PROCEDURES RELATING TO EMERGENCIES, COMMUNICATION FAILURE AND CONTIGENCIES

Global Air Traffic Management

Arvind Kumar Singh,

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ATM

ICAO Strategic Objectives Safety:Enhance global civil aviation safety. Air Navigation Capacity and EfficiencyIncrease capacity and improve efficiency of the global civil aviation system. Security and Facilitation:Enhance global civil aviation security and facilitation. Economic Development of Air Transport:Foster the development of a sound & economically-viable civil aviation system. Environmental Protection:Minimize the adverse environmental effects of civil aviation activities.

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ASBU MethodologyProgrammatic and flexible global System Engineering approachAllow States to transition to advanced Air Navigation capacities based on their specific operational requirementsFederate ATM Community in realizing the global harmonization, increased capacity and improved environmental efficiency

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Basis for Block UpgradesFoundation of blocks originates from existing, near term implementation plans and extracted from (examples):Aligned with ICAO ATM Operational ConceptBlock upgrades will allow structured approach to meet regional and local needs , while considering associated business casesRecognition that all modules are not required in all airspaces9/22/20165

Aviation System Block UpgradesIntended Operational Improvement/Metric to determine successNecessary Procedures/Air and GroundNecessary Technology/Air and GroundRegulatory Approval Plan/Air and GroundWell understood by a Global Demonstration TrialAll synchronized to allow initial implementationWont matter when or where implemented9/22/20166

ASBU ApproachAddresses ANSP, aircraft & regularity requirements4 improvement areas identifiedImplementation through Blocks (0, 1, 2 and 3), each containing modulesEach module is explained in a standardized 4-5 pages templateProvide a series of measurable, operational performance improvementsOrganized into flexible & scalable building blocksCould be introduced as neededAll modules are not required in all airspaces

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88Understanding the Relationships

Optimum Capacity and Flexible FlightsGlobally Interoperable Systems and DataEfficient Flight PathAirport OperationsPerformance Improvement AreasBlock 0(2013)

Block 1(2018)

Block 2(2023)

Block 3(2028 & >)

B3-15B2-15B1-15B0-15Module

The approach taken in the Aviation System Block Upgrade Program recognized that all member states did have the same requirements for operational capabilities. A structure that recognized that one-size does not fit fits all led to:

Modules are organized into flexible and scalable building blocks Can be introduced and implemented in a State or a region depending on the need and level of readiness Recognizes that all the blocks/modules are not required in all airspaces (important for some regions), but some may need a global mandate and synchronisation

So lets look deeper into how this flexibility and scalability were included. (click)

The Modules represent deployable packages or capabilities. Note that there are numerous Modules in each Block. Click)

The Threads describe the evolution of a given Module or capability through the successive block upgrades (Click)

Blocks represent a set of improvements that can be implemented globally from a defined point in time to enhance the performance of the ATM System (Click)

Sets of Threads and Modules are captured as Performance Improvement Areas which are groups of operational and performance objectives in relation to the environment.8

Block 0: Content Overview9

Block 0Today and Beyond; Based on Operational Need

3 Modules depending on: Ground-Ground Integration based on AIDC; Digital AIM using AIXM and other developments.5 Modules depending on: GNSS-based Approaches; Better Wake Vortex Minima; A-SMGCS; Airport CDM, Improved Metering 7 Modules based on: PBN, FUA and CDM in combination; Improved Flow Planning and Air Traffic Situational Awareness.3 Modules based on: Existing Datalink Operations which support CDOs, CCOs and En-Route OperationsOptimum Capacity and Flexible FlightsGlobally Interoperable Systems and DataEfficient Flight PathAirport OperationsPerformance Improvement AreasFull 4D TBOAnd More Traffic Complexity ManagementFull FF-ICEAnd MoreIntegrated AMAN/DMAN/SMAN9

Block 0 represents the capabilities within our grasp.

When determining which modules should make up Block 0, the technical team used the following set of criteria:

Must use existing aircraft technology. No new aircraft technology is to be required. However the installation of existing technology may be required.No new ATM concepts are to be used. By 2013 it must be implemented in at least two States/Regions.

We are basically using the block upgrade process to make the most of what we have today. Not only that it is a good way to learn to work and to cooperate together. Remember what I had said earlier about integrated planning.

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Block 0:Capabilities within our Grasp TodayBlock 0 initiatives must leverage on existing on-board avionics3 Priorities have been agreed to:Performance Based Navigation (PBN)Continuous Descent Operations (CDO)Continuous Climb Operations (CCO)

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PBN:Runway safety:Main enabler to address CFIT and unstabilized approachesAccessibility: due to flexibility and application of modern on-board avionics to its full extent, more runways are accessible (previously not accessible, or by less safe circling, offset or steep angle approaches)Efficiency: through application of modern on-board avionics to its full extent, positioning of routes, Sids and Stars is not constraint anymore by location of navaids, but can be put virtually anywhere (airspace optimization, less fuel burn, less delays, workload decrease). CDO and CCOs reduce fuel burn and noise.PBN is a prerequisite before starting next generation airspace concepts. Therefore a full commitment to PBN and education is a prerequisite before starting the next generation projects.CCO and CDO:Continuous Descent en Climb Operations are significant contributors to efficiency and environmental benefits, fuel burn, emission and noise reductions. These type of operations are very much linked to PBN. As these type of operations have a potential to consume a lot of airspace, the airspace design flexibility provided by PBN is indispensable.

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Infrastructure

Block 0: Across the Phases of Flight12

CTA

B0-65 Optimisation of Approach Procedures including Vertical GuidanceB0-75 - Improved Safety & Efficiency of Surface Operations (A-SMGCS Level 1-2)B0-80 - Improved Airport Operations through Airport-CDMB0-15 - Improved Traffic Flow through Runway Sequencing (AMAN/DMAN)

B0-70 - Increased Runway Throughput through Wake Turbulence SeparationInformationB0-30 - Service Improvement through Digital Aeronautical Information ManagementNetwork

ToD

B0-05 - Improved Flexibility & Efficiency in Descent Profiles (CDOs)B0-20 - Improved Flexibility & Efficiency in Departure Profiles (CCOs)B0-25 - Increased Interoperability, Efficiency & Capacity through Ground-Ground Integration

ToCB0-101 ACAS ImprovementsB0-10 - Improved Operations through Enhanced En-Route TrajectoriesB0-35 - Improved Flow Performance through Planning based on a Network-Wide viewB0-40 - Improved Safety & Efficiency through the initial application of Data Link En-Route

Airport OperationsOptimum Capacity and Flexible FlightsEfficient Flight PathGlobally Interoperable Systems and DataPerformance Improvement AreasB0-85 Air Traffic Situational Awareness (ATSA)B0-86 - Improved Access to Optimum Flight Levels through Climb/Descent Procedures using ADS-BB0-105 - Meteorological Information Supporting Enhanced Operational Efficiency and SafetyB0-84 - Initial Capability for Ground SurveillanceB0-102 - Increased Effectiveness of Ground-based Safety Nets

As with all program structures there are different ways to depict the overall story. We have already looked at program-like references as well as a research-ready view.

From an operational perspective this rendering should provide more of an end-to-end view. From pre-flight, through Top of Climb, the Enroute phases, and then the terminal area and again the surface; we have included all the modules in a view appropriate to ensure understanding of where the benefits occur through performance improvements in the relevant domain.

Again, we are not trying to force a one-size-fits-all approach. Some regions of the world many not require all of the capabilities described. However, it should be recognized that if some of the Modules are not adopted, then not all benefits will be available.

But it is important to note, that the Modules, even on a stand along basis, are important because they represent an interoperable, harmonized set of solutions.12

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Optimum Capacity and Flexible FlightsUsing procedural concepts (e.g. RNP, FUA, etc.) and Air Traffic Situational Awareness - combined with enhanced planning tools and information sharing, the enroute phase of flight supports additional capacity and flexibility using the Modules of Block 0B0-10Improved Operations through Enhanced En-Route TrajectoriesImplementation of performance-basednavigation (PBN concept) and flex tracking to avoid significant weather and to offer greater fuel efficiency, flexible use of airspace (FUA) through special activity airspace allocation, airspace planning and time-based metering, and collaborative decision-making (CDM) for en-route airspace with increased information exchange among ATM stakeholdersB0-35Improved Flow Performance throughPlanning based on a Network-Wide viewCollaborative ATFM measure to regulate peak flows involving departure slots, managed rate of entry into a given piece of airspace for traffic along a certain axis, requested time at a waypoint or an FIR/sector boundary along the flight, use of miles-in-trail to smooth flows along a certain traffic axis and re-routing of traffic toavoid saturated areasB0-85Air Traffic Situational Awareness (ATSA)This module comprises two ATSA (Air Traffic Situational Awareness) applications which will enhance safety and efficiency by providing pilots with the means to achieve quicker visual acquisition of targets: AIRB (Enhanced Traffic Situational Awareness during Flight Operations)VSA (Enhanced Visual Separation on Approach).

And to be sure it is not all about hardware. In assessing the Optimum Capacity and Flexible Flights Performance Improvement Area there are components of procedure development to build on RNP and Flexible Use of Airspace concepts and initial airborne situational awareness implementations we find that we have the formula to grow the system capabilities. Add to that improved information sharing, as noted in the Globally Interoperable Systems and Data area and we now can share the improved information and enable the airspace.15

1616Using procedural concepts (e.g. RNP, FUA, etc.) and Air Traffic Situational Awareness - combined with enhanced planning tools and information sharing, the enroute phase of flight supports additional capacity and flexibility using the Modules of Block 0B0-86Improved access to Optimum Flight Levels through Climb/Descent Procedures using ADS-BThe aim of this module is to prevent flights to be trapped at an unsatisfactory altitude for a prolonged period of time. The In Trail Procedure (ITP) uses ADS-B based separation minima to enable an aircraft to climb or descend through the altitude of other aircraft when the requirements of procedural separation cannot be met. B0-101ACAS ImprovementsImplementation of ACAS with enhanced optional features such as altitude capture laws reducing nuisance alerts, linking to the autopilot for automatic following of resolution advisoriesB0-102Increased Effectiveness of Ground Based Safety NetsGround monitoring of the operational environment during flight to provide timely alerts of risks to flight safety. In this case, short-term conflict alert, area proximity warnings and minimum safe altitude warnings are proposed. B0-84Initial Capability for Ground SurveillanceTo provide an initial capability for lower cost ground surveillance through new technologies such as ADS-B OUT and wide area multilateration (MLAT) systems. This capability can support various ATM services, e.g. traffic information, search and rescue and separation provision. Optimum Capacity and Flexible Flights

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Efficient Flight Path B0-05Improved Flexibility and Efficiency inDescent Profiles (CDOs)Deployment of performance-based airspaceand arrival procedures that allow the aircraft to fly their optimum aircraft profile taking account of airspace and traffic complexity with continuous descent operations (CDOs)B0-20Improved Flexibility and Efficiency inDeparture Profiles (CCOs)Deployment of departure procedures that allow the aircraft to fly their optimum aircraft profile taking account of airspace and traffic complexity with continuous climb operations (CCOs)B0-40Improved Safety and Efficiency through theinitial application of Data Link En-RouteImplementation of an initial set of data linkapplications for surveillance andcommunications in ATCThe use of procedurally based Optimized Profile Climbs and Descents as well as an initial Data Link Capability helps to establish a Block 0 capability for improved operational efficiencies

For the Efficient Flight Path Performance Improvement Area we recognize the improvements for Optimized Profile Climb and Descent in B0-05 and B0-20. Today we initiate those operations with voice commands.

By introducing a Data Link capability for either the simple trigger message to begin the operation or to upload a revised clearance package consistent with the climb or descent, we further improve the flight path efficiency. B0-40 is a reflection of todays oceanic and remote data link system.

We saw the initial application of these capabilities in Tailored Arrivals in the Pacific and Atlantic operating areas. Further we are now seeing revenue flights into Los Angeles using the modules as described on a day to day basis. Other regions like Sydney, Miami, Atlanta, and others are preparing for similar use.

While there are no dependencies these are clearly first steps to the follow-on capabilities contained in Block 1.

These Modules are know to work, provide access to definable benefits, and are proven and demonstrate complete readiness against the checklist. They can be deployed on a global basis with a clearly described implementation package. This package has been developed on a global basis based on the regions using the capabilities described.

But this is just the starting point for the future. Block 0 provides the foundation and enables Block 1 to build on those successes. Blocks 2 and 3 add additional capabilities for those that require additional capabilities.

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Summary of ASBUThe Aviation System Block Upgrades initiative is the best approach to reach goalsEnables global interoperability (which is our goal)Develops clear solutions (block upgrades)Establishes a transition plan (its a well thought out way for going forward)Support the development of a Global CNS/AIM and avionics roadmaps

So in closing

The Aviation System Global Block Upgrade initiative is intended to constitute the framework for a worldwide agenda towards ATM system modernization. Offering a structure based on expected operational benefits, it should support investment and implementation processes, making a clear relation between the needed technology and operational improvement.

However, block upgrades will only play their intended role if sound and consistent technology roadmaps are developed and validated. As well, all stakeholders involved in the worldwide ATM modernization should accept to align their activities and planning to the related Block upgrades. The challenge of the Twelfth Air Navigation Conference will be to establish a solid and worldwide endorsement of the Aviation System Block Upgrades as well as the related technology roadmaps into the revised Global Air Navigation Plan, under the concept of One Sky.19

Airport Collaborative Decision Making (A-CDM)

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A-CDM Airport become bottle neck in ATM and suffer from :Limited number of standsQueues on runwayLate/inaccurate information to passengersInsufficient use of capacity during adverse conditions,i-e: Rain, Fog , Low visibilityNo communications between different stakeholders.Lack of predictability of flights...9/22/201621

Sharing of information (Aircraft Operator, Airport Operator, ATC, Support Services)Milestone Approach( In bound, Turn around, out bound)Departure Planning InformationVTT( Exit, Exot)Adverse Condition 9/22/201622

A-CDM

9/22/201623A-CDM Tools: D-MAN/A-MAND-MANHelps ATC to optimize Departure SequenceReduce the number of aircrafts queuing at the runway threshold.Improve departure sequence by calculating TTOT(Target Take off time)Sequence created will be based on: Airspace State, Wake turbulence, Aircraft Capability, User Preference,

9/22/201624A-CDM Tools: D-MAN/A-MANA-MANOptimize Arrival SequenceAnticipate Adequate action on the Traffic Advisory (time to lose/gain in minutes)For Pilots respect of CTA and Speed changeFor ATC CTA clearance, Speed reduction, Path stretching Provide TLDT(Target Landing Time)

D-MAN & Pre Departure Sequencer(PDS)9/22/201625

4D 9/22/201626

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i4d

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Initial 4D operations consist in giving a time constraint at merging point to each aircraft converging to this point, in order to sequence the traffic. Typical merging point could be Initial IAF, in the vicinity of congested airports, CTA given before Top of Descent i4D: Constraint at one point (CTA)4D: Constraint over different points{Control time Over (CTO)}i4d

ADS-C: A/C Downlinks of 4D predicted trajectory(ADS-C)Regarding ETA and traffics, ATC requests reliable RTACPDLC: ATC uplinks the route clearance (Route/FL/RTA=4D)Crew insert RTA in FMSMET: Updated by crew(wind, T..)4D agreed by crew +

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TBO Module: Trajectory Based OperationsBloc 0: 2013 2018Data Link Applications:ADSC & CPDLCBloc 1: 2018 2023Optimization of Approach SequencesRTA (Required Time of Arrival) :FMSCTA (Controlled Time of Arrival) :AMANAirport OperationsDTAXIDCL (Departure Clearance)DOTIS (Operational Terminal Information)9/22/201630i4d

i4dASEP Module: Airborne SEParationBloc 1: 2018 2023 Avionic: ADSB IN / OUT + CPDLCGround: CPDLC and AMANIM (Interval Management) in Time/DistanceImplementation Timeline2013-2018ATSAW (Air Traffic Situational Awareness)ASPA (Airborne Separation Assistance System SPAcing)2018 2023 ASEP: Interval Management, sequencing and merging2023 2028 SSEP: Self SEParationTransfer of Separation from ATC to Pilot9/22/201631

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