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Avoiding Divergent Paths: CNS/ATM

Avoiding Divergent Paths: CNS/ATM. European Air Traffic Management Programme Dan Hawkes: UK CAA. ICAO (EUR). ECAC. Russian Federation. Lithuania. Estonia. Latvia. JAA. Ukraine. Azerbaijan. Belarus. EUROCONTROL. Kazakhstan. EASA. Georgia. Bulgaria. EU. Kyrgyzstan. Cyprus.

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Avoiding Divergent Paths: CNS/ATM

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  1. Avoiding Divergent Paths: CNS/ATM European Air Traffic Management Programme Dan Hawkes: UK CAA

  2. ICAO (EUR) ECAC Russian Federation Lithuania Estonia Latvia JAA Ukraine Azerbaijan Belarus EUROCONTROL Kazakhstan EASA Georgia Bulgaria EU Kyrgyzstan Cyprus Malta Tajikistan Austria Moldova Finland Turkmenistan Monaco Ireland Uzbekistan Romania Sweden San Marino Slovak Republic Slovenia Bosnia & Herzegovina Switzerland Yugoslavia Turkey Luxembourg Spain Poland NATO Czech Republic Portugal Germany Iceland Norway Netherlands Greece Hungary USA Canada Belgium Denmark UK France Italy Croatia The former Yugoslav Republic of Macedonia Albania Armenia May 2002 Iceland is in the ICAO NAT Region. Cyprus is in the ICAO MID Region

  3. is for: • airspace policy • implementation schedules • air traffic services • airport regulation • military aircraft • non-European carriers oint Aviation Authorities not responsible No separate legal identity outside the Netherlands. Requirements and decisions not legally binding on members. National authorities are responsible for implementing JAA requirements and decisions.

  4. EUROCONTROL v JAA • EUROCONTROL deals with ATM and related safety processes for the airspace of the European Civil Aviation Conference (ECAC) region. JAA deals with- • the airworthiness of civil aircraft registered in a JAA member state; and • commercial operations where the principal place of business of the aeroplane operator is in a JAA member state.

  5. Agreement of Co-operation The JAA and EUROCONTROL have signed an Agreement of Co-operation to ensure that aircraft airworthiness and operational requirements are effectively co-ordinated with airspace and air traffic management developments.

  6. Operators from Non-JAA States • Need to satisfy European airspace requirements or be exempt • Must apply to their own national Authority for approval where needed • Authorities of non JAA States may adopt JAA certification and operational material or publish equivalent standards.

  7. The JAA CNS/ATM Steering Group • Assists co-ordination, with members from European regulatory authorities, FAA EUROCONTROL, EUROCAE and European industry. • The group reviews emerging airspace policy to identify the need for new or revised airworthiness and aircraft operational requirements, equipment standards or guidance material.

  8. EATMP The European Air Traffic Management Programme is based on the ATM 2000+ Strategy and detailed in the European Convergence and Implementation Plan (ECIP). EATMP documents may be accessed on http://www.eurocontrol.int/eatmp

  9. Convergence or Divergence? The world-wide convergence/divergence issue of CNS/ATM programmes can be considered from three main aspects: · Airspace infrastructure · Aircraft operations · Aircraft systems and equipment certification.

  10. Airspace Infrastructure The technology choice to meet the needs of capacity, safety and security will be driven by: • regional pressures, • the related business and safety arguments, and • the availability of mature technological solutions. Implementation dates will depend on: • the scale of change involved, and • availability of equipment. These factors will vary region by region and can lead to a divergence of strategies.

  11. Aircraft Operations Co-operation is needed between the aircraft operational regulators and the airspace planners to avoid divergence in procedures. Regional differences in phraseology, charting standards (and related display symbology), and air traffic procedures are candidate subjects for harmonisation.

  12. Aircraft Certification Standards A good degree of co-operation already exists between the standards setting bodies of EUROCAE and RTCA. FAA and JAA have been working successfully together to align certification requirements although there is room for improvement in this process such that deliverables match the needs of programme schedules. Resources available to support standards development can be less than that desired.

  13. Communications • Road Map • VHF 8.33 kHz Channel Spacing • Data Link • Accident Recording for Data Link

  14. 2010 Oceanic and upper airspace Over FL 245 7 States ? Over FL 245 29 States 8.33 kHz DSB- AM ? Everywhere Below FL 245 Over FL 245 25 kHz DSB-AM Below FL 245 or restricted to specific services Satellite Terrestrial Service Wide band ? Voice Services

  15. 2010 Pt--to-pt & Broadcast General (e.g. FIS) Satellite ? High Quality of Service Broadcast (e.g. ADS-B) Mode S or VDL Mode 4 or UAT ? ? VDL Mode 4 Deterministic Pt to Pt High Quality of Service Pt to Pt non deterministic QoS, ATN capabilities VDL M2 (Link 2000+) A 623 DCL ATIS AOA VDL- M2 ACM ACL AMC FLPCY ? Wide band ? A 623 ACARS DCL ATIS Terrestrial Service Data Services

  16. Operational Use Letter of Commitment/Concrete Plans Intent Support VDL Mode 2 Operational Use

  17. ACM ACL AMC Comms Management Clearances Microphone check ACM ACL AMC ACM ACL AMC ACM ACL AMC ACM ACL AMC ACM ACL AMC ACM ACL AMC 02 03 04 05 06 07 08 Current Plans at Area Control Centres

  18. Current Plans at Airports DCL D-ATIS D-ATIS DCL DCL D-ATIS DCL D-ATIS DCL DCL D-ATIS D-ATIS DCL DCL D-ATIS D-ATIS DCL D-ATIS DCL 02 03 04 05 06 07 08

  19. ICAO Annex 6, Pt 1, Amd 26 (2001) 6.3.1.5 All aircraft for which the individual certificate of airworthiness is first issued after 1 January 2005, which utilise data link communications and are required to carry a cockpit voice recorder, shall record on a flight recorder, all data link communications to and from the aircraft.

  20. Retrospective applicability of Amd 26... 6.3.1.5.1 From 1 January 2007, all aircraft which utilise data link communications and are required to carry a cockpit voice recorder, shall record on a flight recorder, all data link communications to and from the aircraft.

  21. Equivalent requirements... Amendment 21 to Annex 6, Part II, International General Aviation- Aeroplanes, and Amendment 8 to Annex 6, Part III, International Operations- Helicopters introduce the same data link recording requirements.

  22. JAA and FAA Actions • The JAA CNS/ATM Steering Group is co-ordinating with FAA to produce guidance material. • JAA and FAA are supporting EUROCAE WG 50 to develop MOPS. FAA and JAA should harmonize the data link recording requirement. harmonise

  23. Activities on Current Systems ACARS: DCL & ATIS in the major European airports FANS A/1: Accommodation study for Link 2000+ VDL Mode 2: Progress the deployment and fine tuning VDL Mode 3: Monitoring situation VDL Mode 4: Continue system development supporting ICAO and European initiatives UAT: Follow developments and contribute ATN/IP: Re-assessment

  24. Activities on Future Comm Systems System wide: Communication operating concept Satellite: Re-address interest and feasibility of communication satellite Wide band : 3G/CDMA feasibility : Task Force studying IP V6, IPsecurity, addressing.

  25. Fragmentation ! Current Situation • Systems developed separately. • Agreement in ICAO is difficult. • Agreement means compromises and unstable decisions. • Consequence: it is difficult to achieve consensus for current systems. VDL Mode 3 VDLMode4 1090 VDL Mode 2 UAT 8.33 kHz DSB-AM 25 kHz DSB-AM Now

  26. Lets try to avoid this for the future… • To work together from the beginning; • To involve all interested parties and reach consensus; • To agree planning and build on accepted decisions. Tomorrow Communications Commonality ! X1 X2

  27. Navigation • ECAC Navigation Strategy • Database Assurance

  28. ECAC Navigation Strategy • Achieve a total RNP RNAV environment • Support aircraft with lower capabilities • Support the ‘free routes’ concept • Support State aircraft operations • Ensure quality of navigation data • Rationalise infrastructure • Implement 4D RNAV operations

  29. 2000 2005 2010 2015 RNP RNAV mandatory en-route 4D RNAV Free Routes 8 States Extended Free Routes (RNP1 accuracy) Infrastructure Rationalisation B-RNAV at all levels NDB VOR P-RNAV routes DME GPS SBAS Strategic Roadmap - En-route

  30. Strategic Roadmap - TMA 2000 2005 2010 2015 P-RNAV mandatory in selected TMAs RNP-RNAV mandatory in all TMAs RNP tbd Conventional SIDs/STARs P-RNAV SIDs/STARs

  31. Strategic Roadmap - Approach & Landing 2000 2005 2010 2015 NDB VOR Infrastructure Rationalisation DME Provide PA Cat 1/2/3 Provide NPA Provide Runway Guidance ILS Cat 1 ILS Cat 2/3 MLS Cat 2/3 GPS SBAS Cat 1 GBAS Cat 1/2/3

  32. Database integrity assurance • Based on the principles that data development processes should be applied considering to the intended use of the data, and with a the level of rigour commensurate with the integrity requirements of the data. • Not applicable to the origination or publication of data for which the state is responsible, e.g. navigation data published in AIPs. • Approval of database suppliers is being considered. Guidance given in JAA TGL No. 9 which recognises EUROCAE document ED-76.

  33. Navigation: Work Complete • Procedure design criteria and guidance material for B-RNAV and P-RNAV procedures. • JAA Guidance leaflets B-RNAV, P-RNAV and Database Assurance • Charting guidance. • P-RNAV implementation - draft AIC.

  34. Navigation: Work in Progress • JAA guidance leaflets for RNAV Approach. • ICAO DOC 7030 Amendment. • Revision of EUR Doc 001. • Procedure design criteria and guidance material for Baro VNAV, APV and RNP-RNAV. • P-RNAV Safety Case. • RNAV Approach Safety Case. • RNP-RNAV Business Case. • P-RNAV Route Spacing Study.

  35. Reduced Vertical Separation Minimum

  36. Reduced Vertical Separation Minimum Introduced in European Airspace on 24th January 2002

  37. Surveillance • Road maps • Automatic Dependent Surveillance • Mode S Elementary Surveillance • Mode S Enhanced Surveillance

  38. 2000 2005 2010 2015 2020 Surveillance Road-Map Core Area of Europe Co-operative ATS ADS-B based services Intent based ATM ADS based services Enhanced Surveillance: Mode S MSSR Elementary Surveillance: Mode S Primary search radars - Major TMAs

  39. Automatic Dependent Surveillance-Broadcast • The EUROCONTROL ADS-B programme aims for implementation in 2007. Three candidate technologies are being considered: • 1090 MHz Extended Squitter from Mode S. • Universal Access Transceiver (UAT) using L-band. • VHF (112-140 MHz) Data-Link Mode 4 (VDL-4). • EUROCONTROL and the FAA are evaluating these three technologies.

  40. Roadmap to ADS-B Implementation Validation Package 1 Development Implementation Planning Implementation Initial Link Final Link Recommendation Recommendation Early Local Implementations Package 2 Validation Feasibility Implementation Development Planning Implementation 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013+

  41. In flight call sign DLH655 A1234 370 Mode S Elementary Surveillance What is Elementary Surveillance ? • Replacement of SSR by Mode S. • Replacement of Mode A codes by • the Call Sign used in flight. • Why do we need it ? • Resolves the current surveillance infrastructure limitations: • RF saturation, detection issues, capacity • Mode A Code shortage.

  42. In flight call sign DLH655 A1234 370 Mode S Elementary Surveillance Elementary Surveillance requires: • A Transponder fully compliant with ICAO SARPs Amendment 73 … • Supporting the SI code capability • Down-linking the flight plan call-sign; otherwise aircraft registration. • An acceptable standard is defined by EUROCAE ED 73A MOPS as adopted by JTSO-2C112a. JAA TGL No. 13 gives guidance

  43. DLH655 A1234 370 060 295 370 Heading Speed Selected FL Mode S Enhanced Surveillance What is Enhanced Surveillance ? • Display to controller of: heading, speed, selected altitude, vertical rate, track angle rate, roll angle, ground speed, and true track angle. • Assists Level Bust Alerting, Tracking, plus improvement for Minimum Safe Altitude Warning & Short Term Conflict Alert. • Why is Enhanced Surveillance needed? • To reduce R/T workload and raise controller situational awareness • To add system safety enhancements.

  44. ACAS II JAA TGL No. 8 rev 2: ACAS II Certification JAA TGL No. 11: ACAS II Training Uses TCAS II Change 7

  45. JAA Guidance Material in Preparation JAA • Mode S Enhanced Surveillance • Data Link • RNAV Approach • RNP-RNAV

  46. Where do we go from here? • Identify convergence opportunities. • Provide the required resources. 3. Work together together involving all interested parties to reach consensus. 4. Plan and build on accepted decisions. We need reliable ATC….

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