Next Generation CNS/ATM. Incorporating Lessons Learned into Future Systems

Transcription

1 Next Generation CNS/ATM Incorporating Lessons Learned into Future Systems

2 Future System Drivers Consumers Traveling / shipping public OUR customers Lower ticket costs / tariffs More airplanes Low Cost Carriers Fractional ownership Micro-jets

3 Future System Drivers More destinations More complex air traffic situation En route issues Terminal issues New business models Profit remains a NECESSITY, however New world markets Many new customers

4 Future System Drivers The pressure to change will be an IRRESISTIBLE FORCE. Those who change or who emerge to serve the new market demand will be rewarded. Those who do not serve the market demands will not be a part of it.

5 Objectives of Change Meet the customer s demands: Lower costs More efficient routes Greater route flexibility (and re-route flexibility) Reduced separation Improved schedule duration & reliability Less susceptibility to weather & traffic disruptions Greater route flexibility (and re-route flexibility) Reduced separation Increased safety

6 How do we get these things? Improved COMMUNICATION Improved NAVIGATION Improved SURVEILLANCE and Improved AIR TRAFFIC MANAGEMENT methods of operation.

7 However -- There is no undertaking more hazardous nor more uncertain of its success than the introduction of a new order of things, because the innovator has as fierce opponents all those who profit from the existing system and only lukewarm defenders in those who might profit from the new one. Nicolo Machiavelli, The Prince

8 GOOD PROGRESS HAS BEEN MADE! FANS-1/A Pacific, Asia, Atlantic, Arctic & trials in Europe ATN Europe & U. S. Trials

9 Now we should build on this progress to create a 2 nd Generation CNS/ATM System based on the lessons learned over the last ten years.

10 Lessons Learned from FANS-1/A Message set has room for improvement. A single, seamless worldwide operating standard is VERY IMPORTANT. A. N. S. P. obligations must be clearly defined and guaranteed. People process visual messages differently than aural messages.

11 Lessons Learned from FANS-1/A Message set has room for improvement Meaning of the message Number of messages (too many?) Organization of messages for crews & controllers Message display in the cockpit 10 Free text should be avoided whenever possible CTAM FL350

12 Lessons Learned from FANS-1/A A single, seamless worldwide operating standard is VERY IMPORTANT for the people in the cockpit. We have a full message set in the Pacific Ocean and New York Oceanic airspace, but a limited message set in the rest of the North Atlantic. EuroControl and Miami Center have a VERY limited message set. ETC. How is a pilot supposed to remember what rules apply where? In several places Free Text is being used routinely to makeup for deficiencies in the available systems.

13 Lessons Learned from FANS-1/A A. N. S. P. obligations must be clearly defined and guaranteed. Business decisions are made on the bases of expected return on investment. A significant failure to deliver functionalities on schedule destroys credibility for future business cases and imperils all progress. All parties must be held accountable.

14 Lessons Learned from FANS-1/A People process visual messages differently than aural messages. The switch to CPDLC from H. F. voice was such an obvious improvement in speed and accuracy that it was readily accepted. The switch to CPDLC from VHF voice is less obvious and does require people to abandon a comfort zone for the promise of a better one. Patience is going to be required during the transition to domestic CPDLC.

15 Lessons Learned from PETAL, PETAL II and LINK The transition of pilot CPDLC skills from the Oceanic environment to the Domestic environment is easily done. So far as the program has progressed, CPDLC is an effective means of communication in the Domestic arena.

16 Lessons Learned from U. S. ATN United did not participate in CPDLC Build 1, but planned to be a part of Build 1A. Isolation of Domestic CPDLC from Oceanic CPDLC created procedural and training issues for pilots that remain unresolved. The long development time for ATN software resulted in more cost-effective communications protocols coming into widespread use. Lowest cost also became a necessity for airlines. These realities must be blended together in future systems.

17 Current Situation FANS-1/A is deployed across the globe, primarily in oceanic areas. ATN CPDLC has been tested in the U. S. and is in limited use in core Europe. There is a proposal to introduce ATN into the North Atlantic. EuroControl is proposing mandates for ICAO compliant CPDLC in the 2009/2014 timeframe.

18 Current Situation This is GOOD! Progress is being made.

19 United Airlines Position We believe, however: NOW is the time to revisit and revise the ICAO specifications to incorporate the lessons learned over the past decade and to update the technical aspects to the most cost-effective methods currently available.

20 United Airlines Position Common methods of operation are essential to deliver the product demanded by the customer. Airlines, ANSPs and others will all have to conform to a unified concept of operations. Mandates are an effective way to accomplish coordinated operations. Mandates should be based on the best minimum standards not on technology that has known deficiencies.

21 United Airlines Position All aspects of CNS/ATM must be addressed. For example: Oceanic surveillance (ADS via ATN, ADS-B,?) Currently unused CPDLC messages needed in domestic airspace WAAS and LAAS navigation Elimination of pre-defined routes Introduction of new concepts such as Required Time of Arrival / Time Based Metering

22 United Airlines Position Who should revise the ICAO specifications? The entire industry: Air Framers, Avionics Suppliers, Air Navigation Service Suppliers, Airlines, General Aviation interests, ATNSI, etc. John Coulson of U. K. NATS has suggested the ICAO OPLINK Panel is the appropriate sponsor for this effort. The time to act, however, is NOW.

23 United Airlines Position A solid business case must also be made for the mandate. A.N.S.P.s must make a solid return on their investment in new equipment, training, etc. Airlines must realize substantial reduction in costs and improvement in reliability. Customers must get better service at lower prices.

24 United Airlines Position Mandates must hold all parties to account for meeting obligations of the mandate. Training of all personnel involved must be comprehensive. Beyond new technology we must have a cultural change focused on effective operation of the entire air traffic system, not just individual parts.

25 Conclusion United Airlines is anxious to build on recent achievements to create a 2 nd generation datalink communications system and all other requisite elements of a more effective global air traffic management program. Let s begin today!

26 Contact Points Tom Holford United Airlines Flight Center 7401 Martin Luther King Blvd, North Denver, Colorado U. S. A. Ph: Fax: