ATM-Operational aspects in the MEDA-Area - World Air Ops
ATM-Operational aspects in the MEDA-Area - World Air Ops
ATM-Operational aspects in the MEDA-Area - World Air Ops
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<strong>ATM</strong>-<strong>Operational</strong> <strong>aspects</strong><br />
<strong>in</strong> <strong>the</strong> <strong>MEDA</strong>-<strong>Area</strong><br />
- …from an <strong>Air</strong>l<strong>in</strong>e's po<strong>in</strong>t of view<br />
Ekkehard Gutt<br />
ASM - Plann<strong>in</strong>g & <strong>ATM</strong><br />
EK Flight Operations Support
Overview…<br />
• An “Emirates”-presentation, but several <strong>Air</strong>l<strong>in</strong>es <strong>in</strong><br />
EUR/MID provided feed-back<br />
• Intent to highlight flight operational challenges<br />
when flight plann<strong>in</strong>g through<br />
Mediterranean/Nor<strong>the</strong>rn African <strong>Air</strong>space<br />
• High-light <strong>the</strong> issues of <strong>in</strong>creased fuel burn, longer<br />
flight times, higher costs & higher emissions due to<br />
Route/<strong>Air</strong>space limitations<br />
• Illustrate <strong>the</strong> <strong>in</strong>troduction of new LR-aircraft types<br />
• Illustrate <strong>the</strong> new/additional traffic flows<br />
• Provide some traffic figures<br />
• Initiate a cont<strong>in</strong>uous (round-table) dialogue and ongo<strong>in</strong>g<br />
communication between all parties
Emirates: Some Facts…<br />
• Formed <strong>in</strong> 1985 with a B727 and an A300<br />
• Currently one of <strong>the</strong> fastest grow<strong>in</strong>g airl<strong>in</strong>es<br />
• Operat<strong>in</strong>g (from October) to all cont<strong>in</strong>ents<br />
• Dubai target 15m annual visitors by 2010<br />
• Emirates expects 29m PAX and 1.5m t CARGO by 2010<br />
• Fleet consists of A332, A343, A345, B772, B773<br />
and A310F (+ B747F wet-leased aircraft)<br />
• More than 1600 Cockpit Crews from > 80 countries<br />
• First airl<strong>in</strong>e to sign contract for <strong>Air</strong>bus A380<br />
• Proposed Fleet size: June 2007: 97<br />
December 2012: 174
Work<strong>in</strong>g toge<strong>the</strong>r: <strong>Air</strong>l<strong>in</strong>es and <strong>Air</strong> Traffic Service Providers<br />
With <strong>the</strong> high price of oil it is important to our <strong>in</strong>dustry,<br />
that <strong>the</strong> <strong>Air</strong> Traffic Service Providers and <strong>Air</strong>l<strong>in</strong>es work<br />
toge<strong>the</strong>r to f<strong>in</strong>d ways to mitigate <strong>the</strong> costs which will<br />
affect our customers – <strong>the</strong> fare-pay<strong>in</strong>g passengers.<br />
We need to optimise route<strong>in</strong>gs, optimise flight level<br />
availability, provide RNAV <strong>in</strong> <strong>the</strong> en-route and airport<br />
phases of flight and utilise <strong>the</strong> modern techniques on<br />
ground and aboard <strong>the</strong> aircraft.
Traffic Development,<br />
LROPS and a new traffic<br />
flows…
A new market: <strong>Air</strong> traffic from <strong>the</strong> MID Region<br />
IATA/February 2006: The Middle East cont<strong>in</strong>ues to be<br />
<strong>the</strong> fastest grow<strong>in</strong>g region with a 15.3% passenger<br />
traffic ga<strong>in</strong>. Asia's traffic <strong>in</strong>creased by 7.3% and<br />
Europe's by 6.4%.<br />
The Middle East region is lead<strong>in</strong>g <strong>the</strong> world <strong>in</strong> aircraft<br />
orders: US$ 60 billion have been <strong>in</strong>vested by just three<br />
airl<strong>in</strong>es <strong>in</strong> <strong>the</strong> MID-Region. A fifth of <strong>the</strong> latest<br />
generation of long-distance jets (A340-500, B777-200LR,<br />
A380, A350, B787) ordered world-wide are go<strong>in</strong>g to<br />
airl<strong>in</strong>es <strong>in</strong> <strong>the</strong> Middle East.
International <strong>Air</strong> Traffic Growth 2006-2010 (IATA)<br />
Passenger Numbers<br />
Freight Tonnes<br />
TOTAL INTERNATIONAL 4.8% 5.3%<br />
Africa 5.1% 5.0%<br />
Asia Pacific 5.7% 6.0%<br />
Europe 4.4% 4.6%<br />
Lat<strong>in</strong> America/Caribbean 4.6% 4.3%<br />
Middle East 6.9% 5.8%<br />
North America 4.3% 4.5%<br />
IATA Outlook by Region: Africa will be boosted by improved GDP growth<br />
and fur<strong>the</strong>r growth <strong>in</strong> <strong>the</strong> no-frills airl<strong>in</strong>e sector.
Africa’s busiest airports<br />
Algiers/DAAG<br />
Casablanca/GMMN<br />
Tunis/DTTA<br />
Cairo/HECA<br />
Lagos/DNMM<br />
Nairobi/HKJK<br />
Capetown/FACT<br />
Johannesburg/FAJS
MID <strong>Air</strong>port Growth and Development - Passenger Traffic…<br />
Bahra<strong>in</strong><br />
2004: 5.2<br />
Doha<br />
2004: 4.1<br />
2010: 50.0<br />
Abu Dhabi<br />
2004: 5.2<br />
2010: 20.0<br />
2010: 10.0 Dubai Jebel Ali<br />
2015: 120.0<br />
Dubai Intl.<br />
2004: 21.7<br />
2010: 60.0<br />
Muscat Intl.<br />
2004: 3.6<br />
2010: 6.5<br />
Passenger Figures <strong>in</strong> Million
L<strong>in</strong>k<strong>in</strong>g distant hubs with non-stop services…<br />
Fly<strong>in</strong>g Range of <strong>Air</strong>craft types:<br />
<strong>Air</strong>bus A340-500: 16.700km<br />
<strong>Air</strong>bus A340-600: 14.600km<br />
<strong>Air</strong>bus A380:<br />
15.000km<br />
<strong>Air</strong>bus A350-800: 16.300km<br />
Boe<strong>in</strong>g B777-300:<br />
Boe<strong>in</strong>g B777-200ER:<br />
Boe<strong>in</strong>g B777-300ER:<br />
Boe<strong>in</strong>g B777-200LR:<br />
10.600km<br />
14.300km<br />
14.594km<br />
17.446km<br />
GC-Distance: Dubai/OMDB – Sydney/YSSY = 12069 km<br />
GC-Distance: Dubai/OMDB – Sao Paulo/SBGR = 12244 km<br />
GC-Distance: Dubai/OMDB – New York/KJFK = 11011 km
L<strong>in</strong>k<strong>in</strong>g distant hubs with non-stop services…
e.g. …: Traffic Connections MID – North-/South-America <strong>in</strong> <strong>the</strong> past…
A new market: MID – North-/South America (non-stop services)…
Range of Route Scenarios (JFK-DXB)…
Route Challenges -<br />
some examples…
Current African ATS-Route Network: “classic” traffic flow North-South
The “Casablanca Curve”…
The “Casablanca Curve”…
The “Casablanca Curve”… - Filed FPL-Rout<strong>in</strong>g GMMN-OMDB
The “Lagos Curve”…
The “Lagos Curve”… - Filed FPL-Rout<strong>in</strong>g DNMM-OMDB
FPL-Requirement for UR778F: DNMM-OMDB<br />
HANDOVER PROCEDURES UR778D LIBYA/EGYPT<br />
ACCORDING TO CREW FEEDBACK, TRIPOLI ATC<br />
REQUIRES EASTBOUND TRAFFIC ON UR778F TO BE<br />
AT FL290 OR FL410.
VHF-Coverage MENA
Crew Feed-Back<br />
<strong>MEDA</strong>-Region<br />
(Flights operated between June 18 th –25 th )
Crew Feed-Back <strong>MEDA</strong>-Region…<br />
“Radio Quality … FIR poor: Strength 2, Readability 2.”<br />
“Coord<strong>in</strong>ation between … FIR and … FIR poor.<br />
Had to descend to accommodate ano<strong>the</strong>r<br />
aircraft beh<strong>in</strong>d us.”<br />
“At entry <strong>in</strong>to … FIR, <strong>the</strong> ATC-Controller was<br />
unaware of our Rout<strong>in</strong>g through <strong>the</strong> … FIR.”<br />
“Had to change Route and had to change FL<br />
due to conflict<strong>in</strong>g traffic.”<br />
“Language issues … FIR: The pace of<br />
speak<strong>in</strong>g is much too fast. This really slows<br />
down communication, as multiple requests for<br />
repetition are often required.”
Crew Feed-Back <strong>MEDA</strong>-Region…<br />
“….ATC COM was lost at boundary. Tried to<br />
call several times, but no reply.”
The Vision (i)<br />
FANS, CNS/<strong>ATM</strong>, RNAV/RNP & PBN
CNS/<strong>ATM</strong> - Communications<br />
• Communication issues (VHF/HF)<br />
• Data communications through DCPC – voice or data<br />
• Ground AFTN network – robust enough<br />
• Better ground/ground Communications between<br />
neighbour<strong>in</strong>g FIRs, AIDC or OLDI<br />
• <strong>Air</strong>l<strong>in</strong>es to file ATC Flight Plans directly <strong>in</strong>to ACC’s FDP<br />
Systems<br />
• AIP issues<br />
• Integrated FDP (- ability to fully process/analyse <strong>the</strong> filed<br />
ATS FPL)<br />
DCPC - Direct Controller Pilot Communication<br />
AIDC – ATS Interfacility Data Communication<br />
OLDI – On-L<strong>in</strong>e Data Interchange<br />
FDP – Flight Data Process<strong>in</strong>g
CNS/<strong>ATM</strong> – Communications / <strong>Air</strong>port Environment<br />
Fur<strong>the</strong>r deployment of…<br />
- DCL / Departure Clearance<br />
- D-ATIS<br />
- and even D-TAXI services<br />
Avoid<strong>in</strong>g/reduc<strong>in</strong>g…<br />
- radio frequency congestion dur<strong>in</strong>g peak hours,<br />
- noise <strong>in</strong>terference on radio frequency,<br />
- controller and pilot stress and<br />
- <strong>the</strong> overall risk of human errors.
CNS/<strong>ATM</strong> - Navigation<br />
• GNSS provides high-<strong>in</strong>tegrity, high-accuracy and allwea<strong>the</strong>r<br />
world-wide navigation capability<br />
• Improved four-dimensional navigation accuracy<br />
• Elim<strong>in</strong>ate reliance on Ground-based NavAids<br />
• Traffic mix New deliveries come with GPS<br />
navigation. – Do not underestimate <strong>the</strong> capabilities of<br />
<strong>the</strong> exist<strong>in</strong>g aircraft…
CNS/<strong>ATM</strong> - Surveillance<br />
• The FANS concept was orig<strong>in</strong>ally designed for<br />
Oceanic or remote Terrestrial airspace<br />
• ADS for position report<strong>in</strong>g & situational awareness<br />
<strong>in</strong> ATS<br />
• ATS can vary <strong>the</strong> report<strong>in</strong>g rate & <strong>the</strong> <strong>in</strong>formation<br />
comes out of <strong>the</strong> aircraft without pilot <strong>in</strong>tervention<br />
• Elementary & Enhanced Surveillance have been<br />
specified & mandated <strong>in</strong> Europe<br />
• ADS can give down-l<strong>in</strong>e FIRs time & position<br />
<strong>in</strong>formation on traffic outside <strong>the</strong>ir control area
CNS/<strong>ATM</strong> - <strong>ATM</strong><br />
• Liberalisation of <strong>Air</strong> Transport Services<br />
• Increas<strong>in</strong>g demand en-route<br />
• Enhanced safety with <strong>in</strong>creased system capacity<br />
• Reduced delays, operat<strong>in</strong>g costs, & fuel<br />
consumption with <strong>the</strong> impact on emissions<br />
• More efficient use of airspace, more flexibility<br />
while reduc<strong>in</strong>g separation<br />
• More dynamic flight plann<strong>in</strong>g, optimum flight<br />
profiles UPR/UPTs.<br />
• Reduced controller workload/<strong>in</strong>creased<br />
productivity<br />
• BUT also: <strong>Air</strong>ports becom<strong>in</strong>g congested<br />
• CDM/Collaborative decision-mak<strong>in</strong>g
CNS/<strong>ATM</strong> – ADS (Automatic Dependant Surveillance)<br />
ADS-B provides wide area surveillance capability which<br />
elim<strong>in</strong>ates <strong>the</strong> need for multiple and costly radar sites. A<br />
region-wide ADS-B network can be operated for just 10%<br />
of <strong>the</strong> cost of exist<strong>in</strong>g radar-only <strong>in</strong>frastructure.<br />
Fur<strong>the</strong>r benefits:<br />
- Use of ADS to reduce <strong>the</strong> <strong>in</strong>stances of hold<strong>in</strong>g at<br />
FIR boundaries because of no ICAO Flight Plan<br />
- Use of ADS <strong>in</strong>formation to reduce <strong>the</strong> overflight<br />
permission/ATC Nav Charg<strong>in</strong>g bureaucracies.<br />
- Use of Required Time of Arrival (RTA) to facilitate<br />
Term<strong>in</strong>al sequenc<strong>in</strong>g at busier airports.
Performance Based Navigation (PBN) Concept<br />
RNAV and RNP form <strong>the</strong> globally harmonised ICAO<br />
“Performance Based Navigation” (PBN) concept.<br />
RNAV/RNP is a proven method for effectively<br />
<strong>in</strong>creas<strong>in</strong>g <strong>the</strong> safety, dependability and efficiency of<br />
flight operations. GNSS is <strong>the</strong> primary navigational<br />
enabler for <strong>the</strong> optimum exploitation for <strong>the</strong> benefits of<br />
PBN (ICAO Doc 9613 (PBN Manual).<br />
Why are we operat<strong>in</strong>g a brand-new 300t aircraft on Non-<br />
Precision Approaches us<strong>in</strong>g 60 year old criteria and<br />
profiles<br />
Emirates is authorised for 7 Approach Types; we would<br />
just like to operate two <strong>in</strong> <strong>the</strong> future: ILS & RNAV
FANS Benefits – …from an <strong>Air</strong>l<strong>in</strong>e’s po<strong>in</strong>t of view<br />
Flex Tracks <strong>in</strong> <strong>the</strong> sou<strong>the</strong>rn hemisphere<br />
As an example, between 27 Jun 2005 and<br />
19 Apr 2006, EK operated 592 FANS flights between<br />
Dubai-Sydney & Dubai-Melbourne on Flex Tracks.<br />
The sav<strong>in</strong>gs for <strong>the</strong>se flights were (A345)…<br />
- 56 hours, 58 m<strong>in</strong>utes of trip time<br />
- > 628t Trip Fuel<br />
- average sav<strong>in</strong>g/flight: > 6 m<strong>in</strong>utes trip time<br />
- Average sav<strong>in</strong>g/flight: > 1t trip fuel<br />
Emirates operates FANS <strong>in</strong> most FANS-equipped<br />
FIRs world-wide.<br />
Every m<strong>in</strong>ute of fly<strong>in</strong>g-time that we can save, reduces fuel consumption by an<br />
average of 62 litres and CO2 emissions by 160 kilograms.
Most western/eastern AUSOTS Flex Track Rout<strong>in</strong>g DXB-SYD<br />
2692NM<br />
20FEB05<br />
01JUL05
ACAC FANS Implementation Group (AFIG)<br />
Emirates would like to see and supports for <strong>the</strong><br />
Middle East & North Africa a co-ord<strong>in</strong>ated approach<br />
to ensure a cont<strong>in</strong>uous FANS airspace and to move<br />
towards a flexible use of airspace.<br />
The creation of <strong>the</strong> ‘AFIG’ (ACAC FANS<br />
Implementation Group) is an important step<br />
forward.<br />
ACAC – Arab Civil Aviation Commission
The Vision (ii)<br />
Seamless Efficient <strong>Air</strong>space
Seamless Efficient <strong>Air</strong>space<br />
“Our vision for our future global <strong>ATM</strong> system is one<br />
where a pilot can fly <strong>in</strong>to JFK International <strong>Air</strong>port<br />
<strong>in</strong> New York, Changi <strong>Air</strong>port <strong>in</strong> S<strong>in</strong>gapore or<br />
Capital <strong>Air</strong>port <strong>in</strong> Beij<strong>in</strong>g without any differences<br />
<strong>in</strong> equipment, procedures, or <strong>the</strong> quality of air traffic<br />
services.”<br />
FAA Adm<strong>in</strong>istrator Marion Blakey
<strong>ATM</strong> - Tactical Issues<br />
• All airspace will be <strong>the</strong> concern of <strong>ATM</strong> & will be a<br />
useable resource<br />
• Customer Focus<br />
• <strong>Air</strong>space management will be dynamic & flexible<br />
• Restrictions should be transitory<br />
• Flexible Use of <strong>Air</strong>space (FUA)<br />
• Military/Civil coord<strong>in</strong>ation<br />
• Consideration of <strong>the</strong> environment<br />
• Multiple Exit/Entry Waypo<strong>in</strong>ts<br />
• L<strong>in</strong>kage to overflight permission and/or ATC<br />
Nav-charg<strong>in</strong>g<br />
Increased capacity <strong>in</strong> <strong>the</strong> airspace, higher flexibility and<br />
improved cost efficiency can only be achieved <strong>in</strong> a<br />
regional <strong>ATM</strong> system.
Restricted airspaces as per State AIPs<br />
Flexible use of airspace…
Global <strong>ATM</strong> and its limitations…
Gulf Region – GULFCONTROL
Harmonisation/Coord<strong>in</strong>ation <strong>in</strong> oceanic airspaces<br />
PAC<br />
SAT<br />
NAT
Seamless Efficient <strong>Air</strong>space<br />
- Functional blocks of airspace<br />
Ma<strong>in</strong>ta<strong>in</strong><strong>in</strong>g high level of safety<br />
Optimum use (maximum capacity and efficiency)<br />
Reduce fragmentation<br />
Take <strong>in</strong>to account traffic flows and not national<br />
borders<br />
Increase co-operation<br />
Increase harmonisation (Standards and<br />
Requirements)<br />
Open skies and national boundaries<br />
- Close civil/military cooperation (FuA-concept)<br />
- Separation of regulatory from operational functions<br />
- Cont<strong>in</strong>uous dialogue: ANSPs and <strong>Air</strong>l<strong>in</strong>es<br />
- Work<strong>in</strong>g on visions and a long-term strategy
“Pro-active”!<br />
AIS Information Management
AIM – Aeronautical Information Management<br />
The quality of Aeronautical Information has to improve<br />
globally.<br />
<strong>Air</strong>space users, and Aeronautical providers<br />
depend on <strong>the</strong> accuracy and timel<strong>in</strong>ess of <strong>the</strong>se data<br />
for safe flight operations, flight plann<strong>in</strong>g and flight<br />
preparation. Aeronautical Information shall give no<br />
room for <strong>in</strong>terpretation.<br />
<strong>Air</strong> Traffic Management is <strong>in</strong>formation-driven,<br />
and requires access to global on-l<strong>in</strong>e, real-time, quality<br />
managed aeronautical <strong>in</strong>formation.<br />
BUT: NOTAM Brief<strong>in</strong>g Packages reach ‘record’<br />
length… (- <strong>the</strong> more NOTAMs <strong>the</strong> better…)
Current AIP Processes<br />
1<br />
AIP<br />
AMDT AIP 56<br />
AMDT 57<br />
2<br />
AIP<br />
AMDT AIP 56<br />
AMDT 57<br />
3<br />
AIP<br />
AMDT AIP 56<br />
AMDT 57<br />
www.
The AIP Process <strong>in</strong> <strong>the</strong> future…<br />
AIP SUP…<br />
NOTAM Changes…<br />
AIP Content Changes…<br />
FPL-Systems…<br />
Aeronautical Charts…<br />
FMS…
Summary
Summary…<br />
• Record high fuel costs<br />
• Global concerns about <strong>the</strong> environment: fuel sav<strong>in</strong>g<br />
and reduc<strong>in</strong>g emissions are both <strong>in</strong> everybody’s<br />
<strong>in</strong>terest<br />
• With new (LROPS) aircraft types and new strategies<br />
of operations (‘secondary’ dest<strong>in</strong>ations vs. ‘hub’-<br />
strategy), ANSPs need to be aware of revised traffic<br />
flows and a demand on new Routes and Flows.<br />
• More operational flexibility – comb<strong>in</strong>ed with <strong>the</strong> exist<strong>in</strong>g<br />
modern technology – is essential to meet<strong>in</strong>g <strong>the</strong><br />
airspace demands.<br />
• Consideration of a regional <strong>ATM</strong>-System
Summary…<br />
• <strong>Air</strong>l<strong>in</strong>es look<strong>in</strong>g for more Route options<br />
• More/better Route options will <strong>in</strong>crease traffic<br />
• FUA/Flexible Use of airspace concept for airspace<br />
closures and Flight Level Restrictions (activate<br />
restrictions when needed)<br />
• Analysis of “doglegs” on exist<strong>in</strong>g ATS-Routes<br />
• States/ATC to understand that route chosen on one<br />
day may not always be best <strong>the</strong> follow<strong>in</strong>g day<br />
• States/ATC to understand that optimum routes<br />
chosen will generate revenue <strong>in</strong> overflight charges<br />
• Consideration of status quo and where do we want<br />
to go <strong>in</strong> regards to <strong>ATM</strong><br />
• Quality of Aeronautical Information Management<br />
has to improve<br />
• <strong>Air</strong>l<strong>in</strong>es happy to assist and to work toge<strong>the</strong>r
Work<strong>in</strong>g toge<strong>the</strong>r: <strong>Air</strong>l<strong>in</strong>es and <strong>Air</strong> Traffic Service Providers<br />
The <strong>Air</strong>l<strong>in</strong>es are more than happy to assist!
Thank you for attention.<br />
Ekkehard Gutt<br />
Emirates<br />
Flight Operations Support<br />
ASM – Plann<strong>in</strong>g & <strong>ATM</strong><br />
Dubai/U.A.E.<br />
Phone: +971 4 703 6539<br />
E-Mail: ekkehard.gutt@emirates.com<br />
SITA: DXBONEK<br />
AFTN: OMDBUAEK
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