Airspace 31 Q4 2015

journal of the civil air navigation services organisation

ISSUE 31 QUARTER 4 2015

Working together to strengthen ATM cyber security journal of the civil air navigation services organisation

ADS-B to transform Brazilian airspace Kazakhstan’s drive for efficiency Engaging local communities

PLUS: Environmental case studies, latest update on NextGen from FAA, next steps for COOPANS, research and development in Asia Pacific, the evolution of flow management and the latest news

TRAFFIC JAM AHEAD. PLAN ACCORDINGLY.

Transforming the air traffic management (ATM) system is essential for improving safety, efficiency and the environment around the globe.

Boeing is fully committed and uniquely qualified to help make ATM transformation a reality. It’s the right time and Boeing is the right partner.

CONTENTS services organisation journal of the civil air navigation

ISSUE 31 QUARTER 4 2015

Working together to strengthen AtM cyber security services organisation journal of the civil air navigation

ce ADS-B to transform Brazilian airspa Kazakhstan’s drive for efficiency Engaging local communities

FAA, latest update on NextGen from PLUS: Environmental case studies, and development in Asia Pacific, next steps for COOPANS, research nt and the latest news the evolution of flow manageme

Front Cover Image © Sashkin

Airspace No. 31 ISSN number 1877 2196 Published by CANSO, the Civil Air Navigation Services Organisation Transpolis Schiphol Airport Polaris Avenue 85e 2132 JH Hoofddorp The Netherlands Telephone: +31 (0)23 568 5380 Fax: +31 (0)23 568 5389 Editorial content:

Quentin Browell Quentin.browell@canso.org Advertisement Manager:

Gill Thompson gill.thompson@canso.org Telephone: +44 (0)1273 771020 Design:

IN THIS ISSUE Director General

FOCUS ON KAZAKHSTAN

5 Jeff Poole says the industry must work together to ensure safe operations and prevent malicious threats.

20 Ruslan Magzumov, Managing Director of Kazaeronavigatsia, says international standards are informing its strategy.

CYBER SECURITY 6 Defeating the threat of cyber attacks requires a pan-industry approach that introduces security layers from the outset. air traffic flow management

Letter from America 24 Teri Bristol, Chief Operating Officer of the Federal Aviation Administration’s Air Traffic Organization describes recent successes in NextGen. COOPANS

9 The central flow management unit concept has evolved to play a crucial role in future European ATM development.

27 The COOPANS Alliance opens the door to ANSP partnerships and a harmonised future.

SUSTAINABILITY

ATM Research institute

12 Ian Jopson, Head of Environmental and Community Affairs at NATS, says local communities must be involved in the airspace planning process.

30 Singapore’s Air Traffic Management Research Institute is playing a leading role in preparing Asia Pacific for a massive growth in air travel.

ENVIRONMENT: CASE STUDIES

ATM NEWS

14 Improving all phases of flight will enable ANSPs to assist airlines in reducing emissions.

32 The latest news from CANSO Members and the industry.

SPOTLIGHT: BRAZIL 17 Implementing ADS-B in the Campos Basin is a fundamental next step in DECEA’s plans, says Daniel Marinho.

Mark Chivers

The entire contents of this publication are protected by copyright, full details of which are available from the publishers. All rights reserved.

No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form or by any other means, electronic, mechanical, photocopying, recording or otherwise, without prior permission of the publishers. The views and opinions in this publication are expressed by the authors in their personal capacity and are their sole responsibility. Their publication does not imply that they represent the views or opinions of CANSO and must not be interpreted as such.

The reproduction of advertisements in this publication does not in any way imply endorsement by CANSO of the products and services referred to herein.

The CANSO Executive Committee APC3: Asia Pacific CANSO CEO Committee EC3: European CANSO CEO Committee MEC3: Middle East CANSO CEO Committee LAC3: Latin America and Caribbean CANSO CEO Committee AFC3: Africa CANSO CEO Committee

Paul Riemens

Chair, CANSO and Chief Executive Officer LVNL

Micilia AlbertusVerboom

Ehab Azmy

Miroslav Bartos

Teri Bristol

Thabani Mthiyane

Kevin Shum

Ed Sims

Marc Viggiano

Chair, LAC3 and Director General DC-ANSP

Chair, MEC3 and Chairman NANSC

Chair, EC3 and CEO LPS SR š. p.

Member at Large and Chief Operating Officer FAA ATO

Morten Dambaek

Member at Large and CEO Naviair

© Copyright CANSO 2015

Rudy Kellar

civil air navigation services organisation

Member at Large and Executive Vice President NAV CANADA

Chair, AFC3 and CEO ATNS

Chair, APC3 and Director General CAAS

Member at Large and CEO Airways New Zealand

Associate Member Representative and President Emeritus Saab Sensis Corporation

AIRSPACE

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FROM THE DIRECTOR GENERAL

civil air navigation services organisation

Recent events in Paris and Egypt have caused us all to reflect on how we can prevent malicious attacks that can cause loss of life and disruption. We live in uncertain and dangerous times and the aviation industry must make all efforts to defend its aircraft, infrastructure and operating systems from such attacks. Safety and preventing loss of life is quite rightly the industry’s number one priority and I make no apology for repeating this again and again.

For the air traffic management industry, our prime responsibility is the safe separation of aircraft and it follows that we need to defend against any threat that puts this responsibility at risk. As well as the physical security of ATM installations and staff, we must defend against the very real and increasing risk of cyber attack on our systems and infrastructure.

Aviation is crucial to the global economy. It provides access to markets, enhances connectivity and boosts GDP. As we saw with the volcanic eruption in Iceland, disruption can result in significant economic and social consequences. And the experience of other industries demonstrates that a successful cyber attack can cost hundreds of millions of dollars and severely undermine confidence in that industry or company.

ATM is potentially vulnerable as we become increasingly reliant on the exchange of data and on shared networks, computing infrastructures and operations. The safety-critical nature of ATM means that services and data must be safe, reliable and trusted.

The key to tackling the cyber threat to ATM is assessing the vulnerability of systems and processes and taking a holistic and risk-based approach. CANSO is helping its ANSP Members develop and implement effective strategies. CANSO’s Cyber Security and Risk Assessment Guide urges ANSPs to: conduct a cyber risk assessment to understand the risks to systems, assets, data and capabilities; identify the key assets that need to be protected; and develop resiliency in case of cyber attack.

Coordination and collaboration with industry partners is critical. Organisations must be able to trust their partners not to introduce vulnerabilities or new threats. Each industry partner must take every step possible to ensure the integrity of our systems.

We must also share intelligence about threats and risks in a secure and confidential manner. The information sharing and analysis centre (ISAC) concept, now being implemented in the US and Europe, is a move in the right direction.

States have an important role. The Civil Aviation Cyber Security Action Plan, signed in 2014 by CANSO and other partners, ensures that all industry stakeholders promote a coherent and consistent approach to cyber security.

Through ICAO, we need to encourage the adoption of international standards and industry best practices, and help build information sharing mechanisms.

We are all in this together; only together will we defend our industry against malicious threats. We can only do that with real actions and deliverables, such as best practice guidance, new standards and procedures and a great deal of awareness training and preparation.

Jeff Poole CANSO Director General

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Cyber security

Credit: ©everythingpossible

Shared approach to cyber security

Defeating the threat of cyber attacks requires a pan-industry approach that introduces security layers from the outset.

The goal for global aviation is to become a “system of systems”, with all relevant air traffic information shared seamlessly to support collaborative decision-making.

The major ATM modernisation programmes – Europe’s SESAR, NextGen in the US and Japan’s CARATS – have all been designed with this in mind. These programmes invariably demand greater information sharing through the increased use of common networks and standards.

While there are clear benefits to this approach, it makes ATM increasingly vulnerable to cyber attack. And the potential damage a successful cyber attack would cause is devastating: • It could be sufficient to close the skies to air traffic for prolonged periods.

• It could lead to “knock-on” failures across connected systems or common components.

• It could erode trust in new systems and concepts, potentially limiting their successful deployment.

“Countering the threat of cyber attacks must be a collective top priority,” says Jeff Poole, CANSO’s Director General. “One 6 QUARTER 4 2015

AIRSPACE

of our most important duties as an industry is to preserve and defend the aviation value chain against anything that puts the aviation eco-system at risk.”

Coherent and consistent The mutual dependence of each player in the aviation value chain makes partnership the cornerstone of a successful cyber security strategy.

“Organisations must be able to trust their partners not to introduce vulnerabilities or new threats,” Poole notes. “We are only as secure as our weakest link. Each of us therefore owes it to the other industry partners to take every step possible to ensure the integrity of our systems.”

ANSPs, working through CANSO, have recognised this fact and a positive start has been made.

The Civil Aviation Cyber Security Action Plan and accompanying roadmap, for example, has been signed by several industry associations alongside CANSO, including ICAO. The goal of the Action Plan is to ensure that all industry stakeholders promote a

Space Regulations coherent and consistent approach to cyber security. An Industry High-level Group is working with ICAO to develop collaborative approaches to cyber security and will present a progress report to the 39th ICAO Assembly in September 2016.

The report will contain a set of recommendations for the industry and regulators. “It is hoped that, through ICAO, we can encourage the adoption of international standards and industry best practices and help build trust in networks and information sharing mechanisms so that all stakeholders will have confidence in the security of the global aviation system,” says Poole.

CANSO has also produced specific guidelines for the ATM community. The Cyber Security and Risk Assessment Guide contains such practical guidance for ANSPs as conducting a cyber risk assessment as a first step to understanding and managing the vulnerabilities in systems, assets, data and capabilities.

It recommends that ANSPs identify the key assets that need to be protected and develop resiliency in case of cyber attack.

CANSO is further disseminating its recommendations on cyber security through workshops and sharing best practice. And there is also the industry-wide information-sharing and analysis centre (ISAC) concept, now being implemented in the US and Europe.

This allows intelligence about threats and risks to be shared in a secure and confidential manner and is another move in the right direction.

A new approach Matt Shreeve, Senior Consultant at Helios, warns that while partnership underpins the answer to the cyber threat, it is not a magic bullet that can overcome all cyber security challenges.

Make it law?

Matt Shreeve, Senior Consultant at Helios throws an interesting question into the cyber security debate: should the disclosure of a cyber attack be made obligatory for the aviation community?

“The probability of attack on a network can only be accurately assessed if attacks on neighbouring networks are known,” he says. “However, cyber incident reporting is poor in aviation at the moment, meaning risk assessments are often guesswork. Improved disclosure and reporting will therefore help by providing better statistics.

“Disclosure laws in other industries and countries support this: the media impact of new stories eventually drops off, so the ‘shaming’ effect attenuates even as the evidence base for improved cyber security improves.”

A strategy has to be agreed that can keep the industry ahead of the hackers.

Shreeve champions a new approach that ensures the development and implementation of appropriate security layers from the outset. This way, aviation can avoid the mistakes made in other industries when technology was assumed to be the only answer.

“The foundation needs to be a corporate policy and management system as cyber security is as much an organisational issue as a technical issue,” Shreeve says.

“Knowing your critical operational and business functions and assets, their connectivity and exposure, and your own riskbenefit tolerance are essential enablers.”

Although this approach is a cornerstone of CANSO’s cyber security recommendations, it is nevertheless a challenging proposition.

To begin with, understanding assets and information flow is a multi-disciplinary activity. There are operational, strategic and technical perspectives to consider – this is not just an IT problem and must involve the whole organisation.

And then, once assets have been identified, they can be no the loss of that asset would have – such as loss of real-time flight information or communication functions.

Credit: ©GKSD

It can be a very complex calculation that depends on many factors, not least the extent of the threat. And the latter is an x-factor that makes it very difficult to judge appropriate responses and resource allocation.

Detection as well as protection is becoming the new mantra.

Ultimately, the provision of end-to-end services usually involves a broad range of assets, which is why they need to be studied and evaluated before a cyber security strategy is put in place.

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Cyber security Shreeve makes it clear that cyber security strategy shouldn’t start with building in layers of technology safeguards. “Firewalls are almost the last piece of the cyber puzzle!” he counsels.

A sense of control Indeed, one argument suggests firewall are not sufficient on their own. Detection as well as protection is becoming the new mantra. The reasoning is simple: detecting brings back the advantage to the good guys.

A hacker is looking for just one vulnerability. And that vulnerability only needs to be exploited once. System defences, on the other hand, have to be designed to protect everything 24/7. In other words, attacking is cheap and easy, defending is costly and difficult.

A specific threat CANSO is addressing specific cyber threats. A case in point is the CANSO task force on automatic dependent surveillance – broadcast (ADS-B) security, which has been studying the security vulnerabilities in the technology with a view to recommending solutions or defensive measures.

Its work typifies the challenge of vulnerability facing ATM. Many of the traditional communications, navigation, and surveillance (CNS) and ATM systems were designed for operational excellence and so have open unencrypted technology whereby data, including aircraft ID, altitude, position, bearing and speed can be received by any airborne or ground-based receiver.

But if detection as well as protection is emphasised, an organisation can begin to regain some sense of control. Any hacking attempts could be quickly identified through constant monitoring, potentially enabling the source of the attack to be traced and generating critical information.

As Shreeve puts it: “Cyber security is the cost of doing business in the modern, interconnected world. We know there is a cost if passengers lose trust in the aviation system.

This is not to say that firewalls are not needed or that cyber security can be achieved cheaply.

“Cyber security is a challenge, but one that can be addressed cost-effectively if the industry works together,” he concludes.

The Air Traffic and Navigation Services SOC Limited (Reg No 1993/004150/06) (ATNS) provides air traffic services throughout the country and is responsible for the provision of the system infrastructure necessary to ensure a safe and effective service.

Appointment of an External Aviation Safety Expert who will Provide an Independent Review of the Safety Management System (Plus All Its Processes) and Ascertain what Management Interventions are Adequate to Address Air Traffic Management Safety in Line with Best Practices Reference No: RFQ/SRA/25/11/2015 The RFQ/SRA/25/11/2015 document is downloadable from the ATNS website: http//www.atns.co.za or available electronically on request, in Word format, between 09:00 and 16:00 (CAT) daily from 30 November 2015 to 14 January 2016 from ATNS Head Office, Eastgate Office Park, Block C, South Boulevard Road, Bruma, 2198, Johannesburg, South Africa.

The closing date and time for the submissions of proposals is 15 January 2016 at 16:00 (CAT).

Proposals are to be submitted in the tender box, Reception, Ground Floor, ATNS, Eastgate Office Park, Block C, South Boulevard Road, Bruma, 2198, Johannesburg, South Africa.

Printed and bound documents of the proposal, 1 (one) original hard copy and 2 (two) copies; and 1 (one) electronic copy (on CD/memory stick) in PDF format are required (delivered to the reception). No proposals forwarded by telegram, telex, facsimile, e-mail or similar medium will be considered. Late applications will, regrettably, not be accepted.

Tender responses sent by post or courier must reach this office at least 36 hours before the closing date as specified, to be deposited into the tender box. Failure to comply with this requirement will result in the proposal/tender response being treated as a “late proposal/response” and will not be entertained. Such proposals will be returned to the respective bidders.

To request application documents and additional information, please contact the Procurement Specialist, Jean Makaya-Moyane, tel. (011) 607-1158 or via e-mail: JeanM@atns.co.za Closing date: 15 January 2016 Human Communications 123309

Space AIR TRAFFIC Regulations flow management

Going with the flow The central flow management unit concept has evolved to play a crucial role in future European ATM development.

Back in the mid-1990s, delays in European air traffic frequently made the headlines in the media, especially in peak seasons.

The principal reason for these delays – which reached an average of close to two minutes per flight – was the fact that every country had a national approach to route structures and compounded the problem through insufficient cooperation.

Unsurprisingly, this led to a number of system inefficiencies given the continent-wide operational requirements of the airspace users.

An important step to resolving this situation was taken in 1995 with the creation of a single Central Flow Management Unit (CFMU) at EUROCONTROL’s Brussels headquarters. This helped not only to optimise the airspace capacity and eliminate the chronic delays but also to significantly improve cooperation among all stakeholders, including ANSPs, aircraft operators, airports and the military.

“New concepts had to be invented, the first systems designed from a blank sheet, the operational procedures developed by brainstorming and the imagination of the first practitioners,” reveals Joe Sultana, Director Network Manager.

“The CFMU has played a vital role over 20 years to reduce the impact of these events on the flow of air traffic,” says Jeff Poole, CANSO’s Director General. “Its role is critical to increase the resilience of the network and mitigate the impact on air traffic control by, for example, sharing information and rerouting flights.”

Three phases Over the two decades of its existence, the CFMU has played a central role in developing air traffic flow management (ATFM) in Europe, a concept that evolved into air traffic flow and capacity management (ATFCM) in the early 2000s.

The purpose of flow management is to balance the demand for flights with airspace capacity over the short and long term. It also helps with the timely reaction to major events, both known and unknown right up to the day of operations.

ATFCM is divided into three phases. The strategic phase can begin more than a year in advance, according to EUROCONTROL, when it “consolidates the air traffic forecasts

Credit: NATS

The CFMU centralises flight planning and airspace data and manages air traffic flows across the EUROCONTROL Member

States and one cooperating State (Morocco). With the CFMU in place, disruptions to air traffic management caused by severe weather conditions, technical failures, industrial actions and even a volcanic ash cloud were kept to a minimum.

The CFMU has helped reduce delays across Europe.

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QUARTER 4 2015 9

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AIR TRAFFIC flow management issued by the airlines and the capacity plans issued by the air traffic control centres and airports”. Specific events that may cause congestion (such as sporting events or summer holiday traffic) are identified and operational solutions proffered.

Six days before real-time operations, a pre-tactical phase begins.

An intense collaborative process involving all stakeholders leads to the formulation of a daily plan. On the day of operations – the tactical phase – this daily plan is monitored and updated based on real-time information flow. Typical amendments include reroutings to avoid bottlenecks and alternative flight profiles in an attempt to maximise flight efficiency and make the best use of the available capacity.

Network Manager The CFMU’s work was key to the European Union’s 2011 decision to nominate EUROCONTROL as the Network Manager until end 2019 with network functions defined by Single European Sky (SES) legislation. This led to the establishment of the network manager operations centre (NMOC) – the modern version the CFMU – and the network operations plan (NOP).

NMOC has its main operation centre at Haren, Brussels and a back-up centre in Brétigny-sur-Orge near Paris. It delivers such core operational services as flight planning, information

Flow management worldwide Modern technologies that enable cost–efficiency and tailored, flexible, decentralised air traffic flow management applications are being implemented worldwide.

The Dutch Caribbean Air Navigation Service Provider (DCANSP), for example, is partnering with Airbus ProSky for a comprehensive ATFM deployment. The project is in the first study phase but ultimately will pave the path for an efficient and tailored ATFM solution that addresses the issues and trends within DC-ANSP airspace.

“The study will be key to assessing what air traffic flow issues we might have over the coming decades,” says Jacques Lasten, Manager ATM at DC-ANSP. “We will utilise the recommendations to ensure DC-ANSP is equipped to handle capacity demands while ensuring airlines the most efficient service possible.”

Meanwhile, in Asia Pacific, AEROTHAI is also embarking on an ATFM project, one that will involve different operating entities. The multi-nodal ATFM initiative includes ANSPs, airports, airlines and civil aviation authorities from China, Hong Kong, Indonesia, Malaysia, Australia, Singapore, Thailand and Vietnam.

ATFM has also been implemented in Australia, Colombia, Mexico, South Africa and the United Arab Emirates. The evidence to date is extremely positive; ATFM lowers airborne holdings, reduces fuel burn, decreases CO2 emissions and saves operational dollars.

management, crisis and contingency management and postoperations analysis and reporting to improve the overall ATM network performance.

The NOP, meanwhile, takes ATFCM from the strategic to the tactical phase. Through an online portal, it provides full transparency of the current and predicted European air traffic situation thanks to validated information and robust collaboration processes.

The NOP portal facilitates system-to-system interoperability through an open standard (AIXM) and mainstream IT technologies and is fully service-oriented architecture (SOA) compliant.

Paradigm shift Even though these improvements mean delays have been reduced to an average of around 36 seconds per flight even as the number of European flights has increased to some 10 million per year, demand for air traffic is such that a further paradigm shift is required.

The deployment of the solutions developed by the Single European Sky ATM Research (SESAR) programme represents such a shift and will generate enhancements across the European ATM network as well as transform the collaboration between the Network Manager and airspace users, airports and ANSPs. For its part, the Network Manager shall “contribute to the deployment of SESAR according to the European ATM Master Plan”. Poole believes this will help to “make the SESAR concept become a reality and achieve the SES strategic performance objectives.”

SESAR’s next generation of flow management will change the role of air traffic controllers, for example. This has already begun in some airspaces, such as France, with the introduction of extended ATC planner functions, half way between the flow management position (FMP) and the planning controller on enroute position.

Poole notes that there are still some improvements that EUROCONTROL could make when acting as the nominated Network Manager, as ATFCM reaches full maturity: • Reinforcement of the Network Manager governance to reflect the key role of the operational stakeholders / investors in the ATM network: airlines, ANSPs and airports.

• Efficiency gains in the performance of the Network Manager • An appropriate financial stability and budget transparency.

Even so, SESAR deployment promises much, including higher levels of automation reduced costs, improved efficiency and greater capacity in the ATM network.

“Our accumulated network management experience equip us for the tasks facing us in the next twenty years,” concludes the Network Manager’s Sultana. “We relish the challenges as we go forward, doing our utmost to ensure the safe, efficient, regular and secure operation of the European Aviation network.”

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Sustainability

Turn up the volume on community engagement Ian Jopson, Head of Environmental and Community Affairs at NATS, says local communities must be involved in the airspace planning process.

Long gone are the days when the aviation industry could simply shrug its shoulders and accept that flying was a dirty business. Now it is widely accepted that everyone who works in the industry has a responsibility, and an opportunity, to do something to minimise the impact that aviation is having on our environment. That is the path to sustainable growth – in both meanings of the word.

NATS takes this challenge especially seriously. In 2008, we were the first ANSP in the world to launch an environmental strategy as a way of helping us focus our efforts in implementing smarter and more responsive ways to cut emissions and in doing so, reduce fuel costs for our airline customers.

Our programme focuses on initiatives to minimise our environmental footprint by working with the rest of the industry to deliver improvements to airport, airline and air traffic procedures, airspace modifications and the innovative use of new technologies.

For a long time we have been focused on emissions and fuel savings. We have not ignored the noise issue, but at times ANSPs have tended to think of it more as an airline or airport problem. This is absolutely not the case.

Our strategic target is to reduce air traffic-related CO2 emissions an average of 10% per flight by 2020, having recently exceeded our interim target of 4% by the beginning of 2015 by achieving a 4.3% saving.

Credit: ©NATS

Meeting the 4% target was a huge challenge, and reaching 10% will be an even greater one. To be frank, I am not 100% certain where all the savings will come from, but I thought the same back in 2008. Much of the straightforward work – be it simple procedural changes or revised standing agreements – has been done, but the one thing I can always rely on is the commitment and innovation of the extraordinary people we have here at NATS and across the wider aviation community.

Data visualisation of traffic at Heathrow Airport – 01.00-14.00.

12 QUARTER 4 2015

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The single most important means of achieving those savings is through modernising our airspace. Most of the structures in UK airspace date from the 1950s and have simply evolved over time. We are planning significant investment to make best use of today’s aircraft capability, to ensure we can be as efficient and resilient as possible and to be ready to accommodate future traffic growth.

Addressing noise

The biggest challenge will be addressing the issue of noise for local communities. One of the most important lessons I have learnt from seven years of running one of the industry’s most progressive sustainability programmes is just what a huge issue noise has become.

For a long time we have been focused on emissions and fuel savings. We have not ignored the noise issue, but at times ANSPs have tended to think of it more as an airline or airport problem. This is absolutely not the case and with the debate around airport capacity in the UK now at an unprecedented level, coupled with the quite independent need to modernise our airspace, the stakes have never been higher. We cannot simply stand on the side lines.

Social media now provides communities with an unprecedented means to make their voice heard, to organise themselves and connect with like-minded groups. They are sophisticated and rightfully expect to be noticed.

Despite it being a truism that ‘aircraft have never been quieter’, it is of no comfort to those lying in bed listening to a stream of departures rumbling over their heads that the noise of individual aircraft was worse in the 1970s. They feel angry, they feel ignored and they feel powerless.

So what is to be done if we want to make the changes that we know are needed to build a truly sustainable future for aviation in the UK, and wherever else noise is a major problem?

NATS is convinced that the only way forward is to bring communities into the airspace planning process. We have to listen to their perspectives, understand their concerns and at the same time help them to understand the balance we have to strike, the constraints within which we work and ask them to make those choices with us. This will be difficult and will no doubt throw up new challenges, but the alternative will be paralysis. Doing nothing is not an option.

Community curse The introduction of precision navigation technology is mandated across Europe. While it promises enormous benefits, it could also be a curse on communities if we can’t find a way to implement it with meaningful mitigation such as respite, agreed with communities.

Where trials have been conducted, communities have rallied against the constant stream of aircraft that follow incredibly precise and narrow corridors. This isn’t just an airport issue, but also one for ANSPs and airlines too. We all have to work together with overflown communities to find something that works for everyone – mindful that there will be trade-offs at every level.

Credit: ©hxdyl

While NATS is well-placed to demonstrate the necessary leadership to achieve these goals, it will require an industrywide focus to bring together all the elements needed to make the right changes.

Precision navigation technology promises enormous benefits but requires careful implementation to avoid blighting overflown communities.

We must be wary of the danger and temptation of promising win-win scenarios. The truth is that they rarely exist, especially in built up urban areas. We need to be open and honest about that. Some people living near airports will always be overflown and if you move flight paths, you simply shift the problem to someone else.

A trial we ran in 2013 in partnership with Heathrow Airport and the community group HACAN introduced ‘no-fly zones’ for arrivals that alternated day-by-day. We lifted 100,000 people out of experiencing early morning aircraft noise.

A great result you might think and in a lot of ways it was, but it also exposed people to noise who hadn’t routinely experienced it before. It was a reminder that there is no quick and easy solution to this challenge.

Over this summer, NATS has been doing a lot of reflection. We are rightfully proud of what we have achieved over the past eight years.

Our regulator and customers have recognised our success in managing our environmental performance and delivering fuel savings. However, there are increased expectations on what we can do to manage noise, both currently and with future airspace change.

Being a good neighbour never presented us with a bigger challenge than we face today; and it has an entirely new meaning.

A trial we ran in 2013 in partnership with Heathrow Airport and the community group HACAN introduced ‘no-fly zones’ for arrivals that alternated day-by-day. We lifted 100,000 people out of experiencing early morning aircraft noise.

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ENVIRONMENT: CASE STUDIES

From departures to arrivals Improving all phases of flight will enable ANSPs to assist airlines in reducing emissions.

Part two of the environmental case studies from CANSO Members as featured in the Air Transport Action Group (ATAG) publication Aviation Climate Solutions.

ANSPs play an important role in reducing emissions from aviation. The case studies demonstrate three important features. First, ANSPs are working closely with industry partners to improve efficiency and reduce emissions in all phases of

flight. Second, there is real innovation in striving to squeeze every possible efficiency out of airspace. Third, everything is measurable with figures given for emissions (and sometimes noise) reductions.

Aviation Climate Solutions can be downloaded from www.enviro.aero/climatesolutions

Automatic Dependent Surveillance-Broadcast (ADS-B), Aireon, NAV CANADA, ENAV, Irish Aviation Authority, Naviair, Iridium Communications Taking advantage of new technology to track aircraft more closely can significantly reduce CO2 emissions and fuel use.

Traditionally, air traffic controllers use radar to track and control flights. But remote areas of land – such as vast swathes of Canada, Africa, Russia and Australia – and the oceans are not covered by radar. In these areas, commercial flights follow very strict corridors and stick to rigid timing, flight levels and speed to ensure that safe separation is maintained. But these wide safety margins affect efficiency.

Automatic dependent surveillance – broadcast (ADS-B) facilitates the tracking of aircraft using a network of stations on the ground.

This allows aircraft to fly closer together and take advantage of the best flying conditions. When set up across Canada’s

Hudson Bay area, ADS-B allowed NAV CANADA to reduce the separation between aircraft from 80 nautical miles to five nautical miles.

By 2018, a new consortium, Aireon, will use the Iridium NEXT satellite constellation, placing ADS-B receivers on all 66 low earth orbit satellites (plus six spare orbiting satellites and nine ground spares). Each satellite will be crossSAVINGS linked, creating a dynamic network 757,000 MT to ensure continuous availability of CO2 estimated coverage in every flight information reduction region on the globe with low latency by 2020 and update rates suitable for air traffic surveillance.

Greener Wave and Tactical Steering, skyguide, SWISS and Zurich Airport The SWISS Greener Wave project is a collaborative effort between skyguide, SWISS and Zurich Airport to improve arrival efficiency and cut CO2 emissions.

arrival efficiency also led to modifications of the standard arrival procedures for Zurich airport, which decreased track miles flown and also saved CO2 emissions.

For each flight, a 4D control point is assigned between 20 and 120 NM away from Zurich Airport. These are computed to take into account flying time to the landing runway as well as mean taxi time to maximise airport efficiency. This targets the whole system instead of just focusing on the efficiency of each flight. At the same time, skyguide and SWISS activate the “tactical” steering, where corrections are done earlier in the flight, allowing speed reduction, improvement of the sequence and an additional reduction of holding and vectoring time.

An evaluation of over 15,000 flights during the project showed a 90% decrease in aircraft holding time. Aircraft fuel efficiency was further improved by flying closer to optimum airspeed and arrival times were more punctual.

These new operations allow arriving aircraft to fly more continuous, fuel efficient descents. The new focus on airport

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SAVINGS

More than 2,100 MT of CO2 emissions annually

The improved air traffic operations also led to simultaneous improvements in airport throughput and capacity without any infrastructure changes. There was also a significant decrease in early morning noise for Zurich residents.

The AMBER project was designed to shorten arrival tracks and reduce CO2 emissions, as well as to reduce the noise impact over populated areas for turboprop aircraft. The project enables turboprops to fly tailored required navigation performance authorization required (RNP AR) procedures together with continuous descent operations. Space-based navigation satellite signals and advanced avionics systems on-board the aircraft are used.

An average 13 nautical miles (24 km) of flight track and three minutes of flight time have been saved, while avoiding noise

sensitive areas near the airport. The traditional stepped level-offs during arrival have been reduced more than 30% meaning community noise exposure has been reduced by 0.6 dBA for SAVINGS each approach.

CO2 emissions for Latvijas Gaisa Satiksme is in the process of redesigning Latvian airspace, enabling even wider RNP usage in the near future.

each approach cut by up to 230 kg

Harmonisation of Procedures and the Environment (HOPE) at Oslo Airport, Avinor, Oslo Airport, SAS, Norwegian and Novair Oslo Airport implemented Point Merge (PM) – a sequencing tool for arriving aircraft – in April 2011 to increase airspace capacity, eliminate a few safety hotspots and improve environmental performance.

The traffic was less than expected, however, so the project improved the system by shrinking the PM arc sizes and moving the merge points closer to the airport in 2012. The project then took the opportunity to look into the potential of performance-based navigation (PBN) as an environmental

tool, supplementing the PM system when traffic permits and potentially reducing the effects of noise and carbon emissions.

Curved approaches is an element SAVINGS within PBN that utilises modern 1,300 MT CO2 + aircraft navigational capabilities and 415,400 kg fuel satellites and offers the opportunity using 5,500 curved to make flight tracks both more approaches accurate and shorter, thus reducing carbon emissions and/or noise.

Greener Skies over Seattle, FAA, Alaska Air Group, Port of Seattle, Boeing/Jeppesen The Greener Skies over Seattle initiative created two area navigation (RNAV) arrivals and six required navigation performance (RNP) approaches allowing reduced separation of aircraft on arrival and continuous descent approaches, reducing fuel burn and associated emissions.

RNP technology, which uses the global positioning system (GPS), allows aircraft to fly more direct routes at lower minimum elevations with pinpoint accuracy. On a typical south flow day, each Alaska Airlines 737-800 flight using the

Greener Skies RNAV arrival and RNP approach procedures at Sea-Tac saves up to 310 kgs of fuel and 9 minutes of flight time. It reduces CO2 emissions by 425kgs.

SAVINGS

The ultimate goal is to use the reduced aircraft separation standards at 12 airports across the United States that have similar runway configurations to Sea-Tac.

25,600 MT CO2 annually + up to 310 kg fuel per flight

Time-based Separation, NATS and Lockheed Martin Traditionally, air traffic controllers separate flights by set distances dependent on the aircraft type and the size of the wake vortex they create. During strong headwinds, aircraft fly more slowly over the ground resulting in extra time between each arrival. Having to maintain a set distance in those conditions reduces the landing rate, can cause delays and cancellations and results in additional emissions from increased airborne holding.

in strong headwinds, and found that they dissipate more quickly in windy conditions. This means aircraft can be safely separated on final approach using a time-based method.

On a normal day around 40 aircraft an hour land at Heathrow, but that can drop to just 32 on windy days. NATS studied over 150,000 flights to measure the behaviour of aircraft wake vortices

Its introduction is expected to halve current headwind delays at the airport and significantly reduce the need for airlines to cancel flights.

NATS and Lockheed Martin pioneered time-based separation, which takes live wind data from the aircraft to dynamically calculate the optimal safe spacing between each aircraft to maintain the landing rate.

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Credit: ©Janceluch

Arrival Modernization for Better Efficiency in Riga (AMBER), Latvijas Gaisa Satiksme (LGS), SESAR JU, Airbus Prosky, Riga International airport, the Latvian Civil Aviation Authority

Visit us at the World ATM Congress, stand 826.

NAVCANatm is a subsidiary of NAV CANADA

SPOTLIGHT: BRAZIL

Transforming Brazilian airspace

Implementing ADS-B in the Campos Basin is a fundamental next step in DECEA’s plans, says Daniel Marinho.

Last year, more than 3.3 billion people travelled by air. According to an International Air Transport Association (IATA) passenger growth forecast study, this number is expected to more than double in the coming 20 years, reaching 7.3 billion.

To meet this seemingly endless increase in demand, the Brazilian ANSP, Departamento de Controle do Espaço Aéreo (DECEA) has made several long-term investments, all designed to increase capacity and cope with a highly dynamic market.

Among the highlights of the report was the fact that Brazil would be handling 272 million passengers per year by this time, becoming the fifth biggest aviation market in the world.

One of them ready for take-off is a breakthrough as far as Brazilian air surveillance is concerned; the introduction of automatic dependent surveillance – broadcast (ADS-B).

Fundamental links With its enhanced capabilities and low cost, ADS-B aircraft surveillance technology is becoming an aviation industry standard.

Unilike radar, which works by bouncing radio waves from fixed terrestrial antennae to airborne targets and then interpreting the reflected signals, the aircraft itself uses conventional global navigation satellite system (GNSS)

How ADS-B works over oil platform areas offshore in Brazil.

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SPOTLIGHT: BRAZIL technology and a relatively simple broadcast communications link as its fundamental components.

In Brazil, ADS-B’s debut will take place over an oceanic region that has a large helicopter traffic flow to the offshore oil and gas platforms. The Campos Basin is not far from Rio de Janeiro and is home to the Brazilian Pre-salt Layer, a massive oil reserve area.

As helicopter operations that support oil exploration generally fly at low altitude, it is difficult for radar to pick them up. The service provided to these helicopters is therefore based on nonradar procedures, which significantly reduces air traffic capacity – especially for Instrumental Flight Rules (IFR).

“The use of ADS-B in the Campos Basin will enable the surveillance of aircraft flying at low altitude and will provide the best trajectories and flight profiles, meaning better air traffic management and security,” says DECEA Project Manager of Air Navigation Services Improvement (Ocean Areas), Lieutenant Marcelo Mello Fagundes.

Logistical efficiency The terrestrial infrastructure for ADS-B was implemented in August 2015.

It is made up of six stations (four on platforms, two on the mainland) and is integrated with the SAGITARIO System in Macaé Approach Control. Operational processes are being tested and certified, after which the service will be activated for suitable aircrafts. By 2017, all helicopters in the region should be properly equipped with ADS-B. Filipe Heringer, Flight Safety & Aviation Competence Manager at Petrobras –

Credit: Fábio Maciel

An ADS-B Out-capable aircraft derives its precise position from GNSS, combines that position with other flight data (speed, heading, altitude and flight number) and then simultaneously broadcasts the result to ground receivers linked to air traffic control centres. ADS-B accuracy does not seriously degrade with range, atmospheric conditions or target altitudes. Likewise, its systems and machinery are also simpler, cheaper and easier to maintain when compared with secondary radars.

Air Traffic Controller at Macaé Approach Control in Brazil.

the biggest oil company in Brazil – says ADS-B will allow an increase in aircraft density in the Campos Basin area, which will significantly contribute to the logistical efficiency of air transport services.

“In the case of air operations stopping due to adverse weather or other issues, ADS-B allows greater resilience of flight schedules to handle contingency measures, providing an increase in capacity to face extra demands,” he explains. “So, even with all the logistical gains, operational safety is our greatest benefit, especially considering that it is crucial to handle a large number of aircraft in the Campos Basin, most notably during peak times.”

ADS-B in the Campos Basin is just the start for Brazil, however. It is planned to phase in ADS-B over the entire Brazilian continental area, which covers a massive 8.5 million km2.

To make the implementation easier, ADS- B stations will use the existing infrastructure in radar and VHF sites. “The idea is to implement the land system over the coming years to provide surveillance based on ADS-B throughout the national airspace above 31,000 feet (FL 310)”, says DECEA Project Manager of Airspace Surveillance Improvement Lieutenant Colonel André Eduardo Jansen.

Many of the major airlines that serve Brazil already have a considerable number of aircraft equipped to handle

ADS-B requirements and will meet compliance standards set by the Brazilian civil aviation authority (ANAC – Agência Nacional de Aviação Civil). Those airlines and aircraft without ADS-B, including general aviation users, have some time to make the necessary investment. The mandatory use of ADS-B in continental Brazilian airspace is only predicted to take place from 2022 onwards, and only in airways above FL310.

Maintaining layers Even with the introduction of ADS-B, DECEA will keep its non-dependent surveillance layer since these radars would be immune to failures or abnormalities that may occur in positioning systems based on satellites.

That said, there is no going back regarding the adoption of ADS-B in Brazil.

The system improves safety, efficiency and environmental performance for pilots and air traffic controllers.

Director General of DECEA, Air Lieutenant Brigadier Carlos Vuyk de Aquino, points out that the implementation of the ADS-B system is one of the most important projects in Brazilian airspace in the years ahead.

“We are increasing the safety, capacity and efficiency of air traffic control, regardless of the route, height and position in which aircraft find themselves,” he notes.

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FOCUS ON Kazakhstan Keeping pace with the world

Credit: Maxim Rozhin

Ruslan Magzumov, Managing Director of Kazaeronavigatsia, says international standards are informing its strategy.

Kazaeronavigatsia handles an average of around 600 aircraft every day.

Since its inception in 1995, Kazakhstan’s ANSP, Kazaeronavigatsia, has been busily developing one of the most advanced air navigation systems in the airspace of the Commonwealth of Independent States.

The adoption of international standards in all aspects of operations was essential given the country’s strategic importance. Kazakhstan is located in the central part of Eurasia and is a vital link in the business activity of the two continents. It covers a vast area, 2.75 million sq. km, making it the ninth largest country in the world by size. The total length of the borders with neighbouring countries is more than 14,000 km. This includes the longest land border in the world with Russia – 7, 548 km.

In the east, the Republic of Kazakhstan borders with China, in the south with Kyrgyzstan and Uzbekistan. The Turkmenistan border is in the southwest while the Caspian Sea provides the border with Azerbaijan.

20 QUARTER 4 2015

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The unique geographical location of Kazakhstan at the crossroads of routes from Europe to Asia means it deals with a huge number of trans-continental flights and naturally enough this was a decisive factor in choosing the direction of development of our ATM systems.

International alignment The underlying goal is an alignment with all of the main regional programmes: SESAR in Europe, NextGen in the United States and CARATS in Japan.

This has been primarily achieved through the implementation of a single hardware and software platform, SkyLine, produced

by Lockheed Martin. The system is in place at three area control centres (Astana, Aktobe and Almaty) and at 15 control towers.

This provides operational efficiency for Kazaeronavigatsia as well as the ability to co-operate internationally.

Partnerships The implementation of these systems and processes means we are well on course to hit the target of the Development Strategy of Kazakhstan, which is to double the volume of flights handled by 2020 compared with 2009.

Credit: Maxim Rozhin

But, of course, we cannot do this alone. The development of the air navigation system of the country is inseparably connected with the development of the entire civil aviation industry in Kazakhstan.

Ruslan Magzumov, Managing Director of Kazaeronavigatsia.

The digital communication network uses the Aeronautical Fixed Telecommunication Network (AFTN) while the surveillance systems include primary and secondary radars and also automatic dependent surveillance – broadcast (ADS-B).

There is also a new flight planning and billing system, which allows airspace users to provide flight plans through AFTN and the internet.

We have also completed the transfer to the European Aeronautical Database and this will ultimately lead to the World Geodetic System, WGS-84. In fact, WGS-84 has already been successfully implemented in upper airspace and laser scanning has been completed at all airports, as well as geodetic and aerial photography.

This has allowed us to recalculate arrival and departure routes for Astana, Almaty, Kostanay, Aktau and Atyrau. It is planned to complete recalculations at the other airports by mid-2016.

The full implementation of WGS-84 will provide a platform for the development of many other, cutting-edge navigation systems in Kazakhstan.

Other aspects of operations all comply with international best practice. An Integrated management system (ISO 9001) includes a quality management system (ISO 9001-2008), occupational health and safety (18002-2007) and energy management (ISO 50001-2011).

And, in accordance with ICAO requirements, a safety management system is in place that facilitates the assessment and reduction of risk. Internal audits are conducted regularly and we are looking closely at ways to improve the automation of our ATM systems.

In such a large and geographically important country, there is naturally an emphasis on search and rescue flight support. Civil aviation responsibility in such matters falls to Kazaeronavigatsia and we have established a Coordination Centre for Search and Rescue, an operating entity that provides the initial co-ordination of services and operates round-the-clock.

On the airport side, Kazakhstan has a well-developed network of 18 airports, 15 of which have international status. All airports are equipped with modern instrument landing systems (ILS).

Astana and Almaty airports have Cat III approaches and are equipped with an Advanced Surface Movement Guidance and Control System (A-SMGCS), which increases the safety of ground aircraft movements as well as other transport vehicles in the airport vicinity.

On the airline side, 44 companies carry out scheduled and charter air transportation. Among them is the national airline, Air Astana, which is growing quickly. We work very closely with Air Astana and the joint effort has to date resulted in a route network of more than 60 domestic and international destinations. Next on the agenda is connecting Astana with some of the world’s largest cities, such as Dubai, Hong Kong, New York, Seoul, Singapore and Tokyo.

We are also collaborating with airlines and airports to handle the World Exhibition, EXPO 2017, which will be held in Astana.

Representatives from more than one hundred countries will visit Kazakhstan and in total EXPO 2017 will generate two million visitors to the country. Almaty Airport is building a new terminal to handle this influx and future growth. The Astana Airport

Kazaeronavigatsia in numbers Kazaeronavigatsia consists of three regional centres, 12 branches and two specialised centres: the Medical Centre and the Professional Training Centre. Today, there are 2,274 highly-qualified staff, including 590 air traffic controllers.

Every year, the company serves more than 200,000 passengers or more than 600 aircraft per day.

The airspace is structured in four Flight Information Regions and 15 sectors. At the present time, over 90 airways pass across Kazakhstan with a total length of 83,876 km, the majority of which are international.

There are 73 air corridors with neighbouring countries: • 30 with the Russian Federation • 2 with the People’s Republic of China • 6 with the Kyrgyz Republic • 30 with the Republic of Uzbekistan • 2 with Turkmenistan • 3 with the Republic of Azerbaijan.

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FOCUS ON Kazakhstan complex will also be expanded and the runway, taxiways and apron will be reconstructed.

Regional conversations A successful strategy cannot just include conversations within Kazakhstan. We must also talk with the aviation administrations of neighbouring states to agree actions of regional importance.

Kazaeronavigatsia is a founding member of the Coordination Council of Eurasia, which comprises the aeronautical enterprises of eight neighbouring countries: Armenia, Azerbaijan, Belarus, Kazakhstan, Kyrgyzstan, Russia, Tajikistan and Uzbekistan.

The main goal is to improve the efficiency of regional air traffic management and it is notable that the Council has met 31 times already, most recently in Astana. The meetings allow us and all participants to remain sensitive to global changes and facilitates co-operation on an international level.

Worldwide, air traffic is developing quickly as are the systems and processes to handle the traffic. We must keep pace and have developed a strategy that takes Kazaeronavigatsia through to 2025.

Kazaeronavigatsia has its own training facilities – the Professional Training Centre – which trains not only company staff but also specialists from throughout the civil aviation value chain.

In its activities, the centre co-operates with The Joint Aviation Authorities Training Organization (JAA TO) (Netherlands), the Centre for Aviation Training, Fly Level (Romania), accredited by the European Aviation Safety Agency (EASA) and airsight GmbH (Germany).

The JAA TO Joint Activity Contract was signed recently and will provide Kazakh staff with specialist training in the fields of safety and security.

The first classes have already taken place and future training will tailored to Kazaeronavigatsia’s specific needs.

airlines overflying the country. We will concentrate on advanced satellite technologies and the improvement of our safety management system.

The end result will be one of the most efficient ANSPs in the Eurasian region.

Credit: Maxim Rozhin

One of the first items to tackle is the implementation of performance-based navigation, which will begin in 2016. From 2020, user-preferred routes will make a huge difference to

Training facilities

Kazaeronavigatsia has developed a strategy through to 2025.

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Letter from America

Laying the foundations for NextGen Teri Bristol, Chief Operating Officer of the Federal Aviation Administration’s Air Traffic Organization describes recent successes in NextGen.

The FAA’s progress in the modernization of US airspace continues. Every day, we are integrating NextGen into all phases of flight, making our airspace system more efficient and greener, while ensuring that all safety needs are met.

NextGen’s foundation is nearly complete.

In 2014, we completed the installation of baseline ground transceivers that make up the infrastructure for automatic dependent surveillance – broadcast (ADS-B). We are in the process of working with the operator community to facilitate more rapid cockpit equipage of ADS-B, before the FAA’s deadline of 1 January 2020.

Earlier this year, we also upgraded the automation at 20 en-route air traffic control centers throughout the continental United States. Our terminal modernization effort, called the Terminal Automation Modernization and Replacement (TAMR) program, is in full production mode.

NextGen priorities With this foundation in place, we will be in a position to deliver greater benefits in the near and long term. To realize these benefits, the FAA is working with our NextGen Advisory Committee (NAC), which includes members from industry, labor, and government.

FAA safely reducing separation standards for wake turbulence.

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Working with the NAC, last year we submitted to Congress the NextGen Priorities Joint Implementation Plan. The plan details specific commitments the FAA and industry are making toward four NextGen priority areas: increasing the availability and use of performancebased navigation (PBN); improving surface operations; making multiple runway operations more efficient; and implementing Data Communications.

We believe, and industry agrees, that progress in these areas will provide the most benefits in the near term.

Working through the NAC, the NextGen Integrated Working Group (NIWG)

executed the plan. This group includes FAA officials along with more than 100 members of the aviation community.

We also work closely with our labor unions on these efforts. By partnering effectively, we are able to track accomplishments, identify problems early, and resolve them together.

Implementing success There have been many successes to date.

In support of PBN, we have an initiative underway called Metroplex – a targeted application of PBN procedures to relieve congestion in busy metropolitan areas.

These procedures include more fuelefficient optimized profile descents, which enable aircraft to glide from cruising altitude using minimal engine power instead of the traditional stair-step method.

This year, we implemented Metroplex in Northern California and started implementation in Charlotte, North Carolina. This work builds on our Metroplex implementations last year in Houston, North Texas, and Washington DC, all of which are helping to increase airspace efficiency and improve traffic flow.

We have also published a PBN procedure called Established on Required Navigation Performance (EoR) for widely-spaced simultaneous operations at Seattle and Denver airports. EoR is resulting in a reduction in track miles, fuel burn and noise.

For instance, prior to the implementation of EoR, we were averaging nearly 1,200 RNP procedures flown at Denver Airport per month. Within the first month of EoR, Denver achieved more than 1,800 RNP operations, including some days in excess of 100 RNP operations per day – about a 30% increase! This is because we can now reduce separation on parallel approaches when using RNP. To improve surface operations, we have implemented the System Wide Information Management (SWIM) Surface Visualization Tool (SVT) at eight TRACONs: Southern California, Northern California, Boston, Chicago, Houston, Potomac, Louisville and New York. It is also in place at the New York and Los

A Communications Management Unit that processes Data Communications messages.

Angeles en-route traffic control centers and the FAA’s Command Center.

Controllers are calling SVT a “game changer.” It gives them a visual depiction of surface activity at properly equipped airports, enabling them to optimize traffic flow, cutting flight time and fuel usage. We are going to leverage SVT to support our Terminal Flight Data Manager program, which will provide these capabilities to controllers nationwide.

In support of Multiple Runway Operations, the FAA has safely reduced wake separation standards at twelve locations: Atlanta, Charlotte, Louisville, Chicago Midway, Chicago O’Hare, Cincinnati, Houston Hobby, Houston Intercontinental, Memphis, Newark, New York Kennedy and New York LaGuardia.

With Wake RECAT (re-categorization), we are saving time on arrivals and taxiouts, which saves the airlines money. For instance, FedEx is reporting less fuel usage and emissions and a 17% increase in capacity at Memphis airport.

Lastly, we are implementing Data Communications. We reached initial operating capability for Data Comm’s departure clearance services at our key tower sites: Salt Lake and Houston’s Bush and Hobby. We will continue to deploy Data Comm at more than 50 air traffic control towers. With the departure clearance capability, we will be able to reduce taxi-out times, controller and pilot workload, congestion

on the airwaves, and the likelihood of communication errors that can occur from voice exchange.

Rolling plan These are just some of the highlights of our recent progress. To build on these successes, we have decided to make the NextGen Joint Implementation Plan a three-year rolling plan.

This way, we can continue our momentum, and evolve the plan to the changing needs of the national airspace system and the aviation community.

Our partnerships with the aviation community have been a key driver to our success. In this spirit, we remain equally committed to working with our international partners to achieve a safer, more seamless and efficient, global airspace system.

NextGen’s foundation is nearly complete. In 2014, we completed the installation of baseline ground transceivers that make up the infrastructure for automatic dependent surveillance – broadcast.

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CANSO ATM Dinner and IHS Jane’s ATC Awards 2016 Recognising and rewarding industry excellence 7 March | Galería de Cristal, Madrid

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Event Sponsorship: gill.thompson@canso.org

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Lead Publication for the World ATM Congress

COOPANS

How to partner for success

The COOPANS Alliance opens the door to ANSP partnerships and a harmonised future.

Partnership is one of the three pillars in CANSO’s Vision 2020 and an essential precursor to a more efficient global airspace. But partnership is easier said than done given the reality of isolated systems and incompatible processes.

Fortunately, groupings are starting to come to fruition that point the way forward. The COOPANS Alliance, for example, was originally developed in 2006 by Ireland (IAA), Denmark (Naviair and Sweden (LFV).

Austria (Austro Control) joined four years later and Croatia (Croatia Control Ltd – CCL) became the fifth air navigation service provider to join in June 2011. The group is supplemented by technology supplier, Thales.

Speaking at the CANSO AGM in June 2015 in Durban, Thomas Hoffmann, Chief Operating Officer of Austro Control and Vice Chair of the COOPANS Steering Group, called COOPANS “the best example we have of ANSPs in partnership” and noted that “it prepares each ANSP for the long term.”

The first joint COOPANS system was deployed in 2011 and by 2014 all seven air control centres (ACCs) in the five countries were using the Thales TopSky system.

In May 2015, Thales upgraded the entire system to version 2.6.1.

And it is the seamlessness of this upgrade that has reminded the ANSP community of the value of partnership.

Flexible system The upgrade came courtesy of a four-phase approach; development, deployment, commissioning and maintenance. Requirements were harmonised through agreed functionality, which led to a common build. This allowed resources to be shared during deployment, a fixed commission window that supported training periods and a common maintenance contract.

The end result is a system flexible enough to cope with the different and complex operating environments experienced

by COOPANS members. Ireland, for example, controls a large oceanic airspace whereas Austria contains mountainous terrain.

Sweden, meanwhile, can suffer from some extremes of weather.

But whatever the circumstance, the common system was planned to cope.

Arguable more noteworthy is the fact that the upgrade across seven ACCs and five ANSPs took just 14 days and was implemented without a hitch. “We operate a very reliable and cost-efficient ATM system and we are now capable of rollingout software upgrades seamlessly across all our ACCs in an extremely short space of time with no impact on operations,” says Morten Dambaek, CEO of Naviair and Chairman of the COOPANS Steering Group.

“Since 2014, the COOPANS ANSPs have all been using a harmonised ATM system. To achieve this on such a scale is a world’s first in the ATM industry and our partnership approach has really proven the value of ANSPs working collaboratively with their system supplier.”

Credit: LFV

Four out of five partners are running Controller Pilot Data Link Communications and all are using a large number of advanced ATM functionalities like Medium-Term Conflict Detection (MTCD) and Safety Nets (Short Term Conflict Alert – STCA).

Stockholm Arlanda: LFV was a founder member of COOPANS.

The opportunity to move forward in small steps, such as a system upgrade – thereby avoiding the greater risk of “big bang” migrations – is just one of the advantages of technical co-operation. Another huge benefit is the increased value for money with Hoffmann citing savings of up to 30% on capital AIRSPACE

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civil air navigation services organisation

COOPANS expenditure as well as the savings accrued from economies of scale into the future. This translates into lower costs for the end user.

European ANSP partnerships

“And the shared experience of a single system also means it is easier for the partners to learn from each other,” continues Hoffmann. “On top of this there is business stability, which fosters improved safety and provides an environment for greater innovation.”

iTEC: Spain, Germany, the UK and the Netherlands.

Expanding partnerships Business stability also generates the confidence necessary to formulate a long-term roadmap. And if that roadmap develops as expected, it promises a bright future for COOPANS and for ANSP partnerships in general.

In terms of COOPANS, the immediate future heralds a further software upgrade, expected to be completed by mid-December 2015 (version 2.6.2), which will include an enhancement to the Multi Sector Co-ordination capability.

Again, this will be rolled out across seven ACCs from the five ANSPs in a two-week timeframe.

In the very near future, COOPANS intends to agree a more formal alliance structure. Rather than mere cooperation on a technical level, this will be a move towards a more formal legal agreement with a proper governance in place.

COOPANS: Ireland, Denmark, Sweden, Croatia and Austria A6: France, Germany, Italy, Spain, UK and Poland. COOPANS is also co-operating with A6.

B4: Czech Republic, Lithuania, Poland and Slovakia.

NORACON: Austria, Denmark, Estonia, Finland, Ireland, Norway and Sweden.

European goals Perhaps most importantly, partnerships seem to evolve to become more than the sum of their parts. French ANSP, DSNA, is in the process of upgrading the CoFlight system it uses, a process that is expected to be finished by 2020.

“That would allow us to really develop system enhancements such as cyber security, time-based separation and virtual operations,” Hoffmann suggests.

Excitingly, a feasibility study is underway – named CODACAS, the Convergence of DSNA and COOPANS ATM Systems – that is examining how this can be integrated with TopSky to produce one interoperable system. The programme is targeting a common build by 2025.

COOPANS is open to additional ANSP partners. New members potentially maximise their investments and enjoy the many benefits listed above. Collaboration is also foreseen through an Associate Membership status, which will allow ANSPs to share costs and de-risk upgrade programmes.

Collaboration on this scale bodes well for European and even global ANSP harmonisation. COOPANS’ partners operate across three functional airspace blocks, the platforms for a Single European Sky (SES); UK-Ireland, Central Europe and Nordic Unified Air Traffic Control.

There are positives for system suppliers too. Thales can now be far quicker to market with upgrades for its TopSky product.

Working with seven ACCs provides great feedback and a clear business case for upgrades and development.

As such it is playing a leading role in SESAR – the technological arm of SES. COOPANS’ ANSPs are now members of the A6 Alliance Board, leveraging their common technical assets and views of ATM evolution.

Underlying benefits of COOPANS

Indeed, thanks to the success of the technical and operational co-operation to date, the partners have decided to extend the scope of the alliance to partnership on SESAR 2020.

Value for Money Shared experience Business Stability

Credit: COOPANS

SESAR deployment is guiding the aspirations of the various European groupings:

Product Harmonisation Efficiency and Safety Enhanced

• Economies • 30%

of scale now and in the future CAPEX savings

• Shared

operational and technical expertise and resources

• Agreed

long-term roadmap towards future builds

• Common

maintenance, verification and validation

• New

safety nets and supporting tools for ATCOs

More generally, the COOPANS Alliance will continue to work to secure the development of its ATM system, focusing on a seamless transition to new generations of ATM functionalities and infrastructure.

Hoffmann makes one final important point, however. “ANSP partnerships should not be driven by SESAR, suppliers or even ICAO. They should be driven by a desire to help the end user. It is not working together for the sake of it.

“If ANSPs take control of the process then the end user will benefit,” he concludes. “Real co-operation will lead to real results. Just as it has at COOPANS.” AIRSPACE

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ATM RESEARCH INSTITUTE

Researching advances in Asia Pacific ATM

Institute is playing a leading role in preparing Asia Pacific for a massive growth in air travel.

Asia Pacific leads the world in air traffic growth. It is forecasted that the traffic volume will triple by 2030 compared with 2010. The determination by the ASEAN countries to forge ahead with the single aviation market confirms the trend of continued growth.

Without significant, regional improvements in airspace structure – communications, navigation and surveillance (CNS) infrastructure, air traffic management (ATM) automation capability and operation standards and procedures – the available capacity will not be able to accommodate the increase in demand.

It is critical that a regional level research and development (R&D) capability be established to address the challenges facing the region, to grasp the opportunities provided by technology advancement and to ensure a harmonised operation in the long run.

Challenges and opportunities Today, though most of the nations in the region operate modern ATM facilities and systems, there is a lack of integration.

The full set of benefits from modern systems cannot be fully realised and seamless ATM operations cannot be accomplished.

Challenges do not respect national airspace boundaries and will require an integrated solution.

Some of the key challenges for the region include: • Establishing a regional legal/regulatory framework for ATM standards/procedures and integration • Constructing uniform and integrated CNS coverage • Implementing regional, dynamic airspace management (ASM) • Putting into place regional air traffic flow management (ATFM).

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All of these challenges point to the necessity of a regional level effort, with a global perspective. It is also recognised that challenges could be translated into opportunities, especially if they take advantage of technology advances.

The Government of Singapore understands the need to address the challenges and opportunities and has established a regional reaserch and development capability devoted to ATM modernisation and harmonisation.

World class facility In view of the complex, multi-disciplinary nature of the R&D effort, the Civil Aviation Authority of Singapore (CAAS) and the Nanyang Technological University (NTU) partnered to jointly create the Air Traffic Management Research Institute (ATMRI), to support the ATM transformation in the region.

It was established in the third quarter 2013 and is situated on campus at NTU. The ATMRI intends to take full advantage of the university’s vast science, engineering and business management capabilities. The vision of the Institute is to become a world-renowned research institute, finding

The Government of Singapore understands the need to address the challenges and opportunities and has established a regional R&D capability devoted to ATM modernisation and harmonisation.

Credit: ©ATMRI

Singapore’s Air Traffic Management Research

As both an academic and applied R&D institute, ATMRI’s mission extends beyond producing academic and technical results. The Institute supports Singapore’s leadership role in aviation development, for example. Additionally, it fosters international partnerships to promote and influence global harmonisation efforts.

Furthermore, it uplifts the research capability and reputation of the NTU and builds up human capital through R&D projects and academic programmes to sustain a local ATM research capability.

To fulfil the overall mission, the Institute conducts three kinds of R&D effort: Principal Investigator (PI)-driven, fundamental research; sponsor-directed, mission-oriented development; and institute initiated, purpose-driven research.

The R&D effort is supported by state-of-the-art ATM modelling and simulation laboratory capabilities. The lab facility includes a real-time radar and tower simulator and fast-time modelling and simulation tools, all supported by high-end computers, software, displays, workstations and input/output devices.

Progress and outlook Since its inception, the ATMRI has made significant progress in advancing ATM R&D. Through open calls for proposals, eight ATM PI-driven, fundamental research projects have been awarded to various schools of the university. These range from final approach wake vortex reduction, to dynamic spectrum management for air/ ground communications, to cognitive team theoretic approach for dynamic airspace management, to integrated airport surface movement management.

These fundamental research projects take advantage of the highly innovative and creative faculty/staff/students body of the university and have already started to show some promising progress. The projects address both infrastructure improvements and ATM automation advancement, and cover all phases of flight.

Credit: ©ATMRI

innovative solutions and acting as a catalyst for Asia Pacific ATM modernisation.

The new Radar Simulation Laboratory allows for multiple stations and controllers, similar to a real radar control room.

Under the directive of the Civil Aviation Authority of Singapore (CAAS), the Institute has initiated two mission-oriented development projects. The first is “Regional Airspace Capacity Enhancement – ASEAN Pilot Programme” and the second, “ICAO Aviation System Block Upgrade and ATM modernization”.

The first project is a part of the European Union/ASEAN Air Transport Integration Project. For that, ATMRI has won the right to host the EU airspace modelling and simulation system on behalf of the entire ASEAN region.

This will feed into capacity enhancement in the ASEAN region and it is the first time that ASEAN regional air traffic data has been fully integrated. It is expected that this extensive R&D effort will lead to immense improvements in regional airspace capacity and efficiency.

The second project is being carried out on an open-ended, task basis to ensure responsiveness to CAAS’s priorities related to the regional implementation of the ICAO Global Air Navigation Plan. So far, two tasks have been established: Airspace Management incorporating Unmanned Aerial Systems operations; and Enhanced Operational Decisions through Integrated Meteorological Information.

Significant partnerships with internationally renowned academia and R&D organisations, such as Eurocontrol, DLR, ENAC, MITRE and NASA are being established to strengthen collaboration efforts.

Credit: ©ATMRI

To ensure the sustainability of Singapore’s ATM capability, graduate level scholarships have been offered on all projects.

In addition, final year projects (FYP) have been established to draw on the interest of NTU undergraduate students. More than 30 FYPs have been set up. Also, since 2014, the Institute has successfully hosted three international workshops to promote regional ATM modernisation and harmonisation.

A 360-degree panoramic view of the area around the air traffic control tower at Changi Airport, displayed at the new tower simulator.

A 10-year ATM R&D roadmap has been developed to guide the Institute and ensuring that the R&D efforts are focused, the overall mission objectives are met and the resources are properly deployed. It is expected that ATMRI will continue to have a significant impact on ATM advancement for Singapore and for the region.

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ATM NEWS CANSO AND ACI LAUNCH INITIATIVE TO REDUCE AVIATION NOISE CANSO and Airports Council International published Managing the Impacts of Aviation Noise, a best practice guide for reducing aviation noise, especially for communities near airports.

The guide examines the challenge of aviation noise and describes methods that airport operators and ANSPs can use to manage and reduce its impact.

Credit: ATAG

It reviews four current approaches for managing noise: reducing noise at the source; land use planning; noise-reducing operational procedures; and operating restrictions.

Jeff Poole, Director General, CANSO and Angela Gittens, Director General, ACI, launch Managing the Impacts of Aviation Noise.

Telecoms body approves spectrum for ADS-B

operating procedure in oceanic airspace, supporting ICAO’s efforts to enhance global flight tracking.

The International Telecommunication Union (ITU) has allocated the 1090 MHz frequency band for satellites to receive automatic dependent surveillance – broadcast (ADS-B) signals from aircraft. This important step will enable 100% air traffic surveillance coverage of equipped aircraft compared with 30% coverage available today. Space-based ADS-B allows for reduced separation, more efficient airport ground operations and quicker emergency response times worldwide.

Together with Aireon, Airservices will also assess space-based ADS-B to facilitate a smooth transition between the world’s flight information regions while lowering ground infrastructure costs, airline costs and improving safety.

Airservices Australia progresses tracking in Asia Pacific Airservices Australia and Inmarsat have finalised the evaluation of improved flight tracking services on flights operated by Qantas and Virgin Australia using existing satellite communication capabilities.

Based on the results, Airservices has adopted the 14-minute reporting requirement as its standard

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FAA’s ‘CLEEN’ environmental program begins new phase FAA has awarded $100 million in contracts to eight companies to develop and demonstrate technologies that reduce fuel consumption, emissions, and noise under the second phase of its Continuous Lower Energy, Emissions, and Noise (CLEEN II) program.

The five-year project will build on the success of the original CLEEN, a public-private partnership that began in 2010 and forms a key part of the FAA’s NextGen. The CLEEN team focused on nine projects in the area of energy efficient aircraft technologies and sustainable alternative jet fuels.

The first of these technologies will enter service in 2016.

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The noise mitigation measures described in the guide can be collaboratively implemented by ANSPs, airports and aircraft operators.

The guide can be downloaded at www.canso.org/publications

Renewed commitments to a Single European Sky ANSPs in Europe have renewed their commitment to work together to modernise Europe’s ATM system. A Memorandum of Cooperation (MoC), signed in 2011 by members of the original A6 Alliance, has been revised to enable greater co-operation to help deliver the SES ATM Research programme (SESAR).

The MoC now includes members of the COOPANS Alliance and the B4 consortium. The revised agreement reflects changes to the external environment, as SESAR Phase 1 nears its conclusion; and as SESAR 2020 launches and shifts its focus towards the operational deployment of technologies.

Partnering to enhance safety in Asia Pacific Airways New Zealand will deliver a $2.4 million project to enhance safety at 38 aerodromes in eight Pacific countries over the next two years. It includes more accurate surveying of runways, and designing satellite-based approach procedures to

improve the ability of aircraft to land safely, especially in poor weather.

In addition, AEROTHAI has started a long-term project to replace the infrastructure and introduce new CNS/ ATM systems across Thailand, as part of the ICAO ASBU implementation plan.

Free Route networks improve European connectivity In the first nine months of 2015, 240 new direct routes were implemented across FABEC (Functional Airspace Block Europe Central) airspace. The FABEC Free Route Airspace Project complies with the EU’s Pilot Common Project Regulation 716/2014 that aims to deploy a direct route network by 2018.

SMATSA, Croatia Control and BHANSA report positive results, having implemented the cross-border free route airspace project – South-East Axis Free Route Airspace (SEAFRA). This enables airspace users to plan and execute flights free of fragmentation at night above Flight Level 325.

North European Functional Airspace Block (NEFAB) is

This is a stepping stone to future changes in airspace in Northern Europe when The Denmark-Sweden FAB and NEFAB will connect their FRA volumes with UK-Ireland FAB and Iceland. It will create a continuous FRA across nine States in Northern Europe by 2021.

ATM partners in Europe sign Declaration on Just Culture Associations representing the ATM industry in Europe signed a Declaration with the European Commission to improve the reporting and analysis of safety information.

The purpose of the Declaration is to encourage a Just Culture whereby staff can report incidents without fear of retribution.

The Declaration was signed by: ATCEUC (Air Traffic Controllers European Unions Coordination), CANSO, ETF (European Transport Workers’ Federation), IFAIMA (International Federation of Aeronautical Information Management Associations), IFATCA (International Federation of Air Traffic Controllers Associations) and IFATSEA (International Federation of Air Traffic Safety Electronics Associations).

World’s largest plan for remote controlled towers presented Avinor, Kongsberg Gruppen and Indra Navia presented plans for remote-operated air traffic control towers at Norwegian airports. Avinor previously decided to invest

in remote tower services at up to 15 airports from a control tower centre in Bodø. A further expansion is expected to include more Avinor airports.

The tower centre in Bodø and remote control of the first tower is scheduled to be completed in 2017.

CANSO lays out steps to harmonise airspace in Latin America and Caribbean CANSO has recommended steps to harmonise airspace in Latin America and the Caribbean that would enable the ATM industry to improve efficiency for airspace users and cater for air traffic growth.

The steps include: organising airspace in line with the operational requirements of airspace users rather than according to national borders; co-operating across the aviation value chain through collaborative decision-making; removing impediments to efficient regional traffic flows by implementing air traffic flow management; and implementing performancebased navigation to improve efficiency.

ATS Route Network Optimization Project (ARNOP) and MID Region AIM Database (MIDAD).

Meanwhile, the Arab Civil Aviation Commission (ACAC), Airbus Middle East and Airbus ProSky will conduct a study to better understand the current regional airspace challenges and suggest necessary changes.

The study aims to: improve airspace safety and efficiency; improve interoperability between ANSPs to foster seamless services across borders; increase airspace capacity to meet future demand; increase access to airports; and reduce the environmental impact of increasing traffic by improving ATM operations.

AIRWAYS CHOSEN TO TRAIN VIETNAM Airways New Zealand has signed two agreements with Vietnamese aviation authorities.

The first agreement is a five-year Memorandum of Understanding (MOU) with Vietnam Air Traffic Management Corporation (VATM). The second agreement is an MOU with the Vietnam Aviation Academy, which will see the university’s students completing ATC training in New Zealand as part of their Aviation Management degree.

“We look forward to assisting VATM meet air traffic growth estimated to reach 8.4% per annum over the next 20 years,” said Airways’ Head of Training Sharon Cooke.

Unmanned aircraft flies in UK civil airspace for the first time NATS managed the first flight by an unmanned aircraft in controlled and unsegregated airspace. A Thales Watchkeeper UAS took-off from West Wales Airport and embarked on a threehour flight, part of which took a UAS into civil controlled airspace for the first time.

Until now, the use of large unmanned aircraft has been limited to highly segregated areas. This trial flight could now pave the way for the future use of drones inside controlled airspace.

Two studies to improve AIR TRAFFIC MANAGEMENT in Middle East The Gulf Cooperation Council (GCC) has contracted Helios to conduct a study and implementation roadmap to harmonise ATM provision across the six GCC States of Bahrain, Kuwait, Oman, Qatar, Saudi Arabia and United Arab Emirates.

The project will be aligned to ICAO’s Aviation System Block Upgrades (ASBU) and developed in co-operation with other national and regional projects, including the Middle East Airspace Enhancement Plan (MAEP),

The Thales Watchkeeper took-off from West Wales Airport.

Credit: NATS & Thales

also implementing free route airspace (FRA), contributing to improved flexibility and cost-efficient operations for airspace users in Estonia, Finland, Latvia and Norway.

Air Traffic Control screen showing the UAS – call-sign Cronus 150.

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CANSO MEMBERS CANSO Members CANSO––the theCivil CivilAir AirNavigation NavigationServices ServicesOrganisation Organisation––isisthe theglobal globalvoice voiceof of CANSO airtraffic trafficmanagement management(ATM) (ATM)worldwide. worldwide.CANSO CANSOMembers Memberssupport supportover over85% 85%of of air worldair airtraffic. traffic.Members Membersshare shareinformation informationand anddevelop developnew newpolicies, policies,with withthe the world ultimateaim aimof ofimproving improvingair airnavigation navigationservices services(ANS) (ANS)on onthe theground groundand andin inthe the ultimate air. air.

CANSOrepresents representsits itsMembers’ Members’views viewsto toaawide widerange rangeof ofaviation aviationstakeholders, stakeholders, CANSO includingthe theInternational InternationalCivil CivilAviation AviationOrganization, Organization,where whereitithas hasofficial official including Observerstatus. status.CANSO CANSOhas hasan anextensive extensivenetwork networkof ofAssociate AssociateMembers Membersdrawn drawn Observer fromacross acrossthe theaviation aviationindustry. industry.For Formore moreinformation informationon onjoining joiningCANSO, CANSO,visit visit from www.canso.org/joiningcanso. www.canso.org/joiningcanso.

civil air air navigation navigation services services organisation organisation civil

Full Members Members -- 88 88 Full — Aeronautical AeronauticalRadio Radioof ofThailand Thailand(AEROTHAI) (AEROTHAI) — — Aeroportos Aeroportosde deMoçambique Moçambique — — Air AirNavigation Navigationand andWeather WeatherServices, Services, — CAA(ANWS) (ANWS) CAA — Air AirNavigation NavigationServices Servicesof ofthe theCzech CzechRepublic Republic — (ANSCzech CzechRepublic) Republic) (ANS — AirNav AirNavIndonesia Indonesia — — Air AirTraffic Traffic&&Navigation NavigationServices Services(ATNS) (ATNS) — — Airports Airportsand andAviation AviationServices ServicesLimited Limited(AASL) (AASL) — — Airports AirportsAuthority Authorityof ofIndia India(AAI) (AAI) — — Airports AirportsFiji FijiLimited Limited — — Airservices AirservicesAustralia Australia — — Airways AirwaysNew NewZealand Zealand — — Albcontrol Albcontrol — — Austro AustroControl Control — — Avinor AvinorAS AS — — AZANS AZANSAzerbaijan Azerbaijan — — Belgocontrol Belgocontrol — — Bulgarian BulgarianAir AirTraffic TrafficServices ServicesAuthority Authority — (BULATSA) (BULATSA) — CAA CAAUganda Uganda — — Cambodia CambodiaAir AirTraffic TrafficServices ServicesCo., Co.,Ltd. Ltd.(CATS) (CATS) — — Civil CivilAviation AviationAuthority Authorityof ofBangladesh Bangladesh(CAAB) (CAAB) — — Civil CivilAviation AviationAuthority Authorityof ofBotswana Botswana — — Civil CivilAviation AviationAuthority Authorityof ofMongolia Mongolia — — Civil CivilAviation AviationAuthority Authorityof ofNepal Nepal(CAAN) (CAAN) — — Civil CivilAviation AviationAuthority Authorityof ofSingapore Singapore(CAAS) (CAAS) — — Civil CivilAviation AviationAuthority Authorityof ofthe thePhilippines Philippines — — Civil CivilAviation AviationRegulatory RegulatoryCommission Commission(CARC) (CARC) — — COCESNA COCESNA — — Croatia CroatiaControl ControlLtd Ltd — — DCA DCAMyanmar Myanmar — — Department Departmentof ofAirspace AirspaceControl Control(DECEA) (DECEA) — — Department Departmentof ofCivil CivilAviation, Aviation,Republic Republicof ofCyprus Cyprus — — DFS DFSDeutsche DeutscheFlugsicherung FlugsicherungGmbH GmbH(DFS) (DFS) — — Dirección DirecciónGeneral Generalde deControl Controlde deTránsito TránsitoAéreo Aéreo — (DGCTA) (DGCTA) — DSNA DSNAFrance France — — Dubai DubaiAir AirNavigation NavigationServices Services(DANS) (DANS) — — Dutch DutchCaribbean CaribbeanAir AirNavigation NavigationService ServiceProvider Provider — (DC-ANSP) (DC-ANSP) — ENANA-EP ENANA-EPANGOLA ANGOLA — — ENAV ENAVS.p.A: S.p.A:Società SocietàNazionale Nazionaleper perl’Assistenza l’Assistenza — Volo alalVolo — ENAIRE ENAIRE — — Estonian EstonianAir AirNavigation NavigationServices Services(EANS) (EANS) — — Federal FederalAviation AviationAdministration Administration(FAA) (FAA) — — Finavia FinaviaCorporation Corporation — — General GeneralAuthority Authorityof ofCivil CivilAviation Aviation(GACA) (GACA) — — Ghana GhanaCivil CivilAviation AviationAuthority Authority(GCAA) (GCAA) — — HungaroControl HungaroControlPte. Pte.Ltd. Ltd.Co. Co. — — Instituto InstitutoDominicano Dominicanode deAviacion AviacionCivil Civil(IDAC) (IDAC) — — Israel IsraelAirports AirportsAuthority Authority(IAA) (IAA) — — Irish IrishAviation AviationAuthority Authority(IAA) (IAA) — — ISAVIA ISAVIALtd Ltd — — Japan JapanAir AirNavigation NavigationService Service(JANS) (JANS) — — Kazaeronavigatsia Kazaeronavigatsia — — Kenya KenyaCivil CivilAviation AviationAuthority Authority(KCAA) (KCAA) — — Latvijas LatvijasGaisa GaisaSatiksme Satiksme(LGS) (LGS) —

— Letové Letovéprevádzkové prevádzkovéSlužby SlužbySlovenskej SlovenskejRepubliky, Republiky, — ŠtátnyPodnik Podnik Štátny — Luchtverkeersleiding LuchtverkeersleidingNederland Nederland(LVNL) (LVNL) — — Luxembourg LuxembourgANA ANA — — Maldives MaldivesAirports AirportsCompany CompanyLimited Limited(MACL) (MACL) — — Malta MaltaAir AirTraffic TrafficServices Services(MATS) (MATS) — — National NationalAirports AirportsCorporation CorporationLtd. Ltd. — — National NationalAir AirNavigation NavigationServices ServicesCompany Company — (NANSC) (NANSC) — NATS NATSUK UK — — NAV NAVCANADA CANADA — — NAV NAVPortugal Portugal — — Naviair Naviair — — Nigerian NigerianAirspace AirspaceManagement ManagementAgency Agency(NAMA) (NAMA) — — Office OfficeNational Nationalde deLÁviation LÁviationCivile Civile(OFNAC) (OFNAC) — — Office OfficeNational NationalDes DesAéroports Aéroports(ONDA) (ONDA) — — ORO ORONAVIGACIJA, NAVIGACIJA,Lithuania Lithuania — — PIA PIA“Adem “AdemJashari” Jashari”--Air AirControl ControlJ.S.C. J.S.C. — — PNG PNGAir AirServices ServicesLimited Limited(PNGASL) (PNGASL) — — Polish PolishAir AirNavigation NavigationServices ServicesAgency Agency(PANSA) (PANSA) — — Public PublicAuthority Authorityfor forCivil CivilAviation Aviation(PACA) (PACA) — — ROMATSA ROMATSA — — Sakaeronavigatsia SakaeronavigatsiaLtd Ltd — — SENEAM SENEAM — — Serbia Serbiaand andMontenegro MontenegroAir AirTraffic TrafficServices Services — Agency(SMATSA) (SMATSA) Agency — Serco Serco — — skyguide skyguide — — Slovenia SloveniaControl Control — — State StateAirports AirportsAuthority Authority&&ANSP ANSP(DHMI) (DHMI) — — Sudan SudanAir AirNavigation NavigationServices ServicesDepartment Department — — Swaziland SwazilandCivil CivilAviation AviationAuthority Authority — — Tanzania TanzaniaCivil CivilAviation AviationAuthority Authority — — Trinidad Trinidadand andTobago TobagoCAA CAA — — The TheLFV LFVGroup Group — — Ukrainian UkrainianAir AirTraffic TrafficService ServiceEnterprise Enterprise(UkSATSE) (UkSATSE) — — U.S. U.S.DoD DoDPolicy PolicyBoard Boardon onFederal FederalAviation Aviation — — Viet VietNam NamAir AirTraffic TrafficManagement ManagementCorporation Corporation — (VATM) (VATM)

Gold Associate Associate Members Members -- 11 11 Gold — — — — — — — — — — — — — — — — — — — — — —

AirbusProSky ProSky Airbus AnhuiSun SunCreate CreateElectronics ElectronicsCo., Co.,Ltd. Ltd. Anhui Boeing Boeing Exelis,inc. inc.

Exelis, FREQUENTISAG AG FREQUENTIS GroupEADEurope EuropeS.L. S.L. GroupEAD InmarsatPlc Plc Inmarsat LockheedMartin Martin Lockheed Raytheon Raytheon SelexES ES Selex Thales Thales

Silver Associate Associate Members Members -- 70 70 Silver — — — — — — — — — —

42Solutions SolutionsB.V. B.V. 42 AdacelInc. Inc. Adacel AeronavInc. Inc. Aeronav Aireon Aireon AirTraffic TrafficControl ControlAssociation Association(ATCA) (ATCA) Air

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Membershiplist listcorrect correctas asof of24 24November November2015.

2015.For Forthe themost mostup-to-date up-to-datelist listand andorganisation organisationprofiles profilesgo goto towww.canso.org/canso-members www.canso.org/canso-members Membership

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In association with

MITRE

civil air navigation services organisation

Comprehensive and Integrated Training

Aviation System Block Upgrade (ASBU) Methodology and Best Practices for ASBU Implementation

CANSO_AD_216x303mm_AD_012915.indd 8/05/2015 1

More Information and Registrations http://mai.mitrecaasd.org

thalesgroup.com

TopSky – ATM solutions Wherever safety and security matter, we deliver SAFER SKIES Increase air traffic efficiency, adapt essential new solutions

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LONG-TERM SUPPORT Benefit from a complete range of extended services

Millions of critical decisions are made every day in aerospace. Thales is at the heart of this. Our TopSky-ATM solutions are trusted by key ATM professionals across 180 nations and our components, systems and services are integral to the SESAR and NextGen programmes. With an impressive two out of every three planes around the world landing and taking off with the help of Thales, we give decision-makers the information and control they need to make more effective responses in critical environments. Every moment of every day, wherever safety and security are critical, Thales delivers.

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CYBER SECURITY Ensure data integrity protection against cyber threats

GREENER ATM Optimise flight profiles with reduced holding patterns, cutting carbon emission and fuel consumption