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
This slideshow was made for an invited talk at a local radio club that took place in early 2013. It introduces the methods of navigation and gives overview on the role of aerodrome and airspace traffic control.
This powerpoint has some copyrighted materials which I don't have copyright for. Please msg/comment to let me know so I can amend/delete it.
This slideshow was made for an invited talk at a local radio club that took place in early 2013. It introduces the methods of navigation and gives overview on the role of aerodrome and airspace traffic control.
This powerpoint has some copyrighted materials which I don't have copyright for. Please msg/comment to let me know so I can amend/delete it.
Here you will find everything that you need to know about Aviation Charts right from their history, evolution and the type of charts that we use today.
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Here you will find everything that you need to know about Aviation Charts right from their history, evolution and the type of charts that we use today.
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The World’s Most Advanced Air Transportation System at the Cross Roads
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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
Programmatic and 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 Block Upgrades
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 Block Upgrades
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
Addresses ANSP, 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
Capacity and
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: Content Overview
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
11. Block 0:
Capabilities within our 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: Across the 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
15. Optimum Capacity and Flexible 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
Improved Flexibility 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
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
21. A-CDM
Airport become bottle 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 of information (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 & Pre Departure Sequencer(PDS)
9/22/2016 25
28. 9/22/2016 28
• Initial 4D 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 +
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.
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.
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.
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.
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.
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.
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.