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GLOBAL AIR NAVIGATION PLAN Doc9750‐AN/963FourthEdition–2013
2013–2028GlobalAirNavigationPlan
©2013,InternationalCivilAviationOrganization
PublishedinMontréal,Canada
InternationalCivilAviationOrganization
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Montréal,Quebec,Canada
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www.icao.int
Disclaimer
Thisreportmakesuseofinformation,includingairtransportandsafetyrelateddataandstatistics,whichisfurnishedtotheInternationalCivilAviationOrganization(ICAO)bythirdparties.Allthirdpartycontentwasobtainedfromsourcesbelievedtobereliableandwasaccuratelyreproducedinthereportatthetimeofprinting.However,ICAOspecificallydoesnotmakeanywarrantiesorrepresentationsastotheaccuracy,completeness,ortimelinessofsuchinformationandacceptsnoliabilityorresponsibilityarisingfromrelianceuponoruseofthesame.TheviewsexpressedinthisreportdonotnecessarilyreflectindividualorcollectiveopinionsorofficialpositionsofICAOMemberStates.
Note:
TheUnitedNations’definitionsofregionsareusedinthereport.
Thisdocumentfocusesprimarilyonscheduledcommercialflightsasthistypeoftrafficaccountsformorethan60percentoftotalfatalities.
ThescheduledcommercialflightsdatawasobtainedfromtheOfficialAirlineGuide(OAG).
-2- ICAO’sVision
Achievesustainablegrowthoftheglobalcivilaviationsystem.
OurMission
TheInternationalCivilAviationOrganizationistheglobalforumofStatesforinternationalcivilaviation.ICAOdevelopspolicies,standards,undertakescomplianceaudits,performsstudiesandanalyses,providesassistanceandbuildsaviationcapacitythroughthecooperationofMemberStatesandstakeholders.
2014–2016StrategicObjectives
A. Safety:Enhanceglobalcivilaviationsafety.
B. AirNavigationCapacityandEfficiency:Increasecapacityandimproveefficiencyoftheglobalcivilaviationsystem.
C. SecurityandFacilitation:Enhanceglobalcivilaviationsecurityandfacilitation.
D. EconomicDevelopmentofAirTransport:Fosterthedevelopmentofasoundandeconomically‐viablecivilaviationsystem.
E. EnvironmentalProtection:Minimizetheadverseenvironmentaleffectsofcivilaviationactivities.
ICAO’s15‐yearPlanAddressingGlobalAirNavigation
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TheICAOGlobalAirNavigationPlan(GANP)representsthefourtheditionoftheGANP.Itisdesignedtoguidecomplementaryandsector‐wideairtransportprogressover2013–2028andisapprovedtrienniallybytheICAOCouncil.
TheGANPrepresentsarolling,15‐yearstrategicmethodologywhichleveragesexistingtechnologiesandanticipatesfuturedevelopmentsbasedonState/industryagreedoperationalobjectives.TheBlockUpgradesareorganizedinfive‐yeartimeincrementsstartingin2013andcontinuingthrough2028andbeyond.ThisstructuredapproachprovidesabasisforsoundinvestmentstrategiesandwillgeneratecommitmentfromStates,equipmentmanufacturers,operatorsandserviceproviders.
AlthoughtheICAOworkprogrammeisendorsedbytheICAOAssemblyonatriennialbasis,theGlobalPlanoffersalong‐termvisionthatwillassistICAO,Statesandindustrytoensurecontinuityandharmonizationamongtheirmodernizationprogrammes.
ThisneweditionoftheGANPbeginsbyoutliningtheexecutive‐levelcontextfortheairnavigationchallengesahead,aswellastheneedforastrategic,consensus‐basedandtransparentapproachtoaddressthem.
TheGANPexplorestheneedformoreintegratedaviationplanningatboththeregionalandStatelevelandaddressesrequiredsolutionsbyintroducingtheconsensus‐drivenAviationSystemBlockUpgrade(ASBU)systemsengineeringmodernizationstrategy.
Inaddition,itidentifiesissuestobeaddressedinthenearfuturealongsidefinancialaspectsofaviationsystemmodernization.Theincreasingimportanceofcollaborationandpartnershipasaviationrecognizesandaddressesitsmultidisciplinarychallengesaheadisalsostressed.
TheGANPalsooutlinesimplementationissuesinvolvingthenear‐termPBNandBlock0ModulesandthePlanningandImplementationRegionalGroups(PIRGs)thatwillbemanagingregionalprojects.
DescriptionsofimplementationprogrammesbeingpursuedbyICAOcompletechapter2,whilethefinalchapterexplorestheroleofthenewICAOAirNavigationReportinconjunctionwiththeIFSETenvironmentalperformancemonitoringtool.
SevenappendicesprovidesupplementaryinformationrelatingtotheevolutionoftheGANP,onlinesupportdocumentation,detaileddescriptionofASBUmodules,andthetechnologyroadmapssupportingtheBlockUpgrades.
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Contents
ExecutiveSummary AddressingGrowthandRealisingthePromiseofTwenty‐firstCenturyAirTrafficManagement5NewCapabilitiestoServetheATMCommunity 7 WhatdoestheGlobalAirNavigationPlan’sStrategicApproachmeanforMyState?11
Introduction PresentationoftheGlobalAirNavigationPlan 12
Chapter1 ICAO’s10KeyAirNavigationPolicyPrinciples 13
Chapter2 Implementation:TurningIdeasintoAction 15 OurPriorities 15 •PBN:OurHighestPriority 15 •ModulePriorities 19 ICAOe‐ToolssupportingBlock0Roll‐Out 20 FlexibilityofGANPImplementation 21ATMLogicalArchitecture 21GuidanceonBusinessCaseDevelopment 21
Chapter3 AviationSystemPerformance 22
GlobalAirNavigationReport 22 MeasuringEnvironmentalPerformance:ICAOFuelSavingEstimationTool(IFSET) 22
Appendix1 GlobalAirNavigationPlanEvolutionandGovernance 25
Appendix2 AviationSystemBlockUpgrades 32
Appendix3 HyperlinkedOnlineSupportDocumentation 83
Appendix4 FrequencySpectrumConsiderations 87
Appendix5 TechnologyRoadmaps 88
Appendix6 ModuleDependencies 117
Appendix7 AcronymGlossary 119
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ExecutiveSummary
AddressingGrowthandRealizingthePromiseofTwenty‐firstCenturyAirTrafficManagement(ATM)TheOperationalandEconomicContextfortheGlobalAirNavigationPlan
Airtransporttodayplaysamajorroleindrivingsustainableeconomicandsocialdevelopment.Itdirectlyandindirectlysupportstheemploymentof56.6millionpeople,contributesover$2.2trilliontoglobalGrossDomesticProduct(GDP),andcarriesover2.9billionpassengersand$5.3trillionworthofcargoannually.
Aviationachievesitsimpressivelevelofmacro‐economicperformancebyservingcommunitiesandregionsthroughclearcyclesofinvestmentandopportunity.Infrastructuredevelopmentgeneratesinitialemploymentandtheensuingairportandairlineoperationsgeneratenewsuppliernetworks,tourisminfluxesandaccessforlocalproducerstodistantmarkets.Theseburgeoningtradeandtourismeconomiesthencontinuetoexpand,fosteringwiderandmoresustainableregionalgrowth.
It’snomysterythenwhyairtrafficgrowthhassoconsistentlydefiedrecessionarycyclessincethemid‐1970s,expandingtwo‐foldonceevery15years.Itresistedtheserecessionspreciselybecauseitservedasoneofourmosteffectivetoolsforendingthem–animportantconsiderationforgovernmentsateverylevelinachallengingeconomicenvironment.
Butevenasairtransport’sspeedandefficiencysignificantlyfacilitateeconomicprogress,itsgrowthundercertaincircumstancescanbeadouble‐edgedsword.Thoughasuresignofincreasedlivingstandards,socialmobilityandgeneralizedprosperityontheonehand,unmanagedairtrafficgrowthcanalsoleadtoincreasedsafetyrisksinthosecircumstanceswhenitoutpacestheregulatoryandinfrastructuredevelopmentsneededtosupportit.
Toensurethatcontinuoussafetyimprovementandairnavigationmodernizationcontinuetoadvancehand‐in‐hand,ICAOhasdevelopedastrategicapproachlinkingprogressinbothareas.ThiswillnowallowStatesandstakeholderstorealizethesafe,sustainedgrowth,increasedefficiencyandresponsibleenvironmentalstewardshipthatsocietiesandeconomiesgloballynowrequire.
Thisisaviation’scorechallengeasweprogressintotheensuingdecades.
Fortunately,manyoftheproceduresandtechnologiesbeingproposedtoaddresstoday’sneedforincreasedcapacityandefficiencyinourskiesalsoenhancemanypositivefactorsfromasafetystandpoint.
Additionally,themoreefficientroutesfacilitatedbyperformance‐basedproceduresandadvancedavionicsservetosignificantlyreduceaviationemissions–akeyfactorsupportingmorefuel‐efficientmodernaircraftasaviationpursuesitscommitmenttocomprehensivelyreduceitsenvironmentalimpacts.
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Driving Economic RecoveryAviation’s Global Impacts Source: ATAG; ICAO $2.2 trillionContributed to global GDP annually 2.9 billionPassengers annually $5.3 trillionCargo by value annually
The Pace and Resilience of Modern Air Traffic Growth Global air traffic has doubled in size once every 15 years since 1977 and will continue to do so. This growth occurs despite broader recessionary cycles and helps illustrate how aviation investment can be a key factor supporting economic recovery. Source: Airbus
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NewCapabilitiestoServetheAviationCommunityProvidingFlexibilityforMemberStatesthroughtheConsultativeandCooperativeAviationSystemBlockUpgradeMethodologyAirNavigationhaswitnessedsomeimportantimprovementsinrecentdecades,withanumberofStatesandoperatorshavingpioneeredtheadoptionofadvancedavionicsandsatellite‐basedprocedures.
Andyetdespitetheseimportant,localizedadvancesinimplementingwhatisknownasPerformance‐basedNavigation(PBN),aconsiderableremainderoftheglobalAirNavigationsystemisstilllimitedbyconceptualapproachesthataroseinthetwentiethcentury.TheselegacyAirNavigationcapabilitieslimitairtrafficcapacityandgrowthandareresponsibleforunnecessarygasemissionsbeingdepositedinouratmosphere.
Afully‐harmonizedglobalairnavigationsystembuiltonmodernperformance‐basedproceduresandtechnologiesisasolutiontotheseconcerns.ThisgoalhasbeenonthemindsofCommunications,NavigationandSurveillance/AirTrafficManagement(CNS/ATM)plannersformanyyears.Becausetechnologyneverstandsstill,therealizationofastrategicpathtosuchagloballyharmonizedsystemhasprovenelusive.
ThesolutiontothisimpasseliesattheheartofICAO’scoremissionandvalues.OnlybybringingtogethertheStatesandstakeholdersfromeverycorneroftheaviationcommunitycanaviablesolutiontotwenty‐firstcenturyAirNavigationbedetermined.
ICAOthereforebegananintenseroundofcollaborationincludingtheGlobalAirNavigationIndustrySymposium(GANIS),thefirsteventofitskind.TheGANIS,inadditiontotheseriesofoutreacheventsprecedingitwhichICAOheldineveryworldregion,allowedICAOtotakefeedbackonwhathasnowbecomeknownastheAviationSystemBlockUpgrademethodology.
TheBlockUpgradesandtheirModulesdefineaprogrammaticandflexibleglobalsystemsengineeringapproachallowingallStatestoadvancetheirAirNavigationcapacitiesbasedontheirspecificoperationalrequirements.
ThiswillpermitallStatesandstakeholderstorealizetheglobal‐harmonization,increasedcapacity,andenvironmentalefficiencythatmodernairtrafficgrowthnowdemandsineveryregionaroundtheworld.
Importantly,theBlockUpgradestrategyrepresentsthelogicaloutcomeoftheCNS/ATMplanningandconceptsfoundintheGANP’spreviousthreeeditions.ItadditionallyensurescontinuitywiththeperformanceandoperationalconceptspreviouslydefinedbyICAOinearlierAirNavigationmanualsanddocuments.
Iftheairtransportsystemistocontinuetodriveglobaleconomicprosperityandsocialdevelopmenttotheextentthattheaviationcommunityandtheworldhavegrownaccustomed,especiallyinthefaceofexpectedregionaltrafficgrowthprojectionsandthepressingneedformoredeterminedandeffectiveclimate‐relatedstewardship,StatesmustfullyembracethenewBlockUpgradeprocessandfollowaunifiedpathtothefutureglobalAirNavigationsystem.
TheGlobalAirNavigationPlan’sAviationSystemBlockUpgrademethodologyisaprogrammaticandflexibleglobalsystemsengineeringapproachthatallowsallMemberStatestoadvancetheirAirNavigationcapacitiesbasedontheirspecificoperationalrequirements.TheBlockUpgradeswillenableaviationtorealizetheglobalharmonization,increasedcapacity,andimprovedenvironmentalefficiencythatmodernairtrafficgrowthnowdemandsineveryregionaroundtheworld.
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GANPFourthEditionAviationSystemBlockUpgradeMethodology
PerformanceImprovementAreas
Block0(2013)Block1(2018)Block2(2023)Block3(2028onward)
AirportOperations
GloballyInteroperableSystemsandData
OptimumCapacityandFlexibleFlights
EfficientFlightPaths
Modules(actualnumberofmodulesperBlock/PerformanceAreamayvary)
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The ICAO Block Upgrades (blue columns) refer to the target availability timelines for a group of operational improvements (technologies and procedures) that will eventually realize a fully-harmonized global Air Navigation System. The technologies and procedures for each Block have been organized into unique ‘Modules’ (smaller white squares) which have been determined and cross-referenced based on the specific Performance Improvement Area they relate to. ICAO has produced the systems engineering for its Member States so that they need only consider and adopt the Modules appropriate to their operational need.
Bywayofexample,Block‘0’(2013)featuresModulescharacterizedbyoperationalimprovementswhichhavealreadybeendevelopedandimplementedinmanypartsoftheworldtoday.Itthereforehasanear‐termimplementationperiodof2013–2018,whereby2013referstotheavailabilityofallcomponentsofitsparticularperformanceModulesand2018thetargetimplementationdeadline.ItisnotthecasethatallStateswillneedtoimplementeveryModule,andICAOwillbeworkingwithitsMemberstohelpeachdetermineexactlywhichcapabilitiestheyshouldhaveinplacebasedontheiruniqueoperationalrequirements.
‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐
PerformanceImprovementAreas
Block0(2013)Block1(2018)Block2(2023)Block3(2028onward)
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GloballyInteroperableSystemsandData
ModuleB0–FICE
B0=BlockNumber
FICE=ThreadAcronym
Performancecapability:
Increasedinteroperability,efficiencyandcapacitythroughground‐groundintegration.
ModuleB1–FICE
Performancecapability:
Increasedinteroperability,efficiencyandcapacitythroughFF‐ICE/1applicationbeforedeparture.
ModuleB2–FICE
Performancecapability:
Improvedcoordinationthroughmulti‐centreground‐groundintegration:(FF‐ICE/1&FlightObject,SWIM).
ModuleB3–FICE
Performancecapability:
ImprovedoperationalperformancethroughtheintroductionofFullFF‐ICE.
AModule‘Thread’isassociatedwithaspecificperformanceimprovementarea.SomeoftheModulesineachconsecutiveBlockfeaturethesameThreadAcronym,indicatingthattheyareelementsofthesameperformanceimprovementareaasitprogressestoward(inthiscase)itstargetof‘globallyinteroperablesystemsanddata’.EveryModuleundertheBlockUpgradeapproachwillsimilarlyservetoprogresstowardsoneofthefourtargetPerformanceImprovementAreas.
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WhatdoestheGlobalAirNavigationPlan’sStrategicApproachmeanformyState?
UnderstandingNear‐termImplementationandReportingRequirements
The2013–2028ICAOGlobalAirNavigationPlanpresentsallStateswithacomprehensiveplanningtoolsupportingaharmonizedglobalAirNavigationsystem.Itidentifiesallpotentialperformanceimprovementsavailabletoday,detailsthenextgenerationofgroundandavionicstechnologiesthatwillbedeployedworldwide,andprovidestheinvestmentcertaintyneededforStatestomakestrategicdecisionsfortheirindividualplanningpurposes.
OngoingAirNavigationimprovementprogrammesbeingundertakenbyanumberofICAOMemberStates(SESARinEurope;NextGenintheUnitedStates;CARATSinJapan;SIRIUSinBrazil,andothersinCanada,China,IndiaandTheRussianFederation)areconsistentwiththeASBUMethodology.TheseStatesarenowmappingtheirplanningtorespectiveBlockUpgradeModulesinordertoensurethenear‐andlonger‐termglobalinteroperabilityoftheirAirNavigationsolutions.
TheGANP’sBlockUpgradeplanningapproachalsoaddressesuserneeds,regulatoryrequirementsandtheneedsofAirNavigationServiceProvidersandAirports.Thisensuresone‐stop,comprehensiveplanning.
BasicmodulestoimplementasaminimumtosupportglobalinteroperabilitywerediscussedattheAN‐Conf/12.TheywillbedefinedinthenexttrienniumandbetakeninaccountintheRegionalPrioritiesagreedtobythePIRGS.AstheGANPprogresses,Moduleimplementationwillbefine‐tunedthroughregionalagreementsintheICAOPlanningandImplementationRegionalGroup(PIRG)process.
ThePIRGprocesswillfurtherensurethatallrequiredsupportingprocedures,regulatoryapprovalsandtrainingcapabilitiesaresetinplace.ThesesupportingrequirementswillbereflectedinregionalonlineAirNavigationPlans(eANPs)developedbythePIRGs,ensuringstrategictransparency,coordinatedprogressandcertaintyofinvestment.
WithrespecttoalloftheseregionalandStateplanningefforts,thedetailedinformationavailableintheGANP’stechnologyroadmaps(Appendix5)andModuledescriptions(Appendix2)willsignificantlyfacilitatethedevelopmentofbusinesscasesforanyoperationalbenefitbeingconsidered.
The2013–2028GlobalAirNavigationPlan:
•ObligesStatestomaptheirindividualorregionalprogrammesagainsttheharmonizedGANP,butprovidesthemwithfargreatercertaintyofinvestment.
•RequiresactivecollaborationamongStatesthroughthePIRGsinordertoco‐ordinateinitiativeswithinapplicableregionalAirNavigationPlans.
•ProvidesrequiredtoolsforStatesandregionstodevelopcomprehensivebusinesscaseanalysesastheyseektorealizetheirspecificoperationalimprovements.
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Introduction
PresentationoftheGlobalAirNavigationPlan
ICAOisanorganizationofMemberStateswiththeobjectivetodeveloptheprinciplesandtechniquesofinternationalairnavigation,tofostertheplanninganddevelopmentofinternationaltransportpromotingthedevelopmentofallaspectsofinternationalcivilaeronautics.
TheICAOGlobalAirNavigationPlan(GANP)isanoverarchingframeworkthatincludeskeycivilaviationpolicyprinciplestoassistICAORegions,sub‐regionsandStateswiththepreparationoftheirRegionalandStateairnavigationplans.
TheobjectiveoftheGANPistoincreasecapacityandimproveefficiencyoftheglobalcivilaviationsystemwhilstimprovingoratleastmaintainingsafety.TheGANPalsoincludesstrategiesforaddressingtheotherICAOStrategicObjectives.
TheGANPincludestheAviationSystemBlockUpgrade(ASBU)framework,itsmodulesanditsassociatedtechnologyroadmapscoveringinteraliacommunications,surveillance,navigation,informationmanagementandavionics.
TheASBUsaredesignedtobeusedbytheRegions,sub‐regionsandStateswhentheywishtoadopttherelevantBlocksorindividualModulestohelpachieveharmonizationandinteroperabilitybytheirconsistentapplicationacrosstheRegionsandtheworld.
TheGANP,alongwithotherhigh‐levelICAOplans,willhelpICAORegions,sub‐regionsandStatesestablishtheirairnavigationprioritiesforthenext15years.
TheGANPoutlinesICAO’s10keycivilaviationpolicyprinciplesguidingglobal,regionalandStateairnavigationplanning.
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Chapter1 ICAO’s10KeyAirNavigationPolicyPrinciples
01
CommitmenttotheImplementationofICAO’sStrategicObjectivesandKeyPerformanceAreas
ICAORegionalandStateAirNavigationPlanningwillcovereachofICAO’sStrategicObjectivesandall11ICAOKeyPerformanceAreas.
02
AviationSafetyisthehighestpriority
InAirNavigationplanningandinestablishingandupdatingtheirindividualAirNavigationPlans,ICAORegionsandStateswillgivedueconsiderationtothesafetyprioritiessetoutintheGlobalAviationSafetyPlan(GASP).
03
TieredApproachtoAirNavigationPlanning
ICAO’sGlobalAviationSafetyPlanandGlobalAirNavigationPlanwillguideandharmonizethedevelopmentofICAORegionalandindividualStateAirNavigationPlans.
ICAORegionalAirNavigationPlans,developedbytheRegionalPlanningandImplementationGroups(PIRGs),willalsoguideandharmonizethedevelopmentofindividualStateAirNavigationPlans.
WhendevelopingtheirRegionalAirNavigationPlans,PIRGSshouldaddresstheirintraandinter‐regionalissues.
04
GlobalAirTrafficManagementOperationalConcept(GATMOC)
TheICAOendorsedGATMOC(Doc9854)andcompanionmanuals,whichincludeinter‐alia,theManualonAirTrafficManagementSystemRequirements(Doc9882)andtheManualonGlobalPerformanceoftheAirNavigationSystem(Doc9883),willcontinuethroughtheirevolution,toprovideasoundglobalconceptualbasisforglobalairnavigationandairtrafficmanagementsystems.
05
GlobalAirNavigationPriorities
TheGlobalAirNavigationPrioritiesaredescribedintheGANP.ICAOshoulddevelopprovisions,supportingmaterialandprovidetraininginlinewiththeglobalprioritiesforairnavigation.
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06
RegionalandStateAirNavigationPriorities
ICAOregions,sub‐regionsandindividualStatesthroughthePIRGsshouldestablishtheirownAirNavigationprioritiestomeettheirindividualneedsandcircumstancesinlinewiththeGlobalAirNavigationPriorities.
07
AviationSystemBlockUpgrades(ASBUs),ModulesandRoadmaps
TheASBUs,ModulesandRoadmapsformakeyAttachmenttotheGANP,notingthattheywillcontinuetoevolveasmoreworkisdoneonrefiningandupdatingtheircontentandinsubsequentdevelopmentofrelatedprovisions,supportmaterialandtraining.
08
UseofASBUBlocksandModules
AlthoughtheGANPhasaglobalperspective,itisnotintendedthatallASBUmodulesaretobeappliedaroundtheglobe.
WhentheASBUBlocksandModulesareadoptedbyregions,sub‐regionsorStatestheyshouldbefollowedincloseaccordancewiththespecificASBUrequirementstoensureglobalinteroperabilityandharmonizationofairtrafficmanagement.
ItisexpectedthatsomeASBUModuleswillbeessentialatthegloballevelandthereforemayeventuallybethesubjectofICAOmandatedimplementationdates.
09
CostBenefitandFinancialIssues
Theimplementationofairnavigationmeasures,includingthoseidentifiedintheASBUs,canrequiresignificantinvestmentoffiniteresourcesbyICAOregions,sub‐regions,Statesandtheaviationcommunity.
WhenconsideringtheadoptionofdifferentBlocksandModules,ICAOregions,sub‐regionsandStatesshouldundertakecost‐benefitanalysestodeterminethebusinesscaseforimplementationintheirparticularregionorState.
ThedevelopmentofguidancematerialoncostbenefitanalysiswillassistStatesinimplementingtheGANP.
10
ReviewandEvaluationofAirNavigationPlanning
ICAOshouldreviewtheGANPeverythreeyearsand,ifnecessary,allrelevantAirNavigationPlanningdocumentsthroughtheestablishedandtransparentprocess.
TheappendicestotheGANPshouldbeanalysedannuallybytheAirNavigationCommissiontoensuretheyremainaccurateandup‐to‐date.
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TheprogressandeffectivenessofICAOregionsandStatesagainsttheprioritiessetoutintheirrespectiveregionalandStateairnavigationplansshouldbeannuallyreported,usingaconsistentreportingformat,toICAO.ThiswillassistregionsandStatesadjusttheirprioritiestoreflectactualperformanceandaddressanyemergingairnavigationissues.
Chapter2Implementation:TurningIdeasintoAction
OurPriorities
PBN:OurHighestPriority
PriortothedevelopmentoftheASBUModules,ICAOfocuseditseffortsonthedevelopmentandimplementationofPerformance‐basedNavigation(PBN),ContinuousDescentOperations(CDO),ContinuousClimbOperations(CCO)andRunwaySequencingcapabilities(AMAN/DMAN).
TheintroductionofPBNhasmettheexpectationsoftheentireaviationcommunity.Currentimplementationplansshouldhelpdeliveradditionalbenefitsbutremaincontingentuponadequatetraining,expertsupporttoStates,continuedmaintenanceanddevelopmentofinternationalSARPs,andclosercoordinationbetweenStatesandaviationstakeholders.
ConsideringtheflexibilitythatICAOhasintentionallybuiltintoitsBlockUpgradeapproach,thereareneverthelesssomeelementsoftheGANPthatwillneedtobeconsideredforworldwideapplicability.
ICAOAssemblyResolutionA37‐11,forexample,urgesallStatestoimplementairtrafficservices(ATS)routesandapproachproceduresinaccordancewiththeICAOPBNconcept.ThereforetheBlockModuleon‘Optimizationofapproachproceduresincludingverticalguidance’(B0‐APTA)shouldbeconsideredforimplementationbyallICAOMemberStatesinthenear‐term.
Additionally,fromtimetotimeitisessentialtoagreeonanextgenerationreplacementofexistingelementsthatnolongermeetglobalsystemrequirements.Themostrecentexampleistheadoptionofthe2012ICAOflightplan.Afutureexamplecouldbethereplacementfortheaeronauticalfixedtelecommunicationnetwork(AFTN),theglobalsystemthathasbeendistributingtheICAOflightplanforoverhalfacentury.
ThecharacterizationoftheparticularBlockModulesthatareconsiderednecessaryforthefuturesafetyorregularityofinternationalAirNavigation,andmayeventuallybecomeanICAOStandard,isessentialtothesuccessoftheGANP.Inthiscontext,awidesynchronizationofglobalorregionaldeploymenttimelineswillsometimesbenecessaryaswellasconsiderationwithrespecttopossibleimplementationagreementsormandates.
Approach‐relatedPBNProgress
ICAOA37‐11calledforimplementationofPBNRNPapproacheswithverticalguidance(APV)withsatellite‐basedaugmentationsystem(SBAS)orbarometricverticalnavigation(Baro‐VNAV).Whereverticalguidanceisnotavailable,lateralguidance,onlytomostinstrumentflightrules(IFR)runwayends,wasprescribedby2016.
AsaconsequenceofA37‐11,requirednavigationperformance(RNP)approaches(manyincorporatingverticalguidance)arebeingpublishedatagrowingratethroughouttheworld.MoreexactingRNPARapproacheshavealsobeendevelopedinanumberoflocationswhereterrainissuesmaylimitaccesstotheaerodrome.
WhilesomeStateswillbeabletoaddressA37‐11by2016,theobservedrateofimplementationofPBNRNPapproachesaroundtheworldcurrentlyindicatesthatthistargetisunlikelytobeachievedglobally.
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EnvironmentalGainsthroughPBNTerminalProcedures.CDOandCCO
ManymajorairportsnowemployPBNproceduresand,inalargenumberofcases,judiciousdesignhasresultedinsignificantreductionsinenvironmentalimpacts.Thisisparticularlythecasewheretheairspacedesignhassupportedcontinuousdescentoperations(CDO)andcontinuousclimboperations(CCO).
CDOsfeatureoptimizedprofiledescentsthatallowaircrafttodescendfromthecruisetothefinalapproachtotheairportatminimumthrustsettings.Besidesthesignificantfuelsavingsthisachieves,CDOhastheadditionalenvironmentalbenefitofdecreasingairport/aircraftnoiselevels,significantlybenefitinglocalcommunities.Inadditiontothegeneralbenefitsinthisregard,derivedfromlessthrustbeingemployed,thePBNfunctionalityensuresthatthelateralpathcanalsoberoutedtoavoidmorenoise‐sensitiveareas.
ICAOhasestablishedguidancematerialontheimplementationofCDOsandisintheprocessofdevelopingtrainingmaterialandworkshopstofacilitateStateimplementations.BlockUpgradeModulesB0‐CDO,B1‐CDOandB2‐CDOwillservetoassistintheeffectiveoptimizationofperformancebenefitsachievableviaCDOimplementation.TheseModulesintegratewithotherairspaceandprocedurecapabilitiestoincreaseefficiency,safety,accessandpredictability.
AswithitsworkintheCDOarea,ICAOisalsointheprocessofdevelopingguidancematerialforCCOthatcanhavesimilarbenefitsfordepartures.BlockUpgradeModuleB0‐CCO,describedinAppendix2,hasbeendesignedtosupportandencourageCCOimplementation.
CCOdoesnotrequireaspecificairorgroundtechnology,butratherisanaircraftoperatingtechniqueaidedbyappropriateairspaceandproceduredesign.Operatingatoptimumflightlevelsisakeydrivertoimprovefuelefficiencyandminimizecarbonemissionsasalargeproportionoffuelburnoccursduringtheclimbphase.
Enablinganaircrafttoreachandmaintainitsoptimumflightlevelwithoutinterruptionwillthereforehelptooptimizeflightfuelefficiencyandreduceemissions.CCOcanprovideforareductioninnoise,fuelburnandemissions,whileincreasingflightstabilityandthepredictabilityofflightpathsforbothcontrollersandpilots.
Inbusyairspace,itisunlikelythatCCOcanbeimplementedwithoutthesupportofPBNtoensurestrategicseparationbetweenarrivinganddepartingtraffic.
ICAOhasrecentlypublishedManualsonCDOandCCO.Bothdocumentsprovideguidanceinthedesign,implementationandoperationofenvironmentallyfriendlyarrivalsanddepartures.
CDOsincombinationwithCCOscanensurethattheefficiencyofterminaloperationsissafelymaximizedwhiledeliveringsignificantlyreducedenvironmentalemissions.Inorderforthistobefullyimplemented,ATMtoolsandtechniques,especiallyArrivalandDepartureManagementtools,havetobeimplementedand/orupdatedtoensurethatarrivalanddepartureflowsaresmoothandappropriatelysequenced.
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Fig.6:ContinuousDescentOperation(CDO).CDOsfeatureoptimizedprofilesthatallowaircrafttocomeinfromhighaltitudestotheairportatminimumthrustsettings,decreasingnoiseinlocalcommunitiesandusingupto30%lessfuelthanstandard‘stepped’approaches.
FAP
CDO
Steppedarrival/approach
AreaofMaximumNoiseBenefit
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PBNisacomplexandfundamentalchangeaffectingmultipledisciplinesandspecializationswithintheaviationworkforce.ItisalsoaStandards‐intensivearearequiringboththedevelopmentofnewStandardsandthefine‐tuningofexistingprovisions.
FutureimplementationofPBNinterminalairspaceisseenasakeyenablerfortheadvancedterminaloperationsenvisagedbyamatureATMmodernizationprogramme.
Inlightoftheseongoingareasofpriority,thefollowinghavebeenhighlightedasthekeyoutstandingareasofconcernforStatesandindustrytohelpensureeffectiveongoingimplementationofPBN:
Theneedforguidancematerial,workshopsandsymposia. Computer‐basedlearningpackages. FormaltrainingcoursestoensurethatPBNrequirementsandStandardsarefullyunderstoodand
properlyimplemented. Active,coordinatedsupportforcontinuingStandardsdevelopmentandamendment. Supportinordertoensureharmonizedandintegratedimplementationofrelatedtechnologiesand
supporttoolstooptimizeperformancecapabilityobjectives.
Fig.7:PBNasanenablerforoptimizationofcloselyspacedparallelrunwayoperations.
ThefirststageofPBNimplementationhasdrivenwidespreadconsolidationofexistingregionalrequirements.ICAOisnowfocusingonexpandingtheserequirementsinordertoachieveevengreaterefficienciesoverthenear‐andlonger‐term.
ThePBNconceptisbeingexpandedatpresenttoaccommodatenewapplications,twoofwhichaffectterminaloperations:
a)Advanced‐RNP(A‐RNP)willprovideasingleaircraftqualificationrequirementforallterminalanden‐routeapplications.Thissimplificationofapprovalsshould,intime,reducecoststooperatorsandimproveunderstandingamongpilotsandcontrollers.ThecorefunctionsofA‐RNPincludeRNP0.3onfinalapproach,RNP1inallotherterminalphasesandcontinentalen‐route,RNAVholdingandconstantradiusarctoafix(RF)functionalityoutsidefinalapproachinterminalairspace.Thiswillresultinimprovedtrackpredictabilityandshouldleadtocloserroutespacing.
b)A‐RNPoptionsinclude‘scalability’,TimeofArrivalControl,Baro‐VNAVandimprovedcontinuityrequirementsforoceanicandremoteoperations.
c)RNP0.3willenablehelicopteroperationswithreducedimpactonairspaceuseandimprovedaccessforbotharrivalsanddepartures.
Thefocusforen‐routeoperationswillbeonRNP2foroceanicandremoteapplicationsaswellasRNP1forcontinentalapplications.Essentialactivitywillbetheproductionofallnecessaryrequirementstosupportthenewapplications.
ItisanticipatedthatfuturePBNdevelopmentswillincludeRNPAR(authorizationrequired)departuresandnewoptionstoA‐RNP,includingtimeofarrivalcontrolinterminalairspace,improvedverticalnavigationoperationsandimprovedholdingperformance.
Tosupporthigh‐levelrequirementsonPBN,ICAOwillcontinuetocoordinatewithaviationstakeholderstodevelopmorein‐depthguidancematerialandassociatedtrainingdeliverables(on‐lineandclassroom).
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PBNElectronicInformationKits
TocomplementthegrowingPBNrequirementsinairspace,ATM,flightcrew,andproceduredesigndomains,theOrganizationwillalsobefocusingonfacilitatingimplementationbyprovidinginstructionstoaviationprofessionalstailoredtotheirparticularresponsibilityanddomain.
Theseelectronicinformationpackageswillbemadeavailabletopilots,ANSPs,controllers,airspaceandproceduredesignersandanyotheraviationactorswithaspecificneedformoredetailedPBNreferencematerial.
ModulePriorities
TheneedtoprioritizePBNisclear.HowevertheinternationalcivilaviationcommunityhasalsomadeitclearthatICAOmustprovideguidancetoStatesonhowtoprioritizetheModules.TheTwelfthAirNavigationConferenceaffirmedthisbyrequestingICAOto“continuetoworkonguidancematerialforthecategorizationofBlockupgrademodulesforimplementationandprovideguidanceasnecessarytoPlanningandImplementationRegionalGroups(PIRGS)andStates”,(Recommendation6/12(c)).
Inadditiontothis,theConferencerequestedICAOtoidentifymodulesinBlock1consideredtobeessentialforimplementationatagloballevelintermsoftheminimumpathtoglobalinteroperabilityandsafetywithdueregardtoregionaldiversityforfurtherconsiderationbyStates”(Recommendation6.12(e)).
RespondingtotheaboveICAOhasdevelopedanewplanningflowchart(giveninAppendix1)fortheRegionswhichtakesintoaccounttheModulesaswellasRegionalPriorities.ThisinformationistobeusedbythePIRGstosettheprioritiesformoduleimplementationintheirRegion.
WhenestablishingRegionalPrioritiesforimplementation,theitemswhichareessentialforinter‐RegionalinteroperabilityandsafetyshallbetakeninaccountasstatedinConferenceRecommendation6.12(e).ItisexpectedthattheseitemsthereforemayeventuallybecomethesubjectofICAOStandardswithmandatedimplementationdates.
Electronic Information Package: PBN
Performance-based Navigation Executives Regulators ANSP A/C Operator Manufacturer
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ICAOe‐ToolsSupportingBlock0Roll‐out
ICAOandglobalaviationstakeholdershavedevelopedaseriesofvideo‐basedandonlinetoolstoassistMemberStatesintheirunderstandingofwhattheBlock0Moduleswillconsistofandhowtheycanbeimplemented.
ICAO’swebsiteservesastheportalforcentralizedaccesstothesetools,inadditiontotheModule‐by‐ModuledescriptionsforMemberStatesandindustryreference.
TheOrganizationwillbeadvisingStatesandstakeholdersasadditionalreferenceandeducationalmaterialsbecomeaccessibleoverthenexttriennium.
ElectronicImplementationKits
ICAOhasdevelopedinformationkitsdescribingthecapabilitiesnowbeingimplementedforPerformance‐basedNavigation(PBN)andBlock0.
ThesekitswillserveasportablereferencesourcesprovidinganimationsillustratingthebenefitsoftheASBUModuleanddetailsonthedocumentedinformationneededtoimplementeach.
TrainingandHumanPerformanceConsiderations
Aviationprofessionalshaveanessentialroleinthetransitionto,andsuccessfulimplementationof,theGANP.Thesystemchangeswillaffecttheworkofmanyskilledpersonnelintheairandontheground,potentiallychangingtheirrolesandinteractionsandevenrequiringnewproficienciestobedeveloped.
ItiscriticalthereforethattheconceptsbeingdevelopedwithintheGANPtakeaccountofthestrengthsandweaknessesofexistingskilledpersonnelateveryjuncture.Allactorswithastakeinasafeairtransportationsystemwillneedtointensifyeffortstomanagerisksassociatedwithhumanperformanceandthesectorwillneedtoproactivelyanticipateinterfaceandworkstationdesign,trainingneedsandoperationalprocedureswhilepromulgatingbestpractices.
ICAOhaslongrecognizedthesefactorsandtheconsiderationofhumanperformanceinthecontextoftheBlockUpgraderequirementswillcontinuetoevolvethroughStateSafetyProgramme(SSP)andIndustrySafetyManagementSystems(SMS)approaches.
Amongstotherpriorities,themanagementofchangepertinenttotheBlockUpgradeevolutionshouldincludehumanperformance‐relatedconsiderationsinthefollowingareas:
a) Initialtraining,competenceand/oradaptationofnew/activeoperationalstaff.
b) Newrolesandresponsibilitiesandtaskstobedefinedandimplemented.
c) Socialfactorsandmanagementoftheculturalchangeslinkedtoincreasedautomation.
Humanperformanceneedstobeembeddedbothintheplanninganddesignphasesofnewsystemsandtechnologiesaswellasduringimplementation.Earlyinvolvementofoperationalpersonnelisalsoessential.
Sharingofinformationregardingthevariousaspectsofhumanperformanceandtheidentificationofhumanperformanceriskmanagementapproacheswillbeaprerequisiteforimprovingsafetyoutcomes.Thisisparticularlytrueintoday’saviationoperationalcontextandthesuccessfulimplementationoftheBlockUpgradesandothernewsystemsintothefuture.
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Widespreadandeffectivemanagementofhumanperformanceriskswithinanoperationalcontextcannotbeachievedwithoutacoordinatedeffortfromregulators,industryserviceproviders,andoperationalpersonnelrepresentingalldisciplines.
FlexibilityofGANPImplementation
ICAO’sGANPestablishesarollingfifteenyearglobalplanninghorizon.
Theresultantframeworkisintendedprimarilytoensurethattheaviationsystemwillbemaintainedandenhanced,thatairtrafficmanagement(ATM)improvementprogrammesareeffectivelyharmonized,andthatbarrierstofutureaviationefficiencyandenvironmentalgainscanberemovedatareasonablecost.InthissensetheadoptionoftheASBUmethodologywillsignificantlyclarifyhowtheANSPandairspaceusersshouldplanforfutureequipage.
AlthoughtheGANPhasaworldwideperspective,itisnotintendedthatallBlockModulesarerequiredtobeappliedineveryStateandregion.ManyoftheBlockUpgradeModulescontainedintheGANParespecializedpackagesthatshouldbeappliedonlywherethespecificoperationalrequirementexistsorcorrespondingbenefitscanberealisticallyprojected.
TheinherentflexibilityintheASBUmethodologyallowsStatestoimplementModulesbasedontheirspecificoperationalrequirements.UsingtheGANP,RegionalandStateplannersshouldidentifythoseModuleswhichprovideanyneededoperationalimprovements.AlthoughtheBlockupgradesdonotdictatewhenorwhereaparticularModuleistobeimplemented,thismaychangeinthefutureshouldunevenprogresshinderthepassageofaircraftfromoneregionofairspacetoanother.
Theregularreviewofimplementationprogressandtheanalysisofpotentialimpedimentswillultimatelyensuretheharmonioustransitionfromoneregiontoanotherfollowingmajortrafficflows,aswellaseasethecontinuousevolutiontowardstheGANP’sperformancetargets.
ATMLogicalArchitecture
TheTwelfthAirNavigationConferencerequestedICAOtodevelopaGlobalATMlogicalarchitecturetosupporttheGANPandplanningworkbyRegionsandStates.Thisworkwillbecarriedoutduringthenexttriennium.ThislogicalarchitecturewillcomplementtheBlockUpgradeswhilealsoprovidingagraphicallinkagebetween:
a) TheASBUModulesandtheelementsoftheGlobalOperationalConcept.
b) TheASBUModulesandtheintendedoperationalenvironmentandtheexpectedperformancebenefits.
GuidanceonBusinessCaseDevelopment
Duringthetriennium,ICAOwilldevelopguidancematerialonbusinesscaseanalysisanddevelopment.OncecompletethismanualwillbeavailabletoallStatestoassistinthedevelopmentofbusinesscasestodeterminethefinancialviabilityoftheBlockModulesselectedforimplementation.
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Chapter3AviationSystemPerformanceGlobalAirNavigationReport
Followingtheendorsementofaperformance‐basedapproachtoAirNavigationplanningandimplementationbytheEleventhAirNavigationConferencein2003,aswellasthe35thSessionoftheICAOAssemblyin2004,ICAOcompletedthedevelopmentofrelevantguidancematerialinearly2008Doc9883‐ManualonGlobalPerformanceoftheAirNavigationSystem.
By2009,allPIRGs,whileadoptingaregionalperformanceframework,invitedStatestoimplementanationalperformanceframeworkforAirNavigationsystemsonthebasisofICAOguidancematerialandalignedwiththeregionalperformanceobjectives,existingRegionalAirNavigationPlans,andtheGlobalATMOperationalConcept.
Thenextstepcalledforperformancemonitoringthroughanestablishedmeasurementstrategy.WhilePIRGsareprogressivelyidentifyingasetofregionalperformancemetrics,Statesinthemeantimehaverecognizedthatdatacollection,processing,storageandreportingactivitiessupportingtheregionalperformancemetricsarefundamentaltothesuccessofperformance‐basedstrategies.
TheAirNavigationplanningandimplementationperformanceframeworkprescribesreporting,monitoring,analysisandreviewactivitiesbeingconductedonacyclical,annualbasis.TheAirNavigationreportingformwillbethebasisforperformancemonitoringrelatingtoBlockUpgradeimplementationattheregionalandnationallevels.
ReportingandmonitoringresultswillbeanalyzedbyICAOandaviationstakeholdersandthenutilizedindevelopingtheannualGlobalAirNavigationReport.
ThereportresultswillprovideanopportunityfortheworldcivilaviationcommunitytocompareprogressacrossdifferentICAOregionsintheestablishmentofAirNavigationinfrastructureandperformance‐basedprocedures.
TheywillalsoprovidetheICAOCouncilwithdetailedannualresultsonthebasisofwhichtacticaladjustmentswillbemadetotheworkprogramme,aswellastriennialpolicyadjustmentstotheGANP.
MeasuringEnvironmentalPerformance:ICAOFuelSavingsEstimationTool(IFSET)
RecognizingthedifficultyfacedbymanyStatesinassessingtheenvironmentalbenefitsoftheirinvestmentsinoperationalmeasurestoimprovefuelefficiency,ICAO,incollaborationwithsubjectmatterexpertsandotherinternationalorganizations,hasdevelopedtheICAOFuelSavingsEstimationTool(IFSET).
IFSEThelpstoharmonizeStatefuel‐savingsassessmentsconsistentwithmoreadvancedmodelsalreadyapprovedbytheCommitteeonAviationEnvironmentalProtection(CAEP).Itwillestimatethedifferenceinfuelmassconsumedbycomparingapre‐implementation(i.e.baseline)caseagainstapost‐implementationcase(i.e.afteroperationalimprovements),asillustratedbelow.
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Fig.8:IFSETnotionalfluxogram.
Fig.9:Notionalillustrationoffuelsavings.
Theselectionofthebaselinecaseisanimportantstepoftheprocess.Itwillbedefinedbytheuserandcouldcorrespondto:
a) Thepublishedorplannedprocedure(AIP,flightplan)scenarios;
b) Dailypractices;
c) Acombinationofa)andb);
d) Othercriteriaasappropriate.
Current Operational Scenario Operational Improvement Improved Operational Scenario Aircraft Performance Database IFSET INTERFACE Aircraft Movements Information Estimated Fuel Consumption & Savings
Baseline Fuel Consumption Level segments Post-Operational Improvement Fuel Consumption Optimized descent Baseline minus Post-operational Consumption = Fuel Saved
-24- Inordertocomputethefuelconsumedintwodifferentscenarios,thenumberofoperationsbyaircraftcategorywillbenecessary,inadditiontoacombinationofthefollowingelementsthatdescribesbothscenarios:
a) Averagetaxitime;
b) Timespentordistanceflownataspecificaltitude;
c) Topofdescentandbottomofdescent;
d) Baseofclimbandtopofclimb;
e) Distanceflowninaclimbordescentprocedure.
IFSETwasrolled‐outtoICAOMemberStatesthroughaseriesofworkshopsduring2012.Itwasdevelopednottoreplacetheuseofdetailedmeasurementormodellingtoolsregardingfuelsavings,butrathertoassistthoseStateswithoutthefacilitytoestimatethebenefitsfromoperationalimprovementsinastraightforwardandharmonizedmanner.
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Appendix1:GlobalAirNavigationPlanEvolution&Governance
ContinuedevolutionoftheGANP
ThenewGANPhasitsrootsinanappendixtoa1993reportonwhatwasthentermedtheFutureAirNavigationSystem(FANS).TheserecommendationswerefirstpresentedastheFANSConceptandlaterbecamereferredtomoregenerallyasCNS/ATM.
TheFANSinitiativehadansweredarequestfromICAO’sMemberStatesforplanningrecommendationsonhowtoaddressairtransport’ssteadyglobalgrowththroughthecoordinationofemergingtechnologies.Asresearchanddevelopmentintothesetechnologiesacceleratedrapidlyduringthe1990s,thePlananditsconceptsadvancedwiththem.
AstandaloneversionwaspublishedastheICAOGlobalAirNavigationPlanforCNS/ATMSystems(Doc9750)in1998,thesecondeditionofwhichwasreleasedin2001.DuringthisperiodthePlanservedtosupportStateandregionalplanningandprocurementneedssurroundingCNS/ATMsystems.
By2004,ICAO’sMemberStatesandtheairtransportindustryatlargehadbeguntoencouragethetransitioningofthePlan’sconceptsintomorepractical,real‐worldsolutions.TwoATMimplementationroadmaps,madeupofspecificoperationalinitiatives,wereconsequentlydevelopedonacollaborativebasisbydedicatedICAO/industryprojectteams.
TheoperationalinitiativescontainedintheroadmapswerelaterrenamedGlobalPlanInitiatives(GPIs)andincorporatedintotheThirdEditionoftheGANP.ThefollowingillustrationdepictsthePlan’sevolutionuptothe2013–2028GANP:
GlobalAirNavigationPlanApproval
TheGANPhasundergonesignificantchange,drivenmainlybyitsnewroleasahigh‐levelpolicydocumentguidingcomplementaryandsector‐wideairtransportprogressinconjunctionwiththeICAOGlobalAviationSafetyPlan.
TheGANPdefinesthemeansandtargetsbywhichICAO,StatesandaviationstakeholderscananticipateandefficientlymanageairtrafficgrowthwhileproactivelymaintainingorincreasingSafetyoutcomes.Theseobjectiveshavebeendevelopedthroughextensiveconsultationwithstakeholdersandconstitutethebasisforharmonizedactionattheglobal,regionalandnationallevel.
TheneedtoensureconsistencybetweentheGANPandtheStrategicObjectivesofICAOnecessitatesplacingthishigh‐levelpolicydocumentundertheauthorityoftheICAOCouncil.TheGANPanditsamendmentsarethereforeapprovedbytheCouncilpriortoeventualbudget‐relateddevelopmentsandendorsementbyanAssembly.
InlinewiththetenthICAOAirNavigationPolicyPrinciple,ICAOwillreviewtheGANPeverythreeyearsandifnecessary,allrelevantAirNavigationPlanningdocumentsthroughtheestablishedandtransparentprocess.
TheAppendicestotheGANPshouldbeanalysedannuallybytheAirNavigationCommissiontoensurethattheyremainaccurateandup‐to‐date.
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Fig.10: Documentandoperationalconceptevolutionleadingtothe2013–2028GANP.
Appendix to FANS Report 1993 GANP Doc9750 Edition 1 1998 GANP Doc9750 Edition 2 2001 GANP Doc9750 Edition 3 2006 GANP Doc9750 Edition 4 2013 Global ATM Operational Concept Doc9854 2005 ATM System Requirements Doc9882 2008 Global Performance Manual Doc9883 2008
Includes ASBU Methodology Addresses ANSP, Regulator AND User requirements Encompasses Performance Framework
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FromtheGANPtoRegionalPlanning
AlthoughtheGANPhasaglobalperspective,itisnotintendedthatallASBUmodulesareimplementedatallfacilitiesandinallaircraft.Nevertheless,coordinationofdeploymentactionsbythedifferentstakeholders,withinaState,andwithinoracrossregionsareexpectedtodelivermorebenefitsthanimplementationsconductedonanadhocorisolatedbasis.Furthermore,anoverallintegrateddeploymentofasetofmodulesfromseveralthreadsatanearlystagecouldgenerateadditionalbenefitsdownstream.
GuidedbytheGANP,theRegionalplanningprocessaswellasNationalplanningshouldbealignedandusedtoidentifythosemoduleswhichbestprovidesolutionstotheoperationalneedsidentified.Dependingonimplementationparameterssuchasthecomplexityoftheoperatingenvironment,theconstraintsandtheresourcesavailable,regionalandnationalimplementationplanswillbedevelopedinalignmentwiththeGANP.Thisplanningrequiresinteractionbetweenstakeholdersincludingregulators,usersoftheaviationsystem,theAirNavigationServiceProviders(ANSP’s)andAerodromeoperatorsinordertoobtaincommitmentstoimplementation.
Accordingly,deploymentsonaglobal,regionalandsub‐regionalbasisandultimatelyatStatelevelshouldbeconsideredasanintegralpartoftheglobalandregionalplanningprocessthroughtheplanningandimplementationregionalgroups(PIRGs).Inthisway,deploymentarrangementsincludingapplicabilitydatescanbeagreedandcollectivelyappliedbyallstakeholdersinvolved.
Forsomemodulesworldwideapplicabilitywillbeessential;theymay,therefore,eventuallybecomethesubjectofICAOStandardswithmandatedimplementationdates.
Inthesameway,somemodulesarewellsuitedforregionalorsub‐regionaldeploymentandtheregionalplanningprocessesunderthePIRGaredesignedtoconsiderwhichmodulestoimplementregionally,underwhichcircumstancesandaccordingtoagreedtimeframes.
Forothermodules,implementationshouldfollowcommonmethodologiesdefinedeitherasRecommendedPracticesorStandardsinordertoleaveflexibilityinthedeploymentprocessbutensureglobalinteroperabilityatahighlevel.
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Regional situation Analysis GANP PIRG Human Resources Training Full life-Cycle Costs Stakeholder Commitments Monitoring Assessment Prioritization Identify & Mitigate Gaps Select Relevant Modules Elaborate/Refine Scenarios Options Perform initial CBA/Sensitivity Analysis Assess Impact on Priorities Set Strategies and Objectives Update Regional Implementation Plans Update National Plans Implementation
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GANPUpdateProcess
TheGlobalAirNavigationPlanhasundergonesignificantchange,drivenmainlybyitsnewroleasahigh‐levelpolicydocumentguidingcomplementaryandsector‐wideairtransportprogress.
TheGlobalAirNavigationandSafetyPlansdefinethemeansandtargetsbywhichICAO,StatesandaviationstakeholderscananticipateandefficientlymanageairtrafficgrowthwhileproactivelymaintainingorincreasingSafetyoutcomes.Theseobjectiveshavebeendevelopedthroughextensiveconsultationwithstakeholdersandconstitutethebasisforharmonizedactionattheglobal,regionalandnationallevel.
TheneedtoensureconsistencybetweentheGANPandtheStrategicObjectivesofICAOnecessitatesplacingthishigh‐levelpolicydocumentundertheauthorityoftheICAOCouncil.TheGANPanditsamendmentsarethereforeapprovedbytheCouncilpriortoeventualbudgetrelateddevelopmentsandendorsementbyanAssembly.
InlinewiththetenthICAOAirNavigationPolicyPrinciple,ICAOshouldreviewtheGANPeverythreeyearsandifnecessary,allrelevantAirNavigationPlanningdocumentsthroughtheestablishedandtransparentprocess.
TheICAOAirNavigationCommissionwillreviewtheGANPaspartoftheannualworkprogramme,reportingtotheCounciloneyearinadvanceofeachICAOAssembly.TheANCreportwillperformthefollowingbasedonoperationalconsiderations:
1.ReviewglobalprogressmadeintheimplementationoftheASBUModulesandTechnologyRoadmapsandtheachievementofsatisfactoryairnavigationperformancelevels;
2.ConsiderlessonslearnedbyStatesandindustry;
3.Considerpossiblechangesinfutureaviationneeds,theregulatorycontextandotherinfluencingfactors;
4.Considerresultsofresearch,developmentandvalidationonoperationalandtechnologicalmatterswhichmayaffecttheASBUModulesandTechnologyRoadmapsand;
5.ProposeadjustmentstothecomponentsoftheGANP.
FollowingapprovalbytheCouncil,theupdatedGANPanditsspecifiedsupportingdocumentswillthenbesubmittedforendorsementbyICAOMemberStatesatthefollowingICAOAssembly.
FollowingRecommendation1/1b)ofthe12thAirNavigationConference,theGANPwillbesubmittedtoStatesbeforeapproval.
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Regional Implementation, Monitoring and New Requirements GANP n ANC Review Proposals for change to the GANP
Review of the global progress Technological and regulatory developments Lessons learned by States and Industry
Consultation with States ANC Report to Council Council Approval Assembly Endorsement GANP n+1
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ICAOCompanionPublicationssupportingthe2013–2028GANP
Asdetailedonpage89,theGlobalPlanningInitiatives(GPIs)andappendicesoftheThirdEditionoftheGANPcomprisepartofthesupportingdocumentationfortheGANP.ThreeICAOcompaniondocuments,reflectedinthefigure10onpage32anddescribedinmoredetailbelow,arealsoinstrumentalinpermittingICAOandtheaviationcommunitytodefinetheconceptsandtechnologiesthateventuallymadetheGANP’ssystemsengineeringapproachpossible:
GlobalAirTrafficManagementOperationalConcept(Doc9854)
TheGlobalATMOperationalConcept(GATMOC)waspublishedin2005.Itsetouttheparametersforanintegrated,harmonizedandgloballyinteroperableATMsystemplannedupto2025andbeyond.Doc9854canservetoguidetheimplementationofCNS/ATMtechnologybyprovidingadescriptionofhowtheemergingandfutureATMsystemshouldoperate.TheGATMOCalsointroducedsomenewconcepts:
a) PlanningbasedonATMsystemperformance.
b) Safetymanagementthroughthesystemsafetyapproach.
c) AsetofcommonperformanceexpectationsoftheATMcommunity.
ManualonAirTrafficManagementSystemRequirements(Doc9882)
Doc9882,publishedin2008,isusedbyPIRGsaswellasbyStatesastheydeveloptransitionstrategiesandplans.Itdefinesthehigh‐levelrequirements(i.e.ATMsystemrequirements)tobeappliedwhendevelopingStandardsandRecommendedPractices(SARPs)tosupporttheGATMOC.Thisdocumentprovideshigh‐levelsystemrequirementsrelatedto:
a) Systemperformance‐basedonATMcommunityexpectations.
b) Informationmanagementandservices.
c) Systemdesignandengineering.
d) ATMconceptelements(fromtheGATMOC).
ManualonGlobalPerformanceoftheAirNavigationSystem(Doc9883)
Thisdocument,publishedin2008,isaimedatpersonnelresponsiblefordesigning,implementingandmanagingperformanceactivities.Itachievestwokeyobjectives:
a) Itoutlinesperformanceframeworkandperformance‐basedstrategyfromtheperformanceconceptsprovidedintheGATMOC.
b) ItanalyzesATMcommunityexpectationsandcategorizestheseintokeyperformanceareas(KPAs)fromwhichpracticalmetricsandindicatorscanbedeveloped.
Doc9883alsoprovidesorganizationswiththetoolstodevelopanapproachtoperformancemanagementsuitedtotheirlocalconditions.
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Appendix2:AviationSystemBlockUpgrades
Introduction:AviationSystemBlockUpgrades
TheGlobalAirNavigationPlanintroducesasystemsengineeringplanningandimplementationapproachwhichhasbeentheresultofextensivecollaborationandconsultationbetweenICAO,itsMemberStatesandindustrystakeholders.
ICAOdevelopedtheBlockUpgradeglobalframeworkprimarilytoensurethataviationSafetywillbemaintainedandenhanced,thatATMimprovementprogrammesareeffectivelyharmonized,andthatbarrierstofutureaviationefficiencyandenvironmentalgainscanberemovedatreasonablecost.
TheBlockUpgradesincorporatealong‐termperspectivematchingthatofthethreecompanionICAOAirNavigationplanningdocuments.Theycoordinateclearaircraft‐andground‐basedoperationalobjectivestogetherwiththeavionics,datalinkandATMsystemrequirementsneededtoachievethem.Theoverallstrategyservestoprovideindustry‐widetransparencyandessentialinvestmentcertaintyforoperators,equipmentmanufacturersandANSPs.
Thecoreoftheconceptislinkedtofourspecificandinterrelatedaviationperformanceimprovementareas,namely:
a) Airportoperations.
b) Globally‐interoperablesystemsanddata.
c) Optimumcapacityandflexibleflights.
d) Efficientflightpaths.
TheperformanceimprovementareasandtheASBUModulesassociatedwitheachhavebeenorganizedintoaseriesoffourBlocks(Blocks0,1,2and3)basedontimelinesforthevariouscapabilitiestheycontain,asillustratedbelow.
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Fig.3:DepictingBlock0–3availabilitymilestones,PerformanceImprovementAreas,andtechnology/procedure/capabilityModules.
PerformanceImprovementAreas
Block0(2013)Block1(2018)Block2(2023)Block3(2028onward)
AirportOperations
GloballyInteroperableSystemsandData
OptimumCapacityandFlexibleFlights
EfficientFlightPaths
Modules(actualnumberofmodulesperBlock/PerformanceAreamayvary)
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Block0featuresModulescharacterizedbytechnologiesandcapabilitieswhichhavealreadybeendevelopedandimplementedinmanypartsoftheworldtoday.Itthereforefeaturesanear‐termavailabilitymilestone,orInitialOperatingCapability(IOC),of2013basedonregionalandStateoperationalneed.Blocks1through3arecharacterizedbybothexistingandprojectedperformanceareasolutions,withavailabilitymilestonesbeginningin2018,2023and2028respectively.
Associatedtimescalesareintendedtodepicttheinitialdeploymenttargetsalongwiththereadinessofallcomponentsneededfordeployment.ItmustbestressedthataBlock’savailabilitymilestoneisnotthesameasadeadline.ThoughBlock0’smilestoneissetat2013,forexample,itisexpectedthatthegloballyharmonizedimplementationofitscapabilities(aswellastherelatedStandardssupportingthem)willbeachievedoverthe2013to2018timeframe.ThesameprincipleappliesfortheotherBlocksandthereforeprovidesforsignificantflexibilitywithrespecttooperationalneed,budgetingandrelatedplanningrequirements.
WhilethetraditionalAirNavigationplanningapproachaddressesonlyANSPneeds,theASBUmethodologycallsforaddressingregulatoryaswellasuserrequirements.TheultimategoalistoachieveaninteroperableglobalsystemwherebyeachStatehasadoptedonlythosetechnologiesandprocedurescorrespondingtoitsoperationalrequirements.
UnderstandingModulesandThreads
EachblockismadeupofdistinctModules,asshowninthepreviousillustrationsandthosebelow.ModulesonlyneedtobeimplementedifandwhentheysatisfyanoperationalneedinagivenState,andtheyaresupportedbyprocedures,technologies,regulationsorStandardsasnecessary,aswellasabusinesscase.
AModuleisgenerallymadeupofagroupingofelementswhichdefinerequiredCNSUpgradecomponentsintendedforaircraft,communicationsystems,airtrafficcontrol(ATC)groundcomponents,decisionsupporttoolsforcontrollers,etc.ThecombinationofelementsselectedensuresthateachModuleservesasacomprehensiveandcohesivedeployableperformancecapability.
AseriesofdependentModulesacrossconsecutiveBlocksisthereforeconsideredtorepresentacoherenttransition‘Thread’intime,frombasictomoreadvancedcapabilityandassociatedperformance.ModulesarethereforeidentifiedbybothaBlocknumberandaThreadacronym,asillustratedbelow.
EachThreaddescribestheevolutionofagivencapabilitythroughthesuccessiveBlocktimelinesaseachModuleisimplementedrealizingaperformancecapabilityaspartoftheGlobalAirTrafficManagementOperationalConcept(Doc9854).
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Fig.4: AModuleThreadisassociatedwithaspecificperformanceimprovementarea.NotethattheModulesineachconsecutiveBlockfeaturethesameThreadAcronym(FICE),indicatingthattheyareelementsofthesameOperationalImprovementprocess.
PerformanceImprovementAreas
Block0(2013)Block1(2018)Block2(2023)Block3(2028onward)
GloballyInteroperableSystemsandData
ModuleB0–FICE
B0=BlockNumber
FICE=ThreadAcronym
Performancecapability:
Increasedinteroperability,efficiencyandcapacitythroughground‐groundintegration.
ModuleB1–FICE
Performancecapability:
Increasedinteroperability,efficiencyandcapacitythroughFF‐ICE/1applicationbeforedeparture.
-36- ModuleB2–FICE
Performancecapability:
Improvedcoordinationthroughmulti‐centreground‐groundintegration:(FF‐ICE/1&FlightObject,SWIM).
ModuleB3–FICE
Performancecapability:
ImprovedoperationalperformancethroughtheintroductionofFullFF‐ICE.
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StandardsandRecommendedPracticesDevelopmentPlan
Duringthetriennium,ICAOwilldevelopacomprehensiveplanforthedevelopmentofSARPsandGuidancematerialtosupporttheASBUs.OncecompletethiswillbecomeanappendixtotheFifthEditionoftheGlobalAirNavigationPlantobepresentedtothe39thAssemblyofICAO.
Aspartofthedevelopmentofthisplan,ICAOwill:
a) Establishprioritiesforstandardsdevelopment
b) CoordinatedevelopmentofICAOstandardsinrelationtoIndustry‐developedTechnicalSpecifications.
BlockUpgradeTechnologyRoadmaps
TechnologyroadmapscomplementtheASBUmodulesbyprovidingtimelinesforthetechnologythatwillsupporttheCommunications,NavigationandSurveillance(CNS),InformationManagement(IM)andavionicsrequirementsoftheglobalAirNavigationsystem.
Theseroadmapsprovideguidanceforinfrastructureplanning(andstatus)byindicatingonaper‐technologybasistheneedforandreadinessof:
a) Existinginfrastructure.
b) ICAOStandardsandguidancematerial.
c) Demonstrationsandvalidations.
d) InitialOperationalCapability(IOC)ofemergingtechnologies.
e) Globalimplementation.
WhilethevariousBlockUpgradeModulesdefinetheexpectedoperationalimprovementsanddrivethedevelopmentofallthatisrequiredforimplementation,thetechnologyroadmapsdefinethelifespanofthespecifictechnologiesneededtoachievethoseimprovements.Mostimportantly,theyalsodriveglobalinteroperability.
Investmentdecisionsareneededwellinadvanceoftheprocurementanddeploymentoftechnologyinfrastructure.Thetechnologyroadmapsprovidecertaintyfortheseinvestmentdecisionsastheyidentifythepre‐requisitetechnologiesthatwillprovidetheoperationalimprovementsandrelatedbenefits.Thisiscriticallyimportantasinvestmentsinaviationinfrastructurearehardlyreversibleandanygapintechnologicalinteroperabilitygeneratesconsequencesinthemedium‐andlong‐term.
Theyarealsousefulindeterminingequipmentlifecycleplanning,i.e.maintenance,replacementandeventualdecommissioning.TheCNSinvestmentsrepresentthenecessarybaselineuponwhichtheoperationalimprovementsandtheirassociatedbenefitscanbeachieved.
Itmustbenotedthataccordingtotheachievementsoverthepastthirtyyears,thetypicalCNSdeploymentcycleforlargescaleobjectiveshasbeenoftheorderof20to25years(includinggrounddeploymentandaircraftforwardandretrofits).
-38- Sincenostrategycantakeintoaccountalldevelopmentsthatoccurinaviationovertime,thetechnologyroadmapswillbesystematicallyreviewedandupdatedonatrienniumcycle.AninteractiveonlineversionoftheroadmapswillalsoallowuserstoretrievedetailedinformationonspecificBlockModulesandadditionalcross‐references.
TheroadmapsarepresentedinAppendix5asdiagramswhichidentifytherelationshipsbetweenthespecificModulesandassociatedenablingtechnologiesandcapabilities.Theyareaccompaniedbybriefexplanationstosupporttheirunderstandingandthatofthechallengesfaced.
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SchematicDiagramofBlockUpgrades
PerformanceImprovementArea1:AirportOperations
Block0
B0‐APTA
OptimizationofApproachProceduresincludingverticalguidance
ThisisthefirststeptowarduniversalimplementationofGNSS‐basedapproaches.
B0‐WAKE
IncreasedRunwayThroughputthroughOptimizedWakeTurbulenceSeparation
ImprovedthroughputondepartureandarrivalrunwaysthroughtherevisionofcurrentICAOwakevortexseparationminimaandprocedures.
B0‐RSEQ
ImprovedTrafficFlowthroughSequencing(AMAN/DMAN)
Time‐basedmeteringtosequencedepartingandarrivingflights.
B0‐SURF
SafetyandEfficiencyofSurfaceOperations(A‐SMGCSLevel1‐2)
AirportsurfacesurveillanceforANSP.
B0‐ACDM
ImprovedAirportOperationsthroughAirport‐CDM
Airportoperationalimprovementsthroughthewayoperationalpartnersatairportsworktogether.
Block1
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B1‐APTA
OptimisedAirportAccessibility
ThisisthenextstepintheuniversalimplementationofGNSS‐basedapproaches.
B1‐WAKE
IncreasedRunwayThroughputthroughDynamicWakeTurbulenceSeparation
Improvedthroughputondepartureandarrivalrunwaysthroughthedynamicmanagementofwakevortexseparationminimabasedonthereal‐timeidentificationofwakevortexhazards.
B1‐RSEQ
ImprovedAirportoperationsthroughDeparture,SurfaceandArrivalManagement
Extendedarrivalmetering,Integrationofsurfacemanagementwithdeparturesequencingbringrobustnesstorunwaysmanagementandincreaseairportperformancesandflightefficiency.
B1‐SURF
EnhancedSafetyandEfficiencyofSurfaceOperations‐SURF,SURFIAandEnhancedVisionSystems(EVS)
AirportsurfacesurveillanceforANSPandflightcrewswithsafetylogic,cockpitmovingmapdisplaysandvisualsystemsfortaxioperations.
B1‐ACDM
OptimizedAirportOperationsthroughAirport‐CDM
Airportoperationalimprovementsthroughthewayoperationalpartnersatairportsworktogether.
B1‐RATS
RemotelyOperatedAerodromeControl
RemotelyoperatedAerodromeControlTowercontingencyandremoteprovisionofATStoaerodromesthroughvisualisationsystemsandtools.
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Block2
B2‐WAKE(*)
AdvancedWakeTurbulenceSeparation
(Time‐based)
Theapplicationoftime‐basedaircraft‐to‐aircraftwakeseparationminimaandchangestotheprocedurestheANSPusestoapplythewakeseparationminima.
B2‐RSEQ
LinkedAMAN/DMAN
SynchronisedAMAN/DMANwillpromotemoreagileandefficienten‐routeandterminaloperations.
B2‐SURF
OptimizedSurfaceRoutingandSafetyBenefits(A‐SMGCSLevel3‐4andSVS)
Taxiroutingandguidanceevolvingtotrajectorybasedwithground/cockpitmonitoringanddatalinkdeliveryofclearancesandinformation.Cockpitsyntheticvisualizationsystems.
Block3
B3‐RSEQ
IntegratedAMAN/DMAN/SMAN
Fullysynchronizednetworkmanagementbetweendepartureairportandarrivalairportsforallaircraftintheairtrafficsystematanygivenpointintime.
-42- PerformanceImprovementArea2:
GloballyInteroperableSystemsandData–ThroughGloballyInteroperableSystemWideInformationManagement
Block0
B0‐FICE
IncreasedInteroperability,EfficiencyandCapacitythroughGround‐GroundIntegration
Supportsthecoordinationofground‐grounddatacommunicationbetweenATSUbasedonATSInter‐facilityDataCommunication(AIDC)definedbyICAODocument9694.
B0‐DATM
ServiceImprovementthroughDigitalAeronauticalInformationManagement
Initialintroductionofdigitalprocessingandmanagementofinformation,bytheimplementationofAIS/AIMmakinguseofAIXM,movingtoelectronicAIPandbetterqualityandavailabilityofdata.
B0‐AMET
Meteorologicalinformationsupportingenhancedoperationalefficiencyandsafety
Global,regionalandlocalmeteorologicalinformationprovidedbyworldareaforecastcentres,volcanicashadvisorycentres,tropicalcycloneadvisorycentres,aerodromemeteorologicalofficesandmeteorologicalwatchofficesinsupportofflexibleairspacemanagement,improvedsituationalawarenessandcollaborativedecisionmaking,anddynamically‐optimizedflighttrajectoryplanning.
•
Block1
B1‐FICE
IncreasedInteroperability,EfficiencyandCapacitythoughFF‐ICE,Step1applicationbeforeDeparture
IntroductionofFF‐ICEstep1,toimplementground‐groundexchangesusingcommonflightinformationreferencemodel,FIXM,XMLandtheflightobjectusedbeforedeparture.
-43-
B1‐DATM
ServiceImprovementthroughIntegrationofallDigitalATMInformation
ImplementationoftheATMinformationreferencemodelintegratingallATMinformationusingUMLandenablingXMLdatarepresentationsanddataexchangebasedoninternetprotocolswithWXXMformeteorologicalinformation.
B1‐SWIM
PerformanceImprovementthroughtheapplicationofSystem‐WideInformationManagement(SWIM)
ImplementationofSWIMservices(applicationsandinfrastructure)creatingtheaviationintranetbasedonstandarddatamodels,andinternet‐basedprotocolstomaximizeinteroperability.
B1‐AMET
EnhancedOperationalDecisionsthroughIntegratedMeteorologicalInformation(PlanningandNear‐termService)
Meteorologicalinformationsupportingautomateddecisionprocessoraidsinvolving:meteorologicalinformation,meteorologicaltranslation,ATMimpactconversionandATMdecisionsupport.
Block2
B2‐FICE
ImprovedCoordinationthroughmulti‐centreGround‐GroundIntegration:(FF‐ICE/1andFlightObject,SWIM)
FF‐ICEsupportingtrajectory‐basedoperationsthroughexchangeanddistributionofinformationformulticentreoperationsusingflightobjectimplementationandIOPstandards.
B2‐SWIM
EnablingAirborneParticipationincollaborativeATMthroughSWIM
ConnectionoftheaircraftaninformationnodeinSWIMenablingparticipationincollaborativeATMprocesseswithaccesstorichvoluminousdynamicdataincludingmeteorology.
-44- Block3
B3‐FICE
ImprovedOperationalPerformancethroughtheintroductionofFullFF‐ICE
AlldataforallrelevantflightssystematicallysharedbetweenairandgroundsystemsusingSWIMinsupportofcollaborativeATMandtrajectory‐basedoperations.
B3‐AMET
EnhancedOperationalDecisionsthroughIntegratedMeteorologicalInformation(Near‐termandImmediateService)
Metoeroligicalinformationsupportingbothairandgroundautomateddecisionsupportaidsforimplementingweathermitigationstrategies.
PerformanceImprovementArea3:
OptimumCapacityandFlexibleFlights–ThroughGlobalCollaborativeATM
Block0
B0‐FRTO
ImprovedOperationsthroughEnhancedEn‐RouteTrajectories
Toallowtheuseofairspacewhichwouldotherwisebesegregated(i.e.militaryairspace)alongwithflexibleroutingadjustedforspecifictrafficpatterns.Thiswillallowgreaterroutingpossibilities,reducingpotentialcongestionontrunkroutesandbusycrossingpoints,resultinginreducedflightlengthandfuelburn.
-45-
B0‐NOPS
ImprovedFlowPerformancethroughPlanningbasedonaNetwork‐Wideview
CollaborativeATFMmeasuretoregulatepeakflowsinvolvingdepartureslots,managedrateofentryintoagivenpieceofairspacefortrafficalongacertainaxis,requestedtimeataway‐pointoranFIR/sectorboundaryalongtheflight,useofmiles‐in‐trailtosmoothflowsalongacertaintrafficaxisandre‐routingoftraffictoavoidsaturatedareas.
B0‐ASUR
InitialCapabilityforGroundSurveillance
GroundsurveillancesupportedbyADS‐BOUTand/orwideareamultilaterationsystemswillimprovesafety,especiallysearchandrescueandcapacitythroughseparationreductions.ThiscapabilitywillbeexpressedinvariousATMservices,e.g.trafficinformation,searchandrescueandseparationprovision.
B0‐ASEP
AirTrafficSituationalAwareness(ATSA)
TwoATSA(AirTrafficSituationalAwareness)applicationswhichwillenhancesafetyandefficiencybyprovidingpilotswiththemeanstoachievequickervisualacquisitionoftargets:
• AIRB(EnhancedTrafficSituationalAwarenessduringFlightOperations).
• VSA(EnhancedVisualSeparationonApproach).
B0‐OPFL
ImprovedaccesstoOptimumFlightLevelsthroughClimb/DescentProceduresusingADS‐B
Thispreventsanaircraftbeingtrappedatanunsatisfactoryaltitudeandthusincurringnon‐optimalfuelburnforprolongedperiods.ThemainbenefitofITPissignificantfuelsavingsandtheupliftofgreaterpayloads.
B0‐ACAS
ACASImprovements
Toprovideshorttermimprovementstoexistingairbornecollisionavoidancesystems(ACAS)toreducenuisancealertswhilemaintainingexistinglevelsofsafety.Thiswillreducetrajectoryperturbationandincreasesafetyincaseswherethereisabreakdownofseparation.
-46- B0‐SNET
IncreasedEffectivenessofGround‐basedSafetyNets
Thismoduleprovidesimprovementstotheeffectivenessoftheground‐basedsafetynetsassistingtheAirTrafficControllerandgenerating,inatimelymanner,alertsofanincreasedrisktoflightsafety(suchasshorttermsconflictalert,areaproximitywarningandminimumsafealtitudewarning).
Block1
B1‐FRTO
ImprovedOperationsthroughOptimizedATSRouting
Introductionoffreeroutingindefinedairspace,wheretheflightplanisnotdefinedassegmentsofapublishedroutenetworkortracksystemtofacilitateadherencetotheuser‐preferredprofile.
B1‐NOPS
EnhancedFlowPerformancethroughNetworkOperationalPlanning
ATFMtechniquesthatintegratethemanagementofairspace,trafficflowsincludinginitialuserdrivenprioritizationprocessesforcollaborativelydefiningATFMsolutionsbasedoncommercial/operationalpriorities.
B1‐ASEP
IncreasedCapacityandEfficiencythroughIntervalManagement
IntervalManagement(IM)improvesthemanagementoftrafficflowsandaircraftspacing.PrecisemanagementofintervalsbetweenaircraftwithcommonormergingtrajectoriesmaximizesairspacethroughputwhilereducingATCworkloadalongwithmoreefficientaircraftfuelburn.
B1‐SNET
Ground‐basedSafetyNetsonApproach
ThismoduleenhancesthesafetyprovidebythepreviousmodulebyreducingtheriskofcontrolledflightintoterrainaccidentsonfinalapproachthroughtheuseofApproachPathMonitor(APM).
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Block2
B2‐NOPS
Increaseduserinvolvementinthedynamicutilizationofthenetwork
IntroductionofCDMapplicationssupportedbySWIMthatpermitairspaceusersmanagecompetitionandprioritizationofcomplexATFMsolutionswhenthenetworkoritsnodes(airports,sector)nolongerprovidecapacitycommensuratewithuserdemands.
B2‐ASEP
AirborneSeparation(ASEP)
Creationofoperationalbenefitsthroughtemporarydelegationofresponsibilitytotheflightdeckforseparationprovisionwithsuitablyequippeddesignatedaircraft,thusreducingtheneedforconflictresolutionclearanceswhilereducingATCworkloadandenablingmoreefficientflightprofiles.
B2‐ACAS
NewCollisionAvoidanceSystem
ImplementationofAirborneCollisionAvoidanceSystem(ACAS)adaptedtotrajectory‐basedoperationswithimprovedsurveillancefunctionsupportedbyADS‐Baimedatreducingnuisancealertsanddeviations.Thenewsystemwillenablemoreefficientoperationsandprocedureswhilecomplyingwithsafetyregulations.
Block3
B3‐FRTO
TrafficComplexityManagement
Introductionofcomplexitymanagementtoaddresseventsandphenomenathataffecttrafficflowsduetophysicallimitations,economicreasonsorparticulareventsandconditionsbyexploitingthemoreaccurateandrichinformationenvironmentofa
SWIM‐basedATM.
-48- PerformanceImprovementArea4:
EfficientFlightPath–ThroughTrajectory‐basedOperations
Block0
B0‐CDO
ImprovedFlexibilityandEfficiencyinDescentProfiles(CDO)
Deploymentofperformance‐basedairspaceandarrivalproceduresthatallowtheaircrafttoflytheiroptimumaircraftprofiletakingaccountofairspaceandtrafficcomplexitywithcontinuousdescentoperations(CDOs)
B0‐TBO
ImprovedSafetyandEfficiencythroughtheinitialapplicationofDataLinkEn‐Route
ImplementationofaninitialsetofdatalinkapplicationsforsurveillanceandcommunicationsinATC.
B0‐CCO
ImprovedFlexibilityandEfficiencyinDepartureProfiles‐ContinuousClimbOperations(CCO)
Deploymentofdepartureproceduresthatallowtheaircrafttoflytheiroptimumaircraftprofiletakingaccountofairspaceandtrafficcomplexitywithcontinuousclimboperations(CCOs).
Block1
B1‐CDO
ImprovedFlexibilityandEfficiencyinDescentProfiles(CDOs)usingVNAV
Deploymentofperformance‐basedairspaceandarrivalproceduresthatallowtheaircrafttoflytheiroptimumaircraftprofiletakingaccountofairspaceandtrafficcomplexitywithOptimisedProfileDescents(OPDs).
-49-
B1‐TBO
ImprovedTrafficSynchronizationandInitialTrajectory‐BasedOperation
Improvethesynchronizationoftrafficflowsaten‐routemergingpointsandtooptimizetheapproachsequencethroughtheuseof4DTRADcapabilityandairportapplications,e.g.;D‐TAXI,viatheairgroundexchangeofaircraftderiveddatarelatedtoasinglecontrolledtimeofarrival(CTA).
B1‐RPAS
InitialIntegrationofRemotelyPilotedAircraft(RPA)Systemsintonon‐segregatedairspace
ImplementationofbasicproceduresforoperatingRPAinnon‐segregatedairspaceincludingdetectandavoid.
Block2
B2‐CDO
ImprovedFlexibilityandEfficiencyinDescentProfiles(CDOs)usingVNAV,requiredspeedandtimeatarrival
DeploymentofperformancebasedairspaceandarrivalproceduresthatoptimizetheaircraftprofiletakingaccountofairspaceandtrafficcomplexityincludingOptimizedProfileDescents(OPDs),supportedbyTrajectory‐BasedOperationsandself‐separation.
B2‐RPAS
RPAIntegrationinTraffic
Implementsrefinedoperationalproceduresthatcoverlostlink(includingauniquesquawkcodeforlostlink)aswellasenhanceddetectandavoidtechnology.
-50- Block3
B3‐TBO
Full4DTrajectory‐basedOperations
Trajectory‐basedoperationsdeploysanaccuratefour‐dimensionaltrajectorythatissharedamongalloftheaviationsystemusersatthecoresofthesystem.Thisprovidesconsistentandup‐to‐dateinformationsystem‐widewhichisintegratedintodecisionsupporttoolsfacilitatingglobalATMdecision‐making.
B3‐RPAS
RPATransparentManagement
RPAoperateontheaerodromesurfaceandinnon‐segregatedairspacejustlikeanyotheraircraft.
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Fig.5:GraphicdepictingtheASBUModulesconvergingovertimeontheirtargetoperationalconceptsandperformanceimprovements.
MODULE CAPABILITY
REALIZED OPERATIONAL CONCEPT
TARGET PERFORMANCE BENEFIT
Airport AccessibilityRunway SequencingAirport Collaborative Decision-MakingSurface OperationsWake Turbulence SeparationRemote ATS
FULL AMAN/DMAN/SMAN
AIRPORT OPERATIONS
Advanced MET Information
Digital Aeronautical Information Management
FF/ICE
System-Wide InformationManagement
FULL FF/ICE
INTEROPERABLE SYSTEMS & DATA
Free Route Operations
Airborne Separation
Alternative Surveillance
Optimum Flight Levels
Network Operations
Airborne Collision Avoidance Systems
Safety Nets
COMPLEXITY MANAGEMENT
GLOBALLY COLLABORATIVE ATM
Trajectory-Based Operations
Continuous Descent Operations
Continuous Climb Operations
Remotely Piloted Aircraft Systems
FULL TRAJECTORY-BASEDOPERATIONS
EFFICIENT FLIGHT PATHS
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Block0
Block0iscomposedofModulescontainingtechnologiesandcapabilitieswhichhavealreadybeendevelopedandcanbeimplementedfrom2013.BasedonthemilestoneframeworkestablishedundertheoverallBlockUpgradestrategy,ICAOMemberStatesareencouragedtoimplementthoseBlock0Modulesapplicabletotheirspecificoperationalneeds.
PerformanceImprovementArea1:AirportOperations
B0‐APTA OptimizationofApproachProceduresincludingVerticalGuidance
Theuseofperformance‐basednavigation(PBN)andground‐basedaugmentationsystem(GBAS)landingsystem(GLS)procedurestoenhancethereliabilityandpredictabilityofapproachestorunways,thusincreasingsafety,accessibilityandefficiency.Thisispossiblethroughtheapplicationofbasicglobalnavigationsatellitesystem(GNSS),Baro‐verticalnavigation(VNAV),satellite‐basedaugmentationsystem(SBAS)andGLS.TheflexibilityinherentinPBNapproachdesigncanbeexploitedtoincreaserunwaycapacity.
Applicability
ThisModuleisapplicabletoallinstrument,andprecisioninstrumentrunwayends,andtoalimitedextent,non‐instrumentrunwayends.
Benefits
AccessandEquity: Increasedaerodromeaccessibility.
Capacity: Incontrastwithinstrumentlandingsystems(ILS),theGNSS‐basedapproaches(PBNandGLS)donotrequirethedefinitionandmanagementofsensitiveandcriticalareas.Thisresultsinincreasedrunwaycapacitywhereapplicable.
Efficiency: Costsavingsrelatedtothebenefitsoflowerapproachminima:fewerdiversions,overflights,cancellationsanddelays.Costsavingsrelatedtohigherairportcapacityincertaincircumstances(e.g.closelyspacedparallels)bytakingadvantageoftheflexibilitytooffsetapproachesanddefinedisplacedthresholds.
Environment: Environmentalbenefitsthroughreducedfuelburn.
Safety: Stabilizedapproachpaths.
Cost: AircraftoperatorsandAirNavigationServiceProviders(ANSPs)canquantifythebenefitsoflowerminimabyusinghistoricalaerodromeweatherobservationsandmodellingairportaccessibilitywithexistingandnewminima.Eachaircraftoperatorcanthenassessbenefitsagainstthecostofanyrequiredavionicsupgrade.UntilthereareGBAS(CATII/III)Standards,GLScannotbeconsideredasacandidatetogloballyreplaceILS.TheGLSbusinesscaseneedstoconsiderthecostofretainingILSorMLStoallowcontinuedoperationsduringaninterferenceevent.
B0‐WAKE IncreasedRunwayThroughputthroughOptimizedWakeTurbulenceSeparation
Improvesthroughputondepartureandarrivalrunwaysthroughoptimizedwaketurbulenceseparationminima,revisedaircraftwaketurbulencecategoriesandprocedures.
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Applicability
Leastcomplex–Implementationofrevisedwaketurbulencecategoriesismainlyprocedural.Nochangestoautomationsystemsareneeded.
Benefits
AccessandEquity: Increasedaerodromeaccessibility.
Capacity:
a) Capacityanddeparture/arrivalrateswillincreaseatcapacityconstrainedaerodromesaswakecategorizationchangesfromthreetosixcategories.
b) Capacityandarrivalrateswillincreaseatcapacityconstrainedaerodromesasspecializedandtailoredproceduresforlandingoperationsforon‐parallelrunways,withcentrelinesspacedlessthan760m(2500ft)apart,aredevelopedandimplemented.
c) Capacityanddeparture/arrivalrateswillincreaseasaresultofnewprocedureswhichwillreducethecurrenttwo‐threeminutesdelaytimes.Inaddition,runwayoccupancytimewilldecreaseasaresultofthesenewprocedures.
Flexibility Aerodromescanbereadilyconfiguredtooperateonthree(i.e.existingH/M/L)orsixwaketurbulencecategories,dependingondemand.
Cost: MinimalcostsareassociatedwiththeimplementationinthisModule.Thebenefitsaretotheusersoftheaerodromerunwaysandsurroundingairspace,ANSPsandoperators.Conservativewaketurbulenceseparationstandardsandassociatedproceduresdonottakefulladvantageofthemaximumutilityofrunwaysandairspace.U.S.aircarrierdatashowsthat,whenoperatingfromacapacity‐constrainedaerodrome,againoftwoextradeparturesperhourhasamajorbeneficialeffectinreducingdelays.
TheANSPmayneedtodeveloptoolstoassistcontrollerswiththeadditionalwaketurbulencecategoriesanddecisionsupporttools.Thetoolsnecessarywilldependontheoperationateachairportandthenumberofwaketurbulencecategoriesimplemented.
B0‐SURF SafetyandEfficiencyofSurfaceOperations(A‐SMGCSLevel1‐2)
Basicadvanced‐surfacemovementguidanceandcontrolsystems(A‐SMGCS)providessurveillanceandalertingofmovementsofbothaircraftandvehiclesattheaerodrome,thusimprovingrunway/aerodromesafety.Automaticdependentsurveillance‐broadcast(ADS‐B)informationisusedwhenavailable(ADS‐BAPT).
Applicability
A‐SMGCSisapplicabletoanyaerodromeandallclassesofaircraft/vehicles.Implementationistobebasedonrequirementsstemmingfromindividualaerodromeoperationalandcost‐benefitassessments.ADS‐BAPT,whenappliedisanelementofA‐SMGCS,isdesignedtobeappliedataerodromeswithmediumtrafficcomplexity,havinguptotwoactiverunwaysatatimeandtherunwaywidthofminimum45m.
Benefits
AccessandEquity: A‐SMGCSimprovesaccesstoportionsofthemanoeuvringareaobscuredfromviewofthecontroltowerforvehiclesandaircraft.Sustainsanimprovedaerodromecapacityduringperiodsofreducedvisibility.EnsuresequityinATChandlingofsurfacetrafficregardlessofthetraffic’spositionontheaerodrome.
ADS‐BAPT,asanelementofanA‐SMGCSsystem,providestrafficsituationalawarenesstothecontrollerintheformofsurveillanceinformation.Theavailabilityofthedataisdependentontheaircraftandvehiclelevelofequipage.
-54- Capacity: A‐SMGCS:sustainedlevelsofaerodromecapacityforvisualconditionsreducedtominimalowerthanwouldotherwisebethecase.
ADS‐BAPT:asanelementofanA‐SMGCSsystem,potentiallyimprovescapacityformediumcomplexityaerodromes.
Efficiency: A‐SMGCS:reducedtaxitimesthroughdiminishedrequirementsforintermediateholdingsbasedonrelianceonvisualsurveillanceonly.
ADS‐BAPT:asanelementofanA‐SMGCS,potentiallyreducesoccurrenceofrunwaycollisionsbyassistinginthedetectionoftheincursions.
Environment: Reducedaircraftemissionsstemmingfromimprovedefficiencies.
Safety: A‐SMGCS:reducedrunwayincursions.Improvedresponsetounsafesituations.ImprovedsituationalawarenessleadingtoreducedATCworkload.
ADS‐BAPT:asanelementofanA‐SMGCSsystem,potentiallyreducestheoccurrenceofoccurrenceofrunwaycollisionsbyassistinginthedetectionoftheincursions.
Cost: A‐SMGCS:apositiveCBAcanbemadefromimprovedlevelsofsafetyandimprovedefficienciesinsurfaceoperationsleadingtosignificantsavingsinaircraftfuelusage.Aswell,aerodromeoperatorvehicleswillbenefitfromimprovedaccesstoallareasoftheaerodrome,improvingtheefficiencyofaerodromeoperations,maintenanceandservicing.
ADS‐BAPT:asanelementofanA‐SMGCSsystemlesscostlysurveillancesolutionformediumcomplexityaerodromes.
B0‐ACDM ImprovedAirportOperationsthroughAirport‐CDM
Implementscollaborativeapplicationsthatwillallowthesharingofsurfaceoperationsdataamongthedifferentstakeholdersontheairport.Thiswillimprovesurfacetrafficmanagementreducingdelaysonmovementandmanoeuvringareasandenhancesafety,efficiencyandsituationalawareness.
Applicability
Localforequipped/capablefleetsandalreadyestablishedairportsurfaceinfrastructure.
Benefits
Capacity: Enhanceduseofexistinginfrastructureofgateandstands(unlocklatentcapacity).Reducedworkload,betterorganizationoftheactivitiestomanageflights.
Efficiency: IncreasedefficiencyoftheATMsystemforallstakeholders.Inparticularforaircraftoperators:improvedsituationalawareness(aircraftstatusbothhomeandaway);enhancedfleetpredictabilityandpunctuality;improvedoperationalefficiency(fleetmanagement);andreduceddelay.
Environment: Reducedtaxitime;reducedfuelandcarbonemission;andloweraircraftengineruntime.
Cost: Thebusinesscasehasproventobepositiveduetothebenefitsthatflightsandtheotherairportoperationalstakeholderscanobtain.However,thismaybeinfluenceddependingupontheindividualsituation(environment,trafficlevelsinvestmentcost,etc.).
AdetailedbusinesscasehasbeenproducedinsupportoftheEUregulationwhichwassolidlypositive.
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B0‐RSEQ ImproveTrafficFlowthroughSequencing(AMAN/DMAN)
Managearrivalsanddepartures(includingtime‐basedmetering)toandfromamulti‐runwayaerodromeorlocationswithmultipledependentrunwaysatcloselyproximateaerodromes,toefficientlyutilizetheinherentrunwaycapacity.
Applicability
Runwaysandterminalmanoeuvringareainmajorhubsandmetropolitanareaswillbemostinneedoftheseimprovements.
Theimprovementisleastcomplex–runwaysequencingproceduresarewidelyusedinaerodromesglobally.HoweversomelocationsmighthavetoconfrontenvironmentalandoperationalchallengesthatwillincreasethecomplexityofdevelopmentandimplementationoftechnologyandprocedurestorealizethisModule.
Benefits
Capacity: Time‐basedmeteringwilloptimizeusageofterminalairspaceandrunwaycapacity.Optimizedutilizationofterminalandrunwayresources.
Efficiency: Efficiencyispositivelyimpactedasreflectedbyincreasedrunwaythroughputandarrivalrates.Thisisachievedthrough:
a) Harmonizedarrivingtrafficflowfromen‐routetoterminalandaerodrome.Harmonizationisachievedviathesequencingofarrivalflightsbasedonavailableterminalandrunwayresources.
b) Streamlineddeparturetrafficflowandsmoothtransitionintoen‐routeairspace.Decreasedleadtimefordeparturerequestandtimebetweencallforreleaseanddeparturetime.Automateddisseminationofdepartureinformationandclearances.
Predictability: Decreaseduncertaintiesinaerodrome/terminaldemandprediction.
Flexibility Byenablingdynamicscheduling.
Cost: Adetailedpositivebusinesscasehasbeenbuiltforthetime‐basedflowmanagementprogrammeintheUnitedStates.Thebusinesscasehasproventhebenefit/costratiotobepositive.Implementationoftime‐basedmeteringcanreduceairbornedelay.Thiscapabilitywasestimatedtoprovideover320,000minutesindelayreductionand$28.37millioninbenefitstoairspaceusersandpassengersovertheevaluationperiod.
ResultsfromfieldtrialsofDFM,adepartureschedulingtoolintheUnitedStates,havebeenpositive.Compliancerate,ametricusedtogaugetheconformancetoassigneddeparturetime,hasincreasedatfieldtrialsitesfromsixty‐eighttoseventy‐fivepercent.Likewise,theEUROCONTROLDMANhasdemonstratedpositiveresults.Departureschedulingwillstreamlineflowofaircraftfeedingtheadjacentcenterairspacebasedonthatcenter’sconstraints.Thiscapabilitywillfacilitatemoreaccurateestimatedtimeofarrivals(ETAs).Thisallowsforthecontinuationofmeteringduringheavytraffic,enhancedefficiencyintheNASandfuelefficiencies.Thiscapabilityisalsocrucialforextendedmetering.
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PerformanceImprovementArea2:GloballyInteroperableSystemsandData
B0‐FICEIncreasedInteroperability,EfficiencyandCapacitythoughGround‐GroundIntegration
Improvescoordinationbetweenairtrafficserviceunits(ATSUs)byusingATSinterfacilitydatacommunication(AIDC)definedbyICAO’sManualofAirTrafficServicesDataLinkApplications(Doc9694).Thetransferofcommunicationinadatalinkenvironmentimprovestheefficiencyofthisprocess,particularlyforoceanicATSUs.
Applicability
Applicabletoatleasttwoareacontrolcentres(ACCs)dealingwithen‐routeand/orterminalcontrolarea(TMA)airspace.AgreaternumberofconsecutiveparticipatingACCswillincreasethebenefits.
Benefits
Capacity: Reducedcontrollerworkloadandincreaseddataintegritysupportingreducedseparationstranslatingdirectlytocrosssectororboundarycapacityflowincreases.
Efficiency: Thereducedseparationcanalsobeusedtomorefrequentlyofferaircraftflightlevelsclosertotheflightoptimum;incertaincases,thisalsotranslatesintoreduceden‐routeholding.
Interoperability: Seamlessness:theuseofstandardizedinterfacesreducesthecostofdevelopment,allowsairtrafficcontrollerstoapplythesameproceduresattheboundariesofallparticipatingcentresandbordercrossingbecomesmoretransparenttoflights.
Safety: Betterknowledgeofmoreaccurateflightplaninformation.
Cost: IncreaseofthroughputatATSunitboundaryandreducedATCOworkloadwilloutweighthecostofFDPSsoftwarechanges.Thebusinesscaseisdependentontheenvironment.
B0‐DATM ServiceImprovementthroughDigitalAeronauticalInformationManagement
Theinitialintroductionofdigitalprocessingandmanagementofinformationthrough,aeronauticalinformationservice(AIS)/aeronauticalinformationmanagement(AIM)implementation,useofaeronauticalexchangemodel(AIXM),migrationtoelectronicaeronauticalinformationpublication(AIP0andbetterqualityandavailabilityofdata.
Applicability
ApplicableatStatelevelwithincreasedbenefitsasmoreStatesparticipate.
Benefits
Environment: Reducingthetimenecessarytopromulgateinformationconcerningairspacestatuswillallowformoreeffectiveairspaceutilizationandallowimprovementsintrajectorymanagement.
Safety: Reductioninthenumberofpossibleinconsistencies.Moduleallowsreducingthenumberofmanualentriesandensuresconsistencyamongdatathroughautomaticdatacheckingbasedoncommonlyagreedbusinessrules.
Interoperability: Essentialcontributiontointeroperability.
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Cost: Reducedcostsintermsofdatainputsandchecks,paperandpost,especiallywhenconsideringtheoveralldatachain,fromoriginators,throughAIStotheendusers.Thebusinesscasefortheaeronauticalinformationconceptualmodel(AIXM)hasbeenconductedinEuropeandintheUnitedStatesandhasshowntobepositive.TheinitialinvestmentnecessaryfortheprovisionofdigitalAISdatamaybereducedthroughregionalcooperationanditremainslowcomparedwiththecostofotherATMsystems.Thetransitionfrompaperproductstodigitaldataisacriticalpre‐requisitefortheimplementationofanycurrentorfutureATMorAirNavigationconceptthatreliesontheaccuracy,integrityandtimelinessofdata.
B0‐AMET MeteorologicalInformationSupportingEnhancedOperationalEfficiencyandSafety
Global,regionalandlocalmeteorologicalinformation:
a) Forecastsprovidedbyworldareaforecastcentres(WAFCs),volcanicashadvisorycentres(VAACs)andtropicalcycloneadvisorycentres(TCAC).
b) Aerodromewarningstogiveconciseinformationofmeteorologicalconditionsthatcouldadverselyaffectallaircraftatanaerodrome,includingwindshear.
c) SIGMETstoprovideinformationonoccurrenceorexpectedoccurrenceofspecificen‐routeweatherphenomenawhichmayaffectthesafetyofaircraftoperationsandotheroperationalmeteorological(OPMET)information,includingMETAR/SPECIandTAF,toprovideroutineandspecialobservationsandforecastsofmeteorologicalconditionsoccurringorexpectedtooccurattheaerodrome.
Thisinformationsupportsflexibleairspacemanagement,improvedsituationalawarenessandcollaborativedecision‐making,anddynamically‐optimizedflighttrajectoryplanning.ThisModuleincludeselementswhichshouldbeviewedasasubsetofallavailablemeteorologicalinformationthatcanbeusedtosupportenhancedoperationalefficiencyandsafety
Applicability
Applicabletotrafficflowplanning,andtoallaircraftoperationsinalldomainsandflightphases,regardlessoflevelofaircraftequipage.
Benefits
Capacity: Optimizeduseofairspacecapacity.Metric:ACCandaerodromethroughput.
Efficiency: Harmonizedarrivingairtraffic(en‐routetoterminalareatoaerodrome)andharmonizeddepartingairtraffic(aerodrometoterminalareatoen‐route)willtranslatetoreducedarrivalanddepartureholdingtimesandthusreducedfuelburn.Metric:Fuelconsumptionandflighttimepunctuality.
Environment: Reducedfuelburnthroughoptimizeddepartureandarrivalprofiling/scheduling.Metric:Fuelburnandemissions.
Safety: Increasedsituationalawarenessandimprovedconsistentandcollaborativedecisionmaking.Metric:Incidentoccurrences.
Interoperability: Gate‐to‐gateseamlessoperationsthroughcommonaccessto,anduseof,theavailableWAFS,IAVWandtropicalcyclonewatchforecastinformation.Metric:ACCthroughput.
Predictability: Decreasedvariancebetweenthepredictedandactualairtrafficschedule.Metric:Blocktimevariability,flight‐timeerror/bufferbuiltintoschedules.
Participation: Commonunderstandingofoperationalconstraints,capabilitiesandneeds,basedonexpected(forecast)meteorologicalconditions.Metric:Collaborativedecision‐makingattheaerodromeandduringallphasesofflight.
-58- Flexibility: Supportspre‐tacticalandtacticalarrivalanddeparturesequencingandthusdynamicairtrafficscheduling.Metric:ACCandaerodromethroughput.
Cost: Reductionincoststhroughreducedarrivalanddeparturedelays(viz.reducedfuelburn).Metric:Fuelconsumptionandassociatedcosts.
PerformanceImprovementArea3:OptimumCapacityandFlexibleFlights
B0‐FRTO ImprovedOperationsthroughEnhancedEn‐routeTrajectories
Allowtheuseofairspacewhichwouldotherwisebesegregated(i.e.SpecialUseAirspace)alongwithflexibleroutingadjustedforspecifictrafficpatterns.Thiswillallowgreaterroutingpossibilities,reducingpotentialcongestionontrunkroutesandbusycrossingpoints,resultinginreducedflightlengthsandfuelburn.
Applicability
Applicabletoen‐routeairspace.Benefitscanstartlocally.Thelargerthesizeoftheconcernedairspacethegreaterthebenefits,inparticularforflextrackaspects.Benefitsaccruetoindividualflightsandflows.Applicationwillnaturallyspanoveralongperiodastrafficdevelops.Itsfeaturescanbeintroducedstartingwiththesimplestones.
Benefits
AccessandEquity: Betteraccesstoairspacebyareductionofthepermanentlysegregatedvolumes.
Capacity: Theavailabilityofagreatersetofroutingpossibilitiesallowsreducingpotentialcongestionontrunkroutesandatbusycrossingpoints.Theflexibleuseofairspacegivesgreaterpossibilitiestoseparateflightshorizontally.PBNhelpstoreduceroutespacingandaircraftseparations.Thisinturnallowsreducingcontrollerworkloadbyflight.
Efficiency: Thedifferentelementsconcurtotrajectoriesclosertotheindividualoptimumbyreducingconstraintsimposedbypermanentdesign.InparticulartheModulewillreduceflightlengthandrelatedfuelburnandemissions.ThepotentialsavingsareasignificantproportionoftheATMrelatedinefficiencies.TheModulewillreducethenumberofflightdiversionsandcancellations.Itwillalsobetterallowavoidanceofnoisesensitiveareas.
Environment: Fuelburnandemissionswillbereduced;however,theareawhereemissionsandcontrailswillbeformedmaybelarger.
Predictability: Improvedplanningallowsstakeholderstoanticipateonexpectedsituationsandbebetterprepared.
Flexibility: Thevarioustacticalfunctionsallowrapidreactiontochangingconditions.
Cost: FUA:IntheUnitedArabEmirates(UAE)overhalfoftheairspaceismilitary.Openingupthisairspacecouldpotentiallyenableyearlysavingsintheorderof4.9millionlitresoffueland581flighthours.IntheUnitedStatesastudyforNASAbyDattaandBaringtonshowedmaximumsavingsofdynamicuseofFUAof$7.8M(1995$).
Flexiblerouting:Earlymodellingofflexibleroutingsuggeststhatairlinesoperatinga10‐hourintercontinentalflightcancutflighttimebysixminutes,reducefuelburnbyasmuchas2%andsave3,000kilogramsofCO2emissions.IntheUnitedStatesRTCANextGenTaskForceReport,itwasfoundthatbenefitswouldbeabout20%reductioninoperationalerrors;5‐8%productivityincrease(nearterm;growingto8‐14%later);capacity
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increases(butnotquantified).Annualoperatorbenefitin2018of$39,000perequippedaircraft(2008dollars)growingto$68,000peraircraftin2025basedontheFAAInitialinvestmentDecision.Forthehighthroughput,highcapacitybenefitcase(in2008dollars):totaloperatorbenefitis$5.7Bacrossprogrammelifecycle(2014‐2032,basedontheFAAinitialinvestmentdecision).
B0‐NOPS ImprovedFlowPerformancethroughPlanningbasedonaNetwork‐wideview
Airtrafficflowmanagement(ATFM)isusedtomanagetheflowoftrafficinawaythatminimizesdelaysandmaximizestheuseoftheentireairspace.ATFMcanregulatetrafficflowsinvolvingdepartureslots,smoothflowsandmanageratesofentryintoairspacealongtrafficaxes,managearrivaltimeatwaypointsorflightinformationregion(FIR)/sectorboundariesandreroutetraffictoavoidsaturatedareas.ATFMmayalsobeusedtoaddresssystemdisruptionsincludingcrisiscausedbyhumanornaturalphenomena.
Applicability
Regionorsubregion.
Benefits
AccessandEquity: Improvedaccessbyavoidingdisruptionofairtrafficinperiodsofdemandhigherthancapacity.ATFMprocessestakecareofequitabledistributionofdelays.
Capacity: Betterutilizationofavailablecapacity,network‐wide;inparticularthetrustofATCnotbeingfacedbysurprisetosaturationtendstoletitdeclare/useincreasedcapacitylevels;abilitytoanticipatedifficultsituationsandmitigatetheminadvance.
Efficiency: Reducedfuelburnduetobetteranticipationofflowissues;apositiveeffecttoreducetheimpactofinefficienciesintheATMsystemortodimensionitatasizethatwouldnotalwaysjustifyitscosts(balancebetweencostofdelaysandcostofunusedcapacity).Reducedblocktimesandtimeswithengineson.
Environment: Reducedfuelburnasdelaysareabsorbedontheground,withshutengines;reroutinghowevergenerallyputflightonalongerdistance,butthisisgenerallycompensatedbyotherairlineoperationalbenefits.
Safety: Reducedoccurrencesofundesiredsectoroverloads.
Predictability: IncreasedpredictabilityofschedulesastheATFMalgorithmstendtolimitthenumberoflargedelays.
Participation: Commonunderstandingofoperationalconstraints,capabilitiesandneeds.
Cost: Thebusinesscasehasproventobepositiveduetothebenefitsthatflightscanobtainintermsofdelayreduction.
B0‐ASUR InitialCapabilityforGroundSurveillance
ProvidesinitialcapabilityforlowercostgroundsurveillancesupportedbynewtechnologiessuchasADS‐BOUTandwideareamultilateration(MLAT)systems.ThiscapabilitywillbeexpressedinvariousATMservices,e.g.trafficinformation,searchandrescueandseparationprovision.
Applicability
Thiscapabilityischaracterizedbybeingdependent/cooperative(ADS‐BOUT)andindependent/cooperative(MLAT).TheoverallperformanceofADS‐Bisaffectedbyavionicsperformanceandcompliantequipagerate.
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Capacity: Typicalseparationminimaare3NMor5NMenablingasignificantincreaseintrafficdensitycomparedtoproceduralminima.Improvedcoverage,capacity,velocityvectorperformanceandaccuracycanimproveATCperformanceinbothradarandnon‐radarenvironments.Terminalareasurveillanceperformanceimprovementsareachievedthroughhighaccuracy,bettervelocityvectorandimprovedcoverage.
Efficiency: Availabilityofoptimumflightlevelsandprioritytotheequippedaircraftandoperators.ReductionofflightdelaysandmoreefficienthandlingofairtrafficatFIRboundaries.Reducesworkloadofairtrafficcontrollers.
Safety: Reductionofthenumberofmajorincidents.Supporttosearchandrescue.
Cost: Eithercomparisonbetweenproceduralminimaand5NMseparationminimawouldallowanincreaseoftrafficdensityinagivenairspace;orcomparisonbetweeninstalling/renewingSSRModeSstationsusingModeStranspondersandinstallingADS‐BOUT(and/orMLATsystems).
B0‐ASEP AirTrafficSituationalAwareness(ATSA)
Twoairtrafficsituationalawareness(ATSA)applicationswhichwillenhancesafetyandefficiencybyprovidingpilotswiththemeanstoenhancetrafficsituationalawarenessandachievequickervisualacquisitionoftargets:
a) AIRB(basicairbornesituationalawarenessduringflightoperations).
b) VSA(visualseparationonapproach).
Applicability
Thesearecockpit‐basedapplicationswhichdonotrequireanysupportfromthegroundhencetheycanbeusedbyanysuitablyequippedaircraft.ThisisdependentuponaircraftbeingequippedwithADS‐BOUT.AvionicsavailabilityatlowenoughcostsforGAisnotyetavailable.
Benefits
Efficiency: Improvesituationalawarenesstoidentifylevelchangeopportunitieswithcurrentseparationminima(AIRB)andimprovevisualacquisitionandreductionofmissedapproaches(VSA).
Safety: Improvesituationalawareness(AIRB)andreducethelikelihoodofwaketurbulenceencounters(VSA).
Cost: Thecostbenefitislargelydrivenbyhigherflightefficiencyandconsequentsavingsincontingencyfuel.
ThebenefitanalysisoftheEUROCONTROLCRISTALITPprojectoftheCASCADEProgrammeandsubsequentupdatehadshownthatATSAWAIRBandITPtogetherarecapableofprovidingthefollowingbenefitsoverN.Atlantic:
a) Saving36millionEuro(50KEuroperaircraft)annually.
b) Reducingcarbondioxideemissionsby160,000tonnesannually.
ThemajorityofthesebenefitsareattributedtoAIRB.FindingswillberefinedafterthecompletionofthepioneeroperationsstartinginDecember2011.
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B0‐OPFL ImprovedAccesstoOptimumFlightLevelsthroughClimb/DescentProceduresusingADSB)
Enablesaircrafttoreachamoresatisfactoryflightlevelforflightefficiencyortoavoidturbulenceforsafety.ThemainbenefitofITPissignificantfuelsavingsandtheupliftofgreaterpayloads.
Applicability
Thiscanbeappliedtoroutesinproceduralairspaces.
Benefits
Capacity: Improvementincapacityonagivenairroute.
Efficiency: Increasedefficiencyonoceanicandpotentiallycontinentalen‐route.
Environment: Reducedemissions.
Safety: Areductionofpossibleinjuriesforcabincrewandpassengers.
B0‐ACAS AirborneCollisionAvoidanceSystems(ACAS)Improvements
Providesshort‐termimprovementstoexistingairbornecollisionavoidancesystems(ACAS)toreducenuisancealertswhilemaintainingexistinglevelsofsafety.Thiswillreducetrajectorydeviationsandincreasesafetyincaseswherethereisabreakdownofseparation.
Applicability
Safetyandoperationalbenefitsincreasewiththeproportionofequippedaircraft.
Benefits
Efficiency: ACASimprovementwillreduceunnecessaryresolutionadvisory(RA)andthenreducetrajectorydeviations.
Safety: ACASincreasessafetyinthecaseofbreakdownofseparation.
B0‐SNET IncreasedEffectivenessofGround‐BasedSafetyNets
Monitorstheoperationalenvironmentduringairbornephasesofflighttoprovidetimelyalertsonthegroundofanincreasedrisktoflightsafety.Inthiscase,short‐termconflictalert,areaproximitywarningsandminimumsafealtitudewarningsareproposed.Ground‐basedsafetynetsmakeanessentialcontributiontosafetyandremainrequiredaslongastheoperationalconceptremainshumancentred.
Applicability
Benefitsincreaseastrafficdensityandcomplexityincrease.Notallground‐basedsafetynetsarerelevantforeachenvironment.DeploymentofthisModuleshouldbeaccelerated.
Benefits
Safety: Significantreductionofthenumberofmajorincidents.
Cost: ThebusinesscaseforthiselementisentirelymadearoundsafetyandtheapplicationofALARP(aslowasreasonablypracticable)inriskmanagement.
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PerformanceImprovementArea4:EfficientFlightPaths
B0‐CDOImprovedFlexibilityandEfficiencyinDescentProfilesusingContinuousDescentOperations(CDOs)
Performance‐basedairspaceandarrivalproceduresallowingaircrafttoflytheiroptimumprofileusingcontinuousdescentoperations(CDOs).Thiswilloptimizethroughput,allowfuelefficientdescentprofiles,andincreasecapacityinterminalareas.
Applicability
Regions,Statesorindividuallocationsmostinneedoftheseimprovements.Forsimplicityandimplementationsuccess,complexitycanbedividedintothreetiers:
a) Leastcomplex–regional/States/locationswithsomefoundationalPBNoperationalexperiencethatcouldcapitalizeonnear‐termenhancements,whichincludeintegratingproceduresandoptimizingperformance.
b) Morecomplex–regional/State/locationsthatmayormaynotpossessPBNexperience,butwouldbenefitfromintroducingneworenhancedprocedures.However,manyoftheselocationsmayhaveenvironmentalandoperationalchallengesthatwilladdtothecomplexitiesofproceduredevelopmentandimplementation.
c) Mostcomplex–regional/State/locationsinthistierwillbethemostchallengingandcomplextointroduceintegratedandoptimizedPBNoperations.Trafficvolumeandairspaceconstraintsareaddedcomplexitiesthatmustbeconfronted.OperationalchangestotheseareascanhaveaprofoundeffectontheentireState,regionorlocation.
Benefits
Efficiency: Costsavingsandenvironmentalbenefitsthroughreducedfuelburn.Authorizationofoperationswherenoiselimitationswouldotherwiseresultinoperationsbeingcurtailedorrestricted.Reductioninthenumberofrequiredradiotransmissions.Optimalmanagementofthetop‐of‐descentintheen‐routeairspace.
Safety: Moreconsistentflightpathsandstabilizedapproachpaths.Reductionintheincidenceofcontrolledflightintoterrain(CFIT).Separationwiththesurroundingtraffic(especiallyfree‐routing).Reductioninthenumberofconflicts.
Predictability: Moreconsistentflightpathsandstabilizedapproachpaths.Lessneedforvectors.
Cost: ItisimportanttoconsiderthatCDObenefitsareheavilydependentoneachspecificATMenvironment.Nevertheless,ifimplementedwithintheICAOCDOmanualframework,itisenvisagedthatthebenefit/costratio(BCR)willbepositive.AfterCDOimplementationinLosAngelesTMA(KLAX)therewasa50%reductioninradiotransmissionsandfuelsavingsaveraging125poundsperflight(13.7millionpounds/year;41millionpoundsofCO2emission).
TheadvantageofPBNtotheANSPisthatPBNavoidstheneedtopurchaseanddeploynavigationaidsforeachnewrouteorinstrumentprocedure.
B0‐TBOImprovedSafetyandEfficiencythroughtheInitialApplicationofDataLinkEn‐route
Implementsaninitialsetofdatalinkapplicationsforsurveillanceandcommunicationsinairtrafficcontrol(ATC),supportingflexiblerouting,reducedseparationandimprovedsafety.
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Applicability
Requiresgoodsynchronizationofairborneandgrounddeploymenttogeneratesignificantbenefits,inparticulartothoseequipped.Benefitsincreasewiththeproportionofequippedaircraft.
Benefits
Capacity: Element1:Abetterlocalizationoftrafficandreducedseparationsallowincreasingtheofferedcapacity.
Element2:Reducedcommunicationworkloadandbetterorganizationofcontrollertasksallowingincreasedsectorcapacity.
Efficiency: Element1:Routes/tracksandflightscanbeseparatedbyreducedminima,allowingflexibleroutingsandverticalprofilesclosertotheuser‐preferredones.
Safety: Element1:Increasedsituationalawareness;ADS‐Cbasedsafetynetslikeclearedleveladherencemonitoring,routeadherencemonitoring,dangerareainfringementwarning;andbettersupporttosearchandrescue.
Element2:Increasedsituationalawareness;reducedoccurrencesofmisunder‐standings;solutiontostuckmicrophonesituations.
Flexibility: Element1:ADS‐Cpermitseasierroutechange.
Cost: Element1:Thebusinesscasehasproventobepositiveduetothebenefitsthatflightscanobtainintermsofbetterflightefficiency(betterroutesandverticalprofiles;betterandtacticalresolutionofconflicts).
Tobenoted,theneedtosynchronizegroundandairbornedeploymentstoensurethatservicesareprovidedbythegroundwhenaircraftareequipped,andthataminimumproportionofflightsintheairspaceunderconsiderationaresuitablyequipped.
Element2:TheEuropeanbusinesscasehasprovedtobepositivedueto:
a) thebenefitsthatflightsobtainintermsofbetterflightefficiency(betterroutesandverticalprofiles;betterandtacticalresolutionofconflicts);and
b) reducedcontrollerworkloadandincreasedcapacity.
AdetailedbusinesscasehasbeenproducedinsupportoftheEUregulationwhichwassolidlypositive.Tobenoted,thereisaneedtosynchronizegroundandairbornedeploymentstoensurethatservicesareprovidedbythegroundwhenaircraftareequipped,andthataminimumproportionofflightsintheairspaceunderconsiderationaresuitablyequipped.
-64- B0‐CCO ImprovedFlexibilityandEfficiencyDepartureProfiles–ContinuousClimbOperations(CCO)
Implementscontinuousclimboperations(CCO)inconjunctionwithperformance‐basednavigation(PBN)toprovideopportunitiestooptimizethroughput,improveflexibility,enablefuel‐efficientclimbprofiles,andincreasecapacityatcongestedterminalareas.
Applicability
Regions,Statesorindividuallocationsmostinneedoftheseimprovements.Forsimplicityandimplementationsuccess,complexitycanbedividedintothreetiers:
a) Leastcomplex–regional/States/locationswithsomefoundationalPBNoperationalexperiencethatcouldcapitalizeonnear‐termenhancements,whichincludeintegratingproceduresandoptimizingperformance.
b) Morecomplex–regional/State/locationsthatmayormaynotpossessPBNexperience,butwouldbenefitfromintroducingneworenhancedprocedures.However,manyoftheselocationsmayhaveenvironmentalandoperationalchallengesthatwilladdtothecomplexitiesofproceduredevelopmentandimplementation.
c) Mostcomplex–regional/State/locationsinthistierwillbethemostchallengingandcomplextointroduceintegratedandoptimizedPBNoperations.Trafficvolumeandairspaceconstraintsareaddedcomplexitiesthatmustbeconfronted.OperationalchangestotheseareascanhaveaprofoundeffectontheentireState,regionorlocation.
Benefits
Efficiency: Costsavingsthroughreducedfuelburnandefficientaircraftoperatingprofiles.Reductioninthenumberofrequiredradiotransmissions.
Environment: Authorizationofoperationswherenoiselimitationswouldotherwiseresultinoperationsbeingcurtailedorrestricted.Environmentalbenefitsthroughreducedemissions.
Safety: Moreconsistentflightpaths.Reductioninthenumberofrequiredradiotransmissions.Lowerpilotandairtrafficcontrolworkload.
Cost: ItisimportanttoconsiderthatCCObenefitsareheavilydependentonthespecificATMenvironment.Nevertheless,ifimplementedwithintheICAOCCOmanualframework,itisenvisagedthatthebenefit/costratio(BCR)willbepositive.
Block1
TheBlock1ModuleswillintroducenewconceptsandcapabilitiessupportingthefutureATMSystem,namely:FlightandFlowInformationforaCollaborativeEnvironment(FF‐ICE);Trajectory‐BasedOperations(TBO);System‐WideInformationManagement(SWIM)andtheintegrationofRemotelyPilotedAircraft(RPAs)intonon‐segregatedairspace.
Theseconceptsareatvariousstagesofdevelopment.Somehavebeensubjecttoflighttrialsinacontrolledenvironmentwhileothers,suchasFF‐ICE,existasaseriesofstepsleadingtotheimplementationofwellunderstoodconcepts.Assuch,confidenceishighthattheywillbesuccessfullyimplementedbutthenear‐termstandardizationisexpectedtobechallenging,asoutlinedbelow.
HumanPerformancefactorswillhaveastrongimpactonthefinalimplementationofconceptssuchasFF‐ICEandTBO.Closerintegrationofairborneandground‐basedsystemswillcallforathoroughend‐to‐endconsiderationofHumanPerformanceimpacts.
Similarly,technologicalenablerswillalsoaffectthefinalimplementationoftheseconcepts.Typicaltechnologicalenablersincludeair‐grounddatalinkandtheexchangemodelsforSWIM.Everytechnologyhaslimitsonits
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performanceandthiscould,inturn,impacttheachievableoperationalbenefits—eitherdirectlyorthroughtheireffectonHumanPerformance.
Thestandardizationeffortwillthereforeneedtofollowthreeparallelcourses:
a) Thedevelopmentandrefinementofthefinalconcept.
b) Considerationofend‐to‐endHumanPerformanceimpactsandtheireffectontheultimateconceptandthenecessarytechnologicalenablers.
c) Furtherconsiderationofthetechnologicalenablerstoensurethattheirperformancecansupportoperationsbasedonthenewconceptsand,ifnot,whatproceduralorotherchangeswillbeneeded.
d) HarmonizationoftherelevantStandardsonagloballevel.
Forexample,RPAswillrequirea‘detectandavoid’capabilityaswellasaCommandandControllinkwhichismorerobustthanthepilot‐ATClinkavailabletoday.Ineachcase,thesearemeanttoreplicatethecockpitexperiencefortheremotepilot.Therewillclearlybesomelimitstowhattechnologycanprovideinthisregard,henceconsiderationwillneedtobegiventolimitsonoperations,specialprocedures,etc.
Thisistheessenceofthestandardizationchallengeahead.StakeholdersneedtobesensitizedandbroughttogethertodevelopunifiedsolutionsandICAOwilladdressthisthroughaseriesofevents:
• In2014,ICAOwillsupport,incollaborationwithindustryandStates,end‐to‐enddemonstrationsofnewconceptssuchasTBOandFF‐ICE,includingtheHumanPerformanceaspects.
• In2014,ICAOwillhostasymposiumonAviationDatalink.Thiseventwillhelpusidentifythenextstepsfordatalink—bothintermsoftechnology,servicesandimplementation.
• In2015,ICAOwillholdanAirNavigationInformationManagementDivisionalMeetingfocusedonSWIM.
Block1thereforerepresentstheprimaryICAOtechnicalworkprogrammeonairnavigationandefficiencyforthenexttriennium.Itwillrequirecollaborationwithindustryandregulators,inordertoprovideacoherentgloballyharmonisedsetofoperationalimprovementsintheproposedtimeframe.
Block1
TheModulescomprisingBlock1,whichareintendedtobeavailablebeginningin2018,satisfyoneofthefollowingcriteria:
a) Theoperationalimprovementrepresentsawellunderstoodconceptthathasyettobetrialed.
b) Theoperationalimprovementhasbeentrialedsuccessfullyinasimulatedenvironment.
c) Theoperationalimprovementhasbeentrialedsuccessfullyinacontrolledoperationalenvironment.
d) Theoperationalimprovementisapprovedandreadyforroll‐out.
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PerformanceImprovementArea1:AirportOperations
B1‐APTA OptimizedAirportAccessibility
Progressesfurtherwiththeuniversalimplementationofperformance‐basednavigation(PBN)approaches.PBNandGLS(CATII/III)procedurestoenhancethereliabilityandpredictabilityofapproachestorunwaysincreasingsafety,accessibilityandefficiency.
Applicability
ThisModuleisapplicabletoallrunwayends.
Benefits
Efficiency: Costsavingsrelatedtothebenefitsoflowerapproachminima:fewerdiversions,overflights,cancellationsanddelays.Costsavingsrelatedtohigherairportcapacitybytakingadvantageoftheflexibilitytooffsetapproachesanddefinedisplacedthresholds.
Environment: Environmentalbenefitsthroughreducedfuelburn.
Safety: Stabilizedapproachpaths.
Cost: AircraftoperatorsandANSPscanquantifythebenefitsoflowerminimabymodellingairportaccessibilitywithexistingandnewminima.Operatorscanthenassessbenefitsagainstavionicsandothercosts.TheGLSCATII/IIIbusinesscaseneedstoconsiderthecostofretainingILSorMLStoallowcontinuedoperationsduringaninterferenceevent.ThepotentialforincreasedrunwaycapacitybenefitswithGLSiscomplicatedatairportswhereasignificantproportionofaircraftarenotequippedwithGLSavionics.
B1‐WAKE IncreasedRunwayThroughputthroughDynamicWakeTurbulenceSeparation
Improvedthroughputondepartureandarrivalrunwaysthroughthedynamicmanagementofwaketurbulenceseparationminimabasedonthereal‐timeidentificationofwaketurbulencehazards.
Applicability
Leastcomplex–implementationofre‐categorizedwaketurbulenceismainlyprocedural.Nochangestoautomationsystemsareneeded.
Benefits
Capacity: Element1:Betterwindinformationaroundtheaerodrometoenactreducedwakemitigationmeasuresinatimelymanner.Aerodromecapacityandarrivalrateswillincreaseastheresultofreducedwakemitigationmeasures.
Environment: Element3:Changesbroughtaboutbythiselementwillenablemoreaccuratecrosswindprediction.
Flexibility: Element2:Dynamicscheduling.ANSPshavethechoiceofoptimizingthearrival/departurescheduleviapairingnumberofunstableapproaches.
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Cost: Element1’schangetotheICAOwaketurbulenceseparationminimawillyieldanaveragenominalfourpercentadditionalcapacityincreaseforairportrunways.Thefourpercentincreasetranslatestoonemorelandingperhourforasinglerunwaythatnormallycouldhandlethirtylandingsperhour.Oneextraslotperhourcreatesrevenuefortheaircarrierthatfillsthemandfortheairportthathandlestheextraaircraftoperationsandpassengers.
TheimpactoftheElement2Upgradeisthereducedtimethatanairport,duetoweatherconditions,mustoperateitsparallelrunways,withcentrelinesspacedlessthan760m(2,500feet)apart,asasinglerunway.Element2Upgradeallowsmoreairportstobetterutilizesuchparallelrunwayswhentheyareconductinginstrumentflightrulesoperations–resultinginanominaleighttotenmoreairportarrivalsperhourwhencrosswindsarefavourableforWTMAreducedwakeseparations.FortheElement2Upgrade,theadditionofacrosswindpredictionandmonitoringcapabilitytotheANSPautomationisrequired.FortheElement2and3Upgrades,additionaldownlinkandreal‐timeprocessingofaircraftobservedwindinformationwillberequired.TherearenoaircraftequipagecostsbesidescostsincurredforotherModuleUpgrades.
ImpactoftheElement3Upgradeisreducedtimethatanairportmustspacedeparturesonitsparallelrunways,withcentrelinesspacedlessthan760m(2,500feet)apart,bytwotothreeminutes,dependingonrunwayconfiguration.Element3UpgradewillprovidemoretimeperiodsthatanairportANSPcansafelyuseWTMDreducedwakeseparationsontheirparallelrunways.TheairportdeparturecapacityincreasesfourtoeightmoredepartureoperationsperhourwhenWTMDreducedseparationscanbeused.Downlinkandrealtimeprocessingofaircraftobservedwindinformationwillberequired.TherearenoaircraftequipagecostsbesidescostsincurredforotherModuleUpgrades.
B1‐SURF EnhancedSafetyandEfficiencyofSurfaceOperations–SURF,SURF‐IAandEnhancedVisionSystems(EVS)
Providesenhancementsforsurfacesituationalawareness,includingbothcockpitandgroundelements,intheinterestofrunwayandtaxiwaysafety,andsurfacemovementefficiency.Cockpitimprovementsincludingtheuseofsurfacemovingmapswithtrafficinformation(SURF),runwaysafetyalertinglogic(SURF‐IA),andenhancedvisionsystems(EVS)forlowvisibilitytaxioperations.
Applicability
ForSURFandSURF‐IA,applicabletolargeaerodromes(ICAOcodes3and4)andallclassesofaircraft;cockpitcapabilitiesworkindependentlyofgroundinfrastructure,butotheraircraftequipageand/orgroundsurveillancebroadcastwillimprove.
Benefits
Efficiency: Element1:Reducedtaxitimes.
Element2:FewernavigationerrorsrequiringcorrectionbyANSP.
Safety: Element1:Reducedriskofcollisions.
Element2:Improvedresponsetimestocorrectionofunsafesurfacesituations(SURF‐IAonly).
Element3:Fewernavigationerrors.
-68- Cost: Thebusinesscaseforthiselementcanbelargelymadearoundsafety.Currently,theaerodromesurfaceisoftentheregimeofflightwhichhasthemostriskforaircraftsafety,duetothelackofgoodsurveillanceonthegroundactinginredundancywithcockpitcapabilities.Visualscanningaugmentationinthecockpitactinginconjunctionwithserviceprovidercapabilitiesenhancesoperationsonthesurface.Efficiencygainsareexpectedtobemarginalandmodestinnature.
Improvingflightcrewsituationalawarenessofaircraftpositionduringperiodsofreducedvisibilitywillreduceerrorsintheconductoftaxioperations,whichleadtobothsafetyandefficiencygains.
B1‐ACDM OptimizedAirportOperationsthroughA‐CDMTotalAirportManagement
Enhancestheplanningandmanagementofairportoperationsandallowstheirfullintegrationforairtrafficmanagementusingperformancetargetscompliantwiththoseofthesurroundingairspace.Thisentailsimplementingcollaborativeairportoperationsplanning(AOP)andwhereneeded,anairportoperationscentre(APOC).
Applicability
AOP:foruseatalltheairports(sophisticationwilldependonthecomplexityoftheoperationsandtheirimpactonthenetwork).
APOC:willbeimplementedatmajor/complexairports(sophisticationwilldependonthecomplexityoftheoperationsandtheirimpactonthenetwork).
Notapplicabletoaircraft.
Benefits
Efficiency: Throughcollaborativeprocedures,comprehensiveplanningandpro‐activeactiontoforeseeableproblemsamajorreductioninon‐groundandin‐airholdingisexpectedtherebyreducingfuelconsumption.Theplanningandpro‐activeactionswillalsosupportefficientuseofresources;however,someminorincreaseinresourcesmaybeexpectedtosupportthesolution(s).
Environment: Throughcollaborativeprocedures,comprehensiveplanningandpro‐activeactiontoforeseeableproblemsamajorreductioninon‐groundandin‐airholdingisexpectedtherebyreducingnoiseandairpollutioninthevicinityoftheairport.
Predictability: Throughtheoperationalmanagementofperformance,reliabilityandaccuracyofthescheduleanddemandforecastwillincrease(inassociationwithinitiativesbeingdevelopedinotherModules).
Cost: Throughcollaborativeprocedures,comprehensiveplanningandpro‐activeactiontoforeseeableproblems,amajorreductioninon‐groundandin‐airholdingisexpectedtherebyreducingfuelconsumption.Theplanningandpro‐activeactionswillalsosupportefficientuseofresources;however,someminorincreaseinresourcesmaybeexpectedtosupportthesolution(s).
B1‐RATS RemotelyOperatedAerodromeControl
Providesasafeandcost‐effectiveairtrafficservices(ATS)fromaremotefacilitytooneormoreaerodromeswherededicated,localATSarenolongersustainableorcost‐effective,butthereisalocaleconomicandsocialbenefitfromaviation.Thiscanalsobeappliedtocontingencysituationsanddependsonenhancedsituationalawarenessoftheaerodromeunderremotecontrol.
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Applicability
Themaintargetforthesingleandmultipleremotetowerservicesaresmallruralairports,whichtodayarestrugglingwithlowbusinessmargins.BothATCandAFISaerodromesareexpectedtobenefit.
Themaintargetsforthecontingencytowersolutionaremediumtolargeairports–thosethatarelargeenoughtorequireacontingencysolution,butwhorequireanalternativetoA‐SMGCSbased“headsdown”solutionsorwheremaintainingavisualviewisrequired.
AlthoughsomecostbenefitsarepossiblewithremoteprovisionofATStoasingleaerodrome,maximumbenefitisexpectedwiththeremoteofATStomultipleaerodromes.
Benefits
Capacity: Capacitymaybeincreasedthroughtheuseofdigitalenhancementsinlowvisibility.
Efficiency: Efficiencybenefitsthroughtheabilitytoexploittheuseoftechnologyintheprovisionoftheservices.Digitalenhancementscanbeusedtomaintainthroughputinlowvisibilityconditions.
Safety: Sameorgreaterlevelsofsafetyasiftheserviceswereprovidedlocally.TheuseofthedigitalvisualtechnologiesusedintheRVTshouldprovidesafetyenhancementsinlowvisibility.
Flexibility: Flexibilitymaybeincreasedthroughagreaterpossibilitytoextendopeninghourswhenthroughremoteoperations.
Cost: Therearenocurrentoperationalremotetowers,thereforethecost/benefitanalyses(CBAs)arenecessarilybasedonsomeassumptionsdevelopedbysubjectmatterexperts.Costsincurredareassociatedwithprocurementandinstallationofequipmentandadditionalcapitalcostsintermsofnewhardwareandadaptationofbuildings.Newoperatingcostsincludefacilitiesleases,repairsandmaintenanceandcommunicationlinks.Therearethenshorttermtransitioncostssuchasstaffre‐training,re‐deploymentandrelocationcosts.
Againstthis,savingsarederivedfromremotetowerimplementation.Asignificantportionoftheseresultfromsavingsinemploymentcostsduetoreductioninshiftsize.PreviousCBAsindicatedareductioninstaffcostsof10‐35%dependingonthescenario.Othersavingsarisefromreducedcapitalcosts,particularlysavingsfromnothavingtoreplaceandmaintaintowerfacilitiesandequipmentandfromareductionintoweroperatingcosts.
TheCBAconcludedthatremotetowersdoproducepositivefinancialbenefitsforANSPs.FurtherCBAswillbeconductedduring2012and2013usingarangeofimplementationscenarios(single,multiple,contingency).
B1‐RSEQ ImprovedAirportOperationsthroughDeparture,SurfaceandArrivalManagement
Extensionofarrivalmeteringandintegrationofsurfacemanagementwithdeparturesequencingwillimproverunwaymanagementandincreaseairportperformanceandflightefficiency.
Applicability
Runwaysandterminalmanoeuvringareasinmajorhubsandmetropolitanareaswillbemostinneedoftheseimprovements.ComplexityinimplementationofthisModuledependsonseveralfactors.SomelocationsmighthavetoconfrontenvironmentalandoperationalchallengesthatwillincreasethecomplexityofdevelopmentandimplementationoftechnologyandprocedurestorealizethisModule.Performance‐basedNavigation(PBN)routesneedtobeinplace.
Benefits
Capacity: Time‐basedmeteringwilloptimizeusageofterminalairspaceandrunwaycapacity.
-70- Efficiency: Surfacemanagementdecreasesrunwayoccupancytime,introducesmorerobustdepartureratesandenablesdynamicrunwayrebalancingandre‐configuration.Departure/surfaceintegrationenablesdynamicrunwayrebalancingtobetteraccommodatearrivalanddeparturepatterns.Reductioninairbornedelay/holding.Trafficflowsynchronizationbetweenen‐routeandterminaldomain.RNAV/RNPprocedureswilloptimizeaerodrome/terminalresourceutilization.
Environment: Reductioninfuelburnandenvironmentimpact(emissionandnoise).
Safety: Greaterprecisioninsurfacemovementtracking.
Predictability: Decreaseuncertaintiesinaerodrome/terminaldemandprediction.Increasedcompliancewithassigneddeparturetimeandmorepredictableandorderlyflowintometeringpoints.Greatercompliancetocontrolledtimeofarrival(CTA)andmoreaccurateassignedarrivaltimeandgreatercompliance.
Flexibility: Enablesdynamicscheduling.
Cost: Cost‐benefitsmaybereasonablyprojectedformultiplestakeholdersduetoincreasedcapacity,predictabilityandefficiencyofairlineandairportoperations.
PerformanceImprovementArea2:GloballyInteroperableSystemsandData
B1‐FICEIncreasedInteroperability,EfficiencyandCapacitythroughFlightandFlowInformationforaCollaborativeEnvironmentStep‐1(FF‐ICE/1)applicationbeforeDeparture
IntroducesFF‐ICE,Step1providingground‐groundexchangesusingacommonflightinformationreferencemodel(FIXM)andextensiblemarkuplanguage(XML)standardformatsbeforedeparture.
Applicability
ApplicablebetweenATSunitstofacilitateexchangebetweenATMserviceprovider(ASP),airspaceuseroperationsandairportoperations.
Benefits
Capacity: Reducedairtrafficcontroller(ATC)workloadandincreaseddataintegritysupportingreducedseparationstranslatingdirectlytocrosssectororboundarycapacityflowincreases.
Efficiency: Betterknowledgeofaircraftcapabilitiesallowstrajectoriesclosertoairspaceuserpreferredtrajectoriesandbetterplanning.
Safety: Moreaccurateflightinformation.
Interoperability: TheuseofanewmechanismforFPLfilingandinformationsharingwillfacilitateflightdatasharingamongtheactors.
Participation: FF‐ICE,Step1forground‐groundapplicationwillfacilitatecollaborativedecision‐making(CDM),theimplementationorthesystemsinterconnectionforinformationsharing,trajectoryorslotnegotiationbeforedepartureprovidingbetteruseofcapacityandbetterflightefficiency.
Flexibility: TheuseofFF‐ICE,Step1allowsaquickeradaptationofroutechanges.
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Cost: ThenewserviceshavetobebalancedbythecostofsoftwarechangesintheATMserviceprovider(ASP),airlineoperationscenter(AOC)andairportgroundsystems.
B1‐DATM ServiceImprovementthroughIntegrationofallDigitalATMInformation
ImplementstheATMinformationreferencemodel,integratingallATMinformation,usingcommonformats(UML/XMLandWXXM)formeteorologicalinformation,FIXMforflightandflowinformationandinternetprotocols.
Applicability
ApplicableattheStatelevel,withincreasedbenefitsasmoreStatesparticipate.
Benefits
AccessandEquity: Greaterandtimelieraccesstoup‐to‐dateinformationbyawidersetofusers.
Efficiency: Reducedprocessingtimefornewinformation;increasedabilityofthesystemtocreatenewapplicationsthroughtheavailabilityofstandardizeddata.
Safety: Reducedprobabilityofdataerrorsorinconsistencies;reducedpossibilitytointroduceadditionalerrorsthroughmanualinputs.
Interoperability: Essentialforglobalinteroperability.
Cost: Businesscasetobeestablishedinthecourseoftheprojectsdefiningthemodelsandtheirpossibleimplementation.
B1‐SWIM PerformanceImprovementthroughtheApplicationofSystem‐WideInformationManagement(SWIM)
Implementationofsystem‐wideinformationmanagement(SWIM)services(applicationsandinfrastructure)creatingtheaviationintranetbasedonstandarddatamodelsandinternet‐basedprotocolstomaximizeinteroperability.
Applicability
ApplicableatStatelevel,withincreasedbenefitsasmoreStatesparticipate.
Benefits
Efficiency: Usingbetterinformationallowsoperatorsandserviceproviderstoplanandexecutebettertrajectories.
Environment: Furtherreductionofpaperusage,morecost‐efficientflightsasthemostup‐to‐dateinformationisavailabletoallstakeholdersintheATMsystem.
Safety: Accessprotocolsanddataqualitywillbedesignedtoreducecurrentlimitationsintheseareas.
Cost: Furtherreductionofcosts;allinformationcanbemanagedconsistentlyacrossthenetwork,limitingbespokedevelopments,flexibletoadapttostate‐of‐the‐artindustrialproductsandmakinguseofscaleeconomiesfortheexchangedvolumes.
-72- ThebusinesscaseistobeconsideredinthefulllightofotherModulesofthisBlockandthenextone.PureSWIMaspectsunlockATMinformationmanagementissues;operationalbenefitsaremoreindirect.
B1‐AMET EnhancedOperationalDecisionsthroughIntegratedMeteorologicalInformation(PlanningandNear‐termService)
Enablesthereliableidentificationofsolutionswhenforecastorobservedmeteorologicalconditionsimpactaerodromesorairspace.FullATM‐Meteorologyintegrationisneededtoensurethat:meteorologicalinformationisincludedinthelogicofadecisionprocessandtheimpactofthemeteorologicalconditions(theconstraints)areautomaticallycalculatedandtakenintoaccountThedecisiontime‐horizonsrangefromminutes,toseveralhoursordaysaheadoftheATMoperation(thisincludesoptimumflightprofileplanningandtacticalin‐flightavoidanceofhazardousmeteorologicalconditions)totypicallyenablenear‐termandplanning(>20minutes)typeofdecisionmaking.ThisModulealsopromotestheestablishmentofstandardsforglobalexchangeoftheinformation.
Appreciatingthatthenumberofflightsoperatingoncross‐polarandtrans‐polarroutescontinuestosteadilygrowandrecognizingthatspaceweatheraffectingtheearth’ssurfaceoratmosphere(suchassolarradiationstorms)poseahazardtocommunicationsandnavigationsystemsandmayalsoposearadiationrisktoflightcrewmembersandpassengers,thismoduleacknowledgestheneedforspaceweatherinformationservicesinsupportofsafeandefficientinternationalairnavigation.Unliketraditionalmeteorologicaldisturbanceswhichtendtobelocalorsub‐regionalinscale,theeffectsofspaceweatherdisturbancescanbeglobalinnature(althoughtendtobemoreprevalentinthepolarregions),withmuchmorerapidonset
ThisModulebuilds,inparticular,uponModuleB0‐AMET,whichdetailedasub‐setofallavailablemeteorologicalinformationthatcanbeusedtosupportenhancedoperationalefficiencyandsafety.
Applicability
Applicabletotrafficflowplanning,andtoallaircraftoperationsinalldomainsandflightphases,regardlessofthelevelofaircraftequipage.
Benefits
Capacity: Enablesmorepreciseestimatesofexpectedcapacityofagivenairspace.
Efficiency: Reducesthenumberofdeviationsfromuser‐preferredflightprofiles.DecreaseinthevariabilityandnumbersofATMresponsestoagivenmeteorologicalsituation,alongwithreducedcontingencyfuelcarriageforthesamemeteorologicalsituation.
Environment: Lessfuelburn,andreductionofemissionsduetofewergroundhold/delayactions.
Safety: Increasedsituationalawarenessbypilots,AOCsandANSPs,includingenhancedsafetythroughtheavoidanceofhazardousmeteorologicalconditions.Reducedcontingencyfuelcarriageforthesamemeteorologicalcondition.
Predictability: Moreconsistentevaluationsofmeteorologicalconstraints,whichinturnwillallowuserstoplantrajectoriesthataremorelikelytobeacceptablefromthestandpointoftheANSP.Fewerreroutesandlessvariabilityinassociatedtrafficmanagementinitiatives(TMIs)canbeexpected.
Flexibility: Usershavegreaterflexibilityinselectingtrajectoriesthatbestmeettheirneeds,takingintoaccounttheobservedandforecastmeteorologicalconditions.
Cost: ThebusinesscaseforthiselementisstilltobedeterminedaspartofthedevelopmentofthisoverallModule,whichisintheresearchphase.CurrentexperiencewithutilizationofATMdecisionsupporttools,with
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basicmeteorologicalinputparameterstoimproveATMdecisionmakingbystakeholdershasproventobepositiveintermsofproducingconsistentresponsesfromboththeANSPandusercommunity.
PerformanceImprovementArea3:OptimumCapacityandFlexibleFlights
B1‐FRTO ImprovedOperationsthroughOptimizedATSRouting
Provides,throughperformance‐basednavigation(PBN),closerandconsistentroutespacing,curvedapproaches,paralleloffsetsandthereductionofholdingareasize.Thiswillallowthesectorizationofairspacetobeadjustedmoredynamically.Thiswillreducepotentialcongestionontrunkroutesandbusycrossingpointsandreducecontrollerworkload.Themaingoalistoallowflightplanstobefiledwithasignificantpartoftheintendedroutespecifiedbytheuser‐preferredprofile.Maximumfreedomwillbegrantedwithinthelimitsposedbytheothertrafficflows.Theoverallbenefitsarereducedfuelburnandemissions.
Applicability
Regionorsub‐region:thegeographicalextentoftheairspaceofapplicationshouldbelargeenough;significantbenefitsarisewhenthedynamicroutescanapplyacrossflightinformationregion(FIR)boundariesratherthanimposingtraffictocrossboundariesatfixedpredefinedpoints.
Benefits
Capacity: Theavailabilityofagreatersetofroutingpossibilitiesallowsforreductionofpotentialcongestionontrunkroutesandatbusycrossingpoints.Thisinturnallowsforreductionofcontrollerworkloadbyflight.
Freeroutingsnaturallyspreadstrafficintheairspaceandthepotentialinteractionsbetweenflights,butalsoreducesthe“systematization”offlowsandthereforemayhaveanegativecapacityeffectindenseairspaceifitisnotaccompaniedbysuitableassistance.
Reducedroutespacingmeansreducedconsumptionofairspacebytheroutenetworkandagreaterpossibilitytomatchitwithflows.
Efficiency: Trajectoriesclosertotheindividualoptimumbyreducingconstraintsimposedbypermanentdesignand/orbythevarietyofaircraftbehaviours.InparticulartheModulewillreduceflightlengthandrelatedfuelburnandemissions.
ThepotentialsavingsareasignificantproportionoftheATM‐relatedinefficiencies.Wherecapacityisnotanissue,fewersectorsmayberequiredasthespreadingoftrafficorbetterroutingsshouldreducetheriskofconflicts.
Easierdesignofhigh‐leveltemporarysegregatedairspace(TSAs).
Environment: Fuelburnandemissionswillbereduced;however,theareawhereemissionsandcontrailswillbeformedmaybelarger.
Flexibility: Choiceofroutingbytheairspaceuserwouldbemaximized.Airspacedesignerswouldalsobenefitfromgreaterflexibilitytodesignroutesthatfitthenaturaltrafficflows.
Cost: Thebusinesscaseoffreeroutinghasprovedtobepositiveduetothebenefitsthatflightscanobtainintermsofbetterflightefficiency(betterroutesandverticalprofiles;betterandtacticalresolutionofconflicts).
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B1‐NOPS EnhancedFlowPerformancethroughNetworkOperationalPlanning
Introducesenhancedprocessestomanageflowsorgroupsofflightsinordertoimproveoverallflow.Theresultingincreasedcollaborationamongstakeholdersinreal‐time,regardinguserpreferencesandsystemcapabilitieswillresultinbetteruseofairspacewithpositiveeffectsontheoverallcostofATM.
Applicability
Regionorsub‐regionformostapplications;specificairportsincaseofinitialuserdrivenprioritizationprocess(UDPP).ThisModuleismoreparticularlyneededinareaswiththehighesttrafficdensity.However,thetechniquesitcontainswouldalsobeofbenefittoareaswithlessertraffic,subjecttothebusinesscase.
Benefits
Capacity: BetteruseofairspaceandATMnetwork,withpositiveeffectsontheoverallcostefficiencyofATM.OptimizationofDCBmeasuresbyusingassessmentofworkload/complexityasacomplementtocapacity.
Efficiency: Reductionofflightpenaltiessupportedbyairspaceusers.
Environment: SomeminorimprovementisexpectedcomparedtotheModule’sbaseline.
Safety: TheModuleisexpectedtofurtherreducethenumberofsituationswherecapacityoracceptableworkloadwouldbeexceeded.
Predictability: Airspaceusershavegreatervisibilityandsayonthelikelihoodtorespecttheirscheduleandcanmakebetterchoicesbasedontheirpriorities.
Cost: Thebusinesscasewillbearesultofthevalidationworkbeingundertaken.
B1‐ASEP IncreasedCapacityandEfficiencythroughIntervalManagement
Intervalmanagement(IM)improvestheorganizationoftrafficflowsandaircraftspacing.Thiscreatesoperationalbenefitsthroughprecisemanagementofintervalsbetweenaircraftwithcommonormergingtrajectories,thusmaximizingairspacethroughputwhilereducingATCworkloadalongwithmoreefficientaircraftfuelburnreducingenvironmentalimpact.
Applicability
En‐routeandterminalareas.
Benefits
Capacity: Consistent,lowvariancespacingbetweenpairedaircraft(e.g.attheentrytoanarrivalprocedureandonfinalapproach)resultinginreducedfuelburn.
Efficiency: Earlyspeedadvisoriesremovingrequirementforlaterpath‐lengthening.Continuedoptimizedprofiledescents(OPDs)inmediumdensityenvironmentsexpectedtoallowOPDswhendemand<=70%.Resultinginreducedholdingtimesandflighttimes.
Environment: Reducedemissionsduetoreducedspacingsandoptimizedprofiles.
Safety: ReducedATCinstructionsandworkloadwithoutunacceptableincreaseinflightcrewworkload.
Cost: LaboursavingsduetoreducedATCworkload.
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B1‐SNET Ground‐basedSafetyNetsonApproach
Enhancessafetybyreducingtheriskofcontrolledflightintoterrainaccidentsonfinalapproachthroughtheuseofanapproachpathmonitor(APM).APMwarnsthecontrollerofincreasedriskofcontrolledflightintoterrainduringfinalapproaches.Themajorbenefitisasignificantreductionofthenumberofmajorincidents.
Applicability
ThisModulewillincreasesafetybenefitsduringfinalapproachparticularlywhereterrainorobstaclesrepresentsafetyhazards.Benefitsincreaseastrafficdensityandcomplexityincrease.
Benefits
Safety: Significantreductionofthenumberofmajorincidents.
Cost: ThebusinesscaseforthiselementisentirelymadearoundsafetyandtheapplicationofALARP(aslowasreasonablypracticable)inriskmanagement.
PerformanceImprovementArea4:EfficientFlightPaths
B1‐CDOImprovedFlexibilityandEfficiencyinDescentProfiles(CDOs)usingVNAV
Enhancesverticalflightpathprecisionduringdescent,arrival,andenablesaircrafttoflyanarrivalprocedurenotreliantonground‐basedequipmentforverticalguidance.Themainbenefitishigherutilizationofairports,improvedfuelefficiency,increasedsafetythroughimprovedflightpredictabilityandreducedradiotransmission,andbetterutilizationofairspace.
Applicability
Terminalarrivalanddepartureprocedures.
Benefits
Capacity: PBNwithVNAVallowsforaddedaccuracyinacontinuousdescentoperation(CDO).Thiscapabilityallowsforthepotentialtoexpandtheapplicationsofstandardterminalarrivalanddepartureproceduresforimprovedcapacityandthroughput,andimprovetheimplementationofprecisionapproaches.
Efficiency: Enablinganaircrafttomaintainaverticalpathduringdescentallowsfordevelopmentofverticalcorridorsforarrivinganddepartingtrafficthusincreasingtheefficiencyoftheairspace.Additionally,VNAVpromotestheefficientuseofairspacethroughtheabilityforaircrafttoflyamorepreciselyconstraineddescentprofileallowingthepotentialforfurtherreducedseparationandincreasedcapacity.
Environment: Reducedfuelburnsfrommoreaccurateprecisiondescentsresultsinloweremissions.
Safety: Precisealtitudetrackingalongaverticaldescentpathleadstoimprovementsinoverallsystemsafety.
Predictability: VNAVallowsforenhancedpredictabilityofflightpathswhichleadstobetterplanningofflightsandflows.
Cost: VNAVallowsforreducedaircraftlevel‐offs,resultinginfuelandtimesavings.
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B1‐TBOImprovedTrafficSynchronizationandInitialTrajectory‐basedOperation
Improvesthesynchronizationoftrafficflowsaten‐routemergingpointsandtooptimizetheapproachsequencethroughtheuseof4DTRADcapabilityandairportapplications,e.g.D‐TAXI.
Applicability
Requiresgoodsynchronizationofairborneandgrounddeploymenttogeneratesignificantbenefits,inparticulartothoseequipped.Benefitincreaseswithsizeofequippedaircraftpopulationintheareawheretheservicesareprovided.
Benefits
Capacity: Positivelyaffectedbecauseofthereductionofworkloadassociatedtotheestablishmentofthesequenceclosetotheconvergencepointandrelatedtacticalinterventions.Positivelyaffectedbecauseofthereductionofworkloadassociatedtothedeliveryofdepartureandtaxiclearances.
Efficiency: IncreasedbyusingtheaircraftRTAcapabilityfortrafficsynchronizationplanningthroughen‐routeandintoterminalairspace.‘Closedloop’operationsonRNAVproceduresensurecommonairandgroundsystemawarenessoftrafficevolutionandfacilitateitsoptimization.Flightefficiencyisincreasedthroughproactiveplanningoftopofdescent,descentprofileanden‐routedelayactions,andenhancedterminalairspacerouteefficiency.
Environment: Moreeconomicandenvironmentallyfriendlytrajectories,inparticularabsorptionofsomedelays.
Safety: Safetyat/aroundairportsbyareductionofthemisinterpretationsanderrorsintheinterpretationofthecomplexdepartureandtaxiclearances.
Predictability: IncreasedpredictabilityoftheATMsystemforallstakeholdersthroughgreaterstrategicmanagementoftrafficflowbetweenandwithinFIRsen‐routeandterminalairspaceusingtheaircraftRTAcapabilityorspeedcontroltomanageagroundCTA.Predictableandrepeatablesequencingandmetering.“Closedloop”operationsonRNAVproceduresensuringcommonairandgroundsystemawarenessoftrafficevolution.
Cost: Establishmentofthebusinesscaseisunderway.ThebenefitsoftheproposedairportserviceswerealreadydemonstratedintheEUROCONTROLCASCADEProgramme.
B1‐RPAS InitialIntegrationofRemotelyPilotedAircraft(RPA)intoNon‐segregatedAirspace
Implementationofbasicproceduresforoperatingremotelypilotedaircraft(RPA)innon‐segregatedairspace,includingdetectandavoid.
Applicability
AppliestoallRPAoperatinginnon‐segregatedairspaceandataerodromes.Requiresgoodsynchronizationofairborneandgrounddeploymenttogeneratesignificantbenefits,inparticulartothoseabletomeetminimumcertificationandequipmentrequirements.
Benefits
AccessandEquity: Limitedaccesstoairspacebyanewcategoryofusers.
Safety: Increasedsituationalawareness;controlleduseofaircraft.
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Cost: ThebusinesscaseisdirectlyrelatedtotheeconomicvalueoftheaviationapplicationssupportedbyRPAs.
Block2TheModulescomprisingBlock2areintendedtobeavailablein2023andmustsatisfyoneofthefollowingcriteria:
a) RepresentanaturalprogressionfromtheprecedingModuleinBlock1.
b) Supporttherequirementsoftheoperatingenvironmentin2023.
PerformanceImprovementArea1:AirportOperations
B2‐WAKE AdvancedWakeTurbulenceSeparation(Time‐based)
Theapplicationoftime‐basedaircraft‐to‐aircraftwakeseparationminimaandchangestotheprocedurestheANSPusestoapplywakeseparationminima.
Applicability
Mostcomplex–establishmentoftime‐basedseparationcriteriabetweenpairsofaircraftextendstheexistingvariabledistancere‐categorizationofexistingwaketurbulenceintoaconditionsspecifictime‐basedinterval.Thiswilloptimizetheinter‐operationwaittimetotheminimumrequiredforwakedisassociationandrunwayoccupancy.Runwaythroughputisincreasedasaresult.
B2‐SURF OptimizedSurfaceRoutingandSafetyBenefits(A‐SMGCSLevel3‐4andSVS)
Toimproveefficiencyandreducetheenvironmentalimpactofsurfaceoperations,evenduringperiodsoflowvisibility.Queuingfordeparturerunwaysisreducedtotheminimumnecessarytooptimizerunwayuseandtaxitimesarealsoreduced.Operationswillbeimprovedsothatlowvisibilityconditionshaveonlyaminoreffectonsurfacemovement.
Applicability
Mostapplicabletolargeaerodromeswithhighdemand,astheUpgradesaddressissuessurroundingqueuingandmanagementandcomplexaerodromeoperations.
B2‐RSEQ LinkedArrivalManagementandDepartureManagement(AMAN/DNAM)
IntegratedAMAN/DMANtoenabledynamicschedulingandrunwayconfigurationtobetteraccommodatearrival/departurepatternsandintegratearrivalanddeparturemanagement.TheModulealsosummarizesthebenefitsofsuchintegrationandtheelementsthatfacilitateit.
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Runwaysandterminalmanoeuvringareainmajorhubsandmetropolitanareaswillbemostinneedoftheseimprovements.TheimplementationofthisModuleisleastcomplex.SomelocationsmighthavetoconfrontenvironmentalandoperationalchallengesthatwillincreasethecomplexityofdevelopmentandimplementationtechnologyandprocedurestorealizethisBlock.InfrastructureforRNAP/RNProutesneedtobeinplace.
PerformanceImprovementArea2:GloballyInteroperableSystemsandData
B2‐FICEImprovedCoordinationthroughMulti‐entreGround‐GroundIntegration(FFICE,Step1andFlightObject,SWIM)
FF‐ICEsupportingtrajectory‐basedoperationsthroughexchangeanddistributionofinformationformulti‐centreoperationsusingflightobjectimplementationandinteroperability(IOP)standards.ExtensionofuseofFF‐ICEafterdeparture,supportingtrajectory‐basedoperations.NewsysteminteroperabilitySARPstosupportthesharingofATMservicesinvolvingmorethantwoairtrafficserviceunits(ATSUs).
Applicability
Applicabletoallgroundstakeholders(ATS,airports,airspaceusers)inhomogeneousareas,potentiallyglobal.
B2‐SWIM EnablingAirborneParticipationinCollaborativeATMthroughSWIM
ThisallowstheaircrafttobefullyconnectedasaninformationnodeinSWIM,enablingfullparticipationincollaborativeATMprocesseswithexchangeofdataincludingmeteorology.Thiswillstartwithnon‐safetycriticalexchangessupportedbycommercialdatalinks.
Applicability
Long‐termevolutionpotentiallyapplicabletoallenvironments.
PerformanceImprovementArea3:OptimumCapacityandFlexibleFlights
B2‐NOPS IncreasedUserInvolvementintheDynamicUtilizationoftheNetwork
CDMapplicationssupportedbySWIMthatpermitairspaceuserstomanagecompetitionandprioritizationofcomplexATFMsolutionswhenthenetworkoritsnodes(airports,sector)nolongerprovideenoughcapacitytomeetuserdemands.ThisfurtherdevelopstheCDMapplicationsbywhichATMwillbeabletooffer/delegatetotheuserstheoptimizationofsolutionstoflowproblems.Benefitsincludeanimprovementintheuseofavailablecapacityandoptimizedairlineoperationsindegradedsituations.
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Applicability
Regionorsub‐region.
B2‐ASEP AirborneSeparation(ASEP)
Creationofoperationalbenefitsthroughtemporarydelegationofresponsibilitytotheflightdeckforseparationprovisionwithsuitablyequippeddesignatedaircraft,thusreducingtheneedforconflictresolutionclearanceswhilereducingATCworkloadandenablingmoreefficientflightprofiles.Theflightcrewensuresseparationfromsuitablyequippeddesignatedaircraftascommunicatedinnewclearances,whichrelievethecontrolleroftheresponsibilityforseparationbetweentheseaircraft.However,thecontrollerretainsresponsibilityforseparationfromaircraftthatarenotpartoftheseclearances.
Applicability
Thesafetycaseneedstobecarefullydoneandtheimpactoncapacityisstilltobeassessedincaseofdelegationofseparationforaparticularsituationimplyingnewregulationonairborneequipmentandequipagerolesandresponsibilities(newprocedureandtraining).FirstapplicationsofASEPareenvisagedinOceanicairspaceandinapproachforclosely‐spacedparallelrunways.
B2‐ACAS NewCollisionAvoidanceSystem
Implementationoftheairbornecollisionavoidancesystem(ACAS)adaptedtotrajectory‐basedoperationswithimprovedsurveillancefunctionsupportedbyADS‐Bandadaptivecollisionavoidancelogicaimingatreducingnuisancealertsandminimizingdeviations.
Theimplementationofanewairbornecollisionwarningsystemwillenablemoreefficientoperationsandfutureairspaceprocedureswhilecomplyingwithsafetyregulations.Thenewsystemwillaccuratelydiscriminatebetweennecessaryalertsand“nuisancealerts”.Thisimproveddifferentiationwillleadtoareductionincontrollerworkloadaspersonnelwillspendlesstimetorespondto“nuisancealerts”.Thiswillresultinareductionintheprobabilityofanearmid‐aircollision.
Applicability
Safetyandoperationalbenefitsincreasewiththeproportionofequippedaircraft.Thesafetycaseneedstobecarefullydone.
PerformanceImprovementArea4:EfficientFlightPaths
B2‐CDO ImprovedFlexibilityandEfficiencyinDescentProfiles(CDOs)UsingVNAV,RequiredSpeedandTimeatArrival
Akeyemphasisisontheuseofarrivalproceduresthatallowtheaircrafttoapplylittleornothrottleinareaswheretrafficlevelswouldotherwiseprohibitthisoperation.ThisBlockwillconsiderairspacecomplexity,airtrafficworkload,andproceduredesigntoenableoptimizedarrivalsindenseairspace.
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Global,highdensityairspace(basedontheUnitedStatesFAAprocedures).
B2‐RPAS RemotelyPilotedAircraft(RPA)IntegrationinTraffic
Continuingtoimprovetheremotelypilotedaircraft(RPA)accesstonon‐segregatedairspace;continuingtoimprovetheremotelypilotedaircraftsystem(RPAS)approval/certificationprocess;continuingtodefineandrefinetheRPASoperationalprocedures;continuingtorefinecommunicationperformancerequirements;standardizingthecommandandcontrol(C2)linkfailureproceduresandagreeingonauniquesquawkcodeforC2linkfailure;andworkingondetectandavoidtechnologies,toincludeautomaticdependentsurveillance–broadcast(ADS‐B)andalgorithmdevelopmenttointegrateRPAintotheairspace.
Applicability
AppliestoallRPAoperatinginnon‐segregatedairspaceandataerodromes.Requiresgoodsynchronizationofairborneandgrounddeploymenttogeneratesignificantbenefits,inparticulartothoseabletomeetminimumcertificationandequipmentrequirements.
Block3TheModulescomprisingBlock3,intendedtobeavailableforimplementationin2028,mustsatisfyatleastoneofthefollowingcriteria:
a) RepresentanaturalprogressionfromtheprecedingModuleinBlock2.
b) Theywillsupporttherequirementsoftheoperatingenvironmentin2028.
c) Representanend‐stateasenvisagedintheGlobalATMOperationalConcept.
PerformanceImprovementArea1:AirportOperations
B3‐RSEQ IntegrationAMAN/DMAN/SMAN
ThisModuleincludesabriefdescriptionofintegratedarrival,en‐route,surface,anddeparturemanagement.
Applicability
Runwaysandterminalmanoeuvringareainmajorhubsandmetropolitanareaswillbemostinneedoftheseimprovements.ComplexityinimplementationofthisBlockdependsonseveralfactors.SomelocationsmighthavetoconfrontenvironmentalandoperationalchallengesthatwillincreasethecomplexityofdevelopmentandimplementationoftechnologyandprocedurestorealizethisBlock.InfrastructureforRNAP/RNProutesneedtobeinplace.
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PerformanceImprovementArea2:GloballyInteroperableSystemsandData
B3‐FICEImprovedOperationalPerformancethroughtheIntroductionofFullFF‐ICE
DataforallrelevantflightssystematicallysharedbetweentheairandgroundsystemsusingSWIMinsupportofcollaborativeATMandtrajectory‐basedoperations.
Applicability
Airandground.
PerformanceImprovementArea3:OptimumCapacityandFlexibleFlights
B3‐AMET EnhancedOperationalDecisionsthroughIntegratedMeteorologicalInformation(Near‐termandImmediateService)
TheaimofthisModuleistoenhanceglobalATMdecisionmakinginthefaceofhazardousmeteorologicalconditionsinthecontextofdecisionsthatshouldhaveanimmediateeffect.ThisModulebuildsupontheinitialinformationintegrationconceptandcapabilitiesdevelopedunderB1‐AMET.Keypointsarea)tacticalavoidanceofhazardousmeteorologicalconditionsinespeciallythe0‐20minutetimeframe;b)greateruseofaircraftbasedcapabilitiestodetectmeteorologicalparameters(e.g.turbulence,winds,andhumidity);andc)displayofmeteorologicalinformationtoenhancesituationalawareness.ThisModulealsopromotesfurthertheestablishmentofstandardsfortheglobalexchangeoftheinformation.
Applicability
Applicabletoairtrafficflowplanning,en‐routeoperations,terminaloperations(arrival/departure)andsurface.AircraftequipageisassumedintheareasofADS‐BIN/CDTI,aircraftbasedmeteorologicalobservations,andmeteorologicalinformationdisplaycapabilities,suchasEFBs.
B3‐NOPS TrafficComplexityManagement
Introductionofcomplexitymanagementtoaddresseventsandphenomenathataffecttrafficflowsduetophysicallimitations,economicreasonsorparticulareventsandconditionsbyexploitingthemoreaccurateandrichinformationenvironmentofSWIM‐basedATM.Benefitswillincludeoptimizedusageandefficiencyofsystemcapacity.
Applicability
Regionalorsub‐regional.Benefitsareonlysignificantoveracertaingeographicalsizeandassumethatitispossibletoknowandcontrol/optimizerelevantparameters.Benefitsmainlyusefulinthehigherdensityairspace.
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PerformanceImprovementArea4:EfficientFlightPaths
B3‐TBO Full4DTrajectory‐basedOperations
Thedevelopmentofadvancedconceptsandtechnologies,supportingfourdimensionaltrajectories(latitude,longitude,altitude,time)andvelocitytoenhanceglobalATMdecisionmaking.Akeyemphasisisonintegratingallflightinformationtoobtainthemostaccuratetrajectorymodelforgroundautomation.
Applicability
Applicabletoairtrafficflowplanning,en‐routeoperations,terminaloperations(approach/departure),andarrivaloperations.Benefitsaccruetobothflowsandindividualaircraft.Aircraftequipageisassumedintheareasof:ADS‐BIN/CDTI;datacommunicationandadvancednavigationcapabilities.Requiresgoodsynchronizationofairborneandgrounddeploymenttogeneratesignificantbenefits,inparticulartothoseequipped.Benefitincreaseswithsizeofequippedaircraftpopulationintheareawheretheserviceareprovided.
B3‐RPAS RemotelyPilotedAircraft(RPA)TransparentManagement
Continuingtoimprovethecertificationprocessforremotelypilotedaircraft(RPA)inallclassesofairspace,workingondevelopingareliablecommandandcontrol(C2)link,developingandcertifyingairbornedetectandavoid(ABDAA)algorithmsforcollisionavoidance,andintegrationofRPAintoaerodromeprocedures.
Applicability
AppliestoallRPAoperatinginnon‐segregatedairspaceandataerodromes.Requiresgoodsynchronizationofairborneandgrounddeploymenttogeneratesignificantbenefits,inparticulartothoseabletomeetminimumcertificationandequipmentrequirements.
-83-
Appendix3:HyperlinkedOnlineSupportDocumentation
The2013–2028GANPcontainsorissupportedbypolicyandtechnicalinformationthatcanbeusedateveryleveloftheaviationcommunity.ThisincludestechnicalprovisionsdescribingtheASBUModulesandthetechnologyroadmaps,trainingandpersonnelconsiderations,cooperativeorganizationalaspects,cost‐benefitanalysesandfinancingconcerns,environmentalprioritiesandinitiatives,andintegratedplanningsupport.
Thesedynamicand‘living’GANPsupportcomponentswillbehyperlinkedasonlinePDFsontheICAOpublicwebsitethroughoutthe2013–2028applicabilityperiod.
UndertheauthorityoftheICAOCouncilandAssembly,theGANP’swideavailability,accuracy,andreview/updateprocessesnowprovideICAOMemberStatesandindustrystakeholderswiththeconfidencethattheplancanandwillbeusedeffectivelytodirectrelevantdevelopmentsandimplementationsasrequiredtoachieveglobalATMinteroperability.
HyperlinkedOnlineTechnicalSupportProvisions
TheGANP’sASBUmethodologyandsupportingtechnologyroadmapsarehyperlinkedtocomprehensivetechnicalmaterialsthatcomprisetheessentialrationalesandcharacteristicsoftheGANP.ThesematerialshavebeendevelopedthroughICAOConferencesandSymposia,inadditiontodedicatedpanelsandworkinggroups,allofwhichhavefeaturedtheactiveandwide‐rangingparticipationofStateandindustryexperts.
ThetechnicalsupportattachmentsoftheGANPcanbeaccessedthroughthemainPDFdocumentasshownbelow:
-84- Fig.11:MappingofthehyperlinkedtechnicalcontentsupportingtheASBUModulesandtechnologyroadmaps.
-85-
LinkagewithThirdEditionGANP
Althoughtheyintroduceanewplanningframeworkwithincreaseddefinitionandbroadtimelines,theGANP’sBlockUpgradesareconsistentwiththeThirdEditionoftheGANP’splanningprocessencompassingnear‐term,mid‐termandlong‐termglobalplaninitiatives(GPIs).ThisconsistencyhasbeenretainedtoensurethesmoothtransitionfromtheformerplanningmethodologytotheBlockUpgradeapproach.
OneofthecleardistinctionsbetweentheThirdEditionGANPandnewFourthEditionGANPisthattheconsensus‐drivenASBUmethodologynowprovidesmoreprecisetimelinesandperformancemetrics.
Thispermitsthealignmentofplanningonconcrete,sharedoperationalimprovementsthatarereferencedtotheGPIsinthethirdeditionoftheGANPinordertopreserveplanningcontinuity.
InadditiontothecomprehensiveonlinetechnicalcontentsupportingtheASBUModulesandtechnologyroadmaps,ICAOhasalsopostedessentialbackgroundguidancematerialsthatwillassistStatesandstakeholderswithmattersofpolicy,planning,implementationandreporting.
AlargeamountofthiscontenthasbeenderivedfromtheappendicesintheThirdEditionoftheGANP,asillustratedinthetablebelow:
-86- Fig.12:OnlineDocumentationSupportingPolicy,Planning,ImplementationandReporting.Thefarrightcolumnindicatescontinuitytie‐inswiththematerialintheAppendicesoftheThirdEditionoftheGANP.
GANP Content Type Policy Planning Implementation Reporting
Hyperlinked Online Supporting Documentation Financing & Investment Ownership & Governance Models Legal Considerations Environmental Benefits Integrated ATM Planning Module Technical Provisions Environmental Benefits Skilled Personnel & Training ICAO SARP/PANS Outlook Air Navigation Report Form PIRG Organizational Structures
Reference from GANP Third Edition Appendixes E,F,G Appendix G Appendix C Appendix H Appendixes A, I GPIs Appendix H Appendix B
-87-
Appendix4:FrequencySpectrumConsiderations
Frequencyspectrumavailabilityhasalwaysbeencriticalforaviationandisexpectedtobecomeevenmorecriticalwiththeimplementationofnewtechnologies.Inadditiontothefivetechnologyroadmapspertainingtocommunication,navigation,surveillance(CNS),informationmanagement(IM)andavionics,aglobalaviationspectrumstrategyforthenear‐,medium‐andlong‐termmustsupportimplementationoftheGANP.
Along‐termstrategyforestablishingandpromotingtheICAOpositionforInternationalTelecommunicationUnionWorldRadiocommunicationConferences(ITUWRCs)wasadoptedbytheICAOCouncilin2001.ThestrategyprescribesthedevelopmentofanICAOpositionontheindividualissuesdetailedintheagendaofanupcomingWRC,developedinconsultationwithallICAOMemberStatesandrelevantinternationalorganizations.ThestrategyalsoincludesadetailedICAOpolicyontheuseofeachandeveryaeronauticalfrequencyband.Thepolicyisapplicabletoallfrequencybandsusedforaeronauticalsafetyapplications.AnoverallpolicyandasetofindividualpolicystatementsforeachaviationfrequencybandcanbefoundinChapter7oftheHandbookonRadioFrequencySpectrumRequirementsforCivilAviation,includingtheStatementofApprovedICAOPolicies(Doc9718).
BoththepositionandthepolicyareupdatedaftereachWRCandapprovedbytheICAOCouncil.ThestrategyfordevelopingthepositionandpolicycanpresentlybefoundinAttachmentEtoDoc9718.
TheICAOpositionandpolicyfortheITUWRChorizonextendsbeyondthe15‐yeartimeframeofthecurrentGANPandanticipatesthedevelopmentofthefutureaviationsystem.However,basedontheoutcomeofWRC12,theASBUModulesandthetechnologyroadmaps,anupdateofthestrategyforfrequencyspectrumwillbemanagedbyICAOtoanticipatechangesanddefinesafemechanismsforredundancybetweenessentialcomponentsofthefutureAirNavigationsystem.
FutureAviationSpectrumAccess
Duetotheconstraintsspecifictofrequencyallocationssuitabletosupportsafety‐of‐lifecriticalservices,littlegrowthisforeseenintheoverallsizeofaeronauticalallocationsinthelongerterm.However,itisvitalthatconditionsremainstableintheexistingfrequencybands,tosupportcontinuedandinterferencefreeaccesstosupportcurrentaeronauticalsafetysystemsforaslongasrequired.
Similarly,itisvitaltomanagethelimitedaviationspectrumresourceinamannerwhicheffectivelysupportstheintroductionofnewtechnologieswhenavailable,inlinewiththeASBUModulesandthetechnologyroadmaps.
Inthelightofeverincreasingpressureonthefrequencyspectrumresourceasawhole,includingaeronauticalfrequencyspectrumallocations,itisimperativethatcivilaviationauthoritiesandotherstakeholdersnotonlycoordinatetheaviationpositionwiththeirState’sradioregulatoryauthorities,butalsoactivelyparticipateintheWRCprocess.
FrequencyspectrumwillremainascarceandessentialresourceforAirNavigationasmanyBlockUpgradeswillrequireincreasedair‐grounddatasharingandenhancednavigationandsurveillancecapabilities.
-88-
Appendix5:TechnologyRoadmaps
TheroadmapsillustratedinthisAppendixhavebeendesignedtodepict:
a) NewandlegacytechnologiesneededtosupporttheblockModules:
1) Modulesthatrequirethetechnologyareshowninblack.
2) Modulesthataresupportedbythetechnologyareshowningrey.
b) ThedatebywhichatechnologyisneededtosupportablockanditsModules.
c) Theavailabilityofatechnology(ifitprecedestheblock).
Foreaseofreference,CNS,IMandavionicsroadmapshavebeendividedonthefollowingbasis:
a) Communication:
1) Air‐grounddatalinkcommunication.
2) Ground‐groundcommunication.
3) Air‐groundvoicecommunication.
b) Surveillance:
1) Surfacesurveillance.
2) Ground‐basedsurveillance.
3) Air‐to‐airsurveillance.
c) Navigation:
1) Dedicatedtechnology.
2) Performance‐basednavigation.
d) InformationManagement.
1) SWIM
2) Other
e) Avionics:
1) Communications.
2) Surveillance.
3) Navigation.
4) Aircraftsafetynets.
5) Onboardsystems.
-89-
Fig.13:ExplanationofTechnologyRoadmapformat.
Communication
Air‐grounddatalinkservicesfallintotwobasiccategories:
• Safety‐relatedATSserviceswhereperformancerequirements,procedures,servicesandsupportingtechnologyarestrictlystandardizedandregulated,
• Information‐relatedserviceswhereperformancerequirements,proceduresandsupportingtechnologyarelesscritical.
Ingeneral,theenablers(linkmediatechnologies)willbedevelopedanddeployedbasedontheneedtosupportsafety‐relatedATSservices.
ToprepareforBlock3,researchanddevelopmentisneededintheBlocks1and2timeframes;therearethreeareasofinvestigationwherestandardsarebeingdeveloped:
• Airports–aground‐basedhighcapacityairportsurfacedatalinksystemiscurrentlyunderdevelopment.TheAeronauticalMobileAirportCommunicationsSystem(AeroMACS)isbasedonIEEE802.16/WiMAXstandard).
• SATCOM–anewsatellitebaseddatalinksystemtargetedatoceanicandremoteregions.Thislinkmayalsobeusedincontinentalregionsasacomplementtoterrestrialsystems.ThiscouldbeadedicatedATSSATCOM(e;g;EuropeanESAIrisinitiative)systemoramulti‐modecommercialsystem(e.g.InmarsatSwiftBroadband,Iridium).
• Terrestrial(terminalanden‐route)–aground‐baseddatalinksystemforcontinentalairspaceiscurrentlyunderinvestigation.ThishasbeentermedtheaeronauticalL‐banddigitalaeronauticalcommunicationssystem(LDACS).
Technology Area Modules Technology Supporting Modules Date of Technology Availability (Earliest possible implementation) Date when Technology Needed for Block
-90- Inaddition,studiesareneededtoa)reviewtheroleofvoicecommunicationsinthelong‐termconcept(primarilydatacentric);andtob)considertheneedtodevelopanewappropriatedigitalvoicecommunicationsystemforcontinentalairspace.
Roadmap1‐intheBlock0timeframe:
Enablers:
• Aviationwillrelyonexistingcommunicationssystems,i.e.VHFACARSandVDLMode2/ATNincontinentalareas.
• VHFACARSwillbetransitionedtowardsVDLMode2AOA(i.e.providinghigherbandwidth)sinceVHFchannelshavebecomeaveryscarceresourceinseveralregionsoftheworld.
• SATCOMACARSwillcontinuetobeusedinOceanicandremoteregions.
Services:
• DatalinkserviceimplementationisunderwayinOceanic,En‐RouteairspaceandatmajorAirports(FANS1/Aand/orICAOATNbased–ATNB1).Today’sdatalinkserviceimplementationstodayarebasedondifferentstandards,technologyandoperationalprocedures,althoughtherearemanysimilarities.ThereisaneedtoconvergequicklytoacommonapproachbaseduponICAOapprovedstandards.Thecommonglobalguidancematerialcontinuestobedeveloped,namelythe“GlobalOperationalDataLinkDocument”‐GOLD.
• Informationservicessuchasairlineoperationalcommunications(AOC)arecarriedbyaircraftforcommunicationwithairlinecompanyhostcomputers.Theair‐groundcommunicationsmedia(suchasVDLMode2)aresharedwiththesafetyrelatedservicesduetocostandavionicslimitations.
Roadmap1‐intheBlocks1and2timeframe:
Enablers:
• ATSserviceswillcontinuetoexploitexistingtechnologytomaximizereturnoninvestment,henceVDLMode2/ATNwillcontinuetobeusedforconvergeddatalinkservicesincontinentalareas.Newserviceprovidersmayenterthemarket(mainlyforserviceinoceanicandremoteareas),providedtheymeettheATSservicerequirements.
• AOCmaybegintomigratetowardsnewtechnologiesatairportsandintheen‐routeenvironment(e.g.AeroMACSatairportsandexistingcommercialtechnologylike4Gelsewhere)astheybecomecommerciallyattractive.Thismayalsoapplytosomeinformation‐basedATS.
• VHFACARSwillbephasedoutgivingwaytoVDLMode‐2.
• HFACARSwillalsobephasedoutanditseemslogicalthattheaeronauticaltelecommunicationnetwork(ATN)willbeadaptedtosupportHFdatalink.
-91-
Services:
• Animportantgoalistoharmonizetheregionaldatalinkimplementationsthroughacommontechnicalandoperationalstandard,applicabletoallflightregionsintheworld.TheRTCASC214andEUROCAEWG78havebeenestablishedtodevelopcommonsafety,performanceandinteroperabilitystandardsforthisnextgenerationofATSdatalinkservices(ATNB2)forbothcontinentalandOceanicandremoteregions.TheseStandards,supportedbyvalidationresults,willbereadybytheendof2013,tobefollowedbyacomprehensivevalidationphaseandwillbeavailableforimplementationinsomeregionsfrom2018.Thesestandardswillformthebasisofdatalinkservicesforthelongtermandwillsupportthemovetowardstrajectorybasedoperations.
• Asavionicsevolve,newhighvolumeinformationservicessuchasweatheradvisories,mapupdatesetc.willbecomepossible.Theseservicescouldtakeadvantageofnewcommunicationtechnologythatcouldbedeployedatsomeairportsandinsomeen‐routeairspace,thismaybeseenasthebeginningofair‐groundSWIM.ThesenewdatalinkservicescouldbeeitherAOCorATS.Inmanycasesthesewillnotneedthesamelevelsofperformanceasstrictlysafety‐relatedATSservicesandcouldthereforemakeuseofcommerciallyavailablemobiledataservices,thusreducingtheloadontheinfrastructuresupportingthesafety‐relatedATSservices.
Roadmap1‐intheBlock3timeframe:
Enablers
• Datalinkwillbecometheprimarymeansofcommunication.Insuchadata‐centricsystem,voicewillbeusedonlyinexceptional/emergencysituations;increaseddatalinkperformance,availabilityandreliability,supportinggreaterlevelsofsafetyandcapacity.
• ForOceanicandremoteregions,itisexpectedthatthemigrationfromHFtoSATCOMwillbecompletedbytheBlock3timeframe.
Services:
• theATMTargetConceptisa‘net‐centric’operationbasedonfull4Dtrajectorymanagementwithdatalink(basedonATNBaseline2)usedastheprimemeansofcommunication,replacingvoiceduetoitsabilitytohandlecomplexdataexchanges.Insuchadata‐centricsystem,voicewillbeusedonlyinexceptional/emergencysituations.
Fullair‐groundSWIMserviceswillbeusedtosupportadvanceddecisionmakingandmitigation.SWIMwillallowaircrafttoparticipateincollaborativeATMprocessesandprovideaccesstorichvoluminousdynamicdataincludingmeteorology.Commercialinformation‐basedservicestocompaniesandpassengersmayalsobeimplementedusingthesametechnology.
-92- Roadmap1:
Domain: Communication
Component(s): Air‐groundDataCommunication
‐Enablers(LinkMediaTechnology)
‐Services
-93-
Roadmap2‐intheBlock0timeframe:
Enablers:
• IPnetworkswillcontinuetobedeployed.ExistingIPV4systemswillbegraduallyreplacedbyIPV6.
• Untilnow,inter‐centrevoiceATMcommunicationsweremainlybasedonanalogue(ATS‐R2)anddigital(ATS‐QSIG)protocols.Amovehasbeguntoreplaceground‐groundvoicecommunicationswithvoiceoverIP(VoIP).
• Air‐GroundVoicecommunicationswillremainon25kHzVHFchannelsincontinentalregions(note:8.33kHzVHFvoicechannelswillcontinuetobedeployedinEurope).MigrationfromHFtoSATCOMinOceanicandremoteregionsisexpectedduringthistime.
Services:
• Twomajorground‐groundcommunicationsserviceswillbeinoperation:
‐ ATSmessagingoperatingoverAFTN/CIDINand/orAMHSinsomeareas.
‐ Airtrafficserviceinter‐facilitydatacommunications(AIDC)forflightco‐ordinationandtransfer.
• ATSmessagingisusedworldwideforthecom‐municationofflightplans,MET,NOTAMSetc.overAFTN/CIDINtechnology.MigrationtowardsAMHS(directory,storeandforwardservices)overIP(orusingATNinsomeregions)willprogressinallregions.
• AIDCisusedtoprovideinter‐centrecoordinationandtransferofaircraftbetweenadjacentairtrafficcontrolunits.Migrationfromlegacydatanetwork(e.g.X25)toIPdatanetworkisprogressinginvariousregions.
• ThebeginningsofSWIMwillstarttoappear.OperationalserviceswillbeofferedbysomeSWIMpioneerimplementationsoverIP,SurveillancedatadistributionandMETdatawillalsobedistributedoverIP.MigrationtoDigitalNOTAMwillstartinEuropeandtheU.S.
Roadmap2‐intheBlocks1and2timeframe:
Enablers:
• Traditionalground‐groundvoicecommunicationswillcontinuetomigratetoVoIP.Themigrationisexpectedtobecompletein2020.
• DigitalNOTAMandMET(usingtheAIXMandWXXMdataexchangeformats)willbewidelyimplementedoverIPnetworks.
• FIXMwillbeintroducedastheglobalstandardforexchangingflightdata.
• Toprepareforthelongterm,researchanddevelopmentisneededinthemediumtermfornewsatelliteandterrestrialbasedsystems.Voicecommunicationswillremainon25kHzVHFchannelsincontinentalregions(note:8.33kHzVHFvoicechannelsdeploymentinEurope).
-94- Services:
• ATSmessagingwillmigratetoAMHSsupportedbydirectoryfacilitiesthatwillincludesecuritymanagement.AIDCserviceswillfullymigratetowardsusingIPnetworks.
• Initial4Dair‐groundserviceswillrequireground‐groundinter‐centretrajectoryandclearanceco‐ordinationviaAIDCextensionsornewflightdataexchangescompatiblewiththeSWIMframework.
• SWIMSOAserviceswillmatureandexpandpublish/subscribeandrequest/replyservicesinparalleltothemoretraditionalmessagingservicesbasedonAMHSbutbothwillusetheIPnetwork.
Roadmap2‐intheBlock3timeframe:
Itisquitelikelythatfuturedigitalsystemswillbeusedtocarryvoice.Wheresatellitecommunicationsareused,itwillmostlikelybeviathesamesystemsusedtosupportair‐grounddatalink.Intheterrestrialenvironment,itisnotclearwhetherLDACSwillbeusedtocarrythistrafficoraseparatevoicesystemwillbeused.ThiswillneedtobethesubjectofR&DeffortsintheBlocks1and2timeframes.
-95-
Roadmap2:
Domain: Communication
Component(s): Ground‐groundcommunication Air‐groundvoicecommunication
‐Enablers ‐Enablers(LinkMediaTechnology)
‐Services
-96- Surveillance
Theimportanttrendsofthenext20yearswillbethat:
a) Differenttechniqueswillbemixedinordertoobtainthebestcostbenefitdependingonlocalconstraints.
b) Cooperativesurveillancewillusetechnologiescurrentlyavailableusing1030/1090MHzRFbands(SSR,Mode‐S,WAMandADS‐B).
c) Whilerefinementstocapabilitiesmaybeidentified,itisexpectedthatthesurveillanceinfrastructurecurrentlyforeseencouldmeetallthedemandsplaceduponit.
d) Theairbornepartofthesurveillancesystemwillbecomemoreimportantandshouldbe“futureproof”andgloballyinteroperableinordertosupportthevarioussurveillancetechniqueswhichwillbeused.
e) Therewillbegrowinguseofdownlinkedaircraftparametersbringingthefollowingadvantages:
1) Clearpresentationofcall‐signandlevel.
2) Improvedsituationalawareness.
3) Useofsomedown‐linkedaircraftparameters(DAPs)and25ftaltitudereportingtoimproveradartrackingalgorithms.
4) Displayofverticalstacklists.
5) Reductioninradiotransmission(controllerandpilot).
6) Improvemanagementofaircraftinstacks.
7) Reductionsinlevelbusts.
f) Functionalitywillmigratefromthegroundtotheair.
Roadmap3‐intheBlock0timeframe:
• Therewillbesignificantdeploymentofcooperativesurveillancesystems:ADS‐B,MLAT,WAM
• Groundprocessingsystemswillbecomeincreasinglysophisticatedastheywillneedtofusedatafromvarioussourcesandmakeincreasinguseofthedataavailablefromaircraft.
• Surveillancedatafromvarioussourcesalongwithaircraftdatawillbeusedtoprovidebasicsafetynetfunctions.
• ThebeginningsofSWIMwillstarttoappear.OperationalserviceswillbeofferedbysomeSWIMpioneerimplementationsoverIP,SurveillancedatadistributionandMETdatawillalsobedistributedoverIP.MigrationtoDigitalNOTAMwillstartinEuropeandtheU.S.
-97-
Roadmap3‐intheBlock1timeframe:
• Deploymentofcooperativesurveillancesystemswillexpand.
• Cooperativesurveillancetechniqueswillenhancesurfaceoperations.
• Additionalsafetynetfunctionsbasedonavailableaircraftdatawillbedeveloped.
• Itisexpectedthatmulti‐staticprimarysurveillanceradar(MPSR)willbeavailableforATSuseanditsdeploymentwillprovidesignificantcostsavings.
• Remoteoperationofaerodromesandcontroltowerswillrequireremotevisualsurveillancetechniques,providingSituationalawareness,thiswillbesupplementedwithgraphicaloverlayssuchastrackinginformation,weatherdata,visualrangevaluesandgroundlightstatusetc.
Roadmap3‐intheBlock2timeframe:
• ThetwindemandsofincreasedtrafficlevelsandreducedseparationwillrequireanimprovedformofADS‐B.
• Primarysurveillanceradarwillbeusedlessandlessasitisreplacedbycooperativesurveillancetechniques.
Roadmap3‐intheBlock3timeframe:
• CooperativesurveillancetechniqueswillbedominantasPSRusewillbelimitedtodemandingorspecializedapplications.
-98- Roadmap3:
Domain: Surveillance
Component(s): Ground‐basedsurveillance Surfacesurveillance
‐Enablers ‐Enablers
‐Capabilities ‐Capabilities
-99-
Roadmap4‐intheBlock0timeframe:
• BasicairbornesituationalawarenessapplicationswillbecomeavailableusingADS‐BIN/OUT(ICAOVersion2)
Roadmap4‐intheBlock1timeframe:
• Advancedsituationalawarenessapplicationswillbecomeavailable,againusingADS‐BIN/OUT(ICAOVersion2).
Roadmap4‐intheBlock2timeframe:
• ADS‐Btechnologywillbegintobeusedforbasicairborne(delegated)separation.
• ThetwindemandsofincreasedtrafficlevelsandreducedseparationwillrequireanimprovedformofADS‐B.
Roadmap4‐intheBlock3timeframe:
• TheADS‐BtechnologywhichsupportedBlock2willbeusedforlimitedself‐separationinremoteandoceanicairspace.
-100- Roadmap4:
Domain: Surveillance
Component(s): Air‐airsurveillance
‐Enablers
‐Capabilities
-101-
Navigation
NavigationconceptssuchasRNAV,RNPandPBNprovidearangeofoptionsfortheuseofnavigationtechnology.Astheseareverymuchdependentonlocalrequirements,thissectionwillprovideanarrativedescriptionoftheconsiderationsfortheuseofnavigationtechnology.
GNSSinfrastructure
GNSSisthecoretechnologythathasledtothedevelopmentofPBN.Itisalsothebasisforfutureimprovementsinnavigationservices.ThecorehistoricalconstellationsGPSandGLONASShavebeeninoperationsforwelloveradecade,andSARPsinsupportofaviationoperationsareinplace.Asaresult,aviationusageofGNSSiscurrentlywidespread.GPSandGLONASSarebeingupgradedtoprovideserviceonmultiplefrequencybands.Othercoreconstellations,namelytheEuropeanGalileoandChina’sBeidouarebeingdeveloped.Multi‐constellation,multi‐frequencyGNSShascleartechnicaladvantagesthatwillsupporttheprovisionofoperationalbenefits.Torealizethesebenefits,ICAO,States,ANSPs,standardsbodies,manufacturersandaircraftoperatorsneedtocoordinateactivitiestoaddressandresolverelatedissues.
SBASbasedonGPSisavailableinNorthAmerica(WAAS),Europe(EGNOS),Japan(MSAS)andwillsoonbeavailableinIndia(GAGAN)andRussia(SDCM).SeveralthousandSBASapproachproceduresarenowimplemented,mostlyinNorthAmerica,whileotherregionshavestartedpublishingSBAS‐basedprocedures.SBAStypicallysupportsAPVoperations,butcanalsosupportprecisionapproach(CategoryI)operations.However,itischallengingforSBAStosupportprecisionapproachoperationsinequatorialregionsusingsingle‐frequencyGPSbecauseofionosphericeffects.
GBASCATIbasedonGPSandGLONASSisavailableinRussiaand,basedonGPS,onsomeairportsinseveralStates.SARPsforGBASCATII/IIIareunderoperationalvalidation.RelatedresearchanddevelopmentactivitiesareongoingindifferentStates.ItisalsochallengingforGBAStosupportahighavailabilityofprecisionapproach,inparticularinequatorialregions.
Conventionalnavigationaids(VOR,DME,NDB,ILS)areinwidespreaduseglobally,andmostaircraftareequippedwiththerelevantavionics.ThevulnerabilityofGNSSsignalstointerferencehasledtotheconclusionthatthereisaneedtoretainsomeconventionalaidsoralternativenavigationservicesolutionasaback‐uptoGNSS.
MitigatingtheoperationalimpactofaGNSSoutagewillrelyprimarilyontheuseofotherconstellationsignalsoremployingpilotand/orATCproceduralmethods,whiletakingadvantageofon‐boardinertialsystemsandspecificconventionalterrestrialaids.InthecaseofageneralGNSSoutageinanarea,reversiontoconventionalsystemsandprocedureswouldresultinlowerservicelevelsandapossibledecreaseincapacity.Inthecaseoflossofsignalsfromaspecificconstellation,thereversiontoanotherconstellationcouldallowmaintainingthesamePBNlevel.
TheimplementationofPBNwillmakeareanavigationoperationsthenorm.DMEisthemostappropriateconventionalaidtosupportareanavigationoperations(i.e.assumingDMEmultilaterationonboardcapability),sinceitiscurrentlyusedinmulti‐sensoravionicsforthispurpose.ThiscouldresultinanincreaseinthenumberofDMEinstallationsinsomeregions.Similarly,ILSremainingwidelyused,willprovide,whereavailable,analternateapproachandlandingcapabilityincaseofGNSSoutage.
Roadmap5depictstheexpectedevolutionofnavigationinfrastructureandavionics.
CurrentNavigationInfrastructure
ThecurrentnavigationinfrastructurecomprisingVOR,DMEandNDBnavigationbeaconswasinitiallydeployedtosupportconventionalnavigationalongroutesalignedbetweenVORandNDBfacilities.Astrafficlevelsincreased,newrouteswereimplementedwhichinmanycasesnecessitatedadditionalnavigationfacilitiestobeinstalled.
-102- Asaresult,navigationaiddeploymenthasbeendrivenbyeconomicfactorsandhasledtoanon‐uniformdistributionofnavigationaidswithsomeregions,notablyNorthAmericaandEurope,havingahighdensityofnavigationaidswithmanyotherregionshavingalowdensity,andsomeareashavingnoterrestrialnavigationinfrastructureatall.
TheintroductionofRNAVinthelastdecadeshasledtosettingupnewregionalroutenetworksthatnolongerreliedontheseconventionalnavaidsinfrastructurethusallowingwiderflexibilitytotailortheroutenetworktothetrafficdemandThisessentialmovehasclearlystoppedthedirectlinkbetweenthegroundbasednavaidsandtheroutenetworkinthebusiestairtrafficregions.
Withthecontinuousevolutionofaircraftnavigationcapabilitythroughperformance‐basednavigation,andthewidespreaduseofGNSSpositioning,regionsofhightrafficdensitynolongerneedahighdensityofnavigationaids.
FutureTerrestrialInfrastructureRequirements
TheICAOGANPhastheobjectiveofafutureharmonizedglobalnavigationcapabilitybasedonareanavigation(RNAV)andperformance‐basednavigation(PBN)supportedbyglobalnavigationsatellitesystem(GNSS).
TheoptimisticplanningthatwasconsideredatthetimeoftheEleventhAirNavigationConferenceforallaircrafttobeequippedwithGNSSCapabilityandforotherGNSSconstellationstobeavailable,togetherwithdualfrequencyandmulti‐constellationavionicscapabilitybeingcarriedbyaircrafthavenotbeenrealized.
ThecurrentsinglefrequencyGNSScapabilityprovidesthemostaccuratesourceofpositioningthatisavailableonaglobalbasis.WithsuitableaugmentationasstandardizedwithinICAOAnnexes,SinglefrequencyGNSShasthecapabilitytosupportallphasesofflight.ThecurrentGNSShasanextremelyhighavailability,althoughitdoesnothaveadequateresiliencetoanumberofvulnerabilities,mostnotablyradiofrequencyinterferenceandsolareventscausingionosphericdisturbances.
UntilmultipleGNSSconstellationsandassociatedavionicsareavailable,itisessentialthatasuitablydimensionedterrestrialnavigationinfrastructureisprovidedwhichiscapableofmaintainingsafetyandcontinuityofaircraftoperations.
TheFANSreportfromApril1985stated:
“Thenumberanddevelopmentofnavigationalaidsshouldbereviewedwiththeaimofprovidingamorerationalandmorecost‐effectivehomogeneousnavigationenvironment.”
ThecurrentstatusofaircraftequipageforPBNoperationssupportedbyGNSSandterrestrialnavigationaids,togetherwiththeavailabilityoftheICAOPBNManualandtheassociateddesigncriteriaprovidethenecessarybaselinetocommencetheevolutiontothehomogeneousnavigationenvironmentenvisagedwithintheFANSReport.
InfrastructureRationalizationPlanning
Ithadinitiallybeenexpectedthattherationalizationofthelegacynavigationinfrastructurewouldhavebeenaconsequenceofa‘topdown’processwheretheimplementationofPBNandGNSSwithinvolumesofairspacewouldresultinnavigationaidsbeingmadetotallyredundantsotheycouldbesimplybeswitchedoff.
AllstakeholdersgenerallyagreethatPBNis‘therightthingtodo’andalthoughPBNoffersthecapabilitytointroducenewrouteswithoutadditionalnavigationaids,itremainsdifficulttojustifythecaseforwholescaleimplementationofPBNwithinavolumeofairspace,unlesstherearecapacityorsafetyissuestobeaddressed.
ManyStateshaveutilizedPBNtoimplementadditionalroutesastheyarerequiredtosecuregainsincapacityandoperationalefficiencies.ThishasresultedinvolumesofairspacewhichcontainacombinationofnewPBNroutesandexistingconventionalroutes.
-103-
Itisnowclearthatfornumerousreasonswhichincludebeingunabletoestablishapositivebusinesscaseforalargescaleairspaceredesign,a‘top‐down’PBNimplementationfollowedbyinfrastructurerationalizationwilltakemanyyearstocomplete,ifever.
Asanalternativestrategy,abottom‐upapproachshouldbeconsideredasattheendofeachnavigationaid’seconomiclife,anopportunityexiststoconsiderifalimitedPBNimplementationtoalleviatetheneedforthereplacementofthefacilityismorecosteffectivethanreplacementofthenavigationaid.
Thereplacementcostopportunityonlypresentsitselfifthenavigationaidisfullydepreciatedandreplacementisconsidered:itthereforearisesona20‐25yearcycle.Inordertorealizeanycostsaving,rationalizationopportunitiesneedtobeidentifiedandthenecessaryroutechangesplannedandimplementedtoenablethefacilitiestobedecommissionedattheendoftheirlifetime.
ThisbottomupapproachtorationalizationalsoprovidesacatalysttostarttheairspacetransitiontoaPBNenvironment,facilitatingfuturechangestooptimizeroutestodelivergainsinefficiencysuchasshorterroutingsandlowerCO2emissions.
Inplanningfortherationalizationofnavigationinfrastructure,itisessentialthatallstakeholders’needsandoperationalusesoftheinfrastructureareconsidered.TheseneedsarelikelytoextendbeyondtheinstrumentflightproceduresandroutespromulgatedintheStateCivilAeronauticalInformationPublicationandmayalsoincludemilitaryinstrumentflightprocedures,aircraftoperationalcontingencyproceduressuchasenginefailureontake‐off,andusedforVOR‐basedseparationsinproceduralairspaceasdetailedinICAODoc4444.
-104- Roadmap5:
Domain: Navigation
Component(s): Enablers Capabilities
‐Conventional ‐PBN
‐Satellite‐based ‐Precisionapproach
-105-
Performance‐basedNavigation
TheroadmapsabovedepictmigrationpathsfortheimplementationofPBNlevelsandprecisionapproachesforthefollowingoperations:enrouteoceanicandremotecontinental,enroutecontinental,TMAarrival/departure,andapproach.ThereisnoattempttoshowdetailedtimelinesbecauseregionsandStateswillhavedifferentrequirements;somemayneedtomovequicklytothemostdemandingPBNspecificationwhileotherswillbeabletosatisfyairspaceusers’requirementswithabasicspecification.ThefiguresdonotimplythatStates/regionhavetoimplementeachstepalongthepathtothemostdemandingspecification.Doc9613‐PerformanceBasedNavigationManual‐providesthebackgroundanddetailedtechnicalinformationrequiredforoperationalimplementationplanning.
ThePBNManualidentifiesalargesetofnavigationapplications.Amongtheseapplications,onesub‐setistheRNPapplications.ItisimportanttorealizethattheimplementationofRNPapplicationswithinanairspacecontributesdefactotoare‐distributionofthesurveillanceandconformancemonitoringfunction.TheRNPconceptintroducesanintegritycheckofthenavigatedpositionataircraftlevelandallowstheautomaticdetectionofnon‐conformancetotheagreedtrajectorywhilethisfunctionistodaythefullresponsibilityofthecontroller.ThereforeRNPimplementationshouldprovideadditionalbenefitstotheATSUthatistraditionallyinchargeoftheconformancemonitoring.
-106- Roadmap6:
Domain: Performance‐basedNavigation(PBN)
Component(s): En‐route,OceanicandremotecontinentalEn‐routecontinentalTerminalairspace:arrivalanddepartureApproach
-107-
InformationManagement
AgoaloftheGlobalATMOperationalConceptisanet‐centricoperationwheretheATMnetworkisconsideredasaseriesofnodes–includingtheaircraft–providingorusinginformation.
Aircraftoperatorswithflight/airlineoperationalcontrolcentrefacilitieswillshareinformationwhiletheindividualuserwillbeabletodothesameviaapplicationsrunningonanysuitablepersonaldevice.ThesupportprovidedbytheATMnetworkwillinallcasesbetailoredtotheneedsoftheuserconcerned.
ThesharingofinformationoftherequiredqualityandtimelinessinasecureenvironmentisanessentialenablerfortheATMTargetConcept.ThescopeextendstoallinformationthatisofpotentialinteresttoATMincludingtrajectories,surveillancedata,aeronauticalinformation,meteorologicaldataetc.
Inparticular,allpartsoftheATMnetworkwillsharetrajectoryinformationinrealtimetotheextentrequired,fromthetrajectorydevelopmentphasethroughoperationsandpost‐operationactivities.ATMplanning,collaborativedecisionmakingprocessesandtacticaloperationswillalwaysbebasedonthelatestandmostaccuratetrajectorydata.TheindividualtrajectorieswillbemanagedthroughtheprovisionofasetofATMservicestailoredtomeettheirspecificneeds,acknowledgingthatnotallaircraftwill(orwillneedto)beabletoattainthesamelevelofcapabilityatthesametime.
System‐wideInformationManagement(SWIM)isanessentialenablerforATMapplications.ItprovidesanappropriateinfrastructureandensurestheavailabilityoftheinformationneededbytheapplicationsrunbythemembersoftheATMcommunity.Therelatedgeo/timeenabled,seamlessandopeninteroperabledataexchangereliesontheuseofcommonmethodologyandtheuseofasuitabletechnologyandcompliantsysteminterfaces.
TheavailabilityofSWIMwillmakepossiblethedeploymentofadvanceend‐userapplicationsasitwillprovideextensiveinformationsharingandthecapabilitytofindtherightinformationwherevertheprovideris.
Roadmap7‐intheBlock0timeframe:
• TheSWIMconceptofoperationswillbedevelopedandrefined.
Roadmap7‐intheBlock1timeframe:
• AninitialSWIMcapabilitysupportingground‐groundcommunicationswillbedeployed.
Roadmap7‐intheBlock2timeframe:
• TheaircraftwillbecomeanodeontheSWIMnetworkwithfullintegrationwiththeaircraftsystems.
-108- Roadmap7:
Domain: InformationManagement
Component(s): Systemwide‐informationmanagement(SWIM)
-109-
Needforacommontimereference
InmovingtowardstheGlobalATMOperationalconcept,andinparticular4DtrajectorymanagementandintensiveexchangesofinformationthroughSWIM,someofthecurrentprovisionsfortimemanagementmightnotbesufficientandcouldbecomeabarriertofutureprogress.
ThetimereferenceforaviationisdefinedtobetheCoordinatedUniversalTime(UTC).RequirementssurroundingaccuracyoftimeinformationdependonthetypeofATMapplicationwhereitisused.ForeachATMapplication,allcontributingsystemsandallcontributingusersmustbesynchronizedtoatimereferencethatsatisfiesthisaccuracyrequirement.
UTCisthecommontimereference,butthepresentrequirementsfortheaccuracywithwhichaviationclocksaresynchronizedtoUTCmaybeinsufficienttocoverfutureneeds.Thisrelatestotheintegrityandtimelinessofinformationortheuseofdependentsurveillanceforcloserseparations,aswellasmoregenerally4Dtrajectoryoperations.Systemrequirementsforsynchronizationusinganexternalreferencemustalsobeconsidered.
Ratherthandefininganewreferencestandard,theperformancerequirementforaccuracyhastobedefinedwithrespecttoUTCforeachsystemintheATMarchitecturethatreliesonacoordinatedtimerequirement.Differentelementsrequiredifferentaccuracyandprecisionrequirementsforspecificapplications.TheincreasedexchangeofdataonSWIMcreatesthenecessityofefficient‘timestamping’forautomatedsystemsthatareincommunicationwitheachother.Thetimeinformationshouldbedefinedatthesourceandincorporatedinthedistributeddata,withtheproperlevelofaccuracymaintainedaspartofthedataintegrity.
Roadmap8‐intheBlock0timeframe:
• SWIMwillstarttoappearinEuropeandtheU.S.
• Operationalserviceswillbesupportedbyserviceorientedarchitecture(SOA)pioneerimplementations.
• MeteorologicaldatawillalsobedistributedoverIP.
• MigrationtodigitalNOTAMwillcommenceandwillbecarriedoverIP.
Roadmap8‐intheBlocks1and2timeframe:
• DigitalNOTAMandMETinformationdistribution(usingtheAIXMandWXXMinformationexchangeformats)willbewidelyimplementedovertheSWIMnetwork.
• Flightobjectswillbeintroduced,improvinginter‐facilityco‐ordinationandprovidingmulti‐facilitycoordinationforthefirsttime.FlightobjectswillbesharedontheSWIMnetworkoveranIPbackboneandupdatedthroughSWIMsynchronizationservices.
• Themoretraditionalpoint‐to‐pointATSinterfacilitydatacommunication(AIDC)messageexchangewillstillcoexistforsometimewithSWIM.
• FlightInformationeXchangeModel(FIXM)willproposeaglobalstandardforexchangingflightinformation.
• MoregenerallyitisexpectedthatSWIMwillsupporttheimplementationofnewconceptssuchasvirtualATSfacilities,whichcontrolairspaceremotely.
Roadmap8‐intheBlock3timeframeandbeyond:
• FullSWIMdeploymentisexpectedallowingallparticipants,includingtheaircraft,tobeabletoaccessawiderangeofinformationandoperationalservicesincludingfull4D‐trajectorysharing.
• FullimplementationofflightobjectswillbeachievedastheFF‐ICEconceptisrealized.
-110- Roadmap8:
Domain: InformationManagement
Component(s): FlightandFlow AIS/AIM MET
‐Capabilities ‐Capabilities ‐Capabilities
‐Enablers ‐Enablers ‐Enablers
-111-
Avionics
Akeythemewiththeavionicsevolutionisthesignificantincreaseincapabilitythatispossiblethroughtheintegrationofvariousonboardsystems/functions.
Roadmap9‐intheBlock0timeframe:
• FANS2/BwillbeintroducedwhichsupportsDLIC,ACM,AMC,andACLservicesoverATN,thusprovidingbettercommunicationperformancethanFANS‐1/A.InthisfirststepwithdatalinkimplementationoverATN,ACLiscommonlyusedbyATCforthenotificationofvoicefrequencieschangestotheaircraft.ThemoreintegratedsolutionsprovideaconnectionbetweentheFANSandtheRadioCommunicationequipment.Thisintegrationenablestheautomatictransmissionandtuningofthesevoicefrequencies.
• TheexistingFANS‐1/Asystemwillcontinuetobeusedasthereisalargebaseofequippedaircraftanditalsosupportsbothcommunicationandnavigationintegration.
• Aircraftwillhaveatrafficcomputerhostingthe‘trafficcollisionavoidancesystem’,andpossiblythenewairtrafficsituationalawarenessfunctionsandairborneseparationassistancesystems.Thiscapabilityisexpectedtoundergosuccessiveimprovementsinordertomeettherequirementoflaterblocks.
Roadmap9‐intheBlock1timeframe:
• FANS3/CwithCNSintegration(viaATNB2)willbeavailableprovidingcommunicationandsurveillanceintegrationthroughaconnectionbetweentheFANSandNAV(FMS)equipment.ThisavionicsintegrationtypicallysupportstheautomaticloadingintheFMSofcomplexATCclearancestransmittedbydatalink.
• Surveillanceintegration(viaATNB2)willprovideanintegratedsurveillancethroughaconnectionbetweentheFANSequipmentandthetrafficcomputer.Thisavionicsintegrationtypicallysupportstheautomaticloading(withinthetrafficcomputer)ofASASmanoeuvrestransmittedbydatalink.
Roadmap9‐intheBlock2timeframe:
• AircraftaccesstoSWIMwillbeprovidedusingthevariousmeansdescribedintheroadmapforair‐grounddatalinkcommunications.
ThetwindemandsofincreasedtrafficlevelsandreducedseparationwillrequireanimprovedformofADS‐B.
-112- Roadmap9:
Domain: Avionics
Component(s): Communications&Surveillance
-113-
Roadmap10‐intheBlock0timeframe:
• FMSsupportingPBNrepresentsaflightmanagementsystemsupportingPBN,i.e.providingmultisensor(GNSS,DME,etc.)navigationandareanavigation,andqualifiedforRNAV‐xandRNP‐xoperations.
• INSwillcontinuetobeusedinconjunctionwithothernavigationsources.Navigationwillbeunderpinnedbythecapabilitytomergeandmanagenavigationdatafromvarioussources.
Roadmap10‐intheBlocks1and2timeframe:
• Airportnavigationintegration(viaATNB2)providesintegrationbetweentheFMSandtheairportnavigationsystemfunctiontoamongotherthingssupporttheautomaticloadingwithinthetrafficcomputerofATCtaxiclearancestransmittedbydatalink.
• Flightmanagementsystemcapabilitywillbeenhancedtosupportinitial4Dcapability.
• GNSS‐basedservicestodayrelyonasingleconstellation,theglobalpositioningsystem(GPS),providingserviceonasinglefrequency.Otherconstellations,i.e;theGLObalNAvigationSatelliteSystem(GLONASS),GalileoandBeiDouwillbedeployed.Allconstellationswilleventuallyoperateinmultiplefrequencybands.GNSSperformanceissensitivetothenumberofsatellitesinview.Multi‐constellationGNSSwillsubstantiallyincreasethatnumber,improvingtheavailabilityandcontinuityofservice.Furthermore,availabilityofmorethanthirtyinteroperablerangingsourceswillsupporttheevolutionofaircraft‐basedaugmentationsystems(ABAS)thatcouldprovideverticallyguidedapproacheswithminimal,orpotentiallynoneedforexternalaugmentationsignals.Theavailabilityofasecondfrequencywillallowavionicstocalculateionosphericdelayinreal‐time,effectivelyeliminatingamajorerrorsource.Theavailabilityofmultipleindependentconstellationswillprovideredundancytomitigatetheriskofservicelossduetoamajorsystemfailurewithinacoreconstellation,andwilladdresstheconcernsofsomeStatesaboutrelianceonasingleGNSSconstellationoutsidetheiroperationalcontrol.
Roadmap10‐intheBlock3timeframeandbeyond:
• Flightmanagementsystemcapabilitywillbeenhancedtosupportthefull4Dcapability.
-114- Roadmap10:
Domain: Avionics
Component(s): Navigation
-115-
Roadmap11‐intheBlock0timeframe:
• ACAS7.1willbethemainairbornesafetynet.ThiswillcontinuethroughtheBlock1timeframe.
• Electronicflightbagswillbecomeincreasinglycommoninthecockpit.Caremustbetakentoensurethattheyhavebeencertifiedforthefunctionssupported.
• AirportmovingmapsandcockpitdisplayoftrafficinformationwillbesupportedwithtechnologiessuchasADS‐B.
Roadmap11‐intheBlock1timeframe:
• Enhancedvisionsystems(EVS)foraerodromeusewillbeavailableinthecockpit.
Roadmap11‐intheBlock2timeframe:
• Syntheticvisionsystems(SVS)foraerodromeusewillbeavailableinthecockpit.
-116- Roadmap11:
Domain: Avionics
Component(s): AirborneSafetyNets
On‐BoardSystems
-117-
Automation
TheTwelfthAirNavigationConferencerequestedICAOtodeveloparoadmapforgroundairtrafficautomationsystems.Thisworkwillbecarriedoutduringthenexttriennium.Thepurposeofthisroadmapwillbeto
i. EnsureinteroperabilitybetweenStates
ii. Sothefunctionandoperationofthesesystemswillresultinconsistentandpredictableairtrafficmanagementsystemacrossstatesandregions.
Appendix6:ModuleDependencies
TheillustrationonthefollowingpagedepictsthevariousdependencieswhichexistbetweenModules.ThesemaycrossPerformanceImprovementAreasandBlocks.
DependenciesbetweenModulesexisteitherbecause:
i.Thereisanessentialdependency.
ii.ThebenefitsofeachModulearemutuallyreinforcing,i.e.implementationofoneModuleenhancesthebenefitachievablewiththeotherModules(s).
ForfurtherinformationthereaderisreferredtothedetailedonlinedescriptionsofeachModule.
Legend: Links from a Module in Block ‘n’ to a Module in Block ‘n+1’ Dependencies across Threads/Performance Areas Links to other Threads/Performance Areas where a Module is dependent on an earlier Module or Modules
-118- Reference
-119-
Appendix7:AcronymGlossary
A
ATFCM–Airtrafficflowandcapacitymanagement
AAR–Airportarrivalrate
ABDAA–Airbornedetectandavoidalgorithms
ACAS–Airbornecollisionavoidancesystem
ACC–Areacontrolcentre
A‐CDM–Airportcollaborativedecision‐making
ACM–ATCcommunicationsmanagement
ADEXP–ATSdataexchangepresentation
ADS‐B–Automaticdependentsurveillance—broadcast
ADS‐C–Automaticdependentsurveillance—contract
AFIS–Aerodromeflightinformationservice
AFISOAerodromeflightinformationserviceofficer
AFTN–Aeronauticalfixedtelecommunicationnetwork
AHMS–AirtrafficmessagehandlingSystem
AICM–Aeronauticalinformationconceptualmodel
AIDC–ATSinter‐facilitydatacommunications
AIP–Aeronauticalinformationpublication
AIRB–Enhancedtrafficsituationalawarenessduringflightoperations
AIRM–ATMinformationreferencemodel
AIS–Aeronauticalinformationservices
AIXM–Aeronauticalinformationexchangemodel
AMA–Airportmovementarea
AMAN/DMAN–Arrival/departuremanagement
AMC–ATCmicrophonecheck
AMS(R)S–Aeronauticalmobilesatellite(route)service
ANM–ATFMnotificationmessage
-120- ANS–Airnavigationservices
ANSP–Airnavigationservicesprovider
AO–Aerodromeoperations/Aircraftoperators
AOC–Aeronauticaloperationalcontrol
AOM–Airspaceorganizationmanagement
APANPIRG–Asia/Pacificairnavigationplanningandimplementationregionalgroup
ARNS–AeronauticalradionavigationService
ARNSS–AeronauticalradionavigationSatelliteService
ARTCCs–Airroutetrafficcontrolcenters
AS–Aircraftsurveillance
ASAS–Airborneseparationassistancesystems
ASDE‐X–Airportsurfacedetectionequipment
ASEP–Airborneseparation
ASEP‐ITF–Airborneseparationintrailfollow
ASEP‐ITM–Airborneseparationintrailmerge
ASEP‐ITP–Airborneseparationintrailprocedure
ASM–Airspacemanagement
A‐SMGCS–Advancedsurfacemovementguidanceandcontrolsystems
ASP–Aeronauticalsurveillanceplan
ASPA–Airbornespacing
ASPIRE–AsiaandSouthPacificinitiativetoreduceemissions
ATC–Airtrafficcontrol
ATCO–Airtrafficcontroller
ATCSCC–Airtrafficcontrolsystemcommandcenter
ATFCM–Airtrafficflowandcapacitymanagement
ATFM–Airtrafficflowmanagement
ATMC–Airtrafficmanagementcontrol
ATMRPP–Airtrafficmanagementrequirementsandperformancepanel
ATN–AeronauticalTelecommunicationNetwork
ATOP–Advancedtechnologiesandoceanicprocedures
ATSA–Airtrafficsituationalawareness
-121-
ATSMHS–Airtrafficservicesmessagehandlingservices
ATSU–ATSunit
AU–Airspaceuser
AUO–Airspaceuseroperations
B
Baro‐VNAV–Barometricverticalnavigation
BCR–Benefit/costratio
B‐RNAV–Basicareanavigation
C
CSPO–Closelyspacedparalleloperations
CPDLC–Controller‐pilotdatalinkcommunications
CDO–Continuousdescentoperations
CBA–Cost‐benefitanalysis
CSPR–Closelyspacedparallelrunways
CM–Conflictmanagement
CDG–Paris‐CharlesdeGaulleairport
CDM–Collaborativedecision‐making
CFMU–Centralflowmanagementunit
CDQM–Collaborativedeparturequeuemanagement
CWP–Controllerworkingpositions
CAD–Computeraideddesign
CTA–Controltimeofarrival
CARATS–Collaborativeactionforrenovationofairtrafficsystems
CFIT–Controlledflightintoterrain
CDTI–Cockpitdisplayoftrafficinformation
CCO–Continuousclimboperations
CAR/SAM–CaribbeanandSouthAmericanregion
-122- COSESNA–CentralAmericancivilaviationagency.
D
DAA–Detectandavoid
DCB–Demandcapacitybalancing
DCL–Departureclearance
DFMDepartureflowmanagement
DFS–DeutscheFlugsicherungGmbH
DLIC–Datalinkcommunicationsinitiationcapability
DMAN–Departuremanagement
DMEAN–DynamicmanagementofEuropeanairspacenetwork
D‐OTIS–Datalink‐operationalterminalinformationservice
DPI–Departureplanninginformation
D‐TAXI–DatalinkTAXI
E
EAD–EuropeanAISdatabase
e‐AIP–ElectronicAIP
EGNOS–EuropeanGNSSnavigationoverlayservice
ETMS–Enhanceairtrafficmanagementsystem
EVS–Enhancedvisionsystems
F
FABECFunctionalAirspaceBlockEuropeCentral
FAF/FAP–Finalapproachfix/finalapproachpoint
FANS–Futureairnavigationsystems
-123-
FDP–Flightdataprocessing
FDPS–Flightdataprocessingsystem
FF‐ICE–Flightandflowinformationforthecollaborativeenvironment
FIR–Flightinformationregion
FIXM–Flightinformationexchangemodel
FMC–Flightmanagementcomputer
FMS–Flightmanagementsystem
FMTP–Flightmessagetransferprotocol
FO–Flightobject
FPL–Filedflightplan
FPS–Flightplanningsystems
FPSM–Grounddelayprogramparametersselectionmodel
FRA–Freerouteairspace
FTS–Fasttimesimulation
FUA–Flexibleuseofairspace
FUM–Flightupdatemessage
G
GANIS–GlobalAirNavigationIndustrySymposium
GANP–Globalairnavigationplan
GAT–Generalairtraffic
GBAS–Ground‐basedaugmentationsystem
GBSAA–Groundbasedsenseandavoid
GEOsatellite–Geostationarysatellite
GLS–GBASlandingsystem
GNSS–Globalnavigationsatellitesystem
GPI–Globalplaninitiatives
GPS–Globalpositioningsystem
GRSS–Globalrunwaysafetysymposium
GUFI–Globallyuniqueflightidentifier
-124-
H
HAT–Heightabovethreshold
HMI–Human‐machineinterface
HUD–Head‐updisplay
I
IDAC–Integrateddeparture‐arrivalcapability
IDC–Interfacilitydatacommunications
IDRP–Integrateddeparturerouteplanner
IFR–Instrumentflightrules
IFSET–ICAOFuelSavingsEstimationTool
ILS–Instrumentlandingsystem
IM–IntervalManagement
IOP–ImplementationandInteroperability
IP–Internetworkingprotocol
IRR–Internalrateofreturn
ISRM–Informationservicereferencemodel
ITP–In‐trail‐procedure
K
KPA–Keyperformanceareas
L
LARA–Localandsub‐regionalairspacemanagementsupportsystem
LIDAR–Aeriallaserscans
LNAV–Lateralnavigation
-125-
LoA–Letterofagreement
LoC–Letterofcoordination
LPV–LateralprecisionwithverticalguidanceORlocalizerperformancewithverticalguidance
LVP–Lowvisibilityprocedures
M
MASPS–Minimumaviationsystemperformancestandards
MILO–Mixedintegerlinearoptimization
MIT–Miles‐in‐trail
MLS–Microwavelandingsystem
MLTF–Multilaterationtaskforce
MTOW–Maximumtake‐offweight
N
NADP–Noiseabatementdepartureprocedure
NAS–Nationalairspacesystem
NAT–NorthAtlantic
NDB–Non‐directionalradiobeacon
NextGen–Nextgenerationairtransportationsystem
NMAC–Nearmid‐aircollision
NOP–Networkoperationsprocedures(plan)
NOTAM–Noticetoairmen
NPV–Netpresentvalue
O
OLDI–On‐linedatainterchange
OPD–Optimizedprofiledescent
OSED–Operationalservice&environmentdefinition
OTW–Outthewindow
-126-
P
P(NMAC)–Probabilityofanearmid‐aircollision
PACOTS–Pacificorganizedtracksystem
PANS‐OPS–Proceduresforairnavigationservices‐aircraftoperations
PBN‐Performance‐basednavigation
PENSPan‐EuropeanNetworkService
PETAL–PreliminaryEUROCONTROLtestofair/grounddatalink
PIA–Performanceimprovementarea
P‐RNAV–Precisionareanavigation
R
RA–Resolutionadvisory
RAIM–Receiverautonomousintegritymonitoring
RAPT–Routeavailabilityplanningtool
RNAVAreanavigation
RNP–Requirednavigationperformance
RPAS–Remotely‐pilotedaircraftsystem
RTC–Remotetowercentre
S
SARPs–Standardsandrecommendedpractices
SASP–Separationandairspacesafetypanel
SATCOM–Satellitecommunication
SBAS–Satellite‐basedaugmentationsystem
SDM–Servicedeliverymanagement
SESAR–SingleEuropeanskyATMresearch
SEVEN–System‐wideenhancementsforversatileelectronicnegotiation
-127-
SFO–SanFranciscointernationalairport
SIDS–Standardinstrumentdepartures
SMAN–Surfacemanagement
SMS–Safetymanagementsystems
SPRs–Specialprogrammeresources
SRMD–Safetyriskmanagementdocument
SSEP–Self‐separation
SSR–Secondarysurveillanceradar
STA–Scheduledtimeofarrival
STARS–Standardterminalarrivals
STBO–Surfacetrajectorybasedoperations
SURF–Enhancedtrafficsituationalawarenessontheairportsurface
SVS–Syntheticvisualisationsystems
SWIM–System‐wideinformationmanagement
T
TBFM–Time‐basedflowmanagement
TBO–Trajectory‐basedoperations
TCAS–Trafficalertandcollisionavoidancesystem
TFM–Trafficflowmanagement
TIS‐B–Trafficinformationservice‐broadcast
TMA–Trajectorymanagementadvisor
TMIs–Trafficmanagementinitiatives
TMUTrafficmanagementunit
TOD–TopofDescent
TRACON–Terminalradarapproachcontrol
TS–Trafficsynchronization
TSA–Temporarysegregatedairspace
TSO–Technicalstandardorder
TWR–Aerodromecontroltower
-128-
U
UA–Unmannedaircraft
UAS–Unmannedaircraftsystem
UAV–Unmannedaerialvehicle
UDPP–Userdrivenprioritisationprocess
V
VFR–Visualflightrules
VLOS–Visualline‐of‐sight
VNAV–Verticalnavigation
VOR–Veryhighfrequency(VHF)omnidirectionalradiorange
VSA–Enhancedvisualseparationonapproach
W
WAAS–Wideareaaugmentationsystem
WAF–Weatheravoidancefield
WGS‐84–Worldgeodeticsystem‐1984
WIDAO–Wakeindependentdepartureandarrivaloperation
WTMA–Waketurbulencemitigationforarrivals
WTMD–Waketurbulencemitigationfordepartures
WXXM–Weatherexchangemodel
-129-
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