Professional Documents
Culture Documents
Contents
Executive summary
2
2
3
3
3
Benefits
Implementation
Transition
ICAO to take the lead
Air transport industry position
8
8
9
Success stories
10
12
Glossary
Executive summary
"The air transport industry has been living with the promise of a new, seamless,
global air traffic management system for over a decade. The technology is in hand
and it is up to governments to act. A cost-effective implementation of such a system
is long overdue, now is the time to make it happen!"
Giovanni Bisignani, Director General & CEO, IATA
"We must press on with our vision for an interoperable, seamless and global air
traffic management system for international civil aviation in the 21st century.
Its progressive realisation will be of immense benefit to all sectors of our industry."
Dr Assad Kotaite, President of the ICAO Council
ATM_cns
ATM_cns is IATAs acronym for air traffic
management, communication, navigation
and surveillance. It is part of the industrys
strategy that builds on ICAOs ATM
Operational Concept and Global Air
Navigation Plan for CNS/ATM Systems
by placing a greater emphasis on ATM
solutions. It refers to the plan to move
from current terrestrial navigation aids and
analogue communications for aviation to
increasing use of satellite solutions and
digital systems with an emphasis on
benefit-driven solutions and the need to
take advantage of existing aircraft
equipage.
Photo: Airbus
ATM-supporting technologies
ATM-supporting technologies include
communication, navigation and surveillance
"cns" technologies. The air transport
industry believes that their successful
implementation in the future depends
on the following.
Communication
There is an urgent requirement for a "single
global scenario" for future aeronautical
communications infrastructure to be
coordinated by ICAO in order to prevent
the proliferation of local and regional
solutions.
Communications must include the following
considerations:
Greater use of data link.
Convergence of very high frequency
(VHF) air-ground infrastructure into a
single globally harmonised, compatible
and interoperable system.
Cooperation between States regarding
the implementation of future air-ground
communication solutions.
Fully digital environment for
aeronautical information services (AIS)
supporting the concept of collaborative
decision-making to ensure that the
right information is made available
to the "right person at the right time"
e.g. pilot, controller or airline
operations centre.
Surveillance
To achieve greater airspace capacity and
increased safety, the air transport industry
supports the early cost-effective
implementation of automatic dependent
surveillance (ADS), in a harmonised,
compatible and interoperable manner.
ADS implementation wordwide shall be
interoperable, both in respect of the
operational procedures, supporting data
link and ATM applications.
Traditional systems
ATM_cns
Communication
Analogue VHF and HF voice between
aircraft and ground stations
Navigation
Terrestrial-based navigational and
landing systems
Communication
Controllers and pilots will communicate
through digital voice and data link
Navigation
Aircraft will have greater autonomy to take
full advantage of GNSS and onboard inertial
reference systems
Surveillance
Automatic dependent surveillance (ADS)
Surveillance
Voice position reports, primary and
secondary surveillance radar
Air traffic control
Separation assurance, conformance
monitoring, hazard monitoring,
conflict monitoring and resolution
Navigation
Global navigation satellite systems (GNSS)
provide aircraft with accurate worldwide
navigational capabilities while improving
upon the present levels of safety
performance. Current GNSS comprise the
US Global Positioning System (GPS) and
the Russian Global Orbiting Navigation
Satellite System (GLONASS). A European
system (GALILEO) is scheduled to be
launched in 2008 and will be interoperable
with the GPS and GLONASS networks.
GNSS will be the primary radio
navigation system for positioning and
timing for all phases of flight from enroute down to low visibility landing
conditions of CAT I minima.
Required navigation performance
(RNP) should be the global standard
for aircraft navigation performance.
RNP aims to improve navigation
performance enabling greater levels
of airspace capacity and efficiency.
Its implementation should have a clear
cost justification with assurance
that users, the airlines, will benefit.
Benefits
ATM_cns will address the limitations of the current systems, and will provide many
improvements in safety, efficiency, environmental performance and capacity thus
responding to rising consumer demand for sustainable air travel.
Environmental improvements
Shortened flight times will result in greater
fuel efficiency and fewer aircraft emissions
as confirmed by the United Nations
Intergovernmental Panel for Climate
Change (IPCC) Special Report on Aviation
and the Global Atmosphere (1999), which
states that the ICAO CNS/ATM Systems
Concept, once fully implemented on a
worldwide basis, will have the potential to
further improve overall fuel efficiency by 612% representing an annual reduction of
around 20 million tonnes of carbon dioxide
(CO2) emissions and a cost saving of
between USD 4.3 and 6 billion per year for
the industry and its customers.
Photo: Boeing
"ATM_cns will provide safe and reliable air traffic management services in
developing regions like Africa, improving safety and operational efficiencies."
Andr Viljoen, President & CEO, South African Airways
Air-ground communications
voice
time consuming routine messages
problems of accent, pronunciation, phraseology
one speaker at a time
VHF voice channels saturation
Navigation
Navigation
fixed airways
point-to-point route segments, indirect routings, sub-optimal
flight profiles and capacity limitations
ground-based navigation aids
line-of-site range limitations
concentration of traffic flow at airway intersections
ground-based navigation aids
large amount of airspace between each aircraft
Surveillance
Surveillance
Airport operations
Airport operations
System interoperability
System interoperability
Equipage
Equipage
Performance measurement
Performance measurement
Flow management
Flow management
demand/capacity balancing
constraints based on available airport and airspace capacity
Implementation
The implementation of ATM_cns will have important implications for States
in the way their airspace will be structured and managed.
"Passengers expect a lot from the air transport industry, with the economy of our
world depending very much on getting people where they want to go, when they
want to go, in a reliable and economic way, and the Air Traffic Alliance founded by
EADS, Airbus and THALES, has a key role to play in helping to make this happen."
Nol Forgeard, Chief Executive Officer, Airbus
Removing borders
The reorganisation and simplification of
airspace will be guided by commercial
traffic flows beyond national borders. One
solution is the implementation of functional
blocks of airspace (FBAs) for both upper
and lower airspace. These airspace blocks
must be managed in an integrated way,
thereby replacing the traditional airspace
structure based along national frontiers.
European area
US - FAA
10,785,000
29
13,753,000
1
58
594
46,100
800
564
21
780
34,532
1,433
323
EUROCONTROL Performance Review Report An assessment of air traffic management in Europe during the
calendar year 2002, PRR6, May 2003
Transition
ATM efficiency and effectiveness must be optimised through the development
of a proper transition plan and a long-term strategy aimed at rationalising
the infrastructure and service delivery. This strategy should be based on global
operational requirements supported by market forecasts and not on purely
national or regional interests.
ICAO to take the lead
ICAO must orchestrate implementation
efforts at a worldwide level, especially
when considering the need to develop
supporting technologies that are globally
harmonised, compatible and interoperable.
Proper international standards, procedures
and guidance are required to prevent the
emergence of diverging national or regional
solutions that could impose additional
burdens service providers and, in turn,
on airlines.
Progressive implementation
The transition towards One Skyglobal
ATM in accordance with the roadmap is
necessary in all regions of the world.
Many aircraft are already capable of GNSS
navigation, and States should allow their
airline operators to take full advantage of
the new technology. ANS providers should
ensure, as a priority, that benefits are
provided to airlines that are appropriately
equipped and certified. Airline operators
that are not appropriately equipped should
be provided with a clear transition path to
the future, and a safer and more efficient
concept of operation.
Airspace
organisation
Adoption of
ICAO flight levels
Airspace
management
Collaborative airspace
planning with all
airspace users including
military
Civil/military
cooperation
User-preferred
trajectories and reduced
separation minima
Flexible tracks
Air traffic
management
Terminal area
optimisation
Flight management
system-based (FMS)
approach and
departure procedures
RNP/RNAV-based SIDs
and STARs optimised
for aircraft performance
Flight planning
& operational
information
Airport surface
movement
Dynamic airspace
management
Military participation
in airspace planning
Long term
Integrated regional
airspace planning
Further reduce
number of
airspace categories
Autonomous operations
based on airborne
separation assurance
Random routing
Improved airspace,
route availability and
meteorological information
Dynamic re-routing
Collaborative flight
planning
Display information
of all surface movements
to all parties
Maximise runway
capacity
Medium term
Free routing
Dynamic
management
of terminal areas
Transfer of separation
assurance responsibility
in designated airspace
Application
of 4D RNAV
in terminal
area
Dynamic flight
planning
Long term
Success stories
There are many success stories that demonstrate the major advantages and
benefits of the progressive implementation of ATM_cns. While providing only
a partial picture, the following examples illustrate that there are very positive
experiences in all regions based on current technology as well as promising
longer-term prospects.
Existing ATM solutions
Substantial benefits are already being
achieved through the implementation of
modern ATM solutions to accommodate
appropriately equipped aircraft. These
include reducing the vertical and
horizontal distances between aircraft,
thereby increasing capacity and
facilitating optimum routing profiles:
Examples:
Caribbean/Latin America:
introduction of RNAV is
generating an annual reduction
of around 40,000 tonnes of CO2
emissions.
Europe: RVSM was successfully
implemented across 41 European
and North African States in
January 2002. During the first
summer of operations, ATM
capacity in European airspace
was increased by approximately
15%.
10
"The development of the future air traffic system will require an unprecedented global
approach, going beyond the international collaboration that has been involved
in building a large transport airplane or an international space station. It will require
working together as a team, integrating ideas, products and technology from around
the world on an unprecedented scale".
John Hayhurst, President, Air Traffic Management and Member of the Boeing Executive Council
Examples:
South Pacific: the first FANSequipped aircraft went into
service in 1995 between Australia
and the US taking full advantage
of improved communications,
optimum routings, and rapid
route-clearance changes.
Cross polar-routes: satellitebased navigation has enabled
flights over previously untravelled territory using Russian,
Canadian and US airspace close
to the North Pole. The first official
polar route flight between North
America and Asia by a
commercial airline was
conducted in July 1998.
Currently, more than 200 flights
per month use near polar routes
between Europe and Asia and
Asia and North America thereby
benefiting airlines and
passengers through significant
time and fuel savings and
associated emissions reductions.
Southern Africa: satellite-based
approach and departure
procedures were implemented
in 2002 at 37 airports in the 14
Southern Africa Development
Community (SADC) States as
well as in Kenya and Cape
Verde. The project is an excellent
example of cooperation between
States and IATA to improve
navigational procedures, enhance
air safety and significantly
improve the regularity, efficiency
and cost-effectiveness of air
transport in Southern Africa.
The need for new HF radios on
Atlantic routes has been averted
through the gradual introduction,
over the past few years, of
automatic dependent
surveillance (ADS) waypoint
reporting which allows better
flight plan conformance
monitoring and a reduction in
gross navigation errors.
11
12
Glossary
ADS
AIS
ANS
ATM
ATM_cns
CAT I
CAT II/III
CDM
CO2
EUROCONTROL
EMARSSH
FAA
FANS
FBA
FIR
FMS
GLONASS
GNSS
GPS
HF
IATA
ICAO
IFR
ILS
IPCC
MLS
RNAV
RNP
RVSM
SADC
SID
SLA
STAR
US
VHF
VFR
The material in this brochure is meant only as general information. Although every effort has been made to ensure that the information provided herein is factually correct, ATAG is
not responsible for the accuracy of information provided to them by third parties. ATAG expressly disclaims any liability and shall not be held responsible to any person for any
liability, damage, loss, costs or expenses, caused by error, omissions, misprints, misinterpretation of the contents of this publication and the consequences of anything done or
omitted by any party acting in reliance of the information provided herein.
September 2003
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