UNPACKING SESAR SOLUTIONS Extended AMAN

Transcription

1 UNPACKING SESAR SOLUTIONS Extended AMAN 16/17 September 2015 DSNA HQ, Paris Hosted by:

2 Welcome Florian Guillermet, SESAR JU 16/17 September 2015 DSNA HQ, Paris Hosted by:

3 Keynote address Maurice Georges, DNSA 16/17 September 2015 DSNA HQ, Paris Hosted by:

4 Keynote address Maurizio Castelletti, European Commission 16/17 September 2015 DSNA HQ, Paris Hosted by:

5 Single European Sky in 2015 A genuine Single European Sky is a fundamental priority for the European Commission Significant achievements under SES II Major effort still required 5

6 Established FABs and Best Practices A list of best practices has been drawn up 6

7 Extended Arrival Management From the previous list, Extended AMAN is an enabler of optimum use of airspace And thus also a contributor to optimised air navigation services Therefore an essential priority for the European Commission 7 Included in European ATM Master Plan and in SESAR PCP Regulation

8 Keynote address Massimo Garbini, SESAR Deployment Manager 16/17 September 2015 DSNA HQ, Paris Hosted by:

9 From Master Plan to Deployment Programme ATM Master Plan Edition 2012 Pilot Common Project (PCP) June 2014 Deployment Programme (DP) June

10 Extended AMAN implementation State of play after CEF call 2014 PCP regulation arrival management extended to en route airspace shall be operated: At the 25 airports listed in the PCP By 1 st January 2024 State of play after CEF call related Implementation Projects awarded for 1.4M total cost This is not representative of AF1 s, importance to the PCP overall benefits We are still at the very beginning of arrival management extended to en route airspace implementation 10

11 Extended AMAN implementation Perspective as from CEF call 2015 DP 2015 s Gap Analysis 9 airports/25 due to implement basic AMAN; 22 airports/25 due to implement extended AMAN; Perspectives CEF call 2015 All in all, up to 30 related projects could be expected to be submitted in the next CEF calls; CEF call 2015 shall be considered as a major opportunity to get cofunding and facilitate compliance with PCP Regulation. 11

12 Conclusions Extended AMAN (together with PBN in PCP s AF1) is estimated to cost 200M and bring benefits up to 1100M, so 900M net benefits, i.e. 37,5% of PCP s net benefits Extended AMAN is ready for implementation Way forward Significant co funding opportunities coming SDM with DP 2015 is committed to assist operational stakeholders to catch these opportunities, comply with PCP and release expected benefits 12

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14 SESAR E AMAN Solution Moderator: Michael Standar, SESAR JU 16/17 September 2015 DSNA HQ, Paris Hosted by:

15 Why do we need E AMAN? Olivia Nunez, SESAR JU 16/17 September 2015 DSNA HQ, Paris Hosted by:

16 Network Management Separation Management Airspace Management Communication Collision avoidance Sequencing and merging Navigation Meteo Surveillance Routing Guidance Information Management

17 E AMAN

18 WHAT IS AN ARRIVAL MANAGER? CCA939 TAP842 AZA1480 BPA

19 SESAR E AMAN: more than an extended horizon Improved adherence to the planned sequence Improved sequence planning 19

20 SESAR EXTENDED AMAN Improved Adherence to the AMAN plan Advanced Delay Sharing Advanced HMI Tailored advisories Improved Sequence Planning Advanced planning strategies Larger horizon CROSS BORDER OPERATIONS Improved TP Automatic update 20

21 21 THE BENEFITS: fuel savings

22 THE BENEFITS: reduced holding in the TMA En route Workload TMA Workload 22

23 THE BENEFITS: Predictability Delay is fairly distributed 23

24 24 THE BENEFITS: Visibility of the Planned Sequence

25 AMAN in the global TBO context TBFM: Time based Flow Management Program Arrival Manager 25

26 SESAR Solution Development Serge Bagieu, SESAR JU 16/17 September 2015 DSNA HQ, Paris Hosted by:

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28 28

29 29 Extended AMAN behind the scenes

30 How does basic XMAN work? Arrival 4D profiles Management updated Info are Aircraft to all AMAN CWP are along when uses instructed the appropriate NM flight Data via RT When Arrival aircraft Management enters Eligibility Info are displayed Horizon, SWIMly shared with XMAN Prototype Eligibility Horizon 550NM 30 Active Horizon 350NM

31 STOCKHOLM

32 Extended AMAN and CTA/i4D Sharing airborne and ground trajectory Flying to a time constraint 32

33 Extended AMAN and CTA/i4D Extended AMAN benefits confirmed CTA operations viable? CTA Challenge operations both are concepts viable Stockholm Systems Measure sufficiently impact on mature performance Nearby Airport 33

34 34

35 Operational Scenario Reference E AMAN Solution 1 E AMAN Delay Sharing Solution 2 E AMAN with ASAS 35

36 CTA/i4D and ASAS supported by E AMAN SEQUENCE Arrival Management processes assure an optimum arrival sequence by the allocation of Controlled Time of Arrival (CTA) at an appropriate fix MERGE ASPA Merging technique achieves precise pair wise time based spacing at fix SPACE In trail time based spacing precise final approach spacing in all wind conditions 36

37 37

38 AMAN into multiple Airports Dr. Jörg Bergner, OP/VT

39 EAMAN SESAR Solution Single E AMAN feeding a single airport Consolidated benefits more time for queue management to act on the traffic, greater benefits in terms of flight efficiency, environmental impact and punctuality. Validation takeaways bounded by Operational Requirements Supported by Technical system definition 39

40 Stakeholder perspectives, challenges and lessons learned Moderator: Michael Standar, SESAR JU 16/17 September 2015 DSNA HQ, Paris Hosted by:

41 ANSP Perspective Jonathan Astill, International & Customer Affairs Director NATS 16/17 September 2015 DSNA HQ, Paris Hosted by:

42 Why E AMAN? Future Challenges for ANSP: Safety, Cost, Capacity, Environment EC Targets Achieving customer satisfaction Facilitating their commercial imperatives Efficiency & Predictability of operations business trajectories On time performance Increasingly congested Airports Social responsibility restrictions on night operations 42

43 Heathrow XMAN Experience» Benefits» Reduced holding in the LTMA» Enhanced safety» Reduced fuel and emissions» Enable better departure profiles» Smooth delivery of arrivals» Improve en route capacity 43

44 Benefits Based on rolling average for the latest phase:» Average 46.8 seconds absorbed en route» Each 10sec reduction in holding = 1.8kT of fuel saved p.a.» Saving airlines 1.3m/ 1.8m/$2m approximately p.a» Saving approximately 6kT of CO 2 p.a» The greater the delay the more benefits are realised NATS PRIVATE

45 Lesson Learned GOOD COLLABORATION & ENGAGEMENT HAS BEEN KEY!» Between ANSPS at both Operational & Technical Levels» With Customers. e.g. Airlines» With suppliers REGULAR FORUMS & THE USE OF A SWIM DEMONSTRATOR HAVE HELPED» FAIRNESS 360 O APPLICATION» Building customer understanding that delay sharing is applied consistently to all arrival traffic flows was vital to gaining acceptance.» AIRSPACE & CLIENT HMI DESIGN» SWIM technology has allowed the XMAN concept to be implemented with existing airspace designs and ATC systems in future there is scope for designing both to support the concept» OPERATIONAL TRIAL» The phased approach has allowed ATC procedure options to be tested flexibly, so the benefits can be maximised.» BENEFITS 45 DON T OVERSTATE, UNDERSTAND WHAT IS ACHIEVABLE!

46 Concerns Objectives for R&D? Managing E AMAN for multiple airports E.g. Reims ACC managing AMAN for LHR, LGW, STN, AMS, BRU, FRA, MUC, ZRH.. Maintaining adequate situational awareness whilst increasing automation of lose/gain time messaging Balancing pre departure delay with en route delay E AMAN delay sharing vs the move from CTOT to TTA concept 46

47 Concerns Objectives for R&D? Pilot and controller behaviours How to use CDM with E AMAN so that airlines can influence the order of arrivals to benefit their hub and spoke operations whilst maintaining maximum throughput. 47

48 E AMAN from AU perspective Andreas Linnér, AU Office / Novair 16/17 September 2015 DSNA HQ, Paris Hosted by:

49 Inefficiencies in today s operation

50 Inefficiencies in today s operation Top of Descent (ToD) is calculated by the aircraft based on track miles from runway Unknown track miles = sub optimized descent

51 Inefficiencies in today s operation Top of Descent (ToD) is calculated by the aircraft based on track miles from runway Unknown track miles = sub optimized descent

52 Inefficiencies in today s operation Top of Descent (ToD) is calculated by the aircraft based on track miles from runway Unknown track miles = sub optimized descent One orbit in a holding pattern 180 kg of fuel/570 kg CO 2 (FL50)

53 Inefficiencies in today s operation Top of Descent (ToD) is calculated by the aircraft based on track miles from runway Unknown track miles = sub optimized descent One orbit in a holding pattern 180 kg of fuel/570 kg CO 2 (FL50) 53

54 Inefficiencies in today s operation Top of Descent (ToD) is calculated by the aircraft based on track miles from runway Unknown track miles = sub optimized descent One orbit in a holding pattern 180 kg of fuel/570 kg CO 2 (FL50) Different descend speeds after ToD = Difficulties to build a predictable traffic flow

55 Advantages of high altitude linear holding

56 Advantages of high altitude linear holding Adjust the arrival sequence by 7 NM in En route (slowing down aircraft by 1min) 6 kg of fuel (vs. 45 kg of fuel for ¼ holding pattern = 1 min) Easy manual intervention from pilot perspective

57 Benefits with E AMAN

58 Benefits with E AMAN Delays absorbed at high altitudes (fuel/emission) Increased possibilities to facilitate CDO (fuel/emission/noise) Increased predictability for descent planning (fuel/emission/noise) Overall flight efficiency may increase even if trajectory is longer (after ToD)

59 Challenges

60 Challenges Aircraft speed envelope limited at high levels Fuel efficiency may be impacted Different speeds during descend

61 One solution?

62 A view on the future

63 A view on the future The E AMAN concept should be further developed and is seen as a prerequisite for a future SESAR airspace Supreme solution if combined with enhanced, efficient and dynamic airspace design. Especially within TMA.

64 COFFEE C BREAK 16/17 September 2015 DSNA HQ, Paris Hosted by:

65 Extended AMAN, IFATCA s View Dr Luis G Barbero, IFATCA 16/17 September 2015 DSNA HQ, Paris Hosted by:

66 IFATCA Extended AMAN Achievements Challenges Conclusion 66

67 IFATCA IFATCA is a worldwide organisation representing more than 50,000 controllers in 131 countries. One of its goals is to assist and advise in the development of air traffic control systems, procedures and facilities. IFATCA is a member of the SESAR International Validation Team and it has taken part in a number of AMAN related Validation Exercises. 67

68 Extended AMAN Stack holding is one of the main inefficiencies of the current ATM system. Extended AMAN reduces stack holding by transferring a portion of the anticipated delay to the cruise phase of flight. That linear holding is achieved by instructing aircraft to reduce their cruise speed. 68

69 69 Achievements

70 Cross Border Collaboration The implementation of Extended AMAN for London Heathrow (XMAN) is a joint collaboration of 4 ANSPs (NATS, DSNA, Eurocontrol and IAA). Successful coordination between partners belonging to two different FABs: FAB UK/IRL and FABEC. Required degree of flexibility within the project so ANSPs could define their own MOPS/HMI. 70

71 Delay Absorption XMAN has validated the Extended AMAN concept by showing that up to 1 minute of delay can be absorbed in the cruise. The variable speed reduction (not above M0.04) accommodates the needs of crews and controllers. Applying speed reduction once the delay is beyond a certain threshold leaves the required residual delay in the stacks to maintain the pressure on the runway. 71

72 Controller s Workload Although the application of XMAN assigns additional tasks to the en route controllers, the increase in workload is manageable. It has the potential to reduce the workload for TMA controllers. The application of XMAN does not have a negative impact on the operation and procedures of the sectors involved. 72

73 HMI ANSPs have developed their own HMIs to suit their requirements. Modifications have been introduced when required to adapt the HMI to the user s needs. 73

74 74 Challenges

75 Cross Border Collaboration The flow of information seems to be unidirectional, from theairport upto theen route sectors. Sectors not using XMAN and the TMA are not aware of speed restrictions given to aircraft due to XMAN, which could negate its benefits. In Validation Exercise 695, Reims controllers had no information about the delay situation at Heathrow. 75

76 Delay Absorption Due to the cross border operation, it is not possible to measure the actual reduction in delay. Lack of repeatability makes it extremely difficult to accurately quantify the benefits of XMAN. There are a large number of factors that affect the delay experienced by an aircraft, evaluating XMAN would require all other factors to remain the same. The financial benefits of the absorbed delay do not take into account the cost of reducing speed/level changes. 76

77 Heathrow Approach BNN LAM BIG OCK 77

78 Heathrow Approach BNN LAM OCK BIG 78

79 Controller s Workload Speed reductions can create catch up scenarios, particularly when streaming aircraft, which require additional monitoring by the controllers. It reduces the degrees of freedom available to the controllers for conflict resolution (level heading speed). Going forward, the application of Extended AMAN to more airports could increase the complexity of the sectors where aircraft are inbound to more than one of those airports. 79

80 HMI HMI still needs work to make the information required by the controllers easily accessible. Controllers need to be involved in the design and implementation of the HMI from an early stage. More communication between the ANSPs on good and not so good HMI solutions would be beneficial. 80

81 AMAN AMAN is not reliable at long range, when speed reductions are applied. Tactical decisions are made closer to the airport which can greatly modify the delay. AMAN often requires human supervision to check and validate the landing sequence. 81

82 AMAN In the case of London Heathrow, the delay measure could be made more reliable by using a completely electronic CWP. Future AMAN versions would benefit from some sort of artificial intelligence component. 82

83 Conclusion Extended AMAN has been successfully implemented to reduce the amount of stack holding by slowing down aircraft in the cruise. Controller s feedback about XMAN has been positive. A number of challenges remain in order to assess the benefits of Extended AMAN. accurately More accurate and reliable data is key to achieve the more ambitious delay reduction targets. A system is only as strong as its weakest component. 83

84 84 Thank You

85 Airport perspective Guillaume AUQUIER, Aéroports de Paris on behalf of SEAC 16/17 September 2015 DSNA HQ, Paris Hosted by:

86 Agenda AIRPORT OPERATOR PERSPECTIVES IN EXTENDED AMAN SOLUTION CHALLENGES NEEDS OF IMPROVEMENTS EXPECTATIONS 86

87 Challenges for the airport operator STRENGTHS WEAKNESSES Enhanced predictability Arrival Management sequence Reliable information Better resources management Capacity optimization Lack of involvement Internal factors OPPORTUNITIES THREATS Synchronization amongst stakeholders Turnaround improvement Departure sequence integration Added value for attendees How and who manage the Sequence Airport s role Equity Departure punctuality from origin airport External factors 87 Positive Negative

88 Needs of improvements What are the needs for improving the situation in the passenger experience context? 88

89 Needs of improvements The focus is on performance driven total airport management through SESAR solutions. How Extended AMAN takes part in this concept? 89

90 Needs of improvements Firstly through : Enhanced Collaborative Airport Performance Planning and Monitoring

91 Expectations What are the airport operator expectations.? 1 2 Through CDM process improving the TTA and throughput of airside and landside operations (ex: toward an agree level of accuracy tolerance ) Improving the information quality thanks to full integration of AOP and NOP especially in regards to situational awareness of airport side (ex: parking stands availability ) 91

92 Needs of improvements Secondly through : Enhanced Collaborative Airport Performance Management

93 Expectations What are the airport operator expectations.? Through CDM process improving the TTA and throughput of airside and landside operations (ex: toward an agree level of accuracy tolerance ) Improving the information quality thanks to full integration of AOP and NOP especially in regards to situational awareness of airport side (ex: parking stands availability ) Improvement of turnaround process thanks to better predictability on arrivals and mitigation of risks of impacts on landside operations (ex: bag claim availability for arrivals ) Taking on board a better ability to limit impacts on flights when predicting a performance deterioration on airport side Best use of existing airport ability managing bottlenecks 93

94 For the airport operator, performance is: high level of regularity and punctuality as a first priority for the passenger experience best use of the airport throughput by the adherence to the scheduled programme best use of airport, handler and airline resources. Thank you for your attention! 94

95 Extended AMAN from Industry perspective Luc Lallouette, ASD 16/17 September 2015 DSNA HQ, Paris Hosted by:

96 Agenda What was the initial situation and what is the industry contribution in SESAR1? Do we need more R&D activities? How to deploy Extended AMAN solution? 96

97 From AMAN to Extended AMAN Today Around 100 airports are using an AMAN 32 in Europe 32 in USA 36 in ROW Horizons vary from 20 minutes to 1h30 ahead Malmoe ACC, implementing AMAN sequence for Copenhagen, since 1996 Collaboration between Tower / Approach / En Route is supported by proprietary interfaces or by OLDI Significant gains in capacity, predictability, fuel saving and gas emissions have been demonstrated The challenge now is to better integrate the AMAN with upstream FIRs and flow management processes to unlock new gains 97

98 From AMAN to Extended AMAN Manufacturing Industry contribution to SESAR1 Definition of common specifications for: AMAN E AMAN Arrival Management Information service Provision of prototypes: Quick starting from legacy AMAN concept and tools Ground system adaptations to receive ADS C/EPP and manage CTA and TTA to support initial 4D concept Ground system adaptations to share TTA and delay information between ATSUs via initial SWIM Airborne system and datalink adaptations to share and implement the CTA/ ADS C/EPP Support to numerous validation exercises in Real Time Simulations and Flight trials with ANSPs 98

99 Main Lessons learnt from SESAR 1 E AMAN Validation Exercises (including XMAN London / Reims) Manufacturing Industry supports the exchange of Arrival Management Information between two vendors via initial SWIM (yellow profile) Pushing the TTA and delay sharing to upstream ATSUs is a first level of service (similar to OLDI) but need to investigate the loop back to downstream on the implementation (or not) of the AMAN plan 3 minutesillustration to be inserted??? E AMAN tools have been integrated into the CWP for RTS validation exercises. This integration has not been performed through live trials due to operational constraints. 99

100 Complementary Lessons learnt from SESAR 1 Other projects related to Extended AMAN (Newbridge, istream, ) Paramount importance of the availability of NM s profile data NM B2B access point not always available in ANSP even if standards are implemented Technical and operational integration between NM and E AMAN to be assessed On going definition in istream Technical feasibility of using AOC infrastructure but remains complex AOC infrastructure requires lot of efforts to reach interoperability Technical interoperability with Remotely Piloted Aircraft Apply as much as possible the same concepts and standards as conventional aircraft 100

101 What are the remaining R&D activities? Manufacturing Industry recommends to refine and extend the concept To clarify the roles of Network Manager, FABs and ATSUs in order to perform a balanced management of all constraints To define local optimisations or strategies to cope with arrival and ATSU constraints To take benefit of aircraft trajectory via datalink (EPP) To identify various levels of services according to their maturity: To extend the collaboration from upstream to downstream and with aircraft Closer integration with AOC already in the planning phase An upstream integration for the NM towards AOC Manufacturing Industry recommends to standardize the interfaces for each level of service EUROCAE to confirm the E AMAN service as candidate for SWIM standardisation process Consistency with NM s B2B or EFD to be monitored 4D TRAD to be taken into account 101

102 What are the remaining R&D activities? Manufacturing Industry recommends to validate the extended concept To measure benefits for the various levels of service or collaboration To assess the contribution of all actors, for the two use cases Aircraft in the air Aircraft on the ground And ultimately to continue operational trials via Large Scale Demonstrations as appropriate 102

103 How to deploy Extended AMAN efficiently? PCP supports E AMAN deployment in Europe A stepwise approach is desirable To cope with various levels of collaboration between APP, ATSUs, NM, FAB and aircraft To ultimately be implemented by SWIM / IOP To use EPP AMAN/E AMAN shall rely on accurate and updated flight profile data Deployment shall be synchronized with standardization process Should not be limited to big airports An efficient/seamless integration in the Controller s Working Position requires industrialisation activities 103

104 How to deploy Extended AMAN efficiently? Extended AMAN will be also deployed in US and Asia NextGen / TBFM implements metering to metroplex Specific solution Concepts are slightly different Miles In Trail / metering for flows Management of hot spots versus sector capacity To be adapted to regions where no NM is operating Interoperability is a key enabler to extend collaboration to neighbouring ATSU E AMAN is a promising and relevant solution for major airports in regions where the airspace is fragmented 104

105 Conclusion Airborne Manufacturing Industry perspective More accurate 4D trajectories are key enablers to improve ATM processes and tools (DCB, Traffic Sequencing, Separation Management) ADS C/EPP to enhance Trajectory Predictors, ETA Min/Max, CTA are the essential airborne enablers Standardization of ATM processes are key for deployment Ground Manufacturing Industry perspective A first basic E AMAN service is almost ready for deployment provided that the required standardisation process is performed Extension of E AMAN concept to insure close cooperation between all actors is desirable and requires more work 105 Manufacturing Industry supports E AMAN deployment and extension

106 Network Manager Perspective Joe Sultana, Eurocontrol 16/17 September 2015 DSNA HQ, Paris Hosted by:

107 The Network Manager EUROCONTROL nominated Single European Sky Network Manager July 2011 Main role: optimise European ATM Network s operations with ANSPs and airports; ensure that European ATM meets the performance targets set by EC for SES provide a consolidated and coordinated approach to all planning and operational activities of the Network enable and deliver added operational performance (capacity, delay reduction, environment, flight efficiency, minimum emissions, ops safety, cost-effectiveness) Connecting the network for improved performance 107

108 Network strategic developments

109 NM ATC and Future Concepts Future of ATM is all about 4D trajectories and ATM handling more aircraft if position of flight can be predicted to an accuracy of +/ - 3 secs That means that any uncoordinated action on a trajectory needs to be reflected in updates in system This means interaction between real time network traffic management and local ATC - i.e. cooperative traffic management Hence, performant 4D planners, with continuous updates, plannable free routeings, target time over instead of departure slots etc...

110 Cooperative Traffic Management (NM project) Network Strategy Plan, RP2 target focus Efficiently exploit available network capacity Introduction of Target Times Operations for ATFCM* purposes Planning Execution CTM: towards Time Based Operations predictability, cooperation * For ATFCM purposes means better managed delivery of traffic into congested sectors (could also be arrival sectors)

111 (ATFCM) time based operations Now New Entry Time Time-based ATFCM measure Target Time Time-based ATFCM measure CTOT CTOT congestion congestion Issues Assumed profile not always the actual profile Objective of CTOT not managed after take-off Actual trajectory and sector entry time can significantly deviate from intended ATFCM measure Areas for development Cooperation within executive phase Measuring / monitoring effectiveness Flight planning and implementation predictability Link to other time-based functionalities (e.g. AMAN)

112 Cooperative Traffic Management Publication of Target Times Over (TTO) - creating awareness of the real target times for congested airspace March 2016 Initial procedures for TTO - implementing TTO for selected flights through Mandatory Cherry Picking principles Q Enhanced procedures for TTO - implementing TTO for all flight in Regulations - responding to tactical operations

113 Cooperative Traffic Management Link to E-AMAN Initial experiences with ATFCM and E-AMAN Target Time for arrival regulation (sometimes referred to as TTA requires coordination between (E-)AMAN and ATFCM: - TTA input to (E-)AMAN - Fine-tuning of TTA by (E-)AMAN - (E-)AMAN within ATFCM tolerances (e.g. AMAN requires accuracy of seconds) - More work needed to clarify overall operational concept NM data useful as input to (E-)AMAN. Requirements for accuracy improvements and improved distribution requirements for EFD (incl. B2B requirements for improved interoperability!) Need to align trajectory predictions between ATFCM and (E-)AMAN functionality. Otherwise risk of divergence and degradation of network coordination

114 Cooperative Traffic Management Link to E-AMAN ATFCM developments and E-AMAN developments share the Time-element and can support each other NM Support to Extended AMAN* - Early NM trajectory predictions (including network intelligence) - Pre-sequence based on E-AMAN criteria - Monitoring and Coordination operational requirements wrt Network Capacity vs Arrival sequencing - Data sharing (receive, process and relay from/to downstream/upstream ATSUs) * NETOPS agreed CONOPS Network Support to extended AMAN concept of operations

115 E-AMAN and NM challenges (E-)AMAN is an ATC activity, however: The overlap of E-AMAN horizons emphasises the need for a network (performance) approach that takes on board local and individual flight requirements & constraints, including those for (extended) sequencing. SESAR/PCP direction set on Time Base Operations is embraced by NM, and is key area of NM development. Time based applications address both ATFCM and (extended) arrival sequencing. Operational concept clarification is necessary for our customers (Airspace Users).

116 Network Manager adds value to network performance! NM connecting you to the network! 116

117 Questions & Answers Michael Standar, SESAR JU 16/17 September 2015 DSNA HQ, Paris Hosted by:

118 TOUR OF DEMOS (Waves 1 & 2) Networking drinks 16/17 September 2015 DSNA HQ, Paris Hosted by: