ICCAIA Capacities Available ICAO Worldwide CNS/ATM Systems Implementation Conference Rio de Janeiro 11 May 1998 Alain Garcia Senior Vice-President Engineering Airbus Industrie

Capacities available CNS/ATM SYSTEMS IMPLEMENTATION CONFERENCE RIO DE JANEIRO 11 TO 15 MAY 1998 AGENDA ITEM 1 OVERVIEW OF CNS/ATM SYTEMS ICCAIA CONTRIBUTION Mister President, Honorable Representatives of States, Ladies and Gentlemen, We, the Aerospace Industries, are continuously devoting a lot of resources to motivate and ensure proper industrial readiness to the predictable market demands for an affordable, flexible and safe operation of the Aviation throughout the world. In this respect, we developed, within the current mode of Operations of Aviation, more and more efficient products with savings in energy, lower aggression to the environment and increased safety. As one can see in the following charts, some asymptotic trends are showing up, explainable by the fast catching up of maturity towards the intrinsic limits due to: a) the available technology (but these limits are moving thanks to research activities) and b) the selected mode of Aviation Operations (in existence since the end of World War II !).

Capacities available For Aviation, Mister Chairman, this conference will be of an immense value, with probable recommendations for decisions towards what I could define –like all of you- as INCREASING THE TRAFFIC CAPACITY WITH SAFETY ENHANCEMENT.

Capacities available Time is of essence! Traffic growth and need for flexibility are pushing us, and we can predict viewing the limits of the present system capability in the next few years in spite of the added technological features: it seems that we are reaching its genetic limits: doing nothing will reduce benefits to people, governments and business. We are ready to contribute. What have we available? What can we do next? Allow me to list the main features, with identification of areas for possible improvements. Some of these suggestions could be implemented quickly because needing only local decisions, other are for longer term because of their international implications

Capacities available COMMUNICATION, NAVIGATION AND SURVEILLANCE: To start with, NAVIGATION benefits from the generalization of the FMS, introduced in 1982 using existing VOR/DME infrastructure, aided by inertial or other means. This enables reduction of gross errors and, with appropriate approach and departures enables reduced Flight time, Fuel burn, Emission and Noise exposure with increased capacity (FFENC). Unfortunately only a few airports are using this capability as yet. Cannot we encourage it whatever the region and the country of the world are. The Global Positioning System (GPS), certified and used since 1994 as a primary system, uses existing GPS infrastructure upgrades incorporate provisions for GNSS 1. With proper procedures it enables excellent, safer, direct, non-precision, and soon, precision approaches with nil or low airport infrastructure costs. It offers the same FFENC benefits as FMS but without need for investment in VORS and DMEs. Very few airports have such procedures. Why not taking some initiatives already now? Continuing with COMMUNICATION and SURVEILLANCE: SATCOM (1992): Uses existing telephone, Inmarsat, and soon other infrastructures. With proper procedures, it enables faster ATC non-routine intervention than when using HF, at negligible ATC infrastructure cost. To be noted that for a time, it was easier, in flight, to speak to your family than to an Air Traffic Controller, but now most Oceanic centres will respond to non-routine Satcom calls from aircraft.

Capacities available ATC Datalink (1995): uses existing ACARS infrastructures, over VHF and Satcom, and now HF and inexpensive, available ATM equipment. Existing FANS 1/A equipment uses the ARINC 622 Aeronautical Telecommunications Network (ATN) convergence protocol, and equipment entering service in 1998 is designed to accommodate ICAO Standards And Recommended PracticeS (SARPS) -compliant with ATN protocol. With appropriate procedures, routings can be independent of terrestrial com., nav. and radar installations, with rapid routine and emergency ATC intervention capability. This enables shorter, direct routes, real-time weather-optimized tracks and closer spacing for increased capacity. These procedures are now expected to be available in 1999 in many Asia-Pacific FIRs, unless further schedule slippage occurs. They were planned to be available in 1995 in the South Pacific, but the largest Pacific ATS Authority now has delayed service perhaps to around 2008, seriously damaging business confidence. This represents equipment of which hundreds and thousands are in service, worth hundreds million dollars. WHAT WE CAN DO NEXT ?

Capacities available NAVIGATION Differential GPS - coming soon - within 3 years possibility- enables precision approach runways that cannot support ILS, at a fraction of the cost of previous methods or MLS Studies show precision approaches to be much safer than non-precision. They also usually allow lower minima and better service regularity. A win-win situation. It is up to States to enable ICAO to finalize the required standards, ensure airport infrastructures are upgraded, and publish the approaches! COMMUNICATIONS & SURVEILLANCE Aeronautical Telecommunications Network (ATN) is hopefully coming soon. ACARS is not fast or dependable enough for in-flight ATC use in congested high- traffic-density areas. The ATN is designated to overcome these weaknesses. It can be made, certified, and installed on airliners within 3 years, provided an ATM service that allows an operator to recover his costs can be made available at the same time. It is to the Nations to implement ATM service and lease the communication infrastructure. This view shows what the ATS providers will be doing if we don't implement ATM - with appropriate CNS.

Capacities available To conclude, and taking into consideration my introductory remarks, that time is of essence, I would like to stress that we, the Aerospace Industry, are ready to implement which ever tool is being judged to be the best to cope with the differences between regions and nations but ensuring for a proper increase of combined Air Traffic CAPACITY and SAFETY. CNS/ATM costs can be low for States when compared to costs of previous technologies. ATM depends on tools, procedures and institutional arrangements: there are States responsibilities. The industry has already invested a lot and provides products that enable more, better, safer air service. It is up to the Nations to unlock the potential of these products. Manufacturers and operators are businesses, they need to generate profits to survive. They can do even more if a profit can be turned out of added CNS investments, thanks to better Air Traffic Management.

Capacities available We urge you to take coordinated decisions throughout the world and to respect the agreed timetables. We, the manufacturers, are ready. USE US IF YOU WILL ! This ICAO Conference is an excellent opportunity to prepare the grounds for decisions in the short future. I thank you for your attention.

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