Technology driving opportunities for customers over the North Atlantic

Transcription

1 Technology driving opportunities for customers over the North Atlantic NAV CANADA has extended its surveillance to cover a 1.3 million square kilometre portion of airspace over the North Atlantic (coverage in red). A number of recent technologies introduced in air traffic control facilities and cockpits alike are opening up opportunities for more flexible and efficient routing in the world s busiest oceanic airspace. Automatic Dependent Surveillance Broadcast (ADS-B) and-contract (ADS-C), Controller- Pilot Data Link Communications (CPDLC) and the Company s Gander Automated Air Traffic Control System Plus (GAATS+) are the systems at the forefront of new capabilities that provide for reduced separation while maintaining or increasing safety. Our controllers in Gander now have a toolkit that has significantly reduced capacity constraints and increased flexibility in oceanic airspace, says Rudy Kellar, Vice President, Operations. Saying yes to customer requests for climbs and preferred altitudes is now easier than ever. million square kilometre portion of airspace over the North Atlantic. The additional coverage, made possible through the installation of new ADS-B and VHF radio installations in Greenland, allows controllers to safely reduce separation standards for properly equipped aircraft from approximately 80 nautical miles (NM) to 10 NM initially. This gives air traffic controllers greater ability to provide aircraft with more cost-effective flight profiles, including earlier climbs to fuel-efficient altitudes. With this additional coverage, an intercontinental flight could go through approximately 3,300 kilometres of ADS-B coverage, notes Kellar. This represents a significant improvement in service for our customers the airlines and aircraft operators with economic as well as environmental benefits SPRING 2012 Volume 6, Issue 3 Technology driving efficiency over the NAT President s Point of View Report outlines 20M metric tons of GHG emissions reductions NAV CANADA releases ANS Plan CPDLC begins in domestic airspace What s In My Database? Flight service stations going high tech Website helps customers benefit from new technologies and procedures Positive control A big part of that new flexibility came with an announcement in March that NAV CANADA had extended its surveillance to cover a 1.3 According to the recently released CIFER report, ADS-B in Greenland and north-eastern Canada will save air carriers $91 million in fuel costs and result in a reduction of 239,000 metric tons of greenhouse gas emissions from project launch to The Aviators Consultation commences on new instrument procedure design policy Continued on Page 2 1

2 New technologies and procedures allow controllers to provide aircraft with more cost-effective flight profiles, including earlier climbs to fuel-efficient altitudes. Reduced Longitudinal Separation The other large piece of the efficiency puzzle is Reduced Longitudinal Seperation Minimum (RLongSM), which allows properly equipped aircraft to fly on tracks across the Atlantic with a separation of five minutes, versus the traditional 10 minutes for non-surveillance airspace. RLongSM requires aircraft to be equipped with Global Navigation Satellite System (GNSS), Automatic Dependent Surveillance Contract (ADS-C) and Controller-Pilot Data Link Communication (CPDLC). ADS-C equipped aircraft automatically provide position reports, which are fed to controller displays through the GAATS+ system. CPDLC allows controllers and pilots to communicate through short text-based messages. The expected result is an estimated $9 million in customer fuel savings, along with 24,000 metric tons of emissions savings between its implementation in 2011 and Extracting benefits The availability of these technologies provides customers with new opportunities to realize fuel savings and reduce their impact on the environment. To ensure that customers get the most out of their availability, NAV CANADA is looking for ways to leverage its tools and expertise to proactively encourage use. One such initiative, known as the Gander Oceanic Flight Level Initiative, or GO-FLI, Continued on Page 4 NAT Operations Forum Representatives of ANSPs and customers with an interest in North Atlantic (NAT) Operations met in Montreal on March for the second NAT Operations Forum. The meeting provided an opportunity for stakeholders to discuss the implementation and adoption of new technologies, seek agreement on trials and ensure that all parties are adopting a common approach to maximizing the safety and efficiency of operations over the NAT. Efficient and environmentally friendly initiatives are a shared priority, says Kellar. This meeting helps us build the relationships that make close coordination possible. And we can see that this approach has paid dividends already with initiatives such as ADS-B Greenland, ENGAGE trials and now GO-FLI. 2

3 President s Point of View The past few months have been a busy time at NAV CANADA. The expansion of ADS-B into oceanic airspace represented an important milestone for the company and our customers. The cover article in this edition of Direct Route explains some of the procedural changes we are now able to make given the capability that surveillance and communications in this strategically important airspace provides. Installing equipment in another country, as we did with ADS-B, was out-of-the box thinking that will deliver significant benefits. But out-of-the box thinking is something the aviation industry is used to and global coordination is now more important than ever. The release of our ANS Plan and CIFER report is both the culmination of a great deal of collaboration and an important opportunity for more. It remains a challenging time in aviation. Traffic growth is tentative but overall levels still remain below those that occurred in Fuel cost increases highlight the importance of our cumulative efforts to improve efficiency and keep costs low. This remains the focus of each of NAV CANADA s 4,800 employees. The stories in this edition of Direct Route profile some of our efforts in this regard. As always we welcome your comments on any of the stories or your thoughts on topics you would like to see in the future. John Crichton, President and CEO Efficiency initiatives to reduce aviation GHG emissions by an estimated 20 million metric tons by 2020 NAV CANADA s third Collaborative Initiatives for Emissions Reduction (CIFER) Report was released in late April. The annual report details progress in efforts to reduce aviationrelated greenhouse gas (GHG) emissions through improvements to air traffic flows. The report projects fuel and GHG emissions savings of $7 billion and 20.6 million metric tons between 1997 and 2020 from collaborative initiatives between NAV CANADA and its customers to improve flight efficiency. The report details how previous initiatives, like the expansion of the availability of Polar Routes continue to deliver significant efficiency benefits, while new initiatives are coming on stream driven by new technology in the air and on the ground, such as the expansion of ADS-B surveillance into Oceanic Airspace in the North Atlantic. The CIFER report also provides information on trials to examine the potential efficiency gains from new oceanic air traffic management procedures, and on reduced separation standards in international airspace. Looking ahead, the increased use of Performance Based Navigation, improvements in airspace utilization and the expansion of surveillance and communications will all deliver even greater benefits, helping to reduce the impact of aviation activity on the environment. The CIFER report estimates $7B worth of fuel savings between 1997 and Forecasts have been extended to 2020 to align with the ICAO resolution on voluntary goals for international aviation emissions. I am incredibly proud of the progress we continue to make together on these important issues, said John Crichton, NAV CANADA President & CEO. These initiatives are delivering real benefits every day for our customers and for the environment. View the CIFER Status Update 2012 at 3

4 Continued from Page 2 helps ensure customers access climbs on a tactical basis. Using the Request Monitor tool in GAATS+, controllers are able to tag an aircraft that was previously denied a climb due to capacity constraints. The system then automatically and continuously checks for available flight levels. As soon as the climb or preferred altitude becomes available, the system notifies the controller, who in turn notifies the pilot via the IFSS or CPDLC. This is a game changer because we are now constantly looking for that opportunity on a tactical level on behalf of the customer, says Larry Lachance, Assistant Vice President, Operational Support. As soon as a more efficient profile becomes available, and there will be more availability with RLongSM and ADS-B, we ll advise the pilot and provide a clearance. Customers encouraged to ask Despite this new level of automation, Lachance believes that collaboration will bring about the greatest benefits. The tools are in place and we re committed to getting you on the most efficient profile, says Lachance. So if you need a climb just ask. It s very likely you will get it. The efficiency toolkit Automatic Dependent Surveillance Broadcast (ADS-B) New ADS-B and VHF radio installations in North Eastern Canada and in Greenland, bring radar-like surveillance and enable reduced separation standards for properly equipped aircraft operating in this airspace. Automatic Dependent Surveillance Contract (ADS-C) ADS-C equipped aircraft provide controllers with regular position reports, improving situational awareness and creating new opportunities for efficiencies. Controller-Pilot Data Link Communications (CPDLC) CPDLC allows controllers and pilots to The second NAT Operations Forum was held in Montreal on March communicate via short text-based messages. Combined with ADS-C, it is a key component to RLongSM. Gander Automated Air Traffic Control System Plus (GAATS+) The GAATS+ system provides air traffic controllers with a snapshot of current and planned traffic as well as available conflict-free route profiles, allowing the controller to easily identify an aircraft s preferred route and provide a clearance. GAATS+ provides surveillance capabilities through the integration of radar feeds from Canada s North Warning System in northeastern Canada and Greenland-based Automatic Dependent Surveillance Broadcast feeds. NAV CANADA releases Charting The Future: The Air Navigation System Plan In early May, NAV CANADA released the ANS Plan This document articulates our focus for future ANS system development and is intended to generate collaborative discussion among customers, employees and stakeholders, with the goal of choosing the most beneficial path to the ANS of the future in the following areas: Performance Based Navigation the transition from sensor-based to performance-based navigation; Communications the shift towards data link as a key communications method as well as ongoing improvements in the use of analog and digital Very High Frequency (VHF) voice communications; Surveillance the family of technologies used for surveillance, including Automatic Dependent Surveillance-Broadcast (ADS-B), primary and secondary radar, Airport Surface Detection Equipment (ASDE) using Multilateration (MLAT) and video; 4 Air Traffic Management the integrated and efficient management of air traffic and airspace; Aeronautical Information Management the management of aeronautical information through the use of high quality electronic aeronautical data; and Aviation Weather the improved distribution of quality aviation weather reports and forecasts to the aviation community. The ANS Plan is the operational business plan for our organization, said John Crichton, President and CEO. It sends a clear signal to the industry with whom we consult on these matters on a consistent basis on the direction NAV CANADA is taking with respect to the future development of the ANS. We recognize that the ANS Plan does not exist in a vacuum. The document, and its contents, are closely linked to global harmonization activities of the International Civil Aviation Organization (ICAO). ICAO has identified various improvements (organized under what are called block upgrades ) that can be implemented globally to enhance ATM system performance. This plan was developed with the support and collaboration of employees, customers and stakeholders. Their work is reflected in the variety of initiatives in its pages says Crichton. The ANS Plan is available at under Publications.

5 CPDLC begins in domestic airspace On December 16, Montreal ACC successfully asked for and received an AFN Log On for CPDLC from an airborne aircraft. On December 16 at 2:27 p.m., Montreal ACC successfully asked for and received an AFN Log On for Controller Pilot Data Link Communications (CPDLC) from an airborne aircraft. CPDLC is a means of direct electronic communication between controller and pilot using data link instead of voice. CPDLC communications can include altitude and speed clearances, change requests, or any related ATS information. This marked the first time CPDLC service had been used on the CAATS platform in Canadian domestic airspace. (It has been used in the Oceanic Specialty of the Gander ACC for the past 10 years.) The flight, DLH442 (Lufthansa) was en route from Frankfurt to Detroit, cruising at flight level 380 and under radar surveillance in the ACC s North Specialty. At the time, it was in the Chibougamau (MT) sector. Nineteen seconds after the controller issued the request, DLH422 logged on to Montreal ACC and CAATS responded with a confirmation, followed by a connect request establishing a CPDLC contract. According to procedures, the controller ends CPDLC service with the flight prior to handoff. Therefore at 2:52 p.m., the controller initiated the end of service by using the CPDLC dialogue panel. The disconnect request was successful and the fight logged off and transferred to the Aylmer Sector. This verified the correct operation between CAATS and the NAV CANADA gateway (something like a firewall that connects CAATS to the satellite provider) for the initial log on, connect request and contract establishment, as well as the normal conclusion of CPDLC service, explained Pedro Vicente, Manager, CAATS Implementation at the Ottawa Technical Systems Centre. A subsequent test confirmed that a dialogue could be completed between controllers and a flight in the air, using CPDLC. The flight was United Airlines UAL89 en route from Newark to Beijing cruising at fight level 320 and under radar surveillance in the North Specialty. Gilles Burns, ACC Supervisor, coordinated with the controller in the Breevort Sector for control of the flight, advising that the ACC was performing a CPDLC test to uplink a frequency change message to the flight and ask the flight to respond with an acknowledgement. At 20:29:55 CAATS automatically sent a Next Data Authority message to the flight, which notifies the aircraft s avionics of the next ACC to have control of the flight. Approximately nine minutes later, just prior to transferring the flight to Edmonton ACC, the controller sent an uplink message requesting the flight contact CZEG on frequency The pilot responded that he had received this message. Two minutes later Gilles Burns asked the flight if it would downlink a response to this message using CPDLC. The flight sent a downlink message WILCO thus confirming that the communications work in both directions. Efficiency and safety gains There are efficiency and safety gains with CPDLC service, says Bill Crawley, Director, ATS System Integration. The flight does not have to be on the frequency as often and because there is no read-back/hear-back, there is less chance of pilot-controller communication error. Another benefit is that, in Canadian northern airspace, most of the remote VHF frequencies don t offer coverage redundancy in the event of a failure. CPDLC then covers for frequency outages or maintenance, allowing controllers and pilots to stay in contact. This helps to improve flight safety. We spent several years doing the baseline implementation of CAATS. CPDLC is our first major functionality enhancement, Bill notes. Montreal ACC was the logical choice for the inaugural implementation of CPDLC service in domestic airspace because its airspace is contiguous with Gander FIR, and the flights coming off the North Atlantic would already be under CPDLC, Crawley explains. Continued on Page 6 5

6 CPDLC service expands to Edmonton ACC On January 30, NAV CANADA expanded CPDLC service into the Edmonton ACC with the aim of benefiting flights on the North Atlantic routes transiting from Gander and Reykjavik as well as the Polar Route flights that transit from Montreal FIR airspace into the Edmonton FIR. This means that flights are now receiving this new service in approximately two thirds of Canadian domestic airspace. An added challenge with the Edmonton deployment was that the ACC uses a form of data link called Central Automatic Dependent Surveillance (CADS), which had to be integrated with the data link for CPDLC. More functionality to come For now, there is a limited number of communications that controllers can perform on the CPDLC interface, but over time there will be a greater use of text as compared to voice communications, says Bill Crawley. It s a phased approach, similar to what we put into the Oceanic airspace 10 years ago. CPDLC display panel in the cockpit. Initially in domestic airspace, we are introducing a ratio of 10 per cent CPDLC to 90 per cent voice, but the percentage of CPDLC communications will be ramped up over time. What s next? NAV CANADA is now looking to extend CPDLC service into Gander ACC (beyond the Oceanic specialty) and perhaps Moncton and Winnipeg ACC this year. One of the new functions almost completed development is automated altitude and speed changes. With this function, when a controller updates an altitude or a speed in CAATS, an instruction to climb or descend, or an instruction to maintain a specified speed would be automatically sent to the flight via CPDLC. What s In My Database? By Anthony MacKay, Manager, Flight Operations, NAV CANADA Edited by Doug Litzinger, Q400 Technical Pilot, Horizon Air Note: This article is part of a new recurring feature called Pilot s Corner by NAV CANADA s Manager of Flight Operations Anthony MacKay. As the airspace in Canada continues to move to a Performance Based Navigation (PBN) standard with the expanding use of RNAV, understanding what is available in the GPS or FMS database is more important than ever. In the past, the navigation aid on the ground was the critical element, combined with the aircraft s navigation receiver. Now, with the use of GPS and FMS, the navigation database is critical. The problem is that not all navigation databases are created equal. NAV CANADA Flight Operations conducts validation flights on instrument procedures to ensure accuracy, fly-ability and correctness, whether they are based on ground-based navaids, or FMS/GPS (RNAV). For FMS/GPS procedures, special attention is given to the navigation database to ensure that the procedure is correctly coded. New IFR procedures are tested and validated using the same end-to-end process used for any new procedure. Once the flight check confirms the procedure, it can be processed for publication in the Canada Air Pilot (CAP), as well as inclusion in the public FMS/GPS navigation database via AIRAC. Limited flight data in your FMS While we flight check all procedures using the latest and newest flight management systems, your system may not have all of the available procedures published in the CAP or RCAP. Depending on the age of your system, the software level or even a database size limitation set by the manufacturer, your FMS/GPS may only have a certain selection of procedures. Some FMS manufactures charge for the database based on the number of procedures included. So, in an effort to limit cost, someone in your company may have decided to limit what you receive when your database contract was established. Your database may also be limited by aircraft type, operational capabilities, approved approach types and crew training. There is little point in buying 6 Continued on Page 7

7 data for gravel runways when your aircraft type is not approved for gravel operations. Likewise, there is little point in having circling-only approaches included in your database when your crews are not trained for circling procedures. Figure 2 Many large air carriers filter out approach types they no longer train for such as NDB approaches, Localizer Back-Course approaches and circling-only approaches. FMS/GPS and approach compatibility As an aircraft operator, once you have selected from the list of options provided by your FMS/GPS system manufacturer, you have to determine if your FMS/GPS system is capable of flying all twenty-three ARINC 424 procedural leg types. Some earlier FMS/ GPS models cannot fly AF leg types or RF leg types (see figures 1 and 2) and as a result, procedures containing those leg types will not be included in your database. Figure 1 ARINC 424 AF Leg Type (Between XOSDO XIDEV and XUDPI XIDEV) ARINC 424 RF Leg Type (Between MUSUE - WETOL) There are other reasons an approach might not be included in a database that are often not well understood. For example, Kelowna has an arc (between TOSUS and WTMAN) that looks like it should be coded as an AF leg, but it isn t (see figure 3). Under ARINC 424 coding rules, an ARC or AF leg can only be coded using a VOR/DME combination. In the case of the TOSUS WTMAN arc transition, the ARC is based on NDB/DME combination which is not allowed. This is a case where past design procedures and policy is not compatible with GPS/FMS operational coding requirements. Additionally, some conventional instrument approach procedures may not be included in your database due to ARINC 424 leg type coding rules. In the case of Clyde River, NU, the leg type required for the missed approach is a CF or Course-to-Fix leg (see figure 4). As the ARINC 424 coding rules require a VOR/DME to be within 40 NM to allow for the use of this leg type, and a VOR/DME does not exist within 40 NM of this airport, the missed approach cannot be coded so the entire procedure will not be included in your database. As instrument procedures are reviewed and redesigned, consideration of ARINC 424 coding rules are evaluated and applied where possible in order to allow the conventional procedure to be coded. Another major issue relates to airports that have two approaches of the same type but with different names. Kelowna is a great example as it has the ILS/DME 1 in the CAP and the ILS/DME 2 in the RCAP. As many of the legacy FMS/GPS systems cannot handle multiple approach path indicator names, the manufacturer will normally choose to include only the CAP, or Public procedure. If you decide that you would prefer the ILS/DME 2 (RCAP) procedure to be included in your database, you can contact your database Continued on Page 8 7

8 Figure 3 supplier to have it switched, normally for a fee. NAV CANADA distributes via AIRAC all instrument procedures. The database warehouses code all procedures that we provide into their master navigation database. Then, the FMS/GPS manufactures purchase that data from the database warehouses to sell to you, the end user. It is important to remember that manufactures only include the data for your subscription that your FMS/GPS is capable and certified to fly, and that you have requested to be included in your database. Database management is critical to the safe transition to a PBN operating environment. As an aircraft operator you should establish a solid relationship with your FMS/GPS manufacturer and database supplier to fully understand the capabilities of their system and your subscription choices. Anthony is former Chief Pilot at Jazz and Air Nova. He now manages NAV CANADA s flight inspection unit. Figure 4 Resolving database issues If you find a database problem, or have questions about why a certain procedure is not in your database: Contact your FMS/GPS manufacturer/database supplier. They can normally advise you quickly as to whether the issue is related to your selected subscription, FMS/GPS capability, coding error or source navigation data problem. If it is a coding error, the manufacturer will contact the database warehouse that supplied them with the data to see if the error can be corrected, and likely a Database Alert will be issued by either the database warehouse and/or the FMS/GPS manufacturer. If it is a source navigation data error, the database warehouse will contact us to advise us of the potential error. In this case you will likely see a Database Alert issued by either the database warehouse or the FMS/GPS manufacturer as well as a NOTAM. 8

9 Flight service stations going high tech NAV CANADA is in the process of installing advanced NAVCANsuite technologies in all of its flight service stations. The project will see technologies, such as NAV CANADA s electronic flight strip system (NAVCANstrips) and auxiliary radar display (NAVCANsitu), upgraded or introduced across the country as appropriate. Flight service specialists will soon be using some of our most advanced and proven technologies, enhancing situational awareness and improving safety, says Trevor Johnson, Assistant Vice President, Service Delivery. The NAVCANstrips display will be adapted to recall METAR, SIGMET, AIRMET, PIREP and TAF information using NAVCANinfo components, and will provide access to full NOTAM capabilities. Good timing, cost effective approach The project fits with the NAV CANADA objective to deliver service improvements in a cost-effective manner and is consistent with the company s approach of avoiding duplicate development by using proven technology which can be implemented in a variety of operating environments. enhancements that NAV CANADA employees have developed in other areas. Numerous benefits There are multiple performance and cost benefits related to the project. The technology helps reinforce runway incursion prevention efforts, by providing enhanced decision support tools to specialists delivering advisory services to pilots, says Johnson. Using a common platform will increase interoperability and the efficiency of information exchange between sites, reducing the need for verbal communications in some instances. Employing standard software and hardware also reduces costs related to maintaining spares and related logistical costs, such as training for technical operations staff. There are also savings related to telecommunications as a result of reduced requirements for serial connections for a common platform. Significant undertaking The project will be completed over three years and is expected to be completed by summer Before and after of a flight service console at Val D Or. New 24 monitors are added for NAVCANstrips and NAVCANsitu. NAVCANsuite will be configured for each FSS. There will be variations on how the package is delivered, dependant on the specific needs of each unit. Some locations might already be benefitting from the underlying integrated system and some of its add-on components, while others will see a more complete overhaul of both hardware and software. NAV CANADA s goal is to give all FSS the same baseline platform, then add on those suite components that the station requires. The NAVCANsuite integrated information display system will replace the aging Multipurpose Information Display System (MIDS) that was used for flight data management, weather input/recall and managing NOTAMs. A number of flight service stations were in line for life-cycle replacement overhauls, with some underlying systems more than 30 years old, says Johnson. This gives us an opportunity to not only ensure that capabilities are maintained but to bring in In terms of the number of sites affected, this is one of the company s largest improvement projects, says Johnson. It s also a great example of how the company is leveraging its in-house expertise in Operations and Engineering to deliver value to customers. FUN FACT: Did you know that there are 1525 aerodromes listed in the Canada Flight Supplement? 9

10 Website helps customers get on board with new ANS technologies and procedures NAV CANADA recently launched a new website OnBoard to offer information on NAV CANADA procedure and technology improvements to a wide audience of customers and other stakeholders. It provides a focus for collaboration and communication in two key result areas safety and service. The site also provides supplementary information to help customers get the most out of procedure and technology improvements such as the Windsor-Toronto- Montreal (WTM) Airspace Redesign, Multilateration, ADS-B and changes to oceanic operations. Consultation commences on new instrument procedure design policy The new AIS level of service policy sets out the conditions and criteria under which NAV CANADA will design and maintain instrument procedures at no cost. NAV CANADA is consulting with customers and stakeholders regarding a new policy on Instrument Procedure design and maintenance. This is the first update to the Company s Level of Service Policy since the Policy was first issued in The Civil Air Navigation Services Commercialization Act designates NAV CANADA as the sole authority in Canada for providing aeronautical information services, under Annex 4 and 15 of the Chicago Convention. However, NAV CANADA is not the sole authority for the development and maintenance of instrument procedures that support air operations. There are a number of companies that provide this service in Canada. With the increase in equipage rates for GNSS, it is now feasible to develop instrument procedures to a wide variety of airports and demands for service are increasing, commented Chuck Montgomery, Director The difference between accessing an optimal route and altitude can be as simple as letting us know about the equipment you already have onboard, said Rudy Kellar, Vice President, Operations, in introducing the website to customers. Through this website, we want to foster a deeper understanding of those actions that can help customers tap into opportunities for new efficiencies. A prime example of that is ADS-B. If pilots or dispatchers do not properly indicate that the aircraft is ADS-B eligible in the flight plan, they won t receive the same flexible routing options from controllers at certain altitudes in ADS-B airspace. OnBoard s target audience includes commercial pilots, dispatchers and general aviation AIS, Flight Operations, and CNS Operations at NAV CANADA. The current NAV CANADA Level of Service Policy does not address the issue of Instrument Procedures. The purpose of this amendment is to deal with this deficiency and provide clarity to customers and stakeholders, including private design firms. The policy sets out the conditions and criteria under which NAV CANADA will design and maintain instrument procedures at no cost. For those sites that do not qualify under the proposed policy, the airport authority, or another stakeholder has the option to contract for the design and maintenance of existing or new procedures. If contracts are not arranged, existing procedures will remain in CAP or RCAP until the next cyclical review at which time they will be removed from the inventory. We believe it is important to define our level of service to provide clarity for all parties, said Montgomery. We are interested in receiving input on whether the draft policy strikes the right balance. The draft policy can be accessed at Consultation on the draft policy will be led by Marcel Pinon, Manager, Level of Service and Aeronautical Studies. Comments can be made by sending an directly to pinonm@navcanada.ca by August 31, customers, but also key influencers of procedures at major airlines such as chief pilots. These people are well placed to provide information to airline employees and encourage adoption of new procedures. The website, which was launched in January, has been received positively by customers. OnBoard is also expected to grow and change over time as new projects are added. Our purpose is to promote a collaborative approach to safety and service, says Kellar. We invite feedback from customers to help us evolve the site and it s content to make sure customers get the information they need, beyond traditional operational channels. Visit to see what projects are being featured. The popular television series The Aviators has done three features on NAV CANADA air traffic services operations. Recent episodes have featured the Toronto Control Tower, the Toronto ACC and the London Flight Information Centre. This weekly show highlights several aspects of the aviation industry and profiles the interesting people who are part of this industry. From the latest aircraft, to the newest technology and even the best fly-in destinations there is something for every aviation enthusiast. Kurtis Arnold, a NAV CANADA employee and an air traffic controller at the Toronto ACC is a staff correspondent on the series. The videos are available on ca in the Newsroom under In the news. To subscribe to Direct Route, send an to: directroute@navcanada.ca 10