A Vision Based on Achievable Expectations Jack Howell Director / Air Navigation Bureau Agenda Item 1

Historical FANS CNS/ATM Systems Global Co-ordinated Plan for Transition to ICAO CNS/ATM Systems Global Air Navigation Plan for CNS/ATM Systems 2

Air Traffic Management Operational Concept Panel (ATMCP) Technology was not an end in itself Develop a comprehensive concept for an integrated, global ATM system, based on clearly ‑ established operational requirements The next step in an evolutionary process that began with FANS 3

The operational concept describes how an integrated global ATM system should operate, providing States and industry with clearer objectives for designing and implementing ATM and supporting CNS systems Air Traffic Management Operational Concept 4

Guiding Principles Safety Human Technology Information Collaboration Continuity 5

Expectations Safety Capacity Equity and access Efficiency Flexibility Predictability 6

Expectations (continued) Global interoperability Cost effectiveness Environment Participation Security 7

Key Conceptual Changes Airspace Organization and Management All airspace will be the concern of ATM and will be a useable resource Airspace management will be dynamic and flexible Any restriction on the use of any particular volume of airspace will be considered transitory All airspace will be managed flexibly 8

Key Conceptual Changes Aerodrome Operations Runway occupancy time will be reduced The ability to safely manoeuvre in all weather conditions Precise surface guidance to and from a runway The position and intent of all vehicles and aircraft operating on the manoeuvring and movement areas will be known 9

Key Conceptual Changes Demand and Capacity Balancing Through CDM at the strategic stage, assets will be optimized to maximize throughput Through CDM at the pre-tactical stage, adjustments will be made to assets, resource allocations, projected trajectories, airspace organization, and allocation of entry/exit times At the tactical stage, dynamic adjustments to the organization of airspace to balance capacity; dynamic changes to the entry/exit times 10

Key Conceptual Changes Traffic Synchronization Dynamic 4-D trajectory control and negotiated conflict-free trajectories Choke points will be eliminated Optimization of traffic sequencing will achieve maximization of runway throughput. 11

Key Conceptual Changes Airspace User Operations Accommodation of mixed capabilities and worldwide implementation needs Relevant ATM data will be fused for an airspace user’s general, tactical and strategic situational awareness and conflict management Relevant airspace user operational information will be made available to the ATM system 12

Key Conceptual Changes Airspace User Operations (continued) Individual aircraft performance, flight conditions, and available ATM resources will allow dynamically-optimised 4-D trajectory planning Collaborative decision-making Aircraft should be designed with the ATM system as a key consideration 13

Key Conceptual Changes Conflict Management Strategic conflict management will reduce the need for separation provision The ATM system will minimize restrictions to user operations The role of separator may be delegated The conflict horizon will be extended Collision avoidance systems are part of ATM system safety management, but not used in calculating safety levels 14

Key Conceptual Changes ATM Service Delivery Management The conductor of the orchestra that is the flight of an aircraft Addresses the balance and consolidation of the decisions of all of the other components As well as the time horizon and the conditions under which all decisions are made 15

Expected outcomes Assessment (endorsement) of a global ATM operational concept Endorsement of a global air navigation plan data base Agreement on a plan to allow the Global Air Navigation Plan for CNS/ATM Systems to serve as a high level guide for planning; and Agreement on need to develop ATM requirements Agreement on an ATM development strategy to take us to the future global ATM system 16

11 th Air Navigation Conference Evolution toward global air traffic management should be driven by the expectations of the ATM Community Global Participation Continuous involvement 17