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Calgary International Airport Authority’s massive $2 billion redevelopment program is well underway. The

ambitious project involves an expanded international terminal facility and a new 14,000 ft parallel runway with associated taxiways and a new central de-icing facility.

The work to make the necessary airspace changes and re-design arrival and departure flows at the airport is keeping pace and will be complete in time for opening day in May 2014. In fact, the project is being implemented in phases and some changes will take place in advance of the runway opening in order to ensure a smooth transition.

On June 27, 2013 the dimensions of Calgary Terminal Control Area (TCA) will be reduced to 30 nm from 35. New VNC and VTA charts published on this date will reflect the amended boundaries.

Also in June, changes will be made to arrival waypoints south of the airport as well as

the introduction of new RNAV STARs to enable better balancing for an eventual parallel runway operation. At the same time, conventional STARs from the south will be revoked.

In late 2013, changes will be made to arrival waypoints and STARs north of the airport.

In May 2014, when the new runway opens, new STARS will be published to the new runway and corresponding track modifications and arrival waypoint crossing altitude changes will be made to existing STARS as required to change from crossing runway operations to parallel runway operations.

The changes represent an overall modernization of the air navigation system in central and southern Alberta.

“With the new parallel runway being built at Calgary and the planned closure of Edmonton City Centre Airport, the time was right to transform and update the airspace, en route

Getting ready for the new runway: Alberta Airspace and Services Project progresses

Continued on Page 2

SPRING 2013

Alberta Airspace and Services Project progresses

NAV CANADA brings enhancements to CAP and RCAP

President’s Point of View

NAV CANADA releases 2013 update on GHG reduction measures

Fuel-saving projects continue for trans-Atlantic flights

Pilot’s Corner: Which Way is North?

Domestic implementation of CPDLC continues

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airway and approach and departure paths in the region,” said Bob Fiege, Manager ACC Operations, Edmonton. “The redesign will utilize RNAV and PBN principles to achieve improved efficiency for air operations.”

New RNAV routes and STARs to Edmonton International will also be developed and published as part of the AASP modernization program.

Collaborative design processCollaboration with air carriers, airports and air traffic controllers to develop final procedure designs and discuss issues such as taxiing procedures and the designation of preferential runways for noise purposes has been ongoing. Information, including draft CAP plates will be shared with customers and stakeholders on an iterative basis as they become available in a variety of collaborative and advisory forums.

“Simulation and modelling is an important part of the design process,” said Dave Mastel, General Manager, Edmonton FlR. “Simulation tools give us metrics on time in system, runway throughput, fuel burn, and other important measures.

“It allows all parties to have a common understanding of the impacts of various options and gives you essential information on which you can base decisions. By using both airspace and aircraft flight simulators we can test and tweak our procedures to

ensure the new system is as efficient as possible – both in terms of fly-ability and controllability.”

InfrastructureThe infrastructure changes at Calgary require more than new approach and departure procedures to the new runway. A new control tower and a new Advanced Surface Movement Guidance and Control System, which integrates surface multilateration, have also been put in place. Two new CAT III instrument landing systems will be installed later this year.

Air traffic controllers moved into the new tower this spring. The tallest control tower in Canada and equipped with the latest NAVCANatm technologies, the new facility provides an eye level view from the cab of 270 feet AGL, giving controllers improved views of the new parallel runway and expanded operating areas.

Getting ready for the new runway... (cont. from pg. 1)

New tower opens NAV CANADA Air Traffic Controllers are now handling flights at the Edmonton International Airport from the new air traffic control tower located atop the Airport Terminal Building and a new nine story office building. NAV CANADA made the seamless transition from the old Tower to the new facility on March 9.

Controllers are delivering services with more modern consoles, from a cab that is four metres taller and with 50 percent more floor space than its 40 year-old predecessor.

“The new facility – equipped with the latest NAVCANatm technologies – will be able to respond to anticipated traffic growth and our customers’ safety and efficiency requirements for years to come,” says Larry Lachance, Vice President Operations.

The new control tower at Calgary International

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NAV CANADA’s Aeronautical Information Services (AIS) will be modernizing the format of the Canada

Air Pilot (CAP) and Restricted Canada Air Pilot (RCAP) publications, starting in summer 2013.

The initiative will bring several improvements, including the introduction of constant descent angle depictions and restructured communication blocks.

“The result of this initiative will be aeronautical products with increased consistency, compliance and overall usability,” says Chuck Montgomery, Director, AIS.

The types of charts affected by these changes include:• Approach Charts• Cat II and III• Circling• Combined IAP• RNAV

• Helicopter Procedures• Visual Approach• Arrival (STAR)• Departure (SID)• Aerodrome

Constant Descent Angle ApproachA key change, the depiction of Constant Descent Angles on non-precision approach charts, will make it easier for pilots to understand and employ the optimum path to be followed.

“From a human factors perspective, this is very beneficial,” says Montgomery. “The depiction contributes to pilot situational awareness and helps reduce workload when completing stabilized descents.”

Constant Descent Angle also reduces the probability of infringement on required obstacle clearance during the final approach segment and reduces noise levels by minimizing the level flight time at higher thrust settings.

“That improves fuel efficiency compared to a traditional step-down approach.”

Consultation and CommunicationA significant amount of consultation took place over the past two years regarding these changes.

Consultation consisted of a combination of formal stakeholder communication and forum presentations. Some modifications were made based on feedback received at these meetings.

“We also heard that there was an appetite for additional materials that describe the changes,” says Montgomery.

As such, NAV CANADA, in partnership with the Canadian Council for Aviation and Aerospace, developed detailed information to help customers understand upcoming changes.

These materials can be found at www.navcanada.ca/onboard under “CAP and RCAP”. Changes will be published in late 2013.

President’s Point of ViewAfter almost 16 years as President and CEO one would think that there would be few surprises left in the job of managing Canada’s ANS.

For instance, I’m happy to say that

NAV CANADA employees continue to impress me with their commitment to safety, dedication to their colleagues and communities and the ingenuity with which they approach challenges. No surprise there.

Making a safe system even safer is the focus of every day, every shift. Whether someone’s job is designing instrument approaches, maintaining navigational aids, testing operational software, providing air traffic services to pilots, or one of the many other jobs at NAV CANADA, everyone comes to work understanding the important public trust we hold for the safety of the system.

That dedication shows in the company’s strong safety culture, open dialogue on safety issues, and collaborative approach to everything we do.

But it is NAV CANADA’s employees’ sense of community that in recent times has really stood out for me – the deep level of dedication and the surprising variety of causes our people support, in their own neighbourhoods and across the globe.

Whether it is a fundraiser for a local, national or international charity, or coming to the aid of a colleague experiencing personal difficulties, NAV CANADA employees step up, donating their time, money and uncanny ability to solve whatever problem confronts them.

They have held golf tournaments, bike races, bake sales, raffles and food drives. They have pulled planes, cleaned parks and rivers, sponsored sports teams and choirs, and bought trees to offset our carbon emissions.

And they have sponsored hospitals, raised money for cancer treatment and research, and provided hope to the sick, to those living in poverty and to victims of natural disaster. Wherever there is a person or a community in need, NAV CANADA people are there to help. This is a source of inspiration and constant surprise, which easily makes my job the best in the country.

NAV CANADA brings enhancements to CAP and RCAP

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On May 13, NAV CANADA released its annual report on Collaborative Initiatives for Emission Reductions

(CIFER).

The report details progress in efforts to reduce aviation-related greenhouse gas (GHG) emissions through improvements to air traffic management, or the adoption of new technologies or procedures.

The report outlines projects forecast to contribute to fuel savings of $7.4 billion and GHG emission reductions of 21 million tonnes between 1997 and 2020.

The report details how existing collaborative initiatives between NAV CANADA and its customers continue to deliver significant efficiency benefits, while new initiatives coming on stream, such as the expansion of ADS-B surveillance via Low Earth Orbiting (LEO) Satellites, will further improve opportu-nities for efficiencies.

“The increased use of Performance Based Navigation, improvements in airspace utilization and the expansion of surveillance and communications are key factors in our ability to deliver even greater benefits for our customers and for the environment,” said Rudy Kellar, Executive Vice President, Service Delivery. “This is where the focus of our efforts will be in the coming years.”

“I am constantly inspired by the initiatives that come forward from our innovative and dedicated staff,” said John Crichton, President & CEO. “Working with our custom-ers and other industry partners, NAV CANADA staff have made real progress on reducing the environmental impact of aviation through more efficient air navigation ser-vices.”

View the CIFER report at www.navcanada.ca/cifer.

NAV CANADA releases 2013 update on GHG reduction measures

Fuel-saving projects continue for trans-Atlantic flights

Continued on Page 6

The second phase of

the ENGAGE Demonstration Project is well underway with encouraging results. ENGAGE II is a collaborative initiative to reduce aircraft fuel burn and greenhouse gas (GHG) emissions in the North Atlantic airspace. NAV CANADA is leading ENGAGE II in partnership with Air France and NATS, the United Kingdom’s air navigation service provider.

ENGAGE II flight trials began in October 2012 and are expected to continue into the summer of 2013. The project is sponsored by the SESAR Joint Undertaking (SJU) as part of its Atlantic Interoperability Initiative to Reduce Emissions (AIRE) Program and builds on the positive outcomes demonstrated during the ENGAGE I trials executed in 2011.

“We are pleased to announce that the project is ahead of schedule,” said Larry Lachance, Vice President, Operations. “As of the end of April, we have already reached our target of 100 completed trials – a four-fold increase from the entire first phase.” Some 25 trial flights were conducted as part of ENGAGE I.

Lachance said the project will nevertheless continue to the end of May. “As the number of completed trials increases, the data we collect improves,” he said.

“The collaboration with our customers and North Atlantic ANSP counterparts has expanded; the participation of Isavia and NAV Portugal has extended the oceanic region eligible for ENGAGE flights. This has

been instrumental in helping us increase the frequency and the number of successful trials,” said Lachance referring to the support of the Reykjavik Area Control

Centre and the Oceanic Control Centre in Santa Maria.

A total of five air carriers have been participating in ENGAGE II; Air France, Delta, British Airways, United and – beginning in April – KLM.

“ENGAGE is a perfect environment to get the full benefit of level optimization, especially combined with variable speed mode instead of fixed Mach,” said Joost Können, Senior Manager Strategy & Charges, KLM Flight Operations. “KLM is using an advanced wind update system for direct weather input in the Flight Management Computer (FMC). This enables the crews to use the output of the FMC advisories for inflight optimization.

Customer Fuel Savings

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NAV CANADA continues to make significant progress in implementing domestic Controller-Pilot Data Link

Communications (CPDLC), with service now available in six Flight Information Regions (FIRs) and the remaining FIR going operational this fall.

CPDLC – which allows for the exchange of text-based digital messages between the cockpit and control centres – delivers customer service enhancements, by relieving frequency congestion, reducing potential communications errors and contributing to efficient customer operations.

“CPDLC has been in use in Gander’s Oceanic airspace for more than a decade,” says Rudy Kellar, Executive Vice President, Service Delivery. “With the national implementation of CPDLC – the largest domestic roll out in the world to date – appropriately equipped aircraft have another option to communicate efficiently and accurately with air traffic controllers.”

Domestic implementation of CPDLC continues

Which Way is North? By Anthony MacKay, Manager, Flight Operations

Note: This article is part of a recurring feature called Pilot’s Corner by NAV CANADA’s Manager of Flight Operations Anthony MacKay.

When I learned how to fly and did my first cross country, simple math was required to convert

true bearings on maps to a final magnetic heading:

› draw the true track on the VNC,

› assess the true wind to determine true heading to make good the true track, and

› add or subtract the magnetic variation to convert the true heading to a magnetic heading to set course in the aircraft.

It was very simple in an analogue aircraft using a magnetic compass.

As I progressed into larger aircraft over the course of my career, I was no longer concerned with drawing lines on VNCs as the lines were drawn for me on my IFR

charts. The aircraft had magnetic stabilized Attitude Heading Reference Systems (ARHS) and, as a result, the amount of math decreased.

As I progressed onto even larger aircraft with inertial reference units (IRU) and flight management systems (FMS), I became even less concerned with the true to magnetic conversions as it was all done within the ‘magic’ of the navigation boxes on the aircraft.

In the RNAV era however, magnetic variation on even the most complex aircraft has revived discussions in the flight deck about why displayed tracks on the flight management system are not the same as what NAV CANADA has published on the maps. This has become even more of a problem with the increased use of digital data, as there are numerous sources of

magnetic variation and for any given location and point in space, they may not all match.

Why this happensAll IRU/FMS complete their internal calculations with reference to TRUE North. After the track calculations are complete, the navigation systems reference their internal magnetic variation table to provide a magnetic track. These tables are imported into the IRU or FMS by the unit manufacturer and each could be slightly different from the other.

Older systems may not have the latest magnetic variation tables in them. Magnetic variation tables are generated as EPOCHs based on five year intervals (1995, 2000, 2005, 2010, 2015 etc.).

Continued on Page 7

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“The flexibility provided by ENGAGE gives us the opportunity to use the FMC to optimize the vertical flight profile during oceanic crossings.”

To date the results have matched the successes demonstrated in ENGAGE I. Based on the data compiled thus far, air carriers are saving an average of almost $500 per flight with an accompanying reduction of 1,300 kilograms of GHG emissions.

ENGAGE flight trials test the viability of two concepts on North Atlantic operations: progressive or continuous altitude change; and, corresponding changes in aircraft speed (Mach) in place of the more traditional single speed, single altitude flight profile over the Ocean.

As a flight transits the ocean, fuel is consumed and the weight of the aircraft decreases, resulting in the most efficient flight level becoming higher (assuming zero wind). Therefore, an efficient flight profile may include a progressive or continuous altitude change and/or change in Mach.

In addition to the increased flight trials and the expanded region of the North Atlantic, the demonstration flights also permit the collection of data necessary to support the future implementation of the procedures after the trials have concluded.

TOPFLIGHT NAV CANADA is also a key participant in another SJU project for trans-Atlantic flights. The TOPFLIGHT project is being led by NATS whose goals are to develop, demonstrate (via flight trials) and transition to operations an airline-driven concept for the gate-to-gate optimisation of flights between North America and Europe.

Phase one of TOPFLIGHT will see 60 trans-Atlantic flights where a number of factors of the trip – from pushback time, climb and descent profiles, routing and oceanic flight profile – will be optimized to achieve minimal emissions and delay.

The flights will take place between Heathrow and a number of North American airports beginning in May 2013.

The second phase of the project will then look to introduce multiple ‘perfect’ flights crossing the Atlantic simultaneously. The aim is to prove that the concept is scalable and can be implemented for many flights at the same time without penalizing those in the surrounding airspace.

In addition to NAV CANADA, Boeing, Airbus ProSky and Barco Orthogon will also play key roles in the project.

Fuel-saving projects continue for trans-Atlantic flights (cont. from pg. 4)

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If your IRU was installed in 1999, it may have had the 2000 EPOCH magnetic variation table installed. If that was the case, your magnetic variation would be 13 years out of date.

As for AHRS units, they generally use a magnetic sense input from flux valves located somewhere on the aircraft so they are subject to changes in the earth’s magnetic field which are more pronounced at high latitudes.

Sources of magnetic variation Magnetic variation on the aircraft comes from either the IRU (if used instead of AHRS) or the FMS.

While the EPOCH in the IRU is generally set, the Magnetic Variation Tables in the FMS database are further divided into two sources:

1. The EPOCH loaded into the core FMS for general use.

2. The magnetic variation supplied in the Navigation Database for each procedure.

The magnetic variation in the Navigation Database is further broken down into individual elements dependant on the procedure to be flown and the magnetic variation source specified to be used by the FMS manufacturer and the ARINC 424 record for the procedure. These values are modified when changes are loaded into your FMS on the standard 28 day AIRAC cycle. These elements are:

1. airport magnetic variation

2. VOR declination

3. procedure design magnetic variation as designated by the procedure designer.

Each of the 23 ARINC 424 legs then pulls the magnetic variation value assigned to it based on the ARINC 424 standard as adopted by the specific FMS manufacturer.

When the FMS uses a different source of magnetic variation than the procedure designer used, or, the FMS is using an outdated magnetic variation table, the FMS or GPS will show a discrepancy between the published track on the IFR chart and the track displayed on the FMS or GPS.

Because of these multiple sources, leg disconnects can occur and the displayed value may be different. Most issues are seen

with CF and FA leg types associated with the VOR station declination and HM, HF and HA legs used in holds which typically use the airport magnetic variation value.

However, the true tracks underlying the procedures are the same for all the leg types other than those mentioned above. The FMS/GPS is navigating by waypoints based on latitude and longitude and for that reason when a FMS/GPS is navigating on an airway, the true track over the ground is always the same, even if the displayed magnetic value on the FMS/GPS is different than published.

Examples of FMS MAG VAR Functions:1) Departing CYQH to CYXY with the following flight plan:

CYQH YQH V326 YXY CYXY

› CYQH has a Magnetic Variation of 22° E assigned

› YQH VOR has a declination of 21° E assigned

› Waypoint CANYO has a magnetic variation assigned from the FMS internal table

› YXY VOR has a declination of 23° E assigned

› CYXY has a Magnetic Variation of 25° E assigned

As the LO Chart above shows, V 326 has an outbound radial of 261 from YQH and this is displayed on the initial leg of the FMS from YQH.

After leaving CYQH, 24 miles into the flight, the track

on the FMS changes to the 260R and this will continue to be updated as the FMS Magnetic Variation table assess the aircraft position all the way to CANYO. CANYO is only 82 DME from YXY yet its track is displayed as 258 which is 4 degrees different than the published 074 radial from YXY. This is because CANYO is assigned a Magnetic Variation value from the FMS Magnetic Variation Table – not the declination of the closest VOR.

41 miles from CANYO the track is now displayed as 259 degrees and this indicated track change will continue after CANYO all the way to Whitehorse where the track will eventually indicate 254 to match up with the 074R to Whitehorse. Throughout the flight the aircraft maintained the correct track (great circle route) over the ground between YQH and YXY.

Magnetic variation differences can cause havoc in modern aircraft with varied sources and uses within the system. When we flight check the procedures with reference to TRUE North, we never see alignment issues, however, when working in magnetic, it can be a little more challenging. While the above example relates to the en route portion of the flight, the same issues also occur with approach procedures.

Each aircraft heading source and FMS/GPS installation is a little different. If you see discrepancies in tracks, you need to

first understand how your system is processing magnetic variation. If you have IRUs, which EPOCH is your IRU using? Was it updated with the latest 2010 or 2015 data? These are all issues that need to be understood for each AHRS, IRU, FMS, GPS aircraft installation when operating in airspace with reference to magnetic tracks.

Which Way is North? (cont. from pg. 5)

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Domestic implementation of CPDLC continues (cont. from pg. 5)

CPDLC, now in use in the Vancouver, Edmonton, Winnipeg, Montreal, Moncton and Gander Flight Information Regions above Flight Level 290, helps reduce frequency congestion by decreasing the need for voice communications, enhances safety and efficiency by using standardized messages and reducing the likelihood of read-back and hear-back errors.

“Overall, the more we can do to allow our controllers to focus on managing the traffic with accurate communications, the better they will be at providing the highest level of service,” said Kellar.

Phased Approach“The capability was phased-in in three stages in each of the six centres currently using it and will be implemented in the same manner at the Toronto ACC,” says Bill Crawley, Director, ATS System Integration.

The first phase supported downlink of pilot requests for speed and altitude changes, with ATC acknowledging receipt via text and continuing to provide clearances via voice. Phase two supported the uplink of frequency

assignments for voice communications and the third phase implemented the issuance of altitude, speed and route clearances via CPDLC.

“This allowed controllers to safely and gradually adapt their processes to the CPDLC user interface,” says Crawley.

Equipage RatesDomestic CPDLC equipage rates are growing but continue to vary by region, from about 25 per cent in western Canada to up to approximately 65 per cent in Gander Domestic airspace.

“The range is to be expected since Gander Domestic sees much of the same traffic that has been employing CPDLC to transit the ocean for years,” says Crawley. “We anticipate that the equipage rate and related benefits will grow now that we have implemented the capability and as customers make their own cases to equip for CPDLC.”

Analysing Usage NAV CANADA, in collaboration with customers, is examining opportunities to ensure that communications via CPDLC are as efficient as they can be.

This includes analysis of downlink and uplink counts to establish communications patterns, as well as response patterns at various time intervals.

“The analysis covers everything from the time required to receive and respond to a data link message, to response habits if an exchange is pilot-initiated versus controller-initiated,” says Crawley. “This helps provide a yardstick into the customer service experience, and tells us how pilots are managing these communications against other tasks that are taking place in the cockpit.”

With this analysis, NAV CANADA and its partners will hope to identify opportunities to enhance performance on both ends of the message interface.

Future OpportunitiesCPDLC delivers several clear benefits on its own. But when combined with other ANS technologies, it presents even greater opportunities to deliver benefits to customers.

CPDLC is a key component of Reduced Longitudinal Separation Minima (RLongSM) now being used in the North Atlantic, increasing capacity and enabling more customer-requested climbs to fuel-saving altitudes, sooner.

It’s one example of improved safety and service enabled through a mix of GPS, Automatic Dependent Surveillance-Contract (ADS-C) and CPDLC. NAV CANADA expects further projects to develop as the aviation technology landscape continues to shift.

“When you look at the big picture and the technologies that are here or emerging, such as satellite-based ADS-B, you start seeing new opportunities to enhance service, safety and efficiency – especially in locations where there was no previously feasible alternative,” says Kellar. “We’re committed to responding to our customer needs, leaving no rock unturned and implementing those solutions such as CPDLC that can truly and positively impact our industry.”

The 34,000-Foot TextA typical conversation conducted via text message between a pilotand an air trac controller.

1. A download link is a message coming from a plane to air trac control.

TIME • DOWNLOAD LINK • MESSAGE

19:14 • D/L • “Request climb to FL340 due to aircraft performance”

2. The pilot requests allowing the plane to climb to an altitude of 34,000 feet above sea level. The plane performs more eciently at higher altitudes and can go higher as it gets lighter through burning of the jet fuel.

3. Air trac control grantspermission for the climb inan upload link to the plane.

U/L • “Standby”“Climb to and maintain FL340”

D/L • “WILCO” 4. The pilot responds thatshe “will comply”.

Pilot

Pilot

Control