Many thanks to our host

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2 Many thanks to our host

3 Using the PBN Approach Norma Campos Operations Research Analyst FAA ATO

4 2012 CANSO Caribbean and Latin America Conference: Using the Performance Based Approach (PBA) Speakers: Jurandyr de Souza Fonseca (ANS Performance Analyst / Consultant, Brazil s DECEA) John Gulding (Manager, Forecast Analysis, FAA ATO) Moderator: Norma V. Campos-Delory (Operations Research Analyst, FAA ATO) Date: September 26, 2012

5 What is the Performance Based Approach? ICAO Document 9883 PBA is a decision-making method based on three principles: Strong focus on desired / required results Informed decision-making driven by those desired / required results Reliance on facts and data for decision-making PBA is part of the transition towards a performance-based global air navigation system (ANS) as envisaged in: If you cannot measure it, you cannot manage it!

6 What are the advantages of PBA? Results-oriented. Customer focus and accountability Transparency in policy-making by stating goals in terms of outcomes rather than solutions Optimize resource allocation and allows for greater flexibility and cost-effectiveness in solutions adopted Rigorous quantitative and qualitative methods replace decisions based on anecdotal evidence Improves predictability of benefits

7 How can PBA be used? Management and Planning Activities Policy-making Regulation Transition planning and system changes System design and validation Economic and operational management System optimization Operational management Areas of Application Safety, security, environment Economic performance of airspace users, airports, and ANSPs Operational performance of flight operations, airport operations, and ANSP services Human resources Performance of technical systems within the air navigation system

8 The Performance Management Process 1. Define / review scope, context and general ambitions and expectations Performance monitoring and review 6. Assess achievement of objectives Detailed implementation plan 5. Implement solutions Performance Gap Analysis Strengths Weaknesses 2. Identify opportunities, issues, and set performance objectives (specific improvements) Opportunities Measurable Threats Achievable 3. Quantify objectives through Key Performance Indicators (KPIs) Relevant Time-Bound 4. Select solutions to exploit opportunities and resolve issues

9 Key Performance Areas (KPAs) Access and Equity Capacity Cost Effectiveness Efficiency Environment Flexibility Global Interoperability Security Participation by the ATM Community Safety Predictability Identified on Appendix D of the ICAO Global Air Traffic Management Operational Concept (Doc 9854) Many of KPAs are mutually interdependent. Performance trade-offs of objectives and targets to reach a balanced outcome

10 What do we need to implement PBA? Commitment and buy-in from senior management Agreement on performance objectives and targets Organization of process, roles, and responsibilities Proper allocation of resources Data collection, processing, storage, and reporting Coordination to ensure an agreed vision of the expected results, accountability, and use of compatible approaches Management of cost implications associated with PBA What are the major challenges for your organization? What are the major challenges for the LAC region?

11 Some questions for the audience Do you think s PBA a valid tool for ANS planning? If so, what areas would profit the most from adopting the PBA framework? Does your organization already use PBA principles in its decision-making process, if so, what concepts and practices? Does your organization have any formally documented PBAbased process? Do you think it to be profitable to develop them? Does your organization have a process for producing, analyzing, and reporting KPIs? What challenges has your organization faced while implementing PBA OR developing its performance monitoring tools?

12 Using the PBN Approach John Gulding Manager, Forecast Analysis FAA ATO

13 FAA and the Federal Aviation Administration Performance Based Approach LATCAR 2012 Buenos Aires Argentina By: Date: John Gulding, FAA September 26, 2012

14 FAA Organization Office of the Administrator & Deputy Administrator 46,539 Employees FAA Lines of Business Air Traffic Organization 35,384 Employees Aviation Safety Commercial Space Transportation Airports Human Resource Management FAA Staff Offices Policy, International Affairs & Environment Government & Industry Affairs Security & Hazardous Materials Communications NextGen Chief Counsel Civil Rights Finance and Management Audit and Evaluation FAA and the Performance Based Approach September 26, 2012 Federal Aviation Administration 14

15 PBA Requirements ICAO Guidance (Doc 9883) 1. Define policy in terms of performance objectives 2. Make objectives measurable by defining appropriate indicators 3. Develop the data and methodologies necessary to calculate the indicators 4. Have the expertise to maintain data quality and to assess the link between indicator trends and management actions. Challenges Making objectives measurable Outcomes or enablers Hard to quantify all activities Inter-dependencies outside ATM: flight schedules, airport capacity, weather Data integrity, large scale processing Maintaining core expertise: can take time to build up core analysis capability FAA and the Performance Based Approach September 26, 2012 Federal Aviation Administration 15

16 PBA Process ICAO Guidance (Doc 9883) 1. Define/review general ambitions and expectations 2. Identify opportunities, issues and set performance objectives 3. Quantify objectives through Key Performance Indicators (KPIs) 4. Select solutions to exploit opportunities and resolve issues 5. Implement Solutions 6. Assess achievement of objectives FAA Practice Destination 2025 Metrics that drive strategic goals FAA FY2012 Portfolio of Goals Metrics that drive tactical approach and accountability FAA FY2012 Business Plans One business plan for each line of business and staff offices OSI Goals Scorecard Performance based compensation FAA and the Performance Based Approach September 26, 2012 Federal Aviation Administration 16

17 FAA Strategic Plan (Aspirations) Move to the Next Level of Safety Deliver Aviation Access through Innovation Create the Workplace of Choice Improve Global Performance through Collaboration Sustain Our Future FAA and the Performance Based Approach September 26, 2012 Federal Aviation Administration 17

18 Access through Innovation - Metrics Optimize airspace and Performance Based Navigation (PBN) procedures to improve efficiency an average of 10 percent across core airports by 2018 Improve flight predictability by reducing variances in flying time between core airports based on a 2012 baseline Increase throughput at core airports by 12 percent to reduce delays by 27 percent using a 2009 operations baseline Improve throughput at core airports during adverse weather by 14 percent by 2018 Achieve a 5 percent reduction in average taxi-time at Core airports FAA and the Performance Based Approach September 26, 2012 Federal Aviation Administration 18

19 FAA Tactical Goals for 2012 For each metric used to track an aspirational goal: Metric Description and Target Specific Metric Calculation Definition Data Sources used for Metric FAA and Public Benefit of Metric External Inter-Dependencies FAA and the Performance Based Approach September 26, 2012 Federal Aviation Administration 19

20 12 OSI Performance Metric Categories The Organizational Success Increase (OSI) includes 30 target measures 10 Performance Areas FAA Organizations

21 FAA Data Sources for Performance Flight Trajectory Data Position Data, Flight Plan Airline Reported Performance Key Surface Event Times, Delay Cause Codes FAA Data Capacity values, ATM reported Delay Weather Data FAA and the Performance Based Approach September 26, 2012 Federal Aviation Administration 21

22 Performance Based Approach in the ATO ATO s metrics were redesigned in 2012 to apply to four key areas: safety, efficiency, cost effectiveness and community Track metrics that identify our highest priorities and that can change operational behavior through management actions. ATO Efficiency Metrics Adjusted Operational Availability NAS Equipment Impact Terminal Arrival Efficiency Rate (TAER) Average Daily Capacity (ADC) ATO Efficiency Metrics Under Development Airport Actual Arrivals and Departures (AAAD) Filed versus Flown En-Route Distance (FFED) FAA and the Performance Based Approach September 26, 2012 Federal Aviation Administration 22

23 Equipment Impact & Operational Availability Availability - percentage of hours where equipment is available with respect to maximum facility/service hours Target: 99.70%, Outcome: 99.78% Equipment impact - failure or outage which causes reduced capacity at the facility (airport or en-route) Number of FAA equipment related delays per 100,000 operations Target: 3.0, Outcome: Adjusted Operational Availability for Core Airports - FY ATL BOS BWI CLT DCA DEN DFW DTW EWR FLL HNL IAD IAH JFK LAS LAX LGA MCO MDW MEM MIA MSP ORD PHL PHX SAN SEA SFO SLC TPA FAA and the Performance Based Approach September 26, 2012 Federal Aviation Administration 23

24 Terminal Arrival Efficiency Rate (TAER) Unimpeded Trajectory TAER ETA Arrival Fix x Actual Trajectory 40 nmi The TAER measures the extent to which the airport facility handles the number of arrivals (demand) they indicated they could accommodate (capacity) Requires a method for estimating demand. Requires an arrival capacity value for the airport Arrival Airport 100 nmi Capacity value may change based on weather or other conditions TAER Targets are facility specific FAA and the Performance Based Approach September 26, 2012 Federal Aviation Administration 24

25 CLT 21-JAN :45-19: excess min, 80 th percentile FAA and the Performance Based Approach September 26, 2012 Federal Aviation Administration 25

26 CLT 23-APR :00-14: excess min, 80 th percentile FAA and the Performance Based Approach September 26, 2012 Federal Aviation Administration 26

27 Average Daily Capacity (ADC) Sum of the number of flights the facilities plan as capability for landings and take-offs in a month, divided by the number of days in the month This is a dynamic measure that changes during the day based on factors such as weather and runway availability. The ADC and the TAER are designed to work together ADC metric provides incentive to declare a high capacity FAA and the Performance Based Approach September 26, 2012 Federal Aviation Administration 27

28 Terminal Services (TAER) Core Airports Insight: Variation from FY12 TAER Targets FAA and the Performance Based Approach September 26, 2012 Federal Aviation Administration 28

29 Management Actions Tracking metrics improves overall understanding of NAS performance NAS Equipment Availability Assess Failure and Repair Rates of Equipment Improve Training/Education Terminal Arrival Efficiency Rate Educate on opportunities to improve performance Prioritize areas for improvement Acknowledge/reward operational excellence FAA and the Performance Based Approach September 26, 2012 Federal Aviation Administration 29

30 Flight Efficiency Indications Under Development # Flts Avg. Direct (D) Avg. Flt Plan (FP) A-D Avg. A-FP Avg. 5, FAA and the Performance Based Approach September 26, 2012 Federal Aviation Administration (A-D)/ D (A-FP)/ FP % 0.13%

31 For Further Information CANSO Operations Standing Committee Reviews current practice on assessing operational performance David Maynard Gabor Nemes Doug Stoll FAA Continuing Outreach through CANSO, ICAO and bi-lateral agreements John Gulding Norma Campos FAA and the Performance Based Approach September 26, 2012 Federal Aviation Administration 31

32 Terminal Services (ADC) Core Airports - Average Daily Capacity (ADC) Core Airports Insight: Variation from FY12 ADC Targets FAA and the Performance Based Approach September 26, 2012 Federal Aviation Administration 32 Average Daily Capacity Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep FYTD Target FY12 FY11 Quarterly Target FYTD FY12 Target MCO BWI DCA EWR DEN PHX MIA SAN MDW LAX LAS SFO DFW PHL FLL SEA JFK BOS SLC ORD MSP CLT LGA TPA IAH MEM DTW IAD ATL HNL

33 Using the PBN Approach Jurandyr Fonseca ANS Performance Analyst DECEA

34 Performance-Based Approach in the Brazilian Department of Airspace Control Jurandyr de Souza Fonseca ANS Performance Analyst

35 The Brazilian Department of Airspace Control DECEA is the central agency of the Brazilian-Airspace Control- System (SISCEAB), which integrates all resources to exercise airspace control, provide civilian ANS and Brazilian Airspace Control System Airspace Control DECEA Central Agency DECEA s Organizations Other ANSPs Air Navigation Services support military and air defense operations in Brazil s sovereign (Continental) and jurisdictional (Atlantic) airspace. Military Air Operations Brazilian Aerospace Defense System

36 DECEA (cont.) It regulates ANS in Brazil, as well as plans, coordinates and supervises its country-wide development.

37 DECEA (cont.) By means of its organizations, it is the country s largest ANSP.

38 Use of PBA in DECEA DECEA follows the three PBA principles. Its main performance drivers are: airspace control, air defense and national integration needs, and air traffic growth prediction and resulting demand. It prioritizes Safety, Access and Equity, Flight Efficiency, Capacity, Global Interoperability, Security and Environment KPAs. It methodically invests to retain its capacity to meet user demand for ANS, improve performance levels and keep up with advancements in CNS/ATM technology.

39 PBA in DECEA (cont.) Performance expectations and objectives are stated in several documents. Brazil s Multiannual Plan Promote the safe and efficient movement of civil and military air traffic in the airspace under the jurisdiction of Brazil [...] expand capabilities of air defense, airspace control, flight safety [...] comply with its international commitments. Command of Aeronautics Policy for the Control of Brazilian Airspace, Jan (restricted). Airspace Control System Development Plan, Oct

40 PBA in DECEA (cont.) Performance objectives for the Brazilian Airspace Control System: Ensure the safety of air traffic without compromising the fulfillment of civil and military operations [...] [...] accomplish greater fluidity, regularity and economy to air traffic in the area of responsibility of Brazil. [...] Achieve excellence in the formation and training of personnel [...] as well as their allocation according to the organizational needs and individual training [...] [...] ensure adequate logistics support to existing equipment and systems, by means of the continuous improvement of [...] processes; and [...] actions to raise the technical level of maintenance professionals.

41 PBA in DECEA (cont.) Operational Improvement National ATM Operational Concept, Dec National ATM Implementation Performance Objectives Indicators & Supporting Metrics Plan, Apr Elementary Changes

42 Advancement of PBA in DECEA Increased interaction with the ATM Community, including high-level, Decision Group meetings for performance assessment and review, as well as for evolving the National ATM Implementation Plan. Deployment and ongoing improvement of a high-level, core performance data base (Performance Indicators Management System). Current effort on operations performance data (e.g. air traffic, safety, MET, SAR, ATCO). Expected leap in data availability from new automated systems (AIS, ATC, ATFM and Logistics).

43 External Data ETL Performance Indicators Management System Relational Data Bank ETL Data Warehouse Access & Publication Dashboards Reports

44 Relational Data Bank s Entity-Relationship Diagram Status on 3 Sep 2012 to DW

45 WHAT from RDB WHEN Data Warehouse s Snowflake Schema Diagram WHERE WHY HOW HOW MUCH WHO Dimensions WHO WHAT WHERE WHEN WHY Facts HOW HOW MUCH Status on 3 Sep 2012

46 WHAT KPIs and Supporting Metrics Descriptions, Properties, Analyses etc. WHY KPAs, Functions, Areas, Norms, Requirements, Orders etc. from RDB Measured, Projected and Planned (Target) Data Values. HOW HOW MUCH Year, Semester, Month, Day, Week- Day, Time Period etc. WHEN ANSPs, Organizations, ANS Facilities, Installations etc. Data Warehouse s Snowflake Schema Diagram WHERE FIR/CTA/UTA, TMA, AD, Geographical Region, Federative Unit, City, Locality etc. WHO Dimensions Facts WHO WHAT WHERE WHEN WHY HOW HOW MUCH Status on 3 Sep 2012

47 Sample Dashboard for Performance Data Output WHY WHAT WHO HOW HOW MUCH (WHERE) WHEN

48 Aeronautical Information DB BIA (to be fielded) Brazilian Institute of Geography and Statistics Reports IBGE DECEA s ERP SISPLOG (to be developed) DECEA s Annual Budgetary Plan PLANSET ANS Charges DB BIMTRA ATFM System s DB Sigma (to be fielded) ATFM Center Daily Auxiliary Air Economic s Air Traffic Situation Reports (CGNA) Routes Publication ROTAER Localitie s Performance Personnel DB (SDAD) Operational Meteorology DB OPMET MET Indicators Management System Personne l English Proficiency Exam s Reports Matériel TAF Evaluation System s Reports PCOAMET Safety SAR Matériel and Services Logistics System s DB SILOMS Semestrial Safety Indicators and Statistics Reports (ASEGCEA) IN USE PLANNED SAR Operations Reports (SDOP)

49 Aeronautical Information DB BIA (to be fielded) Auxiliary Air Routes Publication ROTAER Operational Meteorology DB OPMET Brazilian Institute of Geography and Statistics Reports IBGE Localitie s MET DECEA s ERP SISPLOG (to be developed) DECEA s Annual Budgetary Plan PLANSET Economic s Cost- Effectiveness Capacity Availability Predictability ANS Charges DB BIMTRA Air Traffic Efficiency Productivity Personne l Global Interoperability ATFM System s DB Sigma (to be fielded) ATFM Center Daily Situation Reports (CGNA) Personnel DB (SDAD) English Proficiency Exam s Reports TAF Evaluation System s Reports PCOAMET Safety Safety SAR Quality of Service Matériel Matériel and Services Logistics System s DB SILOMS Semestrial Safety Indicators and Statistics Reports (ASEGCEA) IN USE PLANNED SAR Operations Reports (SDOP)

50 Goals Provide ANS so as to ensure that all users fly safely and efficiently Access & Equity Efficiency Safety Means By maintaining the ability to satisfy the demand Flexibility Using and making available reliable, interoperable and protected resources Capacity Predictability Availability Global Interoperability Security Personnel Matériel Rules Information Conditions Having in view the expectations and possibilities of all parties AIS MET Traffic And their need to operate in an environmentally and economically effective way. Participation by the ATM Community Environment Cost Effectiveness Productivity

51 Goals Provide ANS so as to ensure that all users fly safely and efficiently Access & Equity Efficiency Safety Means By maintaining the ability to satisfy the demand Flexibility Using and making available reliable, interoperable and protected resources Capacity Predictability Availability Global Interoperability Security Personnel Matériel Rules Information Conditions Having in view the expectations and possibilities of all parties AIS MET Traffic And their need to operate in an environmentally and economically effective way. Participation by the ATM Community Environment Cost Effectiveness Productivity

52 Sample KPIs and Supporting Metrics Safety ATS safety index (risk situations per 105 air traffic movements) nation-wide < region < airspace type Occurrences of ATS-related factor in air traffic incidents factor group < factor type flight rules other views/taxonomies... Runway incursions Aborted landings, interrupted/delayed take-offs due to runway incursions Conformity to safety inspection protocols

53 Sample Indicators and Metrics (cont.) Efficiency Average flight time between city pairs on selected routes (minutes) Quantity of flights per year between on the same routes (supporting metric) City Pair Route A > B B > A

54 Sample Indicators and Metrics (cont.) Efficiency Daily percentage of regular flights departures and arrivals with delays larger than 30 minutes in selected airports Christmas New Year s Day

55 Sample Indicators and Metrics (cont.) Availability Personnel Percentage of ATCOs in Operations proficient in English communication (ICAO s Level 4 English or higher)

56 Sample Indicators and Metrics (cont.) Availability Information Aerodrome forecast (TAF) accuracy Wind direction is difficult to predict... Other parameters not that much...

57 Sample Indicators and Metrics (cont.) Productivity Quantity of SAR Operations (supporting metric)

58 Challenges to Advance PBA Translating high-level performance objectives into binding performance targets is a daring socio-political process. Apprehension of undue/unfair accountability is not a small issue. Decision-making driven by required results is altogether different from decision-making oriented by intended results. Reliance on measured/projected data is what sets performance-based approach apart from more common objective-based approaches. Risk of reverse-engineering the PBA process. Difficulty to implement performance measurement and data collection capabilities can be an obstacle.

59 Challenges (cont.) Performance management, review and assessment are complex, costly activities. Highly diversified source data bases; massive amount of data to be prepared, presented, analyzed, interpreted and used. Intensive Business Intelligence activity, requiring a properly staffed team of skilled professionals (ANS analysts; DBA-, ETL-, OLAP-qualified professionals). Socially-intensive decision-making process, requiring the involvement of other segments of the ATM Community.

60 Challenges (cont.) Down-to-earth factors that may hinder the advancement of PBA: PBA can be very time-consuming, vis-à-vis the pressure to field available ANS resources known to satisfy urging performance demands. ANS is a technology-driven industry, so global interoperability requirements may limit the value of PBA for choosing technical solutions. PBA can be used in its essence by investing where the demand is higher. Follow the traffic : measure it, project it, and prepare for it.

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63 You and ASBU Javier Vanegas CANSO

64 You and ASBU 4 th CANSO Latin American and Caribbean Conference Buenos Aires, September 2012 Javier A. Vanegas Director Latin America and Caribbean Affairs TRANSFORMING GLOBAL ATM PERFORMANCE

65 The global voice of ATM

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67 The global voice of ATM

68 CANSO-ICAO Partnership ADVISOR CANSO advises ICAO on matters of critical import to all ANSPs, to ANSPs as a group FORUM CANSO acts as a global forum for ANSP Best Practices, and will help globalize ASBUs AUTHOR CANSO is authoring several modules, and is supporting the development of others The global voice of ATM

69 A Team Effort The global voice of ATM

70 ICAO has recognised that: Global framework is needed to ensure: Safety is maintained and enhanced ATM improvement programmes are harmonized Barriers to efficiency are removed Investment certainty is required for: Operators Infrastructure providers Equipment manufactures Regulatory processes must be streamlined: To support the introduction of significant changes The global voice of ATM

71 The reality of our system today

72 What is a Block Upgrade? Measurable Operational Improvement Air & Ground Standards / Procedures Air & Ground Equipment / Systems Operational approval / certification Positive Business Case

73 We Can Benefit From What Is Already Out There Russia Canada China Australia Indi a

74 A Block is Made Up of Modules

75 and a Block is Scalable to Meet Regional or Local Needs

76 Four ASBUs 76

77 Modules are Grouped in Four Performance Improvement Areas 77

78 Greener Airports 78

79 Global Interoperable Systems and Data 79

80 Optimum Capacity and Flexible Flights 80

81 Efficient Flight Path 81

82 Current Number of Modules within Performance Areas Block 0 Block 1 Block 2 Block 3 Greener Airports Globally Interoperable Systems and Data Optimum Capacity and Flexible Flights Efficient Flight Path The global voice of ATM

83 Performance Improvement Areas Understanding the Relationships Block 0 (2013) Block 1 (2018) Block 2 (2023) Block 3 (2028 & >) Greener Airports Globally Interoperable Systems and Data Optimum Capacity and Flexible Flights Efficient Flight Path Modules Threads 83

84 Threads Between Modules and Across Blocks Greener Airports Block 0 Block 1 Block 2 Block 3 Improved Traffic Flow through Runway Metering Improved Approach & Departure Manageme nt through Integration Linked AMAN/ DMAN Integrated AMAN/ DMAN/ SMAN

85 Threads Between Modules and Across Blocks Global Interoperable Systems & Data Through Global SWIM Block 0 Block 1 Block 2 Block 3 Increased Interoperabil ity, Efficiency & Capacity through Ground- Ground Integration Increased Interoperabi lity, Efficiency & Capacity through FF- ICE/1 application before Departure Improved Coordination through multicentre Ground- Ground integration: (FF-ICE/1 & Flight Object, SWIM) Improved Operational Performance through the introduction of Full FF-ICE

86 Threads Between Modules and Across Blocks Optimum Capacity & Flexible Flights Through Global Collaborative ATM Block 0 Block 1 Block 2 Block 3 Improved Flow Performance through Planning Based on a Network- Wide View Enhanced Flow Performance through Network Operational Planning Increased User Involvement in the Dynamic Utilisation of the Network Traffic Complexity Management

87 Threads Between Modules and Across Blocks Efficient Flight Plan Through Trajectory-based Operations Block 0 Block 1 Block 2 Block 3 Improved Flexibility & Efficiency in Descent Profiles (CDOs) Improved Flexibility & Efficiency in Descent Profiles (OPDs) Optimised Arrivals in Dense Airspace Full 4D Trajectory based Operations

88 Approval Plan Procedures Technology Transition Strategy Business case Regulatory approvals Operational Trial Performance improvements Module The global voice of ATM

89 A Look at Block 0 Performance Improvement Areas Block 0 (2013) Greener Airports Globally Interoperable Systems and Data Optimum Capacity and Flexible Flights Efficient Flight Path 89 Global Air Navigation Industry Symposium September 2011

90 Block 0 in Perspective Performance Improvement Areas Greener Airports Globally Interoperable Systems and Data Optimum Capacity and Flexible Flights Efficient Flight Path B0-30 Information Management based on AIXM B0-60 Common Time Reference B0-80 A-CDM & Airport Planning Phase I B0-86 Improved Access to Optimum Flight Levels (ADS-B ITC/ITD) ToC B Improved Flight Departure Profiles B0-40 Initial Data Link En-Route B Improved En-Route Profiles B0-85 Air Traffic Situational Awareness (ATSA) ToD B0-35 Air Traffic Flow & Capacity Management with a Network Operations Plan & CDM B0-101 ACAS Improvements B0-5 Improved Flight Descent Profiles CTA B0-65 Optimization of Approach Procedures Including Vertical Guidance (GBAS I) B0-15 Runway Sequencing B0-25 Ground Integration through AIDC B0-70 Wake Vortex Separation Refined B0-75 -Runway Safety - Airport Surface Surveillance for ANSP B0-95 Ground Communications using IPV6 90

91 Block 0 Implementation The Time is Now The Modules of Block 0 are ready for implementation today Standards are ready The Infrastructure is available Avionics are ready Ground Automation is ready Procedures and Operational Approvals are in place Establishing the foundation for the future is now Care was taken to ensure that regional implementation of the Blocks or the Modules are well described and ready for implementation 91

92 Global Readiness Checklist Each Module is evaluated for its readiness If any component is not found to be ready it moves to a future Block for implementation Those Modules that are not specifically ready at a Block release are noted as dates of readiness 92

93 Approval Plan Procedures Technology Transition Strategy Business case Regulatory approvals Operational Trial Performance improvements Greener Airports Global Introp Systems & Data Optimum Capacity & Flex Flights Efficient Flight Path Remote TWR FF-ICE 1 In-trail ADS-B OPDs A-SMGCS SWIM Dynamic ATS Routing Initial 4DT A-CDM Digital AIM products CDM+Flt.Planning RPAs Wake Vortex Interval Management The global voice of ATM

94 Harmonized ATM- Towards a truly seamless global system Align firmly with Block concept- Operators & OEMs Synchronized investments in avionics (Roadmaps) Removes need for regulatory mandates Reduces lead time (6 years away) Reduces costs Minimizes Retrofits (aircraft downtime) Integrated Avionics and quicker installation & Certification Synchronized investments by ANSPs / States Block design recognizes regional differences Reduces complexity of competing safety priorities Integrates Needs of domestic & international operations Recognizes Budgets Threads the modules 94

95 Challenges - How to Get There? Budget considerations are greater for Block 1 since these modules do involve technology insertion in either ground/air or both. Block 1 has a strong dependency on moving to network based communications for aviation. There are regional synchronization issues of equipage and capabilities to achieve much of Block 1. This is essential to the successful implementation to the future Blocks. Global standards can alleviate such risks and ensure interoperability between regional ANSPs. Global standards also offer stakeholders a common rubric. 95

96 CANSO update Feedback to CANSO helped immensely: A better understanding of ANSP requirements and challenges Feedback to the Tech Team for ASBU revisions Inputs to Roadmaps CANSO now serves as a global voice ; the transition to a Global Partner needs to take stage now States and ANSPs to socialize ASBUs Global Best-Practices, in the spirit of Partnership for Progress The global voice of ATM

97 The CANSO Position Need for STANDARDS NOT MANDATES Need for Global Interoperability very clear: Avionics-Ground system: very long lead time Ground-Ground stakeholders: more connectivity desired, supported Diverse regional requirements need greater recognition: Seamless operations require synchronized investment across multiple FIRs Many States have particular needs, priorities, and approaches not always shared by others The global voice of ATM

98 The CANSO Position- focus NOT A MANDATE Unification of Global Initiatives Focus of NextGen, SESAR, CARATS, FIANS, CNAS, et al Concentrated, focused, modular, complete Harmonization of Timeframes and Capability Globally between regions and larger actors Regionally between neighbors Domestically between States and ATC stakeholders Business Case Justification for internal action Cross-organizational stakeholder buy-in Supports Cost-Benefit Analyses The global voice of ATM

99 thoughts feedback message to ANSPs Cross-reference ATM plans with ASBUs Focus on Operational Improvements and less on Technology Start talking to the Regulator NOW! Consult with GA, Military, stakeholders (don t forget DOM) Look at Training requirements: involve controllers early! Work to Regional Agreements Metrics and CBAs are key to success; including: Investments Minimize mixed equipage Address your Safety Net requirements; for example: Hazard Identification and Risk Assessment (HIRA) Airspace re-design The global voice of ATM

100 Challenges to Global Harmonization It is critical that future ATM technologies be compatible and interoperable (Standards) Integration of new technologies, systems, procedures and concepts into domestic airspace (mixing new with old) Regional collaboration to coordinate modernization technologies and time lines (cross boundary and multilateral harmonization) Service Provider and Operator investment required to realize full benefits (infrastructure, avionics, procedures) ICAO, CANSO and others must continue leadership role in promoting cross-regional harmonization (ICAO Block Upgrades)

101 Milestones CANSO Working Papers Format Actions Support ICAO WPs Roadmaps (7) ASBU development Policy (GANP) The global voice of ATM

102 Timelines Monthly Telcons Response to State Letter: done End March review of WPs March GANP End April- WP Review by PSC End May- Possible collaboration for joint WP (ACI, ECTL, IATA) End June Preview at AGM End July Finalization September PBN Workshop October CIV MIL November 16-30?? The global voice of ATM

103 Muchas gracias The global voice of ATM

104 You and ASBU Ludmilla Gonzalez Thales

105 ICAO ASBUs Block 0 and Block 1 Industry Capabilities and experiences Block 0: Deployment Experience; Block 1 : planning CANSO Latin America, Buenos Aires, 26 Septembre 2012 Ludmilla Gonzales Latin America Business Development Manager, Thales Air Operations Division

106 106 / What are the ASBUs Aviation System Block Upgrades describe the changes required to the ATM system following 2 dimensions: A functional dimension showing the necessary changes according to operational performance areas 4 key aviation performance areas were identified: 1. Greener airport 2. Globally interoperable systems and data 3. Optimum Capacity and flexible flights 4. Efficient flight path Inside each of them modules were identified (equivalent to the SESAR Operational Focus Area (OFA)) that includes what is required to achieve one or several well defined performance objectives described in terms of Operational need Required CNS upgrade Set of procedures A time dimension 4 time blocks Block 0 corresponding to availability milestones beginning in 2013 Block 1 corresponding to availability milestones beginning in 2018 Block 2 corresponding to availability milestones beginning in 2023 Block 3 corresponding to availability milestones beginning in 2028

107 107 / Introduction Block 0 Block 0 (2013) goal is to ensure ANSPs across the globe have access to key safety and efficiency capabilities: Maximise use of what we have Combined with appropriate Best-Practices Fix some key safety and efficiency issues and improve the environmental outcomes Thales ATM solutions: Fully enable implementation of Block 0 Demonstrated through the current implementation of some Block 0 modules

108 108 / 1- Making Airports Greener and More Efficient B0-15: Improved Traffic Flow through Runway Metering AMAN (& DMAN) operational in different operating environments: Charles de Gaulle, Sydney, Johannesburg, Copenhagen, TMA (US)... Benefits: capacity, efficiency and positive environmental impact B0-75: Improved Runway Safety A-SMGCS operational in Abu Dhabi, Bangkok... Improved situational awareness and runway incursion alerts Benefits: safety and capacity in all weather conditions

109 109 / 2 - Ensuring the Global Interoperability of Systems and Data B0-25 Increased performance through Ground-Ground Integration ATS Inter-facility Data Communication (AIDC) operational: Asia-Pacific, Africa and Latin America On-Line Data Interchange (OLDI) operational: Europe Benefits: capacity, efficiency, interoperability and safety B0-30: Service Improvement through Digital Aeronautical Information Management Global standard AIXM Systems operational in France, Taiwan... European coordinated provision of AIM (EAD) Benefits: cost effectiveness and safety

110 110 / 3 - Achieving Optimum Capacity and Flexible Flights B0-10 Improved Operations Through Enhanced En-route Trajectories Ground automation supporting Flexible Use of Airspace and Flex Tracks; integrating data from FANS equipped aircraft Benefits: flight efficiency, flexibility and positive environmental impact Flex Tracks and User Preferred Routing operational in South Pacific and Indian Ocean... B0-35 Improved Air Traffic Flow Management Track 1 Track 2 Solutions operational: Europe (CFMU), US (Command Centre) and South Africa (CAMU) Benefits: capacity, efficiency, flexibility and airspace accessibility Different operational concepts depending on the specific operating environment CAMU, South Africa

111 111 / 4 - Flying Efficient paths B0-05 & B0-20: Improved Performance in Descent and Departure Profiles Advanced aircraft capabilities available but currently underutilised Ground systems are available that support procedures using RNP, RNAV, CDO and CCO Mainly an airspace/route structure and procedures design issue for Block 0 Existing IATA/CANSO activities on PBN go teams Benefits: flight efficiency and positive environmental impact

112 112 / 4- Flying Efficient paths B0-40 Improved Performance through the Application of Data- Link en Route Ground systems supporting CPDLC and ADS-C for FANS-1/A+ and Link2000+ Operational many places globally mainly in Oceanic and transcontinental airspace. Initial operations in high surveillance airspace in Maastricht Benefits vary with the environment: capacity, efficiency and safety...

113 113 / Bringing Experience to Block 0 Capabilities for Block 0 already available in both the air and ground systems Commitment to the use of existing standards, currently underutilised Though some standards could have been simplified Procedure and airspace design are needed to facilitate some of the Block 0 implementations The need for education, sharing the experience of early implementers There is no technical excuse to do nothing

114 114 / Introduction blocks 1 Blocks 1 (2018) and later blocks (starting 2023) aim to make advanced capabilities of NextGen and SESAR available to the broader ANSP community Thales ATM solutions: Enable implementation of elements of Block 1. Roadmap aligned with ASBU; timing depends on validation status of NextGen/SESAR Anticipated benefits are being assessed as part as of R&D work Demonstrated through active involvement in initiatives related to some Block 1 modules

115 115 / 1- Making Airports Greener and More Efficient B1-70: Increased runway throughput through dynamic Wake turbulence separation Improved throughput on departure and arrival runways through the dynamic management of wake-vortex separation minima based on the real time identification of wake-vortex hazards SESAR p (Runway Management) B1-75: Enhance Safety & Efficiency of Surface Operations (ATSA-SURF) Airport surface surveillance for ANSP and flight crews with safety logic, cockpit moving map displays and visual systems for taxi operations SESAR p (Improved Surveillance for Surface Management) & (Enhanced Surface Safety Nets)

116 116 / 1- Making Airports Greener and More Efficient B1-15: Improved airport operations through Departure, Surface & Arrival Management Extended arrival metering, integration of surface management with departure sequencing bring robustness to runways management and increase airport performances and flight efficiency SESAR p (Integration of Departure Management and Surface Management) B1-80: Optimised airport operations through airport CDM Airport operational improvements through the way operational partners at airport work together SESAR p (Introduction of the UDPP and collaborative departure sequence)

117 117 / 2-Ensuring the Global Interoperability of Systems and Data B1-25: Increased interoperability, efficiency and capacity through FF- ICE/1 application before departure Introduction of FF-ICE step 1, to implement ground-ground exchanges using common flight information reference model FIXM/XML and the Flight Object used before departure SESAR p (Flight Object IOP System Requirement & Validation) B1-31: Performance improvement through the application of SWIM Implementation of SWIM services (applications and infrastructure) creating the Aviation intranet based on standard data models, and internet-based protocols to maximise interoperability SESAR p (SWIM Platform development and demonstrator delivery)

118 118 / 2-Ensuring the Global Interoperability of Systems and Data B1-30: Service Improvement through integration of all Digital ATM information Implementation of the ATM information reference model integrating all ATM information using UML and enabling XML data representations and data exchange based on internet protocols with WXXM for meteorological information SESAR p (Aeronautical Information Management sub-system definition)

119 119 / 3-Achieving Optimum Capacity and Flexible Flights B1-10 : Improved operations through free routing. Introduction of free routing in defined airspace, where the flight plan is not defined as segments of a published route network or track system to facilitate adherence to the user-preferred profile Current work : already supported by current systems (direct routings, Flex tracks UPRs) Track 1 Track 2 B1-105: Better operational decisions through integrated weather information (Strategic > 40 mins). Weather information supporting automated decision process or aids involving: weather information, weather translation, ATM impact conversion and ATM decision support Current work : SESAR WP11 CAMU, South Africa

120 120 / 4-Flying Efficient paths B1-05 : Improved flexibility and efficiency in descent profiles (OPDs) Deployment of performance-based aircraft and arrival procedures that allow the aircraft to fly their Optimised Profile Descents taking account of airspace & traffic complexity Current work : initial support by current systems, additional work in SESAR/NextGen B1-40: Improved traffic synchronisation and initial TBO Use of 4DTRAD capability & airport apps in trajectory-based operations to improve traffic flows synchronisation at en-route merging points and to optimize the approach sequence through air ground exchanges & specifically a single control time of arrival Additional benefits: enable the mechanisms for air-ground trajectory exchange irrespective of the I-4D concept validation Current work : SESAR Initial-4D

121 121 / Some Key Considerations Aircraft capabilities for I-4D will progressively be available from 2018: Ground capabilities for I-4D can be delivered in a consistent timeframe Improved weather models are being developed but advanced concepts and common weather picture will not be available to the FMS until after 2025 NextGen and SESAR have different SWIM drivers : other ANSPs or regions need to consider the applicability of each model: Additional TBO capabilities available in SESAR Step 2 but current NextGen plans are beyond 2025 for most capabilities Key dependencies on SESAR & NextGen could influence final Block 1 implementation

122 Air Operations Division THANK YOU

123 Closing remarks

124 See you next year! CANSO Latin & America & Caribbean Conference June 2013, Willemstad, Curacao Kindly hosted by DC-ANSP