ATAG Corporate brochure
ATAG Corporate brochure
ATAG Corporate brochure
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Air transport safety, efficiency and growth driven by market demand<br />
One Sky…global ATM – the way forward
Contents<br />
Executive summary<br />
Vision for One Sky...global ATM<br />
ATM_cns<br />
Communication<br />
Navigation<br />
Surveillance<br />
Benefits<br />
Implementation<br />
Transition<br />
ICAO to take the lead<br />
Air transport industry position<br />
Success stories<br />
Joint cooperation and action<br />
Glossary<br />
Front cover photo: Airbus<br />
1<br />
2<br />
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3<br />
3<br />
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4<br />
6<br />
8<br />
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9<br />
10<br />
12
Air transport is a major contributor to the<br />
world economy, moving over 1.6 billion<br />
passengers annually and 40% of the<br />
world’s manufactured exports by value.<br />
Despite setbacks during the past couple<br />
of years, market demand is returning and<br />
passenger traffic is expected to double in<br />
the next 15-20 years, with freight traffic<br />
growing even faster.<br />
Current air navigation services (ANS)<br />
procedures and infrastructure cannot<br />
properly handle this growth. In certain<br />
regions, notably Europe and North<br />
America, flight delays due to system<br />
overload have already reached<br />
unacceptable levels. Elsewhere, in remote<br />
areas and over the oceans, considerable<br />
improvements to ANS are required.<br />
The air transport industry is focusing<br />
its efforts on the need for change. One<br />
Sky…global ATM is the air transport<br />
industry's vision of a future global air<br />
navigation system that offers enhanced<br />
safety and efficiency whilst accommodating<br />
worldwide air traffic growth in an airspace<br />
that is seamless and devoid of national<br />
borders. Achieving this vision will result in<br />
environmental benefits (i.e. reduced<br />
emissions), and lower overall costs for the<br />
airlines through operational improvements,<br />
efficiency, avionics equipage and equitable<br />
user charges.<br />
Air transport safety, efficiency and growth driven by market demand<br />
Executive summary<br />
With the International Civil Aviation<br />
Organization’s (ICAO) ATM Operational<br />
Concept, Global Air Navigation Plan, and<br />
IATA’s ATM Implementation Roadmap<br />
in-place, we now have the potential to<br />
implement a truly global airspace<br />
environment. These planning documents<br />
define a future concept based primarily<br />
on the following technologies: data link<br />
communications, digital aeronautical<br />
information services (AIS), the Global<br />
Navigation Satellite System (GNSS) and<br />
automatic dependent surveillance (ADS).<br />
These technologies will enable the<br />
transformation of air traffic management to<br />
provide for collaborative decision-making,<br />
dynamic airspace management, strategic<br />
conflict management, flexible use of<br />
airspace and all weather operations.<br />
One Sky…global ATM is a unique<br />
challenge, as it calls on governments and<br />
the air transport industry to work together<br />
as partners. It requires an international<br />
perspective rather than a local or indeed<br />
regional view. And it also means<br />
addressing the issue of State sovereignty<br />
over airspace in a collaborative way, and<br />
putting in place a series of measures that<br />
will effectively remove existing "borders"<br />
in the sky. These changes are imperative<br />
in order to achieve mutually beneficial<br />
solutions including lower overall costs for<br />
both government and the air transport<br />
industry. Airlines simply cannot afford to<br />
"The air transport industry has been living with the promise of a new, seamless,<br />
global air traffic management system for over a decade. The technology is in hand<br />
and it is up to governments to act. A cost-effective implementation of such a system<br />
is long overdue, now is the time to make it happen!"<br />
Giovanni Bisignani, Director General & CEO, IATA<br />
1<br />
continue funding the proliferation of<br />
standards, local technology solutions<br />
and equipage requirements or projects<br />
that fail to realise the full potential of<br />
advanced technologies.<br />
The transition to a modern ATM system<br />
must take full advantage of the potential<br />
of existing and future ATM improvements,<br />
such as reduced vertical separation minima<br />
(RVSM), required navigation performance<br />
(RNP), area navigation (RNAV), free routing<br />
and the capability of sophisticated, modern<br />
aircraft. The gradual transition to a modern<br />
ATM system must be conducted in a<br />
manner that enables users to develop a<br />
business case with near-term payback.<br />
The successful experiences in various parts<br />
of the world should encourage all regions<br />
to follow as soon as possible. ICAO<br />
leadership is needed to assist States to<br />
address the institutional challenges thereby<br />
enabling implementation of an efficient and<br />
effective global ATM system. ICAO must<br />
also ensure that its member States’ plans<br />
are aligned with the ICAO ATM Operational<br />
Concept, Global Air Navigation Plan and<br />
the IATA ATM Implementation Roadmap.<br />
This will require all partners to share the<br />
same vision and determination.<br />
"We must press on with our vision for an interoperable, seamless and global air<br />
traffic management system for international civil aviation in the 21st century.<br />
Its progressive realisation will be of immense benefit to all sectors of our industry."<br />
Dr Assad Kotaite, President of the ICAO Council
This vision can be achieved through ATM<br />
solutions that improve upon:<br />
present levels of safety and regularity;<br />
overall efficiency of the airspace and<br />
airport operations, leading to increased<br />
capacity;<br />
current environmental achievements,<br />
resulting in reduced emissions and fuel<br />
consumption;<br />
availability of user-preferred flight<br />
schedules and profiles;<br />
minimal differences in onboard<br />
equipage requirements between<br />
regions; and<br />
ANS infrastructure implementation<br />
expenditures based upon sound<br />
business plans, reflecting good<br />
business practices.<br />
Air transport safety, efficiency and growth driven by market demand<br />
Vision for One Sky...global ATM<br />
One Sky…global ATM is the air transport industry's vision of a future global<br />
air navigation system that offers enhanced safety and efficiency whilst<br />
accommodating worldwide air traffic growth in an airspace that is seamless<br />
and devoid of national borders.<br />
ATM_cns<br />
ATM_cns is IATA’s acronym for air traffic<br />
management, communication, navigation<br />
and surveillance. It is part of the industry’s<br />
strategy that builds on ICAO’s ATM<br />
Operational Concept and Global Air<br />
Navigation Plan for CNS/ATM Systems<br />
by placing a greater emphasis on ATM<br />
solutions. It refers to the plan to move<br />
from current terrestrial navigation aids and<br />
analogue communications for aviation to<br />
increasing use of satellite solutions and<br />
digital systems – with an emphasis on<br />
benefit-driven solutions and the need to<br />
take advantage of existing aircraft<br />
equipage.<br />
The air transport industry believes that<br />
change must be driven through the<br />
implementation of ATM solutions according<br />
to the requirements of the primary airspace<br />
users, the airlines.<br />
The industry calls for a phased, regionby-region<br />
and market-driven transition to<br />
ATM_cns to achieve its vision of One<br />
Sky…global ATM. Rigorous business<br />
planning must support this transition. The<br />
industry cannot afford the implementation<br />
of communication, navigation and<br />
surveillance "cns" technologies unless<br />
they provide clear financial and economic<br />
benefits to airspace users.<br />
2<br />
Management of aircraft will eventually<br />
be a collaborative activity between<br />
the controller, the pilot and the airline<br />
operations centre. The aircraft will<br />
have greater autonomy and the air<br />
traffic controller’s tasks will evolve,<br />
taking full advantage of automation.<br />
This will lead to "seamless" flight<br />
operations, procedures and<br />
technology that are harmonised,<br />
interoperable and compatible,<br />
regardless of national borders.<br />
Photo: Airbus
ATM-supporting technologies<br />
ATM-supporting technologies include<br />
communication, navigation and surveillance<br />
"cns" technologies. The air transport<br />
industry believes that their successful<br />
implementation in the future depends<br />
on the following.<br />
Communication<br />
There is an urgent requirement for a "single<br />
global scenario" for future aeronautical<br />
communications infrastructure to be<br />
coordinated by ICAO in order to prevent<br />
the proliferation of local and regional<br />
solutions.<br />
Communications must include the following<br />
considerations:<br />
Greater use of data link.<br />
Convergence of very high frequency<br />
(VHF) air-ground infrastructure into a<br />
single globally harmonised, compatible<br />
and interoperable system.<br />
Cooperation between States regarding<br />
the implementation of future air-ground<br />
communication solutions.<br />
Fully digital environment for<br />
aeronautical information services (AIS)<br />
supporting the concept of collaborative<br />
decision-making to ensure that the<br />
right information is made available<br />
to the "right person at the right time"<br />
e.g. pilot, controller or airline<br />
operations centre.<br />
Surveillance<br />
To achieve greater airspace capacity and<br />
increased safety, the air transport industry<br />
supports the early cost-effective<br />
implementation of automatic dependent<br />
surveillance (ADS), in a harmonised,<br />
compatible and interoperable manner.<br />
ADS implementation wordwide shall be<br />
interoperable, both in respect of the<br />
operational procedures, supporting data<br />
link and ATM applications.<br />
Air transport safety, efficiency and growth driven by market demand<br />
Navigation<br />
Global navigation satellite systems (GNSS)<br />
provide aircraft with accurate worldwide<br />
navigational capabilities while improving<br />
upon the present levels of safety<br />
performance. Current GNSS comprise the<br />
US Global Positioning System (GPS) and<br />
the Russian Global Orbiting Navigation<br />
Satellite System (GLONASS). A European<br />
system (GALILEO) is scheduled to be<br />
launched in 2008 and will be interoperable<br />
with the GPS and GLONASS networks.<br />
GNSS will be the primary radio<br />
navigation system for positioning and<br />
timing for all phases of flight from enroute<br />
down to low visibility landing<br />
conditions of CAT I minima.<br />
Required navigation performance<br />
(RNP) should be the global standard<br />
for aircraft navigation performance.<br />
RNP aims to improve navigation<br />
performance enabling greater levels<br />
of airspace capacity and efficiency.<br />
Its implementation should have a clear<br />
cost justification with assurance<br />
that users, the airlines, will benefit.<br />
3<br />
Traditional systems ATM_cns<br />
Communication Communication<br />
Analogue VHF and HF voice between Controllers and pilots will communicate<br />
aircraft and ground stations through digital voice and data link<br />
Navigation Navigation<br />
Terrestrial-based navigational and Aircraft will have greater autonomy to take<br />
landing systems full advantage of GNSS and onboard inertial<br />
reference systems<br />
Surveillance Surveillance<br />
Voice position reports, primary and Automatic dependent surveillance (ADS)<br />
secondary surveillance radar<br />
Air traffic control Air traffic management<br />
Separation assurance, conformance Maintaining similar responsibilities but<br />
monitoring, hazard monitoring, providing more dynamic management of<br />
conflict monitoring and resolution air traffic and airspace through the provision<br />
of facilities and seamless services<br />
through collaboration by all parties<br />
GNSS should be used to<br />
progressively replace ground-based<br />
navigational radio systems. However,<br />
for airport precision approaches with<br />
more stringent requirements than<br />
Instrument Landing Systems (ILS)<br />
CAT I, i.e. CAT II/III, ILS will continue<br />
to be used for as long as GNSS<br />
combined with local augmentation<br />
systems cannot provide a fully<br />
comparable service, based on<br />
demonstrated efficiency and<br />
cost-effectiveness. State regulation<br />
is, therefore, required to avoid radio<br />
interference affecting ILS signals<br />
around airports during the transition<br />
phase. The implementation of<br />
Microwave Landing Systems (MLS)<br />
should only be considered in specific<br />
cases where existing ILS CAT II/III<br />
cannot be maintained and where<br />
MLS operational and economic<br />
benefits are proven. Implementation<br />
of MLS alone should not be a<br />
justification for any reduction in<br />
services to aircraft that are not<br />
MLS-equipped.
Increased efficiency and safety<br />
The main drivers for ATM_cns are to<br />
further improve safety and to reduce<br />
system inefficiencies such as congestion<br />
and delays while increasing airspace and<br />
airport capacity. For example, digital data<br />
communications between flight crews and<br />
controllers drastically reduce the potential<br />
for errors, and enable reduced aircraft<br />
separation.<br />
Shortened flight times<br />
and optimum routings<br />
GNSS is available worldwide, and<br />
communication satellite signals are<br />
available in many oceanic and remote<br />
areas. This means that the implementation<br />
of certain elements of ATM_cns can<br />
provide immediate improvements to<br />
communications, navigation and<br />
surveillance in regions that were previously<br />
"out of bounds" due to low quality or nonexisting<br />
radio coverage. The ability of pilots<br />
to determine and request clearance along<br />
their own direct flight paths using satellite<br />
navigation rather than following pre-defined<br />
flight paths will enable optimum routings<br />
and shortened flight times.<br />
Air transport safety, efficiency and growth driven by market demand<br />
Benefits<br />
ATM_cns will address the limitations of the current systems, and will provide many<br />
improvements in safety, efficiency, environmental performance and capacity – thus<br />
responding to rising consumer demand for sustainable air travel.<br />
Environmental improvements<br />
Shortened flight times will result in greater<br />
fuel efficiency and fewer aircraft emissions<br />
– as confirmed by the United Nations’<br />
Intergovernmental Panel for Climate<br />
Change (IPCC) Special Report on Aviation<br />
and the Global Atmosphere (1999), which<br />
states that the ICAO CNS/ATM Systems<br />
Concept, once fully implemented on a<br />
worldwide basis, will have the potential to<br />
further improve overall fuel efficiency by 6-<br />
12% – representing an annual reduction of<br />
around 20 million tonnes of carbon dioxide<br />
(CO 2) emissions and a cost saving of<br />
between USD 4.3 and 6 billion per year for<br />
the industry and its customers.<br />
4<br />
Global applicability and<br />
cost-effectiveness<br />
Some remote regions and developing<br />
countries still lack an appropriate "cns"<br />
infrastructure thus making it impossible<br />
to safely meet the needs of modern civil<br />
aviation. The cost of providing and<br />
maintaining such infrastructure is<br />
increasing.<br />
The ATM_cns concept is globally<br />
applicable and less dependent on the<br />
number of expensive ground-based aids.<br />
This will make it more cost-effective for<br />
States to implement ATM_cns whilst<br />
also reducing future acquisition and<br />
maintenance costs.<br />
Photo: Boeing
Air transport safety, efficiency and growth driven by market demand<br />
"ATM_cns will provide safe and reliable air traffic management services in<br />
developing regions like Africa, improving safety and operational efficiencies."<br />
André Viljoen, President & CEO, South African Airways<br />
Traditional systems limitations Future ATM_cns concept<br />
Air-ground communications<br />
• voice<br />
• time consuming routine messages<br />
• problems of accent, pronunciation, phraseology<br />
• one speaker at a time<br />
• VHF voice channels saturation<br />
Navigation<br />
• fixed airways<br />
• point-to-point route segments, indirect routings, sub-optimal<br />
flight profiles and capacity limitations<br />
• ground-based navigation aids<br />
• line-of-site range limitations<br />
• concentration of traffic flow at airway intersections<br />
• ground-based navigation aids<br />
• large amount of airspace between each aircraft<br />
Surveillance<br />
• ground-based separation assurance<br />
• conflict intervention from well before until well after the point of<br />
conflict<br />
Airport operations<br />
• airport movements severely restricted during low visibility<br />
• increased risk of runway incursion<br />
System interoperability<br />
• "multiple skies" – unnecessarily large number of flight information<br />
regions (FIRs)<br />
• proliferation of air traffic control (ATC) systems and technologies<br />
according to national and regional considerations<br />
• varying requirements and procedures from region to region<br />
Equipage<br />
• sophisticated onboard equipage that is under utilised<br />
• cockpit automation but mainly manual ATC<br />
Performance measurement<br />
• little transparency and large disparities in the value chain<br />
• poor accountability for performance by monopoly service providers<br />
Flow management<br />
• demand/capacity balancing<br />
• constraints based on available airport and airspace capacity<br />
Aeronautical information and weather services<br />
• disparate formats, standards<br />
• information not available in real time<br />
5<br />
Air-ground communications<br />
• data link, supplemented by voice<br />
• comprehensive set of pre-determined messages<br />
• reduced human intervention<br />
• duplex communication<br />
• a global integral communications network<br />
• standardisation and easier comprehension<br />
Navigation<br />
• optimal 4-dimensional trajectories – efficient routes<br />
• gate-to-gate space-based navigation for all phases of flight<br />
• worldwide navigation coverage – flexibility<br />
• user preferences – shorter flight times<br />
• increased capacity – reduced delays<br />
• reduced fuel consumption and emissions – environmental benefits<br />
• less reliance on expensive ground-based navigation aids<br />
• greatly reduced aircraft separation, resulting in increased capacity<br />
Surveillance<br />
• greater aircraft autonomy for separation assurance<br />
• minimum disruption, aircraft quickly released after resolution<br />
• automatic dependent surveillance (ADS)<br />
Airport operations<br />
• reduced separation in low visibility<br />
• advanced surface movement tools to minimise risk<br />
of incursion<br />
System interoperability<br />
• reduced number of FIRs, One Sky…global ATM<br />
• globally harmonised, interoperable and compatible systems<br />
• seamless operations including procedures and technologies<br />
Equipage<br />
• cost/benefit driven solutions driven by the airspace users<br />
• much greater use of automation in ATC<br />
Performance measurement<br />
• user charges directly linked to performance and service level<br />
agreements (SLAs)<br />
• performance evaluated through observation, benchmarking,<br />
comparison with global best practices<br />
Flow management<br />
• performance-driven capacity management<br />
• flow control by exception<br />
Aeronautical information and weather services<br />
• common digital aeronautical data information<br />
exchange model<br />
• right information made available to the right user at<br />
the right time
Air transport safety, efficiency and growth driven by market demand<br />
Implementation<br />
The implementation of ATM_cns will have important implications for States<br />
in the way their airspace will be structured and managed.<br />
Relying on satellite systems<br />
States will have a greater reliance on<br />
satellite systems that may be provided and<br />
operated by foreign entities – public or<br />
private – outside their immediate control.<br />
This will require specific international<br />
guarantees ensuring, for example, the<br />
permanent availability and reliability of<br />
satellite signals, as well as their<br />
accessibility without any form of<br />
discrimination. An ICAO Charter already<br />
addresses such issues, but a more formal<br />
international Convention could become<br />
necessary in the long-term in order to<br />
resolve institutional issues, including<br />
liability questions.<br />
Systems must be harmonised,<br />
compatible and interoperable<br />
The success of ATM_cns is dependent<br />
upon global harmonisation, compatibility<br />
and interoperability of service providers,<br />
procedures and on-board and ground<br />
equipment – which, in turn, will have a<br />
positive impact on the safety, reliability<br />
and the cost of operations. For example,<br />
airlines must be able to move from one<br />
GNSS system to another without<br />
duplicating their on-board equipment.<br />
6<br />
Existing cooperative measures<br />
EUROCONTROL and the United<br />
States (US) Federal Aviation<br />
Administration (FAA) are working<br />
together to ensure the harmonisation<br />
of technical requirements and<br />
procedures.<br />
The Air Traffic Alliance (a grouping<br />
of EADS, Airbus and Thales) and<br />
Boeing's Air Traffic Management<br />
(ATM) business unit are cooperating<br />
on interoperability of future ATM<br />
networks to accelerate existing air<br />
traffic modernisation efforts, foster<br />
new initiatives and jointly address<br />
issues affecting future global<br />
operational efficiency and safety.<br />
Photo: European Space Agency
Removing borders<br />
The reorganisation and simplification of<br />
airspace will be guided by commercial<br />
traffic flows beyond national borders. One<br />
solution is the implementation of functional<br />
blocks of airspace (FBAs) – for both upper<br />
and lower airspace. These airspace blocks<br />
must be managed in an integrated way,<br />
thereby replacing the traditional airspace<br />
structure based along national frontiers.<br />
Single European Sky example<br />
Europe’s airspace is still fragmented<br />
along national boundaries. Due to be<br />
implemented from 2004, the Single<br />
Sky initiative aims to break down<br />
these national barriers that impede<br />
air traffic flow, to further improve<br />
safety, capacity and efficiency and<br />
to reduce flight delays. The following<br />
table illustrates why change is<br />
needed. Europe’s unnecessary<br />
bureaucratic duplication and multiple<br />
authorities contribute to a 60-70%<br />
cost increase of air navigation<br />
services when compared to the US.<br />
Air transport safety, efficiency and growth driven by market demand<br />
"Passengers expect a lot from the air transport industry, with the economy of our<br />
world depending very much on getting people where they want to go, when they<br />
want to go, in a reliable and economic way, and the Air Traffic Alliance founded by<br />
EADS, Airbus and THALES, has a key role to play in helping to make this happen."<br />
Noël Forgeard, Chief Executive Officer, Airbus<br />
Comparison between European and US airspace (2001)<br />
7<br />
European area US - FAA<br />
Size of en-route controlled airspace (km 2) 10,785,000 13,753,000<br />
Number of civil en-route air navigation 29 1<br />
service providers<br />
Number of en-route centres 58 21<br />
Number of sectors in en-route centres 594 780<br />
Total en-route and terminal ANS staff 46,100 34,532<br />
Annual flight hours per controller 800 1,433<br />
Average cost per flight-hour (USD) 564 323<br />
EUROCONTROL Performance Review Report An assessment of air traffic management in Europe during the<br />
calendar year 2002, PRR6, May 2003<br />
Integrating civil and military operations<br />
Achieving optimum airspace allocation will<br />
require greater cooperation between civil<br />
and military operations. One of the reasons<br />
for increased levels of congestion and<br />
corresponding impact on efficiency is that<br />
certain areas of airspace are reserved<br />
entirely for military use. Priority allocation<br />
of airspace to the civil or military in times<br />
of peace or conflict will lead to a more<br />
even spread of traffic across the sky, and<br />
ease congestion.<br />
Applying a business-driven approach<br />
to air navigation services (ANS)<br />
Urgent changes are required to build a<br />
business-driven relationship between<br />
ANS providers and airspace users and to<br />
properly address current disparities in the<br />
value chain. Appropriate legislation and<br />
regulations are needed to ensure that air<br />
navigation services are managed openly<br />
and in a manner that is fair and equitable<br />
for the airline industry.<br />
Airlines contribute over USD 40 billion<br />
per year in user charges for air traffic and<br />
airport services and should, therefore, be<br />
fully consulted on all decisions affecting<br />
their operating environment including any<br />
changes to their infrastructure fees. For<br />
instance, the full cost recovery principle<br />
needs to be updated to generate incentives<br />
for ANS providers to deliver the right<br />
level of capacity in the most efficient and<br />
cost-effective manner. Commercial<br />
arrangements between airspace providers<br />
and users, i.e. service level agreements<br />
(SLAs) are encouraged to ensure high<br />
quality services and establish a more<br />
equitable value chain, provided that<br />
appropriate State regulation is enacted.
Air transport safety, efficiency and growth driven by market demand<br />
Transition<br />
ATM efficiency and effectiveness must be optimised through the development<br />
of a proper transition plan and a long-term strategy aimed at rationalising<br />
the infrastructure and service delivery. This strategy should be based on global<br />
operational requirements supported by market forecasts and not on purely<br />
national or regional interests.<br />
ICAO to take the lead<br />
ICAO must orchestrate implementation<br />
efforts at a worldwide level, especially<br />
when considering the need to develop<br />
supporting technologies that are globally<br />
harmonised, compatible and interoperable.<br />
Proper international standards, procedures<br />
and guidance are required to prevent the<br />
emergence of diverging national or regional<br />
solutions that could impose additional<br />
burdens service providers and, in turn,<br />
on airlines.<br />
ICAO’s Global Air Navigation Plan for<br />
CNS/ATM Systems and ATM Operational<br />
Concept provide a sound basis with<br />
which to develop a global and seamless<br />
ATM system that effectively addresses<br />
airspace users’ expectations. It is essential,<br />
therefore, to ensure that the ICAO concept<br />
becomes the foundation for global and<br />
regional air navigational planning.<br />
8<br />
ICAO’s ATM Operational Concept<br />
The global ATM Operational Concept<br />
presents ICAO’s vision for an<br />
integrated, harmonised and globally<br />
interoperable ATM system of the<br />
future. It addresses what is needed<br />
to increase user flexibility and<br />
maximise operating efficiencies in<br />
order to increase system capacity<br />
and improve safety levels.<br />
Photo: Aéroports de Paris
Air transport industry position<br />
To complement ICAO’s work, IATA has<br />
developed a comprehensive global ATM<br />
Implementation Roadmap that aims to<br />
provide a clear industry vision of the future<br />
ATM concept. The air transport industry<br />
urges ICAO to adopt a similar planning<br />
process in order to assist the industry<br />
as a whole in planning future procurement<br />
requirements.<br />
IATA Global Implementation Roadmap<br />
Air transport safety, efficiency and growth driven by market demand<br />
"ATM efficiency and effectiveness must be optimised through the development<br />
of a proper transition plan and a long term strategy aimed at rationalising the<br />
infrastructure and service delivery. This strategy should be based on global<br />
operational requirements supported by market forecasts and not on purely national<br />
or regional interests." Bernie Smith, CEO, Airservices Australia and Deputy Chairman,<br />
Civil Air Navigation Services Organisation (CANSO)<br />
The roadmap is a key part of IATA’s<br />
ATM_cns strategy and vision for One<br />
Sky…global ATM. It fully supports the ICAO<br />
ATM Operational Concept – addressing<br />
the need for collaborative decision-making,<br />
dynamic airspace management, strategic<br />
conflict management, flexible use of<br />
airspace and all weather performance.<br />
The roadmap focuses on ATM solutions rather than "cns" supporting technologies, and<br />
is driven by the need to improve ATM safety, capacity and efficiency. Time-scales are<br />
intentionally approximate, because the roadmap describes an implementation sequence<br />
and not absolute events in time.<br />
A<br />
B<br />
C<br />
D<br />
E<br />
F<br />
G<br />
Airspace<br />
organisation<br />
Airspace<br />
management<br />
Civil/military<br />
cooperation<br />
Air traffic<br />
management<br />
Terminal area<br />
optimisation<br />
Flight planning<br />
& operational<br />
information<br />
Airport surface<br />
movement<br />
2005 Short term Medium term Long term<br />
Adoption of<br />
ICAO flight levels<br />
Collaborative airspace<br />
planning with all<br />
airspace users including<br />
military<br />
Flight management<br />
system-based (FMS)<br />
approach and<br />
departure procedures<br />
Military participation<br />
in airspace planning<br />
User-preferred<br />
trajectories and reduced<br />
separation minima<br />
Harmonise ICAO<br />
airspace classification of all<br />
upper airspace above a<br />
common agreed flight level<br />
Flexible tracks<br />
Improved airspace,<br />
route availability and<br />
meteorological information<br />
Maximise runway<br />
capacity<br />
RNP/RNAV-based SIDs<br />
and STARs optimised<br />
for aircraft performance<br />
2005 Short term Medium term Long term<br />
9<br />
Dynamic airspace<br />
management<br />
(RVSM, RNP, RNAV)<br />
Harmonise and simplify<br />
application of ICAO<br />
airspace classification<br />
Reduction of tactical air<br />
traffic flow management<br />
through automation<br />
Enhanced civil/military cooperation<br />
for dynamic airspace allocation<br />
Automated tools<br />
for arrival and<br />
departure<br />
sequencing<br />
Dynamic<br />
management<br />
of terminal areas<br />
Progressive implementation<br />
The transition towards One Sky…global<br />
ATM in accordance with the roadmap is<br />
necessary in all regions of the world.<br />
Many aircraft are already capable of GNSS<br />
navigation, and States should allow their<br />
airline operators to take full advantage of<br />
the new technology. ANS providers should<br />
ensure, as a priority, that benefits are<br />
provided to airlines that are appropriately<br />
equipped and certified. Airline operators<br />
that are not appropriately equipped should<br />
be provided with a clear transition path to<br />
the future, and a safer and more efficient<br />
concept of operation.<br />
Define new airspace<br />
classification and reduce<br />
their number<br />
Integrated regional<br />
airspace planning<br />
Random routing Dynamic re-routing Free routing<br />
Collaborative flight<br />
planning<br />
Display information<br />
of all surface movements<br />
to all parties<br />
Transfer of separation assurance responsibility in<br />
specific cases (e.g. in trail aircraft ahead, etc.)<br />
Dynamic flight<br />
planning<br />
Visual flight rules (VFR)<br />
capacity in instrument<br />
flight rules (IFR) weather<br />
conditions<br />
Further reduce<br />
number of<br />
airspace categories<br />
Autonomous operations<br />
based on airborne<br />
separation assurance<br />
Transfer of separation<br />
assurance responsibility<br />
in designated airspace<br />
Efficient use of airport capacity<br />
regardless of weather conditions<br />
Application<br />
of 4D RNAV<br />
in terminal<br />
area<br />
One Sky...global ATM
Air transport safety, efficiency and growth driven by market demand<br />
Success stories<br />
There are many success stories that demonstrate the major advantages and<br />
benefits of the progressive implementation of ATM_cns. While providing only<br />
a partial picture, the following examples illustrate that there are very positive<br />
experiences in all regions – based on current technology – as well as promising<br />
longer-term prospects.<br />
Existing ATM solutions<br />
Substantial benefits are already being<br />
achieved through the implementation of<br />
modern ATM solutions to accommodate<br />
appropriately equipped aircraft. These<br />
include reducing the vertical and<br />
horizontal distances between aircraft,<br />
thereby increasing capacity and<br />
facilitating optimum routing profiles:<br />
reduced vertical separation minima<br />
(RVSM) – the reduction of vertical<br />
separation between aircraft, normally<br />
from 2,000 to 1,000 feet.<br />
required navigation performance<br />
(RNP) – a global ICAO standard<br />
that once implemented enables<br />
greater levels of airspace capacity<br />
and efficiency.<br />
area navigation (RNAV) – permits<br />
aircraft operation on any desired flight<br />
path within the coverage of navigation<br />
aids, or a self-contained navigation<br />
system.<br />
10<br />
Examples:<br />
Caribbean/Latin America:<br />
introduction of RNAV is<br />
generating an annual reduction<br />
of around 40,000 tonnes of CO 2<br />
emissions.<br />
Europe: RVSM was successfully<br />
implemented across 41 European<br />
and North African States in<br />
January 2002. During the first<br />
summer of operations, ATM<br />
capacity in European airspace<br />
was increased by approximately<br />
15%.<br />
Europe Middle-East Asia Route<br />
Structure South of Himalayas<br />
(EMARSSH) project: a new<br />
long-range network of routes<br />
connecting Australia with Asia<br />
(November 2001) and Asia to<br />
Europe and the Middle East<br />
(November 2002) that has<br />
resulted in flight savings of<br />
up to 30 minutes.<br />
Photo: © Bruno Rivière, Aéroports Magazine
Taking advantage of existing equipage<br />
A number of civil aircraft are already<br />
equipped with the technology required<br />
to capture satellite signals and to provide<br />
controllers with reliable information<br />
regarding their position. Boeing and Airbus<br />
have introduced communication, navigation<br />
and surveillance systems, known<br />
respectively as Future Air Navigation<br />
System 1 (FANS 1) and FANS A. Today,<br />
over 1,000 long-haul aircraft are equipped<br />
with FANS 1/A systems, and this is<br />
providing significant benefits with reduced<br />
separation and user-preferred routes.<br />
Air transport safety, efficiency and growth driven by market demand<br />
"The development of the future air traffic system will require an unprecedented global<br />
approach, going beyond the international collaboration that has been involved<br />
in building a large transport airplane or an international space station. It will require<br />
working together as a team, integrating ideas, products and technology from around<br />
the world on an unprecedented scale".<br />
John Hayhurst, President, Air Traffic Management and Member of the Boeing Executive Council<br />
11<br />
Examples:<br />
South Pacific: the first FANSequipped<br />
aircraft went into<br />
service in 1995 between Australia<br />
and the US taking full advantage<br />
of improved communications,<br />
optimum routings, and rapid<br />
route-clearance changes.<br />
Cross polar-routes: satellitebased<br />
navigation has enabled<br />
flights over previously untravelled<br />
territory using Russian,<br />
Canadian and US airspace close<br />
to the North Pole. The first official<br />
polar route flight between North<br />
America and Asia by a<br />
commercial airline was<br />
conducted in July 1998.<br />
Currently, more than 200 flights<br />
per month use near polar routes<br />
between Europe and Asia and<br />
Asia and North America thereby<br />
benefiting airlines and<br />
passengers through significant<br />
time and fuel savings and<br />
associated emissions reductions.<br />
Southern Africa: satellite-based<br />
approach and departure<br />
procedures were implemented<br />
in 2002 at 37 airports in the 14<br />
Southern Africa Development<br />
Community (SADC) States as<br />
well as in Kenya and Cape<br />
Verde. The project is an excellent<br />
example of cooperation between<br />
States and IATA to improve<br />
navigational procedures, enhance<br />
air safety and significantly<br />
improve the regularity, efficiency<br />
and cost-effectiveness of air<br />
transport in Southern Africa.<br />
The need for new HF radios on<br />
Atlantic routes has been averted<br />
through the gradual introduction,<br />
over the past few years, of<br />
automatic dependent<br />
surveillance (ADS) waypoint<br />
reporting – which allows better<br />
flight plan conformance<br />
monitoring and a reduction in<br />
gross navigation errors.<br />
Gate to Gate and free routing<br />
Looking to the future, the air transport<br />
industry considers that an essential<br />
element of the Global ATM Implementation<br />
Roadmap will be to increase aircraft<br />
autonomy by transferring certain<br />
procedures and responsibilities from the<br />
ground to the aircraft. This will be achieved<br />
progressively through:<br />
advanced concepts such as flexible<br />
tracks, random routing, dynamic<br />
re-routing and free routing where<br />
appropriate;<br />
greater use of data link and satellite<br />
technologies that allow for improved<br />
communications between pilots and<br />
controllers;<br />
aircraft operators fully utilising<br />
sophisticated flight management<br />
systems to take advantage of reduced<br />
fuel load, favourable winds and the<br />
ability to avoid bad weather; and<br />
a seamless and coherent management<br />
approach to all phases of flight starting<br />
from the initial airline planning months<br />
in advance, continuing with gate-togate<br />
flight operations and finishing<br />
with the performance registration and<br />
user charges calculation. This calls for<br />
close cooperation between aircraft<br />
operators, airports and air navigation<br />
service providers in a collaborative<br />
decision-making (CDM) process.
Air transport safety, efficiency and growth driven by market demand<br />
Joint cooperation and action<br />
"With effective plans and concepts in hand, we shall work together to ensure that<br />
the skies of the future are safe and remain unencumbered for a long time to come."<br />
Philippe Rochat, Executive Director, <strong>ATAG</strong><br />
With ICAO’s ATM Operational Concept,<br />
Global Air Navigation Plan, and IATA’s<br />
ATM Implementation Roadmap in-place,<br />
we now have the potential to implement<br />
a truly global airspace environment to<br />
achieve the industry’s vision of One Sky…<br />
global ATM.<br />
This is a unique global challenge, as it<br />
calls on governments and industry to work<br />
together as partners. It means thinking<br />
in international rather than in local or<br />
indeed regional terms. And it also means<br />
addressing the issue of State sovereignty<br />
over airspace in a collaborative way, and<br />
putting in place a series of measures that<br />
will effectively remove existing "borders"<br />
in the sky.<br />
This transition is necessary worldwide,<br />
but it should take advantage of the full<br />
potential of existing ATM capacity<br />
improvement methods, such as RVSM,<br />
RNP and RNAV and the capability of<br />
sophisticated, modern aircraft. The<br />
successful experiences in Asia, Europe<br />
and South America should encourage<br />
other regions to follow as soon as<br />
possible. ICAO provisions and global<br />
best practices must be followed.<br />
12<br />
Industry and government efforts and<br />
commitments<br />
The implementation of ATM_cns requires<br />
governments to:<br />
reconsider the organisation of their<br />
respective airspace, to improve the<br />
collaboration between civil and military<br />
users and to accept the creation of<br />
functional blocks of airspace beyond<br />
national borders;<br />
recognise the need for air navigation<br />
service providers’ autonomy and<br />
supranational partnerships, while<br />
supervising their monopolistic activities;<br />
recognise safety, efficiency and<br />
capacity as the drivers for change and<br />
support ICAO’s ATM Operational<br />
Concept and Global Air Navigation<br />
Plan; and<br />
ensure that globally-harmonised,<br />
interoperable, compatible and<br />
cost-beneficial solutions are<br />
implemented in a timely manner,<br />
sheltered from purely political<br />
considerations.<br />
This implementation requires the air<br />
transport industry to:<br />
work together and with governments<br />
to ensure that solutions are driven by<br />
airspace user requirements;<br />
agree on a business-driven relationship<br />
between ANS providers and users,<br />
based on commercial arrangements<br />
and global industry best practices for<br />
the provision of safe and high quality<br />
services;<br />
ensure that aircraft are appropriately<br />
equipped to take full advantage of ANS<br />
providers’ services; and<br />
support ICAO’s work while insisting on<br />
the timely implementation of global and<br />
cost-effective solutions irrespective of<br />
national or regional considerations.<br />
To achieve this, air transport industry<br />
stakeholders and governments must<br />
work together. States must take the<br />
right implementation decisions that will<br />
influence and drive civil aviation’s safety,<br />
efficiency and capacity – thereby enabling<br />
air transport’s sustainable growth and<br />
improved services in the future.
Glossary<br />
ADS automatic dependent surveillance<br />
AIS aeronautical information services<br />
ANS air navigation services<br />
ATM air traffic management<br />
ATM_cns air traffic management_communication, navigation, surveillance<br />
CAT I Category I, standard ILS category for low visibility landing, decision height 200 feet,<br />
visibility 1 / 2 mile or 2400 ft<br />
CAT II/III Category II and III, ILS categories for very low visibility landing, decision height 100 feet,<br />
visibility 1,200 ft, 700 ft, 150 ft or 0ft depending on the subcategory<br />
CDM collaborative decision-making<br />
CO 2<br />
carbon dioxide<br />
EUROCONTROL European Organisation for the Safety of Air Navigation<br />
EMARSSH Europe, Middle East, Asia Route Structure South of the Himalayas<br />
FAA Federal Aviation Administration<br />
FANS Future Air Navigation System<br />
FBA functional block of airspace<br />
FIR flight information region<br />
FMS flight management system<br />
GLONASS Global Orbiting Navigation Satellite System<br />
GNSS global navigation satellite system<br />
GPS Global Positioning System<br />
HF high frequency<br />
IATA International Air Transport Association<br />
ICAO International Civil Aviation Organization<br />
IFR instrument flight rules<br />
ILS instrument landing systems<br />
IPCC Integrated Panel for Climate Change<br />
MLS microwave landing systems<br />
RNAV area navigation<br />
RNP required navigation performance<br />
RVSM reduced vertical separation minima<br />
SADC Southern Africa Development Community<br />
SID standard instrument departure<br />
SLA service level agreement<br />
STAR standard arrival route<br />
US United States<br />
VHF very high frequency<br />
VFR visual flight rules<br />
The material in this <strong>brochure</strong> is meant only as general information. Although every effort has been made to ensure that the information provided herein is factually correct, <strong>ATAG</strong> is<br />
not responsible for the accuracy of information provided to them by third parties. <strong>ATAG</strong> expressly disclaims any liability and shall not be held responsible to any person for any<br />
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<br />
omitted by any party acting in reliance of the information provided herein.
Air Transport Action Group<br />
33 Route de l'Aéroport<br />
P.O. Box 49<br />
1215 Geneva 15<br />
Switzerland<br />
Tel: +41 22 770 2672<br />
Fax: +41 22 770 2686<br />
information@atag.org<br />
www.atag.org<br />
International Air Transport Association<br />
800 Place Victoria<br />
P.O. Box 113<br />
H4Z 1M1 Montreal, Quebec<br />
Canada<br />
Tel: +1 514 874 0202<br />
Fax: +1 514 874 2661<br />
SO&I@IATA.org<br />
www.iata.org/soi<br />
Graphics by www.karakas.be September 2003