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The Effects of the Introduction of Free Route (HUFRA) in the Hungarian Airspace
5 December, 2018
SESAR Innovation Days
Fanni KlingData Scientist
Research, Development and Simulation Department
1. Overview
2
Hungary
Kosovo (KFOR)
864,542 Total movements within the Hungarian FIR
102,131 Movement at Budapest Liszt Ferenc International Airport
708,112 En-route movements withinthe Hungarian FIR
95,904 KFOR sector
960,446 Total movements
Traffic statistics in 2017
3
2 Abolishment of the fixed-route network2.1 Free-route airspace
„…users may freely plan a route between a defined entry point and a defined exit point, with the possibility to route
via intermediate waypoints, without reference to the ATS route network…”
Reduction in flight time, fuel consumption and engine emissions
Plan to implement FRA by 2022 in the ICAO EUR region
Hungarian free-route airspace (HUFRA)
Implemented in 05/02/2015
All ATS and direct routing abolished (9500 MSL- FL660)
Only NAV points remained
Source: skyvector.com
4
2 Abolishment of the fixed-route network2.2 Beginnings
Other FRA implementations in Europe*:
Time restrictions (night operations)
ATS route network in lower airspace (e.g. FL245/285)
Comparable airspace volume (e.g.Denmark, Ireland)
ABOLISHED ATS & DCT ROUTE NETWORK, H24
Source: eurocontrol.int
* Before 2015 February
5
2 Abolishment of the fixed-route network2.3 Key enablers
1. Traffic characteristics
Relatively homogenous fixed-route network with north-west and south-east main traffic flows
Minimal crossing traffic loads
TMA integration (airport departures and arrivals)
Flexible national military airspace (TRAs)
Route chart from 2014LHBP Tower
6
2 Abolishment of the fixed-route network2.3 Key enablers
2. ATM System
MATIAS (Magyar Automated and Integrated Air Traffic Control System)
Thales and HungaroControl
Enhanced functions to support controllers in cross-border FRA operations
MATIAS’ flight data processor
Radar and FPL-based separation tools
Medium-term conflict detection (20 min horizon, FPL-based)
Short-term conflict alert pre-warning (1 min prior to STCA)
7
2 Abolishment of the fixed-route network2.3 Key enablers
3. Human Factors and operating procedures
Controllers used to work with direct routing
Workload prediction (e.g. modified MesserSchmitt Bölkow Blohm Method)
weighting to both lateral/vertical conflict types
HungaroControl’s Simulation Hub
K. Kageyamaand Y. Nakamura (2018). Congress of the International Council of the Aeronautical SciencesAirtopsoft, http://airtopsoft.com /R. van Gent, J.M. Hoekstra and R.C.J. Ruigrok (1997). In Proceedings of the Confederation of European Aerospace Societies (CEAS) 10th European Aerospace Conference
8
3 Implementation outcomes3.1 Traffic evolution
Emergent traffic patterns
Vienna-Zagreb/Malta, Rome-Bratislava
Increased occupancy and complexity
Vertical movements
LRTR, LROD airports
2018: the year of major delays
NOP actual flight demand
Frequent adverse weather (e.g. Ts)Number of movements of ATCC Budapest between 2014 and 2018
9
3 Implementation outcomes3.2 Safety
Safety performance was not only maintained but has IMPROVED
Classified safety occurrences within ATCC Budapest between 2012 and 2018 based RAT
10
3 Implementation outcomes3.3 Human Factors
CHANGES IN COGNITIVE PROCESSING
Continuous scans as location of hotspots are more distributed and unpredictable
Process significantly more information
Hightend risk and scenarios to be taken into account
In order to maintain situational awareness,
sustained attention is required
Endsley Situational awareness modelRetrieved from https://en.wikipedia.org/wiki/File:Endsley-SA-model.jpg
11
3 Implementation outcomes3.3 Human Factors
CHANGES IN COGNITIVE PROCESSING
1. TRAINING
Duration and content revised:
simulator module and OJT (avg. 300 400 hours)
Vector calculus experience is advantageous
12
3 Implementation outcomes3.3 Human Factors
CHANGES IN COGNITIVE PROCESSING
2. ATM system
Separation tools frequently applied
STCA pre-warning used regularly
FPL-based conflict filtering and trajectory-based probe function
NEW BUILD to be implemented in 2019 March:
MTCD: enhanced accuracy and decreased false alarms
Tactical controller tool (FPL and actual track data, 8 min horizon, displayed automatically)
13
3 Implementation outcomes3.3 Human Factors
CHANGES IN COGNITIVE PROCESSING
3. Airspace resectorisation
Smaller geographical sectors
(e.g. West sector)
Source: AIP Hungary, 2018 March
14
FABs as major elements of the Single European Sky
FAB CE FRA Case study (November 2016)
SEEN FRA: HUFRA & N-FRAB (March 2017)
4 Case Study: FAB CE FRA – Validation of CONOPS4.1 Background
Source: http://www.danubefab.eu/
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Project lifecycle according to E-OCVM standards and the main objectives
Main objectives of the project:
1. Safety
Workload and situational awareness
2. Airspace design
Horizontal 2D and vertical 3D
Capacity analysis
3. CONOPS
Cross-border FRA procedures
ACC / TMA connectivity
Military airspace
4 Case Study: FAB CE FRA – Validation of CONOPS4.2 Objectives
16utmutato_prezentacio_sablon_ufig_hu_20180827 16utmutato_prezentacio_sablon_ufig_hu_20180827
4 Case Study: FAB CE FRA – Validation of CONOPS4.3 Major activities
FTS - Phase1Preparation
Traffic sample, Sectorisation
FTS - Phase2KPIs
Occupancy, Distance, Fuel
RTSKPIs
Workload, SA, Safety
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4 Case Study: FAB CE FRA – Validation of CONOPS4.4 Experimental design
Sectorisation in the TOP scenarios
1. Simulated environment
Upper and lower airspace (16 and 15 sectors respectively)
Three traffic samples
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4 Case Study: FAB CE FRA – Validation of CONOPS4.4 Experimental design
2. Experimental scenarios:
Distance-based or Time-based Area of Common Interest
Close proximity to the internal common Area of Responsibility boundaries
Responsibilities of the transferring sector (exit conditions which ensure separation within the AoCI)
Visualized with AirTOp
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Real Time Simulation
Objective measurements (e.g. simulator logs)
Subjective measurements
ISA, Standard questionnaires (i.e.NASA-TLX, Bedford Workload Scale, SASHA-Q)
Simulation specific questionnaire: developed by the project team
Debriefing sessions
Sources: https://ext.eurocontrol.int/ehp/?q=node/1643https://ext.eurocontrol.int/ehp/?q=node/1585
https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20000021488.pdf
Standard HF questionnaires
4 Case Study: FAB CE FRA – Validation of CONOPS4.5 Metrics
20
1 week testing and training
2 weeks simulation with more than 40 controllers, subject-matter experts and 20 pseudo pilots
4 Case Study: FAB CE FRA – Validation of CONOPS4.6 Simulation
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Real Time Simulation
Workload has remained at acceptable levels
Situational awareness has remained at
acceptable levels
Hotspots have been identified
Required ATC tools identified:
Specific AoCI tools
Additional pairs of “SepTool”
“Probe” function for route edition
4 Case Study: FAB CE FRA – Validation of CONOPS4.7 Results
Visualized with R
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Both versions of the AoCI were deemed adequate
Implementation of additional ATM tools required
FAB CE FRA AS A STEPWISE IMPLEMENTATION APPROACH
maintain workload and situational awareness within acceptable levels
Mitigation actions may include (a combination of):
Modification of sector boundaries
Regulation (channelling) of traffic flows
4 Case Study: FAB CE FRA – Validation of CONOPS4.8 Discussion and recommendations
5 Conclusion
23
HUFRA:
Evolved traffic growth patterns with maintained safety level
Required a change in cognitive processing
Revised training methodology
Airspace resectorisation
Other cross-border FRA initiatives:
SEEN FRA (+ SECSI FRA- SAXFRA+SEAFRA)
FAB CE FRA
Source: eurocontrol.int
5 Conclusion
24
Source: AAS Workshop 2018, SESAR SJU; NM
25
Call for papers: 7.12.2018https://www.fab-ce.eu/news-media/news/199-call-for-papers-fragmentation-in-air-traffic-and-its-impact-on-atm-performance
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