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Objective

To show how the aviation system blockupgrades (ASBUs) can help to improvesafety at airport level and someregional initiatives.

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OUTLINE

•Vision

•Background

•GANP

•ASBUs

•Regional initiatives

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“Do we know where to go?”

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YES.

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To achieve an interoperable global air traffic management system for all users

during all phases of flight, that

meets agreed levels of safety;provides for optimum economic operations;

is environmentally sustainable; andmeets national security requirements.

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EVOLUTION OF THE AIR NAVIGATION PROGRAMME

2003: - AN-Conf/11 endorsed the Global ATM

Operational Concept

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1988: - Future Air Navigation System (FANS) concept developed

1991: - AN-Conf/10 endorsed FANS concept

1992: - Assembly endorsed CNS/ATM Systems

1993: - Global Co-ordinated Plan for

Transition to ICAO CNS/ATM Systems

2000: - Global Air Navigation Plan for CNS/ATM Systems (1st Edition)

2007: - Global Air Navigation Plan – GANP(3rd Edition)

2002: - Global Air Navigation Plan for CNS/ATM Systems (2nd Edition)

2012: - AN-Conf/12 endorsed the Aviation System Block Upgrades (ASBU)

2013: - GANP(4th Edition)

1988 1991 1992 1993 2000 2003 2007 2012 20132002

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Establish Principles and Priorities

Aviation Safety is the Highest

Priority

Cost Benefit and Financial

issues

Aviation System Block

Upgrades (ASBUs), Modules

and Roadmaps

GANP Policy Principles

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AIRPORT OPERATIONS

• APTA Optimized Airport Accessibility

• WAKE Wake Vortex Separation

• RSEQ Runway Sequencing

GLOBALLY INTEROPERABLE SYSTEMS AND DATA (SWIM)

• FICE Flight and Flow Information for a Collaborative Environment

• DATM Integration of Digital ATM Information

• AMET Integration of Meteorological information

• SWIM System Wide Information Management

OPTIMUM CAPACITY AND FLEXIBLE FLIGHTS (GLOBAL COLLABORATIVE ATM)

• FRTO Free Routing

• NOPS Network Operational Planning

• ASUR Initial Capability for Ground Surveillance

• ASEP Airborne Separation

• OPFL Optimum Flight Levels

EFFICIENT FLIGHT PATHS (TROUGH TRAJECTORY-BASED OPERATIONS)

• CDO Continuous Descent Operations

• TBO Trajectory-based Operations

• CCO Continuous Climb Operations

• RPAS Integration of Remotely Piloted Aircraft

• SURF Surface Operations• ACDM Airport Collaborative Decision Making• RATS Remotely Operated Aerodrome Control

• ACAS Airborne Collision Avoidance Systems• SNET Safety Nets

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AIRPORT OPERATIONS

GLOBALLY INTEROPERABLE

SYSTEMS AND DATA (SWIM)

OPTIMUM CAPACITY AND

FLEXIBLE FLIGHTS (GLOBAL

COLLABORATIVE ATM)

EFFICIENT FLIGHT PATHS

(TROUGH TRAJECTORY-

BASED OPERATIONS)

Block 02013

Block 12018

Block 22023

Block 32028+

B0-APTAB0-WAKEB0-RSEQB0-SURFB0-ACDM

B1-APTA B1-WAKEB1-RSEQB1-SURFB1-ACDMB1-RATS

B2-WAKEB2-RSEQB2-SURF

B3-RSEQ

B0-FICEB0-DATMB0-AMET

B1-FICEB1-DATMB1-AMETB1-SWIM

B2-FICE

B2-SWIM

B3-FICE

B3-AMET

B0-FRTOB0-NOPSB0-ASURB0-ASEPB0-OPFLB0-ACASB0-SNET

B1-FRTOB1-NOPS

B1-ASEP

B1-SNET

B2-NOPS

B2-ASEP

B2-ACASB2-SNET

B3-NOPS

B0-CDOB0-TBOB0-CCO

B1-CDOB1-TBO

B1-RPAS

B2-CDO

B2-RPAS

B3-TBO

B3-RPAS

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AIRPORTOPERATIONS

Block 02013

Block 12018

Block 22023

Block 32028+

B0-APTAB0-WAKEB0-RSEQB0-SURFB0-ACDM

B1-APTA B1-WAKEB1-RSEQB1-SURFB1-ACDMB1-RATS

B2-WAKEB2-RSEQB2-SURF

B3-RSEQ

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APTA HAZARDS

•Lack of approach aids (e.g. ILS, VASI, PAPI)

•Unstabilized approaches

•Reduced visibility increases potential for loss of situational awareness (fog, weather, glare,…)

•Failure of approach

•Unstable approaches due to vectors above the glide slope

Optimization of Approach Procedures including vertical guidance

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WAKE HAZARDS

•Failure to use wind-preferential runways

•Not using actual winds on the ATIS

•Failure to provide timely, accurate and complete information : runway condition and braking action reports, weather information, surface wind data

Increased runway throughput through optimized wake turbulence separation

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RSEQ HAZARDS

•Unstable approaches due to inefficient traffic flow management

•Runway selection (Incompatible a/c, late changes)

Improved traffic flow through sequencing (AMAN/DMAN)

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ACDM HAZARDS•Lack of effective incident reporting system•Lack of an effective emergency response plan andinadequate training for emergency response personnel•Non effective relay of runway conditions or failure to notifyclosure of runway/taxiway•Modified “effective operational runway length” data that isnot accurately published•When part of the airport becomes non-operational such asunanticipated “hot spots”, snow removal or RFF procedures•Failure to provide timely, accurate and completeinformation : runway condition and braking action reports,weather information, surface wind data, winds in magnetic inorder to be consistent with runway heading•Managing contingencies related to: (Runway / taxiwayclosures, inoperative approach aids, technical issuesexperienced by flight crews and weather phenomena)•Pressure to meet performance targets, i.e., reducedelays/increase capacity

Improved Airport Operations through Airport-CDM

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SURF HAZARDS•Workload issues during taxiing that can result in aloss of situational awareness (Completion of pre-departure checklists, second engine startrequirements, coordinating amended ATC clearances,complex taxi routing)•Factors that can result in confusion and unintendedactions•Tower location that prevents the monitoring ofmultiple runway operations, inability to detectconfusion events•Potential need to manage and coordinate increased number of runway crossings (The more crossing possibilities, the higher the incursion risk)•Added vehicular traffic on runway and taxiway surfaces•Certain movement areas are “blind spots” and are not visible from the control tower..

Safety and Efficiency of Surface Operations (A-SMGCS Level 1-2)

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ICAO initiatives in

airport safety

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• Global initiatives• TCB initiatives• Regional initiatives

• Certification of aerodromes• Runway Safety

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PANS-Aerodromes (Doc 9981), 1st edition

• Officially published last month • Detailed chapters on:

• Certification of Aerodromes• Safety assessments for aerodromes • Aerodrome compatibility

• Seminars to Aerodrome operators, among others, in Lima and Mexico city (April, 2015)

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PANS-Aerodromes (Doc 9981), 2nd edition

• Under development (2018)• Detailed chapters on:

• Inspections of the movement area• Wildlife Management and reduction• Runway safety• Apron safety• Work in Progress• Training• FOD prevention• And others

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Building capacity in the airport sector, mainly in the following areas:

• Site selection, and Master Plans (Government, AOs)• Assistance in preparation of USOAP Audits (CAAs)• Procurement of equipment and fellowships (Government,

AOs)• Aerodrome certification (CAAs)• Operations maintenance (AO)• Safety oversight (CAAs)

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TC projects in implementation

• Technical assistance : Argentina, Bahamas, Costa Rica, El Salvador, Ecuador, Jamaica, Mexico, Panama, Paraguay and Peru.

• Airports/States in post-conflict situation or recovering from natural disasters: Haiti.

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• Regional initiatives

Aerodrome certification

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Percentage of Aerodromes certified

Region 2013 2015 Target (2016) N Inter. airports

SAM 8% 12% 20%* 101

CAR 23% 35% 48%** 147

(*Bogota Declaration Target)(**Port-of-Spain Declaration)

90%

The majority of the REPORTED DEFICIENCIES in the GREPECAS Air

Navigation Deficiencies Database belongs to aerodromes

Certification of aerodromes

Percentage of deficiencies 24%

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CAR REGION

•Missions to Dominican Republic, Saint

Lucia and Honduras on Aerodrome

Certification

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SAM Region

• LARs on aerodrome design, operation

and certification among others.

• Training ands assistance missions to

States.

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• Regional initiatives

Runway Safety

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Percentage of accidents within Runway Safety

Region 2010-2014 2013 2014

SAM 60% 83.33% 55.55%

CAR 60% 50% 60%

Latin America and Caribbean

58.22% 73.33% 56.25%

World 58.72% 66.11% 59.23%

The majority of the ACCIDENTS are related to RWY SAFETY

Runway Safety it is one of the ICAO Safety Priorities

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CAR Region

• Benito Juarez International Airport, Mexico City (2012)

• Toncontín Intl Airport, Honduras (2014)

• La Aurora Intl Airport Guatemala (2015)

AFI Region

• Dakar Airport (20 – 24 October 2014)

• Airports planned in 2015 – Lomé, Togo (14 - 16 July 2015), Banjul, Gambia (dates TBD), Brazzaville, Congo (discussions ongoing)

• Luanda, Angola, 4 - 6 November 2014

• Planned in 2015: Uganda, Zambia, Zimbabwe, Seychelles and Botswana

EUR/NAT Region

• Tirana Airport, Albania (Second Semester 2015)

MID Region

• Khartoum International airport, Sudan, 30 November to 4 December 2014 (in conjunction with ACI APEX Safety review)

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Objective

To show how the aviation system blockupgrades (ASBUs) can help to improvesafety at airport level and someregional initiatives.

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