Report of ASIOACG7 INSPIRE3 meetings - India of ASIOACG7... · Agenda Item 12 Summary of outcomes of BOBASIO, ... Etihad Airways, Qatar Airways, ... Indigo airlines and Jet Airways

REPORT

The Third Combined ASIOACG 7 - INSPIRE 3 Meeting

11th to 14th December 2012

Mumbai, India.

Report of third Combined ASIOACG-7 INSPIRE-3 Meeting, Mumbai 11-14 December 2012

TABLE OF CONTENT History of the Meeting Page Introduction .................................................................................................................... i

Attendance ...................................................................................................................... i

Officers and Secretariat ................................................................................................... i

Opening of the Meeting ................................................................................................. i

Documentation and Working Language ........................................................................ i

Report on Agenda Items

ASIOACG

Agenda Item 1 Adoption of Agenda

Agenda Item 2 Update from ANS Providers, Airspace Users and other industry

organizations

Agenda Item 3 ATM issues - including:

Reduced Horizontal Separation

Air Traffic Flow Management

Agenda Item 4 Coordination issues – including:

Update on Back Coordination

Review of LOAs between different ANSPs

SAR LOAs between different states.

Agenda Item 5 Communication/Navigation/Surveillance issues – including:

Performance Based Navigation (PBN)

Data link Services , AIDC, FIT/CRA , GAGAN

Report of third Combined ASIOACG-7 INSPIRE-3 Meeting, Mumbai 11-14 December 2012

INSPIRE

Agenda Item 6 Review of UPR Trials and follow-up actions

Agenda Item 7 Review of INSPIRE Strategic Plan

Agenda Item 8 Report from ANSPs on initiatives listed in the Strategic Plan

Agenda Item 9 Annual Report 2012

Agenda Item 10 Work programs for 2013

Agenda Item 11 Appointment of INSPIRE Chairman for 2013

Agenda Item 12 Summary of outcomes of BOBASIO, SAIOACG & Other

Meetings affecting APAC/MID East/AFI Regions (e.g.

meetings of CANSO, ICAO, IATA etc)

Agenda Item 13 Review and Update Capacity Enhancement Table

Agenda Item 14 Review and Update List of Open Action Items

Agenda Item 15 Any other business including meetings of INSPIRE/4 and

ASIOACG/8 inclusion of other ANSPs into INSPIRE

Attachments

Attachment A: List of Participants

Attachment B: List of Papers

Attachment C: Revised draft of Inspire Strategic Plan

Attachment D: List of Open Action Items

Attachment E: Draft TOR of ASIOACG

i Report of third Combined ASIOACG-7 INSPIRE-3 Meeting, Mumbai 11-14 December 2012

1. HISTORY OF THE MEETING 1.1 Introduction

1.1.1 The combined ASIOACG 7 – INSPIRE 3 meetings were hosted by Airports Authority of India at Mumbai on 11th – 14th December, 2012.

1.1.2 The purpose of the meeting was to review the work undertaken by ASIOACG and

INSPIRE Groups during 2012, discuss issues presented to the meeting by members under various agenda items and also to chart out a work program for INSPIRE and finalise action items for ASIOACG. The previous combined meeting of ASIOACG and INSPIRE was held at Cape Town in November/December 2011 followed by a working group meeting in Dubai during May 2012.

1.1.3 This report provides a summary of the outcomes of the combined ASIOACG-7 and

INSPIRE-3 meetings. 1.2 Attendance 1.2.1 The meeting was attended by 50 participants from ASECNA – Madagascar and

Senegal, Australia, India, Kenya, Maldives, Mauritius, Sultanate of Oman, Seychelles, Sri Lanka, United Arab Emirates ( General Civil Aviation Authority and Dubai Air Navigation Services both), IATA and member airlines—Emirates Airline , Etihad Airways, Qatar Airways, Virgin Australia, Qantas, Ethiopian Airlines, Singapore Airlines. The representatives of Air India, Indigo airlines and Jet Airways also participated in the meetings. Apologies were received from South Africa and Reunion French and Cathay Pacific Airlines. The list of participants is shown as Attachment A to this report.

1.3 Officers and Secretariat 1.3.1 Mr Abdullah Nasser Al-Harthy, Senior Air Traffic Controller, Public Authority for

Civil Aviation (PACA) Sultanate of Oman continued as the Chairman of ASIOACG. Mr. M C Dangi chaired the proceedings of INSPIRE. Mr A B Joshi (Airports Authority of India) acted as the Secretary to the meetings.

1.4 Opening of the Meeting

1.4.1 Inaugural session was held on 11th December 2012. Shri V Somasundaram, Member (Air Navigation Services), Airports Authority of India, Shri N Ganesh, Executive Director, (Air Space Management) and Shri Anil Kumar Sharma, Regional Executive Director, Western Region, Airports Authority of India were the special invitees to the inaugural session.

1.4.2 On behalf of Airports Authority of India, Mr. Jayant Dasgupta, General Manager (Air

Traffic Management) Mumbai International airport welcomed the delegates and invitees.

i Report of third Combined ASIOACG-7 INSPIRE-3 Meeting, Mumbai 11-14 December 2012

1.4.3 ASIOACG Chairman Mr. Abdullah Nasser Al-Harthy, in his opening remarks welcomed delegates and thanked Airports Authority of India for hosting the meeting. Mr Mukesh Chand Dangi, Chairman, INSPIRE noted the success of INSPIRE’s UPR trials programme and thanked all the members for excellent spirit of collaboration and cooperation. Shri N Ganesh, Executive Director (Air Space Management), AAI in his address said that ASIOACG and INSPIRE have achieved many milestones in short span and wished the meetings success. Shri A.K. Sharma, Regional Executive Director (Western Region) AAI, welcomed all delegates to Mumbai and while wishing success to the meetings advised delegates to find some time to enjoy the happening city of Mumbai.

1.4.4 Shri V Somasundaram while delivering his key note address congratulated ASIOACG

and INSPIRE for the work done so far but also advised the meetings that much is still to be done to improve operating efficiencies and achieving interoperability and seamless flow of traffic. He said that informal groups like ASIOACG and INSPIRE can make significant contributions towards achieving objectives set by ICAO for aviation industry. He also noted that both these groups have had fair amount of success so far. Shri VSP Chinson General Manager (ATM – Western Region), AAI thanked all the delegates and invitees for attending the meetings and also thanked ASIOACG and INSPIRE groups for choosing Mumbai as venue for the meetings.

Documentation and Working Language

1.5.1 The working language of the meeting and the language for all documentation was English. 17 Working Papers, 20 Information Papers were considered by the meeting.

1.5.2 A list of the papers is shown at Attachment B.

………………………………….

Report of third Combined ASIOACG-7 INSPIRE-3 Meetings, Mumbai 11-14 December 2012

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2. Agenda Item 1: Adoption of Agenda

2.1 The meeting was presented with the provisional agenda dated 19th October 2012. Following discussion, the meeting agreed to adopt the provisional agenda.

ASIOACG Agenda Item 1 Adoption of Agenda

Agenda Item 2 Update from ANS Providers, Airspace Users and other industry

organizations

Agenda Item 3 ATM issues - including: Reduced Horizontal separation Air Traffic Flow Management

Agenda Item 4 Coordination issues – including: Update on Back Coordination Review of LOAs between different ANSPs SAR LOAs between different states.

Agenda Item 5 Communication/Navigation/Surveillance issues – including: Performance Based Navigation (PBN) Data link Services , AIDC, FIT/CRA , GAGAN

INSPIRE Agenda Item 6 Review of UPR Trials and follow-up actions

Agenda Item 7 Review of INSPIRE Strategic Plan

Agenda Item 8 Report from ANSPs on initiatives listed in the Strategic Plan

Agenda Item 9 Annual Report 2012

Agenda Item 10 Work programs for 2013

Agenda Item 11 Appointment of INSPIRE Chairman for 2013

Agenda Item 12 Summary of outcomes of BOBASIO, SAIOACG & Other Meetings affecting APAC/MID East/AFI Regions (e.g. meetings of CANSO, ICAO, IATA etc)

Agenda Item 13 Review and Update Capacity Enhancement Table

Agenda Item 14 Review and Update List of Open Action Items

Agenda Item 15 Any other business including meetings of INSPIRE/4 and ASIOACG/8 and inclusion of other ANSPs into INSPIRE


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3. Agenda Item 2: Update from ANS providers, air space users, and other industry organizations

Australia

3.1 Over the past 12 months, Airservices has implemented a multi-faceted program of activity to

reduce risks and efficiently respond to the changing operational requirements within the Upper Airspace Services area of responsibility. This program of activity was a response to the constant and significant growth in air traffic in the Upper Airspace Services (UAS) area (15% of per annum for the past three years), and the expectations of their customers.

3.2 Oceanic Airspace: The UPR trials have been used by Airservices to evaluate the impact of

expanding the availability of UPRs in Melbourne (YMMM) FIR. As a direct result of the trials, a number of improvements have been delivered.

3.3 Increased UPR Options: Flex track procedures for YMMM Oceanic have been updated.

Flights may now plan UPRs in YMMM Oceanic and then upon entering continental airspace join the Flex track.

3.4 SABEK : Airservices Australia and Airport & Aviation Services (Sri Lanka) Ltd. (AASL)

have developed new procedures to allow the use of way point SABEK. The review of the use of SABEK has determined that the connector route must be defined within the YMMR FIR to ensure that conflicts with parallel traffic can be managed effectively. SABEK is expected to become available for daily use by early in 2013.

3.5 Continental Airspace: Airservices program of activity to reduce risk and respond to the

change in operational requirement which is focused upon the continental airspace in western and central Australia included, i) a refined sectorization, ii) additional work stations and iii) commissioning of new surveillance facilities. Accordingly, voice communication systems and automation systems have been refined, new procedures have been developed and controllers have been retrained. A new Mode S Secondary Surveillance Radar was commissioned at Parabudoo (PBO) in Western Australia to provide surveillance over area bounded by Karratha, Port Headland, Newman and Meekatharra. The increased surveillance is also a key enabler for implementing connector routes in Western Australia. The airspace changes introduced w.e.f. 15th November, 2012 necessitated refinement of airspace structure and air traffic control sectors also.

3.6 Transition to ADS-B black list: The Air services Australia has developed a system of

identifying the aircraft equipped with ADS-B but broadcasting erroneous ADS-B Data. In this regard, Air services established a “White List” of aircraft with reliable integrity of ADS-B data confirmed. The ADS-B data from such “white listed aircraft” were only visible to the air traffic controllers. Subsequently, Airservices has transitioned from “White List” to a “Black List System” whereby erroneous ADS-B reports are captured and the aircraft who failed to correct their data output are blacklisted. The ADS-B data of such black listed aircraft is filtered from the Air Traffic Management system. This has significantly increased the number of aircraft to whom surveillance services are now available and has consequently improved provision of air traffic services. The Upper Air Space (FL 290 and above) ADS-B mandate in Australian airspace is effective from 13th December, 2013.


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3.7 Airservices on behalf of INSPIRE and ASIOACG, invited a delegation from Angkasa Pura II Indonesia to attend the combined meeting of ASIOACG 7 and INSPIRE 3. The response from Angkasa Pura II was positive and they have undertaken to consider the invitation. Sri Lanka

3.8 Sri Lanka presented an Information Paper supporting ISPIRE UPR trials in vast area of oceanic

airspace within the proposed UPR Geographic Zone, through Sri Lanka’s progressive proposals and plans. In order to support the UPRs and Flex tracks and extending full support to the proposed UPR geographic zone, Sri Lanka has planned to create separate Colombo South Oceanic Sector within Colombo ACC and the required provisions on the new ATM systems are being made. The new ATM system is integrated with MSSR and ADS-C/CPDLC with plans for further integration with ADS-B. Sri Lanka considers all UPRs as RNP-10 routes.

3.9 Sri Lanka also offered a direct route between TTR (in India) to TOPIN on VCCF/WIIF FIR

Boundary if such a route segment is advantageous to airlines as well as acceptable to India and Indonesia.

3.10 Sri Lanka informed the opening of its 2nd international airport shortly in Mattala Hambantota,

which will be a useful En-route Alternate Aerodrome for UPR Flights between Middle East & Australia.

3.11 Sri Lanka also offered creation of a Colombo UPR zone even little beyond the present FIR

boundary limits if so necessary for supporting efficient operation of UPR.

3.12 The meeting, noting the contents of Sri Lanka's IP 8 and the action plan to support UPR operations in Colombo FIR upgraded IP 8 and accepted as Working Paper WP/17

Maldives

3.13 In the last quarter of 2012, upgradation of ATM system was completed. With the upgradation,

new feature of ATS Inter-facility Data Communications (AIDC) was introduced and ADS-C/CPDLC function has been made available for trial. Relocation of Male' MSSR will not take place in Male' International Airport. ADS-B has been installed which will be the primary surveillance tool in the future and will also suffice the need for a back-up where Radar service is degraded. Three sensors were installed which will cover the entire Male' FIR. At present, MACL is in the process of integration of the ADS-B and Radar. AIDC is available and is at present linked with Mumbai. The issues that were identified are being attended

Mauritius

3.14 During 2011 and 2012 Mauritius has gradually introduced a series of SIDs and STARS for

both runway ends at Sir Seewoosagur International Airport. Mauritius has developed RNAV GNSS procedures for both Runway ends. These will be published shortly following finalization and promulgation of relevant legislation.

3.15 The ATC system Software was upgraded in early 2011 to be compatible with the new international standards such as the New Flight Plan Mandated by ICAO for November 2012 or the migration of critical SITA services to the IP rather than the old X25 networks.


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3.16 The future plans include:

• Introduction of RNAV (GNSS) Procedures for both Runway ends at SSR International Airport.

• Upgrading Oceanic airspace from RNP 10 to RNP 4

3.17 Discussions have been initiated with stakeholders with a view to:

• Introduction of RNAV1or RNP1within Mauritius TMA

• Introduction of ADS-B as a surveillance tool within the Mauritius TMA

Seychelles

3.18 Seychelles commented that they were happy to support the UPR trials and it has been a

learning experience for their organization and controllers. They would continue to support the INSPIRE program and UPR trials. Seychelles also reported that Coordination with adjacent FIRs, (Mumbai, Nairobi, and Antananarivo) was excellent with regard to these flights.

3.19 Two airlines i.e. Cathay Pacific and Kenya Airways operate through their UPR Zone and they

were happy to assist them. Seychelles has successfully implemented the Flight Plan 2012 and upgraded CPDLC system to better meet the needs of the Users.

3.20 Seychelles would also review the 50/50 lateral/longitudinal separation on RNP10 routes after

consultation with the AFI Regional Office

ASCENA Madagascar 3.21 ASECNA submitted IP/19 to the meeting. ASECNA reported that it was always a leader in

upgrading equipments mainly in Antananarivo FIR. The extended VHF coverage and provision of data link services through ADS-C/CPDLC has enabled ASECNA to support INSPIRE UPR initiative.

3.22 ASECNA suggested that Mozambique should be invited to the group and The National

Company of Madagascar Transport is keen to join the group and should be invited to the group.

Kenya

3.23 The Kenya Civil Aviation Authority apprised the meeting about the rapid strides taken by the

authority in last two decades to meet the tremendous growth of air traffic in its airspace and adjoining regions. Through its information paper KCAA informed the meeting about developments in the field of infrastructure (Communication, Navigation & Surveillance), airspace organization and human resources. Kenya has seven major airports and the Air traffic services are provided through various units like ACC, RSR, APP, ASR, ADC, FIC. The ATC centre has a highly automated ATM system and the authority has 155 qualified air traffic controllers. KCAA has successfully implemented New ICAO Flight Plan 2012.

3.24 While supporting the surface movement optimization for UPR flights, it was observed that the

apron layout was not conducive for fuel savings. The Kenyan Regulator has taken up the issue with Airport Operator to remove the bottlenecks for improved taxi out procedures.


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Oman

3.25 Oman presented a brief to the delegates on new ATM systems which were planned to be

installed by 2013. The new systems would include functionalities such as A-MAN, D-MAN, E-MAN. Oman has also taken initiative to add airport CDM. The meeting noted this initiative by Oman and wished them success.

United Arab Emirates 3.26 The UPR flights are facilitated by Muscat ACC on priority to achieve the desired fuel savings.

UAE expressed appreciations for the controllers at Muscat ATC.

India 3.27 Airports Authority of India presented a paper on clearance delivery through data link which is

operational at 6 airports in India. The paper was well received and ASECNA Senegal enquired about the percentage of aircraft participating in data link clearance and whether this has affected controller work load. Kenya also wanted to know percentage of aircraft logging in for clearance delivery through data link.

3.28 AAI reported that presently only international airlines that constitute 10-15% of traffic are

using clearance delivery through data link. As far the controller work load, it was reported that as the system was stand alone, it was increasing the work on minimal basis but the overall perception is that clearance delivery through data link is easier, safer, orderly and if all the airlines were equipped for data link it would reduce the controller and cockpit work load considerably. Some airlines applauded the initiative of AAI.

3.29 AAI further reported to the meeting about various developments in Chennai FIR like construction of new angular taxiway at Chennai, the single engine taxi procedure commencing soon at Chennai, the implementation of 50 Nm RHS, 40Nm longitudinal separation on RNAV 4 routes and additionally 40 Nm RADAR based longitudinal separation on ATS routes W19, W20S, W20N & V004. These developments will help improve safety, efficiency and reduce emissions as well. The upper airspace harmonization of 2.46 million sqkms of Chennai FIR airspace has resulted in emission savings of 57 million Kgs annually.

4 Agenda Item 3: ATM ISSUES INCLUDING REDUCED HORIZON TAL SEPERATION AND AIR TRAFFIC FLOW MANAGEMENT 4.1 IATA presented working paper (WP-11) titled Seamless ATM in Arabian Sea and Indian

Ocean 4.2 The WP discussed the current developments in ATM environment, a new format of capacity

enhancement table and suggested the meeting to produce the co-ordinated development plan based on ASBU. The paper noted that ASBU provides a guiding road map for states and ANSPs that provides guidance for development of operational procedures to ensure seamless and harmonized realisation of its benefits for both ANSPs and operators. It suggested a coordinated development plan derived from the experience of UPR Zone trials. It requested


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ASIOACG secretariat to keep maintaining capacity enhancement table which was given as Attachment A to the WP. It also had Attachment B that provided visual understanding of the current situation in the area. The paper generated lot of interest in the meeting and it was unanimously agreed that the items listed in the Attachments should not be taken as indicators of deficiencies from the ANSP side rather it should be taken as a road map to achieve the desired goal. It was also observed by the meeting that the ASBU modules are to be implemented by individual ICAO region / State based on the regional / national needs and all the modules need not be implemented by every State.

4.3 It was also noted by the meeting that some of the States do not attend the meetings regularly

and it is difficult to maintain the capacity enhancement table for them. It was pointed out that Yemen was an example of this. ASIOACG Chairman said that Yemen attended first 2 meetings, but thereafter has not attended any meeting though Yemen was invited to attend all the meetings so far. The meeting discussed as to how to ensure that Yemen starts attending the ASIOACG Meetings.

4.4 Through WP-12, IATA requested cancelation of FLAS in Mumbai airspace. It was discussed

that the paradigm shift from the “first come first serve” to the “best equipped and best- served” or “best equipped first served” is gradually being adopted by all the ANSPs as even CANSO has also has voiced the similar views in ANC/12. However, in view of the continued operation of legacy aircraft through Mumbai Oceanic airspace and their inability to communicate their position reports with Mumbai ATC, the current FLAS is being continued. The AAI undertook to review the FLAS and has assured to open one more window in which the FLAS would not be applicable.

4.5 The WP-13 presented by IATA highlighted the need for implementing 5 minutes longitudinal

separation between data linked aircraft in Oceanic airspace based on the model adopted by Shanwick and Gander FIRs in North Atlantic Region. India requested copy of relevant documents to carry out further studies.

4.6 AAI presented WP/2 about 50 NM RHS in Arabian Sea airspace. Now that BOBRHSTF has

been disbanded, ASIOACG should consider RHS as an action item. In 2013, ASIOACG can consider implementation of 50 NM longitudinal separation on Muscat Mumbai FIR boundary and on L-894 and L-516. The paper suggested that with implementation of new FPL 2012, it should be easy for Oman to identify FANS 1 capable aircraft and with trials of ADS/CPDLC in Male, Male can support RHS on L-894 and L-516. It was decided that AAI will have side meetings with Oman and Male to discuss this. The meeting could not take place due unavoidable time constraints but it was decided to make progress by communicating through emails.

4.6.1 The meeting discussed whether it is possible to implement 50 NM longitudinal separation in

whole of the airspace, by declaring the whole portion of RNP airspace (similar to RVSM airspace) of the respective FIRs rather than on routes and also for UPR flights. Extended discussions took place on this but discussions remained inconclusive.

4.7 It was further clarified by Australia that black listing of aircraft with erroneous ADS-B data

was done for the controller display purpose only. For the provision of air traffic services no discrimination against such blacklisted aircraft was intended. Such aircrafts were provided with alternate separation standards.


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4.8 With respect to update on ADS-CPDLC provided by Maldives, India inquired whether ADS

forward logon was feasible. Australia informed that forward logon feature could be tested among Australia, Maldives and India provided the ADS-CPDLC systems in all the three countries are compatible. India suggested that they could coordinate bench test with Boeing and that would be helpful to identify issues if any in the forward log on process. It was agreed that India would approach Boeing for bench tests for Mumbai, Male and Seychelles as well.

5. Agenda Item 4: Co-ordination Issues 5.1 On application of AIDC, two WPs were presented by Australia (WP-14) and India (WP-4).

Australia informed that post FPL-2012 implementation some ATS systems have become incompatible to exchange AIDC messages. India team shared their experience in testing and implementation of AIDC messaging system and proposed that ASIOACG should set up a programme for AIDC implementation in the region.

5.2 In the post FPL-2012 phase, Australia also proposed to establish specific work programmes to

introduce and strengthen the AIDC messaging system (network) across the region and ASIOACG Member States in particular.

5.3 ASA proposed that the AIDC work program could include:

a) The development of recommended system configuration and testing regimes, b) The development of template agreements between ANSPs for AIDC testing and

implementation, and c) Nomination of a coordinator for AIDC support, and/or d) Regular teleconferences between participants to share knowledge and experience.

5.4 In view of the proposals from Australia and India, all Member States agreed to establish a

small working group to address the AIDC implementation related issues. The contact person for this group will be notified separately and ASIOACG Secretariat will be informed.

5.5 In regard to India’s experience in implementing AIDC, the meeting appreciated the approach

adopted by India for coordination issues resulting out of close proximity of some Area Control Centres, where the flying time after departure is not enough for aircraft to reach cruising level before crossing the ACC boundary.

5.6 India encountered several software and adaptation related problems and each problem called

for solution in terms of airspace design, airspace sectorization, and software design or adaptation procedure. A large number of problems were also attributed to the variances of HMIs across different Automation Systems.

Australia informed that they also found similar issues and addressed them in similar manner. 5.7 Australia and India agreed to share each other’s experience and together they would prepare a

Model AIDC Coordination Procedures based on the one developed for Mumbai/Chennai AIDC trials at the AIDC workshop in Chennai, applicable between adjacent ACCs which may be adopted by other Member States of ASIOACG.


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5.8 Sri Lanka, Australia & Maldives informed the meeting that they have so far successfully addressed the ATM issues near the common FIR Boundary, for instance the UPR traffic via Way Point ‘SABEK’ vis-à-vis other traffic along L897 between SUNAN and DADAR in particular by way of proposing/implementing specific coordination procedures through LOAs.

6. Agenda Item. 5: Communication/Navigation/Surveillance issues – including:

Performance Based Navigation (PBN), Data link Services , AIDC, FIT/CRA , GAGAN 6.1 In view of the inherent limitations of HF communication, India has established SATCOM

communication. India has promulgated a SATCOM Number on which aircraft unable to pass their position reports on HF are encouraged to call Mumbai OCC and report their position. A similar facility is being used in North Atlantic Region also.

6.2 The meeting wanted to know whether it was an ICAO approved procedure, and discussed the

cost effectiveness of such a facility from airlines perspective. 6.3 On the possibility of using 6 digit unique SATCOM number allocated to aircraft, airlines

informed that such SATCOM number cannot be published as then misuse of such number by undesirable parties could be possible.

6.4 India clarified that the purpose of the NOTAM on SATCOM was to increase surveillance

through position reporting and also to facilitate transit of UPR flights through oceanic airspace. In case, airlines did not want to utilize this facility, it was up to them. SATCOM can always be used as a backup for DCPC or HFRT.

Australia informed that Australian Regulator does not support use of SATCOM for position reporting and application of separation purpose.

However, the meeting agreed that potential for using the SATCOM number for search and rescue purpose cannot be denied.

6.5 India presented update on GAGAN Project. IATA briefed the meeting its position that ABAS

is the airline preferred augmentation system as it is already available and won’t require another retrofit. IATA recognises that there may be users for SBAS for general aviation, but airlines should not be expected to pay for any SBAS system or equivalent that they do not use, thus IATA doesn’t support SBAS. IATA pointed out that AAI has informed that aviation industry comprises only about 5% of the total users of GNSS services.

6.6 India briefed the meeting regarding the central air traffic flow management project being

implemented for India as a traffic flow management tool. In accordance with the ICAO directives that any air traffic flow management tool should serve the sub regional flows of air traffic, C-ATFM India is being designed accordingly. It is further envisaged that the C-ATFM tool of India will be gradually integrated with the BOBCAT ATFM tool to provide maximum benefits to the user, domestic as well as international airlines. In this regard, Virgin Australia requested to keep business rules for the ATFM tool as simple and as practicable possible. IATA suggested that a pre implementation meeting with the airlines to assess their preparedness will go a long way in achieving better usage of ATFM tool. India informed the


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meeting that the C-ATFM would be able to support the traffic flows from the neighbouring participating FIRs also.

7. Agenda Item.6 INSPIRE 7.1 On the opening of Agenda Item 6 regarding INSPIRE, the Chairman INSPIRE, informed the

group regarding successful presentation of WP 91 in ANC 12 and informed the meeting regarding overwhelming support that INSPIRE has received from the countries which are not even directly concerned with UPR Ops trials. The meeting was briefed regarding acceptance of the UPR zone by Air Navigation Committee. To this all the ANSPs and participating airlines including IATA congratulated AAI for taking appropriate lead in the matter and it was accepted by airlines that such a coordinated and collaborative effort has no parallel in the recent history of commercial civil aviation. The INSPIRE project is different from ASPIRE in the sense that in ASPIRE, 6 states are involved. Whereas in the case of INSPIRE 15 ANSPs, 9 airlines and IATA joined hands and collaborated to achieve sole objective i.e. save fuel and reduce carbon emissions.

7.3 As a feedback to IATAs IP 5 & 7, the ANSPs of Seychelles, Kenya, Sri Lanka, Mauritius,

Maldives, ASECNA, Australia, Oman, UAE pledge full support for UPR Ops Trial. In regard to the priority handling of flight departing out of UAE airports, the GCAA, UAE thanked Oman for their full cooperation.

UPR ops trials progress and environmental benefits reporting 7.4 IATA presented IP7 and congratulated the meeting that from concept level to weekly 40 flights

following UPRs is a phenomenal progress demonstrated by 25 stakeholders over a period of 12 months. UPR ops trial data indicated that earlier estimated potential saving of 500 tonnes of carbon emissions per flight per year was achievable. The reports received from 107 UPR flights have demonstrated CO2 emission savings of 240 tonnes and time savings of 7Hrs and 15 minutes. The highest fuel savings have been reported by Africa – South East Asia flights (Kenya Airways) and lowest by flights on South Asia – South Africa (Singapore Airlines).

7.5 Thus the trials have confirmed that establishing UPR Geo Zone is not only confirming

efficiency enhancement but it also addresses important safety element as overall all the UPR ops trials went smoothly without any reportable safety issues. The UPR trials enable airlines to plan flights avoiding adverse weather over southern Arabian Sea and Indian Ocean. There have been certain cases of gap of communication between the ATC and flight crew operating UPR flights. Such cases have been summarized by Cathay Pacific Airlines in IP 5 presented by IATA. Overall the feedback is excellent and more than 80% of the flights reported “NO PROBLEM”. The meeting agreed that more dissemination of information among ATCOs regarding UPR flights is desirable and should be accomplished on priority.

UPR Ops post trial analysis and future actions 7.6 IATA provided a detailed update on post-trial analysis of UPR Ops trials and proposed

midterm and long term plans. IATA requested meeting to consider extension of UPR Geo Zone up to Mumbai Muscat FIR boundary in the north Beria FIR, Mozambique in the South West and Kuala Lumpur and Jakarta FIRs in the North East of UPR Geo Zone. ASECNA informed that Mozambique FIR is not equipped with ADS-CPDLC.


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7.7 India explained that it is not only wide body and modern aircraft which operate across Arabian

sea but a large number of narrow body aircraft including legacy aircraft do operate across Arabian sea airspace and such aircraft are not equipped with FANS-1/A systems. The presence of such aircraft in the main flow of traffic poses unique problems in their handling along with other FANS-1/A equipped aircrafts.

Development of UPR Zone short term and midterm plans

7.8.1 In regard to proposed UPRs up to Mumbai Muscat FIR boundary, India informed meeting to consider the traffic flows on M300 (particularly operation of maximum number of legacy aircraft during Hajj Period and routine traffic congestion on EMARSH routes). In comparison to the airspace in southern part of Indian Ocean, the airspace in Arabian Sea is very congested therefore the meeting agreed to take small but firm steps while considering extension of UPR Geo Zone.

7.8.2 With reference to WP5 para 2.4.3, Muscat will hand over traffic to Mumbai at the transfer

point which are defined in the LOA. Muscat will be unable to ensure separation inside Mumbai FIR at the crossing intersection.

7.10 With due regards to traffic analysis done by IATA, India informed that further extensive

study of traffic flow and number of population of legacy aircrafts still operating across Arabian Sea will be carried out but as such in view of the traffic density, at present India does not support extension of UPR Geo Zone to North West.

7.11 All the ANSPs unanimously agreed that the UPR ops trials have been facilitated to the

maximum extent possible and the next step should be to formalize UPR operations instead of extending the UPR Geo Zone in any direction.

7.12 In regard to promulgation of UPR Geo Zone by January2013 as proposed by IATA, the

chairman informed two possible approaches for the purpose. In first approach, the ANSPs could wait for the formal approval of UPR Geo Zone by ICAO Assembly which would take about 8 months. In the alternative approach, each ANSP may promulgate their respective portion of UPR Geo Zone through AIP supplement in a manner that all these smaller portions of airspace form the larger UPR Geo Zone when combined together. But ASECNA and India proposed that prior to that each ANSP should carry out safety assessment of the procedures and obtain approval from their respective regulatory authority before proceeding ahead. Qantas and Virgin Australia supported the suggestion.

7.13 In regard to promulgation of UPR Geo Zone by each individual state, Mauritius, and

Seychelles informed that their TMA shall not be part of the UPR Geo Zone. It was agreed to follow the IORRA model of notifying the UPR Geo Zone pertaining to each ANSP. Airservices Australia offered to propose a uniform draft AIP Supplement to be adopted by each ANSP. In the draft AIP supplement each ANSP may fill up the details of their respective UPR Geo Zone. It was also agreed that UPR ops trials may be continued till 31st March. Meanwhile Airservices Australia may circulate the draft AIP Supplement. As agreed, each State will carry out safety assessment and take acceptance by their Regulator. Thereafter a common AIRAC date may be agreed by all the ANSPs for promulgating UPR Geo Zone.

Prioritizing future actions to reduce constraints


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7.14 Virgin Australia through their WP6 praised that during 2012, INSPIRE partner airlines worked

in full cooperation of ANSPs to successfully complete 100s of inspire flights. The trial flights have demonstrated significant saving in fuel and emission by permitting airlines to despatch aircraft on the user preferred route. However while analysing the crew feedback, Virgin Australia has identified certain constraints which may be addressed by classifying the constraints as follows:

a) Where the assessment concludes that the constraint could be realistically removed, or

reduced, by the development of a new process or by an agreement with the ANSP, that constraint shall be identified as a GREEN constraint. Green constraints will be included in the INSPIRE work program for the next 12 months, identifying process.

b) Where the assessment concludes that the constraint could be realistically removed, or

reduced, but not within the next 12 month term of the INSPIRE work program, the constraint shall be identified as an AMBER constraint. Amber constraints should be recorded in the INSPIRE work program with an estimate as to when the constraint may be removed or reduced. Study and analysis to determine way-outs may be developed.

c) Where the assessment concludes that removal of the constraint in the short term is not

possible, that constraint shall be identified as a RED constraint. Red constraints will not be targeted for action within the current INSPIRE work program. (Next 12 months).

d) By adopting the strategy suggested above, INSPIRE partners will have a clear plan for

moving forward. It will ensure that the resource effort can be applied to those areas where the constraints are having the largest negative impact. It will also provide ANSPs with the necessary justification to devote energy and resources towards removing the constraints.

e) The meeting noted the above proposal.

7.15 In view of the appreciation expressed by GCAA UAE and DANS that their UPR flights were handled on priority by Muscat ATC, the Chairman requested Virgin Australia to reconsider para 2.7 of WP6 for withdrawal. The IATA and Virgin Australia agreed.

7.16 On the proposal of applying DARP (Dynamic Airborne Reroute Procedures) in the Indian

Ocean, for the purpose of de-conflicting aircraft blocking the climb of another aircraft. Australia and Qantas Airlines informed about the complexities of DARP Operations as faced in Pacific Ocean. While Qantas explained the complexity of DARP Operations, Airservices Australia informed that there were many constraints experienced by the ATC for supporting DARPs. It would require comprehensive preparation and study by ANSPs before even considering DARPs. Following discussion, the meeting considered that DARP is next generation of development to be tested in the UPR Geo Zone.

Reintroduction of SABEK way point and opening of additional way points on FIR boundaries 7.17 Airservices Australia (Airservices), Maldives Airports Company Limited (MACL) and Airport

& Aviation Services (Sri Lanka) Ltd. (AASL) have collaborated to develop new procedures to allow the use of waypoint SABEK. The use of SABEK has been incorporated into the UPR geographic zone operational trial and the Letter of Agreement has been amended. Safety analysis for the Melbourne FIR identified the potential for undesirable tracking and complex traffic interaction based on existing UPR procedures. The review of the use of SABEK has


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determined that a co-requisite waypoint (connector route) must be defined within the YMMM FIR to ensure that conflicts with parallel traffic can be managed effectively. This is specifically required to assure sufficient separation with traffic on L894. The additional waypoint is being developed but is expected to be in the vicinity of 040122S 0794608E and will be published in the Australian Offshore Airways Planning. SABEK is expected to become available for daily use early in 2013.

7.18 In regard to IP 15 and IP 13, presented by Australia, the meeting noted that: To

facilitate increased efficiency in the Asia-Africa traffic flow and allow the delivery of greater environmental benefit the ASIAOCG identified that additional waypoints are required on the Melbourne/Jakarta FIR boundary.

7.19 To improve the efficiency of UPRs between Asia and Africa, Airservices proposed

three new waypoints to be published on the Jakarta/Melbourne FIR boundary. The approximate position of these waypoints would be:

• 100NM SE POSOD • 200NM SE POSOD • 300NM SE POSOD

It is proposed that the waypoints should connect to the fixed route structure in the Jakarta FIR via PKU or OBMAT. These waypoints, combined with a connection to PKU, could allow additional savings of up to 10 minutes of flight time, equivalent to 1000kg of fuel and 3150kg of CO2 emissions, per flight for a B777 aircraft. AngkasaPura II (APII) has undertaken to consider the establishment of these way points and discussed the same with other Indonesian agencies as required.

Strategy to reduce the requirement for Low level holding 7.20 As presented by Virgin Australia, Sydney is a capacity constrained airport during peak periods.

The recent introduction of the Metron Traffic Flow tool provides Air Traffic Control with a tactical means of managing demand however at this stage long haul flights are exempt from being compliant with the ATFM business rules. Non-inclusion of long haul flights in the Metron ATFM system often results in a long haul flight arriving at a time when the programmed landing sequence has limiting capacity to accommodate the long haul flight. This results in holding at lower levels to absorb the delay. Appreciating Airservices Australia’s effort for developing Regional ATFM procedures that will include long haul flights, Virgin Australia expected draft copy of the procedures in early 2013 for Industry to provide feedback. Virgin Australia requested other airlines also to provide feedback on new Metron ATFM procedures to Airservices Australia.

7.21 Virgin Australia and Qantas Airlines both agreed that informing a required time of arrival to

the ATC and adjusting speed accordingly causes issues with the flight management system. In this regard, IATA reminded that the lessons learnt emerging out of implementation of Metron ATFM may be noted by other ANSPs who plan to implement similar systems.


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Australian UPR Gates and continental connector routes 7.22 On the subject Airservices Australia informed that:

At the Combined ASIOACG and INSPIRE Working Group meetings held in Dubai in May 2012 Airservices Australia (Airservices) presented a series of proposed UPR gates and connector routes. (refer IP UPR Gates and Connector Routes – Western Australia). Independent of the request for UPR gates and connector routes Airservices had initiated a multi-faceted program of activity to reduce risk and efficiently respond to the changing operational requirements within the Upper Airspace Services area of responsibility. The Air services program of activity included a refined sectorization, additional controller workstations, and the commissioning of new surveillance facilities. Supplementary changes included the reconfiguration of the voice communication systems, the reconfiguration of the automation system, refinements to the Air Traffic Controller endorsements, and the development of new procedures. Implementation of the program changes began during October 2012 and the majority were completed with effect 15 November 2012. The program of activity would be completed with an upgrade to the voice communications system on 10 December 2012.

7.23 To complete the implementation of additional UPR gates and connector routes across

continental airspace, Air services has planned 3 Packages to cover northern area, southern area and the central area respectively. In this regard, Emirates and other airlines informed that after following a UPR across Indian Ocean airspace their fleet has to follow connector routes and this induces inefficiency in their flight operations.

Airservices will seek feedback from Airlines prior to implementation. 7.24 Airservices Australia described domestic air traffic pattern particularly, that emerging out of

Perth. In spite of all the constraints described by Airservices, airlines still requested more number of connector routes for UPR gates.

8. Agenda Item.7: Review of INSPIRE STRATEGIC PLAN 8.1 In view of the INSPIRE activities undertaken during 2012, the meeting observed that INSPIRE

Strategic Plan needs revision. It has to be aligned with ASBU principles and made more objective oriented. Certain administrative changes and changes to paragraphs on objectives of INSPIRE were also suggested. INSPIRE Chairman suggested that objectives of INSPIRE should be aligned with ICAO Resolution A 37 and ICAO Annual Environmental Report 2010. A relook is also required at the work program and ANSP initiative section. Air services Australia has prepared a revised draft of the strategic plan and the draft presented by Air services Australia was agreed upon with a few suggestions. The draft strategic plan is attached as Annexure to the report. It was suggested by Airservices Australia that each ANSP during INSPIRE meeting should update the initiatives section and it should be made mandatory to do so. INSPIRE Secretariat suggested that any new initiative taken up by any ANSP under INSPIRE banner should be presented as an information paper first and in the next annual meeting the ANSP should try to present a working paper that would demonstrate the environmental benefit of ANSP initiative. INSPIRE meeting then should endorse the environmental gains if agreed upon.


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9. Agenda item 8: Report from ANSPs on initiatives listed in strategic plan 9.1 AAI presented one working paper and one information paper. The information paper was on

the ACDM project at Mumbai and the working paper was on the trial CDO operations in Mumbai TMA.

9.2 AAI informed the meeting that the project “Dynamic Departure Slot Manager and TSAT

Generator” will be developed on “Common Information Sharing Platform”, which is the building block of Airport- Collaborative Decision Making (A-CDM). It will be Web Based system for sharing information by the partners to the platform, which will process information and send to selective partners depending upon requirement. Based on the available information and control instructions (Runway-in-use and Runway Capacity) from Air Traffic Control (ATC) system will calculate Target Start Up Approval Time (TSAT). TSAT information will be available with ATC and partners. ATC will use TSAT for clearing pushback/start up of aircraft. The algorithm in the system will ensure optimal delay of departing aircraft at the holding point. This project has enormous potential to reduce “Holding Delay” of departing aircraft, which in turn will reduce wastage of Aviation Fuel and Environmental Pollution and enhance passenger comfort. The paper was very well received there was widespread and enthusiastic praise for the project. The ASIOACG chairman commented that in his 38 years of career in civil aviation he has rarely come across such a good project and he wished the project all the best. Many members wanted to know more about the project and the contact details for further interaction were provided to the meeting.

9.3 AAI also presented a working paper on Continuous Descent Operations trials and their success

in Mumbai. The WP illustrated the CDO process which was more of a dynamic CDO facilitated by proactive approach of ATC as follows;

a) ATC tactfully identifies a flight for which CDO is feasible considering sequencing

issues / spacing requirements / conflicting traffic and obtains concurrence from cockpit crew for executing the same.

b) ATC calculates the track miles to touchdown and the path to be followed for intercepting the final approach track including intermediate speed and level restrictions and passes this information to pilot in advance – thereby negating the uncertainty of sudden vectors - and issues clearance for CDO.

c) Based on the information and clearance received (along with speed and altitude restrictions), the FMC, in turn computes optimum profile descent segment(s) and this is then flown with guidance and surveillance from ATC till just out of the FAF/FAP.

9.4 It was reported to the meeting that an estimated 500 flights have been facilitated with such CDO so far. The fuel savings data received from 174 flights indicates a total fuel savings of 32 tonnes and emission savings of 100 tonnes. If the fuel savings reported during the trials are considered, this could result in fuel savings of at least 92 tonnes and carbon emission savings of 290 Tonnes so far. Singapore airlines elaborated their participation in CDO trials at Singapore and stated the fuel savings were similar to those reported at Mumbai.


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9.5 The WP urged the meeting to consider inclusion of CDO in the work programme 2013 of INSPIRE and the feasibility of replicating, to the extent possible (in respective regions), this initiative towards ATC facilitation of dynamic CDO by exploiting the available on-board capability leading to significant emission savings. There was some discussion on inclusion of CDO as work programme of INSPIRE as harmonised implementation may not be possible. AAI stated that INSPIRE strategic plan considered all the procedures between gate to gate operations that enhanced efficiencies and reduced CO2 emissions. Some airlines were of the view that CDO should be made mandatory. It was agreed that ANSPs should consider implementation of CDO as means of CO2 emission reductions and CDO can be included in the work programme of 2013.

10. Agenda item 9: Annual Report 2012

India would prepare annual report 2012 and put up on INSPIRE website by 28 February 2013. Observing the forthcoming holiday season, all the stake holders and all the ANSPs were requested by the Chairman to provide appropriate articles for the annual report by 31stJanuary, 2013 and also requested participating airlines and IATA to report their fuels savings achieved out of UPR ops trials during 2012.

11. Agenda item 10: Work Programme for 2013

The meeting decided that establishment of UPR Geo Zone would be the key initiative to be pursued during the year 2013. The following was decided;

a) The five days a week UPR trial flights will continue till March2013. b) During this period a standard template for AIP supplement to be promulgated by

each ANSP for the airspace in its FIRs falling in the proposed UPR Geo Zone will be developed.

c) Each ANSP will complete safety assessment by this period and obtain approval from regulator.

d) At the end of March a teleconference will be held to review the progress and decide upon the establishment of UPR Geo zone.

e) The target date for establishment of UPR Geo Zone is June 2013.

ANSPs may also consider CDO trials wherever possible as proposed by AAI. AAI will commence CDO operations in as many TMAs as possible. ANSPs should report environmental benefits of CDO or other such initiatives in the INSPIRE 4 meeting.

12. Agenda item 11: Appointment of INSPIRE Chairman 2013

Airservices Australia were chosen as Chairman of INSPIRE for the year 2013 as per the terms of Strategic Plan of INSPIRE. ASA nominated Mr. David Webb as INSPIRE Chairman. Mr. Abdullah Nasser Al Harthy, Chairman ASIOACG stated that he wished to retire as Chairman and he would like the meeting to choose a new chairman. Oman proposed the name of Shri Mukesh Chand Dangi of Airports Authority of India as the chairman of ASIAOCG which was seconded by Seychelles. All the participants of the meeting agreed to that proposal and consequent to this Shri Mukesh Chand Dangi, AAI was chosen as the new chairman of ASIOACG.

13. Agenda item 12 Summary of outcomes of other related meetings


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No IPs or WPs were presented under this agenda.

14. Agenda item 13: Review and update of capacity enhancement table.

The proposed capacity enhancement table as suggested by IATA was accepted by the meeting. It was agreed that all ANSPs and stake holders should forward the updates by 31st January 2103 to ASIOACG secretariat.

15. Agenda item 14: Review and Update list of Open action items

The open action items are listed Attachment D 16. Agenda 15: Any other business including meetings of INSPIRE/4 and ASIOACG/8 and inclusion of other ANSPs and Airlines into INSPIRE. 16.1 ASECNA was welcomed as Peer organization into INSPIRE. Ethiopian and Kenyan airlines

raised the issue about realigning T940 to be used between city pair Bangkok Nairobi, Bangkok Addis Ababa. AAI informed the meeting that T940 is an ATS Route under CRAME (Contingency Routing Scheme for Asia/Middle East/Europe) of ICAO and States have no authority to change its alignment unless issue is taken at ICAO Regional Office level. AAI further informed that they would be soon promulgating L856 (Vutas/MML) as it is accepted by IATA, Ethiopian airline and Kenya Airways.

16.2. Chennai presented a PP presentation on upper airspace harmonization.

16.3 Srilanka presented information on Hanambota International Airport. 16.4. IATA proposed that for UPR flights crossing FIR boundary at lat long instead of waypoint is

not permitted in some FIRs. It was agreed that after AIDC implementation those FIRs would consider it. IATA also proposed that at present the UPR flights are permitted to fly UPRs with one hour delays and the time limit should be extended, the meeting agreed to revise SOP by extending time limit for 2 hours.

16.5 The WG meeting of ASIOACG/INSPIRE will be held in MAY 2013 in Dubai. The

ASIOACG/8 and INSPIRE/4 meetings will be held at Melbourne and the tentative dates will be around 25th November 2013.

16.6. There were some discussions during the meetings about training requirements of the ANSPs.

For example KCAA inquired whether they could get some help for training controllers for ADS-C/CPDLC operations. AAI agreed to look into the possibility and advised KCAA to send a proposal for the same. KCAA agreed to do so.

16.7. ASIOACG Chairman then commented that the collaboration amongst ANSPs can be extended

to training of controllers also. ASIOACG secretary proposed that in order to achieve the goal of seamless traffic and improved efficiencies and safety in the region ANSPs should come forward to offer the training facilities to their counterparts in the group on cost recovery basis rather than as a revenue earning activity. ANS is a human centric activity and collaboration amongst ANSPs for training can go a long way for the ASIOACG/INSPIRE groups in


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achieving their objectives. The proposal was welcomed by all delegates and ASIACG secretary proposed that the secretariat would draft a policy document and Training Capacity Table which can be used by the partners for identifying the areas for mutual collaboration.

16.8. The draft Terms of Reference for ASIOACG was discussed in a side meeting on 11th

December. The discussion was focused towards for revising the TOR based on recent concepts like ASBU and finalizing the TOR as early as possible. ASA revised the Draft TOR based on the discussion held and the ASIOACG members were requested to provide feedback by Jan 2013. All efforts will be made to finalize the TOR by May 2013 WG meeting.

17. Conclusion.

The ASIOACG7INSPIRE meetings were fairly successful in discussing the agenda set for the meetings, completing action items for the meetings and charting out the programme for 2013. The meetings concluded in a positive, cheerful and cooperative manner, a collaborative culture that has come to symbolize ASIOACG and INSPIRE. ASIOACG and INSPIRE Chairmen thanked the participants and organizers for their support and hard work and expressed hope for more success of the groups in future.

Documents

Report of ASIOACG7 INSPIRE3 meetings - India of ASIOACG7... · Agenda Item 12 Summary of outcomes of BOBASIO, ... Etihad Airways, Qatar Airways, ... Indigo airlines and Jet Airways