CNS/ATM Overview

Aramco

Agenda

This is the first of a three part overview of the world airspace structure. In this module we will look at the first two topics. In part two, we will continue the story with the spread of area navigation leading to performance based navigation. Finally, in part three we will put the pieces together and go through an operational summary.

1. Overview of CNS-ATM1. Overview of CNS-ATM

2. FANS to RNP2. FANS to RNP

3. RNP to PBN3. RNP to PBN

4. PBN Concepts4. PBN Concepts

5. Navigation Approvals5. Navigation Approvals

6. PBN Operational Summary6. PBN Operational Summary

Objectives

Understand the evolution of the current airspace

concept

Know what CNS-ATM stands for and what it means

Understand the advantages current technology allows

Know how the domestic programs fit into the CNS-ATM

Know where to get more information

By the end of this session you will know what CNS/ATM stands for and how it evolved .

Optimize Airspace

Congestion Costs

The continued growth of traffic and the need to provide greater flight efficiency makes it necessary to optimize available airspace. This is being achieved world-wide by enhanced Air Traffic Management and by exploiting technological advancements in the fields of Communication, Navigation and Surveillance.

CNS-ATM Overview

A plan was created to organize the development of airspace. The CNS/ATM is a worldwide structure allowing countries to optimize programs to their needs. CNS stands for Communications, Navigation and Surveillance. ATM stands for Air Traffic Management.

Communications

Navigation

Surveillance

Air

Traffic

Management

Domestic Modernization Plans

From the global CNS/ATM system architecture member states develop national plans aimed at long range vision of implementing the ICAO directives using a range of technologies and procedures. The United States domestic plan is NextGen. The European equivalent plan is called Sesar.

ICAO

US Europe

NextGen InformationADS-B is like a computer operating system for aircraft surveillance. It’s a platform that other developers can build useful tools that provide information such as weather & traffic.

SWIM is a computer network system, managing information.

DataComm is a move towards digital communication with ATC.

The CNS/ATM was created by ICAO. It defines the structure and pieces to create unified airspace across the globe. The national plans, such as NextGen include additional features and capabilities such as ADS-B, SWIM and DataComm.

ICAO CNS/ATM

NextGenSesar

Automatic Dependent Surveillance

ADS B ADS C

The B stands for broadcast. Aircraft broadcast their identity, position, altitude, speed and other information to ground stations, which in turn send that information to air traffic controllers and to other aircraft. This is a little different than ADS- C, or contract where a one-on-one contract is formed with ATC through a log-in during CPDLC operations.

ContractBroadcast

ADS-B Implementation

Although ADS-B has many benefits to the flight crew, it’s main attributes are reducing costs and increasing capabilities for ATM. Therefore airlines have pushed for slower implementation while increasing RNP approaches. Initially ADS-B is being implemented in areas where radar coverage is less such as Canada and the North Atlantic.

Data CommData Communications will support the NextGen vision by:

providing data transmissions directly to pilots and their flight management systems

enabling more efficient operationstrajectory-based routing that evolves air traffic from short-term tactical control to managing flights strategically gate-to-gate.

Data Comm represents the first phase of the transition from the current analog voice system to an International Civil Aviation Organization (ICAO) compliant system in which digital communication becomes an alternate and eventually predominant mode of communication.

SWIM

The System Wide Information Management program updates the computing network for more efficient operation.

System

Wide

Information

Management

NextGen Information

More information can be found on the FAA website. Now back to the big picture.

Benefits

Here are some of the planned benefits of each of the components of the CNS-ATM. Now to better understand the new system, let’s take a brief look at how it evolved.

Air Traffic Management Enhanced safety Increased system capacity; optimized use of airport capacity Reduced delays Reduced flight operating costs More efficient use of airspace; more flexibility; reduced separations More dynamic flight planning; better accommodation of optimum flight profiles Reduced controller workload/Increased productivity

Communications More direct/efficient air/ground links Improved data handling Reduced channel congestion Reduced communications errors Interoperability across applications Reduced workload

Navigation Better services Improved 4 D navigation accuracy Cost savings Better airport and runway utilization Approaches for more airports Reduced pilot workload

Surveillance Reduced error in position reports Surveillance in non-radar airspace Cost saving Better controller responsiveness to flight ---profile changes Conformance monitoring Improved emergency assistance

CNS Evolution Overview

Here’s an overview of the evolution to CNS/ATM. Notice that RNP is in each part, and it is continually modified. Let’s now begin the story.

FANS

• Fans committee creates CPDLC, Datalink & RNPC (RNP Capability)

• mostly used over the ocean

CNS/ATM RNP

• New committee creates new worldwide CNS/ATM based on FANS revises RNPC to RNP

CNS/ATM PBN

• RNP redefined under new Performance Based Navigation part of CNS/ATM

1983-1988 Early 1990’s 2008

FANS to RNP

In 1983 ICAO chartered a Special Committee to study the current air traffic infrastructure and recommend changes for a Future Air Navigation System (FANS) to support the anticipated growth in air traffic over the next 25 years.

Future Air Navigation SystemSpecial Committee

South Pacific

Their quest led them to the remote waters of the south pacific, where only procedural control existed.

Control

Positive Control Procedural Control

Aircraft are operated using two major methods; Positive Control and Procedural Control. Positive Control is used in areas which have radar. Procedural Control is used in areas (such as oceanic and landmasses) which do not have radar. The FANS concept was developed to improve the safety and efficiency of airplanes operating under Procedural Control.

We are here

Where are you?

Taking Advantage of Technology

The key was to use new satellite and aircraft technology to allow on-board sensing and transmission of position, rather than rely on position reports over the HF radios.

FANS Subsystems

CPDLC and ADS-C are the major FANS functions, improving position reporting communications. These functions later formed the basis of the Communications and Surveillance sections of CNS-ATM. One key attribute of a position report though, is that it is only as good as the accuracy of the report.

FANS

Controller Pilot Data Link Communications (CPDLC) is a two-way data link exchange of flight clearances, instructions

and requests between ATC and the airplane.

Automatic Dependent Surveillance (ADS) is an

airplane-to-ground function only

Communications

Navigation

Surveillance

RNP Origin

So the special committee on future air navigation developed the concept of Required Navigation Performance Capability (RNPC). This was the foundation for the future Navigation structure.

Communications

Navigation

SurveillanceRNPC

The aircraft equipment must maintain a specified accuracy

In the early 1990s, the Boeing Company announced a first generation FANS product known as FANS-1. It was implemented as a software package on the Flight Management Computer of the Boeing 747-400. It used existing satellite based ACARS communications and was targeted at operations in the South Pacific Oceanic region. The deployment of FANS-1 was originally justified by improving route choice and thereby reducing fuel burn.

These satellites are getting very close

FANS-1

FANS-1/A

A similar product (FANS-A) was later developed by Airbus for the A-340 and A-330. Boeing also extended the range of aircraft supported to include the Boeing 777 and 767. Together, the two products are collectively known as FANS-1/A. The term FANS-1/A is still used for CPDLC / ADS-C operations.

CNS-ATM Integrates the Regional Applications

Later, data link operations spread to the North Atlantic. Each of the two founding documents provided guidance on a regional basis. However, in recognition of the need to provide globally harmonized guidance on data link operations, the GOLD became effective on 14 June 2010.

The Global Operational Data Link Document (GOLD) is the result of the progressive evolution of the FANS 1/A Operations.

Informal South Pacific Air Traffic Services Coordinating Group

North Atlantic FANS Implementation Group

GOLD

Performance Based SpecificationsData collection guidance, monitoring and analysis

The Global Operational Data Link Document, updates the guidance and reorganizes the contents of the founding documents. This includes the incorporation of performance-based specifications and associated guidance on data collection, monitoring, and analysis.

Report

The FANS report was published in 1988 and laid the basis for the industry's future strategy for ATM through digital CNS using satellites and data links. Work then started on the development of the technical standards needed to realize the FANS Concept. ICAO took the report and assigned it to new panel. The new panel formalized and expanded the FANS concepts to the whole world.

General Concept of Separation PanelSpecial committee on future air navigation

CNS/ATM SummaryFMS technology with on-board inertial reference systems allowed for self contained

area navigation and position sensing.

Satellite technology allowed for more accurate position sensing and transmission.

The RNP Capability concept was created to ensure accurate results.

Datalink on-board the aircraft was used to transmit position information via satellite.

These operations initially were tried in the South Pacific to provide more fuel efficient

routes.

The concepts were later integrated into a world-wide structure based on area

navigation and reduced the dependency on ground based navigation aids.

This new structure has many benefits including reduced congestion, less pollution,

cost savings and increased safety among others.

FANS proved certain technologies to attain new capabilities. Part 2 continues the story of how the system expanded to allow countries all over the world to create airspace that we can seamlessly cross and partake of many benefits.

Be sure and watch the next module; See what happens to RNP!