Avoiding Divergent Paths: CNS/ATM

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Avoiding Divergent Paths CNS/ATM

• European Air Traffic Management Programme
• Dan Hawkes UK CAA

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Cyprus is in the ICAO MID Region
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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.
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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.

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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.
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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.

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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.

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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

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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.

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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.

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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.

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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.

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Communications

• Road Map
• VHF 8.33 kHz Channel Spacing
• Data Link
• Accident Recording for Data Link

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Voice Services
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Data Services
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VDL Mode 2 Operational Use
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Current Plans at Area Control Centres
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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.
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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.
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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.
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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
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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
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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.
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Fragmentation !
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
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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
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Navigation

• ECAC Navigation Strategy
• Database Assurance

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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

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Strategic Roadmap - En-route
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Strategic Roadmap - TMA
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Strategic Roadmap - Approach Landing
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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.
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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.

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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.

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Reduced Vertical Separation Minimum
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Reduced Vertical Separation Minimum
Introduced in European Airspace on 24th January
2002
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Surveillance

• Road maps
• Automatic Dependent Surveillance
• Mode S Elementary Surveillance
• Mode S Enhanced Surveillance

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Surveillance Road-Map Core Area of Europe
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
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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.

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Roadmap to ADS-B Implementation



















2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

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What is Elementary Surveillance ?

• 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.

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Elementary Surveillance requires

• 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
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What is Enhanced Surveillance ?

• 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.

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ACAS II
JAA TGL No. 8 rev 2 ACAS II Certification JAA
TGL No. 11 ACAS II Training
Uses TCAS II Change 7
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JAA Guidance Material in Preparation

• Mode S Enhanced Surveillance
• Data Link
• RNAV Approach
• RNP-RNAV

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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.
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We apologise to passengers for the severe
delays. Rest assured our engineers are working
hard to trace the computer fault
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• and CNS capable aircraft.

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The Chronic Bruiser !
with apologies to Airbus Industrie and Virgin
Atlantic airways
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