CHARTING The Air Navigation System Plan - SEPTEMBER 2015 - nav canada
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CHARTING THE FUTURE The Air Navigation System Plan SEPTEMBER 2015
CONTENTS FOREWORD 1 INTRODUCTION 1 1 PERFORMANCE BASED NAVIGATION (PBN) 3 2 COMMUNICATIONS 7 3 SURVEILLANCE 11 4 AIR TRAFFIC MANAGEMENT (ATM) 15 5 AERONAUTICAL INFORMATION MANAGEMENT (AIM) 19 6 AVIATION WEATHER 23 APPENDIX A: ICAO AVIATION SYSTEM BLOCK UPGRADES SUMMARY TABLE 26 ABOUT NAV CANADA NAV CANADA is the private sector, non-share capital corporation that owns and operates Canada’s civil air navigation system. We coordinate the safe and efficient movement of aircraft in Canadian domestic airspace and in international airspace assigned to Canadian control. Through our operations, NAV CANADA delivers air traffic control, flight information, weather briefings, aeronautical information, airport advisory services and electronic aids to navigation.
AIR NAVIGATION SYSTEM PLAN 2015
FOREWORD INTRODUCTION
I’m pleased to provide an update on The Air Navigation System (ANS) Content
NAV CANADA plans for future ANS system Plan describes NAV CANADA’s
The content of each section is
development. This installment of Charting short-term and medium-term
supported by supplementary
the Future: The Air Navigation System Plan initiatives aimed at meeting
information contained in text
details key technological initiatives that customers’ requirements. It
boxes, a timeframe graph with
will enhance services and deliver value provides an outlook to generate
callout boxes highlighting key
to our customers. discussion among customers,
milestones and an acronym table.
employees and other stakeholders,
Many of these activities will be transformational, with the goal of choosing the
providing for significant increases in safety, most beneficial path to the ANS Mapping to ICAO Aviation
efficiency and reliability. of the future. NAV CANADA will System Block Upgrades
continue to communicate and
More often than not, they take place in the global context, where NAV CANADA initiatives in the
collaborate with customers
benefits increase as more ANSPs, customer groups and other industry ANS Plan are mapped to the ICAO
through this plan and other
stakeholders make strategic choices to engage in the process of change, Aviation System Block Upgrades.
documents such as Direct Route
to implement new technologies or to refine procedures. There is no This links the modernization
and websites such as OnBoard.
single formula to determine when it becomes the ideal time to make initiatives of NAV CANADA to
these changes, but it is the goal of NAV CANADA to do so in a timely the global harmonization activities
manner – working towards alignment in the industry and staying ahead Structure of ICAO. In the timeframe graph,
of key areas of customer need. The ANS Plan is organized into NAV CANADA initiatives in each
the following sections: callout box are mapped, when
As a direct reflection of that endeavour, activities being planned in applicable, to the summary table of
this document are mapped to the global harmonization activities of • Performance Based the ICAO system block upgrades
the International Civil Aviation Organization (ICAO) through the ICAO Navigation (PBN) contained in Appendix A (i.e.,
Aviation System Block Upgrades. • Communications B0-FRTO maps to module Block
• Surveillance number 0 (B0) thread Free Route
None of these initiatives would be possible without the input • Air Traffic Management (ATM) Operations (FRTO)).
and collaboration of our customers and other key stakeholders. • Aeronautical Information
As always, we look forward to working towards new objectives
with – and for – you.
Management (AIM) Update Schedule
• Aviation Weather
The ANS Plan will be updated
every three years coinciding
Timeframes with the short-term time frame.
The content in each section is
presented in two timeframes in Questions Comments
calendar years:
John W. Crichton To provide comments or
President and Chief Executive Officer • Short-Term 2015–2017 for more information on the
• Medium-Term 2018–2022 ANS Plan please contact
NAV CANADA Customer Service
at service@navcanada.ca or
1-800-876-4693.
1
CHARTING THE FUTURE 2
AIR NAVIGATION SYSTEM PLAN 2015
1 PERFORMANCE BASED
NAVIGATION (PBN)
Overview
Advances in navigation defined performance and functionality have enabled
changes in airspace design, separation minima, route spacing, airport access, PBN provides the
basis for a regulatory
procedure design and air traffic management. PBN provides a list of navigation framework that addresses
specifications that have applicability to one or more types of airspace (terminal, today’s and tomorrow’s
enroute, and remote/oceanic) and is only one of several enablers (Surveillance, navigation requirements
for safety, efficiency,
Communications and Air Traffic Management) of an airspace concept. The use
capacity, accessibility
of PBN will enhance the reliability and predictability of approaches resulting and the environment.
in improved airport accessibility. As with all changes to the ANS, PBN will be
implemented where feasible, based on a positive business case.
Short-Term 2015–2017 RNAV STARs and SIDs will be end with at least one lateral-only that do not have suitable access
designated as RNAV 1, RNAV 2 DA (LNAV) and one lateral and due to the obstacle environment.
In the enroute environment
or RNP 1 procedures. Approach vertical DA (LNAV/VNAV, LPV, New non-RNAV approach
Jet, Victor and LF airways will
operations will continue to be or RNP and Baro VNAV). RNP procedures will be limited to
progressively transition to Q, T
developed and implemented AR approach procedures will new ILS installations. Retention
and L routes. In terminal airspace
with LNAV and Baro VNAV or be implemented for the parallel of ground-based navigation aids
additional RNAV SIDs will be
LPV. Based on the regional runway operations at Montreal, will be addressed as part of the
introduced, some vector SIDs
GNSS implementation program Toronto, Calgary and Vancouver. national strategy for the GNSS
will remain, and all non-RNAV
RNAV (GNSS) procedures will be RNP AR approach procedures will backup system and procedures.
STARs will be withdrawn. Existing
developed to each IFR runway also be implemented at airports
The regional GNSS implementation program has subdivided
Q routes are RNAV routes above FL180. Canada into seven areas based on customers’ route structures
T routes are RNAV routes below FL180 in controlled airspace. and geography. Implementation priority will be established
L routes are RNAV routes below FL180 in uncontrolled airspace. in consultation with our customers by region commencing with
areas A and B which includes NU, NWT, YT and selected northern
sites in SK, MB and ON.
3
CHARTING THE FUTURE
Medium-Term static and dynamic waypoints introduced. An appropriate level
will be introduced enabling point- of airport access will be ensured
2018–2022 to-point preferred routes. NAT by both lateral and vertically
Canadian high level airspace oceanic airspace will transition guided approach designs. The
(above FL180) is planned to be to RNAV 10 (RNP 10) or RNP 4. possibility of introducing GBAS
identified as area navigation In the terminal environment to provide CAT I/II/III operations
required with either RNAV 2 dependence on RNP will enable will be investigated in terms
or RNP 2. The development of tighter aircraft containment and of technical, operational and
ATS routes will continue where narrower obstacle clearance financial viability. The regional
structured flows are required. areas, resulting in greater GNSS implementation program
Opportunities for closely spaced airport accessibility. A-RNP will be completed.
parallel routes, enhancing climb, will be deployed to manage
descent and overtake scenarios, high density traffic. Lateral and
will be pursued. A combination of vertical terminal corridors will be
Canadian Airspace is divided into Northern and Southern domestic
airspace with further classification into CMNPS and RNPC.
Navigation performance requirements in Canada are classified
as meeting either of these unique Canadian standards. These
designations will be replaced by PBN Navigation Specifications.
ACRONYM TABLE
ADS-B Automatic Dependent DA Decision Altitude RNAV Area Navigation
Surveillance-Broadcast DCPC Direct Controller-Pilot RNP Required Navigation NAV CANADA supports the
ANS Air Navigation System Communications Performance extension of the U.S. WAAS
A-RNP Advanced Required FL Flight Level RNP AR Required Navigation into Canadian airspace to
Navigation Performance Performance Authorization approximately 70 degrees
GBAS Ground Based Augmentation
ATS Air Traffic Services System Required north. This service supports
RNPC Required Navigation our application of LPV
BARO Barometric GNSS Global Navigation Satellite
Performance Capability approaches and where the
CAT Category (of instrument System
SBAS Space-Based Augmentation airport infrastructure and
landing system) HL High Level obstacle environment permit,
System
CCO Continuous Climb IFR Instrument Flight Rules these procedures will have
Operations SIDS Standard Instrument
ILS Instrument Landing System Departures a DA as low as 200 feet
CDO Continuous Descent LNAV Lateral Navigation above the touchdown zone
Operations STAR Standard Terminal Arrival
Routes elevation. WAAS supports
LPV Localizer Performance with
CONOPS Concept of Operations Vertical guidance high integrity positioning
VNAV Vertical Navigation
CMNPS Canadian Minimum supporting RNP and
LF Low Frequency WAAS Wide Area Augmentation
Navigation Performance surveillance applications.
Specifications NAT North Atlantic System
CPDLC Controller-Pilot Data Link PBN Performance Based WAM Wide Area Multilateration
Communications Navigation applied in the airborne
environment
WAAS is the U.S. version of the
internationally-used SBAS
4
AIR NAVIGATION SYSTEM PLAN 2015
PBN TIMEFRAME
Implementation will be based on priorities that are cognizant of aligned with advancements in communications (DCPC, CPDLC),
regulations (current and future) as well as customer requirements surveillance (space-based and terrestrial ADS-B, WAM) and Air
and capabilities. The requirement is for a total system capability Traffic Management. PBN implementation projects will meet
to enable an air operation and therefore implementation will be stakeholder requirements and a viable business case.
Additional RNAV SIDs RNAV AR approach Introduce static and
Introduce lateral dynamic waypoints
introduced and non- procedures implemented terminal corridors
RNAV STARs withdrawn for parallel runway enabling point to point
B0-FRTO* preferred routes
B0-APTA* operations HL airspace B0-OPFL*
B0-CDO* B0-APTA* designated area B0-FRTO*
B0-CCO* B0-CDO* navigation required B0-OPFL*
B0-FRTO*
The PBN
Toolbox
Introduce closely spaced RNP
parallel routes to RNAV (GNSS) RNAV
RNAV STARs and Transition to Q, T enhance enroute climb, procedures developed to LPV
SIDS designated and L routes descent and overtake each IFR runway end VNAV
RNAV 1 or RNAV 2 B0-FRTO* scenarios B0-APTA* LNAV
B0-APTA* B0-OPFL* B0-CDO* GBAS
B0-CDO* SBAS
B0-CCO* CDO
Introduce vertical
terminal corridors CCO
B0-FRTO* SIDS
B0-OPFL* STARS
SHORT-TERM MEDIUM-TERM
2015 2016 2017 2018 2019 2020 2021 2022
PBN
GBAS
SBAS
Conventional
Navaids
Retention of ground-based
Conduct GBAS navigation aids based on
evaluations national strategy for the GNSS
B0-ATPA* CONOPS for a backup system
system-wide GNSS B0-APTA*
failure developed.
Deploy GBAS to
Improved airport provide CAT I/II/III
accessibility through the operations where
use of PBN and SBAS warranted
B0-ATPA* B0-ATPA*
Note: *See explanation of mapping to ICAO Aviation System Block Upgrades on page 1.
5
CHARTING THE FUTURE 6
AIR NAVIGATION SYSTEM PLAN 2015
2 COMMUNICATIONS
Overview
Communications are an integral element of navigation, surveillance and ATM initiatives. There will be a
significant increase in the use of data link with the benefit of high speed, high integrity data transfers,
reduced frequency congestion and improved message clarity. However, voice communications, will remain
as an efficient method of achieving DCPC. The use of existing CPDLC message sets will be expanded.
Short-Term 2015–2017 will require AFTN IP software to further reduce separation. to the initial estimate, multiple
to continue to receive AFTN Further AIDC development will be modifications to estimates
The VHF radio replacement
service from NAV CANADA. undertaken in the CAATS system and electronic acceptance
program will continue to its
ADS-C will be implemented to facilitate communications and by the receiving ANSP,
completion. SATCOM voice usage
at domestic facilities which coordination with the FAA. North were implemented in 2014.
will continue to be increased by
involves an enhancement Atlantic Common Co-ordination Enhancements to CPDLC will
identifying equipped aircraft and
of CAATS to receive ADS-C (NATCC) is a form of AIDC used include full route messages
communicating to them through
waypoint reporting through in the Gander FIR. NATCC is and DCL messages to aircraft.
SATCOM. The International AFTN
the ACARS datalink instead implemented with all ANSPs Communications between the
links are planned to be migrated
of AFTN. ADS-C will be used adjacent to Gander airspace. AOCC and ATC using automated
towards IP using the AMHS
to increase periodic reporting Enhancements to GAATS+ and systems for flight planning
protocol and arrangements with
through contracts which will help NATCC, including in addition purposes will be developed.
International partners to transition
to AMHS are in progress.
AFTN will remain status quo for
domestic IP services. AFTN serial The eight year NAV CANADA VHF radio replacement program AMHS is a modern electronic
(communication protocol) will be will be completed in 2016. Over 2,000 VHF radio pairs, fully messaging system used to
decommissioned domestically compatible with all current and planned future analog and digital transfer and deliver ground
in 2015 which means customers voice and text message formats, will be installed at some 320 sites to ground data such as flight
will no longer be able to use their across the country. All radios will be capable of future international plans, NOTAM and weather
legacy AFTN serial software and standards either VDL digital communications or 8.33 kHz spacing. information amongst the
The radios will be configured for 25 kHz frequency spacing, members of the global air
matching current frequency assignments in Canada and the USA. traffic control community.
7
CHARTING THE FUTURE
Medium-Term 2018–2022 minimum until 2028. All radios
CPDLC is a means of communications between controller and pilot
will be capable of VDL digital
Consideration will be given communications or 8.33 kHz using data link for ATC communications. It enables controllers in
to expand CPDLC to include channel spacing. NAV CANADA ACCs and pilots in suitably equipped aircraft to communicate using
new message sets created will continue to modernize standardized text-based messages instead of voice. It provides
by RTCA SC-214 based on a our telecommunications less chance of error and relieves radio frequency congestion.
positive business case. PDC infrastructure to accommodate National implementation of CPDLC above 29,000 feet was
will be available via CPDLC. future technology advances completed in 2014.
According to current Regulatory and associated customer
documentation, HF voice will requirements.
continue to be available at a
COMMUNICATIONS TIMEFRAME
Customers require AFTN IP
software to receive AFTN AFTN domestic Increase use of AIDC with FAA
services from NAV CANADA IP service continues for electronic coordination PDC available via
B1-SWIM* B0-FICE* B0-FICE* CPDLC
B0-TBO*
AFTN domestic Implement business rules CPDLC New RTCA
communication protocol around acceptance of message sets
decommissioned Flight Plans B0-TBO*
B0-FICE* B0-FICE*
HF voice
AMHS continues to be
implemented available
ADS-C replaces AFTN B0-FICE* B0-TBO*
WPR at EG ACC and
upgraded at VR ACC
B0-NOPS*
SHORT-TERM MEDIUM-TERM
2015 2016 2017 2018 2019 2020 2021 2022
ADS-C
AFTN
AIDC/NATCC
AMHS
CPDLC
HF Voice
PDC
SATCOM Voice
VDL
VHF Voice
AIDC Vancouver/ VHF radio VHF Radio SATCOM Voice used Moving towards
Oakland Implemented replacement replacement outside ground based 8.33 kHz channel
B0-FICE* program completed VHF coverage spacing
continues
Implement PDC implementation CPDLC Full route and Moving towards
enhancements at major airports DCL messages greater use of VDL
to the NATCC B0-TBO* B0-TBO* B0-TBO*
B0-FICE*
Note: *See explanation of mapping to ICAO Aviation System Block Upgrades on page 1.
8AIR NAVIGATION SYSTEM PLAN 2015
ACRONYM TABLE
ACARS Aircraft Communications ANSP Air Navigation DCPC Direct Controller Pilot NOTAM Notice to Airmen (pilots)
Addressing and Service Provider Communications PDC Pre-departure Clearance
Reporting System AOCC Airline Operations FAA Federal Aviation RTCA SC Radio Technical Commission
ACC Area Control Centre Control Centre Administration (United States) for Aeronautics –
ADS-C Automatic Dependent ATC Air Traffic Control FIR Flight Information Region Special Committee
Surveillance – Contract ATM Air Traffic Management GAATS Gander Automated SATCOM Satellite Communications
AFTN Aeronautical Fixed CAATS Canadian Automated Air Air Traffic System VDL Very High Frequency
Telecommunications Network Traffic System HF High Frequency Data Link
AIDC ATS Interfacility Data CPDLC Controller Pilot Data Link IP Internet Protocol VHF Very High Frequency
Communication Communications NATCC North Atlantic Common WPR Waypoint Reporting
AMHS Air Traffic Services Message DCL Departure Clearance Co-ordination
Handling System
9 9CHARTING THE FUTURE 10
AIR NAVIGATION SYSTEM PLAN 2015
3 SURVEILLANCE
Overview
Today’s surveillance technology includes Primary and Secondary Radar, Airport
ADS-B equipped aircraft
Surface Detection Equipment, ground-based Automatic Dependent Surveillance-
automatically transmit their
Broadcast, Multilateration and Video images as well as related surveillance fusion GNSS position data via data
processing. NAV CANADA, in partnership with other ANSPs and stakeholders, link. These messages can be
is pursuing space-based ADS-B through a venture called Aireon which will see received by ground stations
or satellites and routed to
ADS-B receivers hosted on Iridium NEXT constellation of 66 cross-linked LEO ATC facilities for use in ATM.
satellites, enabling a global surveillance service. Space-based ADS-B supports ADS-B messages contain a
global ATM through information sharing and collaborative processes enabled large quantity of information
including aircraft position,
by improved situational awareness (i.e. SWIM) and enhanced interoperability.
altitude, speed and trajectory.
Space-based surveillance will support a more flexible air operator-centric operating
environment in oceanic, remote and polar airspace, increase safety and accelerate
the harmonization of aviation.
Short-Term 2015–2017 at five major sites between 2015 fusion tracking technology in the provision of ANS services
and 2020: Toronto, Vancouver, through regional (air fusion) is more accurate, consistent
NAV CANADA will expand
Calgary, Montreal and Hamilton. programs. Fusion combines data and timely. Fusion takes on a
surveillance in the North Atlantic
Surveillance processing systems from multiple sources so that number of forms. Fusing data
using space-based ADS-B. The
will be upgraded to employ the resultant information for use for ATC display is one form
satellites are scheduled to be
utilized in ATM display systems.
launched from late 2015 until
In the case of A-SMGCS and
mid 2017. The operational use
A-SMGCS (Advanced Surface Movement Ground Control System) surveillance fusion systems,
of space-based ADS-B data
consists of multiple sensors that are combined (fused) to provide surveillance data, including
in 2017 will evolve, in a stepped
a more reliable/accurate target. Sensors that can be combined to aircraft-derived, ground-based
approach, to the provision of
make up this system include ASDE, MLAT, cameras, VeeLo and any and safety alert information, is
15 nautical mile surveillance
other sensor that can be used to detect a target to contribute to fused enhancing airport and
separation by 2018. TSR
the overall picture. gate-to-gate traffic management
equipment will be upgraded
services respectively.
11CHARTING THE FUTURE
Medium-Term procedures, regulatory approval North Bay. Deployment of WAM national capabilities such as
and training. Testing is ongoing in and airport MLAT systems will low-level and terminal airspace
2018–2022 Sudbury and London on the use be used to expand surveillance implementation, additional
RAAS will be enhanced through of fusion and video to enhance coverage in southern Canada DAP data (i.e. TCAS RAs) and
the incorporation of video airport surface detection in the at specific locations to improve space-based ADS-B integration.
technology. This will include visual RAAS environment. Aeronautical operations. Expanding the use of Safety net upgrades will include
and thermal. Site selection is studies of the requirement fusion to include airport surface conflict alerting into the lower
underway for proof of concept to for PSR will be conducted for detection technology will provide flight levels and approach path
validate technology requirements, Regina, Sault Ste. Marie and gate-to-gate as well as central/ monitoring. Consideration will be
SURVEILLANCE TIMEFRAME
Iridium’s next generation satellite
constellation deployed with
Initial satellite launch System safety ADS-B receivers
B0-OPFL* performance B0-OPFL*
B0-ASUR* monitoring B0-ASUR* Evaluate the possible
B0-OPFL*
replacement of ISSRs
B0-ASUR*
Align with other ANSPs Space-based ADS-B with ADS-B
B0-OPFL* implemented in the B0-ASUR*
B0-ASUR* System NAT Region
validations B0-OPFL*
B0-OPFL* B0-ASUR* Aeronautical studies of PSRs
Develop & validate B0-ASUR* B1-FRTO* at three sites completed
procedures
B0-OPFL*
B0-ASUR*
SHORT-TERM MEDIUM-TERM
2015 2016 2017 2018 2019 2020 2021 2022
Space Based
ADS-B
TSR/PSR/ISSR
RAAS
MLAT/WAM
ASDE
Fusion
TSR systems refresh Fusion training and ASDE Gate-to-gate Fusion integration ASDE augmented
at five major sites Ops Evaluation equipment and national capabilities with MLAT/video
to begin. B0-SURF* upgrade B0-SURF* B0-SURF*
B0-SURF*
Based on a business case supported
Evaluate different Deploy Enroute/Terminal strategy continue to implement WAM
sensors for airport Fusion upgrades Fusion safety expansion projects
surface detection B0-SURF* net additions B0-ASUR*
B1-RATS* B0-SURF*
B0-SURF*
Expand surface Enhance RAAS Fusion gate-to-gate
surveillance coverage with through new (surface/air) integration
MLAT in Vancouver technology B0-SURF*
B0-SURF* B1-RATS*
Note: *See explanation of mapping to ICAO Aviation System Block Upgrades on page 1.
12AIR NAVIGATION SYSTEM PLAN 2015
given to replacing existing ASDE It is envisaged that both radar
and providing additional ground and WAM will be assessed for MLAT is a method of position sensing using at least three
surveillance at new airports with conversion to ADS-B surveillance receivers. The location of an aircraft or vehicle is determined by
ADS-B and MLAT. The application provided customer ADS-B performing a time difference of arrival analysis on signals from
of ADS-B In will continue to equipage reaches an acceptable vehicle and aircraft transponders. MLAT is used for airport ground
be monitored. level. Space-based ADS-B will control and WAM is used for airborne control.
provide a viable alternative for
radar and WAM.
ACRONYM TABLE
ADS-B Automatic Dependent ATC Air Traffic Control LEO Low Earth Orbit SSR Secondary Surveillance
Surveillance-Broadcast ATM Air Traffic Management MLAT Multilateration applied in the Radar
ANS Air Navigation System DAP Downlinked Aircraft airport surface environment TCAS RA Traffic Collision Avoidance
ANSP Air Navigation Services Parameter NAT North Atlantic System – Resolution
Provider Advisory
FUSION Surveillance Fusion System NEXT Iridium’s second generation
ASDE Airport Surface Detection global satellite constellation TSR Terminal Surveillance Radar
GNSS Global Navigation Satellite
Equipment System PSR Primary Surveillance Radar VeeLo Vehicle Locator
A-SMGCS Advanced Surface ISSR Independent Secondary RAAS Remote Aerodrome Advisory WAM Wide Area Multilateration
Movement Guidance and Surveillance Radar (ISSR is Service applied in the airborne
Control System a site with SSR and no PSR) environment
IMPLEMENTATION CURRENT TSR AIRPORTS ADS-B SITES ISSR SITES
SUPPORTED BY SPACE 1 Brevoort 1 Big Trout Lake
BASED ADS-B 1 Calgary – Major
2 Cape Dyer 2 Chibougamau
2 Montreal – Major
B0-FRTO Improved Operations 3 Churchill 3 Chisasibi
3 Toronto – Major
through Enhanced Enroute 4 Coral Harbour 4 Digby
Trajectories 4 Vancouver – Major
5 Dewar Lakes 5 Dryden
B1-FRTO Improved Operations 5 Edmonton
through Optimized ATS 6 Fort Severn 6 Fort McMurray
6 Halifax
Routing 7 Frederiksdal 7 Gander
7 Hamilton
B0-NOPS Improved Flow Performance
8 Hall Beach 8 Goose Bay
through Planning based on 8 London
a Network-Wide view 9 Hopedale 9 Grande Prairie
9 Mirabel
B1-NOPS Enhanced Flow Performance 10 Paamiut 10 Hearst (Kapuskasing)
through Network Operational 10 Moncton
Planning 11 Prins Christian Sund 11 Holberg (Port Hardy)
11 North Bay
B0-OPFL Improved access to 12 Puvirnituq 12 Iqaluit
12 Ottawa
Optimum Flight Levels 13 Rankin Inlet 13 Kamloops (Mt. Wallensteen)
through Climb/Descent 13 Quebec
Procedures using ADS-B 14 Saglek 14 Kuujjuaq
14 Regina
B0-SNET Increased Effectiveness of 15 Simiutaq 15 La Ronge
15 Saskatoon
Ground-based Safety Nets 16 Lac Brisay
16 Sault Ste Marie
B1-TBO Improved Traffic 17 Langruth
Synchronization and Initial 17 St. John’s
Trajectory-Based Operation. WAM SITES 18 Medicine Hat
18 Thunder Bay
B1-SWIM Performance Improvement 1 Kelowna 19 Prince George
19 Victoria
through the application of
2 Fort St. John 20 Sandspit (Masset)
System-Wide Information 20 Winnipeg
Management (SWIM) 3 BC Lower Mainland 21 Sept Iles
B1-RPAS Initial Integration of 4 Fredericton 22 Stephenville
Remotely Piloted Aircraft
(RPA) Systems into non- 5 Springbank 23 Stoney Rapids
segregated airspace 24 Sydney
25 Thompson
26 Yellowknife
13CHARTING THE FUTURE 14
AIR NAVIGATION SYSTEM PLAN 2015
4 AIR TRAFFIC MANAGEMENT (ATM)
Overview
A roadmap will be produced for the next phase of development
ATM, the integrated management of air traffic and
and deployment of future ATM technology that:
airspace, will continue to be provided and enhanced
• features a robust and flexible system design;
safely, economically and efficiently to meet current and • establishes baseline standards for theme-based adaptation;
future customer requirements. The ATM system must • incorporates safety, efficiency and Human Factors into a user
provide collaborative, seamless services supported friendly HMI;
by communications, navigation and surveillance in a • offers technology that will enhance service delivery to
customers; and
system-wide information management environment that
• considers and facilitates future industry-wide and NAV CANADA
generates and manages information through the use specific initiatives.
of technology. Systems will be enhanced incrementally
to support growth in performance-based services.
Short-Term 2015–2017 systems to support SWIM 2017. AMAN will be procured and A CONOPS will be developed for
architecture will be implemented. implemented in 2017. On-line the implementation of RLatSM
CFPS integrated weather and
In 2017 data exchange capability coordination with AOCCs will be Phase 3 in 2017. Working with
Flight Plan data functionality will
using FIXM will be piloted. The developed. Phase 1 of RLatSM industry, Transport Canada and
be implemented in 2016 allowing
FSS Technology Upgrade Project will be implemented in 2015. If ICAO advance the integration of
web-based geo-referenced pilot
will be completed in 2015. The supported by a positive business RPAS into the ANS. A CONOPS
briefings. Enterprise Service Bus
ICAO compliant data exchange case, Phase 2 of RLatSM will be that will allow aircraft to land at
(ESB) technology for NextGen
interface, WXXM, for weather implemented in 2016. RLongSM, a suitable airport or continue as
and SESAR compliant flight,
data exchange between CFPS currently in trial in the NAT, will be directed by ATC in the event of
weather, NOTAM and aeronautical
and internal and third party implemented when the standard a catastrophic GNSS failure will
data exchange between internal
systems will be implemented in is recognized globally by ICAO. be developed.
systems and with third party
The FSS Technology Upgrade project will deploy a standardized Phase 2 of RLatSM will reduce the geographical footprint of
IIDS suite, networking and a common adaptation to all 57 FSS, the OTS from an average band of five whole degrees of latitude
including EXCDS, OIDS and NARDS. This project also coordinates (nominally 240NM) to three whole degrees (nominally 120NM)
the deployment of HWOS and ADMS/ACS into FSS to replace MIDS. increasing the available airspace for random routing.
15CHARTING THE FUTURE
Medium-Term RLatSM REQUIREMENTS RLatSM IMPLEMENTATION PHASES
2018–2022 1 RNP4 operations Phase 1 [2015] 25 NM lateral separation being applied via ½ degree track
Decision support tools such 2 ADS-C reporting spacing between the two core tracks of the OTS from FL350 to
as SARA will be implemented. FL390 inclusive
3 CPDLC established
Implement ICAO compliant data
Phase 2 [2016] 25 NM lateral separation being applied via ½ degree spacing
exchange interface, for flight support tools will be expanded. following Phase 1 throughout the entire NAT OTS from FL350 to FL390 inclusive
data exchange model (FIXM) The capability and functionality
between ATM and internal and of CAATS, Fusion and GAATS+ Phase 3 25 NM lateral separation ½ degree spacing through the
third party systems. Based on will be advanced as warranted. [CONOPS in 2017] entire NAT Region, within vertical limits of NAT Data Link
a business case supported Mandated airspace
In concert with NextGen
strategy the deployment of SARA and SESAR, the concepts of
and other advanced decision
ATM TIMEFRAME
Develop an ATM CONOPS to
FSS technology upgrade address a catastrophic GNSS failure
completed
B0-ACDM* Advance the capability and
B0-FICE* Develop online functionality of CAATS, FUSION
coordination and GAATS+ as warranted
with AOCCs
CFPS integrated B1-SWIM* Incorporate FIXM into ATM
weather and Flight Plan Implement systems where supported by
functionality implemented WXXM a business case
B1-SWIM* B0-AMET* B0-DATM*
SHORT-TERM MEDIUM-TERM
2015 2016 2017 2018 2019 2020 2021 2022
ATM
Enhancements
AMAN
RLongSM
RLatSM
DST/Safety Net
RPAS
Implement phase 1 Study CYA Procure and SARA implemented Continue the integration
RLatSM in the NAT requirements deploy AMAN B0-NOPS* of RPAS into the ANS
B0-NOPS* at Foremost, AB B0-RSEQ* B0-RSEQ* B1-RPAS*
and Alma, QC
B1-RPAS*
Develop a CONOPS for Decision Support Tools
Advance the integration Implement phase 2 RLatSM phase 3 B0-SNET*
of RPAS into the ANS RLatSM in the NAT B0-NOPS*
B1-RPAS* B0-NOPS* SARA
Based on trial outcomes and
appropriate approvals, implement
RLongSM in the NAT and in Gander
domestic airspace
B0-NOPS*
Note: *See explanation of mapping to ICAO Aviation System Block Upgrades on page 1.
16AIR NAVIGATION SYSTEM PLAN 2015
integration of RPAS into the
SARA provides speed and ANS will continue. A common Technological advancements in both onboard and ground based
route advisories to assist operating platform for CAATS systems have enabled the development of reduced separation
in ensuring an aircraft’s and GAATS will be introduced. standards. NAV CANADA will continue to explore and implement
time over a meter fix at a improved separation standards as warranted.
time provided by an arrival Separation optimizations and
sequencing system. related safety net improvements It is envisaged that advances capacity. If supported by a
(e.g. Terminal Short-Term in ATFM, including dynamic business case, Phase 3 of the
FF-ICE will be researched Conflict Alert (STCA), Air-Ground ATS routing, system wide flow RLatSM will be implemented in
and implemented when Conformance) will be implemented management, and interval the NAT. The concept of FF-ICE
advancements to interoperability, through incremental deployment management will result in a will continue to be pursued.
efficiency and capacity can of data fusion technologies. balancing of demand with
be effectively achieved. The
ACRONYM TABLE
ADMS Aeronautical Data CYA Class F Advisory Airspace HWOS Human Weather RLatSM Reduced Lateral
Management System DMAN Departure Management Observation System Separation Minimum
ADS-C Automatic Dependent DST Decision Support Tools ICAO International Civil RLongSM Reduced Longitudinal
Surveillance – Contract (and Safety Net Functions) Aviation Organization Separation Minimum
AMAN Arrival Management ESB Enterprise Service Bus IIDS Integrated Information RNP Required Navigation
ANS Air Navigation System Display System Performance
EXCDS Extended Computer
AOCC Airline Operations Display System MIDS Multipurpose Information RPAS Remotely Piloted
Control Centre Display System Aircraft Systems
FF-ICE Flight and Flow Information
ATC Air Traffic Control for a Collaborative NARDS NAV CANADA Auxiliary SARA Speed and Route Advisor
Environment Radar Display System SESAR Europe’s Single European
ATFM Air Traffic Flow Management
FIXM Flight Information Exchange NAT North Atlantic Sky ATM Research
CAATS Canadian Automated Air
Traffic System Model NextGen Unites States’ Next STCA Short-Term Conflict Aleert
FSS Flight Service Station Generation Air FUSION Surveillance Fusion System
CFPS Collaborative Flight Transportation System
Planning System GAATS+ Gander Automated SWIM System Wide Information
Air Traffic System NOTAM Notice to Airmen Management
CONOPS Concept of Operations
GNSS Global Navigation OIDS Operational Information WXXM Weather Exchange Model
CPDLC Controller Pilot Data Link Display System
Communications Satellite Surveillance
HMI Human Machine Interface OTS Organized Track System
17CHARTING THE FUTURE 18
AIR NAVIGATION SYSTEM PLAN 2015
5 AERONAUTICAL INFORMATION
MANAGEMENT (AIM)
Overview
AIM is the integrated management of aeronautical information services through the provision and exchange of
quality-assured digital aeronautical data. This provision and exchange of data ensures the flow of information
necessary for the safety, regularity and efficiency of international air navigation. NAV CANADA is making data
available to customers in more standardized forms that can be manipulated for display as products specific to
customers’ requirements. Electronic publications are now available for download from an e-commerce site and
on portable electronic devices.
Short-Term 2015–2017 will be distributed to internal additional airports. The eCFS process to assess the impact
and external systems including will be available by province. of all man-made obstacles will
The ICAO specified content of the
EAD. Automated friction The electronic publications be automated.
AIP including AIP amendments,
measurement reporting and product line and agreements
supplements and circulars will
the interface for manual and with vendors, for the provision
be published in a structured
automated input of RSC reports of Canadian aeronautical
ELECTRONIC
electronic format referred to
will continue to be expanded to data on portable electronic SUBMISSION
as the eAIP. Canadian NOTAM
devices, will be expanded. WILL INCLUDE
will be replaced with the ICAO
format and standard including CURRENT ELECTRONIC The concept of providing
Aerodrome changes
downloadable electronic charts
geo-referencing and grouping AERONAUTICAL enabling improved search and Survey data
in series for ease of use by pilot PRODUCTS presentation capabilities will
briefings systems. Building on Obstacle evaluation/proposals
be researched. Aeronautical
the success of RSC reporting, ePUB CD (reference only) Publications will explore
web-based and automated Instrument Procedure submissions
RCAP CD the feasibility of distributing
NOTAM submission will be
aeronautical information in Infrastructure changes
implemented. NOTAM data eCFS electronic format only, with
a vendor option of print on Communications changes
eCAP
demand. Electronic submission Airspace/Airway changes
The eAIP will replace the
eRCAP of aeronautical information/
AIRAC and paper AIP.
data will be implemented. The Navigation Aid changes
eWAS
19CHARTING THE FUTURE
Medium-Term with customers. The availability of BENEFITS OF ICAO eTOD APPLICATIONS
2018–2022 eTOD will continue to expand.
SNOWTAM
Aeronautical chart production
NOTAMJ will be replaced with the NAV CANADA AIM will provide
Designed to be data driven
ICAO format SNOWTAM. Digital data-dependent systems Instrument procedure design
NOTAM will replace the current with high-quality, timely ICAO standard ensures global
Minimum safe altitude warning systems
free text message composition aeronautical information in recognition
format. Customer eTOD the form of digital data based Ground proximity warning systems
Reporting by runway thirds
requirements and the associated on structured databases and
business case continues to be geographic information systems Emergency contingency procedures
By definition expires after 24 hours
developed in full collaboration enabling improved search and Advanced surface movement guidance
presentation capabilities. and control systems
Approach path monitoring
The automation of the land use assessment process, which determines the impact of man-made
Air-ground automated coordination
obstacles, such as wind turbines, on aviation, will enhance flight safety.
(trajectory based operations)
ACRONYM TABLE NOTAM SERIES
AIRAC Aeronautical Information eRCAP Electronic Restricted A Aerodrome/Movement M Military Flight Safety
Regulation and Control Canada Air Pilot or Landing Area
N NAVAID
DAH Designated Airspace eTOD Electronic Terrain and B ATC Facilities and Services
Handbook Obstacle Data O Other Aeronautical Information
C Special Uses Airspace
EAD European Aeronautical eWAS Electronic Water P Procedural
Database Aerodrome Supplement D Obstruction
S SNOWTAM
eAIP Electronic Aeronautical PED Portable Electronic Device E Airspace
V ASHTAM
Information Publication NOTAM ICAO format NOTAM G GNSS
W Database Corrections
eCAP Electronic Canada Air Pilot (Notice to airmen) H Chart Corrections
Y Test
eCFS Electronic Canada Flight RSC Runway Surface Condition J Special Notices
Supplement SNOWTAM A NOTAM series addressing Z Airway
ePUB Electronic Publications snow, ice, slush on
movement areas
NOTAMJ is a Canadian special-series NOTAM that contains Additions, withdrawals and amendments to published aeronautical
information related to the condition and braking action of runway information are distributed under the regulated system AIRAC which
surfaces in relation to published criteria. provides advance notification of changes to aeronautical information
based on an established series of common effective dates.
20AIR NAVIGATION SYSTEM PLAN 2015
AIM TIMEFRAME
Research the concept of
providing downloadable
electronic charts
Electronic publications product B0-DATM*
line expanded to include the
eCFS by province
B0-DATM* Canadian NOTAM
converted to ICAO format NOTAMJ replaced with
with geo-referencing ICAO SNOWTAM
AIP online B0-DATM* B0-DATM*
B0-DAIM*
Research with vendor
Canadian partners the concept Digital NOTAM
Manual and automated NOTAM format
interface for RSC of print on demand Implemented
decommissioned B0-DATM* B0-DATM*
continue to be
expanded
B0-DATM*
B1-SWIM
SHORT-TERM MEDIUM-TERM
2015 2016 2017 2018 2019 2020 2021 2022
NOTAM
ePUBS
eAIP Database
eTOD
AIS to AIM
AIS AIM The availability of eTod
Quality Management Optimize Process data will continue to be
B0-DATM* Staff Qualification expanded geographically
Information Lifecycle B0-DATM*
B0-DATM* SWIM
eAIP
General (GEN) Automated support Tools
Section available Aeronautical data available Coordinate Across Services
B0-DATM* on PEDs expanded to Operationalize Business Unit
additional vendors Mission Essential Service
B0-DATM* eAIP B0-DATM*
eTOD project start Aerodromes (AD)
B0-DATM* Section available
AIXM B0-DATM* AIRAC, CFS, WAS and DAH
Continue to populate replaced by eAIP
eTOD business case data into the AIXM B0-DATM*
developed in full consultation model
with all stakeholders B0-DATM*
B0-DATM* Network Information Management
B0-DATM*
AIXM
eAIP Enroute (ENR) Move to AIXM 5.1
Section avalable B0-DATM*
B0-DATM*
Digital NOTAM will integrate aeronautical data into a
comprehensive data management system providing more
standardized and consolidated information to our customers.
Note: *See explanation of mapping to ICAO Aviation System Block Upgrades on page 1.
21CHARTING THE FUTURE 22
AIR NAVIGATION SYSTEM PLAN 2015
6 AVIATION WEATHER
Overview
NAV CANADA provides aviation weather services through the distribution of aviation weather reports and
forecasts prepared primarily by the Meteorological Service of Canada. These products are available through
numerous means including the NAV CANADA aviation weather website. Efforts continue to improve pilot
awareness and understanding of available enroute and pre-flight weather services, such as digital weather
camera information, which is available throughout Northern and remote service areas either online or by
contacting the local FIC.
The AWWS is being replaced by CFPS which will be designed to provide weather, NOTAM, aeronautical, weather camera and flight plan
information to both internal and external users. Flight service specialists, air traffic controllers, pilots and dispatchers will be able to view,
use and share the same weather and flight plan information, allowing for collaboration between all stakeholders.
Short-Term 2015–2017 deployment of CFPS, allowing over the next two years. HWOS service is expanding to another
CFPS data will be displayed as external users to file, cancel, will be implemented in all human 70 sites by 2017. A back-up plan
geo-referenced information, delay, or change flight plans has weather observation sites (over will be developed for AWOS
allowing users to make decisions been completed. The weather 160); including NAV CANADA part capabilities which focuses on
using all information for their elements will be gradually added time staffed facilities (e.g. CWOs, two main strategies: direct access
route of flight. The initial as CFPS continues to evolve FICs, FSS and TWRs). The aviation to sensor equipment in the event
weather forecast production of an AWOS outage and the
system will gradually introduce provision of back-up to ensure the
At part-time units HWOS will soon automatically transmit the same semi-automated TAFs by the continuous provision of weather
data as that collected by an LWIS (i.e. wind, altimeter, temperature end of 2016. WX Cams provide observations or sensor data; and
and dewpoint) directly to NAV CANADA systems such as the images of current conditions to ensure the weather sensor
NAV CANADA weather website, and those used by the FICs and at more than 150 sites across data continues to be available to
ACCs by issuing an hourly LWIS-type message during the closed Canada, 146 of which are currently ATM systems in the event of other
hours of these locations. available through AWWS. This weather system failures.
23CHARTING THE FUTURE
connect to the system. The observation sites over the
WX Cams provide near real-time images of weather and visibility inclusion of voice broadcast next few years, thus replacing
conditions, accessible through the NAV CANADA weather to some or all part-time HWOS the helium balloons which will
website. The high resolution, colour image is updated every ten sites (i.e. LWIS capability) will be improve the quality and cloud
minutes, using a wide-angle perspective, and can be overlaid assessed. The move towards height accuracy of the weather
with height and distance markers that reference key elements a fully-automated TAF is an reports, especially in the northern
of the landscape. ongoing activity that will proceed regions, and improve cost
as evolving technologies allow efficiency due to the dwindling
and in consideration of customer helium supply. Included with this
Medium-Term Information and updates will requirements. Ceilometers is the transfer of responsibility
be available using modern
2018–2022 technology (e.g. weather and
are planned to be installed at for equipment maintenance from
all remaining human weather MSC to NAV CANADA.
Once CFPS is fully implemented, NOTAM updates for enroute
AWWS is expected to be aircraft available using a mobile
decommissioned; at which point device such as smartphones TAF is a format for reporting aviation weather forecast information.
those looking to access online or tablets). Enhancements to TAFs apply to a five statute mile radius from the center of the
weather reporting will require a AWOS will be pursued, including airport runway complex and are prepared for approximately
username and password for CFPS applying advances in Wx Camera 180 aerodromes across Canada and are generally prepared four
(a pilot, controller, flight service sensor technology. The HWOS times daily with periods of validity up to a maximum of 30 hours.
specialist or dispatch credentials or is designed to be expandable,
license number will be required). allowing future sensors to
AVIATION WEATHER TIMEFRAME
Install standalone sensor
equipment in the event of Develop a backup plan to ensure
an AWOS outage weather sensor data is available
B0-AMET* to ATM Systems in the event of
CFPS data displayed as other weather system failures
geo-referenced with Flight B0-AMET*
Plan information
B0-AMET* Data available
LWIS capability will on mobile PED
be installed on all B0-AMET*
part-time HWOS units
B0-AMET*
SHORT-TERM MEDIUM-TERM
2015 2016 2017 2018 2019 2020 2021 2022
AWOS/LWIS
CFPS
Ceilometers
HWOS
TAF
WX Cam
HWOS deployed at Based on a business case Semi-automated TAFs Ceilometers will be installed at all
over 160 sites supported strategy expand the B0-AMET* remaining human observation sites
B0-AMET* deployment of 70 WX Cams B1-AMET*
B0-AMET*
Note: *See explanation of mapping to ICAO Aviation System Block Upgrades on page 1.
24AIR NAVIGATION SYSTEM PLAN 2015
ACRONYM TABLE
ACC Area Control Centre CWO Contract Weather Office LWIS Limited Weather Information PED Portable Electronic Device
AWOS Automated Weather HWOS Human Weather System TAF Aerodrome Forecast
Observation System Observation System MSC Meteorological Service TWR Tower
AWWS Aviation Weather Web Site FIC Flight Information Centre of Canada
WX Cam Digital Weather Cameras
CFPS Collaborative Flight FSS Flight Service Specialist NOTAM Notice to Airmen
Planning System
Jordan Tan / Shutterstock.com
About ASBU It must be stressed that a Block’s FICE FF/ICE-Flight and Flow Modules are identified by a Block
availability milestone is not the Information for the number and a Thread acronym as
An Aviation System Block same as an implementation Collaborative Environment illustrated below.
Upgrade designates a set deadline. For example Block 0’s DATM Digital Air Traffic
of improvements that can availability milestone is set at Management
be implemented globally 2013 but the implementation is Module B0-APTA
to enhance ATM System SWIM System-Wide Information
expected to be achieved over Management
performance. A block is made the 2013–2018 timeframe. This
up of modules representing a AMET Advanced Meteorological
principle applies to all Blocks. Information Block Number = B0
specific improvement providing
a performance benefit. Modules FRTO Free Route Operations
A series of dependent Modules Thread Acronym = APTA
are grouped in blocks based on across consecutive Blocks is NOPS Network Operations
the date of their availability for identified as a “Thread”. Thread ASUR Alternative Surveillance
deployment as follows: acronyms are depicted in the ASEP Airborne Separation
following table.
Block 0: available now OPFL Optimum Flight Levels
Block 1: available to be ACAS Airborne Collision Avoidance
APTA Airport Accessibility
deployed globally Systems
from 2018 WAKE Wake turbulence Separation
SNET Safety Nets
Block 2: available to be RSEQ Runway Sequencing
CDO Continuous Decent
deployed globally SURF Surface Operations Operations
from 2023 ACDM Airport Collaborative TBO Trajectory-Based Operations
Block 3: available to be Decision-Making
CCO Continuous Climb
deployed globally RATS Remote Air Traffic Services Operations
from 2028 and beyond
RPAS Remotely Piloted Aircraft
Systems
25CHARTING THE FUTURE
APPENDIX A: ICAO AVIATION SYSTEM
BLOCK UPGRADES SUMMARY TABLE
Performance Improvement Area 1: Airport Operations
Block 0 (now) Block 1 (2018) Block 2 (2023) Block 3 (2028 onward)
Airport Accessibility – APTA
B0-APTA B1-APTA
Optimization of Approach Procedures Optimised Airport Accessibility
including vertical guidance This is the next step in the universal
This is the first step toward universal implementation of GNSS-based
implementation of GNSS-based approaches.
approaches.
Wake turbulence Separation – WAKE
B0-WAKE B1-WAKE B2-WAKE
Increased Runway Throughput Increased Runway Throughput through Advanced Wake Turbulence
through Optimized Wake Dynamic Wake Turbulence Separation Separation (Time-based)
Turbulence Separation Improved throughput on departure and The application of time-based
Improved throughput on departure and arrival runways through the dynamic aircraft-to-aircraft wake separation
arrival runways through the revision of management of wake vortex separation minima and changes to the procedures
current ICAO wake vortex separation minima based on the real-time the ANSP uses to apply the wake
minima and procedures. identification of wake vortex hazards. separation minima.
Runway Sequencing – RSEQ
B0-RSEQ B1-RSEQ B2-RSEQ B3-RSEQ
Improved Traffic Flow through Improved Airport operations Linked AMAN/DMAN Integrated AMAN/DMAN/SMAN
Sequencing (AMAN/DMAN) through Departure, Surface and Synchronised AMAN/DMAN will Fully synchronized network
Time-based metering to sequence Arrival Management promote more agile and efficient management between departure
departing and arriving flights. Extended arrival metering, Integration en-route and terminal operations. airport and arrival airports for all
of surface management with departure aircraft in the air traffic system at
sequencing bring robustness to runway any given point in time.
management and increase airport
performances and flight efficiency.
Surface Operations – SURF
B0-SURF B1-SURF B2-SURF
Safety and Efficiency of Surface Enhanced Safety and Efficiency of Optimized Surface Routing and Safety
Operations (A-SMGCS Level 1-2) Surface Operations – SURF, SURF IA Benefits (A-SMGCS Level 3-4 and SVS)
Airport surface surveillance for ANSP. and Enhanced Vision Systems (EVS) Taxi routing and guidance evolving to
Airport surface surveillance for ANSP trajectory based on ground/cockpit
and flight crews with safety logic, monitoring and data link delivery of
cockpit moving map displays and clearances and information. Cockpit
visual systems for taxi operations. synthetic visualisation systems.
Airport Collaborative Decision Making – ACDM
B0-ACDM B1-ACDM
Improved Airport Operations Optimized Airport Operations
through Airport – Collaborative through Airport – CDM
Decision-Making (CDM) Airport operational improvements
Airport operational improvements through the way operational partners
through the way operational partners at airports work together.
at airports work together.
Remote Air Traffic Services – RATS
B1-RATS
Remotely Operated Aerodrome Control
Remotely operated Aerodrome Control
Tower contingency and remote
provision of ATS to aerodromes through
visualisation systems and tools.
26AIR NAVIGATION SYSTEM PLAN 2015
Performance Improvement Area 2: Globally Interoperable Systems and Data –
Through Globally Interoperable System Wide Information Management
Block 0 (now) Block 1 (2018) Block 2 (2023) Block 3 (2028 onward)
Flight and Flow Information for a Collaborative Environment (FF/ICE) – FICE
B0-FICE B1-FICE B2-FICE B3-FICE
Increased Interoperability, Efficiency Increased Interoperability, Efficiency Improved Coordination through Improved Operational Performance
and Capacity through Ground-Ground and Capacity though FF-ICE, Step 1 multicentre Ground-Ground through the introduction of Full FF-ICE
Integration application before Departure Integration: (FF-ICE/ 1 and Flight All data for all relevant flights
Supports the coordination of Introduction of FF-ICE step 1, to Object, SWIM) systematically shared between air and
ground-ground data communication implement ground-ground exchanges FF-ICE supporting trajectory-based ground systems using SWIM in support
between ATS units (ATSU) based on using common flight information operations through exchange of collaborative ATM and trajectory-
ATS Inter-facility Data Communication reference model, FIXM, XML and the and distribution of information based operations.
(AIDC) defined by ICAO Document 9694. flight object used before departure. for multicentre operations using
flight object implementation and
Implementation and Interoperability
(IOP) standards.
Digital Air Traffic Management – DATM
B0-DATM B1-DATM
Service Improvement through Digital Service Improvement through
Aeronautical Information Management Integration of all Digital
Initial introduction of digital processing ATM Information
and management of information, by the Implementation of the ATM information
implementation of AIS/AIM making use reference model integrating all
of Aeronautical Information Exchange ATM information using UML and
Model (AIXM), moving to electronic enabling XML data representations
AIP and better quality and availability and data exchange based on
of data. internet protocols with WXXM for
meteorological information.
System Wide Information Management – SWIM
B1-SWIM B2-SWIM
Performance Improvement through Enabling Airborne Participation in
the application of System-Wide collaborative ATM through SWIM
Information Management (SWIM) Connection of the aircraft an information
Implementation of SWIM services node in SWIM enabling participation
(applications and infrastructure) creating in collaborative ATM processes with
the aviation intranet based on standard access to rich voluminous dynamic data
data models, and internet-based including meteorology.
protocols to maximise interoperability.
Advanced Meteorological Information – AMET
B0-AMET B1-AMET B3-AMET
Meteorological information supporting Enhanced Operational Decisions Enhanced Operational Decisions
enhanced operational efficiency through Integrated Meteorological through Integrated Meteorological
and safety Information (Planning and Medium- Information (Medium-Term and
Global, regional and local meteorological Term Service) Immediate Service)
information provided by world area Meteorological information supporting Meteorological information supporting
forecast centres, volcanic ash advisory automated decision process or aids both air and ground automated decision
centres, tropical cyclone advisory centres, involving: meteorological information, support aids for implementing weather
aerodrome meteorological offices and meteorological translation, ATM impact mitigation strategies.
meteorological watch offices in support of conversion and ATM decision-making
flexible airspace management, improved support.
situational awareness and collaborative
decision making, and dynamically-
optimized flight trajectory planning.
27CHARTING THE FUTURE
Performance Improvement Area 3: Optimum Capacity and Flexible Flights – Through Global Collaborative ATM
Block 0 (now) Block 1 (2018) Block 2 (2023) Block 3 (2028 onward)
Free route Operations – FRTO
B0-FRTO B1-FRTO
Improved Operations through Improved Operations through
Enhanced En-Route Trajectories Optimized ATS Routing
To allow the use of airspace which Introduction of free routing in defined
would otherwise be segregated (i.e. airspace, where the flight plan is not
military airspace) along with flexible defined as segments of a published
routing adjusted for specific traffic route network or track system to
patterns. This will allow greater facilitate adherence to the user-
routing possibilities, reducing potential preferred profile.
congestion on trunk routes and busy
crossing points, resulting in reduced
flight length and fuel burn.
Network Operations – NOPS
B0-NOPS B1-NOPS B2-NOPS B3-NOPS
Improved Flow Performance Enhanced Flow Performance through Increased user involvement in the Traffic Complexity Management
through Planning based on a Network Operational Planning dynamic utilization of the network. Introduction of complexity management
Network-Wide view ATFM techniques that integrate the Introduction of CDM applications to address events and phenomena
Collaborative ATFM measure to regulate management of airspace, traffic flows supported by SWIM that permit airspace that affect traffic flows due to physical
peak flows involving departure slots, including initial user driven prioritisation users to manage competition and limitations, economic reasons or
managed rate of entry into a given piece processes for collaboratively defining prioritisation of complex ATFM solutions particular events and conditions by
of airspace for traffic along a certain ATFM solutions based on commercial/ when the network or its nodes (airports, exploiting the more accurate and
axis, requested time at a way-point or operational priorities. sector) no longer provide capacity rich information environment of a
an FIR/sector boundary along the flight, commensurate with user demands. SWIM-based ATM.
use of miles-in-trail to smooth flows
along a certain traffic axis and re-routing
of traffic to avoid saturated areas.
Alternative Surveillance – ASUR
B0-ASUR
Initial Capability for
Ground Surveillance
Ground surveillance supported
by ADS-B OUT and/or wide area
multilateration systems will improve
safety, especially search and rescue
and capacity through separation
reductions. This capability will be
expressed in various ATM services,
e.g. traffic information, search and
rescue and separation provision.
Airborne Separation – ASEP
B0-ASEP B1-ASEP B2-ASEP
Air Traffic Situational Increased Capacity and Efficiency Airborne Separation (ASEP)
Awareness (ATSA) through Interval Management Creation of operational benefits through
Two ATSA (Air Traffic Situational Interval Management (IM) improves temporary delegation of responsibility to
Awareness) applications which will the management of traffic flows and the flight deck for separation provision
enhance safety and efficiency by aircraft spacing. Precise management of with suitably equipped designated
providing pilots with the means to intervals between aircraft with common aircraft, thus reducing the need for
achieve quicker visual acquisition or merging trajectories maximises conflict resolution clearances while
of targets: airspace throughput while reducing reducing ATC workload and enabling
• AIRB (Enhanced Traffic Situational ATC workload along with more efficient more efficient flight profiles.
Awareness during Flight Operations). aircraft fuel burn.
• VSA (Enhanced Visual Separation
on Approach).
Optimum Flight Levels – OPFL
B0-OPFL
Improved access to Optimum Flight
Levels through Climb/Descent
Procedures using ADS-B
This prevents an aircraft being trapped
at an unsatisfactory altitude and thus
incurring non-optimal fuel burn for
prolonged periods. The main benefit
of in-trail procedure (ITP) is significant fuel
savings and the uplift of greater payloads.
continued on next page
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