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Many thanks to our host

//canso

//canso

Opening Address and Challenges

Jeff PooleDirector General

CANSO

//canso

Opening Address and Challenges

H.E. Mohammad Amin Al Quran

Chairman MEC3CANSO &

Chief CommissionerCARC

//canso

Opening Address and Challenges

Mohamed KhonjiRegional Director

Middle East Office, ICAO

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Opening Address and Challenges

Capt. Ahmed SattiBajouri

Director GeneralSudan CAA

//canso

Opening Address and Challenges

Kjeld BingerChief Executive Officer

Airport International Group

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//canso

Operational Investments

the ASBU story so far

Matthew RileyCo-chair, CANSO ASBU Workgroup

&General Manager Air Traffic ServicesSerco – Middle East

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Serco Public

ICAO ASBUs

First a brief ASBU introduction

Needs and Dependency Analysis (NDA), selection of the ASBU capabilities

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Serco Public

CANSO’s ASBU Working Paper AN-Conf/12

Fall 2010: The concept of ASBUs originates from existing near-term implementation plans and initiatives providing benefits in many regions of the world. The ASBUs are largely based on operational concepts extracted from:

United States Next Generation Air Transportation System (NextGen), Europe’s Single European Sky ATM Research (SESAR), andJapan’s Collaborative Actions for Renovation of Air Traffic Systems (CARATS) programs.

Also included is the feedback from several member states, industry and departments of defense with evolving modernization programs, received at the recent Global Air Navigation Industry Symposium (GANIS), Sept 2011.

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The ASBU Development Teams

Technical Team

FAA IFALPA

SJU IFATCA

EUROCONTROL RTCA

ICCAIA EUROCAE

IATA CANSO/MITRE

Face-to-Face meetings in 2011 (6 total)Face-to-Face meetings in 2012 (4 total)Numerous telecommunications and video teleconference meetings held throughout 2011 and 2012

Challenge Team

DA FAA Pres. IFALPA

Director SJU Pres. IFATCA

DG Eurocontrol

Chairman ICCAIA

EUROCAE

DG IATA DG CANSOHosted by ICAO Director ANB

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The Reality of Our Global System Today…

© 2013 The MITRE Corporation. All rights reserved. //canso

Serco Public

We Can Benefit from what is Already Out There…

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The ASBU Intent

To ensure that the aviation system will be:maintained and enhanced, that air traffic management (ATM) improvement programs are effectively harmonized, and that barriers to future aviation efficiency and environmental gains can be removed at a reasonable cost.

The ASBU methodology establishes an important flexibility in the implementation of its various Modules depending on the ANSP’s specific operational requirements.

To apply key capabilities and performance improvements, drawn from evolving automation programs, across other regional and local environments with the same level of performance and associated benefits on a global scale. The ASBUs are aligned with the ICAO Global Air Traffic Management Operational Concept (Doc 9854).

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The ASBU Intent (cont…)

It is not intended that all ASBU modules will be universally applied around the globe.

When ASBU modules are adopted by regions, sub-regions or States, they should be followed in close accordance with the specific ASBU requirements to ensure global interoperability and harmonization of air traffic management.

Some ASBU modules are “essential”, an ICAO Proposal They are considered necessary for the future safety or regularity of international Air Navigation at the global level. They may eventually be the subject of ICAO-mandated implementation dates.

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Why are ASBUs important?

• Industry and airlines have provided advanced avionics• Given the projected increase in air traffic, service providers must

incorporate effective improvements and understand how these improvements interact with different systems

• Service providers that do not make improvements are likely to be at a competitive disadvantage

• ANSPs and airports that fail to upgrade may not be able to accept future growth

• Flight operators may experience reduced access, rising costs, or reduce competitive standing without upgrades

• Those vendors offering services and products may have a smaller market if they aren’t able to cast their products in a way that’s applicable across member States

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Why are ASBUs important? (2)

• Despite the increase in Performance Based Navigation (PBN) throughout the world, many States remain limited by conventional approach/departure procedures

• Legacy systems limit capacity, may be a detriment to growth and contribute to high CO2 emissions

• The solution is a fully harmonized global ANS built on modern performance based technologies and procedures

• The ASBUs define a flexible global systems engineering approach allowing all States to advance their Air Navigation capacities based on their specific operational requirements

• The ASBUs provide States and stakeholders a path towards global harmonization, capacity gains and improved environmental conditions that air traffic growth demands in every region of the world

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And involve a Portfolio of Capabilities

ASBUs are both Air and Ground

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Air & GroundEquipment / Systems

Measurable Operational

Improvement Air & Ground

Standards & Procedures

Positive Business Case

What is an ASBU Module?

© 2013 The MITRE Corporation. All rights reserved. //canso

Serco Public

The ASBU Modules

Provide a basis for sound management decisions and investment strategies, generating commitmentfrom States, military, equipment manufacturers, operators, and service providers

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The ASBUs

• Four Blocks of 5 years each• Each Block is composed of Modules (capabilities)• Each capability is fully defined in its Module • All Modules’ formats are standardized and consistent • Modules have been assigned to a specific Performance

Improvement Area (PIA)• There are four PIAs:

• 1. Airport Operations• 2. Globally Interoperable Systems and Data• 3. Optimum Capacity and Flexible Flights• 4. Efficient Flight Path

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The ASBUs

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The ASBUs

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Block Zero Implementation – The Time is Now

The Modules of Block 0 are ready for implementation today

Standards are readyInfrastructure is availableCertified Avionics are availableGround Automation is availableProcedures Structure is understoodBasis of Operational Approval is understood

Establishing the foundation for the future is now!Regional implementation of the Blocks or the Modules are described and ready for implementation

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Minimum Path GuidanceTo assist in the rationalization and prioritization of the aviation system block upgrade modules, a set of categories have been proposed for consideration by States within their Planning and Implementation Regional Groups (PIRGs):

Essential (E): These are the ASBU modules that provide substantial contribution towards global interoperability, safety or regularity of flight and in many cases form a prerequisite step towards the aviation system performance objectives of the GANP.

Desirable (D): These are the ASBU modules that, because of their strong business and/or safety case, are recommended for implementation almost everywhere.

Specific (S): These are the ASBU modules that are recommended for implementation to address a particular operational environment or mitigate identified risks.

Optional (O): These are the ASBU modules that address particular operational requirements and provide additional benefits that may not be common everywhere.

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Block 1 Modules & ICAO Identified Essential Modules

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The ASBU Thread Relationships

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Airport Operations

Improved Approach & Departure

Management through

Integration

Block 1

Improved Traffic Flow

through Runway Metering

Block 0 Block 2

Linked Arrival

Management/Departure

Management

Block 3

Integrated Arrival

Management/Departure

Management/Surface

MovementManagement

There is a Thread between Modules across the Blocks (1 of 4)

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Serco Public

CTA

B0-65 – Optimization of Approach Procedures

Including Vertical Guidance (GBAS I)

B0-75 -Runway Safety -Airport Surface Surveillance

for ANSP

B0-80 A-CDM & Airport Planning Phase I

B0-15 Runway Sequencing

B0-70 Wake Vortex Separation Refined

B0-30 Information Management based on AIXM

ToDB0-5 Improved Flight

Descent Profiles B0-20 - Improved Flight Departure Profiles

B0-25 Ground Integrationthrough AIDC

ToC

B0-85 – Air Traffic Situational Awareness (ATSA)

B0-10 - Improved En-Route Profiles

B0-35 Air Traffic Flow & Capacity Management with a Network Operations Plan &

CDMB0-40 Initial Data Link

En-Route

Airport Operations

Optimum Capacity and Flexible Flights

Efficient Flight Path

Globally Interoperable Systems and Data

Performance Improvement Areas

B0-95 Ground Communications using IPV6

B0-60 – Common Time Reference

B0-101 – ACAS Improvements

B0-86 – Improved Access to Optimum Flight Levels (ADS-B

– ITC/ITD)

Block 0 in Perspective

© 2013 The MITRE Corporation. All rights reserved. //canso

Serco Public

CTAB1-65 - Optimized Airport Accessibility

B1-75 - Enhanced Safety & Efficiency of Surface

Operations (ATSA-SURF)

B1-80 - Optimized Airport Operations

through A-CDM

B1-15 - Improved Apt Ops through Approach,

Departure & Surface Management

B1-70 - Increased Runway Throughput through Dynamic Wake Turbulence Separation

B1-30 - Service Improvement through Integration of all Digital

ATM Information

ToD B1-5 - Improved Flexibility & Efficiency in Descent

Profiles (OPDs)

B1-90 - Initial Integration of Remotely Piloted Aircraft (RPA) Systems into Non-

Segregated Airspace

B1-25 - Increased Interoperability, Efficiency & Capacity though FF-ICE/1

Application before Departure

ToC

B1-85 - Increased Capacity & Flexibility through Interval

Management

B1-105 - Better Operational Decisions through Integrated

Weather Information

B1-10 - Improved Operations through Free

Routing

B1-35 - Enhanced Flow Performance through Network

Operational Planning

B1-40 - Improved Traffic Synchronisation and Initial Trajectory-Based Operation

B1-31 - Performance Improvement through the application of System Wide Information Management

(SWIM)

B1-81 - Remotely Operated Aerodrome

Control Tower

Block 1 in PerspectiveAirport Operations

Optimum Capacity and Flexible Flights

Efficient Flight Path

Globally Interoperable Systems and Data

Performance Improvement Areas

© 2013 The MITRE Corporation. All rights reserved. //canso

Serco Public

Thank You

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//canso

Operational Investments – Strategy

& Implementation

Salem JahdliDirector Middle East Affairs

CANSO

//canso

//canso

Operational Investments – Strategy

& Implementation

Bruce KillianCo-Chair, CANSO ASBU Workgroup

& Assistant Director of MITRE Cross Center

Collaboration

//canso

Serco Public

Needs and Dependency Analysis

• Purpose– Determine Candidate ASBU Modules to meet institutional objectives– Determine Needs associated with those modules– Determine Dependencies with other modules– Determine Needs Inventory of complete detailed needs– Determine Baseline Inventory of what already exists– Determine Gaps that remain to be filled– Determine Impacts of action and no action– Provide inputs to Business Case

and Cost-Benefit Analyses

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NDA Process Overview

What are my needs?

What do I think I have?

What do I really have?

Do I meet my needs?

How can I reach my needs?

CandidateSystems, Procedures and Standards

BaselineSystems

BaselineProcedures

BaselineStandards

New Systems

Evaluation and Verification

Difference Between Needs and Baseline

New Procedures DetermineMandates

Needs

InventoryBaseline

InventoryBaseline

VerificationGap

AnalysisIm

pact Analysis

SystemUpgrades

ProcedureUpdates

Comply withStandards

Alternatives Alternatives

© 2013 The MITRE Corporation. All rights reserved. //canso

Serco Public

Understanding the ASBU Timeframe

ASBU Block Timeframe

2013 - 2017 2018 - 2022

Block 0 Block 2 Block 3

2023 - 2027 beyond

Block 1

BASICS:Each ASBU Block is a 5-year period

• Development and testing of the capabilities in a given block occurs in theyears prior to that specific block – e.g. development of Block 1 happens before 2018

• ASBU capabilities should be available for implementation at the beginning of theirBlock period – e.g. Block 1 capabilities must be available starting 2018

2028 beyond

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Serco Public

Understanding the ASBU Timeframe

All Block 0 enhancements are available for implementation here

Bloc

k 0

deve

lopm

ent

and

test

ing

is c

ompl

eted

All Block 0 enhancements available for implementation starting 2013 – NOW!

ASBU Block Timeframe

2013 - 2017 2018 - 2022

Block 0 Block 2 Block 3

2023 - 2027 beyond

Block 1

2028 beyond

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Globally Interoperable

Systems and Data

System Block Upgrade Methodology

Example “Thread”

Block 0(2013)

Block 1(2018)

Block 22023

Block 3(2028 onward)

Performance Improvement Areas

Source: 2013-2028 ICAO GANCEP

Module B0-25B0 = Block Number25 = Thread number

Performance capability:

Increased Interoperability, efficiency and capacity through ground-ground integration.

Module B1-25

Performance capability:

Increased Interoperability, efficiency through FF-ICE/1 application before departure.

Module B2-25

Performance capability:

Improved coordination through multi-center ground-ground integration (FF-ICE/1 & Flight Object, SWIM).

Module B3-25

Performance capability:

Improved operational performance through the introduction of Full FF-ICE.

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Establishing Organizational Objectives

Organizational Strategic Objectives

Organizational Strategic Objectives

Balanced ScorecardBalanced Scorecard

Key Performance Areas, e.g.• Capacity• Efficiency• Safety• etc

Measured Performance

Iterative Assessment

Select ASBU Modules that target your performance gaps

Model impacts of Alternatives & Constraints

Performance Goals & Gaps for

a Target Year

Performance Goals & Gaps for

a Target Year

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Candidate Modules May Not Be Total ASBU

What you have

You

What You Want

(Candidate Modules)

ASBU

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Serco Public

Inputs to selecting Candidate Modules

Candidate Modules

Regional Plans

OrganizationalObjectives

Future Growth Needs

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Serco Public

Case Study

B0-40 and B1-40CPDLC and TBO

Reduce Oceanic

Separation

Reduce Controller Workload

Increase En-Route

Capacity

//canso

Serco Public

Case Study: Needs Analysis B0-40

Global readiness checklist

Necessary Procedures– Currently GOLD and LINK2000+ operational material is being merged

Avionics– FANS 1/A and ATN B1 both exist

Ground Systems– The ability to manage CPDLC and display messages

Training and qualification requirements– Training and qualification requirements stipulated as safety and performance requirements

(RTCA DO-290/2); and interoperability requirements for FANS (RTCA DO-258A) and ATN Baseline 1 (RTCA DO-280B).

//canso

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Dependency Analysis

What are the ASBU Module Dependencies?– Earlier Block dependencies

(same thread)– Linked Modules– Prerequisite Modules– Hidden Dependencies

How do I discover the Dependencies?– Review the GANCEP Dependencies Chart– Review the linked and prerequisite modules– Review all “adjacent” modules for hidden modules

GANCEP, Appendix 6AIRPORTOPERATIONS

GLOBALLYINTEROPERABLE

SYSTEMSAND DATA

OPTIMUMCAPACITY

AND FLEXIBLEFLIGHTS

EFFICIENTFLIGHT PATH

B0-65

B0-70

B0-75

B0-80

B0-25

B1-65

B1-70

B1-75

B1-80

B1-25

B1-81

B2-70

B2-75

B2-25 B3-25

B0-30 B1-30

B0-15 B1-15 B2-15 B3-15

B1-31 B2-31

B0-10 B1-10 B3-10

B0-35 B1-35 B2-35

B3-105B0-105 B1-105

B0-84 B0-86

B0-85 B1-85 B2-85

B0-102 B1-102

B0-101 B2-101

B0-05 B1-05 B2-05 B3-05

B0-20

B0-40 B1-40

B1-90 B2-90 B3-90

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Case Study Dependency Analysis:Module B0-40 and B1-40 (CPDLC)

Split the dependencies into three types of modulesENABLING

B0-40 CPDLCB1-40 4DTRAJ

FORWARD-SUPPORTINGENHANCING

These modules are required to

make B0-40 and

B1-40 work:

(INCLUDE YOUR

CANDIDATE MODULES)

These modules provide some benefit to B0-40 and B1-40

but are not required

B0-40 and B1-40 will make implementations of these modules better or more

efficient

Enabling and Enhancing will be used in Gap

AnalysisForward-Supporting will

be used later,in Business Case Analyses

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AIRPORTOPERATIONS

GLOBALLYINTEROPERABLE

SYSTEMSAND DATA

OPTIMUMCAPACITY

AND FLEXIBLEFLIGHTS

EFFICIENTFLIGHT PATH

B0-65

B0-70

B0-75

B0-80

B0-25

B1-65

B1-70

B1-75

B1-80

B1-25

B1-81

B2-70

B2-75

B2-25 B3-25

B0-30 B1-30

B0-15 B1-15 B2-15 B3-15

B1-31 B2-31

B0-10 B1-10 B3-10

B0-35 B1-35 B2-35

B3-105B0-105 B1-105

B0-84 B0-86

B0-85 B1-85 B2-85

B0-102 B1-102

B0-101 B2-101

B0-05 B1-05 B2-05 B3-05

B0-20

B0-40 B1-40

B1-90 B2-90 B3-90

Cross-thread links – add to the list and review in detail later

ENABLERS/REQUIRED

B0-40 CPDLCB1-40 4DTRAJ

B0-25 AIDC (maybe)B1-25 FF-ICE (probably)B1-85 IM (maybe)

j

ENHANCE/BUSINESS

B2-05 Optimized arrvB2-75 Optimal surfB3-05 Full 4DTRAJj

Predecessors seems basic – still need to review later to make sure

Enhancing usually moves forward or is linked across

LegendLinks from a Module in Block ‘n’ to a Module in Block ‘n+1’

Dependencies across Threads/ Performance Areas

Links to other Threads/Performance Areas where a Module is dependent on an earlier Module or Modules.

Case Study Dependency Analysis:GANCEP Dependencies Chart

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Case Study Dependency Analysis: Completed List

Includes both Enablers and Enhancing

Increased your familiarity with the relevant modules

Started thinking about systems, standards, regional/global plansENABLING + ENHANCING

B0-40 CPDLC B1-40 4DTRAJ

B0-25 AIDC (helps to have)

FORWARD-SUPPORTING

B0-10 Rerouting complex clearancesB0-35 Standard automated reroutesB0-75 Basic A-SMGCSB1-80 Airport CDM (include PDC)Bx-15 AMAN, DMANB1-25 FFICE (on the grid)B1-85 Interval ManagementB2-35 SWIM support for CDMB3-05 Full 4D TrajCombine Enabling and

Enhancing. This will form the basis of the Needs Inventory–that’s why you include your

original modules, too.

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Case Study: Needs InventoryData Link Example: Table View

System Elements Topic Capability Module(s) Measure/StandardAir Navigation Service Provider (ANSP)• Air Traffic Controller• Automation Display• Flight Data Processing System• Surveillance Data Processing System• CSP InterfaceCommunication Service Provider (CSP) • ANSP Interface• Ground Data Network• Air / Ground Radio Transceiver(AEEC 631)Aircraft System• Data Radio (AEEC 750)• Communication Management Unit (AEEC 758)• Flight Management System (Optional) (AEEC 702)• Aircraft Personality Module (AEEC 607)• Multi-function Display(AEEC 739)• Flight crew

Top Level Basis of Approval Initial Continental Data Link Communications B0-40 FAA AC20-140BFAA AC120-70AAdvanced Data Communications B1-40 To be determinedOperational Service and Environment DescriptionInitial Continental Data Link Communications B0-40 ICAO 9694 Manual of Air Traffic Services Data LinkRTCA DO-290/2 Safety & Performance RequirementsAdvanced Data Communications B1-40 RTCA SC-214 Safety & Performance Requirements (draft)Functionality / Application ADS-C (Initial) B0-40 RTCA DO-258A FANS-1/A+ Interoperability RequirementsADS-C (Advanced)• Extended Projected Profile B1-40 ATN Baseline 2 RTCA SC-214 Interoperability Requirements (draft)CPDLC (Initial)• ATC Communication Management• ATC Clearance Management B0-40 RTCA DO-258A FANS-1/A+ Interoperability RequirementsRTCA DO-280B ATN Baseline 1 Interoperability RequirementsCPDLC (Advanced)• 4D Trajectory Management (4DTRAD) B1-40 RTCA SC-214 ATN B2 Interoperability Requirements (draft)

Procedures Nominal and non-nominal procedures • CPDLC• ADS-C B0-40 RTCA DO-290/2 Safety & Performance RequirementsNominal and non-nominal procedures• CPDLC 4DTRAD• ADS-C Extended Projected Profile B1-40 RTCA SC-214 ATN B2 Interoperability Requirements (draft)

Network Protocol FANS-1/A+ B0-40 RTCA DO-258A FANS-1/A+ Interoperability RequirementsATN Baseline 1 ICAO 9705 Manual of Technical Provisions for the ATNATN Baseline 2 B1-40 RTCA SC-214 ATN B2 Interoperability Requirements (draft)Air / Ground Sub-network VDL Mode-2 B0-40B1-40 AEEC 631RTCA DO-281BConfiguration Airspace/AIP B0-40 RTCA DO-290/2 Safety & Performance RequirementsB1-40 RTCA DO-290/2 Safety & Performance RequirementsSector, Position Configuration B0-40 RTCA DO-290/2 Safety & Performance RequirementsB1-40 RTCA SC-214 Safety & Performance Requirements (draft)Tracking all of this in Excel or RDB will enable sorting and

filtration later

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Case Study: Baseline InventoryB0-40 CPDLC Needs Table (partial)

Systems Function Attribute Module(s) Measure/Standard BaselineATM systemBackup ATM system(s)Simulator, Training system(s)- Datalink User Interface- ADS-C Contract Management- CPDLC/ADS-C Flight Planning- Fusion TrackingTower/A-SMGCS system(s)- Datalink User Interface- PDC/DCL Flight Planning- Fusion Tracking

Functionality ADS-C B0-40, B1-40 SW Logic FANS 1/ARTCA SC-170 MOPSICAO 9694 ADS-C FANS 1/ARTCA SC-170CPDLC B0-40, B1-40 SW Logic GOLDRTCA SC-169 MOPSICAO 9694 NonePDC, DCL B1-40 RTCA SC-169 MOPS (PDC)ICAO 9694 NoneAIDC B0-25 AFTN-AMHS or ATN NoneProcedures SOP ADS-C, CPDLC B0-40 Procedures follow GOLDED-120/DO-290 ADS-C Procedures per EUROCAE ED-120SOP RTA/CTA/4DTRAD B1-40 EURCONTROL 4DTRAD (2008) NoneMaintenance B0-40, B1-40 Procedures written? ADS-C technical onlyContingency B0-40, B1-40 Procedures follow GOLD? Reversion to procedural from ADS-CConnectivity CPDLC Messaging B0-40, B1-40 GOLD formatRTCA DO-219ATN Baseline 1, 2 Network Connection OKADS-C Messaging B0-40, B1-40 ARINC 745-2, FANS 1/AATN Baseline 2 Network Connection OKDCL Messaging B1-40 EUROCAE ED-85A Network Connection OKCPDLC, DCL Transmission B0-40, B1-40 Connex to VHF, VDL-2ARINC 620 NoneADS-C Transmission B0-40, B1-40 ARINC/SITA ARINC 622-2 Network Connection OKConfiguration Airspace/AIP B1-40 AIXM 5.1 AIXM 4.5Sector, Position Config. B0-40, B1-40 System capable of mods? Yes

Add a new column

//canso

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Baseline VerificationPerformance Standards

• Computational• Versus truth• Predictive• Missed Rates

• Max numberprocessed in time

• Max number processed at speed

• Max storable

• Ability to discern• Pixels, pixel distance• Absolute size• Human factors

• Time to process• Inverse: Latency• Delay to processor• Delay to display• Transmission speed

Speed Resolution

AccuracyCapacity

//canso

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What you have

What he has

Gap Analysis Simplified

You

What You Want

YourNeighbor

What he wants

Your GAP His GAP

//canso

Serco Public

Case Study: Gap AnalysisB0-40 and B1-40 Inventory Comparison

Function Attribute Module(s) Measure/Standard Baseline Gap(s)

Functionality ADS-C B0-40, B1-40 SW Logic FANS 1/ARTCA SC-170 MOPSICAO 9694 ADS-C FANS 1/ARTCA SC-170 NoneCPDLC B0-40, B1-40 SW Logic GOLDRTCA SC-169 MOPSICAO 9694 None GOLD logicPDC, DCL B1-40 RTCA SC-169 MOPS (PDC)ICAO 9694 None RTCA SC-169 (PDC)AIDC B0-25 AFTN-AMHS or ATN None ATNProcedures SOP ADS-C, CPDLC B0-40 Procedures follow GOLDEUROCAE ED-120/RTCA DO-290 ADS-C Procedures per EUROCAE ED-120 CPDLC SOPSOP RTA/CTA/4DTRAD B1-40 EURCONTROL 4DTRAD (2008) None 4DTRAD SOPMaintenance B0-40, B1-40 Procedures written? ADS-C technical onlyContingency B0-40, B1-40 Procedures follow GOLD? Reversion to procedural from ADS-CConnectivity CPDLC Messaging B0-40, B1-40 GOLD formatRTCA DO-219ATN Baseline 1, 2 Network Connection OKADS-C Messaging B0-40, B1-40 ARINC 745-2, FANS 1/AATN Baseline 2 Network Connection OKDCL Messaging B1-40 EUROCAE ED-85A Network Connection OKCPDLC, DCL Transmission B0-40, B1-40 Connex to VHF, VDL-2ARINC 620 NoneADS-C Transmission B0-40, B1-40 ARINC/SITA ARINC 622-2 Network Connection OKConfiguration Airspace/AIP B1-40 AIXM 5.1 AIXM 4.5Sector, Pos Config B0-40, B1-40 System capable of mods? Yes

ETC

Add a new

column

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Gap Response Options

•Fully or mostly implement this module•What technical benefits accrue? (no detailed cost analysis here: why not?)•Are there any adverse or unintended consequences?

Option 1: Compliance

Option 1: Compliance

•Temporary gap-fill with acceptable level of compliance/integration•What technical benefits accrue?•What level of compliance/integration will occur, and what will not?•What is the timeframe and rough roadmap for full compliance?

Option 2: Workaround

Option 2: Workaround

• No plan to implement or comply at this time• What potential benefits will be missed?• What other organizations, efforts, may be negatively impacted?• What future ASBU modules may be negatively impacted?

Option 3: Non-

Compliance

Option 3: Non-

Compliance

© 2013 The MITRE Corporation. All rights reserved. //canso

Serco Public

Impact Assessment WorksheetSample, used by Aircraft Operator Organization in 2012

Module ID B _____ - ________Review

Date ___/___/___

Reviewer andDepartment/Org ______

Module Description Copy brief description from the GANP Module Desc/Working Doc DescImpact DomainMay select more than one

Operating Procedures

____Equipment, Systems

____Airspace Definition

____Standards, Guidance

____Manpower

+ ̶

Description of Projected Impact

Benefits to consider, independent of the Block Upgradee.g. time, resource, safety, budget saversOption 1:Implementation/Compliance

Option 2:WorkaroundPlease include an estimate of how long the Workaround might be usedOption 3:Not Implemented/Non-Compliance

Domain Expert: Best Guess Option 1: Impl/Comply

_____

Option 2: Workaround_____

Option 3: No Impl/NonComp_____

Best GuessRationale

© 2013 The MITRE Corporation. All rights reserved. //canso

Serco Public

Thank You

//canso

//canso

Operational Investments – Strategy

& Implementation

Mike UnderwoodDirector of Business Development

Honeywell International Inc. / Aerospace

//canso

Today’s Economic RealitiesBusiness leaders are faced with many issues today…

Improving productivity

Improving safety & security

Regulatory compliance

Risk management

Operational costincreases

Predictable cash flow

//canso

Traffic Growth in the Middle East

//canso

ICAO Global Air Navigation Plan for ATM

//canso

Landing SystemsNavigation & GuidanceCommunications Situational Awareness

Hangar (( ))AP

(( ))

AP

AP

AP

T CP/ I P

(( ))

(( ))

(( ))

TCP/IP

AP

AP

AP LAN(( ))

(( ))

(( ))

Concourse A Concourse B

LAN

Fire & Life SafetySecurity ControlEnergy Management

Lighting Surveillance & Guidance Docking Systems

The Many Facets of TechnologyTe

rmin

al

A

irsid

e

Airc

raft

Assessing which technology is better suited for you //canso

The Air Traffic Environment of the futureAirports/ANSPs should view as an enterprise approach; viewing Air Trafficmanagement into and out of an airspace/airports like a manufacturing process Work to implement technologies across the entire process to:

1. Facilitate change2. Provide Increased efficiencies 3. Act in synergy with each other

For example:• Increase approach capacity using PBN&GBAS precision approaches• Implement GTM Technologies to facilitate ground surface movements• Develop centralized command center to orchestrate getting the aircraft

onto the stand…service and back off.

Work to replace Man to Man operations...Man to Machine automated operationsThese technologies exist today; need to invest and make changes to improve

//canso

Aircraft

Terminal Airfield

SafetyEfficiencyProductivitySecurity

Fire &Life Safety

Security

Control

EnergyManagement

Lighting

Surveillance& Guidance

LandingSystems

DockingSystems

Navigation& Guidance

Communications SituationalAwareness

Hangar (( ))AP

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AP

AP

AP

T CP/ I P

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TCP/IP

AP

AP

AP LAN(( ))

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Concourse A Concourse B

LAN

Technology Offerings

A broad set of integrated capabilities//canso

Airports Operations Command & Control

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VHF Broadcast• Corrections, Integrity,

Approaches• Horizontally Polarized,

Omni-Directional• 108-118 MHz• 2 TDMA Time Slots • 2 Hz Corrections• Redundant Radio

Dual Processor Channels• Differential Corrections• Overall System Integrity• Approach Database• Redundant Channel

Maintenance Data Terminal

• System Status, Mode, Control• System Alerts, Alarms• Approach Control

Air Traffic Status Unit

• System Mode• System Availability

Reference Receivers• Multipath Limiting Antenna

(MLA)• Narrow Correlator GPS Receiver• 2 Hz Measurements• 4 GPS Receivers

1300mMAX

200mMAX

Airport LAN

Ground Based Augmentation Systems

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GBAS BenefitsVariable Glideslope & Displaced Threshold Multiple Concurrent Operations

“Clear Zone” Elimination • Increased Airport Capacity

• Lower Lifecycle Cost

• Decreased Noise

• Increased Safety

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Overview | A-SMGCS Level IV Implementation

Current SystemFully automated Follow -the-Greens (conflict detection, resolution, routing, and active guidance with taxiway lights)

Single controller working position

Largest system installed in Incheon

Latest Development HMITouch screen based, gesture controlled Human –Machine Interface;Multiple Interfaces, parallel, real timeClearance on the screen with pen or fingerIntegration of electronic flight strips

• Safety• Better traffic flow

– Continuous taxi speed, no slow-down at intersections

– No route deviations– Reduced hand-over delays– Improved traffic sequencing due to

reduce controller work-load• Reduced cost

– Increased throughput under low-vis conditions

– Increased controller productivity, no add‘l resources for increasing traffic

– Reduction in light replacement and energy use

– Prevention of runway incursion(increased situational awareness for pilots)

• A-SMGCS Level IV Systems • System Benefits

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• Advanced navigation and location system for airport vehicles to increase safety and operational efficiency

• Significant response time reduction by accurate guidance of rescue vehicles

• Onboard conflict detection and warning (e.g. runway incursion)

• Onboard traffic display for high situation awareness for the drivers

• Vehicle position and identification provided for the ground traffic surveillance system

• Integration of the vehicle traffic on taxiways and runways in ASMGCS

Electronic Taxiway Navigation System

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IntegratedTower

WorkingPosition Instrument

LandingSystem

AutomatedWeather

ObservationSystem

AutomaticTerminal

InformationSystem

SurfaceMovement

RadarAirportTraffic

Sensors

VehicleNavigation

andMonitoring

Guidanceby

Lighting

Runway Incursion

Monitoring

Routingfor

GroundMovement

SystemIntegration

andInterfacing

• Enables integration of multitude of Navigation and Surveillance aids

• Dynamic real-time routing as part of the overall traffic planning

Intelligence & Convergence

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• Large Challenge… numerous technologies exist to address issues and provide immediate value/benefits

• Must view the challenge much like a manufacturing process; solution must provide efficiencies across the entire process vice fixing one area while bottle-necking another

• Solution lays in the applications and synergies of several technologies across the entire process

• Centralization of critical information and control provides foundation for efficiencies and dynamic actions

In Summary

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Thank you

Michael UnderwoodDirector – Business DevelopmentHoneywell Aerospace - Air Transport & Regional

Mobile: +1-202-368-2861Email: mike.underwood@honeywell.com

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