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

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

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.

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.

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.

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.

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

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

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 245 7 States Over FL 245 29 States ? Below FL 245 25 kHz DSB-AM Everywhere Below FL 245 or restricted to specific services Terrestrial Service Wide band ?

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

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

Current Plans at Area Control Centres 02 03 04 05 06 07 08 ACM ACL AMC Comms Management Clearances Microphone check Current Plans at Area Control Centres

Current Plans at Airports 02 03 04 05 06 07 08 D-ATIS 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.

Retrospective applicability of Amd 26... 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.

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.

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

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.

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

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

Navigation ECAC Navigation Strategy Database Assurance

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

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

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

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

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.

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.

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

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

1090 MHz Extended Squitter from Mode S. 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 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+

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.

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

What is Enhanced Surveillance ? Heading Speed Selected FL DLH655 Mode S Enhanced Surveillance A1234 370 060 295 370 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.

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

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

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….

“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…”

…and CNS capable aircraft….

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