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Global Global Air Traffic Management
The document discusses global air traffic management and the Aviation System Block Upgrades (ASBU) initiative. The key points are: 1. The ASBU initiative is the best approach to achieve global interoperability and efficiency goals as it establishes clear modular solutions and a transition plan through "blocks" of upgrades. 2. Block 0 focuses on capabilities available today like performance-based navigation and continuous climb/descent operations to improve flexibility and efficiency. 3. Modules within Block 0 address all phases of flight and aim to increase capacity, flexibility, situational awareness and safety through procedures and initial data link applications. 4. Overall the ASBU framework provides a well-thought out, programmatic approach to developing
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Global Global Air Traffic Management
- 1. Global Air TrafficManagement Arvind Kumar Singh, 9/22/2016 1
- 2. ATM ATS FIS ATC ATFCM ASM FUA CDR1/2/3 Air Space Design 9/22/2016 2 ATM
- 3. ICAO Strategic Objectives Safety: Enhance global civil aviation safety. Air Navigation Capacity and Efficiency Increase capacity and improve efficiency of the global civil aviation system. Security and Facilitation: Enhance global civil aviation security and facilitation. Economic Development of Air Transport: Foster the development of a sound & economically- viable civil aviation system. Environmental Protection: Minimize the adverse environmental effects of civil aviation activities.9/22/2016 3
- 4. ASBU Methodology Programmaticand flexible global System Engineering approach Allow States to transition to advanced Air Navigation capacities based on their specific operational requirements Federate ATM Community in realizing the global harmonization, increased capacity and improved environmental efficiency 9/22/2016 4
- 5. Basis for BlockUpgrades Foundation of blocks originates from existing, near term implementation plans and extracted from (examples): Aligned with ICAO ATM Operational Concept Block upgrades will allow structured approach to meet regional and local needs , while considering associated business cases Recognition that all modules are not required in all airspaces 9/22/2016 5
- 6. Aviation System BlockUpgrades Intended Operational Improvement/Metric to determine success Necessary Procedures/Air and Ground Necessary Technology/Air and Ground Regulatory Approval Plan/Air and Ground Well understood by a Global Demonstration Trial All synchronized to allow initial implementation Won’t matter when or where implemented 9/22/2016 6
- 7. ASBU Approach AddressesANSP, aircraft & regularity requirements 4 improvement areas identified Implementation through Blocks (0, 1, 2 and 3), each containing modules Each module is explained in a standardized 4-5 pages template Provide a series of measurable, operational performance improvements Organized into flexible & scalable building blocks Could be introduced as needed All modules are not required in all airspaces 9/22/2016 7
- 8. 8 8 Understanding the Relationships Optimum Capacityand Flexible Flights Globally Interoperable Systems and Data Efficient Flight Path Airport Operations Performance Improvement Areas Block 0 (2013) Block 1 (2018) Block 2 (2023) Block 3 (2028 & >) B3-15B2-15B1-15B0-15 Module
- 9. Block 0: ContentOverview 9 Block 0 Today and Beyond; Based on Operational Need 3 Modules depending on: Ground-Ground Integration based on AIDC; Digital AIM using AIXM and other developments. 5 Modules depending on: GNSS-based Approaches; Better Wake Vortex Minima; A-SMGCS; Airport CDM, Improved Metering 7 Modules based on: PBN, FUA and CDM in combination; Improved Flow Planning and Air Traffic Situational Awareness. 3 Modules based on: Existing Datalink Operations which support CDOs, CCOs and En-Route Operations Optimum Capacity and Flexible Flights Globally Interoperable Systems and Data Efficient Flight Path Airport Operations Performance Improvement Areas Full 4D – TBO And More Traffic Complexity Management Full FF-ICE And More Integrated AMAN/DMAN /SMAN 9
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- 11. Block 0: Capabilities withinour Grasp Today Block 0 initiatives must leverage on existing on-board avionics 3 Priorities have been agreed to: Performance Based Navigation (PBN) Continuous Descent Operations (CDO) Continuous Climb Operations (CCO) 11
- 12. Block 0: Acrossthe Phases of Flight 12 CTA B0-65 – Optimisation of Approach Procedures including Vertical Guidance B0-75 - Improved Safety & Efficiency of Surface Operations (A-SMGCS Level 1-2) B0-80 - Improved Airport Operations through Airport-CDM B0-15 - Improved Traffic Flow through Runway Sequencing (AMAN/DMAN) B0-70 - Increased Runway Throughput through Wake Turbulence Separation B0-30 - Service Improvement through Digital Aeronautical Information Management ToD B0-05 - Improved Flexibility & Efficiency in Descent Profiles (CDOs) B0-20 - Improved Flexibility & Efficiency in Departure Profiles (CCOs) B0-25 - Increased Interoperability, Efficiency & Capacity through Ground- Ground Integration ToC B0-101 – ACAS Improvements B0-10 - Improved Operations through Enhanced En-Route Trajectories B0-35 - Improved Flow Performance through Planning based on a Network-Wide view B0-40 - Improved Safety & Efficiency through the initial application of Data Link En-Route Airport Operations Optimum Capacity and Flexible Flights Efficient Flight Path Globally Interoperable Systems and Data Performance Improvement Areas B0-85 – Air Traffic Situational Awareness (ATSA) B0-86 - Improved Access to Optimum Flight Levels through Climb/Descent Procedures using ADS-B B0-105 - Meteorological Information Supporting Enhanced Operational Efficiency and Safety B0-84 - Initial Capability for Ground Surveillance B0-102 - Increased Effectiveness of Ground- based Safety Nets
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- 15. Optimum Capacity andFlexible Flights Using procedural concepts (e.g. RNP, FUA, etc.) and Air Traffic Situational Awareness - combined with enhanced planning tools and information sharing, the enroute phase of flight supports additional capacity and flexibility using the Modules of Block 0 B0-10 Improved Operations through Enhanced En-Route Trajectories Implementation of performance-based navigation (PBN concept) and flex tracking to avoid significant weather and to offer greater fuel efficiency, flexible use of airspace (FUA) through special activity airspace allocation, airspace planning and time-based metering, and collaborative decision-making (CDM) for en-route airspace with increased information exchange among ATM stakeholders B0-35 Improved Flow Performance through Planning based on a Network-Wide view Collaborative ATFM measure to regulate peak flows involving departure slots, managed rate of entry into a given piece of airspace for traffic along a certain axis, requested time at a waypoint or an FIR/sector boundary along the flight, use of miles-in-trail to smooth flows along a certain traffic axis and re-routing of traffic to avoid saturated areas B0-85 Air Traffic Situational Awareness (ATSA) This module comprises two ATSA (Air Traffic Situational Awareness) applications which will enhance safety and efficiency by providing pilots with the means to achieve quicker visual acquisition of targets: AIRB (Enhanced Traffic Situational Awareness during Flight Operations) VSA (Enhanced Visual Separation on Approach).
- 16. 16 Using procedural concepts(e.g. RNP, FUA, etc.) and Air Traffic Situational Awareness - combined with enhanced planning tools and information sharing, the enroute phase of flight supports additional capacity and flexibility using the Modules of Block 0 B0-86 Improved access to Optimum Flight Levels through Climb/Descent Procedures using ADS- B The aim of this module is to prevent flights to be trapped at an unsatisfactory altitude for a prolonged period of time. The In Trail Procedure (ITP) uses ADS-B based separation minima to enable an aircraft to climb or descend through the altitude of other aircraft when the requirements of procedural separation cannot be met. B0-101 ACAS Improvements Implementation of ACAS with enhanced optional features such as altitude capture laws reducing nuisance alerts, linking to the autopilot for automatic following of resolution advisories B0-102 Increased Effectiveness of Ground Based Safety Nets Ground monitoring of the operational environment during flight to provide timely alerts of risks to flight safety. In this case, short-term conflict alert, area proximity warnings and minimum safe altitude warnings are proposed. B0-84 Initial Capability for Ground Surveillance To provide an initial capability for lower cost ground surveillance through new technologies such as ADS- B OUT and wide area multilateration (MLAT) systems. This capability can support various ATM services, e.g. traffic information, search and rescue and separation provision. Optimum Capacity and Flexible Flights
- 17. Efficient Flight Path B0-05 ImprovedFlexibility and Efficiency in Descent Profiles (CDOs) Deployment of performance-based airspace and arrival procedures that allow the aircraft to fly their optimum aircraft profile taking account of airspace and traffic complexity with continuous descent operations (CDOs) B0-20 Improved Flexibility and Efficiency in Departure Profiles (CCOs) Deployment of departure procedures that allow the aircraft to fly their optimum aircraft profile taking account of airspace and traffic complexity with continuous climb operations (CCOs) B0-40 Improved Safety and Efficiency through the initial application of Data Link En-Route Implementation of an initial set of data link applications for surveillance and communications in ATC The use of procedurally based Optimized Profile Climbs and Descents as well as an initial Data Link Capability helps to establish a Block 0 capability for improved operational efficiencies
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- 19. Summary of ASBU The “Aviation System Block Upgrades” initiative is the best approach to reach goals Enables global interoperability (which is our goal) Develops clear solutions (block upgrades) Establishes a transition plan (it’s a well thought out way for going forward) Support the development of a Global CNS/AIM and avionics roadmaps
- 20. Airport Collaborative DecisionMaking (A-CDM) 9/22/2016 20
- 21. A-CDM Airport becomebottle neck in ATM and suffer from : Limited number of stands Queues on runway Late/inaccurate information to passengers Insufficient use of capacity during adverse conditions,i-e: Rain, Fog , Low visibility No communications between different stakeholders. Lack of predictability of flights... 9/22/2016 21
- 22. Sharing ofinformation (Aircraft Operator, Airport Operator, ATC, Support Services) Milestone Approach( In bound, Turn around, out bound) Departure Planning Information VTT( Exit, Exot) Adverse Condition 9/22/2016 22 A-CDM
- 23. 9/22/2016 23 A-CDM Tools:D-MAN/A-MAN D-MAN • Helps ATC to optimize Departure Sequence • Reduce the number of aircrafts queuing at the runway threshold. • Improve departure sequence by calculating TTOT(Target Take off time) • Sequence created will be based on: Airspace State, Wake turbulence, Aircraft Capability, User Preference,
- 24. 9/22/2016 24 A-CDM Tools:D-MAN/A-MAN A-MAN • Optimize Arrival Sequence • Anticipate Adequate action on the Traffic Advisory (time to lose/gain in minutes) • For Pilots respect of CTA and Speed change • For ATC CTA clearance, Speed reduction, Path stretching • Provide TLDT(Target Landing Time)
- 25. D-MAN & PreDeparture Sequencer(PDS) 9/22/2016 25
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- 28. 9/22/2016 28 • Initial4D operations consist in giving a time constraint at merging point to each aircraft converging to this point, in order to sequence the traffic. • Typical merging point could be Initial IAF, in the vicinity of congested airports, CTA given before Top of Descent • i4D: Constraint at one point (CTA) • 4D: Constraint over different points{Control time Over (CTO)} i4d ADS-C: A/C Downlinks of 4D predicted trajectory(ADS-C) Regarding ETA and traffics, ATC requests reliable RTA CPDLC: ATC uplinks the route clearance (Route/FL/RTA=4D) Crew insert RTA in FMS MET: Updated by crew(wind, T°..) 4D agreed by crew +
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- 30. TBO Module: TrajectoryBased Operations Bloc 0: 2013 ‐ 2018 Data Link Applications: ADS‐C & CPDLC Bloc 1: 2018 ‐ 2023 Optimization of Approach Sequences RTA (Required Time of Arrival) :FMS CTA (Controlled Time of Arrival) :AMAN Airport Operations D‐TAXI DCL (Departure Clearance) D‐OTIS (Operational Terminal Information) 9/22/2016 30 i4d
- 31. i4d ASEP Module: AirborneSEParation Bloc 1: 2018 ‐ 2023 Avionic: ADS‐B IN / OUT + CPDLC Ground: CPDLC and AMAN IM (Interval Management) in Time/Distance Implementation Timeline 2013-2018 ATSAW (Air Traffic Situational Awareness) ASPA (Airborne Separation Assistance System SPAcing) 2018 ‐ 2023 ASEP: Interval Management, sequencing and merging 2023 ‐ 2028 SSEP: Self SEParation Transfer of Separation from ATC to Pilot 9/22/2016 31
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Editor's Notes
- #9 The approach taken in the Aviation System Block Upgrade Program recognized that all member states did have the same requirements for operational capabilities. A structure that recognized that one-size does not fit fits all led to: Modules are organized into flexible and scalable building blocks Can be introduced and implemented in a State or a region depending on the need and level of readiness Recognizes that all the blocks/modules are not required in all airspaces (important for some regions), but some may need a global mandate and synchronisation So let’s look deeper into how this flexibility and scalability were included. (click) The Modules represent deployable packages or capabilities. Note that there are numerous Modules in each Block. Click) The Threads describe the evolution of a given Module or capability through the successive block upgrades (Click) Blocks represent a set of improvements that can be implemented globally from a defined point in time to enhance the performance of the ATM System (Click) Sets of Threads and Modules are captured as Performance Improvement Areas which are groups of operational and performance objectives in relation to the environment.
- #10 Block 0 represents the capabilities within our grasp. When determining which modules should make up Block 0, the technical team used the following set of criteria: Must use existing aircraft technology. No new aircraft technology is to be required. However the installation of existing technology may be required. No new ATM concepts are to be used. By 2013 it must be implemented in at least two States/Regions. We are basically using the “block upgrade” process to make the most of what we have today. Not only that it is a good way to learn to work and to cooperate together. Remember what I had said earlier about integrated planning.
- #12 PBN: Runway safety: Main enabler to address CFIT and unstabilized approaches Accessibility: due to flexibility and application of modern on-board avionics to its full extent, more runways are accessible (previously not accessible, or by less safe circling, offset or steep angle approaches) Efficiency: through application of modern on-board avionics to its full extent, positioning of routes, Sids and Stars is not constraint anymore by location of navaids, but can be put virtually anywhere (airspace optimization, less fuel burn, less delays, workload decrease). CDO and CCO’s reduce fuel burn and noise. PBN is a prerequisite before starting next generation airspace concepts. Therefore a full commitment to PBN and education is a prerequisite before starting the next generation projects. CCO and CDO: Continuous Descent en Climb Operations are significant contributors to efficiency and environmental benefits, fuel burn, emission and noise reductions. These type of operations are very much linked to PBN. As these type of operations have a potential to consume a lot of airspace, the airspace design flexibility provided by PBN is indispensable.
- #13 As with all program structures there are different ways to depict the overall story. We have already looked at program-like references as well as a “research-ready” view. From an operational perspective this rendering should provide more of an end-to-end view. From pre-flight, through Top of Climb, the Enroute phases, and then the terminal area and again the surface; we have included all the modules in a view appropriate to ensure understanding of where the benefits occur through performance improvements in the relevant domain. Again, we are not trying to “force” a one-size-fits-all approach. Some regions of the world many not require all of the capabilities described. However, it should be recognized that if some of the Modules are not adopted, then not all benefits will be available. But it is important to note, that the Modules, even on a stand along basis, are important because they represent an interoperable, harmonized set of solutions.
- #16 And to be sure it is not all about hardware. In assessing the Optimum Capacity and Flexible Flights Performance Improvement Area there are components of procedure development to build on RNP and Flexible Use of Airspace concepts and initial airborne situational awareness implementations we find that we have the formula to grow the system capabilities. Add to that improved information sharing, as noted in the Globally Interoperable Systems and Data area and we now can share the improved information and enable the airspace.
- #18 For the Efficient Flight Path Performance Improvement Area we recognize the improvements for Optimized Profile Climb and Descent in B0-05 and B0-20. Today we initiate those operations with voice commands. By introducing a Data Link capability for either the simple trigger message to begin the operation or to upload a revised clearance package consistent with the climb or descent, we further improve the flight path efficiency. B0-40 is a reflection of today’s oceanic and remote data link system. We saw the initial application of these capabilities in Tailored Arrivals in the Pacific and Atlantic operating areas. Further we are now seeing revenue flights into Los Angeles using the modules as described on a day to day basis. Other regions like Sydney, Miami, Atlanta, and others are preparing for similar use. While there are no dependencies these are clearly first steps to the follow-on capabilities contained in Block 1. These Modules are know to work, provide access to definable benefits, and are proven and demonstrate complete readiness against the checklist. They can be deployed on a global basis with a clearly described implementation package. This package has been developed on a global basis based on the regions using the capabilities described. But this is just the starting point for the future. Block 0 provides the foundation and enables Block 1 to build on those successes. Blocks 2 and 3 add additional capabilities for those that require additional capabilities.
- #20 So in closing… The Aviation System Global Block Upgrade initiative is intended to constitute the framework for a worldwide agenda towards ATM system modernization. Offering a structure based on expected operational benefits, it should support investment and implementation processes, making a clear relation between the needed technology and operational improvement. However, block upgrades will only play their intended role if sound and consistent technology roadmaps are developed and validated. As well, all stakeholders involved in the worldwide ATM modernization should accept to align their activities and planning to the related Block upgrades. The challenge of the Twelfth Air Navigation Conference will be to establish a solid and worldwide endorsement of the Aviation System Block Upgrades as well as the related technology roadmaps into the revised Global Air Navigation Plan, under the concept of One Sky.