“ ATS International Perspective”

“ATS International Perspective” Allan D. Storm Air Force Flight Standards Agency Civil/Military Aviation Issues

Know your airspace

Issues • Establish new routes to tie-in with currently established • EMARSSH • Airlines unable to reach altitudes/not fuel efficient • Afghanistan, Iraq and Israel not implementing RVSM • Afghanistan and Iraq -- “black hole” • Surrounding States implementing RVSM, 27 Nov 2003 • India, Iran, Pakistan, Saudi Arabia, etc. • Former CIS States, Tajikistan and Turkmenistan, operating using Russian metric altitude structure – Will not implement • Afghanistan uses CVSM (2,000’ feet vertical separation) • Current procedures do not allow aircraft to change altitudes • Military aircraft “cleared” to operate at even altitudes • ATC Phraseology – ICAO Doc 4444 Vs. FAA 7110.65 • ICAO Separation – ICAO Doc 4444 & Supp 7030 (i.e. MNT)

Background • EMARSSH is the Asia to Middle East/Europe, South of the Himalayas…ATS Route Restructure • Implemented 28 Nov 2002 • Support of 3 ICAO Regions; 26 States and 35 FIRs • Over 2 years in the making • RVSM Implementation planned for 27 Nov 2003 • Joint Coordination between Middle East and Asia Pacific ICAO Regions • RVSM will change altitude structure for region • Afghanistan and Iraq will still be conventional separation minima (CVSM) • Assignment of “Transition Areas”

EMARSSH Routes

Reduces vertical separation betweenFL 290-410 from 2000-ft. to 1000-ft Single Alternate RVSM structures uses all altitudes Odd altitudes are east bound/Even altitudes are use for west bound Non-RVSM aircraft separated by 2,000 ft from other traffic RVSM Altitude Structure Present or CVSM Future or RVSM

Specific RVSM Issues • Currently all aircraft operate in Afghanistan at CVSM altitudes • Aircraft do not change altitudes • Turkmenistan and Tajikstan modify aircraft to Russian Metric inside their airspace • Iran and Pakistan will have to change RVSM aircraft at RVSM altitudes back to CVSM altitudes prior to entering Kabul FIR • Pakistan does not have enough time to change altitude • India nor Pakistan want to transition aircraft, i.e. RVSM to CVSM • So “domino” effect causes all states problems toward a safe and orderly RVSM implementation • No coordination with Iran – Iran will have to do transition • Iran has radar and good communication • Iran regularly attends Mid Task Force Meetings

RVSM Cruising Levels 000 - 179 FL410 FL400 FL400 FL390 FL390 FL380 FL380 FL370 FL370 FL360 FL360 FL350 FL350 FL340 FL340 FL330 FL330 FL320 FL320 FL310 FL310 FL300 FL300 FL290 FL290 RVSM Altitudes Vs. CVSM Altitudes Conventional IFR Cruising Levels 180 - 359

RVSM Tracks 180 to 359 Entering CVSM Airspace From RVSM Airspace FL430  FL400  FL390  FL380    FL360    FL350  FL340   FL320    FL310  FL300   FL280

Military Using Even Altitudes • Informal agreement that CF aircraft can use even altitudes to cross routes within Afghanistan • Normal operating procedures for tactical aircraft • Aircraft operating “Due Regard” an issue FL320 FL310 After implementation of RVSM within the Bay of Bengal and Middle East regions Even altitudes no longer available

CFACC • The Coalition Forces Air Component Commander (CFACC) created Regional Air Movement Control Center (RAMCC) to manage civil and military aircraft arriving and departing • RAMCC manages the traffic via a slot control program • Provides a safe and efficient operating environment for both civil and military • One of issues is that “slots” are very inflexible • Need a communication-coordination link

RNP RNAV Probability of actual aircraft position being outside containment limit without being detected must be less than 10-5/hr = INTEGRITY RNP Aircraft must have total navigation system error <RNP 95% of flight time 2 x RNP RNP RNP 2 x RNP What is RNP and RNP-x RNAV? • RNP provides a 95% navigation performance specification • For RNP RNAV, 95% navigation performance specification is augmented by safety assurance in the form of a 2 x RNP containment limit • Requirements: RTCA/DO-236A Minimum Aviation System Performance Standards, Required Navigation Performance for Area Navigation

RNP versus RNP RNAV Routes Route without Containment RNP x 95 % Accuracy No Assurance beyond 95% Accuracy Route with Containment RNP x RNAV Design Assurance A/C < 2 x RNP unless annunciated

Civil Airspace Requirements • Military aircraft require access to: OperationsRNP Type Oceanic/Remote RNP-10 Oceanic/Remote RNP-4 Europe/US Enroute (Initial) BRNAV (RNP-5/4) Enroute Domestic (US) RNP-2 RNAV Enroute Domestic (Europe) RNP-1 RNAV Terminal SIDS/STARS (US) RNP-1 RNAV Terminal SIDS/STARS (Europe) RNP-0.3 RNAV Approach RNP-0.3 to 0.03 RNAV RNP = Required Navigation Performance (ICAO Standard Terminology) RNAV = Area Navigation, BRNAV = Basic RNAV, RNP-x RNAV = Integrity

RNP RNAV Airspace Transitions OCEANIC RNP 10 RNP 1 RNAV (2 in US) Continental En Route RNP 4 RNP 0.3 RNAV (1 in US) Terminal Area RNP 0.3 RNAV Approach (LNAV and LNAV/VNAV)

RNP-x RNAV Requirements • Greater flexibility to airspace designers - routes no longer defined by navaid locations • Additional routes possible • Structural changes support increased airspace capacity • Revised route structure gives reduced track miles • Near-term requirements • Maximise advantages of existing RNAV equipment • Enable RNAV with appropriate capability to be used for TMA operations (P-RNAV) • Impact on aircraft equipage kept to a minimum • Future ECAC wide nav requirements: • P-RNAV is interim step only • If new equipment needed, do not fit PRNAV equipment--Fit RNP-1 RNAV equipment

ICAO Separation • ICAO Doc 4444, Chapter 5 & Doc. 7030 • Mach Number Technique (MNT) for Separation • FAA 7110.65, Chapter 8 • Application of MNT

Communications • VSAT Capability • Data, video & audio via satellite • HF Communications • VHF Coverage • AFTN Messages • Traffic loading/flight plans • Flight Information Services

ATC Phraseology • Communications procedures in accordance with Vol. II of Annex 10 • ICAO Doc. 4444 – PANS/ATM, Chapter 12 includes phrases for use by pilots, ATS personnel • Some differences between Doc. 4444 & FAA 7110.65

Questions

“ ATS International Perspective”