Download - CANSO Guide to Seamless Airspace
CANSO Guide to Seamless Airspace
civil air navigation services organisation
Contents
1_ Background_p3
2_ Executive Summary_p3
3_ Definition and Characteristics of Seamless Airspace_p5
3.1_ProposedDefinitionandCharacteristicsofSeamlessAirspace_p53.2_AirspaceFunctionalAreas_p5 3.2.1_Infrastructure_p6 3.2.2_Procedures_p6 3.2.3_InformationManagement_p6 3.2.4_Regulation_p63.3_CharacteristicsofSeamlessAirspace_p63.4_MinimumSeamlessAirspaceRequirements_p7
4_ Role of ICAO_p9
5_ Survey Results & Indications_p10
6_ Real-world Issues; Two Case Studies_p11
6.1_CaseOne:SENEAM,FAA,NAV CANADA_p126.1_CaseTwo:FAA,NAVCANADA,IAA,UKNATS_p14
7_ Seamless Airspace Challenges and Opportunities_p15
8_ Collaboration Framework Best Practices_p17
9_ Conclusion and Recommendations_p18
©CopyrightCANSO2013
Thispaperisforinformationpurposesonly.Whileeveryefforthasbeenmadetoensurethequalityandaccuracyofinformationinthispublication,itismadeavailablewithoutanywarrantyofanykind.
www.canso.org
CANSO Guide toSeamless Airspace
1Background
CANSO,theCivilAirNavigationServicesOrganisation,istheglobalvoiceofAirTrafficManagement(ATM)andseekstoproactivelyimprovetheprovisionofairnavigationservicesthroughworkingwithallstakeholdersintheaviationindustry.ThroughestablishedWorkgroups,CANSOfacilitatesinformationexchangebetweenAirNavigationServiceProviders(ANSPs)andstakeholderstopromotebestpracticesintheATMindustry.
CANSO’sGlobalVisiononthefutureofAirNavigationServicesisfocusedonacollectiveindustryapproachtowardsachievingseamlessairnavigationserviceprovision.
CANSO’sgoalistohelpANSPsprovideservicesthataretechnicallyinteroperable,procedurallyharmonised,universallysafe,andaffordable.Weseekanoperationalenvironmentinwhicheveryoneisperformance-oriented,andinwhichtheflyingcustomerdoesnotnoticethetransitionbetweenFlightInformationRegions(FIRs).
Globalharmonisationofoperationalstandardsandproceduresiskeytoimprovingthesafetyandefficiencyofairnavigationserviceprovision.Today,thereareagrowingnumberofinitiativesdestinedtorevolutionisethewayairtrafficmanagementwillbeconducted–programmessuchasSingleEuropeanSkyATMResearch(SESAR)inEuropeandtheNextGenerationAirTransportationSystem(NextGen)intheUnitedStateswillsetthestageforoperationsandsystemdevelopmentforthecomingdecades,andwillinfluenceANSPsaroundtheglobe.Inaddition,manyotherserviceprovidersoutsideofEuropeandtheUnitedStatesaremodernisingtheirATMsystems.Itisevermorecriticaltoday,withtheseprojectsleadingtheway,thatthecommunitycometogethertoachieveglobalharmonisationandseamlessness.ANSPsandassociatedstakeholdersmusttakealeadingroleinthedevelopmentofSeamlessAirspaceandseamlessserviceprovision.
While“GlobalHarmonisation”and“SeamlessAirspace”arenobleconcepts,thesubjectmatterisexpansiveanddifficulttoachieveasanend-state.Thepurposeofthisdocumentistohighlightcriticalareasforimprovement,aswellastorecogniseinitiativesandservicesthatareworkingwell.Reachingafullseamlesssetofglobalservicesisanevolutionaryprocess.InordertomaximisetheimpactofANSPchanges,ourobjectiveistoidentifyareaswhereinvestmentfundswillbringthebestoperationalimprovements.Inotherwords,wewillattempttopinpointthespecificareaswherethenextstepsontheseamlessairspaceevolutionshouldtakeplace.
Wevalueyourfeedbackasanimportantpartofimprovingourfutureoutcomes.Weencourageyoutosendyourcommentstoinfo@canso.org.
2Executive Summary
ThefirstsectionofthisdocumentsetsthefoundationforachievingseamlessairspaceandANSserviceprovision.ToadvancetheANSPcommunity,aswellasallstakeholders,wemustreachconsensusonseamlessairspacedefinitionsandterms.
CANSO’sSeamlessAirspaceWorkgroup(SAWG)proposesthefollowingdefinitionforSeamlessAirspace:
Seamlessairspaceiscontiguousairspacethatistechnicallyandprocedurallyinteroperable,universallysafe,andinwhichallcategoriesofairspaceuserstransitionbetweenFlightInformationRegions,orotherverticalorhorizontalboundaries,withoutrequiringaconsideredactiontofacilitatethattransitionandwithoutanynoticeablechangein:1)Typeorqualityofservicereceived,2)Airnavigationandcommunicationsperformancestandards,and3)Standardpracticestobefollowed.
CANSO Guide to Seamless Airspace 2_3
Thisguidancedocumentalsoexplainsthedifferencesbetween“standardised”,“harmonised”,and“interoperable”.Itisimportanttodevelopacommonunderstandingofterms,notonlytopreventconfusion,butalsotohelpavoidthetendencytoencourageserviceproviderstobuildidenticalsystemsinordertoharmoniseservices.Identicalsystemsareusuallynotnecessaryandmaydriveupriskandcost.
Itisparticularlybeneficialtodescribeaminimumsetofseamlessairspacerequirements.Globally,thereisawidevariationamongCANSOmemberswithregardtolevelsoftrafficdensity,trafficcomplexity,andATMinfrastructure.Asingleglobalsolutionshouldnotbeimposedonallserviceproviders.Therefore,theSAWGdevelopedaminimumsetofrequirementsforthosewithlesserneeds.Thisminimumsetofseamlessairspacerequirementsisimportantbecauseseamlessairspacecanonlyberealisedifallpartiesadoptastandardisedminimumlevelofinteraction.
TheSAWGdescribesseamlessairspaceservicesusingfourfunctionalareas:
– Infrastructure– Procedures– InformationManagement– Regulation
TheSAWGalsodescribesagradualverticalandhorizontalintegrationprocessleadingtoseamlessairspaceservices.Theverticalapproachmeanstakinga“stepping-stoneprocess”,startingwithaneighbour-to-neighbourdialogueandworkingupward.Onceneighbourrelationshipsareinplace,aregionalapproachtoseamlessservicesispossibleandleads,inturn,toaglobalendeavour.Thehorizontalapproachreferstoseveralmechanisms,suchasformalICAOgroups,informalworkgroups,governmentbodies,etc.(seediagrambelow).
Finally,informationgatheredfromoursurveysandcasestudieshighlightedspecifichigh-priorityareasforimprovingseamlessairspace.Inthenearterm,effortsshouldbeconcentratedonphraseology,consistencyinprocedures,andcommonmeasurementunits(i.e.metricsystem).Longertermeffortsmustbefocusedonautomationalignment.Inparticular,informationexchange/datatransferandavionicsstandards,sothatoneavionicsworksacrossFIRs.
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3Definition and Characteristics of Seamless Airspace
Necessaryfirststepsformakingprogressinseamlessservicesincludedevelopmentofacommonunderstandingoftheproblem,adescriptionofcriticalimprovementareas,andagreementonsalientcharacteristicsforthesolution.Thissectionfosterscommonunderstandingofseamlessairspace,breaksthedescriptiondownintofunctionalareas,anddescribesarangeofservicelevelsbasedontrafficdensityacrosstheworld.
3.1_ProposedDefinitionandCharacteristicsofSeamlessAirspace
Thetermseamlessairspaceisonethatisoftenusedbutseldomdefined.CANSOhasdevelopedadefinitionforseamlessairspaceaswellasasummaryofthedesiredcharacteristicsofseamlessairspace.Seamlessairspaceisdefinedas:
Contiguousairspacethatistechnicallyandprocedurallyinteroperable,universallysafe,andinwhichallcategoriesofairspaceuserstransitionbetweenFlightInformationRegions,orotherverticalorhorizontalboundaries,withoutrequiringaconsideredactiontofacilitatethattransitionandwithoutanynoticeablechangein:
– Typeorqualityofservicereceived– Airnavigationandcommunications
performancestandards– Standardpracticestobefollowed
Beforewecontinueourdiscussionofseamlessairspacecharacteristics,thefollowingdefinitionsareofferedtoprovidegeneralunderstandingofthetermsusedintheremainderofthisReport.
Standardised:ConformingtoanICAOorotherinternationallyrecognisedstandardorrecommendedpractice.
Harmonised:ImplementationofATMsystemsandservicesinaccordancewithRegionalandNationalplansandconsistentwiththeICAOGlobalATMConcept.
Interoperable:TheabilityofATMsystemstoacceptanduseservicesfromandbetweencomponentsystemstoenableseamless,effective,andefficientoperations.
3.2_AirspaceFunctionalAreas
Tobeginadiscussionofthecharacteristicsofseamlessairspace,wefirstprovidesomethoughtsonwhatfunctionalareas,ingeneral,wouldneedtobeaddressedtoachieverealseamlessness.FourfunctionalareasmakeuptheessentialbuildingblocksofairspaceandassociatedATMservices,theyare:infrastructure,procedures,informationmanagement,andregulation.
Figure1—AirspaceFunctionalAreas
CANSO Guide to Seamless Airspace
3.2.1_Infrastructure
Airnavigationservicesareenabledbythetechnologyemployedbothonthegroundandintheair.So,forourpurposes,infrastructureincludestheCNS/ATMsystemstheairnavigationserviceprovideroperatesthroughoutaflight,aswellastheavionicsintheaircraftthatinteroperatewiththem.Infrastructureisakeyfunctionalareabecauseitdictatesthelevelofperformancethatcanbeachievedbytheairtrafficmanagementsysteminagivenairspace.Inorderforthatlevelofperformancetobeconsistentinallairspace,theinfrastructureintheairspacemustbeinteroperable.
3.2.2_Procedures
Seamlessperformanceoftheairtrafficmanagementsystemrequiresthattheproceduresusedbytheparticipantsinthesystemareharmonisedandstandardised.Inthiscontext,proceduresrefersnotonlytothestandardoperatingpracticesofthevariousairtrafficcontrolspecialistsandaircraftoperators,butalsotheinstrumentflightproceduresthatexistinaperformance-basedsystem.Standardairtrafficcontroloperatingpracticeswouldincludeacommonvocabularyandphraseology,aswellasadherencetocommonoperatingmanuals.Likewise,aircraftoperatorsmustrecogniseandrespondtocontrolinstructionsinacommonandconsistentmanner.Finally,seamlessairspacewillrequirethatperformance-basedproceduresofthefuture(e.g.reducedseparationprocedures,continuousdescentapproaches,etc)bedefined,developedandemployedinaconsistentandstandardway.Inasmuchasproceduresintheairspacearederivedfromtheconceptofoperations,itisimportantthatthevariousconceptsofoperationsintheairspacebeharmonised.
3.2.3_InformationManagement
Thefutureperformance-basedairtrafficmanagementsystemwillrequireacompleteandcommonunderstandingofthecapabilityofthesystem.Thisunderstandingwillbebasedonthe
exchangeofvastamountsofinformation.Thisinformationwillincludeaeronauticalinformation,trafficflowmanagementinformation,flightplaninformation,radar/surveillanceinformation,etc.Inorderforthisinformationtransfertobereliableandefficient,themannerinwhichthisinformationisdefined,formattedandexchangedmustbe,ifnotstandardised,atleastwellunderstoodandagreedupon.Further,thecapabilitymustexisttoefficientlytransferthatinformationfromitssourcetoitsuser.Thiscapabilitywillrequirethemanagementoftheinformationsothatitsexistencecanbediscoveredbyauser,itsintegrityvalidatedbythesystem,anditsdeliveryensuredbythesystem’sinfrastructure.
3.2.4_Regulation
Hand-in-handwithadiscussiononairnavigationserviceprovisionmustbeaconsiderationofhowthatserviceprovisionisregulated.Itiswellestablishedthattheserviceprovisionandregulatoryoversightfunctionsmustbeseenasindependentandtransparent.Consistencyandstandardisationofregulation,althoughperhapsnotaswellestablished,isimportanttotheefficientandeffectiveattainmentofseamlessairspace.Inourcontext,regulationrefersnotonlytotheregulationandcertificationofaircraftandoperatingprocedures(bothaircrewandserviceprovider),butalsototheregulationofairnavigationserviceprovisionandtheevaluationofsafetycases.Consistentandstandardised(seamless)regulationthroughouttheglobalairspaceleadstoefficienciesinbothcostandperformance.
3.3_CharacteristicsofSeamlessAirspace
Operationsinaseamlessairspacemustbeperformance-driven.Theseoperationsarecharacterisedbythefollowingsetofattributes:
1.Standardised:– Terms/definitions– ATMandpilotprocedures(fornormal,
contingencyandemergencyoperations)– Applicationofaircraftseparationinlike
airspaceandtrafficdemand– Airborneequipmentrequirements– Navigationperformancerequirements– Communicationsperformance
requirements– Surveillanceperformancerequirements– Airspaceorganisation,regulation,and
structure(ensuresequivalentlevelsofsafetyandservice)
– Air/Ground(A/G)phraseology– Flightplanformat– Datamessagesetsandprotocols
(Ground/Ground,Air/Air,andAir/Ground)– Aeronauticalinformationformat
2.Harmonised:– Flightlevelallocationschemes
appropriatetoATMrequirementsandtodirectionofflightforbidirectionalroutes
– ATSroutestructureacrossFIRboundariesbasedonthetrafficflowandfleetcapability
3.InteroperableATMautomationsystems
3.4_MinimumSeamlessAirspaceRequirements
TheglobaldemandsonANSPsandATMsystemsarenotuniform.Asingle,standardsolutioncannot,andshouldnot,beimposedonregionsthatdonothavethecurrent,orforecast,trafficdemandsofaregionrequiringacomprehensivenextgenerationsystemsolution,suchasSESARorNextGen.
Furthermore,eachANSPandATMsystemdoesnotoperateinisolationandthefutureoveralleffectivenessandseamlessnessofanevolving,integratedglobalATMframeworkisdependentonensuringthatadjacentANSPsandtheirATMsystemsareabletointeroperatesuccessfully.Consequently,foranycollaborativeglobalATMsystemtobetrulyeffectiveitisessentialthatallregionsadoptandoperatetoanagreedandwell-definedenablingsetofstandardsandprocedures.
TheindividuallevelsofATMsophisticationprovidedwillbedifferentthroughouttheworldaseachinstancewillbedeterminedbytheperformancerequirementsofANSPsandallairspaceusersateveryboundaryandsysteminterface.Howeverthestrategicaimofachievingaharmonisedseamlessairspacecanonlyberealisedifallpartiesadoptastandardisedminimumlevelofinteractionsupportedbyasetofclearlydefinedrequirements.Theminimumseamlessairspacerequirementsare:
– Standardised:– Airspaceorganisation,regulation,
andstructure(ensuresequivalentlevelsofsafetyandservice)
– Flightplanformat– applicationofaircraftseparationin
likeairspaceandtrafficdemand– ATMrulesandprocedures– AirGround(A/G)phraseology.
– HarmonisedflightlevelallocationschemesappropriatetoATMrequirementsandtodirectionofflightforbidirectionalroutes
– InteroperableATMautomationsystems.
Theservicesdescribedforglobalseamlessoperationsandforminimumharmonisationacrossregionsarecapturedinthetableonpage8.Itisrecognisedthattherearemanyservicelevelsthatcanbecapturedbetweenthetwolevelsshowninthetable.Thetableisdesignedtoshowtheminimalservicelevelnecessary,andtoshowtheendstatetowhichCANSOisstrivingfortheindustry.Whenlookingatthetable,onecanseethatforanFIRwithminimaltrafficandcomplexity,theserviceprovidershouldconcentrateinfrastructureharmonisationeffortsonastandardisedflightplanformatandtowardcross-systeminteroperability.However,astrafficlevelsincrease,theneedtoharmonisegloballyalsoincreases.Forinfrastructuresystems,theserviceprovidermustlooktomorethanstandardised
6_7CANSO Guide to Seamless Airspace
Seamless Airspace
Regulation Infrastructure Information Management Procedures
Target - Global Application
Standardised Terms and Definitions
Standardised Airborne equipment requirements
Standardised Terms and Definitions
Standardised Terms and Definitions
Standardised application of aircraft separation in like airspace and traffic demand
Standardised Navigation Performance Requirements
Standardised Flight Plan format
Standardised ATM and Pilot procedures (for normal, contingency, and emergency operations)
Standardised Navigation Performance Requirements
Standardised Communications Performance Requirements
Standardised Data Message Sets and Protocols (G/G and A/G)
Standardised application of aircraft separation in like airspace and traffic demand
Standardised Communications Performance Requirements
Standardised Flight Plan format
Standarised Aeronautical Information format
Standardised Air-Ground phraseology
Standardised Airspace Regulation, Organisation, and Structure
Standardised Data Message Sets and Protocols (G/G and A/G)
Interoperable ATM Automation Systems
Harmonised flight level allocation schemes appropriate to ATM requirements to direction of flight for bidirectional routes
Harmonised flight level allocation schemes appropriate to ATM requirements to direction of flight for bidirectional routes
Interoperable ATM Automation Systems
Harmonised ATS route structure across FIR boundaries based on the traffic flow and fleet capacity
Harmonised ATS route structure across FIR boundaries based on the traffic flow and fleet capacity
Standardised Serveillance Performance Requirements
Minimal Level - ANSP/FIR Application
Harmonised flight level allocation schemes appropriate to ATM requirements and to direction of flight for bidirectional routes
Interoperable ATM Automation Systems
Interoperable ATM Automation Systems
Harmonised flight level allocation schemes appropriate to ATM requirements and to direction of flight for bidirectional routes
Standardised Airspace Regulation, Organisation, and Structure
Standardised Flight Plan format
Standardised Flight Plan format
Standardised application of aircraft separation in like airspace and traffic domain
Standardised application of aircraft separation in like airspace and traffic domain
Standardised ATM rules and procedures
Standardised Air-Ground phraseology
Regulation Infrastructure Information Management Procedures
flightplanformatsandinteroperableATMsystems.Theserviceprovidershouldalsocomplywithstandardiseddatamessagesets,meetcommunicationperformancerequirements,meetnavigationperformancerequirements,anddeliverservicesforstandardisedairborneequipment.
ThetableisatoolthatCANSOANSPscanusebyassessingtheircurrentservicelevel(“minimallevel”or“globalapplication”)andtheirdesiredlevelinthefuture.Next,theserviceprovidercanchecktoseeiftheyarecurrentlyprovidingthenecessarycoreservices,andlooktoseewhatadditionalservicesareneededinordertofitintothedesiredfuturestate.Thetableisnotintendedasafinalsolution,butasoneinputtohelpdeterminewhichservicestoaddtoimproveharmonisation.
4Role of ICAO
Aspreviouslymentioned,fourfunctionalareasmakeuptheessentialbuildingblocksofseamlessairspaceandtheassociatedATMservices:infrastructure,procedures,informationmanagementandregulation.Infrastructureintheairspacemustbeinteroperable;proceduresmustbeharmonised;themannerinwhichinformationisdefined,formatted,andexchanged,mustbestandardised;andregulationsmustbeconsistentandstandardisedthroughouttheglobalairspace.Operationsinaseamlessairspacemustbestandardised,harmonisedandbasedoninteroperableATMsystems.Thiswouldnotbepossiblewithouttheexistenceofanorganisation
thatcanestablishgloballyacceptedstandardsandrecommendedpracticesthatareagreedbyStates.ICAOisthisorganisation.
ICAOisaspecialisedagencyoftheUnitedNationswhosemandateistoensurethesafe,efficientandorderlyevolutionofinternationalcivilaviation.Itprovidestheforumwherebyrequirementsandproceduresinneedofstandardisationmaybeintroduced,studiedandresolved.ItisintheCouncilofICAOthatStandardsandRecommendedPractices1(SARPs)areadoptedandincorporatedasAnnexestotheConventiononInternationalCivilAviation.TheCounciliscomposedofmembersfrom36States.
TheprincipalbodyconcernedwiththedevelopmentoftechnicalStandardsandotherprovisionsistheAirNavigationCommission.ItsprimaryroleistoadvisetheCouncilofICAOonairnavigationissues,andiscomposedofnineteenexpertswithappropriatequalificationsandexperienceinvariousfieldsofaviation.ItsmembersarenominatedbyContractingStatesandareappointedbytheCouncil.TheyareexpectedtofunctionasindependentexpertsandnotasrepresentativesoftheirStates.TheAirNavigationCommissionisassistedinitsworkbythetechnicalpersonneloftheAirNavigationBureau,whichisapartoftheSecretariat.
TheGlobalATMOperationalConcept,endorsedbythe11thAirNavigationConferenceheldatICAOin2003,callsforandpresentstheICAOvisionofanintegrated,harmonisedandgloballyinteroperableATMsystem,andrequiresgreatercooperationandcollaborationwithinthe
1 A Standard is defined as any specification for physical characteristics, configuration, material, performance, personnel or procedure, the uniform application of which is recognised as necessary for the safety or regularity of international air navigation and to which Contracting States will conform in accordance with the Convention. In the event of impossibility of compliance, notification to the Council is compulsory under Article 38 of the Convention.
A Recommended Practice is any specification for physical characteristics, configuration, material, performance, personnel or procedure, the uniform application of which is recognized as desirable in the interest of safety, regularity or efficiency of international air navigation, and to which Contracting States will endeavour to conform in accordance with the Convention. States are invited to inform the Council of non-compliance.
SARPs are formulated in broad terms and restricted to essential requirements. For complex systems such as communications equipment, SARPs material is constructed in two sections: core SARPs - material of a fundamental regulatory nature contained within the main body of the Annexes, and detailed technical specifications placed either in Appendices to Annexes or in manuals.
Procedures for Air Navigation Services (or PANS) comprise operating practices and material too detailed for Standards or Recommended Practices - they often amplify the basic principles in the corresponding Standards and Recommended Practices. To qualify for PANS status, the material should be suitable for application on a worldwide basis. The Council invites Contracting States to publish any differences in their Aeronautical Information Publications when knowledge of the differences is important to the safety of air navigation.
8_9CANSO Guide to Seamless Airspace
ATMCommunity.WhiletheOperationalConceptprovidesthe‘vision’,theGlobalAirNavigationPlan(GANP)providesthestrategic,high-levelplanforbringingtheConcepttorealisation.
VariousICAOCNS/ATMpanelshavesincebeendoingstandardswork,andtheregionalplanningandimplementationgroups(PIRGs)aredoingtheregionalcoordinationworkamongStates,ensuringalignmentwiththeGANP.However,theindustryisstilllackingaroadmaporplanofactionthatwillbringthesevariousactivitiestogetherandsetoutacoursetowardimplementation.
ThisiswhereCANSOcanaddvalueastheinterfacetotheoperationalenvironment.CANSOcanhelpidentifytheoperationalandsystem/technologyperformancerequirementsthatareinneedofglobalstandardisation.CANSOcanalsohelpdeterminetheprioritiesandrecommendactivitytime-lines.
ANSPshavehistoricallyparticipatedinICAOmeetingsandengageditsworkprogrammesasStatenominees,servingasadvisorstotheStatedelegation,anddidnothaveanindependentindustryvoice.However,evermorestringentseparationbetweentheregulatoryfunctionandserviceprovisionwillincreasinglyreducetheANSPabilitytocontributetoICAOthroughgovernmentchannels.Further,therealisationofagloballyinteroperableATMsystemwillrequiregreaterconvergenceofviewsandpositionsamongANSPs.
OneofCANSO’sprimarygoalsistobethelegitimateconsolidatedvoiceofANSPs.ThisincludeshavingadirectvoiceandinfluenceatICAOthroughitsObserverstatus.AcoordinatedandconsolidatedANSPvoiceinICAOproceedingswillstrengthentheinfluenceANSPshaveonICAOpolicydevelopmentandSARPsworkprogrammes.SeveralCANSOMemberANSPsalsorealisethattheirnationalauthoritiesmaybeslowtorespondtonewANSdevelopmentsandthatnationalregulationsareoftennotfullyawareofcurrentoperationalpracticesandrequirements.Amore
effectivedialoguewithICAOmayensureimprovedtimelinessandappropriatenessofregulations.
ICAOisactivelyseekingconsolidatedindustryviewsandguidance,especiallyinviewofthesubstantialstandards-settingworkthatneedstobedoneinsupportofATMmodernisationprogrammes.Accordingly,ithasinitiatedaseriesofStandardsRoundtable(RTCA,SAE,Eurocontrol,EUROCAE,EuropeanCommission,andFAA)meetingstoidentifythebasicstandardisationneedsoverthenext5yearperiod,especiallyasaresultoftheNextGen/SESARprogrammes,andhasinvitedCANSOtocontributetothiseffort.TheGANPistobeupdatedtoincludeaframeworktoensureharmonisationofairnavigationmodernisationprogrammes.
Additionally,CANSOcanbeexpectedtocontributetothedevelopmentofaglobalaeronauticalcommunicationsroadmapasanaidtoinvestmentdecisions.ThesedecisionsarecriticalastheadvancedcapabilitiesdefinedintheGANPwilldependonadvancedaeronauticalcommunications.Today,therearemanycommunicationtechnologiesavailablewithverydifferentcapabilitiesandoperationalbenefits.
Asafollow-uptothe11thAirNavigationConference,ICAOisplanningits12thAirNavigationConferenceforNovember2012,andCANSOcanbeexpectedtomakeasignificantcontributiontothisevent,especiallyindeterminingthestepsandinitiativesrequiredtorealisinganintegrated,harmonisedandgloballyinteroperableATMsystem.
Well-coordinatedworkbetweenICAOandCANSOonATMprogrammesshouldprovideawin-winbenefitforboththeregulatoryandANSPcommunities.
5Survey Results & Indications
Inordertoassessnextstepsintheseamlessairspaceevolution,itisnecessarytofirstdeterminethepositionoftheANSPindustry.
WemustassessthecurrentservicesprovidedbyCANSOmembersandlearntheirintentofnear-termimplementationplans.
TogatherthisinformationtheSAWGledaninitiativetodevelop,distribute,andassessasurveyonANSPservices.Thesurveyquestionedmembersoncurrentservicesineachdomain:Communications,Navigation,Surveillance,andAirspace.Inaddition,weaskedthememberstoprojecttheservicesthattheywillprovidein2015.Theobjectivewastolearnwhereservicesareinconsistenttoday,andtogaininsightintowhetherthosegapswillincreaseordecreaseoverthenext5years.
WereleasedthesurveytoCANSOmembersinJune2009andreceivedresponsesfromthefollowingmembers:
– AirservicesAustralia– AirwaysNewZealand– ANALuxembourg– ATNSSouthAfrica– BULATSABulgaria– EANSEstonia– FAA-ATO– GACASaudiArabia– MATSMalta– NANSCEgypt– NAVCANADA– NAVIAIRDenmark– NAVPortugal– PIAJ.S.C.Kosovo– PANSAPoland– SENEAMMexico– STATEATMCorporationRussia– UKNATS
Surveyresultswerelimited,butdidindicate
severalgoodtrends,alongwithgapareastowatchinthefuture.PositivetrendsincludethecommitmentexpressedbymanymemberstowardtheICAOflightplanformat.Inaddition,thereisgoodcompliancewithICAOseparationstandards.Furthermore,consistentapproachesareusedfor
graphicproductsforweatherandaeronauticalinformation.
Afewareasofconcernwerehighlightedbythesurvey.Oneexampleisthatthereisstillamixofsystemsusingmetricandimperialunitsofmeasurement.Also,thereisalackofconsistencyinRVSMapplicationsforoceanicandremoteareas.EventhoughContinuousDescentApproachesarereceivingsignificantinterest,only25%ofthemembersrespondedwithanindicationthattheywouldincorporatesuchproceduresduringthereportingperiod.LikewiseforUser-PreferredTrajectories(UPT),whichalsoonlygarnereda25%responsefrommemberswhoindicatedthatUPTwasintheirplans.
6Real-world Issues; Two Case Studies
Whenreviewingthesurveyresultsdiscussedinsection4above,theSAWGconcludedthatmorein-depthstudywasrequired.Therefore,wedecidedtoconducttwocasestudiesanalysingallcriticalservicesalongtwomajortrafficflowstreams.Thecitypairsforthecasestudieswereselectedbasedonseveralfactors,including:
– CANSOmembershipofserviceprovidersalongtheroute(givingustheabilitytointerviewtheoperationalstaff)
– PreviousresponsesintheSeamlessServicesSurvey
– Trafficvolumealongtheroute– Knownissuesalongtheseams.
Withtheabovecriteriainmind,theteamdown-selectedthetrafficflowstreamstotwoflows:OneflowcoveringNAVCANADA,FAA,andSENEAM;andanotherflowcoveringUKNATS,IrishAviationAuthority(IAA),NAVCANADA,andtheFAA.
SAWGteammembersinterviewedANSPoperationalstaffandairspaceuserswhowereexperiencedwithflightoperationsalongthesetrafficflowcorridors.Theinterviewsweredesignedasanopendiscussioninregardtosystems,procedures,andoperationalissuesbasedonpracticalexperience.
10_11CANSO Guide to Seamless Airspace
ANSPsprovidedinformationonanumberoftopicswhichincludedissuesrangingfromlocalconcernstoglobalANSPmatters.Insomecases,thelocalissueshadaregionalimpactthataffectedtrafficintoandoutofneighbouringFIRs.Inothercases,thelocalissuesweretrulylocalandthereforedidnotfallunderthepurviewoftheSAWG.Forthisreport,weeditedtheinformationtocoverissuesthataremostrelevanttocross-FIRoperations.
6.1_CaseOne:SENEAM,FAA,NAVCANADA
ThecitypairforthiscasestudywasCancun-Toronto.However,thesubjectsinterviewedhadfreerangetocoveranyissuesimpactingtheboundariesbetweentheserviceproviders.Bestpracticesandareasofconcernwerebothopenlydiscussed.
Inregardtobestpractices,severalsubjectsemergedastheprimarydriversforseamlessoperations.FirstwastohaveaTrafficFlowManagement(TFM)practicesharinginformationonflightsbetweentheANSPs.Inthiscasestudy,allthreeparties(SENEAM,FAA,andNAVCANADA)
haveacentralisedtrafficflowfacility.Evenmoreimportantforseamlessservicesistheabilitytocoordinatebetweencentralflowfacilities.
TheSENEAMstaffmemberssurveyedwerequicktopointoutthattheyhaveascheduleddialoguebetweentheircentralflowfacilityandtheFAACommandCenteratleastonceperday.Likewise,theNAVCANADATFMpersonnelparticipateinaregularly-scheduledteleconferencecallwiththeFAACommandCenter,alsoonadailybasis.TheTFMdiscussionbetweencentralflowfacilitiesisusedtoidentifyanytrafficflowissuesfortheday(e.g.weatherproblems,temporaryflightrestricts)andtoworktogethertomanagetheoperationinthebestpossiblemanner.Beyondtheregularly-scheduledteleconferencecalls,trafficflowpersonnelineachorganisationwillpro-activelycontacteachotherwhensituationsrequirecoordinationbetweenserviceproviders.ForSENEAMandtheFAA,duringpeaktrafficseason,twoteleconferencecallsperdaytypicallytakeplaceinvolvingrepresentativesfromMexicoCity,Mérida,Monterrey,Houston,andAlbuquerqueATCcentres.Discussionsrelatetoexpected
weathereventsaffectingtrafficflowsbetweentheU.S.andMexico,andanyresultingtrafficflowstrategies.Inaddition,thenumberofarrivalslotsperhourforvariousairportsinMexico,includingCancún,iscoordinated.
Likewise,NAVCANADAandtheFAAworkcloselytogethertomanagetrafficflowalongtheU.S.–Canadianborder.NAVCANADAfrequentlyprovidesroutestorelievecongestion(normallyduringsevereweather)alongthenortheastborderoftheU.S.
Inadditiontotheregularcoordinationbetweencentralflowfacilities,thenextimportantstepcitedtoimproveseamlessserviceswasthebasicabilitytoestablish“camaraderie”betweenoperationalpersonnelwhoworkinboundarysectors.Whenformingthecasestudies,theSAWGemphasisedatechnicaldialogue;andindeedtechnologywasverifiedasakeyseamlessservicesenabler.However,whenitcomestosmoothlyhandlingtrafficfromoneFIRtoanther,themostimportantcharacteristicofaseamlessboundaryisthattheATCOsoneachside“knoweachother”,viewthemselvesaspartofateam,anddevelopadesiretoworktogether.Thestaffmembersinterviewedsaidthatsuchcamaraderiedevelopedslowlyovertimeastheytalkedtoeachotherduringtrafficflowdiscussionsorcalledeachothertohandleaspecificdifficultsituation.Astheyovercameexceptionalsituations,thestaffdevelopedarapportandbeganworkingtogethermoreoften.
Duringthecasestudyinvestigation,thesurveillancedifficultiesovertheGulfofMexicowerehighlighted.ThereisawidemixofsurveillancecapabilitiesandthereforeasignificantvarianceinseparationstandardswhenflyingacrosstheGulfofMexico.Forexample,accordingtoFAAOrder7110.65dated2/10/2010,thereareseveralseparationrulesintheZHUGulfOfMexico.Crossingtrafficis15minutesbutitisrareforapurecrossingscenariotooccur.Intrailseparationis10minutesatsameMACH.TimecanbereducedbasedonMACHspeed.TheFAAisimplementingADS-BinmostoftheGulf,which
caneventuallyallowareductioninseparationincoveredareasto5nm.However,therewillstillbeareasinthemiddleoftheGulfwithoutsurveillancecoverage;inwhich100NMlateralseparationmustbeapplied.Thevarianceinsurveillancecoverageisnotconsideredaboundaryissuebecausethevariationresultsfromageographicalsituation.Nevertheless,mixesofsurveillancecoverageandchangesinseparationstandardscreateanon-harmoniousflowoftraffic.ForflightscrossingtheGulfofMexico,thesituationwasexacerbatedbyanoverlycomplexroutestructurewithnumerouscrossingflights.Inthiscase,SENEAM,theFAA,U.S.DoD,IATA,ICAOandtheusersworkedtogethertochangetheGulfofMexicoroutesinordertosimplifytrafficflow.TheresultingroutestructurewillimproveFIRborderoperations,increasepredictabilityandefficiencyandreducecontrollerworkloadalongtheSENEAM-FAAFIRboundary.
TechnologyharmonisationandcompliancewithICAOstandardsisnecessaryforseamlesshandingofinformationbetweenANSPs.TheFAA,NAVCANADA,andSENEAMoperatemodernATCsystems.TheirsystemshaveautomatedFlightDataProcessingSystems(FDPS)andRadarDataProcessingSystems(RDPS)thatexchangeflightplanandradarderivedinformation.FlightplansreceivedfromtheU.S.areautomaticallyprocessedandinputintotheMexicanFDPSforMexicoCityandMéridaAreaControlCentres(ACCs).FlightplansreceivedfromMexicoareautomaticallyprocessedandinputintotheFAAFDPSforHoustonCenter.Similarly,NAVCANADAandtheFAAexchangeflightplansbetweensystemsaswellasradarhandoffs.
Several“blockers”toseamlessoperationswerehighlightedduringtheinterviewsfortheToronto-Cancuncitypair.WithinthethreeANSPs,thereisamixofmetricandimperialunitsinusefortheATCsystems.Similarly,nationstendtodefaulttotheirnativelanguagewhentalkingtodomesticaircraftwhichhasacascadingimpactonsituationalawarenessandalsocreatesdifferenceinserviceofferingsbasedonlanguagecomprehension(orperceivedlanguagecomprehension).Differencesinlanguageand
12_13CANSO Guide to Seamless Airspace
phraseologywerementionedseveraltimesduringtheinterviewsasanimpedimenttoharmonisedoperations.ThecommentswerenotlimitedtovoicecommunicationswithATC.Forexample,theU.S.AIPisonlypublishedinEnglish,whereastheAIPofMexicoisonlypublishedinSpanish.
EveninthelimitednumberofANSPssurveyedforthiscasestudy,thereweremanyexceptionsinplacetoICAOregulations.
Mostofthediscussionsduringthecasestudieswerefocusedoncross-borderoperations.However,thetrafficflowwasidentifiedtoaspecificcitypair(i.e.Toronto-Cancun),andATCpersonnelfrequentlybroughtuplocalissues.ForCancunAirport,oneofthelocalissueswasfoundtohaveimpactstretchingbacktoU.S.airspace.Cancunhasaverylimitednumberofgatesandoff-gateparkingforaircraft.Duringtouristseason,thelackofplacestopositionaircraftlimitstheacceptancerateattheterminalandaffectstrafficflowcomingfromthesouthernborderoftheU.S.Thetrafficflowsituationishandledbytheairtrafficcontrollers,butstillhasanimpactontrafficflowandcontrollerworkloadacrosstheboundary.
6.1_CaseTwo:FAA,NAVCANADA,IAA,UKNATS
ThecitypairforthiscasestudywasChicago-London.Aswiththepreviouscasestudy,thestaffmembersinterviewedwerenotrestrictedtojustdiscussingflightsonlyonthespecificcitypairroute.Rather,thecitypairwasusedasamechanismtostartthedialogue.
Thiscasestudyhighlightedseveralbestpracticeexamples.TheANSPsinvolvedhadcollaboratedcloselytogetherformanyyearsandworkedtoprovideaseamlesssuiteofservicestotheircustomers.Inparticular,UKNATSandNAVCANADAjointlydesignedanddevelopedanoceanicATCdisplaysystem,greatlyenhancingtheirabilitytoexchangeinformation;aswellasenablingcommoninfrastructure,proceduresandregulation.Inaddition,UKNATSandNAVCANADA(alongwiththeFAA)wereearlyadoptersofADSandCPDLCinoceanicairspace,permitting
flightstogofromoneFIRtoanotherseamlessly.Asreportedinthefirstcasestudy,the
importanceofgoodcamaraderiebetweenoperationalstaffwasemphasisedasacriticalcomponentinhandlingflightsacrossboundaries.ThecamaraderieaidscommunicationandcoordinationbecausethecontrollerswanttoworkwiththeircolleaguesintheotherANSPstocollectivelyhandlethetrafficinthebestwaypossible.
Coordinatedtrafficflowishandledinanumberofdifferentways.UKNATSandIAAaremembersofEurocontrol.TheEurocontrolCentralFlowManagementUnit(CFMU)exchangesflightinformationwiththeFAAAirTrafficControlSystemCommandCenter(ATCSCC)andengagesinaregularly-scheduleddialoguetoreviewthedailytrafficflowsituation.Inaddition,UKNATSelectronicallyexchangestrafficflowinformationwiththeFAA.
AirfieldsclosetotheUKboundaryhaveaflightlevelallocationschemethataidstransition.FlightsfromChicagohaveaflightlevelofferedbyShannon(orPrestwick)approximately10minutesbeforeentrytotheirairspace.Iftheelectronicofferisnotacceptedthenatelephonecalltakesplace.
Despitetheregulardiscussionstohandletrafficflowinformation,therewerestillsomeborderissuesidentifiedduringthecasestudy.Onaregularbasis,thevolumeofNorthAtlantictrafficissohighthatitcauses“bunching”atMonctonCentre,whichdistributestrafficdowntheEasternSeaboard.Inasimilarfashion,overseastrafficarrivingatBostonCenterintheU.S.isnotdistributedinawaythatissuitedfordomesticairspace,resultinginconsiderablemanoeuvringtorealigntheflows.ClearancesthatareefficientfortheNorthAtlanticarenotnecessarilyefficientfordomesticairspace.Therestillexists“compartmentalisation”andlackoffullharmonisationbetweenoceanicanddomesticoperations.
Interviewedpersonnelreportedthatsomeserviceprovidersstillusesystemswithnon-standardisedFDPmessagesets,reducingthe
abilitytoexchangeinformationandimpactingserviceacrossboundaries.
UKNATSandIAAuseFlightLevelAllocations(FLAs)withneighbouringserviceproviderstoaidthehand-offofflights.However,staffmembersreportedthatFLAsarenotalwaysstandardisedandresultingtrafficcoordinationwithneighboursisnotharmonious.Interviewedstaffalsopointedoutthattherearesomeboundariesthatconnecttonon-standardseparationairspace,creatingamixofseparationdistanceswhencrossingtheFIR.
Itwasnotedthatthereissomeinconsistencyinpilots’adherencetoindividualANSPrequirementstoreducespeedto250knotsbelow10,000feet.ThisrestrictionisarequirementintheUnitedStatesbutisnotgenerallyrequiredinEurope.AlsonotedwasageneralcommentfrommultipleANSPpersonnelthatlackofEnglishlanguageproficiencyinsomepilotscreatedasituationinwhichtheymaysimplifyclearancesinsuchawaythatmayconstrainoperationalefficiency.
7Seamless Airspace Challenges and Opportunities
ANSPsandtheircustomersandusersfacemultiplechallengesastheyworktowardaseamlessglobalairspace.ThecasestudiespresentedabovehighlightdifferentchallengestoseamlessairspaceoperationsbetweencontiguousFIRs.IntheToronto-Cancuncitypaircase,forexample,differencesinlanguageandphraseologypresentabarriertostandardisedprocedures,whileexceptionstoICAOregulationspreventaharmonisedregulatoryenvironment.IntheChicago-Londoncitypaircase,lackofharmonisationbetweenoceanicanddomesticoperations,andserviceprovidersstillusingsystemswithnon-standardisedFlightDataProcessing(FDP)messages,areadditionalexamplesofproceduralandinformationmanagementbarrierstoprovidingseamlessairspaceservices.
Thereareothertypesofchallengestoseamlessairspaceoperations.NeighbouringANSPs,forexample,maybeatdifferentstagesintheirinternalriskmanagement,businessmanagement,andpeoplemanagementstructures,creatinginstitutionalchallengestothestandardisationandsynchronisationofrecommendedpracticesthatleadtoseamlessoperations.
However,therearealsoopportunitiestoapplybestoperationalpracticesidentifiedbytheworkinggroupthroughthecasestudiesandadditionalresearchconductedintheprocessofdevelopingthisguidancedocument.Consequently,theSAWGrecommendsthatANSPsdevelopaninventoryofchallengestoseamlessairspaceoperationsbetweenandwithintheirFIRs.Tosupportthisrecommendation,thetableonpage16providesanassessmentframeworkthatANSPs,basedontheiroperationalneedsandresources,mayapplytoidentifyandcategorisethatinventoryofchallenges.TheassessmentframeworkprovidestheANSPwithacheck-listofrelevantfactorsthatmayimpactseamlessairspaceoperationsincluding:
– Thefourseamlessairspacefunctionalareas(Infrastructure,Procedures,InformationManagement,andRegulation)introducedinthisdocument;
– SeveralICAOGlobalATMOperationalConceptelementsrelevanttoseamlessairspacesuchasAirspaceOrganisationandManagement(AOM),DemandandCapacityBalancing(DCB),ATMServiceDeliveryManagement(ATMSDM);
– InternalANSPbestpracticemanagementprinciples(riskmanagement,businessmanagement,peoplemanagement)suggestedbyANSPrepresentativestotheSAWG,andexternalfactorssuchasthenational,institutional(political),andlegalenvironmentineachcountry.
14_15CANSO Guide to Seamless Airspace
Seamless Airspace Functional Area
Internal and External Factors that Impact Seamless Operations Examples of Best Practices
Infrastructure
CommunicationsCANSO’s CNS/ATM workgroup cross-ANSP dialogue on communications standards and infrastructure development
Navigation
Surveillance
Automation
Procedures
Airspace Organisation and Management (AOM)
FAA Command Center and Eurocontrol CFMU operational coordination and Traffic Flow work groups
Demand and Capacity Balancing (DCB)
Aerodrome Operations (AO)
Traffic Synchronisation (TS)
Conflict Management (CM)
Airspace User Operations (AUO)
ATM Service Delivery Management (ATM SDM)
Information Management
AIMNet – Aeronautical Information Management CANSO AIM Work Group
Surveillance Data
Flight Data Flight Object work groups
RegulationNational Institutional Environment (political decision-making process)
Tailor the Single European Sky (SES) model to the ANSP’s regional conditions
CANSO’s Middle East Regional workgroups for Airspace, CNS/ATM, and safety
Please see Section 8, “Collaboration Framework Best Practices” for additional examples
Legal Environment
Table1:AssessmentFrameworktoIdentifySeamlessAirspaceChallengesandOpportunities
8Collaboration Framework Best Practices
Thedefinitionofseamlessrequiresthatairspaceusersbeabletotransitfromonejurisdiction(FIRand/orsector)toanotherwithoutnoticeablechanges(ReferPara3.1.).Inordertoachievethisgoalinareasofmultiplejurisdictions,regionalcollaborationbetweenANSPs(andairspaceusers)isrequired.ThereexisttodaymanyexamplesofsuccessfulregionalgroupssuchasNATSPG,ISPACG,FIT-BOBetc.thathaveimplementedbothairborneandgroundtechnologyandproceduresharmoniouslyacrosstheregion.TheSAWGreviewedcollaborationsuccessesviathecasestudiesandbyexpertexperiencewithmulti-jurisdictionworkgroups.TheSAWGrecommendsthatcollaborationbeginlocallyasaneighbour-to-neighbourprocess.Theneighbour-to-neighbourexchangeofoperationalprocedures,
trafficinformation,andsystemdevelopmentdirectionisapplicabletoallANSPsworld-wide.Astrafficdensityandcomplexitygrows,itbecomesincreasinglyimportanttodevelopregionalcollaborationvehicles.Itisonlyafterneighbour-to-neighbourandregionalcollaborationisinplacethatonecanreasonablyexpecttobesuccessfulwithglobalcollaboration.
Withtheabovemigrationinmind,collaborationshouldbeviewedasamulti-facetedactivity.Becausetherearesuchavarietyofmechanismsforcollaboration,itisbesttosectiontheopportunitiesforharmonisationworkintodistinctcategories.Thetablebelowliststheprimarycollaborationcategoriesandgivessomebestpracticesexamplesforeacharea.
Collaboration Category Best Practice Examples
ICAO Regional Groups
– North Atlantic Systems Planning Group (NAT SPG) – Informal South Pacific ATS Coordinating Group
(ISPACG) – FANS Implementation Team, Bay of Bengal (FIT-BOB)
ICAO Technical Panels and Study Teams – Required Planning Performance (RPP) – Performance-Based Navigation
CANSO facilitation
– CANSO Operations Standing Committee – Regional Work groups (Europe, Mid-East, Asia Pacific)
– CANSO Europe Interoperability Group – Middle-East work groups (Airspace, Safety, CNS/
ATM) – CANSO Regional meetings, conferences, programmes – CANSO Guidance Materials – CANSO Training Cycle (possible facilitator support)
Multi-Government Regional Coordination
– Eurocontrol – Single European Sky Council – SESAR Joint Undertaking
Regional/multi-national Traffic Flow Management
– Eurocontrol Central Flow Management Unit (CFMU) coordination across European States
– FAA Command Center coordination with CFMU, SENEAM Central Flow,and NAV CANADA Central Flow
Bilateral/multilateral Coordination and Planning
– Atlantic Interoperability Initiative to Reduce Emissions (AIRE)
– Asia Pacific Interoperability Initiative to Reduce Emissions (ASPIRE)
Geopolitical alliances
– European Civil Aviation Conference (ECAC) – Agence pour la Sécurité de la Navigation Aérienne
(ASECNA) – Corporación Centroamericana de Servicios de
Navegación Aérea (COCESNA) – Safe Skies for Africa
16_17CANSO Guide to Seamless Airspace
Thesegroupsshouldhavethreeprimarycommonalities:
1. Agreedobjectiveandtimeline2. Allrelevantstakeholdersareinvolved,eg
regulatoryauthorities,ANSPs,airlines,aircraftmanufacturersandcommunicationserviceproviders
3. Allstakeholdersacceptindividualaccountabilityfortheirorganisationtomeetagreeddeliverablesandtimeframe
Itissuggestedthatexistinggroupsacceptoraddthegoalofachievingseamlessairspacetotheiragendas,establishingaregionalstrategicplanthataddressestechnologyinterfacesandpracticesthatinhibitseamlessoperations.Wheresuchgroupsdonotexist,regionalANSPsshouldtaketheleadinestablishingtheseandperhapscouldcontacttheChairpersonofanexistinggroupforguidanceand/orassistance.
Furthermore,theSAWGrecommendsextensiveuseofweb-basedinformationwherepossible.Insightandtransparencyarekeyfactorsforimprovingglobalseamlessservicesandthemostcost-effectivemeansforrelayinginformationisthroughwell-designedandfrequently-updatedInternetpages.Examplesofbestpracticesforweb-basedinformationinclude:
– Postingofroadmapsandarchitectureinformation.Inparticular,avionicsroadmapswithtimelines
– AIPaccessfromweb– NAMEURtrafficdensityanalyser,availableto
ANSPsandcustomers– EurocontrolNetworkNews,EurocontrolOne
Skysite,OISpublication,EurocontrolNetworkOperationPlandailypublication,AGORAsite
– Airspaceconsultation
TheUnitedStatesandtheEuropeanUnionrecentlyinitiatedlarge-scaleATMmodernisationprogrammesforeachregion.TheNextGenprogrammeundertheFAA,andSES
ATMResearch(SESAR)undertheEuropeanCommissionwillfundamentallychangethecoreconceptsofATMforyearstocome.Withsuchlargemodernisationeffortsunderway,itisimperativetohaveastronglinkbetweenbotheffortsinordertoharmonisefutureservicesfortheairspaceusers.BecauseofthecomplexityandimportanceofharmonisingthesystemsandprocedurestobedevelopedandimplementedasresultofNextGenandSESAR,theU.S.andEUdecidedtoformalisethecooperationeffortsbyusingaMemorandumofCooperation.TheneedtosignMemorandaofCooperationdoesnotapplytoallANSPsandgovernmentbodiesinordertodevelopseamlessservicesbutitisanoptiontoconsiderwhenstrongcollaborationisnecessaryoveranextendedperiodoftime.
9Conclusion and Recommendations
Fromtheperspectiveoftheaviationcustomer,flighttransitionfromoneFIRtoanotherisrarelyseamless.Theboundarytransitionfrequentlyrequiresdifferentcommunicationsprotocols,additionalpiecesofequipment,anddifferentoperationalprocedures.Furthermore,non-boundaryoperations,procedures,andregulationvarymorethannecessary;requiringadditionalworkload,resources,andexpense.
Onesingleinitiativewillnotsolvetheproblem.Inordertomakesubstantialprogresstowardsseamlessairspace,thegapsmustbeapproachedfrommanyanglesandseveralmethodsarenecessaryforaffectingchange.Althoughthereisatendencytocallforglobalharmonisation,itisimportanttounderstandthatregionalimprovementscanbejustasvaluableasglobalinitiatives.Bothmustbeconsideredandglobalharmonisationisthefinalgoal;butanalysisconductedthroughtheSAWGshowsthatmanyANSPmembersshouldstartwitharegionalfocus(dependingontrafficlevelsandpatterns).
Ourcasestudiesindicatedthatbasicchallengessuchasphraseology,languageproficiency,andvariationinproceduresarea
significantissueandshouldbeaddressedinthenearterm.Furthermore,whenattemptingtoimproveseamlessserviceinaregionalorglobalenvironment,itisessentialtobeginbydevelopinggoodcamaraderiebetweenANSPs.Thesinglebiggestadvancementincross-ANSPseamlessservicesisTrafficFlowManagementcoordination;ideallybetweentrafficflowcommandcentres.
Fromtheperspectiveofouraviationusers,thehighest-valueimprovementcancomefromharmonisingdataexchange,communicationstandards,andanythingdirectlyimpactingavionicsorcockpitoperations.
TheSAWGdoesnotrecommendcreatingnewworkgroupsandpanelstoaddresstheseissues.Existingworkgroupsareadequateaslongastheyhavetheproperfocus.Informalworkgroupsandstructures,andCANSOglobalandregionalworkgroupscanbeinvaluable.CANSO,ICAO,IATAandallaviationstakeholdersmustworktogethertoimproveseamlessairspaceasacommonobjective.
18_19CANSO Guide to Seamless Airspace
Full Members - 77—— Aeronautical—Radio—of—Thailand—(AEROTHAI)—— Aeroportos—de—Moçambique—— Air—Navigation—and—Weather—Services,——
CAA—(ANWS)—— Air—Navigation—Services—of—the—Czech—Republic—
(ANS—Czech—Republic)—— Air—Traffic—&—Navigation—Services—(ATNS)—— Airports—and—Aviation—Services—Limited—(AASL)—— Airports—Authority—of—India—(AAI)—— Airports—Fiji—Limited—— Airservices—Australia—— Airways—New—Zealand—— Angkasa—Pura—I—— Austro—Control—— Avinor—AS—— AZANS—Azerbaijan—— Belgocontrol—— Bulgarian—Air—Traffic—Services—Authority—
(BULATSA)—— CAA—Uganda—— Civil—Aviation—Authority—of—Bangladesh—(CAAB)—— Civil—Aviation—Authority—of—Botswana—— Civil—Aviation—Authority—of—Singapore—(CAAS)—— Civil—Aviation—Regulatory—Commission—(CARC)—— Department—of—Airspace—Control—(DECEA)—— Department—of—Civil—Aviation,—Republic—of—Cyprus—— DFS—Deutsche—Flugsicherung—GmbH—(DFS)—— Dirección—General—de—Control—de—Tránsito—Aéreo—
(DGCTA)—— DSNA—France—— Dutch—Caribbean—Air—Navigation—Service—Provider—
(DC-ANSP)—— ENANA-EP—ANGOLA—— ENAV—S.p.A:—Società—Nazionale—per—l’Assistenza—al—
Volo—— Entidad—Pública—Aeropuertos—Españoles—y—
Navegación—Aérea—(Aena)—— Estonian—Air—Navigation—Services—(EANS)—— Federal—Aviation—Administration—(FAA)—— Finavia—Corporation—— GCAA—United—Arab—Emirates—— General—Authority—of—Civil—Aviation—(GACA)—— Hellenic—Civil—Aviation—Authority—(HCAA)—— HungaroControl—Pte.—Ltd.—Co.—— Israel—Airports—Authority—(IAA)—— Iran—Airports—Co—— Irish—Aviation—Authority—(IAA)—— ISAVIA—Ltd—— Kazaeronavigatsia—— Kenya—Civil—Aviation—Authority—(KCAA)—— Latvijas—Gaisa—Satiksme—(LGS)—— Letové—prevádzkové—Služby—Slovenskej—
Republiky,—Štátny—Podnik—— Luchtverkeersleiding—Nederland—(LVNL)
Lighter—areas—represent—airspace—covered—by—CANSO—Members
CANSO Members
Correct—as—of—22—February—2013.—For—the—most—up-to-date—list—and—organisation—profiles—go—to—www.canso.org/cansomembers
—— Luxembourg—ANA—— Maldives—Airports—Company—Limited—(MACL)—— Malta—Air—Traffic—Services—(MATS)—— NATA—Albania—— National—Airports—Corporation—Ltd.—— National—Air—Navigation—Services—Company—
(NANSC)—— NATS—UK—— NAV—CANADA—— NAV—Portugal—— Naviair—— Nigerian—Airspace—Management—Agency—(NAMA)—— Office—de—l’Aviation—Civile—et—des—Aeroports—
(OACA)—— ORO—NAVIGACIJA,—Lithuania—— PNG—Air—Services—Limited—(PNGASL)—— Polish—Air—Navigation—Services—Agency—(PANSA)—— PIA—“Adem—Jashari”—-—Air—Control—J.S.C.—— PT—Angkasa—Pura—II—(Persero)—— ROMATSA—— Sakaeronavigatsia—Ltd—— S.E.—MoldATSA—— SENEAM—— Serbia—and—Montenegro—Air—Traffic—Services—
Agency—(SMATSA)—— Serco—— skyguide—— Slovenia—Control—— State—Airports—Authority—&—ANSP—(DHMI)—— State—ATM—Corporation—— Tanzania—Civil—Aviation—Authority—— The—LFV—Group—— Ukrainian—Air—Traffic—Service—Enterprise—
(UkSATSE)—— U.S.—DoD—Policy—Board—on—Federal—Aviation
Gold Associate Members - 14—— Abu—Dhabi—Airports—Company—— Airbus—ProSky—— Boeing—— BT—Plc—— FREQUENTIS—AG—— GE—Air—Traffic—Optimization—Services—— GroupEAD—Europe—S.L.—— ITT—Exelis—— Lockheed—Martin—— Metron—Aviation—— Raytheon—— SELEX—Sistemi—Integrati—S.p.A.—— Telephonics—Corporation,—ESD—— Thales—
Silver Associate Members - 62—— Adacel—Inc.
—— ARINC—— ATCA—–—Japan—— ATECH—Negócios—em—Tecnologia—S/A—— Aviation—Advocacy—Sarl—— Avibit—Data—Processing—GmbH—— Avitech—AG—— AZIMUT—JSC—— Barco—Orthogon—GmbH—— Booz—Allen—Hamilton,—Inc.—— Brüel—&—Kjaer—EMS—— Comsoft—GmbH—— CGH—Technologies,—Inc—— Abu—Dhabi—Department—of—Transport—— Dubai—Airports—— EADS—Cassidian—— EIZO—Technologies—GmbH—— European—Satellite—Services—Provider—(ESSP—SAS)—— Emirates—— Entry—Point—North—— Era—Corporation—— Etihad—Airways—— Guntermann—&—Drunck—GmbH—— Harris—Corporation—— Helios—— Honeywell—International—Inc.—/—Aerospace—— IDS—–—Ingegneria—Dei—Sistemi—S.p.A.—— Indra—Navia—AS—— Indra—Sistemas—— INECO—— Inmarsat—Global—Limited—— Integra—A/S—— Intelcan—Technosystems—Inc.—— International—Aeronavigation—Systems—(IANS)—— Iridium—Communications—Inc.—— Jeppesen—— JMA—Solutions—— LAIC—Aktiengesellschaft—— LEMZ—R&P—Corporation—— LFV—Aviation—Consulting—AB—— Micro—Nav—Ltd—— The—MITRE—Corporation—–—CAASD—— MovingDot—— New—Mexico—State—University—Physical—Science—Lab—— NLR—— Northrop—Grumman—— NTT—Data—Corporation—— Project—Boost——— Quintiq—— Rockwell—Collins,—Inc.—— Rohde—&—Schwarz—GmbH—&—Co.—KG—— RTCA,—Inc.—— Saab—AB—— Saab—Sensis—Corporation—— Saudi—Arabian—Airlines—— SENASA—— SITA—— STR-SpeechTech—Ltd.—— TASC,—Inc.—— Tetra—Tech—AMT—— Washington—Consulting—Group—— WIDE
CANSO—–—The—Civil—Air—Navigation—Services—Organisation—–—is—the—global—voice—of—the—companies—that—provide—air—traffic—control,—and—represents—the—interests—of—Air—Navigation—Services—Providers—worldwide.—
CANSO—members—are—responsible—for—supporting—over—85%—of—world—air—traffic,—and—through—our—Workgroups,—members—share—information—and—develop—new—policies,—with—the—ultimate—aim—of—improving—air—navigation—services—on—the—ground—and—in—the—air.—CANSO—also—represents—its—members’—views—in—major—regulatory—and—industry—forums,—including—at—ICAO,—where—we—have—official—Observer—status.—For—more—information—on—joining—CANSO,—visit—www.canso.org/joiningcanso.—