Presentation on theme: "EASA NATO ICAO (EUR) ECAC JAA EUROCONTROL EU USA Canada Croatia UK"— Presentation transcript:
0Avoiding Divergent Paths: CNS/ATM European Air Traffic Management ProgrammeDan Hawkes: UK CAA
1EASA NATO ICAO (EUR) ECAC JAA EUROCONTROL EU USA Canada Croatia UK May 2002CroatiaEUUKFranceGermanyNetherlandsBelgiumPortugalGreeceLuxembourgDenmarkItalySpainICAO (EUR)Russian FederationSan MarinoAzerbaijanBelarusGeorgiaKazakhstanKyrgyzstanTajikistanTurkmenistanUzbekistanBosnia & HerzegovinaECACLatviaLithuaniaEstoniaArmeniaAlbaniaUkraineAustriaSwedenIrelandFinlandPolandIcelandJAAThe former YugoslavRepublic of MacedoniaNorwayHungaryTurkeyEUROCONTROLBulgariaSloveniaRomaniaMoldovaMonacoCyprusMaltaSwitzerlandSlovak RepublicCzech RepublicNATOIceland is in the ICAO NAT Region.USACanadaYugoslaviaEASACyprus is in the ICAO MID Region
2implementation schedules air traffic services airport regulation is for:airspace policyimplementation schedulesair traffic servicesairport regulationmilitary aircraftnon-European carriersnot responsibleoint Aviation AuthoritiesNo separate legal identity outside the Netherlands. Requirements and decisions not legally binding on members.National authorities are responsible for implementing JAA requirements and decisions.
3EUROCONTROL v JAAEUROCONTROL 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; andcommercial operations where the principal place of business of the aeroplane operator is in a JAA member state.
4Agreement 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.
5Operators from Non-JAA States Need to satisfy European airspace requirements or be exemptMust apply to their own national Authority for approval where neededAuthorities of non JAA States may adopt JAA certification and operational material or publish equivalent standards.
6The 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.
7EATMP 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
8Convergence 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.
9Airspace 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, andthe availability of mature technological solutions.Implementation dates will depend on:the scale of change involved, andavailability of equipment.These factors will vary region by region and can lead to a divergence of strategies.
10Aircraft OperationsCo-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.
11Aircraft 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.
12Communications Road Map VHF 8.33 kHz Channel Spacing Data Link Accident Recording for Data Link
13Voice Services ? ? 2010 8.33 kHz DSB- AM 25 kHz DSB-AM SatelliteOceanic and upper airspace?Over FL 2458.33 kHz DSB- AMOver FL StatesOver FL States?Below FL 24525 kHz DSB-AMEverywhereBelow FL 245 or restricted to specific servicesTerrestrial ServiceWide band ?
14Data 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 4Deterministic Pt to Pt High Quality of ServiceVDL M2(Link 2000+)ACM ACL AMCFLPCY ?Pt to Ptnon deterministic QoS, ATN capabilitiesA 623DCL ATISAOA VDL- M2Terrestrial ServiceWide band ?A 623 ACARS DCL ATIS
15VDL Mode 2 Operational Use Letter of Commitment/Concrete PlansOperational UseIntentSupport
16Current Plans at Area Control Centres 02030405060708ACMACLAMCComms ManagementClearancesMicrophone checkCurrent Plans at Area Control Centres
17Current Plans at Airports 02030405060708D-ATISDCLCurrent Plans at Airports
18ICAO 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.
19Retrospective 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.
20introduce the same data link recording requirements. Equivalent requirements...Amendment 21 to Annex 6, Part II, International General Aviation- Aeroplanes, andAmendment 8 to Annex 6, Part III, International Operations- Helicoptersintroduce the same data link recording requirements.
21FAA and JAA should harmonize the data link recording requirement. JAA and FAA ActionsThe 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
22Activities on Current Systems ACARS: DCL & ATIS in the major European airportsFANS A/1: Accommodation study for Link 2000+VDL Mode 2: Progress the deployment and fine tuningVDL Mode 3: Monitoring situationVDL Mode 4: Continue system development supporting ICAO and European initiativesUAT: Follow developments and contributeATN/IP: Re-assessment
23Activities on Future Comm Systems System wide: Communication operating conceptSatellite: Re-address interest and feasibility of communication satelliteWide band : G/CDMA feasibility: Task Force studying IP V6, IPsecurity, addressing.
25Fragmentation ! 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 3VDL Mode 41090VDL Mode 2UAT8.33 kHz DSB-AM25 kHzDSB-AMNow
26Communications 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.TomorrowCommunications Commonality !X1X2
28ECAC Navigation Strategy Achieve a total RNP RNAV environmentSupport aircraft with lower capabilitiesSupport the ‘free routes’ conceptSupport State aircraft operationsEnsure quality of navigation dataRationalise infrastructureImplement 4D RNAV operations
29Strategic Roadmap - En-route 2010200520002015B-RNAV at all levelsFree Routes8 StatesExtended Free RoutesP-RNAV routesRNP RNAV mandatory en-route(RNP1 accuracy)4D RNAVInfrastructure RationalisationNDBVORDMEGPSSBAS
30Strategic Roadmap - TMA 2010200520002015ConventionalSIDs/STARsP-RNAVSIDs/STARsmandatory inselected TMAsRNP-RNAV mandatory in all TMAsRNP tbd
32Database 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.
33Navigation: Work Complete Procedure design criteria and guidance material for B-RNAV and P-RNAV procedures.JAA Guidance leaflets B-RNAV, P-RNAV and Database AssuranceCharting guidance.P-RNAV implementation - draft AIC.
34Navigation: 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.
40Surveillance Road maps Automatic Dependent Surveillance Mode S Elementary SurveillanceMode S Enhanced Surveillance
41Primary search radars - Major TMAs Surveillance Road-Map Core Area of Europe20202000200520102015Co-operative ATSADS-B based servicesIntent based ATMADS based servicesEnhanced Surveillance: Mode SMSSRElementary Surveillance: Mode SPrimary search radars - Major TMAs
421090 MHz Extended Squitter from Mode S. Automatic Dependent Surveillance-BroadcastThe 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.
43Roadmap to ADS-B Implementation DevelopmentImplementationPlanningPackage 1ValidationInitial LinkRecommendationFinal LinkEarly LocalImplementationsImplementationPlanningPackage 2ValidationFeasibilityDevelopment200220032004200520062007200820092010201120122013+
44What is Elementary Surveillance ? Mode SElementarySurveillanceIn flightcall signDLH655A1234370Replacement of SSR by Mode S.Replacement of Mode A codes bythe Call Sign used in flight.Why do we need it ?Resolves the current surveillance infrastructure limitations:RF saturation, detection issues, capacityMode A Code shortage.
45JAA TGL No. 13 gives guidance Elementary Surveillance requires:Mode SElementarySurveillanceIn flightcall signDLH655A1234370A Transponder fully compliant with ICAO SARPs Amendment 73 …Supporting the SI code capabilityDown-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
46What is Enhanced Surveillance ? HeadingSpeedSelected FLDLH655Mode SEnhancedSurveillanceA1234370Display 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 awarenessTo add system safety enhancements.
47ACAS II JAA TGL No. 8 rev 2: ACAS II Certification JAA TGL No. 11: ACAS II TrainingUses TCAS II Change 7
48JAA JAA Guidance Material in Preparation Mode S Enhanced Surveillance Data LinkRNAV ApproachRNP-RNAVJAA
49Identify 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…”