HCMC ACV GNSS Training Course Presentation (UENO)

Status of CNS/ATM
system in Japan
Prepared for the The First in house GNSS Specialized
Course
from 9-12 March 2015
in ACV, Tan Son Nhat Intl Airport, Ho Chi Minh City in Vietnam
JICA Expert, CNS advisor

Mr. MASAHIKO UENO
E-mail: gueno322@gmail.com
The Project for the Capacity Development for Transition to

the New CNS/ATM Systems in Cambodia, Lao PDR, and Vietnam
http://www.newcnsatm.com
CONTENTS
1. Current ATS in Japan
2. CNS Activities in Japan
3. ATFM methods and benefits
4. PBN Implementation in Japan
5. RAIM Prediction Service
*Receiver Autonomous Integrity Monitoring
6. Airline Tracking Service

(following the loss of MH370)
The Project for the Capacity Development for Transition to the New CNS/ATM Systems in Cambodia, Lao PDR, and Vietnam
P6
1. Current ATS in Japan
P7
4 ACCs and ATMC operate in Fukuoka FIR

PetropavlovskKamchatskiy FIR
Khabarovsk FIR
5005N
15900E
Yuzhno-sakhalinsk
FIR
4545N
14000E
4545N
14200E
Shenyang
Vladivostok
FIR
FIR
Sapporo ACC
3838N
13339E
3800N
13300E
3730N
13300E
3230N
12650E
FIR
4500N
15000E
4542N
16255E
Sapporo ACC
Tokyo ACC
Fukuoka ACC
Naha ACC
4 00N
16500E
4300N
14650E
4030N
13556E
Pyongyang
FIR
Incheon
Shanghai FIR
4430N
14540E
4320N
14650E
Anchorage
FIR
Fukuoka
Tokyo ACC
ATM center
3230N
12730E
Fukuoka ACC
3000N
12400E
3000N
12525E
2900N
12400E
Naha ACC
2700N
15500E
2700N
16500E
Taipei
FIR
2330N
12400E
2100N
12130E
Manila FIR
2100N
13000E
2100N
15500E
Oakland FIR
ATMC
P8
ACC configuration Transform Plan

Current
Naha Approach
Control Area
Naha
Fukuoka
Tokyo
Sapporo
ACC
ACC
ACC
ACC
Control Zone
Control Zone
Future
ATMC
(Higher Altitude)
FL290
Naha Approach
Control Area
Control Zone
Chitose Approach
Control Area
Kobe ACC
Tokyo ACC
(West Lower Altitude)
(East Lower Altitude)
Chitose Approach
Control Area
Control Zone
P8
Airports in Japan
Wakkanai
Rishiri
Administrator
Ministry
DOM INTL
6
13
Private company
Total
19
Local government
Civil & Military joint
use
58
Monbetsu
Memanbetsu
Asahikawa
59
Chitose
Kushiro
New Chitose
Okushiri
Hakodate
Misawa
Aomori
Total
Obihiro
Others
Nakashibetsu
Sapporo
18
81
Odate-Noshiro
Akita
Hanamaki
99
Sado
Shonai
Yamagata
Sendai
Noto
Komatsu
Oki
Niigata
Fukushima
Toyama
Hyakuri
Matsumoto
Miho
Tottori
Fukui
Narita International
Izumo
Okayama
Iwami
Tsushima
Yamaguchi-UbeHiroshima
Kitakyushu
Takamatsu
Iwakuni
Iki
Ojika
Fukuoka
Saga
Fukue
Oita
Matsuyama
Kochi
Kobe
Osaka
Tokyo International
Shizuoka
Yao Chubu
International Niijima
Kansai International
Kozushima
Nanki-Shirahama
Tokushima
Tokunoshima
Miyakejima
Hachijojima
Kamigoto Nagasaki
Miyazaki
Kumamoto
Amami
Oshima
Shimojishima
Aguni
Okierabu
Yoron
Kumejima
Naha
Kerama
Kikai
Kitadaito
Minamidaito
Yonagunijima
Kagoshima
Hateruma
Miyako
Tarama
NewIshigaki
Tanegashima
Yakushima
The Project for the
Capacity Development for Transition to the New CNS/ATM Systems in Cambodia, Lao PDR, and Vietnam
P9
Japans Major Traffic Flow (Domestic)

New Chitose
Osaka
Narit
a
Fukuok
a
Chub
Kansa u
i
Tokyo
(Haneda)
P10
Japans Major Traffic Flow (International)

ANCHORAGE
FIR
50N
Europe/Russia
SAPPORO
ACC
Korea
China
INCHEO
N
FIR
West
coast of
USA
40N
TOKYO
ACC
FUKUOKA
ACC
30N
NAHA
ACC
South East Asia

MANILA
FIR
FUKUOKA
FIR
Guam/Australia
140
E
Hawaii
OAKLAND
FIR
160
E
20N
8
P10
Traffic Volume (A Peak hour)

450 ACFT at a peak hour (around noon) in Japan
P10
Air Navigation facilities

Number of Air Nav.
Facilities
Facility
VOR/DME
number
91
VORTAC
23
Wakkanai
Rishiri
ILS Locations
Memanbetsu2
Asahikawa
Nakashibetsu
Kushiro (17 CAT b1)
Obihiro
New Chitose3
(19R CAT b1)
Hakodate
Aomori (24 CAT b1)
Odate-Noshiro Misawa (USAF)
VOR
DME
TACAN
NDB
Oki
ILS
63
Tottori
IzumoMiho
ASR/SSR
26
ARSR/SSR
16
ORSR
ASDE
MLAT
RCAG
5
10
8
44
Monbetsu
CAT-II/III ILS
Akita Hanamaki
Shonai2
Yamagata
Sendai
Niigata
Noto
Fukushima
Toyama
Komatsu
Hyakuri (JSDF)
Narita4 (16R CAT b1)
Tokyo4 (34R CAT-IIIb1)
Okayama
Shizuoka
Iwami
Osaka
HiroshimaKobe
Tsushima
Chubu2 (36 CAT b, 18 CAT )
Kansai4
Ube
Oshima
CAT 4)
(06RL,24RL
(10 CAT
b1)
Kitakyushu
Matsuyama
Fukuoka2 Kochi
Takamatsu
Nanki-Shirahama
Hachijojima
Saga Oita
Fukue2
Tokushima
(JSDF)
Kumamoto
Nagasaki
(07 CAT-b1)
Amami
KagoshimaMiyazaki
Tokunoshima
Tanegashima
Kumejima
Naha
Yonaguni
Shimojishima2
Miyakojima
As of September 20,
2012
P11
Multilateration (MLAT)
MLAT is a surveillance system to monitor the aircraft movement on the airport surface
by measuring the time difference of arrival of a signal (squitter) emitted from a
transponder of an aircraft at three or more receiver sites.
Shin-Chitose
Receiver site A
Receiver site B
MLAT enable
Surveillance of ASDEs blind area

Automatic tagging of flight number
Detection of aircraft in bad weather
Receiver site D
Receiver site C
ARV1301
B773 60
DEP1206
B772 05
DEP1208
B763 05
DEP1203
A306 34R
DEP1201
B762 34R
DEP1205
B763 34R
ARV1303
B763 54
ARV1300
B74D 14
DEP1207
A306 34R
ARV1320
B763 502
DEP1221
B74D 34R
ARV1322
MD90 1
Osaka
Chubu
Kansai
DEP1200
B763 34R
Fukuoka
Tokyo
Narita
DEP1210
B763 05
DEP1211
B772 05
DEP1220
B773 05
ARV1321
B734 103
Naha
Display of ASDE
Display in combination with ASDE
ARSR Locations and Coverage
Yokotsuda
ke ARSR
LEGEND
Kushiro ARSR
Radar covering area
Kushiro
(15,000ft)
Yokotsudake
Oga ORSR
Radar covering area

(30,000ft)
Dual radar covering
area (15,000ft)
Fukue
ORSR
Hachinohe
Hirata
ARSR
Oginojo
ARSR
Oginojo
Sangunza
n ARSR
Fukue
Kaseda
ARSR
Mikawa
Hakone
Mikawa
ARSR
Kumejima
ORSR
Yaedake
Yanada
Iwaki
ORSR
Yamada
ARSR
Hachijojima
Imanoyama
Kaseda
Amami
Iwaki
Johonzan
ARSR
Mikuinisan
Sangunzan
Kumejima
Johonzan
Noto
Hirat
a
Hachinohe
ARSR
Oga
Imanoyam
a ARSR
Amami
ARSR
Hakone
ARSR
Hachijojim
a ORSR
Miyakojima
Miyakojim
a ARSR
Yaedake
ARSR
As of April 1, 2012
Reference Information
P7
Airport Projects with Participation of Japan (1)

Japan participated in many airport projects mainly in ASEAN. 41 projects in total
Tan Son Nhat Intl Airport Terminal Construction
(Vietnam)
Put in service in 2007
Terminal 2 Construction Project in Noi Bai Intl

Airport (Vietnam) Under construction for start
of service in 2015
ODA (yen loan) project

Annual No. of passengers:
about 17 million
Japanese companies built
intl flight terminal (93,000m2).

about 10 million
T2 (139,000 m2) under
construction by JapaneseVietnamese joint venture.
Technical cooperation:
dispatch of experts and service
preparation committee
Borg El Arab Airport Modernization (Egypt)

airport operation support in
process including dispatch
of experts and training in
Japan.
Changi Airport Terminal Construction (Singapore)

about 51 million
Terminal Bldgs. 1 and 3 and
improved Terminal Bldg. 2.
(Source : JICA)
Kuala Lumpur Intl Airport Construction

(Malaysia)
about 40 million
Japanese company built
main terminal and satellite.
Suvarnabhumi Airport Construction (Thailand)

about 53 million
main terminal (563,000 m 2)
dispatch of experts, etc.
14
Airport Projects with Participation of Japan (2)

Airport projects with the participation of Japan are now in process in many parts of the world.
New Ulaanbaatar Intl Airport Construction
(Mongolia)
Bandaranaike Intl Airport Development

Phase 2 (Sri Lanka)
Project of building a new airport at 50 km south

from the Ulaanbaatar urban district.
May 2008: yen loan contracted
June 2013:
construction work started
Provision of technical
cooperation planned.
Project of constructing a passenger terminal building and

auxiliary facilities in Bandaranaike Intl Airport in Colombo,
the biggest city of Sri Lanka.
March 2012: yen loan contracted
New Bohol Airport Construction and

Sustainable Development (Philippines)
Vientiane (Wattay) Intl Airport Terminal

Related Project (Laos)
Project of putting a new airport in place on Panglao Island

next to Bohol Island for meeting the increasing demand of
the present Bohol Airport
March 2013: yen loan
contracted
Japanese companies are participating in the terminal

operation project.
JICA has conducted a cooperation preparation survey in
response to a request for
a yen loan from Laos.
Present airport
Cebu Island
Bohol Island
New passenger
terminal
Elevated access
road
Planned site
for new airport Panglao Island
15
2. CNS Activities in Japan
P14
Feasibility study on Continental CPDL

C
JCAB has conducted a feasibility study on CPDLC

introduction in Continental area using VDL mode-2,
aiming at implementation from 2021 in high altitude
and then partially to low altitude on a step-by-step
basis.
CPDLC will be used in a part of ATC
communications, which is not time-critical.
RCP (Requirement for Communication Performance) for Continental

CPDLC is defined to assure quality of service based on RTCA DO-290
and EUROCAE ED-120.
Transactions time; 12 seconds; 99.9%

Service Availability; 0.995
Unplanned outages: 6min or less/time, 40 times or less/yr,
Total accumulated time 249min or less/yr
Concerns on using current VDL2 network
Blind spots
Absence of dual equipment and site redundancy
Capacity of transaction of data
P15
Installation of WAM at Narita airport

(1)
JCAB has installed the WAM (Wide Area Multi-lateration) at
Narita international airport in 2014.
WAM is a technique where several ground receiving stations
listen to signals transmitted from an aircraft and then
mathematically calculate its position in three dimensions
Before WAM implementation, the
simultaneous parallel departure had
been operated only in the good
weather condition due to a limitation
of SSR capability, Now, it became
possible for parallel departure from
parallel runway regardless weather
conditions.
WAM is expected to increase the
number of departure and arrival at
Narita airport.
P16
Installation of WAM at Narita airport

(2)
Narita Parallel Runways
A-R/W: 4,000m 60m
B-R/W: 2500m 60m
WAM receiver stations

Inside of the airport: 13
Outside of the airport: 8
P16
Surveillance upgrade plan in en-ro

ute
JCAB is designing the combined surveillance facilities composed of
SSR, WAM and ADS-B to maintain and enhance reliability in a cost
effective manner.
JCAB plans to reduce the number of en-route SSRs and add new
WAM and ADS-B sites. Currently.
The target signal will be integrated with three different sensors of
SSR, WAM and ADS-B.
P17
Study on GBAS (by ENRI)

2002- Accuracy requirements flight experiment
2010- CAT Prototype Kansai Intl airport
2014 CATof
GBAS
Verification Ishigaki airport
Benefits
Single system covers

all runway/approach
course
Avoid Sensitive Area
(Curbed approach etc)
High Category
Simple Ground
Equipment
GBAS need long-term
evalu-ation periods to
verify system reliability
before actual use.
JCAB plans CAT-I GBAS
operation around 2020
Satellite
Airborne
Equipme
nt
Reference
Station
VHF data
Transmitter
P18
Cat-I GBAS prototype system

IFM (Ionosphere Field Monitor) : A monitor
algorithm for detecting anomalous GPS signal
VHF Data Broadcastdelay gradient by ionosphere disturbance. The
(VDB) Antenna algorithm measures the signal delay between
two receivers installed at both ends of the
runway.
VDB Transmitter
GBAS Reference
Antennas and
Receivers
GBAS
Data Processor
P19
3. ATFM methods and benefits
P20
Airlines Awarded No.1 for On-time Arrival

ANA Awarded (2011)
JAL Awarded 2012)
P21
ATFM minimize Inefficient Holding in airspace

Each airport has the capacity it can accept the aircrafts.
If many aircrafts rush to the airport at the same time (over
the capacity), they have to wait for landing, holding itself in
airspace.
ATFM can make air traffic flow more

smoothly and secure the safety by
managing the time for aircraft
to enter the
Inefficient
situation
airspace.
Increase
Delay
Fuel consumption
CO2 and NOx
Holding to wait for landing
Airport
P23
ATFM Method and Benefit

ATFM system calculates the stay time of aircraft at each
airspace.
If overcapacity situation is turned out according to the
calculation result, ATC adjusts
the departure time to eliminate
Caluculation
ATFM system
the excessed traffic volume.
Wait for departure
Airport
Smooth Flow
Japans Experience and Benefit
Total Delay Time : 120,000 minutes.
Economic Effect : 32,000 kiloliters fuel reduction (Cost cut :

24,400,000 USD)
Eco Friendly : 6,000 tons of CO2 emission reduction.
P24
4. PBN Implementation
in Japan
P27
JCAB RNAV Roadmap (Ver.2 2007)
http://www.newcnsatm.comP28
RNAV implementation for En-route

Sky Highway
RNAV5 Route Network
41,000ft
RNAV5
29,00
0ft
RNAV
VOR
0
ft
P29

RNAV5 Route
(211)
P30

VOR Route
(76)
P31
RNP AR APCH implementation

WAKKANAI
RNP AR APCH implemented

2012
(5 airports)
RNP
AR APCH implemented
2013
(6 airports)
RNP
AR APCH planning 2014
(8 airports)
YAMAGUCHI UBE
MONBETSU
HAKODATE
OODATE NOSHIRO
TOYAMA
TOTTORI
SENDAI
KITAKYUSHU
TOKYO HANEDA
SAGA
Night Operation
only
OOITA
OKAYAMA
SHIZUOKA HACHIJYOJIMA
KOCHI
KUMAMOTO
MATSUYAMA
MIYAZAKI
P32
Case1: Solution for mountainous airports (1)

Kumamoto
Airport
KAZMA
TAKAS
Kumamoto Airport
No.1 (seq.)
RADAR Vector and visual
approach
MISMI
Bad WX (Conventional ROUTE)

RADAR Vector or RNAV STAR to
ILS
26.5nm
P33
Case1: Solution for mountainous airports (2)
1423m
1118m
1064m
1787m
1786m
936m
ASONO
942m
Kumamoto
Airport
Reference point
192.6m
1326m
1095m
KAZMA
1433m
1337m
1592m
P34
Case2: Solution for closely located airports

Kitakyusyu
Yamaguchiube
closely located
surrounded airbase
Existing Conventional
routes
impose
operational restriction
and cause delay
Apply RF leg
Separate airspace
Minimize the
impact
to the surrounding
airspace
Reduction of flight
distance
Provide Vertical
guidance
OZUKI Aerodrome
(Navy training)
HOFU Aerodrome
(Air force training)
*
Kitakyushu
Airport
RNP AR
Approach
RNP AR
Approach
TSUIKI Airbase
Yamaguchi-UBE
Airport
P35
Case3: Solution for WX challenged airport

Odate-noshiro
High rate of Flight
cancel or divert due
to WX
Strong WEST wind
Heavy Snow in
winter
Conventional
route
<VOR & ILS>
RNP AR
Approach
mountainous area
Strong W
EST win
d
Odate-Noshiro Airport
Apply RF leg
Provide vertical guidance
Improve MINIMA
Reduce flight distance
(26.8nm)
Improve flight regularity

Reduce Airline cost
P36
PBN Implementation Assessment points

Assess the Benefits of RNP for each airport in
advance
Prioritize the airport based on assessment
Consider operators readiness and training
Basic orderBased
of implementation
on assessment
Local airport
result
Points are:
Achievement
Major
airport
Reduce flight distance

Align to the runway
Provide Vertical
Guidance
Improve landing
minima
Due to Additional Challenge
Mixture environment of RNAV/ non

RNAV A/C,
High density traffic
Parallel Runway configuration
P37
RNP Benefits Assessment and Priority

Point 1
Airpor
t
Reduce flight
distance
Point 2
Align to the
runway
Point 3
Vertical
Guidance
Point 4
landing minima
Total score
Point Alignment to the Runway
Alignment to the Runway

Stabilized Approach
Reduce Workload for
pilots
P39
Point Vertical Guidance

Kitakyusyu
Airport
Provision of Vertical
Guidance
Effective protection of
Controlled Flight Into
Terrain (CFIT)
Stabilized Approach
Reduce aircraft noise,

P40
fuel burn and emissions
Point Improvement of Landing MINIMA

airport
RWY
CAT
before
Odate-Noshiro
29
MDH944/2400
DH300/1400 (0.27)
Kochi
14
C,D
MDH801/3200
DH300/1600 (0.14)
Hakodate
30
C,D
MDH578/3200
DH371/1400
Kitakyushu
36
C,D
MDH559/3200
DH306/1600
Okayama
25
C,D
MDH975/3200
DH427/1400
Matsuyama
32
C,D
MDH557/3200
DH467/1800
Kumamoto
25
C,D
MDH558/3200
DH300/1600
Yamaguchi-Ube
25 C,D MDH555/3200
RNP AR set in both directions. ILS side omitted

Improvement of Landing
MINIMA
Reduce Flight cancel or Divert or
Holding or Missed
approach
after
DH364/1600
Improve flight
regularity
Reduce Airline cost
P41
Calculations of Scores
Point 1
Reduce Flight
distance
Point 2
Align to the Runway
Point 3
Provide Vertical
Guidance
Number
of
aircrafts
Usage rate
of
the Runway
Airport Total
Scores
Point 4
Improve Landing
MINIMA
P42
Low Altitude IFR route

Disaster countermeasure
Japan Coast Guard, Fire Department,

Police, Doctor Helicopter
Out of RDR Coverage

RDR Site
P43
New Challenge for 2020 Tokyo Olympics

Metropolitan Airports
Narita Intl
Airport
2010 220,000
times
2013 270,000
2015 300,000
2020 Tokyo
Olympic!
Tokyo Intl
Airport
HANEDA
2010 300,000
times
2013 410,000
2015 447,000
2020 Tokyo
Olympic!
P44
P45

Mixed Airspace for Civilian and Military airports
P46
5. RAIM Prediction Service
P7
Whats RAIM?
RAIM (Receiver Autonomous Integrity Monitoring) is a technology
developed to assess the integrity of Global Positioning System (GPS)
signals for PBN operation.
RAIM is categorized two methods, one is on board RAIM monitoring and
other is RAIM prediction by the ground system.
1. Onboard RAIM monitoring
Actual monitor on GPS signal
In flight, the FMS monitors the RAIM value and If it falls below the
required value, FMS notice it and the crew must take action
2. RAIM Prediction
Based on calculation in pre-flight phase
NOTAMs and/or Web-based RAIM Prediction service
RAIM Prediction Service
State ( US, Japan, Canada, Australia, Taiwan..)
Commercial Service Providers
Avionics Manufactures supply tools
P15
RAIM Prediction overview

The locations, paths and scheduled outage of each GPS
satellite are published, therefore prediction systems can
calculate in advance geographical area without
sufficient GPS coverage.
The RAIM Prediction Report is used by a dispatcher or
crew member to determine if a given flight plan
has sufficient GPS coverage, if not, a new flight plan
must be created.
The RAIM prediction reports help dispatchers and crews to
understand areas where the RAIM values may fall below
required levels.
P15
Requirements for RAIM Prediction capability

Pre-Flight Planning (FAA - AC 90-105 )
(1) For systems with RAIM-based integrity, RAIM prediction must
be performed prior to departure. This capability can be a
ground service and need not be resident in the aircrafts avionics
equipment.
(2) Operators should be familiar with the prediction information
available for the intended route. RAIM availability prediction
should take into account the latest GPS constellation NOTAMs
and avionics model (when available).
(3) In the event of a predicted, continuous loss of appropriate level
of fault detection of more than 5 minutes, for any part of the
RNP operation, the flight planning should be revised.
P15
RAIM Prediction Service in Japan

RAIM Prediction is being conducted in ATMC
Classification of Prediction
Regular Prediction
ATMC carries out predictions from 1500(UTC) to 72 hours ahead
automatically by 1500UTC.When it is predicted that RAIM function
on board cannot be used more than five minutes, ATMC provide
the information by means of NOTAM and the website.
Extra Prediction
An Aircraft Operator sets a necessary condition for prediction and
carries it out by manually on the website
P15

RAIM Prediction is notified by NOTAM.
P15

ATMC provides the RAIM Predictive information on the
website.
P15

A user can appoint the reference information (reference day,
calculation algorithm, kind of the predictive information) optionally.
A user can confirm information of the NOTAM visually.
P15
RAIM Prediction Service Providers

STATE
FAA : http://www.raimprediction.net/
Australia : https://www.airservicesaustralia.com/naips/Account/Logon
Japan: https://raim-japan.mlit.go.jp/Login.aspx
Taiwan: http://raim.anws.gov.tw/Main.aspx
Commercial Service Providers
AUGUR (by DWI for ERUCONTROL): http://www.dwint.com/

NETRA (by AEROTHI for Thailand): http://www.netra.aero
GRPS (by DWI for airlines and others including Jeppesen)
SAT4Flight (by AIRBUS for users)
RAIM prediction software

Tool provided by Avionics/Airframe Manufacturers
P15
RAIM Prediction Service Providers
DW International
http://www.dwint.com/
NETRA
https://www.netra.aero/netra/
P15
6. Airline Tracking Service

(following the loss of MH370)
P7
Missing MH370
Surveillance data on MH370 was lost less
than one hour after takeoff from Kuala
Lumpur bound for Beijing, possibly due to
pilots deliberate actions and an unplanned
and abnormal route change was carried
out.
Investigators used analysis from Inmarsat
of pings to its satellite from MH370 to plot
two vast arcs - one to the north and one to
the south - across which it may have flown.
Combining those faint pings with data from
the plane, they concluded it had turned
south and flown for hours before crashing
into the southern Indian Ocean, off the west
coast of Australia and the aircraft most
likely ended up 7 hours after primary radar
contact was lost.
P15
Need to improve global flight tracking capabilities

Events such as the loss of AF447 and the disappearance of
MH370 for a prolonged period of time have reiterated the need to
improve global flight tracking capabilities.
Air France AF447, Airbus A330 headed to Paris from Rio de
Janeiro with 228 people on board went down in the Atlantic
Ocean on June 1, 2009. The AF447 recovery took 23 months
and cost around $42 million.
One year from the disappearance of MH370, there is no proof,
no debris, not a single piece of evidence to indicate that they
are really in the Indian Ocean. An extraordinary amount of key
data remains unknown. As of Dec.31 2014, more than $100
million has already been spent searching, making it the most
expensive on record.
P15
ICAO eventually recommended Improved Aircr

aft Tracking System
ICAO recommended at 2015 High Level Safety Conference:
new aircraft delivered after 2020 come equipped with a tracking
data broadcast system that sends regular position updates to
airline operators,
a flight data recorder that automatically deploys (and floats) after a
crash and a tamperproof distress reporting unit that will transmit
aircraft position and identification to a global network of rescue
coordination centers when unusual attitudes, speeds or
accelerations or other triggered events occur.
The recommendations include a 2020 forward-fit equipage target and
a fully operational state by 2025, with all aircraft, air traffic control and
rescue coordination centers fully compliant.
P15
Aircraft Tracking Solutions for airlines

Once operational, the system would work like this:
At takeoff the tracking system begins sending position, time and

identification information at least every 15 min. to the airlines operational
control center (AOC), potentially using a third-party company to provide
the tracking services.
At some point in the flight, airspeed slows and the stall avoidance system
issues an alert, causing the tracking system to automatically enter the
abnormal mode and begin sending position, time and identification
updates at approximately 1 min. updates.
If aircraft problems continue, the tamper-proof autonomous distress
tracking system automatically triggers and alerts both the AOC and ATC
of the distress event and ATC alerts the RCC, which initiates a search
and rescue response with the tracking data.
Mainly two solutions have been proposed to ICAO as a

public service by commercial service providers.
P15
Global Emergency Tracking Service

Aireon : developer of the worlds first space-based ADS-B global air
traffic surveillance system, providing a global emergency tracking
service to the aviation community free-of-charge.
The service is going to use the Iridium NEXT satellite constellation
(comprises 66 satellites that orbit at a distance of 781km around the
Earth) as ADS-B payload hosts retransmitting signals from ADS-B
equipped aircrafts to air traffic controllers through Aireon ground
facilities.
The launch of the satellites will begin in 2015 and be finished in 2017,
when the entire new constellation will be fully operational.
The use of ADS-B equipment in commercial aircrafts will be
mandatory in the USA by 2010 and Europe 2018.
P15
Global Emergency Tracking Service
P15
Global Airline Tracking Service

Inmarsat, the leading provider of global mobile satellite
communications safety services, proposed to ICAO a free global
airline tracking service over the Inmarsat network, as part of the
anticipated adoption of further aviation safety service measures by the
worlds airlines following the loss of flight MH370.
This service is being offered to all 11,000 commercial passenger
aircraft, which are already equipped with an Inmarsat satellite
connection, virtually 100 per cent of the worlds long haul commercial
fleet.
The global tracking service is based on existing ADS-C service can be
implemented right away on all ocean-going commercial aircraft using
equipment that is already installed, namely Classic Aero/SBB Safety
service.
P15
Thank you
P65

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Status of CNS/ATM

JICA Expert, CNS advisor

The Project for the Capacity Development for Transition to

6. Airline Tracking Service

1. Current ATS in Japan

4 ACCs and ATMC operate in Fukuoka FIR

ACC configuration Transform Plan

(West Lower Altitude)

(East Lower Altitude)

Japans Major Traffic Flow (Domestic)

Japans Major Traffic Flow (International)

South East Asia

Traffic Volume (A Peak hour)

Air Navigation facilities

Surveillance of ASDEs blind area

Display in combination with ASDE

ARSR Locations and Coverage

Radar covering area

Radar covering area

Airport Projects with Participation of Japan (1)

Terminal 2 Construction Project in Noi Bai Intl

ODA (yen loan) project

ODA (yen loan) project

Borg El Arab Airport Modernization (Egypt)

Changi Airport Terminal Construction (Singapore)

Kuala Lumpur Intl Airport Construction

Suvarnabhumi Airport Construction (Thailand)

Airport Projects with Participation of Japan (2)

Bandaranaike Intl Airport Development

Project of building a new airport at 50 km south

Project of constructing a passenger terminal building and

New Bohol Airport Construction and

Vientiane (Wattay) Intl Airport Terminal

Project of putting a new airport in place on Panglao Island

Japanese companies are participating in the terminal

2. CNS Activities in Japan

Feasibility study on Continental CPDL

JCAB has conducted a feasibility study on CPDLC

RCP (Requirement for Communication Performance) for Continental

Transactions time; 12 seconds; 99.9%

Concerns on using current VDL2 network

Installation of WAM at Narita airport

Installation of WAM at Narita airport

WAM receiver stations

Surveillance upgrade plan in en-ro

Study on GBAS (by ENRI)

Single system covers

Cat-I GBAS prototype system

3. ATFM methods and benefits

Airlines Awarded No.1 for On-time Arrival

JAL Awarded 2012)

ATFM minimize Inefficient Holding in airspace

ATFM can make air traffic flow more

Holding to wait for landing

ATFM Method and Benefit

Total Delay Time : 120,000 minutes.

Economic Effect : 32,000 kiloliters fuel reduction (Cost cut :

Eco Friendly : 6,000 tons of CO2 emission reduction.

JCAB RNAV Roadmap (Ver.2 2007)

RNAV implementation for En-route

RNAV implementation for En-route

RNAV implementation for En-route

RNP AR APCH implementation

RNP AR APCH implemented