Transition/switch from sectored ATC operations to Flight Centric ATC operations (UC5)

Please note: This use case originates from the predecessor project PJ.10-W2-73 FCA as part of the SESAR2020 Programme and is not considered in the current project.

This Use Case describes the actions to be taken for activating the Flight Centric Area.

There are two modes for the transition/switch from sectored ATC to Flight Centric ATC operations: alternating system mode and remodelling system mode.

Alternating system mode: Two different controller teams control in conventional ATC and FCA. There are also two different CWP platforms (equipment) for the different modes.

Remodelling system mode: The same controller team controls in both conventional ATC and FCA. The CWP platform is prepared to change the mode in the same system.

Preconditions

Parameters or time is fulfilled to change from sectored ATC to Flight Centric ATC.

Parameters should be set or overall capacity/complexity for defined portion of airspace. This parameter is used for decision making whether the FCA mode of operation is applicable/useful in a certain portion of airspace for a certain period of time.

Postconditions: Success end state

Flight Centric ATC mode of operation is applied in the defined airspace.

Postconditions: Failed end state

Flight Centric ATC mode of operation is not applied in the defined airspace.

Trigger

Local FMP monitors continuously the Entry Hourly Rate, Occupancy Counts and Complexity indicators in the Local Traffic Management Tool (Complexity Management Tool) in the airspace predefined for FCA operations. When the prediction is out of the defined thresholds and suitable for activation of the FCA operations he informs the Supervisor in order to initiate the transition/switch procedure.

Main Flow

Alternating system mode

  1. The Supervisor, Local Traffic Manager, PC with EAP role (depends on local implementation) monitor the expected workload per trajectory.
  2. The Local Traffic Manager, Supervisor and PC with EAP role (depends on local implementation) analyse the situation and decide that the FCA preconditions are met and prepare to activate a predefined scenario to dynamically switch from conventional ATC to FCA operation in a specified portion of airspace as a solution for the detected imbalance.
  3. The Supervisor confirms to activate the Flight Centric Area at least 20 minutes in advance and the allocation support function is activated. In case the Allocator is not performed by the Supervisor he starts to work.
  4. The Allocation support function analyses automatically (shadow mode) the traffic situation and indicates the traffic expected to be transferred to the Flight Centric controllers to the Supervisor and Allocator (in case if not performed by the Supervisor);
  5. Based on the information presented by the Allocation support function, the Supervisor decides about the required number of FCA positions (with the respective frequencies to be used) and which sectors (and parts of sectors, in case the vertical profile of the sectors is changed) will be transferred/switched into a Flight Centric Area. In case an Allocator is available the Supervisor coordinates with the Allocator;
  6. In automatic allocation the Supervisor or Allocator (if not performed by the Supervisor) reviews and decides if whether to override the automatic allocation. In semi manual allocation the Supervisor or Allocator (if not performed by the Supervisor) revises the information of the allocation support function and may change it if needed;
  7. The Allocator (if not performed by the Supervisor) and/or Supervisor informs each of the conventional EC/PC teams about the new FCA and sector configuration, the frequencies of the FCA positions (the EC/PC teams in the airspace volume that will remain in conventional sectored mode can keep their original frequencies) and the traffic expected to be transferred to the FCA positions as well as conventional sector positions;
  8. The Allocator (if not performed by the Supervisor) and/or Supervisor informs the Flight Centric ECs and PC(s) about the allocation strategy (dynamic or static) that will be applied and the traffic that will be transferred to their positions from the current conventional sectors as well as the respective FCA frequencies;
  9. Before Flight Centric Area activation (time horizons depend on local conditions), FCA controllers can analyse the traffic situation on their CWP (shadow mode) and if they have any doubt about the traffic situation, they can contact via hotline the corresponding controllers to clarify the problem and keep situational awareness.
  10. The Supervisor activates the new airspace configuration that includes the Flight Centric Area;
  11. As soon as possible, following the activation of the new airspace configuration, the impacted EC and PC conventional controllers transfer the identified flights to the new FCA positions and/or to conventional sector positions;
  12. All involved controllers confirm to the Supervisor that all expected traffic have been received.

Alternate flow

Remodeling system mode

Steps 1 to 6 are the same as in the Main Flow.

  1. The Supervisor and/or Allocator (if not performed by Supervisor) informs the controller team and in case more controllers are required in FCA operations the new FCA controllers about
    • the new roles (Flight Centric EC/PC team, which Flight Centric PC(s) supports which Flight Centric ECs or SPO),
    • the new airspace configuration in the Flight Centric Area (airspace and team composition) and in conventional sectors area (airspace and sector configuration),
    • the allocation strategy (dynamic or static) that will be applied in FCA,
    • the traffic that will be transferred to them from the current conventional sectors and
    • the new FCA frequencies if more controllers are required (the original ECs maintain the original frequencies).
  2. Before Flight Centric Area activation (time horizons depend on local conditions) all controllers (if more controllers are required in FCA configuration) can analyse the traffic situation in their CWP (shadow mode), in two different options:
    • Visualize the shadow mode in the same screen when holding or clicking a button;
    • Visualize the shadow mode in an additional screen when the Supervisor has communicated the switch;
      and if they have any doubt about the traffic situation of other flights not assumed by them, but which will be under their responsibility after the switch, they can contact via hotline the corresponding controllers to clarify the problem and keep situational awareness. If new controllers are needed, they will be able to maintain the situational awareness and ask questions from their CWP in shadow mode (since they are not controlling).
  3. The Supervisor activates the new airspace configuration that includes the Flight Centric Area;
  4. As soon as possible, following the activation of the new airspace configuration, the impacted EC and PC conventional controllers transfer the identified flights to other FCA positions and/or to other sectors and the remaining flights stay with the same controller (some now as FCA controller).
  5. All involved controllers confirm to the Supervisor that all expected traffic have been received.
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