Sesar factsheet optimi

N° 04/2010

Oceanic position tracking improvement and monitoring (OPTIMI) Summary: What is OPTIMI? The SESAR Joint Undertaking (SJU) has launched a project, called OPTIMI, to improve the monitoring and position tracking of aircraft while in remote or oceanic areas. As well as technical solutions, the challenge includes optimising coordination between services in order to speed up rescue reaction times and accident analysis and diagnosis. The project aims to deliver recommendations that can be implemented as of 2011.

What is the need for OPTIMI? •

Locating planes over oceanic and remote areas – Currently, when a flight leaves areas that are well-covered by air traffic control (ATC) radar systems, the plane communicates its location to ATC services only occasionally. In the case of an accident this can increase the time taken for search and rescue services (SAR) to respond.

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Rapid reaction to accidents – Efficient search and rescue services (SAR) are dependent on the location information in order to reach passengers rapidly.

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Accessing flight data and cockpit voice (‘Black Box’) recorders – In case of an accident, investigators depend on the data from the ‘Black Box’ to analyse causes. In oceanic and remote areas, their physical recovery is often difficult and time consuming.

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Avoiding future recurrences – Rapid diagnosis of the cause of an accident can reveal repetitive problems that may cause further occurrences. A quick diagnosis can prevent this.

Description: Oceanic position tracking and monitoring The background The tragic loss of Air France Flight 447 over the Atlantic in June 2009 demonstrated a need for substantial improvement in the monitoring of air traffic and the coordination between Air Transit Services (ATS) and search and rescue services (SAR) in oceanic and remote lowdensity airspace.

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The European Commission immediately resolved to take action and, through the SJU Administrative Board, tasked the SESAR Joint Undertaking with analysing and making recommendations on this issue.

Implementing OPTIMI The project has set out to demonstrate the feasibility of improved oceanic tracking in the North Atlantic, European and African regions of the Atlantic Ocean by the end of 2010.

Analysis of the current situation, including the use of existing Automatic Dependent Surveillance-Contract (ADS-C) systems, is to be completed by March 2010.

The air navigation service providers (ANSPs) of some countries already use ADS–C for remote areas under their jurisdiction. By developing the right ATS procedures for its use, this existing system could facilitate more rapid intervention by SAR services.

Equally, existing ‘Controller pilot data link communication’ (CPDLC) technology could play a role if the right procedures and protocols are implemented. In general, the flight tracking, data link and satellite communications technologies already in place have great potential to provide the necessary improved position tracking and monitoring over oceanic and remote areas.

Trial flights in the relevant oceanic regions are planned for summer 2010 and then the project will move on to developing the business case by the end of September. The economic aspects are very important as satellite communications infrastructure and services already exist which could be used if justified by the project’s cost-benefit analysis.

The project aims to issue its final recommendations by the end of 2010 for procedures and systems that can be implemented as of 2011. Whether to extend these procedures to other oceanic regions (OPTIMI II) in the future is currently being considered.

Challenges •

Decisions on the use of existing technology – this needs to be established early on in the project implementation.

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Establishing testing regimes – the test protocols for safe in-flight demonstrations are needed by April 2010.

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Defining ‘Black Box’ data download – the project needs to find a solution that is both technically feasible and economically viable to access in-flight monitoring data as soon as deviations from normal performance parameters occur.

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Addressing social concerns – the project will analyse data protection aspects of in-flight data download.

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Addressing economic issues - satellite communications providers already have infrastructures and services suitable for the objectives of this project. A new business model has to be developed.

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Addressing regulatory and certification issues – to facilitate the implementation of recommendations as of 2011, the regulatory framework and the SJU’s recommendations must be consistent.

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Benefits •

Search & rescue – emergency services will be able to locate aircraft more quickly, improving their reaction times.

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Accident investigation – rapid access to flight monitoring data will speed up the analysis of an accident and the diagnosis of the cause(s).

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Passengers and general public safety – repetitive problems can be diagnosed early to avoid future potential occurrences.

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The work of the SJU •

Lot 1 – Analysis of the current situation – technologies available, economic barriers, etc. – leading to a choice of basic technologies and viable solutions.

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Lots 2, 3 and 4 – three sets of in-flight demonstrations – in the North Atlantic, European and African regions of the Atlantic Ocean – to be conducted on commercial flights.

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Lot 5 – Recommendations for an improved flight tracking and monitoring regime over oceanic and remote regions to be implemented as of 2011 – including the cost-benefit analysis and safety case for the proposals.

Further information:

SESAR Joint Undertaking 100 avenue de Cortenbergh 1040 Brussels Belgium Email: info@sesarju.eu Tel: +32 2 507 80 00 Fax: +32 2 507 80 01 http://www.sesarju.eu/

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