Digital NOTAM Preliminary Business Case - … AND ACRONYMS ... This document contains the Digital...

EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION

EUROCONTROL

EUROPEAN AIR TRAFFIC MANAGEMENT

Digital NOTAM

Preliminary Business Case

Edition Number : 1.1

Edition Date : 15/10/2009

Status : Draft

Intended for : EATM Stakeholders

Digital NOTAM Preliminary Business Case

Edition: 1.1 Draft Page 1

DOCUMENT CHARACTERISTICS

TITLE


Publications Reference:

ISBN Number:

Document Identifier Edition Number: 1.1

Edition Date: 15/10/2009

Abstract

This document contains the ‘Digital NOTAM’ Preliminary Business Case. It provides a qualitative analysis of the benefits and it specifies constraints with regard to the implementation cost. The document structures the currently available information that has been validated with a set of representative Digital NOTAM stakeholders, primarily ANSPs, airlines, data integrators, EAD through workshops and direct discussions. The information contained in this document is based on expert judgement.

Keywords

Digital NOTAM

AIXM

AIM

AIS

Authors

Pedro CRUELLAS, CND/CoE/AIM/AI

Eduard POROSNICU, CND/CoE/AIM/AI

Contact(s) Person Tel Unit

STATUS, AUDIENCE AND ACCESSIBILITY

Status Intended for Accessible via

Working Draft General Public Intranet

Draft EATM Stakeholders Extranet

Proposed Issue Restricted Audience Internet (www.eurocontrol.int)

Released Issue


Page 2 Draft Edition: 1.1

DOCUMENT APPROVAL

The following table identifies all management authorities who have successively approved the present issue of this document.

AUTHORITY NAME AND SIGNATURE DATE

Network Development – COM & AIM Manager Martin ADNAMS 04/09/2009

Head of AIM Paul BOSMAN 04/09/2009

Digital NOTAM Project Manager / Author Eduard POROSNICU 04/09/2009

Author Pedro CRUELLAS 04/09/2009



DOCUMENT CHANGE RECORD

The following table records the complete history of the successive editions of the present document.

EDITION NUMBER

EDITION DATE

REASON FOR CHANGE PAGES

AFFECTED

0.1 – 0.9 2009 Internal working draft versions All

1.0 04/09/2009 First public release – Digital NOTAM Workshop All

1.1 15/10/2009 Updated based on feedback from Workshop and AI Team

-



Publications

EUROCONTROL Headquarters

96 Rue de la Fusée

B-1130 BRUSSELS

Tel: +32 (0)2 729 3067

Fax: +32 (0)2 729 9008

E-mail: [email protected]



Contents

DOCUMENT CHARACTERISTICS.............................................................................1

DOCUMENT APPROVAL...........................................................................................2

DOCUMENT CHANGE RECORD...............................................................................3

EXECUTIVE SUMMARY.............................................................................................7

CHAPTER 1 – The need for Digital NOTAM.............................................................9 1.1 Problem statement.....................................................................................................9 1.2 Strategic fit - SESAR ...............................................................................................10

CHAPTER 2 – Digital NOTAM Overview ................................................................12 2.1.1 Objective .....................................................................................................12

2.1.2 Scope..........................................................................................................14

2.1.3 Approach.....................................................................................................14

2.1.4 Project Planning..........................................................................................16

CHAPTER 3 – Business Case Process..................................................................17 3.1 Purpose ...................................................................................................................17 3.2 The generic Business Case Process.......................................................................17 3.3 Digital NOTAM Business Case Specifics ................................................................18

CHAPTER 4 – Digital NOTAM Benefits ..................................................................19 4.1 Introduction ..............................................................................................................19 4.2 Benefit potential .......................................................................................................19

4.2.1 Short term (2012-2017)...............................................................................20

4.2.2 Medium term (2017-2020) ..........................................................................20

4.2.3 Long term (after 2020) ................................................................................21

4.3 Benefit quantification ...............................................................................................22 4.3.1 Introduction .................................................................................................22

4.3.2 Initial Benefit Quantification ........................................................................22

4.3.3 Relation between data provision increments and data usage phases .......23

CHAPTER 5 – Implementation costs .....................................................................24 5.1 Introduction ..............................................................................................................24 5.2 Cost Categories .......................................................................................................24

5.2.1 Cost related considerations ........................................................................26

5.3 Cost centres.............................................................................................................26 5.4 Costs to be supported in the different phases.........................................................27

5.4.1 Short Term Costs........................................................................................27

5.4.2 Medium Term Costs....................................................................................29

5.4.3 Long Term Costs ........................................................................................31



CHAPTER 6 – Conclusion and Recommendations ..............................................32

ANNEX 1 – Digital NOTAM Benefits......................................................................34 A1.1 Introduction ..............................................................................................................34 A1.2 Benefits ....................................................................................................................34

A1.2.1 Benefit mechanism diagram. ......................................................................34

A1.2.2 Process streamline .....................................................................................35

A1.2.3 Data management ......................................................................................35

A1.2.4 Data quality .................................................................................................35

A1.2.5 Data representation / conversion................................................................36

A1.2.6 Data filtering capability................................................................................37

A1.2.7 Airline Operational Centers.........................................................................37

A1.2.8 Common ATM picture (CDM enabler) ........................................................38

A1.2.9 Pre-flight briefing.........................................................................................38

A1.2.10 Information accessibility for VFR flyers.......................................................39

A1.2.11 Airports operations / predictability...............................................................40

A1.2.12 In-flight operations ......................................................................................40

A1.2.13 ANSP efficiency ..........................................................................................41

A1.2.14 Network Manager Efficiency .......................................................................42

A1.2.15 Airline Ops Efficiency / Military Ops Efficiency ...........................................42

A1.2.16 Flight Efficiency...........................................................................................43

A1.2.17 Fuel consumption........................................................................................43

A1.2.18 Safety..........................................................................................................43

A1.2.19 Capacity ......................................................................................................44

ANNEX 2 – Cost Benefit Analysis Model ..............................................................45

DEFINITIONS AND ACRONYMS .............................................................................47

Figure 1 - Number of NOTAM issued world-wide (EAD data) ..........................................10 Figure 2 – The Digital NOTAM environment ......................................................................12 Figure 3 - Benefit mechanism in the short term................................................................20 Figure 4 - Benefit mechanism in the medium term ...........................................................21 Figure 5 - Benefit mechanism in the long term .................................................................21 Figure 6 ‘Digital NOTAM’ Cost Categories.........................................................................24 Figure 7 Example of a graphical PIB ..................................................................................39



EXECUTIVE SUMMARY

This document contains the Digital NOTAM Preliminary Business Case. It provides a qualitative analysis of the benefits and it specifies constraints with regard to the implementation cost. The document presents the currently available information, which is based on expert judgment and on results of the Digital NOTAM Trial that took place in 2008. The improvements and benefits have been validated with a set of representative Digital NOTAM stakeholders, primarily ANSPs, airline operational centres, data integrators, service providers and the EAD, through workshops and direct discussions.

Originally intended for use by the pilot, the NOTAM is used to varying degrees by the whole of the ATM community. It is a structured message with a free text component, rendering it sometimes difficult for human and almost impossible for machine interpretation, resulting in issues of safety, quality and efficiency. In turn, these impact on the capacity and efficiency of the ATM system.

Statistical data indicates that there is a sharp increase in the number and the complexity of NOTAM issued worldwide. The total of NOTAM messages issued in Europe and worldwide has more than doubled between 2000 and 2008. This has an increasingly negative impact on the capability of the ATM system actors to effectively process and use this information in a timely way. In consequence, a fundamental change in the concepts used for the collection, management, promulgation and use of the NOTAM information is required. Without a significant change, the situation will progressively become unmanageable over the next decade.

The Digital NOTAM concept proposes to evolve from the provision of text NOTAM messages towards the provision of structured data, based on the Aeronautical Information Exchange Model (AIXM) version 5.

The introduction of digital NOTAM will remove the historical split between NOTAM and AIP data. All AIS products (AIP, NOTAM, AIP Amendments, charts, pre-flight information bulletins, etc.) will be generated from a coherent data source, which comprises both "static" and "dynamic" information. All the information will be available in the same digital format and from a single source.

Digital NOTAM will support the SESAR goals of providing a composite, single picture of the ATM environment (System Wide Information – SWIM), available to all on the ground and in the air. This is required to support applications such as 4 D trajectory, medium/short term conflict detection, future flight plan, etc. The provision of Digital NOTAM is specified as an IP 1 objective (IS-0204) of the European ATM Masterplan, with an initial operational capability by end 2011.

The do-nothing is not an option. The increasing number of NOTAM messages and the fact they can not be automatically interpreted would seriously jeopardise the SESAR goal of providing a composite, single picture of the ATM environment, available to all, which is fundamental to the entire SESAR ATM Target Concept.

The Digital NOTAM project is in line with the Eurocontrol mission, which includes the harmonisation of the air navigation services in Europe, in particular by enabling safety and efficiency gains in the ATM system.

The qualitative analysis has shown that, in the short term (2012-2017), Digital NOTAM will ensure improved data quality and better data management, which results in system-wide economies. Input forms will allow originators (such as airports) to pre-encode the information, reserving the NOTAM operators for non-routine and supervisory roles. This will improve ANSP efficiency and the integrity of the data chain, as required by ICAO and in accordance



with the European Single European Sky regulations. Low-cost solutions will improve the accessibility of the VFR community to critical information, such as through the graphical depiction of temporary airspace reservations, thus reducing the risk of airspace infringements and the workload of controllers.

The Digital NOTAM concept is equally applicable to civil and military information. The provision of the data updates in a common digital format will improve the civil-military systems’ interoperability and will support the flexible airspace usage process.

In the medium term (2017-2020), Digital NOTAM will enable enhanced pre-flight briefing (graphical visualisation, improved filtering capabilities). More importantly, it will enable the development of new services merging data from different domains (airport, meteo, flow management, etc). This will support the provision of aeronautical information updates in flight. Information will be transmitted by data link services for incorporation into devices such as Electronic Flight Bag (EFB) and advanced navigation displays. These are expected to be standard equipment in the next generation of commercial, business and potential general aviation aircraft. Overall, this will lead to benefits in terms of safety, ANSP efficiency, flight efficiency (so contributing to fuel savings and the environment) and airline operations efficiency.

Similar conclusions have been drawn in other ICAO regions, in particular by the United States Federal Aviation Administration (FAA), where Digital NOTAM are planned to become operational by 2011.

The analysis has also confirmed the concept of implementing Digital NOTAM through an incremental approach, which is expected to reduce the implementation cost. Investment has already been made in fundamental infrastructure elements such as the EAD and National systems, PENS, data link, digital static data, etc. Digital NOTAM will make use of these and will increase the return on those investments. It will also provide the essential means to realise the SESAR goal for the single composite situation picture, a cornerstone of the whole concept of operations.



CHAPTER 1 – The need for Digital NOTAM

1.1 Problem statement

A NOTAM is a notice, distributed by means of telecommunication, containing information about a change in aeronautical facilities, services, procedures or hazards, the timely knowledge of which is essential to personnel concerned with flight operations. Created more than 60 years ago, it is based on structured messages with a free text component. An example is provided below:

280847 EBBRYNYN (A1143/02 NOTAMN Q) EBBU/QOBCE/IV/M/A/000/999/5027N00427E002 A) EBCI B) 0208280800 C) 0210301400EST E) CRANE ERECTED 25M AGL - 200M AMSL AT 1200M ARP ON A MAG BRG OF 40 DEG. AND AT 450M RIGHT SIDE OF THR25. NO ICAO MARKINGS. CAUTION ADVISED. )

The ATM system is increasingly relying on automated systems at all levels, which depend on correct and up-to-date information in order to perform their functions. However, the content of a database, be it on-board, at the airport or in an ATC system, may be ‘superseded by NOTAM’. The task of remembering which information is overridden becomes the pilot’s or controller’s burden.

In the search for efficiency and capacity, the ATM system is becoming more dynamic year after year. This is also reflected by a sharp increase in the number of NOTAM issued in Europe and world-wide, as depicted in Fig. 1. The effort spent by the data originators, NOTAM offices, service providers and end users in order to manage and use/comply with this increasing mass of text is constantly growing. If no action is taken, the risk of economic loss, incidents or even accidents due to “information overload” will increase to unacceptable levels in the next decade. There have already been examples of such incidents in Europe and worldwide.

The current system is driven by manual processes to ensure NOTAM accuracy and provide a way for humans to correct NOTAM entry errors. The system relies heavily on post-submission quality control. Although supposed to be human readable, there are frequent complains from pilots, especially from general aviation, that NOTAM text is hard if not impossible to decipher for the non-expert.

Due to the current limited information filtering capabilities of the text NOTAM format, Pre-flight Information Bulletin (PIB) that pilots have to consult before the flight are in the range of 10-50 pages for an internal European flight. In consequence, "most info given in flight paperwork is user hostile", quote Captain “Rocky” Stone, Chief Technical Pilot, United Airlines during the AIM Congress of 2007. Yet the probability of pilots not being aware of important and pertinent NOTAM is increasing.



NOTAM Trends

0

100,000

200,000

300,000

400,000

500,000

600,000

700,000

2000 2001 2002 2003 2004 2005 2006 2007 2008

Nu

mb

er

/ y

ea

r

Europe (L+E+B)

Pacific (A+N+Y)

Asia (R+V+W+Z)

Russia + Central Asia (U)

Africa (D+F+G+H)

Mid Asia (O)

North America (C+K+P)

South + Central America (M+S+T)

TOTAL

Figure 1 - Number of NOTAM issued world-wide (EAD data)

Overall, the current text NOTAM system no longer satisfies the ATM needs for timely and accurate aeronautical information updates. NOTAM are poised to become digital, in order to respond to these needs, through the application of modern data processing technologies.

1.2 Strategic fit - SESAR

The SESAR target concept relies on 5 key features:

Optimised Trajectory Management, which introduces a new approach to airspace design and management, reducing the constraints of airspace organisation to a minimum and introducing into the core of the concept the Business Trajectory;

Collaborative planning, which is continuously reflected in the Network Operations Plan; a dynamic rolling plan for continuous operations, which ensures a common view of the network situation;

Full integration of airport operations as part of ATM;

New separation modes to allow for increased safety and capacity;

System information management, which will integrate all ATM business related data; an environment which connects all ATM stakeholders, aircraft as well as ground facilities; supporting CDM processes to exploit the power of shared information.

What is common to each of these key features is a reliance on accurate and timely information. The SESAR ATM Target Concept states that “fundamental to the entire ATM Target Concept is a ‘net-centric’ operation based on a powerful information handling network for sharing data”. It also states that “the SWIM environment will shift the ATM architecture paradigm from message exchange to information publishing/using/contributing”.

The basic information of ATM is the so-called static data published in the AIP of a State, amended for temporary and/or short notice changes through NOTAM. Without the means to provide accurate, unambiguous and timely data, it is doubtful if the SESAR goal of providing a composite, single picture of the ATM environment, available to all, can be met. The Digital NOTAM will support the realisation of this goal. The provision of digital NOTAM will fill the increasing gap that exists between the “static” view of the ATM system, as available in most decision making systems today, and its actual status.



This will enable the machines that assist the human actors to provide a common and accurate view of the aeronautical 4D environment, which is central to SESAR. It will support 4D trajectories, common decision making processes and the required safety, efficiency and capacity gains.

The ‘Digital NOTAM’ is an IP 1 project for the European ATM Masterplan (Implementation Step IS0204).



CHAPTER 2 – Digital NOTAM Overview

2.1.1 Objective

The Digital NOTAM project objective is to evolve from the provision of text NOTAM messages towards the provision of structured data, based on the Aeronautical Information Exchange Model (AIXM) version 5.

There are four main roles in the European NOTAM data chain, as indicated in Fig.2.

Data Originators

NOTAM Providers End Users

Service Providers

NOTAM proposal

Request clarification /NOTAM feed-back

International NOTAM

NOTAM

NOTAM

Tailored data/product(example: PIB)

Request for clarification

NOTAM Storage(local, regional – EAD)

NOTAM Storage

Request for clarification

Figure 2 – The Digital NOTAM environment

The definitions of these roles and the main changes are mentioned in the table below, together with the actors that play these roles.

Role Actors performing the role What will change

Data Originator = the first organisation or person that becomes aware of or that initiates the change, including those involved in the transmission of the information to the NOTAM Provider role.

Airport operators

Air Navigation Service Providers (ANSP)

Procedure/Airspace designers

National Authorities including Military

Etc.

Increased delegation for the pre-encoding of the information in digital format, eventually using standard input forms provided by the NOTAM Provider organisations.

Increased data connectivity with the NOTAM provider organisations.

NOTAM Provider = the Civil NOTAM offices Static data management moves



organisations that are given authority for NOTAM promulgation in accordance with the ICAO Annex 15. They also act as storage nodes of the international NOTAM network.

Military NOTAM offices

Airports that have full delegation for SNOWTAM promulgation.

Etc.

to AIXM 5.1.

Capability to receive, process and issue NOTAM in digital format.

Increased requirements for compliance with end user requirements for data completeness and availability.

Increased use of graphical input and visualisation tools.

Service Provider = an organisation which uses NOTAM and other data in order to provide custom services/data to the Airspace users.

ARO/Briefing

EAD

Commercial Flight Service Providers (CFSP)

ATC organisations that relay NOTAM information to aircraft in flight

Airlines Operational Centres (AOC) that provide flight planning and briefing services for their own pilots and to clients airlines;

Etc.

Increased automatic ingestion of the data from the NOTAM providers.

Decreased human workload for the processing of the information.

Increased requirements for the provision of graphical products, for use in pre-flight and in-flight (EFB)

Increase competition with new service providers.

End User = organisations and persons that use either the NOTAM message or a custom product in order to take operational actions/decision.

Airlines

General aviation

Military / Air Force

Air traffic controllers

Etc.

Increased use of graphical devices for the consultation of the information.

Increased accessibility to data about the actual ATM system status.

Increased data filtering capabilities.

Increased support from automatic devices.

Decreased workload

The characteristics of a digital NOTAM include:

Electronically distributable - the information can be directly transmitted and incorporated into other computer systems without manual intervention;

Geo-referenced - the information can be automatically plotted on a chart;

Temporal - the effective time can be computer interpreted;

Linked to static data - the change is cross-referenced to the baseline information;

Transformable – the information can be converted into any graphical or textual output, including the existing ICAO NOTAM format;

Query Enabled - a computer system can use complex queries to select temporary and last minute updates of interest based on user-specified criteria..

The Digital NOTAM concept has been developed jointly by EUROCONTROL and the Federal Aviation Administration of the United States (FAA). It proposes a modern approach to dynamic aeronautical information management, which is fully in line with the ATM SESAR Master Plan IP2 needs and with the airspace user expectations.



2.1.2 Scope

The primary scope of the Digital NOTAM project is the information published as NOTAM messages, according to the ICAO Standards and Recommended Practices (SARPS). The same concept can be applied to aeronautical information of similar nature, such as airspace reservations and Conditional Routes (CDR) opening/closure, traffic flow restriction updates (Electronic Route Availability Document - eRAD), etc, which are currently provided through alternative means – Conditional Route Availability Message (CRAM) and Central Flow Management Unit (CFMU) notifications.

The Digital NOTAM concept is equally applicable to both civil and military aeronautical information.

The business case analysis encompasses the whole NOTAM data chain, from originator to the end user. All equipments, people and processes involved in this chain are included in the scope of the project. However, the current project does not include the provision of Digital NOTAM in flight, through data link. It only includes those applications on-board the aircraft that receive their latest update just before take-off, while the aircraft is still at the airport.

While it is generally agreed that the provision of Digital NOTAM in-flight will bring benefits for the safety and efficiency of air navigation, the information available to date about such applications is insufficient for a cost/benefit analysis of this area, in isolation from other data-link projects. It is also certain that Digital NOTAM up-link will require significant infrastructure investments and aircraft equipment enhancements. Digital NOTAM will support such applications, but it will not be the single reason for such investments. Specific data-link projects that include on-board applications (such as 4D trajectories, digital/graphical taxi clearances, etc.) are expected to cover this area.

2.1.3 Approach

In order to migrate from the current Text NOTAM messages towards the Digital NOTAM data, changes are required on both the data provision side and on the data usage side.

The Digital NOTAM provision capability will be implemented on the existing European AIS infrastructure, which essentially consists of national systems and a centralised European AIS Database (EAD). Increased delegation for the pre-encoding of the data in digital format will be given to the information originators (airports, military airspace users, national authorities, etc.).

2.1.3.1 Data provision increments

Digital NOTAM will be introduced gradually, as an additional service and data encoding format. The justification for an incremental approach is based on the following reasons:

The digital NOTAM trial executed between 2007-2008 demonstrated that a subset of the NOTAM “events” (navaid unserviceable, airspace reservation, route closure, temporary obstacle, airport/runway usage restriction/closure, snow conditions, etc.) account for up to 80% of the messages issued by the European Civil Aviation Conference (ECAC) Member States.

For the purpose of integrity, security and data handling, Digital NOTAM will be processed by computers and in their raw state will not be readable by pilots, controllers and other operational people. End users need software to turn the Digital NOTAM data into meaningful text and graphics or to trigger automatic processes. Such software will be tailored to the end user needs as almost each category of Digital NOTAM would need specific processing routines. For example, digital data about a temporary restricted area will be interpreted and used differently from data about a displaced threshold or about a changed approach procedure. This requires specific investments on the end user side. Thus, even if the providers would make all NOTAM available digitally in the short term, the end users would need time in



order to adapt to the new format.

The consultation with the end users has demonstrated that they have certain priorities with regard to the NOTAM that should be provided and could be used digitally. These priorities are being documented in the “Digital NOTAM – Event Specification”, which is developed in cooperation with the project stakeholders through a dedicated Focus Group.

Two major increments are foreseen on the data provision side:

A first increment (the initial Digital NOTAM operational capability) will be implemented between 2011-2014. It will include the features and events described in version 1 of the “Digital NOTAM – Event Specification”, expected to be finalised by May 2010. For these, the information currently promulgated by NOTAM will be available as encoded data, fully structured and constrained according to the AIXM 5.1 specification. The NOTAM that are not covered in the first increment will also be provided in AIXM format. However, instead of structured properties, the current NOTAM text will be included as text Note on the affected feature. This will avoid the situation where the end user would have to work with two sources of information: digital NOTAM for certain events and text NOTAM for remaining ones.

A second increment (the full Digital NOTAM operational capability) will be implemented between 2015-2018. It will include the rest of features and events for which there is an operational need for fully structured information. This will avoid that significant investment are made for digitising certain complex NOTAM types, without resulting in a real use of the digital format. The content of the second increment will be defined based on the operational experience gained with the first increment. This will be done through the second version of the “Digital NOTAM - Event Specification”.

2.1.3.2 Data usage phases

Because of the changes required in the data processing capabilities of the end users, the realisation of the Digital NOTAM benefits will take place in three phases:

Short term (2012-2017) – the most visible benefit will be the improved quality of the aeronautical data provided by NOTAM. End users will increasingly be able to exploit the digital NOTAM data, as systems are enhanced/replaced. Airport surfaces contamination status, work in progress areas, closed runways and taxiways will be presented graphically in the pre-flight process. Information about restricted airspace and temporary obstacles will be available in graphical format, with positive effects on the safety of VFR operations;

Medium term (2017-2020) – the most visible benefit will be the increased ability of pilots, dispatchers and air traffic controllers to exploit/maximise the opportunities offered by the timely information available in digital format The current text based Pre-flight Information Bulletins (PIB) and similar material will be enhanced and progressively replaced with graphical views. The airport side and the en-route side will be presented as an interactive map, with the elements of significance being displayed graphically. Many end users will have the capability to receive the digital NOTAM before departure and have it displayed on board in devices such as Electronic Flight Bags (EFB). In particular, class 1 and class 2 EFB (portable devices) will be used in this phase;

Long-term (after 2020) – a significant group of end users will have the capability to receive and use digital NOTAM on board, in “installed” EFB (class 3) devices and navigation displays (available on the latest aircraft generations), through updates at the gate and in-flight data link.

Traditional text NOTAM messages will continue to be issued for as long as necessary to support the current systems and users. However, the primary information will be the digital



data, from which the (legacy) text NOTAM message will be generated through software.

The operational requirements and the concepts used in air navigation and air traffic management will keep evolving in future. The AIXM model and the Event Specification will need to reflect these changes. However, these future evolutions are considered outside the scope of the current project.

2.1.4 Project Planning

The following diagram shows the current Digital NOTAM implementation planning and its main milestones.

ID2012 2013 2014 20172016 201820152009

Q2Q2Q4Q1 Q2 Q4Q3 Q3Q3Q3 Q1 Q2Q1 Q3Q4 Q3Q4Q1 Q4 Q4 Q3Q4Q4 Q1Q1 Q2Q2 Q2Q1Q4 Q2Q1Q1 Q4Q3Q2

2

4

7

9

10

2010

Q2 Q1

2011

Q3Task Name

Increment 1 implementation approved

Increment 1 - preparation

Increment 1 – implementation

Increment 2 - preparation

Increment 2 – implementationData usage phase 3 – data update in flight

1Roadmap approved by the key stakeholders

3

Increment 2 implementation approved

8

Data usage phase 1 – improved data quality

5

Data usage phase 2 – ground applications

6

2019 2020

Q3 Q4 Q1 Q2 Q3 Q4 Q1

Decision

Type

Date Description

Roadmap agreed Dec 2009 Digital NOTAM workshop participants support the

proposed roadmap. AI Team supports the provision

of a Working Paper to the SCG, as a first concrete

step towards the implementation of Digital NOTAM.

Increment 1 –

Implementation

agreed

June 2010 Digital NOTAM Increment 1 implementation to be

supported by the EUROCONTROL SCG and OCG

and reflected in an ESSIP/LSSIP objective.

Increment 2 –

Implementation

agreed

June 2014 Digital NOTAM Increment 2 implementation to be

supported by the EUROCONTROL SCG and OCG

and reflected in an ESSIP/LSSIP harmonisation

objective.



CHAPTER 3 – Business Case Process

3.1 Purpose

The formal process, described in section 3.2, includes a number of iterations which will continue until all the information required to produce a full Business Case is available. As an initial stage, the main objective of this document is therefore to provide a qualitative benefit analysis for the ‘Digital NOTAM’ implementation and to indicate constraints with regard to the implementation costs. The document also identifies the elements that are required to continue with the next steps in the formal process.

3.2 The generic Business Case Process

The Digital NOTAM Business Case process provides a framework for conducting a meaningful discussion about the Digital NOTAM implementation with the stakeholders concerned, primarily ANSPs, airports, data integrators and airlines.

The Business Case may support decision making but does it imply any implementation commitment has been taken. The main objective of the Business Case is to provide the appropriate information in order to enable stakeholders to make an informed decision about the Digital NOTAM implementation. The Business Case will also support planning and decision making within the Eurocontrol Agency.

This document is the first step of the iterative business case process as depicted on the next page. This first step contains a qualitative benefit analysis, which confirms the potential for benefits in the Digital NOTAM project and enable the identification of the validation required in order to obtain the final benefit and cost data.

Based on the preliminary general models, ANSP, airports, data integrators and airline generic models would be developed if considered necessary. This would enable specific ANSPs, airports, data integrators and airlines to perform their own local business case and support their implementation decisions. Guidance material explaining how to use these models would in such cases also be produced.

A common deployment plan (which may contain options) is required in order to obtain realistic benefit and cost estimates for all the specific models. If different specific business cases make inconsistent assumptions the business cases will have no credibility.



2. Generic2. GenericANSP/Airport ANSP/Airport

ModelModel

3. Specific3. SpecificANSP/AirportANSP/Airport

ModelsModels

4. Generic4. GenericAirline / CFSP Airline / CFSP

ModelModel

5. Specific5. SpecificAirline / CFSP ModelsAirline / CFSP Models

6. Analysis6. Analysis

2. Generic2. GenericANSP/Airport ANSP/Airport

ModelModel

3. Specific3. SpecificANSP/AirportANSP/Airport

ModelsModels

4. Generic4. GenericAirline / CFSP Airline / CFSP

ModelModel

5. Specific5. SpecificAirline / CFSP ModelsAirline / CFSP Models

6. Analysis6. Analysis

1. Preliminary1. PreliminaryModelsModels

7. Business7. BusinessCaseCase

The Business Case process will provide each stakeholder with the means to make an informed decision on the implementation of the Digital NOTAM project. More details about the Cost Benefit Analysis Model is provided in Annex 2.

3.3 Digital NOTAM Business Case Specifics

For the Digital NOTAM Business case, it is difficult to make a full quantitative analysis of the benefits. Nevertheless, there is agreement among the concerned Stakeholders that Digital NOTAM will improve the safety of the air navigation, which is not possible to estimate as a financial gain. There is also agreement that Digital NOTAM will improve the efficiency of the aeronautical information processing in the ATM system. However, certain aspects will be hard to quantify, such as:

the potential to develop new ATM services, especially through the transmission of the data on board the aircraft, through data link. Although it is a general agreement among the airlines and service providers that this will improve the safety and efficiency of airline operations, the exact financial benefit is hard to estimate at this stage;

the availability of digital NOTAM data and digital aeronautical information in general will reduce the investment requirement for entering the market of aeronautical service provision. Increased competition is expected to lower the cost of the current service providers and to bring to life innovative products that are not even designed today.

Thus, it is difficult to provide a classical “return of investment” diagram for the digital NOTAM project, in which the cost would be compared with the benefit expressed in monetary values. Instead, it is proposed to consider an incremental approach, in which:

the investment made by the data originator and ANSP for the provision of digital NOTAM and pre-flight briefing systems enhancements is limited, in each phase, to a certain proportion of the regular AIS provision cost. That amount will be in the range of the regular upgrades that are needed on the AIS systems;

the commercial flight service provider and end user investments to be made based on local cost/benefit analysis.



CHAPTER 4 – Digital NOTAM Benefits

4.1 Introduction

The purpose of this section is to identify the potential benefits that can be expected from the implementation of the Digital NOTAM concept.

In order to do so, for each service an estimate is provided for the maximum benefit achievable in an environment ideally suited to the service. For this first benefit quantification step it has not been considered how many of those environments exist in Europe and what other local constraints on the realisation of the benefit may exist. This will be the subject of the next step where specific environments will be considered.

The benefit areas considered in this document are the ones identified in the Digital NOTAM Benefit Mechanisms that can be found in ANNEX 1.

The Benefit Mechanisms are causality diagrams that describe the changes that a service introduces in the ATM environment and how those changes lead to benefits. It should be noted that the mechanisms leading to the benefits are in many cases still assumptions that need to be validated. However, expert judgement has already been applied to the assumptions to ensure a first selection of the most likely mechanisms and associated benefits. A first draft of the Benefit Schema was internally produced and it was afterwards reviewed and refined through workshops with different stakeholders. Three workshops were held:

• the first one with internal Eurocontrol staff;

• the second one attended by ANSP representatives;

• the third one attended commercial service providers and helicopter manufacturer representatives.

In addition, direct discussions took place with the operational departments of two major European airlines and with two flight service provider companies.

Digital NOTAM Trials are also being executed in order to validate some of these benefits.

4.2 Benefit potential

This section provides an overview table for the benefits identified for the Digital NOTAM project. The benefits of each of the phases mentioned in 2.1.3.2 – “Data usage phases” is analysed separately further down. The definitions of all the benefits mentioned here are provided in ANNEX 1.



4.2.1 Short term (2012-2017)

The ‘Digital NOTAM’ benefit mechanism for the short term is represented graphically Fig.3. On this figure, the identifiers “(Ax.x.x)” indicate the corresponding sub-section of ANNEX 1, where that particular improvement or benefit is discussed in detail.

DigitalNOTAM

Data Quality(A1.2.4)

Data management

(A1.2.3)

ANSPEfficiency

(A1.2.13)

NetworkManagerEfficiency

(A1.2.14)

Process streamline

(A1.2.2)

AOC operations

(A1.2.7)

FlightEfficiency

(A1.2.16)

Fuel consumption

(A1.2.17)

CommonATM

picture(A1.2.8)

Military Ops

Efficiency

Airline Ops

Efficiency(A1.2.15)

Informationaccesibility

by VFR(A1.2.10)

Safety(A1.2.18)

Datarepresentation

(A1.2.5)

Pre-flightBriefing(A1.2.9)

Figure 3 - Benefit mechanism in the short term

The most visible improvement will be the increased quality of the aeronautical data promulgated through text NOTAM messages. A digital NOTAM is not a simple conversion of the current message into a new, more structured format. The focus is to put in place the data management tools that enable full automatic processing and validation, ensuring the provision of correct, complete and up-to-date data to the end users. Data will be captured in digital format from its earliest stage, with the support of standard input forms. This will increase the efficiency of the information processing chain at all levels (data originator, NOTAM office, service provider, end user).

The majority of the end users will still work with the text NOTAM messages. An increasing number of end users will be able to exploit the digital NOTAM data. Airport surfaces contamination status, work in progress areas, closed runways and taxiways will be presented graphically in the pre-flight process. Information about restricted airspace and temporary obstacles will be available in graphical format, with positive effects on the safety of VFR operations.

The characteristic of this phase is that the major part of the investment is made on the data provider side, but mostly through regular system upgrades.

4.2.2 Medium term (2017-2020)

The ‘Digital NOTAM’ benefit mechanism for the short term is represented graphically in the following figure. The improvements and benefits that are new in this phase are highlighted with thick lines.

The most visible improvement will be the increased ability of pilots, dispatchers and air traffic controllers to exploit/maximise the opportunities offered by the timely information available in digital format. The current text based Pre-flight Information Bulletins (PIB) will be enhanced with graphical views. In the final steps, the airport side and the en-route side will be presented as interactive maps, with the elements of significance being displayed graphically.



DigitalNOTAM



by VFR(A1.2.10)

Data management

(A1.2.3)

Safety(A1.2.18)

ANSPEfficiency

(A1.2.13)

Datarepresentation

(A1.2.5)



(A1.2.14)

Process streamline

(A1.2.2)

AOC operations

(A1.2.7)

FlightEfficiency

(A1.2.16)

Fuel consumption

(A1.2.17)

CommonATM

picture(A1.2.8)

Military Ops

Efficiency

Airline Ops

Efficiency(A1.2.15)

Data filtering capability

(A1.2.6)

Airport operations /

predictability\(A1.2.11)

Capacity(A1.2.19)

Figure 4 - Benefit mechanism in the medium term

Many end users will have the capability to receive the digital NOTAM data at the gate, just before departure, and have it displayed by devices such as Electronic Flight Bags (EFB). In particular, portable devices (class 1 and class 2 EFB)_will use digital NOTAM in this phase.

4.2.3 Long term (after 2020)

The ‘Digital NOTAM’ benefit mechanism for the long term is represented graphically in the following figure.

DigitalNOTAM



by VFR(A1.2.10)

Data management

(A1.2.3)

Safety(A1.2.18)

ANSPEfficiency

(A1.2.13)

Datarepresentation

(A1.2.5)



(A1.2.14)

Process streamline

(A1.2.2)

AOC operations

(A1.2.7)

FlightEfficiency

(A1.2.16)

Fuel consumption

(A1.2.17)

CommonATM

picture(A1.2.8)

Military Ops

Efficiency

Airline Ops

Efficiency(A1.2.15)


(A1.2.6)

In-flight operations

(A1.2.12)



Capacity(A1.2.19)

Figure 5 - Benefit mechanism in the long term

The improvements that are new in this phase are highlighted with thick lines.

A significant group of end users will have the capability to receive and use digital NOTAM at



the gate, just before departure. Progressively, in-flight updates through data link will be implemented. It is expected that “installed” (class 3) EFB will have the capability to receive digital NOTAM and other information through data-link, offering to the pilot up-to-date information about the ATM system status. This will increase the safety and efficiency of flight operations.

4.3 Benefit quantification

4.3.1 Introduction

For the Quantification of Benefits the following three values are used:

Code For numerically quantifiable

benefits

For benefits that cannot be quantified

numerically

1 Between 0 and 5% Small

2 Between 5 and 10% Significant

3 Between 10 and 20% Major

4.3.2 Initial Benefit Quantification

The table below presents an initial non-numerical estimation of the benefits. These will remain to be validated through case studies and test implementations. The benefits identified on this table are the maximum benefit achievable in an environment ideally suited to the service. These environments do not exist in all European States.

Benefit Explanation Validation

ANSP Efficiency

increase

2 Mainly based on the possibility to increase the level of automation in the NOTAM processing and to streamline the NOTAM processes. Also due to reception of pre-encoded digital data from the originators.

Network Manager

Efficiency increase

1 Based on the possibility to increase the level of automation in the NOTAM processing and better data quality.

Airline Ops Efficiency

increase

2 Based on the better data quality, improved pre-flight briefing and for dynamic in-flight profile changes

Military Ops Efficiency

increase

1 Based on the better data quality, improved pre-flight briefing and for dynamic in-flight profile changes when flying as GAT.

Flight Efficiency Increase

1 Resulting from better flight planning, reduction of avoidance margins that are currently due to poor data quality (such as for imprecise obstacle or restricted area information). Possibility to exploit routing possibilities that today remain hidden due to the difficulty to identify the real useful information hidden in text messages



Benefit Explanation Validation

Fuel consumption

decrease

1 Due to the flight efficiency increase.

Safety increase 2 By reducing or eradicating the ambiguity of the NOTAM information; through increased situation awareness for pilots and controllers. There will be an improvement in the awareness of the VFR pilots and a reduction in airspace infringements.

Capacity 1 Due to improvements in airport operations and predictability brought forward by the increased situational awareness of the different actors.

4.3.3 Relation between data provision increments and data usage phases

There is a certain correlation between the three benefit phases (short, medium and long term) and the two data provision increments described in the previous section. However, the scope of Increment 1 is estimated to cover the critical data needs of the end users on both short and medium term. The second increment will improve the return of the investment, but will not change the nature of the benefits due to additional data becoming available. This situation is represented graphically in the following diagram.

2012 2017 2020

Benefits due to first increment

Benefits due to second increment

Phase 1 Phase 2

Phase 3



CHAPTER 5 – Implementation costs

5.1 Introduction

The purpose of this section is to identify the cost elements that can be expected from the implementation of the Digital NOTAM Programme. A cost structure is built based on the expected final architecture and the main costs associated to the ATM environment change are identified.

At the present stage of the Business Case development, the exact implementation costs have not been determined. The overall objective of the Digital NOTAM project is to limit the implementation cost to a level that is in the range of the regular AIS system upgrades.

5.2 Cost Categories

The following figure summarizes the categories for the costs that can be expected for the implementation of the Digital NOTAM.

Figure 6 ‘Digital NOTAM’ Cost Categories



The following table provides a description of the different categories.

Cost category Description

Production of new procedures

The digital NOTAM will change the way to create, process and distribute the NOTAM data.

This implies that new procedures will have to be developed, in order to control this new way of working. Such procedures will concern all Stakeholders directly involved with the NOTAM processing.

Training Staff at the different Stakeholders will have to be trained on the new procedures to be applied concerning NOTAM processing and on the new facilities (hardware, software) that will be required to handle such digital NOTAMs.

User related

Testing, rehearsals, roll out

As for the roll out into operations of any new facility, testing and rehearsals will have to be performed. This requires, in addition of the actual execution, planning and management of such actions.

Hardware Ground systems: The support of digital NOTAMs will require additional system capacity (CPU, memory, disk) compared with the current requirements (e.g. in order to support an enhanced graphical representation). Therefore, it may require new hardware to be purchased or a hardware upgrade of existing systems.

Air systems (for the long term phase): Aircraft equipment may be needed or retrofitted in order to get digital NOTAM messages and process them.

Software developments

Software developments will be required in order to take full profit of all potential advantages, improvements and benefits that the digital NOTAM can bring (e.g. data quality, data management, merge of data from different domains, development of new services).

System related

Connectivity The digital NOTAM messages will certainly be much longer than current NOTAM. Furthermore, they will be coded in XML. This will make that traditional communication systems being actually used for the NOTAM exchange (i.e., AFTN) will not be able to support the digital NOTAM. Therefore, current systems exchanging NOTAM through AFTN will have to implement other connectivity solutions in order to be able to exchange the digital NOTAM.

There should not be a cost increase for users who are currently accessing the static data in digital format through the EAD network.



5.2.1 Cost related considerations

Digital NOTAM is not an isolated project. It is part of the general transition from AIS to AIM, for which an ICAO Roadmap has been published. It also occurs in the European Single European Sky (SES) context, which includes the Aeronautical Data Quality (ADQ) interoperability regulation. The cost of certain elements of the Digital NOTAM implementation have to be shared with the other AIS/AIM data automation projects.

For example, the implementation of AIXM 5.1 for static data management is mandatory in order to provide the baseline information for the Digital NOTAM provision. As a minimum, this must cover the static data features which are needed in order to support the first Event Specification increment, such as obstacle. But the ICAO Annex 15 also requires the provision of digital data for obstacles (point, line, polygon). Thus, the provision of VerticalStructure (obstacle) data in AIXM 5.1 is needed for both Digital NOTAM and Annex 15 requirements. Therefore, the cost of this has to be split between the two projects. Similar considerations apply for the provision of AIXM 5.1 data as means of compliance with the ADQ Rule.

There cost level codes are used later in this section in order to provide a qualitative indication about the importance of the cost that is associated to each cost category. Three values are used:

Code Meaning

1 Small 2 Significant 3 Major

These will be replaced with more exact figures as the business case development evolves. In order to put the values into perspective, the annual total cost for AIS provision of the Eurocontrol Member States, based (Central Route Charges Office – CRCO) data is provided. This was between 130 – 150 M€ per year, for the last three years.

5.3 Cost centres

Each of the actors involved in the NOTAM data chain will have to make investments, according to the roles that they play:

NOTAM originators will be required to implement tools and procedures that enables them to pre-encode the data sent to the NOTAM offices;

NOTAM provider organisations (ANSPs or EAD) will be required to implement tools and procedures that allow them to manage the Digital NOTAM data and generate the NOTAM text form the digital ones;

Service providers (ANSPs or CFSPs) will be required to invest into tools and procedures that allows them to parse the incoming digital NOTAM and check them for compliance with the local requirements;

AOCs using the services from CFSPs will not need to make any significant investment on short to medium term, as they will simply benefit from improved services. AOCs dealing directly with NOTAM will be required to invest into tools and procedures that allows them to parse the incoming digital NOTAM and check them for compliance with the local requirements;

Pilots will not need to follow new training in the short term. They may need to follow training in the medium-long term in order to benefit from improved services offered to them;

Aircraft will not require any upgrade on short term. On medium to long term, the



airlines will invest into EFB devices that can display digital NOTAM and, later, in data link services that allow such updates to be received and processed in flight.

5.4 Costs to be supported in the different phases

5.4.1 Short Term Costs

The main costs in this phase will have to be supported by the cost centres represented in the following figure.

NOTAMOriginators

NOTAMProviders

EAD

The following table provides an initial list of activities to be performed, classifying them per cost category and cost unit.

Cost Centre

Cost Category Activity

NOTAM Originators

Training Participation to training sessions

NOTAM Originators

Testing, rehearsal, roll out

Participation to testing, rehearsals and roll out

NOTAM Providers (*)


Preparation of new procedures

NOTAM Providers (*)

Training - Preparation of training sessions to teach the AIS staff about new procedures, new software.

- Participation to training sessions, etc

NOTAM Providers (*)


- Management activities to perform testing, rehearsals, roll out.

- Actual participation to testing and rehearsals. - - Actual roll out.



Cost Centre

Cost Category Activity

NOTAM Providers (*)

Hardware Purchase of new hardware or upgrade of existing one

NOTAM Providers (*)

Software Purchase of new software

NOTAM Providers (*)

Connectivity Connectivity upgrades or new connectivity to be performed

EAD



EAD

Training - Preparation of training sessions to teach the EAD staff about new procedures, new software.


EAD Testing, rehearsal, roll out



EAD Hardware Purchase of new hardware or upgrade of existing one

EAD Software Purchase of new software

EAD Connectivity Connectivity upgrades or new connectivity to be performed

(*) This applies to NOTAM providers owning and managing their own NOTAM system. The States (more than 60% of the total European NOTAM offices) that use the EAD ECIT solution for NOTAM production (INO) will automatically get a Digital NOTAM capable system through the EAD migration.

The EAD is committed to implement the first increment of the Digital NOTAM project by end 2011, in the limits of the budget available for the EAD evolution. In order to evaluate the development costs of the Digital NOTAM provider interface and the impact on the EAD subsystems, prototyping activities are taking place.

The following table provides a qualitative indication of the different cost categories in this phase (aggregation of the same cost categories in the different cost centres).

Cost category Code

Production of new procedures 2

Training 3

User related

Testing, rehearsals, roll out 2

Hardware 1

Software developments 3

System related

Connectivity 1



Another cost that might be incurred by the EAD service is related to the conversion of the text NOTAM in digital format for the non-migrated States. Such a service might be required for an intermediate period, until all the European States provide the Increment 1 Digital NOTAM and only if there is a real need from the end users. The service might be limited to certain event categories (for example, only temporary restricted areas, so that an overall live map of the European airspace reservations can be maintained). However, such a service would require a business case of its own and it is not included in the overall Digital NOTAM cost/benefit analysis.

5.4.2 Medium Term Costs

The costs in this phase will have to be supported by the cost centres represented in the following figure.

AOC

Pilots

NOTAMOriginators

NOTAMProviders

EAD

ANSP / CFSP BriefingService

The activities to be performed in this phase will be the following:

A similar list as the one provided in the previous short term cost section. This will be due to the implementation of the second data increment. Such implementation will require the same sort of activities to be performed. It can be nevertheless expected that the cost of these activities in this medium term phase will be significantly lower than in the short term phase (the second data increment will concern an additional number of events that will have to be properly coded by Digital NOTAM);

The ones presented in the following table, concerning the investments to obtain significant benefits from the Digital NOTAM.

Cost Centre

Cost Category

Activity

ANSP / CFSP Briefing Service

Hardware Purchase of new hardware or upgrade of existing one



Cost Centre

Cost Category

Activity


Software Purchase or development of new software


Connectivity Connectivity upgrades or new connectivity to be performed





Training - Preparation of training sessions to teach staff about new procedures, new software.






AOC(*) Hardware Purchase of new hardware or upgrade of existing one

AOC(*) Software Purchase or development of new software

AOC(*) Connectivity Connectivity upgrades or new connectivity to be performed

AOC(*) Production of new procedures


AOC Training - Preparation of training sessions to teach staff about new services, procedures, new software.


AOC Testing, rehearsal, roll out



Pilots

Training Participation to training sessions

(*) This applies to AOCs owning and managing their own AIM / NOTAM system.

The following table provides a qualitative indication of the different cost categories in this phase (aggregation of the same cost categories in the different cost centres).

Cost category Code



Cost category Code

Production of new procedures 1

Training 2

User related

Testing, rehearsals, roll out 1

Hardware 1

Software developments 3

System related

Connectivity 1

5.4.3 Long Term Costs

Long term costs are not included in the present edition of the document. Anyway, they will concern mainly the costs related to the transmission of the digital NOTAM on board of the aircraft in flight, through data link.



CHAPTER 6 – Conclusion and

Recommendations

The result of this qualitative analysis shows that the Digital NOTAM has the potential to bring significant benefits for the ATM system:

ANSP will be able to improve the quality of the data and of their services, such as pre-flight briefing;

Flight service providers will be able to reduce the NOTAM processing effort and to develop new services for their clients;

Airlines will get better data and improved information services; the likelihood of missing important information, which could be a contributing factor to an accident or could cause economical losses, will be reduced;

The accessibility of information for VFR flyers will be improved, which will reduce the risk of airspace infringements or collision with obstacles;

Airports will have the possibility to make more actual information available to airline operational centres with regard to the actual status of the facility, with positive impact on capacity;

Finally, Digital NOTAM will also provide the essential means to realise the SESAR goal for the single composite situation picture, a cornerstone of the whole concept of operations.

The introduction of digital NOTAM will remove the historical split between NOTAM and AIP data. All AIS products (AIP, NOTAM, AIP Amendments, charts, pre-flight information bulletins, etc.) will be generated from a coherent data source. This will significantly improve the quality of the information. This does not require any investment on the end user side, but could bring significant system economies. Once the service providers will make the necessary investments for using directly the new Digital NOTAM format, the quality of services such as pre-flight briefing will be significantly improved. Devices such as Electronic Flight Bags (EFB) will be updated just before the flight with the latest information available.

In the long term, Digital NOTAM will support the provision of information updates in flight, through data link. However, this requires significant investments in avionics and the cost / benefit analysis of this phase is not possible at present.

The current indications obtained through this qualitative analysis lead to a conclusion that the payback period for the Digital NOTAM can be a relatively long one (between 10 to 15 years). Nevertheless, the “do-nothing” is not an option. The increasing number of NOTAM messages and the fact they cannot be automatically processed would seriously jeopardise the SESAR goal of providing a composite, single picture of the ATM environment, available to all, which is fundamental to the entire SESAR ATM Target Concept. Therefore, it is recommended to proceed with the implementation phase, focusing first in the identification of approaches that can reduce the costs that will be required.



ANNEX 1 – Digital NOTAM Benefits

A1.1 Introduction

This Annex contains a detailed description of the benefits mechanism, as presented in section 4.2 Benefit potential.

A1.2 Benefits

A1.2.1 Benefit mechanism diagram.

The following diagram shows the overall benefit schema, as resulting from the union of the benefits in each of three phases.

DigitalNOTAM



by VFR(A1.2.10)

Data management

(A1.2.3)

Safety(A1.2.18)

ANSPEfficiency

(A1.2.13)

Datarepresentation

(A1.2.5)



(A1.2.14)

Process streamline

(A1.2.2)

AOC operations

(A1.2.7)

FlightEfficiency

(A1.2.16)

Fuel consumption

(A1.2.17)

CommonATM

picture(A1.2.8)

Military Ops

Efficiency

Airline Ops

Efficiency(A1.2.15)


(A1.2.6)

In-flight operations

(A1.2.12)



Capacity(A1.2.19)



A1.2.2 Process streamline

The introduction of digital NOTAM will remove the historical split between NOTAM and AIP data. NOTAM are just a component of the aeronautical information package provided by the States. Frequently, they need to refer to the AIP data or to an AIP Supplement, which is not always at hand and may not be applicable to the route of intended flight.

All products (AIP, NOTAM, AIP Amendments, charts, pre-flight information bulletins, etc.) will be generated from a coherent data source, which comprises both "static" and "dynamic" information. All the information will be available in the same digital format and from a single source. This will enable a more logical / better workflow in treating static and dynamic data inside the ANSP, which will be visible in the internal processes.

The digital NOTAM will allow to have faster data updates (automatic processing, less human interventions), therefore contributing to a more dynamic environment, providing more on-time and dynamic info to all parties involved, as envisaged by SESAR.

A1.2.3 Data management

Digital data management capabilities will become fully applicable to the NOTAM information.

Currently, this is limited to the NOTAM metadata (series, number, validity, etc.) and to the “qualifiers” (Q line), but does not include the actual information, which is described by the NOTAM text.

This improvement concerns the whole data chain, from the origination of digital NOTAMs, i.e., entering the information into the ‘system’ up to the end user. Information contained in digital NOTAM is much more suitable for automatic processing, which will facilitate the data management understood in a large sense. For some actors, especially information originators, the digital NOTAM introduction will require having a much higher degree of computer support in order to be able to enter the information into the system.

This computer support will, from the source, ensure that the information that is entered is compliant and consistent with ‘standardized’ data models and so, facilitate the automated processing of this information in the rest of the process chain.

For example, the unavailability of a critical navaid could immediately trigger the unavailability of a certain approach procedure. Obviously, this requires proper change impact procedures to be defined and encoded in the system. But this is a once-only effort, which enables an automatic process to take place in all similar situations.

The characteristics of the digital NOTAM (geo-enabled, time-enabled, query-enabled, standard data model and formats) will facilitate the execution of other data management activities. As example, the digital NOTAM will make easier to:

determine the applicability of the information contained in the digital NOTAM;

determine the temporal validity of the information;

facilitate the data life cycle;

etc.

The digital NOTAM will also contribute to improve the data traceability (important in case of incident / accident investigations).

The digital NOTAM will also make it possible to dynamically request / get the ‘static’ data that is needed for interpreting the dynamic information, to facilitate the detection and correction of potential inconsistencies.

A1.2.4 Data quality

The current system is driven by manual processes to ensure NOTAM accuracy and provide a way for humans to correct NOTAM entry errors. The system relies heavily on post-submission quality control.



Thanks to the inherent automatic processing, the information contained in a digital NOTAM is much more suitable for automatic checks (automatic data validation, automated cross-checking with other data sources), which can ensure better compliance with ICAO standards and recommended practices and improved coherence and correctness. A new “Event Specification” will be developed for this purpose, stating minimal data requirements and validation procedures for the provision of digital NOTAM.

The current text NOTAM will be automatically generated form the digital NOTAM, which will ensure both consistency between the two and better text NOTAM. The text of the traditional NOTAM will be formulated in the same way for similar events, as it will be the result of computer algorithms. It will also be possible to automatically generate translations in the national languages, without the risk of corruption experienced when the translation is done by operators. Automatically generated text NOTAM will eliminate discrepancies between the Q code and the E field content, errors in coordinates, identifiers, etc. as currently experienced.

By its nature, aeronautical information is geographically related and even of geometrical expression (airport surfaces, routes, airspace, etc.). The part of the NOTAM message that can today be interpreted automatically is limited to “position and radius of influence”. This seriously undermines the efforts to present the NOTAM information graphically.

Knowing the information filtering limitations and to be on the safe side, the NOTAM originators tend to overestimate the radius of influence. This either causes the NOTAM to be included in briefings for flights that are totally outside the really impacted area or requires additional workload on the end user side, to manually eliminate certain NOTAM from the information package provided to flight crews.

The digital aeronautical data is frequently suitable for immediate graphical representation. The digital NOTAM will enable visual checks by human operators. This will eliminate the risk of mistyped or missing data, which is a common problem of the current text NOTAM. It is expected that the digital NOTAM will push different States to increase data consistency (e.g. the visual checks will easily highlight border inconsistencies between States).

The data integrity will be also improved as result of the better data management. In particular, the possibility to receive data in digital format from the originator, to process and to transmit it to the next intended through a fully controlled digital system will remove the "media breaks" (from paper to electronic, from electronic to NOTAM text, from NOTAM text to electronic format) that affect the integrity of the data today.

A1.2.5 Data representation / conversion

Although supposed to be human readable, there are frequent complaints from pilots, especially from general aviation, that NOTAM text is frequently hard if not impossible to decipher for the non-expert. End user difficulties due to this aspect, especially for VFR flyers, have been discussed in a series of Airspace Infringement Workshops held in EUROCONTROL.

Most digital NOTAM data is suitable for automatic conversion into other formats, as required by the end user. These can be graphical formats or custom formats defined by the end user. This increases the accessibility of the information and reduces the time and effort spent by the end user for such conversion.

NOTAM can contain applicability schedules such as TSA active “APR 14 1200-1250 1300-1350 2000-2050, 15 1200-1250 2000-2150, 16 0800-0850 0900-0950 1200-1250, …”. Hard to read and sometimes even ambiguous, such schedules are based on the human interpretation which is almost impossible for automated systems. Even more, the temporal information is not always presented in the NOTAM D field. Sometimes, supplementary applicability information is provided in the free text description, which makes the interpretation even more difficult. Digital NOTAM will radically improve the possibilities of representing such data into “calendar/schedule” formats that are optimized for human interpretation or into digital data that can be used for automatic impact assessment.



The digital NOTAM will rely on standardized data models and formats (i.e. AIXM), which are based on ISO standards from the 19100 series. The same standards are currently applied in the development of information models for other domains, in particular weather (WXXM). This enables the use of common service concepts, such as Web Feature Services (WFS) for querying and retrieving both AIS and MET data.

Therefore, the information available in the digital NOTAMs will be easily merged and combined with other information from different domains like ATFCM, ATC, AOC, Meteo, etc. This is important, for example, for the provision of integrated briefing and can lead to a range of new services being defined and developed.

A1.2.6 Data filtering capability

The end user is empowered to access the information when necessary. More data can be taken on board the aircraft for example, because the structured data is more suitable for ad-hoc filtering and use, when deviating from the planned trajectory is required. Today, most of the effort spent in pre-flight by the PIB provider is to tailor the data for the planned trajectory. This is because the only thing given to the pilot is a paper PIB bulletin. In case of serious deviation from the flight trajectory, the pilot can miss NOTAM information affecting the new trajectory. With digital NOTAM, the pilot could get data for a wider area to carry on board. This will not affect the PIB phase because only the relevant information will be presented. The rest of the data will stay there, just in case.

Another aspect is that today the NOTAM publisher estimates the radius of impact of a NOTAM. It is a single value "one size fits all", which is obviously not an efficient approach, but it's the only possibility that we have today, with the NOTAM text. With digital NOTAM, the end user is empowered to make this judgment himself. There is no need for an "impact estimation" by the NOTAM publisher, because the end user can automatically filter the data in much more detail and decide what is important for his flight.

A1.2.7 Airline Operational Centers

By improving the quality and the availability of the information, digital NOTAM will reduce the number of situations when the end user receives incomplete or inconsistent information and needs to go back to the originator in order to validate the information or to request additional clarification. Examples of such situations can be found today on the AIS Agora, the forum for AIS professionals.

The reduction in the number of end user inquiries will have a positive effect on the workload of the airline operational departments.

An incident where missing a NOTAM caused a significant cost for an airline is described below. At a European airport, the runway 01L/19R closure between 22 of June and 31 of July was notified by and A-series NOTAM, three months in advance of the occurrence and it was available in PIBs. For some reason, the event was (even) published twice. The NOF cancelled the first NOTAM, with information that the same information that was presented in A0093/09 also in presented in A0211/09. The information was also broadcasted on ATIS.

The airline claimed they did not have this information and planned for departure on the longest runway at the airport 01L/19R. It is not clear when exactly they became aware of that the planned runway wasn't available, but they had already loaded fuel when they found out. To be able to use the available (shorter) runway for take-off they had to remove fuel, which caused delay and cost. It also forced them to re-fuel en route to reach their destination.

Another example of recurrent decrease of efficiency is due to obstacle NOTAM that do not provide the exact position of the obstacle. This is the case for almost 50% of the NOTAM concerning obstacles! The analysis made by a flight service data provider shows the significant negative impact that such imprecise obstacle NOTAM can have on operations. In this example, the obstacle was published as “TEMPORARY CRANE, 292 MSL, 4232 FEET SW OF RWY 7R”. This forces the conservative operator to account for it in their takeoff performance calculations, simply because they cannot be sure whether the obstacle is or is



not within the obstacle accountability area.

Without the obstacle, the performance calculation for a certain aircraft shows that it is possible to takeoff on Rwy 25R at maximum structural takeoff weight (396.9 tonnes) at temperatures up to nearly 32C. With the obstacle it is not possible to takeoff at maximum structural takeoff weight at any temperature. At a nominal takeoff temperature of 15C the maximum takeoff weight reduction is more than 10 tons!

In the short term, the increased data quality of the text NOTAM will lower the effort made by the Flight Service Data Providers for the manual input of the data, as all required information will be ready available in the NOTAM message.

In the medium term, it will be possible to eliminate the manual data input activities and replace that with automatic parsing of the Digital NOTAM information. Automatic data quality checks will ensure that the ingested data satisfies the specific requirements of the user and will flag the data that requires additional manual checking.

The digital NOTAM will improve the use of the airspace network. Today, the AOC has to work with several information sources (AIP, NOTAM, CRAM, RAD) and several formats (text, ADEXP, eRAD, etc.). All this information can be hardly exploited by the AOC. This will change with the digital NOTAMs, they will make this information easier to process by automated systems.

With current NOTAM, area restrictions (e.g. for military) are notified with a circle, so they give the centre and radius. With digital NOTAMs, the actual restricted area shape can be notified / published. This can have implications in terms of better flight efficiency (by increasing air capacity).

A1.2.8 Common ATM picture (CDM enabler)

The status of the route network (active restrictions, temporary open routes, traffic flow restrictions) are currently promulgated through a mixture of NOTAM and more dedicated “network messages” (AUP/UUP, CRAM, etc.). This multitude of formats (text for NOTAM, text and ADEXP for CRAM, etc) make it difficult for the end user to use the information.

The digital NOTAM will make all this information available in a single format, independent from the messages by which such information is currently published. Eventually, the Airspace Data Repository (ADR) will act as a single source which will improve the accessibility of the information. This will allow to be better exploited in the network management function.

Furthermore, the digital NOTAM will improve civil / military cooperation through digital data exchanges, such as envisaged by the eASM process. In this process, military airspace requests become immediately visible to Airspace Management Cells and to CFMU for cross border coordination. The airspace allocations and the tactical changes are visible to both civil and military actors. Finally, the data is collected for Key Performance Indicators (KPI) computation and analysis, which can lead to improvements in the airspace sharing process between civil and military users.

In the end, this will support the SESAR goal of creating a single composite image of the ATM system, available to all actors.

A1.2.9 Pre-flight briefing

One of the most clear and radical improvement that is enabled by digital NOTAM is in the area of pre-flight information operations, both at ARO and by AOC).

Today 20,000 NOTAM (on average) are in force at any moment world-wide. Many of these are given to flight crews for pre-flight briefing resulting in Pre-flight Information Bulletin (PIB) in the range of 10-50 pages for an internal European flight.

Due to the current limited information filtering capabilities of the text NOTAM format, between 40% and sometimes up to 90% of the information given in PIB has no direct impact on the



flight for which it was provided Yet the probability of pilots not being aware of important and pertinent NOTAM is increasing

In the case of pre-flight information bulletins, it will become possible to take into consideration human factors in the design of the pre-flight briefing process, such as:

prioritise information by criticality;

organise information by item concerned (runway, gate, etc.);

use upper/lower case as appropriate;

embed graphics where appropriate ("a picture is a thousand words") or even do a full graphical PIB;

better filtering capabilities compared to what can be currently achieved (this will stop the information overload and the time spent on analysing irrelevant information).

Figure 7 Example of a graphical PIB

This includes the provision of digital/graphical briefing packages for upload on Electronic Flight Bag (EFB) devices. The data will be refreshed just before departure, for example using airport wireless connections. The main advantage will be that much more data will be available for the pilot, in case that a change in a flight circumstances requires a radical re-routing. The only missing data will be the updates that take place after the departure from the gate. This will be covered later, as described in A1.2.12 - In-flight operations.

A1.2.10 Information accessibility for VFR flyers

The current NOTAM messages are difficult to read and interpret for the VFR flying community. For example, NOTAM can announce temporary restricted areas and which the pilot needs to manually plot on a map in order to evaluate the impact on the flight trajectory. This is very time consuming and error prone, which often results in airspace infringements.

As stated by a representative of the recreational flying community: “Whilst it is not impossible for a Microlight or any other private recreational pilot to read and understand NOTAMS many are put off the task by the unfriendly way in which they are presented and a lack of understanding of technical terminology”.

The Digital NOTAM will radically improve this situation, allowing graphical visualization of the information and integration of these graphics in the navigation tools used by general aviation. This will result from the digital NOTAM capability for being converted into tailored text and



graphical formats.

Some CFSPs offer such service, but it is accessible to airlines who can afford to pay it. The digital NOTAMs would allow having the equivalent service provided at a much lower cost, so allowing other categories of users (small/medium airlines, helicopters, general aviation) to have access to such services.

In particular, Digital NOTAM will better satisfy the information needs of helicopter pilots. As opposed to Airline operations, where the information for the flight is prepared hours in advance, helicopter operators not only have less time but also more information to read and understand, as they are flying closer to the ground. The NOTAM affecting flights below FL 30 are much more numerous than the NOTAM affecting the overflying traffic. Users will win time before takeoff and they will immediately get the useful and relevant information. This is applicable in normal helicopter operations, but especially in emergency / rescue and military operations, where very limited time is available for the flight preparation.

One additional improvement is the capability of digital NOTAM for automatic translation in national languages. Currently, such translations imply a manual effort, which is time consuming and error prone. Fully structured, digital data, is suitable for automatic translation, increasing the understandability of the information for the recreational flying community, who does not always master the technical English terminology used in international NOTAM messages.

A1.2.11 Airports operations / predictability

The improvement in the common awareness of the different actors will improve the predictability, leading to an improvement of the airport operations.

For example, the runway condition (contamination, friction coefficient) can change rapidly during winter. An airport has estimated that only one in three significant updates are communicated through the AIS channel (SNOWTAM), because of the significant effort required by this process. In future, automatic sensing devices and direct pre-encoding of the digital SNOWTAM data by the originator could significantly expedite the process and increase the update rate. The latest updates could also be transmitted through data link to the aircraft in flight. The data could be merged with meteorological information and displayed in a format that facilitates the understanding.

Digital NOTAM can also improve other existing services which currently do not use NOTAM information (due to the free text limitation). An example of such service could be DMAN. The taxiways that can be provided by DMAN systems currently might not take into account the restricted / forbidden areas due to work in progress. The processing of digital NOTAM by DMAN would improve the guidance provided by such system by taking into account the current status and avoiding conflicting situations (e.g. an aircraft leading to an area where work is in progress).

Another example could be ASMGCS systems. Such systems could be fed with digital NOTAM information, allowing them to detect other potential conflicts or abnormal situations that the current systems are unable to do.

A1.2.12 In-flight operations

The realization of this benefit will require the transmission of Digital NOTAM on board the aircraft and the integration of the information on aircraft avionics in flight.

Although this is a high potential benefit, it is also a long term one because of the complexity of the definition, certification and implementation issues. Data link standards are being developed for AIS and MET information by RTCA/EUROCAE. The Airport Mapping Database specification is being upgraded by RTCA/EUROCAE in order to cope for the future requirements for dynamic data display.

Devices such as EFB and navigation displays will be able to integrate Digital NOTAM information and to present it graphically in earlier phases, improving the situational



awareness of the crew. This will improve the flight operations, leading to improved safety and flight efficiency. The in-flight updates will enable the transmission of the data updates that occur after departure.

A1.2.13 ANSP efficiency

The current concept of issuing safety critical information as free text is also inefficient, as it requires human reading and interpretation before being fed into the automated systems. It’s the same piece of text that is read by many recipients, who all do the same: read it, interpret it and input it in the database. This can significantly slow down the information flow. It can also trigger misunderstandings, as shown by frequent discussions on AIS Agora (the on-line forum for AIS professionals), that ask for clarification with regard to the exact meaning of the words used in NOTAM.

Information is becoming more dynamic and the number of NOTAM published is increasing. According to statistical information 2000 and 2008 from the European AIS Database (EAD), the number of NOTAM issued has more than doubled, as presented in the following table.

REGION 2000 2006 2007 2008 Increase

2000 – 2008

Europe (L+E+B) 117,560 200,384 232,105 255,959 218%

Pacific (A+N+Y) 16,919 27,642 31,462 38,897 230%

Asia (R+V+W+Z) 30,452 47,624 51,104 56,565 186%

Russia + Central Asia (U) 3,817 10,220 10,675 11,838 310%

Africa (D+F+G+H) 12,242 17,981 19,949 21,868 179%

Mid Asia (O) 5,571 12,998 12,973 13,353 240%

North America (C+K+P) 78,897 120,441 135,587 221,497 281%

South + Central America (M+S+T) 25,614 41,518 44,003 45,226 177%

TOTAL 291,072 478,808 537,858 665,203 229%

This is also the result of more information becoming available from regions that used to limit the amount of information available for international flying. This trend is likely to continue and will result in increased difficulties for all actors to deal with this huge amount of textual messages, many of which are critical for the safety, regularity and efficiency of air operations.

ANSPs will get benefits from the digital NOTAM in the context of their AIS/AIM responsibilities:

The digital NOTAM will require increased computer support for the ANSP staff dedicated to AIS input tasks (input forms with on-line help and assistance will have to be developed), so the productivity of the staff should increase. The productivity increase will require a careful design of the HMI (specially the input forms). If such a design and implementation is not correctly done, there is a significant risk that digital NOTAM would require more effort than the current one for issuing text NOTAM;

The standard data models and formats that will be required by the digital NOTAM will also make possible to review several existing processes and optimize them by increasing their automation level;

Digital NOTAM will allow the ANSPs to generate NOTAM, AIP and related publications from a single and coherent data source (currently the provision of AIP and NOTAM data is based usually in different data sources). Therefore, a single ‘datasource’ will need to be supported and maintained instead of at least two in the current systems (one for the static part and another for the dynamic part);



Visualize graphically NOTAM before they are published. This will lead to a reduction / elimination of errors in pre-publication phase.

The digital NOTAM will become a standard with worldwide coverage, civil and military. This implies no specific developments in each region will be required. This will improve reusability of software components and further competition between software providers, therefore reduction of costs for ANSPs.

In the longer term, ANSPs can also get benefits from the digital NOTAM in the context of their ATC responsibilities:

If the digital NOTAM information is integrated into the controller HMI (by e.g. changing color to TSA, routes, etc depending on their status), this would reduce the effort and time spent by the watch manager on logging NOTAM to be communicated to controllers and it would also facilitate the controller task (he/she will not need to be briefed about such information and remind it);

If the digital NOTAM is available in the airplane while it is in-flight, it can lead to a reduction of the time spent by ATC on voice communications with the pilots: the pilots can have access and visualize information that currently they have to request to ATC using voice radio (as an example, this has been shown in the Eurocontrol/LFV D-AIM trial). Therefore, digital NOTAM can contribute in the future to the reduction of the controller workload, especially in the terminal airspace / approach control.

A1.2.14 Network Manager Efficiency

The network manager has currently to manually process the textual NOTAM:

Selection of the relevant ones;

Manual introduction of the relevant information into the appropriate network management systems.

This process is subject to several shortcomings: missing relevant NOTAM, missing relevant information inside a NOTAM, potential errors when manually entering the information into the network manager system, etc.

The digital NOTAM will allow automating the current NOTAM processing done by the network manager, removing these shortcomings.

The digital NOTAM can improve the availability of the dynamic data for archiving and provide more realistic aeronautical information for simulations. This can have a positive impact on the development of new routes, testing various scenarios, etc. (improved network management). It will also support statistical analysis (such as civil-military KPIs, other KPIs). With text NOTAM, the data archiving is of not much value, because the significant effort required to manually decode the text for identifying, for example, the proportion of closed ad-hoc airspace volumes, closed runways, etc.

A1.2.15 Airline Ops Efficiency / Military Ops Efficiency

The reduction of the efficiency losses due to data issues and the reduction in the end user data processing effort will improve the efficiency of the airline operational departments and of the military organisations. On one side, this will result from the reduction of the time currently spent on inquiring the NOTAM offices for the missing/correct data. It will also result from the increased capability to process the information digitally, which will remove the need for costly data input activities.

The digital NOTAM would allow pilots to board faster and have the information in the transit flight from the airport to the emergency location. If digital NOTAM was available on board (e.g. EFB, handheld devices, etc), it would reduce the time of flight preparation, which could be critical in emergency situations: the pilot could concentrate on the “normal” conditions, knowing that all information related to potential re-routings, alternate destination airports, etc would be available to him in case it was needed.



Furthermore, the new services that digital NOTAM will allow to be developed can also contribute to further increase the airline Ops efficiency (e.g. optimize turn around, crew management) by integrating the digital NOTAM information into the AOC systems.

A1.2.16 Flight Efficiency

Digital NOTAM will enable the airspace users to exploit routing possibilities that today remain hidden, because it is practically impossible (because it requires a significant amount of human effort) to manually process the incoming text messages in order to identify the real useful information.

Through an improved pre-flight briefing, the pilot will have more time to concentrate evaluating how his flight is affected. Also, there will be reduced risk to miss some important information. Therefore, an improved flight planning by the pilot will contribute to increase the flight efficiency.

A1.2.17 Fuel consumption

Any improvement in flight efficiency will be automatically translated into a decrease of fuel consumption, with direct benefits for the cost of the airlines and for the environment, through reduced emissions.

A1.2.18 Safety

The digital NOTAM will increase the awareness of the different actors concerned by a flight, allowing all of them to share the same information. This awareness increase will improve the safety of flight operations.

There are examples of incidents and accidents, which demonstrate that digital NOTAM could enable computers to do a much better job in preventing the pilots and air traffic controllers from actions with potentially dangerous consequences. Electronic Flight Bag (EFB) and Moving Map systems are implemented by aircraft manufacturers and by many airlines as a way to better support the pilot with the right information in each particular instance. Digital NOTAM can bring into such systems the actual situation, for example about closed runways and taxiways, work in progress areas, temporary routes, etc.

Due to improved capabilities for conversion into graphical formats, digital NOTAM will be easier to interpret for VFR (and also IFR) traffic. This shall lead to a reduction in the number of airspace infringements. Initially, this will be realised through better pre-flight briefing. Later, the availability of digital NOTAM information on EFB devices on board the aircraft will also reduce the number of infringements due to loss of positional awareness.

A similar analysis can be made for runway incursions, in special where related to temporary situations (work in progress) or changes in the operating procedures on the airport surfaces. In the particular case of pilots, the graphical representation of the digital NOTAMs will improve their awareness about location of ‘hot’ spots, it will help them getting faster a ‘brain map’ of the situation, etc.

There exist examples of incidents where the crew was not aware of work in progress (rubber decontamination) taking place on the runway, although that information was available in the PIB and was transmitted through the ATIS. The most likely cause was the information overload – a large printed PIB, where this small piece of critical information was buried in the middle of other irrelevant messages.

Due to the complexity of airspace, databases, and publishing errors, there is a tendency to use the NOTAM system as a correctional medium overwhelming the users with data which actually degrades safety. Improved data filtering capabilities will enable the end user to select the information that is really relevant for their operations.

As an additional possibility, Digital NOTAM could also be used as data source for "runway length warning" functions, such as RAAS systems, improving the quality and timeliness of their databases. For example, in case of work in progress (such as rubber decontamination),



the digital NOTAM that contains the reduced runway length and the reduced TORA/TODA/LDA/... could give data ready to be integrated in aircraft and/or ground system(s). It would warn the pilot (or ATC) in case the aircraft would be attempting to take off from a runway that is too short.

A1.2.19 Capacity

Aeronautical information cannot directly increase capacity. However, poor information quality (in its broadest sense) often results in the extension of protection volumes and surfaces, with the consequent loss of capacity. Digital NOTAM is a pre-requisite for the construction and timely maintenance of the information pool necessary to support the capacity increase foreseen by concepts such as 4D trajectories, time based separation, reduced RNP, etc. and especially common decision making (CDM).

Here follows several examples on how the digital NOTAM would enable an increased in capacity:

Digital NOTAM will allow indicating thresholds required for precision approaches;

Better recommendations provided by DMAN systems.



ANNEX 2 – Cost Benefit Analysis Model

In order to be in a position to do a quantitative Cost Benefit Analysis (CBA) the following models and data inputs would be needed:

Benefit Mechanisms are causality diagrams that document the changes a service introduces in the ATM environment and how those changes lead to benefits. They identify the parameters that would change by the introduction of the service (e.g. sector capacity, flight efficiency) and document how these parameters change when a service is introduced. This is based on the following definition of benefit: a perceptible, substantiated and tangible improvement for a stakeholder following from technical, operational, organisational, and institutional changes.

Benefit Units are quantified benefits for some particular cases plus some generic models on how to quantify the benefits for the ‘Digital NOTAM’ services in specific environments.

Cost Mechanisms are tree-like structures that identify all the cost items related to the operational introduction of a service.

Cost Units are specific values for cost items that appear in the cost mechanisms.

Deployment Scenarios are hypothesis on the areas where the services will be introduced plus related information such as the evolution of equipment rates and the sharing of infrastructure costs among projects or stakeholders.

Baseline (also referred to as Base Case Scenario) is the situation existing before technical, operational, organizational or institutional changes are introduced in order to obtain a benefit.

The following diagram provides a graphical depiction of such elements and their relationships.



BenefitsBenefits CostsCosts

Baseline/Base CaseScenario


Information on Situation beforeProgramme Implementation

Deployment Scenario(s)


DeploymentPlan

UnitCosts

UnitCosts

Suppliers data

BenefitUnits

BenefitUnits

Validation/Industry

CostMechanisms

CostMechanisms

Architecture

StandardInputs

Statistics &Forecasts

BenefitMechanisms

BenefitMechanisms

Validation

CBA “factory”

CBA inputs

BenefitsBenefits CostsCosts









DeploymentPlan

UnitCosts

UnitCosts

Suppliers data

UnitCosts

UnitCosts

Suppliers data

BenefitUnits

BenefitUnits

Validation/Industry

BenefitUnits

BenefitUnits

Validation/Industry

CostMechanisms

CostMechanisms

Architecture

StandardInputs


StandardInputs


BenefitMechanisms

BenefitMechanisms

Validation

BenefitMechanisms

BenefitMechanisms

Validation

CBA “factory”

CBA inputs

CBA “factory”

CBA inputs



DEFINITIONS AND ACRONYMS

ADEXP ATS Data Exchange Presentation

AFTN Aeronautical Fixed Telecommunication Network

AIM Aeronautical Information Management

AIP Aeronautical Information Publications

AIS Aeronautical Information Service

AIXM Aeronautical Information Exchange Model

ANSP Air Navigation Service Provider

AOC Airline Operation Centre

ASMGCS Airport Surface Movement Guidance and Control System

ATC Air Traffic Control

ATFCM Air Traffic Flow and Capacity Management

ATM Air Traffic Management

AUP Airspace Use Plan

BC Business Case

CBA Cost Benefit Analysis

CDM Collaborative Decision Making

CDR Conditional Route

CFSP Commercial Flight Services Provider

CRAM Conditional Route Availability Message

D-AIM Digital AIM trial (Eurocontrol / LFV)

EAD European Aeronautical Information Services Database

EFB Electronic Flight Bag

FAA Federal Aviation Administration

ICAO International Civil Aviation Organisation

ISO International Organization for Standardization

LFV Luftfartsverket – Swedish ANSP

MET Meteo

NOTAM Notice to Airmen

NPV Net Present value

OGC Open Geospatial Consortium

PIB Pre-flight briefing Bulletin

RAAS Runway Awareness and Advisory Systems

RAD Route Availability Document

RNP Required Navigation Performance



SARPS Standards and Recommended Practices

TSA Traffic Segregated Area

UUP Updated Airspace Use Plan

WFS Web Feature Service

WXXM Weather Information Exchange Model

XML Extensible Markup Language

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