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Operational Investments – Strategy

& Implementation

Ehab AzmyChairmanNANSC

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Operational InvestmentsNANSC Strategy & Implementation

3 - 5 February 2014 Amman, Jordan

CANSO Middle East Conference Transforming ATM Performance through

Innovation and Collaboration

Ehab Mohey AzmyNANSC Chairman

Presented by: Cap. Medhat Abd El AzimDG of international cooperation and affairs

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The strategy for operational investments in ATM

NANSC current and future air navigation plan(ASBU alignment)

Introduction

Operational InvestmentsStrategy & Implementation

Contents

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Introduction

•The corporate strategy formulation begins with a vision –what the company wishes to become in the distant future.

• Then the company’s mission is formulated, which includes its purpose, philosophy and goals.•Operational Investment, is an investment strategy which aims to generate investment return in the form of increased value by improving operational performance

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The strategy for operational investments in ATM ASBU Framework

VisionATMOC

StrategyGlobal Plans

TacticsInitiatives

ActionASBUs

Concepts to implement the safetyand efficiency strategic objectives

Global AirNavigation

Plan

GlobalAviation

Safety Plan

GlobalPerformance

Initiatives

GlobalSafety

Initiatives

Global and regional workplans as part of the businessplan for ICAO led activities

block upgrades should serve as a planning for Resource Management,

Capital Investment, Training As Well As Potential reorganization

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The global aviation system block upgrade

• The global aviation system block upgradeinitiative constitutes a worldwideframework for ATM system modernization.

• Offering a structure based on expectedoperational benefits, it will facilitateinvestment and implementation processes,by clarifying the clear relationship betweentechnology and operational improvements.

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Block 0 - 10 PBN

1. A review was undertaken on what would bethe priority for low hanging fruits for block 0.

2. The following 3 were identified:• improved airport accessibility using PBN• Improved flexibility and efficiency in descent

profiles Continuous descent operations• Improved flexibility and efficiency in

departure profiles Continuous ClimbOperations

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PBN is a key enabler of single sky;

• improved airport accessibility using PBN• Improved flexibility and efficiency in descent profiles Continuous

descent operations• Improved flexibility and efficiency in departure profiles Continuous

Climb Operations• CDO and CCOs reduce fuel burn and noise(Continuous Descent

Operations Save fuel 125-1400 lbs Up to 40% less noise Reduced radiotransmissions Lower pilot workload Reduced hearback / readbackerrors )

• Main enabler to address CFIT and unstabilized approaches Accessibility• Main enabler for runway safety• more RWYs are accessible (previously not accessible, or by less safe

circling, offset or steep angle approaches)• RNP Approach RNP Approach allows 3D use

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SBAS will help to make the skies safer and aircraft routing more efficient, which ultimately saves time, fuel and money

• Shifting from NPA to PA and introducing IFR likeprocedures at low cost into the GA community willsignificantly increase safety

• B0-65 Optimization of approach procedures including vertical guidance

• Commercial case to use SBAS, both for pilots, airport operators

• EGNOS has been certified for aviation in March 2011where we considered Cairo FIR is the natural extension

• Euromed GNSS II/MEDUSA project (Global Navigation bySatellite Systems EGNOS / GALILEO) Egypt nationalworkshop, 12 March 2014

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WHY Euromed region is a “natural” extension for EGNOShomogeneous extension

The extension will Reduces the impact on the Integrity Margin as well as Maximizes the number of monitored GPS

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expected Operational benefits

INCREASED SAFETY• Enhanced operational safety due to the vertical guidance provided• Reduction of CFIT events• Increase situational awareness to the pilot• Better precision in low altitude routes (helicopters, obstacles)

ENVIRONMENTAL ASPECTS• Mitigate impact on noise / environment sensitive areas• More flexibility for highly populated areas• More efficient routes and time / fuel saving

• COST SAVINGS• Reduced dependence on terrestrial navaids Cost reduction in maintenance of ground

infrastructure and conventional navaids• Allows for rationalisation of ground navigation infrastructure• The availability of off-the-shelf ABAS and SBAS Low cost avionics brings PBN within the

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NANSC Surveillance domain

• Six(6) En-Route Mono Pulse Secondary Radar with detectionrange of 250 NM, Five (5) of them are validated to operate withselectivity mode (mode S). All the En-Route stations are remotecontrolled automatically and monitored by more than one level.

• There are eight (8) approach radars Each station consists of Mono-pulse secondary radar with detection range 250 NM AND Primaryradar with detection range 60 NM.

• The future strategy are:1.increasing SSR redundant coverage by connected approach

RADARS to the central En-Route RADAR data processor (RDP) withmultitasking process. This operation will done after the upgradingof approach radars.

2.Using ADSB system to cover non radar areas at south east(Halayeeb triangle) and south west (Owinat).

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NANSC Communication domain

• NANSC is member in NAFISAT network which is communication network carries ATS/DS and AFTN circuits over North Eastern African and Indian Ocean.

• NANSC hosts one site of NAFISAT network in Cairo which has links with 4 African countries (Eretria – Libya –Sudan – Kenya) .

• NANSC communication is based on two internal VSAT networks ,(GSI )as main network and (ALCATEL) as backup network .

• GSI network contains of 19 VSAT sites and one hub station carries all the services of voice (VHF – HL –PABX ) and data (RADAR - RCMS – AFTN – AIS ) .

• Alcatel network contain 6 sites and one hub station carries the traffic of the En-rout Radar and main VHF channel sites during any interference on the main network (GSI) or during the sun outage phenomena

• NANSC is planning now to replace the old backup network (ALCATEL ) with new network to keep the availability of the communication network

• The new network will be with different access technique to the satellite and will be on other satellite to avoid the failure of the two network at the same time

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B0-75 Improved Runway Safety (A-SMGCS) Cairo port surface surveillance

• NANSC currently implements a modern projectMultilateration (MLAT) system which representsupgrade to A-SMGCS system and consists of (32)receiver station , (13) transmitter station , (3)transponders to check the accuracy of the operationand Central target processor(CTP).

• we use Motorola wireless canopy system to connectmost of stations to the (CTP).

• there is a Remote and control terminal for monitoringand control the system.

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B0-25(Improve Information Exchange)

• Increased Interoperability, Efficiency andCapacity through Ground-Ground IntegrationSupports the coordination of ground-grounddata communication between ATSU basedon OLDI

• Successful trials in place between Cairo FIRand Both ATINS and Jeddah FIRs

• AMHS in place since 2011

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Aeronautical Information Management

• B0-30 Service Improvement through DigitalAeronautical Information Management Initialintroduction of digital processing andmanagement of information, by theimplementation of AIS/AIM making use ofAIXM(2013/2014), moving to electronic AIPand better quality and availability of data.

• NANSC flight procedures office which besidesits tasks provide training opportunities fortrainees from AFI/MID states.

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MIDRAR…to MAEP

Alan CornerDirector, Middle East

Helios

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MIDRAR - a short history

MIDRAR was established by CANSO in 2011 to find ways of increasing airspace capacity through regional cooperation. It was a key programme for CANSO Middle East region.

The approach:• Phase 1: A ‘top down’ review of the existing situation, the

identification of key challenges and the development of a framework and initiatives to meet the challenges (2011-2012)

• Phase 2: Establish a regional, multi-stakeholder vehicle to implement initiatives by coordinating projects already planned by individual service providers and airspace users and other regional initiatives. ‘A regional programme office’. (2012+)

• Phase 3: Develop a strategic plan to prepare the region for future challenges (2013+)

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From MIDRAR to MAEP…

CANSO initially made good progress…• Phase 1: Report was completed in 2012• Phase 2: Detailed planning started in late 2012; however, despite the

involvement from many stakeholders, lack of buy-in meant that it was impossible to tum this support into implementation

At the same time….• DGCA/2 reviewed several proposed approaches to evolving Middle

East airspace and actioned ICAO to establish MAEP to focus efforts• In the interests of the region and to ensure ANSPs were represented,

CANSO members agreed to provide MIDRAR as a key input and take an active role in the development of MAEP

• The MAEP SCM is planned for February 2014…

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CANSO’s role in MAEP…

• CANSO and its members have extensive global and regional experience and propose to play a key role in the development and implementation of MAEP

• We will work with ICAO MID and other aviation organisations, service providers and stakeholders to ensure buy-in and a single focus

• We will offer what we have learnt in MIDRAR and other initiatives as a key input and to avoid ‘reinventing the wheel’

• Like other stakeholders, CANSO in consultation with its members has proposed a potential approach to be discussed and developed further at the MAEP SCM

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What MAEP might look like…

MAEP Board: • Oversight, strategic advice and direction, reports to the MIDANPIRG• Representatives from States, plus IATA, CANSO and ACI etc.MAEP Implementation Team: • Developing and coordinating initiatives at a regional level. Exploits

and leverages additional benefit from initiatives proposed by stakeholders (e.g. States, ANSPs, airspace users etc.) or that need regional collaboration (e.g. coordination of ASBU roll-out).

• Representatives from ANSPs, airspace users and other stakeholders• Potentially a focal point for industry engagement at a regional levelPMO: • Comprising secondees from participating stakeholders and by

fulltime experts from industry as appropriate.

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MAEP

• MAEP has support from the highest level• It must deliver tangible benefits to the region• It should be a vehicle for the many organisations and other

stakeholders to find new ways of working together for the greater good of the region

• CANSO has a key role to play and is committed to ensuring its success…

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Operational Investments – Strategy

& Implementation

Matthew RileyCo-chair, CANSO ASBU Workgroup

&General Manager Air Traffic ServicesSerco – Middle East

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Enabling and Leading Transformation

Gudrun HeldChair CANSO MEAUSE Workgroup

&Head of DFS Office Brussels

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Enabling and Leading Transformation

H.E. Mohammad Amin Al Quran

Chairman MEC3CANSO &

Chief CommissionerCARC

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-To comply with ICAO requirements

- To enable and empower ANSPs to transform to performance- based organizations

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NANSC

GACA

CARC

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Transforming ATM Business processes into performance based services

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• Political will and Sovereignty; • Competition;• Regional Unrest ;• Legal;• Regulatory; and • Financial

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•Will politicians support transformation in ATM ,

•Follow Best Practice and learn from others

•Sovereignty is the same for all countries, the trick is how to manage it!!!

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By Providing Business Case and Strategy

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• Environment (Org. Structure/Separation, Legalization)

• Equipment (coping with our National Strategy)

• People (learning, training, growth, HR systems)

• Internal Processes and Procedures (Simple, Quality)

• Economic and Financial (Soundness, competition)

• Customers

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Started in year 2004 supported by the European Commission.

Separate the regulator from the operator. Aim to strengthen the regulator functions . Promote service providers autonomy. Improve Quality of Service.

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The Civil Aviation Authority

Airports Management Regulatory Functions!

Air NavigationServices Technical

Training

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The Civil Aviation Regulatory Commission(The Regulator)

AMA Airport Management

QNTC

Air Navigation Services

QAIAKing Hussein

Airport(Aqaba)

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The Civil Aviation Regulatory Commission(The Regulator)

Jordan Airports Company

Air Navigation Services

QNTCQAIAKing Hussein

Airport(Aqaba)

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