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ICAO WGNICAO WGNNew Orleans 10-19 Nov 2004New Orleans 10-19 Nov 2004
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• Programme Overview
• Incentives and a Mandate
• Issues
• Conclusion
ContentsContentsContentsContents
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ProgrammeProgrammeObjectives Objectives
ProgrammeProgrammeObjectives Objectives
The LINK 2000+ ProgrammeThe LINK 2000+ ProgrammeThe LINK 2000+ ProgrammeThe LINK 2000+ Programme
• Co-ordinating the implementation of en-route CPDLC (ACM, ACL, AMC, DLIC) over ATN/VDL2 .
• Providing a migration path for legacy data link services from ACARS to ATN/VDL2.
data link to supplement voice data link to supplement voice
Intent
Letter of Com m itm ent/Concrete PlansOperational Use
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Do we need CPDLC? Do we need CPDLC? YESYESDo we need CPDLC? Do we need CPDLC? YESYES
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© E UROCONT ROL 2003
Actual Traffic
STATFOR Medium-Term Forecast 2003
Long-Term Extrapolation
2010: +24%2015: +50%
Mode S: +5%
LINK: +11%
RNP RNAV: +?%
CASCADE: +?%
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Do We Have a Business Case? Do We Have a Business Case? YESYESDo We Have a Business Case? Do We Have a Business Case? YESYES
• LINK CBA - Recently Updated confirming previous conclusions
• Sensitivity Analysis: key uncertainties are clear.
• Risk Analysis: does not show any risk of loosing money for both ANSP and Airline
• All CBAs conducted for CPDLC implementation show a compelling case for both airlines and ANSPs
• All CBAs have been based on conservative assumptions, steadily refined with the use of more accurate input data
• CPDLC is a very cost effective capacity enabler
http://www.eurocontrol.int/link2000/files/LINK%202000+%20CBA_Review_2_0.pdf
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Ground Ground implementation implementation
proceedsproceeds
Ground Ground implementation implementation
proceedsproceeds
ACC ImplementationsACC ImplementationsACC ImplementationsACC Implementations
LINK area upper airspace: 2008LINK area upper airspace: 2008
ENAV
• Maastricht UAC:– since June 2003
• Karlsruhe UAC (DFS)– 2007
• Canarias ACC (Aena) – 2006/2007
• Reims ACC (DNA)– 2006/2007
Roma ACC (ENAV)– 2006/2007
• Lisboa ACC (Nav Portugal)– 2006/2007
• Switzerland UAC (skyguide)– 2006/2007
• Shannon UAC (IAA) NEWLY JOINED
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Airborne Airborne implementation implementation
has startedhas started
Airborne Airborne implementation implementation
has startedhas started
Aircraft EquipageAircraft EquipageAircraft EquipageAircraft Equipage
– 20 B737 NG now
– 13 B767now
– 5 A300-600ST 3rd Q 04
– 20 A3201st Q 05
– 19 B737 NG Certified
– 15+ A310 1st Q 05
– 20 B7371st Q 05
– 2 B737 1st Q 05
– 20 A320 end 06
LufthansaLufthansa
Generating Generating more than more than
170,000 170,000 CPDLC CPDLC
flights/yearflights/yearDiscussions with others ongoing
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PioneersPioneersIncentivesIncentivesMandate Mandate
PioneersPioneersIncentivesIncentivesMandate Mandate
A Three-step ApproachA Three-step ApproachA Three-step ApproachA Three-step Approach
• Pioneers– Objective: 100+ aircraft equipped.
• Incentives – Objective: more than 25% of flights equipped by
2007 through route charge modulation in LINK airspace.
• Mandate– Objective: more than 75% of flights equipped at
the end of the decade.
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ENPRM ENPRM ENPRM ENPRM
The MandateThe MandateThe MandateThe Mandate
• Mandatory Carriage– ENPRM in 2004– SES Process (via ICB)– Upper Airspace of the “LINK area”– Mandate for ACCs and new aircraft: 2009– Mandate for old aircraft: 2014
• Exemptions– State Aircraft– FANS 1/A long haul– Usual exemptions
Approved
IATA/AEA
Intent
Letter of Com m itm ent/Concrete P lansO perational Use
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Incentives Incentives Incentives Incentives
25%
75%
equipage
Pioneers
Mandate
2006/7 2009 2014
Equipage=Benefits •Reduced ANSP cost•Better flight profiles•Less misunderstandings•Higher Productivity•Less delay
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innovation innovation innovation innovation
Incentives Incentives Incentives Incentives
• The principles– equipped aircraft → less workload → lower costs– cost savings returned to equipped aircraft– full cost recovery maintained
• Options– Route charge Reduction (e.g. 2%) for equipped
compensated increase for non-equipped
– Investment grant– innovation fund contributes to equipage costs– ultimately funded by route charges– cost may be deferred by borrowing
– Differential route charges– equipped aircraft pay a lower unit rate– funded by ANSP cost savings– no reduction for non-equipped aircraft
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Rejected
IATA/AEA
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In a Nutshell In a Nutshell In a Nutshell In a Nutshell
LINK Will Deliver LINK Will Deliver LINK Will Deliver LINK Will Deliver
• Current plans– 2006: ~7% CPDLC equipped flights– 2009: 25% CPDLC equipped flights– 2014: 75% CPDLC equipped flights
• Benefits– 2006: awareness, experience, inventive use– 2009: capacity benefits are evident– 2014: full capacity benefits > Lower unit rates