World ATM Congress 2021
The FABEC OPS Theatre


World ATM Congress has partnered with FABEC for the fourth year in succession to host the FABEC OPS Theatre at World ATM Congress 2021 on 26-28 October 2021 in Madrid, Spain. The FABEC OPS Theatre provides a platform to debate operational topics and tackle the issues that drive business on a day-to-day basis.

Updated 4 November. Check back often for more information! 

Download pdf of Theatre schedule

Tuesday, 26 October 2021

11.00 – 12.30 FABEC

Title: Environment and Capacity

Alex Bristol, skyguide
Iacopo Prissinotti, EUROCONTROL
Paolo Nasetti, ENAV (Blue Med FAB) 
Peggy Devestel, skyguide
Tomas Montvila, Oro Navigacija (Baltic FAB)

Abstract: Environmental issues are clearly at the top of Europe‘s political agenda and aviation has a key role to play in this. In June 2021, Europe‘s transport ministers made clear that within the SES2+ regime, environmental targets should be put on the same priority level as safety – our core mission. From a political perspective this a logical development. But are ANS operations ready for this? Europe‘s ATM performance measurement regime has for decades been driven by cost and capacity, not environmental metrics. Panelists will discuss how operations can enable airspace users reduce their emissions. What changes have to made to daily operations? How will airspace design be impacted, what does this mean for managing traffic loads?  How will this change the governance of an ANSP’s ACC operation?
12.35 – 13.05  IATA

Title: Flight Rules & Airspace Classification for New Entrants

Ruby Sayyed, IATA

Abstract: With the increasing use of technology, digitization, and the expanding movement of people from mega cities to urban areas, demand for Urban Air Mobility (UAM) is expected to grow. The UAM global market is forecast to be worth USD 15.54 Billion by 2030. At the same, airline operators are looking into new aircraft models and technologies that can reduce emissions and offer new cutting-edge services that match the needs of changing preferences of the flying public. There is also a growing demand for contactless parcel delivery, remote inspection and surveillance of critical infrastructure. All of which is increasing the scale of operation of new entrants. The specificities of operations of new and emerging airspace users and the expected high number of new users sharing the airspace are incompatible with most of the existing requirements for VFR or IFR. Pursuant to the 40th session of the ICAO Assembly, IATA in collaboration with industry stakeholders developed a concept paper highlighting the future operating environment. The initial review of the existing VFR or IFR rules shows that most provisions governing the safe operation of aircraft are designed with a human in the loop and humans carrying out all routine tasks. Specifically, when looking at Flight Rules under Annex 2, the operational environment considered for the provisions rely on a pilot to “see and avoid” and in most cases a controller on the ground who is continuously monitoring traffic and making decisions to ensure safe separation and prevent air collision. With the anticipated growth in the number of unmanned aircraft operating in airspace, it is expected that there will be more reliance on automation, leading to potentially new or different air traffic services. In addition, urban air mobility requires a new look at how to address safe separation from terrain, obstacles and other traffic. As new and emerging airspace users will gradually require larger portions of airspace for their operations, it is critical for us as an aviation community to define how the framework in which they operate will interact with existing airspace users and systems. This workshop will share some elements about the concept paper that was developed with industry partners. It will also enable the different participants to discuss how revised flight rules will provide a harmonised set of requirements in support of new entrants and future single pilot operations for commercial aviation.
13.10 – 13.25 CADENZA (SESAR JU)

Title: Advanced Capacity and Demand Management for European Network Performance Optimization (CADENZA)

Prof. Dr. Frank Fichert,Worms University of Applied Sciences
Jan-Rasmus Kuennen, WHU - Otto Beisheim School of Management

Abstract: Improving the performance of the European ATM network requires a comprehensive approach that combines innovative capacity as well as demand management concepts. Based on the findings of the 2019 Jane’s-ATC-Innovation-award-winning SESAR Exploratory Research project COCTA, the CADENZA project analyses different design options for the future European ATM network, incorporating advanced demand-capacity balancing mechanisms.The CADENZA project, which started in June 2020, covers all areas of capacity provision (en-route, terminal area, and airport) as well as all temporal levels (strategic, pre-tactical and tactical). Moreover, the CADENZA research project also takes into account different options for cross-border capacity provision. Based on previous research we expect significant improvements in cost-efficiency as well as positive impacts on other key performance indicators, especially reductions in delays and greenhouse gas emissions.This presentation consists of two major parts. The first part will present different conceptual options for a better coordination of capacity provision, comparing different levels of centralized vs. decentralized decision making. In one of the options, the Network Manager (NM) acts as a (trajectory) broker between airspace users and capacity providers to match air traffic demand and capacities in the network. This innovative trajectory broker concept is based on organisational and regulatory changes to support novel capacity and demand (network) management options. The trajectory broker balances capacity and demand through collaborative trajectory management (including a novel trajectory charging scheme) and a coordinated capacity provision process, which starts at the strategic level and spans over the pre-tactical and the tactical level. In the second part of the presentation, we numerically study the value of so-called flexible “trajectory products” at the pre-tactical stage as one major element of demand management. The considered problem is the following: airspace capacity budgets are given and we need to offer airspace users one or more “trajectory products” for each submitted flight plan at a (possibly dynamic) charge. The trajectory products differ in the amount of flexibility that they provide to the NM to decide on the trajectory of the flight shortly before departure. The idea is to reward greater flexibility of airspace users with lower charges. The airspace users consider the features of trajectory products offered and choose one according to a choice model reflecting their preferences. On departure day, the NM decides simultaneously on the routing (within the limits defined by the purchased trajectory products) and on the sector opening scheme for each airspace (within the limits of the fixed capacity budgets) so as to minimize total displacement costs (i.e. cost of delays and re-routings). Charges are set such that the given costs of capacity provision are recovered and airspace users are incentivized to purchase network-optimal products. We find numerically that the use of these trajectory products along with dynamic pricing can be highly beneficial; it achieves cost performance close to the one obtained if the NM has full mandate to assign flights to trajectories. Therefore, this seems an attractive design for the role of the NM, giving airspace users some choice whilst achieving low overall costs.
13.35 – 13.55 NASA

Title: Emerging Needs: Airspace Operations During Wildfire Suppression and Surveillance

Dr. Parimal Kopardekar, NARI

Abstract: Wildfires are increasing in scope and size at many parts of the globe.  One of the keys to detecting and suppression wildfires is aerial assets.  The talk will discuss how the current aviation practices support wildfire management efforts.  Current practices also are limited by visibility needs. Further, it will discuss opportunities to transform and ensure near continuous 24x7 aerial surveillance and suppression efforts building on developments in unmanned aircraft system and its traffic management. 
14.00 – 15.00 Inter-FAB Panel

Title: Forecasting and Post-Operational Analysis

Geoffroy Ville, DSNA
Haris Antoniades, DCAC Cyprus (Blue Med FAB)
TBC, Metroeconomica
TBC, Airline representative 
TBC, DECMA Eurocontrol 

Abstract: Capacity planning is based on forecasts – either STATFOR or other forecasters.  But the quality of all forecasts starts to deteriorate rapidly once they look two or more years into the future. Medium-term forecasting has become an entirely random process. More often than not, the experience and gut-feeling of centre managers count for more than a centralised, high-level prediction. Recent InterFAB studies has shown that the cost of delays attributable to the inaccuracy of forecasts are significant  - and maybe higher than costs of adding additional capacity. Panelists will discuss how, from an operational viewpoint, more stability in staff and investment planning can be achieved. They will examine how buffers can be used to reduce the total cost of service provision and how this might impact both environmental and capacity targets – and the training of staff.

15.10 – 16.00  FAA

Title: FAA’s Management of the ATM System during the COVID Global Health Crisis – Lessons Learned and the Way Forward

Glenn Martin, Safety & Technical Training, FAA/ATO
Jeff Planty,Technical Operations, FAA/ATO
Jeffrey Vincent, Air Traffic Services, FAA/ATO
Dr. Susan Northrup, MD, Federal Air Surgeon, FAA/Office of Aerospace Medicine

Abstract: The panel of FAA senior executives will discuss the FAA’s response to the COVID health crisis in the days following the pandemic outbreak and the disruption to air traffic services.  The discussion will cover management of air traffic controller facilities and staffs, technical and maintenance challenges, the disruption to FAA training of controllers and technicians, and the evolving medical information on COVID transmission. The panel will also discuss the return of aircraft and demand to the ATM system, the adaptive approach to training, operations, and maintenance during the global health crisis, the lessons learned for ATM resiliency, and the long-term impacts to the ATM system based on those lessons.

FAA’s Management of the Air Traffic - Presentation

16.10 – 16.40  DFS Deutsche Flugsicherung GmbH

Title: Systematic Detection of Unmanned Aircraft Systems at the German international Airports

Angela Kies, Head, Unmanned Aircraft Systems

Abstract: Increasing numbers of drone incursions at and around airports lead to significant safety concerns as well as to an economic impact for the aviation system due to runway or even airport closures. The Gatwick incident in December 2018 with a shut-down of the airfield for 33 hours alone generated a total cost of € 57 Mio. for the system. To cope with the challenge illegally operating drones in the airport vicinity are causing, the German Ministry of Transport has instructed DFS, the country’s ANSP, to develop solutions for drone detection at the 15 international airports in Germany under the organization’s responsibility. In 2019, DFS developed a roadmap laying down a stepwise concept to realize this task. As a first step, a market screening of available detection technology was conducted to identify most promising systems and solutions. Six technology providers were selected to demonstrate the capability of their solutions in a live airport environment at Frankfurt and Munich – Germany’s largest hubs. DFS developed a well-structured approach to testing with a number of inno-vative IT tools to support the feasibility study. Results from the tests conducted in 2020 and conclusions drawn for further roll-out of the project will be highlighted in the presentation.

16.50 – 17.10 skyguide and Swiss Federation

Title: High Efficiency in the ATCO Learning enabling Operational Excellence in ATM

Nils Jahn, Federal Office for Civil Aviation (FOCA)
Cate Bichara, Swiss Air Navigation Services Ltd (skyguide)

Abstract: A joint presentation from the Swiss oversight body and the Swiss air navigation service provider, demonstrating the cooperative environment needed to enable the conceptual change towards high efficiency learning for ATCO. It addresses ATM network needs expressed by the European Commission. Training of ATCO today is fit for today but will no longer be suitable for tomorrow, given the speed of technological developments bringing new ways of working. A more flexible approach to ATCO training is required to meet the new technologies. Conversely these developments will support more flexible ATCO deployment where they can work any airspace from any geographical location. This change, to be effective, must drive a change in both the training and the licensing model for ATCOs. Flexible deployment of ATCO through a rostering system that is less geographically constrained will answer many needs in ATM. For example, it can be used to alleviate the impact of expected and unexpected events in the ATM system, thereby ensuring service continuity and resilience. Flexibility must be supported by the less geo-constrained competencies. This is made possible thanks to new technologies. In turn, the new technologies require different competencies to be fully and efficiently utilised by the ATCOs. “Learning and Competence for the Workforce of Tomorrow” is a paradigm shift to a performance-based regime which is more focussed on the outcome competence requirements, than compliance to a tried and tested training syllabus. The concept that we will present focusses on a learning environment where the responsibility for learning is shared between the learner and the academy. The learning environment is conducive to exploration and learning is delivered closer to the point of need. This approach will result in more efficient training where less time is spent on training redundant topics that are either already known, will not be used in practice, or are obsolete because they are replaced with new tools.
17.20 - 18.00   DSNA Title: Green Aviation: The DSNA Environmental Strategy by 2025 for a Sustainable Recovery of Air Transport 

Geoffroy Ville

Abstract: The Ecological Transition of Aviation aims to reduce significantly its impact on air quality and noise exposure. Thanks to innovative technology, each stakeholder is involved in this transition - an issue now even more critical following the downturn in activity due to the global health crisis and for the sustainable recovery of air transport.  The DSNA, the French Air Navigation Service Provider, member of FABEC, has made the reduction of its environmental impact its primary focus, after flight safety. As per the strategic environmental plan from 2019 - 2025, action plans and collaborative partnerships exist between stakeholders and the DSNA, both locally and at a European level. This strategy is also consistent with the innovative governance initiated with IATA (International Air Transport Association) to help better coordinate the implementation of projects. The DSNA has conceived an environmental strategy for the entire flight phase (climb, cruise and approach/arrival) and for reducing its environmental footprint on ground. Its purpose is to reduce noise pollution below 2000 metres (FL 60) around airports and to reduce gas emissions above 3000 metres (FL 100). Indeed, more than 80% of greenhouse gas emissions are produced above FL 60. In order to improve flight efficiency, the French navigation services offer greener procedures: optimisation of flight profiles, more direct routes (shortening of routes and Advanced-Flexible Use of Airspace) and a Free Route Airspace above FL 195 in three cells by the end of this year. This strategy is also based on next-generation tools (for measurement and analysis, risk-based management of traffic flow, ATC and 4-FLIGHT / Coflight), along with training procedures, consensus building, dynamic and general innovative approaches. As of now, the DSNA has implemented specific actions to improve dynamically horizontal and vertical flight profiles near major airports, minimised constraints on route networks and optimised connections for city-pairs. As key players, air traffic controllers benefit from environmental training during their initial course at ENAC, which is reinforced throughout their career depending on the type of control they practice. This presentation provides a vision of the DSNA’s environmental ambitions. It also provides an opportunity to discover and better understand the various ways in which tangible results will lead to greener skies.

Wednesday, 27 October 2021

10.15 – 11.00 Thales/ EANS/ FINTRAFFIC

Title: Dynamic Cross-Border Air Traffic Management Programme a Pioneer in the Cross-Border Air Traffic Cooperation by Estonian Air Navigation Services and Fintraffic ANS (Air Navigation Services Finland)

Raine Luojus, Fintraffic Air Navigation Services
Bruno Ayral, Thales

Abstract: FINEST is cross-border air traffic management programme between Estonian Air Navigation Services (EANS) and Fintraffic Air Navigation Services (Fintraffic ANS), which aims at integrating airspaces of two countries Estonia and Finland. It is a first of its kind attempt in Europe to combine the airspaces of two countries, being a poster child of a Pan-European initiative called Single and Digital European Sky (SES) – a co-operation across EU aiming at building a shared digital European airspace by 2025.  What is FINEST? FINEST is a new reality with integrated FIR (Flight Information Region), sustainable and smart (digital) way of providing safe services. FINEST will provide cost-efficient solutions to meet the customer expectations. Being efficient means being able to adapt to the future traffic without extensively increasing resources, thus being able to provide en-route services with lesser cost to our customers. FINEST is about service continuity – the ability to handle the air traffic from two separate ATS units (systems & personnel). FINEST is about reducing environmental impact of air traffic by providing airlines with a possibility to fly shorter arrival/departure routes in/out in main airports. FINEST way is through stakeholders´ collaborative dialogue develop and utilize the airspace and services. Openness and transparency in the FINEST cross-border service provision collaboration shall be at all levels of cooperation, including stakeholders. The programme FINEST was kicked off in 2018 and since then, both EANS and Fintraffic ANS have been working together, involving also other parties both countries, to both legally and technically make the shared airspace happen. The programme is reaching its testing phase that is planned to be taking place in the upcoming autumn and winter. FINEST is planned to be launched fully in 2022. FINEST will shape the future airspace via dynamic cross-border collaboration that enhances efficiency, raises the capacity and makes companies more competitive in the air-navigation market. The objective of FINEST is to achieve optimal performance in the areas of service provision, cost-efficiency, capacity, flight efficiency, environment, continuity and safety.

11.10 – 12.00 PANSA

Title: Present and Future Civil-Military Cooperation of Manned and Unmanned Traffic in the Post-Pandemic World

Janusz Janiszewski,  PANSA
Lt. Gen. Tomasz Krzysztof Piotrowski,
Operational Command, Polish Army
Saulius Batavičius, Oro Navigacija

Abstract: To ensure smooth civil-military cooperation, it is necessary to provide mutually satisfactory agreements between the Parties taking into account their specific requirements on airspace usage. They should concern all levels of airspace management: strategic, pre-tactical, and tactical. The lack of well-defined principles of cooperation at any of these levels will result in the other levels being less effective. Elements bringing benefits worth paying attention are: Strategic - Specific scenarios for the use of dedicated restricted airspace - RSA (fixed time/altitude/period of the year/additional procedures of activation), defined/agreed at a strategic level and published in AIP. Goal: a compromise between GAT traffic flows and the RSA user requirements.
Pre-tactical - Advanced RSA allocation process conducted by Airspace Management Cell (AMC) with the RSA users, based on high-level priorities and specific operational procedures described in formal publications/agreements resulting in changes introduced by AMC before final RSA allocation, also in uncontrolled airspace. Advanced way of information distribution. Tactical - Dynamic activation and release of unused RSAs with immediate changes in ASM/ATC systems and UUP publication (information given to NM), based on specific operational procedures described in formal publications/agreements. The cooperation between civil and military aviation should also cover the coordination of unmanned aircraft (drones), both for civil and military purposes. To facilitate the process of pre-tactical and tactical coordination of UAS, the military should be involved in the process already implemented in the civil domain. PANSA, together with the military side is preparing to include military MCTRs for military air traffic controllers to benefit from the non-verbal communication with drone pilots and digital process of UAS flight coordination provided by the operational PansaUTM system. Introducing the military into the parallel approval processing allows making UAS operations more scalable, more flexibles despite the manager of the airspace structure, and increase the safety levels of existing civil and military manned operations. An additional tool for managing drones would give a possibility to create better situational awareness for the operational personnel and give a possibility to instantly send information to respective drone pilots. When building a U-space ecosystem PANSA does not forget about key stakeholders and users of the airspace, and cooperation with the military in the UAS domain is a natural continuation of building the common ecosystem for manned and unmanned operations for all users. The above procedures should be further supported by appropriate ASM and ATC systems as far as possible shared by both parties to allow an instant exchange of information. This results in the interests of both Parties being assured. The negative impact of their activities on each other is minimized and this is reflected in the relevant statistics shown in the presentation. Near future steps focus on closer cooperation on sharing and automatic exchange of information between systems used by both Parties.

12.10 – 12.50 DFS Deutsche Flugsicherung GmbH

Title: Green Flying - Optimized Flying Structures for Cleaner Skies and CO2 Savings

Armin Beirle, Director Operations Langen, DFS Deutsche Flugsicherung GmbH 
Frank Lumnitzer, 
CPT A330/A340/ Senior Manager Group ATM Development & Stakeholder Relation, Lufthansa Group 

Abstract: The topic of environmental protection is increasingly becoming the focus of public interest these days. Also, air pollution from air traffic is a big issue and CO2 avoidance is becoming more and more important. Last year was a challenging year for aviation. The DFS Group used the time of reduced air traffic as a chance and concentrated in the development and implementation of concepts to make flying more efficient and in special to improve the environmental impact through optimised flight profiles. All sustainability concepts were aligned to the performance indicators of European air traffic management of safety, cost efficiency and of course capacity. The emptied airspaces have of course helped to refine the practical implementation in day-to-day operations without the pressure of fitting an ever-increasing number of aircraft into the limited airspace. The focus at the operational level was on three specific initiatives, which could be further developed or implemented: the Low Demand Concept, Required Navigation Performance (RNP) and High Transition Operations (HTO). These three concepts were developed and implemented within the framework of the joint initiative “Optimised Flying”, which was founded in 2013 by DFS and major German airlines, including Lufthansa and Condor. The Low Demand Concept used the low traffic volumes to demonstrate potential changes in airspace use and air traffic flow management, which would not have been possible during periods of high demand. The target of this initiative was to optimise arrivals and departures regarding the fuel consumption and the carbon footprint with a focus on flight planning. At Frankfurt and Düsseldorf Airport Required Navigation Performance (RNP) has improved approach and departure procedures. The segmented RNP approach avoids densely populated areas and joins the straight final approach to achieve the shortest arrival distance. The third concept of High Transition Operations (HTO), was developed for high traffic demand, but it was defined more specifically during the low-demand period in the past months. HTO is an arrival procedure which allows an optimised continuous descent operation (CDO) without level-offs from top of descent. All of these measures have amounted to a considerable share of CO2 savings for Lufthansa alone and thus bring us one step closer to cleaner skies. Further initiatives are moving from cleaning up the skies by reducing fuel burn to research about non-CO2 sources of climate change such as contrails. It will take the efforts of all partners in the aviation system to work towards a green future and clean skies.
13.00 – 14.00 FABEC

Title: Volatile Traffic Recovery

Brian R. Bruckbauer, ATCA
Dirk Mahns, DFS
Matej Eljon, FAB CE Aviation Services Ltd.
Michał Mikołajczak, PANSA (Baltic FAB)
Paolo Nasetti, ENAV (Blue Med FAB)

Abstract: Traffic is recovering. But centralised analyses and forecasts are still taking a helicopter view of the market  – averaging out demand percentages across a wide geographic area which cannot be used for operational planning at a centre level. Traffic recovery is highly volatile and often concentrated. Neighbouring ATC centres (ACCs) are witnessing a wild mixture of peaks and troughs; some sectors are already at their capacity limit while others nearby are unusally quiet.
Panelists will discuss their experiences of market fluctuations at an ACC level. They will examine strategies for handling traffic demand volatility (peaks, location, season etc.) in the context of a fall in demand and a performance system built around averaged, high-level forecasts.  They will highlight the concrete impacts of forecast volatility on staff planning and infrastructure investments.

14.10 – 14.40 HAPS Alliance

Title: From the Stratosphere and Beyond – The HAPS Alliance is Connecting the Unconnected 

Andy Thurling, Thurling Aero
Roser Roca-Toha, Airbus

Abstract: The HAPS Alliance has the vision to use High Altitude Platform Systems (HAPS) as part of a Non-Terrestrial Network to bridge the digital divide and connect the unconnected. HAPS already flying consist of sophisticated uncrewed high altitude long endurance fixed-wing vehicles, free balloons, and airships. These will soon to be followed by passenger carrying supersonic/hypersonic aircraft. All vehicles will need to share airspace safely and equitably. The purpose of this presentation is to introduce our vision for operations at scale, provide insight into our approach to stratospheric safety management, and discuss the progress that has been made at defining a collaborative, user-managed means to ensure safely separated operations in the high-altitude airspace. Traditional aviation transport practices use a flight centric safety approach (per flight hour) to measure potential harm to crew and passengers. This approach does not extend well to higher altitudes where most operations are uncrewed and of extreme duration. Most importantly, it does not directly address potential risk to the general public. Higher altitude operations require a more comprehensive approach necessary to incorporate this new facet of risk. Industry has been working on just such a concept. During flight, HAPS vehicles provide real time data to their fleet management systems allowing for dynamic near-real-time continuous risk computation. This presentation will describe the safety approach and risk methodology developed with Australia (in cooperation with AirServices) allowing the assessment of the probability and severity of undesirable events, and the acceptability of mitigation measures. Demand for airspace access is expected to grow significantly in the next decade, and the mix of aircraft types, performance and missions will be significant. Using traditional air traffic management techniques for the diverse and generally autonomous fleet systems does not scale. Strategic deconfliction of intent will work to optimize the use of airspace accounting for these differences in performance and constraints on the resolution options for the different types of vehicles and missions. Our traffic management concept depends heavily on the use of community-based rules, formed by industry and approved by a State’s civil aviation authority (CAA), for safety and equity for collaborative traffic management operations. Operators, vehicle manufacturers and service providers need a globally recognized set of requirements to support safe and effective operations to realize the economic and societal benefit of HAPS. In addition to AirServices, the HAPS Alliance is working with the FAA/NASA “ETM” Research Transition Team, the Aerospace Industries Association, the US DoD, MITRE, the Eurocontrol ECHO project, and ICAO to focus on upper airspace planning, community-based rules, and legal framework for these vehicles to fly globally.  These community-based operating rules will be validated through simulation and flight trials and will ensure safe operations in nominal and off nominal situations, and address equity and fairness principles. Moving forward, industry will need to collaborate in a variety of venues and begin an outreach effort through the various institutional representational groupings in order to socialize these ongoing operations, expanding concepts and seek continuous feedback. This presentation is a big step in that direction!

14.50 – 15.20 OneSky

Title: Understanding UTM: The Enabler to BVLOS and Unlocking Urban Air Mobility

Chris Kucera, OneSky
Erick Corona, Wisk
Matthew Sattler, Hyundai Motor Group

Abstract: It’s no secret that flying Beyond-Visual-Line-of-Sight (BVLOS) is the key to enabling advanced scalable drone operations and urban air mobility. Yet only a small fraction of today’s operators are doing so, due to a lack of infrastructure and understanding of regulations that are often difficult to overcome. While there is no magic path, OneSky and leading UAM industry partners will provide insight into the technology and regulatory considerations critical to understanding and realizing the benefits of BVLOS operations. More specifically, this panel session will highlight how existing infrastructure and Unmanned Traffic Management (UTM) are key components to ensuring the safe, successful, and scalable deployment of BVLOS.

15.30 – 15.50 SWISS International Air Lines Ltd.

Title: A Local Collaborative Process to Create Target Times of Arrival

Lucas Weber 

Abstract: After a period of very low air traffic over Europe, the number of flights is increasing again and while a forecast of the recovery in the next years remains difficult, airlines and passengers are already facing impacts on their operations and delays due to capacity issues and ATFM measures today. It is therefore expected that these challenges will remain, even if traffic only recovers according to the more pessimistic scenarios. In summer 2020, Zurich Airport, skyguide and SWISS have initiated a working group to identify and reveal the needs of all stakeholders in the area of arrival management at Zurich Airport and find possible ways to incorporate the preferences of airlines, airport and ANSPs into the management of flights subject to ATFM delays due to capacity constraints. While concepts to incorporate priorities of the Airspace Users on a network-wide level already exist (e.g. UDPP), they are still part of ongoing research at this time and only expected to be implemented in operations in longer time frame. Local concepts like iStream and FROT have been successfully tested in daily operations in Zurich and proven to be beneficial for the avoidance of disruption in the airlines’ operation. These concepts however are limited to specific periods of the day and therefore only partially cover the operation. As a result of the mentioned working group, the development of a process was initiated in which Target Times of Arrivals would be created locally for flights when the capacity at the airport would be exceeded. This concept would replace the traditional arrival regulation and enable the creation of a flight sequence that is not alone based on a first-planned-first-served approach, but also takes into account the stakeholders preferences in a collaborative way, while still maintaining the principle of equity. By enhancing the allocation of slots and optimising the utilisation of the existing resources, the impact of delays on the operation could be mitigated through the reduction of rotational delays, reactive workload and missed passenger connections. The reduction of holding and vectoring, as well as the avoidance of high-speed flying to counteract incurred delays would also lead to potential savings of CO2 emissions.

16.00 – 17.00 ANSP, Government & Industry Panel

Title: Safe, Open, and Scalable: How UTM Will Help to Unlock the Airspace

Nicolas Eertmans, DG MOVE, Moderator
Bobby Healy, Manna
Alex Florin, Wing
Esa Stenberg, Traficom, Virtual
Munish Khurana, Eurocontrol 

Abstract: A safe, open, and scalable UTM / U-Space system will help to unlock airspace and promote competition. In this panel, some of the most experienced commercial drone operators in the world, and the regulators that have analyzed and approved their operations, discuss what they’ve learned about sharing low-altitude airspace, and the role that UTM / U-Space will play in the growth of commercial drone applications. UAS are diverse. They feature different technologies, operate in different environments, and provide different services. Unlocking the full potential of UAS will depend on UTM frameworks that support a range of aircraft and applications, account for the rapid growth in UAS traffic, and promote integration. In high-demand airspace, operators will need to share information in a safe, open, and scalable way:
● Safe. Can different operators share data for purposes such as deconfliction?
● Open. Can diverse operators access the airspace supported by competitive and affordable UTM services?
● Scalable. Can UTM scale to support the expected volume of operations?
Today, operators such as Manna, and Wing provide delivery services from Europe - including Ireland, Switzerland, and Finland - to Australia and the United States. They represent some of the most advanced drone delivery operations globally, and they showcase a range of technologies, environments, and use cases. In the panel discussion, these trailblazing companies will be joined by regulators such as European Commission (DG MOVE) and Finnish CAA, Traficom, as well as Eurocontrol, pioneers in the safe integration of complex UAS, to share their views on:
● Their vision for UAS integration ● Their experience of complex operations in real-world environments ● Their assessment of UTM / U-Space developments around the world, and implications for the safety, openness, and scalability of the airspace.

17.10 – 17.30 SWISS International Air Lines Ltd. & Frequentis AG

Title: Slot Machine: A New Possibility for Offering Flexibility to Airspace Users During Capacity Issues

Eduard Gringinger, Frequentis AG
Marie Carré, Swiss International Air Lines, Ltd.

Abstract: Traffic is currently raising up and the first issues with airspace and airports capacities are already hitting the airlines operations. The first delay due to ATFM slots already happened this summer, hampering slowly again the European stakeholders’ operations. As the traffic is expected to reach around 75% of the 2019 traffic as from 2024  in the worst scenario (EUROCONTROL Forecast Update 2021-2024 - European Flight Movements and Service Units, STATFOR, issued in May 2021), capacities issues will remain a main impediment to the efficiency of airlines operations. 
Thanks to slot swapping, the airlines can get some flexibility during capacities issues, and try to reduce the costs of delay by prioritising their more expensive flights. However, slot swapping is nowadays limited for low volume users, as almost no swap possibilities between different airlines is existing. Slot Machine aims at offering the opportunity to any airline to improve their slots, by allowing multi-airlines slot exchanges. Thanks to privacy preserving engine, airlines will submit their slot preferences as well as their priorities, which will then allow a solver to propose a better sequence of flights for all stakeholders involved. Thanks to dedicated market mechanisms, the airlines will earn credits for additional delay accepted on their flights, and will use these earned credits for getting better slots for their important flights. This will ensure a long-term fairness of the slots exchanges as well as enable a transparent process for all participating stakeholders while preserving business sensitive data. By optimising the slots allocation according to airlines business priorities, the available capacity will be efficiently used and will relieve a bit the financial pressure occurring for the airlines when delay is impacting their passengers and operations. This should not only reduce the airlines costs due to ATFM delay, but also reduce the reactionary delay within the entire European network if the rights flights are operated according to the airlines business priorities. Moreover, by allowing more flexibility to the airlines, and thus allowing more airlines to operate within their operational margins of delay, this would lead to less high speed flights and vectoring/holdings would be expected to decrease, reducing the environmental impact of ATM. Therefore, all European stakeholders would benefit from the Slot Machine concept.

17.40 – 18.00 FAA

Title: Future of the Ocean in 2035 (FOTO35)

Randy Mauer, FAA, FOTO35 Program Manager

Steve Kessler, FAA
JT Lenhart, NATCA
Andy Cebula, Airlines for America (A4A)
Jeff Miller, International Air Transport Association (IATA)

Abstract: The demand on oceanic airspace is greater today than it has ever been and that demand is growing with the increasing number of space operations, high altitude long endurance vehicles, UAS’s, and the return of  supersonic commercial vehicles - all biding for the same airspace. Today’s challenge for oceanic air traffic control is how to balance all of the needs of each of those operations while working with our domestic and global air traffic control partners to employ a seamless operation. Learn how the FAA’s new strategic initiative to bring about future changes in oceanic air traffic management is modernizing the way the world will conduct oceanic operations through 2035 and beyond. Future of the Ocean 2035 (FOTO35) is collaborating with our numerous ATM partners and operators to achieve more globally harmonized operations that will provide controllers more tools and, in turn, allow airspace users more flexibility and predictability in their planning that will save time, money, and reduce the environmental impact.

The Future of the Ocean - Presentation

Thursday, 28 October 2021

10.00 – 12.00 Global UTM Association (GUTMA)

Title: GUTMA Workshop (more information coming soon!)

10.00 - 10.45: An Emerging U-Space Services Market

Munish Khurana, Moderator

Amit Ganjoo, ANRA Technologies
Richard Parker, Altitude Angel
Jorge Chornique, Airbus
Matthew Satterley, Wing


11.00 - 11.45: Standards to build a fair U-Space market

Koen De Vos, Moderator
Nicolas Eertmans, European Commission
Reinaldo Negron, Wing
Chris Kucera, OneSkySystems
Richard Parker, Altitude Angel



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