Introduction to the ASBU Modules

8/18/2019 Introduction to the ASBU Modules

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Introduction to the Aviation SystemBlock Upgrade (ASBU) Modules

Strategic Planning for ASBU Modules Implementation

Block 1 Block 2 Block 3Block 0

civil air navigation services organisation


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CANSO Document: 000111222333XYZApproved for public release, case number: 000111222333XYZDistribution unlimited


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Acknowledgements

Introduction to Aviation System Block Upgrades (ASBU)

CANSO would like to thank The MITRE Corporation for its leadership inproducing this CANSO ASBU 101 introduction book.

CANSO would also like to thank RTCA, The Thales Group and SercoGroup plc for their contributions.


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Acknowledgments

Foreword ................................................................................................5

1. Executive Summary ............................................................................6

2. Introduction ........................................................................................8

3. Global Harmonisation Vision and Goals ...........................................10

4. The ASBU Background .....................................................................12

5. The ASBUs ........................................................................................14

ASBU Block 0 Modules .....................................................................16

ASBU Block 1 Modules .....................................................................17

ASBU Minimum Path to Global Interoperability, Module

Categorisation and Prioritisation ......................................................18

Air/Ground Technologies for Block Upgrades 0 and 1 Modules ......20

Communication ............................................................................21

Navigation ....................................................................................24

Surveillance ..................................................................................26

Information Management .............................................................26

Avionics Upgrades ........................................................................27

6. Global Harmonisation Guiding Principles and Perspective ..............29

7. Global Performance Standards ........................................................33

8. ASBU Implementation Challenges ...................................................349. Strategic Planning for ASBU Modules Implementation ....................37

Strategic Plan Development Steps....................................................37

Needs and Dependency Analysis (NDA)...........................................38

Gap and Impact Analyses..................................................................39

Business Case Development Process................................................40

Funding Sources ...............................................................................42 Strategic Implementation Plan Development ..................................42

References and abbreviations

Contents



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Foreword

CANSO is providing this ASBU 101 introduction booklet to help facilitatestrategic planning initiatives in air traffic management (ATM). This bookletintroduces the ASBU framework and the required integrated implementationprocesses of business case and needs and dependency analysis (NDA). Theseprocesses must be performed in order to select and implement the ASBUmodules that best meet the operational needs of individual air navigationservice providers.

The booklet is also intended to help readers acquire an understanding of theglobal harmonisation vision, goals and challenges.

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The International Civil AviationOrganization’s (ICAO) Global AirNavigation Plan (GANP) presents aframework for harmonising avionicscapabilities and the required airtraffic management (ATM) groundinfrastructure as well as automation.The framework is the Aviation SystemBlock Upgrades (ASBUs). An ASBU isa package of capabilities (modules)

which has essential qualities of:

— Clearly defined measurableoperational improvements withappropriate metrics to determinesuccess

— Necessary equipment and/orsystems in aircraft and on theground along with an operationalapproved or certification plan

— Standards and procedures forairborne and ground systems — Positive business case over a

clearly defined period of time

The ASBUs provide a roadmap toassist air navigation service providersin the development of their individualstrategic plans and investmentdecisions with a goal of globalaviation system interoperability.

This booklet provides an overview ofthe processes that will guide decisionmakers’ selection and implementation

of the ASBUs to ensure globalinteroperability and to meet theirindividual regional requirements.These processes include the businessdevelopment case and a needs anddependency analysis (NDA). Theseprocesses and their key elements arepresented to illustrate a structuredapproach for ASBU implementation.

The ASBUs are programmatic andflexible, which allows air navigationservice providers to advance theirair navigation system based on theirindividual

1. Executive Summary


NextGen

SES

CARATS

Others

GANP

PIA

ChallengeTeam,

TechnicalTeamPIA

PIA

Meeting the Needs of Aviation Service Providers

GlobalOperational ATMShortfalls

Operational Improvements2018 2023 2028+2013

Block 1Block 2Block 3Block 0

PIA

2018 2023 2028+2013

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operational requirements. FutureCNS/ ATM system upgrades, asdescribed in the ASBU framework, willbe evolutionary, and must be basedon a well-understood, manageable,and cost effective sequence ofimprovements. These improvementsmust keep pace with the needs ofANSPs and culminate in a globallyinteroperable system. The ASBUswill enable future aviation systemsworldwide to efficiently managetraffic demand and enhance safety,capacity, predictability, security,effectiveness, and environmentalstewardship.

This CANSO ASBU 101 bookprovides an understanding of globalaviation system harmonisation vision,

goals and challenges. The ASBUobjectives, capability threads andminimum path to achieve globalinteroperability are presented.

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This CANSO ASBU booklet isintended for ANSPs, airports,operators, military aviationand industry to understand therequirements for enhancing aviationsystems and services through theimplementation of the ASBUs.

The ASBU modules contained inBlock 0 and Block 1 are elaborated

to help the reader acquire a clearunderstanding of the need toupgrade the existing systems ina timely manner. Due to the dateof availability, 2023 and 2028respectively, the ASBU modulescontained in Blocks 2 and 3 are notdiscussed beyond the introductionof the module thread concept acrossBlocks.

2. Introduction

Validatedby a Global

DemonstrationTrial

Necessary

Technology/ Air & Ground

IntendedOperationalImprovement/Metric todeterminesuccess

Regulatory ApprovalPlan/ Air & GroundNecessary

Procedures/ Air & Ground

PositiveBusinessCase perUpgrade


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The ASBU modules in Blocks 2 and 3

must:1. Be economically feasible2. In certain airspace, support the

operating environment in 2023and 2028 respectively

3. Block 3 must represent anend-state as envisioned in theICAO Global ATM OperationalConcept.2

This booklet is designed to helpreaders acquire an understanding ofthe ASBU concept and its vision ofglobal aviation system harmonisation,goals and challenges. Also containedin this book is a discussion of ICAO’sproposed Minimum Path selectionrationalisation and concept (thecriteria for module prioritisation) to

achieve global interoperability.

Addressed in this book are theselection and implementationprocesses of business case and needsand dependency analysis (NDA). Theimpacts of environmental and societalelements are also presented.Although the ASBUs are built on aglobal harmonisation perspective,

not all ASBU capabilities will bedeveloped and implementeduniformly, or at the same time aroundthe world. This booklet presents theintroduction to an NDA that maybe used by each decision makerto help the process of selectingASBU capabilities that satisfy their

individual operational requirements

and to help develop their strategicimplementation plans. The ASBUsare evolutionary and are based ona well-understood, manageable,and cost-effective sequence ofimprovements that keep pace withANSPs’ and operators’ needs.These improvements culminate ina system that meets the demandsfor safety, capacity, efficiency,

predictability, security, effectiveness,and environmental stewardship. Thefuture ATM system must transformthe existing systems for a broadcommunity of ANSPs into seamlessworldwide operations and supportprogressive levels of avionicsequipage.

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A global ATM system is envisionedas the foundation of a worldwideintegrated, harmonised andinteroperable air transportationsystem. Such a system is intendedto integrate regional and local ATMsystems to interoperate and provideseamless services across all regions,sub-regions and States. The systemwill provide services to all users in all

phases of flight. This globally interoperable systemwill meet requirements for safetyand security and provide optimumeconomic operations that areenvironmentally sustainable and costeffective.

The ICAO vision of global

harmonisation is based on the needfor:

3. Global Harmonisation Vision and Goals


Goals

Cooperation Coordinate Collaborate

Harmonisation StandardsTechnology ProceduresTimeline/Deployment

InteroperabilityAir

Ground

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— Uniform level of safety across all

regions, sub-regions and States — Optimised traffic flows across allregions, sub-regions and States

— Physical system-to-systemconnectedness, sharing pertinentdata across systems and regions

— Common performancerequirements, standards andoperating procedures

— Common aeronautical

information exchange — Meeting environmentalobjectives

— Meeting minimum and commonsecurity objectives

The goals of the ASBUs are to

provide a framework and road mapfor cooperation, harmonisation andinteroperability in the developmentof a global ATM system, betweenair navigation service providersand States. This ATM system willmeet local operational needs andobjectives, and is interoperable withadjacent regions, sub-regions andStates; and adheres to international

standards.

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Civil aviation systems and supportinginfrastructure are transitioning from aground- based CNS air traffic control(ATC) system to a satellite- basedCNS/ATM system. ICAO authored theGlobal Coordinated Plan, publishedin 1998, to guide the upgrade of air/ground system technologies throughthe implementation of CNS/ATMsystem enhancements. This plan

was revised into the first Global AirNavigation Plan (GANP) for CNS/ATMSystems (Doc 9750) with the intentionof making it a ‘living document’. TheGANP includes planning elementsfor technical, operational, economic,environmental, financial, legal andinstitutional aspects. The GANPprovided the impetus to a number ofICAO member States and regions to

initiate implementation programmesto improve operations through theuse of enhanced technologies. Sincethe implementation of interoperabletechnologies was necessary, it

was not achievable without acomprehensive operations conceptof an integrated global air navigationsystem.

The ICAO Air NavigationCommission (ANC) established theATM Operational Concept Panel(ATMCP) to develop a Global ATMOperational Concept (Doc 9854)

that was endorsed by the 11th AirNavigation Conference in 2003.The concept was approved by theSecretary General and published asa first edition (Doc 9854/AN/458) in2005. In order to guide the aviationcommunity in transitioning from anATC operating environment to aperformance-based integrated andcollaborative ATM environment, the

GANP was developed, incorporatingglobal operational concepts andICAO’s strategic objectives. Therehave been multiple revisions ofthe GANP, the latest edition being

4. The ASBU Background


’88 ’89

Evolution of ATC Systems

1990 ’91 2000 2010’94’93’92 ’95 ’97 ’02’01 ’11 ’12 ’16’13 ’14 ’15’06 ’08 ’09’04’03 ’05 ’07’96 ’98 ’99

Ground-based AirNavigationSystems

Appendixto FANSReport,1992

Doc 9750Edition 1,1998

Doc 9854,2005Global ATMOperationalConcept

Doc 9882,2008 ATMSystemRequire-ments

Doc 9883,2008GlobalPerformanceManual

AviationSystemBlockUpgrade(ASBU)Method-ology

Doc 9750Global AirNavigationPlan,Edition 42013

Doc 9750Edition 2,2001

Doc 9750,Edition 3,2006

Source: ICAO

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Source: MITRE

2013-2028 Global Air NavigationPlan (ICAO Doc 9750-AN/963, FourthEdition–2013). This edition presentsall States with a comprehensiveplanning tool to upgrade theirexisting systems to support globalharmonised air navigation. The GANPpresents the ASBU framework andidentifies the next generation of

ground and aviation technologiesneeded to achieve the desiredperformance improvements from theASBU modules. The ASBU frameworkis intended to provide guidance tothe States, service providers andoperators in making decisions forplanning and implementing theiraviation system upgrades.

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The ASBU framework is ICAO’ssystems engineering approach toachieve global ATM interoperabilityand harmonisation. The BlockUpgrades are the product of inclusiveand prolonged collaboration betweenICAO, ANSPs, member States andindustry stakeholders fromaround the world.

A number of air navigationimprovement programmesundertaken by ICAO member States– namely SES, NextGen, CARATS,SIRIUS, and others in Canada, China,India, and the Russian Federation –

are planned to be implemented withthe ASBU framework.

The Block Upgrades present targetimplementation time frames forsets of operational improvements,referred to as modules. A singlemodule defines a single capability(operational improvement) andits required technologies and

procedures. Each Block Upgrade hasbeen organised into a set of uniquemodules that are linked to one of fouraviation performance improvementareas (PIAs).

5. The ASBUs


Source: ICAO

CARATS(Japan)

SES(Europe)

FIANS(India)

SIRIUS(Brazil)

NextGen(U.S.)

Canada China Russia Australia

Air TrafficManagementModernisationProgrammes

Harmonisation gainsThe GANP presents avision that will assist ICAO,

States, and air navigationservice providers ensureglobal interoperability andharmonisation.

ASBU ModulesEach of the ASBU Blocksis composed of Modules(capabilities).

— Airport Operations — Globally Interoperable

Systems and Data

— Optimum Capacity andFlexible Flights — Efficient Flight Paths

The Block Upgrades (0, 1, 2 and 3) represent atwenty+ year planning and implementation time frameas defined by the GANP. The PIAs and their modules

are organised into a series of four, one for each PIA(Blocks 0, 1, 2, and 3) assigned to an implementationtime frame.

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A series of upwardly compatible, although dependent, modules across consecutive blocksis considered as a “thread”representing the evolutionover time for advancingmodule performance.

Modules are identifiedby a Block Numberwith an ASBUidentifier.

Threads of Modules Across Blocks

Available 2018 2023 2028+

Block 0CDO

Block 1CDOand VNAV

Block 2CDO, VNAV, RTAand Arrival Speed

Block 3Full 4D TBO

B0-CDO

B0-CDO B1-CDO

B1-CDO B2-CDO

B2-CDO B3-CDO

B3-CDO

The ASBUs make it possible for

air navigation service providersto form their independentimplementation and investmentstrategy by selecting andimplementing only those modulesappropriate for their individualoperational needs.

The development of a businesscase is necessary to determine

module cost benefit. The businesscase is discussed later in thisbooklet.

The required technologies forBlock 0 exist, and the associatedoperational capabilities of Block 0 havebeen implemented in some ICAORegions. The Block 0 modules haveinitial operational capabilities (IOC) of

2013. They are therefore available for ANSPs’and operators’ implementation. Themodules assigned to Block 1 throughBlock 3 represent emerging operationalimprovements with IOCs for 2018,2023 and 2028 respectively. The typicalnavigation planning approach normallyaddresses only the concerns of ANSPs.

However, the ASBU methodologyaddresses standards, regulatory anduser requirements as well.

The IOCs of the Block Upgrademodules are not Block timeframedeadlines. Individual ANSPs andoperators may implement BlockUpgrade modules at any time afterthey become available, as long as

the organisation deems them as anoperational requirement. The individual ASBU modulecontains a number of elements thatdefine the CNS and ATM automationupgrade components of ground, airand decision support tools neededfor the module implementation. Thisapproach ensures that each module

can be used as guidance for selectingrequirements for a deployableperformance improvement capability.

Performance Improvement Areas (PIAs)


2018 2023 2028+2013

2018 2023 2028+2013

Globally Interoperable Systems and Data

Airport Operations

Airport Operations

Efficient Flight Path


Optimum Capacity and Flexible Flights

Optimum Capacity and Flexible Flights

Globally Interoperable Systems and Data

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The number of modules may not beequal for each PIA in each succeedingBlock Upgrade.

Some modules may be completelyimplemented in a specific Block timeframe and require no further upgrade.

However, some modules andtheir capabilities in a PIA improveover time as they evolve throughsucceeding Block Upgrades. Block0, represented below, consists of 18modules, while Block 1, representedon the following page, has only 17modules.

ASBU Block 0 Modules

20182013

PerformanceImprovement Areas (PIA):

AirportOperations

Efficient

Flight Path

GloballyInteroperableSystemsand Data

OptimumCapacityand FlexibleFlights

Block 1Block 0

3 Modules

7 Modules

3 Modules

5 Modules

1. Optimised Approach Procedures

including Vertical Guidance

2. Increased Runway Throughput throughOptimised Wake Turbulence Separation

3. Safety and Efficiency of Surface Operations (A-SMGCS level 1-2)

4. Improved Airport Operations through Airport-CDM

5. Improve Traffic Flow through Sequencing (AMAN/DMAN)

1. Increased Interoperability, Efficiency and

Capacity through Ground-Ground Integration

2. Service Improvement through Digital Aeronautical Information Management

3. Meteorological Information SupportingEnhanced Operational Efficiency and

Safety

1. Improved Operations through Enhanced En-route Trajectories

2. Improved Flow Performance through

Planning based on a Network-wide view

3. Initial Capability for Ground Surveillance

4. Air Traffic Situational Awareness (ATSA)

5. Improved Access to Optimum Flight Levels through Climb/Descent Procedures using ADS-B

6. Airborne Collision Avoidance Systems (ACAS) Improvements

7. Increased Effectiveness of Ground-BasedSafety Nets

1. Improved Flexibility and Efficiency in

Descent Profiles using Continuous Descent Operations (CDO)

2. Improved Safety and Efficiency through theInitial Application of Data Link En-route

3. Improved Flexibility and Efficiency Departure Profiles — Continuous Climb Operations

(CCO)

Source: ICAO


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Block 1 contains 15 modules that arecontinued in thread from Block 0.Three new modules are introducedin Block 1 and three modules fromBlock 0 that may be completelyimplemented in the Block 0 timeframeare not upgraded in Block 1 and aretherefore not continued as a thread. Essential modules are introduced in

Block 1 and they are presented inthe graphic below. ICAO has defined

these modules as essential as theyprovide substantial contributionstowards global interoperability, safetyor regularity of flight. These modulesare also considered as providing a prerequisite step towardsthe aviation system performanceobjectives of the GANP. The ASBUMinimum Path (Essential, Desirable,

Specific and Optional modules) ispresented on the following pages.

ASBU Block 1 Modules

1. Optimised Airport Accessibility

2. Increased Runway Throughput throughOptimised Wake Turbulence Separation

3. Enhanced Safety and Efficiency of SurfaceOperations — Surf, Surf-1A, and Enhanced

Vision Systems (EVS)

4. Optimised Airport Operations through A-CDM Total Airport Management

5. Remotely Operated Aerodrome Control

6. Improved Airport Operations throughDeparture, Surface and Arrival Management

1. Increased Interoperability, Efficiency and Capacity through FF-ICE/1 application

before Departure

2. Service Improvement through Integrationof all Digital ATM Information

3. Performance Improvement through the Application of SWIM

4. Enhanced Operational Decisions through Integrated Meteorological Information (Planning and Near-term Service)

1. Increased Capacity and Efficiencythrough Interval Management

2. Improved Operations through Optimised ATS Routing

3. Improved Flow Performance through Network Operation Planning

4. Ground-based Safety Nets on Approach

1. Improved Flexibility and Efficiency inDescent Profiles (CDOs) using VNAV

2. Initial Integration of Remotely Piloted Aircraft (RPA) into Non-integrated Airspace

3. Improved Traffic Synchronisationand Initial Trajectory-Based Operation

■ = Essential Modules

PerformanceImprovement Areas (PIAs):

AirportOperations

EfficientFlight Path

GloballyInteroperableSystemsand Data

OptimumCapacityand FlexibleFlights

Source: ICAO

20182013

Block 1Block 0

4 Modules

4 Modules

3 Modules

6 Modules

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To promote the rationalisation andprioritisation of the ASBU modules,a set of categories are proposed(a current ICAO proposal) forconsideration by States within therespective PIRGs (ANConf/12-WP/25-Appendix A).

Some modules must be implemented

globally and are thereforedesignated as forming a requiredpart of the minimum path to globalinteroperability. Deployment of suchmodules in the earliest availabletimeframe will result in maximumaviation system benefits and theimplementation of any such modulesshould take place within the sameapproximate time periods. It is also

expected that the modules otherthan those agreed to be essential ata global level, may be categoriseddifferently between regions.

The proposed categories are:a. Essential (E): These are the

ASBU modules that providesubstantial contribution towardsglobal interoperability, safety orregularity of flight, and in manycases a prerequisite step towardsthe GANP’s aviation systemperformance objectives.

b. Desirable (D): These arethe ASBU modules thatare recommended forimplementation almosteverywhere because of theirstrong business and/or safetycase.

c. Specific (S): These are the ASBUmodules that are recommendedfor implementation to address

a particular operationalenvironment or mitigateidentified risks.

d. Optional (O): These are theASBU modules that addressparticular operationalrequirements and provideadditional benefits that may notbe common everywhere.

The 17 Block 1 modules arecategorised as follows:Essential:

— Optimised Airport Accessibility — Increased Interoperability,

Efficiency and Capacity throughFlight and Flow Information forthe Collaborative Environment(FF-ICE/1) application before

Departure — Service Improvement through

Integration of all Digital ATMInformation

— Performance Improvementthrough the application ofSystem Wide InformationManagement (SWIM)

— Increased Capacity and Flexibilitythrough Interval Management

— Improved Flexibility andEfficiency in Descent Profiles(CDOs) using VNAV

— Initial Integration of RemotelyPiloted Aircraft (RPA) Systemsinto non-integrated airspace

Desirable: — Optimised Airport Operations

through Airport-CDM — Enhanced Operational Decisions

through Integrated and TimelyMeteorological Information

— Improved Flow Performance

ASBU Minimum Path to Global Interoperability,Module Categorisation and Prioritisation


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through Network Operational

Planning — Ground-based Safety Nets onApproach

— Improved Traffic Synchronisationand Initial Trajectory-BasedOperations

Optional: — Increased Runway Throughput

through Dynamic Wake

Turbulence Separation — Improved Airport Operationsthrough Departure, Surface andArrival Management

— Enhanced Safety and Efficiencyof Surface Operations

— Remote Operated AerodromeControl Tower

— Improved operations throughoptimised ATS Routing

Having a globally prioritised approachwill allow for the possibility of bettercoordination at the State, region andlocal levels.

It is suggested that air navigationservice providers conduct a gapanalysis of their current capabilitieswith the modules presented in Block

0. Implementation of the Block0 modules is a first step towardsdeveloping a globally harmonisedsystem as early as possible andenhances the implementation of theEssential modules contained in Block1.

Block 0 module testing anddevelopment has been completed

and all modules are currentlyavailable for implementation. Eachof the Block 0 modules have thenecessary standards readiness,avionics/ ground systems/ procedures

availability, and operational

approvals. However, not all ANSPswill need to implement all modules.Each ANSP must perform a needsand dependency analysis (NDA) todecide which modules are candidatesto meet their organisationalobjectives. In order to meet the global goal ofinteroperability and harmonisation,

ANSPs are encouraged to considernot only their individual operationalneeds but also to consider theirregional plans as detailed within theirPIRG.

ICAO has proposed a Minimum Pathmethodology for Block 1 modules.This methodology classifies Block 1modules into categories of priority.

There are 7 Block 1 modules thatICAO considers as Essential for airnavigation service providers to adoptand implement in order to achievea global interoperable system. TheEssential Block 1 modules may havethread predecessors in Block 0, thusmaking the predecessor Block 0modules’ implementation essentialas air navigation service providers

build a foundation that will becomean integral part of the global airtransportation system. For example,Optimised Approach Proceduresincluding Vertical Guidance in Block0 is needed for Optimised AirportAccessibility in Block 1.

Rationalising the Block modulesinto categories or priority will assist

all stakeholders’ understanding ofhow the ASBU modules relate to theglobal system.

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The ICAO Global Air NavigationCapacity and Efficiency Plan classifiesCNS, information management (IM)and avionics technologies as follows:

a. Communication: air/ground data linkcommunication using VHF Digital

Link (VDL)b. Navigation: performance-based navigation(PBN)

c. Surveillance: automatic dependentsurveillance-broadcast (ADS-B)

d. Information management: system wide informationmanagement (SWIM)

e. Avionics: Onboard systems supportingdigital communication, PBN andairborne surveillance

In order to foster implementationof Block 1 Modules to provideseamless operations, the globalCNS/ATM system will rely on digital

technologies including satellite-basedCNS with enhanced automationand information managementsystems. These upgrades will enableaircraft equipped with compatibleCNS avionics to safely meet theirplanned times of departure andarrivals, while adhering to their

optimum flight paths from gate togate with minimum disruptions.This would require voice and datacommunications, area navigation(RNAV) and required navigationperformance (RNP) capabilitiesfor PBN, ADS-B backed-up withsecondary surveillance radars foraircraft surveillance and tracking. Thecorresponding ground infrastructure

upgrades will need to provide datalink communication, Satellite-BasedAugmentation System (SBAS) foraccurate en route navigation, GroundBased Augmentation System (GBAS)for precise approaches in all weatherconditions and SWIM for exchange ofinformation between ground systems.

Air/Ground Technologiesfor Block Upgrades 0 and 1 Modules


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In the Block 0 timeframe, aviationwill rely primarily on existingcommunication systems such as the

Very High Frequency (VHF) AircraftCommunications Addressing andReporting System (ACARS). The

VHF ACARS will be transitionedto VHF Digital Link (VDL)- Mode 2providing higher bandwidth, since

VHF channels have become limited

in several regions of the world. In

the Block 1 timeframe, VHF ACARSwill be phased-out giving wayto VDL-Mode 2, which has beendefined and standardised by ICAOto provide more capacity and fasterspeed (31.5 kbps). Another data linksystem that has also been definedand standardized through the ICAOis VDL – Mode 4, which can alsoprovide surveillance functions.

Communication

VDL Mode - 2The VHF Digital Link is a means ofsending data information betweenthe aircraft and the ground stations.

The VDL Mode 2 is the widelyaccepted version of VDL. Examplesof the type of messages that it cantransmit include pre-departureclearance, digital automated terminalinformation service (D-ATIS), TerminalWeather Information for Pilots (TWIP),or taxi clearances. VDL Mode 2 hasbeen implemented in a EurocontrolLink 2000+ programme and is

specified as the primary link in theEuropean Union (EU) Single EuropeanSky rule adopted in January 2009.This requires all new aircraft flying inEurope after January 1, 2014 to beequipped with Controller Pilot DataLink Communications (CPDLC). Inadvance of CPDLC implementation,

VDL Mode 2 has already beenimplemented in approximately 2,000

aircraft to transport ACARS messages,simplifying the addition of CPDLC.

VDL Mode - 4The standard for VDL Mode - 4specifies a protocol enabling aircraftto exchange data with ground

stations and aircraft. VDL Mode -4 uses a Self-organised Time DivisionMultiple Access (STDMA) protocolthat allows it to be self-organising,meaning that no master groundstation is required. In November2001, this protocol was adopted byICAO as a global standard. Its primaryfunction was to provide a VHFfrequency physical layer for ADS-B

transmissions. However VDL Mode 4was overtaken as the link for ADS-Bby the Mode S radar link operatingin the 1090 MHz band, which wasselected as the primary link by theICAO ANC in 2003. The VDL Mode 4medium can also be used for air-ground exchanges. It is best usedfor short message transmissionsbetween a large number of users, e.g.

providing situational awareness.

Data Communication Technologies

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Transition to Performance Based Navigation (PBN)

■ Disjointed CNS technologies and operational limitations■ Regional solutions■ Many standards■ Regional service variations

Today

Existing

NavigationSystems

ExistingCommunicationSystems

ExistingSurveillanceSystems

GNSS

ILS

NDBLORAN

DME

ILS

VOR

VDL

HFSSB

VHF

SATCOM

HFDL

Radar

ADS-B,C

A-SMGCS

MLATWAM


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■ CNS Integration■ Global Utility■ Global Performance Standards■ Uniform Levels of Services

Performance Based Navigation for seamless operations

Navigationand Timing

AutomationSystems

Avionics

Ground AutomationInfrastructure

PBN

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Satellite-Based Augmentation System(Typical range shown)

Source: MITRE


PBNThe Global Navigation SatelliteSystem (GNSS) is the core technologythat has led to the development ofPBN. In the Block 0 time frame, theimplementation of the PBN conceptwill make RNAV operations the norm.The existing Distance MeasuringEquipment (DME) systems are themost appropriate conventional

navigation aids to support RNAVoperations as they are used in multi-sensor avionics. The ICAO GANP hasthe objective of a future harmonisedglobal navigation capability basedon RNAV and PBN, supported mainlyby GNSS in the Block 1 time period.The ICAO PBN manual and theassociated design criteria providethe necessary baseline to commenceevolution to a homogeneousnavigation environment. The PBNmanual includes a number ofnavigation applications; one of the

key ones is the RNP application.These applications within airspacecontribute to the redistribution ofthe surveillance and conformancemonitoring function by providing anintegrity check on the aircraft positionand allowing automatic detection ofnon-conformance with the desiredflight path. The following are theGNSS supported systems.

Satellite-Based Augmentation SystemA satellite-based augmentation system(SBAS) is a system that supportswide-area or regional augmentationthrough the use of additional satellite-broadcast messages. Such systemsare commonly composed of multipleground stations, located at accurately-surveyed points. The ground stationstake measurements of one or moreof the GNSS satellites, the satellitesignals, or other environmentalfactors which may impact the signal

Navigation

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Ground-Based Augmentation System

Surveyed Antenna

Correction Terms

DifferentialReceiver Stationalso receives GNSSsatellite signal

and calculates theranging error(correction terms)in the received signal

DifferentialTransmitterStation sendscorrectionterms toaircraft

Differential Receiver Stationsends correction terms toDifferential TransmitterStation

Aircraft receivesGNSS satellitesignal

Source: FAA

1

2

3

4

received by the users. Using these

measurements, information messagesare created and sent to one or moresatellites for broadcast to the endusers.

There are a number of SBASsoperating in different parts of theworld. SBAS based on GPS is availablein North America (WAAS), Europe(EGNOS), and Japan (MSAS) and will

soon be available in India (GAGAN)and in Russia (SDCM). Severalthousand SBAS approach proceduresare now implemented, mostly inNorth America, while other regionshave started publishing SBAS-basedprocedures.

Ground-Based Augmentation SystemThe Ground-Based Augmentation

System (GBAS) describes a systemthat supports augmentationthrough the use of terrestrial radiomessages. As with the satellite basedaugmentation systems, ground based

augmentation systems are commonly

composed of one or more accuratelysurveyed ground stations. They takemeasurements concerning GNSS,by one or more radio transmitters,which transmit the informationdirectly to the end user. Generally,the GBAS networks are consideredlocalised, supporting receivers within20 kilometers around an airport, andtransmitting in the VHF or Ultra High

Frequency (UHF) bands.

In the United States system, thissystem is called a Local AreaAugmentation System (LAAS). GBASCAT I approaches based on GPS andGLONASS are available in Russia.SARPs for GBAS CAT II/III approachesare under operational validation.Related research and development

activities are currently ongoing. It isalso challenging for GBAS to supporta high availability for precisionapproach, in particular in equatorialregions.

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Secondary surveillance radars areused worldwide to track aircraft andprovide independent cooperativesurveillance. In the Block 0 timeperiod, they continue to be themeans for surveillance while aircraftare being equipped with ADS-B.In the Block 1 timeframe, ADS-Bwill become the primary mode ofsurveillance backed up by secondary

surveillance radars. Fused ADS-Band radar data will be able toprovide updates of aircraft positioninformation every second. Automatic Dependent Surveillance-Broadcast ADS-B is a surveillance technologyused for accurate tracking of aircraft.ADS-B will become the primary

mode of surveillance for trackingaircraft worldwide with radars used

as a backup method. ADS-B can alsoprovide traffic and graphical weatherinformation through two differentapplications: Traffic InformationService, Broadcast mode (TIS-B) andFlight Information Service, Broadcastmode (FIS-B).

The aircraft broadcast informationon position, velocity and intent is

captured by appropriately locatedground stations to provide coverage.ADS-B enhances safety by making anaircraft visible, in real-time, to ATCautomation and other appropriatelyequipped ADS-B aircraft by providingthem with accurate position andvelocity data every second. ADS-Balso provides the data infrastructurefor inexpensive flight tracking,

planning, and dispatch.

Surveillance

In Block 0, SWIM will start todevelop in the US and EuropeSWIM will provide operationalservices supported by ServiceOriented Architecture (SOA) pioneerimplementations. In the Block 1time period, digital NOTAM andmeteorological information will bewidely implemented over the SWIMnetwork. The SWIM deployment isexpected to provide all participantson the ground and aircraft with accessto a wide range of information andoperational services.

SWIMThe ICAO Global ATM OperationalConcept defines SWIM forsharing and integration of all ATM

information between groundautomation systems for efficientair traffic planning and control.The future ATM system will rely onthe evolution to a network- centricinformation environment in whichthe ground systems and the aircraftwill function as a series of nodesthat share information and relaytheir intent through a network ofintegrated systems. These systemsare supported by a host of standard-compliant and interoperable servicesincluding interface management,messaging, security and enterpriseservice management on a multitudeof platforms. A key componentwithin SWIM is the transition ofAeronautical Information Systems

Information Management

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(AIS) to a modern digital environment

providing Aeronautical InformationManagement (AIM). AIM offers achange from traditional paper-basedand product-centric AIS to thedata-centric and service-orientedinformation management that is fullyintegrated with other informationdomains in a SWIM environment.The goal of this transformation ismore efficient management and

rapid dissemination of all informationrelevant to ATM. Data andinformation, and their managementis becoming more critical for safetyand efficiency of air navigation.SWIM is one of the key elements of

US NextGen and European SES. It

consists of standards, infrastructureand governance-permitting secureinformation exchange betweenANSPs and airport operators toincrease aircraft situational awarenessfor controllers via interoperableservices. Development of the SWIMinfrastructure for other ATM systemsworldwide will continue in the futureby the ANSPs and airports planning

to implement ASBU capabilities.However, SWIM implementationwill need to be locally or regionallytailored in accordance with individualservice provider requirements.

In order to meet the requirements ofthe Efficient Flight Paths PIA, avionicsupgrades will be needed to supportoptimised flight operations. The CNSavionics enhancements are discussedas follows.

In Block 0 the required equipagefor data communication is theimplementation of a VHF digitalradio. The airborne FlightManagement Systems (FMS) arebeing upgraded to support PBNapplications using multi-sensor(DME, GNSS) navigation for flyingRNAV routes. In Block 1, therequired avionics will support digitalcommunication via data link, andthe aircraft with RNP-X capabilities

will be able to use RNP-X certifiedapproaches close to CAT I minima.A navigation specification thatincludes a requirement for on-boardnavigation performance monitoring

and alerting is referred to as anRNP-X specification. One not havingsuch requirements is referred to as anRNAV specification.

The basic requirement for RNAVoperations is that the aircraft has anapproved GPS unit. In order for the aircraft to accurately navigatealong a desired course, the GPS,integrated with FMS, should have anRNP capability. The RNP provides,in addition to RNAV, an onboardperformance monitoring and alertingcapability. A defining characteristicof RNP operations is the ability ofthe aircraft navigation system tomonitor the navigation performanceit achieves, and inform the crew if the

path following requirement withinthe desired performance is not metduring an operation. This onboardmonitoring and alerting capabilityenhances the pilot’s situation

Avionics Upgrades

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awareness and can enable reduced

obstacle clearance. The ICAO PBNmanual considers RNP applicationas a key part of efficient flight pathdesign supporting homogeneousaircraft navigation from end to end.

An area navigation system capableof achieving the performancerequirement (of an RNP-Xspecification) is referred to as an

RNP avionics system. The RNP-Xspecification performance is definedas:

RNP: A measure of navigationperformance accuracy and integrity(i.e., containment and time to alarm)necessary for aircraft operation withina defined airspace.

RNP-X — A statement of lateral pathconformance accuracy to 95%

— For example RNP-1

RNP Containment — A definition of lateral

containment limit equal to2X RNP to a level of 99.999%accuracy

RNP systems provide improvements

in the integrity of operation,permitting possibly closer routespacing, and can provide sufficientintegrity to allow only the RNPsystems to be used for navigationin a specific airspace. The use ofRNP systems may therefore offersignificant safety, operational andefficiency benefits. While RNAV andRNP applications will co-exist for a

number of years, it is expected thatthere will be a gradual transition toRNP applications as the proportion ofaircraft equipped with RNP systemsincreases and the cost of transitiondecreases.

The avionics will also include ADS-BOut receivers to broadcast aircraftinformation based on position

measurements provided by GNSS tothe ground stations and other aircraft.The ADS-B system relies on twoavionics components:

1. A high-integrity GPS navigationsource

2. A data link (ADS-B unit)

A measure of navigation performance accuracy and integrity(i.e., containment and time to alarm) necessary for aircraftoperation within a defined airspace.

Required Navigation Performance (RNP)

Containmentregion

Containment Limit (CL): 2 x RNP

RNP comprises these errors: navigation system,computational, display, course and flight-technical

RNP Value: Aircraft within bounds 95% of the time

Source: MITRE

Desired path

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Aircraft operating today haveincreasingly advanced satellite- basedCNS technologies. Harmonisationrequires an aircraft to operateglobally using standard operatingprocedures. In order to meetexpectations for seamless, optimisedflights, the future ATM system willneed to be collaborative and it

will require integration of humans,information, technologies, facilitiesand services within a frameworkof enhanced safety, efficiency, andcapacity while ensuring continuityof services. It relies on using anintegrated approach of a “systemof systems” which must meetthe global safety and efficiencyobjectives supported by the following

guiding principles (Global Air TrafficManagement Operational Concept,ICAO Doc 9854/AN/458, 2005).

Safety: The attainment of a safesystem is the highest priority inair traffic management, and acomprehensive process for safetymanagement is implementedthat enables the ATM communityto achieve efficient and effectiveoutcomes.

Aircraft operating today haveincreasingly advanced satellite- basedCNS technologies. Harmonisationrequires an aircraft to operateglobally using standard operatingprocedures. In order to meetexpectations for seamless, optimisedflights, the future ATM system willneed to be collaborative and itwill require integration of humans,

information, technologies, facilitiesand services within a frameworkof enhanced safety, efficiency, andcapacity while ensuring continuityof services. It relies on using anintegrated approach of a “systemof systems” which must meetthe global safety and efficiencyobjectives supported by the following

guiding principles (Global Air TrafficManagement Operational Concept,ICAO Doc 9854/AN/458, 2005).

Safety: The attainment of a safesystem is the highest priority inair traffic management, and acomprehensive process for safetymanagement is implemented

that enables the ATM communityto achieve efficient and effectiveoutcomes.

Humans: Humans will play anessential role in the global ATMsystem. Humans are responsible formanaging the system, monitoring itsperformance and intervening, whennecessary, to ensure the desiredsystem outcome. Due considerationof human factors must be given to allaspects of the system.

Technology/Operational Capabilities:The ATM operational conceptaddresses the functions neededfor ATM without reference to anyspecific technology or design, andis open to new and innovativetechnologies and design that meetminimum performance standards.CNS systems, ATM automation anddecision support tools are used to

6. Global Harmonisation Guiding Principles andPerspective

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Source: CANSO

The global harmonisation

and interoperable systemperspective requires that:

■ Future air transportation system development issues

are managed globally

■ System improvements are

deployed where and whenneeded, but based on com-mon principles/rules/data

and interoperable technologies

■ Cooperation and collaboration among stakeholdersis established early in the

development life cycle andis efficient

integrate the ground-based and

airborne system elements intoa fully integrated, interoperableand robust ATM system. Adheringto performance standardsallows flexibility across regions,homogeneous areas or major trafficflows to meet the requirements of theconcepts defined in the modules ofthe Blocks.

Information: The ATM communitywill depend extensively on theprovision of timely, relevant, accurate,accredited and quality-assured

information to collaborate and

make informed decisions. Sharinginformation on a system-wide basiswill allow the ATM community toconduct its business and operationsin a safe and efficient manner.

Collaboration: The ATM system ischaracterised by strategic and tacticalcollaboration in which the appropriatemembers of the ATM community

participate in the definition of thetypes and levels of service. Equallyimportant, the ATM communitycollaborates to maximise system

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Efficient Flight Path — Continuous Descent Operations (CDO)3

Block 0Improved Flexibilityand Efficiencyin Descent Profiles(CDO)

Block 1Improved Flexibilityand Efficiencyin Descent Profiles(CDO using VNAV)

Block 2Improved Flexibilityand Efficiencyin Descent Profiles(CDO using VNAV,required speed andtime at arrival)

Block 3Full 4D TrajectoryBased Operations

ICAO Doc. 4444 — Upd.


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States and air navigation serviceproviders have varying levelsof ground systems and avionicscapabilities. This creates severalchallenges. It is a challenge toupgrade multiple, legacy systemscost effectively in a timely manner.Each service provider will have adifferent timeframe for upgradingor implementing new systems,

depending upon the needs andavailable financial resources.The following challenges mustbe addressed by the aviationcommunity in order to meetinteroperability and harmonisationrequirements.

ASBU Capabilities’ Dependencieson overcoming Implementation

ChallengesThe following are the specificcapacity, efficiency, safety and policychallenges on which the successfulimplementation of ASBU capabilitiesdepend. The ICAO, ANSPs, airportsand aircraft operators will have tomeet the implementation challengesof:

a. Air/ground CNS technologiesb. ATM automation and

information managementsystems

c. Policies and procedures forintegration of RPSs with civilaircraft operations

d. Environmental considerations forlocal communities.

Capacity, Delay and EnvironmentAs traffic demand continues to growin size, diversity and complexity, itwill be a challenge to balance theconflicting requirements of increased

capacity with environmental impactin terms of reducing noise andemissions to meet the goals ofenhanced efficiency through reduceddelays.

CNS TechnologiesAs reliance on GNSS increasesand because ADS-B surveillancedepends on GNSS, the challenge

is to ensure the reliability andintegrity of navigation andsurveillance services through backupsystems. Standardisation of datacommunication services is alsoessential for global interoperability.

Cohesive Databases and InterfacesDevelopment of a cohesive set ofdatabases and interfaces for global

sharing of aircraft information forintegrated terrestrial and satellitenetworks towards a commonshared data network connecting allsubsystems and systems.

Standard ATM Vocabulary andFormatEstablishment of:

a. A global ATM vocabulary forterms with clearly definedformat (syntax) and meaning(semantics)

b. Information exchange protocolsand procedures so that theinformation does not changecharacter, value and format as itflows from system to system.

Frequency Spectrum CompatibilityFrequency and spectrum fornew transmitting and receivingequipment which ensureselectromagnetic compatibility with

8. ASBU Implementation Challenges

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existing systems.

Human versus Ground AutomationDecision Support Currently ensuring aircraft separationdepends on controllers’ experienceand skills that have an impact onairspace, sector and route design.Therefore it is essential to explicitlyestablish the role of human versusautomation for delegating separation

responsibility during normal andautomation failure operations.

RPA IntegrationRules and operating procedures willbe needed to allow RPA operationswith other aircraft in shared airspacewithout adversely impacting theefficiency and safety of commercialtraffic.

Global Performance StandardsImplementationFor the interoperability of hardwareand software systems worldwide sothat the aircraft and ATM systemscommunicate flawlessly for continuityand consistency of service, it is criticalthat future technologies and systemsare compatible. The challenge lies

in establishing global performancestandards for interoperability of air/ground systems worldwide.

Level of Aircraft EquipageFor achieving maximum benefitsfrom implementing ASBUcapabilities, a large number ofaircraft will require avionics capableof Data comm, RNAV/RNP and

ADS-B. This will require the aircraftoperators to significantly invest inavionics upgrades that could resultin long lead times. The challenge liesin establishing policies for financial

incentives and possible mandates.

Local Community SupportIn order to consider localcommunities’ environmental (noise)concerns about the operations atairports in their vicinity, policiesare needed to guide decisions forimplementing flight paths, departureand approach procedures based onASBU implementation requirements.

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ASBU Capabilities’ Dependencies on Overcoming ImplementationChallenges

= Capability will be impacted if ASBU Implementation challenge is not overcome

Block 1 ASBUCapability

Capacity,Delay andEnviron-ment

CNSTechno-logies

CohesiveDatabasesandInterfaces

Standard ATM Vocab-culary andFormat

FrequencySpectrumCompati-bility

Ground Automa-tion De-cisionSupport

RPA Inte-gration

GlobalPerf. Stds.Imple-menta-tion

Level of AircraftEqui-page

Optimised Airport Accessibility*

Optimised WakeTurbulenceSeparation

Enhanced Safetyand Efficiency of Surface Operations*

A-CDM Total AirportManagement

Remotely Operated Aerodrome Control

Departure, Surface,and ArrivalManagement*

Flight and Flow Infor-mation for Collabora-tive Environment

Integration of Digital ATM Information

SWIM

Integrated Meteorol-ogical Information

Interval Management

Optimised ATSRouting

Network OperationPlanning

Ground-BasedSafety Net

Descent ProfileUsing VNAV

Integration of RPA

Trajectory BasedOperations

Based on: Targeted NextGen Capabilities for 2025, Joint Planning and Development office, November 2011.

*Needs local community support.

Out of the 17 capabilities in Block 1, about one-half (9 capabilities) have more than five implementationchallenges, which require commitment by the ANSPs to plan for timely modules implementation.


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Each ANSP should develop a strategicplan to evolve its organisation’s airtransportation system capabilities tomeet the goal of global harmonisationand interoperability. The ASBUsoffer 18 modules in Block 0 and 17modules in Block 1. Block 0 modulesestablish a foundation for progressingtowards global harmonisation andinteroperability.

Strategic PlanDevelopment StepsThe following steps should beconsidered in order to develop astrategic plan for selecting, financingand implementing Block 0 andBlock 1 modules over a specific timeperiod.

a. Select candidate Block 0modules to meet organisationalobjectives (e.g., enhancecapacity, reduce operating costs,etc.)

b. Conduct a Needs andDependency Analysis todetermine the full set ofneeds including technology,

equipment, procedures andtraining associated with theselected modules.

c. Identify gaps between theBlock 0 Module capabilitiesrequirements and existingcapabilities.

d. Develop a business case basedon cost/benefits analysis to closethe gaps to make the current

9. Strategic Planning for ASBU ModulesImplementation

■ Strategic Plan for Block 1

Modules Implementation■ Business Case Development/ CBA

■ Impact Analysis for Block 1 Modules Prioritisation

■ NDA for Block 1 Modules Needs

■ Block 1 Modules Selection

■ Block 0 Modules Implementation Plan

■ Business Case Development/CBA

■ Gap Analysis

■ NDA for Block 0 Modules Needs

■ Block 0 Modules Selection

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system compatible with Block 0

modules.e. Develop a Block 0 Modulesimplementation plan consideringfunding sources with a timeline.

f. Select the Block 1 modules (atleast the essentials) to makeprogress towards achievingglobal harmonisation.

g. Conduct a Needs andDependency Analysis to establish

Block 1 Modules needs.h. Perform an impact analysisto prioritise Block 1 Modulecapabilities implementation.

i. Develop a business case basedon a cost/benefit analysis forselected Block 1 Modulesimplementation.

j. Complete the strategic planestablishing a timeline for Block

1 Modules implementationbased on available funding.

Needs andDependency Analysis(NDA)The NDA helps air navigationservice providers determine whichof the ASBU modules are right fortheir respective organisation. Notall ANSPs will need to implementall modules. The NDA assists theANSP to determine the full set ofneeds – standards, technology,equipment, procedures, training, etc.– associated with each module.

The NDA further helps ANSPsdetermine the dependenciesof modules on other modules.Sometimes an ANSP may not beable to implement a certain moduleunless other modules are already in

place. For example, some Block 1

Modules require implementation ofBlock 0 Modules as a prerequisite.This careful scrutiny of the modulesestablishes a detailed inventory ofneeds to implement the modules.

The NDA accomplishes thefollowing:a. Identifies candidate ASBU

modules that align with the

service provider’s strategicobjectives for future growth andharmonisation

b. Identifies the specific needsdefined within those candidatemodules

c. Defines the dependencies withother ASBU modules

d. Assesses what the individualprovider’s system currently has

that meets the needs of thecandidate modulese. Highlights the gaps that exist

between current capabilities andthe ASBU module needs

f. Analyses the impacts of differentmeans and timing of closingthose gaps to meet the ICAOvision for global interoperability

g. Investigates the linkage between

modules and the potentialcosts involved by choosing notto implement a module in theearly Blocks and then decidingto implement a module in thesame thread in a later Block

h. Determines the likely penaltiesfor delaying essentialcapabilities beyond therecommended Block time frame

i. Establishes the requirementsfor the new/upgraded modulesand for planning the transitionfrom Block 0 modules to Block 1modules


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j. Assesses the current ability of

the service provider’s existingaviation system and identifiesgaps and shortfalls

k. Identifies areas where theservice provider’s capabilitiesare being performed at less thanthe desired ASBU performancelevel, or not at all

l. Examines sources of informationsuch as lessons learned,

government contracted studiesand documents that couldvalidate shortfalls and gapsin order to make appropriatedecisions to overcomelimitations

Gap and ImpactAnalyses

Since each organisation will mostlikely already have met some ofthe Block 0 Modules needs, itis important to determine whatcapabilities exist and do not need tobe considered using a gap analysis.The difference between what existsand the full set of needs is the gapthat remains to be filled.

There are many possible methodsto close the gaps to meet theorganisation’s goals. An impactanalysis can show the diiferingeffects of those possible methods.For example, additional runways maybe an alternative to new proceduresthat permit more closely spacedarrivals and departures.

The difference between the degreeto which a service provider needsto upgrade its capabilities versushow well the service provider isable to develop and deploy the

needed module upgrades with the

desired timeframe is considered inan Impact Analysis. The impacts ofimplementing the various modules,infrastructure (air and ground),procedures and training containedin the candidate modules arequalitatively defined based on theamount of contribution they maketo meet the desired performanceobjective. The four levels of impact

are:

1. No impact: There is nocontribution to achieving thedesired improvements over theintended time period. This doesnot necessarily mean that there isno utility, but may mean that theservice provider’s current abilityis performing so poorly that the

evolutionary upgrades may not becost effective at this time.

2. Limited impact: There is a limitedimprovement to meet the desiredobjectives in the selected timeperiod.

3. High impact: Offers satisfactoryimprovement to meet the desired

objectives within the expectedtimeframe.

4. Redundant impact: Providesimprovement in proficiency beyondwhat is needed for the planned timeperiod, or the improvement levelsmay be achieved by other means.

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Although the appropriate selectionof minimum path required modulesis necessary, it is not sufficientwithout a justification based on Cost/Benefit Analysis (CBA) to support thedevelopment of a business case.

The business case developmentprocess evaluates the alternativeASBU modules, selected through

the Needs and Dependency Analysis(NDA), by estimating the costsand benefits of each through theestimated life of the investment and

identifies implementation priorities.The business case for the ASBUalternative modules is unique,because it entails evaluating thecost and benefit implications from amulti-stakeholder perspective, andthe implications of the alternativeASBU modules on the future aviationsystem and its participants. It is not

just one business case, but rather

there are multiple business cases,one for each important stakeholder(listed in the chart on the nextpage). Different stakeholders have

Business Case Development Process

Identify Scope

Alternatives

Subset of improvements – to be modeledin the benefits analysis and to developcost estimates

PerformanceImprovement Areas (PIAs):



2018 2023 2028+2013

Optimum Capacityand Flexible Flights

Globally InteroperableSystems and Data

AirportOperations

(Modules)


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very different investment decision

criteria. When presented with a setof business case results, stakeholdersinterpret those results based ontheir own needs. What appears tobe a great business investment toan ANSP may be dismissed as abad business case by a commercialoperator. A business case analysisframework is needed that supports a

joint evaluation of investments.

Key Stakeholders Include: — Air Navigation Service Providers — Commercial Airlines

— Airports

— General Aviation — Military Operations — Society

Key Performance Measures Include:

— Flight time or Delay Saved — Increase in the Number of

Flights — Reduction in Fuel and Emissions — Decreased Maintenance Costs

— Predictability: Reduction indiversions/cancellations

■ Aggregate all lifecycle costs(capital and operating costs)for ASBU-related programsand activities.

■ Apply uncertainty analysis todevelop cost ranges.

Assess Costs

2013

$7,000

5,000

3,000

1,000

’15 ’17 ’19 ’21 ’23 ’25

Legacy and ASBU Expenditures Forecast Additional ASBU costs, in $millions

Capital Costs Operating Costs

Business Case Development Process

■ Run forecast simulationsto estimate monetisedand non-monetised benefits

of ASBU alternatives.

Assess Benefits

1 Without investment:Baseline projected delay/throughput

2

After ASBU implementation:Reduced delay possiblefor unchanged throughput

After ASBU implementation:Increased throughput is possiblewith no additional average delay

3

Without ASBU

With ASBU

Reduced delay

Averagedelay

Accommodategrowth: 1, 3

GlobalOperations

OperatingPoint Analysed

Capacitycomparison

1

2

3

Capacityincreasedue toinvestment

Feasible Projected Throughput

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In order for an aviation service providerto select and implement the ASBUmodules, it must have the requiredfunding. The aviation service providershould develop a business case toestimate the amount of funds it needsto invest in the selected ASBU modulesto meet its operational requirementsfor multiple years, and adjust its budgetplanning needs to match the amount.

This should be based not only oncapital needed for purchasing anddeploying the appropriate equipment,but also considering costs for labourincluding training, operations andmaintenance over time. Purchasingand implementing a subset of modulesmay not provide the desired benefits,as would establishing and followinga careful plan to implement the full

set of ASBU modules. Mostly, theState governments provide funds toenhance the air transportation system.Recently, a number of ANSPs haveprivatised services. The followingparagraph discusses the option forfunding sources other than provided bythe State government through privatepartnership.

Funding via Public/ PrivatePartnership (PPP)PPP is a business venture which isfunded and operated through apartnership between the governmentand the private sector. It involves anagreement between a public sector authority and a private party. Theprivate party provides a public serviceor project development, and assumes

substantial financial, technical, andoperational risk. In some types of PPP,the cost is borne exclusively by theusers of the service and not by thetaxpayer.

In other types of PPP, capitalinvestment is made by the privatesector on the strength of an agreementwith the government to provide theagreed services, and the cost is bornewholly or in part by the government.In the infrastructure sector, complexarrangements and contracts thatguarantee and secure the cash flows,make PPP projects prime candidates

for project financing. In the case of aservice provider planning an acquisitionof an ASBU module, such a partnershipcan provide up-front funds for systemdevelopment. These funds could berepaid through the user fees over aperiod of time.

Strategic Implementation

Plan DevelopmentEach service provider will need todevelop a strategic implementationplan for the development andimplementation of ASBU modulesbased on an investment strategythat considers impact assessment topriorities, capabilities and the availablefunding within the desired time frame.The Impact Analysis is an important

input to the Cost- Benefit Analysisand Business Case development that

justifies the strategic implementationplan.

Because implementation of the ASBUmodules requires investment, notonly on the part of the ANSP, but alsothose who operate in its airspace, bestpractices call for collaboration between

the ANSP, airport and aircraft operatorsin setting a time frame for each BlockModules’ implementation. There mustbe a positive business case for boththe ANSP and the operators for eachmodule.

Funding Sources


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References

1. 2013-2028 Global Air Navigation Plan, Doc. 9750 – AN/963 Fourth Edition– 2013

2. Global Air Traffic Management Operational Concept , ICAO Doc 9854AN/458, First Edition – 2005

3. Draft Global Standardization Roadmap , Version 0.50, 22nd February, 2013

4D: Four-Dimensional (operationswith time requirements)

4D TBO: Four-Dimensional TBO (TBOwith time requirements)

A-CDM: Airport CollaborativeDecision Making

ADS-B: Automatic DependantSurveillance-Broadcast

ADS-C: Automatic DependantSurveillance-Contract

AMAN/DMAN: Arrival Management/Departure Management

ANC: Air Navigation Commission

ANSP: Air Navigation ServiceProvider

ARINC: Aeronautical RadioIncorporated

A-SMGCS: Advanced SurfaceMovement Guidance Control System

ATC: Air Traffic Control

ATM: Air Traffic Management

ATS: Air Traffic Services

CANSO: Civil Air Navigation ServicesOrganisation

CARATS: Collaborative Actions forRenovation of Air Transport Systems

CAT: CategoryCCO: Continuous Climb Operations

CDM: Collaborative Decision Making

CDO: Continuous DescentOperations

CNS/ATM: Communications,Navigation, and Surveillance/ AirTraffic Management

CNS: Communication, Navigationand Surveillance

DME: Distance Measuring Equipment

EASA: European Aviation SafetyAgency

EGNOS: European GeostationaryNavigation Overlay Service

EUROCAE: European Organizationfor Civil Aviation Equipment

FAA: Federal Aviation Administration

FF-ICE: Flight and Flow-InformationCollaborative Environment

FIANS: Future India Air NavigationSystem

FMS: Flight Management SystemGAGAN: GPS Aided GEOAugmented Navigation

GANP: Global Air Navigation Plan

Abbreviations

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GEO: Geostationary SatelliteGLONASS: Russian form of GNSS

GNSS: Global Navigation SatelliteSystem

GPS: Global Positioning System

HF: High Frequency

HFDL: High Frequency Data Link

ICAO: International Civil AviationOrganization

ILS: Instrument Landing System

LORAN: Long Range Navigation

MASPS: Minimum Aviation SystemPerformance Standards

MLAT: Multilateration

MSAS: MTSAT Satellite-basedAugmentation System

MTSAT: Multifunctional TransportSatellite

NDA: Needs and DependencyAnalysis

NDB: Non-Directional Beacon

NOTAM: Notice to Airmen

PANS ATM: Procedures for AirNavigation Services Air TrafficManagement

PANS OPS: Procedures for AirNavigation Services AircraftOperations

PBN: Performance Based Navigation

PIA: Performance Improvement AreaPIRG: Planning and ImplementationRegional Group

RNAV: Required Navigation

Performance and Area NavigationRNP: Required Navigation Performance

RNP-X: Required NavigationPerformance with 95% X nmi lateralaccuracy

RPA: Remotely Piloted Aircraft

RTA: Required Time of Arrival

RTCA: Radio Technical Commissionfor Aeronautics

SAE: Society of AutomotiveEngineers

SARP: Standards and RecommendedPractices

SATCOM: Satellite Communications

SBAS: Satellite-Based Augmentation

SystemSDCM: System of DifferentialCorrection and Monitoring

SES: Single European Sky

SIRIUS: Brazil’s ATM AutomationSystem

SSB: Single Sideband

SWIM: System Wide InformationManagement

TBO: Trajectory-Based Operations

VDL: VHF Data Link

VHF: Very High Frequency

VNAV: Vertical Navigation

VOR: Very High Frequency

Omnidirectional RangeWAAS: Wide Area AugmentationSystem

WAM: Wide Area Multilateration

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Introduction to the ASBU Modules

Documents

Transcript of Introduction to the ASBU Modules