|Description of call |
for transport- SESAR-DEMONSTRATORS A - works"
The objective of the demonstrations
under this topic is to contribute to achieve the objective of net-zero greenhouse gas emissions by 2050 set by the European
Green Deal, in line with the EU’s commitment to global climate action under the Paris Agreement. This implies
the need for aviation to intensify its efforts to reduce emissions, in line with the targets set in Flightpath 2050.
this end, a set of operational measures to improve the fuel efficiency of flights will have to be put in place. At the same
time, to ensure sustainable air traffic growth, it is necessary to speed up the modernisation of the air infrastructure to
offer more capability and capacity, making it more resilient to future traffic demand and adaptable through more flexible
air traffic management procedures. Furthermore, reducing aircraft noise impacts and improving air quality will remain a priority
- Environment: proposed operational measures shall enable gate-to-gate optimal flight trajectories
and demonstrate improvements on fuel efficiency of flights, and thus CO2 (and non-CO2) reductions.
- Capacity and operational
efficiency: the higher level of automation supporting the solutions under demonstration will make it possible to go beyond
the current limits of sector capacity due to controller workload, which will allow optimal and environmentally- friendly flight
- Cost-efficiency: saving fuel for airspace users will reduce CO2 emissions and related costs (ETS).
Safety levels are maintained or improved in case of a higher level of automation.
The objective is to achieve,
for the scope under this topic, a TRL-8 maturity level (“actual system completed and “mission qualified” through test and
demonstration in an operational environment”).
The Digital Sky Demonstrator instrument will be closely connected to
the standardisation and regulatory framework, and will provide a platform for a critical mass of “early movers” representing
at least 20% of the targeted operating environment to accelerate market uptake.
To successfully address the expected outcomes, all or some of the following sub-R&I needs should
- Formation flight demonstrators: the novel airborne station keeping capabilities
in support of the Wave Energy Retrieval conceptwill allow aircraft to cruise closely behind another aircraft on the same route,
thereby realising fuel savings. This activity will contribute to the operational validation of the station keeping capabilities
and pave the way to their certification and their market uptake. The scope should also address the airborne systems and ATC
systems and ATC operational procedures. It is expected that these demonstrations will allow for a limited local initial implementation
of this concept that will already realize environmental benefits (R&I need: formation flight).
4D for green trajectories: this activity will demonstrate the operational benefits of ADS-C when integrated in the
ground systems beyond the 2D flight plan consistency check, with a focus on the environmental benefits, based for example
on facilitating airline’s preferred trajectory using the TOD information, improved arrival management, enhanced vertical clearances
delivered via R/T or CPDLC. The demonstration may combine live trials for concepts having reached TRL6 maturity in Wave 1
with real time simulations for the more advanced concepts. The potential scope includes alternative ATN B2 standards (ATN
B2 Revision A) and/or non-European airborne platforms operating in Europe (potentially connecting via VDL2/IPS), military
aircraft and business aviation aircraft. The distribution of the EPP data though the ADS-C common service between ATSUs and
to NM and its operational use in support of network operations is also in scope (R&I need: Optimum Green Trajectories).
innovation for green trajectories: this activity will demonstrate the environmental benefits of introducing direct-controller-pilot-communication
(DCPC) via VHF voice (with the ground antennas being substituted by LEO satellite antennas, but no change to the aircraft
avionics) in combination with satellite-based ADS-B, satellite-based VHF-voice and potentially satellite-based VDL2 in order
to dramatically increase the airspace capacity, thereby enabling AU to fly closer to their preferred routes. The activity
includes both the technical demonstration and an initial assessment of the potential for reducing separation minima (building
on the current work in ICAO on reduction of separation based on satellite-based ADS-B without DCPC, but now adding the DCPC
element) and a quantification of the environmental benefits. The use of CPDLC or ADS-C via LEO satellite based VDL2 (IPS and/or
OSI based) could be included in the scope of this demonstration. The activity must contribute to ICAO and all relevant standardization
and international coordination groups (R&I need: Optimum Green Trajectories).
- Green approaches through
second runway aiming point and increased glide-slope concepts: these demonstrations aim at increasing the available
approach vertical path options to European airports; this increased flexibility will allow airports to reduce the environmental
impact on the airport neighbouring communities. These procedures can be based on basic RNP, or require the addition of SBAS
and/or GBAS. The demonstration will take place in a real environment and make an assessment of the environmental benefits
of the new procedures (R&I need: Advanced RnP green approaches).
- Green approaches through GNSS as primary
navigation means with reversion scenario in operational Environment: this activity will demonstrate the environmental
benefits brought by the advanced use of GNSS in the approach phase of flight, including the consideration of reversion scenarios;
the scope includes GBAS - GAST D (Cat II/III) GPS and upgradable to Galileo, SBAS / GBAS Complementarity, reversion from GNSS
to ILS and from GNSS area navigation to A-PNT (modular A-PNT and multi-DME). The demonstration should investigate the ATC
procedures for vectoring to join the GNSS procedures, so as to develop rules as those existing for the ILS, e.g. vector must
be maximum XX degrees to intercept the RNP approach YY NM before the start of the FAP or before the beginning of an RF turn;
the potential need for new phraseology (e.g. Established-on-RNP phraseology) should be assessed (R&I need: Advanced RNP
- Green approaches through improved speed and aircraft configuration management on arrival:
this demonstration aims at investigating the impact of the throttle, high-lift-device and landing gear extension management
on the environment. It will aim at demonstrating quick-win airborne and ground procedures that reduce the impact on the environment
without the need for an update to the avionics or ground systems (R&I need: Advanced RnP green approaches).
climb-via and descend-via procedures including descent-via with re-cruise options: this demonstration builds on the
SESAR SES-award winning Optimized Descent Profiles demonstration. It will support the implementation of the 2020 European
CDO/CCO Action Plan recommendation to implement the ICAO descend-via procedures, potentially in combination with advanced
FMS descent profile management functions, e.g. re-cruise FMS function. The focus of the demonstration will be on addressing
the ground and airborne challenges in order to allow the widespread adoption of the descend via procedures in Europe and the
adoption of the re-cruise concept in order to mitigate the negative impact on the environment of early descent clearances
(R&I need: Environmentally optimised climb and descent operations (OCO and ODO)).
- Initial ATN B2 datalink
green trajectory revision concepts: this activity will demonstrate of the uplink via ATN B2 CPDLC of an ATC clearance
containing a revision of the 2D route or a vertical clearance with a vertical constraint. The activity should consider both
ATN B2 and ATN B2 Revision A standards (with DRNP). These clearances will be auto-loaded in the FMS. The demonstration will
make an assessment of the environmental benefits and of the impact on the flight-crew workload and crew resource management
(R&I need: Optimum Green Trajectories).
- TBO for green trajectories in the planning phase (FF-ICE 1):
this activity will demonstrate the environmental benefits of the enhancements to the planning phase brought by the FF-ICE
1 concepts, in particular the extended flight plan. The demonstration should in particular develop and demonstrate concepts
for allowing AU to load less fuel thanks to the reduced uncertainty for the AU, potentially incorporating information like
planned departure and arrival runways, foreseen SID and STAR, intelligent prediction of ASMA time (prediction derived from
demand data using machine learning), etc. (R&I need: Optimum Green Trajectories).
- Green taxiing:
this element aims at implementing reduced emissions or emissions free taxi operations at medium and large European airports,
applying any of the available technologies (engine-off taxi out and taxi-in, taxibots, auxiliary engines in the undercarriage),
or a combination thereof. The demonstrators focus will be on addressing the ATM aspects as required to make it possible to
scale up the operations to all AU at the airport. Attention will be paid to consider both nominal and adverse conditions,
in particular with de-icing process where relevant. These demonstrators will pave the way for the large-scale implementation
across Europe (R&I need: Accelerating decarbonisation through operational and business incentivisation).
ATM/apron management for green surface management: this element is based on the use of cameras and machine learning/artificial
intelligence to optimise turn around operations, linking landside and airside processes to increase predictability of operations,
improve on time performance and optimise the use of resources such as parking stands. The concept includes the development
of an operational strategy based on environmental criteria to optimise operations and mitigate environmental impact. Monitoring
and promoting the reduction of operations which may have a negative environmental impact such as the use of APUs should also
need be addressed. (R&I need: Accelerating decarbonisation through operational and business incentivisation).
cloudiness (AIC) data collection and analysis: This demonstration will collect equip aircraft with advanced sensors
in order to collect data relevant for the assessment of the non-CO2 impact of aviation, e.g. humidity, temperature, cloudiness…and
integrate it with satellite imagery data and data from other MET sources/databases. The aim is to set up a data collection
and data analysis concept that can continue beyond the life of the demonstration, in order to support the continuous assessment
of the evolution of the atmospheric metrics that are relevant to better understand the non-CO2 impact of aviation and the
impact of the policy actions (R&I need: Non-CO2 impacts of aviation).
Activities that can be funded:
activities shall address up to TRL-8. This covers:
- TRL-7 System demonstration in an operational environment (ground,
airborne or space): The system is at or near scale of the operational system, with most functions available for demonstration
and test and with EASA proof of concept authorisation if necessary. Well integrated with collateral and ancillary systems,
although limited documentation available.
- TRL-8 Actual system completed and "mission qualified" through test and demonstration
in an operational environment (ground or airborne): End of system development. Fully integrated with relevant operational
systems (people, processes, hardware and software), most user documentation, training documentation, and maintenance documentation
completed. All functionality tested in simulated and operational scenarios. Verification, Validation (V&V) and Demonstration
completed, regulatory needs and standards are finalised.
Standardisation and regulatory activities
The demonstrators shall be closely connected to the standardisation and regulatory activities.
Early engagement with the regulator during the demonstration process can significantly de-risk subsequent issues related to
regulatory needs, approvals, safety assessments etc. for the SESAR solutions under scope. With this in mind EASA and/or NSA
involvement through the partners shall be envisaged at the level of advising on the suitability of the safety assessments
as well as risk and hazard identification and mitigation approaches required for the solution. The potential need for future
rulemaking to support the eventual implementation of the solution shall be identified along with the development of standards
through the EUROCAE process. The work of the project shall then be appropriately focused on delivering the material that could
form the basis for this standardisation and regulatory development.
The following two specific
deliverables addressing the regulatory activities and standards will have to be provided by the Digital Sky Demonstrators
in order to guarantee the adequate consideration by the projects of the needs to coordinate closely with EASA and EUROCAE:
- REG: proposed SESAR Acceptable Means of Compliance to EASA to illustrate means to establish
compliance with the Basic Regulation and its Implementing Rules;
- STAND: proposed SESAR Input to Standardisation activities
Airspace Users contribution
The proposed topic will
require the contribution from Airspace Users (AUs). It is expected that the proposals will therefore include the required
Demonstrators will take place in live operational environments and put
to the test the concepts, services, technologies and standards necessary to deliver the digital European sky. This will help
create buy-in from the supervisory authorities and operational staff, providing tangible evidence of the performance benefits
in terms of environment, capacity, safety, security and affordability.
The establishment of a Europe-wide network of
large-scale digital sky demonstrators offers a viable means to build confidence and bridge from research, through industrialisation
The Digital Sky Demonstrators shall deliver their full results no later than end of Q3 2025. Projects
should normally range up to 36 months (extensions are possible, if duly justified and through an amendment).