ATAG Corporate brochure

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.
Air transport safety, efficiency and growth driven by market demand
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.