AIRPORTS AUTHORITY OF INDIA ATM STRATEGIC PLAN VOLUME I Optimising Safety, Capacity, Efficiency and Environment DIRECTORATE OF AIR TRAFFIC MANAGEMENT Version 1 Dated April 08
Volume I Optimising Safety, Capacity, Efficiency and Environment Chapter 1 Introduction 1.1 India a strategic player in Global Aviation 1.2 Air Traffic management system and framework 1.3 Vision and fundamental goals 1.4 Guiding principles 1.5 Primary objectives of future ATM Chapter 2 ATM Strategic Planning and Management Framework 2.1 Strategic Planning and Management framework 2.2. Strategic planning process 2.3 Project implementation and Management Chapter 3 ATM Strategies and initiatives 3.1 ATM Strategies 3.2 Conflict Management and Safety assurance 3.3. Flexible use of airspace(fua) 3.4 User Preferred trajectories 3.5 Capacity vs Demand Balancing 3.6 Central Air traffic Flow Managment Unit (CFMU) 3.7 Environmental protection and Noise abatement 3.8 Reduced separation standards and Capacity enhancement 3.9 Controller tools and ATM Automation 2
Chapter 1 Introduction 1.1 India a strategic player in Global Aviation 1.1.1 Having situated at a very strategic geographical location at the confluence of ATS routes connecting the major destinations in the East / South East and Western parts of the world, Indian airspace has become a vital link to the smooth flow of traffic between these two major blocks of airspace in the Globe. 1.1.2 India has recorded, in the recent past, a phenomenal rate of traffic growth which was unprecedented in the history of civil aviation in the world. With the advent of new airlines commencing operations with highly attractive fare structure the domestic traffic has increased multifold at the rate of 24% in the year 2004 and the growth is being sustained till now. On the other hand, international traffic also has increased significantly as Indian destinations have become more popular for international tourist and commercial interest due to liberal economic policies. 1.1.3 In order to meet the demands arising due to rapid growth in air traffic on and around the airport, a most scientific and rational gate to gate approach is necessary to ensure safety, regularity and efficiency through strategic planning and programming of various capacity constraints. 1.2 Air Traffic management system and framework 1.2.1 Air traffic management is the dynamic, integrated management of air traffic and airspace safely, economically, and efficiently through the provision of facilities and seamless services in collaboration with all stakeholders and also exploiting the airborne capabilities of aircraft in navigating with required level of accuracy and precision 1.2.2 The strategic ATM planning document provides a comprehensive framework for ATM in India to meet the current and future demands of the Aviation industry not only from the domestic perspective but also International enroute flow across the Indian FIRs. 1.2.3 The strategic planning is aimed at achieving the required level of service and performance levels to bring Indian ATM a model for other service providers within a specified time frame and to sustain the quality of service on a long term basis.the objective of this document is to develop an efficient ATM system that will satisfy the demand and expectations of all users of the airspace and industry stakeholders to the maximum possible extent 1.2.4 The plan is developed in accordance with the ICAOs Global Air Navigation plan concept and taking into consideration the Global plan initiatives for future Air Traffic Management. 3
1.3 Vision and fundamental goals 1.3.1 The plan is structured to achieve the following fundamental goals as envisaged by ICAO for an efficient ATM system and to foster the implementation of an an inter operable global air traffic management system for all users during all phases of flight that: - meets agreed levels of safety - ensures highest level of efficiency in operation - provides for optimum economic operations - is environmentally sustainable - meets national security requirements 1.4 Guiding principles ICAO vision for Future ATM as enumerated below have been taken as the guiding principles for developing this document. Enhanced safety Increased system capacity; optimized use of airport capacity Reduced delays Reduced flight operating costs Reduced fuel consumption and emissions More efficient use of airspace; more flexibility; reduced separations More dynamic flight planning; better accommodation of optimum flight profiles Reduced controller workload/increased productivity 1.5 Primary objectives of future ATM 1.5.1 Safety : The primary objective of ATM is to ensure SAFETY. However, the safety is the responsibility of all components of the sub-systems that are associated with ATM system and hence it is essential that uniform standards and practices for safety management are established at various levels. Hazard analysis, Risk assessment, Hazard and risk mitigation, safety assessment, safety monitoring etc should be a regular programme to ensure safety. 1.5.2 Security : Security is an integrated component of SAFETY which need to be given due priority in the ATM system. It is highly essential that ATM system and related information are protected from any security threats. The ATM being the vital component of in Aviation Safety the security related measures need to be integrated at various levels with responsibilities defined in clear terms. Safety and security provisions should be designed in such a manner that there is no overlapping responsibilities and at the same time the need for a very clear and unambiguous co-ordinated approach in achieving safety. 4
1.5.3 Environmental impact and noise abatement : As the aviation industry grows very rapidly, the impact of aircraft operations on the atmosphere also has been increasing at a very alarming rate. The measures to control / minimize the environmental impact resulting due to aviation emission and need to be implemented on priority. An efficient ATM system should help reducing aviation fuel burn, and thereby reduce the levels of aircraft engine emissions. 1.5.4 Efficiency : An efficient ATM system should support a very economical and cost effective operation for the user. The system should support more efficient use of available airspace to the optimum capacity, Flexibility in operation with reduced separation to enhance capacity. Delay should be minimized to save time and fuel. 1.5.5 Capacity vs Demand : An efficient ATM system should be flexible to enhance the capacity to meet the demand in an efficient manner without adverse impact on SAFETY and in a very cost effective manner for the airspace users. 1.5.6 Collaborative Decision making : The ATM system should work on the principles of collaborative decision making involving various user agencies in airspace planning, ATM system design, procedures and implementation. 1.5.7 Upper airspace harmonization : The ATM system should aim towards achieving a harmonious upper airspace management, globally interoperable with standardised procedures and separation standards throughout the airspace. 1.5.8 Satellite Navigation : The ATM system should be capable of supporting the on board navigational capabilities of the aircraft and provide operational advantage to such aircraft in all phases of a flight. The GAGAN system being developed by India as SBAS to the region shall be used extensivley for navigation and ATM solutions. 1.5.9 Integrated planning and implementation of latest technology : There should be an integrated planning and implementation of new technology to match with the airborne capability with the ground ATM system. 1.5.10 Reduced Controller work load : The ATM system should provide the controllers with advanced planning and decision making tools, Safety assurance tools and to support automatic transmission of ATC decisions / instructions to the pilot in the cock pit. Chapter 2 ATM Strategic Planning and Management Framework 2.1 Strategic Planning and Management framework 2.1.1 The future development of ATM system in India needs an effective strategic management planning and implementation process involving various stakeholders of the industry such as Airspace users, Airline operators, Airport operators, service providers and key elements of the CNS/ATM departments of AAI and industry regulator the DGCA. 5
2.1.2 ATM operational concept, CNS infrastructure planning, airport ground infrastructure development, Meteorological facilities and airline operational strategy etc should go hand in hand in the initial planning process to meet the demand of the industry. 2.1.3 The managment framework should also ideally include funding requirements and finance mechanism to meet the project requirements and managment. 2.2. Strategic planning process 2.2.1 Strategic management process should take into consideration the current level of operation, rate of traffic growth, technology development, ICAO Global plan initiatives and industry demand and expectations. 2.2.2 Based on the planning, near term, mid-term and long term needs to be identified for project implementation.prioritising the projects will be required to implement timely solutions to the issues and problems in an efficient manner. 2.3 Project implementation and Management 2.3.1 Project implementation and management needs dedicated teams with expertise which critical from the timely completion of the project and operationalisation of the systems. 2.3.2 Safety management process in every satge of the project implementation should be strictly adhered to. Chapter 3 ATM Strategies and initiatives 3.1 ATM Strategies 3.1.1 The primary focus of the ATM strategy is to develop an ATM system that ensure optimum safety to the aviation industry and provide the airspace users the desired level of operational effciency to achieve cost effective operations through Gate-to-Gate operational strategy of airlines to ensure Safe, Efficient and cost effective operations,mimimise delays and enhance capacity. The following are the key strategies that will support in achieving the goal. 3.2 Conflict Management and Safety assurance 3.2.1 Conflict management is the key element for safe and efficient ATM system. An efficient management system to mitigate the risk of collision between aircraft and aircraft with terrain/obstacles need to be provided to the controllers to ensure safety in all phases of flight. Strategic, Pre-Tactical and Tactical application of detection and resolution of potential conflict need to implemented through appropriate software tools. At strategic level, potential conflicts based on the active FPL will be identified and solutions applied appropriately through change of level, route and ETOs etc. At pretactical level, potential conflicts based on current flight plan data and ATC update will be identified and solutions applied through co-ordination between sectors/centres. At tactical level, controllers will apply tactical solutions based on the traffic situation. Appropriate audio and visual alarm should be available to the controllers to enable application of appropriate solutions well on time to avoid potential conflicts. 6
3.3 Flexible use of airspace(fua) 3.3.1 Under the FUA Concept, Indian airspace within national boundary, will be considered as one continuum and allocated according to user requirements. Fundamental to this policy is the establishment of a Airspace Co-ordination Cell which will carry out strategic planning and conduct day-to-day allocation and management of Indian airspace 3.3.2 The entire airspace will be uniformly available for smooth flow of traffic without undue restrictions. 3.3.3 Military needs need to be accommodated on priority as per the requirements which will have to be planned and the activities notified at least 48 hrs in advance. The areas shall be notified as temporary segregated areas through NOTAM. 3.3.4 The entire route structure to be restructured to provide direct point to point flight with shorter distance and fuel economy. 3.3.5 Multiple direct parallel routes between city pairs with reduced lateral separation based on RNAV/RNP specifications will be implemented. The routes which will require passing through military areas will be implemented in co-ordination with military authorities based on Flexible use of airspace concept. 3.3.6 Dynamic application of Flexible use of airspace to be implemented throughout the FIRs based on the actual user requirements. Greater synergy in the CNS/ATM systems and exchange of flight related data between civil and military airports / airspace need to be implemented to enhance operational efficiency and dynamic co-ordination. 3.4 User Preferred trajectories 3.4.1 ATM system should support user preferred trajectories to optimise operational efficiency of both aircraft operation and ATM peformance to save flying time and fuel and to enhance capacity. 3.4.2 User-preferred trajectories make use of the capability of aircraft operators to determine optimum tracks, based on a range of flight parameters. In accordance with this concept, ATS routes or tracks would not be fixed to pre-determined routes or waypoints, except where required for control purposes, however, trajectories would be available to ATM staff. 3.4.3 User-preferred trajectory requests are generated by the airspace user or their dispatch functions and submitted to the ATS provider for approval or renegotiation if a conflict is determined followed by their transmission to aircraft. Advanced scenarios would have the aircraft making requests directly to ATS providers who would process and modify the request if necessary and then forward the approved route to aircraft. 7
3.5 Capacity vs Demand Balancing 3.5.1 The main focus of the ATM system is to enhance capacity to meet the demand. The strategy is to contineuosly evaluate the system capabilities, procedures and other infrastructures with the objective of enhancing capacity. Medium term objectives and Long term objectives need to be identified with respect to traffic forecast should be implemented in timely manner. 3.6 Central Air traffic Flow Managment Unit (CFMU) 3.6.1 Central Flow Management unit to be established to dynamically asses the airspace situation and capacity optimisation taking into consideration various constraints such as airspace/ airport situation, Wx conditions, traffic congestion, that affect the smooth flow of traffic throughout the Indian FIRs. Central Flow management system need to be established to optimise the airspace /airport capacity vs demand both strategically and dynamically by integrating various operational constraints and weather parameters. Mitigating measures and alternate actions to avoid congestion and delay both in the terminal and enroute airspace and airports will be achieved through collaborative decision making process involving all stakeholders. 3.6.2 Terminal Flow Control measures will be implemented at busy terminal approach areas and airports which are capacity constrained. The demand will be balanced with the capacity through strategic slot management process and dynamic flow control measures. Necessary ATM traffic management tools and decision making tools will be integrated with ATM automation system to provide integrated integrated strategic and tactical ATM solutions. Appropriate ATC procedures also will be essential to ensure successful implementation of terminal flow control. 3.7 Performance based Navigation 3.7.1 GNSS-centered performance-based navigation enables a seamless, harmonised and cost effective navigational service from departure to final approach that will provide benefits in safety, efficiency and capacity 3.7.2 A significant number of aircraft are capable of area navigation (RNAV) and required navigation performance (RNP). Where warranted, these capabilities should be further exploited to develop more efficient routes and aircraft trajectories that are not directly tied to ground-based navigation aids. Certain RNAV equipped aircraft also have a significantly enhanced capability to achieve sequencing requirements to runways, particularly through the use of the required time of arrival function within the flight management system (FMS). 3.7.3 The implementation of the concept of performance based navigation will lead to increased capacity and enhanced efficiency through reductions in separation minima, bringing benefits to aircraft operators that equip to meet performance requirements. Performance-based navigation will also improve safety, particularly on approach through a reduction of controlled flight into terrain. 3.7.4 The performance-based navigation concept, which comprises RNAV and RNP operations recognizes that a clear distinction must be made in the designation of operations, between those aircraft operations that require on board self-contained performance monitoring and alerting and those that do not. 8
3.7.5 PBN based procedures for Approach, Landing at all airports and for enroute airspace shall be implemented in a phased manner. 3.8 Reduced separation standards and Capacity enhancement 3.8.1 Reduced separation minima in accordance with ICAO standards in both terminal approach areas and enroute airspace needs to be applied in a progressive manner throughout the FIRs to achieve required capacity enhancement in ATM system. Final approach spacings also need to be reviewed and reduced spacing should be applied to enhance runway capacity and thereby avoid holdings and minimize delays. 3.9 Controller tools and ATM Automation 3.9.1 With the increase in traffic, Advanced ATM automation and Controller tools are essential to enhance controller performance efficiency and also to enhance Safety levels in ATM operations.various Safety nets and decision making tools need to be implemented at airports and ATS units 3.10 Environmental protection and Noise abatement 3.10.1 As the air traffic in India grows very rapidly, the impact of aircraft operations on the atmosphere also has been increasing at a very alarming rate. The measures to control / minimize the environmental impact resulting due to aviation emission and need to be implemented on priority. The ATM system should help reducing aviation fuel burn, and thereby reduce the levels of aircraft engine emissions. Efficient ATC procedures based on PBN exploiting the airborne capabilities of the aircraft, ATS route optimisation and user preferred direct routings to reduce flying time and fuel burnt and enhanced runway access to avoid holdings and minimise delays need to be implemented. 9