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Using the PBN Approach

Norma CamposOperations Research Analyst

FAA ATO

2012 CANSO Caribbean and Latin America Conference:

Using the Performance Based Approach (PBA)

Speakers:Jurandyr de Souza Fonseca (ANS Performance Analyst / Consultant, Brazil’s DECEA)

John Gulding (Manager, Forecast Analysis, FAA ATO)

Moderator:Norma V. Campos-Delory (Operations Research Analyst, FAA ATO)

Date: September 26, 2012

What is the Performance Based Approach? ICAO Document 9883

• PBA is a decision-making method based on three principles:– Strong focus on desired / required results– Informed decision-making driven by those desired / required results– Reliance on facts and data for decision-making

• PBA is part of the transition towards a performance-based global air navigation system (ANS) as envisaged in:

If you cannot measure it, you cannot manage it!

What are the advantages of PBA?

• Results-oriented. Customer focus and accountability

• Transparency in policy-making by stating goals in terms of outcomes rather than solutions

• Optimize resource allocation and allows for greater flexibility and cost-effectiveness in solutions adopted

• Rigorous quantitative and qualitative methods replace decisions based on anecdotal evidence

• Improves predictability of benefits

How can PBA be used?

• Policy-making• Regulation• Transition planning and system

changes• System design and validation• Economic and operational

management• System optimization• Operational management

• Safety, security, environment• Economic performance of airspace

users, airports, and ANSPs• Operational performance of flight

operations, airport operations, and ANSP services

• Human resources• Performance of technical systems

within the air navigation system

Management and Planning Activities Areas of Application

The Performance Management Process

1. Define / review scope, context and general ambitions and expectations

3. Quantify objectives through Key Performance Indicators (KPIs)

4. Select solutions to exploit opportunities and resolve issues

5. Implement solutions

6. Assess achievement of objectives

2. Identify opportunities, issues, and set performance objectives

(specific improvements)

Strengths Weaknesses

Opportunities Threats

Measurable Achievable

Relevant Time-Bound

Detailed implementation plan

Performance monitoring and review

Performance Gap Analysis

Key Performance Areas (KPAs)

• Identified on Appendix D of the ICAO Global Air Traffic Management Operational Concept (Doc 9854)

• Many of KPAs are mutually interdependent. Performance trade-offs of objectives and targets to reach a balanced outcome

Access and Equity Capacity Cost Effectiveness Efficiency

Environment Flexibility Global Interoperability

Participation by the ATM Community PredictabilitySafety

Security

What do we need to implement PBA?

• Commitment and buy-in from senior management• Agreement on performance objectives and targets• Organization of process, roles, and responsibilities• Proper allocation of resources• Data collection, processing, storage, and reporting• Coordination to ensure an agreed vision of the expected results,

accountability, and use of compatible approaches • Management of cost implications associated with PBA

What are the major challenges for your organization?

What are the major challenges for the LAC region?

Some questions for the audience

• Do you think s PBA a valid tool for ANS planning? If so, what areas would profit the most from adopting the PBA framework?

• Does your organization already use PBA principles in its decision-making process, if so, what concepts and practices?

• Does your organization have any formally documented PBA-based process? Do you think it to be profitable to develop them?

• Does your organization have a process for producing, analyzing, and reporting KPIs?

• What challenges has your organization faced while implementing PBA OR developing its performance monitoring tools?


John GuldingManager, Forecast Analysis

FAA ATO

By:

Date:

Federal AviationAdministrationFAA and the

Performance Based Approach

LATCAR 2012Buenos Aires Argentina

John Gulding, FAA

September 26, 2012

14Federal AviationAdministration

FAA and the Performance Based ApproachSeptember 26, 2012

FAA OrganizationOffice of the Administrator & Deputy Administrator

46,539 Employees

Air Traffic Organization

35,384 Employees

Human Resource Management

Civil RightsCommunications

Aviation Safety

Government & Industry Affairs

Security & Hazardous Materials

Commercial Space Transportation

Airports

Policy, International Affairs & Environment

Finance and Management

Chief CounselNextGen

Audit and Evaluation

FAA Staff Offices

FAA Lines of Business



PBA Requirements

1. Define policy in terms of performance objectives

2. Make objectives measurable by defining appropriate indicators

3. Develop the data and methodologies necessary to calculate the indicators

4. Have the expertise to maintain data quality and to assess the link between indicator trends and management actions.

ICAO Guidance (Doc 9883)

Making objectives measurable

• Outcomes or enablers

• Hard to quantify all activities

Challenges

Inter-dependencies outside ATM: flight schedules, airport capacity, weather

Data integrity, large scale processing

Maintaining core expertise: can take time to build up core analysis capability



PBA Process

1. Define/review general ambitions and expectations

2. Identify opportunities, issues and set performance objectives

3. Quantify objectives through Key Performance Indicators (KPIs)

4. Select solutions to exploit opportunities and resolve issues

5. Implement Solutions

6. Assess achievement of objectives

ICAO Guidance (Doc 9883) FAA PracticeDestination 2025

Metrics that drive strategic goals

FAA FY2012 Portfolio of Goals

Metrics that drive tactical approachand accountability

FAA FY2012 Business Plans

One business plan for each line of business and staff offices

OSI Goals Scorecard

Performance based compensation



FAA Strategic Plan (Aspirations)

• Move to the Next Level of Safety

• Deliver Aviation Access through Innovation

• Create the Workplace of Choice

• Improve Global Performance through Collaboration

• Sustain Our Future



2012 - Access through Innovation - MetricsOptimize airspace and

Performance Based Navigation (PBN) procedures to improve

efficiency an average of 10 percent across core airports by 2018

Increase throughput at core airports by 12 percent to reduce

delays by 27 percent using a 2009 operations baseline

Improve flight predictability by reducing variances in flying time between core airports based on a

2012 baseline

Improve throughput at core airports during adverse weather by

14 percent by 2018

Achieve a 5 percent reduction in average taxi-time at Core airports



FAA Tactical Goals for 2012

For each metric used to track an aspirational goal:

• Metric Description and Target

• Specific Metric Calculation Definition

• Data Sources used for Metric

• FAA and Public Benefit of Metric

• External Inter-Dependencies

0

2

4

6

8

10

12

Performance Areas FAA Organizations

The Organizational Success Increase (OSI) includes 30 target measures OSI Performance Metric Categories



FAA Data Sources for Performance

• Flight Trajectory Data– Position Data, Flight Plan

• Airline Reported Performance– Key Surface Event Times, Delay Cause Codes

• FAA Data– Capacity values, ATM reported Delay

• Weather Data



Performance Based Approach in the ATO• ATO’s metrics were redesigned in 2012 to apply to four key

areas: safety, efficiency, cost effectiveness and community

• Track metrics that identify our highest priorities and that canchange operational behavior through management actions.

• ATO Efficiency Metrics– Adjusted Operational Availability– NAS Equipment Impact– Terminal Arrival Efficiency Rate (TAER)– Average Daily Capacity (ADC)

• ATO Efficiency Metrics Under Development– Airport Actual Arrivals and Departures (AAAD)– Filed versus Flown En-Route Distance (FFED)



Equipment Impact & Operational Availability• Availability - percentage of hours where equipment is

available with respect to maximum facility/service hours– Target: 99.70%, Outcome: 99.78%

• Equipment impact - failure or outage which causes reducedcapacity at the facility (airport or en-route)– Number of FAA equipment related delays per 100,000 operations– Target: 3.0, Outcome: 1.22

Adjusted Operational Availability for Core Airports - FY12

98.75

99.00

99.25

99.50

99.75

100.00

ATL

BO

SB

WI

CLT

DC

AD

END

FWD

TW EWR

FLL

HN

LIA

DIA

HJF

KLA

SLA

XLG

AM

CO

MD

WM

EM MIA

MSP OR

DPH

LPH

XSA

NSE

ASF

OSL

CTP

A



100 nmi

40 nmi

•x

Arrival Airport

Arrival Fix

Actual Trajectory

Unimpeded Trajectory TAER ETA

The TAER measures the extent to which the airport facility handles the number of arrivals (demand) they indicated they could accommodate (capacity)

Requires a method for estimating demand.

Requires an arrival capacity value for the airport

Capacity value may change based on weather or other conditions

TAER Targets are facility specific

Terminal Arrival Efficiency Rate (TAER)



CLT 21-JAN-2012 18:45-19:00 5.53 excess min, 80th percentile



CLT 23-APR-2012 14:00-14:15 4.42 excess min, 80th percentile



Average Daily Capacity (ADC)• Sum of the number of flights the facilities plan as capability

for landings and take-offs in a month, divided by the numberof days in the month

• This is a dynamic measure that changes during the day basedon factors such as weather and runway availability.

• The ADC and the TAER are designed to work together– ADC metric provides incentive to declare a high capacity



Terminal Services (TAER)

Core Airports Insight: Variation from FY12 TAER Targets



Management Actions• Tracking metrics improves overall understanding of NAS

performance

• NAS Equipment Availability– Assess Failure and Repair Rates of Equipment– Improve Training/Education

• Terminal Arrival Efficiency Rate– Educate on opportunities to improve performance– Prioritize areas for improvement– Acknowledge/reward operational excellence



Flight Efficiency Indications – Under Development

# Flts Avg. Direct

(D)

Avg. FltPlan (FP)

A-D Avg.

A-FP Avg.

5,757 813.9 839.1 26.3 1.1

(A-D)/ D

(A-FP)/ FP

3.2% 0.13%



For Further Information

• CANSO Operations Standing Committee– Reviews current practice on assessing operational

performance– David Maynard [email protected]– Gabor Nemes [email protected]– Doug Stoll [email protected]

• FAA Continuing Outreach through CANSO, ICAO and bi-lateral agreements– John Gulding [email protected]– Norma Campos [email protected]



Terminal Services (ADC)

Core Airports Insight: Variation from FY12 ADC Targets

Core Airports - Average Daily Capacity (ADC)

84000

86000

88000

90000

Oct

Nov

Dec Jan

Feb Mar Apr

May Jun Jul

Aug

Sep

FYTDTarg

et

Ave

rage

Dai

ly C

apac

ity

FY12 FY11 Quarterly Target FYTD FY12 Target

-200

-100

0

100

200

300

MC

OB

WI

DC

AEW

RD

ENPH

XM

IASA

NM

DW

LAX

LAS

SFO

DFW PH

LFL

LSE

AJF

KB

OS

SLC

OR

DM

SP CLT

LGA

TPA

IAH

MEM DTW IA

DA

TL HN

L


Jurandyr FonsecaANS Performance Analyst

DECEA

Performance-Based Approach in the Brazilian Department of Airspace Control

Jurandyr de Souza Fonseca

ANS Performance Analyst

The Brazilian Department of Airspace Control

• DECEA is the central agency of

the Brazilian-Airspace Control-

System (SISCEAB), which

integrates all resources to

exercise airspace control,

provide civilian ANS and

support military and air defense

operations in Brazil’s sovereign

(Continental) and jurisdictional

(Atlantic) airspace.

Brazilian Aerospace Defense System

Military Air Operations

Air Navigation Services

Airspace Control

DECEA’s Organizations

Other ANSPs

Brazilian Airspace Control System

DECEACentral Agency

DECEA (cont.)

• It regulates ANS in Brazil, as

well as plans, coordinates and

supervises its country-wide

development.

DECEA (cont.)

• By means of its organizations, it is

the country’s largest ANSP.

Use of PBA in DECEA

• DECEA follows the three PBA principles.

• Its main performance drivers are: airspace control, air defense and

national integration needs, and air traffic growth prediction and

resulting demand.

• It prioritizes Safety, Access and Equity, Flight Efficiency, Capacity,

Global Interoperability, Security and Environment KPAs.

• It methodically invests to retain its capacity to meet user demand for

ANS, improve performance levels and keep up with advancements

in CNS/ATM technology.

PBA in DECEA (cont.)

• Performance expectations and objectives are stated in several

documents.

– Brazil’s Multiannual Plan 2012-2015.

Promote the safe and efficient movement of civil and military air traffic in the

airspace under the jurisdiction of Brazil [...] expand capabilities of air

defense, airspace control, flight safety [...] comply with its international

commitments.

– Command of Aeronautics’ Policy for the Control of Brazilian Airspace,

Jan. 2010 (restricted).

– Airspace Control System Development Plan, Oct. 2010.


– Performance objectives for the Brazilian Airspace Control System:

Ensure the safety of air traffic without compromising the fulfillment of civil

and military operations [...]

[...] accomplish greater fluidity, regularity and economy to air traffic in the

area of responsibility of Brazil.

[...] Achieve excellence in the formation and training of personnel [...] as well

as their allocation according to the organizational needs and individual

training [...]

[...] ensure adequate logistics support to existing equipment and systems, by

means of the continuous improvement of [...] processes; and [...] actions to

raise the technical level of maintenance professionals.


– National ATM Operational

Concept, Dec. 2011.

– National ATM Implementation

Plan, Apr. 2012.

Operational ImprovementOperational

Improvement

Performance Objectives

Performance Objectives

Indicators & Supporting Metrics

Indicators & Supporting Metrics

Elementary Changes

Elementary Changes

Advancement of PBA in DECEA

• Increased interaction with the ATM Community, including high-level,

“Decision Group” meetings for performance assessment and review,

as well as for evolving the National ATM Implementation Plan.

• Deployment and ongoing improvement of a high-level, core

performance data base (Performance Indicators Management

System).

– Current effort on operations performance data (e.g. air traffic, safety,

MET, SAR, ATCO).

– Expected leap in data availability from new automated systems (AIS,

ATC, ATFM and Logistics).

Relational Data BankRelational Data Bank

Reports

ETLETL

ETLETL

Performance Indicators Management System

External Data

External Data

Data Warehouse

Data Warehouse

Access & Publication

Dashboards

Relational Data Bank’s Entity-Relationship Diagram

Status on 3 Sep 2012 to DWto DW

Data Warehouse’s Snowflake Schema

Diagram

WHOWHO

WHEREWHERE

WHYWHY

WHATWHAT

WHENWHEN

HOW

HOW MUCH

HOW

HOW MUCH

Dimensions

WHO

WHAT

WHERE

WHEN

WHY

Facts

HOW

HOW MUCH

Status on 3 Sep 2012

from RDBfrom RDB

Dimensions

WHO

WHAT

WHERE

WHEN

WHY

Facts

HOW

HOW MUCH

Data Warehouse’s Snowflake Schema

Diagram

Status on 3 Sep 2012

from RDBfrom RDB

KPAs, Functions,

Areas, Norms, Requirements,

Orders etc.

KPAs, Functions,

Areas, Norms, Requirements,

Orders etc.

KPIs and Supporting

Metrics Descriptions, Properties,

Analyses etc.

KPIs and Supporting

Metrics Descriptions, Properties,

Analyses etc.

ANSPs, Organizations, ANS Facilities, Installations

etc.

ANSPs, Organizations, ANS Facilities, Installations

etc.

FIR/CTA/UTA, TMA, AD, Geographical Region, Federative

Unit, City, Locality etc.

FIR/CTA/UTA, TMA, AD, Geographical Region, Federative

Unit, City, Locality etc.

Year, Semester, Month, Day, Week-Day, Time Period

etc.

Year, Semester, Month, Day, Week-Day, Time Period

etc.

Measured, Projected

and Planned (Target)

Data Values.

Measured, Projected

and Planned (Target)

Data Values.

WHEREWHERE

WHENWHEN

WHATWHAT

WHYWHYHOW

HOW MUCH

HOW

HOW MUCH

WHOWHO

Sample Dashboard for Performance Data Output

WHYWHY

WHATWHAT

WHENWHEN

HOW

HOW MUCH

HOW

HOW MUCH

(WHERE)(WHERE)

WHOWHO

Performance Indicators ManagementSystem

Performance Indicators ManagementSystem

Air Traffic

Air Traffic

ANS Charges’ DB

BIMTRA

ATFM System’sDB Sigma(to be fielded)

Personnel

Personnel

Personnel DB(SDAD)

METMET

Operational Meteorology DB

OPMET

MatérielMatériel

Matériel and Services Logistics

System’s DBSILOMS

SARSAR

SAR Operations’ Reports

(SDOP)

ATFM Center Daily Situation Reports

(CGNA)

Brazilian Institute of Geography and Statistics’ Reports

IBGE

Localities

Localities

Aeronautical Information DB

BIA(to be fielded)

Economics

English Proficiency

Exam’s Reports

Semestrial Safety Indicators and

Statistics Reports

(ASEGCEA)

SafetySafety

Auxiliary Air Routes Publication

ROTAER

DECEA’s Annual Budgetary Plan

PLANSET

DECEA’s ERP SISPLOG

(to be developed)

IN USEPLANNED

TAF Evaluation System’s Reports

PCOAMET

ANS Charges’ DB

BIMTRA

ATFM System’s DB Sigma(to be fielded)

Personnel DB(SDAD)

METMET

Operational Meteorology DB

OPMET

MatérielMatériel

Matériel and Services Logistics

System’s DBSILOMS

SARSAR

SAR Operations’ Reports

(SDOP)

ATFM Center Daily Situation Reports

(CGNA)

Brazilian Institute of Geography and Statistics’ Reports

IBGEAeronautical Information DB

BIA(to be fielded)

Economics

English Proficiency

Exam’s Reports

Semestrial Safety Indicators and

Statistics Reports

(ASEGCEA)

SafetySafety

Auxiliary Air Routes Publication

ROTAER Localities

Localities

DECEA’s Annual Budgetary Plan

PLANSET

DECEA’s ERP SISPLOG

(to be developed)

IN USEPLANNED

TAF Evaluation System’s Reports

PCOAMET

Capacity

Availability

SafetyQuality of Service

Global Interoperability

Personnel

Personnel

Productivity

Air Traffic

Air Traffic

Efficiency

Cost-Effectiveness

Predictability

Provide ANS so as to ensure that

all users fly safely and efficiently



By maintaining the ability to

satisfy the demand


satisfy the demandUsing and making available

reliable, interoperable and protected resources

Using and making available


Having in view the expectations

and possibilities of all parties



And their need to operate in an

environmentally and economically effective way.



EfficiencyEfficiency SafetySafetyAccess & EquityAccess & Equity

PredictabilityPredictability

FlexibilityFlexibility

Global InteroperabilityGlobal InteroperabilityAvailabilityAvailability SecuritySecurityCapacityCapacity

EnvironmentEnvironment Cost EffectivenessCost EffectivenessParticipation by the ATM CommunityParticipation by the ATM Community

PersonnelPersonnel MatérielMatériel

RulesRules InformationInformation

AISAIS METMET TrafficTraffic

ProductivityProductivity

Goals

Means

Conditions






satisfy the demand


satisfy the demand









EfficiencyEfficiency SafetySafetyAccess & EquityAccess & Equity

PredictabilityPredictability

FlexibilityFlexibility

Global InteroperabilityGlobal InteroperabilityAvailabilityAvailability SecuritySecurityCapacityCapacity

EnvironmentEnvironment Cost EffectivenessCost EffectivenessParticipation by the ATM CommunityParticipation by the ATM Community

PersonnelPersonnel MatérielMatériel

RulesRules InformationInformation

AISAIS METMET TrafficTraffic

ProductivityProductivity

Goals

Means

Conditions





Sample KPIs and Supporting Metrics

Safety

ATS safety index (risk situations per 105 air traffic movements)

nation-wide < region < airspace type

Occurrences of ATS-related factor in air traffic incidents

factor group < factor type

flight rules

other views/taxonomies...

Runway incursions

Aborted landings, interrupted/delayed take-offs due to runway incursions

Conformity to safety inspection protocols

Sample Indicators and Metrics (cont.)

Efficiency

Average flight time between city pairs on selected routes (minutes)

Quantity of flights per year between on the same routes (supporting metric)

City PairCity Pair

RouteA > BB > A

RouteA > BB > A


Efficiency

Daily percentage of regular flights’ departures and arrivals with delays

larger than 30 minutes in selected airports

ChristmasChristmas New Year’s Day

New Year’s Day


Availability

Personnel

Percentage of ATCOs in Operations proficient in English communication

(ICAO’s Level 4 English or higher)


Availability

Information

Aerodrome forecast (TAF) accuracy

Other parameters not that much...

Other parameters not that much...Wind direction is

difficult to predict...Wind direction is

difficult to predict...


Productivity

Quantity of SAR Operations (supporting metric)

Challenges to Advance PBA

• Translating high-level performance objectives into binding

performance targets is a daring socio-political process.

– Apprehension of undue/unfair accountability is not a small issue.

• Decision-making driven by required results is altogether different

from decision-making oriented by “intended” results.

– Reliance on measured/projected data is what sets performance-based

approach apart from more common objective-based approaches.

– Risk of “reverse-engineering” the PBA process.

– Difficulty to implement performance measurement and data collection

capabilities can be an obstacle.

Challenges (cont.)

• Performance management, review and assessment are complex,

costly activities.

– Highly diversified source data bases; massive amount of data to be

prepared, presented, analyzed, interpreted and used.

– Intensive Business Intelligence activity, requiring a properly staffed team

of skilled professionals (ANS analysts; DBA-, ETL-, OLAP-qualified

professionals).

– Socially-intensive decision-making process, requiring the involvement of

other segments of the ATM Community.

Challenges (cont.)

• Down-to-earth factors that may hinder the advancement of PBA:

– PBA can be very time-consuming, vis-à-vis the pressure to field

available ANS resources known to satisfy urging performance demands.

– ANS is a technology-driven industry, so global interoperability

requirements may limit the value of PBA for choosing technical

solutions.

• PBA can be used in its essence by investing where the demand is

higher. “Follow the traffic”: measure it, project it, and prepare for it.

You and ASBU

Javier VanegasCANSO

You and ASBU4th CANSO Latin American and Caribbean Conference

Buenos Aires, 24 -26 September 2012

TRANSFORMING GLOBAL ATM PERFORMANCE

Javier A. VanegasDirector Latin America and Caribbean Affairs

The global voice of ATM


CANSO-ICAO Partnership


ADVISORCANSO advises ICAO on matters of critical import to all ANSPs, to ANSPs as

a group

FORUMCANSO acts as a global forum for ANSP Best

Practices, and will help globalize ASBUs

AUTHORCANSO is authoring

several modules, and is supporting the

development of others

A Team Effort


ICAO has recognised that:

Global framework is needed to ensure: Safety is maintained and enhancedATM improvement programmes are harmonizedBarriers to efficiency are removed

Investment certainty is required for: OperatorsInfrastructure providersEquipment manufactures

Regulatory processes must be streamlined:To support the introduction of significant changes


The reality of our system today

Air & Ground

Equipment / Systems

Measurable Operational

Improvement Air & Ground

Standards / Procedures

Positive

Business Case

What is a Block Upgrade?

Operational approval /certification

Canada

AustraliaIndia

China

Russia

We Can Benefit From What Is Already Out There…

A Block is Made Up of Modules…

…and a Block is Scalableto Meet Regional or Local Needs

Four ASBUs

76

77

Modules are Grouped in Four Performance Improvement Areas

78

Greener Airports

Global Interoperable Systems and Data

79

Optimum Capacity and Flexible Flights

80

Efficient Flight Path

81

Current Number of Modules withinPerformance Areas


Block 0 Block 1 Block 2 Block 3

Greener Airports 5 6 3 1

Globally Interoperable Systems and Data

2 3 2 1

Optimum Capacity and Flexible Flights 5 4 3 3

Efficient Flight Path 3 3 2 2

83

Understanding the Relationships

Optimum Capacity and

Flexible Flights

Globally Interoperable Systems and

Data


Greener Airports

Performance Improvement

Areas

Block 0(2013)

Block 1(2018)

Block 2(2023)

Block 3(2028 & >)

ThreadsModules

Threads Between Modules…and Across Blocks

Greener Airports

Improved Approach & Departure Management through Integration

Block 1

Improved Traffic Flow

through Runway Metering

Block 0 Block 2

Linked AMAN/DMAN

Block 3

Integrated AMAN/ DMAN/ SMAN

Global Interoperable Systems & DataThrough Global SWIM

Increased Interoperabil

ity, Efficiency &

Capacity through Ground-Ground

Integration

Block 0 Block 2

Improved Coordination

through multi-centre

Ground-Ground

integration: (FF-ICE/1

& Flight Object,

SWIM)

Block 3

Improved Operational Performance through the

introduction of Full FF-ICE

Block 1

Increased Interoperabi

lity, Efficiency &

Capacity through FF-

ICE/1 application

before Departure


Optimum Capacity & Flexible FlightsThrough Global Collaborative ATM

Improved Flow

Performance through Planning

Based on a Network-Wide View

Block 0 Block 2

Increased User Involvement in

the Dynamic Utilisation of the Network

Block 3

Traffic Complexity

Management

Block 1

Enhanced Flow

Performance through Network

Operational Planning


Efficient Flight PlanThrough Trajectory-based Operations

Improved Flexibility

& Efficiency in Descent

Profiles (CDOs)

Block 0 Block 2

Optimised Arrivals in

Dense Airspace

Block 3

Full 4D Trajectory

based Operations

Block 1

Improved Flexibility

& Efficiency in Descent

Profiles (OPDs)


The global voice of ATMModule

Regulatoryapprovals

OperationalTrial

Businesscase

TechnologyProceduresTransitionStrategy

ApprovalPlan

Performanceimprovements

g ts

Optimum Capacity and

Flexible Flights

ata

Globally Interoperable Systems and

Data


Greener Airports

Performance Improvement

Areas

Block 0(2013)

Global Air Navigation Industry Symposium 20-23 September 2011

A Look at Block 0

89

CTA

B0-65 – Optimization of Approach

Procedures Including Vertical Guidance

(GBAS I)

B0-75 -Runway Safety -Airport Surface

Surveillance for ANSP

B0-80 A-CDM & Airport Planning

Phase I

B0-15 Runway Sequencing

B0-70 Wake Vortex Separation Refined

B0-30 Information Management based on AIXM

ToDB0-5 Improved Flight

Descent Profiles B0-20 - Improved Flight Departure Profiles

through AIDC

B0-25 Ground Integration

through AIDC

ToC

B0-85 – Air Traffic Situational Awareness

(ATSA)

B0-10 - Improved En-Route Profiles

B0-35 Air Traffic Flow & Capacity Management

with a Network Operations Plan & CDM

En Route

B0-40 Initial Data Link

En-Route

Greener Airports

Optimum Capacity and Flexible Flights


Globally Interoperable Systems and Data

Performance Improvement Areas

B0-95 Ground Communications using IPV6

B0-60 – Common Time Reference

B0-101 – ACAS Improvements

B0-86 – Improved Access to Optimum

Flight Levels (ADS-B –ITC/ITD)

Block 0 in Perspective

90

The Modules of Block 0 are ready for implementation today

Standards are readyThe Infrastructure is availableAvionics are readyGround Automation is readyProcedures and Operational Approvals are in place

Establishing the foundation for the future is nowCare was taken to ensure that regional implementation of the Blocks or the Modules are well described and ready for implementation

Block 0 Implementation – The Timeis Now

91

Each Module is evaluated for its readinessIf any component is not found to be ready it moves to a future Block for implementationThose Modules that are not specifically ready at a Block release are noted as “dates of readiness”

Global Readiness Checklist

92


Regulatoryapprovals

OperationalTrial

Businesscase

TechnologyProcedures TransitionStrategy

ApprovalPlan

Performanceimprovements

Greener Airports

Remote TWR

A-SMGCS

A-CDM

Wake Vortex

Global IntropSystems &

Data

FF-ICE 1

SWIM

Digital AIM products

Optimum Capacity & Flex

Flights

In-trail ADS-B

Dynamic ATS Routing

CDM+Flt.Planning

Interval Management


OPDs

Initial 4DT

RPAs

94

Harmonized ATM- Towards a truly seamless global systemAlign firmly with Block concept- Operators & OEMs

Synchronized investments in avionics (Roadmaps)

Removes need for regulatory mandatesReduces lead time (6 years away)

Reduces costsMinimizes Retrofits (aircraft downtime)Integrated Avionics and quicker installation & Certification

Synchronized investments by ANSPs / StatesBlock design recognizes regional differences

Reduces complexity of competing safety prioritiesIntegrates Needs of domestic & international operationsRecognizes BudgetsThreads the ‘’modules’’

Challenges - How to Get There?

Budget considerations are greater for Block 1 since these modules do involve technology insertion in either ground/air or both. Block 1 has a strong dependency on moving to network based communications for aviation.There are regional synchronization issues of equipage and capabilities to achieve much of Block 1. This is essential to the successful implementation to the future Blocks. Global standards can alleviate such risks and ensure interoperability between regional ANSPs. Global standards also offer stakeholders a common rubric.

95

CANSO update


Feedback to CANSO helped immensely:A better understanding of ANSP requirements and challengesFeedback to the Tech Team for ASBU revisionsInputs to Roadmaps

CANSO now serves as a “global voice’’; the transition to a “Global Partner” needs to take stage now

States and ANSPs to ‘socialize’ ASBUsGlobal Best-Practices, in the spirit of “Partnership for Progress”

The CANSO Position


Need for STANDARDS NOT MANDATES

Need for Global Interoperability very clear:Avionics-Ground system: very long lead timeGround-Ground stakeholders: more connectivity desired, supported

Diverse regional requirements need greater recognition:Seamless operations require synchronized investment across multiple FIRsMany States have particular needs, priorities, and approaches not always shared by others

The CANSO Position- focus


NOT A MANDATE

Unification of Global InitiativesFocus of NextGen, SESAR, CARATS, FIANS, CNAS, et alConcentrated, focused, modular, complete

Harmonization of Timeframes and CapabilityGlobally between regions and larger actorsRegionally between neighborsDomestically between States and ATC stakeholders

Business CaseJustification for internal actionCross-organizational stakeholder buy-inSupports Cost-Benefit Analyses

thoughts… feedback message to ANSPs


Cross-reference ATM plans with ASBUsFocus on Operational Improvements and less on TechnologyStart talking to the Regulator NOW!Consult with GA, Military, stakeholders (don’t forget DOM)Look at Training requirements: involve controllers early!Work to Regional AgreementsMetrics and CBAs are ‘key’ to success; including:

InvestmentsMinimize mixed equipage

Address your Safety Net requirements; for example: Hazard Identification and Risk Assessment (HIRA)Airspace re-design

Challenges to Global HarmonizationIt is critical that future ATM technologies be compatible and interoperable (Standards)

Integration of new technologies, systems, procedures and concepts into domestic airspace (mixing new with old)

Regional collaboration to coordinate modernization technologies and time lines (cross boundary and multilateral harmonization)

Service Provider and Operator investment required to realize full benefits (infrastructure, avionics, procedures)

ICAO, CANSO and others must continue leadership role in promoting cross-regional harmonization (ICAO Block Upgrades)

Milestones

CANSO Working PapersFormatActionsSupport

ICAO WPsRoadmaps (7)ASBU developmentPolicy (GANP)


Timelines

Monthly TelconsResponse to State Letter: doneEnd March – review of WPsMarch 2012- GANP End April- WP Review by PSCEnd May- Possible collaboration for joint WP (ACI, ECTL, IATA)End June – Preview at AGMEnd July – FinalizationSeptember – PBN WorkshopOctober – CIV MIL November 16-30??


Muchas gracias


You and ASBU

Ludmilla GonzalezThales

Air Operations Division

ICAO ASBUs Block 0 and Block 1 – Industry Capabilities and experiencesBlock 0: Deployment Experience; Block 1 : planning

CANSO Latin America, Buenos Aires, 26 Septembre 2012

Ludmilla GonzalesLatin America Business Development Manager , Thales

106 /106 / What are the ASBUs

Aviation System Block Upgrades describe the changes required to the ATM system following 2 dimensions:

A functional dimension showing the necessary changes according to operational performance areas 4 key aviation performance areas were identified:

1. Greener airport

2. Globally interoperable systems and data

3. Optimum Capacity and flexible flights

4. Efficient flight path Inside each of them modules were identified (equivalent to the SESAR Operational Focus Area (OFA)) that

includes what is required to achieve one or several well defined performance objectives described in terms of

Operational need

Required CNS upgrade

Set of procedures

A time dimension 4 time blocks

Block 0 corresponding to availability milestones beginning in 2013




107 /107 / Introduction Block 0

Block 0 (2013) goal is to ensure ANSPs across the globe have access to key safety and efficiency capabilities:

Maximise use of “what we have” Combined with appropriate Best-Practices Fix some key safety and efficiency issues and improve the

environmental outcomes

Thales ATM solutions:

Fully enable implementation of Block 0

Demonstrated through the current implementation of some Block 0 modules

108 /108 / 1- Making Airports Greener and More Efficient

B0-15: Improved Traffic Flow through Runway Metering AMAN (& DMAN) operational in different

operating environments: Charles de Gaulle, Sydney, Johannesburg, Copenhagen, TMA (US)...

Benefits: capacity, efficiency and positive environmental impact

B0-75: Improved Runway Safety A-SMGCS operational in Abu Dhabi,

Bangkok..... Improved situational awareness and

runway incursion alerts Benefits: safety and capacity in all

weather conditions

109 /109 / 2 - Ensuring the Global Interoperability of Systems and Data

B0-25 Increased performance through Ground-Ground Integration ATS Inter-facility Data Communication

(AIDC) operational: Asia-Pacific, Africa and Latin America

On-Line Data Interchange (OLDI) operational: Europe

Benefits: capacity, efficiency, interoperability and safety

B0-30: Service Improvement through Digital Aeronautical Information Management Global standard AIXM Systems operational in France, Taiwan... European coordinated provision of AIM

(EAD) Benefits: cost effectiveness and safety

110 /110 / 3 - Achieving Optimum Capacity and Flexible Flights

B0-10 Improved Operations Through Enhanced En-route Trajectories Ground automation supporting Flexible Use

of Airspace and Flex Tracks; integrating data from FANS equipped aircraft…

Benefits: flight efficiency, flexibility and positive environmental impact

Flex Tracks and User Preferred Routing operational in South Pacific and Indian Ocean...

B0-35 Improved Air Traffic Flow Management Solutions operational: Europe (CFMU), US

(Command Centre) and South Africa (CAMU)

Benefits: capacity, efficiency, flexibility and airspace accessibility

Different operational concepts depending on the specific operating environment

Track 1

Track 2

CAMU, South Africa

111 /111 / 4 - Flying Efficient paths

B0-05 & B0-20: Improved Performance in Descent and Departure Profiles Advanced aircraft capabilities

available but currently underutilised Ground systems are available that

support procedures using RNP, RNAV, CDO and CCO

Mainly an airspace/route structure and procedures design issue for Block 0

Existing IATA/CANSO activities on PBN go teams

Benefits: flight efficiency and positive environmental impact

112 /112 / 4- Flying Efficient paths

B0-40 Improved Performance through the Application of Data-Link en Route Ground systems supporting CPDLC

and ADS-C for FANS-1/A+ and Link2000+

Operational many places globally mainly in Oceanic and transcontinental airspace. Initial operations in high surveillance airspace in Maastricht

Benefits vary with the environment: capacity, efficiency and safety...

113 /113 / Bringing Experience to Block 0

Capabilities for Block 0 already available in both the air and ground systems

Commitment to the use of existing standards, currently underutilised Though some standards could have been simplified

Procedure and airspace design are needed to facilitate some of the Block 0 implementations

The need for education, sharing the experience of early implementers

There is no technical excuse to do nothing

114 /114 / Introduction blocks 1

Blocks 1 (2018) and later blocks (starting 2023) aim to make advanced capabilities of NextGen and SESAR available to the broader ANSP community

Thales ATM solutions:

Enable implementation of elements of Block 1. Roadmap aligned with ASBU; timing depends on validation

status of NextGen/SESAR Anticipated benefits are being assessed as part as of R&D

work

Demonstrated through active involvement in initiatives related to some Block 1 modules


B1-70: Increased runway throughput through dynamic Wake turbulence separation Improved throughput on departure and

arrival runways through the dynamic management of wake-vortex separation minima based on the real time identification of wake-vortex hazards

SESAR p12.02.02 (Runway Management)

B1-75: Enhance Safety & Efficiency of Surface Operations (ATSA-SURF) Airport surface surveillance for ANSP and

flight crews with safety logic, cockpit moving map displays and visual systems for taxi operations

SESAR p12.03.01 (Improved Surveillance for Surface Management) & 12.03.02 (Enhanced Surface Safety Nets)


B1-15: Improved airport operations through Departure, Surface & Arrival Management Extended arrival metering, integration of

surface management with departure sequencing bring robustness to runways management and increase airport performances and flight efficiency

SESAR p12.04.04 (Integration of Departure Management and Surface Management)

B1-80: Optimised airport operations through airport CDM Airport operational improvements through

the way operational partners at airport work together

SESAR p12.06.08 (Introduction of the UDPP and collaborative departure sequence)

117 /117 / 2-Ensuring the Global Interoperability of Systems and Data

B1-25: Increased interoperability, efficiency and capacity through FF-ICE/1 application before departure Introduction of FF-ICE step 1, to implement

ground-ground exchanges using common flight information reference model FIXM/XML and the Flight Object used before departure

SESAR p10.02.05 (Flight Object IOP System Requirement & Validation)

B1-31: Performance improvement through the application of SWIM Implementation of SWIM services

(applications and infrastructure) creating the Aviation intranet based on standard data models, and internet-based protocols to maximise interoperability

SESAR p14.02.09 (SWIM Platform development and demonstrator delivery)

118 /118 / 2-Ensuring the Global Interoperability of Systems and Data

B1-30: Service Improvement through integration of all Digital ATM information Implementation of the ATM information

reference model integrating all ATM information using UML and enabling XML data representations and data exchange based on internet protocols with WXXM for meteorological information

SESAR p13.02.02 (Aeronautical Information Management sub-system definition)

119 /119 / 3-Achieving Optimum Capacity and Flexible Flights

Track 1

Track 2

CAMU, South Africa

B1-10 : Improved operations through free routing. Introduction of free routing in defined

airspace, where the flight plan is not defined as segments of a published route network or track system to facilitate adherence to the user-preferred profile

Current work : already supported by current systems (direct routings, Flex tracks UPRs)

B1-105: Better operational decisions through integrated weather information (Strategic > 40 mins). Weather information supporting automated

decision process or aids involving: weather information, weather translation, ATM impact conversion and ATM decision support

Current work : SESAR WP11

120 /120 / 4-Flying Efficient paths

B1-05 : Improved flexibility and efficiency in descent profiles (OPDs) Deployment of performance-based aircraft

and arrival procedures that allow the aircraft to fly their Optimised Profile Descents taking account of airspace & traffic complexity

Current work : initial support by current systems, additional work in SESAR/NextGen

B1-40: Improved traffic synchronisation and initial TBO Use of 4DTRAD capability & airport apps in

trajectory-based operations to improve traffic flows synchronisation at en-route merging points and to optimize the approach sequence through air ground exchanges & specifically a single control time of arrival

Additional benefits: enable the mechanisms for air-ground trajectory exchange irrespective of the I-4D concept validation

Current work : SESAR Initial-4D

121 /121 / Some Key Considerations

Aircraft capabilities for I-4D will progressively be available from 2018:

Ground capabilities for I-4D can be delivered in a consistent timeframe

Improved weather models are being developed but advanced concepts and common weather picture will not be available to the FMS until after 2025

NextGen and SESAR have different SWIM drivers : other ANSPs or regions need to consider the applicability of each model:

Additional TBO capabilities available in SESAR Step 2 but current NextGen plans are beyond 2025 for most capabilities

Key dependencies on SESAR & NextGen could influence final Block 1 implementation

Air Operations Division

THANK YOU

Closing remarks

See you next year!

CANSO Latin & America & Caribbean Conference 2013

14 June 2013, Willemstad, Curacao

Kindly hosted by DC-ANSP

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