Corel Office Document

Communications, navigation, and surveillance systems, employing digital

technologies, including satellite systems together with various levels of

automation, applied in support of a seamless global air traffic management

system.

To foster implementation of a seamless, global air traffic management

system that will enable aircraft operators to meet their planned times of

departure and arrival and adhere to their preferred flight profiles with

minimum constraints and without compromising agreed levels of safety.

To develop a seamless, globally co-ordinated system of air navigation

services that will cope with world-wide growth in air traffic demand while:

C improving upon the present levels of safety;

C improving upon the present levels of regularity;

C improving upon the over-all efficiency of airspace and airport

operations, leading to increased capacity;

C increasing the availability of user-preferred flight schedules and

profiles; and

C minimizing differing equipment carriage requirements between

regions.

CNS/ATM SYSTEMS

DEFINITION

STRATEGIC VISION

MISSION OF IMPLEMENTATION

This high level executive summary was developed with the intention of

presenting the reader with a synopsis of the contents, objectives and

strategy of the Global Plan. This high level view provides a summary of

the substantial material contained in each of the individual chapters of the

Global Plan. The summary also generally describes ICAO’s approach

toward planning for implementation of communications, navigation and

surveillance/air traffic management (CNS/ATM) systems at the global,

regional and national levels, aiming at the merging of all planning into a

coherent, unified strategy. Chapters of the Global Plan are indicated to the

reader for easy reference to more in depth information.

INTRODUCTION (Chapters 1, 2 and 3)

ISTORICAL SYNOPSIS

The FANS concept,

which came to be

known as the

CNS/ATM systems,

involves a complex and

interrelated set of

technologies,

dependent largely on

satellites.

In 1983, the Council of ICAO determined that the systems and procedures supporting civil

aviation had reached their limits, and established the Special Committee on Future Air

Navigation Systems (FANS Committee). In concluding their work in 1989, the FANS

Committee determined that it would be necessary to develop new systems that would overcome

limitations of conventional systems and allow air traffic management (ATM) to develop on a

global scale. In July 1989, the ICAO Council established the Special Committee for the

Monitoring and Co-ordination of Development and Transition Planning for the Future Air

Navigation System (FANS Phase II Committee). In October 1993, the FANS Phase II

Committee completed its work. The FANS Phase II Committee recognized that implementation

of related technologies and expected benefits would evolve over a period of time.

In September 1991, the Tenth Air Navigation Conference endorsed the concept for a future air

navigation system as developed by the FANS Committees. The FANS concept, which came to

be known as the CNS/ATM systems, involves a complex and interrelated set of technologies,

dependent largely on satellites.

ENEFITS

CNS/ATM systems will

improve the handling

and transfer of

information, extend

surveillance and

improve navigational

accuracy.

CNS/ATM systems will improve the handling and transfer of information, extend surveillance

and improve navigational accuracy. This will lead to, among other things, reductions in

separation between aircraft, allowing for increased airspace capacity. Advanced CNS/ATM

ground-based systems will exchange data directly with flight management systems aboard

aircraft through data link. This will benefit the ATM provider and airspace user by enabling

improved conflict detection and resolution through intelligent processing, providing for the

automatic generation and transmission of conflict free clearances, as well as offering the means

to adapt quickly to changing traffic requirements. As a result, the ATM system will be better

able to accommodate an aircraft’s preferred flight profile and help aircraft operators to achieve

reduced flight operating costs and delays.

LOBAL PLANNING

The first plan of action

was the ICAO Global

Co-ordinated Plan for

Transition to ICAO

CNS/ATM Systems.

In order to progress toward implementation of CNS/ATM systems, a plan of action was needed.

The first such effort towards developing a plan was the ICAO Global Co-ordinated Plan for

Transition to ICAO CNS/ATM Systems. In 1996, the ICAO Council recognized that this plan

had served its purpose well and had made a significant contribution toward realizing the vision

established by the FANS Committee. However, the Council concluded that the CNS/ATM

systems had matured and, therefore, a more concrete plan which would include all

developments, while putting focus on regional implementation, was required.

In 1996 the Council

directed the ICAO

Secretariat to revise the

Global Plan as a “living

document”.

In 1996 the Council directed the ICAO Secretariat to revise the Global Plan as a "living

document" comprising technical, operational, economic, financial, legal and institutional

elements, offering practical guidance and advice to regional planning groups and States on

implementation and funding strategies, which should include technical co-operation aspects.

These aspects of CNS/ATM systems are addressed in the Global Air Navigation Plan for

CNS/ATM Systems.

A high-level view of expected benefits of the new systems

PLANNING STRUCTURE

The Global Plan has

been developed so that

it has a clear and

functional relationship

with the regional air

navigation plans.

The tables in Volume II

will form the framework

to guide the

implementation of

CNS/ATM systems on

a global basis.

The Global Plan has been developed so that it has a clear and functional relationship with the

regional air navigation plans. This has been accomplished by dividing the Global Plan into two

parts. Volume I will guide further development of the operational requirements and planning

criteria of the regional air navigation plans. The tables in Volume II will form the framework

to guide the implementation of CNS/ATM systems on a global basis, using the traditional

regional planning processes, leading to a global, integrated ATM system. The document will

therefore offer, under one cover, a global snapshot of progress achieved and work remaining

toward implementation of CNS/ATM systems, thereby serving as a consolidated planning tool.

ATM

OPERATIONAL CONCEPT

The Global Plan

broadly describes an

ATM operational

concept.

The Global Plan broadly describes an ATM operational concept being developed by ICAO,

reflecting latest available information on ATM conceptual work. This description and emerging

concept will offer a high-level vision in order to assist in the determination of ATM

requirements that would guide the development of future CNS/ATM system elements and their

functionalities, thereby allowing optimum benefits to be attained.

ELEMENTS OF THE GLOBAL PLAN

OMMUNICATIONS (Chapter 5)

Communications will

increasingly take place

via digital data link.

The regular use of data

transmission for ATM

purposes will offer

many new possibilities

and opportunities.

With CNS/ATM systems, communications will increasingly take place via digital data link over

existing communications channels. Satellite data and voice communications, capable of global

coverage are also being introduced. Secondary surveillance radar Mode S, which is increasingly

being used for surveillance in high-density airspace, also has the capability of transmitting

digital data between air and ground. An aeronautical telecommunications network will provide

for the interchange of digital data between end users over dissimilar air-ground and ground-

ground communication sub-networks. The regular use of data transmission for ATM purposes

will introduce many changes in the way that communication between air and ground takes place,

and will at the same time offer many new possibilities and opportunities.

A structured approach to the work on global ATM

AVIGATION (Chapter 6)

Improvements in

navigation include the

progressive

introduction of area

navigation (RNAV)

capabilities along with

the global navigation

satellite system

(GNSS).

Improvements in navigation include the progressive introduction of area navigation (RNAV)

capabilities along with the global navigation satellite system (GNSS). These systems provide

for world-wide navigational coverage and are being used for world-wide en-route navigation and

for non-precision approaches. With appropriate augmentation systems and related procedures,

it is expected that these systems will also support most precision approaches.

URVEILLANCE (Chapter 7)

Aircraft will

automatically transmit

their position and other

data such as heading,

speed and other useful

information contained

in the flight

management system,

via satellite or other

communication links, to

an air traffic control

(ATC) unit.

Traditional secondary surveillance radar modes will continue to be used for surveillance, along

with the gradual introduction of Mode S in both terminal areas and high-density continental

airspace. The major breakthrough however, is with the implementation of automatic dependent

surveillance (ADS). Using ADS, aircraft will automatically transmit their position, and other

data such as heading speed and other useful information contained in the flight management

system, via satellite or other communication links, to an air traffic control (ATC) unit. Software

is currently being developed that would allow these data to be used directly by ground

computers to detect and resolve conflicts. ADS-broadcast (ADS-B) is another concept for

dissemination of aircraft position information. Using this method, aircraft periodically broadcast

their position to other aircraft as well as to ground systems.

AIR TRAFFIC MANAGEMENT (Chapter 4)

The advancements in

CNS technologies will

serve to support ATM.

When considering implementation of new communications, navigation and surveillance systems

and all of the expected improvements, it can be seen that the advancements in CNS technologies

will serve to support ATM. When referring to ATM in the future concept, much more than just

air traffic control is meant. In fact, ATM will include air traffic services, air traffic flow

management, airspace management and the ATM-related aspects of flight operations. An

integrated global ATM system should fully exploit the introduction of new technologies through

international harmonization of standards and procedures. Ultimately, this would enable the

aircraft operators to conduct their flights in accordance with their preferred trajectories,

dynamically adjusted, in the most optimum and cost-efficient manner.

ETEOROLOGY (Chapter 8)

The global ATM system

will require access to

global meteorological

information on a far

shorter time scale than

has been customary in

the past.

The global ATM system will require access to global meteorological information on a far

shorter time scale than has been customary in the past. In many cases virtually "instant" access,

including real-time data, will be required. Such stringent requirements will dictate that as many

of the processes as possible must be automated. Development of the meteorological systems to

support a global ATM system is taking place, specifically in, among others, the automatic uplink

of aerodrome weather observations to aircraft on approach or departure, and dedicated systems

to detect hazardous weather; and, automatic downlink of meteorological information derived

from aircraft sensors (wind, temperature, turbulence and humidity) to ATC computers.

ERONAUTICAL INFORMATION SERVICES (Chapter 9)

With the increased

quantity of aeronautical

information and with

the clearly defined

operational requirement

for aeronautical data

quality, the emerging

aeronautical databases

are improving, among

other things, the speed,

efficiency and cost-

effectiveness of

aeronautical

information.

For CNS systems to provide maximum benefits through enhanced ATM, the support of

aeronautical information services is essential. The role and importance of aeronautical

information will continue to change significantly with the implementation of area navigation,

required navigation performance (RNP) and airborne computer-based navigation systems. An

integrated ATM system along with the requirement for precise navigation capability will

therefore require high quality aeronautical information in order to be able to provide guidance

for gate to gate operations between origin and destination.

With the increased quantity of aeronautical information and with the clearly defined operational

requirement for aeronautical data quality, the emerging aeronautical databases are improving,

among other things, the speed, efficiency and cost-effectiveness of aeronautical information. For

these reasons, many States have begun or are planning to begin developing electronic

aeronautical databases with the intent to use such data to prepare and update their aeronautical

information publications and/or to exchange electronic aeronautical information between all

parties concerned.

UMAN RESOURCE DEVELOPMENT AND TRAINING NEEDS (Chapter 10)

A seamless air

navigation environment

will require an

international team that

is prepared to perform

their jobs in such an

environment.

A major goal of CNS/ATM systems is to create a seamless global air navigation system. A

seamless air navigation environment will require an international team that is prepared to

perform their jobs in such an environment. To achieve this, it is essential that personnel

throughout the world who will form this team receive a consistent, quality level of training. The

evolution of aviation technologies has been gradual in the past, and trainers have, for the most

part, been able to meet the challenges associated with change even though sophisticated training

methodologies and tools have not always been at their disposal. However, the new CNS/ATM

systems are based on many new concepts, and their implementation presents a greater challenge

to trainers.

EGAL ISSUES (Chapter 11)

It has been generally

agreed that there is no

legal obstacle to the

implementation of

CNS/ATM systems and

that there is nothing

inherent in CNS/ATM

systems which is

inconsistent with the

Chicago Convention.

The legal framework for provision of air traffic management services currently in place, the

Chicago Convention and its Annexes, governs the conduct of services providers (including

providers of elements of the services, such as navigation aid positioning signals), and users

(including air operators). CNS/ATM systems will bring significant benefits to States. There is

a consensus that GNSS shall be compatible with the Chicago Convention, its Annexes and other

principles of international law.

RGANIZATIONAL AND INTERNATIONAL CO-OPERATIVE ASPECTS (Chapter 12)

States will need to

co-operate in order to

ensure optimal benefits

from the efficiency

CNS/ATM systems

offer.

Implementation of

CNS/ATM systems will

be facilitated where

financially-autonomous

bodies have been

established to operate

air navigation services.

Two important characteristics of major CNS/ATM components are their capacity to serve a

large number of States, even regions of the world, and the major investments usually involved

in their implementation. This has organizational implications because States will need to

co-operate in order to ensure optimal benefits from the efficiency CNS/ATM systems offer. The

structure of the international co-operative effort required will differ depending on the

implementation option chosen for a specific system’s component and the States involved. The

international co-operative effort can be in the form of an International Operating Agency, a Joint

Charges Collection Agency or an ICAO Joint Financing Arrangement.

At the national level,

implementation of CNS/ATM systems will be facilitated where

financially-autonomous bodies have been established to operate air navigation services. Such

authorities may also operate airports or be in the form of an autonomous civil aviation authority.

Whether at the national or international level, financing of CNS/ATM systems components as

well as other air navigation services infrastructure will be enhanced where such autonomous

bodies are responsible for infrastructure provision and operation.

OST/BENEFIT AND ECONOMIC IMPACT (Chapter 13)

The providers of air

traffic services, the

users of these services

and financing

organizations all need

to be advised of the

financial implications

and convinced of the

economic viability of

new CNS/ATM

systems.

To ensure the successful implementation of CNS/ATM systems, the providers of air traffic

services, the users of these services and financing organizations all need to be advised of the

financial implications and convinced of the economic viability of new CNS/ATM systems. This

can be achieved through a comprehensive cost/benefit analysis which includes the financial

consequences affecting all the partners involved in the implementation process. Cost/benefit

analysis can also provide guidance on the appropriate timing for implementation of various

elements of a new system. In addition, to demonstrate the financial viability, business cases for

homogeneous ATM areas could be conducted at the regional, sub-regional or national level.

The implementation of CNS/ATM systems will contribute positively towards the economic

impact of civil aviation and could also improve the environmental impact.

FINANCIAL ASPECTS (Chapter 14)

The costs of CNS/ATM

systems elements

could be recovered in

accordance with ICAO

policy guidance.

Financing of basic

systems elements may,

in many cases, need to

be a joint venture by

the States involved at

the regional or global

level.

The costs of CNS/ATM systems elements could be included in the cost basis for air navigation

services charges and, where relevant, airport charges, and recovered in accordance with the

principles contained in the Convention on International Civil Aviation (Doc 7300) and the

Statements by the Council to Contracting States on Charges for Airports and Air Navigation

Services (Doc 9082).

Financing of CNS/ATM systems elements, in particular at the national level, would normally

be approached in a manner similar to that applied to conventional air navigation systems.

However, a characteristic of most CNS/ATM systems elements which differentiates them from

conventional air navigation systems is their multinational dimension. Consequently, and because

of the magnitude of the investments involved, financing of basic systems elements may, in many

cases, need to be a joint venture by the States involved at the regional or global level.

SSISTANCE REQUIREMENTS AND TECHNICAL CO-OPERATION (Chapter 15)

Assistance

requirements of

developing States in

particular, need to be

addressed.

Planning and implementation of CNS/ATM systems requires co-operation among all partners

that have a stake in its successful implementation. Assistance requirements of developing States

in particular, need to be addressed. Technical and financial co-operation of the aviation and

development financing communities will be required world-wide with the co-ordination of

ICAO to ensure harmony and safety.

SUMMARY

Implementation of

CNS/ATM systems is

already taking place in

order to achieve early

benefits.

The emerging technologies will support a variety of systems designs and implementation

options. The challenge for the planner and designer is to develop an adequate understanding of

the costs, benefits and operational suitability of these alternatives while considering the legal,

organizational and financial aspects; and to orchestrate a co-ordinated programme of ATM

improvements that takes into account user needs, their willingness to upgrade their capabilities

to achieve operational benefits, and also to pay for the changes required by ATM services

providers. The revised Global Plan is intended to guide the international aviation community

toward meeting this challenge and implementing CNS/ATM systems.

There are still a number of issues that will have to be dealt with and overcome if all of the

possible benefits of CNS/ATM systems are to be fully exploited. This will involve the combined

effort and goodwill of both ATM providers and users of the system. Overall, the CNS/ATM

systems is being viewed upon favourably by all. Implementation of CNS/ATM systems is

already taking place in order to achieve early benefits.

— — — — — — — —