ATAG Corporate brochure

Air transport safety, efficiency and growth driven by market demand 

One Sky…global ATM – the way forward

Contents 

Executive summary 

Vision for One Sky...global ATM 

ATM_cns 

Communication 

Navigation 

Surveillance 

Benefits 

Implementation 

Transition 

ICAO to take the lead 

Air transport industry position 

Success stories 

Joint cooperation and action 

Glossary 

Front cover photo: Airbus 

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Air transport is a major contributor to the 

world economy, moving over 1.6 billion 

passengers annually and 40% of the 

world’s manufactured exports by value. 

Despite setbacks during the past couple 

of years, market demand is returning and 

passenger traffic is expected to double in 

the next 15-20 years, with freight traffic 

growing even faster. 

Current air navigation services (ANS) 

procedures and infrastructure cannot 

properly handle this growth. In certain 

regions, notably Europe and North 

America, flight delays due to system 

overload have already reached 

unacceptable levels. Elsewhere, in remote 

areas and over the oceans, considerable 

improvements to ANS are required. 

The air transport industry is focusing 

its efforts on the need for change. One 

Sky…global ATM is the air transport 

industry's vision of a future global air 

navigation system that offers enhanced 

safety and efficiency whilst accommodating 

worldwide air traffic growth in an airspace 

that is seamless and devoid of national 

borders. Achieving this vision will result in 

environmental benefits (i.e. reduced 

emissions), and lower overall costs for the 

airlines through operational improvements, 

efficiency, avionics equipage and equitable 

user charges. 


Executive summary 

With the International Civil Aviation 

Organization’s (ICAO) ATM Operational 

Concept, Global Air Navigation Plan, and 

IATA’s ATM Implementation Roadmap 

in-place, we now have the potential to 

implement a truly global airspace 

environment. These planning documents 

define a future concept based primarily 

on the following technologies: data link 

communications, digital aeronautical 

information services (AIS), the Global 

Navigation Satellite System (GNSS) and 

automatic dependent surveillance (ADS). 

These technologies will enable the 

transformation of air traffic management to 

provide for collaborative decision-making, 

dynamic airspace management, strategic 

conflict management, flexible use of 

airspace and all weather operations. 

One Sky…global ATM is a unique 

challenge, as it calls on governments and 

the air transport industry to work together 

as partners. It requires an international 

perspective rather than a local or indeed 

regional view. And it also means 

addressing the issue of State sovereignty 

over airspace in a collaborative way, and 

putting in place a series of measures that 

will effectively remove existing "borders" 

in the sky. These changes are imperative 

in order to achieve mutually beneficial 

solutions including lower overall costs for 

both government and the air transport 

industry. Airlines simply cannot afford to 

"The air transport industry has been living with the promise of a new, seamless, 

global air traffic management system for over a decade. The technology is in hand 

and it is up to governments to act. A cost-effective implementation of such a system 

is long overdue, now is the time to make it happen!" 

Giovanni Bisignani, Director General & CEO, IATA 

1 

continue funding the proliferation of 

standards, local technology solutions 

and equipage requirements or projects 

that fail to realise the full potential of 

advanced technologies. 

The transition to a modern ATM system 

must take full advantage of the potential 

of existing and future ATM improvements, 

such as reduced vertical separation minima 

(RVSM), required navigation performance 

(RNP), area navigation (RNAV), free routing 

and the capability of sophisticated, modern 

aircraft. The gradual transition to a modern 

ATM system must be conducted in a 

manner that enables users to develop a 

business case with near-term payback. 

The successful experiences in various parts 

of the world should encourage all regions 

to follow as soon as possible. ICAO 

leadership is needed to assist States to 

address the institutional challenges thereby 

enabling implementation of an efficient and 

effective global ATM system. ICAO must 

also ensure that its member States’ plans 

are aligned with the ICAO ATM Operational 

Concept, Global Air Navigation Plan and 

the IATA ATM Implementation Roadmap. 

This will require all partners to share the 

same vision and determination. 

"We must press on with our vision for an interoperable, seamless and global air 

traffic management system for international civil aviation in the 21st century. 

Its progressive realisation will be of immense benefit to all sectors of our industry." 

Dr Assad Kotaite, President of the ICAO Council

This vision can be achieved through ATM 

solutions that improve upon: 

present levels of safety and regularity; 

overall efficiency of the airspace and 

airport operations, leading to increased 

capacity; 

current environmental achievements, 

resulting in reduced emissions and fuel 

consumption; 

availability of user-preferred flight 

schedules and profiles; 

minimal differences in onboard 

equipage requirements between 

regions; and 

ANS infrastructure implementation 

expenditures based upon sound 

business plans, reflecting good 

business practices. 


Vision for One Sky...global ATM 

One Sky…global ATM is the air transport industry's vision of a future global 

air navigation system that offers enhanced safety and efficiency whilst 

accommodating worldwide air traffic growth in an airspace that is seamless 

and devoid of national borders. 

ATM_cns 

ATM_cns is IATA’s acronym for air traffic 

management, communication, navigation 

and surveillance. It is part of the industry’s 

strategy that builds on ICAO’s ATM 

Operational Concept and Global Air 

Navigation Plan for CNS/ATM Systems 

by placing a greater emphasis on ATM 

solutions. It refers to the plan to move 

from current terrestrial navigation aids and 

analogue communications for aviation to 

increasing use of satellite solutions and 

digital systems – with an emphasis on 

benefit-driven solutions and the need to 

take advantage of existing aircraft 

equipage. 

The air transport industry believes that 

change must be driven through the 

implementation of ATM solutions according 

to the requirements of the primary airspace 

users, the airlines. 

The industry calls for a phased, regionby-region 

and market-driven transition to 

ATM_cns to achieve its vision of One 

Sky…global ATM. Rigorous business 

planning must support this transition. The 

industry cannot afford the implementation 

of communication, navigation and 

surveillance "cns" technologies unless 

they provide clear financial and economic 

benefits to airspace users. 

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Management of aircraft will eventually 

be a collaborative activity between 

the controller, the pilot and the airline 

operations centre. The aircraft will 

have greater autonomy and the air 

traffic controller’s tasks will evolve, 

taking full advantage of automation. 

This will lead to "seamless" flight 

operations, procedures and 

technology that are harmonised, 

interoperable and compatible, 

regardless of national borders. 

Photo: Airbus

ATM-supporting technologies 

ATM-supporting technologies include 

communication, navigation and surveillance 

"cns" technologies. The air transport 

industry believes that their successful 

implementation in the future depends 

on the following. 

Communication 

There is an urgent requirement for a "single 

global scenario" for future aeronautical 

communications infrastructure to be 

coordinated by ICAO in order to prevent 

the proliferation of local and regional 

solutions. 

Communications must include the following 

considerations: 

Greater use of data link. 

Convergence of very high frequency 

(VHF) air-ground infrastructure into a 

single globally harmonised, compatible 

and interoperable system. 

Cooperation between States regarding 

the implementation of future air-ground 

communication solutions. 

Fully digital environment for 

aeronautical information services (AIS) 

supporting the concept of collaborative 

decision-making to ensure that the 

right information is made available 

to the "right person at the right time" 

e.g. pilot, controller or airline 

operations centre. 

Surveillance 

To achieve greater airspace capacity and 

increased safety, the air transport industry 

supports the early cost-effective 

implementation of automatic dependent 

surveillance (ADS), in a harmonised, 

compatible and interoperable manner. 

ADS implementation wordwide shall be 

interoperable, both in respect of the 

operational procedures, supporting data 

link and ATM applications. 


Navigation 

Global navigation satellite systems (GNSS) 

provide aircraft with accurate worldwide 

navigational capabilities while improving 

upon the present levels of safety 

performance. Current GNSS comprise the 

US Global Positioning System (GPS) and 

the Russian Global Orbiting Navigation 

Satellite System (GLONASS). A European 

system (GALILEO) is scheduled to be 

launched in 2008 and will be interoperable 

with the GPS and GLONASS networks. 

GNSS will be the primary radio 

navigation system for positioning and 

timing for all phases of flight from enroute 

down to low visibility landing 

conditions of CAT I minima. 

Required navigation performance 

(RNP) should be the global standard 

for aircraft navigation performance. 

RNP aims to improve navigation 

performance enabling greater levels 

of airspace capacity and efficiency. 

Its implementation should have a clear 

cost justification with assurance 

that users, the airlines, will benefit. 

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Traditional systems ATM_cns 

Communication Communication 

Analogue VHF and HF voice between Controllers and pilots will communicate 

aircraft and ground stations through digital voice and data link 

Navigation Navigation 

Terrestrial-based navigational and Aircraft will have greater autonomy to take 

landing systems full advantage of GNSS and onboard inertial 

reference systems 

Surveillance Surveillance 

Voice position reports, primary and Automatic dependent surveillance (ADS) 

secondary surveillance radar 

Air traffic control Air traffic management 

Separation assurance, conformance Maintaining similar responsibilities but 

monitoring, hazard monitoring, providing more dynamic management of 

conflict monitoring and resolution air traffic and airspace through the provision 

of facilities and seamless services 

through collaboration by all parties 

GNSS should be used to 

progressively replace ground-based 

navigational radio systems. However, 

for airport precision approaches with 

more stringent requirements than 

Instrument Landing Systems (ILS) 

CAT I, i.e. CAT II/III, ILS will continue 

to be used for as long as GNSS 

combined with local augmentation 

systems cannot provide a fully 

comparable service, based on 

demonstrated efficiency and 

cost-effectiveness. State regulation 

is, therefore, required to avoid radio 

interference affecting ILS signals 

around airports during the transition 

phase. The implementation of 

Microwave Landing Systems (MLS) 

should only be considered in specific 

cases where existing ILS CAT II/III 

cannot be maintained and where 

MLS operational and economic 

benefits are proven. Implementation 

of MLS alone should not be a 

justification for any reduction in 

services to aircraft that are not 

MLS-equipped.

Increased efficiency and safety 

The main drivers for ATM_cns are to 

further improve safety and to reduce 

system inefficiencies such as congestion 

and delays while increasing airspace and 

airport capacity. For example, digital data 

communications between flight crews and 

controllers drastically reduce the potential 

for errors, and enable reduced aircraft 

separation. 

Shortened flight times 

and optimum routings 

GNSS is available worldwide, and 

communication satellite signals are 

available in many oceanic and remote 

areas. This means that the implementation 

of certain elements of ATM_cns can 

provide immediate improvements to 

communications, navigation and 

surveillance in regions that were previously 

"out of bounds" due to low quality or nonexisting 

radio coverage. The ability of pilots 

to determine and request clearance along 

their own direct flight paths using satellite 

navigation rather than following pre-defined 

flight paths will enable optimum routings 

and shortened flight times. 


Benefits 

ATM_cns will address the limitations of the current systems, and will provide many 

improvements in safety, efficiency, environmental performance and capacity – thus 

responding to rising consumer demand for sustainable air travel. 

Environmental improvements 

Shortened flight times will result in greater 

fuel efficiency and fewer aircraft emissions 

– as confirmed by the United Nations’ 

Intergovernmental Panel for Climate 

Change (IPCC) Special Report on Aviation 

and the Global Atmosphere (1999), which 

states that the ICAO CNS/ATM Systems 

Concept, once fully implemented on a 

worldwide basis, will have the potential to 

further improve overall fuel efficiency by 6- 

12% – representing an annual reduction of 

around 20 million tonnes of carbon dioxide 

(CO 2) emissions and a cost saving of 

between USD 4.3 and 6 billion per year for 

the industry and its customers. 

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Global applicability and 

cost-effectiveness 

Some remote regions and developing 

countries still lack an appropriate "cns" 

infrastructure thus making it impossible 

to safely meet the needs of modern civil 

aviation. The cost of providing and 

maintaining such infrastructure is 

increasing. 

The ATM_cns concept is globally 

applicable and less dependent on the 

number of expensive ground-based aids. 

This will make it more cost-effective for 

States to implement ATM_cns whilst 

also reducing future acquisition and 

maintenance costs. 

Photo: Boeing


"ATM_cns will provide safe and reliable air traffic management services in 

developing regions like Africa, improving safety and operational efficiencies." 

André Viljoen, President & CEO, South African Airways 

Traditional systems limitations Future ATM_cns concept 

Air-ground communications 

• voice 

• time consuming routine messages 

• problems of accent, pronunciation, phraseology 

• one speaker at a time 

• VHF voice channels saturation 

Navigation 

• fixed airways 

• point-to-point route segments, indirect routings, sub-optimal 

flight profiles and capacity limitations 

• ground-based navigation aids 

• line-of-site range limitations 

• concentration of traffic flow at airway intersections 

• ground-based navigation aids 

• large amount of airspace between each aircraft 

Surveillance 

• ground-based separation assurance 

• conflict intervention from well before until well after the point of 

conflict 

Airport operations 

• airport movements severely restricted during low visibility 

• increased risk of runway incursion 

System interoperability 

• "multiple skies" – unnecessarily large number of flight information 

regions (FIRs) 

• proliferation of air traffic control (ATC) systems and technologies 

according to national and regional considerations 

• varying requirements and procedures from region to region 

Equipage 

• sophisticated onboard equipage that is under utilised 

• cockpit automation but mainly manual ATC 

Performance measurement 

• little transparency and large disparities in the value chain 

• poor accountability for performance by monopoly service providers 

Flow management 

• demand/capacity balancing 

• constraints based on available airport and airspace capacity 

Aeronautical information and weather services 

• disparate formats, standards 

• information not available in real time 

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Air-ground communications 

• data link, supplemented by voice 

• comprehensive set of pre-determined messages 

• reduced human intervention 

• duplex communication 

• a global integral communications network 

• standardisation and easier comprehension 

Navigation 

• optimal 4-dimensional trajectories – efficient routes 

• gate-to-gate space-based navigation for all phases of flight 

• worldwide navigation coverage – flexibility 

• user preferences – shorter flight times 

• increased capacity – reduced delays 

• reduced fuel consumption and emissions – environmental benefits 

• less reliance on expensive ground-based navigation aids 

• greatly reduced aircraft separation, resulting in increased capacity 

Surveillance 

• greater aircraft autonomy for separation assurance 

• minimum disruption, aircraft quickly released after resolution 

• automatic dependent surveillance (ADS) 

Airport operations 

• reduced separation in low visibility 

• advanced surface movement tools to minimise risk 

of incursion 

System interoperability 

• reduced number of FIRs, One Sky…global ATM 

• globally harmonised, interoperable and compatible systems 

• seamless operations including procedures and technologies 

Equipage 

• cost/benefit driven solutions driven by the airspace users 

• much greater use of automation in ATC 

Performance measurement 

• user charges directly linked to performance and service level 

agreements (SLAs) 

• performance evaluated through observation, benchmarking, 

comparison with global best practices 

Flow management 

• performance-driven capacity management 

• flow control by exception 

Aeronautical information and weather services 

• common digital aeronautical data information 

exchange model 

• right information made available to the right user at 

the right time


Implementation 

The implementation of ATM_cns will have important implications for States 

in the way their airspace will be structured and managed. 

Relying on satellite systems 

States will have a greater reliance on 

satellite systems that may be provided and 

operated by foreign entities – public or 

private – outside their immediate control. 

This will require specific international 

guarantees ensuring, for example, the 

permanent availability and reliability of 

satellite signals, as well as their 

accessibility without any form of 

discrimination. An ICAO Charter already 

addresses such issues, but a more formal 

international Convention could become 

necessary in the long-term in order to 

resolve institutional issues, including 

liability questions. 

Systems must be harmonised, 

compatible and interoperable 

The success of ATM_cns is dependent 

upon global harmonisation, compatibility 

and interoperability of service providers, 

procedures and on-board and ground 

equipment – which, in turn, will have a 

positive impact on the safety, reliability 

and the cost of operations. For example, 

airlines must be able to move from one 

GNSS system to another without 

duplicating their on-board equipment. 

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Existing cooperative measures 

EUROCONTROL and the United 

States (US) Federal Aviation 

Administration (FAA) are working 

together to ensure the harmonisation 

of technical requirements and 

procedures. 

The Air Traffic Alliance (a grouping 

of EADS, Airbus and Thales) and 

Boeing's Air Traffic Management 

(ATM) business unit are cooperating 

on interoperability of future ATM 

networks to accelerate existing air 

traffic modernisation efforts, foster 

new initiatives and jointly address 

issues affecting future global 

operational efficiency and safety. 

Photo: European Space Agency

Removing borders 

The reorganisation and simplification of 

airspace will be guided by commercial 

traffic flows beyond national borders. One 

solution is the implementation of functional 

blocks of airspace (FBAs) – for both upper 

and lower airspace. These airspace blocks 

must be managed in an integrated way, 

thereby replacing the traditional airspace 

structure based along national frontiers. 

Single European Sky example 

Europe’s airspace is still fragmented 

along national boundaries. Due to be 

implemented from 2004, the Single 

Sky initiative aims to break down 

these national barriers that impede 

air traffic flow, to further improve 

safety, capacity and efficiency and 

to reduce flight delays. The following 

table illustrates why change is 

needed. Europe’s unnecessary 

bureaucratic duplication and multiple 

authorities contribute to a 60-70% 

cost increase of air navigation 

services when compared to the US. 


"Passengers expect a lot from the air transport industry, with the economy of our 

world depending very much on getting people where they want to go, when they 

want to go, in a reliable and economic way, and the Air Traffic Alliance founded by 

EADS, Airbus and THALES, has a key role to play in helping to make this happen." 

Noël Forgeard, Chief Executive Officer, Airbus 

Comparison between European and US airspace (2001) 

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European area US - FAA 

Size of en-route controlled airspace (km 2) 10,785,000 13,753,000 

Number of civil en-route air navigation 29 1 

service providers 

Number of en-route centres 58 21 

Number of sectors in en-route centres 594 780 

Total en-route and terminal ANS staff 46,100 34,532 

Annual flight hours per controller 800 1,433 

Average cost per flight-hour (USD) 564 323 

EUROCONTROL Performance Review Report An assessment of air traffic management in Europe during the 

calendar year 2002, PRR6, May 2003 

Integrating civil and military operations 

Achieving optimum airspace allocation will 

require greater cooperation between civil 

and military operations. One of the reasons 

for increased levels of congestion and 

corresponding impact on efficiency is that 

certain areas of airspace are reserved 

entirely for military use. Priority allocation 

of airspace to the civil or military in times 

of peace or conflict will lead to a more 

even spread of traffic across the sky, and 

ease congestion. 

Applying a business-driven approach 

to air navigation services (ANS) 

Urgent changes are required to build a 

business-driven relationship between 

ANS providers and airspace users and to 

properly address current disparities in the 

value chain. Appropriate legislation and 

regulations are needed to ensure that air 

navigation services are managed openly 

and in a manner that is fair and equitable 

for the airline industry. 

Airlines contribute over USD 40 billion 

per year in user charges for air traffic and 

airport services and should, therefore, be 

fully consulted on all decisions affecting 

their operating environment including any 

changes to their infrastructure fees. For 

instance, the full cost recovery principle 

needs to be updated to generate incentives 

for ANS providers to deliver the right 

level of capacity in the most efficient and 

cost-effective manner. Commercial 

arrangements between airspace providers 

and users, i.e. service level agreements 

(SLAs) are encouraged to ensure high 

quality services and establish a more 

equitable value chain, provided that 

appropriate State regulation is enacted.


Transition 

ATM efficiency and effectiveness must be optimised through the development 

of a proper transition plan and a long-term strategy aimed at rationalising 

the infrastructure and service delivery. This strategy should be based on global 

operational requirements supported by market forecasts and not on purely 

national or regional interests. 

ICAO to take the lead 

ICAO must orchestrate implementation 

efforts at a worldwide level, especially 

when considering the need to develop 

supporting technologies that are globally 

harmonised, compatible and interoperable. 

Proper international standards, procedures 

and guidance are required to prevent the 

emergence of diverging national or regional 

solutions that could impose additional 

burdens service providers and, in turn, 

on airlines. 

ICAO’s Global Air Navigation Plan for 

CNS/ATM Systems and ATM Operational 

Concept provide a sound basis with 

which to develop a global and seamless 

ATM system that effectively addresses 

airspace users’ expectations. It is essential, 

therefore, to ensure that the ICAO concept 

becomes the foundation for global and 

regional air navigational planning. 

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ICAO’s ATM Operational Concept 

The global ATM Operational Concept 

presents ICAO’s vision for an 

integrated, harmonised and globally 

interoperable ATM system of the 

future. It addresses what is needed 

to increase user flexibility and 

maximise operating efficiencies in 

order to increase system capacity 

and improve safety levels. 

Photo: Aéroports de Paris

Air transport industry position 

To complement ICAO’s work, IATA has 

developed a comprehensive global ATM 

Implementation Roadmap that aims to 

provide a clear industry vision of the future 

ATM concept. The air transport industry 

urges ICAO to adopt a similar planning 

process in order to assist the industry 

as a whole in planning future procurement 

requirements. 

IATA Global Implementation Roadmap 


"ATM efficiency and effectiveness must be optimised through the development 

of a proper transition plan and a long term strategy aimed at rationalising the 

infrastructure and service delivery. This strategy should be based on global 

operational requirements supported by market forecasts and not on purely national 

or regional interests." Bernie Smith, CEO, Airservices Australia and Deputy Chairman, 

Civil Air Navigation Services Organisation (CANSO) 

The roadmap is a key part of IATA’s 

ATM_cns strategy and vision for One 

Sky…global ATM. It fully supports the ICAO 

ATM Operational Concept – addressing 

the need for collaborative decision-making, 

dynamic airspace management, strategic 

conflict management, flexible use of 

airspace and all weather performance. 

The roadmap focuses on ATM solutions rather than "cns" supporting technologies, and 

is driven by the need to improve ATM safety, capacity and efficiency. Time-scales are 

intentionally approximate, because the roadmap describes an implementation sequence 

and not absolute events in time. 

A 

B 

C 

D 

E 

F 

G 

Airspace 

organisation 

Airspace 

management 

Civil/military 

cooperation 

Air traffic 

management 

Terminal area 

optimisation 

Flight planning 

& operational 

information 

Airport surface 

movement 

2005 Short term Medium term Long term 

Adoption of 

ICAO flight levels 

Collaborative airspace 

planning with all 

airspace users including 

military 

Flight management 

system-based (FMS) 

approach and 

departure procedures 

Military participation 

in airspace planning 

User-preferred 

trajectories and reduced 

separation minima 

Harmonise ICAO 

airspace classification of all 

upper airspace above a 

common agreed flight level 

Flexible tracks 

Improved airspace, 

route availability and 

meteorological information 

Maximise runway 

capacity 

RNP/RNAV-based SIDs 

and STARs optimised 

for aircraft performance 

2005 Short term Medium term Long term 

9 

Dynamic airspace 

management 

(RVSM, RNP, RNAV) 

Harmonise and simplify 

application of ICAO 

airspace classification 

Reduction of tactical air 

traffic flow management 

through automation 

Enhanced civil/military cooperation 

for dynamic airspace allocation 

Automated tools 

for arrival and 

departure 

sequencing 

Dynamic 

management 

of terminal areas 

Progressive implementation 

The transition towards One Sky…global 

ATM in accordance with the roadmap is 

necessary in all regions of the world. 

Many aircraft are already capable of GNSS 

navigation, and States should allow their 

airline operators to take full advantage of 

the new technology. ANS providers should 

ensure, as a priority, that benefits are 

provided to airlines that are appropriately 

equipped and certified. Airline operators 

that are not appropriately equipped should 

be provided with a clear transition path to 

the future, and a safer and more efficient 

concept of operation. 

Define new airspace 

classification and reduce 

their number 

Integrated regional 

airspace planning 

Random routing Dynamic re-routing Free routing 

Collaborative flight 

planning 

Display information 

of all surface movements 

to all parties 

Transfer of separation assurance responsibility in 

specific cases (e.g. in trail aircraft ahead, etc.) 

Dynamic flight 

planning 

Visual flight rules (VFR) 

capacity in instrument 

flight rules (IFR) weather 

conditions 

Further reduce 

number of 

airspace categories 

Autonomous operations 

based on airborne 

separation assurance 

Transfer of separation 

assurance responsibility 

in designated airspace 

Efficient use of airport capacity 

regardless of weather conditions 

Application 

of 4D RNAV 

in terminal 

area 

One Sky...global ATM


Success stories 

There are many success stories that demonstrate the major advantages and 

benefits of the progressive implementation of ATM_cns. While providing only 

a partial picture, the following examples illustrate that there are very positive 

experiences in all regions – based on current technology – as well as promising 

longer-term prospects. 

Existing ATM solutions 

Substantial benefits are already being 

achieved through the implementation of 

modern ATM solutions to accommodate 

appropriately equipped aircraft. These 

include reducing the vertical and 

horizontal distances between aircraft, 

thereby increasing capacity and 

facilitating optimum routing profiles: 

reduced vertical separation minima 

(RVSM) – the reduction of vertical 

separation between aircraft, normally 

from 2,000 to 1,000 feet. 

required navigation performance 

(RNP) – a global ICAO standard 

that once implemented enables 

greater levels of airspace capacity 

and efficiency. 

area navigation (RNAV) – permits 

aircraft operation on any desired flight 

path within the coverage of navigation 

aids, or a self-contained navigation 

system. 

10 

Examples: 

Caribbean/Latin America: 

introduction of RNAV is 

generating an annual reduction 

of around 40,000 tonnes of CO 2 

emissions. 

Europe: RVSM was successfully 

implemented across 41 European 

and North African States in 

January 2002. During the first 

summer of operations, ATM 

capacity in European airspace 

was increased by approximately 

15%. 

Europe Middle-East Asia Route 

Structure South of Himalayas 

(EMARSSH) project: a new 

long-range network of routes 

connecting Australia with Asia 

(November 2001) and Asia to 

Europe and the Middle East 

(November 2002) that has 

resulted in flight savings of 

up to 30 minutes. 

Photo: © Bruno Rivière, Aéroports Magazine

Taking advantage of existing equipage 

A number of civil aircraft are already 

equipped with the technology required 

to capture satellite signals and to provide 

controllers with reliable information 

regarding their position. Boeing and Airbus 

have introduced communication, navigation 

and surveillance systems, known 

respectively as Future Air Navigation 

System 1 (FANS 1) and FANS A. Today, 

over 1,000 long-haul aircraft are equipped 

with FANS 1/A systems, and this is 

providing significant benefits with reduced 

separation and user-preferred routes. 


"The development of the future air traffic system will require an unprecedented global 

approach, going beyond the international collaboration that has been involved 

in building a large transport airplane or an international space station. It will require 

working together as a team, integrating ideas, products and technology from around 

the world on an unprecedented scale". 

John Hayhurst, President, Air Traffic Management and Member of the Boeing Executive Council 

11 

Examples: 

South Pacific: the first FANSequipped 

aircraft went into 

service in 1995 between Australia 

and the US taking full advantage 

of improved communications, 

optimum routings, and rapid 

route-clearance changes. 

Cross polar-routes: satellitebased 

navigation has enabled 

flights over previously untravelled 

territory using Russian, 

Canadian and US airspace close 

to the North Pole. The first official 

polar route flight between North 

America and Asia by a 

commercial airline was 

conducted in July 1998. 

Currently, more than 200 flights 

per month use near polar routes 

between Europe and Asia and 

Asia and North America thereby 

benefiting airlines and 

passengers through significant 

time and fuel savings and 

associated emissions reductions. 

Southern Africa: satellite-based 

approach and departure 

procedures were implemented 

in 2002 at 37 airports in the 14 

Southern Africa Development 

Community (SADC) States as 

well as in Kenya and Cape 

Verde. The project is an excellent 

example of cooperation between 

States and IATA to improve 

navigational procedures, enhance 

air safety and significantly 

improve the regularity, efficiency 

and cost-effectiveness of air 

transport in Southern Africa. 

The need for new HF radios on 

Atlantic routes has been averted 

through the gradual introduction, 

over the past few years, of 

automatic dependent 

surveillance (ADS) waypoint 

reporting – which allows better 

flight plan conformance 

monitoring and a reduction in 

gross navigation errors. 

Gate to Gate and free routing 

Looking to the future, the air transport 

industry considers that an essential 

element of the Global ATM Implementation 

Roadmap will be to increase aircraft 

autonomy by transferring certain 

procedures and responsibilities from the 

ground to the aircraft. This will be achieved 

progressively through: 

advanced concepts such as flexible 

tracks, random routing, dynamic 

re-routing and free routing where 

appropriate; 

greater use of data link and satellite 

technologies that allow for improved 

communications between pilots and 

controllers; 

aircraft operators fully utilising 

sophisticated flight management 

systems to take advantage of reduced 

fuel load, favourable winds and the 

ability to avoid bad weather; and 

a seamless and coherent management 

approach to all phases of flight starting 

from the initial airline planning months 

in advance, continuing with gate-togate 

flight operations and finishing 

with the performance registration and 

user charges calculation. This calls for 

close cooperation between aircraft 

operators, airports and air navigation 

service providers in a collaborative 

decision-making (CDM) process.


Joint cooperation and action 

"With effective plans and concepts in hand, we shall work together to ensure that 

the skies of the future are safe and remain unencumbered for a long time to come." 

Philippe Rochat, Executive Director, ATAG 

With ICAO’s ATM Operational Concept, 

Global Air Navigation Plan, and IATA’s 

ATM Implementation Roadmap in-place, 

we now have the potential to implement 

a truly global airspace environment to 

achieve the industry’s vision of One Sky… 

global ATM. 

This is a unique global challenge, as it 

calls on governments and industry to work 

together as partners. It means thinking 

in international rather than in local or 

indeed regional terms. And it also means 

addressing the issue of State sovereignty 

over airspace in a collaborative way, and 

putting in place a series of measures that 

will effectively remove existing "borders" 

in the sky. 

This transition is necessary worldwide, 

but it should take advantage of the full 

potential of existing ATM capacity 

improvement methods, such as RVSM, 

RNP and RNAV and the capability of 

sophisticated, modern aircraft. The 

successful experiences in Asia, Europe 

and South America should encourage 

other regions to follow as soon as 

possible. ICAO provisions and global 

best practices must be followed. 

12 

Industry and government efforts and 

commitments 

The implementation of ATM_cns requires 

governments to: 

reconsider the organisation of their 

respective airspace, to improve the 

collaboration between civil and military 

users and to accept the creation of 

functional blocks of airspace beyond 

national borders; 

recognise the need for air navigation 

service providers’ autonomy and 

supranational partnerships, while 

supervising their monopolistic activities; 

recognise safety, efficiency and 

capacity as the drivers for change and 

support ICAO’s ATM Operational 

Concept and Global Air Navigation 

Plan; and 

ensure that globally-harmonised, 

interoperable, compatible and 

cost-beneficial solutions are 

implemented in a timely manner, 

sheltered from purely political 

considerations. 

This implementation requires the air 

transport industry to: 

work together and with governments 

to ensure that solutions are driven by 

airspace user requirements; 

agree on a business-driven relationship 

between ANS providers and users, 

based on commercial arrangements 

and global industry best practices for 

the provision of safe and high quality 

services; 

ensure that aircraft are appropriately 

equipped to take full advantage of ANS 

providers’ services; and 

support ICAO’s work while insisting on 

the timely implementation of global and 

cost-effective solutions irrespective of 

national or regional considerations. 

To achieve this, air transport industry 

stakeholders and governments must 

work together. States must take the 

right implementation decisions that will 

influence and drive civil aviation’s safety, 

efficiency and capacity – thereby enabling 

air transport’s sustainable growth and 

improved services in the future.

Glossary 

ADS automatic dependent surveillance 

AIS aeronautical information services 

ANS air navigation services 

ATM air traffic management 

ATM_cns air traffic management_communication, navigation, surveillance 

CAT I Category I, standard ILS category for low visibility landing, decision height 200 feet, 

visibility 1 / 2 mile or 2400 ft 

CAT II/III Category II and III, ILS categories for very low visibility landing, decision height 100 feet, 

visibility 1,200 ft, 700 ft, 150 ft or 0ft depending on the subcategory 

CDM collaborative decision-making 

CO 2 

carbon dioxide 

EUROCONTROL European Organisation for the Safety of Air Navigation 

EMARSSH Europe, Middle East, Asia Route Structure South of the Himalayas 

FAA Federal Aviation Administration 

FANS Future Air Navigation System 

FBA functional block of airspace 

FIR flight information region 

FMS flight management system 

GLONASS Global Orbiting Navigation Satellite System 

GNSS global navigation satellite system 

GPS Global Positioning System 

HF high frequency 

IATA International Air Transport Association 

ICAO International Civil Aviation Organization 

IFR instrument flight rules 

ILS instrument landing systems 

IPCC Integrated Panel for Climate Change 

MLS microwave landing systems 

RNAV area navigation 

RNP required navigation performance 

RVSM reduced vertical separation minima 

SADC Southern Africa Development Community 

SID standard instrument departure 

SLA service level agreement 

STAR standard arrival route 

US United States 

VHF very high frequency 

VFR visual flight rules 

The material in this brochure is meant only as general information. Although every effort has been made to ensure that the information provided herein is factually correct, ATAG is 

not responsible for the accuracy of information provided to them by third parties. ATAG expressly disclaims any liability and shall not be held responsible to any person for any 

liability, damage, loss, costs or expenses, caused by error, omissions, misprints, misinterpretation of the contents of this publication and the consequences of anything done or 

omitted by any party acting in reliance of the information provided herein.

Air Transport Action Group 

33 Route de l'Aéroport 

P.O. Box 49 

1215 Geneva 15 

Switzerland 

Tel: +41 22 770 2672 

Fax: +41 22 770 2686 

information@atag.org 

www.atag.org 

International Air Transport Association 

800 Place Victoria 

P.O. Box 113 

H4Z 1M1 Montreal, Quebec 

Canada 

Tel: +1 514 874 0202 

Fax: +1 514 874 2661 

SO&I@IATA.org 

www.iata.org/soi 

Graphics by www.karakas.be September 2003

ATAG Corporate brochure

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