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International Civil Aviation Organization

AISPACE CONCEPT IMPLEMENTATION Communication, Navigation and

Surveillance Infrastructure

Julio SiuCommunications, Navigation and Surveillance Regional

OfficerICAO NACC Regional Office

ICAO Workshop on PBN Airspace Redesign and GNSS Implementation supporting PBN

27‐30 August, 2012

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Outline

• Operational references and considerations• Existing Communication Infrastructure / Improvements

• Existing Surveillance Infrastructure / Improvements

• Existing Navigation Infrastructure / Improvements

Operational references and considerations

SCOPE: The incorporation of advanced aircraft navigation capabilities into the air navigationsystem infrastructure

• lead to increased capacity and enhanced efficiency throughreductions in separation minima, bringing benefits to aircraftoperators that equip to meet performance requirements.

• improve safety, particularly on approach, through a reduction ofcontrolled flight into terrain

A significant number of aircraft are capable of area navigation (RNAV) and requirednavigation performance (RNP).

Where warranted, these capabilities should be further exploited to develop more efficientroutes and aircraft trajectories that are not directly tied to ground‐based navigation aids.

GLOBAL AIR NAVIGATION PLAN INITIATIVES (DOC 9750)(GPI‐5) RNAV Y RNP (PERFORMANCE BASED NAVIGATION)


SCOPE: The establishment of more flexible and dynamic route systems, on the basis of navigation performance capability, aimed at accommodating preferred flight trajectories.

The implementation of ATS route structures that avoid concentrations of aircraft over congested points and implementation of an ATS routing environment that meets the needs of the airspace users to operate along preferred and dynamic flight trajectories, will increase capacity and increase aircraft operating efficiency.

RNAV routes are not restricted to the location of ground‐based aids and provide benefits to aircraft operators and the ATM system.

All modern aircraft are RNAV capable, and efforts should be made to design and implement RNAV routes.

GLOBAL AIR NAVIGATION PLAN INITIATIVES (DOC 9750)(GPI‐7) DYNAMIC AND FLEXIBLE ATS ROUTE MANAGEMENT


GLOBAL AIR NAVIGATION PLAN INITIATIVES (DOC 9750)(GPI‐11) RNP AND RNAV STANDARD INSTRUMENT DEPARTURES (SIDS)

AND STANDARD TERMINAL ARRIVALS (STARS)

Scope: The optimization of the terminal control area (TMA)through implementation of improved ATS route structures basedon RNP and RNAV, connecting the en‐route phase of flight withthe final approach, based on improved coordination processes.

The implementation of optimized standard instrumentDepartures (SIDs), standard instrument arrivals (STARs),instrument flight procedures, and holding, approach andassociated procedures.


GLOBAL AIR NAVIGATION PLAN INITIATIVES (DOC 9750)(GPI‐21) NAVIGATION SYSTEMS

Scope: Enable the introduction and evolution of PBN supported by a robust navigation infrastructureproviding an accurate, reliable and seamless global positioning capability.

the progressive introduction of PBN must be supported by an appropriate navigation infrastructureconsisting of an appropriate combination of global navigation satellite systems (GNSS), self‐containednavigation systems (inertial navigation system) and conventional ground‐based navigation aids.

Near‐term applications of GNSS are intended to enable the early introduction of satellite‐based areanavigation without any infrastructure investment, using the core satellite constellations and integratedmultisensor airborne systems.Medium/longer‐term applications will make use of existing and future satellite navigation systems withsome type of augmentation or combination of augmentations required for operation in a particular phaseof flight.

AIR SPACE CONCEPT

NavigationApplication

NavigationSpecification

NAVAID Infrastructure


NAV specificationsNAV specifications

RNAV SpecificationsRNAV Specifications

RNAV 10oceanic and Remote

continental

RNAV 10oceanic and Remote

continental

RNAV 5RNAV 2RNAV 1

Enroute and terminal

RNAV 5RNAV 2RNAV 1

Enroute and terminal

RNP SpecificationsRNP Specifications

RNP 4RNP2

Oceanic and Remotecontinental

RNP 4RNP2

Oceanic and Remotecontinental

RNP 2RNP 1

RNP APCHRNP AR APCH

RNP 0.3Enroute and terminal

RNP 2RNP 1

RNP APCHRNP AR APCH

RNP 0.3Enroute and terminal

RNP with additionalrequirements to be determined (ex. 3D,

4D)

RNP with additionalrequirements to be determined (ex. 3D,

4D)


Navigation Specification and CNS Infrastructure NAV specification Communication and Surveillance Navigation

RNAV 10 (RNP 10) Determined in the implementation process in accordance to local and regional characteristics

No ground‐based Navaids required

RNAV 5 (B RNAV) Direct pilot to ATC Communications Radar monitoring by ATS

VOR/DME DME/DME INS/IRS GNSS

RNAV 2/ RNAV 1 Direct pilot to ATC Communications Radar surveillance by ATS

GNSS DME/DME DME/DME/IRU DME/VOR

RNP 4 Determined in the implementation process in accordance to local and regional characteristics (CPDLC, ADS‐C, …)

GNSS

RNP 2 Determined based on operational considerations (route spacing, traffic density, etc.)

GNSS

RNP 1 (Basic) Direct pilot to ATC Communications GNSS

RNP APCH No specific requirements. Obstacle clearance required

GNSS down to LNAV or LNAV/VNAV minima (SBAS, etc.)

MIssed approach segment (conventional navaids)

RNP AR APCH No specific requirements. GNSSDME/DME as alternative

RNP 0.3 No specific requirements. GNSS


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PBN IMPLEMENTATION PROCESS

PROCESS 1: IDENTIFYING AN ICAO NAVIGATION SPECIFICATION FOR IMPLEMENTATION

Step 6 — CNS/ATM Assumptions (allowing for identification of potential navigation specification)

• The (new) airspace concept to be designed is based upon certainATM/CNS assumptions. Assumptions cover a wide field and need to takeaccount of the expected environment applicable for the time when thenew airspace operation is intended to be implemented (e.g. in 20XX).

• the ATS Surveillance and Communication to be used in 20XX.• identify what CNS/ATM components are already ‘available’ and what will

be available when the when the implementation occurs.

Packaging Tomorrow’s Aviation System


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Operational references and Considerations

Sources: Ascend Worldwide, Official Airlines Guide (OAG) – Scheduled Commercial Traffic. Preliminary Data.

0

2,000,000

4,000,000

6,000,000

8,000,000

10,000,000

12,000,000

14,000,000

2007 2008 2009 2010 2011

Dep

artures

Africa AsiaEurope Latin America and the CaribbeanNorthern America Oceania

Latin Americaand the Caribbean

GlobalTraffic by UN Region (2007‐2011)

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Accidents & Related Fatalities by Occurrence CategoriesScheduled Commercial Traffic – MTOW > 2 250 kg (Yrs 2006‐ 2010 )

Runway Safety Related

Loss of Control Inflight

Controlled Flight into Terrain

ICAO SAFETY PRIORITIES

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Latin America and the Caribbean is a medium traffic region – 4th highest in the world

For CFIT: focus is now on implementation ofPerformance‐based Navigation (PBN)

• Objective is the provision of approach with vertical guidance at every instrument runway of every airport

Outstanding Operational Issues

Existing Communication Infrastructure/ Improvements

VHF AMS Radio coverage


AMS CommunicationsImprovements

Achieved and ongoing

• NorthWestern Curacao FIR Communication: longrange radio systems

• SouthWestern Kingston FIR communications:radio repeater at Puerto Cabezas, Nicaragua

• Southern Mexico FIR communication – nearAcapulco: repeaters being implemented

• Pacific Oceanic Central American FIR:CPLDC/ADS‐C

• Port‐au‐ Prince FIR Telecommunication recoveryplan: ongoing

• PIARCO FIR new telecommunicationsimprovement plan: ongoing

Existing Communication Infrastructure / Improvements


Regional Networks improvements

•ECAR AFS Network modernization: 2011•Central American Network beingsupported with new terrestrial Network•AMHS implementation•MEVA Network modernization: MEVA IIIProcess•CPDLC/ ADS‐C implementation•South American Nodes in CAR to bemodernized within REDDIG II frameware

Existing Surveillance Infrastructure / Improvements

Regional SurveillanceImprovements

•New MSSR Systems/ Mode S Radar• Radar Data exchange activities:Mexico, Cuba, Central America,Jamaica

• ADS‐B Studies/Trials• Centralized Radar Data Server inthe Eastern Caribbean

• Situational Awarenessimprovements

Existing Surveillance Infrastructure/ Improvements

Existing Navigation Infrastructure / Improvements

NavigationImprovements and Relevant events

• Navaidsreplacement/modernization

• GBAS studies• SBAS Study by SACCSA Project

Existing Navigation Infrastructure / Improvements

Conclusionsa) The CAR Region has a well‐developed telecommunication

infrastructure (regional networks) that satisfies all AirNavigation Plan requeriments and is being upgraded tofacilitate the implementation of new operationalrequirements including the performance basednavigation

b) AMS VHF communication services in the CAR regioncover great part of the CAR Airspace Service volume,with several improvements in its voice quality andcoverage.

c) Surveillance services in the CAR region had beenimproving significantly under a collaborative basis withthe exchange of radar data.

d) ADS‐B data activities are ongoing with data collectionand trials

Conclusions

• Even though VOR/DME coverage in the CARRegion has improved significally, several areasneed to improve the quality and coverage ofnavaids services.

• Very few activities/evaluations in the CARRegions for Aumentation systemimplementations (GBAS, SBAS)

• Need for navigation infrastructure analysis(DME/DME coverage, VOR, etc.) based on CARairspace concept redesign/ update.

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Questions?

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