metrics and expand the environmental impact assessment toolbox by developing novel metrics to provide a more complete picture of the impact of aviation on the environment than is possible today. This may address, for example:

• Support for the inclusion of environmental criteria (noise, CO2 and non-CO2) for the management of runway use.
• Development of energy-based metrics, which allow the comparison of the impact on different ATM actions using a score that is independent of the propulsion system / fuel type of each of the individual aircraft. This will become an essential metric as the evolution of the fleet mix makes the classic comparison of overall fuel burn or CO2 emissions obsolete.
• Enhancement of the current optimised descent operations (ODO) / optimised climb operations (OCO) monitoring to include complementary m metrics that capture the inefficiencies caused by early descent (time from top of descent (TOD) to landing, difference between actual and extended projected profile (EPP) TOD, machine learning (ML)-based metrics that provide an energy-based score of the efficiency of the descent, etc.).
• Monitoring of the inefficiencies caused by aircraft cruising below their optimum flight level. This will require the development of a system to allow the AU to provide the desired flight level from each flight (e.g., through the unconstrained desired trajectory (UDT) or through alternative means).
• Development of advanced horizontal efficiency metrics that factor out the extra miles (KEA – key performance environment indicator based on actual trajectory) flown when avoiding active military areas that are in use but count as inefficiency the extra miles that are flown around military areas that are not in use.

Special attention should be paid to reinforcing coordination between TMA and airport regarding environmental performance, ensuring that environmental performance dashboards make visible trade-offs between different environmental impacts (e.g., fuel, noise in TMA, climate change), and between environmental impacts and other performance indicators (capacity). The information from the environmental dashboards that is relevant to the public and hence the research should include a study on how to best make relevant data available to all European citizens.

Dynamic airspace in wider context of advanced DCB and digital INAP – Dynamic airspace in wider context of advanced DCB and digital INAP enables a near real-time configuration of the airspace with human operators and systems teaming up to meet the needs of all airspace users (civil and military) and to manage capacity more efficiently. For certain sub-operational environments, the system will be fully automated and able to handle both nominal and non-nominal situations. The process configuration, which today is designed to minimise complexity for human operators, will become more dynamic and, where applicable, near real-time. Research may consider the integration between dynamic airspace configurations, virtual centre and increased flexibility of ATCO validations. Topics can combine ATS delegation aspects (e.g., inter/intra ANSP and inter/intra providers) including solutions such as increased flexibility of ATCO validations and virtual centre, which are expected to complete TRL6 in project IFAV3, VITACY, iSNAP and ISLAND.

Operational use of VHF LEO in European outermost regions – This element covers the development and validation of the operational use of LEO VHF voice and datalink in remote areas, where currently VHF voice and VDLM2 is insufficient. In combination with space-based ADS-B, the availability of this new CNS service will make it possible to upgrade the ATM service, allowing a reduction of separation minima and hence increased capacity and reduced environmental footprint. Note this element develops the operational use of the CNS technologies developed by ongoing SESAR project ECHOES. This element must address the relevant regulatory aspects.

Increased security virtual centres and aeronautical data service providers (ADSP) against cyber-threats – In the context of ADSP and virtual centres, which may utilise private or public clouds for hosting their systems, it becomes essential to design these systems with adaptability to cyber threats in mind.

In anticipation of predicted cyber threats, these systems should be capable of, for example, dynamically reconfiguring their connections, and physically relocating hosting hardware in reaction to cyber-attacks.

Consequently, the development of these systems must prioritize adaptability to cybersecurity threats through specific design requirements. Such systems should be able to perform tasks such as the following:

• To identify active threats and threat scenarios in real-time.
• To predict the potential means of evolution of threat scenarios in real-time.
• To adapt in response to threat scenarios.
• To recover to restore full operations.