Airspace 36 Quarter 1 2017

journal of the civil air navigation services organisation

ISSUE 36 QUARTER 1 2017

Five years of World ATM Congress IN MADRID journal of the civil air navigation services organisation

Hong Kong CAD ANSP carbon footprint Challenges in drone regulation

PLUS improving PBN implementation rates, FAA on UAS integration, using a ground-based augmentation system at San Francisco Airport and the latest news

IT’S TIME FOR A NEW APPROACH TO ATM

With the ever-growing amount of traffic in the sky, air traffic management (ATM) is a critical priority that requires continuous progress. Working together with industry and government organizations, Boeing is committed to an ATM transformation that improves safety, efficiency and the environment for all. At the core of Boeing’s ATM solutions are secure network-centric operations that will incorporate the capabilities of modern airplanes, as well as ensure global interoperability and real-time access to critical information. The time is now, and Boeing is ready to help.

boeing.com/commercial

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IN THIS ISSUE Director General

PERFORMANCE-BASED NAVIGATION

5 Jeff Poole looks forward to World ATM Congress and explains the relevance of the event.

WORLD ATM CONGRESS

Adobestock/agnormark

CADS

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10 Achieving a coherent, harmonised regulatory framework for unmanned aircraft systems will not be easy but is essential.

HONG KONG 16 L i Tin-Chui, Simon, Director General of Civil Aviation in Hong Kong, describes the ANSP’s work to increase capacity at Hong Kong International Airport and the complete revamp of its systems.

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LETTER FROM AMERICA

Airspace No. 36 ISSN number 1877 2196 Published by CANSO, the Civil Air Navigation Services Organisation Transpolis Schiphol Airport Polaris Avenue 85e 2132 JH Hoofddorp The Netherlands

6 Telephone: +31 (0)23 568 5380 Fax: +31 (0)23 568 5389 Publisher: Quentin Browell comms@canso.org Editor: Graham Newton comms@canso.org Advertising: Helen Parker Helen.Parker@canso.org Design:

civil air navigation services organisation

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

GROUND-BASED AUGMENTATION SYSTEM 33 Doug Stoll, Boeing Commercial Airplanes Strategy Leader for Operational Efficiency, describes the potential of new procedures at San Francisco that could increase airport arrival throughput while reducing environmental impact.

ATM NEWS

AdobeStock/Jess Yu

20 Teri Bristol, Chief Operating Officer of the Federal Aviation Administration’s Air Traffic Organization, outlines the efforts to incorporate drones into civil airspace.

ENVIRONMENT 26 ANSP efforts to help reduce aircraft emissions are well documented. But they are also making great strides in mitigating the environmental impact of their facilities.

AdobeStock/bluedesign

UAS TRAFFIC MANAGEMENT

World ATM Inc.

6 In its fifth year, World ATM Congress has become the largest, most significant global ATM gathering, attracting record numbers.

23 CANSO’s new publication, Performance-based Navigation for ANSPs: Concept 2030, explores the forthcoming PBN landscape and examines the decisions ANSPs need to make to prepare for the future.

23 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. © Copyright CANSO 2017

37 News highlights from CANSO and CANSO Members.

journal of the civil air navigation services organisation

ISSUE 36 QUARTER 1 2017

Five years oF World aTM Congress in Madrid journal of the civil air navigation services organisation

Hong Kong CAD ANSP carbon footprint Challenges in drone regulation

PLUS improving PBN implementation rates, FAA on drone regulation, using ground-based augmentation at San Francisco and the latest news

Front Cover Image © World ATM Inc.

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A new name in global Air Traffic Management On August 16 Lockheed Martin’s IS&GS business combined with Leidos, creating a new leader in air traffic management.

Since the 1950s our team has been critical in delivering increased safety, greater efficiency and improved capacity in some of the most complex airspace environments in the world.

Today the new Leidos is engineering the most comprehensive suite of solutions and services that enable collaboration across the entire civil aviation system.

Find out why, from sidewalk to sky, we’ve got you covered.

Visit www.sidewalktosky.com

FROM THE DIRECTOR GENERAL

civil air navigation services organisation

It is often said that the air traffic management industry is like a family. We know each other well, we support and help each other and sometimes we even disagree! Like many families we all come together from time to time at major family events where we are delighted to see old friends, make new ones and be stimulated and enriched by each other’s company. One such is the gathering of our industry for a series of events, meetings and social occasions in Madrid in early March.

The centrepiece of this gathering is World ATM Congress, now in its fifth year. It is the largest global air traffic management event and has rapidly become the must-attend occasion for our industry. There is something for everyone. From commercial companies demonstrating their latest products and services and signing deals; to air traffic management staff learning about the latest technologies and best practice; to leaders from across the industry sharing ideas and working together to improve the efficiency and enhance the safety of airspace.

Everyone leaves Madrid having gained value and this is demonstrated by the growth of the event year after year. In 2016 there were 7,175 registered participants and a record 225 exhibitors, an increase of 22 since the previous year.

There is a first class conference with speakers of the calibre of European Transport Commissioner, Violeta Bulc and IAG CEO, Willie Walsh. In addition, experts from 55 organisations will be delivering over 80 hours of demonstrations, presentations, and panel discussions on a wide range of relevant issues across five education theatres.

World ATM Congress serves the entire needs of the global ATM industry. But it also serves our industry for a different reason; because it is organised by the industry for the industry and the money generated by the Congress is ploughed back into the industry. It helps fund activities, including training, guidance on key issues and forums for exchanging best practice.

I hope as many of you as possible will join us 6 to 10 March in Madrid for World ATM Congress, as well as other events including the CANSO ATM Gala Dinner in an exciting and spectacular new venue, the CANSO CEO Strategy Summit and the CANSO Global ATM Operations Conference. This is a family occasion not to be missed!

Jeff Poole CANSO Director General

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Credit: CANSO

WORLD ATM CONGRESS

Industry experts speak on the current and future challenges in air traffic management.

By the industry, for the industry

In its fifth year, World ATM Congress has become the largest, most significant global ATM gathering, attracting record numbers.

World ATM Congress has raised the bar for industry events. Now celebrating its fifth anniversary, World ATM Congress took a different approach to other air traffic management shows from the start. It was the first to be organised by the industry, for the industry. That means the money generated by the Congress is recycled back into the industry, a notable plus.

Full industry support and input enabled the event to quickly gain traction and credibility. In a short time, a world-class event was born that attracted not just the ATM industry but all parts of the aviation value chain, including States and regulators.

Credit: CANSO

“There’s no other event like it in the industry,” says Peter F. Dumont, ATCA’s President and CEO. “We have today the event we envisioned five years ago. Of course, there is always room for growth, in both the ATM industry as well as in largescale event management, but increasingly the focus is on quality, diversity and relevance.

CANSO is one of the 225 exhibitors.

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“World ATM Congress has grown into not only a premier aviation event but also a memorable and successful experience for our attendees. This year will be no exception.”

WORLD ATM CONGRESS

World ATM Congress is much more than an exhibition...it has become a key destination for exchanging best practice, enabling attendees to learn about new technologies and procedures. Workshops, education sessions and theatre presentations feed off the vibrant exhibition floor and add to the atmosphere of progress.

Record numbers World ATM Congress has certainly built a reputation for excellence, earning Gold for Best Congress overall at the Eventoplus Awards for its inaugural 2013 edition and recognition as one of the Best Congress/Conferences in 2014 at the EuBEA (European Best Events Awards) Festival.

The Congress has grown quickly, with a record 7,175 registered participants and 225 exhibitors in 2016. At the event, companies launch new products, announce news, sign partner agreements, and agree to deals and contracts. World ATM Congress has rapidly become a bustling and successful market place where real business gets done.

World ATM Congress is much more than an exhibition though. It has become a key destination for exchanging best practice, enabling attendees to learn about new technologies and procedures.

Workshops, education sessions and theatre presentations feed off the vibrant exhibition floor and add to the atmosphere of progress. Companies, international organisations and regulators are queuing up to present their latest ideas and technologies. The five education theatres are often filled to capacity with delegates and hall visitors.

“The conference programme is really impressive too, with industry experts speaking on the current and future challenges in air traffic management,” says Jeff Poole, Director General of CANSO. “The programme is unique in that it gives delegates a genuine look at the latest issues and how the industry is evolving. It informs good decision making and that can only benefit all ATM stakeholders.”

Target rich One of the keys to the success of World ATM Congress is that all the main industry players actively participate, including major contributions from such organisations as EUROCONTROL and SESAR Joint Venture.

The European Commission uses World ATM Congress as a venue to hand out its industry awards, and World ATM Congress’s development can also be seen in the mix of

Credits: CANSO

The event’s large-scale Exhibition Hall and renowned conference – all under one roof – make it a perfect one-stopshop for all things ATM.

Highlights of World ATM Congress over the years.

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BE PART OF THE FUTURE OF AIR TRAFFIC MANAGEMENT Our Members are shaping the future for a safe, efficient and seamless airspace - join CANSO.

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Build your network through our global events and workgroups Access industry intelligence

Take advantage of guidance materials and industry best practice

Actively participate in the creation of policies and guidance

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WORLD ATM CONGRESS

The conference programme is unique in that it gives delegates a genuine look at the latest issues, and they can see how the industry is evolving. It informs good decision making and that can only benefit all ATM stakeholders. registered participants with growing numbers of airlines now participating, taking advantage of having so many ANSPs and technology providers in one place at one time.

Those attending have certainly been appreciative in their feedback: “The Congress is a target-rich environment, there is so much to take in and learn about,” is a typical response.

John Fekkes, Vice President, Business Development NAVCANatm, says World ATM Congress is “a significant event on our annual calendar for showcasing our technology, and for networking with our customers, partners and peer ANSPs.

World ATM Congress will take place in Madrid until at least 2022, thanks to a new five-year contract. “It gives World ATM Congress long-term stability,” says Peter F. Dumont, ATCA’s President and CEO. “Everybody has confidence in the logistics. For example, exhibitors know they can get their equipment through customs, they know the venue. We have a strong relationship with Feria de Madrid (IFEMA) – the event location – and the Madrid City Council also provides strong support. We are extremely proud to host our event here.”

The Spanish capital has been home to World ATM Congress since its inception. Initially, there was a robust selection process for the event’s location, but Madrid won comfortably with a host of factors in its favour, including accessibility by air from all corners of the world and affordability compared with many other leading cities.

“While relationships develop over time, the Congress is a very convenient venue to further current relationships, introduce interested ANSPs to our technology, and provide in-depth demonstrations, all in an action-packed three days.”

World ATM Congress is operated by CANSO in partnership with ATCA. Visit www.worldatmcongress.org to register or find out more.

Credit: World ATM Inc.

“It provides a forum for the advancement of the air navigation service provision worldwide through information sharing, and developing relationships that will aid our industry to address future requirements,” he continues. “It draws the participants that we want to speak with about technology that can transform operations.

Madrid wins

Theatre presentations add to the atmosphere of progress.

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UAS TRAFFIC MANAGEMENT

Credit: Adobestock/agnormark

Overcoming drone culture clash

A regulatory infrastructure to cover the diversity of drones and their myriad applications is essential.

Achieving a coherent, harmonised regulatory framework for unmanned aircraft systems will not be easy but is essential in light of the sector’s extraordinary growth.

Unmanned aircraft systems (UAS) – commonly referred to as drones – are growing in number across the world. In the US, for example, the Federal Aviation Administration anticipates 7 million drones by 2020. Retail sales are almost doubling each year and corporate investment in the sector is surging.

Already there have been many instances of drones endangering safe operations. In July 2016, for example, an Airbus A320 carrying 165 passengers came within 66 feet of a drone on its approach to London Heathrow. Earlier, in 2015,

There is no “one size fits all” solution... so it needs a notional framework that could be agile and adaptable for each State, but that maintains a minimum set of common core performance and equipage requirements that satisfy a global baseline.

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two flights reported a drone operating near New York’s JFK Airport. These incidents are by no means isolated.

Work continues on the correct regulatory response.

Previously, the scarcity of drones meant they could be handled on a case-by-case basis, especially since the military were the main drivers behind the technology. But that paradigm no longer holds.

A regulatory infrastructure to cover the diversity of drones and their myriad applications is essential. The complexity of the challenge has led to fundamental questions on what a UAS traffic management (UTM) system might include.

“There is no one-size-fits-all solution here,” says Doug Davis, Director of Airworthiness at Northrop Grumman and Chair of the CANSO Remotely Piloted Aircraft Systems and Emerging Technologies Workgroup.

“Consequently, we should be looking at a notional framework that could be agile and adaptable for each State, but that maintains a minimum set of common core performance and equipage requirements that satisfy a global baseline.

UAS TRAFFIC MANAGEMENT

“I think ICAO is best suited as the proper organisation to act as the convener of this, and CANSO, obviously, is best suited to act as the voice of the ANSPs.”

Safety first Arguably the biggest unknown is how to reconcile UTM with the existing rules governing civil aviation. On the face of it, UTM cannot be developed in isolation but must take full account of the safety-first, State-driven ICAO mandates governing ATM. The drone-sector, however, is a fast-moving, business-oriented sector that pays little heed to national boundaries. Because of this clash of cultures – which can also be thought of as a topdown versus bottom-up battle – ANSPs remain cautious about incorporating UTM into the existing system.

One idea is to accept that caution and keep the two sectors separate by implementing a buffer zone. This entails ensuring UAS and civil aircraft do not use the same airspace at the same time.

The safety advantage is clear – civil aviation would be protected from unauthorised drones flying too close to aircraft.

At the same time, it permits the drone sector to benefit from established rules and a mature, safety-first industry.

Though keeping the two sectors completely separate is impractical, any boundary crossing would be subject to strict conditions. One obvious step would be to ensure any drone in civil aviation airspace is able to replicate aircraft functionality or at least remain well clear from other aircraft.

This is an idea endorsed by Sean Cassidy, Amazon Prime Air’s Director of Strategic Partnerships. He agrees that “access should be defined by capabilities.” In a recent interview, he noted that Amazon believes “there are different classes of operations that would require different equipage depending on the complexity of the operation and the type of airspace that they want to operate in.”

Geofencing technology might be the best way to support this effort. The ability exists to ensure drones simply cannot operate in civil aviation airspace, for example by limiting its

The ability exists to ensure drones simply cannot operate in civil aviation airspace, for example by limiting its altitude. In addition, drones would need to come equipped with the necessary capabilities to detect and avoid aircraft. They would also need to have the ability to communicate with each other, sharing their precise position across the UTM.

New opportunities UAS traffic management represents a new area of business for ANSPs, charging a fee to ensure drones keep to the rules. And the impact of this new sector may be well be the oft-mentioned disruptive technology that will spur air navigation to greater performance and service levels.

The greatest opportunity offered by drones may well be the chance to test new traffic management designs and procedures in a way that cannot be replicated in the existing ATM framework. Once validated, all that has been learned from UTM can be transferred to civil aviation to the benefit of all concerned.

altitude. In addition, drones would need to have the necessary capabilities to detect and avoid aircraft. They would also need to have the ability to communicate with each other, sharing their precise position across the UTM.

Carefree drones Davis accepts that finding ways to mesh UAS with civil aviation is “a daunting challenge.” But he insists that embracing this new technology is an exciting prospect. “We are watching new capabilities unfold on a weekly basis,” he notes.

“That is very unnerving to many traditional aviation users, and for good reason. Our aviation traditions have been founded on a safety regime that has made the airspace system today safer than at any time in history. No one is interested in dismissing that heritage. We need to embrace the changes while maintaining the intent of providing a safe environment for all airspace users.”

The chief concern is that a plethora of carefree drones will endanger civil aviation, as seen in the many examples of ‘near misses’. But these incidents largely concern drones that are flown too close to airports, which is already illegal in many countries. In this respect, some observers are questioning the necessity of UTM. Very few drones are expected to be authorised to actually share airspace with civil aviation, for example, operating instead at low or very high altitudes. The suggestion is that a flight plan, predefined corridors and minimal regulation would be enough to cope with drone operations.

Credit: Amazon

“Identifying that global baseline and implementing a UTM framework should be the responsibility of regulators, ANSPs, and the industry working together,” he adds.

Prime example: should access be defined by capabilities?

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NAVCANatm is a subsidiary of NAV CANADA

UAS TRAFFIC MANAGEMENT

Davis believes that the industry’s vision must be longer term.

“The advent of complex automation has the potential to reshape the entire aviation sector,” he says. “We are already seeing the seeds of it in the rail and automotive industries so it stands to reason that the migration to aviation is next.

“Rather than pursuing a low altitude and high altitude entrance criteria, we should take a more holistic approach to future airspace regulatory and operational requirements,” he continues.

“Our current airspace structure was founded on groundbased technologies and has served us well. With the advent of exciting new space-based capabilities that are already being taken advantage of in areas like performance-based navigation, the opportunity to reshape the future for all airspace users, manned or unmanned, is right before us.”

Embedded ability Relying on technology rather than regulation is consistent with a performance-based regulatory approach.

In a paper on UTM, Francis Schubert, Deputy CEO of skyguide, suggests the elements of a performance-based regulatory framework for the UAS environment would include:

There is the question of who might be responsible for managing and overseeing UTM. An ANSP is one possibility. A new operator or network of operators is another. These new operators could in theory be private companies and, if UTM airspace is separated from civil aviation airspace, there could even be competition.

• the need for UAS operating in the UTM to have the embedded ability to remain outside airspace sectors where such operations are prohibited • the need for UAS entering the airspace open to civil aviation to have the capability to operate as ordinary aircraft or to maintain distance from ordinary aircraft and from each other • the need for the operation of any UAS that cannot comply with the above requirement to be based on a concept of operation prepared by the operator and approved by both the competent regulatory authority and ANSP • the need for any manned aircraft flying within the UTM airspace (e.g. low-flying helicopter) to carry equipment making it fully conspicuous to UAS so the latter can keep clear from the manned civil aircraft.

Then there is the question of who might be responsible for managing and overseeing UTM. An ANSP is one possibility. A new operator or network of operators is another. These new operators could in theory be private companies and, if UTM airspace is separated from civil aviation airspace, there could even be competition.

A UTM’s economic and political context will be different from the legacy infrastructure making competition possible and practical. A competitive model would be more difficult in nonsegregated airspace, however.

Davis suggests that conducting critical research to prove UTM concepts is necessary before decisions can be made about oversight responsibility. “A list of key assumptions including regulatory constraints, compliance to rules of the air, flight over population and so forth needs to be developed,” he says.

“Research needs to be identified and completed to assist the community in the right aspects and applications of risk management. Once complete, ANSPs can make an informed safety and business decision about the appropriate level of management for UTM.”

Credit: AdobeStock/pixone3d

Whatever that research reveals, there is little doubt that the magnitude of drone flights in the future means that UAS operations must be properly supported. While there has been activity at the national level, the vision must be for harmonised, global UTM.

Drone operations close to airports are already illegal in many countries.

The big challenge will be successfully blending two different cultures. The key will be merging the robust safety culture of civil aviation air traffic management with the disruptive nature of UAS and so force innovative thinking, technology and procedures.

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ADVERTISEMENT FEATURE

Driving Change with 4K2K Technology We are witnessing an unprecedented, ever increasing volume of air traffic worldwide with no landing in sight. Existing ATM is being stretched beyond design loads, pushing control capacity to the limit.

While industry programs drive needed change, maintaining standards in safety and efficiency in technological innovation is imperative.

Being integral to technical innovation, there is an increasing focus on display technology. The central visual component of any ATM solution is the primary control monitor which must deliver an absolute and uncompromising level of 24/7 operation, consistently high performance, and longterm reliability.

Monitor manufacturers have been bringing forward viable and captivating visual solutions for the primary control workstation – monitors are getting smarter and becoming a more active component in any modern ATM system. The 2K2K primary control monitor still remains the cornerstone of the ATM experience, displaying key surveillance radar feeds. It has been a part of ATM for years and will continue to so long as the industry uses current radar data formats.

That being said, the ATM industry itself is in the midst of a significant strategic change to increase control capacities to manage escalating loads. It is more open to new concepts to improve performance and efficiency and alternatives to how ATCOs view and manage information. With the adoption of ADS-B, we see rise and benefits in alternative sizes, resolutions,

EIZO is one manufacturer using its experience in developing monitors for ATC and other missioncritical environments to produce 4K2K primary control monitors that meet the stringent technical demands of ATC.

The Raptor RP4325 monitor is backed by more than 45 years of expertise in visual display solutions.

and concepts such as the 4K2K primary control monitor.

Unfortunately, the 4K2K LCD module market has been driven primarily by the consumer-grade TV market. Such panels cannot be used 24/7 without impacting on performance and reliability. Industrial-grade LCD modules – which have a long production life and EOL notification, slow natural deterioration, low image sticking, high performance, and reliability – are essential for ATC. EIZO is one manufacturer using its experience in developing monitors for ATC and other mission-critical environments to produce 4K2K primary control monitors that meet the stringent technical demands of ATC, enhance the visual experience of the ATCO, and increase performance and efficiency.

In a multi-monitor setup, the users’ eyes need to scan from one monitor to the next; a process which can be disrupted by the bezels and space between monitors. They also need to adjust to the varying pixel sizes and color characteristics between multiple monitors and this contributes to eye strain on the ATCO over long periods of operation. Advantages of the 4K2K resolution itself include having all pertinent information viewable on a single

screen, no obtrusive bezel frames between feeds, consistent color characteristics and font size across the entire visual HMI, and reduction in eye fatigue.

EIZO has been spearheading the development of 4K2K technology for niche markets such as medical and ATC. All EIZO primary control monitors use high quality industrial-grade LCD modules designed for 24/7 usage in mission-critical environments.

This applies to not only 2K2K primary control monitor development, but EIZO has now also developed the industry’s first 4K2K primary control monitor specifically for the ATC environment: the Raptor RP4325 is a 42.5” monitor backed by more than 10 years of primary control monitor development and 45 years of expertise in visual display solutions. It uses an industrial LCD module that meets the stringent requirements of ATC. The monitor can also display video from up to three sources simultaneously, each of which can be freely positioned on the screen.

The Raptor RP4325 was announced in January 2017. EIZO plans to continue to evolve the Raptor RP4325 with customerdriven development to address growth and change in the ATC market. www.eizoglobal.com

HONG KONG

Credit: CADS

Embracing new challenges

Li Tin-Chui, Simon, Director General of Civil Aviation in Hong Kong, describes the ANSP’s work to increase capacity at Hong Kong International Airport and the complete revamp of its systems.

In an effort to cope with the evergrowing air traffic volume and demand for air navigation services, the Civil Aviation Department (CAD) of Hong Kong, China – which is responsible for the provision of air navigation services within the Hong Kong Flight Information Region (HKFIR) – is committed to continuous ATM modernisation.

To better manage the large air traffic demand, CAD is actively collaborating with States and administrations in the region to implement crossborder Air Traffic Flow Management, based on the Distributed Multi-Nodal ATFM network concept.

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This is in line with the International Civil Aviation Organization (ICAO) Global Air Navigation Plan (GANP) and the associated Aviation System Block Upgrade (ASBU) framework.

CAD has launched a series of initiatives to upgrade the necessary air navigation infrastructure and procedures and, at the same time, endeavours to fulfil its duties in collaboration with ICAO Regional Office and other Asia-Pacific States and administrations to enhance regional air navigation safety, capacity and efficiency.

Three-runway system As rightly forecasted by ICAO and the International Air Transport Association (IATA), the Asia-Pacific region has been experiencing continuous air traffic growth in recent years.

This is demonstrated by the increasing air traffic movements not only in and out of Hong Kong International Airport (HKIA), but also overflying the HKFIR.

In 2016, on average CAD handled about 1,132 daily movements at HKIA and about 771 daily overflights. These figures represent a 48% and 94% increase respectively, compared with 2006.

To help handle this volume, CAD has been working in collaboration with the Airport Authority Hong Kong (AAHK) to achieve the maximum runway capacity for HKIA over the past few years.

Through implementing various ATM optimisation measures, CAD has managed to increase the aircraft movements per hour at HKIA to 68, the maximum practical capacity for the existing two-runway system.

As HKIA edges closer to full capacity with the existing two-runway system, CAD is working earnestly with the AAHK and providing technical advice on the planning and development of a third runway. According to AAHK’s plan, the three-runway system (3RS) will be in operation by 2024.

HONG KONG

Out with the old Another important project that CAD has undertaken in recent years is the replacement of its air traffic control system. This massive venture consists of replacing and relocating all ATC facilities, namely the Aeronautical Network Centre (ANC), the Aeronautical Information Management Centre (AIMC), the Air Traffic Control Centre (ATCC), the Aerodrome Control Tower (Tower) and the Rescue Coordination Centre.

After about five months of phased functional implementation, the Air Traffic Management System (ATMS), the centrepiece of the new ATC system, commenced full operations on 14 November, 2016.

The new ATMS is able to handle 8,000 flight plans per day and simultaneously monitor 1,500 air or ground targets, a fivefold and 1.5 increase respectively compared with the original system.

The increased capacity makes the new system capable of coping with the projected air traffic growth brought about by the planned expansion of HKIA into 3RS.

surveillance tracker technology and graphical presentation of current and predicted meteorological information.

In addition, the new ATC system has incorporated into its design the capability for system upgrading and expansion to cope with future traffic growth.

Performance-based navigation Performance-based Navigation (PBN) implementation is identified as the highest priority in the ICAO GANP. In light of its importance, CAD has formulated its PBN implementation plan in line with the global and regional roadmap.

CAD has implemented PBN approach procedures with vertical guidance (APV) for all instrument runways. It has also designed environmentally-friendly PBN approaches that avoid overflying noise sensitive areas, and a set of noise mitigating departure procedures, which take advantage of the capability of a Radius-to-Fix (RF) turn so that aircraft

can be kept on well-defined flight paths and distances. This confines the noise footprint, thereby protecting the populated residential areas.

CAD has also used Required Navigation Performance (RNP) 1 standard departure and arrival (SID/STAR) procedures at HKIA since 2013. The RNP 1 procedures have completely replaced conventional procedures and become mandatory for aircraft operating at HKIA since 12 November, 2015. The successful implementation of RNP 1 will facilitate the future adjustment of flight paths and flexible airspace design, thereby offering operational benefits including enhanced airspace efficiency.

Good collaboration With the aim of improving operational efficiency through the increased exchange of real-time operational information among aviation community stakeholders, CAD successfully rolled out the Airport Collaborative Decision Making (A-CDM) platform in July 2013 with very encouraging results. An enhanced version of A-CDM is now being developed by the AAHK to realise the full benefits of the system to improve airport operations and capacity.

On a wider scope, to better manage the large air traffic demand, CAD is actively collaborating with States and administrations in the region to implement cross-border Air Traffic Flow Management (ATFM), based on the Distributed Multi-Nodal ATFM network concept. This has been endorsed by

Credit: CADS

The new ATMS has many enhanced features, including multiple layers of redundant systems to provide fail-safe, immediate backup. Naturally, it comes complete with the latest information technologies, including highly productive flight information and data processing capabilities, advanced automatic safety net features, more precise flight trajectory prediction functions, multi-

CAD has implemented PBN approach procedures with vertical guidance for all instrument runways.

It has also designed environmentally-friendly PBN approaches that avoid overflying noise sensitive areas near airports.

The Civil Aviation Department of Hong Kong is committed to continuous ATM modernisation.

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HONG KONG

the Asia-Pacific Air Navigation Planning and Implementation Regional Group (APANPIRG) as the foundation for a crossborder solution in the Asia-Pacific region by providing stakeholders with greater situational awareness and involvement in the decision-making process.

To reap the benefits of enhanced surveillance, the new ATMS is fed with ADS-B data for operational use.

Including ADS-B as an additional ATS surveillance source will enhance the contingency and redundancy capabilities of the ATMS. Furthermore, the implementation of ADS-B in the entire region will eliminate gaps in ATS surveillance coverage, which facilitates more seamless and interoperable operations among ANSPs. To further augment the tracking accuracy of aircraft arriving at HKIA using the Global Navigation Satellite System (GNSS), CAD has conducted a preliminary siting study in preparation for installing a ground-based augmentation system at HKIA. A territory-wide satellite database has been established by combining the real-time data collected by local GNSS monitoring stations located around the territory.

Credit: CADS

Another new technology being embraced is automatic dependent surveillance - broadcast (ADS-B). CAD has been fully supporting ADS-B development in the region. Since 8 December 2016, all aircraft flying within HKFIR at or above FL290 are required to have the requisite ADS-B avionics in the cockpit.

Revamped systems will help handle increasing demand.

Moreover, CAD has started using an Ionospheric Scintillation System, which enables collaboration with neighbouring areas through the ICAO Ionospheric Studies Task Force. This studies possible ionospheric effects on GBAS performance and potential mitigating measures leading to the successful deployment of GBAS in the Asia-Pacific region. CAD will continue GBAS trials at HKIA and the implementation of GBAS in the next few years.

Moving forward The 70th anniversary of the establishment of CAD was marked in 2016. Having evolved from its infancy located at a small piece of reclaimed land at Kai Tak to the ever-growing land at Chek Lap Kok, HKIA has become

one of the busiest passenger and cargo airports in the world.

To cope with the robust growth in air traffic, CAD has taken on great responsibility and will inevitably face challenges. But it will continue to work with all stakeholders in the aviation industry to pursue ATM modernisation.

The aim is to build aviation capability by increasing capacity, improving safety and enhancing efficiency. And this must be done while also minimising the environmental impacts of civil aviation.

Stepping into our 71st year, CAD has become a member of CANSO in the Asia-Pacific region. This marks a significant milestone as the company moves forward towards embracing new challenges in air navigation. CAD certainly treasures this golden opportunity to foster closer collaboration with other regional ANSPs on ATM issues through the platform provided by CANSO.

Credit: CADS

Achieving global harmonisation and the interoperability of air navigation service provision in the Asia-Pacific region remains CAD’s goal.

Hong Kong International Airport has become one of the busiest airports in the world.

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CAD has started using an Ionospheric Scintillation System, which enables collaboration with neighbouring areas through the ICAO Ionospheric Studies Task Force.

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skyguide’s Virtual Centre: One Sky by One System The air traffic management industry is at the beginning of a paradigm shift. This is driven by the need for more efficient processes and the dawn of disruptive technologies that will eventually deliver better services to our customers. skyguide decided to take up the challenge by harmonising working positions, developing shared data services and starting to build the first Virtual Centre. Other European ANSPs are also taking this path.

New dimensions in air navigation services Laying down the technical foundations for seamless, locationindependent air traffic management begins by gradually transforming existing systems that are tightly coupled and insufficiently connected to their neighbouring systems. skyguide’s Virtual Centre model uses a service-oriented architecture built on open standards. It can be networked to comply with System Wide Information Management (SWIM). skyguide’s Virtual Centre programme is currently phasing in a single visual display, broadcast from one data stream to control centres in Geneva and Zurich.

Wide-reaching standardisation and consolidation, powered by a service-oriented infrastructure, is already happening in other industries, such as banking. To face up to this inevitable transformation, Switzerland is embracing the opportunity to pioneer this new service model. Thanks to its openness to change, entrepreneurial spirit and an ability to be rapid and responsive, Switzerland is intrinsically agile!

Coflight Cloud Services – Discover the ATM of the Future As the air traffic management industry is moving away from complex standalone systems, the notion of local flight data processing (FDP) systems no longer makes sense. A traditional FDP has many embedded functionalities that can now be provided externally in a service-oriented approach. The mission is to provide the most modern flight data management (FDM) functions through SWIM service provision and distribution, and to move from distinct local air traffic management philosophies to a shared services philosophy. skyguide works with its French and Italian partners, DSNA and ENAV, as well as with MATS, on the development of Coflight Cloud Services (CCS). CCS is based on the Coflight software developed by Thales and Leonardo. At the World ATM Congress in Madrid, the partners will be demonstrating the possibilities of this remote flight data processing service.

Rendezvous at the Swiss ANS Solutions booth.

New co-operation However, skyguide cannot achieve this alone. External partners are associated with the programme to identify critical technologies that help to break away from the usual limitations of the air traffic management world.

Thanks to its daughter company, SkySoft-ATM, skyguide can build services and source non-strategic solutions from industry suppliers or other air navigation service providers. Teaming up with industry partners, suppliers and other providers on the Single Sky journey makes the first Virtual Centre in Europe a precursor for similar developments.

Moving towards a new business model skyguide’s ambition is to demonstrate both improvement of service quality and the feasibility and efficiency of a new business model driven by new technology – not just for Switzerland’s success, but to support European evolution towards a new era of seamless, advanced air traffic management.

If it works in Switzerland, skyguide’s Virtual Centre could be a model for Europe, providing: › › › › ›

standardisation, harmonisation and interoperability between sites safety and security by design and further evolution of features enhanced en-route (and airport) capacity resilience and service continuity lower investment and operating costs, as well as better purchasing power and efficiency.

For safety and security reasons, delivery of the technology and software for skyguide’s Virtual Centre programme will be carefully implemented in phases. Alternative options, like the “big bang” model sometimes favoured in IT services, are not suited to this environment; the key to successful, safe deployment is to be iterative, or “agile”.

This approach also applies to the possible participation of other air navigation service providers in this new technological and operational concept, and eventually into a new business model.

For further information, visit skyguide at the booth of Swiss ANS Solutions (#1220) in Madrid or at www.skyguide.ch

LETTER FROM AMERICA

Dealing with drones Teri Bristol, Chief Operating Officer of the Federal Aviation Administration’s Air Traffic Organization outlines the efforts to incorporate drones into civil airspace.

Supporting the global integration of unmanned aircraft systems (UAS) is essential. Often referred to as drones or Remotely Piloted Aircraft Systems (RPAS), these vehicles are poised to change our world.

UAS are being used for aerial photography, filmmaking, agriculture, delivery of items, surveying of wildlife, search and rescue operations, inspections of rail tracks and pipelines, and in numerous other ways. According to the FAA’s latest aerospace forecast estimates, there could be as many as 7 million drones sold in the United States by 2020.

We expect this industry to evolve rapidly. Today, we are talking about small-sized UAS, mostly operating in sparsely-populated areas, and operating within the pilot’s visual line of sight. In the months and years ahead, we will be transitioning to UAS flying over populated areas and beyond the pilot’s visual line of sight.

we have to ensure the safety of other aircraft and people and property on the ground, and consider the needs of traditional airspace users.

In December of 2015, we set up a drone registry just before the start of the holiday season, as we knew UAS would be a popular gift item. This way, we are able to provide UAS operators with important safety information and instill a strong safety culture among these operators. To date, more than 715,000 users have registered their drones.

Credit: FAA

Our goal is to enable UAS to safely and efficiently operate in the national airspace system. In order to do that,

The FAA is a member of ICAO’s RPAS panel which is focused on topics such as airworthiness, air traffic management, communications, and developing air navigation procedures to ensure safe integration of UAS globally.

The FAA’s Small UAS rule, covering drones less than 55 pounds, is already in effect.

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This past August, the FAA’s Small UAS rule went into effect, allowing drones weighing less than 55 pounds to fly up to 400 feet above ground level in uncontrolled airspace, and in controlled airspace with the FAA’s authorization.

We evaluate each authorization request to ensure they do not pose a hazard to manned aircraft or impact airspace or airport operations. The Small UAS rule also limits drone operations to being conducted within the pilot’s line of sight, during the daytime, and it requires pilots to earn a Remote Pilot Certificate. The next step in this evolution is to allow more complex types of UAS operations to be flown.

Drone detection We are also working with industry and other US government agencies on a security effort called the UAS Detection Initiative. This effort involves testing technologies that would detect unauthorized drone operations near airports and other critical infrastructure, and in unauthorized airspace.

We have evaluated some of these technologies around airports in New York, Atlantic City and Denver, and will be doing additional research at DallasFort Worth later this year. We will use the data and findings from these evaluations to draft recommendations for standards that will help inform airport operators nationwide who are considering installing drone-detection systems.

In addition, we are working collaboratively with NASA to develop a concept for a UAS traffic management system, an effort called UTM. The University of Nevada-Reno is conducting tests to support this effort.

This past October, they flew and tracked five UAS at the same time beyond the

Credit: FAA

LETTER FROM AMERICA

One of the Drone Advisory Committee’s first efforts is to identify the highest-priority UAS operations.

pilot’s visual line of sight from RenoStead Airport.

Each drone accomplished a separate simulated task, including looking for a lost hiker, covering a sporting event, monitoring wildlife and surveying environmental hazards. Tests like these will help build the foundation for managing much greater amounts of drone traffic in the coming years.

As we move forward, we are working closely with the FAA’s Drone Advisory Committee (DAC), a 35-member group representing the interests of industry, government, labor, and academia. This group will help us determine and prioritize the key issues involved with ensuring safe integration. One of the DAC’s first efforts is to identify the highest-priority UAS operations and how industry can gain access to the airspace to conduct these operations.

As we pursue these efforts – with regulation, airspace integration, traffic management concepts, security efforts, and industry engagement – we want to exchange what we learn with our international partners.

The FAA is a member of ICAO’s RPAS panel, which is working to provide Standards and Recommended Practices that will support an international regulatory framework for UAS. The panel is focused on topics such as airworthiness, air traffic management,

In addition, the FAA is a member of CANSO’s RPAS and Emerging Technologies Working Group, which currently includes 19 members from various states and industry.

Today, we are talking about small-sized UAS, mostly operating in sparselypopulated areas, and The group is working to provide standard UAS operations guidance and operating within the pilot’s best practices to air navigation service visual line of sight. In the providers, and recently delivered a customizable training course on months and years ahead, general RPAS operations, which can we will be transitioning to be used by ANSPs to train their own air traffic personnel.

UAS flying over populated areas and beyond the pilot’s Unanswered questions visual line of sight.

Going forward, there are many important questions that we all need to answer.

communications, and developing air navigation procedures to ensure safe integration of UAS globally. ICAO expects to issue policies and guidance in these areas in the 2018-2022 timeframe.

We are also part of a group called Joint Authorities for Rulemaking on Unmanned Systems, or JARUS. JARUS has experts from 46 member states and from civil aviation authorities, regional aviation safety organizations and industry. JARUS is engaged in several efforts, including developing certification standards for small UAS and an acceptable means of compliance, and developing robust classification schemes that assess the safety risk associated with UAS operations and ways to mitigate these risks.

For instance, how can we best develop international standards that will ensure safety and enable the success of UAS across the globe? How can groups like RTCA in the US, EUROCAE in Europe, and the UAS industry work together to accomplish this goal.

Another question is, can the air traffic systems we use for traditional aircraft be used just as effectively for unmanned aircraft? Or do we need to adapt our current system, and our current infrastructure? If so, how?

As we answer these kinds of questions, we’ll be in a better position to make a significant global contribution to this new and exciting segment of aviation.

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PERFORMANCE-BASED NAVIGATION

Improving airspace efficiency CANSO’s new publication, Performance-based Navigation for ANSPs: Concept 2030, explores the forthcoming PBN landscape and examines the decisions and investments ANSPs need to make to prepare for the future.

Performance-based navigation (PBN) has been improving airspace efficiency across the globe for many years. Nevertheless, implementation has fallen behind ICAO targets.

CANSO’s latest publication on the subject, Performance-based Navigation for ANSPs: Concept 2030, aims to bring the various PBN strands together and give ANSPs confidence in their planning and investment strategies and thereby progress PBN implementation rates.

The publication provides an overview of PBN’s future, allowing ANSPs to ensure their development aligns with PBN’s many advantages.

Tactics to strategy In essence, PBN improves airspace efficiency by facilitating a move away

PBN improves airspace efficiency by facilitating a move away from conventional, groundbased, route navigation towards area navigation.

In the future, this will advance further to spacebased surveillance and communications.

Credit: AdobeStock/Jess Yu

“The targets have been beneficial to the progress of implementation,” affirms Jeff Cochrane, Co-Chair of the PBN Workgroup and Director, Navigation and Airspace at NAV CANADA. “But there are a wide range of ANSP needs and capabilities. Some ANSPs have been on the PBN path for many years, and may be well ahead of Aviation System Block Upgrades (ASBU) targets. Others have not been in a position to complete a State PBN implementation plan or strategy, let alone to commence PBN implementation.”

For approach and departures, required navigation performance will be the primary methodology.

from conventional, ground-based, route navigation towards area navigation. In the future, this will advance further to space-based surveillance and communications.

The end game is the same capacity in oceanic and remote airspace as is available in continental airspace.

Additionally, user-preferred routes will become the norm. Airspace users will get to fly the routes they want to fly rather the routes they have to fly due to outdated procedural rules or obsolete navigational aids.

Such factors as traffic demand, airspace utilisation and constraints, air traffic control task complexity and users’ potential operational efficiency gains will ultimately determine the route structure. But PBN’s precision will

provide optimised separation standards that will improve on today’s procedural separation requirements.

“Furthermore, predictable flight paths encourage the development of air traffic management solutions and automation aids, and support the migration from tactical air traffic control to strategic air traffic management,” suggests Cochrane.

For approach and departures, required navigation performance (RNP) – a PBN subset – will be the primary methodology. When airport demand is high, there may well be an advertised requirement for capabilities. So, Airport A could specify RNP Authorisation Required (AR)-only operations during peak periods of demand. PBN-derived advances, in other words, will be the only way of managing congested airports.

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PERFORMANCE-BASED NAVIGATION

RNP is particularly effective when bad weather hits or where an instrument landing system (ILS) is unavailable, causing operational disruption.

“The improvement in terms of the operational minima enabled by RNP approach can allow to aircraft to land at an airport where it would otherwise encounter a disruption,” says Phil Rakena, Co-Chair of the PBN Workgroup and PBN Implemenation Project Manager at Airways New Zealand.

“This may occur during periods where a combination of low cloud ceiling or reduced runway visibility and current published minima result in a failure to see the runway in advance of the missed approach point by the pilot.”

By 2030, approach procedures with vertical guidance (APV), consistent with ICAO Resolution A37-11, will be available wherever suitable global navigation satellite systems (GNSS) are available. APV’s three-dimensional capabilities reduce the risk of controlled flight into terrain.

There will be at least four core GNSS constellations in use – GPS, GLONASS, Galileo and BeiDou. To maximise GNSS, multi-constellation dual frequency (MCDF) capabilities will be available for PBN services. The appropriate regulatory approval will be necessary for MCDF use, but this will also be the case for other PBN advances.

Safety first There is little doubt that PBN makes the skies safer. Straight-in approaches are 25 times safer than circling approaches, according to ICAO figures, and approaches with vertical guidance are eight times safer again.

Credit: Airways New Zealand

Approach procedures with vertical guidance, consistent with ICAO Resolution A37-11, will be available wherever suitable global navigation satellite systems are available.

APV’s three-dimensional capabilities cut the risk of controlled flight into terrain.

PBN has been implemented at New Zealand’s Queenstown Airport.

Safety will also be considerably enhanced across borders thanks to the new procedures brought about by improved navigation specifications, flight procedures design criteria and separation standards. A PBN-led future will also necessarily enhance collaboration between ANSPs and other stakeholders. This will be vital when it comes to sharing safety data and analyses.

supporting and promoting community involvement in the development and deployment of new routes is the key to successful PBN Implementation.

Effectively, this means that there will not be the need for a proven safety case for each new development. Instead, PBN will allow a menu-style selection of which technologies and operational processes are best suited to the circumstances.

Environmentally, PBN is helping to reduce greenhouse gas emissions by promoting more efficient routing as well approaches and departures. The more interesting environmental discussion surrounding PBN implementation will likely centre on noise.

“It must be highlighted that civil aviation is an integral part of everyday life and commerce and will continue to provide an essential foundation for the economic growth and vitality of the community.”

“ANSPs and airport operators will have State-level guidance on the appropriate level of public consultation and engagement for PBN deployment differentiating between the different flight levels,” says Jeff Williams, Co-Chair of the PBN Workgroup and Senior Vice President, Tetra Tech AMT. Locations that may be affected by PBN’s greater accuracy include: • • • • • • •

Residential Educational Health facilities Religious sites Historical locations Parks and recreational areas Wilderness sites.

Williams stresses that developing and maintaining a strong strategy for

“Addressing public concerns will involve dispelling misinformation, demonstrating how community input improved decision making and a willingness to accept trade-offs between efficiency and environmental impact,” he advises.

Early and transparent community involvement should be part of the standard change management processes established to ensure noise sensitive areas are identified and appropriately accounted for in PBN procedure design.

The CANSO guide suggests that ANSPs should strive to establish a standard, repeatable process, the outcome of which should inform and influence ANSP decision-making beyond that required by regulation.

“Performance-based Navigation for ANSPs: Concept 2030 brings together the many ideas and innovations that will enable PBN to bring about more efficient airspace management,” concludes Williams.

“This is not about telling ANSPs what to do but about ensuring they have the information needed to make sensible decisions about how to engage with PBN. I am confident that PBN implementation rates will improve.”

To download the CANSO guide: www.canso.org/publications AIRSPACE

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Credit: AdobeStock/bluedesign

ENVIRONMENT

Reducing ANSP carbon emissions ANSP efforts to help reduce aircraft emissions are well documented.

But they are also making great strides in mitigating the environmental impact of their facilities.

The role of ANSPs in reducing aircraft greenhouse gas (GHG) emissions through more efficient airspace management is clear.

But simply operating their facilities means ANSPs also have a direct impact on the environment. The extensive communications and navigation infrastructure, combined with a need to operate safely and resiliently 365 days a year, 24 hours a day, requires significant energy and carries a clear carbon impact.

CANSO’s ANSP Carbon Footprinting: A Best Practice Guide explains why ANSPs need to engage with the climate change debate and the best ways to measure, monitor and improve environmental performance.

Credit: NATS

Beyond the obvious Reducing energy consumption curbs environmental impact.

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Reducing the operational carbon footprint is obviously integral to corporate social responsibility (CSR) in the modern age. But there is a strong business case behind emission reduction too.

ENVIRONMENT

By undertaking a carbon footprint assessment alongside a CSR report, ANSPs can promote their efforts to improve sustainable economic growth and demonstrate transparency and credibility to the public.

There are several layers beyond mere cost effectiveness, however. As a fundamental link in the aviation supply chain, ANSPs often mistakenly fall foul of a negative environmental image. Airlines, airports and ANSPs have become easy targets for climate change activists. While the facts do not support this stance – CANSO has represented ANSPs in any number of environmental initiatives, leading to such agreements as the Carbon Offset Reduction Scheme for International Aviation passed at the last ICAO Assembly – ANSPs must nevertheless work to counteract the impression if they want a license to grow.

“By undertaking a carbon footprint assessment alongside a CSR report, ANSPs can promote their efforts to improve sustainable economic growth and demonstrate transparency and credibility to the public,” says says Christian Woborsky, Chair of CANSO’s Environment Workgroup and Senior Adviser Environment at Austro Control. “This will be vital as air traffic grows.”

ANSPs also need to be aligned with industry partners. Work on an ANSP’s carbon footprint also forms part of the third level of ACI Europe’s Airport Carbon Accreditation (ACA) tool, for example. ACA follows the basic principles established by the World Business Council for Sustainable Development and the

Credit: AdobeStock/servickuz

At its most basic, there is a direct link between energy consumption and cost. The less energy required, the less an ANSP will pay. In Switzerland, skyguide is part of “The Confederation: Exemplary in Energy” group. The objective is to implement 80% of an action plan consisting of 39 best practices in energy efficiency by 2020. By the end of 2015, skyguide had improved its energy efficiency 29.7% and implemented 59% of its action plan.

Airlines, airports and ANSPs are easy targets for climate change activists.

World Resource Institute Greenhouse Gas Protocol Corporate Accounting and Reporting Standard. In the third level – known as optimisation – third party engagement is expected to help airports reduce the carbon impact in their environs.

Furthermore, as some ANSPs aspire to grow their businesses beyond their traditional state boundaries, their environmental credentials – in addition to their costs, and product benefits – are hugely significant when tendering for new contracts.

Often, a pre-requisite to bidding for new commercial work is having an environmental management system, an environmental policy, and an understanding of the company’s operational carbon footprint.

Industry standards The reasons for reducing emissions are well established. And so, too, are the industry standards to follow in pursuit of this goal. Woborsky points out that these standards are “detailed

CASE STUDY: NAV Portugal NAV Portugal has been calculating its carbon footprint since 2010 and has achieved some significant results.

Initiatives implemented include: • Optimising air conditioning equipment and lighting operating time in office buildings • Installing renewable energy sources on some radio aids • Purchasing more fuel-efficient • Changing lighting to LED • Shadowing office windows more exposed to the sun • Optimising garden irrigation • Replacing plants with those that need less water; • Increasing environmental awareness among employees.

NAV Portugal’s Susana Simão, Quality, Safety and Environment Manager, accepts that achieving emission reductions, particularly after the first few years, is never easy and can be overly expensive if great care is not taken.

However, Simão insists it makes no sense to work to achieve significant emissions savings for airlines through improving airspace efficiency and not also work on improving the environmental performance of the ANSP and its associated facilities as well.

“Work should be done on both aspects, using a multidisciplinary team with both operational and environmental specialists.”

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ENVIRONMENT

Each country will have its own set of emission factors for organisations based in that country or internationally. The carbon intensity of the energy used depends on the proportions of energy derived from nuclear, coal, gas and renewables in nation. in CANSO’s ANSP Carbon Footprinting: A Best Practice Guide to help companies and organisations conduct repeatable accounting and reporting of GHG emissions.”

Which approach to take depends on an ANSP’s organisational capabilities, goals and objectives, and how the results will be used. Accuracy and consistency is paramount and may require advice from a consultant or expert in the area.

Credit: AdobeStock/Frank Fennema

In the CANSO guide, a five-step approach is advised: • Identifying GHG sources • Defining the calculation methodology • Collecting activity data and emission factors • Calculating emissions • Integrating into company managerial processes.

This framework allows work on the carbon footprint to be as concise or broad as required. It also fosters transparency, particularly pertinent if the results are to be reported externally.

One, widely accepted, approach is to categorise emissions produced by business activities into three scopes: direct emissions; indirect energy; and other indirect emissions. Direct emissions are those produced directly by the organisation and might include vehicles and fossil fuel use; indirect energy includes items such as purchased electricity; while other indirect emissions could include business travel or waste disposal by third parties.

Back to basics Woborsky advises that ANSPs could also consider a basic carbon footprint measurement as a useful internal guide. This comprises converting utilities’ usage into an amount of CO2 using emissions factors. “An emission factor is defined as

Renewables can affect the carbon intensity of energy use.

the average emission rate of a given GHG for a given source, relative to units of activity,” explains Woborsky. “Each country will have its own set of emission factors for organisations based in that country or internationally.”

The carbon intensity of the energy used depends on the proportions of energy derived from nuclear, coal, gas and renewables in each country.

It is likely that a full assessment of an organisation’s carbon footprint will be required for accreditation.

CASE STUDY: Air Navigation Services of the Czech Republic Air Navigation Services of the Czech Republic (ANS CR) started to measure its carbon footprint in the second half of 2014. The calculation is embedded in the ANSP’s standard procedures and is based on ISO 14001, a system with a proactive environmental approach.

“The calculation and monitoring of our carbon footprint allows us to know the extent of the production of GHG emissions and their composition and main sources,” says Katerina Vojtkova, Environmental Specialist at ANS CR. “The carbon footprint calculation can bring cost savings, which turned out to be a good motivating factor. But it is

necessary to take into account that a reduction in operational costs is to be expected in the long term.”

Environmental initiatives at ANS CR include simple improvements, such as the implementation of LED lighting, cutting down on paper use, switching to chlorine-free paper and more efficient waste management procedures.

Vojtkova accepts that although the reductions in emissions resulting from airspace improvement are larger than those arising from a company’s facilities, “the role of facility management and its contribution to carbon footprint reduction should not be underestimated.”

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JOIN US IN

WONDERFUL COPENHAGEN

DENMARK 12-15 JUNE 2017 HOTEL SCANDIC

COPENHAGEN FOR MORE INFORMATION: canso.org/canso-global-atm-summit-and-21st-agm 30 QUARTER 1 2017

AIRSPACE

ENVIRONMENT

Carbon Offsetting There is much talk of carbon offsetting in the industry following the Carbon Offset Reduction Scheme for International Aviation (CORSIA) agreement at the last ICAO Assembly.

It is possible to neutralise all or part of an organisation’s carbon footprint through projects that reduce or avoid GHG emissions, such as reforestation. This approach comes to the fore when emission reduction programmes become impossible or cost prohibitive.

Credit: AdobeStock/chalabala

In June 2015, Air Navigation Services of the Czech Republic (ANS CZ) organised the CANSO Environment Workgroup in Prague. ANS CZ calculated the amount of CO2 emissions caused by the meeting was 10.4 tonnes.

Carbon offsets were the obvious means of tackling the carbon footprint of the event. Ten trees were planted along a historical route in the Czech countryside in cooperation with the local community and CI2, a charitable trust.

Many CANSO Members have already seen the benefits of carbon footprinting in their own organisations. By measuring their environmental impact, they have been able to identify areas for improvement, reduce emissions and the use of resources, all while reducing risks and costs and supporting customers in their environmental goals.

the CANSO Carbon Footprinting publication to bring this point to the fore, as, while it is tempting to only focus on the ATM impact, there are good reasons to do both.”

James Deeley, Deputy Head for Environmental and Community Affairs at NATS, accepts that the biggest sustainability issue facing aviation is the impact from aircraft fuel burn, emissions and noise, but notes that an ANSP’s carbon footprint is directly in its control.

Woborsky concludes that measurement through carbon footprinting has not only been the driver to implement shortterm actions but also for a permanent change in staff mindset and the organisations’ approach in general. “Once the implementation of carbon footprinting has been embraced, the benefits quickly become obvious and environmental responsibility becomes an integral part of the organisation’s philosophy,” he says.

“Even if some people do not relate to the environmental angle, the economic angle is incredibly strong,” he says. We produced

For more information and to download the CANSO guide: www.canso.org/publications

CASE STUDY: NATS Since 2006, NATS has reduced its energy consumption more than 30%. That’s enough energy to power 2,500 family homes each year or, put another way, savings of over £4 million annually.

“There’s been a real mixture of activity from consolidating our operations into fewer, more efficient buildings and making sure our offices are appropriately heated, lit and cooled appropriate to our 24-hour needs, to the replacement of ageing equipment with lower carbon alternatives, such as replacement air conditioning systems,” remarks James Deeley, Deputy Head for Environmental and Community Affairs at NATS. As an example, Deeley notes that energy-efficient variable speed chillers at NATS’ Swanwick Centre now use almost half as much energy as before, saving approximately £270,000 per annum in reduced energy costs.

Other innovative solutions include pulsing car park lighting, not noticeable to the human eye, and optimising the power

into buildings, reducing consumption at source. “Very simple solutions like LED lighting and removing lighting or putting them on sensors can pay back very quickly,” says Deeley. “We’re implementing renewable technologies where we can such as photovoltaic solar panels and biomass boilers. There has also been a big focus on supporting employees in getting to work more sustainably, and reducing the use of all other utilities.”

Deeley suggests the NATS experience demonstrates that without emphasis or focus an ANSP will not reap the rewards.

And without measurement and targets it will not understand the opportunities available or realise the benefits. Much can be done that does not cost – turning off a light, for example – and savings from energy, utilities and travel not only protect the environment but also reduce business expenses too.

“You just need to understand what payback period on investment your company deems appropriate and implement the initiatives within that cap,” says Deeley.

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GROUND-BASED AUGMENTATION SYSTEM

Credit: San Francisco Airport

A new approach for San Francisco Airport

Doug Stoll, Boeing Commercial Airplanes Strategy Leader for Operational Efficiency, describes the potential of new procedures at San Francisco that could increase airport arrival throughput while also reducing environmental impact.

San Francisco International Airport (SFO) is the seventh busiest airport in the United States, handling over 400,000 movements annually. The city ranks among the most popular tourist destinations and the airport serves as a trans-Pacific hub for several airlines.

Credit: Boeing

The most efficient operating configuration for SFO occurs with landings on runways 28L/28R and departures on runways 01L/01R. However, when winds or weather force the airport to deviate from this operation, capacity suffers and delays increase due to limited instrument landing systems (ILS) precision approach capability to other runways because of local terrain or buildings that preclude siting an ILS.

Runway configuration at SFO.

To complicate matters, San Francisco airport is frequently subject to periods of low ceilings, known as the marine layer, that prevents the use of visual separation for simultaneous approaches, further lowering capacity and increasing delays.

A team from San Francisco International Airport, Delta Air Lines, United Airlines, FAA Northern California Terminal Radar Approach Control (TRACON), Boeing and Jeppesen came together to address this operational limitation using two modern, satellite-based navigation airplane capabilities.

The first, Required Navigation Performance (RNP) is a form of performance-based navigation (PBN) that allows an aircraft to fly a predefined, three-dimensional path using global navigation satellite system (GNSS) guidance. The second technology is the GNSS Landing System (GLS) that enables precision approaches in low visibility weather conditions. GLS has three components; navigation satellites, aircraft avionics and an airport ground-based augmentation system (GBAS).

Unlike an ILS, a single GBAS can provide multiple precision approaches to every runway end, unaffected by terrain, buildings or taxiing aircraft. Advanced procedure design concepts include approach designs to multiple touchdown points on a single runway, or multiple glideslopes to a touchdown point. Integrated RNP to GLS procedures offer operational benefits beyond ILS systems in use today. The AIRSPACE

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GROUND-BASED AUGMENTATION SYSTEM

fleet of RNP and GLS equipped aircraft is growing globally as most modern production aircraft include GLS capability.

The team designed four advanced concept RNP to GLS procedures, completed a benefits assessment and coordinated a RNP to GLS flight demonstration during normal airport traffic operations. On 27 August, 2016, two Boeing 737-900ERs flown

by Delta Air Lines and United Airlines flew all four Jeppesen RNP to GLS approaches. To support the demonstration, Boeing deployed a portable GBAS on the airport.

Increasing airport access About one day annually, high easterly winds at SFO require landing to runways 10L/10R. It is impossible to site an ILS to these runways due to rising terrain and a number of obstacles under the final approach path. As a result, runway 10L only has non-precision approaches with high decision altitudes.

Lower noise and emissions Approximately 18 days a year, winter storms with wind and rain from the south and southwest force the airport to operate with arrivals to runways 19L/19R and departures from runways 10L/10R. For arrivals to 19L/19R, there is only a single ILS CAT I procedure to 19L, and two GPS RNAV approaches. In all cases, the arrivals are treated as equivalent to a single runway, with less than 30 operations per hour allowed. The long, straight ILS 19L final conflicts with the nearby Oakland International Airport (OAK) and overflies the densely-populated communities of Oakland and the east Bay. The new RNP to GLS procedure designed for runway 19R had two objectives: to reduce noise and emissions and to help deconflict traffic in the Oakland airspace.

These visual approaches are only used when the winds preclude landings to other runways and often result in missed approaches.

Both the local air traffic control and TRACON have identified the need for additional precision approach capability to runway 10L and view an RNP to GLS procedure as a means to reduce missed approaches and enhance safety.

To achieve the first objective, the team designed a continuous, near idle descent profile that does not require speed brakes and features a 3.25-degree final approach glideslope. This RNP to GLS approach could reduce fuel use up to 250 kg (550 lbs) and emissions by 790 kg (1700 lbs) when compared with typical controller directed approaches.

The RNP to GLS approach was the first precision approach ever flown to runway 10L. It was a straight-in overlay of the existing RNAV visual with a 3.25-degree glideslope, such that the modest increase in glideslope provided additional obstacle clearance.

The second objective was achieved through a collaborative design-making process with the local air traffic controllers.

The main design feature is a RNP curved segment to a short GLS final segment. Since this curved continuous descent

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Credit: Boeing

GROUND-BASED AUGMENTATION SYSTEM

GLS concept for Runway 28L/28R at San Francisco.

approach overflies the water, community noise exposure could be reduced for up to 150,000 people and interference with Oakland traffic would be reduced significantly.

Simultaneous approaches San Francisco has developed two operations to maintain simultaneous arrivals during low ceiling and visibility conditions.

The first operation consists of the airplane to runway 28R flying a 3-degree laterally offset approach, and the airplane to runway 28L flying a straight-in path. The final segment of the approach to 28R is visual – there is no precision guidance and the minima is 1,600 feet ceiling with four miles’ visibility.

The team designed four advanced concept RNP to GLS procedures, completed a benefits assessment and coordinated a RNP to GLS flight demonstration during normal airport traffic operations. On 27 August, 2016, two Boeing 737-900ERs flown by Delta Air Lines and United Airlines flew all four Jeppesen RNP to GLS approaches.

Overall, this RNP to GLS demonstration showed the value of stakeholder collaboration in the design and evaluation of new procedures. In addition, it highlighted the potential for increased airport access during marginal weather conditions while reducing emissions and noise. The combination of RNP with the capability inherent in GLS permits ANSPs and airports to create multiple precision procedures to all airport runway using the flexibility in a single GBAS. A full report describing the details of all four RNP to GLS trial procedures as well as the environmental benefits is available at: http://laas.tc.faa.gov/Documents.html

Two controllers must ensure that the airplane flying the offset path does not enter the non-transgression zone between the arrival tracks. The RNP to GLS demonstration for this operation automated the final approach (removing the need to manually fly the approach) and added precision guidance that could potentially reduce the required minimum altitude.

The second operation consists of two airplanes flying straightin parallel paths to 28L and 28R. Today, there is a wake turbulence restriction that requires the leading airplane on 28L to be of B737/A319/A320 class. To meet this constraint, traffic must be manually sorted and sequenced, which also increases controller workload.

One concept to remove the restriction on the traffic to 28L is to increase the vertical separation between the two flight paths. To achieve this, the team designed a procedure with a 3.25-degree glideslope and a 2,000-foot displaced threshold (also called alternate touchdown point). This combination increases vertical separation and thereby mitigates potential wake turbulence.

The new RNP to GLS procedure designed for runway 19R had two objectives: to reduce noise and emissions and to help de-conflict traffic in the Oakland airspace.

Credit: Boeing

If the sorting requirement could be removed, the preference is to operate approaches using the second method because it eliminates the need for two controllers to monitor the nontransgression zone.

A RNP curved segment to a short GLS final segment for runway 19R.

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Flying in a changing Sky

Air Traffic Management is evolving. Leonardo is continuously innovating; investing in Research and Development to ensure that over 150 customers employ leading-edge technology for all flight phases, including ATC systems, surveillance sensors, communications, weather radars and navigation aids; ensuring efficient and reliable ATCO’s support.

Inspired by the vision, curiosity and creativity of the great master inventor – Leonardo is designing the technology of tomorrow.

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CANSO has agreed to work constructively with airline trade association Airlines for Europe (A4E) to enhance the performance of Europe’s air traffic management network in the future. The first goal of this cooperation is to discuss and gain a common understanding of the technical, operational, regulatory and legal issues that exist today related to industrial action in the European ATM network.

NAMA automates AIS and establishes CAD using Avitech GmbH technology Nigerian Airspace Management Agency (NAMA) has appointed MOCOM GmbH and Avitech GmbH (Indra Sistemas Group) to enhance Nigerian aviation safety and efficiency in compliance with ICAO regulations. This will include upgrading from aeronautical fixed telecommunication network (AFTN) to aeronautical message handling system (AMHS) messaging, and transitioning from aeronautical information services (AIS) to aeronautical information management (AIM).

IAA confirms remote towers trial a success The Irish Aviation Authority (IAA) has successfully completed operational trials on remote tower technology.

In 2016, IAA, along with a consortium of stakeholders, validated the SESAR JU concept of remote tower technology through a series of operational trials (based on over 50 demonstrations).

These trials built on the

Credit: AdobeStock/Romolo Tavani

CANSO and A4E cooperate on Europe’s ATM performance

Developing a common understanding of issues affecting European ATM performance is the first goal.

experience of single remote tower operations and validated the capability for single air traffic controller operation of multiple remote towers.

JANS TRAINING PROGRAMMES DELIVER IN DJIBOUTI Aeronautical Safety College (ASC), the training institute for Japan Air Navigation Service (JANS), has delivered training programmes for air navigation service personnel at Djibouti International Airport Authority.

JANS provides various training programmes on communications, navigation and surveillance (CNS) and air traffic management.

Indra to Have key role in European SESAR project Indra will play a prominent role in the second phase of the SESAR programme to create the Single European Sky – SESAR 2020. The company will take part in 25 of the 27 projects launched at the beginning of this second phase, and in two cases will be the project leader.

SESAR JU RISE project a success NAVBLUE and its SESAR partners announced the successful completion of the RISE Project (RNP Implementation Synchronised in Europe).

Together with SESAR Joint Undertaking, it laid the groundwork for the deployment of performancebased navigation procedures at eight airports located in southern Europe.

Optimised descent profiles generate fuel savings A consortium of European ANSPs (DFS, Austro Control, DSNA and skyguide and Maastricht Upper Area Control Centre) and airlines has optimised selected arrival flows to nine airports in Europe.

Real savings achieved with the project’s demonstration flights amounted to 86 tonnes of fuel, reducing CO2 emissions by 270 tonnes. On an annual basis, the 33 optimised flows have the potential to generate fuel savings of 3,400 tonnes – saving more than 10,700 tonnes of CO2 emissions.

Frequentis’ location information supports NASA UAS test In January, Frequentis’ Location Information Service provided situational awareness for ground control stations during NASA’s latest Unmanned Aircraft System (UAS) Traffic Management (UTM) flight tests at Reno Stead airport, Nevada.

Drone Co-Habitation Services LLC, partnering with Frequentis, participated in NASA-led tests to track flight missions and facilitate air traffic management of drones.

successful first launch for aireon ads-B SATELLITES The first ten satellites hosting Aireon’s spacebased automatic dependent surveillance - broadcast (ADS-B) system have been launched.

Part of the Iridium NEXT satellite constellation, Aireon’s space-based ADS-B network will transform air traffic management capabilities, providing real-time air traffic surveillance and flight tracking across the entire planet.

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Implementation of H24 South East Axis Free Route Airspace The three ANSPs (SMATSA, Croatia Control and BHANSA) responsible for ANS provision in Serbia, Montenegro, Croatia and Bosnia and Herzegovina airspace have offered airspace users the 24-hour possibility to plan and execute flights free of fragmentation by State or area of responsibility (AoR) borders, by implementing the crossborder free route airspace above FL325.

Thales to supply ADS-B Network in New Zealand Thales has been selected

by Airways New Zealand to supply a nationwide automatic dependent surveillance - broadcast (ADS-B) network. The network will include 28

locations equipped with ground stations to ensure full air traffic surveillance in areas with limited radar coverage.

Future ATM CONCEPT used IN Reims The future French ATM system 4-FLIGHT and the advanced Flight Data Processing System, Coflight, have been used at Reims.

trajectory processing enabling powerful 4-FLIGHT ATC tools.

Several night and day live operations will be conducted at the two pilot sites, Reims and Marseille ACCs, in 2017 and 2018 to optimise the switchover process and to give operational users experience with the new system.

Finland, Norway, and Latvia), and DK-SE FAB (Denmark and Sweden).

Cross-border free route operations are a significant initiative in delivering the European Commission’s vision of a Single European Sky, catering for more efficient ATM in Europe.

The trial took place in standalone mode to respect the safety conditions validated by the National Supervisory Authority. It marks a major milestone for DSNA, the French ANSP and its industrial partner, Thales.

Major system upgrade for Avinor

New think-tank to promote ATM liberalisation

Avinor Flysikring AS, the Norwegian ANSP has successfully upgraded its ATM system. The enhancement marks an important milestone towards seamless free route operations in Northern Europe.

For this operation, Coflight was directly connected to Network Manager Operation Centre (EUROCONTROL)’s data. It allows air traffic controllers to optimise trajectories for airspace users. Coflight uses the most advanced 4D

Five systems were upgraded in total providing a higher degree of automation and new tools for air traffic controllers. The key benefit will be free route operations across two functional airspace blocks; NEFAB (Estonia,

CANSO, together with the ANSPs of New Zealand, the UK, Ireland and the Czech Republic, has founded the ATM Policy Institute to discuss how ATM could be improved through greater market liberalisation.

The ATM Policy Institute will provide research on ATM policy issues and make the case for the benefits of enabling ANSPs to compete with each other for the provision of ATM services.

Airport performance delivered, from approach to departure

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