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5HVSRQVLEOH IRU DSSUR[LPDWHO\ RI WKH ZRUOG¶V DLUVSDFH $716 SURXGO\ PDQDJHV PRUH WKDQ KDOI D PLOOLRQ DUULYDO DQG GHSDUWXUH PRYHPHQWV HYHU\ \HDU DQG LV PDNLQJ &DSH WR &DLUR VDWHOOLWH FRPPXQLFDWLRQV D UHDOLW\ $716 WUDLQV LQWHUQDWLRQDO DYLDWLRQ SURIHVVLRQDOV PDLQWDLQV ,62 DFFUHGLWDWLRQ DQG VXEVFULEHV WR ,&$2 6WDQGDUGV DQG 5HFRPPHQGHG 3UDFWLFHV 0,5$+ %5$'7 &20081,&$7,216 ICAO Journal The magazine of the International Civil Aviation Organization THE ICAO COUNCIL VOL. 61, NO. 3 President MAY/JUNE 2006 Dr. ASSAD KOTAITE 1st Vice-President FEATURES L. A. DUPUIS 5 Performance-based navigation seen as key to global harmonization 2nd Vice-President An ICAO study group has determined that an updated and globally harmonized M. A. AWAN RNP concept would be flexible enough to meet current and future operational 3rd Vice-President requirements … A. SUAZO MORAZÁN Secretary 9 Implementation of performance-based navigation making notable progress Dr. TAÏEB CHÉRIF The advent of RNAV and RNP procedures in the United States has already Secretary General demonstrated capacity improvements and other important enhancements …

14 Guidelines promote common process for preventing interference with CNS signals Argentina – D. O. Valente A European planning body has developed a standardized method of determining Australia – S. Clegg whether buildings and other objects in the vicinity of airports are likely to Austria – S. Gehrer interfere with signals used for communications, navigation and surveillance … Brazil – P. Bittencourt de Almeida Cameroon – T. Tekou 16 Cost of modernizing older aircraft justified by improved airspace access Canada – L. A. Dupuis While most earlier models of civil transport aircraft have years of life remaining in their engines and airframes, without avionics upgrades their operation in Chile – G. Miranda Aguirre various areas is increasingly limited … China – Y. Zhang Colombia – J. E. Ortiz Cuenca 19 Interactive analytical tool allows users to evaluate CNS/ATM business cases Egypt – N. E. Kamel A new ICAO software programme showcases the economic basis for Ethiopia – M. Belayneh implementing the technologies required to establish a global ATM system … Finland – L. Lövkvist France – J.-C. Chouvet 21 Birds and aircraft compete for space in crowded skies Statistics show that birds and other wildlife are a growing problem for aircraft Germany – Dr. H. Mürl operators, with civil aircraft in the United States alone involved in some Ghana – K. Kwakwa 7,000 wildlife strikes during 2005 … Honduras – A. Suazo Morazán Hungary – Dr. A. Sipos UPDATE India – Dr. N. Zaidi 25 Global cooperation is key to progress, stresses Council President Italy – F. Cristiani • Secretary General addresses staff concerning business plan Japan – H. Kono • Panel to consolidate guidance material on performance management Lebanon – H. Chaouk • Symposium to focus on MRTDs, biometrics and security Mexico – R. Kobeh González • ICAO and ACI join forces on airport training Mozambique – D. de Deus Nigeria – Dr. O. B. Aliu Cover photo by Mike Dobel/Masterfile Pakistan – M. A. Awan Peru – J. Muñoz-Deacon WWW.ICAO.INT Republic Of Korea – S. Rhee Visit ICAO’s website for past issues of the ICAO Journal, news releases and a wealth of other Russian Federation – I. M. Lysenko information, including background on various key topics and meeting documentation. Saint Lucia – H. A. Wilson DGCA Conference of 20-22 March 2006: www.icao.int/icao/en/dgca Saudi Arabia – S. A. R. Hashem Aviation Security: www.icao.int/atb/avsec Singapore – K. P. Bong Dangerous Goods: www.icao.int/anb/FLS/DangerousGoods/flsdg.cfm South Africa – M. D. T. Peege Aviation medicine: www.icao.int/icao/en/med Spain – L. Adrover Environmental protection: www.icao.int/icao/en/env Tunisia – M. Chérif Machine readable travel documents: www.icao.int/mrtd/Home United Kingdom – N. Denton Strategic objectives: www.icao.int/cgi/goto_m.pl?icao/en/strategic_objectives.htm United States – D. T. 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4 ICAO JOURNAL AIR NAVIGATION

Performance-based navigation seen as key to global harmonization

An ICAO study group has determined that an updated and globally harmonized RNP concept would be flexible enough to meet both current and future operational requirements

Original RNP concept As aircraft systems evolved, it became ERWIN LASSOOIJ The original RNP concept as defined by apparent that the original ICAO provisions ICAO SECRETARIAT ICAO was a supporting element of the were not sufficient to meet all of industry’s future air navigation systems (FANS). Its demands, and consequently they were HE ICAO concept of required purpose was to introduce more flexibility unable to prevent the development of navigation performance (RNP) is and adaptability to technological change by partially divergent industry specifications. T being revised in light of industry better exploiting the communications, navi- Different types of RNP and/or RNAV have demands for performance-based navigation gation and surveillance (CNS) capabilities been implemented in different regions (PBN), a concept that encompasses both of the aircraft’s on-board systems. RNP was (see Figure 1). While this approach meets area navigation (RNAV) and required navi- developed to allow planners to increase air- requirements at a regional level, the gation performance (RNP). space capacity by specifying airspace and advent of RNP variations also implied that Performance-based navigation is increas- aircraft operational requirements based on the original concept — designed primarily ingly seen as the most practical solution the existing capabilities of the aircraft fleet to prevent “proliferation” of new techno- for regulating the expanding domain of rather than relying on the normally lengthy logy and regional navigation requirements navigation systems. Under the traditional process required for industry to comply — was in fact contributing to this problem. approach, each new technology is asso- with sensor-dependent specifications. The lack of harmonization raised concerns ciated with a range of system-specific The ICAO RNP concept was widely among aircraft operators, which faced an requirements for obstacle clearance, air- acknowledged and very well received. increasing burden of complying with vary- craft separation, operational aspects (e.g. However, the air transport industry found ing regulations in different parts of the arrival and approach procedures), aircrew that the original concept was not detailed world. Potential safety risks were identi- operational training and training for air enough to be of practical use, especially fied as operators and flight crews attempted traffic controllers. This system-specific in terminal airspace. To approach, however, imposes an unneces- address this shortcoming, P EUROPE sary effort and expense on ICAO as well the industry developed the B-RNAV U.S. F R P-RNAV as on States, airlines and air navigation so-called RNP/RNAV con- BOEING U E services (ANS) providers. cept, a derivative of RNP that US-RNAV AUSTRALIA T S CHINA Performance-based navigation elimina- offered more comprehensive RNP10 RNP AIRBUS U E CANADA tes the need for redundant investment in technical support for the RNP 4 R JAPAN developing criteria and in operational performance, design, devel- N RNP/RNAV SOUTH AMERICA E modifications and training. Rather than opment, implementation and T build an operation around a particular qualification of aircraft navi- system, under performance-based navigation systems. An integral

gation the operation is defined according part of this derivative con- P EUROPE F to the operational goals, and the available cept was the specification of R B-RNAV U.S. BOEING U systems are then evaluated to determine requirements for on-board E P-RNAV AUSTRALIA T whether they are supportive. The advan- performance, monitoring S US-RNAV CHINA PBN AIRBUS U tage of this approach is that it enables and alerting. These measu- E RNP10 CANADA R JAPAN harmonized and predictable flight paths rable and demonstrable spe- N RNP 4 SOUTH AMERICA E which result in more efficient use of cifications support improve- T existing aircraft capabilities as well as ments in airspace design improved safety, greater airspace capa- and management, among Figure 1. Existing provisions have been unable to prevent development of RNP variations to meet the needs of city, better fuel efficiency, and the resolu- them closer route spacing regions, countries and the industry. PBN convergence tion of noise issues. and reduced separation. (bottom figure) is achieved through RNPSORSG initiatives.

NUMBER 3, 2006 5 AIR NAVIGATION to comply with all of the pertinent regula- At the same time, the study group tion identifies the lateral navigation accu- tions in an environment where the rules understood that these capabilities do not racy in nautical miles (NM) that is required change from region to region, and even necessarily satisfy the operational require- during at least 95 percent of the flight time. during a single flight. ments in all types of airspace or in every The specifications associated with each application within designation meet current operational Area of Navigation Navigation Navigation Requirement application accuracy specification specification for performance a given airspace, requirements while allowing global har- (NM) (current) (new) monitoring and alerting and would not monization, leading to greater efficiency Oceanic/Remote 10 RNP 10 RNAV 10 no always be cost and lower costs for aircraft operators as (RNP 10 label) beneficial. This is well as safety enhancements. Further- 4 RNP 4 RNP 4 yes why the group more, they are fully compatible with exist- En-route Continental 5 B-RNAV RNAV 5 no RNP 5 decided that the ing implementations. Aircraft meeting the En-route 2 US-RNAV type A RNAV 2 no best approach to RNAV-1 navigation specification devel- Continental/Terminal 2 – RNP 2 yes system implemen- oped by the study group, for example, can Terminal 1 US-RNAV type B RNAV 1 no and P-RNAV tation is to apply a fly in both precision RNAV (P-RNAV) and 1 – RNP 1 yes concept focused on U.S. RNAV type-B airspace. Approach 0.3 RNP 0.3 RNP 0.3 yes performance-based As depicted in the accompanying table, 0.3 – 0.1 RNP/SAAAR RNP 0.3 – 0.1 yes navigation and thus far the group has identified nine dif- (RNP/AR) efforts to harmo- ferent navigation specifications for which Table of existing and new navigation specifications nize elements of there is a current operational need. They ICAO responded to this undesirable situ- the industry concept and ICAO’s existing are listed together with the applicable type ation by forming a study group to focus on RNP concept. This solution includes all of operation. Some of the specifications all related issues and to present recom- segments of flight including en-route ter- were already in existence, whereas others mendations to the Air Navigation Commis- minal area operations and the final have been developed by RNPSORSG. For sion on how best to proceed. approach phase, where RNP will be used existing specifications, a conversion from as a basis for obstacle clearance. the current designation to the designation PBN offers solution The revised RNP concept will likely har- based on the new scheme is provided in The Required Navigation Performance monize the currently available RNAV- and the table. and Special Operational Requirements Study RNP-designated PBN applications, parti- In order to avoid future proliferation of Group (RNPSORSG), which met for the cularly in the terminal area, where a diver- regional navigation specifications, the first time in April 2004, recently concluded gence in implementations has been noticed. group also established a process for deve- that it is indeed feasible to develop a The revised concept clearly distinguishes loping a global navigation specification globally harmonized concept that meets between those operations that require on- that addresses — in a harmonized fashion current operational requirements while board performance monitoring and alert- — any emerging regional requirements remaining flexible enough for future ing, and those that do not. The study group that cannot be met by the specifications requirements. The group, consisting of agreed that navigation specifications for listed in the table. The RNAV-10 (known as participants from several ICAO member operations that do not require on-board per- RNP-10), RNAV-5, RNP-4, RNAV-2 and States that are front-runners in RNAV and formance monitoring and alerting should RNAV-1 navigation specifications are RNP implementation as well as aircraft be designated RNAV-X, while those opera- either existing specifications or modifica- manufacturers, airlines and pilot associations requiring such capabilities would be tions of regional implementations. tions, has also recognized the value of known as RNP-X. The “X” in the designa- New RNP-1 and -2 specifications, current- industry developments ly under review by the in the area of on-board RNPSORSG, are designed Performance-based performance monitoring navigation for applications in airspace and alerting require- that does not necessarily ments. Such technology require radar monitoring No on-board On-board is even critical in some performance performance and enhanced functionali- cases, such as in the final monitoring and alerting monitoring and alerting ties such as radius to fix approach phase, where (RF) turns or time of exacting obstacle clear- arrival control. These new RNAV 10 RNAV 5 RNP 1, RNP 2, RNP with additional ance requirements can (RNP 10 label) RNAV 2 RNP 4, RNP 0.3, requirements specifications will enable only be met with on- RNAV 1 RNP 0.3-0.1 (e.g. 3D, 4D) en-route and terminal board performance moni- Figure 2. Performance-based navigation concept; italicized type denotes examples operations outside the toring and alerting. of future navigation specifications. coverage of ground navi-

6 ICAO JOURNAL AIR NAVIGATION

gational aids through the use of the global navigation satellite system (GNSS). A new RNP 0.3 approach specification would provide a single, harmonized standard that accommodates basic GNSS equipment as well as RNP-certified aircraft, and satellite-based augmentation system (SBAS) navigation equipment. This will eliminate the need for sensor- specific multiple approaches designed for different aircraft configurations but very similar performance characteristics. ICAO is also addressing performance- based navigation in the approach phase by

developing the relevant procedures. The Airbus S.A.S. approach procedures are designated as The international civil aviation community is at a turning point in terms of airspace “RNP 0.3-0.1,” reflecting the fact that the design and air traffic management, with new emphasis now being placed on aircraft navigation performance. accuracy requirement is “scaleable” from 0.3 NM down to 0.1 NM depending on the an ICAO manual. States, aircraft operators and alerting. It remains to be determined, procedure requirement. These proce- and ANS providers will find instructions in however, whether the receiver’s level of dures require specific aircraft and aircrew this document on how to implement performance monitoring and alerting is authorization similar to that required for RNP/RNAV operations, as well as a com- adequate. instrument landing system (ILS) Cate- pendium of navigation specifications, RNP and RNAV designation. One aspect gory II and III operations. As might be including the applicable approval and air- of the RNP and RNAV designation that is expected, the requirement for authoriza- craft qualification requirements. Related not fully resolved yet is the potential need tion is mainly because of the reduced terminology used in ICAO standards and for different operations that require the obstacle clearance margins in comparison recommended practices (SARPs) will also same accuracy, but have dissimilar func- with conventional RNP 0.3 approaches. be aligned to the new designation scheme. tional requirements. This could be done The goal is to establish criteria equivalent The PBN manual is expected to become either by adding a suffix to the designation to those used in the U.S. standard deve- available in draft form at the ICAO website (e.g. RNP-1A) or by including notices on loped for RNP approach procedures with by September 2006, while the updates of charts specifying the additional functional special aircraft and aircrew authorization SARPs will become applicable in November requirements. required (RNP-SAAAR). Their introduction 2008. This package of material will provide Approach performance. At present, PBN will ensure complete global harmonization States with a common international frame- is focused on linear performance criteria for this particular type of operation in terms work for implementation of performance- which supports rectangular obstacle clear- of flight procedure design and aircraft and based navigation, thus ensuring regulatory ance areas. Discussions continue on operational criteria. The reward for estab- harmonization with a minimum impact on whether and how angular performance lishing such standardization is the signi- aircraft equipage and safety oversight. criteria to support trapezoidal obstacle ficant safety and efficiency benefits that The above described documentation is clearance areas such as those associated arise. (For more on RNP/RNAV approach only the initial step towards successful with ground-based or space-based aug- procedures, see “Implementation of per- worldwide implementation. Effective implementation systems should be included in formance-based navigation making notable mentation of performance-based navigation the concept of performance-based naviga- progress,” page 9.) will require that ICAO provide consistent tion. Another matter to be resolved is the The PBN concept that allows for RNAV-X policy and guidance across the many disci- requirement for RF legs and vertical navi- and RNP-X operations will also need to be plines touched by this programme. gation (VNAV) for RNP 0.3 approaches. flexible enough to accommodate potential The RNPSORSG has nearly achieved its After the work of the study group has requirements such as 4-D navigation. An goals, but a few issues still need to be continued on page 31 overview of the PBN concept, showing how resolved, as summarized below. Erwin Lassooij is a Technical Officer (Operations/ this all fits together, is illustrated in Figure 2. Performance monitoring and alerting Airworthiness) in the Flight Safety Section of the Air requirements. The RNPSORSG is consider- Navigation Bureau at ICAO headquarters, Montreal. Mr. Lassooij is Manager of the Performance-Based ICAO documentation ing the TSO-C129 receiver as a sensor that Navigation Programme, Chairman of the Required New guidance material under develop- would be suitable for RNP-1 and -2 opera- Navigation Performance and Special Operational Re- quirements Study Group, and Secretary of the Obstacle ment by RNPSORSG will be published as tions that require performance monitoring Clearance Panel.

NUMBER 3, 2006 7 Recent developments such as RNAV procedures, higher traffic volumes and environmental issues increase the pressure on procedure designers to achieve more accurate, balanced and faster results, while consistently maintaining high safety standards. The new Procedures for Air Navigation Services – Aircraft Operations “PANS-OPS” Software, enables Collateral benefits include: procedure designers to meet these growing demands. • evaluating possible locations for new runways in Developed by Infolution Inc. and distributed by ICAO, a given geographical and obstacle environment for the PANS-OPS Software CD ROM, which includes aerodrome planning purposes the ICAO Collision Risk Model (CRM) and other • assessing whether or not an existing object should valuable features, provides procedure designers with be removed the power and flexibility to increase productivity while • determining whether a particular new construction meeting the industry’s most stringent quality assurance would result in operational penalties, such as an and safety requirements. It is leading-edge technology increase in aircraft decision height at the service of accuracy and integrity. PANS-OPS Software is much more efficient than the This new Software offers the capability to store data old FORTRAN implementation of the ICAO Collision for aerodromes, runways, navigation aids and all Risk Model (CRM) for ILS. A modern user-friendly obstacles in a single database. With a few keystrokes Graphic Interface replaces the more cumbersome and mouse clicks in a user-friendly interface, the DOS style input. PANS-OPS Software analysis tool launches three The new Software integrates relational database obstacle assessment programs dedicated to each of concepts, basic safety elements and several computer the ILS Obstacle Clearance Altitude/Height (OCA/H) programs required to develop instrument procedures. calculating methods: New client/server technology allows individual designers • ILS Basic Surfaces Program to share information contained in a single database • Obstacle Assessment Surfaces (OAS) Program holder; and the ability to save, archive and print input • CRM Program and output ensures complete traceability, thus paving the way for the implementation of quality control. This joint ICAO-Infolution undertaking aims to harmo- nize and standardize practices worldwide and, in so doing, to promote greater aviation safety in a rapidly changing traffic environment.

To download a free 30-day trial version, visit the Infolution website at www.infolution.ca. To place an order or for further information, please contact [email protected] Reference CD-101

Minimum system requirements: Computer type: Pentium 233 Mhz, Operating system: Windows 95, Memory: 64 MB, Hard disk: 20 MB Hardware: CD-ROM drive, Screen resolution: 800 x 600 dpi AIR NAVIGATION

Implementation of performance-based navigation making notable progress

The advent of RNAV and RNP procedures in the United States has already demonstrated capacity improvements and other important enhancements

expectation that the revised strategy will be in the United States as standard terminal JOHN MCGRAW •JEFF WILLIAMS released this summer. arrival routes (STARs) — and standard FEDERAL AVIATION ADMINISTRATION The Roadmap defines the operational instrument departures (SIDs), and more DR.HASSAN SHAHIDI goals for performance-based navigation, are under development. These STARs MITRE CORPORATION and identifies the associated steps and and SIDs are equivalent to RNAV-1 type (UNITED STATES) milestones. It highlights key policy and procedures, which are currently under technical issues to be addressed, and development at ICAO. In addition, the MPLEMENTATION of performance- underscores the cri- based navigation in the United States, tical decisions that I specifically in the form of area naviga- will have to be made. tion (RNAV) and required navigation per- The FAA blue- formance (RNP) procedures, has reaped print for RNAV and operational and economic rewards for the RNP implementa- aviation community. Working closely tion identifies dis- with industry, the U.S. Federal Aviation tinct planning peri- Administration (FAA) has been able to ods. The near-term increase capacity at major airports where extends from the RNAV departures and approaches have present until 2010. been commissioned; other notable bene- The mid-term period fits include improved safety and impor- encompasses 2011-15, tant cost savings for the airlines. and the far term Performance-based navigation is gro- concerns develop- Figure 1. Comparison of radar tracks associated with conventional wing in importance around the world, ments in the 2016-25 and RNAV SID operations at Dallas-Ft. Worth. RNAV operations were implemented at KDFW in September 2005. and the United States is among several period. The Roadmap participants in an ICAO study group also defines operational goals and concepts U.S. has implemented a number of key formed in 2004 to focus on its worldwide by phase of flight, namely the approach, en-route RNAV procedures which are desi- implementation and harmonization (see terminal arrival and departure, and en- gnated as “Q Routes”. Recently, it began related article on page 5). As part of route phases. implementing RNP approach procedures. this global harmonization process, the From its inception, the implementation RNAV terminal procedures and FAA is amending its RNAV guidance of performance-based navigation proce- approaches in the United States have material to establish conformity with dures in the U.S. has been a collaborative already paid dividends. A few examples of the forthcoming edition of the ICAO effort between the FAA and the civil beneficial applications are described Manual on Performance-Based Navigation aviation community. Collaboration is below, along with their key implemen- (Document 9613), which will replace important because the development of tation and harmonization considerations. the ICAO Manual on Required Navi- aircraft navigation performance stan- gation Performance. dards, procedure design criteria, opera- RNAV procedures The U.S. initiative to establish performance- tor requirements, and pilot and controller Prior to the implementation of RNAV based navigation can be traced to an imple- procedures cannot be achieved effective- SIDs at Dallas-Ft. Worth International mentation strategy originally published by ly without close coordination amongst all Airport (KDFW) last year, departing the FAA in 2003. Entitled Roadmap for of the stakeholders. aircraft were typically vectored in the Performance Based Navigation: Evolution for Over the past several years, the U.S. terminal airspace to join conventional RNAV and RNP Capabilities 2003-2020, the has implemented over 150 RNAV stan- departure procedures starting at naviga- document is now being updated with the dard instrument arrival routes — known tional fixes at the airspace boundary. As

NUMBER 3, 2006 9 AIR NAVIGATION departure operations are generally con- way. These complied with the established out by the Mitre Corporation to under- ducted on two inner parallel runways that noise footprint of the airport and enabled stand the associated operational changes are spaced approximately one nautical “fanned” departures — that is, successive and to validate the user benefits. mile (NM) apart, KDFW operations rou- departures that make alternating use of With the current number of RNAV- tinely rely on a waiver to FAA regulations, diverging routes. As expected, this opera- capable departures, fanned operations authorizing independent successive and tional change has improved the efficiency yield an estimated capacity gain of simultaneous departure operations on of aircraft separation, as well as increa- 11 departures per hour. These results these runways. sing departure capacity and reducing indicate a potential for further capacity departure delays. improvements of up to nine more hourly The development departures, for a total increase of 20, of the procedures, assuming an environment in which successfully imple- all departing aircraft are equipped for mented in September RNAV operations. 2005, was facilitated A key user benefit resulting from the by working closely improved departure capacity is the with the airlines ope- reduced cost associated with delays. The rating at Dallas-Ft. decrease in delays for KDFW departures Worth. The proce- was expected to provide operators with a dure design required financial saving of $10 million annually expanding KDFW’s (all currency figures in U.S. dollars) existing FAA waiver based on 2005 traffic figures. The poten- to allow independent tial cost saving from fewer departure parallel operations delays is estimated at $30 million annual- conducted on the ly, assuming that traffic were to increase two departure run- by 13 percent over the current level. ways within a dis- The implementation plan for RNAV Figure 2. Route structure of RNAV SID procedures at Atlanta. The tance of 10 NM from departure procedures at KDFW in 2005 new procedures commenced on 13 April 2006. the departure ends of called for continually monitoring route In effect for many years, the FAA wai- the runways. Risk assessments were conformance. During the initial intro- ver has allowed operational independence carried out to ensure that the proposed duction, the plan also called for greater of departures when certain conditions operations met the required target level spacing between departures. With the are met. Among these are a requirement of safety. American Airlines provided exception of a fraction of successive to initiate course divergence no later than guidance to the procedure designers, departures involving mixed RNAV- and 5 NM from the departure ends of the run- thus ensuring that the required flight non-RNAV capable aircraft, additional ways. Given the geometry of the runway performance fell within aircraft opera- separation was incrementally discontin- system and additional noise abatement tional limitations under various operating ued within the first month after imple- constraints, the number of available ini- conditions. At present, over 800 RNAV mentation. Detailed post-implementation tial headings that could be assigned departures are conducted daily at KDFW. evaluations confirmed that user benefits to departing aircraft was limited to one Figure 1 presents a comparison of were largely realized within the first heading for each departure runway. radar tracks associated with conventional two months of the introduction of Thus, no divergence could be established and RNAV SID departures at Dallas-Ft. RNAV departure procedures for Dallas- between successive departures from Worth, with runways of a northerly orien- Ft. Worth. alternating runways, and departing air- tation in use. The tracks are colour-coded Similarly, RNAV SIDs have been imple- craft generally operated in-trail during to provide altitude information, with red mented at Atlanta’s Hartsfield-Jackson their initial climbs up to distances of at denoting low altitude. The figure also International Airport (KATL), with Delta least 5 NM from the airport. illustrates the initial course divergence Air Lines acting as lead carrier. KATL, Improved navigational performance offered by two RNAV SID routes close to the world’s busiest airport in terms of associated with RNAV SID operations the departure ends of each runway. aircraft movements in 2005, has been capitalize on the capability of flight ma- The introduction of RNAV procedures operating both RNAV SID and STAR pro- nagement systems to support terminal allowing fanned departures at KDFW has cedures since April-May 2005. While RNAV procedures. New RNAV departure resulted in greater air traffic control about 85 percent of the departing and procedures at KDFW offered two initially (ATC) efficiency. Extensive pre- and post- arriving flights currently use RNAV pro- diverging route segments from each run- implementation evaluations were carried cedures, further improvements to the

10 ICAO JOURNAL AIR NAVIGATION

procedure designs were introduced to RNP procedures and airworthiness requirements for maximize their operational benefits. To pave the way for implementation public RNP instrument approaches. Figure 2 presents the route structure of RNP approach procedures in the Key features of the criteria for RNP of Atlanta’s RNAV SID procedures, pub- United States, the FAA worked through approach procedures with special aircraft lished for implementation in April 2006. the primary U.S. forum for stakeholder and aircrew authorizations required This revised route design features addi- participation in performance-based navi- (RNP-SAAAR)2 include narrow linear seg- tional departure fixes, increasing the gation strategy and implementation ments along the entire approach includ- number of available en-route transitions, planning, a body known as the Perfor- ing the final approach path; guided, nar- and one instrument departure using mance-based Operations Aviation Rule- row turns on missed-approach segments, radar vectors to join RNAV routes soon making Committee (PARC). This com- radius-to-fix segments; and the use of a after departure. mittee works to define and develop key vertical error budget for the vertical The RNAV procedure design presen- standards and criteria for RNAV and RNP profile. The RNP-SAAAR procedure ted in Figure 2 is expected to further implementations. With PARC’s involve- provides precision-like lateral and ver- increase the operational benefits from ment, the FAA initially published special tical guidance. RNAV SID operations at Atlanta. With procedure design criteria and associated The special RNP approach procedure departures to the east, the enhanced effi- aircraft and operator approval guidance implementation at Palm Springs Inter- ciency associated with fanned operations in the form of an FAA notice. This docu- national Airport (KPSP) is an example of was estimated to allow 10 additional take- ment served as the basis for the perma- an RNP-SAAAR implementation leverag- offs per hour. Based on the current traffic nent, public procedure design criteria ing the key features of RNP criteria. Palm level, Mitre studies have shown that this which was recently published as FAA Springs is an airport surrounded by high gain in departure capacity translates into Order 8260.52.1 At the same time, FAA terrain that prevents the use of conven- an annual cost benefit to airlines of about also published an advisory circular which tional straight-in instrument approach $11 million. contains the requisite aircraft, operator procedures. The only instrument approach

Chart at left (Figure 3) illustrates the conventional instrument approach at Palm Springs International. Figure 4, right, depicts the RNAV Runway 31L public procedure for the same runway.

NUMBER 3, 2006 11 AIR NAVIGATION at KPSP is a circling approach, River approach to Runway 19, utilizing a very high fre- based on localizer-type direc- quency omnidirectional radio tional aid and distance measur- range (VOR) or the global posi- ing equipment (DME), com- tioning system (GPS), to prises 6,000 feet runway visual the four runway ends with range (RVR) and a decision approach minima of three height of 706 feet. Visibility statute miles (SM) visibility requirements for aircraft with and minimum descent altitude higher approach speeds increase (MDA) of 1,826 feet; the up to 2 miles for the “straight- VOR/GPS circling approach in” approach. From the deci- chart is illustrated in Fig- sion height to the runway end ure 3. Previously, when Palm the procedure requires an Springs International lacked unguided turn. an approach with low minima, In September 2005, the FAA operators using the airport published the first public RNP- experienced numerous wea- SAAAR approach at KDCA. ther-related diversions and The procedure, charted as flight cancellations. the RNAV (RNP) Runway 19 The KPSP special RNP pro- approach (Figure 5), enhances cedure development process safety with a guided, stabilized involved pertinent groups three-dimensional path that within the FAA and Alaska avoids prohibited airspace and Airlines, which served as lead significantly improves the operator for the project. It was availability of Runway 19 dur- divided into two stages: the ing low visibility conditions. procedure design, and the The RNAV (RNP) Runway approval process for the ope- 19 approach is designated rator and the aircraft involved. Figure 5. Runway 19 RNP-SAAAR approach chart for KDCA. The as RNP 0.11. The minima are Using newly developed RNP- procedure enhances safety with a guided, stabilized three- 6,000 feet RVR with a decision SAAAR criteria, two special dimensional path that avoids prohibited airspace and significantly height of 462 feet. There is a improves runway availability during poor visibility. RNAV (RNP) approaches were continuous lateral and vertical constructed to Runways 31L and 13R. “saved” flights, the 21 operations would guided path from the final approach fix to These special RNP approaches are have been cancelled or diverted without touchdown. The guided path follows the both designated RNP 0.3; the minima for this RNP-SAAAR capability. Potomac River, a more environmentally Runway 31L are 1 SM and decision The FAA has recently published public friendly approach that avoids flight over 1 height of 296 feet, rising to 1/4 SM visi- RNP-SAAAR procedures at Palm Springs continued on page 34 bility and decision height of 374 feet for that were designed using FAA Order Runway 13R. Even lower minima are 8260.52 criteria. The public procedures 1. The full title of FAA Order 8260.52 is United States Standard for Required Navigation Performance (RNP) achievable when the RNP value is reduced. follow a wider ground track to accommo- Approach Procedures with Special Aircraft and Aircrew Authorization Required (SAAAR). Each approach contains a continuous date the broader range of aircraft per- 2. This is equivalent to the ICAO RNP Authorization lateral and vertical path from the final formance characteristics for more poten- Required (RNP-AR) approach procedures that are currently under development. approach fix to touchdown. These new tial users, but still provide approach mini- RNP-SAAAR approaches have resulted in ma similar to the Alaska special proce- Jeff Williams is Manager of the FAA Air Traffic a reduced number of weather-related dures at RNP 0.3. (see Figure 4). Organization’s RNAV and RNP Group, and is the U.S. delays and cancellations for those opera- Data continues to be collected as part member on the ICAO RNP and Special Operational Requirements Study Group. John McGraw is Manager tors approved by the FAA to fly the spe- of the post-implementation analysis to of the FAA’s Flight Standards Service’s Flight Techno- cial RNP approaches at KPSP. During the further document benefits to operators. logies and Procedures Division, and is responsible for the implementation of new technologies into a first few months of procedure use, Alaska Another example of RNP-SAAAR performance-based U.S. national airspace system. Airlines reported 21 flights completed as implementation is the Runway 19 approach Dr. Hassan Shahidi is the Mitre Programme Manager for RNAV and RNP. planned because of the availability of at Ronald Reagan National Airport Information and guidance material on the FAA’s the special RNP-SAAAR procedures. (KDCA) in Washington, D.C. The lowest Performance-Based Navigation Programme can be found at the FAA website (http://www.faa.gov/ats/ Known in the airline vernacular as conventional minima for the Potomac atp/rnp/rnav.htm).

12 ICAO JOURNAL

AERONAUTICAL TELECOMMUNICATIONS

Guidelines promote common process for preventing interference with CNS signals

A European planning body has developed a standardized method of determining whether buildings and other objects or structures in the vicinity of airports are likely to interfere with the signals used for communications, navigation and surveillance

Doppler VOR; direction finder; non-direc- reflecting objects are large and located at a JULES HERMENS tional radio beacon (NDB); ground-based relatively close distance. At the aircraft CAA NETHERLANDS augmentation system (GBAS); instrument receiver antenna, the reflected signal is landing system (ILS) including localizer, received with additional delay over the HERE was a time when airport glide path and markers; satellite-based direct signal because the geometric path development was entirely a local augmentation system (SBAS) ground followed by the reflected signal is longer. T endeavour performed by nearby monitoring station; microwave landing Thus, the total signal received by the engineering and construction companies, system (MLS) including azimuth and ele- aircraft is constituted by the superposition all well versed in the limitations and vation stations; VHF air-ground communi- of the desired signal (direct component) restrictions of daily operations at a parti- cation; primary radar; and secondary and delayed versions of the desired signal cular airport. But today — in Europe at surveillance radar (SSR). Some auxiliary (reflected components). This interference least — large international consortia com- facilities, like satellite up/down links, VHF to the desired signal caused by the reflec- pete for airport construction contracts. and ultra high frequency (UHF) ground- ted components is known as “multipath Some of these companies have already won ground communication facilities, micro- interference.” The rules developed by airport contracts in more than one country wave links and HF facilities are not EANPG deal with the degradation of and have been surprised to find widely covered by the ICAO provisions. the signal-in-space caused by this type varying limitations and restrictions with Signal interference, in the context dis- of interference. respect to safeguarding standard radio navi- cussed here, involves reflected signals. The EANPG guidance material was gation facilities. Signals radiated by a transmitting antenna developed with the notion of structures in The contractors’ concern about these such as an ILS localizer are generally sub- mind. The information, however, applies national variations, together with com- ject to reflection from any fixed or moving equally well to other objects, whether ments from air navigation services (ANS) objects, among them buildings and vehi- moving or stationary, temporary or per- providers noting that construction activi- cles, found within the coverage area. This manent, which may cause interference to ties well outside of the airport perimeter effect is particularly pronounced when the radio signals from CNS facilities. These were affecting signals of instrument lan- include machines, construction equip- ding systems in particular, has been 1 ment used for the erection of buildings, Building addressed through dissemination of gui- application excavated soil or even vegetation. dance material that promotes use of a stan- In the context of this guidance material, dardized process and common criteria. 2 a building restricted area (BRA) is defined No Infringe STEP 1 Developed by the ICAO European Air BRA Surfaces? as a surface where infringing buildings Navigation Planning Group (EANPG), the have the potential to cause unacceptable guidance material concerns how to deter- Yes interference to the signals transmitted by 3 mine whether the physical presence of a CNS facilities. All CNS facilities have a Specialist building or any other structure in the Engineering Analysis defined BRA, and this is not limited to vicinity of an airport may have an adverse actual site boundaries, but extends to sig- 4 effect on the availability or quality of a Acceptable Yes nificant distances from the facility. In

Interference to Facility STEP 2 communications, navigation or surveil- Performance establishing the correct shape of the BRA lance (CNS) signal. The following types of surface, it is necessary to consult the appro- 5 No 6 facilities are addressed by the guidelines: priate engineering authority in each State. Reject Approval distance measuring equipment (DME); The objective of the new guidance material very high frequency omnidirectional radio Two-step guidance review process for is to provide a readily accessible, practical range (VOR) including conventional and building projects near airports standard procedure by which authorities

14 ICAO JOURNAL AERONAUTICAL TELECOMMUNICATIONS Jim Jorgenson Construction activities well outside an airport’s perimeter can adversely affect navigation signals.

may assess building applications. The gene- approved. The guidelines recommend, aspects such as obstacle limitation sur- ral procedure has two steps (see accompa- however, that large excavation works and faces, are deemed acceptable. nying figure) for the approval of buildings certain buildings and structures such as In order to protect CNS signals, each that may adversely affect CNS facilities. windmills, skyscrapers, TV towers or type of facility may have a specific shape The intention is that Step 1 will be a quick other tall objects be assessed at all times, for its BRA surface. In cases where evaluation and Step 2, if required, will even when they are located outside the more than one facility exists (as typically involve an in-depth analysis. restricted area. Step 2 is applied when occurs at an airport), the individual BRA Step 1 applies a general input screening an infringement of the BRA has been surfaces may overlap, and they are then method to all applications. This screening identified; at this point, the application is described as being “clustered.” The step is intended for use by appropriate handed over to the responsible engineer- extremities of these shapes forming the authorities such as airport planners, local ing authorities for further analysis. cluster then define the one shape and will officials and government regulators, which The results of the analysis by safety form the basis for the overall airport BRA usually conduct the initial review of building engineers should determine if the interfer- map. The facility that requires the most applications. It is intended to ascertain ence effects are acceptable or not. Where restrictive BRA takes precedence in Step 1 whether approval can be given directly or conflicting results arise from the analysis and usually triggers a Step 2 review. whether the application should be passed to or studies, it is recommended that a con- In parallel with ICAO’s development of the appropriate engineering authorities servative approach be taken and that harmonized criteria for safeguarding radio where experienced air traffic safety elec- consideration be given to requiring an navigation facilities in the European and tronic personnel handle the case. If Step 2 is alteration of the proposal. North Atlantic regions, as well as the required, the safety engineers will carry out The building applicant is notified of the two-step process for assessing the need a detailed analysis based on theory, expe- acceptance or rejection of the application for building restrictions, Civil Aviation rience and existing conditions. This will by the appropriate authority. Rejection Authority (CAA) Netherlands has deve- cover all aspects of the CNS facility to be does not preclude a subsequent modifica- loped a method for delegating the first protected and the possible effects of the tion and re-submission of the application, step of the assessment of new develop- proposed building on the signal-in-space and a modified proposal is subjected to the ments around Amsterdam Schiphol provided by the facility. applicable review processes identified in International Airport to concerned bodies If the generic screening method deter- the figure. An approval of the building continued on page 34 mines that the BRA surfaces are not application is given only after interference infringed, the process is then terminated effects on the facility’s performance, as Contributing to this article were Heinz Wipf, of Skyguide AG, of Switzerland, and John Dyson of the and the application is recorded as well as impact on other operational U.K. National Air Traffic Services (NATS).

NUMBER 3, 2006 15 AVIONICS SYSTEMS

Cost of modernizing older aircraft justified by improved airspace access

While most earlier models of civil transport aircraft have years of life remaining in their engines and airframes, without avionics upgrades their operation in various areas is increasingly limited by new ATC requirements

models that feature advanced avionics tion performance (RNP) — as well as DON PAOLUCCI and other systems. Usually the older air- automatic dependent surveillance (ADS), CMC ELECTRONICS craft still have many thousands of cycles controller/pilot data link communica- (CANADA) remaining in the useful lives of their tions (CPDLC), airborne collision avoi- airframes and engines, but differences dance equipment and other systems and HE widespread introduction of between their electronic and avionics sys- technologies are becoming necessary to new aircraft into civil airline fleets tems and the systems found on newer gain full access to many parts of the T over the past several years has aircraft in the fleet can incur significant world’s airspace. brought increased capacity and efficien- financial penalties. Associated benefits. The new avionics cy, new routes and air traffic procedures, These penalties are primarily of an ope- systems already make it possible for the and a wide variety of associated benefits rational nature, but they also arise in latest generation aircraft to fly on more to operators and the public at large. For the areas of maintenance, spares inventory efficient, fuel saving and safer routings, some air carriers, however, this unprece- and, in some cases, aircraft availability. and allow pilots to take full advantage dented expansion has also brought with Consequently, many aircraft operators of new technology. Besides these direct it an unexpected area of concern: the are looking closely at the cost benefits of operational advantages, they offer a num- increasing cost of operating two similar, avionics upgrades to their earlier fleets. ber of associated benefits to the operators but different generation, aircraft. The operational impacts are many. of older aircraft by decreasing costs and In many cases today, the operator is New air traffic control (ATC) procedures increasing operational flexibility and effi- flying earlier aircraft types — many of and equipment requirements for per- ciency at the same time. which are now considered “classics” — formance-based navigation — both area Uppermost among these benefits is while at the same time utilizing newer navigation (RNAV) and required naviga- avoidance of the growing restrictions to full airspace access for less well equipped aircraft. Coupled with that, the mix of old and new flight deck technologies in a number of airline fleets often creates the need for parallel pilot training and conversion programmes that involve high overhead expenses. Moreover, operational flexibility can be lost when different pilot qualifications are required to fly earlier and later versions of the same basic aircraft. Maintenance of earlier generation equipment can also add unexpected costs related to their slowly decreasing reliability through obsolescence. The result is increased testing and repair work, often coupled with growing short- ages in repair parts. Jim Jorgenson A typical example of this additional KLM in 1999 attained important operational benefits for its fleet of B747 Classics by upgrading their avionics to provide a functionality equivalent to the systems cost is found in flight deck instru- found on its more modern B747-400s. ments, where earlier maintenance-

16 ICAO JOURNAL AVIONICS SYSTEMS

intensive electromechanical pointers and dials have been replaced in newer aircraft by electronic “glass cockpit” displays. A modern flight deck normally carries six or more of these units, and although each can display different information to the crew, all will be electronically and physically identical, sharing the same part number. This provides a versatility that allows significant inventory reduction. What’s more, while an in-flight failure of a critical electromechanical instrument could cause a flight cancellation or diversion, failure of an electronic display simply means that the crew has to transfer its information onto one of the other screens. FMS at the heart of an upgrade. The common denominator in all of today’s avionics upgrade programmes is the installation of an advanced flight management system (FMS). The FMS can be regarded as the heart of the avionics suite in aircraft undergoing upgrades. When coupled with a global navigation satellite system (GNSS) receiver, an advanced FMS brings unprecedented navigation accuracy and integrity to all the other new technology systems involved in the upgrade. Put another way, upgrading other avionics units without upgrading the aircraft’s FMS and satellite navigation equipment would significantly reduce the economic benefit of any other new systems. Before-and-after views illustrate a comprehensive cockpit upgrade completed recently for a Lockheed L-100 civil transport operated by the Government of Dubai. This is particularly the case in complying with the performance-based RNAV and Administration (FAA) announced in early parts of the world, among them the Eu- RNP requirements now being widely 2006 that the global positioning system ropean geostationary navigation overlay implemented along the world’s busiest (GPS), when augmented by the FAA’s service (EGNOS). air routes, where RNP/satellite perfor- wide area augmentation system (WAAS), mance standards can demand navigation would be approved for approaches with B747 project accuracies of as little as one tenth of a a decision height of 200 feet. This capa- A good example of how an avionics mile either side of track, coupled with bility is equivalent to that available with upgrade can extend the life of an impor- the ability to independently monitor track Category I precision approaches suppor- tant fleet investment is the KLM Boeing adherence and alert the crew to any ted by today’s instrument landing system 747 upgrade programme completed in deviation, all to an availability of 99.999 (ILS). An upgraded satellite navigation 1999 by CMC Electronics (CMC), then percent. Today’s advanced technology capability must, therefore, include WAAS known as Canadian Marconi Company. equipment, among them the CMA-9000 capability for U.S. operations. But it The airline’s Boeing 747-200/300 fleet FMS and CMA-5024 satellite navigation must also have built-in growth potential was brought up to an operationally equiv- receiver supplied by CMC Electronics, to accommodate coming technologies alent standard to its newer -400 aircraft. can achieve this level of performance. such as Europe’s Galileo satellite system Described by an FAA certification official Built-in flexibility for the future is also and regional satellite-based augmen- at the time as the most complex civil important. The U.S. Federal Aviation tation systems (SBAS) planned in other upgrade and integration project under-

NUMBER 3, 2006 17 AVIONICS SYSTEMS

STAYING AHEAD OF THE FUTURE

HE KLM B747 upgrade project of flexibility to the integration team, but 1999 clearly proved the benefit also eliminates the costly and time- T of replicating the airline’s Boeing consuming need to use actual hardware 747 avionics installation at the supplier’s to build a replica of the candidate integration laboratory. By using actual aircraft’s avionics suite. avionics units and controls, including The DTB is designed to support all both the new systems and those retained critical areas of an upgrade programme, from the original installation, engineers including: were able to test every operational func- • fixed-wing and helicopter applications; tion of the new configuration throughout A dynamic test bed provides avionics • full flight regimes, including lateral and systems integrators with important flexi- all flight phases, including single and bility while eliminating the costly and vertical navigation; multiple failure modes, and precisely time-consuming need to use actual hard- • future navigation and ATC requirements; measure its performance against data ware in building a replica of an aircraft’s • failure mode simulations; avionics suite. applicable to the actual aircraft. This • human factors issues; and approach minimized the aircraft installa- Consequently, and taking advantage • certification. tion down time and, perhaps more impor- of advances in computing power and simu- Among the unique features of the DTB tantly, significantly reduced the amount lation technology since launching its is a cockpit-like compartment where cus- of costly test flying in each line aircraft. KLM test facility, CMC developed its tomer pilots and avionics specialists can The laboratory installation was built as next-generation FMS dynamic test bed “fly” and observe the operational charac- an “open architecture” design which, by (DTB) in conjunction with scientists at teristics of the upgrade configuration, substitution of different avionics units, Montreal’s Concordia University. and discuss them with members of the allowed engineers to replicate the configu- Now, the exact characteristics of all integration team. This is an important rations of a variety of other aircraft, large avionics systems currently in commercial step in understanding any changes in pro- and small, following the KLM project. service — and at all desired modification cedures brought about by the upgrade, While this approach was successful, the states — are stored in "virtual" electronic particularly with regard to the newer, need to physically introduce a variety of form in the DTB’s computer database, more efficient techniques which it will different avionics units — or similar units from which the engineers can select units offer. Important human factors issues at different modification levels — occa- to “install” for a given upgrade project. can also be reviewed. The DTB’s “pseudo sionally posed difficult logistics problems. This not only provides extraordinary continued on page 31

taken to date, the programme involved lel, a very large number of upgrades airborne collision avoidance system the installation of three integrated flight have been completed for a wide range (ACAS), a terrain warning system, flight management/satellite navigation sys- of corporate and military aircraft, with data and cockpit voice recorders, a digital tems, three laser inertial navigation particular emphasis on applications in air data system compliant with reduced sensors and seven electronic flight trainers and transports such as the vertical separation minimum (RVSM) instrument displays, plus satellite com- Lockheed C-130. Some of these instal- operations and dual electronic flight bag munications, performance management, lations include head-up displays and displays, none of which are normally aircraft condition monitoring and asso- infrared enhanced vision systems. found in this class of aircraft. ciated units. A recent example of an upgrade incor- In recent years similar upgrade pro- porating several of the latest technologies Flexibility the key jects have been completed for over can be seen in the Lockheed L-100 civil While aircraft leave the production line 100 classic Boeing 747s, plus a number transport operated by the Government of in fairly uniform configurations, their of McDonnell Douglas DC-10s operated Dubai’s Air Wing. Here, besides new continued on page 31 by several international air carriers. Less electronic instrument displays, advanced comprehensive upgrades have been per- flight management/satellite navigation Don Paolucci is the Director of Avionics for CMC Electronics of Montreal, Canada. Readers may obtain formed on McDonnell Douglas MD-80s, systems, inertial navigation sensors and more information about the aircraft modernization Boeing 727s and 737s, and other earlier an upgraded weather radar, the installa- programme described in this article on the worldwide web (www.cmcelectronics.ca) or by contacting the generation narrow-body aircraft. In paral- tion included a Mode-S transponder, an author ([email protected]).

18 ICAO JOURNAL CNS/ATM SYSTEMS

Interactive analytical tool allows users to evaluate CNS/ATM business cases

A new ICAO software programme showcases the economic basis for implementing the technologies required to establish a global ATM system

tors about avionics. What further compli- homogeneous ATM areas and the develop- CHAOUKI MUSTAPHA cates matters is the fact that aircraft fly ment of forecasts for the major traffic ICAO SECRETARIAT through airspace controlled by different flows and traffic densities. With this infor- UPALI WICKRAMA ANS providers. If there is no commonality mation at hand, further steps involve set- GLOBAL AVIATION CONSULTING among the solutions chosen by service ting the ATM objectives, determining the (UNITED STATES) providers, it is difficult and probably more operational requirements, identifying the expensive for operators to equip their air- various technical solutions, and perform- ITHOUT worldwide coopera- craft adequately. In planning the transition ing a financial analysis. Finally, planners tion, a saturated air traffic to new technologies, therefore, a coordi- must decide on a set of performance W management (ATM) system nated process needs to be established objectives, such as an optimum air route will not be able to cope with forecast traf- between the various service providers and structure, supported by Global Plan initia- fic growth, which is expected to more airspace users. One of the ways ICAO is tives and project management techniques. than double within the next 20 years. The addressing this requirement for coordina- Given the rapid pace of technological implementation of advanced communication is through its revised Global Air change, the planning process needs to be tions, navigation and surveillance (CNS) Navigation Plan and a set of interactive flexible and dynamic. Planning, however, technologies in support of a more efficient planning tools (see “Global Plan stresses must be operationally and not technological- global ATM system is expected to alleviate initiatives that lead to direct performance ly driven. Since the primary influences on this traffic congestion while concurrently enhancements,” Issue 2/2006, page 13). An investment decisions are financial in nature, improving safety, reliability, and efficiency important aspect of the planning process it is critical for States to develop a sound across all airspace domains. is to conduct cost-benefit analyses of the business case. A concerted effort is required Planning for the implementation of these various scenarios, as described below. to achieve consensus among major stake- systems has nevertheless been a complex Planning for the implementation of holders and the financial community on the undertaking. The new technologies must advanced CNS systems includes several cost-effective implementation of new systems. be based on a well developed plan that steps beginning with the definition of There must also be a disciplined process takes into account the specific requirements and objectives of air traffic management. A lack of awareness of the economics of transition to the new operational concept has so far hindered the pace of its implementation. Both service providers and airspace users have several alternatives available to them when deciding how to achieve these ATM objectives, and their decisions are highly interdependent. In particular, decisions on what conventional equipment to keep operating and what new technology to implement, as well as when to proceed with the transition, have significant economic implications for air navigation services (ANS) providers as well as for airspace users. Jim Jorgenson Decisions concerning ANS equipment Global cooperation is paramount if the problem of air traffic congestion is to be inevitably affect decisions by aircraft opera- successfully addressed in the coming years.

NUMBER 3, 2006 19 CNS/ATM SYSTEMS for the development of business cases that ed planning approach, ICAO recently vides the necessary tools to manage the are available to all stakeholders, in parti- completed development of software that geographical data based on any combina- cular for those with the primary influence facilitates financial analysis of CNS/ATM tion of requirements. — namely the service providers and air- business cases which will support the The segment for ANS-related data space users. The business case should be Global Plan and its initiatives. The model, allows the software user to define equip- able to demonstrate and justify the invest- known as the CNS/ATM database and ment categories and/or functions (e.g. ment requirements as well as the manner financial analysis computer system communications, navigation or surveil- in which the provider would be able to (DFACS), is an interactive tool that enables lance), cost categories unrelated to equip- recover its investment through the provi- ANS providers and airspace users to build, ment (e.g. labour and material), as well as sion of air navigation services. Similarly, evaluate and compare alternative scenarios the lists of conventional and new techno- airspace users — primarily the airlines — for the cost-effective implementation of new logy equipment types and their associated would benefit from operating more effi- systems. The interactive model has three costs, including those related to equipment main components: a purchase, installation, average annual main- database, scenario tenance, and inspection. The list of the creation and the pro- conventional facilities currently in opera- duction of reports. tion can also be defined by physical loca- The DFACS data- tion through this option. base component The airspace users’ data segment is for helps software users maintaining the data related to avionics to manage the refe- equipment costs and also the average rence data required operating costs associated with different for the creation and aircraft types. evaluation of diffe- Once the database component for each rent implementation of these segments has been completed, scenarios. The refe- DFACS may be used to build, analyse and rence data is classi- compare various implementation scena- fied according to rios. This feature involves the definition three segments, each and selection of a homogeneous ATM of which corres- area which may comprise a region, a State, ponds to a particu- or combination of States and regions. lar menu item. The From the perspective of the service segments concern provider, the scenarios involve decisions geographical data, about the continued operation of conven- ANS-related data, and tional equipment or its replacement with airspace users’ data. new technology. With respect to airspace The geographical users, the scenario creation includes air segment organizes traffic and fleet forecasts by aircraft type, data according to decisions concerning the introduction the physical loca- and timing of avionics equipage, and esti- tion of air naviga- mates of the average reduction in flight tion facilities. For time resulting from the use of new tech- Example screen shots illustrate how DFACS can be used to example, all loca- nologies. Other costs for ANS providers, analyse various aspects of a CNS/ATM business case. tions published in such as controller and technician expenses cient and preferred flight profiles, thus ICAO Document 7910, Location Indicators, and overhead, as well as similar costs for reducing operating costs. The business can be loaded into the database along airspace users, are included in the scena- case should also analyse the influence of with their corresponding States. The rio creation. each factor and option in order to provide users can also define a region by select- Aircraft operators may use the software guidance as to which uncertainties need to ing a number of appropriate States; simi- continued on page 32 be minimized. Once the business case has larly, the user may select a homogeneous been accepted by stakeholders, an integrat- ATM area based on similar characteris- Chaouki Mustapha is an Economist in the Economic Analyses and Databases Section of the Air Transport ed development plan can be established and tics of traffic density, air navigation sys- Bureau at ICAO headquarters, Montreal. Upali financial requirements secured. tems, infrastructure requirements or Wickrama, formerly of ICAO, is the founder and Presi- dent of Global Aviation Consulting (www.wickrama.com), Responding to the need for an integrat- other specified requirements. This pro- which is based in Seattle, Wash., United States.

20 ICAO JOURNAL WILDLIFE HAZARDS

Birds and aircraft are competing for space in crowded skies

Statistics show that birds and other wildlife are a growing problem for aircraft operators, with civil aircraft in the United States alone involved in some 7,000 wildlife strikes during 2005

most aircraft components, DR.RICHARD A. DOLBEER including engines, are not DEPARTMENT OF AGRICULTURE tested or certified for colli- (UNITED STATES) sions with birds weighing more than 1.8 kilograms. IRDS and other wildlife are an There have been a number increasing problem for the avia- of strikes causing signifi- B tion industry. There are a number cant damage, including of reasons for this worsening trend, uncontained engine failures which is illustrated by statistics on and cockpit penetrations, wildlife strikes that have been collected with birds weighing much over a period of years. less than 1.8 kilograms. One reason for the growing number of strikes can be traced to highly successful programmes funded by governmental Wildlife strikes, the vast majority of which organizations during the past 30 years, involve birds, cost airlines about $500 million among them initiatives to regulate pesti- per year in the U.S. alone. Above: An uncon- cide use, expand wildlife refuge systems tained engine failure and fire occurred after and restore wetlands. Coupled with land- a cormorant was ingested into this MD-80’s port engine in September 2004. Left: Engine use changes, these conservation efforts damage resulting from collision with two have resulted in dramatic increases in the Canada geese in September 2003; one fan populations of many wildlife species in blade separated from the disk and penetrated the fuselage. North America, Europe and elsewhere. Among the 36 largest bird species in Many birds have adapted to urban figures in U.S. currency). One resear- North America, 24 have shown signifi- environments and find that airports, cher has estimated that bird strikes cost cant population growth in the past three which offer expansive areas of grass and commercial air carriers worldwide over decades; at the same time, only three of pavement, are attractive habitats for feed- $1.2 billion annually during 1999-2000. these large species have shown a decline. ing and resting. Other wildlife, such as At least 195 people have died and The non-migratory population of Canada deer and wild dogs, are attracted to 168 aircraft have been destroyed as a geese resident in the United States — a airport environments for similar reasons. consequence of bird and other wildlife bird that weighs from three to five kilo- Yet another factor in the growing strikes with civil and military aircraft grams — more than tripled from 1 million number of strikes is the quieter engines since 1988, according to unpublished to 3.5 million between 1990 and 2005. The found on modern aircraft, which are data collected by a number of scientists, double-crested cormorant population on the less apparent to birds than the older, including the author. Researchers have Great Lakes of the United States and Canada noisier powerplants. also established that at least 17 civil have increased from some 100 nesting Some 7,100 wildlife collisions with civil aircraft have been destroyed by deer pairs in 1972 to over 130,000 pairs by aircraft were reported in the United States strikes in the United States since 1983. 2005 (see figure, page 22). Double-crested during 2005, compared to 1,719 strikes cormorants typically weigh about two in 1990. Some experts have estimated Mitigating the risk kilograms, and have a body density that is that wildlife strikes, of which 98 percent There are a number of measures that 30 percent more dense than gulls and geese. involve birds, cost the U.S. civil aviation airport authorities can take to minimize While the number of large birds has industry about $500 million per year the hazards posed by wildlife. One impor- been on the rise, it is noteworthy that between 1990 and 2004 (all financial tant step is to ensure that they comply

NUMBER 3, 2006 21 WILDLIFE HAZARDS

with the ICAO standards regarding mally require the establishment of an air- It should never be assumed that birds bird hazards to aviation. These call for port wildlife hazard working group to will see an approaching aircraft and dis- authorities to: monitor and coordinate wildlife control perse. Operators cannot rely on on-board • assess the extent of the hazard posed activities at the airport. radar, lights, noise or spinner markings by birds on and in the vicinity of airports; Because the management of hazar- to alert birds to approaching aircraft. • take necessary action to decrease the dous birds and other wildlife is a complex Pilots should also avoid airspeeds of number of birds; and endeavour involving numerous species more than 250 knots below 10,000 feet • eliminate or prevent the establishment protected by national or local laws, pro- above ground level (AGL), especially at of any site in the vicinity of the airport fessional biologists trained in managing times of the year when birds are migra- which would be an attraction to birds and wildlife damage are needed to conduct ting. Aircraft speed is more critical than thereby present a danger to aviation. assessments and to develop and oversee bird size (body mass) in causing colli- These provisions, originally developed wildlife hazard management plans for sion damage. as recommended practices in 1990, were airports. The U.S. Federal Aviation Air carriers must ensure that all food waste upgraded to mandatory standards in Administration (FAA) and Department of in ramp areas is covered and inaccessible 2003 as a consequence of the increasing Agriculture have published a 348-page to birds and, likewise, they must prohibit threat to aviation worldwide caused by manual, Wildlife Hazard Management at the feeding of birds by their employees. Even when there is no obvious damage, flight crews should report all wildlife strikes. The correct identification of the species struck is critical. Local biologists can often identify the species by examining feather remains. (In the United States, feather remains sent to the Smithsonian Institution will be identified free-of-charge.) Air carriers need to provide pilots, mechanics and maintenance personnel with education and guidance concerning the actions and techniques cited above. Finally, airlines should obtain local repre- sentation on the wildlife hazard task force at airports where strike problems have

U.S. Department of Agriculture been experienced. Professionally trained personnel are needed to conduct assessments and to develop and oversee wildlife hazard management plans for airports. Frequently asked questions birds. The new requirements contained Airports, that provides detailed guidance Any educational effort undertaken in Annex 14 to the Convention on Inter- and background material. The document by air carriers should address the ques- national Civil Aviation (also known as is available on the web (http://wildlife- tions frequently asked by operating the Chicago Convention)1 represent a mitigation.tc.faa.gov). personnel. The most frequently asked significant challenge for many airports Although the management of wildlife questions in the author’s experience are throughout the world. hazardous to civil aviation is primarily highlighted below, as well as brief Based on the findings of the assess- an airport’s responsibility, there are answers based on U.S. bird strike data ment of bird hazards, airports should actions that can be taken by air carriers and derived primarily from the report, develop and implement a wildlife hazard and pilots to assist in reducing the num- Wildlife strikes to Civil Aircraft in the management plan. Wildlife hazard man- ber of damaging wildlife strikes. For United States, 1990-2004, which was agement plans typically call for the air- example, if concentrations of birds are on published in 2005.2 port to remove habitat and food attractive a runway, pilots should not attempt Q: At what height above ground level do most to wildlife. They also involve the use of take-off until the birds have been dis- strikes occur? Do bird strikes ever occur at various techniques, ranging from netting, persed by airport operations personnel. heights greater than 500 feet AGL? pyrotechnics, lasers and even patrols It is important therefore to report A: The world height record for a bird with trained falcons or dogs, to exclude, wildlife hazards observed at the airport strike is 37,000 feet. In the United States, disperse or remove hazardous wildlife. to the air traffic control (ATC) tower or bird strikes have been reported up to Wildlife hazard management plans nor- airport operations. 32,000 feet, but most collisions (57 percent)

22 ICAO JOURNAL WILDLIFE HAZARDS

causing substantial damage occur below Do birds normally dive or climb when tak- light than at night, the probability of a 100 feet. Thus, wildlife control on the ing evasive action in response to an strike in terms of the number of aircraft airport is critical to reducing strikes. approaching aircraft? An analysis of pilot movements is actually greater at night. An additional 9 percent of strikes with observations of bird reactions to approach- This is especially true for strikes above substantial damage occur between 100 ing aircraft indicated that when the aircraft 500 feet AGL. Only 16 percent of all strikes and 500 feet, while 29 percent occur was higher than 500 feet AGL, 87 percent of above 500 feet occur during daylight, com- above 500 feet and below 3,500 feet. Only birds that showed a defined reaction pared to 61 percent of strikes at night. 5 percent of strikes involving serious attempted to dive, while just 8 percent of What about the season of the year? Are damage occur above this height. these birds attempted to climb. In contrast, some months worse than others for bird Because a significant number of stri- below 500 feet AGL only 25 percent of the strikes? In North America, the period of kes involving substantial damage occur birds encountered attempted to dive and July-November, and especially the month between 500 and 3,500 feet (over 445 32 percent tried to climb. These data sug- of August, is the worst period for damag- were reported for civil aircraft in U.S. gest that avoidance airspace during the 1990-2004 period), manoeuvres by birds pilots should climb as expeditiously as are governed to some possible in areas and during seasons of extent by the height high bird activity in order to minimize of the encounter. exposure time. They should also avoid Birds above 500 feet high-speed flight below 10,000 feet, since AGL will usually dive speed is an important factor in the type of when they detect an damage caused by a strike. This is because approaching threat the damaging force of a bird strike is gen- and, if an avoidance erated by mass times velocity squared. manoeuvre is possi- Do more strikes occur during take-off or ble, the pilot in these landing? More strikes occur during circumstances should landing; in fact, about 40 percent more try to fly above the

bird strikes and 66 percent more deer birds encountered. R.A. Dolbeer strikes are reported during the landing However, it is impor- Standing water is a strong attractant to waterfowl, gulls, and wading birds such as egrets and herons. Airport managers phase of flight (i.e. the approach and tant to bear in mind should strive to eliminate all standing water. landing roll) compared to the take-off run that birds flying close and climb. to the ground across a runway exhibit ing bird strikes below 500 feet AGL. In Shouldn’t birds sitting or standing on the unpredictable manoeuvres when trying to the northern hemisphere, bird popula- runway notice an approaching aircraft and avoid an aircraft. tions are at their highest levels during move out of harm’s way? Pilots should not Are bird strikes only a problem during day- late summer and contain many young assume, as noted above, that birds will light? Many bird species, including geese birds that are not skilled flyers. Above detect the aircraft in time to avoid a and ducks, migrate at night. Waterfowl will 500 feet, the periods of September- strike. Studies have indicated that about also actively feed at night. If left undis- November and April-May are the most 80 percent of birds will attempt to avoid turbed, gulls and other species will some- dangerous seasons in North America approaching aircraft, but their avoidance times rest on runways overnight. While it because these are the peak times for reaction may be too late or inappropriate. is true that about 2.6 times more total migration. One explanation is that birds often face strikes to civil aircraft occur during day- Are strikes more likely under certain into the wind when standing weather conditions? More and usually take-off and land (000s) strikes occur on rainy days 140 into the wind, which means compared to dry days, based 120 that they often will face away on statistical analyses of strike 100 from an approaching aircraft data. This increase in strikes at airports. Furthermore, birds 80 might be related to the greater 60

are apparently less able to Nesting pairs abundance of invertebrate food detect modern aircraft with 40 DDT banned (such as earthworms) at the quieter engines, which are 20 soil surface during wet weather 0 now far more prevalent at 1970 76 82 88 94 2000 06 and the tendency of birds such most airports than older and Breeding population of cormorants on the Great Lakes of North as gulls to wait out storms by noisier aircraft. America, 1970-2005 standing on pavement.

NUMBER 3, 2006 23 WILDLIFE HAZARDS

Are bird strikes more likely to occur Do ultrasonic devices keep birds out of often identify the species struck if suffi- to wing-mounted engines or fuselage- hangars and off the airfield? Ultrasonic cient remains are available. mounted engines? Wing-mounted engines devices are not effective against birds in were five times more likely to be struck hangars or on the airfield. Several experi- Conclusions by a bird than engines mounted on the ments have documented that birds do not As highlighted above, ICAO has fuselage, a conclusion based on an analy- hear in the ultrasonic range any better than responded to the growing hazard of bird sis of engine strikes per 10,000 strikes by introducing more stringent movements by commercial air carri- provisions for mitigating wildlife haz- ers in the United States during ards at airports. Recommended prac- 1990-99. tices have been upgraded to stan- Does the deployment of on-board dards, and airports worldwide need radar disperse birds from the path of to ensure that they are in compliance an approaching aircraft? It is true with these ICAO requirements as that many species of birds are more well as national regulations.

sensitive than humans to certain Gerry Ercolani Integrated management program- stimuli. Some bird species, for It should never be assumed that birds will see an mes such as those carried out by bio- approaching aircraft and disperse. example, use the earth’s magnetic logists from the U.S. Department of field as a navigational cue during migra- humans. In fact, most birds are less able to Agriculture and other organizations at tion, and some birds have shown an aver- hear higher frequency sounds than humans. many airports in the United States provide sion to microwave radiation. Birds also can Why should a pilot report a bird strike? examples of successful efforts to minimize detect light waves in the ultraviolet range Will reported strikes result in negative pub- wildlife hazards to aviation. beyond what humans see. There is no licity for the company? National wildlife Finally, there is a need to better educate scientific evidence, however, that birds strike databases are essential to provide a pilots and air carrier personnel regarding detect radar deployed on aircraft. scientific foundation for methods to reduce the reporting of wildlife strikes and the Furthermore, even if birds did detect the costs and safety hazards of strikes. actions that can be taken to reduce the such microwave radiation, there is no Scientists and airport managers cannot probability of strikes. Moreover, research is evidence that such detection would be solve a problem they do not understand, needed to obtain a better understanding of sensed as a threat and cause birds to and airports are less likely to take actions behavioural reactions of birds to approach- avoid the aircraft. to reduce strikes if these events are not ing aircraft, and methods of enhancing the What about visual devices, such as documented. Documentation of the prob- awareness of birds to these aircraft. Indeed, pulsating landing lights or painted engine lem also is an important means of educat- future research results may make it neces- spinners, to alert birds of approaching air- ing the public about the need to manage sary to modify some of the findings and craft? Studies have shown that birds often wildlife at airports. In the United States, conclusions presented in this article. ■ respond to light beams by performing publicly released statistical analyses and abrupt avoidance manoeuvres. There is summaries of data from the national 1. The technical annexes to the Chicago Convention, num- bering 18 in all, contain provisions for the safe, secure, order- anecdotal evidence and limited experi- wildlife strike database do not identify the ly and efficient development of international civil aviation. mental data suggesting that pulsating airport, air carrier or engine manufacturer. 2. The 53-page report, prepared by E.C. Cleary, R.A. Dolbeer and S.E. Wright, was published in 2005 by the U.S. landing lights might reduce bird strikes. How does someone report a strike and Department of Transportation, FAA as Serial Report No. 11, Regarding visual markings, one com- ensure that the bird species is properly iden- DOT/FAA/AS/00-6 (AAS-310). The document is viewable at http://wildlife-mitigation.tc. faa.gov/. mercial air carrier detected a slightly tified? Each country needs to establish a The bird strike database used for the analysis described in this article was supported by the FAA’s William Hughes reduced rate of engine strikes for aircraft reporting procedure based on the ICAO Technical Center in Atlantic City, New Jersey under an exist- with white-painted spinners compared to Bird Strike Information System (IBIS). ing agreement with the U.S. Department of Agriculture. those with unmarked spinners in a two- Reports compiled at the national level Richard A. Dolbeer is the National Coordinator of the Airport year study that was published in 1988. It should be forwarded to ICAO. Safety and Assistance Programme in the Wildlife Services does not appear, however, that any follow- In the United States, bird strikes can be branch of the U.S. Department of Agriculture. In 2005, Dr. Dolbeer was the winner of the U.S. Federal Aviation up study has been conducted. Additional reported electronically to the FAA using Administration’s “Excellence in Aviation Research Award.” research is needed to determine if there Form 5200-7, available at http://wildlife- This article was accompanied by a lengthy list of references that has not been reproduced here. For more information are strategies that could be optimized — mitigation.tc.faa.gov. Several air carriers concerning wildlife hazard management or reference material, readers may contact the author via e-mail (richard.a. examples include the use of electromag- have established links so that strike reports [email protected]). netic signals, landing light pulse and filed internally are automatically reported to Opinions expressed in this paper do not necessarily reflect current FAA policy or the views of any commercial wave-length frequency, and the reflective the FAA. The form also can be printed, filled air carrier. The author acknowledges the contribution of characteristics of aircraft paint — to out manually and mailed postage-free. Capt. Paul Eschenfelder of Avion Corp. to the development of this article, as well as the support of FAA employees make aircraft more visible to birds. Wildlife biologists working at airports can S. Agrawal, E.C. Cleary and M. Hovan.

24 ICAO JOURNAL ICAO UPDATE Global cooperation is key to progress, Council President stresses

As his long tenure as Council President draws to a close, Dr. tem which provides a level playing field. “This would be coun- Assad Kotaite has been stressing the importance of global terproductive and only result in undermining the global regula- cooperation in addressing the various challenges faced by the tory framework.” international civil aviation community. At recent conferences The Council President also underscored the importance of and meetings — regardless of the focus — the Council regional cooperation. Speaking at the 8th Session of the General President called for the aviation community to work as one. “Throughout my 53-year career, I have zealously promoted global cooperation among States and all members of the world aviation community as the most effective way of addressing the challenges associated with change, be they technical, economic, social or political,” Dr. Kotaite reminded his audience at the “Wings of Change” Conference organized jointly by Chile and the International Air Transport Association (IATA) in Santiago in late March. “In this early part of the 21st century,” Dr. Kotaite said, “the wings of change are taking us into sometimes uncharted skies. Safety and security, liberalization of the industry, sustained growth in passenger and cargo traffic and the environment A gala dinner organized by the Latin American aviation community and IATA was held in require unprecedented levels of coopera- Santiago on 29 March in Council President Dr. Assad Kotaite’s honour. Pictured during the tion to further reinforce the integrity of the occasion are (l-r): Marcos Meirelles, former Representative of Chile on the Council of ICAO; global air transport system and its ability Roberto Kobeh González, Representative of Mexico on the Council of ICAO and Council President-elect; Gonzalo Miranda Aguirre, Representative of Chile on the Council of ICAO; to benefit mankind.” Vivianne Blanlot, Minister of National Defence of Chile; Dr. Kotaite; and Osvaldo Sarabia, At an IATA meeting on aviation and the Commander and Chief of the Chilean Air Force. environment in Geneva in late April, the accent was again on cooperative solutions. Pointing out that Assembly of the Arab Civil Aviation Commission (ACAC) in technological advances resulting in improved fuel efficiency Morocco in mid-May, he applauded the emergence of the Arab have so far been offset by growth in traffic, Dr. Kotaite told par- Air Transport Liberalization Agreement, describing this as a major ticipants of the Second Aviation and Environment Summit that advance in regional liberalization. “we must pursue our work on technological and operational During his recent speaking engagements, Dr. Kotaite cited improvements that will bring continuous incremental reduc- important ICAO conferences that had constituted milestones for tions in noise and emissions.” Policies and practices that global cooperation. The 5th Worldwide Air Transport Conference reflect the realities of a constantly changing environment are held in Montreal in 2003, he pointed out, had produced a glob- essential, he added. “Above all, we must reaffirm our commit- al framework for liberalization. The final declaration of the con- ment to global cooperation and global consensus, under the ference provided States with a clear direction and practical leadership of ICAO and through its Committee on Aviation guidance for liberalizing their air transport industries at their own Environmental Protection. Our many successes in this and pace, and in accordance with globally endorsed principles and other fields have always been the result of timely, concerted practices. Similarly, a conference of directors general of civil avi- and globally harmonized action through ICAO.” ation (DGCAs) held at ICAO headquarters in March 2006 devel- In Salzburg, Austria, he told delegates to the European oped a global strategy for aviation safety in the 21st century. Aviation Summit in early May that liberalization of the air trans- Underpinning this strategy is greater transparency and sharing port sector, one of the profound and powerful forces shaking of information among States and key stakeholders, including the world, “should not be sweet for some and bitter for others.” the public (see “Global safety conference heralds new era of The fruits of liberalization should be distributed fairly and openness,” Issue 2/2006, pp 5-7). equally among all parties, as intended by the Chicago During his recent travels, the Council President met with Convention. The alternative, he cautioned, could be negotia- government and industry leaders to discuss a range of aviation tions that might favour a region or a block, rather than a sys- issues. On his visit to Santiago from 27 to 30 March, he met

NUMBER 3, 2006 25 The 4th Annual Wings of Change Conference which the Council President addressed was held in conjunction with the International Air and Space Fair (FIDAE 2006), in which 40 countries and 300 exhibitors participated. On 29 March a gala dinner was held in Dr. Kotaite’s honour. Organized by the Latin American aviation community and IATA, the event celebrated the Council President’s lifetime contribution to the development of international civil aviation (see photo, page 25). Dr. Kotaite will retire as President of the Council on 31 July 2006. In Geneva from 24 to 26 April, the Council President attended and addressed the Second Aviation and Environment Summit organized jointly by the Airports Council International (ACI), the Air Transport Action Group (ATAG), the Civil Air Navigation Servi- Dr. Kotaite addressed the 8th Session of the General ces Organization (CANSO), IATA and the International Coordi- Assembly of the Arab Civil Aviation Commission held in nating Council of Aerospace Industries Associations (ICCAIA). Marrakech on 15-16 May. DGCAs from all 16 ACAC member The meeting, attended by more than 300 aviation leaders from States were in attendance. 40 countries, was held to renew the environmental strategy adopted at the first summit a year ago and to strengthen collec- with the Minister of Defence, the Vice-Minister of Foreign tive action to reduce noise and emissions from air transport. Affairs, the Minister of Transport, and the Director General of While in Geneva the Council President met with the Director Civil Aeronautics. Their discussions covered the conclusions General of the World Trade Organization (WTO) to discuss and recommendations of the recent ICAO DGCA Conference, working arrangements between ICAO and WTO as well as a the status of safety and security audits of Chile, environmental possible agreement between the organizations to ensure effec- issues, the ratification of certain international air law instru- tive coordination in matters concerning the aviation sector. ments, and technical cooperation activities. The meetings were On a visit to Beirut, Lebanon from 27 April to 2 May, the also attended by the current and former representatives of Chile Council President discussed aviation matters with the Prime on the Council of ICAO, and the ICAO Council President-elect. Minister of Lebanon, the Minister of Foreign Affairs, the Minister Dr. Kotaite also met with the President of LAN Airlines (former- of Public Works and Transport, the Director General of Civil ly known as Lan Chile). Aviation, and the President of Middle East Airlines. Discussions focused primarily on technical cooperation activities, the acquisi- Farewell address to ANC tion of a flight simulator for the civil aviation training centre in ICAO Council President Dr. Assad Kotaite addressed the Air Beirut, the creation of a Middle East regional monitoring agency Navigation Commission for the last time on 18 April 2006. at Bahrain, and development of a regional safety initiative known First elected as President of the Council in 1975, Dr. Kotaite as the Cooperative Development of Operational Safety and Con- will retire from ICAO on 31 July. tinuing Airworthiness Programme (COSCAP). COSCAP projects In his remarks to the Commission, Dr. Kotaite emphasized are based on cooperative arrangements between States in a that safety and security were the cornerstones of the organi- particular region, in this case those of the Eastern Mediterranean. zation. Even though there is no mention of aviation security in The European Aviation Summit that was addressed by Dr. the Chicago Convention of 1944, the charter of ICAO, secu- Kotaite attracted 170 participants from European States and rity has become the “flip side” of safety, he indicated, and no international and regional organizations. The main theme was flight could be safe without effective security. the removal of barriers to competition in the European aviation Dr. Kotaite reflected on the importance of the recently con- industry and the signing of aviation agreements with countries cluded Directors General of Civil Aviation (DGCA) Conference of the Western Balkans, Iceland and Norway. While in Salzburg that had successfully agreed on a global strategy for aviation from 3 to 5 May, Dr. Kotaite during the summit discussed issues safety (see Issue 2/2006, pp 5-7). He remarked that the confe- related to the environment, the Single Sky initiative, and the rence declaration recognized that the Chicago Convention safety and security of civil aviation with the Vice Chancellor and and its annexes provide the essential framework required to Minister for Transport, Innovation, and Technology, and the Vice meet the safety needs of a global aviation system, and called President of the European Commission and European Commis- upon ICAO to study the development of a new annex to the sioner for Transport. Convention dedicated to safety processes. Following Council’s In Marrakech on 15-16 May to participate in the ACAC General consideration of the outcome of the DGCA meeting, he added, Assembly, Dr. Kotaite had discussions with several DGCAs of the ANC could expect to be tasked with developing specific Arab administrations. DGCAs from all 16 ACAC member States proposals for action. attended the session, as well as observers from international and The Council President recalled that during his long career, regional organizations. Discussions focused primarily on activi- the Commission, the Secretariat and the Air Navigation Bureau ties of the Commission and its work programme for the 2007-08 in particular had managed to provide the fundamental basis period, the liberalization of air transport, open sky agreements, for a safe and secure air transport system despite facing many aviation safety and security, legal matters, financial and adminis- challenges. Dr. Kotaite expressed his sincere appreciation to trative affairs, and coordination among Arab States in aviation the ANC for its “constant support over the years.” matters. Special emphasis was made on working and coordinat- ing with ICAO in all fields related to civil aviation. ■

26 ICAO JOURNAL Secretary General addresses staff notify ICAO by the same date of any differences that will exist concerning business plan between their national regulations or practices and the provisions of the revised annexes. Where States disapprove of all ICAO Secretary General Dr. Taïeb Chérif addressed ICAO staff on or part of the amendments, the notification of disapproval is 10 May about some of the strategic initiatives that have been required prior to 17 July 2006, the date on which the amend- undertaken by the organization in recent months to address ed annexes are to become effective. ongoing budgetary constraints, including implementation of a The amendments adopted by the ICAO Council in March 2006 business plan as the cornerstone of the organization’s activities. concern Annex 1, Personnel Licensing; Annex 2, Rules of the Air; The business plan, he explained, is essentially “a new way Annex 6, Operation of Aircraft (Parts I and III); Annex 10, of doing business.” (See “New ICAO business plan is part of Aeronautical Telecommunications; Annex 11, Air Traffic Services; a broad strategy initiative,” Issue 6/2005, page 5.) Annex 13, Aircraft Accident and Incident Investigation; and Volume Among the advantages of the plan, Dr. Chérif added, is its I of Annex 14, Aerodrome Design and Operations. ■ focus on results and the introduction of new working methods that increase efficiency and effectiveness with limited resources. “Overall,” he summed up, the plan “fosters a Disclosure authorized greater sense of responsibility throughout the organization and Three more Contracting States have signed consent forms demonstrates value to member States for their [financial] con- permitting ICAO to disclose safety information on its website tributions.” beginning in March 2008. The three additional States, as of The Secretary General noted that ICAO had already bene- 24 May 2006, are Belgium, Mauritius and Uruguay. To date, a fited from the initial implementation of the business plan. The total of 69 member States and two territories have agreed to more widespread use of information technology, for example, the disclosure of either their full safety oversight audit report had considerably streamlined ICAO’s working processes and or an executive summary of the audit report. procedures. “This has resulted in significant savings in terms The decision to release the results of ICAO safety oversight of time, money and resources,” he said. audits to the public was made by the world’s directors gener- The improvements are part of an organization-wide exer- al of civil aviation (DGCAs) at a conference held at ICAO head- cise to translate the concept of a business plan into practical quarters on 20-22 March (see Issue 2/2006, pp 5-7). The meet- applications, he further explained. The transition includes a ing resulted in a comprehensive set of conclusions and recom- systematic and realistic assessment of ICAO’s resources and mendations that give shape to an action-oriented global avia- corresponding priorities. Change will be essential to ensure tion strategy, with greater transparency as its cornerstone. ■ ICAO’s success in the future, Dr. Chérif reminded staff. “ICAO is far from immune to the pressures that are forcing governments, industries and the United Nations itself to adapt and reform,” he stressed. “We urgently need new processes, new procedures and new structures if we are to remain relevant in 5BLF the 21st century.” The Secretary General informed staff that a high-level committee had begun examining the structure of the Secretariat GMJHIU to identify ways to substantially improve the efficiency and effectiveness of the organization. The committee is expected to table its findings to senior management by late summer. &OIBODJOH LOPXMFEHF JO BJS USBOTQPSU “As you can see, we are gradually and systematically $SBOGJFME 6OJWFSTJUZT BJS USBOTQPSU DBQBCJMJUZ JT TFDPOE UP OPOF changing the way we do business to better meet the enor- 0VS SFTFBSDI BDUJWJUJFT QPTUHSBEVBUF QSPHSBNNFT BOE TIPSU DPVSTFT DPWFS LFZ BSFBT JODMVEJOH BJSMJOF CVTJOFTT EFWFMPQNFOUT mous pressures of today’s society …. We are providing lead- BJSQPSU FDPOPNJDT BOE PQFSBUJPO BJSDSBGU PQFSBUJPOT BOE QMBOOJOH ership to the global aviation community and we are forging BOE TBGFUZ BOE BDDJEFOU JOWFTUJHBUJPO ahead with a proactive and assertive strategy. In all of this, 0VS GPSUIDPNJOH QSPHSBNNF PG QPQVMBS DPOUJOVJOH QSPGFTTJPOBM we must act with conviction and consistency, in a spirit of EFWFMPQNFOU DPVSTFT JODMVEFT total cooperation. We must recognize that changing and adapting are necessary to remain relevant and valued by the *OUFSOBUJPOBM "JS -BX 3FHVMBUJPO 4FQUFNCFS world community,” he told the staff who had gathered in ICAO’s Assembly Hall. ■ "JS 5SBOTQPSU .BOBHFNFOU 4FNJOBS /PWFNCFS Amended annexes soon 4BGFUZ "TTFTTNFOU PG "JSDSBGU 4ZTUFNT /PWFNCFS %FDFNCFS to become effective 'VSUIFS JOGPSNBUJPO JT BWBJMBCMF GSPN Contracting States have been asked to notify ICAO of the sta- 8 XXXDSBOGJFMEBDVLTPFDQE tus of several annexes to the Convention on International Civil & TIPSUDPVSTF!DSBOGJFMEBDVL Aviation (also known as the Chicago Convention) that have 5 been amended recently. Member States have been requested ' to inform the organization prior to 23 October 2006 of their compliance with the amended annexes, or alternatively to

NUMBER 3, 2006 27 Panel to consolidate guidance material step procedure for the implementation of cost recovery on performance management arrangements at the regional level. The panel indicated a preference for the multinational air navigation facility model devel- The ICAO Air Navigation Services Economics Panel (ANSEP) is in oped by ICAO and also agreed on the incremental approach to the midst of preparing material on the performance of the air nav- cost-recovery arrangements. igation system in the economic and management fields. The When discussing the allocation of costs related to the global information, to be presented to a worldwide symposium planned navigation satellite system (GNSS), serious concerns were for March 2007, will also be published as a supplement to the expressed by some participants, who pointed to the risk that Manual on Air Navigation Services Economics (Document 9161). civil aviation might be charged for more than its fair and equi- Document 9161 will be available at the ICAO public website. table share of GNSS costs. It was agreed that an ongoing study During a meeting at ICAO headquarters in late March, the panel on the subject should be completed during 2006, and that the decided, after examining various draft material dealing with the final report should include any recent and new material on performance management process from the viewpoint of ANS GNSS developments. Participants agreed that accurate cost providers, to develop a single document on the subject. The guid- allocation could not be made without an inventory of current ance material will cover such aspects as key cost drivers, select- GNSS applications. When completed, the ANSEP study is ing goals and setting targets, measurement and methodology, intended to be used by civil aviation stakeholders in their future benchmarking, governance and ownership, incentives, consulta- negotiations with GNSS operators and users. tion with users, performance reports and information disclosure, The issue of user consultations, as well as the settlement and performance management. In developing the new document, of disputes over debt recovery of ANS charges, was ANSEP will work closely with the Air Traffic Management addressed by forming a small working group that will study Requirements and Performance Panel (ATMRPP), which is cur- the need for additional guidance material. rently elaborating an ATM performance manual that is based on The meeting of 27-31 March 2006, the sixth to be held the global air traffic management operational concept described by ANSEP since its formation in 1994, was attended by in ICAO Document 9854. 42 participants. ■ ANSEP is also supporting ATMRPP with the development of methods to assess the economic implications of operational performance or, to express it more simply, to assign monetary Symposium to focus on MRTDs, values to flight delays, flight efficiencies, and so forth. biometrics and security Another issue examined by the panel was the possibility of ICAO will convene a symposium on ICAO-standard machine read- establishing a global method for recovering the cost of operat- able travel documents (MRTDs), biometrics and security at its ing regional monitoring agencies. The ICAO Secretariat pre- headquarters in Montreal from 6 to 8 September 2006. An exhibi- sented a global approach to recovering the cost of the agen- tion will complement the symposium and highlight products and cies, whose task is to monitor reduced vertical separation min- services related to MRTDs, biometric identification and border ima (RVSM) operations. The method proposed was a step-by- inspection systems. The event is of particular interest to officials of passport issuing agencies and authorities responsible for immi- gration, customs, border control and security, but also concerns airline and airport officials involved in overseeing passenger service systems, handling of travel documents, facilitation and aviation security. Government officials may attend free of charge. The symposium will include a presentation on the key features, benefits and advantages to States of introducing MRTD systems, and applying identity management and enhanced identity confir- mation, as well as the significant benefits offered to the traveller by ICAO-standard electronic machine readable passports. It will also feature a workshop focused on technical issues related to upgrading to ePassports, and the functions and usage of the prospective Public Key Directory, an ICAO-coordinated service to SHARING OF SAFETY DATA facilitate authentication of ePassports. ICAO and the International Air Transport Association (IATA) More information on the symposium, as well as online registra- have agreed to share information gathered from ICAO’s safe- tion, is available at the ICAO website (www.icao.int). ■ ty oversight audits and IATA’s audits of operational safety at its member airlines. The agreement will allow regulators and airlines to better manage safety risks and prevent accidents. Bangkok to host training symposium Shown shaking hands after signing the memorandum of The 10th Global Trainair Training Symposium and Conference cooperation are ICAO Council President Dr. Assad Kotaite and will take place from 30 October to 3 November 2006 at IATA Director General Giovanni Bisignani (left). Looking on are Bangkok, Thailand. The five-day event will be held concur- ICAO Secretary General Dr. Taïeb Chérif and Günther rently with a training equipment exhibition that will feature Matschnigg, IATA Senior Vice President, Safety Operations the latest in training technologies, and will be hosted by the and Infrastructure (at left). Civil Aviation Training Centre (CATC) of Thailand. During its last two days the meeting will focus on items

28 ICAO JOURNAL related to the organization, operation and priorities of the year project also funded by the government concerns the ICAO Trainair Programme. Trainair’s goals are to improve the development of the civil works required to modernize several safety and protection of air operations and the efficiency Guatemalan airports, and is valued at over $3.37 million. of air transport through the establishment and maintenance In Panama, a six-month project to modernize and equip of high standards of training for aviation personnel on a the Howard Airport in Panama City is valued at over global basis. $954,000. The project is funded by the Agencia del Área The symposium and conference will explore ways that Económica Especial Panamá. global cooperation in civil aviation can help meet the Among major regional projects is an undertaking for the demand for skilled human resources in the future. It will con- member States of a regional economic entity known as sist of several panel sessions on different training topics. CEMAC. The project, a cooperative agreement between the While the event is oriented towards directors of civil aviation civil aviation administrations of CEMAC member States, aims training centres and managers for training policy and human to enhance the safety of air transport operations in resource development at civil aviation authorities, the topics Cameroon, Central African Republic, Chad, Congo, will also be of considerable interest to air navigation servic- Equatorial Guinea, Gabon and Sao Tome and Principe. It is es providers, government safety inspectorates, airline oper- valued at more than $4.47 million, and is funded by CEMAC. ators and maintenance organizations. In the Latin American and Caribbean region, a project to pro- States and organizations have been urged to register parti- vide civil aviation institutions with training and advice on cipants by 31 July 2006. Further information is available from improving efficiency and aviation security is funded entirely the Trainair Central Unit in the ICAO Technical Cooperation by the Government of Spain at a cost of $658,000. In addi- Bureau (tel. +1 514-954-6384 or +1 514-954-8219, ext. 7028; tion, a five-year project to enhance the safety and efficiency fax +1 514-954-6077). ■ of air transport in the Gulf States commenced in 2006 with funding of $3.7 million provided by Bahrain, Kuwait, Qatar, the United Arab Emirates and Yemen. Large-scale technical cooperation Major ongoing technical cooperation projects that have been projects under way allocated new funding include an additional $11.38 million for New large-scale technical cooperation projects are being an initiative to upgrade the Tocumen International Airport in implemented by ICAO in Botswana, Guatemala and Panama, Panama City; and new funding of $2.14 million related to and other ongoing projects have been allocated additional preparations for the safe and smooth transfer of operations funding. Several new large-scale projects are also under way from Bangkok, Thailand’s existing international airport to the at the regional level. new Suvarnabhumi International Airport. ■ Valued at more than $1.19 million (all financial figures in U.S. dollars), the new project in Botswana provides the gov- ICAO and ACI join forces ernment with assistance in establishing a civil aviation authority. The 18-month project, funded entirely by the on airport training Government of Botswana, will focus mainly on the interim ICAO has signed an agreement with Airports Council International and start-up phases of the implementation plan. (ACI) to jointly develop and deliver a training programme encom- A one-year project in Guatemala to modernize the Mundo passing a broad range of airport management courses (see Maya International Airport commenced in 2006 with more than photo, inside back cover). $2.43 million in funding. Funded entirely by the Government of ICAO Secretary General Dr. Taïeb Chérif said the multi-year Guatemala, the project entails the construction of the north- agreement to provide airport training was an effective way for west and south-east wings of the airport, restrooms, entry hall, the two organizations to promote compliance with ICAO stan- restaurants, security area, office and shopping area, parking dards and recommended practices. and various airport remodelling requirements. A separate one- The joint programme will cover a variety of subjects in the

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NUMBER 3, 2006 29 SHARING THE EXPERIENCE OF LIBERALIZATION…

ICAO Global Symposium on Air 18-19 September 2006 Transport Liberalization Dubai, UNITED ARAB EMIRATES A global forum to examine trends and developments, and address current issues, led by prominent speakers, including: • HE Sheikha Lubna bint Khalid Al Qasimi, Minister of Economy and Planning, UAE Hosted by • Mr. Jeffrey Shane, Under Secretary for Policy, US DOT • Mr. Giovanni Bisignani, Director General & CEO, IATA • Mr. Ajay Prasad, Secretary of Civil Aviation, India • Mr. Olivier Onidi, Head of Unit, Bilateral Air Transport Agreements, European Commission • Mr. Robert J. Aaronson, Director General, ACI • Mr. Jeoffrey Lipman, Special Adviser to Secretary General, UNWTO • Dr. Taïeb Chérif, Secretary General, ICAO DON’T MISS THIS IMPORTANT EVENT OF THE YEAR!

HELD CONCURRENTLY WITH: For more information: 12th World Route Development Website: www.icao.int/dubai2006 Forum E-mail: [email protected] www.routesonline.com Telephone: +1 (514) 954-6095 field of airport operations, airport financial management, safety nal and en-route airspace). Over the long term, the objectives are to management systems, airport certification and security. During assess future operational needs and adapt implementation guidance summer 2006, ACI will survey airport managers concerning to ensure global harmonization of future PBN operations. their basic training needs; the survey results will guide ICAO While the initial concept of RNP as envisaged by the FANS and ACI in developing the competency-based courses. Committee many years ago has served the aviation community “We seek to develop with ICAO a programme of professional well, leading to implementation of RNP 10 and RNP 4 in remote accreditation for airport managers — a concept strongly support- and oceanic airspace, aircraft navigation capabilities and ATM ed by our members,” explained Robert J. Aaronson, ACI Director automation and concepts have advanced rapidly over the years. In General. “Today’s airport manager faces a complex array of terms of airspace design and air traffic management, the interna- issues from finance to environment to heightened security con- tional civil aviation community is now at a turning point that cerns. This has created a need for specialized professional train- places new emphasis on aircraft navigation performance. Major ing over the course of a career in airport management.” advances in safety, airspace accessibility, efficiency and capacity ICAO Journal Issue 4/2006 will feature an in-depth look at are expected from this effort to implement performance-based the new joint training programme. ■ navigation. By helping planners and regulatory authorities to take advantage of these advances, ICAO — with the aid of an interna- tionally recruited study group and the establishment of the PBN Dynamic test bed programme — is addressing a formidable challenge. ■ continued from page 18 flight deck” is innovative in that it has two pilot positions, with the left-hand seat equipped with an aeroplane pilot’s wheel, and Avionics upgrade the right-hand seat appropriately fitted with a helicopter’s col- continued from page 18 lective and cyclic controls. avionics systems usually change over the years as operators Yet even with its advanced technology, the key to the DTB’s perform modifications, adding or removing capabilities to effectiveness lies in its operation by knowledgeable staff. It is best meet their particular needs. Consequently, a responsive important that avionics, software and systems specialists under- upgrade programme cannot simply be a “one size fits all” stand the technical, operational and financial imperatives of approach to make the aircraft a perfect replica of newer models today’s aircraft operators. of the same basic type. While the project must be designed While the development of the initial systems integration to bring the efficiency benefits of new technology, it must laboratory and its advanced capability DTB successor has rep- also reflect the economic realities of balancing the operator’s resented a substantial capital investment, the initiative was nonetheless worthwhile. The ability to create a complex installation with myriad critical interfaces, and to then test it against all possible eventualities, generates a very high level of confi- dence that costly “down-the-line” operational problems will not arise when the upgraded aircraft returns to regular service. ■ inspirechange.

Performance-based navigation AIS continued from page 7 AMHS been finalized, it will be necessary to update all related ICAO technical provisions in a coordinated manner. This is why ICAO is in the process of establishing a long-term multi-disciplinary pro- ATN AIP gramme to coordinate the development and maintenance of ICAO provisions for route spacing, procedure design, chart mak- AFTN ing, aeronautical databases, flight planning, radio navigational aids, and so on. The long-term programme shall also assist with implementation of the PBN concept in various regions and States. Global provider of ATS messaging technology Programme targets. The programme goals still need to be worked out in detail, but the high-level programme objectives are 20 Years Experience known. In the short term, the objectives are to establish a PBN manual as a basis for implementing performance-based naviga- 15+ Global Deployments tion as well as to adapt ICAO provisions (with respect to the terminology). Another important short-term objective is to create 50+ International Connections awareness of the harmonization initiative and win acceptance from the aviation community. 2 Customer Certifications for AMHS Medium-term objectives include development of ICAO provisions to support performance-based navigation, the implementation of GNSS approach procedures with vertical guidance (APV) approach experience matters www.ubitech.com procedures to every runway used for international operations, and RNAV implementation (where this is operationally required in termi-

NUMBER 3, 2006 31 expected return on investment against the aircraft’s pro- together, but adding new capabilities must not degrade the perfor- jected future service life, its residual value when sold, and mance of retained systems such as the aircraft’s previous auto- similar considerations. land capability. In KLM’s Boeing 747 Classic upgrades, for example, the To achieve this level of integration for the KLM project, CMC requirement was to provide equivalent functionality to the sys- established an advanced and dedicated systems integration tems in the B747-400 fleet while avoiding what would have been laboratory following the initial determination of the airline’s a very costly total replication of the newer aircraft’s configura- upgrade requirements. The laboratory was felt by specialists to tion. For instance, the seven new electronic instrument displays be the only completely satisfactory way to ensure that all ele- installed on the flight decks of the older aircraft performed very ments of the avionics installation, both new units and those similar functions to those found in the production -400s, but continuing in service, would operate faultlessly together. were much less expensive. Accordingly, the first step was to replicate KLM’s Boeing 747- This flexibility allows the system designer to take a “best in 200/300 avionics installation at the Montreal facility. class” approach in selecting the optimum equipment mix for Since that time, major advances in avionics, computing power the task, rather than arbitrarily specifying a range of units from and simulation technology have led CMC to move beyond the a given manufacturer. The design philosophy should aim at systems integration laboratory and to develop, in conjunction achieving the required functionality and performance while with scientists at Montreal’s Concordia University, a next-genera- staying within acceptable cost guidelines, thereby providing tion FMS dynamic test bed (see sidebar, page 18). operators with the desired advanced capabilities while achiev- Although the air carrier industry has largely recovered from ing significant cost savings. recent traffic turndowns and the events of 2001, rigid cost con- A fully responsive upgrade programme must therefore be trol, equipment rationalization and operational efficiency will preceded by a detailed understanding of both the operational continue to be key priorities. Upgrade programmes have clear- and budget criteria in order to provide the most economic solu- ly brought new utilization opportunities to older members of tion to the operator’s needs. the air carrier fleet. ■ The KLM programme described above recognized the over- riding importance of pre-planning every aspect of a major upgrade project to make certain of the exact integration of each CNS/ATM business case new system element with the previously installed equipment. continued from page 20 With KLM, this approach ensured that unexpected — and usually to compare the costs of installing various avionics upgrades costly —problems would not arise as the work got under way, with the financial savings that result from achieving more effi- or after the aircraft was returned to operational service, where cient flight operations. they could result in flight delays or cancellations or, in a worst The scenario analysis provides a series of output results in case, require the aircraft to be taken out of service again. aggregate terms and in the form of tables and graphs explaining Complete electronic and operational integration of newly the financial implications of the selections and decisions made installed equipment with the earlier systems retained in the air- under different scenarios. These results can be saved as a report craft is therefore essential. Not only must they operate flawlessly using MS Excel. The software has the capability of generating tables that illustrate the annual costs by component or when grouped by equipment type, location, State and/or the type of cost. Similarly, graphical displays of the expenditure and revenue streams, illustrating any cost recovery for both ANS providers and airspace users, are also available. A sound business case would involve the development of a set of scenarios based on reasonable assumptions related to the specific CNS/ATM project at hand. These scenarios would then be analysed and compared. The scenario comparison allows for the selection of various scenarios from a list, and the production of a comparison table. Strengths of the model. The model provides users with flexibility in the scenario-building process by allowing them to define a set of parameters. These include the analysis horizon, the dates on which each component of the new systems becomes operational, the extent of the transition period, the average equipment ATFM SEMINAR life cycle, cost of capital and the period of cost recovery. A regional seminar on air traffic flow management (ATFM) was Through the scenario option, users could determine the held in Tegucigalpa, Honduras from 27 to 31 March 2006. manner in which conventional facilities may be withdrawn and Hosted by the Central American Corporation for Air Naviga- replaced by new technology. It may be possible to vary the timing tion Services (COCESNA), the event attracted 47 participants of the transition period and defer the implementation of new from Belize, Costa Rica, Cuba, El Salvador, Haiti, Honduras, technology. The users can also create a range of alternative sce- Guatemala, Mexico, Nicaragua, Trinidad and Tobago, and the narios, including a plan based on entirely new technology or United States. any mix of conventional and advanced technologies to evaluate the cost effectiveness of each scenario.

32 ICAO JOURNAL The model provides the user with the traditional profitability measures by including detailed cash flow profiles that illustrate the financial viability of the selected option or scenario. It will allow users to examine the time profile for the expenditures resulting from a given implementation scenario and compare this with the time profile for revenue. With this information, users can ascertain the breakeven point, where the cumulative revenue equals the cumulative expense, and can calculate whether additional financing would be required for the implementation period concerned. The model is developed with the premise that ANS providers would recover their costs through the collection of user charges. Any additional user charges incurred by the airspace user would be sufficiently offset by increased efficiency through the reduc- tions in fuel consumption and flight crew hours. The average annual amount of user charges to be collected by the ANS provider during the cost-recovery period is among the output results of the model. In general, revenues from user charges are directly related to traffic levels, but the average value provides a basis for service providers to establish user charges in consultation with airspace users. The output for each scenario will also provide the annual costs by State, location and equipment in use. These costs can be grouped according to their nature, such as the costs related to purchase, installation, maintenance, operation, communica- Le Cantlie tions, and so on. Since the implementation of CNS/ATM systems may lead to changes in the way that air navigation services are provided, the model has the capacity to perform sensitivity analyses to Hotel highlight these options, with the intent of minimizing the financial risks. Additional information acquired from other sources may be added to the database and modified as required. The model is also extendable, allowing integration with other models such as an independently developed traffic forecasting module. The software and database are separate in the sense that, once the 1110 Sherbrooke Street West software is installed, the database file can be copied separately. The model addresses the concerns of both the ANS Montreal Quebecad H3A 1G9 providers and airspace users, while providing similar output [email protected] results for both partners. Current limitations. Generic costs are used for all ANS equip- www.hotelcantlie.com ment. While the capability of assigning specific costs to parti- 1888 CAN-TLIE (226 8543) cular locations or equipment does not currently exist, changes to these generic costs can be made by users, taking into account factors involved in the equipment and/or the location. 252 Suites Currently, a separate module does not exist to estimate the Exceptional views flight efficiency benefits achieved by airspace users. This is an Equipped galley kitchens input to the model rather than a built-in analysis. These rates have High speed internet to be estimated by the users for each of the scenarios concerned. Room Service Nevertheless, the model allows such an enhancement to be Rooftop outdoor pool included in the future. Exercise Room It is important to bear in mind that all costs and efficiency Indoor valet parking benefits are only predictions. For example, it is possible that a demand forecast will not materialize as planned or that a forecast may exceed expectations. In the case of a multinational facility or service, the model is capable of including the segments attributed to each State separately, but cannot include the shared segments in the scenarios, although such an extension is possible. In conclusion, a logical process for the development of

NUMBER 3, 2006 33 across Canada, Mexico and the United States. Within the United States, implementation of RNAV and RNP procedures has provided benefits to aircraft operators and the FAA air traffic services provider. RNAV procedures have enhanced situa- tional awareness for pilots while also reducing the workload for both pilots and controllers. They have maintained a high level of predictability regarding flight tracks and have allowed aircraft on RNAV departures to maintain better climb profiles. Voice communications between pilots and controllers has been reduced where these procedures are in effect, and notably, the number of read-back errors has also been reduced. This potentially improves safety while at the same time removing one cause of extra time and distance flown. With RNAV, AGREEMENT WITH EASA moreover, airspace planners can design efficient arrival and departure routes where flight tracks are optimized for efficient ICAO has agreed to cooperate with the European Aviation airport operations. Safety Agency on safety oversight audit and related matters. A Over the next several years, approximately 200 more RNAV memorandum of cooperation was signed by the two organiza- and RNP procedures will be implemented in the United States. tions on 21 March 2006 by ICAO Secretary General Dr. Taïeb Significant progress in implementation of RNAV and RNP ope- Chérif (right) and EASA Executive Director Patrick Goudou. rations has been made, but there is much more to be done, and Looking on are William Voss, Director of the ICAO Air Naviga- as the performance-based navigation programme matures, the tion Bureau and Henry Gourdji, Acting Chief of the Safety United States will continue to pursue worldwide harmonization Oversight Audit Section in the Air Navigation Bureau (at left). of procedures design criteria through ICAO. ■

CNS/ATM business cases has been established in the form of Criteria for building restrictions an interactive software tool. The methodology developed is capable of examining the business case from the major stake- continued from page 15 holders’ points of view, recognizing that there are significant such as local governments, project developers and communi- differences in infrastructure and traffic levels in different ties. This method involves providing all interested parties with regions of the world. Importantly, transition to the new systems free CD-ROM containing software that defines all surfaces rele- will be a gradual process, and will occur at different rates vant to the specific situation around the airport. across each region. These authorities must ensure that no obstacles, whether ICAO has recently released the software for evaluating static, temporary or moving, result in an infringement. The sur- CNS/ATM business cases. Member States may obtain this CD- faces defined comprise not only those required for protecting ROM tool free of charge, together with a user’s manual, by contac- CNS equipment, but also the surfaces defined in ICAO Annex 14, ting the Economic Analyses and Databases Section of the ICAO Aerodromes, which ensure safe flight above and away from Air Transport Bureau ([email protected]). The DFACS software is also obstacles. available to all others for a fee. ■ The software indicates, for any chosen location on the ground, the obstacle height restriction. If the height of the object at the chosen position is lower than the restriction, no RNAV and RNP procedures further action with respect to acquiring permission from CAA continued from page 12 Netherlands is necessary. If the planned height is greater than built-up areas. Alaska Airlines, the first U.S. carrier approved that permitted, the construction plan has to be submitted to the for public RNP-SAAAR approaches, has already recorded CAA to be further assessed by means of a detailed study. For “saved” flights at Reagan National as a result of utilizing the this purpose, CAA Netherlands uses a more detailed version of RNP approach. the software which indicates, in addition to the height restric- Summary. The United States is committed to working with tion, the particular surface which is violated. Depending on the ICAO on harmonization issues related to the implementation of facility associated with the surface, the request for permission performance-based navigation procedures, both RNAV and RNP, is passed to the responsible department. In the case of CNS worldwide. For example, U.S. RNAV guidance is being amended facilities, this would be the Netherlands ANS provider, which to be compliant with the new edition of ICAO Document 9613, has the expertise to deal with the matter. In the Netherlands, currently under development by the ICAO RNP and Special this system has now been expanded from Amsterdam Schiphol Operational Requirements Study Group (RNPSORSG). to cover the entire country. Moreover, the U.S. is participating in ICAO activities to esta- The initiative in Europe to ensure that common criteria are blish guidance for RNP procedure design criteria, operational used in determining building restrictions near airports may approval and aircraft evaluation guidance through the Obstacle generate interest in taking similar action in other regions Clearance Panel (OCP) and other appropriate bodies. It is also where national variations exist. The ICAO project team formed working regionally through a trinational group known as the by the EANPG All Weather Operations Group is confident that North American Aviation Trilateral (NAAT) to promote a har- its initial work could yield significant benefits for ICAO member monized way forward for RNAV and RNP implementation States outside the European region as well. ■

34 ICAO JOURNAL IN THE SPOTLIGHT...

HAVANA MEETING The Central Caribbean Working Group met in Havana, Cuba from 20 to 24 February 2006 to discuss the development of air navigation systems JOINT TRAINING in the Central Caribbean based on the Regional Air Navigation Plan and ICAO has signed an agreement with Airports Council International (ACI) conclusions of the Caribbean/South American Regional Planning and to jointly develop and deliver a training programme encompassing Implementation Group (GREPECAS). The sixth meeting of the working a broad range of airport management courses (for more details, see page 29). group, hosted by the Instituto de Aeronáutica Civil of Cuba, attracted Pictured at ICAO headquarters following the signing ceremony are 43 participants from the Cayman Islands, Cuba, the Dominican Republic, (seated, l-r): Anne McGinley, Director of ACI’s Montreal Bureau; Robert J. Haiti, Jamaica, the United Kingdom, the United States, Venezuela, ARINC Aaronson, ACI Director General; ICAO Secretary General Dr. Taïeb Chérif; and the International Federation of Air Traffic Controllers’ Associations Silvério Espínola, Principal Legal Officer, ICAO. Standing (l-r): Mohamed (IFATCA). Elamiri, Director of the ICAO Air Transport Bureau; William Voss, Director of the ICAO Air Navigation Bureau; ICAO Council President Dr. Assad Kotaite; Denys Wibaux, Director of the ICAO Legal Bureau; and Xavier Oh, Manager, Environment and ICAO Liaison, ACI.

DAKAR WORKSHOP A regional workshop on forecasting and economic planning for States in AIR CARGO SEMINAR the western and central African region was convened at the ICAO regional A seminar on airport development and management of air cargo activity office in Dakar from 27 February to 3 March 2006. Thirty-four participants was conducted by ICAO in Cartagena, Colombia from 27 February to from 13 States and four international organizations attended. The workshop 3 March 2006. The event was co-sponsored by Aeropuertos Españoles provided a forum on forecasting techniques and CNS/ATM implementation y Navegación Aérea (AENA), of Spain, and the Spanish Agency of Inter- economics as well as guidance on CNS/ATM business cases. There were national Cooperation (AECI). Sixty-one participants from 14 States of also discussions on airport and airline planning, future prospects for the the Caribbean, Central American and South American regions attended region and other aviation planning issues. presentations by experts from Colombia, Cuba, the Dominican Republic, Spain and ICAO’s Technical Cooperation Bureau.