air traffic management services five year plan 2015- · pdf fileairservices air traffic...

AIR TRAFFIC MANAGEMENT SERVICES PLAN2015–2020

OCTOBER 2015

Airservices Air traffic management services five year plan 2015–20202

1 Airservices Air traffic management services five year plan 2015–2020

CONTENTSAbout this plan 3

Words from the Executive General Manager 5

Developing the plan 6

Our main challenges 7

The operational environment 8

Our plan for effective service delivery 10

Our evolving service delivery environment 12

Workforce planning 13

Air traffic management services and surveillance 14

Transition to Performance Based Navigation 15

Civil-military air traffic management system 16

Air traffic management services and the capital works program 17

Working with our customers 18

Our roadmap 20

ABOUT THIS PLANThe Airservices Australia Air Traffic Management Services Plan 2015–2020 outlines the operational and economic context for the provision of one of our core services to industry.

The plan aligns changes in air traffic management with regulatory requirements and technology and infrastructure implementation. This allows us to meet global, regional and local performance expectations—particularly in the areas of safety, environment and demand and capacity management. A key focus of this plan is ensuring that our service provision can cost effectively maintain services while transitioning to future service capabilities enabled by the civil-military air traffic management system (CMATS).

In particular, this plan provides the foundations by which:

� the current services will change and transition over the period of this plan

� the CMATS and the expected service improvements enabled by this system will be identified, developed and introduced

� aircraft equipment basic operational requirements1 are being incorporated to improve safety, efficiency, services and air traffic management

� Airservices connects with the aviation industry to develop new service expectations

� establishes the consistency of capital and operational investment plans with the strategic expectations of our owner and our industry stakeholders.

1. Civil Aviation Order 20.18 —(Aircraft equipment—basic operational requirements) Instrument 2014


WORDS FROM THE EXECUTIVE GENERAL MANAGER

We live in an evolving air traffic management climate. The introduction of emerging technologies are assisting Airservices to provide safer and more efficient services to meet the growing needs of our airspace customers. The Air Traffic Management Services Plan 2015–2020 establishes a clear direction for the next five years, consistent with the government’s Statement of Expectations2.

We will continue to attract, develop and retain an innovative and diverse workforce to provide our customers with the highest possible levels of safety, service and value. We will work hard to

foster the spirit of collaborative decision making between the industry’s major stakeholders, maintain high levels of trust, and strive for continual improvement to ensure that we meet the needs of those that depend upon us.

Greg Hood

Executive General Manager Air Traffic Control

2. www.comlaw.gov.au/Details/F2015L00861


https://www.comlaw.gov.au/Details/F2015L00861


DEVELOPING THE PLAN In developing this plan, we have taken into account international and national strategic, tactical and operational developments and plans and stakeholder and aviation industry expectations. The capabilities of the new civil-military air traffic management system (CMATS) mentioned in this plan are subject to technology availability and ongoing contractual negotiations and evaluations.

EXTERNAL INFLUENCES

The plan supports agreed international and domestic air traffic management concepts and practices as currently outlined by the International Civil Aviation Organization (ICAO)3 planning framework:

� the Global ATM Operational Concept (GATMOC Doc 9854)

� the Global Air Navigation Plan (GANP - Doc 9750) and the intent and the future direction of the Aviation System Block Upgrade approach to system technology and service enhancements

� the Global Aviation Safety Plan 2014–2016

� the ICAO Global Air Navigation Asia Pacific Regional Plan (Doc 9673).

This plan is consistent with the Australian Governments’ Policy Statements4, the Ministerial Statement of Expectations (1 July 2015–30 June 2017) and aligns with work programs formed through the Australian Strategic Air Traffic Management Group (ASTRA)5.

INTERNAL INFLUENCES

This plan supports and contributes to a series of strategic and operational goals within Airservices as detailed in Airservices Corporate Plan 2015–20206. The corporate plan outlines how Airservices intends to progress towards its mission, vision and values. Of particular note is an extract from our Chair:

“Delivering the required capital works program represents a significant ‘ramping up’ which requires transformational changes not only to Airservices operational systems, but also to our workforce capability, future business operations, and the way in which we work with our customers and other industry partners to align future interests and needs.”

3. ICAO www.icao.int/Pages/default.aspx

4. Australian Government—www.infrastructure.gov.au/aviation

5. ASTRA—www.astra.aero

6. Strategic Planning—www.airservicesaustralia.com/publications/corporate-publications/strategic-planning

http://www.icao.int/Pages/default.aspx

http://www.infrastructure.gov.au/aviation

http://www.astra.aero

www.airservicesaustralia.com/publications/corporate-publications/strategic-planning

OUR MAIN CHALLENGESWhile ensuring that our service provision remains safe, cost-effective and sustainable to deal with the expected growth in air traffic movements, the plan also addresses our main challenges:

� managing demand and capacity across Australia’s aviation network

� harmonising civil and defence aviation through the activities necessary to transition to the civil-military air traffic management system (CMATS)

� developing our future workforce and their operational and technical skills

� providing continuity of service capability to ensure existing performance is not degraded during a period of competing priorities on our capital expenditure program as we prepare for transition to the CMATS

� preparing for airspace efficiencies expected through Performance Based Navigation capabilities

� expanding surveillance services using cost effective Automatic Dependent Surveillance–Broadcast surveillance capabilities

� enabling stakeholder and customer expectations associated with the investment in new technologies and infrastructure and the subsequent benefit realisation, particularly runway developments in Brisbane, Melbourne, Perth and a new airport in Sydney

� progressing with international and regional developments, as detailed in International Civil Aviation Organizations’ planning framework, which will be required by Australian aviation.



THE OPERATIONAL ENVIRONMENTThe growth in air traffic is forecast to continue7 throughout the planning period and will place an ever-increasing demand on services, airways infrastructure and systems. While a number of collaborative demand and capacity management programs are in place, the reality is that periods of congestion and delay are likely to be more common at major capital city airports until additional runway capacity is made available. The need to manage demand and capacity constraints collaboratively at these airports will continue in this planning period.

Towards the end of and just beyond this planning period, Australia will have at least one new capital city runway in operation at Brisbane in 2020. By 2021, Melbourne and Perth airports are expected to have an additional runway, and by 2024, the Sydney basin is expected to have a new airport at Badgerys Creek. The air routes, airspace configurations and operational procedures that service these airports will be progressively adapted. Affected communities will need to be appropriately consulted on the environmental changes associated with these adaptions.

Traffic growth will also impact on the effectiveness and efficiency of existing services and air route configurations in the en route transcontinental airspace. There is a continuing demand for surveillance services in areas of increasing traffic complexity where flight efficiency can be improved and at new locations, notably at major regional airports which increasingly influence network operations.

The surveillance environment is in the process of changing from being based on ground radars to using a mix of surveillance technologies, each of which has its appropriate niche. Cost-effective surveillance technologies will be utilised to support expansion of current air traffic surveillance services. New surveillance-based applications are in development, such as climb/descent procedures using Automatic Dependent Surveillance–Broadcast (ADS-B)8, interval management, Enhanced Safety and Efficiency of Surface Operations (SURF) and Enhanced Vision Systems. The main objective of the SURF applications is to improve flight crew situational awareness and airport surface safety especially at taxiway and runway intersections, and for aircraft landing and taking off. Also of particular relevance is the rise in importance of airborne position sensors and broadcast of this data to multiple listeners for example, ADS-B ‘in’ and space-based ADS-B.

The navigational accuracy and lack of terrestrial constraints offered by a global navigation satellite system-based Required Navigation Performance (RNP) structure is one in a series of enablers for optimised air route spacing and operational procedures which leverage modern aircraft capabilities and new airport capacities.

In 2018, air traffic management will be conducted in an environment of significant and continued advances in ground and airborne technologies. The civil-military air traffic management system (CMATS) and supporting systems are being developed in line with expectations under the International Civil Aviation Organization (ICAO) Aviation System Block Upgrades (ASBUs)–Blocks 0 (2013+) and Block 1 (2018+), as envisaged by the ICAO and its member states. The CMATS will also be capable of adaption, allowing the integration of new technologies expected through the developments envisaged in future ASBUs–Blocks 2 and beyond (2023+).

7. The Bureau of Infrastructure, Transport and Regional Economics (BITRE)—www.bitre.gov.au/statistics/aviation/index.aspx

8. ICAO—Manual on Airborne Surveillance Applications Doc 9994 (in development)

http://www.bitre.gov.au/statistics/aviation/index.aspx

Aircraft will be equipped with avionics, making them capable of various forms of efficient and environmentally friendly free-flight, as well as the capability for self-separation and improved cockpit situational awareness in some circumstances. The service models currently in place will need to progressively adapt.

The System Wide Information Management (SWIM) concept will introduce a significant change in business practices regarding how aeronautical, meteorological flight plan and progress information will be managed and shared. The SWIM environment will shift the air traffic management information architecture paradigm from application-specific, point-to-point data exchanges to system-wide interoperability. Improved data storage, distribution and accessibility in terms of quality and timeliness of information will facilitate the provision of a true, network-focused

service that also supports stakeholder and customer business operations.

Some technologies are available now while other capabilities are being matured and proposed through international developments. As a need is identified and a capability is developed, it will be assessed for the benefits to Australian aviation through industry consultation and stakeholder engagement.



OUR PLAN FOR EFFECTIVE SERVICE DELIVERYTo maintain safe, efficient and effective service delivery up to and including the availability of the civil-military air traffic management system (CMATS), we have initiatives in place to extend the life of the existing Eurocat/The Australian Advanced Air Traffic System and supporting air traffic management systems. The expenditure is considerate of return on investment over the short life extension period and vital, particularly considering the complexities of integrating services into CMATS under the OneSKY program.

Leading up to the commissioning of the CMATS the delivery of ‘service changes’ will become increasingly influenced by benefit realisation considerations. Resources may be more appropriately allocated to developing capabilities and enabling the service improvements as part of the CMATS and the OneSKY program.

The OneSKY program is expected to implement CMATS in the 2018-2021 timeframe. Preparation and planning for the initial operating capability of CMATS in 2018 is well underway and achieving full operating capability by 2021 is subject to ongoing contractual negotiation and evaluation. A significant resource commitment has occurred to ensure that operational benefits are realised at the earliest opportunity and that our workforce will have the skills to deliver services using this new operating platform.

The Integrated Tower Automation Suite (INTAS) delivers a suite of software and supporting infrastructure that provides modern air traffic control tower technology and enables the delivery of predictable, efficient and consistent local and network performance.

The technology and infrastructure requirements for air traffic control (ATC) towers will continue to be reviewed with a comprehensive program underway for this planning period.

INTAS is in operation in the four newly-constructed ATC towers in Broome, Rockhampton, Adelaide and Melbourne. Tranche 2 of the INTAS project has entered the planning phase, and will encompass the installation of INTAS into the existing Cairns, Brisbane, Perth and Gold Coast ATC towers. The requirements and strategy for implementation of INTAS at Sydney is in development while Essendon, Canberra and the Sunshine Coast are under evaluation.

In 2018, CMATS will begin to provide air traffic services. Harmonisation of the civil-military regulatory environment, joint logistics (including training) opportunities, the flexible use of airspace and greater standardisation of operational procedures are all expected to deliver efficiencies in the provision of services over the life of the new system.

Expected service changes are:

� civil and defence air traffic services will be seamless and commonalities and interoperability of systems and procedures will contribute to operational efficiencies

� the complexities of managing safety and ATC workload will be reduced through automation and decision support tools

� dynamic airspace configurations and adaptable communications capabilities will contribute to more efficient operational resource management matched to demand

� an expansion of the availability of user preferred routes in oceanic and transcontinental airspace

� an expansion of surveillance services at regional airports dependent on Automatic Dependent Surveillance–Broadcast9 as the technology solution

� the National Operations Centre’s flow management, the tower controllers’ departure sequencing and the approach controllers’ arrivals sequencing, will be progressively supported by interfaced tools such

9. Civil Aviation Order 20.18—ADS-B fitment mandate for all IFR aircraft (2 February 2017)


as an aircraft arrival and departure management capability

� operational services and customer and stakeholder business operations will be linked under the System Wide Information Management concept of global interoperable systems and data.

Prior to transitioning to CMATS, the Adelaide and Cairns terminal control units will be integrated into the Melbourne and Brisbane ATC Centres, respectively. A centrally-located workforce provides opportunities for standardisation and career progression and will aid in the expansion of surveillance approach services at regional airports.

Whilst important air traffic flow management facilities, technologies and procedures are in place, improved data storage, distribution and accessibility in terms of quality and timeliness of information will facilitate the provision of a true network-focused service.

Implementation of specific terminal area airspace designs will begin in 2017, in anticipation of the availability of new

parallel runway capacities planned at Brisbane, Melbourne and Perth airports and the future demands of a second Sydney airport. En route airspace designs and routes are expected to change beginning in 2019, underpinned by the developments in performance based navigation and surveillance capabilities (ground and airborne).

To ensure that we are working collaboratively with stakeholders and customers to deliver effective changes to services, we have established the Air Traffic Operations governance project and implementation and monitoring framework.

OUR EVOLVING SERVICE DELIVERY ENVIRONMENTAirservices will continue to evolve the service delivery environment to optimise outcomes for three, distinct and developing operating environments:

� high-volume, high-demand and time-critical operations, primarily between the three major capital cities on Australia’s east coast and into and out of Perth

� long-range, efficiency-critical, trans-oceanic and trans-continental operations in the upper airspace with a continued focus on flexible flight options

� low-to-medium volume, cost-effective operations in regional Australia that will increasingly connect seamlessly into the trans-continental and high-density environments.

The National Operations Centre will continue to provide the pre-tactical air traffic flow management within Australian-administered airspace, with a primary focus on the major airports servicing the

Australian east coast, Perth and those regional airports where air traffic movements are increasingly influencing the performance

of the network.


WORKFORCE PLANNINGForecasting the requirement for air traffic controllers is at the core of our resource planning process. Airservices Air Traffic Controller Workforce Plan 2015–2022 identifies the enterprise-wide requirement for controller capability, assesses internal supply characteristics and determines the net inflow that must be met. This provides the basis for resource plans and programs to ensure that the right people are in the right place at the right time.

The plan incorporates a number of new events such as the integration of Adelaide and Cairns terminal control units into the Air Traffic Services (ATS) centres, OneSKY transition and resourcing for the implementation of future parallel runway operations and the expansion of surveillance approach services to regional airports from remotely-located ATS centres.



AIR TRAFFIC MANAGEMENT SERVICES AND SURVEILLANCEImproved surveillance system performance and services will be predominately achieved through the deployment of Automatic Dependence Surveillance–Broadcast (ADS-B) ground stations and the compliance with the ADS-B fitment mandates10. ADS-B coverage is being extended, and in conjunction with en route secondary radar replacements, will support complete continental coverage above 15 000 feet. Coverage below 15 000 feet will also extend into many areas for the first time.

The expanding application of surveillance separation minima will see an increased capability to deal with air traffic density and complexity in transcontinental, en route airspace. ADS-B-equipped aircraft will operate with improved efficiency on current routes and have progressively more opportunities to operate on flexible flight paths.

The system capability to provide full air and ground surveillance approach services to the runway at some regional airports is not expected to be achieved until after the ADS-B mandate and the civil-military air traffic management system. Until then, at appropriate sites, approach services will continue to transition from a procedural approach service provided locally from the air traffic control tower to a surveillance approach service provided remotely from an air traffic services centre.

To support the expansion of surveillance services, Airservices has developed a Surveillance Deployment Plan that defines what surveillance sites will be created, refurbished, or removed. This Surveillance Deployment Plan does not attempt to define the exact deployment or commissioning dates but rather the overall scale of the program and the macro features and requirements that support service demand for safe, efficient and cost-effective services.

We will continue to work with neighbouring countries to share ADS-B data in areas of common interest, with the intent of further enabling safety and flight flexibility beyond Australia’s flight information region.

Future service applications under consideration include:

� extending surveillance services through working with offshore gas and oil platform operators to deploy ADS-B to service oceanic airspace

� possibly providing low-cost surface surveillance at airports without Advanced Surface Movement Guidance and Control System

� global tracking using existing ADS-Contract satellite technology in oceanic airspace

� use of space-based ADS-B technology in oceanic airspace

� ADS-B ‘in’ applications (subject to international developments and avionics availability).

10. Civil Aviation Order 20.18


11. CASA—www.casa.gov.au/sites/g/files/net351/f/_assets/main/media/pbn-plan.pdf

12. Civil Aviation Order 20.18

TRANSITION TO PERFORMANCE BASED NAVIGATION Australian aviation is taking advantage of the opportunities offered by Performance Based Navigation (PBN) specifications based on Global Navigation Satellite System (GNSS) technology. The adoption and implementation of PBN specifications is described in Airservices Australian PBN Implementation Plan11 and facilitated based on the GNSS mandates12. Airservices has identified the areas of change that should be addressed to take advantage of the opportunities offered by PBN.

Transition to PBN will progress through a series of capability levels that will support the airspace and air route modifications that are already in development under the Air Traffic Operations Governance—Future Airspace System. A network of terrestrial navaids, the Backup Navaid Network, will be maintained as a contingency navigation capability, which has been developed through extensive consultation with industry stakeholders.

The PBN initial operating capability will be achieved in February 2016 and represents the baseline capability level demanded by the mandatory transition of all instrument flight rules flights from route navigation, based on terrestrial navaids, to area navigation, based on GNSS capabilities.

To ease the transition to initial operating capability, PBN will be applied over the existing fixed route network, with the minimum change necessary to the network structure or route

location. Initial operating capability will not require significant revision of airspace or air routes, it is largely an administrative change.

Navigational aids not forming part of the Backup Navaid Network will be decommissioned by the Navigation Rationalisation Project following the May 2016 Aeronautical Information Regulation and Control charting date.

Advanced PBN capabilities will be implemented in the later years of this plan’s timeframe, as a component of the Future Airspace System designs or initiated as independent activities where aircraft capability and regulatory guidance are available.

http://www.casa.gov.au/sites/g/files/net351/f/_assets/main/media/pbn-plan.pdf

https://www.casa.gov.au/sites/g/files/net351/f/_assets/main/media/pbn-plan.pdf


CIVIL-MILITARY AIR TRAFFIC MANAGEMENT SYSTEMAirservices and the Department of Defence are replacing the current Eurocat/The Advanced Australian Air Traffic System (TAAATS) and Australian Defence Air Traffic System (ADATS) platforms with a single, national solution known as the Civil-Military Air Traffic Management System (CMATS). CMATS architecture will support common flight data processing, underpinned by common data repositories, enabling efficiencies in management and distribution of data. OneSKY is the program that will deliver the capability and the transition to the new system will occur in a phased manner from 2018 to 2021.

The concept for this future air traffic management system is one where flexible airspace volumes, sectorisation of volumes and tiling of sectors with associated communications can be configured rapidly and flexibly; and be displayed accurately and identically to each controlling position—civil or defence. Controller jurisdiction over airspace and aircraft can similarly be allocated dynamically to meet changing operational requirements including monitoring and distribution of controller workload.

At initial operating capability, CMATS will support a baseline of the 2018 ATM service delivery requirements with a modular and adaptable, service-oriented architecture so as to easily absorb and

integrate future technology and service enhancements. CMATS’ final operating capability in 2021 will be determined through ongoing evaluation and subsequent contract negotiations with suppliers.

Leading-edge automation capabilities in CMATS specifications13 include various safety and conflict-alerting tools, pre-departure clearance and air traffic control inter-facility data-link messaging and an integrated arrivals and departures management capability. These tools will provide some of the enablers towards the expansion of user preferred routes and improved air traffic flow management capability. The expected improvements in predictive functionality will also facilitate

resource allocation to better match air traffic demands.

CMATS will be capable of continuous evolutionary adaption in order to deliver required capability and take timely advantage of technological, procedural and organisational advances, such as the emerging Aviation System Block Upgrades (Blocks 2 and 3 capabilities) as detailed by the International Civil Aviation Organization for implementation from 2023 and 2028, respectively.

13. Specifications relate to those envisaged under the Joint Operating Concept (tender document).

14. ATO governance www.atogovernance.net

http://www.atogovernance.net


AIR TRAFFIC MANAGEMENT SERVICES AND THE CAPITAL WORKS PROGRAMDuring this planning period, the capital works program (CWP) recognises the ramping up of the OneSKY program, including its dependencies. Air traffic management-related expenditure in the CWP is focussed predominantly on maintaining the safety and sustainability of the current system and the delivery of the civil-military air traffic management system (CMATS).

A number of the current and envisaged service enhancement activities are dependent on the hardware upgrade planned for the current air traffic management system (Eurocat/TAAATS). Some of these service enhancements are under review in the benefit realisation time period leading up to CMATS, and may be deferred until deployment in CMATS.

Airservices resources, particularly those from the ATC and the Projects and Engineering business groups, are increasingly focussed on projects and activities whose benefits are realised after 2018, particularly those related to enabling CMATS.

The projects and activities supported by the CWP for 2015–2020 include:

� Eurocat/TAAATS life extension (hardware) to ensure continuity of services

� CMATS and supporting infrastructure projects, such as new or refurbished operational and technical buildings in Brisbane, Melbourne, Perth and Sydney

� early implementation of CMATS voice communication systems to enable more flexibility in ATC sector, airspace and workload management

� new internet protocol-capable aeronautical data information network to enable improved communication capability

� continued roll-out of the Integrated Tower Automation Suite digital technology to towers at Cairns, Brisbane, Perth, Gold Coast, Sydney and Canberra

� tower infrastructure life extensions at Brisbane and Cairns

� upgrade or replacement of Sydney Tower and terminal control unit facilities

� upgrade or replacement of Canberra Tower

� replacement of Essendon Tower (schedule to be determined)

� navigation aid rationalisation as part of the transition to Performance Based Navigation

� enhancement of surveillance coverage through Automatic Dependent Surveillance–Broadcast ground station expansion/extension

� enhancement of systems supporting air traffic flow management.


WORKING WITH OUR CUSTOMERSAirservices’ vision is to ‘connect the Australian aviation industry to deliver world best industry performance’. This requires a structured approach to obtaining customer and stakeholder input and endorsement of the various initiatives and monitoring the results of these initiatives. In response, the Air Traffic Operations (ATO) governance14 structure has been established. It performs a complementary role to that of the Australian Strategic Air Traffic Management Group (ASTRA).

The composition of the Air Traffic Operations Executive Group considers representation of those individual organisations and industry representative groups best able to influence and contribute to the evolution of the ATO strategy.

Implementation monitoring groups (IMGs) and program management groups (PMGs) align their work streams and activities to the International Civil Aviation Organization’s performance improvement areas, identified in its’ Global Air Navigation Plan and Aviation System Block Upgrades.

The following activities continue, or will be established, under the ATO governance framework.

AIRPORT OPERATIONS IMG

� Airport Capacity Enhancements—continue to identify opportunities to improve efficiency in order to increase runway capacity.

� Airport collaborative decision-making—deploy at Brisbane, Sydney, Melbourne, and Perth airports and improving data sharing.

� Air traffic flow management—identify demand and capacity imbalances, where imbalances exist, enable the establishment of traffic management initiatives.

� Meteorology collaborative decision making—deploy at Brisbane, Sydney, Melbourne, and Perth airports to improve predictive runway capacity.

EFFICIENT FLIGHT PATHS IMG

� Future Airspace System (FAS)—develop the FAS operational concepts and documentation necessary for operational transition programmes for en route and specific terminal area environments, particularly those associated new runways and airports.

� Required Navigation Performance Approach with Vertical Guidance—develop the deployment plan and schedule and recommend priorities for specific application.

� Modelling air transport efficiency will be established, to use Airservices operational analysis and trajectory-modelling capabilities to identify key areas of air traffic management inefficiency and to prioritise and implement efficiency improvements.


ATO PMGATO Program Management

Groups PMGs work collabotatively on speci�c, time-limited intiatives

approved by the Executive Group

ATO IMGATO Implementation Monitoring

Groups the IMGs are aligned with the ICAO GATMOC

Performance Impovement Areas:. Airport Operations

. E�cient Flight Paths. Optimum Capacity and Flexible Flight Paths

. Global Interoperable Systems and Data

ATO Executive Group - The ATOEG isa steering group representing a

cross section of the aviation industry providing direction on the development of Australia’s

future airspace

ATO EG

ATO IMG

ATO PMG

Invest

ment a

nd Imple

menta

tion

ASTRA The Australian Strategic Air Tra�c

Management Group

ASTRA, is an aviation industry body dedicat-ed to developing an optimum air tra�c

management system for Australia. As such, it is the Federal Government’s primary source

of industry advice on air tra�c management directions.

AIG Aviation Implementation Group

The APG brings together the Secretary of the Department, the Chief Executive O�cer of

Airservices, the Director of Aviation Safety in CASA and the Chief of Air Force.

The APG provides a forum for e�ective inter-agency policy coordination

APG Aviation Policy Group

The AIG is the AIG working group that is responsible for coordinating and carrying

forward cross agency work identi�ed by the APG. The AIG is a valuable forum for promot-

ing a common approach to aviation issues.

ASTRA

AIG

APG

Policy / R

egulato

ry C

hange

LEVEL 1 - NATIONAL

LEVEL 2 - NATIONAL

LEVEL 3INITIATIVE / LOCATION SPECIFIC

OPTIMUM CAPACITY AND FLEXIBLE FLIGHTS IMG

� User preferred routes to provide prioritisation advice in the development of an industry supported action plan for oceanic and transcontinental airspace developments.

GLOBAL INTEROPERABLE SYSTEMS AND DATA IMG

� Performance improvements through the application of System Wide Information Management.

� Flight information exchange management—increased interoperability in the management of flight data to enable network and business efficiencies.

� Aeronautical information exchange management—service improvements through digital aeronautical information management.

� Weather information exchange management—aviation meteorological information management supporting enhanced operational efficiency and safety.


OUR ROADMAP

CMATS

2015 2016 2017 2018 2019 2020 2021 2022

Current ATM Systems and

Dependencies

Eurocat/TAAATS Hardware Replacement Operational Continuity Program and Transition to Future ATM System Decommission

Skysafe—System Safety Enhancements

Tower Services

ATC Tower Infrastructure Sustainment and Replacement Program

Brisbane Tower Life Extension

Cairns Tower Life Extension

Essendon

Port Hedland AFIS—Refurbish

Other Towers—Capital Replacements (Continuity Program)

Tower Services—INTAS

ATC Towers INTAS Tranche 2 INTAS - Next Tranche including Tower Reburbishments and Replacements

Gold Coast

Perth

Cairns

Brisbane

Sydney

Canberra

Sunshine Coast—Runway Development

Other Towers

Approach Services

Cairns TCU to Brisbane ATSC

Adelaide TCU to Melbourne ATSC

Regional Services

Expanded Availability of Arrival and Approach Surveillance Services at Regional Airports (supported by ADS-B deployment and CMATS)

Sunshine Coast Approach

Launceston and Hobart

Rockhampton and Mackay

Other Regional Airports

ATC Workforce

Air Traffic Controller Workforce Plan 2015—2022

ATC Training and Transition from Eurocat/TAAATS to CMATS

High Density Airports—Changes to Terminal Areas

Regional Airports—Approach Rating/Endorsement Training

Planning and Execution Planning Initiation—timing to be determined Full capability expected


CMATS

2015 2016 2017 2018 2019 2020 2021 2022

Future ATM Systems and

Dependencies

Preparation, Transition Planning and TrainingInitial Operating Capability and Tranistion from Eurocat/TAAATS to CMATS

Transitioned

Voice Switch and Communication Systems

Data Centres

New ATSC Building in Brisbane

New ATSC Building in Melbourne

Upgrade TCU Building in Perth

New or Refurbished TCU Building in Sydney

System Support Tools—Safety, Workload and Sector and Network Management

Regional Approach and Tower Services—System Integration

Airport Operations

Demand and Capacity Management Including All Weather Operations

ACE Program including RVR, ILS Cat II/III

Airport CDM Program

Air Traffic Flow Management—Capability Upgrades (Harmony System) Multiple Runway Flow Capability

Surface Management and Integrated Arrivals and Departure Management Capability Development

SMAN/AMAN/DMAN

Long Range Flow Management (LRFM) Development LRFM

Optimum Capacity and

Flexible Flights

Expanded Availability of Surveillance Services—Transcontinental and Oceanic Airspace

Enroute Radar Replacements

Terminal Area and Enroute Radar Sustainment Including Integration of Defence Radars

ADS-B for all IFR Aircraft (CAO 20.18)

ACME ADS-B Surveillance Coverage (ACME 2) - Expanded Network Deployments and End of Life replacements

ADS-B Capability Developments—ADS-B IN, Space Based ADS-B, SURF

Efficient Flight Path

GNSS Transition PBN Optimisation of Fixed Routes - GNSS for all IFR Aircraft (CAO 20.18) PBN

Back Up Navigation Aid Network—Sustainment Program

Civil and Defence Interfaced Airspace - Review of Operations into and out of Defence Airports

GNSS Arrivals 70 Aerodromes

User Preferred Routes - ATO Governance Priority

User Preferred Routes in Oceanic and Continental Airspace (excludes High Density Environment)

Airspace Design, Procedures, Infrastructure—Brisbane

Parallel Runway Operations

Airspace Design, Procedures, Infrastructure - Perth Parallel Runway Operations

Airspace Design, Procedures, Infrastructure—Melbourne

Parallel Runway Operations

Airspace Design, Procedures, Infrastructure—Sunshine Coast

New Main Runway

Sydney New Airport - Airspace Design, Procedures, Infrastructure

Global Interoperable

Data

Aeronautical Data Information Improvements and Expansion (FIXM, AIXM and WIXM) including Availability of Data to Customers and Stakeholders

Aeronautical Data Information Network Upgrade

Operational Data Systems Upgrade

Meteorology Information System Upgrade

ATM Information System—Flight Planning and Notams

NOTE This roadmap is current as of October 2015. All timings are indicative and subject to change due to external influences.

www.airservicesaustralia.com

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