Accès aux contenus de la page (appuyer sur "Entrée")

Electronic Environment ERATO (EEE)

8 novembre 2016 - Transports
Imprimer

Sommaire :


      

Your questions, our answers

19 juin 2015 (mis à jour le 10 novembre 2016)

What would you like to know about DSNA’s new ATM system (EEE) implemented in Bordeaux and Brest ACC ?



Safety improvements & added value

 

Will EEE allow the identification of either horizontal or vertical flight trajectory deviations compared to the assigned ones ?

 

It is a major asset brought by EEE, delivered thanks to MONA (MONitoring Aids) and CLAM (Cleared Level Adherence Monitor) that allow such detection either horizontally or vertically. These 2 safety support tools are independent from onboard systems and rely on flight trajectories as tracked and processed by the radar surveillance system.

Read more : http://www.developpement-durable.gouv.fr/ERATO.html

Will Air Traffic Control have access to the flight levels selected by the pilots on their Flight Management System ?

With EEE, ATC are informed of flight trajectory deviations without having access to the selected levels by pilots at this stage. Surveillance technologies (enhanced Mode S & ADS-B, Automatic Dependent Surveillance – Broadcast) that are required for airside data to be transmitted are currently being developed by DSNA to be integrated and processed by our radar treatment system. Enhanced Mode S surveillance will be put into service by the end of 2017 for downlink parameters display.
At the same time, DSNA studies the possibility of using airside information delivered through ADS-B.

With EEE, new ATM system, what changes to anticipate on the airside ?

EEE implementation will not impact aircrew procedures. However significant safety benefits are to be expected. EEE gives to Air Traffic COntrollers (ATCOs) the possibility to monitor horizontal and vertical assigned instructions as well as a new set of conflict detection and resolution support tools. For example, the SEP tool (SEParation tool) dynamically computerises the distance between two aircraft and shows when its minimum is reached.
Besides, better real time reactivity to tactical requests (i.e. flight level changes or request for direct routes) is anticipated. The filtering tool provides an instantaneous analysis of the impact of the request on the rest of the traffic, thus allowing Air Traffic Control (ATC) to deliver quicker answers. EEE will improve the service rendered.

How will the system help delivering capacity benefits ?

By optimising ATCOs mental resources to make more time available for paramount actions, by making flight plan details and assigned instructions directly accessible on each flight label on the radar screen, by finally improving airspace situation awareness and analysis process. Benefits will be delivered by all the system functionalities as they allow air traffic controllers to work faster.
EEE is the initial step of DSNA’s en route technical modernisation program. This plan will deliver airspace capacity benefits while improving the levels of safety. Further significant stages will notably consist in the availability of full Datalink capabilities and the integration of enhanced Mode S surveillance in our radar systems.

Will the radar separations between aircraft be reduced ?


EEE is a safety and capacity enabler. There are no connections between radar separation minima (i.e, 5Nm or 1000ft separation between two aircraft) and any implementation of a new Air Traffic Management (ATM) system. These minima, as set, depend on the quality of the information delivered by our radar surveillance system. They also take into consideration aircraft performances.

 

An electronic air traffic management environment

 

What are the advantages of an electronic environment today compared to the use of paper strip ?

The help provided to air traffic controllers in enhanced memorisation and planning of their actions can only be delivered through an electronic environment. With EEE, all Air Traffic Control (ATC) instructions will be input as soon as they are given to the crew, allowing conflict detection and resolution tools to efficiently operate. A paper strip contains a certain amount of information that the current Air Traffic Management system doesn’t know about : intermediate assigned levels, direct routes, speed adjustments, radar vectoring. EEE will make good use of these inputs.

What flight information will controllers have access to and for what beneficial purposes ?

With the end of the paper strip, the flight label on the radar screen is now central to Air Traffic Control processes (ATC). The electronic environment allows the ATM system to receive all ATC instructions in order to achieve trajectory prediction, deliver conflict detection and resolution solutions to air traffic controllers.

The central principle is known as « click as you speak ». With a computer mouse, the air traffic controller inputs all flight data (flight plan information and ATC clearances) into the system, via the flight label on the radar screen.

On a secondary screen, he has access to a flight list where he can find all the relevant flight information that he used to find on a paper strip (origin/destination, aircraft type, planned route, etc). These information are now contained inside a « DYP » (DYnamic Presentation) that is constantly updated by the system and the ATCO’s different inputs.




An interesting ATC functionality for the flight deck is the frequency status being directly shown on the flight label and shared amongst other sectors and EEE control centers. It secures the frequency transfer process and will contribute to cut down omissions.

Frequency contact to be expected (from a non EEE center) Frequency contact to be expected + has been transferred by a previous EEE control sector Flight assumed : meaning, in radio contact with the sector Transferred and waiting to be assumed by the following sector Transferred and assumed by the following EEE sector or center

 

General concerns and strategy

 

EEE ATM system is implemented in 2 of DSNA’s Area Control Centers (ACCs), why not in the 3 others ?

DSNA’s future ATM system, 4-flight, will integrate EEE’s functionalities alongside with many others, such as an advanced flight data processing system. It will be commissioned in all 5 ACCs. The deployment starts in 2018 and ends with Bordeaux and Brest ACCs in 2020. The significant traffic growth (and specifically, the important increase of overflights) that Bordeaux and Brest ACCs are currently facing needed to be addressed so that they could respond to this growing demand. The decision was therefore taken to develop and implement EEE.
Besides, EEE participates in the development of 4 flight’s ATC functionalities thanks to its operational implementation in 2016, thus allowing real time assessment for further upgrades.
Marseille and Reims ACCs are the two pilot sites for the 4-Flight system and will proceed with its implementation by the end of 2018. Paris ACC will implement in 2019, followed by Bordeaux and Brest ACCs in 2020.

Does DSNA achieve a consistent gate to gate technical modernisation strategy ?

DSNA does indeed follow such consistent gate to gate technical strategy as outlined by the drawing below.

 

To go into further details and give you a tangible example, the SYSAT program (SYStème Approches et Tours, ATM system for approaches and control towers) is the equivalent to the en route 4-Flight system and will equip 76 control towers in France and overseas territories. This system shall integrate all airport environment data such as Datalink ATIS for example. This will be dynamically done to ensure updated information to be accessible to air traffic controllers and eventually air crew.
All new systems contribute to SESAR’s deployment program in France and aim to achieve DSNA’s “Vol parfait” for aircraft operators.

Any further questions, don’t hesitate to ask :

Thank you for your questions.

Thank you for your answers
DSNA’s Directions of Operations : Mathieu Boudaud – EEE Safety Program Manager – EEE in a few words
CRNA SO : Maryse Kuhn (Ops manager), Anne Laure Carbou (ATCO training instructor), Jean-Paul Desreumaux (Project Manager EEE in Bordeau ACC), Dominique Dupin (Safety department), Andry Randriamala (ATCO EEE development), Loriot Guillaume (ATCO EEE development)
CRNA O : Odile Prigent (Brest ACC EEE project manager), Emmanuel Jacquemin (Head of Brest ACC), Gilles Saulais (Deputy Ops Manager)

      
Imprimer