1. An Airline Perspective on the implementation of new systems SEMINAR ON THE IMPLEMENTATION OF DATALINK AND SATCOM COMMUNICATIONS Bangkok Thailand, 17-19 November 2003 Kors van den Boogaard Assistant Director CNS

2. International Scheduled Traffic 95% of IATA Today Founded in 1945 274 Member Airlines in August 2003

3. Over 90 Offices Worldwide

4. Present Status Industry Total losses since 9/11 US$25 billion Expected losses 2003 US$10 billion Loading: Rising – Yield: Falling Airports and Air Navigation Charges US$40 billion annually: Rising !

5. Why a new system ? Safety Capacity Efficiency –Service improvement –Service costs –System costs Technology is not the driver but the enabler !

6. Airspace volume/capacity Communication NAVIGATIONNAVIGATION SURVEILLANCE ATM A T S Airspace Airspace V o l u m e

7. Air Traffic Infrastructure: Flight Efficiency CDM D/L Subnetworks (VHF, VDL M-2,3,4, UAT, Mode-S, SATCOM, HFDL, Gatelink) ATS Datalink (ATN), (AOC, ACARS) GNSS (GPS, GALILEO, GLONASS ) GBAS (LAAS)SBAS (EGNOS/WAAS) GBAS (LAAS) CPDLC + VOICE Mode-S Surv., ADS, ADS-b, ASAS A-SMGCS T.O. GuidanceRNP <= 1 RNP RNAV Landing Guidance RNP <= 1 RVSM MLS GLS ILS FLIGHT (efficiency) Block-time FUNCTIONSFUNCTIONS ENABLERSENABLERS LEGACY SYSTEMS: VHF, HF, ILS, VOR, DME (ADF, MB, OMEGA)

8. COMMUNICATION Function, protocol, link The function itself: partly on the ground (ATC), partly in air: (cockpit). A protocol to establish contact A link to provide connectivity All 3 elements require investment and operating cost, only the function will provide benefit.

9. FANS-1/A CPDLC/ADS ACARS VHF COMM SATCOM HFDL ACARS FANS-1/A CPDLC/ADS FUNCTIONALITYFUNCTIONALITY AIR GROUND Function Subnetwork Protocol REQUIREMENTS Air- Ground Data Link, point-to-point

10. ICAO CPDLC/ADS ATN VDL M-2 ATN ICAO CPDLC/ADS FUNCTIONALITYFUNCTIONALITY AIR GROUND Function Subnetwork Protocol REQUIREMENTS Air- Ground Data Link, point-to-point

11. Converging to one solution for ATS Data-Link? USA/CAN (ICAO) CPDLC Build 1 Build 1a Build 2 EUR(ICAO)CPDLC LINK 2000+ Trans-atlantic CPDLC/ADS FANS-1/A Capacity Safety Efficiency

12. Communication Lines

13. Airlines and Communication The requirement –to ensure safety –to conduct business efficiently –to provide service to the passengers Adequate capacity –restrictions in air traffic –reduced efficiency –passengers satisfaction Increased reliance –reduction of separation –information need to support operations –new applications

14. The Basic Needs Adequate capacity/Radio Spectrum Global connectivity Global interoperability Scalability Support Data/Voice/Video Support for all classes of communication traffic Cost effective

15. How to satisfy the need ? Maintain present voice system –25 kHz –Extend the use of 8.33 kHz if necessary Encourage the introduction of data communications for ATS: –ACARS –Satcom/HF data –AOA –FANS 1/A –VDL Mode 2 –Mode ES Development of one global common communication infrastructure

16. European Frequency Congestion

17. How not to proceed 2003 8.33 /25 kHz VDL Mode 2 VDL Mode 4VDL Mode 3 2020 2015 Additional capacity ? New Operational Concept

18. How to proceed 2003 8.33 /25 kHz VDL Mode 2 VDL Mode 4VDL Mode 3 2020 2015 New Operational Concept New System Definition. Mobile. Telecom Techn. 2007 ITU WRC 2007 Standards Impl.

19. Dependent SURVEILLANCE Function, Enabler A surveillance function resides in all aircraft (in a given (air)space) and at ANSP-facilities. Both Communication and Navigation contribute to a surveillance function. Navigation to provide the aircrafts position (4D) and Communication to relay the message to all parties interested (broadcast).

20. LEGACY SYSTEMS: VHF, HF, ILS, VOR, DME (ADF, MB, OMEGA) Air Traffic Infrastructure: Surveillance example D/L Subnetworks (VHF, VDL M-2,3,4, UAT, Mode-S, SATCOM, HFDL, Gatelink) ATS Datalink (ATN), (AOC, ACARS) GNSS (GPS, GALILEO, GLONASS ) GBAS (LAAS)SBAS (EGNOS/WAAS) GBAS (LAAS) Mode-S Surv., ADS, ADS-b, ASAS FLIGHT (efficiency) Block-time ADS-b 4, UAT, Mode-S GPS, GALILEO FUNCTIONSFUNCTIONS ENABLERSENABLERS

21. Need for ADS-B ? Safety –Ground infrastructure costs Security ? Efficiency –Enhancement present procedures Capacity –Enhancement of present procedures –New ATM regime Costs –Service/System costs

22. ADS-B Infrastructure costs Airborne infrastructure –One link -8 billion (80-90% integration) –Two links –10 billion Ground station infrastructure –One link 2 billion –Two links 2. 5 billion –ATC integration ?

23. Capacity/Efficiency Pushing the present system into a new ATM Regime Enhanced Surveillance Capacity ADS-B Single linkADS-B Second link ATM Capacity Transition to new ATM Regime Time Traffic growth Delay costs

24. Surveillance costs Ground Infrastructure Surveillance Costs Time ADS-B Single linkADS-B Second link Traffic growth C1C1 A1A1 C2C2 A2A2 Reduction in surveillance cost per aircraft: C 1/ A 1 C 2 /A 2

25. IATA position ADS-B Prime enabler of new ATM concept Early cost efficient implementation –Extension TCAS -1090 ES Phased implementation Global interoperability Business case !

26. Scenario TCAS VDL Mode 4 Mode ES UATMode ESTIS-B EuropeUS

27. Result ! Resources wasted Complexity of multiple links Double/Triple infrastructure costs

28. What needs to be done Clearly identify/quantify role/benefit ADS-B in new ATM concepts Plan ADS-B implementation on a Regional basis conform ATM improvements Maintain principle of global systems

29. What are the basic questions? When a new system Usage/Functionality Selection Standardization Certification Implementation –Voluntary/ Mandatory Capacity/Efficiency Benefits