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 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


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


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



Harmonised flight level allocation schemes appropriate to ATM requirements and to direction of flight for bidirectional routes

Standardised Airspace Regulation, Organisation, and Structure



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.


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.


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


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.


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


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.


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.—

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