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Avoiding Divergent Paths: CNS/ATM
European Air Traffic Management Programme
Dan Hawkes: UK CAA
May 2002
Croatia
EU
UK France
GermanyNetherlands
Belgium
PortugalGreece
Luxembourg
DenmarkItaly
Spain
ICAO (EUR)
Russian Federation
San Marino
Azerbaijan
Belarus
Georgia
Kazakhstan
Kyrgyzstan
Tajikistan
Turkmenistan
Uzbekistan
Bosnia & Herzegovina
ECACLatviaLithuania Estonia
ArmeniaAlbania
Ukraine
Austria
SwedenIreland
Finland
Poland
Iceland
JAA
The former Yugoslav Republic of Macedonia
NorwayHungary
Turkey
EUROCONTROLBulgaria
Slovenia
Romania
MoldovaMonaco
Cyprus
Malta
Switzerland
Slovak Republic
Czech RepublicNATO
Iceland is in the ICAO NAT Region.
USACanada
Yugoslavia
EASA
Cyprus is in the ICAO MID Region
National authorities are responsible for implementing JAA requirements and
decisions.
No separate legal identity outside the Netherlands.
Requirements and decisions not
legally binding on members.
No separate legal identity outside the Netherlands.
Requirements and decisions not
legally binding on members.
is for:• airspace policy• implementation schedules
• air traffic services• airport regulation• military aircraft• non-European carriers
is for:• airspace policy• implementation schedules
• air traffic services• airport regulation• military aircraft• non-European carriers
not responsible
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EUROCONTROL v JAA
EUROCONTROL deals with ATM and related safety processes for the airspace of the European Civil Aviation Conference (ECAC) region.
JAA deals with- the airworthiness of civil aircraft
registered in a JAA member state; and commercial operations where the
principal place of business of the aeroplane operator is in a JAA member state.
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The JAA and EUROCONTROL have signed an Agreement of Co-operation to ensure that aircraft airworthiness and operational requirements are effectively co-ordinated with airspace and air traffic management developments.
Agreement of Co-operation
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• Need to satisfy European airspace requirements or be exempt
• Must apply to their own national Authority for approval where needed
• Authorities of non JAA States may adopt JAA certification and operational material or publish equivalent standards.
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The JAA CNS/ATM Steering Group
• Assists co-ordination, with members from European regulatory authorities, FAA EUROCONTROL, EUROCAE and European industry.
• The group reviews emerging airspace policy to identify the need for new or revised airworthiness and aircraft operational requirements, equipment standards or guidance material.
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EATMP
The European Air Traffic Management Programme is based on the ATM 2000+ Strategy and detailed in the European Convergence and Implementation Plan (ECIP).
EATMP documents may be accessed on http://www.eurocontrol.int/eatmp
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Convergence or Divergence?
The world-wide convergence/divergence issue of CNS/ATM programmes can be considered from three main aspects:
· Airspace infrastructure
· Aircraft operations· Aircraft systems and equipment certification.
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Airspace Infrastructure
The technology choice to meet the needs of capacity, safety and security will be driven by:
– regional pressures, – the related business and safety arguments, and– the availability of mature technological solutions.
Implementation dates will depend on: – the scale of change involved, and– availability of equipment.
These factors will vary region by region and can lead to a divergence of strategies.
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Aircraft Operations
Co-operation is needed between the aircraft operational regulators and the airspace planners to avoid divergence in procedures.
Regional differences in phraseology, charting standards (and related display symbology), and air traffic procedures are candidate subjects for harmonisation.
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Aircraft Certification Standards
A good degree of co-operation already exists between the standards setting bodies of EUROCAE and RTCA.
FAA and JAA have been working successfully together to align certification requirements although there is room for improvement in this process such that deliverables match the needs of programme schedules.
Resources available to support standards development can be less than that desired.
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Communications
• Road Map• VHF 8.33 kHz Channel Spacing• Data Link• Accident Recording for Data Link
2010Voice Services
25 kHz DSB-AM
EverywhereBelow FL 245 or restricted
to specific services
Over FL 245
8.33 kHz DSB- AM
Over FL 245 7 States
Over FL 245 29 States
Terrestrial ServiceWide band ?
Satellite
Oceanic and upper airspace
?
?Below FL 245
2010
? VDL Mode 4
A 623 ACARS DCL ATIS
A 623 DCL ATIS AOA VDL- M2
Mode S or VDL Mode 4 or UAT ?High Quality of
Service Broadcast (e.g. ADS-B)
Satellite ?Pt--to-pt & Broadcast
General (e.g. FIS)
Deterministic Pt to Pt High Quality of Service
Data Services
Pt to Pt non deterministic QoS, ATN capabilities
VDL M2
(Link 2000+)
ACM ACL AMC
FLPCY ? Terrestrial Service
Wide band ?
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VDL Mode 2 Operational Use
UK
CANARY
ROMANIAAUSTRIA
DENMARK
SPAIN
CYPRUS
FRANCE
ITALY
UKRAINE
IRELAND
Letter of Commitment/Concrete Plans
Operational Use
Intent
Support
02 03 04 05 06 07 08
ACM
ACM
ACM
ACM
ACM
ACM
ACM
ACL
ACL
ACL
ACL
ACL
ACL
ACL AMC
AMC
AMC
AMC
AMC
AMC
AMC
Comms ManagementClearancesMicrophone check
Current Plans at Area Control Centres
02 03 04 05 06 07 08
D-ATIS
D-ATIS
D-ATIS
D-ATIS
D-ATIS
D-ATIS
D-ATIS
D-ATIS
D-ATISDCL
DCL
DCL
DCL
DCL
DCL
DCL
DCL
DCL
DCL
Current Plans at Airports
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ICAO Annex 6, Pt 1, Amd 26 (2001)
6.3.1.5 All aircraft for which the individual certificate of airworthiness is first issued after 1 January 2005, which utilise data link communications and are required to carry a cockpit voice recorder, shall record on a flight recorder, all data link communications to and from the aircraft.
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6.3.1.5.1 From 1 January 2007, all aircraft which utilise data link communications and are required to carry a cockpit voice recorder, shall record on a flight recorder, all data link communications to and from the aircraft.
Retrospective applicability of Amd 26...
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Equivalent requirements...
Amendment 21 to Annex 6, Part II, International General Aviation- Aeroplanes, and
Amendment 8 to Annex 6, Part III, International Operations- Helicopters
introduce the same data link recording requirements.
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FAA and JAA should harmonize the data link recording requirement.
JAA and FAA Actions
• The JAA CNS/ATM Steering Group is co-ordinating with FAA to produce guidance material.
• JAA and FAA are supporting EUROCAE WG 50 to develop MOPS.
harmonise
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Activities on Current Systems
ACARS: DCL & ATIS in the major European airports
FANS A/1: Accommodation study for Link 2000+
VDL Mode 2: Progress the deployment and fine tuning
VDL Mode 3: Monitoring situation
VDL Mode 4: Continue system development supporting ICAO and European initiatives
UAT: Follow developments and contribute
ATN/IP: Re-assessment
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Activities on Future Comm Systems
System wide: Communication operating concept
Satellite: Re-address interest and feasibility of communication satellite
Wide band : 3G/CDMA feasibility
: Task Force studying IP V6, IPsecurity, addressing.
• Systems developed separately.• Agreement in ICAO is difficult.• Agreement means compromises and unstable
decisions.Consequence: it is difficult to achieve consensus for current systems.
Current Situation
NowNow
Fragmentation !
1090
VDL Mode 2
25 kHzDSB-AM
VDL Mode 3
UAT 8.33 kHz DSB-AM
VDL Mode 4
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• To work together from the beginning;• To involve all interested parties and reach consensus;• To agree planning and build on accepted decisions.
Lets try to avoid this for the future…
Communications Commonality !
TomorroTomorroww
X1
X2
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Navigation
• ECAC Navigation Strategy
• Database Assurance
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Achieve a total RNP RNAV environment
Support aircraft with lower capabilities
Support the ‘free routes’ concept
Support State aircraft operations
Ensure quality of navigation data
Rationalise infrastructure
Implement 4D RNAV operations
ECAC Navigation Strategy
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Strategic Roadmap - En-route
201020052000 2015
B-RNAV at all levels
Free Routes 8 States
Extended Free Routes
4D RNAV
P-RNAV routes RNP RNAV mandatory en-route(RNP1 accuracy)
Infrastructure RationalisationNDB VOR DME GPS SBAS
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Strategic Roadmap - TMA
201020052000 2015
Conventional SIDs/STARs
P-RNAV SIDs/STARs
P-RNAV mandatory in selected TMAs
RNP-RNAV mandatory in all TMAsRNP tbd
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Strategic Roadmap - Approach & Landing
201020052000 2015
Provide NPA
Provide PA Cat 1/2/3 Provide Runway Guidance
Infrastructure Rationalisation
VOR
GBAS Cat 1/2/3
ILS Cat 2/3
NDB
DME
GPS SBAS Cat
1
ILS Cat 1
MLS Cat 2/3
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Database integrity assurance
• Based on the principles that data development processes should be applied considering to the intended use of the data, and with a the level of rigour commensurate with the integrity requirements of the data.
• Not applicable to the origination or publication of data for which the state is responsible, e.g. navigation data published in AIPs.
• Approval of database suppliers is being considered.
Guidance given in JAA TGL No. 9 which recognises EUROCAE document ED-76.
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Navigation: Work Complete
• Procedure design criteria and guidance material for B-RNAV and P-RNAV procedures.
• JAA Guidance leaflets B-RNAV, P-RNAV and Database Assurance
• Charting guidance.
• P-RNAV implementation - draft AIC.
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• JAA guidance leaflets for RNAV Approach.
• ICAO DOC 7030 Amendment.
• Revision of EUR Doc 001.
• Procedure design criteria and guidance
material for Baro VNAV, APV and RNP-
RNAV.
• P-RNAV Safety Case.
• RNAV Approach Safety Case.
• RNP-RNAV Business Case.
• P-RNAV Route Spacing Study.
Navigation: Work in Progress
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Reduced Vertical Separation Minimum
Reduced Vertical Separation Minimum
Introduced in European Airspace on 24th January 2002
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Surveillance
• Road maps
• Automatic Dependent Surveillance
• Mode S Elementary Surveillance
• Mode S Enhanced Surveillance
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Surveillance Road-Map Core Area of Europe
20202000 2005 2010 2015
Primary search radars - Major TMAs
MSSR Elementary Surveillance: Mode S
Enhanced Surveillance: Mode S
Intent based ATM ADS based services
Co-operative ATSADS-B based services
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Automatic Dependent Surveillance-Broadcast
The EUROCONTROL ADS-B programme aims for implementation in 2007. Three candidate technologies are being considered:
• 1090 MHz Extended Squitter from Mode S.
• Universal Access Transceiver (UAT) using L-band.
• VHF (112-140 MHz) Data-Link Mode 4 (VDL-4).
• EUROCONTROL and the FAA are evaluating these three technologies.
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Roadmap to ADS-B Implementation
2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013+
Early LocalImplementations
Development
ImplementationPlanning
Implementation
Package 1
Validation
Initial Link Recommendation
Final Link Recommendation
ImplementationPlanning
Implementation
Package 2
Validation
FeasibilityDevelopment
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Why do we need it ?• Resolves the current surveillance
infrastructure limitations:- RF saturation, detection issues,
capacity- Mode A Code shortage.
What is Elementary Surveillance ?
Mode SMode SElementaryElementarySurveillanceSurveillance
In flightcall sign
DLH655A1234A1234370370
• Replacement of SSR by Mode S.
• Replacement of Mode A codes by the Call Sign used in flight.
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Elementary Surveillance requires:
A Transponder fully compliant with ICAO SARPs Amendment 73 …
- Supporting the SI code capability
- Down-linking the flight plan call-sign; otherwise aircraft registration.
An acceptable standard is defined by EUROCAE ED 73A MOPS as adopted by JTSO-2C112a. Mode SMode S
ElementaryElementarySurveillanceSurveillance
In flightcall sign
DLH655A1234A1234370370
JAA TGL No. 13 gives guidance
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What is Enhanced Surveillance ?
• Display to controller of: heading, speed, selected altitude, vertical rate, track angle rate, roll angle, ground speed, and true track angle.
• Assists Level Bust Alerting, Tracking, plus improvement for Minimum Safe Altitude Warning & Short Term Conflict Alert. Why is Enhanced Surveillance needed?
- To reduce R/T workload and raise controller situational awareness - To add system safety enhancements.
Heading SpeedSelected FL
DLH655DLH655
Mode SMode SEnhancedEnhanced
SurveillanceSurveillance
A1234A1234370 060 295370 060 295
370370
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JAA TGL No. 8 rev 2: ACAS II CertificationJAA TGL No. 11: ACAS II Training
ACAS II
Uses TCAS II Change 7
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JAA Guidance Material in Preparation
Mode S Enhanced Surveillance Data Link RNAV Approach RNP-RNAV JAA
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Where do we go from here?
1. Identify convergence opportunities.2. Provide the required resources.3. Work together together involving all
interested parties to reach consensus.4. Plan and build on accepted decisions.
We need reliable ATC….
“We apologise to passengers for the severe delays. Rest assured our engineers are working hard to
trace the computer fault…”
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• …and CNS capable aircraft….
The Chronic Bruiser !
…with apologies to Airbus Industrie and Virgin Atlantic airways
CNS/ATM Equipment Compartment ?