French DSNA approach to CNS rationalization & evolution

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1 French DSNA approach to CNS rationalization & evolution Jean-Marc LOSCOS Senior expert on European Programs DSNA Toulouse

2 CONTEXT: EUROPEAN ATM MASTER PLAN 2015 AND SINGLE EUROPEAN SKY (SES) The Single European Sky is fostering changes to the aviation infrastructure including moving towards rationalisation, cost reduction and more efficiency. CNS rationalisation = Essential Operational Change of the European ATM Master Plan (edition 2015) CNS rationalisation will lead to network optimisation, following the implementation of new functionalities and/or technologies that support higher performance and efficiency (in terms of cost, spectrum, etc.). Impact assessments will be made as soon as the new technologies are mature so that old technologies and systems can be replaced/restructured. Performance: Cost efficiency gains are expected due to the rationalisation of the existing infrastructures. Military infrastructure and systems can also contribute to CNS rationalisation, leading to a more resilient and seamless European ATM Network and introducing economies of scale. How does it apply to COM, NAV and SUR? How did DSNA adapt the top down approach to its national situation? 2

3 Communication Example of data link implementation 3

4 COMMUNICATION ROADMAP DATA LINK REQUIREMENTS ANSP 02/ AIRSPACE USERS 02/2020 European internal discussion are on going in order to design the future infrastructure that should be able to handle traffic growth expected by 2022/2025. How did DSNA adapt the top down approach to its national situation? 4

5 DSNA S STRATEGY FOR DLS DEPLOYMENT In order to comply with the EC Commission Regulation laying down requirements for CPDLC services provision, DSNA decided to breakdown the deployment into 2 main steps: IOC (Initial Operational Capability): provision of 3 DLS from FL 195 to ILL DLIC, AMC and ACM FOC (Full Operational Capability): addition of ACL service for full compliance with IR Submitted to commissioning of new ATM system providing electronic environment 5

6 CURRENT SITUATION AND ROADMAP DLS provision to SITA equipped aircraft September 2015 : IOC in Brest and Bordeaux May 2016 : IOC in the entire French airspace from FL 195 to ILL to ARINC equipped aircraft August 2017 : IOC in whole French airspace from FL195 to ILL August 2017: DLS IOC provision to all aircraft 6 6

7 Navigation PBN procedures on GNSS Approach & Landing procedure implementation 7

8 ICAO STRATEGY FOR NAVAIDS (A10-VOL.1) INCLUDING APPROACH AND LANDING (ICAO NSP 2016) NDB related considerations NDBs used to support SID/STAR should be replaced by RNAV waypoints; NDBs used as locators to assist in ILS intercept operations should be replaced by RNAV waypoints; NDBs used as a non-precision approach aid should be withdrawn VOR related considerations VOR facilities should be withdrawn in the context of an overall PBN plan. [ ] However, VORs may be retained to serve [ ] as a reversionary navigation capability [ ] to provide navigation, cross-checking and situational awareness, especially for terminal area operations Minimum Operational Network to be established by States and/or Regions ILS evolution to SBAS/GBAS towards a 3D approaches network SBAS (EGNOS in Europe) satisfies the requirements for Cat I approach procedures GBAS is expected to initially complement and later on possibly replace ILS where operationally required and economically beneficial. 8

9 NAVIGATION ROADMAP (ATM MP 2015) PBN requirements 9

10 APPROACH & LANDING PROCEDURES Conventional approaches We have implemented ILS Cat III precision approaches, We are leading the rationalization of ILS Cat I, while transitioning to PBN Cat I Flying VOR and NDB Non Precision is no more required (pending user RNP APCH equipment) Basic PBN approaches By 2016, all target IFR runways (197 QFU) in our plan have at least 2D PBN minima By 2018, all target IFR runways (220 QFU) in our plan have 3D minima where practically possible Transition to PBN Cat I also started GBAS Cat I approaches Implemented in Toulouse (Airbus use only) GBAS Cat III approaches Strong involvement in SESAR & ICAO R&D Finalization of a GBAS Cat III at Paris CDG study - Exploration of a scenario for selected European airports for

11 CONVENTIONAL NAVIGATION SYSTEMS Instrument Landing System (ILS) 23 owned ILS Cat III 98 owned ILS Cat I, down to 49 owned ILS VHF Omni Range (VOR) France: 96 VOR Minimal Operating Network studies launched in 2017 Decommissioning potential up to 60% (SESAR study) Non Directional Beacon (NDB) France: 104 NDB Minimal Operating Network studies launched in 2017 Decommissioning potential up to 90% (SESAR study) 11

12 REPLACEMENT OF ILS CAT I BY GNSS APPROACHES DSNA s ILS network in 2014: with some ILS taken over by airport operators) DSNA s minimum ILS network (with some ILS taken over by airport operators) 12 12

13 APPROACH AND LANDING OPERATIONS Cat I level of performance is ideal for most airports Should be the target for PBN procedures and avionics in the future Near Cat I (e.g. APV I ) is also fine Rationalizing ILS «quite easy» Usefulness depends of course of the density of the initial network Requires early and significant consultation process with airports and users Availability of SBAS Cat I signal is a key asset to maintain equivalent accessibility GBAS Cat I not helpful due to ground stations cost and lack of avionics for this type of airport user Other navaids (VOR, NDB) rationalisation to be started Counter intuitive, but rationalization seems more difficult than ILS VOR and NDB used outside of the A&L domain, and may also be used by non IFR users Decommissioning safety studies will require more interactions 13 13

14 Surveillance European implementing rule of Mode S Elementary Surveillance & Enhanced Surveillance (ELS&EHS) 14

15 DSNA MODERNISATION PROGRAM DSNA implemented in the 1990s SSR Monopulse stations which have been upgraded to SSR Mode S (except Corsica station). Elementary Surveillance (using capability report, aircraft identification and ACAS information) Now DSNA has upgraded the RDPS to take advantage of DAPs via Enhanced Surveillance Programme all over Europe core area (aircraft >FL285) (using also velocity, selected altitude, roll angle). DSNA is also sharing surveillance data with neighbours with overlap coverage. ADS-B/WAM implementation are underway for overseas territories (and possibly for Nice TMA). 15

16 CNS RATIONALISATION SURVEILLANCE Current radar infrastructure 25 SSR (24 Mode S) + A lot of exchanges with neighbours 16

17 Conclusions Europe is taking steps towards the modernisation of C, N, S infrastructures which can improve not only the cost effectiveness but also the spectrum utilisation as well as providing new or more services. DSNA has already achieved some important steps towards rationalisation of the C, N and S infrastructure in particular for national coverage (ILS = minimum network, SSR Mode S instead of SSR mode A/C) while providing a better service to airspace users (LPV at more airports, radar vectoring and reduced separation minima) DSNA is willing to go further in multinational coordination including military authorities to achieve more efficient infrastructure e.g., for VORs and for DMEs.

18 Questions? 18

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