avoiding divergent paths: cns/atm european air traffic management programme dan hawkes: uk caa

Avoiding Divergent Paths: CNS/ATM

European Air Traffic Management Programme

Dan Hawkes: UK CAA

May 2002

Croatia

EU

UK France

GermanyNetherlands

Belgium

PortugalGreece

Luxembourg

DenmarkItaly

Spain

ICAO (EUR)

Russian Federation

San Marino

Azerbaijan

Belarus

Georgia

Kazakhstan

Kyrgyzstan

Tajikistan

Turkmenistan

Uzbekistan

Bosnia & Herzegovina

ECACLatviaLithuania Estonia

ArmeniaAlbania

Ukraine

Austria

SwedenIreland

Finland

Poland

Iceland

JAA

The former Yugoslav Republic of Macedonia

NorwayHungary

Turkey

EUROCONTROLBulgaria

Slovenia

Romania

MoldovaMonaco

Cyprus

Malta

Switzerland

Slovak Republic

Czech RepublicNATO

Iceland is in the ICAO NAT Region.

USACanada

Yugoslavia

EASA

Cyprus is in the ICAO MID Region

National authorities are responsible for implementing JAA requirements and

decisions.

No separate legal identity outside the Netherlands.

Requirements and decisions not

legally binding on members.

No separate legal identity outside the Netherlands.

Requirements and decisions not

legally binding on members.

is for:• airspace policy• implementation schedules

• air traffic services• airport regulation• military aircraft• non-European carriers

is for:• airspace policy• implementation schedules

• air traffic services• airport regulation• military aircraft• non-European carriers

not responsible

oint Aviation Authorities

19th Annual FAA/JAA International Conference 4


EUROCONTROL v JAA

EUROCONTROL deals with ATM and related safety processes for the airspace of the European Civil Aviation Conference (ECAC) region.

JAA deals with- the airworthiness of civil aircraft

registered in a JAA member state; and commercial operations where the

principal place of business of the aeroplane operator is in a JAA member state.



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

Agreement of Co-operation


oint Aviation AuthoritiesOperators from Non-JAA States

• Need to satisfy European airspace requirements or be exempt

• Must apply to their own national Authority for approval where needed

• Authorities of non JAA States may adopt JAA certification and operational material or publish equivalent standards.



The JAA CNS/ATM Steering Group

• Assists co-ordination, with members from European regulatory authorities, FAA EUROCONTROL, EUROCAE and European industry.

• The group reviews emerging airspace policy to identify the need for new or revised airworthiness and aircraft operational requirements, equipment standards or guidance material.



EATMP

The European Air Traffic Management Programme is based on the ATM 2000+ Strategy and detailed in the European Convergence and Implementation Plan (ECIP).

EATMP documents may be accessed on http://www.eurocontrol.int/eatmp

http://www.eurocontrol.int/eatmp








Convergence or Divergence?

The world-wide convergence/divergence issue of CNS/ATM programmes can be considered from three main aspects:

· Airspace infrastructure

· Aircraft operations· Aircraft systems and equipment certification.



Airspace Infrastructure

The technology choice to meet the needs of capacity, safety and security will be driven by:

– regional pressures, – the related business and safety arguments, and– the availability of mature technological solutions.

Implementation dates will depend on: – the scale of change involved, and– availability of equipment.

These factors will vary region by region and can lead to a divergence of strategies.



Aircraft Operations

Co-operation is needed between the aircraft operational regulators and the airspace planners to avoid divergence in procedures.

Regional differences in phraseology, charting standards (and related display symbology), and air traffic procedures are candidate subjects for harmonisation.



Aircraft Certification Standards

A good degree of co-operation already exists between the standards setting bodies of EUROCAE and RTCA.

FAA and JAA have been working successfully together to align certification requirements although there is room for improvement in this process such that deliverables match the needs of programme schedules.

Resources available to support standards development can be less than that desired.



Communications

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

2010Voice Services

25 kHz DSB-AM

EverywhereBelow FL 245 or restricted

to specific services

Over FL 245

8.33 kHz DSB- AM

Over FL 245 7 States

Over FL 245 29 States

Terrestrial ServiceWide band ?

Satellite

Oceanic and upper airspace

?

?Below FL 245

2010

? VDL Mode 4

A 623 ACARS DCL ATIS

A 623 DCL ATIS AOA VDL- M2

Mode S or VDL Mode 4 or UAT ?High Quality of

Service Broadcast (e.g. ADS-B)

Satellite ?Pt--to-pt & Broadcast

General (e.g. FIS)

Deterministic Pt to Pt High Quality of Service

Data Services

Pt to Pt non deterministic QoS, ATN capabilities

VDL M2

(Link 2000+)

ACM ACL AMC

FLPCY ? Terrestrial Service

Wide band ?



VDL Mode 2 Operational Use

UK

CANARY

ROMANIAAUSTRIA

DENMARK

SPAIN

CYPRUS

FRANCE

ITALY

UKRAINE

IRELAND

Letter of Commitment/Concrete Plans

Operational Use

Intent

Support

02 03 04 05 06 07 08

ACM

ACM

ACM

ACM

ACM

ACM

ACM

ACL

ACL

ACL

ACL

ACL

ACL

ACL AMC

AMC

AMC

AMC

AMC

AMC

AMC

Comms ManagementClearancesMicrophone check

Current Plans at Area Control Centres

02 03 04 05 06 07 08

D-ATIS

D-ATIS

D-ATIS

D-ATIS

D-ATIS

D-ATIS

D-ATIS

D-ATIS

D-ATISDCL

DCL

DCL

DCL

DCL

DCL

DCL

DCL

DCL

DCL

Current Plans at Airports



ICAO Annex 6, Pt 1, Amd 26 (2001)

6.3.1.5 All aircraft for which the individual certificate of airworthiness is first issued after 1 January 2005, which utilise data link communications and are required to carry a cockpit voice recorder, shall record on a flight recorder, all data link communications to and from the aircraft.



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

Retrospective applicability of Amd 26...



Equivalent requirements...

Amendment 21 to Annex 6, Part II, International General Aviation- Aeroplanes, and

Amendment 8 to Annex 6, Part III, International Operations- Helicopters

introduce the same data link recording requirements.



FAA and JAA should harmonize the data link recording requirement.

JAA and FAA Actions

• The JAA CNS/ATM Steering Group is co-ordinating with FAA to produce guidance material.

• JAA and FAA are supporting EUROCAE WG 50 to develop MOPS.

harmonise



Activities on Current Systems

ACARS: DCL & ATIS in the major European airports

FANS A/1: Accommodation study for Link 2000+

VDL Mode 2: Progress the deployment and fine tuning

VDL Mode 3: Monitoring situation

VDL Mode 4: Continue system development supporting ICAO and European initiatives

UAT: Follow developments and contribute

ATN/IP: Re-assessment



Activities on Future Comm Systems

System wide: Communication operating concept

Satellite: Re-address interest and feasibility of communication satellite

Wide band : 3G/CDMA feasibility

: Task Force studying IP V6, IPsecurity, addressing.

• Systems developed separately.• Agreement in ICAO is difficult.• Agreement means compromises and unstable

decisions.Consequence: it is difficult to achieve consensus for current systems.

Current Situation

NowNow

Fragmentation !

1090

VDL Mode 2

25 kHzDSB-AM

VDL Mode 3

UAT 8.33 kHz DSB-AM

VDL Mode 4



• To work together from the beginning;• To involve all interested parties and reach consensus;• To agree planning and build on accepted decisions.

Lets try to avoid this for the future…

Communications Commonality !

TomorroTomorroww

X1

X2



Navigation

• ECAC Navigation Strategy

• Database Assurance



Achieve a total RNP RNAV environment

Support aircraft with lower capabilities

Support the ‘free routes’ concept

Support State aircraft operations

Ensure quality of navigation data

Rationalise infrastructure

Implement 4D RNAV operations

ECAC Navigation Strategy



Strategic Roadmap - En-route

201020052000 2015

B-RNAV at all levels

Free Routes 8 States

Extended Free Routes

4D RNAV

P-RNAV routes RNP RNAV mandatory en-route(RNP1 accuracy)

Infrastructure RationalisationNDB VOR DME GPS SBAS



Strategic Roadmap - TMA

201020052000 2015

Conventional SIDs/STARs

P-RNAV SIDs/STARs

P-RNAV mandatory in selected TMAs

RNP-RNAV mandatory in all TMAsRNP tbd



Strategic Roadmap - Approach & Landing

201020052000 2015

Provide NPA

Provide PA Cat 1/2/3 Provide Runway Guidance

Infrastructure Rationalisation

VOR

GBAS Cat 1/2/3

ILS Cat 2/3

NDB

DME

GPS SBAS Cat

1

ILS Cat 1

MLS Cat 2/3



Database integrity assurance

• Based on the principles that data development processes should be applied considering to the intended use of the data, and with a the level of rigour commensurate with the integrity requirements of the data.

• Not applicable to the origination or publication of data for which the state is responsible, e.g. navigation data published in AIPs.

• Approval of database suppliers is being considered.

Guidance given in JAA TGL No. 9 which recognises EUROCAE document ED-76.



Navigation: Work Complete

• Procedure design criteria and guidance material for B-RNAV and P-RNAV procedures.

• JAA Guidance leaflets B-RNAV, P-RNAV and Database Assurance

• Charting guidance.

• P-RNAV implementation - draft AIC.



• JAA guidance leaflets for RNAV Approach.

• ICAO DOC 7030 Amendment.

• Revision of EUR Doc 001.

• Procedure design criteria and guidance

material for Baro VNAV, APV and RNP-

RNAV.

• P-RNAV Safety Case.

• RNAV Approach Safety Case.

• RNP-RNAV Business Case.

• P-RNAV Route Spacing Study.

Navigation: Work in Progress



Reduced Vertical Separation Minimum

Reduced Vertical Separation Minimum

Introduced in European Airspace on 24th January 2002



Surveillance

• Road maps

• Automatic Dependent Surveillance

• Mode S Elementary Surveillance

• Mode S Enhanced Surveillance



Surveillance Road-Map Core Area of Europe

20202000 2005 2010 2015

Primary search radars - Major TMAs

MSSR Elementary Surveillance: Mode S

Enhanced Surveillance: Mode S

Intent based ATM ADS based services

Co-operative ATSADS-B based services



Automatic Dependent Surveillance-Broadcast

The EUROCONTROL ADS-B programme aims for implementation in 2007. Three candidate technologies are being considered:

• 1090 MHz Extended Squitter from Mode S.

• Universal Access Transceiver (UAT) using L-band.

• VHF (112-140 MHz) Data-Link Mode 4 (VDL-4).

• EUROCONTROL and the FAA are evaluating these three technologies.



Roadmap to ADS-B Implementation

2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013+

Early LocalImplementations

Development

ImplementationPlanning

Implementation

Package 1

Validation

Initial Link Recommendation

Final Link Recommendation

ImplementationPlanning

Implementation

Package 2

Validation

FeasibilityDevelopment



Why do we need it ?• Resolves the current surveillance

infrastructure limitations:- RF saturation, detection issues,

capacity- Mode A Code shortage.

What is Elementary Surveillance ?

Mode SMode SElementaryElementarySurveillanceSurveillance

In flightcall sign

DLH655A1234A1234370370

• Replacement of SSR by Mode S.

• Replacement of Mode A codes by the Call Sign used in flight.



Elementary Surveillance requires:

A Transponder fully compliant with ICAO SARPs Amendment 73 …

- Supporting the SI code capability

- Down-linking the flight plan call-sign; otherwise aircraft registration.

An acceptable standard is defined by EUROCAE ED 73A MOPS as adopted by JTSO-2C112a. Mode SMode S

ElementaryElementarySurveillanceSurveillance

In flightcall sign

DLH655A1234A1234370370

JAA TGL No. 13 gives guidance



What is Enhanced Surveillance ?

• Display to controller of: heading, speed, selected altitude, vertical rate, track angle rate, roll angle, ground speed, and true track angle.

• Assists Level Bust Alerting, Tracking, plus improvement for Minimum Safe Altitude Warning & Short Term Conflict Alert. Why is Enhanced Surveillance needed?

- To reduce R/T workload and raise controller situational awareness - To add system safety enhancements.

Heading SpeedSelected FL

DLH655DLH655

Mode SMode SEnhancedEnhanced

SurveillanceSurveillance

A1234A1234370 060 295370 060 295

370370



JAA TGL No. 8 rev 2: ACAS II CertificationJAA TGL No. 11: ACAS II Training

ACAS II

Uses TCAS II Change 7



JAA Guidance Material in Preparation

Mode S Enhanced Surveillance Data Link RNAV Approach RNP-RNAV JAA



Where do we go from here?

1. Identify convergence opportunities.2. Provide the required resources.3. Work together together involving all

interested parties to reach consensus.4. Plan and build on accepted decisions.

We need reliable ATC….

“We apologise to passengers for the severe delays. Rest assured our engineers are working hard to

trace the computer fault…”



• …and CNS capable aircraft….

The Chronic Bruiser !

…with apologies to Airbus Industrie and Virgin Atlantic airways

CNS/ATM Equipment Compartment ?

avoiding divergent paths: cns/atm european air traffic management programme dan hawkes: uk caa

Documents

jaa requirements

european airspace requirements

jaa certification

jaa deals

aircraft airworthiness

nonjaa states

data link slide

european convergence