Technical-Operational Development Plan

Transcription

1 Technical-Operational Development Plan Technical-Operational Development Plan

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3 Introduction Taking our Business Plan as its starting point, the purpose of this document is to describe Naviair s technicaloperational initiatives for the next five years that fall within Naviair s areas of activity: En route Denmark, En route Greenland and Local Air Traffic Control. Over the coming years, technical-operational development in Naviair will continue to focus on the COOPANS programme and the ongoing roll-out of system upgrades in line with and as influenced by SESAR. The major technical-operational initiatives are made up of the Mode S/WAM, VoIP and CPDLC programmes plus COOPANS, and these will be rolled out in Copenhagen FIR over the coming years. In addition, operational measures will be implemented for upgrading existing equipment, mainly due to end-of-life, and initiatives of an operational procedural nature will be implemented in DK-SE FAB to ensure that we maintain a high level of safety and make optimum use of airspace. The Technical-Operational Development Plan can be read in its entirety in order to acquire a basic knowledge of Naviair s technical-operational development or be used as a reference work. 3

4 Technical-Operational areas of activity Naviair s technical-operational development comprises the following areas of activity: En route Denmark, En route Greenland, and Local Air Traffic Services. En route Denmark Area control services in Danish airspace from: ATCC in Copenhagen * Approach control service to Copenhagen Airport from: ATCC in Copenhagen * Briefing service from: ATCC in Copenhagen * *) The ATCC in Copenhagen is operated by NUAC on behalf of Naviair Flight Information Services from: ATCC in Copenhagen * Technical support and maintenance of ATM/CNS equipment in Denmark: ATM equipment Radar installations Navigation and communications systems En route Greenland Briefing service from: Flight Information Centre in Kangerlussuaq (relocating to Nuuk in 2014) Flight Information Services from: Flight Information Centre in Kangerlussuaq (relocating to Nuuk in 2014) Technical support and maintenance of CNS equipment in Greenland and the Faroe Islands: Navigation and communications systems in Greenland and the Faroe Islands Surveillance (ADS-B) in Greenland and the Faroe Islands Radar installations in the Faroe Islands Local Air Traffic Services Aerodrome control service from: Tower in Copenhagen Tower in Roskilde Tower in Billund Tower in Aarhus Tower in Aalborg Tower on Bornholm Approach control service to airport from: Tower in Roskilde Tower in Billund Tower in Aarhus Tower in Aalborg Tower on Bornholm Aerodrome Flight Information Services from: Tower on Vágar For each of the areas above, this document is structured as follows: The service offered by Naviair The operational concept and associated capacity plan that support this service The designations/supply agreements that Naviair is comprised by The initiatives that Naviair has implemented or will implement to underpin the above. 4

5 En route Denmark Services The Air Traffic Control Centre (ATCC) in Copenhagen provides area control services, Flight Information Services (FIS) and alerting service in Copenhagen FIR and areas where responsibility for these services has been delegated to Naviair from neighbouring countries. Controlled airspace extends from 3,500 feet to FL 660, but from FL 195 to FL 660 over the North Sea. The ATCC also provides approach control service to Copenhagen Airport under a supply contract between Naviair and Copenhagen Airports A/S. These services are provided from the ATCC in Copenhagen, which has been operated by NUAC on behalf of Naviair since 1 July There are 13 flight control sectors and 5 approach control positions a number that may be increased or reduced according to air traffic load. Operational concept For all phases of a flight, a safe, economic, swift and wellorganised traffic flow is ensured by the provision of an adaptable, scalable ATM service. This is done in accordance with the requirements laid down by all users in Danish airspace. This service must meet demand in a cost-conscious manner, be globally interoperable, comply with uniform principles, be environmentally sustainable and satisfy national safety requirements. The ATM system is being used optimally by striking an appropriate balance between the development of technical platforms, associated procedures and qualified operational staff, with qualified consideration for international safety standards. This is done with a view to planning, preparing and adjusting airspace capacity optimally in relation to current demand. In this manner, efficient capacity planning and forecasting contribute to the ATM network s integrated ASM/ATFCM process. The integrated ATCC, the established civil-military coordination and collaborative processes ensure the best possible use of the airspace as a whole. Further details of how the operational concept is developed and put into practice are provided in the chapter on NUAC harmonisation measures under Operational measures. Capacity plan Naviair s capacity plan forms part of the joint European coordination and will be checked against SES performance targets to ensure their fulfilment at DK-SE FAB level. The objective for the ATCC in Copenhagen is, in capacity terms, to monitor the constantly increased traffic so that the latter can, under normal circumstances, enter and move in Copenhagen FIR without delays. Under the performance scheme, the total target for average delays in DK-SE FAB in 2014 is less than 0.08 minute/operation. Naviair bases its en route traffic outlook on Eurocontrol s forecasts (STATFOR). In September 2013, Eurocontrol adjusted its service unit forecast for the period to Based on this, Naviair expects service unit growth in 2014 to be just over 2 per cent ahead of Besides COOPANS, initiatives in the ATCC in Copenhagen cover regular upgrades of sector configurations in accordance with traffic needs and ongoing improvements to the ATS route network. 5

6 Designation Naviair has been designated by the Danish Transport Authority (TS) to provide ATM. Naviair has the following designations in the En route Denmark area: Designations, En route Denmark Area control services from Services Contractual basis ATCC in Copenhagen Area control services in Danish airspace Flight Information Services (FIS) Briefing service Technical support and maintenance of ATM equipment Approach control service Designation Designation and in accordance with supply contract for approach control service at Copenhagen Airport between Naviair and Copenhagen Airports A/S. Initiatives En route Completed, adjusted or transferred initiatives In 2013, various initiatives were completed, adjusted or transferred to a different area and are therefore not included in this year s overview of future initiatives for En route Denmark. FPL2012 was implemented on 21 March 2013 as part of the commissioning of COOPANS Build 2.3. This was followed by the commissioning of COOPANS Build 2.4 on 7 November In future, the System Wide Information Management (SWIM) initiative will be taken care of by NORACON-SESAR. The final upgrade of Radar 1 to Mode S took place in 2013, with commissioning on 29 October In the ESSIP/LSSIP area, ESSIP objective AOM19 comprising Advanced Airspace Management (AAM) was reported as complete in ESSIP objective NAV10 is awaiting the introduction of an actual Implementing Rule from the EU before any further work related to Required Navigation Performance (RNP) is carried out. Also part of another area are the discussions concerning the initiative Common test platform as part of the analyses initiated by Naviair and LFV jointly with NUAC to explore the opportunities for structural changes. Digital radio interface incl. VoIP and VCS RCS10 is now implicitly part of the newly created VoIP programme, which is scheduled for implementation in the period This programme also includes the VHF replacement (8.33 khz) project, the scope and name of which have been expanded to primarily comprise replacement of all existing VHF radios with VoIP VHF radios. 6

7 The scope of DCG upgrading of BUFR code was also changed in The initiative now focuses on the new ML format and its name has therefore been changed to DGC upgrading to ML format, for implementation in In connection with the implementation of data link, the measures concerning coordination of the launch of CPDLC with Borealis and LFV will be handled implicitly by the CPDLC programme. Compared with last year s overview of initiatives, VOR replacement in Copenhagen FIR no longer features as this initiative has been deleted from the five-year investment timeframe. The future need for VOR stations in Copenhagen FIR is currently being assessed in consultation with TS. Future and current initiatives COOPANS is still a driving force behind initiatives in the en route area. This applies to both commissioning of upgrades, further development and optimisation of day-to-day work processes, resulting in a stable investment level. event. This will ensure that Naviair will continue to have a stable, well-functioning WAN infrastructure in Copenhagen FIR and will continue to comply with regulatory requirements and ESSIP objectives in this area in due time. The roll-out of upgrades is being developed using NUAC s harmonised operational concepts as a basis. These are designed to ensure harmonised application in DK-SE FAB, resulting in cost-efficient introduction and further development. Moreover, a number of operational measures have been initiated in DK-SE FAB. One of the benefits of these will be a positive environmental impact in the coming years. Besides the initiatives referred to above, the en route area will require a number of investments to replace equipment that will shortly reach end-of-life. In parallel, various operational measures are being undertaken locally at and around Copenhagen Airport, Kastrup, and in DK-SE FAB to the benefit of the environment, among others. Other key initiatives ensuring timely compliance with regulatory requirements and ESSIP objectives in due time are the etablishment of a data link between pilot and ATCO (CPDLC) and harmonisation of data infrastructure. Mode S is also being introduced as a new technology in Copenhagen FIR, which is moving from conventional radar technology to Wide Area Multilateration (WAM). The introduction of Mode S/WAM will provide various advantages in the form of improved data quality and performance (Mode S) and, in the longer term, lower investments and maintenance costs compared with conventional radar technology. In line with the international development in transmission of data and communications in Europe, Naviair will establish IP and VoIP on its Wide Area Network (WAN), CANDI, and adjoining systems, a large proportion of which are due to be replaced or upgraded in the next few years in any The timetable (page 8) sets out the investments and operational measures that are planned for implementation in the En route Denmark area in the period Due to internal dependencies and with a view to efficiency improvement, some of these investments will be implemented in the form of programmes. For these investments, the name of the programme of which the initiative forms part is shown to the left in the overview, and the programmes are COOPANS, CPDLC, Mode S/WAM and VoIP. A cross in one or more of the start-up criteria represented in the columns Cost reduction, New regulatory requirements and End-of-Life indicates the background for launching the initiative. With reference to the performance scheme, a cross in one of the associated columns represents whether and, if so where the initiative in question has a positive impact on one or more of the areas Safety (S), Cost efficiency (C), Capacity (A) and Environment (E). 7

8 Cost reduction New regulatory En route Denmark COOPANS requirements End- Performance of-life scheme Investments S C A E Build 2.5 CPDLC Mode S/WAM VoIP Other investments Build 3 To follow* Build 4+ To follow* COOPANS HW replacements Link COOPANS CPDLC Build 2.5 DACOSY upgrade ARTAS fine-tuning WAM-DK Legal voice recorders CANDI-IP VoIP VCS Garex Blocks 4 and 5 VCS Local airports VHF-replac. (VoIP incl. 8,33kHz) Back-up radio system Implementation, OLDI gateway Back-up ATM system INFO 05 upgrade DCG upgrade to ML MasterClock update RMCDE replacement Operational measures Øresund TMA NEFRA NUAC harmonisation measures initiatives To follow* Naviair project model: Project Analysis Project Definition Project Execution Project Handover (Operation) Project Closure Continuous Improvement : ESSIP objective or standard Performance scheme: Safety, Cost-efficiency), CApacity), Environment. * Pending final definition. The positive effect of these builds therefore cannot be established as yet. 8

9 Investments COOPANS The COOPANS alliance is a partnership between Naviair, LFV, IAA, Austro Control and Croatia Control, with Thales as supplier. To date, the partnership has led to the development of an ATM system that is harmonised in many areas both technically and operationally and that is being continuously optimised. Over time, harmonised system upgrades will be added, so that the system is always up-to-date and uniform in all COOPANS member countries. The ongoing upgrades are called builds, which are subdivided into halfyearly releases. This avoids costly, big-bang migration of the system and at the same time ensures that regulatory requirements are met in due time. The primary benefits of the COOPANS alliance are a stable investment flow and ensuring Naviair s infrastructure investments. If Naviair had not been part of the COOPANS alliance, our system development costs would have been approximately 30 per cent higher. Moreover, COOPANS supports a common system platform in the three ATCCs in DK-SE FAB and ensures that various implementing rules, ESSIP objectives and international standards are complied with. The first system upgrade, Build 1, was rolled out in At Naviair, it comprised the ATCC in Copenhagen and arrivals and departures from the airports in Copenhagen, Roskilde and Billund. The roll-out set a common system baseline between the founders of the COOPANS alliance IAA, LFV and Naviair. Future upgrades will be developed with a view to optimising outdated functions inherited from previous site-specific ATM systems to make COOPANS more future-proof and ensure full technical and operational harmonisation. The main content of coming builds and releases is described in more detail on the following pages for Build 2, Build 3 and subsequent upgrades, which are designated Build 4+. COOPANS Build 2 Build 2 is subdivided into five releases 2.1, 2.2, 2.3, 2.4 and 2.5 and will be implemented at Naviair in the period November 2012 to end 2014/early 2015, beginning with 2.1. Besides providing IAA, LFV and Naviair with upgrades, Build 2 has accommodated overall modifications that enabled Austro Control to be commissioned in February In addition, part of Build 2 is dedicated to the development and integration of modifications required for Croatia to implement COOPANS in Zagreb in February Build 2.4 was commissioned in Copenhagen in November 2013, as planned. Following commissioning in Croatia, a supplementary version of Release 2.4 will be rolled out in all COOPANS member countries, ensuring that all seven ATCCs in the five member countries will operate with the same release in 2014 and will thus be fully harmonised technically. On its implementation at Naviair, the remaining Build 2 release, Build 2.5, will support the following functionality: Runway Allocation Enhancement DF_Frequencies_Extension ARTAS and Radar Infrastructure Responsibility Airspace Intrusion Warning to support safety initiative at European level WAM (Mode S Surveillance) and ADS-B Support (see Mode S/WAM initiative), enabling implementation of functionality Mode S Downlink of Aircraft Parameter (DAP), which allows enhanced synchronisation of data in the ATM system with data in the aircraft s FMS. Although B.2.5 also features Mode S upgrading and associated DAPs, it will not be put into operational use until an overall validation has taken place between COOPANS, the WAM project (see Mode S/WAM initiative) and other systems with dependencies to these. 9

10 In addition to providing vital upgrades, COOPANS has already ensured and supported compliance with a series of regulatory requirements and ESSIP objectives and, going forward, will support compliance with Implementing Rules 262/2009 and 29/2009 and ESSIP objectives FCM01 and ITY-AGDL. COOPANS Build 3 Build 3 features stabilisation and optimisation of the existing system software while adding upgrades on a continuous basis. The focus will also be on continued harmonisation between the various countries, especially with a view to greater alignment and harmonisation of operational concepts. Build 3 is expected to be supplied in three sub-releases in and its definition is being finalised. The following overall content is expected in Builds 3.1, 3.2 and 3.3, which will be supplemented by further upgrades once these builds have been fully defined. Build 3.1: Stabilisation and optimisation of existing system software to make existing functionality more efficient. Possible upgrades depending on importance and needs in the COOPANS member countries. Builds 3.2 and 3.3: Upgrades related to simulator, statistical tool and MAESTRO. Possible upgrades depending on importance and needs in the COOPANS member countries or as a result of new regulatory requirements or ESSIP objectives from SESAR s deployment phase. In addition to the above, a large number of amendment requests that were not met by Build 2 will have to be reviewed and possibly carried forward to Build 3. Furthermore, a number of other additions may also be relevant for Build 3, as it must be expected specifically that the implementation of Build 2 in Croatia in 2014 will give rise to new needs as a consequence of operational follow-up. COOPANS Build 4+ COOPANS Build 4 and subsequent builds are being defined and implemented in the form of six-monthly releases under the auspices of COOPANS. As a minimum, jhmi and ADQ are expected to be among the upgrades to be rolled out in The SESAR deployment phase and the speed of its roll-out in connection with Pilot Common Projects and Common Projects will also be incorporated in the content of future COOPANS builds. The plan is for i4d, Aircraft Derived Data impacting the profile (ADD) and AMAN improvements to constitute upgrades in line with the currently expected content of Pilot Common Projects. In general terms, the coming COOPANS builds will feature upgrades that will contribute to continued seamless and efficient ATM and ensure that Naviair will continue to comply with obligations, standards and regulatory requirements. Functional requirements in the COOPANS member countries and continued harmonisation will also be accommodated. COOPANS HW replacements The service lives of the existing BARCO radar screens in the ATCC were extended in 2010 so that they can also be used in the COOPANS system. However, the screens will have to be replaced in It is also expected that a major hardware replacement of the COOPANS system will be required in due to end-of-life. Controller Pilot Data Link Communication (CPDLC) CPDLC enables ATCOs and pilots to communicate with each other without using voice communication in situations where time is not critical. One benefit is that ATCOs can send clearing concerning flight elevations, direct route etc. via accurately specified data formats. Furthermore, via 10

11 Mode S service (see Mode S/WAM initiative), ATCOs will be able to receive data from aircraft and view data relating to elevation, heading etc. input by the pilot. At Naviair, the launch of CPDLC in Copenhagen FIR will take the form of the CPDLC programme. This programme comprises partly the establishment of the technical infrastructure for data communications, via Link2000+, and partly the implementation of standardised, basic CPDLC functionality, technical interface and operational concept. Most of the programme has already been established as part of COOPANS Build 2.4, but, in connection with the implementation of Link2000+, will include operational training and tests, validation and verification of CPDLC functionality in an operational environment. This will also be handled under the auspices of COOPANS. On implementation, the ESSIP objective ITY-AGDL and Implementing Rule (IR) No 29/2009 on the introduction of Air/Ground Data Link above FL 285 will be met in due time. Denmark and the rest of Scandinavia are among the group of countries that is required to implement CPDLC by 5 February COOPANS CPDLC The technical implementation of standardised basic CPDLC functionality and technical interface was set up in November 2013 with the roll-out of COOPANS B.2.4. The operational concept, developed by NUAC, was also validated here and forms the basis of a harmonised implementation of CPDLC. The overall operational concept can potentially reduce the costs of developing, verifying and validating COOPANS and the costs of the drawing up of rules and methods, plus the associated training material. This will actually be implemented and the CPDLC functionality put into operation before the deadline for IR 29/2009 in non-core areas on 5 February Example of CPDLC message viewed from the ATCO s position. Link The technical infrastructure is expected to be implemented by establishing SLAs with suppliers of data links to aircraft and via purchases of BIS routers. Mode S/WAM The introduction of Mode S/WAM will have advantages in the form of improved data quality, compliance with regulatory requirements and, in the longer term, lower investments and maintenance costs compared with conventional radar technology. More specifically, Mode S has the advantage over Copenhagen FIR s existing Mode A/C of offering enhanced degree of detailing, unique 24-bit address, ACID (Callsign) and more accurate altitude readings from the existing 100 feet to 25 feet. The multilateration technology that will be intro- duced with the technical WAM infrastructure will be carried out via a number of antenna stations and will therefore minimise the need for purchasing new equipment and upgrading existing costly surveillance infrastructure based on radar technology and will also cut operating and maintenance costs in the longer term. Mode S/WAM will be introduced via a number of interrelated and interdependent measures and investments. The timing and designation of each initiative is shown in the timetable for En route Denmark. In general terms, WAM-DK implements the technical infrastructure for setting up Mode S technology across Copenhagen FIR. With NUAC s input, the operational concept for the use of WAM and the additional information provided by Mode S will be introduced as part of COOPANS B.2.5. The upgrade of 11

12 DACOSY to Mode S will ensure availability in a contingency scenario in which the COOPANS system is down for a brief period. Lastly, ARTAS will be fine-tuned and optimised for the use of WAM and Mode S technology. The introduction of Mode S/WAM will mean that Copenhagen FIR can be declared a Mode S area, when desired, in compliance with Implementing Rules Nos 1207/2011 and 262/2009, the latter of which will become effective precisely at the time Copenhagen FIR is declared a Mode S area. COOPANS Build 2.5 and the technical WAM infrastructure will be rolled out at the beginning of The latter will support compliance with the ESSIP objective ITY-SPI in connection with safety assessments. Measures and investments related to the implementation of Mode/WAM are described in the following: COOPANS B.2.5 WAM (Mode S Surveillance), ADS-B Support and the establishment of an operational concept that enables implementation of the functionality are all constituents of the upgrades to be rolled out with COOPANS Build 2.5. In order to harmonise the operational requirements made of COOPANS and thus pave the way for cost cuts, NUAC has begun preparing a NUAC joint operational concept comprising the use of the additional information provided by Mode S. Once Mode S/WAM has been introduced, the benefits of elementary Mode S will filter through in Copenhagen FIR. The next Mode S level, called enhanced Mode S, introduces various added advantages via Downlink of Aircraft Parameters (DAPs). This will allow selective data requests from the ATCO to the aircraft s systems on the aircraft s state and the pilot s intentions for example the level entered by the pilot in the flight management system. The information will be downlinked from the aircraft to the ATCO, giving the ATCO and the pilot access to the same information about the aircraft. Because the ATCO will have access to both ground-based and aircraft data and can request specific data related to these, the ATCO s situational awareness will be improved in the form of a complete live picture and a faster and more precise picture of the coming development. Enhanced Mode S/DAPs will thus improve efficiency and the already high level of safety. Implementation of enhanced Mode S/DAPs in Copenhagen FIR will be technically feasible on introduction of the Wide Area Multilateration (WAM) infrastructure in Denmark (see WAM-DK). An actual roll-out of enhanced Mode S/DAPs in Copenhagen FIR has yet to be determined, but it is expected to take place starting in DACOSY upgrade DACOSY will also be upgraded to support Mode S to enable use of the Mode S technology in a scenario in which the COOPANS system is down for a short period of time. ARTAS fine-tuning ARTAS will be fine-tuned and optimised for the use of WAM and Mode S technology. WAM-DK The introduction of Wide Area Multilateration (WAM) in Copenhagen FIR is designed to introduce the technical WAM infrastructure in Denmark. This will minimise the need for the acquisition and upgrading of current more costly surveillance infrastructure based on radar technology featuring cost-intensive radars (secondary radars). On completion of WAM-DK, operational surveillance needs across Copenhagen FIR will be covered. WAM supports three radar services simultaneously: Mode S, ADS-B and existing Mode A/C Surveillance, and will as a minimum provide the same or better coverage than the existing surveillance equipment. The aircraft s position is calculated independently of the aircraft s own positional data using multilateration technology, and will be the 12

13 Coupled with VoIP as the future standard for data and communications in Europe, supported by the EATM master plan and ESSIP objectives, an upgrade of CANDI will include a changeover to IP and VoIP. The technical WAM infrastructure will be installed on masts and in equipment cabins with completion in This photo is from the Brønderslev site. catalyst that will ensure that Naviair, in cooperation with neighbouring countries, Danish Defence and airspace users, makes the move to a Mode S-declared airspace in future, with the option of enhanced Mode S service. The WAM system is primarily designed to establish Mode S coverage for en route traffic. However, for operational reasons, coverage around the major Danish airports includes lower flight levels. The project is under way and due for completion in early Upgrading to IP and VoIP technology for CANDI will have an impact on Naviair s other systems that use data communications via CANDI and are not compatible with IP and VoIP technology. As most of these systems for example the existing VHF radios, which are not capable of channel separation at 8.33 khz below FL 245 are in any case due for replacement or upgrading before 2018, in this context they will also be upgraded to support VoIP. As the introduction of VoIP requires changes to many of Naviair s systems, with associated tasks and projects as well as internal dependencies, these have been combined in a VoIP programme. The purpose of this programme is to ensure that Naviair will also have an efficient WAN infrastructure in Copenhagen FIR in future. The timetable for the introduction is illustrated in the overview for En route Denmark. VoIP At European level, much attention is being focused on VoIP as standard, as it is in line with SES II and has the potential to become a cornerstone both for the work on FABs at European level, and, in parallel with this, in relation to the development of the global standardised ATM system of the future. Locally, Naviair has been notified that support for the equipment on which Naviair s WAN network (CANDI) is based will be discontinued within a few years. Moreover, CANDI which at Naviair ensures continuous transmission of data and speech in Copenhagen FIR is built around a technology that is now obsolete and is also being phased out by the telecommunications supplier. With the VoIP programme, support for the VoIP technology and channel separation at 8.33 khz will be implemented in time to meet the ESSIP objectives COM11 and ITY-AGVCS2, and this will also be the case for IR 1079/2012. At the same time, compliance with IR 633/2007 (IPv6) will be maintained. Legal voice recorders Because of the imminent end-of-life status of the present legal data/voice system in Kastrup Blocks 4, 5 and tower and at Roskilde, the purpose of the project is to introduce a new legal data/voice system that will also support VoIP at these sites. At the same time, the system replacement will ensure that we continue to meet the legal requirements in this area, which state that all relevant data and sound relating to air traffic control must be recorded and stored for a minimum of 30 days for use in connection with, for example, incident reports. 13

14 CANDI-IP Naviair s Wide Area Network (WAN), CANDI, ensures continuous transmission of data in Copenhagen FIR, including telephone lines, radio communications, radar data, flight plans etc. in Denmark. This data transmission takes place partly between the locations of Kastrup, Roskilde, Billund and Aalborg and partly to equipment such as extended VHF transmitters/receivers and radars. Because the existing technology and equipment is nearing end-of-life, the purpose of the project is to replace it with new WAN technology (IP and VoIP). The project is expected to be carried out in the period VCS Garex Blocks 4 and 5 Garex VCS (Voice and Communication System) handles all radio connections from the ATCC in Copenhagen to aircraft and telephone connections to neighbouring sectors, ATCCs etc. and is therefore one of the most crucially important systems for air traffic control. The aim of the project is to carry out a mid-life upgrade of the present Garex VCS system in Kastrup Block 5, Block 4, tower and Contingency tower, and at the same time to upgrade the system to support VoIP. The project is expected to be carried out from 2015 and completed in VCS Local airports The aim of the project is to upgrade the VCS systems at the airports in Billund, Aalborg, Roskilde and Nuuk, plus the test system at the airport in Kastrup to support VoIP. The existing systems are capable of supporting this functionality, but nevertheless require the purchase of extra hardware modules and the activation of the associated functionality in the software. This project is expected to run from VHF replacement (VoIP incl khz) Naviair has about 250 VHF transmitters/receivers with associated radios distributed around Denmark for commu- 14 nications between ATCOs and pilots. The aim of the project is to replace all the existing VHF radios with VoIP VHF radios. The project has the additional aim of upgrading the existing VHF radios that are not capable of channel separation at 8.33 khz below FL 245, to meet IR 1079/2012 before the system is required to be operational in late After that, under the same regulatory requirements, the frequencies will be changed during 2018, in order to be compliant in due time. Back-up radio system The aim of the project is to replace the present Naviair analogue back-up radio system, developed in-house, with a new one with VoIP interface, so it will match and can be connected to CANDI-IP (see initiative CANDI-IP). Implementation of an OLDI gateway (PENS) This project involves implementing an OLDI gateway system in the DMZ zone in the firewall of the PENS network, in order to prevent outsiders from being able to connect directly to the COOPANS system and attempt to hack into it. The above is identified as a safety risk in connection with the fact that all external OLDI partners are to switch to the FMTP protocol by the end of 2014 and thus exchange OLDI data via the TCP/IP v.6-based protocol (FMTP). In line with the above, this initiative will be implemented in COOPANS is already prepared for communication via an OLDI gateway. The existing DMZ Rack and infrastructure can be used. Back-up ATM system Since the supplier of Naviair s present fall-back system (DACOSY) is no longer active in the ATM business, there is a need to set up a regular back-up ATM system, which can both be safety-approved for continuous ATM at a reduced level, and support new functionalities such as the introduction of Mode S coupling and tracking, WAM and ADS-B in Copenhagen FIR.

15 Approval for continuous ATM is essential, partly because the local airports (Billund, Roskilde) are dependent on the data connection to the Naviair headquarters in order to be able to use COOPANS, and partly in order not to risk a prolonged closure of the airspace in the event of any major breakdown or risk of breakdown in COOPANS. To compensate for the above, a provisional solution has been implemented, with weather display on the sector co-positions PCs. However, this solution has proved inexpedient in various respects. For this reason, this project has been initiated, comprising upgrading of hardware and software. The project is expected to be completed in With a less extensive SW upgrade, the existing non-redundant Clear the airspace fall-back system (DACOSY, see initiative DACOSY upgrade) will support Mode S/WAM until the Backup ATM system comes into operation in INFO 05 upgrade The purpose of this project is to upgrade the INFO 05 system to include a dynamically updated map with adequate weather data. DCG upgrade to ML format Naviair has previously planned an upgrade of the AFTN system with so-called BUFR code due to the introduction of a new ICAO standard. ICAO has now recognised that this solution is obsolete and has instead decided to switch from the old TACT format to the new ML format. The changeover to the new format will be undertaken by this initiative through bilateral agreements with partners from and including The reason for this is that the weather display functionality of the COOPANS system is currently limited, both with respect to sharpness of details and data. The latter thus only comprises weather display for the Copenhagen area, leaving a substantial part of the sector without weather display. MasterClock This initiative will update and extend the service life of the operational time system, MasterClock, which is deemed to be outdated. On this basis, the purpose of the project is to support continued stable operation. The project is expected to be implemented in RMCDE replacement This project comprises replacement of the Radar Message Conversion and Distribution Equipment (RMCDE) system, which receives, converts, filters and distributes radar data. RMCDE will be replaced by its successor, the so-called SDDS-NG system, which is more advanced in a number of respects and takes account of all safety and operational standards. Implementation of the SDDS-NG system is expected to be completed in The INFO 05 system will be upgraded in

16 Operational measures Øresund TMA The Øresund region is a hub for traffic to and from Scandinavia. However, Copenhagen s geographical location close to Swedish airspace can sometimes result in inflexible, complex ATM. In connection with the establishment of NUAC, it therefore made sense to take the initiative for a review of Danish-Swedish airspace over Øresund. The aim is to optimise ATM to and from Copenhagen, Malmö and a number of small airports in southern Sweden. Besides increased capacity, the Øresund TMA measure will provide a sectorisation that will mean that it will continue to be possible to implement environment-friendly concepts such as CDO, CCO and RNP. The focus will also be on simplified airspace classification and harmonisation of procedures across Danish-Swedish airspace. This adds another aspect to Naviair s efforts to handle air traffic in as environmentally sustainable a manner as possible with respect to both fuel consumption and CO 2 emissions based on the gate-to-gate concept. A working group consisting of operational capabilities from Copenhagen, Malmö and Stockholm has been appointed under NUAC. The group s main task is to explore possibilities for optimising sectorisation in the airspace comprised by the initiative. Moreover, a steering group with representation by both Naviair and LFV has been appointed. NEFRA North European Free Route Airspace On the basis of the agreement entered into on 11 March 2013 at ministerial level between the member countries of NEFAB (Norway, Finland, Estonia and Latvia) and DK-SE FAB, the aim is to be able in 2015 to offer Free Route Airspace (FRA) operations above FL 285 to all airlines operating in the airspace of NEFAB and DK-SE FAB. The work of combining the already established FRA in DK-SE FAB with the NEFAB FRA project has been underway since September Since 8 May 2013, via a formal agreement between the ANSPs involved, the work has been combined in a programme called North European Free Route Airspace (NEFRA). When the programme is launched, airlines will be able to plan their flights according to their own wishes in airspace that is perceived as being without national borders. Considered over the entire NEFAB and DK-SE FAB area, the rewards in terms of environmental benefits and time will be even greater than those gained from the existing Free Route Airspace area in DK-SE FAB, which was introduced in November Naviair s contribution to the work in the NEFRA programme, in which NUAC will also participate, will be based on our experiences from Free Route Airspace in DK-SE FAB, including operational expertise from Copenhagen, Malmö and Stockholm. The implementation date is set for 12 November The initiative has been started up in its analysis phase and its work is based on the assumption that a new Øresund TMA can be implemented in the period

17 The aim of NEFRA is to offer FRA operations above FL 285 in the NEFAB and DK-SE FAB airspace from 2015 onwards. NUAC harmonisation measures In order to achieve the greatest possible efficiency and savings in ATM in DK-SE FAB, a permanent forum called the NUAC Harmonisation Group has been set up under the auspices of NUAC, to draw up proposals for the harmonisation of operational concepts across the individual units in DK-SE FAB. With the help of workshops and simulations, in the period the harmonisation group identified a number of areas with potential for harmonisation. These include differences in COOPANS HMI in DK-SE FAB. With input from NUAC and under the auspices of COOPANS, attempts are now being made to achieve this through more highlydeveloped and specific uniform functional and operational requirements, drawing up uniform working procedures and training in DK-SE FAB. The same applies to the way in which flights are handled, the use of COOPANS tools and the delegation of responsibility and tasks between the hands-on ATCOs and the role of the planners. In 2013, NUAC drew up an integrated operational concept for CPDLC in DK-SE FAB (see section on CPDLC), which lays the foundation for the harmonised implementation of CPDLC. An integrated operational concept can potentially reduce the costs related to the development, verification and validation of COOPANS and the costs connected with the drawing up of rules and methods plus the associated training material. With the implementation of future upgrades such as Mode S, a harmonised COOPANS HMI will promote a greater degree of cooperation in the development of harmonised operational concepts in a number of respects. In order to realise a more fully harmonised operational concept, NUAC has proposed as a first step the implementation of uniform NUAC labels, colour scheme and symbols at the three sites in DK-SE FAB. Parallel to this, during the first six months of 2014 the three ATCCs in DK-SE FAB will upgrade to the same version of the COOPANS system, which will also act as leverage and facilitate the work of operational harmonisation. 17

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19 En route Greenland Services Naviair provides Flight Information Services, alerting service and briefing service in Greenland in the airspace up to FL 195 from its Flight Information Centre (FIC) in Kangerlussuaq. Naviair also provides technical support and maintenance of radar installations in the Faroe Islands and navigation and communications systems in the Faroe Islands and Greenland as well as surveillance in Greenland. Naviair also provides CNS services in Greenland. These services are also provided from Kangerlussuaq, where Naviair operates the national COM centre. From this centre, Naviair monitors international and national ATS networks. In connection with its COM service, Naviair is in charge of the international NOTAM office for Greenland. In 2014, Naviair will be relocating this centre from Kangerlussuaq to Nuuk. Naviair s centre in Nuuk will be based in leased premises in the same building as the Arctic Command. From 1 October 2014, all service will be provided from the new premises in Nuuk. The move will not affect the ATS concept, which will continue unchanged. Besides these services, Naviair operates Search and Rescue Services for aviation over Greenland from its Air Rescue Coordination Centre in Kangerlussuaq. This comprises initiating Search and Rescue Services for aviation over Greenland. On 1 January 2014, responsibility for aviation Search and Rescue Services in Greenland was transferred from the Danish Ministry of Transport to the Danish Ministry of Defence. For practical reasons, Naviair will continue to provide aviation Search and Rescue Services from Kangerlussuaq until the relocation on 1 October Operational concept The concept in Greenland is Flight Information Services without the use of radar. This ATM method is being provided on the basis of established procedures. With the exception of the CTA areas around Thule Air Base and Kangerlussuaq Airport, from where Local Air Traffic Services (ATS) are provided, the airspace is uncontrolled below FL 195. Flight plans and flight movement and control messages are received via fixed ATS networks. Capacity In Kangerlussuaq, Naviair has four operator positions, one of which is reserved for the Rescue Coordination Centre. The maximum capacity is approx. 50 aircraft/hour. Designation Naviair has been designated by the Danish Transport Authority (TS) to provide ATM from ground level to FL 195. Under the delegation agreement between Denmark and Iceland and Canada respectively, these countries ANSPs handle operational ATM in the airspace above FL 195. Naviair provides technical equipment for these services. Supply agreements, En route Greenland En route service from Services Contractual basis Flight Information Centre (FIC) in Kangerlussuaq Flight Information Services (FIS) Briefing service Technical support and maintenance of ATM/CNS equipment Coordination of Search & Rescue Services Joint Finance Agreement with ICAO and others Act on Naviair 19

20 Initiatives Greenland Completed, adjusted or transferred initiatives It is expected that the ADS-B Greenland & Faroe Islands initiative will be completed in early 2014 and it therefore does not feature in this year s overview of future initiatives for En route Greenland. Future and current initiatives The overview below sets out the initiatives planned for implementation in Greenland over the period A cross in one or more of the start-up criteria represented in the columns Cost reduction, New regulatory requirements and End-of-Life indicates the background for launching the initiative. En route Greenland Cost reduction New regulatory requirements Investments HF Kangerlussuaq VHF Kulusuk Prins Christians Sund Relocation of FIC Greenland MEOSAR TCAL Beacon AMHS, Nuuk Endof-Life Naviair project model: Project Analysis Project Definition Project Execution Project Handover (Operation) Project Closure Continuous Improvement : ESSIP objective or standard Investments HF Kangerlussuaq This project covers the replacement, due to obsolescence, of the existing HF transmitting and receiving equipment sited in Kangerlussuaq. The project is expected to be implemented in VHF Kulusuk Like HF Kangerlussuaq, the purpose of this project is the replacement of equipment due to end-of-life. The replacement comprises the extended transmitting and receiving equipment in Kulusuk, incl. RCMS equipment. The project will be implemented with completion in Prins Christians Sund This initiative is sub-divided into a number of tasks that are being carried out on an ongoing basis with a view to the procurement and upgrading of equipment for Naviair s buildings in Prins Christians Sund. Relocation of FIC Greenland The aim of this initiative is to relocate FIC Greenland from Kangerlussuaq to the building that houses the Arctic Command in Nuuk. This will allow for more efficient coordination between the Greenland rescue services in Nuuk: Maritime Rescue Coordination Centre, FIC and the police. The move will also provide improved accommodation and access to technical support as well as make it simpler to recruit personnel. The benefits of implementing this initiative thus include improved efficiency and increased savings. The scope for this initiative also includes the procurement and installation of new legal voice recorders for FIC Greenland. The system needs to be replaced as the supplier has advised that the existing recorders, acquired in 2007, are nearing end-of-life, at which point spare parts will no longer be manufactured. 20

21 MEOSAR TCAL Beacon Denmark is currently helping to support some of the existing Low Earth Orbit Search and Rescue (LEOSAR) satellites by means of a beacon, the purpose of which is to locate ground emergency transmitters in aircraft, on board ships and on individuals e.g. expeditions in remote areas such as the Greenland inland ice. The beacon is located in Qaanaaq in north-west Greenland. It was set up by Naviair and is run in cooperation with DMI. tion Phase at the beginning of New satellites will be launched over the next five years. A very limited number of MEOSAR TCAL beacons have been established so far. In connection with the above, Denmark has received a request from the COSPAS-SARSAT programme to consider setting up a TCAL beacon in Greenland at the highest possible latitude. In response to this, a TCAL beacon is being set up in Greenland in 2014 as part of this initiative. Under the auspices of COSPAS-SARSAT, the satellite systems have been extended at international level under the MEOSAR programme by the launching of new satellites. Positioning satellites in medium orbit considerably improves accuracy, increasing the chances of locating ground emergency transmitters. AMHS Nuuk ATS Message Handling System, also known as Aeronautical Message Handling System (AMHS), is an ICAO-defined standard for aeronautical earth-to-earth communications (e.g. for the transfer of NOTAM, flight plans or meteorological data) based on.400 profiles. The Medium Earth Orbit Search and Rescue (MEOSAR) system requires very precise time calibration, for which a time calibration facility known as TCAL will be used. The international MEOSAR programme is in the process of set-up and moved into the Demonstration and Evalua- Naviair implemented the technology in Denmark in 2013 and carried out associated tests, for instance with AENA. As our business partners in Europe become ready to switch to AMHS, Naviair will implement this via PENS in View from Naviair s premises in Nuuk, where the FIC will be located together with the Arctic Command in

22 Local Air Traffic Services Services Naviair provides aerodrome control, apron and alerting services at and to Copenhagen Airport, Kastrup. The physical location of these services is in the tower in the southern part of the airport. Naviair also provides aerodrome and approach control services at the local airports in Aalborg, Aarhus, Billund, Rønne and Roskilde and Aerodrome Flight Information Service (AFIS) at Vágar Airport. Approach control service is provided at Aalborg, Aarhus, Billund and Roskilde using radar. Operational concept In connection with its approach and aerodrome control services, Naviair provides customer-oriented, safe, efficient, economic and well-organised traffic management, taking into account the requirements, including with respect to capacity, that are made by the airports at which Naviair provides these services. Capacity plan Copenhagen Airport, Kastrup The NOP-coordinated airport capacity (peak operations) for each of the parallel runways 22 L/R and 04 L/R is 48 arrivals/hour and 48 departures/hour. Globally (arrivals and departures simultaneously), the capacity has been set at 83 operations/hour. This figure in principle varies only as a result of bad weather or the closure of one of the parallel runways. A small increase in air traffic at Copenhagen Airport is anticipated for The volume of air traffic at Billund is expected to remain unchanged. Based on the development in air traffic in 2012 and 2013, the rate of growth for the other airports is expected to remain at the present level. Naviair also ensures that the environmental impact for society is minimised in relation to the development and design of control zones, terminal areas and associated route structures. 22

23 Supply agreements The following supply agreements apply to the provision of Local Air Traffic Services and local technical maintenance: Supply agreements Local Air Traffic Services (ATS) Local Air Traffic Services Services Supply agreement Tower in Copenhagen Tower in Roskilde Tower in Billund Tower in Aarhus Tower in Aalborg Aerodrome control service (technical-operational) Apron service at Copenhagen Airport Aerodrome control service (technical-operational) Aerodrome control service (technical-operational) Aerodrome control service Aerodrome control service (technical-operational) Supply contract between Naviair and Copenhagen Airports A/S relating to aerodrome control service. Supply contract between Naviair and Copenhagen Airports A/S relating to apron service. Supply contract between Naviair and Copenhagen Airports A/S relating to aerodrome and approach control services. Supply contract between Naviair and Billund Airport A/S relating to ATS. Supply contract between Naviair and Aarhus Airport Ltd. relating to ATS. Supply contract between Naviair and FTK relating to ATS. Tower on Bornholm Tower on Vágar Aerodrome control service Aerodrome Flight Information Service (AFIS) Supply contract between Naviair and Bornholm Airport relating to ATS. Supply contract between Naviair and Vágar Airport relating to AFIS and weather observation service. 23

24 Initiatives Local Air Traffic Services (ATS) Completed, adjusted or transferred initiatives In the course of 2013, various initiatives were completed, adjusted or transferred to different areas and are therefore not included in this year s overview of future initiatives for En route Denmark. ATIS/VOLMET was commissioned on 18 September COOPANS Builds 2.3 and 2.4 were commissioned on 21 March and 7 November 2013 according to plan. Future and current initiatives The overview below sets out the initiatives planned for implementation in the Local Air Traffic Services (ATS) area over the period A cross in one or more of the start-up criteria represented in the columns Cost reduction, New regulatory requirements and End-of-Life indicates the background for launching the initiative. In future, the System Wide Information Management (SWIM) initiative will be taken care of by NORACON-SESAR. Compared with last year s overview of initiatives, Contingency TWR no longer features as this initiative has been deleted from the five-year investment timeframe pending Copenhagen Airports A/S s request for implementation of the initiative. Local Air Traffic Services Cost reduction New regulatory requirements Investments COOPANS Build 2.5 COOPANS Build 3 COOPANS Build 4+ A-CDM NITOS upgrades TAMI replacement Endof-Life Naviair project model: Project Analysis Project Definition Project Execution Project Handover (Operation) Project Closure Continuous Improvement : ESSIP objective or standard 24

25 Investments COOPANS Further details of COOPANS are provided under the initiatives in the en route area. The COOPANS upgrades are implemented on an ongoing basis in builds, which are sub-divided into releases that are installed locally in the towers at the airports in Roskilde, Billund and Kastrup. Airport-Collaborative Decision Making (A-CDM) CDM will play an instrumental role in the drive to achieve efficient ATM at European airports, providing environmental benefits and smooth ATM. CDM is a pan-european initiative designed to ensure that all parties involved in ATM are aware of each other s roles, responsibilities and interdependencies. In general terms, it is made up of a planning part and the execution of the operational service. Airports are an international focus area in relation to CDM due to the concentration of delays in and around these, including apron and taxiway congestion, resulting in an adverse environmental impact. With Eurocontrol s Airport CDM Team as responsible party, and with participants from airports, ANSPs and airlines, the initiative has been taken for standardised implementation in Europe a concept that is also part of SESAR. This is in recognition of the fact that the stages of CDM implementation differ widely in Europe. Copenhagen Airports A/S is the driving force behind the implementation of Airport CDM at Copenhagen Airport and will embark on an initiative in 2014 to be commissioned in For enhanced coordination and to produce possible solution scenarios in cooperation with Copenhagen Airports A/S, a project analysis will be launched in 2014 to analyse solution options. This will be followed by a project definition that will further clarify the content. These initiatives will be followed by a project execution phase. On completion of the initiative, ESSIP objective AOP05 will be met. NITOS upgrades The NITOS system is Naviair s tower system, which was set up in TWR-S in connection with the CASIMO programme in The NITOS system has a 20-year lifespan, subject to a hardware upgrade, which will be implemented as part of the initiative. This initiative will also involve annual software upgrades in 2014 and 2015 to ensure that NITOS complies with national/international requirements. TAMI replacement TAMI is an integral part of Naviair s ATCO positions and indicates wind direction and wind speed for the airport. The system has been working smoothly, but is nearing end-of-life, as the hardware used to make the panels is no longer being manufactured. In addition, all panels are from the same year, increasing the risk of them reaching end-oflife simultaneously. Both software and hardware will need to be replaced. Both parts will be completed in 2014, marking the completion of the replacement. 25

26 Abbreviations A-CDM: Airport Collaborative Decision Making ADS-B: Automatic Dependent Surveillance Broadcast AMHS: ATS Message Handling System ARTAS: ATM surveillance Tracker And Server ATIS: Automatic Terminal Information Service ATM: Air Traffic Management ATS: Air Traffic Services CANDI: Naviair WAN between Copenhagen, Roskilde, Billund and Aalborg CCO: Continuous Climb Operations CDO: Continuous Descent Operations CNS: Communications, Navigation and Surveillance COOPANS: CO-OPeration of Air Navigation Service providers CPDLC: Controller Pilot Data Link Communication DAP: Downlink of Aircraft Parameters DCG: Danish Communication Gateway DMI: Danish Meteorological Institute ESSIP: European Single Sky ImPlementation. Five-year cyclical plan that is published annually and sets out a number of pan-european objectives and associated technical and operational deadlines, several of which originate in IRs. Eurocontrol: European Organisation for the Safety of Air Navigation FAB: Functional Airspace Block FIR: Flight Information Region (official designation of a specific country s airspace) FL: Flight Level FMTP: Flight Message Transfer Protocol FMS: Flight Management System FPL: Flight Plan HMI: Human Machine Interface ICAO: International Civil Aviation Organization IR: Implementing Rule IAA: LFV: LSSIP: NEFAB: NEFRA: NOP: Irish Aviation Authority ANSP Sweden Local Single Sky ImPlementation. Document that is updated annually at national level and sets out the progress and declarations of intent for the implementation of the objectives contained in the ESSIP plan. North European Functional Airspace Block North European Free Route Airspace Network Operations Portal (formerly CFMU) NORACON: NORth European and Austrian CONsortium NUAC: PENS: RNP: SES: SESAR: TS: TWR: VCS: VHF: VoIP: VOLMET: VOR: WAM: WAN: ML: Nordic Unified Air traffic Control (NUAC is a jointly owned Swedish general partnership under Naviair and LFV that has been responsible for the operation of the three ATCCs in Copenhagen, Malmö and Stockholm since 2012) Pan-European Network Services Required Navigation Performance Single European Sky (EU initiative to unify European airspace) Single European Sky ATM Research programme (EU programme on development of the new generation of an integrated European ATM system) Danish Transport Authority Tower Voice Communication System Very High Frequency Voice over Internet Protocol Meteorological information for aircraft in flight VHF Omnidirectional Radio range Wide Area Multilateration Wide Area Network Extensible Markup Language 26

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28 Naviair Naviair Allé 1 DK 2770 Kastrup T F Indhold Contents... 3 Technical-Operational areas of activity... 4 En route Denmark... 5 Services... 5 Operational concept... 5 Capacity plan... 5 Designation... 6 Initiatives En route... 6 Investments... 9 Operational measures...16 Technical-Operational Development Plan was published by Naviair in March Editors: > ATM Projects & Engineering > Communications & Public Affairs Technical-Operational Development Plan can be downloaded at En route Greenland Services...19 Operational concept...19 Capacity...19 Designation...19 Initiatives Greenland...20 Investments...20 Local Air Traffic Services Services...22 Operational concept...22 Capacity plan Copenhagen Airport, Kastrup...22 Supply agreements...23 Initiatives Local Air Traffic Services (ATS)...24 Investments...25 Abbreviations... Technical-Operational Development Plan