Opening Address - CANSO Operations... · 2016-03-11 · Focus on future but real problems today ......

Opening Address

Jeff PooleDirector General, CANSO

A Message from CANSO’s ExCom Operations

Champion

Teri BristolCANSO ExCom Operation and COO, FAA ATO

Setting the Stage

Greg Hood OSC Steering Committee Vice Chair and

Executive General Manager, Air Traffic Control, Airservices Australia

Operations Standing Committee

RPAS Operations- Challenges, the Opportunities and the ATM

Role

Rob EaglesDirector ATM Infrastructure, IATA

CANSO Global ATM Operations Conference

Madrid - March 2016

Rob Eagles – IATA Director ATM and Infrastructure

8

RPAS

Growth and scope is exceptional

Small to large aircraft

Low to high altitude

Basic to advanced technology

New aviation actors

Goggle

Amazon

Facebook

9

Focus areas

Active discussions on-going

• Key considerations

• Review of where we are today

• Are we keeping up?

What actions lie ahead?

10

Members:

Edward Bolton, FAA - NextGen

Patrick Ky, Executive Director, EASA

Jeffrey Lam, COO ST Aerospace

Dr. Francis Schubert, Chief Corporate Officer & Deputy CEO Skyguide

Capt Martin Chalk, President, IFALPA

Areas of discussion:

Safety and Operations

Regulations and Manufacturing

ANSP

Singapore Airshow Leadership Summit

11

Safety is the number 1 priority and concern

Focus on future but real problems today

• Increasing encounters with manned aviation

Obvious differences

• Pilots of manned and unmanned

Safety and operations

12

Regulators / Manufacturers Significant political and social pressure for RPAS

Risk based approach being adopted

Future regulations

Manufacturers agility - data driven regulation

Technology component

Manufacturing is fast paced, regulations need to keep up

Regulation for manufactures?

Pure engineering solutions not the answer

13

ANSP Opportunity to re-think airspace operations

Future UAV/RPAS system not a cut and paste of existing operations

Different standards world-wide (low altitude)

Proposal for third party delegation (non ANSP)

Segregated airspace

• Strong often opposing views

14

Audience questions

Should unmanned vehicles only be allowed to operate in segregated

(their own) airspace?

Should a third party (non ANSP) be allowed to operate and manage

designated low altitude airspace (below 500ft) where only unmanned

aircraft operate (segregated airspace)?

15

Audience questions



• Yes – 45%

• No – 55%




16

Audience questions



• Yes – 45%

• No – 55%




• Yes - 30%

• No – 70%

17

Key points

New era of aviation brings with it

• New thinking

• New investment

• New risks

• New opportunities

Not business as usual

As an industry where are we?

18

Established aviation ANSPs / Airspace users

Weaknesses Not fast enough for the RPAS industry Different thinking than the RPAS industry Bandwidth to be deeply involved (ATM

experts)

Threats (Risks)• Safety risks• Speed of change• Own lack of awareness• Disparate efforts as an industry• Regulation based on pressure• Equitable access to airspace• Dominant entity (funding, manpower,

advocacy) dictates solutions

Opportunities• Change to airspace operations• Transferable technology• New arena for aviation• Accessibility to new thinking

Strength• Safety standards for manned aviation• Safety record• ANSP / Airspace users relationship

Weaknesses• Not fast enough for the RPAS industry• Different thinking than the RPAS industry• Bandwidth to develop solutions

19

Governance & Influence Governance

• ICAO – RPAS panel (IFR non segregated).

- Internationally focused / consensus based

• JARUS – What authority?

• RTCA / EUROCAE

Influences

• New entrant lobbying and action

• New business models within the aviation arena

• CANSO / IATA / IFATCA / IFALPA / ACI

Output

• 63 states with different regulations - no industry CONOPs

• Best intentions but we are not keeping up

• New Stakeholders proposing solutions

20

What's needed?

Overall CONOPs agreed by ANSPs (attention low altitude)

• All missions accommodated

• Not cut and paste

• Work in partnership (commercial aviation)

• Initiatives underway - NASA UTM

Harmonized approach for operations (low, medium, high)

• CANSO key role

Essential to allow:

• Harmonized legislation/regulations

• Safe integration and operation

• Effective business planning

21

Some considerations

Never been in this position before

• Rapid expansion of a new area of aviation

• No comparison

New operations are a reality

• Recognized

• Embraced

• Define the benefits

Differentiation of operators/operations

22

Summary Need catch up and get ahead

• Address obvious safety risks / irresponsible user

• Responsible and capable new stakeholders

Substantive dialogue (and inclusion) with

new stakeholders

• Education - two way process

• Understand operational and business goals

Agreement on how new sector will operate

and function

• Without further delay

Bumpy and frustrating with missed opportunities

Joint Statement IFALPA/IATA/ACI

Emerging and Novel Entrants into Airspace – Opportunities

and Challenges

Greg Hood - ModeratorOSC Steering Committee Vice Chair and



and Challenges

Chris DaltonChief Airspace Management and

Optimization, ICAO


and Challenges

Parimal KopardekarPrincipal Investigator NextGen Airspace

Project, NASA

National Aeronautics and Space Administration

NASA

Moffett Field, CA

[email protected]

http://www.utm.arc.nasa.gov

28

http://www.kcet.org/updaily/socal_focus/history/la-as-subject/7th-and-broadway.html1920, Photo Collection, Los Angeles Public Library

http://www.kcet.org/updaily/socal_focus/history/la-as-subject/7th-and-broadway.html

29

Near-term Goal: Safely enable initial low-altitude UAS as early as possible

Long-term Goal: Accommodate increased demand with highest safety, efficiency, and capacity

NATIONAL AND REGIONAL SECURITY

Protecting key assets

30

CAPABILITY 1 (AUGUST 2015)• Reservation of airspace volume

• Over unpopulated land or water

• Minimal general aviation traffic in area

• Contingencies handled by UAS pilot

• Enable agriculture, firefighting, infrastructure

monitoring

31

CAPABILITY 2 (OCTOBER 2016)• Beyond visual line-of-sight

• Tracking and low density operations

• Sparsely populated areas

• Procedures and “rules-of-the road”

• Longer range applications

CAPABILITY 4 (MARCH 2019)• Beyond visual line of sight

• Urban environments, higher density

• Autonomous V2V, internet connected

• Large-scale contingencies mitigation

• News gathering, deliveries, personal use

Each capability is targeted to type of application, geographical area and uses risk-based approach

CAPABILITY 3 (JANUARY 2018)

• Beyond visual line of sight

• Over moderately populated land

• Some interaction with manned aircraft

• Tracking, V2V, V2UTM and internet connected

• Public safety, limited package delivery

Regulator has a key role in certifying UTM system and operations.

All UTM systems must interoperate.

32

Single service provider: government

entity

Single service provider: a non-government entity

Multiple service providers: state/local government entities

Multiple service providers: non-

government entities

UTM

POTENTIAL

BUSINESS

MODELS

Web services - General Aviation

flight service station modelTraditional ANSP, like the FAA

Each state may implement or

delegate to counties/citiesRegional implementations by

various companies - customized

• Beyond visual line of sight autonomous operations

• Tracking and locating every vehicle: Cooperative and non-cooperative

– Cell/wireless, Automatic Dependent Surveillance, Satellite, localized beacon based systems

• Sense and avoid

– Other vehicles (V2V) as well as objects such as wires

• Command, control, and communications without aviation certified systems: cell phone, etc.

• Last/first 50 feet: sensors, hardware, and software for autonomous operations

• Security

33


and Challenges

Julie JinProject Loon’s Head of Overflight, Google X

CANSO Global ATM Operations ConferenceJulie Jin, Program Manager – Airspace Integration & Safety

Reachable IP addresses observed in

2012 using ICMP Ping requests and Port

Scans (Carna Botnet)

Access is a huge problem

2 out of 3 people in the world are not connected to the internet

current solutions struggle to serve the needs of remote and rural users.

navigateby catching currents at

different altitudes

and coordinate as a mesh to ensure

continuous coverage

A network of unmanned free balloons thatprovide direct LTE to mobile devices via LTE

User connects via LTE-device

Signal transmitted down to telco station

Balloon to balloon transmission extends reach into remote areas

Our solution – Project Loon ~ FL600

Loon balloon compared to other UFBs

VISIBILITY ELEMENTS

Triple Redundant Position Tracking1. Transponder (ADS-B out with Mode A/C)2. Web based GPS via Iridium3 Iridium triangulation

Radar Reflective Materials

Omnidirectional light beacon ( > 5NM vis. )

REDUNDANT FLIGHT TERMINATION

Soft Terminate ( ~90 minute descent time )Slowly vents gas for gradual descent

Hard Terminate ( ~60 minute descent time )Quickly vents gas for fast descent

THE PAYLOAD AND BALLOON STAY AS ONE

Parachute recovers the entire flight systemParachuteLED

Strobe light

Flight termination

Safety tether

ICAO Annex 2, Appendix 5

Safety features

● 18+ million kilometers flown

● 800,000+ hours of operation

● 800+ flights launched

● Balloons max days aloft : over 150 days aloft (max: 187)

● 23 - Maximum # of countries overflown by a single flight

● 324 km/h ( 175kts ) - fastest speed

● -117°F / -83°C Coldest temperature survived

MAY2014

JUL JUN AUG SEP OCT DEC JAN2015

FEB MAR

First successful circumnavigation

First user LTE connection in rural Brazil

1 full day continuous test coverage in New Zealand

LTE tests around the world -- Australia, Chile, United States

Maneuverability accuracy within 500m of targets

Switch to 700 MHz which quadruples coverage area

JUN2013

1st user WiFi connectionin New Zealand

NOV

Progress to date

Our journey, moving forward

Safely and consistently manage a fleet of balloons at 20° N / S

1. LAUNCH

3. LAND

2. OVERFLIGHT

Formalizing relationships as we

develop with a focus on operations


and Challenges

Pauline LambCOO and GM System Operator, Airways New

Zealand

Networking and Refreshment Break

Prado Corridor of the Melia Castilla Hotel

Narita, Japan

25 – 28 October

Upcoming OSC Work Group Meeting

Collaborative Airspace and RPAS Operations

Work Group

Doug DavisDirector, Office of Independent Airworthiness,

Northrop Grumman

Agenda

• Our Objective

• Challenges

• Current Activities

• Accomplishments

• How Can You Help?

• Questions & Answers

Our Objective

• Integration of remotely piloted aircraft systems into current and evolving ATM systems

• Addressing insertion of Emerging Technologies

• Key factors -– Ensuring safety

– Maintaining efficiency

– RPAS (regardless of size) operating within controlled airspace should comply with existing equipage requirements, procedures, and regulations unless operating with a waiver or exemption

• Work closely with RPAS stakeholders on integration issues

Challenges

• ANSPs confirming that small RPAS operations are already impacting the safety and efficiency of ATM operations

• Demand for Beyond Visual Line of Sight Operations for RPAS• Aerodrome Surface Movement• Lack of standardised procedures and means to mitigate

hazards associated with lost link and flyaway situations• Insufficient application of existing safety management and

safety risk management policy • Lack of aviation/airspace knowledge among RPAS Operators• Lack of standard phraseology and terminology• Lots of focus on smalls……out of balance

Other Challenges

• Requests for supporting Conferences are increasing

– Need additional participation from membership to address demands

• Education!

Inconsistent implementation, Globally, on RPAS integration

Particularly small, low-level

Current Activities

• Representing CANSO– ICAO RPAS Panel – SARPS development– JARUS Industry Stakeholder Consultation Board – Still kicking the tires (Next

meeting in Madrid/April)– SESAR Joint Undertaking– SESAR Horizon 2020– ICAO sUAS Advisory Group – new!

• Finalizing RPAS Position Paper regarding ANSP concerns about the proliferation of small UAS

• Developing training materials on general RPAS operations– Backbone training outline is done– Want to go further

• Updating CANSO ANSP Considerations for RPAS Operations Publication

Accomplishments

• Participated in the inaugural ICAO symposium for RPAS

• Completed RPAS Training Outline

• ICAO RPAS Panel Working Paper - Proposal on Issuance of a Secondary Surveillance Radar (SSR) special purpose code as an RPAS Lost Link Code

• Selection on ICAO sUAS Advisory Group on RPAS Sightings and reported hazards – Goal is to develop a “Best Practices” for handling and approving small UAS

How Can You Help?

• Participate in CAWG

• Share your experience regarding RPAS

– Send us your guidance materials!

• Provide feedback on products produced by the CAWG

Questions & Answers

Why the Quality of Aeronautical Information

in Future ATM Matters

Greg Pray - ModeratorDeputy Director, FAA Aeronautical Information

Services



Roland BaumannHead Planning and Development, AIM,

skyguide



Ekkehard GuttAeronautical Services Manager, Planning &

ATM, Emirates

Why the Quality of Aeronautical

Information in Future ATM Matters…

Ekkehard Gutt

Emirates

Flight Operations SupportCANSO - GLOBAL ATM OPERATIONS CONFERENCE - Madrid, March 2016

Shaping Future ATM

Emirates Airline & Aeronautical Data

SWIM Global Demonstration Flight 2016 – Team Partner

AIPs on order: 130

Approx. number of world-wide Intl.

Class-1-NOTAM issued daily: 1200

Current active NOTAMs that include the

keyword ‘AMEND’: >1500

3

Countries, that constantly sent out

AIP Documents late; do not reply to

our verification requests; do not

sent invoices; have not published

any AIP for years; have missing

pages, that we cannot get, etc.: 26

Madrid, March 2016CANSO - GLOBAL ATM OPERATIONS CONFERENCE

CANSO - GLOBAL ATM OPERATIONS CONFERENCE Madrid, March 2016

Aeronautical Data is ‘critical data’!

• Data differences and discrepancies require a manual case by case

intervention, which may result in an event, that is neither expected nor

foreseen in the operational environment. – Data Service Providers

(FMS/Charts/FPL) work as per the requirements published in the RTCA

DO-200A (“Standard for Processing of Aeronautical Data”).

• Processing of critical data such as RWY thresholds or RWY Holding

Positions require an integrity value of 1 x 10-8, which can be ‘translated’

into an error tolerance of a maximum 1 error in a 100 million data records –

This is significantly beyond human capability!

• In other words, it is highly probable that that the continued

safe flight and landing of an aircraft would be severely at

risk when using corrupted (or incorrect) critical data.

• As an Airline & End-User, we still find discrepancies!

• RNP procedures require highest data quality.

• Data-driven processes need to be implemented.

• Go digital.

AIS/AIM: Aiming for a globally ratified

standard…

The IATA Operational Safety Audit

(IOSA) program is an internationally

recognized and accepted evaluation

system designed to assess the

operational management and

control systems of an airline.

All IATA Airlines are IOSA

registered and must remain

registered to maintain IATA

membership.

A worldwide harmonised ICAO AIS Audit Program & Certificate would serve

the purpose of meeting a globally ratified standards and provide

confidentially to all stakeholders involved in the AIS/AIM process.

Madrid, March 2016CANSO - GLOBAL ATM OPERATIONS CONFERENCE

http://www.google.de/url?url=http://www.colourbox.com/image/wish-list-design-element-for-corner-of-page-image-3244948&rct=j&frm=1&q=&esrc=s&sa=U&ei=rVFLU9jYBIbw4QSB0oCgBg&ved=0CEAQ9QEwCTgo&usg=AFQjCNFONc1Fhx0OwaG0CQhv8HP761qsUg

http://www.google.de/url?url=http://www.colourbox.com/image/wish-list-design-element-for-corner-of-page-image-3244948&rct=j&frm=1&q=&esrc=s&sa=U&ei=rVFLU9jYBIbw4QSB0oCgBg&ved=0CEAQ9QEwCTgo&usg=AFQjCNFONc1Fhx0OwaG0CQhv8HP761qsUg

CANSO - GLOBAL ATM OPERATIONS CONFERENCE Madrid, March 2016

“Why the Quality of Aeronautical Information in Future ATM Matters…”

The Future is NOW!

We can’t wait!

Thank you very much for your attention.

Ekkehard Gutt

Emirates

Flight Operations Support

Planning & ATM

[email protected]



Glyn OwenCOO, CGH Technologies, Inc.



Jonathan TreeDirector, Industry Relations, Boeing Digital

Aviation/ Jeppesen

Copyright © 2016 Boeing. All rights reserved.

Performance-Based Navigation and Data QualityA Commercial Data Supplier View

Jon Tree, Director of International Relations, Boeing Digital Aviation CANSO OSC, Madrid, Spain 2016

Navigation specifications

RNP 4

Oceanic

Remote

RNAV 5

RNAV 2

RNAV1

Enroute

Terminal

RNP10

Oceanic

Remote

RNP1

RNP APCH

RNP AR APCH

various phasesof Terminal Operation

RNP

Additional requirement

3D & 4D

(future)

Performance-Based Navigation Applications

RNP RNAV

Example of RNAV and RNP specifications

At GateTake off

End of

Departure

Gateway

Begin of

Arrival

Gateway

IAF

LandingAt Gate

Taxi Taxi

Departure

En-route Continental

Arrival

Approach

En-route Oceanic

RNP 4

For any particular PBN operationa sequence of RNAV and RNP applications can be used

Safety Efficiency / Fuel savings

Environmental (e.g. noise, emissions)

Airspace congestion

Improved safety

Decreased operating costs

Increased revenue

Reduced environmental impacts

Increased schedule integrity

Conventional Approach

RNPApproach

Benefits of RNP

Why RNP?

Conventional Procedure

• Truth used to be an ILS localizer and glide slope beam

• The airplane flies a ground based signal that is always in the same position relative to the runway

RNP Procedure

• Truth is the database

• The airplane flies to the waypoint, right or wrong

RNP Approach requires highest quality dataWhy?

Virtually all worldwide procedures are available inon-board navigation databases

In a world based on conventional navigation:• Pilots have a “Ground Truth“• FMS/GNSS provide guidance to a ground based

navaid signal

Consequences

In a world of Performanced Based Navigation:

Consequences

• “Ground Truth” is not available• Nav system provides guidance to waypoints,

wherever the database says they are• Dependent on accurate data• Data = mission critical information

The airplane flies to the waypoint, right or wrong

Actual Runway Location (orange)

Official AIP Location (blue)

78

Thank You

Operational Uses of Space- Based ADS-B for

ATS Surveillance

Peter Majgard NorbjergRegional Director, Europe, Aireon and Chief

Advisor, International Strategies

AIREON LLC PROPRIETARY

INFORMATION

OPERATIONAL USE OF

SPACE BASED ADS-B FOR

ATS SURVEILLANCE

CANSO Global ATM Operations

Conference 2016

AIREON LLC PROPRIETARY INFORMATION

OVER 70% OF THE WORLD IS UN-SURVEILLED

85

Over 70% of the world remains un-surveilled and even areas with

existing air traffic surveillance can have challenges.


HOW SPACE-BASED ADS-B WORKS

86


IT’S JUST ADS-B!

87

ATS Surveillance Requirements

(EUROCAE)

Surveillance Data-link

RequirementsVariable Per Region

(DO-260 Version 0, 1, 2)

Accepts all 1090ES ADS-B (DO-260 Versions 0, 1, 2)

Aircraft Transmitter Classes

SupportedA1 or Higher

(125 Watt minimum)

A1 or Higher (125 Watt minimum, with a top-mount antenna (TCAS) )

Data Format to ANSPASTERIX CAT021, CAT023, CAT025

and FAA CAT033 and CAT023

ASTERIX CAT021, CAT023,

CAT025 and FAA CAT033 and

CAT023

CapacityMinimum 250 within a high density

service volume

≥10,000 simultaneous aircraft

globally

System Coverage En-Route Service Volume (200 NM) Continuous Global Coverage

Availability ≥ 99.9% ≥ 99.9%

Latency≤ 1.5s to the ATM Automation

Platform

≤ 1.5s to the ATM Automation

Platform

Update Interval ≤ 8s at 95%

Simulation and testing shows that

targets will be delivered at an

UI of ≤ 8s* at 95%

* ASIM Simulation & Component Testing


AVIATION PROTECTED 1090MHz

5

The ITU granted spectrum protection to operate space-based ADS-B in November 2015


ICAO AND SPACE-BASED ADS-B

• Strong support for space-based ADS-B

during 12th Air Navigation Conference

• Space-based ADS-B to be included in

upcoming versions of GANP and ASBU

• ITU World Radio Conference (Nov.2015) 1090Mhz

protection, allowing the operational usage of Satellite ADS-

B for ATS surveillance

6


REDUCED OCEANIC SEPARATION STANDARDS

ICAO SASP (Separation and Airspace Safety Panel)

• 2018 Job Card (i.e. implementation in 2018,

procedures completed by end 2016)

– Space-Based ADS-B

15 NM lateral separation standard

9 – 12 NM (tentative, but likely below

15 NM) longitudinal separation standard

• 2020 Job Card (performance based separation)

Combination of RSP and RCP will determine possible separation

Reviewing the use of CPDLC and SATCOM voice as DCPC

7


SAFETY CERTIFICATION FOR TERRESTRIAL USE

Certification:

• In addition to building safety cases

with individual regulators such as FAA,

UK-CAA and Transport Canada,

Aireon is seeking EASA certification approval as a surveillance

service provider

• This will allow Aireon to be a provider for Pan-European services to multiple

ANSPs

• The EU ANSPs will have to submit their individual safety case, which

will be supported by the Aireon certification

• This certification will also help Aireon with non-EU states since EASA

is considered a credible authority worldwide

• Certification application is currently under development

8


REGULATORY APPROVAL

Two separate approaches to regulatory approval:

• Space-based ADS-B for 5 NM tactical separation

• System to meet RTCA and EUROCAE standards for surveillance

• The ANSP and Regulator will conduct analysis to approve a safety case

• Aireon will transfer knowledge of this process between ANSP clients and their Regulators

• Space-based ADS-B for reduced oceanic separation

• System will meet RTCA and EUROCAE standards for surveillance

• Collision risk model reworked for NAT supporting 15 NM or less separation using existing

COM (HF/CPDLC)

• NAT Regulators and ANSP’s have developed a process for the safety case

• AIREON will transfer knowledge of this process between ANSP clients and their Regulators

9


SPACE BASED ADS-B SCENARIOS FOR USE

Sole source of surveillance

• Oceanic/Remote infrastructure

• Cross border Flight Safety

Augmenting existing surveillance

• Gap filling in supplement to Terrestrial systems (Radar/ADS-B/M-LAT

systems)

Contingency tracking

• Collaboration

• Wide Area Flow Control

• SWIM enabler

10


REDUCING SEPARATION IN REMOTE LOCATIONS

11


CROSS BOUNDARY SAFETY

12


ADDITIONAL USES

Space-based ADS-B can be used as a “gap filler” to existing

surveillance and a contingency layer of surveillance

Aireon ADS-B

Signal

CAT 21

Single Virtual

Radio

Tracker / Fusion to Automation Platform

Controller Display

ADS-C

Position

Report

VoiceRadar

Multiple Links

Ground ADS-B

Signal

CAT 21

Multiple Virtual

Radios

13


INFRASTRUCTURE RATIONALIZATION

Aireon ADS-B Signal

CAT 21

Single Virtual RadioMLAT

Tracker / Fusing / Automation Platform

Controller Display

14


NETWORK MANAGEMENT AND SWIM

Wide area flow control SWIM

Bahrain FIR and surroundings

IFPZ

15

AIREON LLC PROPRIETARY

INFORMATION

PETER NORBJERG

European Regional Director, Aireon and

Chief Advisor, International Strategies, Naviair

[email protected]

+45.2324.9513

Day 1 Wrap Up / Next Day Overview

Greg HoodOSC Steering Committee Vice Chair and


Conference Reception

Aranjuez the Melia Castilla Hotel

Opening Address - CANSO Operations... · 2016-03-11 · Focus on future but real problems today ......

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Transcript of Opening Address - CANSO Operations... · 2016-03-11 · Focus on future but real problems today ......