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Vince Galotti International Civil Aviation Organization

Vince Galotti

A global and seamless air traffic management system:

What is it, how do we get there, the role of the Inter-

national Civil Aviation Organization (ICAO)

A walk through history

I would like to begin my presentation at the beginning and address the history and evolution of Air Traffic Management (ATM). When the Wright Brothers flew the Kitty Hawk in 1903 there was no need for air traffic control. However, as soon as the second one became airborne and they both flew in the same area, air traffic control was borne. As I am from the United States, I will focus on the progression there however, Europe and the United States have followed a similar progression in their ATM evolution.

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Beacon towerBeacon tower

1919Built at intervals of approximately 16 km, the standard beacon tower was 17 metres high, topped with a powerful rotating light. Below the rotating light, two course lights pointed forward and back along the airway. The course lights flashed a code to identify the beacon's number.

The tower usually stood in the center of a concrete arrow 25 metres long. A generator shed, where required, stood at the "feather" end of the arrow.

So let’s start with the technology and then I’ll move to air traffic control and summarize where we are today and where we are headed. Locating our position on Earth and determining the course to steer to arrive at the next desired point has fascinated man from earliest times. In early times, man marked his trails with sticks or built mounds with stones, something similar and eventually, using celestial navigation as he began to explore the seas and roam farther and farther from home. In modern times, several methods of navigation were developed, making use of electronic means and instruments with great success.

For pilots, knowing where they were and how to get where they wanted to go was one of the first and most challenging obstacles to overcome especially as they flew longer and longer distances. In the very early days, bonfires were lit and at night

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pilots would navigate visually flying from bonfire to bonfire. One of the first technologies to be introduced to assist pilots in their navigation came along in 1919. Built at intervals of approximately 16 km, the standard beacon tower was 17 metres high, topped with a powerful rotating light. Below the rotating light, two course lights pointed forward and back along the airway. The course lights flashed a code to identify the beacon's number. The tower usually stood in the center of a concrete arrow 25 metres long. A generator shed, where required, stood at the "feather" end of the arrow. The beacons were spaced 10 miles apart. The beacons were depicted on navigation charts along with their number and Morse code.

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Low frequency radio rangeLow frequency radio range

1929In the late 1920s, a new type of navigational aid, the low frequency radio range (LFR), also know as the four-course radio range came along. This type of facility could provide guidance even when poor visibility made light beacons useless.

By comparing two coded signals, pilots could tell whether they were drifting to the left or right of an airway. For those flying on course, the two signals merged into a single tone.

In the late 1920s, a new type of navigational aid, the low frequency radio range (LFR), also known as the four-course radio range came along. This type of facility provided guidance even when poor visibility made light beacons useless. By comparing two coded signals, pilots could tell whether they were drifting to the left or right of an airway. For those flying on course, the two signals merged into a single tone. Due to relatively low purchase, maintenance and calibration cost, they are still used to mark locations of smaller aerodromes and important helicopter landing sites although they are gradually being decommissioned.

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Early VOREarly VOR

1944•Very High Frequency Omni-directional Radio Range (VOR). •The VOR enabled the pilots of instrument-equipped planes• to determine their position more efficiently.

In 1944, the Very High Frequency Omni-directional Radio Range (VOR) was introduced and large scale implementation continued through the 1950s. VORs, still used today, enable pilots of instrument-equipped aircraft to determine their position more efficiently. The VOR facility transmits two signals at the same time. One signal is constant in all directions, while the other is rotated about the station. The airborne equipment receives both signals, detects the difference between the two signals, and interprets the result as a radial from the station.

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First U.S. air traffic controllerFirst U.S. air traffic controller

1929At right, Archie League is shown on duty in his summer office. Note the rolled-up flags in the wheelbarrow, and the dangling lunch box. His other equipment included a folding chair, drinking water, and a pad for taking notes.

So that was a short history of early technology. Navigation was, as stated, the first major hurdle however, as more aircraft took to the skies, they became a problem for each other. Mr. Archie League is widely believed to be the first air traffic controller in the United States. Here, he is shown on duty in his summer office with rolled-up flags in the wheelbarrow and the dangling lunch box. His other equipment included a folding chair, drinking water, and a pad for taking notes.

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Archie League Archie League –– winter outfitwinter outfit

•• His communication tools were His communication tools were simple: a red flag for "hold" simple: a red flag for "hold" and a checkered one for "go." and a checkered one for "go."

His winter tools were the same, a red flag for "hold" and a checkered one for "go." His uniform however, was a bit different.

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Early radio equipped air traffic control Early radio equipped air traffic control towertower

In 1930, Cleveland Municipal Airport established a radio-equipped airport control tower.

In the next five years, about twenty cities followed Cleveland's lead. Controller Bill Darby is shown with the latest equipment in this 1936 view of Newark tower.

As aircraft became more sophisticated, faster and increased in numbers, air traffic control also advanced. In 1930, Cleveland Municipal Airport established a radio-

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equipped airport control tower. In the next five years, about twenty cities followed Cleveland's lead. Controller Bill Darby is shown with the latest equipment in this 1936 view of Newark tower.

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Early area control centreEarly area control centre

1940s•Racks of paper strips replaced blackboards• as a means of noting flight data in this era;• however, the system still relied on• indirect communications and mental calculations

Traffic continued to grow and a few major mid-air collisions resulted in political pressure and newer and more efficient means of air traffic control (ATC). For effective ATC, people and systems on the ground must know the position of aircraft on a continuous basis and be able to estimate their future position. Generally, the idea of keeping track of an aircraft is referred to as surveillance. The most basic way of knowing an aircraft’s position is to communicate directly with the aircraft. The first ATC centres in the United States were equipped with rudimentary communication facilities and controllers tracked progress and kept airplanes apart from each other using blackboards at first and eventually, racks of paper flight strips as a means of noting flight data. However, the system still relied on indirect communications and mental calculations.

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First radarFirst radar

1050sNothing revolutionized air traffic control more than radar.

The pressure of the military during the Second World War compressed a quarter century of normal peacetime aviation development into a few years. The most important breakthrough for ATC, which emanated from the war, was radar. As the ATC system developed throughout the world, radar became the most important tool used by controllers for surveillance of aircraft and weather. Radar allows the position of an aircraft to be presented on a display, where a controller provides radar control. Radar control is preferable to non-radar or procedural control and allows controllers to bring aircraft much closer together and provide much better flight profiles.

ATC radar in its simplest form, known as primary radar, provides the controller with a visual indication, on a cathode ray tube, of all radar echoes reflected from aircraft within line of sight of the ground based radar facility. The display presented to the controller provides information on the range and azimuth of reflected objects, including aircraft. Because primary radar equipment in no way relies on any action on the part of the pilot or aircraft, it is known as independent surveillance. Secondary surveillance radar (SSR) is composed of a ground interrogator and airborne transponder equipment. The ground interrogator equipment is normally collocated with a primary radar so that targets provided by the primary radar and those provided by SSR could be presented simultaneously on the controller's radar display and, in automated systems, appear as one single target.

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AutomationAutomation

•• By the midBy the mid--1970s, most developed States had begun 1970s, most developed States had begun implementing semiimplementing semi--automated ATC systems based on a automated ATC systems based on a marriage of marriage of radar and computer technologyradar and computer technology..

•• By automating certain routine tasks, the system By automating certain routine tasks, the system allowed controllers to concentrate more efficiently on allowed controllers to concentrate more efficiently on the vital task of providing separation.the vital task of providing separation.

•• Data appearing directly on the controllers' scopes Data appearing directly on the controllers' scopes provided the identity, altitude, and groundspeed of provided the identity, altitude, and groundspeed of aircraft carrying radar beacons.aircraft carrying radar beacons.

By the mid-1970s, most developed States had begun implementing semi-automated ATC systems based on a marriage of radar and computer technology. By automating certain routine tasks, the system allowed controllers to concentrate more efficiently on the vital task of providing separation. Data appearing directly on the controllers' scopes provides the identity, altitude, and groundspeed of aircraft carrying radar beacons.

International Civil Aviation Organization

I would like to conclude this portion of the presentation by providing a synopsis of where we stand today in terms of technology and the air traffic management (ATM) system.

The systems described above suffered many limitations. Although the effects of the limitations were not the same for every part of the world, one or more of them inhibited the desired development of ATM almost everywhere.

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Communication, Navigation, Surveillance/Air traffic Management (CNS/ATM)

CNS/ATM systems have been under development for 25 years and implementation is moving along very well and many benefits are being attained. With CNS/ATM systems, the transmission of voice continues to take place over existing very high frequency (VHF) channels; however, these same VHF channels are increasingly being used to transmit digital data. Satellite data and voice communications, capable of global coverage, are also being introduced along with data transmission over high-frequency (HF) channels. The secondary surveillance radar (SSR) Mode S, which is increasingly being used for surveillance in high-density airspace, is also being used to transmit digital data between air and ground.

Improvements in navigation include the introduction of area navigation (RNAV) capabilities along with the global navigation satellite system (GNSS). These systems provide for world-wide navigational coverage and are being used for en-route navigation and for non-precision approaches. With appropriate augmentation systems and related procedures, these systems will eventually support most precision approaches.

Improvements in surveillance will see the traditional SSR continue to be used however, there is a gradual introduction of SSR Mode S taking place in both terminal areas and high-density continental airspace. Another major improvement is also taking place with the introduction of automatic dependent surveillance (ADS). ADS allows aircraft to automatically transmit their position, and other data, such as heading, speed and any useful information contained in the flight management system (FMS), via satellite or other communication links, to an ATC unit where the position of the aircraft is either displayed on a screen or is used by automation to update flight information. ADS-broadcast (ADS-B) is another technology used to disseminate aircraft position information. Using ADS-B, aircraft periodically broadcast their position. Any user, whether airborne or on the ground, within range of the broadcast, receives and processes the information. All users of the system have real-time access to precisely the same data, via similar displays, allowing a vast improvement in traffic situational awareness.

In the field of ATM, a more appropriate term is being used to describe the global system we are evolving toward and which has supplanted CNS/ATM. .That term: “Global Air Traffic Management”, more appropriately identifies that the advancements in CNS technologies serve to support ATM. When referring to ATM

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in this context, however, much more than just air traffic control in the traditional sense is meant. In fact, ATM refers to a system's concept of management on a much broader scale.

The ICAO Global Air Traffic Management (ATM) Operational Concept presents the ICAO vision for an integrated, harmonized and globally interoperable, ATM system and defines ATM as the dynamic, integrated management of air traffic and airspace, safely, economically, and efficiently, through the provision of facilities and seamless services in collaboration with all parties.

The vision statement in the operational concept is to achieve an interoperable global ATM system for all users during all phases of flight that meets agreed to levels of safety, provides for optimum economic operations, is environmentally sustainable, and meets national security requirements.

A key point to note is that the operational concept, to the greatest extent possible, is independent of technology; that is, it recognizes that within a planning horizon of more than twenty years, much of the technology that exists or is in development today may change or cease to exist. This operational concept has therefore been developed to stand the test of time.

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• One of 19 intergovernmental organizations related to the United Nations through special agreements.

• The only internationally recognized governmental body charged with:

• Establishment of global technical standards and recommended practices

• Development of guidance material for international civil aviation

• Foster implementation of air navigation facilities and services

ICAOICAO

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•• The Chicago The Chicago ConventionConvention

•• The Annexes (SARPS)The Annexes (SARPS)•• PANSPANS•• Guidance MaterialGuidance Material

ICAO DocumentsICAO Documents

To understand more clearly the development and implementation of a global ATM system, it is also important to understand the International Civil Aviation organization (ICAO). Have you ever wondered how an aircraft manufactured in the United States or Russia can fly from Saudi Arabia to London or New York or from Kiev to Tokyo, or an aircraft manufactured in Brazil can fly from Sweden to France with a German or Norwegian pilot at the controls? How about common standards and accepted practices and regulations for licensing and qualification procedures of the pilots; certification of airframes, engines, communications and avionics equipment? Are they the same in every nation of the world? What responsibility do individual nations have to install navigational facilities and to provide services and other aviation infrastructure? What kind of procedures do air traffic controllers follow in different countries and how would a pilot know what these are? In what language do the pilots and controllers speak to each other? What about customs, security, the carriage of dangerous goods, aircraft registration and markings, noise and environmental regulations? Are there universal reaction times and procedures for fire fighters and rescue operations? Or universal standards for airfield and approach lighting and markings? These are just a few of the many elements that must be looked at when considering the complexities of international civil aviation.

ICAO provides the machinery for the achievement of international cooperation in the air. The primary way in which ICAO accomplishes this is through the

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establishment of international Standards and Recommended Practices (SARPs) which cover the technical fields of aviation.

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•• Standards are binding on all Contracting States Standards are binding on all Contracting States

•• If a State finds it impossible to comply it must If a State finds it impossible to comply it must inform ICAO of any differences.inform ICAO of any differences.

•• Recommended Practices are not notified to Recommended Practices are not notified to ICAO but should be published in Aeronautical ICAO but should be published in Aeronautical Information Publications (AIPs) Information Publications (AIPs)

Standards are MandatoryStandards are Mandatory

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ICAO AnnexesICAO AnnexesAnnex 1 Annex 1 –– Personnel Licensing Personnel Licensing

Annex 2 Annex 2 –– Rules of the AirRules of the Air

Annex 3 Annex 3 –– Meteorological ServicesMeteorological ServicesAnnex 4 Annex 4 –– Aeronautical ChartsAeronautical ChartsAnnex 5 Annex 5 –– Units of MeasurementUnits of MeasurementAnnex 6 Annex 6 –– Operation of AircraftOperation of AircraftAnnex 7 Annex 7 –– Aircraft Nationality and Aircraft Nationality and

Registration MarksRegistration MarksAnnex 8 Annex 8 –– Airworthiness of Aircraft Airworthiness of Aircraft

Annex 9 Annex 9 –– FacilitationFacilitationAnnex 10 Annex 10 –– Aeronautical Aeronautical

TelecommunicationsTelecommunications

Annex 11 Annex 11 –– Air Traffic ServicesAir Traffic Services

Annex 12 Annex 12 –– Search and RescueSearch and RescueAnnex 13 Annex 13 –– Aircraft Accident Aircraft Accident

InvestigationInvestigation

Annex 14 Annex 14 –– AerodromesAerodromes

Annex 15 Annex 15 –– Aeronautical Information Aeronautical Information ServicesServices

Annex 16 Annex 16 –– Environmental Environmental Protection Protection

Annex 17 Annex 17 –– Security Security

Annex 18 Annex 18 –– The Safe Transport of The Safe Transport of Dangerous Goods by AirDangerous Goods by Air

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Article 12Article 12Each contracting State undertakes to adopt measures to insure

that every aircraft flying over or maneuvering within its territory and that every aircraft carrying its nationality mark,wherever such aircraft may be, shall comply with the rules and regulations relating to the flight and maneuver of aircraft there in force. Each contracting State undertakes to keep its own regulations in these respects uniform, to the greatest possible extent, with those established from time to time under this Convention. Over the high seas, the rules in force shall be those established under this Convention. Each contracting State undertakes to insure the prosecution of all persons violating the regulations applicable.

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ArticleArticle 2828 –– Air navigation facilities and Air navigation facilities and standard systemsstandard systems

Each Contracting State undertakes, so far as it may find Each Contracting State undertakes, so far as it may find practicable to provide in its territory, airports, radio practicable to provide in its territory, airports, radio services, meteorological services and other air navigation services, meteorological services and other air navigation facilities to facilitate international air navigation, in facilities to facilitate international air navigation, in accordance with the standards and practices recommended accordance with the standards and practices recommended or established from time to time, pursuant to this or established from time to time, pursuant to this convention;convention;

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Article 28 (Continued)Article 28 (Continued)

Adopt and put into operation the appropriate standard Adopt and put into operation the appropriate standard systems of communications procedure, codes, markings, systems of communications procedure, codes, markings, signals, lighting and other operational practices and rules signals, lighting and other operational practices and rules which may be recommended or established from time to which may be recommended or established from time to time, pursuant to this convention; andtime, pursuant to this convention; andCollaborate in international measures to secure the Collaborate in international measures to secure the publication of aeronautical maps and charts in accordance publication of aeronautical maps and charts in accordance with standards which may be recommended or established with standards which may be recommended or established from time to time, pursuant to this convention.from time to time, pursuant to this convention.””

These SARPs are incorporated into the eighteen Annexes to the Convention on International Civil Aviation which was established in Chicago in 1944. The set of international standards incorporated under these Annexes has become the core set of standards and regulatory material for world aviation.

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Regional Air Navigation MeetingsRegional Air Navigation Meetings

•• To prepare, amend, or supplement a regional plan for facilities,To prepare, amend, or supplement a regional plan for facilities,services and procedures.services and procedures.

•• CommitteesCommittees–– AIS, AOP, ATS, COM, METAIS, AOP, ATS, COM, MET

•• Regional plansRegional plans–– Set forth in detail the facilities, services and procedures requSet forth in detail the facilities, services and procedures required ired

for international air navigation within a specified areafor international air navigation within a specified area–– Governments follow in programming the provision of their air Governments follow in programming the provision of their air

navigation facilities and services, with the assurance that theynavigation facilities and services, with the assurance that they will will form an integrated systemform an integrated system

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Planning and Implementation Regional Planning and Implementation Regional Groups (PIRGs)Groups (PIRGs)

•• Asia/Pacific Air Navigation (APANPIRG) 1991Asia/Pacific Air Navigation (APANPIRG) 1991•• European Air Navigation Planning Group (EANPGEuropean Air Navigation Planning Group (EANPG•• Middle East (MIDANPIRG) 1993Middle East (MIDANPIRG) 1993•• Caribbean/South America (GREPECAS) 1990Caribbean/South America (GREPECAS) 1990•• Africa/Indian Ocean (APIRG) 1980Africa/Indian Ocean (APIRG) 1980•• NAT Systems Planning Group (NAT SPG) 1965NAT Systems Planning Group (NAT SPG) 1965•• North American Planning Group (NAMPG) established under North American Planning Group (NAMPG) established under

NAFTA 1994NAFTA 1994

ICAO has an Assembly, a Council and several supporting bodies. The Assembly is considered as the sovereign body of ICAO and is what makes ICAO a global organization. It normally meets every three years to review the work of the Organization in detail and to establish the operating budget for ICAO. The Council is the governing body of ICAO. One of the major duties of the Council is to adopt international SARPs prior to their incorporation into the Annexes. Once a standard is adopted by the Council, Contracting States have an obligation to implement them. As aviation technology advances, the standards are reviewed and amended in order to keep them up to date.

Although the Council has the responsibility for adopting the international standards and approving the procedures associated with these, the principal body responsible for the development of these standards and procedures is the ICAO Air Navigation Commission.

The Council, the Air Navigation Commission and the various committees are assisted in their work by an internationally recruited secretariat. Headed by a Secretary General, it provides the permanent organizational framework for ICAO and provides technical and administrative support to the Contracting States.

Shortly after the establishment of ICAO in 1944, the interim Council recognized a need to divide the world into air navigation regions in order to facilitate the planning and implementation of

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ground services and facilities necessary for international air transport operations. While the Headquarters of ICAO is located in Montreal, Canada, there are seven regional offices which are located in Bangkok, Cairo, Dakar, Lima, Mexico City, Nairobi and Paris. As part of regional planning activities, the ICAO Council developed regional planning bodies, which are made up of representatives of nations who meet as the need arises and develop and keep up to date, a regional air navigation plan, which is reviewed and approved by the ICAO Council. This plan establishes the requirements for necessary facilities and services for the further development of international civil aviation. Contracting States agree to implement these facilities in line with the ICAO Convention. The regional plan thus serves as a sort of “contract” between the airspace users and the service providers. There are nine ICAO air navigation regions covering the whole of the Earth. The implementation of all of the regional air navigation plans would lead to a globally harmonized air navigation system.

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Air Navigation Conferences and Divisional Air Navigation Conferences and Divisional MeetingsMeetings

•• Make recommendations for new Standards and Make recommendations for new Standards and Recommended Practices, Procedures for Air Navigation Recommended Practices, Procedures for Air Navigation Services and makes other recommendations.Services and makes other recommendations.

•• A conference is convened when its task encompasses a A conference is convened when its task encompasses a substantial number of interrelated subjects of worldsubstantial number of interrelated subjects of world--wide wide scope falling within several air navigation fields. scope falling within several air navigation fields.

Conference and Divisional Meetings make recommendations for new Standards and Recommended Practices, Procedures for Air Navigation Services and make other recommendations as necessary. A conference is convened when its task encompasses a substantial number of interrelated subjects of world-wide scope falling within several air navigation fields.

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Study GroupsPanels

Air Traffic Management Requirements and Performance Panel

Navigation systems panel

Instrument flight procedures panel

Operational data link panel

Operations Panel

Separation and safety panel

Aeronautical surveillance panel

Aeronautical Communication Panel

Aerodromes panel

• PBN study group• Flight plan study group• Aircraft classification number• AIM study group• Aviation data registry• Aeronautical information and charts• Aerodrome meteorological observing

systems• Human resource planning and training• Flight safety and human factors• Meteorological information• Proficiency requirements in common

English• Simultaneous operations on parallel or

near parallel instrument runways• World area forecast system

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Operations Panel




Aerodromes panel

• Identification of current and future technical requirements for communication systems

• Transition planning to new communication systems

• Technical requirements for air-ground data links

• Frequency spectrum requirements for aviation

• Aeronautical Telecommunication network

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Operations Panel




Aerodromes panel

• Operational concepts for a global and seamless air traffic management system

• ATM operational requirements for technical systems

• Performance based ATM transition planning

• Flight Object• Collaborative decision making• Integration of NextGen and SESAR into the

global ATM system• Transition guidance for implementation of

the new ICAO flight plan

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Operations Panel




Aerodromes panel

• Identification of all current and future technical requirements of navigation

• Ground based augmentation systems• Transition planning to new navigation

systems• Satellite based augmentation systems• Planning for introduction of and operational

use of GNSS

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Operations Panel




Aerodromes panel

• Identification of all current and future requirements for flight procedures

• PANS-OPS criteria for flight procedures• Performance based navigation flight

procedures• Collision risk modeling

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Operations Panel




Aerodromes panel

• Operational use and implementation of ATS data link applications

• automatic dependent broadcast (ADS) broadcast and contract

• Controller pilot data link communication (CPDLC)

• Concept of required communication performance

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Operations Panel




Aerodromes panel

• Extended range operations• Independent parallel runway operations• Land and hold short procedures• All weather operations• Flight management systems• Noise preferential runways• New fuel carriage requirements• Thrust settings for optimum fuel burn

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Operations Panel




Aerodromes panel

• Development of horizontal and vertical separation minima

• Establishment of ATS routes using performance based navigation

• Use of RNAV• Safety assessment methodology for

reductions in separation minima• Safety studies for implementation of

CNS/ATM systems• Operational requirements for

implementation of airborne separation assurance systems (ASAS)

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Operations Panel




Aerodromes panel

• Technical requirements for implementation of airborne separation assurance systems (ASAS)

• Identification of all current and future technical requirements of surveillance systems

• Transition planning to new surveillance systems

• Secondary surveillance radar-mode S• Airborne collision avoidance systems• Mode S data link• Technical requirements for implementation

of airborne separation assurance systems (ASAS)

• Required surveillance performance

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Operations Panel




Aerodromes panel

• Aerodrome planning• certification• management• specifications• design• efficiency

Much of the technical work leading to SARPs is carried out by ICAO Panels of the Air Navigation Commission. ICAO Panels are formed in order to advance solutions to technical problems which cannot be solved adequately or expeditiously by the already established facilities of the Commission or the Secretariat. Panels therefore assist the Commission in its work. Panels constitute small technical groups of

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qualified experts, nominated by Contracting States and international organizations. Panel members act in their personal expert capacity and not as representatives of any State or organization. The use of panels has evolved and now brings together the best available experts from around the world, under the ICAO umbrella, to examine specialized problems and to find technically feasible solutions which are acceptable to the Contracting States as a whole.

In order to further establish a clear vision of the desired ATM system that the global community should be migrating toward in follow-up of the work already accomplished, the ICAO Air Navigation Commission, in March, 1998, established the Air Traffic Management Operational Concept Panel (ATMCP) to undertake specific studies with a view to developing SARPs, procedures and guidance material necessary for the evolutionary implementation of a globally integrated ATM system. The ATMCP membership was comprised of experts who had been intricately involved with operational concept development work. The International Federation of Air Line Pilots’ Associations (IFALPA) and the International Federation of Air Traffic Controllers’ Associations (IFATCA) were also represented on the ATMCP. This wide range of participation helped to ensure consensus on delicate issues. their work resulted in a global ATM operational concept that was later adopted at the 11th Air Navigation Conference in 2003.

The ATMCP was reformed as the ATM Requirements and Performance Panel in 2003 and is now working on the advanced concepts and procedures necessary to support the global system. Experts from NextGen of the United States and SESAR of Europe participate in the panel and all three major programmes are now merging slowly together.

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Eleventh Air Navigation Conference (ANEleventh Air Navigation Conference (AN--Conf/11) Conf/11) —— OutcomeOutcome

•• That States and PIRGs consider the Global Air Navigation That States and PIRGs consider the Global Air Navigation Plan for CNS/ATM Systems as a catalyst for change, Plan for CNS/ATM Systems as a catalyst for change, providing a global safety and interoperability framework providing a global safety and interoperability framework while allowing regional or local adaptation to efficiently while allowing regional or local adaptation to efficiently meet regional and local needsmeet regional and local needs

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ANC review of Global Air Navigation ANC review of Global Air Navigation Plan for CNS/ATM Systems and Plan for CNS/ATM Systems and

establishment of ATMCPestablishment of ATMCP•• To attain the goal of an integrated, global ATM system, the To attain the goal of an integrated, global ATM system, the

Global Air Navigation Plan for CNS/ATM Systems needs Global Air Navigation Plan for CNS/ATM Systems needs to be complemented by an ATM operational conceptto be complemented by an ATM operational concept

•• This will require a substantial effortThis will require a substantial effort•• Global consensus will need to be reachedGlobal consensus will need to be reached•• Established the Air Traffic Management Operational Established the Air Traffic Management Operational

Concept Panel (ATMCP) Concept Panel (ATMCP) –– Define and study the feasibility of RTSPDefine and study the feasibility of RTSP

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Eleventh Air Navigation ConferenceEleventh Air Navigation Conference

•• Endorsed the global ATM operational conceptEndorsed the global ATM operational concept•• Requested ICAO to:Requested ICAO to:

–– develop ATM system requirementsdevelop ATM system requirements–– address interoperability and seamlessnessaddress interoperability and seamlessness–– develop a performance frameworkdevelop a performance framework–– develop transition strategiesdevelop transition strategies–– publish the operational conceptpublish the operational concept–– amend the Global Planamend the Global Plan–– harmonize interregional AN systemsharmonize interregional AN systems–– establish an ICAO air navigation databaseestablish an ICAO air navigation database

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Eleventh Air Navigation ConferenceEleventh Air Navigation Conference

•• Corporatization and a more structured regulatory Corporatization and a more structured regulatory environment were placing increasing pressure on environment were placing increasing pressure on accountability accountability

•• It was essential that systems be developed in terms of It was essential that systems be developed in terms of objectives to be achieved objectives to be achieved

•• An essential prerequisite for the development of a complex An essential prerequisite for the development of a complex system was an understanding of the nature of its system was an understanding of the nature of its performanceperformance

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3535thth Session of the AssemblySession of the Assembly

•• A 35A 35--1515–– Calls upon States, PIRGs and the aviation industry to use the Calls upon States, PIRGs and the aviation industry to use the

ICAO Global ATM Operational Concept as the common ICAO Global ATM Operational Concept as the common framework to guide planning and implementation of CNS/ATM framework to guide planning and implementation of CNS/ATM systems and to focus all such development work on the Global systems and to focus all such development work on the Global ATM Operational ConceptATM Operational Concept

–– Urges the Council to ensure that ICAO develop the transition Urges the Council to ensure that ICAO develop the transition strategies, ATM requirements and SARPs necessary to support strategies, ATM requirements and SARPs necessary to support implementation of a global ATM systemimplementation of a global ATM system

–– Urges the Council to take the steps necessary to ensure that theUrges the Council to take the steps necessary to ensure that thefuture global ATM system is performance based and that the future global ATM system is performance based and that the performance objectives and targets for the future system are performance objectives and targets for the future system are developed in a timely mannerdeveloped in a timely manner

The Eleventh Air Navigation Conference in 2003 brought together 1100 people from 122 Contracting States and 20 international organizations. The operational concept was endorsed by the Conference and several important recommendations were made that continue to guide the work toward implementation of a global ATM system. The Conference also recognized that the ICAO Global Air Navigation Plan would be an important implementation planning tool and recommended that ICAO update the document and that States and regional planning groups consider it as a catalyst for change, providing a global safety and interoperability framework while allowing regional or local adaptation to efficiently meet regional and local needs. The 35th Session of the ICAO Assembly endorsed the work of the Conference.

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Global ATM – What is it

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What is Global ATMWhat is Global ATMPhysical connectednessPhysical connectedness

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What is Global ATM What is Global ATM SeamlessnessSeamlessness--InteroperabilityInteroperability

•• A seamless, interoperable, worldwide system based onA seamless, interoperable, worldwide system based on::–– Physical connectednessPhysical connectedness

•• Homogeneous ATM areas and Major Traffic flowsHomogeneous ATM areas and Major Traffic flows–– Common requirements, Standards and proceduresCommon requirements, Standards and procedures

•• Integration (TMAs, aerodromes)Integration (TMAs, aerodromes)•• Performance based equipment carriage requirementsPerformance based equipment carriage requirements

–– Seamless safety across all regionsSeamless safety across all regions•• For all users during all phases of flightFor all users during all phases of flight

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What is Global ATM What is Global ATM Meeting expectationsMeeting expectations

•• Meeting the expectations of the aviation communityMeeting the expectations of the aviation community–– operate along their preferred 4D trajectoriesoperate along their preferred 4D trajectories–– schedulingscheduling–– gate availabilitygate availability–– Other business requirementsOther business requirements

•• Major impedimentsMajor impediments–– the existing ATM systemthe existing ATM system–– thousands of aircraft operators each have their own best outcomethousands of aircraft operators each have their own best outcomess–– best outcomes go beyond aircraft operators and extend outward tobest outcomes go beyond aircraft operators and extend outward to

the larger ATM community as wellthe larger ATM community as well

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What is Global ATMWhat is Global ATMWider planning perspectivesWider planning perspectives

•• To make even greater gains in efficiency farTo make even greater gains in efficiency far--reaching reaching cooperation is necessarycooperation is necessary

•• A global visionA global vision•• Wider planning perspectivesWider planning perspectives•• Implementation of facilities and services over larger Implementation of facilities and services over larger

geographical areasgeographical areas•• A global framework for performance measurement A global framework for performance measurement

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What is Global ATMWhat is Global ATMWorking with ICAOWorking with ICAO

•• ICAO has developed a global ATM Operational Concept ICAO has developed a global ATM Operational Concept which was widely endorsedwhich was widely endorsed

•• ICAO provides the planning framework through the ICAO provides the planning framework through the Global Air Navigation Plan, the regional air navigation Global Air Navigation Plan, the regional air navigation plans and several other documents and toolsplans and several other documents and tools

•• Every ICAO Region has identified performance objectives Every ICAO Region has identified performance objectives and has developed work programs to foster near and and has developed work programs to foster near and medium term benefits while integrating those programmes medium term benefits while integrating those programmes with the extensive work already accomplishedwith the extensive work already accomplished

•• Global interoperability and harmonization are key to Global interoperability and harmonization are key to making further improvements making further improvements

The wish of each and every aircraft operator flying in the increasingly complex global ATM system, is that their aircraft would be afforded the opportunity to operate along their preferred four dimensional trajectories (time, speed, vertical, horizontal) at all times. In most cases these preferred trajectories would be based on optimum fuel burn, but additional considerations such as scheduling, gate availability and having the right airplane at the right location would also become much more achievable in this ‘optimized’ air navigation environment.

Currently, the main impediment to the highly efficient scenario noted above is the existing ATM system. This is not the fault of those who provide ATM services—on the contrary, any air traffic controller will tell you that they consistently do their utmost to afford the most efficient flight paths to aircraft while ensuring safety. Air navigation service providers (ANSPs) are also continually making effective improvements—some more so than others—primarily through the implementation of technology and methodologies that make better use of aircraft capabilities; e.g. automatic dependent surveillance-broadcast (ADS-B), performance based navigation (PBN), reduced vertical separation minima (RVSM) and continuous descent arrivals.

Implementing new technology and making better use of aircraft capabilities are not all that can be done. Efforts to improve the productivity of the ANSPs through

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identification of key performance areas (KPAs) and the establishment of key performance indicators (KPIs) will doubtless lead to reduced costs to aircraft operators as well as improved service levels across the board. It is logical therefore that aircraft operators are keenly interested in how effectively and efficiently the ANSPs conduct their core business.

The goal of providing a service that supports a four dimensional trajectory is worthy indeed, but the difficulty lies in the fact that thousands of aircraft operators now flying in the increasingly complex global ATM system each have their own best outcomes. To compound this further, best outcomes go beyond aircraft operators and extend outward to the larger ATM community as well.

As business processes improve and ATM community members become more adept at taking advantage of specific, local and organization dependent opportunities, scenarios for additional improvement become very difficult to develop. To make even greater gains in efficiency more far-reaching cooperation is necessary, requiring a global vision, wider planning perspectives, implementation of facilities and services over larger geographical areas and a global framework for performance measurement. Put another way, greater opportunities for efficiency gains will only come through implementation of a more global and seamless ATM system.

A global ATM system can be described as one which achieves interoperability and seamlessness across all regions for all users during all phases of flight. It needs to meet agreed levels of safety, provide for optimum economic operations, be environmentally sustainable and meet national security requirements.

Consider for a moment Reduced Vertical Separation Minimum (RVSM), which was first implemented in 1997 in the airspace of the North Atlantic followed by Europe, the Pacific, Asia, the Middle East, the Europe/South America corridor, the Caribbean and South and Central American Regions and in Africa. Implementation continues and RVSM will soon cover all airspace around the world.

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Performance framework to planning and implementation

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The ChallengeThe Challenge•• Disparate systemsDisparate systems•• Rigid structuresRigid structures•• Limited collaborationLimited collaboration•• Limited information Limited information

exchangeexchange•• Advanced avionics Advanced avionics

capabilities underutilizedcapabilities underutilized•• Long lead times for system Long lead times for system

improvementimprovement

0032 12:10 13:40 DELAYED

0115 12:12 13:50 DELAYED

5312 12:15 14:00 DELAYED

8714 12:15 ----- CANCELD

0002 12:17 12:17 ON TIME

0452 12:18 15:20 DELAYED

0322 12:20 ----- CANCELD

Addre ss airline de lays, group urge s

High-Flying AirfaresAviatio

n Enters G

lobal Warm

ing Debate

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The ChallengeThe Challenge0032 12:10 13:40 DELAYED

0115 12:12 13:50 DELAYED

5312 12:15 14:00 DELAYED

8714 12:15 ----- CANCELD

0002 12:17 12:17 ON TIME

0452 12:18 15:20 DELAYED

0322 12:20 ----- CANCELD

Addre ss airline de lays, group urge s

High-Flying AirfaresAviatio

n Enters G

lobal Warm

ing Debate

•• Technology is not the problemTechnology is not the problem–– Safety assessment must be Safety assessment must be

conducted at global and conducted at global and regional levelsregional levels

–– Ensure that costs equal Ensure that costs equal benefitsbenefits

–– Aircraft equipageAircraft equipage–– FundingFunding–– TrainingTraining–– Approvals and regulatory Approvals and regulatory

issuesissues–– Transition strategiesTransition strategies

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Performance ProcessPerformance Process

•• Expectations lead to targetsExpectations lead to targets•• Establish performance objectivesEstablish performance objectives

–– Near term ATM improvementsNear term ATM improvements–– Global plan InitiativesGlobal plan Initiatives–– Toward ATM Operational ConceptToward ATM Operational Concept

•• Current performance is measuredCurrent performance is measured•• Future performance is estimated Future performance is estimated

from forecastsfrom forecasts•• Performance gaps are addressed via Performance gaps are addressed via

additional operational additional operational improvementsimprovements

•• Performance is monitoredPerformance is monitored•• Plan is Plan is adjustedadjusted

Expectations

Objectives & Indicators

Targets

Current performance

Future performance

Address Gaps

Monitor

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Guidance materialGuidance material

•• ATM Operational ConceptATM Operational Concept–– provides the overall vision of a performance based ATM systemprovides the overall vision of a performance based ATM system

•• Manual on ATM System requirementsManual on ATM System requirements–– convertsconverts the vision of the operational concept into material the vision of the operational concept into material

specifying the functional evolution of ATMspecifying the functional evolution of ATM•• Global Air Navigation PlanGlobal Air Navigation Plan

–– identifies of the most appropriate operational improvements to identifies of the most appropriate operational improvements to achieve nearachieve near--and mediumand medium--term benefits on the basis of current and term benefits on the basis of current and foreseen aircraft capabilities and ATM infrastructureforeseen aircraft capabilities and ATM infrastructure

•• Manual on global performance of the ATM systemManual on global performance of the ATM system–– provides a broad overview of the tasks needed to be undertaken tprovides a broad overview of the tasks needed to be undertaken to o

transition to such a system transition to such a system

Global ATM also refers to the fact that more and more, ATM user community expectations must be met. To meet expectations, targets must be established and performance measured. Additionally, requirements for equipment carriage and proliferation of operating procedures must be kept to a minimum through cooperation and harmonization. ICAO provides the guidance material to ensure that

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everyone works together, in the same way toward establishing performance objectives and measuring progress. This guidance includes the ATM Operational Concept which provides the overall vision of a performance based ATM system, the Manual on ATM System requirements which converts the vision of the operational concept into material specifying the functional evolution of ATM, the Global Air Navigation Plan which identifies of the most appropriate operational improvements to achieve near-and medium-term benefits on the basis of current and foreseen aircraft capabilities and ATM infrastructure, and the Manual on global performance of the ATM system which provides a broad overview of the tasks needed to be undertaken to transition to such a system.

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PLANNING STRUCTURE

GLOBAL PLANNING(ICAO)

REGIONAL PLANNING(ICAO)

NATIONAL PLANNING(STATES)

Operation Concept

Global Plan

SA

R

P

SRegional Air

Navigation Plans

ATM Implementation/ Operational Evolution

Plans

National Architectures

OperationalConcepts

Investment Plans

Etc.

[Top-down]

[Bottom-up]

Strategic Plans

1

2

3

4 5

6

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Performance Framework FormPerformance Framework Form•• Performance objective: Performance objective: •• Regional performance Regional performance

objective: objective: •• National performance National performance

objective: objective: •• Benefits: Benefits: •• Strategy: Strategy: •• ATM operational ATM operational

concept components;concept components;•• Tasks:Tasks:•• Timeframe:Timeframe:•• Responsibility:Responsibility:•• Status:Status:•• Linkage to global plan Linkage to global plan

initiatives (GPIs):initiatives (GPIs):

REGIONAL PERFORMANCE OBJECTIVES /NATIONAL PERFORMANCE OBJECTIVES —OPTIMIZE THE ATS ROUTE

STRUCTURE IN EN-ROUTE AIRSPACE

Benefits

Environment: Efficiency

•reductions in fuel consumption; •ability of aircraft to conduct flight more closely to preferred trajectories;•increase in airspace capacity;•facilitate utilization of advanced technologies (e.g., FMS based arrivals) and ATC decision support tools (e.g., metering and sequencing), thereby increasing efficiency.

StrategyShort term (2010)

Medium term (2011 - 2015)

ATM OC COMPONENTS TASKS

TIMEFRAMESTART-END RESPONSIBILITY STATUS

AOMEn-route airspace• analyze the en-route ATS route structure and implement all identifiable improvements;• implement all remaining regional requirements (e.g. RNP 10 routes); and• finalize implementation of WGS-84• monitor implementation progress• develop a strategy and work programme to design and implement a trunk route network, connecting major city pairs in the upper airspace and for transit to/from aerodromes, on the basis of PBN and, in particular, RNAV/5, taking into account interregional harmonization;• monitor implementation progress

2005-2008

linkage to GPIsGPI/5: performance-based navigation, GPI/7: dynamic and flexible ATS route management, GPI/8: collaborative airspace design and management,GPI/11: RNP and RNAV SIDs and STARs and GPI/12: FMS-based arrival procedures.

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Performance frameworkPerformance framework

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NextGen SESAR SymposiumNextGen SESAR Symposium

•• 8 to 10 September8 to 10 September•• How do we serve these programmesHow do we serve these programmes•• How do we ensure everyone works under one umbrellaHow do we ensure everyone works under one umbrella•• How do we integrate the standards making effortsHow do we integrate the standards making efforts•• How do we ensure a global seamless ATM systemHow do we ensure a global seamless ATM system•• How do we ensure that we are meeting the needs of every How do we ensure that we are meeting the needs of every

ICAO regionICAO region•• Establish a steering committee to integrate the standards Establish a steering committee to integrate the standards

making and guidance development processmaking and guidance development process

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SESAR & ICAOSESAR & ICAO

•• SESAR Definition Phase outputs are consistent withSESAR Definition Phase outputs are consistent withlatest ICAO guidancelatest ICAO guidance–– Performance target setting, planning and transitionPerformance target setting, planning and transition–– Operational ConceptOperational Concept–– Global PlanGlobal Plan

•• SESAR is prepared to further efforts on worldwide standardisatioSESAR is prepared to further efforts on worldwide standardisation n supporting its goals and facilitating transitionsupporting its goals and facilitating transition

•• Success of European developments is bothSuccess of European developments is both–– A model and catalyst for other regionsA model and catalyst for other regions–– Dependent on global progressDependent on global progress

•• Appreciation of recent achievements under ICAO auspicesAppreciation of recent achievements under ICAO auspices–– PBN, PBT manual, AIXM v5PBN, PBT manual, AIXM v5

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•• SESAR needs more ICAO material to ensure interoperabilitySESAR needs more ICAO material to ensure interoperability–– Information Management (data models, quality of service Information Management (data models, quality of service

requirements, sharing rules, distribution process)requirements, sharing rules, distribution process)–– New flight plan / flight objectNew flight plan / flight object–– New procedures, in particular for trajectory exchanges & New procedures, in particular for trajectory exchanges & ““contractscontracts””–– D/L applications for trajectory data exchangeD/L applications for trajectory data exchange

•• These are prerequisite to new technological considerationsThese are prerequisite to new technological considerations–– Choice of enabling CNS technologies should limit proliferation oChoice of enabling CNS technologies should limit proliferation of f

systems in a short period of timesystems in a short period of time

•• Suggested area for particular attentionSuggested area for particular attention–– UAS (sense & avoid: new rules & technologies)UAS (sense & avoid: new rules & technologies)

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•• ATM Master Plan underlines the importance of ICAO action, leadinATM Master Plan underlines the importance of ICAO action, leading g to global interoperability, in particularto global interoperability, in particular

–– Timely availability and effective application of SARPS & PANS Timely availability and effective application of SARPS & PANS material based on validated concepts/technologies, allowing regimaterial based on validated concepts/technologies, allowing regions ons with early needs to progress at the pace required by their traffwith early needs to progress at the pace required by their traffic ic volumes/densityvolumes/density

–– Coordinated, synchronised plans for synergies across regions andCoordinated, synchronised plans for synergies across regions andconsistent requirements on airspace usersconsistent requirements on airspace users

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NextGenNextGen

• The NextGen and SESAR concept are based on the ICAO Global ATM Operational Concept which represents a globally which represents a globally harmonized set of concepts for the futureharmonized set of concepts for the future

•• We recommend that ICAO assess NextGen and other future We recommend that ICAO assess NextGen and other future systems to advance harmonization efforts and to ensure global systems to advance harmonization efforts and to ensure global collaboration in the development and acceleration of standards collaboration in the development and acceleration of standards for required future systemsfor required future systems

• Continue to evolve the guidance through the ATMRPP

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SESAR/NEXTGEN/ICAO relationshipSESAR/NEXTGEN/ICAO relationship•• There should be a roadmap detailing delivery by all to meet the There should be a roadmap detailing delivery by all to meet the

ICAO Global Plan ICAO Global Plan –– without this there will be 3 separate deliverables with regionalwithout this there will be 3 separate deliverables with regional

deliverables as others pick and choose the best from either.deliverables as others pick and choose the best from either.•• IFATCA has stated that it is focused on meeting ICAO aspirationsIFATCA has stated that it is focused on meeting ICAO aspirations

through its delivery of the Global Visionthrough its delivery of the Global Vision•• If we want to cement our position with ICAO we must be supportivIf we want to cement our position with ICAO we must be supportive e

of that process and ensure that SESAR and NEXTGEN are fully of that process and ensure that SESAR and NEXTGEN are fully integrated and deliverables are reinforced through SARPS etc. integrated and deliverables are reinforced through SARPS etc.

•• What cannot happen is regional What cannot happen is regional based solutions be it ADS B/4D based solutions be it ADS B/4D /trajectory/conflict management etc without it having global /trajectory/conflict management etc without it having global regulation and harmony. regulation and harmony.

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Global ATM

10th AN Conf

11th An Conf

EATMP-EATCHIP

Free Flight

ATMCP

Boeing ATM

Airbus ATMEADS

Global Coordinated Plan

Global Air Navigation Plan

Global Plan

FANS

CNS/ATM

SESARNEXTGEN

Transition strategies

ATM system requirements

Operational ConceptATMRPP

Performance framework

Regional planning and implementation

Industry roadmap

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ConclusionsConclusions

•• EvolutionEvolution–– Basic toolsBasic tools–– FANSFANS--CNS/ATM SystemsCNS/ATM Systems–– Global ATMGlobal ATM

•• ICAOICAO’’s roles role•• Performance based frameworkPerformance based framework•• NextGen SESARNextGen SESAR•• Working under common umbrellaWorking under common umbrella

The aviation community has been working on ATM operational improvements steadily since the 1920s. The work accelerated with the onset of CNS/ATM systems. Technology development has been more rapid in recent years and improvements are now coming about more quickly. A major operational improvement was the implementation of RVSM, which brought significant operational benefits to aircraft operators in terms of reduced fuel burn, availability of optimal flight levels, an increase in capacity, as well as environmental benefits.

ICAO has a central role to play in planning for the implementation of operational improvements. In addition to developing the necessary standards and guidance material, ICAO has developed a global ATM Operational Concept that was widely endorsed and used as the basis for planning. ICAO also provides the planning framework through the Global Air Navigation Plan and several other documents and tools that support planning and implementation efforts.

Every ICAO Region has identified performance objectives and has developed work programs to foster near and medium term benefits while integrating those programmes with the extensive work already accomplished.

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Global interoperability and harmonization are key to making further improvements to the global ATM system. In fact, most improvements can only be made through recognition of the need to work at the global level and to cooperate at a global level. This requires a broader more inclusive vision, a wider planning perspective and planning for implementation of facilities and services over larger geographical areas. It also requires a global framework for performance measurement.

Both NextGen and SEAR, the two largest ATM implementation efforts are working toward integration and harmonization, through ICAO as we continue our work toward implementation of a more global and seamless ATM system.

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