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APSAPG/2−WP 15 6-10/8/2012 International Civil Aviation Organization Second Meeting of the ICAO Asia/Pacific Seamless ATM Planning Group (APSAPG/2)

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APSAPG/2−WP 15 6-10/8/2012 International Civil Aviation Organization Second Meeting of the ICAO Asia/Pacific Seamless ATM Planning Group (APSAPG/2) APSAPG/2−WP 15 6-10/8/2012 International Civil Aviation Organization Second Meeting of the ICAO Asia/Pacific Seamless ATM Planning Group (APSAPG/2) Tokyo, Japan, 6 – 10 August 2012 Agenda Item 4: Asia/Pacific Seamless ATM Status and Strategies COMBINED REGIONAL COMMUNICATIONS AND SURVEILLANCE COVERAGE (Presented by Thailand) SUMMARY This working paper presents an update in collation of Communications and Surveillance coverage diagram for the Asia-Pacific region. This paper relates to – Strategic Objectives: A: Safety – Enhance global civil aviation safety C: Environmental Protection and Sustainable Development of Air Transport – Foster harmonized and economically viable development of international civil aviation that does not unduly harm the environment Global Plan Initiatives: GPI-1 Flexible use of airspace GPI-2 Reduced vertical separation minima GPI-3 Harmonization of level systems GPI-4 Alignment of upper airspace classifications GPI-5 RNAV and RNP (Performance-based navigation) GPI-7 Dynamic and flexible ATS route management GPI-8 Collaborative airspace design and management GPI-11 RNP and RNAV SIDs and STARs GPI-16 Decision support systems and alerting systems GPI-17 Data link applications GPI-18 Aeronautical information GPI-21 Navigation systems GPI-22 Communication infrastructure 1. INTRODUCTION 1.1 The meeting would recall Working Paper from Thailand to APSAPG/1 meeting in February – March 2012 suggesting collation of regional communications and ATS surveillance coverage intended to assist future APSAPG meetings identify problem areas and formulate recommendations for improvement. APSAPG/2–WP15 -2- 2. DISCUSSION 2.1 Since the APSAPG/1 meeting, Thailand received information from Hong Kong in the form of paper submitted to the 48th DGCA Conference in Attachment 1. Diagrams in the paper mainly include coverage of ATS Surveillance and planned ADS-B coverage in the region, which can be classified in ASBU module “B0-84 Initial Capability for Ground Surveillance” 2.2 Additionally, Thailand received information from ICAO Secretariat on ADS-B coverage from ADS-B Seminar in Attachment 2, Attachment 3 and Attachment 4 which outlined information from Australia, China and CANSO respectively. 2.3 Meanwhile, Thailand received information from IATA on Asia-Pacific AIDC and ADS-C/CPDLC coverage in Attachment 5 and Attachment 6 respectively, which can be classified in ASBU modules “B0-25 Increased Interoperability, Efficiency & Capacity through Ground-Ground Integration” and “B0-40 Safety & Efficiency through the Initial Application of Data Link En-Route” 2.4 From initial survey of the information provided, it is either information derived from simple drawing of circular theoretical coverage over static map or coverage diagram on Google Earth. Format of information provided presents technical scalability issue of the manpower required to approximate location of communications and surveillance facilities as well as their theoretical coverage. 2.5 Additionally, it is also possible that location of communications and surveillance facilities may be sensitive to States, so it may be potentially difficult to obtain precise coordinate and coverage range in order to combine diverse coverage diagrams into regional diagram. 2.6 Recognizing difficulties in paragraph 2.5, there are several possible solutions, which are not mutually exclusive: a) Request States to provide data in the form of Google Earth KML or KMZ diagram without requesting actual coordinates of the facilities for States with such capability; b) Request States to provide coordinate and coverage while allowing specifying some level of accuracy, so that location of actual communications and surveillance can be somewhat different from information provided within a certain parameters such as 1 NM range; c) Designate the task of combining coverage diagram to subgroups coordinating Seamless ATM Planning activities for particular group of Major Traffic Flow(s) or ATM Planning groups such as SEACG or SAIOACG, while requiring output either in the form of Google Earth diagram or table of coordinates and coverage necessary to generate such diagram for seamless purposes. 2.7 For the meeting’s purpose, coverage diagrams presented to APSAPG/1 meeting are at Attachment 7 and Attachment 8. 2.8 A surveillance chart which was made available to the ADS-B SITF meeting is at Attachment 9. -3- APSAPG/2–WP15 3. ACTIONS BY THE MEETING 3.1 The meeting are invited to: a) note information presented in this paper; b) discuss potential use of the combined Communications and Surveillance coverage for the work of the APSAPG; c) discuss solution in methodology of combining coverage diagram as mentioned in paragraph 2.5; and, d) discuss any other relevant matters as appropriate. ……………………… DGCA ⎯ 48/DP/3/8 48th CONFERENCE OF DIRECTORS GENERAL OF CIVIL AVIATION ASIA AND PACIFIC REGIONS Noumea, New Caledonia 10 – 14 October 2011 AGENDA ITEM 3: AIR NAVIGATION PLANNING AND IMPLEMENTATION REGIONAL ADS-B IMPLEMENTATION PLAN (Presented by Hong Kong, China) SUMMARY This paper highlights the current progress of ADS-B implementation in the Asia and Pacific (APAC) Regions and a need for States to submit their implementation plan. Besides, based on a pioneering framework for harmonizing ADS-B implementation over ATS routes L642 and M771 along the South China Sea, this paper recommends extending this framework to other high density routes in the Regions to reap the full benefits of ADS-B deployment. DGCA ⎯ 48/DP/3/8 REGIONAL ADS-B IMPLEMENTATION PLAN 1. INTRODUCTION 1.1 The growth of air traffic in APAC Regions has risen steadily over the past decade to become the world’s largest domestic passenger market. According to International Air Transport Association (IATA), the projected increase of air traffic demand for international passenger and cargo freight from 2009 to 2014 will be 7.6% and 9.8% respectively. Aviation stakeholders have been implementing various plans to cope with these challenges. 1.2 ADS-B has been identified as an essential radar-like component in enhancing global safety and achieving efficiency objectives. It is one of the well-known key enablers to bring tangible operational benefits to aviation stakeholders. According to a cost-benefit analysis conducted by CANSO with IATA in 2009, a strong business case was shown through implementing ADS-B over 2 main trunk routes (L642 and M771) along the South China Sea (SCS) with estimated annual savings of US$4 million and 1.3 million kg of fuel burn; and reduction in 4.5 million kg of carbon emissions per year. 2. DISCUSSION 2.1 Since 2002, APANPIRG has established an ADS-B Study and Implementation Task Force (ADS-B/SITF) with a view to promoting ADS-B based surveillance in APAC Regions. The Task Force together with its ADS-B Southeast Asia Working Group (ADS-B SEA/WG) formed in 2007 has been promoting ADS-B implementation and formulating various guidance material such as guidelines for development of ADS-B implementation plan; guidelines for airworthiness and operational approvals for ADS-B avionics equipage; template for aircraft equipage requirements; ADS-B implementation and operations guidance document; sample agreement for sharing of ADS-B data, etc. 2.2 Under the leadership of the ICAO and collaborative efforts from IATA and CANSO, Australia, Hong Kong, China and Singapore, have published notices for mandate carriage of ADS-B avionics in their respective airspace by 12 December 2013. During the 6th meeting of ADS-B SEA/WG in February 2011, Hong Kong, China initiated to strengthen collaboration among the concerned states/administrations for harmonized ADS-B implementation and seamless operations along L642 and M771 (see Attachment 1). An ad-hoc working group consisting of Hong Kong, China, Mainland China, Vietnam and Singapore was subsequently formed to discuss and agree on the framework regarding implementation timeline, avionics standard, optimal flight levels, and ATC handling procedures (see Attachment 2). 2.3 Currently, a number of major ADS-B collaboration and data sharing projects in the Regions are in progress with a view to providing enhanced surveillance over major air traffic routes. These include A576 between Australia and Singapore through Indonesia, and L642/M771 between Hong Kong, China and Singapore. Other high density routes being studied by the ADS-B/SITF include N884/M767 between Singapore and the Philippines through Brunei; N892/L625 between Singapore and Taibei through Vietnam, Sanya and Manila; as well as those in the Bay of Bengal areas involving Sri Lanka, Thailand, Myanmar, India, Indonesia and Malaysia. An overall surveillance coverage for both radar and ADS-B along these trunk routes is given at Attachment 3. Enhanced surveillance over these major routes would improve safety for cross FIR flights and enhance operational efficiency by providing opportunities for reduction in longitudinal separation between suitably equipped aircraft. It is considered that the above implementation framework for L642/M771 would serve as a useful template for extension to other high density routes to harmonize ADS-B implementation. DGCA ⎯ 48/DP/3/8 -2- 2.4 Based on the latest development, there is a trend that many states/administrations in the APAC Regions have taken proactive steps to plan, conduct trials and implement ADS-B technology (see Attachment 4). However, in a survey conducted by the ADS-B/SITF in April 2011 to 16 states/administrations on their plan to implement ADS-B, it was revealed that only 6 of them provided an implementation roadmap with specific timelines. 2.5 It is obvious that full benefits of ADS-B will only be achieved by its harmonized implementation and seamless operations. To maximize operational benefits in the APAC Regions, this will best be done by developing a regional ADS-B Implementation Plan, taking into account their existing SSR coverage, with initial focus on major air traffic routes between Australia and Singapore; between Hong Kong, China and Singapore; in the eastern part of the SCS between Singapore and the Philippines/Taibei; as well as in the Bay of Bengal areas.
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