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Communication Navigation Surveillance/Air Traffic Management (CNS/ATM)
Advisory Group (AG)
SIXTH MEETING
(Brussels, Belgium, 17 - 19 November 2010)
1 Introduction
1. The Sixth Meeting of the International Business Aviation Council (IBAC) Communications Navigation Surveillance/Air Traffic Management Advisory Group (CNS/ATM AG/6) was convened with the principal objective of continuing the work of the Group. The meeting was held in Brussels, Belgium, 17-19 November 2010.
2. The CNS/ATM AG/6 focused on the following items:
a. reports from ATMG 36 and the CNSG 03;
b. discussion on the IBAC member equipage and technology;
c. presentations and discussions with Eurocontrol, SESAR Joint Undertaking (SES JU) and European Aviation Safety Agency (EASA) representatives;
d. discussion on the data link mandates;
e. status of items in the CNS/ATM AG action list.
2.1 Mr Peter Ingleton chaired the meeting and opened with his welcome remarks stating how pleased he was to acknowledge the varied participation at this meeting and the continued support of the participants. He expressed the regrets on behalf of Mr Don Spruston, Director General of IBAC who was unable to attend this meeting. He welcomed the new participants at the table and began the meeting with round table introductions.
2.2 Mr Ingleton noted the participation of the guest presenters from Eurocontrol, SESAR JU and EASA. He also thanked the EBAA for their assistance in arranging the meeting and guests for the CNS/ATM AG/6 meeting.
2.3 Mr Brian Bowers was the Secretary for the meeting. He expressed the regrets on behalf of several participants (FAA-ATO & SWIM; ARINC; JBAA; Universal Avionics; and others) who were also unable to attend this meeting.
2.4 The chairman briefed the new participants on the background and terms of reference for the CNS/ATM Advisory Group.
2.5 He noted that some of the issues brought to the attention of the NAT working and SPG groups by IBAC at an early stage
2.6 The lists of participants and of contacts are at Appendix A.
2.7 The Group then adopted the following agenda items:
a) Agenda Review and Update; (Section 2)
b) Meeting with EBAA representatives; (Section 3)
c) Reports – CNSG, SOG and ATMG, NBAA IOC issues, RTCA SC 214; (Section 4)
d) CNS/ATM AG Technology Development Roadmap; (Section 5)
e) Discussion on meetings, input and participation; (Section 6)
f) CNS/ATM – News and Views; (Section 7)
g) Possible disconnects between SESAR and NextGen; (Section 8)
h) IBAC Member Requirements; (Section 9)
i) CNS/ATM Issues; ADS-C, CPDLC, ADS-B, ATN, SAAAR (Special Aircraft and Aircrew Authorization Required), Recorders; (Section 10)
j) CNS/ATM on the World Wide Web; (Section 11)
k) Action Plan; (Section 12)
l) Presentations and discussion with Eurocontrol, SESAR Joint Undertaking and European Aviation Safety Agency (EASA) representatives; (Section 13)
m) Next meeting; (Section 14)
n) Any other business. (Section 15)
3. Agenda Review and Update
4. During the review and agreement on the agenda items it was noted that one of the prime objectives of this meeting would be discussion with the EBAA, Eurocontrol, SJU, EASA and discussion on the data link mandates in the NAT and Europe.
5. Meeting with EBAA
6. The EBAA representatives and AG members discussed at considerable length the European data link mandate exemption process.
7. The discussion identified potential problems which will occur if requests for exemptions are forwarded by individual business aircraft manufacturers for literally hundreds of “types” of aircraft. The system will get bogged down with the process and too much time may pass due to lack of exemption approval resources.
8. The participants felt that the AG should, through the resources of GAMA, initiate a one day meeting of all business aircraft manufacturers and pertinent operators in a location (probably Brussels) and at a
time (February/March timeframe), to be determined, to discuss a way forward with the problem of exemption requests.
9. The intent of the meeting would be to coordinate and cooperate together as a single unit in preparing justification and requesting exemptions for the whole of the business aircraft manufacturing sector.
10. The exemption approval would not prevent or deter business aircraft manufacturers who can meet the deadlines and requirements from continuing with their plans and installations. It would simply mean that all business aircraft manufacturers would be exempt from the data link mandate, but would comply if technically and operationally feasible as well as being monetarily acceptable.
11. It was agreed that preliminary discussion should also be planned with Eurocontrol, the EC and any other responsible organization after agreement between the business aircraft manufacturers is reached.
12. Attendees at the meeting would need to have their positions established prior to the meeting and be prepared to coordinate and cooperate in good faith at the meeting.
13. There is no intent to divulge proprietary information or impede competition. “Co-operative competition is based upon promoting mutual existence.”
14. As part of the discussion on aircraft technology it was noted that IBAC and the AG supports international business jets equipping with avionics and communication capabilities to meet the requirements of States mandates.
15. The minimum equipment for data link requirements should be CPDLC, ADS-C, installed SATCOM voice and ADS-B equipment. Although in most cases this fitment is not available for retrofit at an acceptable cost, in the near future, globally, these items will be on a minimum equipment list.
16. The AG also discussed business jet traffic in general and over the NAT specifically.
17. NAV CANADA has compiled for IBAC a summary of NAT traffic for 2009 and it is provided in Appendix B.
18. Reports/Group Representation
19. IBAC has a number of representatives who participate on IBAC’s behalf at meetings within the international community.
20. It had been agreed at previous meetings of the AG that the representatives at the CNSG, SOG, IMG and ATMG should provide information from the meetings to the group that concern CNS/ATM implementation.
21. With this in mind, the secretary provided a brief summary of activity which had taken place during the ATMG/36 meeting held in Paris, France, 20 to 24 September 2010 noting areas relevant to the CNS/ATM AG.
22. A trial implementation of reduced longitudinal separation of 5 minutes between ADS-C equipped aircraft commenced on 25 May 2010. The UK had advised however that, it had been necessary to suspend the trial because of concerns that the Flight Data Processing System (FDPS) might become overloaded. It was expected that software updates would be completed in time to support a resumption of the trial in March 2011.
23. Canada has advised that it intended to initiate the trial for westbound aircraft west of 30° West as early as late November 2010, and was ready to bilaterally implement the trial with UK when they are both ready.
24. The NAT SPG/46 has again clarified that the NAT data link mandate was formulated mainly to address safety management concerns.
25. A decision has been made to retire “Guidance Material Concerning Air Navigation in the North Atlantic Region” (NAT Doc 001) and to expand the scope and content of the NAT MNPSA Operations Manual, the NAT IGA Manual and the NAT ASM.
26. The Global Operational Data Link Document (GOLD) has been endorsed by the NAT SPG and the Guidance Material for ATS Data Link Services in North Atlantic Airspace has been retired.
27. The draft NAT Region PBN Transition Plan is being further developed and will focus on how the accommodation of RNAV 10 (RNP 10) and RNP 4 approved aircraft in the NAT MNPS airspace can be achieved. It is expected that aircraft already certified for RNAV 10 (RNP 10) should be allowed to operate in NAT MNPS airspace without an additional approval.
28. The ATMG will be carrying out an analysis to address the recommendation concerning the vertical and horizontal limits of exclusionary airspace associated with the NAT Region data link mandate. This analysis will also partially address the requirement to “Establish the approximate percentage of flights to be conducted by 25 NM-lateral eligible aircraft to proceed with 2012, 2013 and 2015 implementations”.
29. A proposal to amend the NAT SUPPs to incorporate the NAT Region data link mandate has been circulated to States and the NAT SUPPs proposal for amendment (PfA) concerning the use of SATCOM voice is still in circulation and awaiting Council approval.
30. ADS-B services over the southern part of Greenland to be provided by Gander OACC tentatively scheduled beginning in the summer of 2011.
31. As some transponders do not provide sufficiently accurate downlinked data, they will not be included in the ADS-B service. The only way to ensure that only usable ADS-B data will be displayed to air traffic controllers at present is to include the aircraft addresses on a “white list”.
32. A common Volcanic Ash Contingency Plan for the EUR and NAT Regions (EUR Doc 019 and NAT Doc 006 Part II) is available on the ICAO EUR/NAT website.
33. An International Volcanic Ash Task Force (IVATF) has been established by the Secretary General of ICAO to assist the Secretariat in developing a global safety risk management framework that would make it possible to determine the safe levels of operation in airspace contaminated by volcanic ash.
34. The draft edition of Guidance Concerning Air Navigation In and Above the North Atlantic Minimum Navigation Performance Specifications Airspace (the future NAT Doc 007) has incorporated input received to date and is expected to be finalized and issued before the end of October 2010.
35. The implementation of the WAM (Wide Area Multilateration) in the Azores has been delayed for operational use until the second quarter of 2011. The ADS-B capability derived from the WAM stations will be integrated during the second half of 2011 when it may be used for conformance monitoring. The possible provision of ATS Surveillance with integrated ADS-B is still being studied.
36. The Radio Technical Commission for Aeronautics (RTCA)SC214/European Organisation for Civil Aviation Equipment (Eurocae)WG78 has been given a mandate to harmonize continental and oceanic data link standards for the future data link systems (CPDLC and ADS-C) with the intention that a single system would be able to provide data link services to all phases of flight in all types of operating environments (airport, terminal, domestic, oceanic).
37. The ATMG agreed to recommend to the NAT IMG that it form a task force composed of operational and technical data link experts to provide formal input from the NAT SPG working structure to the SC-214/ WG-78. It is expected that the work of this group would be completed by the end of 2011.
38. The CNSG 3 meeting review was also provided by the CNS/ATM AG Secretary.
39. The CNSG/3 was held from 27 September to 01 October 2010 in Ottawa, Canada.
40. Canada, the UK and the US prohibit the use of PEDs on board of aircraft with the exception of the taxi-in phase. The existing national regulations would effectively not permit use of portable satellite phones on board aircraft for ATC communications.
41. However, it was noted that this would not apply in emergency situations where in line with the latest amendments to the ICAO SARPs all possible means of communications could be used.
42. Concerns were expressed by the US that there was insufficient guidance material for the operational use of Aeronautical Mobile Satellite (Route) Service (AMS(R) S) voice communication systems and that the implementation of AMS(R) S voice for ATC communications in the absence of such guidance material could likely lead to confusion in its use and eventually end up with a region-specific solution. These concerns will be taken into account as part of the future work of the inter-regional SATCOM voice task force.
43. The CNSG requested further clarification specifically regarding current Inmarsat policy that required Swift Broadband capability for aircraft to access Classic Aero services on the I4s and few aircraft today had this capability.
44. The FANS 1/A over Iridium (FOI) project administered by the FAA-sponsored Performance-Based Operations Aviation Rulemaking Committee’s Communications Working Group (PARC CWG) determined Iridium to be viable for CPDLC/RCP240 and ADS C/surveillance performance requirement type 180 operations. Airbus and Gulfstream noted similar results from their testing.
45. The use of FOI is still not approved for operations in the reduced separation environment but it is believed that overcoming this issue will be possible in the relatively short term. Since the PARC provides recommendations to the FAA, it emphasized that it was essential for the FAA to coordinate with ICAO.
46. The SC214/WG78 is working on the definition of future data link systems.
47. The CNSG also reviewed proposed changes to the draft implementation plan for the trial application of RLatSM. The changes were accepted, including the ADS-C surveillance performance requirement type 180 alongside RCP240.
48. Ireland will implement some FANS1/A CPDLC services above FL245 in Shannon UIR, NOTA & SOTA, from 18th March 2011. The initial implementation will include SSR code assignment, frequency assignment, ATC microphone check and squawk IDENT services.
49. The CNSG was also informed that UK NATS would be implementing FANS in the domestic airspace (Scottish FIR) in 2013.
50. Mr David Stohr was unable to attend the AG/6 meeting but he provided a recent report by email from the IMG/37 meeting and the secretary of the AG reviewed the Technical Report for the group.
51. The NAT IMG/37 meeting was held in Dublin, Ireland from Nov. 2nd through Nov. 5th, 2010.
52. The IMG was presented with a status report on the development of a plan for the transition from MNPS airspace to PBN specifications. Iceland has agreed to act as the focal point for producing an outline for a step-by-step plan for the transition.
53. Work is progressing to allow operators approved for RNAV 10 (RNP 10 Label) or RNP 4 to operate in the designated airspace without an MNPS approval.
54. The data-link mandate in the North Atlantic Region was discussed at length. Additional work is required in defining the horizontal and vertical limits of the airspace to be affected. Also, it was agreed that clarification was necessary in determining the meaning of “aircraft being unable to equip” to qualify for an exemption as well as defining the “appropriate authority” for issuing an exemption.
55. The United States informed the IMG that it does not support the publication of the Proposal for Amendment (PfA) as it currently exists.
56. The work on implementing a reduction of lateral separation in the North Atlantic Region continues. The implementation plan has been updated and a task list supporting the reduction of lateral separation has been developed.
57. The viability of the published time line was challenged by the United States, stating that the number and percentage of flights that would be FANS 1/A or equivalent data link equipped would not be sufficient to warrant the segregation of airspace in 2012 and 2013.
58. ADS-B services will be introduced into the North Atlantic Region by Canada, Iceland and Portugal by the end of 2012.
59. In order for an operator to be eligible for ADS-B service the aircraft must use a DO-260 compliant transponder, there must be a compliance statement in the Aircraft Flight Manual referencing EASA AMC 20-24 or equivalent and the operator must have an approval issued by the State of the Operator or the State of Registry.
60. Operators must also be included on a “whitelist” in order to be allowed to participate in the ADS-B service.
61. Operators were reminded to report all problems with ADS-C and CPDLC to the Data Link Monitoring Agency (DLMA). IATA and IBAC were asked to bring this to the attention of their members.
62. At this point in time the timeline for the implementation of both the data link mandate and the Reduction of Lateral Separation Minimums (RLatSM) have not been adjusted.
63. While not all of the States are in support of the current proposed time lines, the discussions continue as to the viability of the current time lines.
64. Operators should be looking at means of equipping to comply or researching a means by which to get an exemption.
65. The ATMG/36, CNSG/3 and IMG/37 technical reports are available on the IBAC and NBAA SharePoint IBAC CNS/ATM website locations. The links are located at IBAC CNS/ATM Tech Reports and NBAA SharePoint IBAC CNS/ATM AG.
66. CNS/ATM Information
67. The secretary reviewed the CNS/ATM Technology Development Roadmap which is a living/changing document and will be subject to continuous revisions. He noted that it is still difficult to obtain CNS/ATM implementation plans for some of the ICAO regions.
68. It continues to be difficult to keep the roadmap up to date, as a lot of the information changes frequently in the ICAO regions.
69. The roadmap is published with a version number and date (currently Version 03 from 01/11/2010) so that anyone reviewing the data will be able to determine when the last update was completed.
70. Comments were received from the members of the AG and these have been incorporated and a new version will be posted.
71. It was again noted that the previous review of the content of the Strategic Projection of Airspace Requirements and Certification (SPARC) software tool should not be forgotten. This type of software would be an invaluable tool and is still being pursued with ICAO.
72. The CNS/ATM Technology Development Roadmap is available on the websites even though some information may be incomplete or out of date. The data is still relevant and some of the links from the document will be of use to the aviation community.
73. The reviewed version is attached to the minutes as Appendix G and it is also hyperlinked to the IBAC CNS/ATM Guidance Material.
74. Input to Groups
75. IBAC has a standing commitment to provide representation at international forums on an on-going basis.
76. To facilitate the representation in relation to current issues with the data link mandates, members have been acquiring and analysing data to assist with knowledgeable interventions on behalf of international business aviation.
77. The IBAC has met with NAV CANADA to avail of their statistical capabilities in relation to the NAT. An analysis of data provided to date follows.
78. The reference data is shown in Appendix B.
79. The replies indicate 48% of the operators utilize FL 350 – FL400 with FL390 &FL400 being heavily preferred both east and westbound.
80. It was noted that the flight level band for the NAT data link mandate has yet to be determined. In this regard the group has previously discussed several options.
81. The group generally agreed that the setting of FL350-FL400 for exclusionary use within the core tracks for data link equipped aircraft as described above starting 7 February 2013 would probably be acceptable for business aviation.
82. The group was more concerned about the beyond 2013 mandate.
83. The group were also aware that the European regulatory body has provided some exemptions to the European data link mandate.
84. The exemption requests are looked at in in relation to extraordinary cost and lack of equipment availability.
85. News and Views
86. This is a standing agenda item and is intended to provide the most up to date information available just prior to the meeting and of interest to the group.
87. The information provided to this meeting is included at Appendix F.
88. Comparison of NextGen and SESAR
89. The secretary provided information (some excerpts noted below) from an article written By Mr Frank Alexander, Industry Chairperson, Aircraft Working Group of the NextGen ATS Joint Planning and Development Office (JPDO).
90. Mr Alexander stated that the RTCA’s NextGen Mid-Term Implementation Task Force (or Task Force 5 (TF5)) “recommendations are more heavily dependent on aircraft and avionics capabilities, policy changes and an emphasis on greater use of Area Navigation (RNAV), Required Navigation Performance (RNP) and Vertical Navigation (VNAV)-based flight profiles”.
91. While” SESAR seems to place greater emphasis on capabilities of the ATM system than on the aircraft and its avionics, especially during the period up to 2013”.
92. “The SESAR implementation plan and the TF5 recommendations focus on the initial application of trajectory-based operations, approach and landing operations, surface safety and efficiency. Both place emphasis on the near-term utilization of existing aircraft and avionics capabilities and support the early use of basic levels of collaborative decision-making and information sharing.”
93. “The TF5 report stresses maximum improvements at minimum cost to the operators initially, but acknowledges that changes in equipage will be needed to further improve the system. SESAR places a greater emphasis on ATM operations and procedure enhancements in the near and mid-term and will require the mandate of upgraded avionics capability (data link and ADS-B) to achieve some of the expected improvements.”
94. “Both programs have support from their respective user communities and include implementation plans for operational capabilities of both aircraft and the ATM system. They also include financial analysis, incentivization, research and post implementation analysis. The operational capabilities are similar, differing mostly in terminology.”
95. Further information is also provided at the JPDO website.
96. A discussion took place amongst the AG members on philosophical differences between the USA and European systems.
97. Concern was expressed on the difficulty to obtain system integration, harmonization, interoperability and to develop commonalities in operational capabilities and technology.
98. The group discussed a presentation entitled “International Harmonization of NEXTGEN/SESAR with a series of Next Steps” given by Nancy Graham, Director, Air Navigation Bureau in October, 2010.
99. The presentation may be found at the IBAC website and the IBAC CNS/ATM section of the NBAA SharePoint site.
100. IBAC Member Requirements
101. This item is a holdover from an earlier requirement whereby the service providers were trying to ascertain the current equipage of business jet aircraft and future technology plans.
102. The CNS/ATM AG has been unable to gather the information due to the large diversity of operators, airframes and modification to the avionics since purchase.
103. It is now an item on the agenda to initiate discussion on “wants and needs”.
104. The group held a general discussion on the benefits and business cases surrounding SESAR and NextGen.
105. The participant from NetJets Europe advised the group that he was working on a project to list all the SESAR requirements for business jets in Europe.
106. He reviewed the list of 20 items intended also to compare the requirements with the objectives of the EATM MP to see if they are being met.
107. He provided a link to the website for the initiation of a forum tracing business aviation specific requirements: http://www.pilotdocumentation.com/busav, User: visitor, Password: visitor.
108. The list is shown in Appendix C.
109. The group also discussed and reviewed information available on the JPDO website library.
110. There is considerable information contained at this location and the group took note of the content.
111. It was noted during discussion by the group that the business aviation motivation for improvements in the future ATM systems in Europe and North America are probably not the same.
112. In Europe for example route segment charges are approximately double the cost of the North American charges and in North America CO2 reductions are a popular public relations item.
113. North America has a lot of airspace for aviation whereas in Europe airspace is limited and the airspace is extremely communication congested.
114. The AG noted the North American weighting of the CNS/ATM AG and felt that other parts of the globe could benefit from the meetings and a more geographic representation would help the group by providing insight from those areas of the globe not currently represented.
115. The group noted the JBAA does attend on a regular basis and other organizations like MEBAA, BBGA and Embraer receive the minutes and monitor our actions.
116. Unfortunately with the state of the global economy, finances are limited, travel and attending meetings are sometimes the first things that are cut from the budget. Although this may not be an appropriate action in these fast changing times where mandates and programs can affect the budgets bottom line. The results may be more costly than attending a meeting or two where having a say in a projects implementation could prevent an adverse impact from happening.
117. In an effort to encourage other business aviation associations to become more active in the group, notification and minutes will be sent to an enhanced distribution list.
118. CNS/ATM Technologies
119. ADS-C/CPDLC - The FANS-1/A System was originally developed by Boeing, and later adopted by Airbus and is primarily used in oceanic routes. Originally deployed in the South Pacific in the late 1990s and later extended to the North Atlantic. Mainly used in oceanic and remote airspace and uses satellite communications. Some of the countries or portions thereof currently reported to be using the FANS-1/A CPDLC system include Australia, Brazil, China, Fiji, French Polynesia, Iceland, India, Japan, Madagascar, New Zealand, Norway, Portugal (Santa Maria OCA), Saudi Arabia, Senegal, Singapore, South Africa, Russian Far East, Sri Lanka and Vietnam.
120. ADS-B – Australia was the first country with full, nationwide ADS-B coverage, though only above FL300.
121. NAV CANADA commissioned operational use of ADS-B in 2009 and is now using it to provide coverage of its northern airspace around Hudson Bay. The service is also being extended to cover some oceanic areas off the east coast of Canada and Greenland. It is expected to be later extended to cover the rest of the Canadian Arctic, and to the rest of Canada.
122. In China an American Company, ADS-B Technologies has created one of the largest and most successful ADS-B systems in the world (an 8 station, 350+ aircraft network that spans more than 1,200 NM across Central China). This was also the first UAT installation outside the U.S.
123. In Sweden the LFV Group has implemented a nationwide ADS-B network with 12 ground stations. Installation commenced during spring 2006, and the network was fully (technically) operational in 2007. An ADS-B supported system is planned for operational usage in Kiruna during spring 2009.
124. In the United States the FAA said recently that ADS-B will be fully operational in the U.S. by 2013 and by 2020, aircraft operating in controlled airspace will be required to have ADS-B-out capability to announce their position and identification.
125. In the United Arab Emirates they have commissioned three operational redundant ADS-B ground stations in early 2009 and they are now using ADS-B to provide enhanced coverage of their upper airspace in combination and integrated with conventional surveillance radars.
126. ATN – The ICAO Doc9705 compliant ATN/CPDLC system is operational at Eurocontrol's Maastricht Upper Airspace Control Centre and has now been extended by Eurocontrol's LINK2000+ program to many other European Flight Information Regions (FIRs). The VDL Mode 2 networks are used to support the European ATN/CPDLC service. Maastricht UAC is currently still the only air traffic control centre in busy central European airspace which is offering CPDLC services on a 24/7 basis.
127. MCAM Concept - No update available.
128. ACAS/TCAS – EASA has proposed the following dates for the TCAS II version 7.1 mandate in European airspace: forward fit (new aircraft) 1 March 2012, retrofit (existing aircraft) 1 December 2015. These dates are proposed dates, subject to further regulatory processes and are not final until the Implementing Rule has been published.
129. RNP SAAAR (special aircraft and aircrew and authorization required) approaches – Certain RNP operations require advanced features of the on-board navigation function and approved training and crew procedures. These operations must receive approvals similar to those required for operations to conduct instrument landing system (ILS) Category II and III approaches. Many business aviation aircraft are capable of RNAV and basic RNP operations (approximately 75 percent being GPS equipped). All RNP SAAAR approaches have reduced lateral obstacle evaluation areas and vertical obstacle clearance surfaces predicated on the aircraft and aircrew performance requirements of this AC.
130. CARATS – In Japan a study group held a number of discussions and considered from various angles how the air traffic system should be in future, taking global trends into account, it has finally compiled this “Long-term Vision for the Future Air Traffic System,” which was named “CARATS: Collaborative Actions for Renovation of Air Traffic Systems” since it required the following collaborative works with various aviation stakeholders:
(a) Collaboration with industry, academia and government
(b) Collaboration between operators and Air Navigation Service Provider (ANSP)
(c) International collaboration to realize seamless air traffic operations
(d) Collaboration among co-users of airspace (Civil, Japan Self-Defence Forces, US Forces)
(e) Collaboration with local communities.
131. CVR/FDR – With regard to flight recorders, ICAO has amendments to Annex 6 Part 1, 2 and 3 and the FAA has launched a rule on CVR and DFDR regulations http://edocket.access.gpo.gov/2010/2010-31.htm. EASA have a Notice of Proposed Amendment (NPA) out for the changes too and Eurocae ED112 has superseded ED55 and ED56.
132. The FAA proposed rule requires all FAA regulated aircraft to have TSO-124a approved CVRs fitted which have a 2 hour recording duration.
133. The recording of data link messages by most manufacturers will be to the CVR rather than in a separate recorder.
134. The compliance date for newly manufactured aircraft operating under part 91 for the ten-minute backup power source for CVRs is April 6, 2012.
135. The compliance date for newly manufactured aircraft operating under part 91 for increased DFDR sampling rates is April 6, 2012.
136. The compliance date for newly manufactured aircraft operating under part 121, 125, or 135 for increased DFDR sampling rates is December 6, 2010.
137. The compliance date after which newly installed data link systems must include recording capability for aircraft operating under part 91 for recording of data link communications is 6 April, 2012.
138. The compliance date after which newly installed data link systems must include recording capability for aircraft operating under part 121, 125, or 135 for recording of data link communications is 6 December, 2010.
139.The proposed amendments to Annex 6 are available for review under “shared documents” at NBAA IBAC Sharepoint website.
140. The Eurocae ED112 expands the number of recording systems from two, CVR and DFDR to four, CVR, DFDR, Data link Recorders, Flight Video Recorders.
141. CNS/ATM on the World Wide Web
142. The secretary updated the group on the status of the IBAC website and the NBAA sponsored IBAC SharePoint website.
143. The IBAC CNS/ATM AG sections of the websites contain information and links relative to CNS/ATM.
144. Items such as the CNS/ATM Advisory Group AG TOR, CNS/ATM AG minutes, presentations given to the AG, minutes of the FIG/CNSG and ATMG meetings, the Global ANP, library of CNS/ATM documents, ICAO Regional Plans and any other CNS/ATM information and links of assistance to the IBAC community.
145. The CNS/ATM AG members are invited to review the sites and comment on content.
146. A screen capture of the NBAA sponsored IBAC SharePoint and CNS/ATM AG webpage is attached at Appendix D.
147. The AG members who are not already registered should advise the secretary of the AG by email of their interest in gaining access to the SharePoint site in order to receive an invitation to join the site.
148. A chat forum has also been set up within the CNS/ATM AG portion of the SharePoint website. The forum could assist AG members interaction on items that have not yet reached maturity or that need further discussion, and the site can also be used for extensive downloads.
149. Action Plan
150. The secretary reviewed the status of items from the CNS/ATM AG/5 action list.
151. The AG/6 action list has been updated and is shown in Appendix E.
152. Item 5-2 “to identify and discuss the possible disconnects between NextGen and SESAR”. See “Avionics Magazine article Friday, January 1, 2010 NextGen Special Section: Stacking up SESAR, NextGen” hyperlink http://www.aviationtoday.com/av/categories/commercial/65409.html.
153. Item 5-4 “Continue discussion with ICAO concerning the “One Stop Shop” concept and the Geographic Information System (GIS) portal contents for IBAC CNS/ATM information.” Discussions have been on-going with ICAO and the GIS points of contact have been busy with other requirements. The D/ANB is aware of on-going requirements for this item.
154. Item 5-5 “Develop a methodology to determine acceptable trans-Atlantic altitude bands and future projections of the IBAC community Avionics equipage for 2015”. The AG executive has worked with NAV CANADA and has used info from the FAA to determine suitable (verifiable) altitude bands. The ATMG will be conducting a full analysis of flight level usage in the NAT.
155. Item 5-8 is to “Monitor the developments of the RCP implementation plan for the NAT Region which is aiming to mandate RCP by 2015.” This item is still on track for a data link mandate in 2015 with mitigation for aircraft not able to equip by the deadline. However the AG is working this item through the NAT Groups and there some objections to the dates by the US as well as IBAC and IATA.
156. Item 5-10 “Monitor and report on the development of the contingency procedures for loss of data link in one or more of the NAT Oceanic Control Areas (OCA) and the study on the feasibility of reverting to voice procedures in the event of the data link failure.” Procedures are still being developed for inclusion in the NAT Contingency Procedures Document (NAT Doc 006). At the ATMG/36 Canada proposed wording for the Gander OACC portion of the document and this information is being reviewed by the other Providers.
157. Item 5-13 “Monitor and report on the status of the use of SATCOM voice for routine ATS communications.” The NAT Supplementary procedures PfA is in circulation. An inter-regional ad hoc Satellite Communication (SATCOM) task force has been established to address the issue that there is insufficient guidance material for the operational use of Aeronautical Mobile Satellite (Route) Service (AMS(R) S) voice communication systems and that the implementation of AMS(R) S voice for ATC communications in the absence of such guidance material would most likely lead to confusion in its use and eventually end up with a region-specific solution.
158. Item 5-19 “Monitor and report on the development of procedures to ensure that flight crews are provided information related to satellite communication service outages. “ A new type of document, the NAT Operations Bulletin (NAT Ops Bulletin), has been created to facilitate the posting of “third party” documents such as AICs, guidance material for clearance delivery via data link, etc. The NAT OPS Bulletin Checklist contains a list of all current NAT Operations Bulletins and will be re-issued whenever a bulletin is added or deleted.
159. Item 5-20 “Monitor and report when the finalized draft document of the NAT Operational Contingency Plan is available on the ICAO NAT PCO website.” The ICAO EUR/NAT website: www.paris.icao.int is now available. Documentation pertinent to the NAT Region can be accessed by following the links to Documents and then to NAT Docs. The NAT Contingency Plan is numbered as NAT DOC 006.
160. Item 5-28 “Monitor and report on the status of the Japanese MCAM concept scheduled for validation and with operational flight tests by 2012.” Japan has a new program the “Collaborative Actions for Renovation of Air Traffic Systems (CARATS) “which will be added to the list of projects to monitor and report on. The CARATS document is posted on the IBAC and SharePoint websites.
161. Item 5-36 “Monitor and report on the Airborne Collision Avoidance System (ACAS)/ the Traffic Collision Avoidance System (TCAS) changes, particularly in Europe.” EASA has proposed the following dates for the TCAS II version 7.1 mandate in European airspace: forward fit (new aircraft) 1 March 2012, retrofit (existing aircraft) 1 December 2015. These dates are proposed, subject to further regulatory processes and are not final until the IR has been published.
162. Presentations
163. Over the course, of the three days, of the meeting several presentations were provided by Eurocontrol, SES JU and EASA. For ease of reading the summaries are all contained within the following paragraphs and the hyperlinks to the presentations are at IBAC (Presentations) and SharePoint (CNS_ATM AG 6 Minutes, Documents and Presentations).
164. The first Presentation was given by Mr Peter Green, head of the Single European Sky (SES) Framework Development Unit assisted by Mr Octavian Cioara the “Surveillance Performance and Interoperability Implementing Rule” (SPI IR) project manager.
165. Mr. Green spoke on the draft surveillance performance & interoperability IR and draft aircraft identification IR.
166. He advised that his unit primarily works at the request of the EC and EASA to develop draft IRs for implementation in Europe in support of the single European sky (SES) project.
167. He then passed the remainder of the presentation over to Mr. Octavian Cioara to explain the technical issues with the IRs.
168. The IRs are still in draft form. The draft IR on Surveillance, Performance, and Interoperability (SPI) is under discussion and approval is expected in 2011.
169. The requirements on the ground systems contributing to the provision of surveillance data are to ensure the harmonization of performance and the interoperability and efficiency of systems within the European Air Traffic Management Network (EATMN).
170. The airborne equipage is required to ensure interoperability with current and expected ground surveillance technologies. This is a building block for SESAR.
171. To achieve performance the ANSPs are free to set-up separation standards as long as they ensure seamless operations. However, the performance requirements, chosen to support the standards, must be technology independent.
172. To meet the interoperability standards, there are high level requirements on a common data format, when surveillance data is exchanged between systems. There is no obligation to use a specific format but one is available if the State wants to use it (i.e. ASTERIX).
173. The acronym stands for "All Purpose STructured Eurocontrol SuRveillance Information EXchange". ASTERIX is the Eurocontrol standard for the exchange of surveillance related data. ASTERIX provides a structured approach to a message format to be applied in the exchange of surveillance related information for various applications.
174. Mr Cioara noted the following dates for ELS carriage by all aircraft flying IFR/GAT - 8.01.2015 for “new” aircraft and 7.12.2017 for retrofit.
175. He also advised the dates for EHS data provision by fixed wing aircraft above MTOM of 5700 kg OR Max Cruising TAS greater than 250 knots - 8.01.2015 for “new” aircraft and 7.12.2017 for retrofit (exemptions possible through the EC/SSC).
The following excerpt is from the Eurocontrol website; http://www.eurocontrol.int/msa/public/standard_page/implementation_els_ehs.html.
“Mode S is being deployed within the Core Area of Europe (that area subject to high air traffic density) because current SSR systems have reached the limit of their operational capability (increasing RF pollution, lost targets, identity errors and Mode A code shortage). Mode S is therefore a necessary SSR replacement and will form part of the basis of the Surveillance infrastructure for much of the first quarter of the 21st Century.
Mode S Elementary Surveillance (ELS) is being deployed initially within the airspace of Belgium, France, Germany, Luxembourg, the Netherlands, Switzerland, Italy, the Czech Republic, Hungary and Greece. Mode S Enhanced Surveillance (EHS) is being deployed initially within the designated airspace of the United Kingdom, Germany and France, together with the airspace at and above FL 245 in the Amsterdam FIR and the airspace at and above FL 245 in Belgium and Luxembourg (subject to promulgation).
The other Core Area States are expected to implement EHS in due course. Other European States (beyond the Core Area) are also upgrading ground systems to Mode S capability, to benefit from the improved integrity of surveillance data, air picture and tracking and increased target capacity, and are expected to implement Mode S ELS or EHS at a later stage.”
176. The ADS-B (out) on 1090 ES (DO260B/ED102A) portion of the IR applies to all aircraft above MTOM of 5700 kg OR Max Cruising TAS greater than 250 knots and the dates for implementation are - 8.01.2015 for “new” aircraft and 7.12.2017 for retrofit.
177. There is the possibility for local mandates to extend the ADS-B Out carriage to all IFR/GAT in areas where ADS-B is used for surveillance.
178. The draft IR on aircraft identification aims to ensure the unambiguous and continuous individual identification of aircraft within the EATMN.
179. 9 February 2012 it is intended to have the capability to establish individual aircraft identification using downlinked aircraft identification for 50% of the flights in the core area of Europe and advanced capabilities for the assignment of discrete SSR codes for the rest of the flights.
180. 2 January 2020 it is intended to have the capability to establish individual aircraft identification using downlinked aircraft identification for all flights (via Mode S, ADS-B, and WAM).
181. The AG noted the discontinuity between airborne regulations and mandates versus the lack of the same commitment required by the ground ANSPs.
182. This discrepancy was acknowledged by the Eurocontrol guests and they advised that this issue has been noted and will be brought to the attention of the EC for action. They also noted that this has always been a difficult item to correct between the States within the EU.
183. They advised that the 2020 obligations are on both the ground and the airborne side to make the whole system function as an integrated solution.
184. Mr. Martin Adnams, Programme Manager of the LINK 2000+ Programme, spoke on Eurocontrol’s Data link mandate and gave an overview of the LINK 2000+ Programme.
185. He explained that Europe will be implementing en-route CPDLC over ATN/VDL2 using baseline ICAO standards and the system will be forward compatible with new services/technology.
186. This will provide ATC Communications Management (ACM), ATC Clearances (ACL) and ATC Microphone Checks (ACM).
187. This implementation will result in an overall 11% capacity gain in reduced controller workload and increased safety with fewer misunderstandings between controllers and pilots.
188. The infrastructure will require FDPS upgrades from paper to electronic strips, while re-using avionics upgrades for future enhancements.
189. The data link services IR (EC Reg. No. 29/2009) key dates have not changed.
190. To obtain DLS-IR exemptions under article 14, application to the EU is needed for aircraft types for which re-engineering costs would be disproportionate due to old design.
191. Each case must be made by the applicants and exemption may be permanent or temporary for forward fit.
192. Several questions were posed from the group concerning temporary versus permanent exemptions.
193. Temporary exemptions are only from 2011 for forward fit of aircraft which will not meet the 2011 date. No temporary exemption is available for the 2015 retrofit date.
194. Permanent exemptions are forever for that aircraft type.
195. At the present time there is one single process for European registered aircraft for airworthiness certification and compliance to the DLS IR EC 29/2009.
196. Applicants must apply to EASA, comply in the short term with a special condition and in the long term EASA will define a certification specification. EASA will check airworthiness compliance and interoperability requirements and if all is in order, issue an “EASA Certificate”.
197. In future there will be reciprocal arrangements with other jurisdictions like USA and Canada whereby one application to, and approval from, the state of registry will meet European requirements.
198. There is a CPDLC demonstrator at: http://www.eurocontrol.int/link2000/public/standard_page/pilot_atco_mockup.html.
199. Mr. Adnams noted that Implementations Packages (IP) 2 and 3 are beyond 2015.
200. IP 2 is in the 2015-2020 timeframe and IP 3 beyond 2020. They are being looked at by the SC214/WG78 and include such things as:
a) Data-link TAXI (D-TAXI) with the objective of the service to give automated assistance and additional means of communication to controllers and pilots when performing routine communication exchanges during ground movement operations such as; start-up, pushback, routine taxi messages and special airport operations (e.g. de-icing). It will be supplemental to voice.
b) Data Link Operational Terminal Information Service (D-OTIS) provides automated assistance to aircraft in-flight by delivering up-to-date meteorological and operational information for aerodromes
c) 4D trajectory data link (4DTRAD) Service aim is to provide a data communication service for ATC clearances and trajectory data from the aircraft to the ground system to support enhanced trajectory modelling, coordination and constraint conformance monitoring.
d) Flight Path Intent (FLIPINT) Service provides information to ground automation for the detection of inconsistencies between the ATC flight plan and the flight plan activated in the aircraft’s FMS and will provide the ground automation with current aircraft trajectory data for use in updating the ground trajectory prediction.
e) Data Link – Hazardous Weather Service (D-HZWX) provides timely alerts, warnings and updates on changing hazardous weather conditions, supporting appropriate flight crew decisions based on flight critical weather information which may affect the safety of aircraft operations and providing en route and terminal weather information in a highly dynamic way when time sensitive.
f) Data Link Runway Visual Range (D-RVR)
g) In-Trail Procedure and Interval Management (ATSA-ITP/IM) in Procedural Airspace
201. The OPLINK Panel is working on the procedures for all of the IP 2 and IP 3 services.
202. The idea is that the NextGen and SESAR get together and decide on what services they agree on and when they are going to be deployed together.
203. This will form a roadmap (i.e. the Data Link Harmonization Plan) and will be negotiated with the other regions of the world. It will accommodate FANS equipage but will use the ATN infrastructure.
204. The OPLINKP is also working on the “GOLD” with European representatives to converge the data link formats to include LINK 2000+ requirements.
205. The plans would then also be to incorporate the NextGen and SESAR requirements into the GOLD and blend them into an acceptable global document meeting all users’ needs.
206. This process is called data link harmonization and will eventually include the Japanese “CARATS” and any other global requirements.
207. Mr. Alain Siebert, Chief Economics and Environment, SESAR Joint Undertaking (SJU) Unit provided the next presentation.
208. He explained that the Single European Sky (SES) is a political transformation of the European ATM system. SESAR brings the operational and technological enablers for the SES and SESAR cannot be implemented without the SES (binding requirements).
209. Using 2005 as a baseline the European ATM master plan has a goal of changing by 2020 the system to enable a 10% reduction in CO2 emissions per flight, to reduce ATM costs by 50%, to enable a tripling in ATM capacity and to improve safety by a factor of 10.
210. SESAR is organized in three phases - definition, development and deployment.
211. The development phase is managed by the SESAR joint undertaking and is based on the master plan. It will result in standards, new operational procedures, and new technologies. The SESAR JU is
responsible for the execution of the European ATM master plan and ensures concentration and integration of research and development in Europe.
212. On the administrative board IBAC members interests presently are represented by the Association of European Airlines (AEA) with EBAA as an alternate.
213. On the advisory body to the executive director “SESAR performance partnership” IBAC member interests are represented by EBAA.
214. Development of a common avionics roadmap is a priority for SESAR therefore standards based on SESAR and NextGen developments will support a harmonised implementation and regulations.
215. The Atlantic interoperability initiative to reduce emissions (AIRE) green connections project is an agreement between the European Commission and the U.S. Federal Aviation Administration, aimed at developing more environmentally friendly air transport operation on transatlantic routes.
216. AIRE is delivering green results today and capitalizing on present aircraft capabilities.
217. 1152 trials were conducted in 2009 and the demonstrated CO2 saving per flight ranged from 90 to 1250 kg with accumulated savings during trials equivalent to 400 Tons of CO2.
218. “Quick Wins” that present the highest potential for fuel burn reduction are well covered in the expanded AIRE Programme.
219. Beyond AIRE, there are 46 related R&D projects which have been pre-identified in the SESAR programme covering the scope of all of the 10 Quick Wins. Validation activities will begin in 2011 to enable deployment from 2013 (or before).
220. The SESAR programme comprises 16 work packages. Work package (WP) 9 focuses on the development and validation of the airborne enablers.
221. “The scope of WP9 covers the required evolutions of the aircraft platform, in particular to progressively introduce 4D trajectory management functions (3 spatial dimensions plus time) in mainline, regional and business aircraft.”
222. It was explained to Mr. Seibert that the business case, for the business aircraft manufacturer and the business aircraft OEMs, is being overlooked when business cases are reviewed in relation to SESAR projects.
223. The business case may be favourable for the ANSPs and the larger operators of aircraft but the bottom line for business aircraft operators, manufactures and business aircraft OEMs is different. The positive return is not there and is not being considered.
224. This information was noted and Mr. Seibert advised that several business jet operators, manufacturers and OEMs are partners in most of the SESAR projects.
225. Another question was asked concerning the linkages between NextGen and SESAR.
226. On the surface there appears to be no involvement by NextGen and SESAR with Canada.
227. Portugal, UK and Iceland are probably represented in SESAR but there is no mention of NAV CANADA in any of the obvious documentation. NAV CANADA has responsibility for airspace between SESAR and NextGen but there seems to be no discussion or interaction.
228. Mr. Seibert advised that NAV CANADA was a partner in AIRE but he was unsure of the SESAR, NextGen, and NAV CANADA relationship.
229. Two videos are available on the AIRE project on “YouTube” at the following links: http://www.youtube.com/watch?v=vpa_3PhjHAE & http://www.youtube.com/watch?v=Id57awJ2zvY
230. Bryan Jolly, EASA, ATM Rulemaking Officer provided a presentation to the group on EASA, ADS-B airworthiness certification, Data-Link airworthiness certification and PBN.
231. EASA is an independent Agency that is safety regulator, certification authority and advisory body.
232. The mission is “to foster and provide efficiently for the highest common standard of civil aviation safety and environmental protection in Europe and worldwide.” This mission is accomplished as part of the EU system in partnership with National Authorities.
233. EASA proposes implementing rules; adopts acceptable means of compliance (AMCs)., certification specifications (CSs), and guidance material (GM); provides standardisation inspection; sometimes issues certificates; and assists to apply the rules
234. Acceptable Means of Compliance (AMC), are non-exclusive means of demonstrating compliance with the airworthiness codes or implementing rules.
235. Certification Specifications (CS) are used to demonstrate compliance with the basic regulation and its’ implementing rules.
236. Guidance material (GM) is issued by the agency to assist in the understanding of the basic regulation, its IRs and CSs.
237. EASA’s core processes are product safety oversight, organisations oversight, safety oversight of member states, developing regulatory material, safety assessment and promotion and international technical cooperation.
238. The ADS-B surveillance performance and interoperability implementing rule (SPI IR) is in place as well as AMC 20-24.
239. EASA is moving away from the AMC 20 series and will develop applicable Certification Specifications. This will include interoperability requirements (resulting from the SES implementing rules) and any additional airworthiness requirements deemed necessary to ensure the safe operation of the aircraft in the given volume of airspace.
240. Two sets of regulations currently co-exist.
241. The SES interoperability regulation (including essential requirements for safety), requires a conformity assessment for the components and systems, an EC declaration of verification for the systems and a technical file must be supplied to the National Supervisory Authorities (NSA).
242. The EASA regulations will approve the design of all airborne systems.
243. This has caused confusion for the airborne community on how to comply with the various requirements and in particular with the 2 separate regulatory processes.
244. In the near future certificates issued by EASA will be accepted as an EC declaration of conformity or an EC Declaration of verification.
245. AMC 20-11 is not suitable for demonstrating compliance with data link (Link 2000+) regulation (EC) No 29/2009.
246. So rulemaking task 20.016 was created to generate approval requirements for data link in support of interoperability requirements resulting from regulation (EC) No 29/2009 with additional airworthiness requirements deemed necessary to ensure the safe operation of the aircraft in the given volume of airspace.
247. Prior to the publication of CS-ACNS, certification will be subject to Special Conditions (21A.16B) and post publication, CS-ACNS requirements will apply.
248. Performance Based Navigation (PBN) AMCs are primarily based on ICAO Annexes and the ICAO PBN Manual Doc 9613.
249. RNP-APPROACH AMCs are; AMC 20-26 - RNP-AR, AMC 20-27 - RNP-APCH (incl. Baro VNAV), AMC 20-28 - RNAV GNSS approach to LPV Minima (NPA 2009-04).
250. Developments of a PBN manual update is expected by March 2011 and the AMC 20 series will be rationalised and transposed to CS-ACNS.
251. Next Meeting
252. The seventh meeting of the CNS/ATM AG was discussed and suggestions were put forward for possible locations and timing.
253. The chairman asked if the six month cycle of the meeting should be maintained or should it be extended to 9 months.
254. The group unanimously agreed, after considerable discussion, that due to the continuing development of events in the NAT, Europe and ICAO that a six month timeframe is appropriate.
255. March/April of 2011 was initially proposed, however it was noted that spring break for schools and universities occurs in North America during the proposed two months and this could inhibit attendance and also may affect accommodations availability and pricing.
256. It was agreed to tentatively schedule the next meeting in Washington, USA, May, 04/05, 2011.
257. The AG/7 date and location will be finalized later in the year when decisions on the manufacturers proposed meeting, tentatively scheduled for February, 2011 in Brussels, is completed.
258. The aircraft manufacturers, OEMs, training organizations, FAA, NAV CANADA, ICAO, EASA and Eurocontrol will be encouraged to attend and provide presentations.
259. Other Business
260. The AG noted that it would be appropriate and beneficial for the group to consolidate a position paper describing the requirements, including a positive business case, necessary to justify retrofit of business aircraft to meet future airspace access requirements and mandates.
261. In this regard the representative from Cessna agreed to lead this development as he will be doing a similar task for European mandate exemption requests.
262. The group felt the other aircraft manufacturers and OEMs should be a part of this policy paper development and could perhaps review the paper at the meeting tentative planned for aircraft manufacturers and OEMs in February in Brussels.
263. The group agreed to coordinate via email between meetings.
END
264. APPENDIX A – LIST OF PARTICIPANTS
ASSOCIATION MEMBERS
Peter Ingleton (IBAC) +
Brian Bowers (IBAC) *
Steve Brown (NBAA)
Brian Davey (GAMA)
Pedro Vicente Azua (EBAA)
Belarmino Goncalves Paradela (EBAA)
AVIONICS / AIRCRAFT MANUFACTURERS
Enguerran Michel (Bombardier)
Jake Biggs (Cessna)
Marc Valle (DFJ)
Serge Lebourg (Dassault-Aviation)
GUESTS/OBSERVERS/PRESENTORS/SERVICE PROVIDERS
Peter Green (Eurocontrol)
Octavian Cioara (Eurocontrol)
Martin Adnams (Eurocontrol)
Alain Siebert (SESAR JU)
Bryan Jolly (EASA)
OPERATORS
Jean-Philippe Ramu (NetJets Europe)
TRAINING ORGANIZATIONS
Chairman +
Secretary *
LIST OF CONTACTS
ASSOCIATION MEMBERS
Pedro Vicente Azua (EBAA)
Belarmino Goncalves Paradela (EBAA)
Steve Brown (NBAA)
Don Spruston (IBAC)
Peter Ingleton (IBAC)
Brian Bowers (IBAC) *
Keisuke Kamo (JBAA) (Fuji Heavy Industries)
Ali Ahmed Al Naqbi (MEBAA)
Guy Lachlan (BBGA)
Avenue de Tervuren 13 a / Box 5,BE-1040. BrusselsBelgiumTel: +322 766 0070Fax: +322 768 1325E-mail:[email protected]
Avenue de Tervuren 13 a / Box 5,BE-1040. BrusselsBelgiumTel: +32 (2) 766 0079Fax: +322 768 1325E-mail: [email protected]
1200 18th STR NW Suite #400,Washington, DC, 20036USATel: +1 202 783 9350Fax: +1 202 331 8364E-mail:[email protected]
Suite 16.33, 999 Rue University St.Montreal, QuebecH3C 5J9CanadaTel: +1 778 329 3242Fax: +1 604 614 5459E-mail:[email protected]
Suite 16.33, 999 Rue UniversityMontreal, Tel: QuebecH3C 5J9CanadaTel: +1 514 954 8054Fax: +1 514 954 6161E-mail:[email protected]
113-79 Bedros Ln.,Halifax, N.S., B3M 4X5CanadaTel: 1 902 462 4665Fax: 1 902 462 4665E-mail:[email protected]
1-1-11 Yonan, Utsunomiya Tochigi,320-8564, Japan Tel: +81 28 684 7005Fax: + 81 28 684 7071E-mail:[email protected]
P O Box 47626Abu Dhabi - United Arab Emirates Tel: +971 4 319 9013Fax: +971 4 319 9014E-mail:[email protected]
19 Church Street.,
Brill, Aylesbury,HP18 9RT , UKTel: +44 (0) 1844 238020Fax: +44 (0) 1844 238087E-mail:[email protected]
AVIONICS / AIRCRAFT/ MANUFACTURERS
Dr. Fassi Kafyeke (Bombardier)
Jack Alford (Bombardier)
Leo Knaapen (Bombardier)
Andre Gauthier (Bombardier)
Enguerran Michel (Bombardier)
Marc Valle (DFJ)
Serge Lebourg (Dassault Aviation)
Christian Terrasse (FalconJet)
Woody Saland (FalconJet)
Jens Hennig (GAMA)
C.P. 6087, Succ. Centre-VilleMontreal, QuebecH3C 3G9, CanadaTel: +1 514 855 7186Fax: +1 514855 8570E-mail: [email protected]
400 Cote Vertu West,Dorval, Quebec, H4S 1Y9CanadaTel: +1 514 855 7528Fax:E-mail: [email protected]
400 Cote Vertu West,Dorval, Quebec, H4S 1Y9CanadaTel: +1 514 855 7988Cell +1-514 824 7396Fax: +1 514 9495E-mail: [email protected]
E-mail: [email protected]
500, Cote Vertu Road W, Plant 3 Dorval, Québec, H4S 1Y9Tel: +1 514 855 5001 x.59085Cell +1Fax: +1 E-mail: [email protected]
44 Ave Roi Albert06400-Cannes,FranceTel: +334 9259 3316Fax:E-mail: [email protected]
54, avenue Marcel Dassault BP2433701 MérignacFranceTel: +33 5 56 13 9624Fax: 33 6 76 15 5391E-mail: [email protected] E-mail: [email protected]
1400 K Street, NW, Suite 801Washington, DC 20005Tel: +1 202 393 1500
Brian Davey (GAMA)
Sean Sheldon (Gulfstream)
Brett Rundle (Gulfstream)
Dave Sherrington (Gulfstream)
Adam Evanschwartz (Rockwell Collins)
David Wu (Rockwell Collins)
Ronald Weight (Honeywell)
Chris Benich (Honeywell)
Jerry Mettes (Honeywell)
Direct +1 202 637 1378Cell: +1 202 262 1650Fax: +1 202 842 4063E-mail: [email protected]
Rond Point Schuman 6,BE-1040Brussels, BelgiumTel: + 32 (0) 2 234 7709Fax: + 32 (0) 2 234 7911E-mail: [email protected] Gulfstream Rd M/S A-12, Savannah, Georgia,31407Cell; +1 912 484 6052Tel: + 1 912 965-3640Fax: + 1 912 965 7024E-mail: [email protected]
P.O. Box 2206, M/S A-12 Savannah, GA 31402-2206 USATel: + 912-965-3245Cell: +1 912-441-5345Fax: +1 912-965-7524E-mail: [email protected]
E-mail: [email protected]
400 Collins Road NE,124-115 Cedar Rapids, IA,52498, USA Tel: + 1 319 295 0575Cell + 1 319 573 6319Fax: +E-mail: [email protected]
400 Collins Road NE,124-115 Cedar Rapids, IA,52498, USA Tel: +1 319-295-6949 Cell + 1 319-573-4151 E-mail: [email protected]
20 Airport RoadMorristown, NJ 07960 U.S.A.Tel: +1 973-455-5883Cell: + 1-973-452-8717Fax: +1 973-455-5886E-mail: [email protected]
101 Constitution Ave.,Washington, DC, 20001Tel: +202 662 2662Fax: +E-mail: [email protected]
21111 N. 19th Ave.,Phoenix, Ax85029 USA
Lyle Kendall (Honeywell)
Kimberly Ten Pas Bell (Honeywell)
Jacob (Jake) Biggs (Cessna)
Luis Malizia (Embraer)
Carey Miller (Universal Avionics)
Paul A. Damschen (Universal Avionics)
Anita Trotter-Cox (ACGI)
Tel: +1 602 436 3831Fax: +1 602 436 4254E-mail: [email protected]
Mail Stop B13BPO Box 97001Redmond, WA 98073-9710 USATel: +1425 885-8874Cell: +1 425 503 6103 E-mail: [email protected]
E-mail: [email protected]
3 Cessna Blvd.Wichita, KS 67215 USATel: + 1 316-517-8570Cell: + 1 316-655-4086Fax: + 1 316-206-4667E-mail:[email protected]
São José dos CamposSão Paulo, BrazilTel: +Fax: +E-mail:[email protected]
3260 E. Universal WayTucson, Arizona 85756, USATel: + 1 (520) 807-7426Cell: + 1 Fax: + 1 (520) 295-2390E-mail: [email protected]
3260 E. Universal WayTucson, Arizona 85756United States of AmericaTel: + 1 (520) 547-3304 /(800) 321-5253Cell: + 1 Fax: + 1 (520) 295-2395E-mail: [email protected]
1835-F Forest DriveAnnapolis MD 21401, USATel: + 1 (410) 990-9550Cell: + 1 Fax: + 1 (410) 990-9556E-mail: [email protected]
SERVICE PROVIDERs
Marty Tate (NAV CANADA)
Jeff Cochrane (NAV CANADA)
77 Metcalfe St.Ottawa, ON., K1P 5L7,CanadaTel: +1 613 563 7988Fax: +1 613 563 5202E-mail: [email protected]
77 Metcalfe Street, 5th Floor Ottawa, Ontario, K1P 5L6
Ahmad Usmani (FAA)
Craig Morris (Thane/FAA)
Mike Hritz (FAA ATO-P)
Mike Rockwell (ARINC)
Paul J. Prisaznuk (ARINC)
Canada Tel: +1 (613) 563-3740Fax: +1 613 E-mail: [email protected]
800 Independence Ave., SWWashington, D.C.20024, USATel: +1-202-267 3391Cell: Fax: +1-E-mail: [email protected]
800 Independence Ave., SWSuite 509Washington, D.C.20024, USATel: +1-202-493-4498Cell: Fax: +1-202-493-5057E-mail: [email protected]
800 Independence Ave SW (Portals)Washington DC 20591, USATel: +1- (202) 385-7198Cell: Fax: +1-E-mail: [email protected]
2551 Riva RdAnnapolis, MD 21401-7465, USATel: +1- (301) 858-2996Cell: Fax: +1- (301) 858-2047E-mail: [email protected]
E-mail [email protected]
OPERATORS Richard Buergel (NetJets)
Charles Matthews (NetJets)
Dave McCormick (NetJets)
4111 Bridgeway AvenueColumbus, OH 43219-1882Tel: +1 614-849-7541Cell: +1 614-371-6466Fax: +1 614-239-2437E-mail: [email protected]
108 Traders Cross; Suite 200Okatie, SC 29909Tel: +1 843 298-6225Cell: +1 860 428-0519Fax: +1E-mail: [email protected]
4111 Bridgeway AvenueColumbus, Ohio 43219 USATel: +1 614 239-2557Cell: +1 614 620-2941Fax: +1 614 239-2437
Tom Taylor (NJI, Inc)
John Trolan (NetJets)
Jean-Philippe Ramu ( NetJets Europe)
Craig Foskey (AT&T)
Gary Dietz (AT&T)
Bill McBride (HomeDepot)
E-mail: [email protected]
28 Farnsleigh AveBluffton, SC 29910, USATel: +1 (843) 705-8062Cell: +1 (843) 816-0933Fax: +1 E-mail: [email protected]
E-mail: [email protected]
Tel: +351 (914) 494 829E-mail: [email protected]
Tel: +1 404 731 3437Cell: +1 Fax: +1 E-mail: [email protected]
Tel: +1 214 351 8822Cell: +1 925 550 3636Fax: +1 214 353 6086E-mail: [email protected]
4135 South Airport Rd..,Atlanta, Georgia30336, USATel: +1 (770) 384-3827Cell: +1 (678) 725-0981 Fax: +1 (770) 384-3840E-mail: [email protected]
TRAINING ORGANIZATIONS
David Stohr (ATI) 1132 Dusk Dr.,Keller, TX.,76248, USATel: +1 817 337 1058Cell: +1 682 556 6991Fax: +1 817 337 4087E-mail:[email protected]
APPENDIX B – NAV CANADA Report
2009 Business Aircraft Flight Information on the North Atlantic (NAT)
Executive Summary
Over 15,000 flights were conducted on the North Atlantic in 2009 by 2,700 unique Business Aircraft airframes. 94 of these unique airframes were registered to Canadian operators.
671 of the 2,700 Business Aircraft airframes (25%) were equipped with Automatic Dependant Surveillance Contract (ADS-C). 13 of the 94 Business Aircraft registered to Canadian operators (14%) were equipped with ADS-C.
90% of the Eastbound NAT Business Aircraft Flights are between FL370 and FL450.
81% of the Westbound NAT Business Aircraft Flights are between FL380 and FL430.
The Gulfstream IV (GLF4) and Gulfstream V (GLF5) aircraft are those most equipped with ADS-C. There were 438 unique GLF4s and 323 GLF5s operating on the NAT in 2009, of which 147 (38%) and 166 (51%) respectively were equipped.
The majority (2055) of business aircraft airframes are NOT equipped with ADS-C. A list of the most common aircraft manufacturers and types are shown in Table 6.
Business Aircraft Flights on the North Atlantic
2009
2009 Business Aircraft Flight Information on the North Atlantic (NAT)
A Business Aircraft Flight is defined in this analysis as an aircraft that conducted flight over the North Atlantic where the aircraft call sign was the same as the registration number. The aircraft type was any of the following:
AC90, AC95, ASTR, C258, C25A, C25B, C27J, C500, C501, C510, C525, C550, C551, C560, C56X, C650, C680, C750, CL21, CL2T, CL30, CL60, CN35, COL3, COL4, CR22, CRJ1, CRJ2, CRJ7, CRJ9, E135, E190, E50P, EA50, F2TH, F70, F900, FA20, FA50, FA7X, G150, G5, GALX, GL5T, GLEX, GLF2, GLF3, GLF4, GLF5, H25A, H25B, H25C, HA4T, LJ25, LJ31, LJ35, LJ40, LJ45, LJ55, LJ60, WW24
Total Business Aircraft Flights in 2009 by Direction on NAT
Tables 1 and 2 show the total business aircraft flights for 2009 by month and total by direction of flight.
Table 1
All Business Aircraft Flights on NAT in 2009
2009 Eastbound on NAT Westbound on NAT Total
Jan 557 454 1011
Feb 467 461 928
Mar 582 527 1109
Apr 566 511 1077
May 755 688 1443
Jun 911 774 1685
Jul 653 699 1352
Aug 570 516 1086
Sep 785 687 1472
Oct 767 796 1563
Nov 639 624 1263
Dec 526 524 1050
Total 7778 7261 15039
784 of the 15,039 flights by Business Aircraft on the NAT in 2009 were conducted by aircraft registered to Canadian operators.
Table 2
Canadian Registered Business Aircraft Flights on NAT in 2009
2009 Eastbound on NAT Westbound on NAT Total
Jan 29 29 58
Feb 20 23 43
Mar 25 20 45
Apr 28 26 54
May 40 37 77
Jun 38 31 69
Jul 37 40 77
Aug 39 34 73
Sep 42 38 80
Oct 45 44 89
Nov 34 35 69
Dec 25 25 50
Total 402 382 784
All Business Aircraft Flights on NAT by Aircraft Type in 2009
Type Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total
GLF5 230 186 262 223 303 385 272 229 305 350 262 251 3258
GLF4 214 203 225 230 333 370 274 215 310 313 259 227 3173
F900 114 110 119 141 142 181 135 91 139 180 136 93 1581
GLEX 111 112 129 97 123 138 145 116 157 133 126 107 1494
CL60 76 101 90 109 143 154 118 114 122 133 129 60 1349
F2TH 36 35 42 48 58 61 43 30 61 79 55 49 597
LJ35 26 14 25 21 31 36 34 43 41 51 26 38 386
C750 31 16 17 23 23 50 32 19 23 48 27 13 322
FA7X 20 18 21 16 27 27 31 18 36 27 40 20 301
FA50 22 17 12 25 21 47 26 21 29 32 20 24 296
CL30 14 7 28 12 24 30 17 30 48 29 22 17 278
Others 117 109 139 132 215 206 225 160 201 188 161 151 2004
Total 1011 928 110
9107
71443
1685
1352
1086
1472
1563
1263
1050
15039
Table 3
Total Business Aircraft Flights in 2009 on NAT by Aircraft Type
Tables 3 and 4 show the most common aircraft types on the NAT in 2009 for all Business Aircraft and those registered to Canadian operators respectively.
Table 4
Canadian Registered Business Aircraft Flights on NAT by Aircraft Type
Type Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total
LJ35 19 11 13 14 25 29 30 31 21 27 15 24 259
CL60 9 14 6 18 27 12 19 10 26 17 18 4 180
GLEX 6 4 4 2 6 4 5 7 9 10 3 3 63
CL30 3 3 6 3 3 2 1 5 9 3 8 2 48
F900 5 1 4 2 5 5 11 1 0 6 4 2 46
GL5T 3 2 1 2 2 3 1 4 4 4 6 4 36
GLF4 4 4 3 3 0 4 1 2 5 4 3 1 34
Others 9 4 8 10 9 10 9 13 6 18 12 10 118
Total 58 43 45 54 77 69 77 73 80 89 69 50 784
Business Aircraft Flights by Altitude in 2009
46% of the Eastbound NAT Business Aircraft Flights are at FL410
90% of the Eastbound NAT Business Aircraft Flights are between FL370 and FL450
34% of the Westbound NAT Business Aircraft Flights are at FL430
30% of the Westbound NAT Business Aircraft Flights are at FL400
81% of the Westbound NAT Business Aircraft Flights are between FL380 and FL430
Unique Business Aircraft Airframes on the NAT
The 15,039 flights by Business Aircraft in 2009 were conducted by 2,726 different airframes. 94 of these were Canadian registered airframes.
Automatic Dependant Surveillance Contract (ADS-C) Equipped Business Aircraft
ADS-C is based on a negotiated one-to-one peer relationship between an aircraft providing ADS information and a ground facility requiring receipt of ADS messages. During flight over areas without radar coverage (e.g. oceanic and polar), reports are periodically sent by an aircraft to the controlling air traffic region.
Business Aircraft were identified as either equipped or not equipped with ADS-C based on the Communication/Navigation Equipment (COM/NAV) listed on their flight plan. The letter J in the COM/NAV section identifies an aircraft equipped with ADS-C.
Of the 2,726 different airframes that flew on the NAT in 2009, 671 (25%) were identified as being equipped with ADS-C. Of the 94 Canadian registered aircraft, 13 (14%) were equipped with ADS-C.
Table 5
ADS-C Equipage by Business Aircraft Type on NAT in 2009
Aircraft Type Unique Airframes
Unique ADS-C Equipped Airframes
Percentage of Aircraft Type with ADS-C
GLF4 438 147 38%
GLF5 323 166 51%
CL60 294 46 16%
F900 245 48 20%
GLEX 179 81 45%
F2TH 155 40 26%
H25B 106 13 12%
C750 86 18 21%
Others 900 112 12%
Total 2,726 671 25%
ADS-C equipage by Manufacturer
Table 6 shows the number of unique airframes on the NAT in 2009 by the most common manufacturer and the number of these airframes that were not equipped with ADS-C
Table 6
Aircraft Manufacturer Number of Unique
Airframes
Number of Unique Airframes not
equipped with ADS-C
Gulfstream
ASTR, G150, G5, G5/S, G/5*, GALX, GLF2, GLF3, GLF4, GLF5
949 604
Bombardier
CL21, CL2P, CL2T, CL30, CL60, CRJ1, CRJ2, CRJ7, CRJ9, GL5T,
GLEX, LJ25, LJ31, LJ35, LJ40, LJ45, LJ55, LJ60
718 554
Dassault
F2TH, F900, FA20, FA50, FA7X556 445
Cessna
C25A, C25B, C500, C501, C510, C525, C550, C551, C560, C56X, C650, C680, C750, COL3, COL4
324 299
BAe
H25A, H25B, H25C119 106
Embraer
E135, E190, E50P60 45
Total 2,726 2,055
APPENDIX C – Business Aviation Improvements Collaboration Platform
Welcome visitor ! For any feedback, contact [email protected] Saturday 11 of December 2010
Business Aviation Improvements Collaboration Platform
Operational Context NETWORK
WHAT:id: 77
The Flight Operation Center and/or the pilot (with the help of an Airspace User Agent provided by the Air Navigation Service Provider) must be able to assess the feasability of a flight plan at any time
WHAT:id: 79
The possibility to negotiate a spare capacity for unscheduled operations in the long-term network planning
WHAT:id: 80
The possibility to request/negotiate short-term Shared Business Trajectory with an uncertainty on the time variable
WHAT:id: 74
Flexible use of airspace (military & civil) in conjonction with performance based approaches must grant IFR access to airports
WHAT:id: 76
En-route flexibility of the Refence Business Trajectory enabling the Flight Operational Center and/or the pilot to negotiate a re-routing (including change of destination)
WHAT:id: 71
The variety of business aviation aircrafts & parking locations imposes aircraft specific ground operations/turn arounds and conservative calculation of engine start/taxi times
WHAT:id: 78
Instantiation of the Reference Business Trajectory once the operator and the pilot are ready to go
© Jean-Philippe Ramu / V0.1
Operational Context
INFORMATION MANAGEMENT
WHAT:id: 77
The Flight Operation Center and/or the pilot (with the help of an Airspace User Agent provided by the Air Navigation Service Provider) must be able to assess the feasibility of a flight plan at any time
WHAT:id: 75
Real-time access of airports & en-route reliable weather information for all locations
WHAT:id: 67
Communication infrastructures everywhere (including at small & remote airports) to enable communication of messages between the aircraft and Air Traffic Control and/or Flight Operation Center and/or Fixed Based Operator (flight & ground) with adapted mean
Business Aviation Improvements Collaboration Platform
Operational Context AIRPORT
WHAT:id: 71
The variety of business aviation aircrafts & parking locations imposes aircraft specific ground operations/turn arounds and conservative calculation of engine start/taxi times
WHAT:id: 73
Encourage the Civil Use of Military Airports
WHAT:id: 63
Augment airport availability with virtual towers and dynamic allocation of managed airspace at small/remote airports enabling the supervision of Continuous Climb/Descent Operations and performance based ecological precision approach at all times
WHAT:id: 69
Wake vortex separations (calculation & monitoring) taking due consideration of business & general aviation variety and vulnerability (all phases of flight)
WHAT:id: 65
Augment main airport accessibility with performance based precision approaches where specific (vortex free) trajectories can be developed to augment runway throughput (e.g. steep approach with displaced threshold)
WHAT: Augment small/remote airport accessibility with performance based precision approach
id: 64 (including the possibility of curved and/or steep path considering terrain/fuel/noise constraints) at all suitable IFR airports (& VFR airports capable of accommodating IFR equipped business aviation aircrafts where conventionnal IFR procedures were previously not possible)
WHAT:id: 72
Augment airport accessibility in low visibility conditions with the use of tailored visual aids improving on-board Combined Vision Systems (grouping Enhanced Vision Systems & Synthetic Vision Systems) enabling augmented reality enhancement
Business Aviation Improvements Collaboration Platform
Operational Context TMA
WHAT:id: 62
All aircraft supervisable and cooperative (including light aviation with adequate means) enabling self-separation also within un-managed airspace
WHAT:id: 63
Augment airport availability with virtual towers and dynamic allocation of managed airspace at small/remote airports enabling the supervision of Continuous Climb/Descent Operations and performance based ecological precision approach at all times
WHAT:id: 69
Wake vortex separations (calculation & monitoring) taking due consideration of business & general aviation variety and vulnerability (all phases of flight)
WHAT:id: 65
Augment main airport accessibility with performance based precision approaches where specific (vortex free) trajectories can be developed to augment runway throughput (e.g. steep approach with displaced threshold)
WHAT:id: 64
Augment small/remote airport accessibility with performance based precision approach (including the possibility of curved and/or steep path considering terrain/fuel/noise constraints) at all suitable IFR airports (& VFR airports capable of accomodating IFR equipped business aviation aircrafts where conventionnal IFR procedures were previously not possible)
WHAT:id: 72
Augment airport accessibility in low visibility conditions with the use of tailored visual aids improving on-board Combined Vision Systems (grouping Enhanced Vision Systems & Synthetic Vision Systems) enabling augmented reality enhancement
WHAT:id: 68
Simplified arrival/departure procedures for satellite airports at metroplitan complex areas (coordination main and satellite airports) in order to enhance efficiency & safety with performance based Continuous Climb/Descent Operations
WHAT:id: 70
The variety of business aviation aircrafts flight & navigation capabilities implies the publication of multiple & adequate flight & navigation performance requirements & induced limitations
WHAT:id: 66
Generalize performance based precision approaches in order to supplement and in-fine replace conventional approaches fostering an homogeneisation of precision approach procedures
Business Aviation Improvements Collaboration Platform
Operational Context EN-ROUTE
WHAT:id: 62
All aircraft supervisable and cooperative (including light aviation with adequate means) enabling self-separation also within un-managed airspace
WHAT:id: 74
Flexible use of airspace (military & civil) in conjonction with performance based approaches must grant IFR access to airports
WHAT:id: 76
En-route flexibility of the Refence Business Trajectory enabling the Flight Operational Center and/or the pilot to negotiate a re-routing (including change of destination)
WHAT:id: 69
Wake vortex separations (calculation & monitoring) taking due consideration of business & general aviation variety and vulnerability (all phases of flight)
WHAT:id: 70
The variety of business aviation aircrafts flight & navigation capabilities implies the publication of multiple & adequate flight & navigation performance requirements & induced limitations
WHAT:id: 61
Single airspace and direct routing correlated with possible self-separation for en-route operations above FL410 experiencing low density of traffic
APPENDIX D – NBAA Website & IBAC CNS/ATM Advisory Group
APPENDIX E - CNS/ATM AG ACTION LIST 6
TASK #
TASK ID WHO WHEN
6-1 To Review the membership of the Advisory Group and determine if other interested parties should be invited and encouraged to participate.
All Members Each Meeting
6- 2 To identify and discuss the possible disconnects between NextGen and SESAR. All Members Each Meeting
6-3 Determine possible presenters for each AG meeting based on venue and information requirements.
All Members Ongoing
6-4 Continue discussion with ICAO concerning the “One Stop Shop” concept and the Geographic Information System (GIS) portal contents for IBAC CNS/ATM information.
AG Sect. Ongoing
6-5 Develop a methodology to determine acceptable trans-Atlantic altitude bands and future projections of the IBAC community Avionics equipage for 2015.
AG Sect with the input from All
Members
Ongoing
6-6 Provide input to the continuing development and use of the CNS/ATM portion of the IBAC Website.
All Members Ongoing
6-7 Identify and recommend as necessary AG/IBAC representatives to CNS/ATM related groups for input/reporting on PBN, NEXTGEN, SESAR, OPLINK Panel, RTCA SC214, etc
All Members Each Meeting
TASK #
TASK ID WHO WHEN
6-8 Monitor and comment as necessary on the developments of the RCP implementation plan for the NAT Region which is aiming to mandate ADS-C/CPDLC data link in 2015.
All Members Ongoing
6-9 To address issues which come from the NBAA International Operators Conference (IOC) concerning specific ICAO States and to develop a table of regional issues that the IOC regional experts could address as part of their mandate for the Regional reports and provide to the CNS/ATM AG.
All Members Ongoing
6-10 Monitor and report on the development of the contingency procedures for loss of data link in one or more of the NAT Oceanic Control Areas (OCA) and the study on the feasibility of reverting to voice procedures in the event of the data link failure.
Chairman and secretary
Ongoing
6-11 Investigate the possibility of describing the ICAO amendment process step by step and placing the process on the IBAC or ICAO website (or both).
AG Sect. Ongoing
6-12 Investigate the possibility of following a change/amendment proposal through the ICAO system via the ICAO GIS portal.
AG Sect. Ongoing
6-13 Monitor and report on the status of the use of SATCOM voice for routine ATS communications.
AG Sect Ongoing
6-14 Monitor identified issues related to standardizing nomenclature and implementation processes associated with ANSP, State Regulator and international business aircraft operator interaction. The AG will try to resolve identified issues as they are presented to the group.
All Members Ongoing
6-15 The AG may utilize a chat Forum (when necessary) set up within the CNS/ATM AG portion of the IBAC website.
IBAC/NBAA Ongoing
TASK #
TASK ID WHO WHEN
6-16 The AG will monitor the work of the “Radio Technical Commission for Aeronautics (RTCA) Special Committee 214” in relation to their development of datalink services and NextGen/SESAR to ensure they are Global and meet IBAC’s requirements.
All Members Ongoing
6-17 The AG will continue to deliberate and try to resolve the issue that information to operators on obtaining information on certification and approvals (such as WPR approvals) is not explicitly available to the normal operator.
All Members Ongoing
6-18 Monitor and report on Version 19 of the “NAT Data Link Guidance Material”. AG Sect Ongoing
6-19 Monitor and report on the development of procedures to ensure that flight crews are provided information related to satellite communication service outages.
AG Sect Ongoing
6-20 Monitor and report when the finalized draft document of the NAT Operational Contingency Plan is available on the ICAO NAT PCO website.
AG Sect Ongoing
6-21 The CNS/ATM AG 3 agreed that representatives to the working groups should meet by teleconference prior to each new meeting whenever possible.
AG Chairman Ongoing
6-22 Monitor and report on the NAT roadmap. All Members Ongoing
6-23 Monitor and report on the European Implementing rule on equipage of data link in Europe by 2015.
All Members Ongoing
6-24 Monitor and report on the status of declaring developing systems fully “operational”.
All Members Ongoing
6-25 Monitor and report on the timeframe for mandate of ADS-B OUT in Europe presently scheduled for 2015.
All Members Ongoing
TASK #
TASK ID WHO WHEN
6-26 Monitor and report on the CPDLC mandates, above FL285, in Western Europe starting in 2013 and Eastern Europe by 2015.
All Members Ongoing
6-27 Monitor and report on the status of SESAR implementation in Europe scheduled for 2020.
All Members Ongoing
6-28 Monitor and report on the status of the Japanese MCAM and CARATS concepts. All Members Ongoing
6-29 Review the input to the CNS/ATM AG Guidance Material as published on the websites and update as necessary.
Secretary and All Members
Ongoing
6-30 All members who are not registered on the CNS/ATM AG portion of the SharePoint website should provide notification to the secretary and then receive invitations to join.
Secretary and All Members
Ongoing
6-31 Provide the latest information on news and views of interest to the CNS/ATM AG at each new meeting and post excerpts on the websites between meetings as necessary.
Secretary Ongoing
6-32 Distribute the venue and timing for the seventh meeting of the CNS/ATM AG when decisions are finalized.
Secretary ASAP
6-33 Update the CNS/ATM Technology Development Roadmap with information on the ICAO amendments to Annex 6 Parts 1 and 2 reference Flight Data Recorders (FDRs) and Cockpit Voice Recorders (CVRs) particularly in relation to data link requirements.
All Members On-going
TASK #
TASK ID WHO WHEN
6-34 Approach and encourage more of the flight training institutions, representatives from other OEMs (like Garmin, and Universal Avionics) as well as Embraer to participate in the CNS/ATM AG. Remind them of the efficacy of the group and explain how important their participation in the group is in order to round out the necessary expertise for the AG.
Secretary Ongoing
6-35 The CNS/ATM AG will also pursue getting input from “avionics retrofit companies”. Some of the companies suggested could include but would not be limited to Duncan Aviation, Midcoast Aviation, Jet Aviation, Landmark Aviation and Innovative Solutions and Support.
Secretary Ongoing
6-36 Monitor and report on the Airborne Collision Avoidance System (ACAS) and the Terminal Collision Avoidance System (TCAS) changes, particularly in Europe. All Members Ongoing
6-37 Monitor and report on RNP “special aircraft and aircrew and authorization required (SAAAR)” approaches for business aviation in the USA. Secretary Ongoing
6-38 The CNS/ATM AG will consider the types of information required in the cockpit and remain in contact with the SWIM group to provide input when the development timeline requires participation
All Members Ongoing
6-39 The Strategic Projection of Airspace Requirements and Certification (SPARC) software tool should not be forgotten. This would be an invaluable tool and should continue to be pursued with ICAO.
Secretary Ongoing
6-40 To review and update the CNS/ATM AG ToRs at the meeting 7 All Members Ongoing
APPENDIX F – NEWS and VIEWS
CNS/ATM News & ViewsConsultant Sees Bizjet Consolidation
AVwebFlash Complete Issue: Volume 16, Number 27b July 8, 2010
http://www.avweb.com/eletter/archives/avflash/1670-full.html#202833
Report: NextGen "May Not Deliver"
AVwebFlash Complete Issue: Volume 16, Number 25b June 24, 2010
http://www.avweb.com/eletter/archives/avflash/1655-full.html#202762
Obama Proposes More Money For Runways, NextGen
AVwebFlash Complete Issue: Volume 16, Number 36bSeptember 9, 2010
http://www.avweb.com/eletter/archives/avflash/1721-full.html#203248
Communications Guide for GA Pilots
Read more about the Air-Ground Voice Communications on SKYbrary.
October 04, 2010
From - SKYbrary Highlights
AEA: ADS-B via STC For GA Is DOA
AVwebFlash Complete Issue: Volume 16, Number 40b
October 7, 2010
http://www.avweb.com/eletter/archives/avflash/1741-full.html#203393
New European Rules Target U.S. Pilots, Aircraft
AVwebFlash Complete Issue: Volume 16, Number 40b
October 7, 2010
http://www.avweb.com/eletter/archives/avflash/1741-full.html#203393
Report Details ADS-B Challenges
AVwebBiz Complete Issue: Volume 8, Number 40c
October 21, 2010
http://www.avweb.com/eletter/archives/bizav/1752-full.html#203485
More On "Significant Risks" Implementing ADS-B
AVwebFlash Complete Issue: Volume 16, Number 44a
November 1, 2010
http://www.avweb.com/eletter/archives/avflash/1760-full.html#203536
JetMan Yves Rossy Loops
AVwebFlash Complete Issue: Volume 16, Number 45a
November 8, 2010
http://www.avweb.com/eletter/archives/avflash/1765-full.html#203575
Latest Technology
http://www.avweb.com/newspics/potw/large/potw05_1617.jpg
Appendix - G
CNS/ATM TECHNOLOGY DEVELOPMENT ROADMAP
Should be used in conjunction with the IBAC CNS/ATM AG Guidance Material.
Ver. 03 - 01/11/2010
EUR/NAT APAC WACAF NACC SAM MID ESAFCommunications
CPDLC
Data link forward fit compliance for all new aircraft operating above FL285 becomes compulsory in Europe in 2011 to assist in reducing frequency congestion.Flights shall be fitted with and operate CPDLC equipment from Feb. 2013, on specified tracks and flight levels within the OTS and from Feb. 2015, in specified portions of NAT MNPS Airspace.LINK TO NAT SPG 45 see Conclusions 45/9,10,&11
CPDLC is in use in the APAC region in FIRs (e.g. Singapore, Australia, New Zealand, Japan, India, China, Myanmar, Etc.)
CPDLC is being implemented in WACAF States.
Brazil and Chile using CPDLC.
Adequate number of MID carrier’s fleet are ready.Plans are in some MID States. Test on FANS will be conducted specially (Egypt, Saudi Arabia, Iran)
EUR/NAT APAC WACAF NACC SAM MID ESAFATN FANS aircraft
w/airworthiness certificate issued prior to Jan 1, 2014 are exempt from DLS IR for their useful life. Aircraft w/o ops approval are not exempt. Temporary exemptions are from 2011 for forward fit of aircraft which will not meet the 2011 date. No temporary exemption is available for the 2015 retrofit date. Permanent exemptions are forever for that aircraft type.
(LINK TO EC Implementing Rule No. 29/2009 see Art. 3 Para’s. 1 - 5)
ATN for use in USA by 2016.
VDL2 DLS IR mandated above FL285 in ECAC airspace for aircraft delivered after 2011 and by 2015 for retrofit. VDL2 is the baseline technology but other technology may be acceptable if demonstrated compliance w/standards and has regulatory acceptability.(LINK TO EC Implementing Rule No. 29/2009 see Art. 3 Para’s. 1 - 5)
VDL2 will be utilized more often as more aircraft become equipped with digital ACARS
.
VDL3 VDL Mode 3 with data dates is tentative. In the US in the high/super-high en route structure
VDL4
EUR/NAT APAC WACAF NACC SAM MID ESAFSATCOM Satellite voice communications (SATCOM) may someday enable Direct Controller Pilot Communications (DCPC) by voice in oceanic and remote airspace.
NavigationRNP
PRNAV (RNAV1) for enroute 2010 and beyond in Europe. RNAV used for some arrivals and departures since 2007.Limited RNP4 operations in the WATRS starting 2011.RNP10 or better mandatory from 2011 in WATRS Plus airspace.
Introduce 25 NM lateral separation by implementing ½ degree spacing between the two core tracks, FL350 to FL400 inclusive – 2012.Expand the introduction of 25 NM lateral separation by implementing ½ degree spacing through the entire NAT Organised Track System (OTS), FL350 to FL400 – 2013
Introduce 25 NM lateral separation throughout the entire NAT Region, including for converging and intersecting track situations, between FL350 to FL400 - 2015RNP distance-based longitudinal separation implemented in the NAT between F285 and F415 in 2015.
RNAV above FL180 in USA by 2015 and all altitudes in continental USA by 2020.RNP2 at/and above FL290 in USA by 2015.RNP for busy enroute and terminal airspace by 2020.
RNAV and RNP10 is being used in Oceanic sectors of SAM States of Argentina, Brazil and Uruguay.
RNAV 5 (formally RNP 5) already implemented en-route
RNAV and RNP10 is being used in Oceanic sectors of Angola and South Africa
EUR/NAT APAC WACAF NACC SAM MID ESAFRNP A trial implementation of
reduced longitudinal separation of 5 minutes between ADS-C equipped aircraft is planned to commence on 25 May 2010. Initially, the application of the reduced minimum will be applied only between eastbound aircraft in the Shanwick OCA east of 30° West.
(LINK TO ATMG/35 Para. 3.2 and LINK TO NAT SPG 45 see Conclusions 45/9)
PBN Currently there is no mandate in the European Union for P-RNAV, and conventional (non-RNAV) terminal area procedures will continue to be provided for the near future.
MID PBN Implementation targets for short (2008-2012) and medium (2013-16) terms attached.
SurveillanceADS-C
Flights shall be fitted with and operate ADS-C equipment from Feb.2013, on specified tracks and on specified flight levels within the OTS and from Feb. 2015, in specified portions NAT MNPS Airspace.
LINK TO NAT SPG 45 see Conclusions 45/9,10,&11
ADS-C is in use in the APAC region in FIRs.
ADS-BIN
Eurocontrol will have some “ADS-B in” by 2011.
“ADS-B in” to be mandated in the NAT in 2025.
EUR/NAT APAC WACAF NACC SAM MID ESAFADS-B
OUTTrials from Southern Greenland to and including Canadian east coast in 2010. Eurocontrol is in the process of mandating ADS-B out. The likely dates are 2015 to update current aircraft and 2012 for new aircraft, with a couple of years grace for aircraft retiring from service.
The world’s first nationwide satellite-based air navigation surveillance system has been put into operational use in Australia since end of December 2009.Being implemented in New Zealand, Japan Oceanic, Indonesia, Etc.
Initial implementation in Canada - Hudson Bay Basin area in Jan 2009.
The USA implemented ADS-B over the Gulf of Mexico in 2010 and intends to have nationwide ADS-B coverage by 2013 and full mandatory implementation by 2020.
ADS-B is being implemented in some SAM FIRs (e.g. Brazil)
ADS-B is being implemented in UAE it is in test phase and will used for operation as of June 2009Iran and Saudi Arabia are conducting ADS-B testing
ATM
OtherCVR
To be added based on amendments to Annex 6 Parts 1 and 2 re FDRs and CVRs
All aircraft 11+ seats, CVRs must record last two hours of cockpit audio, have an independent backup power source to allow continued recording for nine to 11 minutes if all aircraft power sources are lost or interrupted, and must use solid-state technology. FDRs must retain the last 25 hours of recorded information.
References See MID REGION PBN IMPLEMENTATION TARGETS nextNat Regional Supplementary Procedures Doc 7030
MID REGION PBN IMPLEMENTATION TARGETS
SHORT TERM (2008-2012)
Airspace Navigation Specification
En-route – Oceanic RNAV-10
En-route - Remote continental RNAV-10
En-route – Continental RNAV-5, RNAV-1
En-route - Local / Domestic RNAV-5, RNAV-1
TMA – Arrival RNAV-1 in surveillance environment and with adequate navigation infrastructure. Basic RNP-1 in non-surveillance environment
TMA – Departure RNAV-1 in surveillance environment and with adequate navigation infrastructure. Basic RNP-1 in non- surveillance environment
Approach RNP APCH with Baro-VNAV in most possible airports;
RNP AR APCH in airport where there are obvious operational benefits.
MEDIUM TERM (2013-2016)
Airspace Navigation Specification (preferred/acceptable)
En-route – Oceanic Nil
En-route - Remote continental Nil
En-route – Continental RNAV-1, RNAV-5
En-route - Local / Domestic RNAV-1 , RNAV-5
TMA – (Arrival, Departure) RNAV-1 or RNP-1 application
Implementation Targets
1. RNP APCH (with Baro-VNAV) in 30% of instrument runways by 2010 and 50% by 2012 and priority should be given to airports with most significant operational benefits
2. RNAV-1 SIDs/STARs for 30% of international airports by 2010 and 50% by 2012 and priority should be given to airports with RNP Approach
3. RNP-5 and B-RNAV which is implemented in MID Region to be redefined as per ICAO PBN terminology by 2009
Approach RNP APCH (with Baro-VNAV) and APV Expansion of RNP AR APCH where there are operational benefits Introduction of landing capability using GNSS and its augmentations
Implementation Targets
1. RNP APCH with Baro-VNAV or APV in 100% of instrument runways by 2016
2. RNAV-1 or RNP-1 SID/STAR for 100% of international airports by 2016
3. RNAV-1 or Basic RNP-1 SID/STAR at busy domestic airports where there are operational benefits
4. Implementation additional RNAV/RNP routes