0. Avoiding Divergent Paths: CNS/ATM
European Air Traffic Management Programme
Dan Hawkes: UK CAA

1. EASA NATO ICAO (EUR) ECAC JAA EUROCONTROL EU USA Canada Croatia UK
May 2002
Croatia EU UK
France
Germany
Netherlands
Belgium
Portugal
Greece
Luxembourg
Denmark
Italy
Spain
ICAO (EUR)
Russian Federation
San Marino
Azerbaijan
Belarus
Georgia
Kazakhstan
Kyrgyzstan
Tajikistan
Turkmenistan
Uzbekistan
Bosnia & Herzegovina
ECAC
Latvia
Lithuania
Estonia
Armenia
Albania
Ukraine
Austria
Sweden
Ireland
Finland
Poland
Iceland
JAA
The former Yugoslav
Republic of Macedonia
Norway
Hungary
Turkey
EUROCONTROL
Bulgaria
Slovenia
Romania
Moldova
Monaco
Cyprus
Malta
Switzerland
Slovak Republic
Czech Republic
NATO
Iceland is in the ICAO NAT Region.
USA
Canada
Yugoslavia
EASA
Cyprus is in the ICAO MID Region

2. implementation schedules air traffic services airport regulation
is for:
airspace policy
implementation schedules
air traffic services
airport regulation
military aircraft
non-European carriers
not responsible
oint Aviation Authorities
No separate legal identity outside the Netherlands. Requirements and decisions not legally binding on members.
National authorities are responsible for implementing JAA requirements and decisions.

3. 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.

4. Agreement of Co-operation
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.

5. Operators 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.

6. 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.

7. EATMP documents may be accessed on http://www.eurocontrol.int/eatmp
The European Air Traffic Management Programme is based on the ATM Strategy and detailed in the European Convergence and Implementation Plan (ECIP).
EATMP documents may be accessed on

8. 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.

9. 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.

10. 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.

11. 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.

12. Communications Road Map VHF 8.33 kHz Channel Spacing Data Link
Accident Recording for Data Link

13. Voice Services ? ? 2010 8.33 kHz DSB- AM 25 kHz DSB-AM
Satellite
Oceanic and upper airspace ?
Over FL 245
8.33 kHz DSB- AM
Over FL States
Over FL States ?
Below FL 245
25 kHz DSB-AM
Everywhere
Below FL 245 or restricted to specific services
Terrestrial Service
Wide band ?

14. Data Services 2010 Pt--to-pt & Broadcast General (e.g. FIS)
Satellite ?
High Quality of Service Broadcast (e.g. ADS-B)
Mode S or VDL Mode 4 or UAT ?
? VDL Mode 4
Deterministic Pt to Pt High Quality of Service
VDL M2
(Link 2000+)
ACM ACL AMC
FLPCY ?
Pt to Pt
non deterministic QoS, ATN capabilities
A 623
DCL ATIS
AOA VDL- M2
Terrestrial Service
Wide band ?
A 623 ACARS DCL ATIS

15. VDL Mode 2 Operational Use
Letter of Commitment/Concrete Plans
Operational Use
Intent
Support

16. Current Plans at Area Control Centres02 03 04 05 06 07 08
ACM
ACL
AMC
Comms Management
Clearances
Microphone check
Current Plans at Area Control Centres

17. Current Plans at Airports02 03 04 05 06 07 08
D-ATIS
DCL
Current Plans at Airports

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

19. Retrospective applicability of Amd 26...
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.

20. introduce the same data link recording requirements.
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.

21. 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.
FAA and JAA should harmonize the data link recording requirement.
harmonise

22. 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

23. Activities on Future Comm Systems
System wide: Communication operating concept
Satellite: Re-address interest and feasibility of communication satellite
Wide band : G/CDMA feasibility
: Task Force studying IP V6, IPsecurity, addressing.

25. Fragmentation ! Now Current Situation Systems developed separately.
Agreement in ICAO is difficult.
Agreement means compromises and unstable decisions.
Consequence: it is difficult to achieve consensus for current systems.
VDL Mode 3
VDL Mode 4
1090
VDL Mode 2
UAT
8.33 kHz DSB-AM
25 kHz
DSB-AM
Now

26. Communications Commonality !
Lets try to avoid this for the future…
To work together from the beginning;
To involve all interested parties and reach consensus;
To agree planning and build on accepted decisions.
Tomorrow
Communications Commonality ! X1 X2

27. Navigation
ECAC Navigation Strategy
Database Assurance

28. ECAC Navigation Strategy
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

29. Strategic Roadmap - En-route
2010
2005
2000
2015
B-RNAV at all levels
Free Routes
8 States
Extended Free Routes
P-RNAV routes
RNP RNAV mandatory en-route
(RNP1 accuracy)
4D RNAV
Infrastructure Rationalisation
NDB
VOR
DME
GPS
SBAS

30. Strategic Roadmap - TMA
2010
2005
2000
2015
Conventional
SIDs/STARs
P-RNAV
SIDs/STARs
mandatory in
selected TMAs
RNP-RNAV mandatory in all TMAs
RNP tbd

31. Strategic Roadmap - Approach & Landing
2010
2005
2000
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

32. 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.

33. 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.

34. Navigation: Work in Progress
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.

35. Reduced Vertical Separation Minimum

36. Reduced Vertical Separation Minimum
Introduced in European Airspace on 24th January 2002

40. Surveillance Road maps Automatic Dependent Surveillance
Mode S Elementary Surveillance
Mode S Enhanced Surveillance

41. Primary search radars - Major TMAs
Surveillance Road-Map Core Area of Europe
2020
2000
2005
2010
2015
Co-operative ATS
ADS-B based services
Intent based ATM
ADS based services
Enhanced Surveillance: Mode S
MSSR
Elementary Surveillance: Mode S
Primary search radars - Major TMAs

42. 1090 MHz Extended Squitter from Mode S.
Automatic Dependent Surveillance-Broadcast
The EUROCONTROL ADS-B programme aims for implementation in Three candidate technologies are being considered:
1090 MHz Extended Squitter from Mode S.
Universal Access Transceiver (UAT) using L-band.
VHF ( MHz) Data-Link Mode 4 (VDL-4).
EUROCONTROL and the FAA are evaluating these three technologies.

43. Roadmap to ADS-B Implementation
Development
Implementation
Planning
Package 1
Validation
Initial Link
Recommendation
Final Link
Early Local
Implementations
Implementation
Planning
Package 2
Validation
Feasibility
Development
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013+

44. What is Elementary Surveillance ?
Mode S
Elementary
Surveillance
In flight
call sign
DLH655
A1234
370
Replacement of SSR by Mode S.
Replacement of Mode A codes by
the Call Sign used in flight.
Why do we need it ?
Resolves the current surveillance infrastructure limitations:
RF saturation, detection issues, capacity
Mode A Code shortage.

45. JAA TGL No. 13 gives guidance
Elementary Surveillance requires:
Mode S
Elementary
Surveillance
In flight
call sign
DLH655
A1234
370
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.
JAA TGL No. 13 gives guidance

46. What is Enhanced Surveillance ?
Heading
Speed
Selected FL
DLH655
Mode S
Enhanced
Surveillance
A1234
370
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.

47. ACAS II JAA TGL No. 8 rev 2: ACAS II Certification
JAA TGL No. 11: ACAS II Training
Uses TCAS II Change 7

48. JAA JAA Guidance Material in Preparation Mode S Enhanced Surveillance
Data Link
RNAV Approach
RNP-RNAV
JAA

49. Identify convergence opportunities. Provide the required resources.
Where do we go from here?
Identify convergence opportunities.
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….

50. “We apologise to passengers for the severe delays
“We apologise to passengers for the severe delays. Rest assured our engineers are working hard to trace the computer fault…”

51. …and CNS capable aircraft….

52. Equipment Compartment ?
virgin atlantic
CNS/ATM
Equipment Compartment ?
The Chronic Bruiser !
…with apologies to Airbus Industrie and Virgin Atlantic airways