iTEC SkyNex ATC platform This project aims at evolving the iTEC platform architecture to support the virtual centre concept, by making use of state-of-the-art digital technologies and underlying architectural principles. The platform evolution will eventually provide a consistent contribution to enhance safety, resilience and scalability of the ATM network, allowing a more flexible provision of ATM services. This technical evolution will enable the full implementation of target architecture defined in the European ATM Master Plan (Phase D) through the instantiation of concepts such as platform as a service (PaaS) ATM data service Provision and highest automation level. This project is proposing the implementation of the most architecturally significant changes defined in the iTEC V3 being already agreed by all iTEC partners. In addition, the project will also continue the research of airspace delegation concept using Virtual Centre technologies, focusing on the delegation of the ATM services provision amongst ATSUs in a D-architecture. This work will be used as the main reference for the activities of the DEVICE project related to D architecture, requiring a strong coordination of both projects and alignment of their project plans.

CNS DSP (Data Service Provider) refers to the development of digital platforms and services leveraging state-of-the-art technologies to enable future data-sharing service delivery models. It aims at sharing CNS data between ANSP and providing to other stakeholders (Civil & Military Airspace Users, Industry, Airport Authorities, Regulators & ATM Organizations, Aircraft Manufacturers). The project aims at implementing a demonstrator based on several ANSPs data and for the usage of third parties application/service developers (supporting ADSP concept). The CNS Data Service Provision project (hereinafter referred as “CNS DSP”) aims to support the transition to the new service delivery model for ATM data through the development of a new SESAR solution, the “Shared CNS Data Services Platform”. This solution will deliver the CNS Data Services required by ATC & Airspace users, in full consistency with the ADSP concept. It will also offer a bunch of added value services for various Aviation and UTM stakeholders, enabling the valorisation of ANSPs CNS data for the entire Aviation community.

As a result of increasingly busy airports, safe runway operation is one of the highest challenges for aviation safety. All main aviation bodies (e.g. IATA, ICAO, CANSO, ACI, EASA, FAA & EUROCONTROL) identify runway incursion as a major safety threat. Safety has been improved thanks to airport surface management systems: A-SMGCS is available on many major airports and ground safety nets (e.g. RWSL) start to be deployed. However, these systems are not expected to fully resolve the runway incursion risk and are not envisaged to be deployed at smaller airports. Incursion rate remains steady (3/100.000 operations) and events continue to occur (28 near-miss collisions last 5 years). Although TCAS has been in use since 1981, there is currently no aircraft system to prevent runway collisions. Within S2020-W1 PJ03B05, ADS-B technology is leveraged to validate on-board SURFace Alerts with possible Indications (SURF-A & SURF-IA). SURF-A/IA is the ultimate safety net against collision when all previous barriers have failed. Solution is reaching V3 in 2019 thanks to fast-time/real-time simulations and flight test validation. During S2020-W2 VLD2, SURF-A/IA airborne platforms will be developed, certified, fitted on airline aircraft and exposed on revenue flights. The objective is to check the performance of the function in real environment, in particular the absence of nuisance alert. Participating ANSPs (DSNA, DFS, ANS-CR(B4), PANSA (B4)) and EUROCONTROL, who are convinced of the need for complementary aircraft safety net for airport operations, will conduct specific studies to ensure the interoperability with ATC procedures & ground safety nets. In addition, this trial will be the largest ground ADS-B IN trial worldwide, paving the way towards large deployment of SURF-A/IA or future ADS-B applications and standards. Demonstration aims at being very large, including: 3 airlines or more,50 aircraft,12 months recording period,50.000 flights collected and 300 airports visited.

Growing traffic numbers, environmental aspects and cost effectiveness issues create a huge demand on the Air Traffic Management to continuously optimize its processes and use of resources. One key resource is the availability air traffic controllers of the air navigation service providers. Due to current regulations and practices, the deployment of air traffic controllers to a specific airspace or unit is restricted by unit endorsements, as controllers have to be comprehensively trained on local procedures and circumstances. The research proposed in this project aims at enabling a more flexible deployment of ATCOs to sectors. This is a very wanted and eagerly awaited improvement in ATM, because it would improve its cost efficiency by Millions of Euros that could be saved yearly in the European Union. The concept behind increased flexibility of ATCO validations (IFAV) are various flexible endorsement strategies, that are based on technical enablers, like specific controller assistance systems that provide support on sector specific procedures and rules and/or procedural enablers, like for example ATC task standardization. Based on prequel SESAR solutions, like PJ.33-01a/b and PJ.10-73 IFAV, this new project will continue the IFAV work done in upper area control, and progress it to V3 / TRL6 maturity. This will be the main part of the project. In addition, about 15% of the project will be spent to transfer the know-how to another beneficial and similar use case: the application of IFAV in a remote tower centre. This project proposes two solutions that correspond to the described activities, and will include eight validation exercises. The consortium will consist of 13 partners: 5 ANSPs, 2 universities, 1 big industrial partner and 5 research organisations. Most of the partners were involved in prequel solutions PJ.33-01a/b and/or PJ.10-73 IFAV. DLR will act as project coordinator.