CANSO 071014 Business Transformation Kapri Kupper Operations - - PowerPoint PPT Presentation

CANSO 071014

Business Transformation

Kapri Kupper

Operations Programme Manager CANSO

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“What it takes to be a performance driven ANSP” J.M. Manyakoana

Acting Executive Operations ATNS

Scope of Presentation

• Aim of presentation
• Why ANSPs should be performance driven
• Concepts that supports performance in ANS
• How are we doing in terms of these concepts?
• Conclusion

Why should ANSPs be “Performance Driven”

• Expected Traffic growth of around 6.7% year on

year in the next 15 years

• Airspace as a resource is fixed and that capacity can
• nly be increased by how we manage it
• The need for continual improvement in safety,

efficiency and cost effectiveness

ANS concepts supporting “performance drive”

• Customer Engagement and Relationship Management
• Airport and General Collaborative Decision Making processes
• Establishment of concrete and realistic performance targets
• Establishment of performance supervisory agencies
• Implementation of Performance based navigation
• Collaboration and Partnership between ANSPs
• Air Traffic Flow Management
• Organizational form and structure

How are we doing?

• Entrenched Customer Engagement and Relationship

Management

• Collaborative Decision Making
• The establishment of safety and operational efficiency

targets

• Establishment of empowered performance supervisory

and reporting agencies

How are we doing?

• Implementation of Performance based navigation in
• perations
• Collaboration and Partnership between ANSPs
• Air Traffic Flow Management
• Organizational form and structure of ANSP
• Ownership and operation
• Separation of ANS and Regulator

Conclusion

Going forward, more emphasis should be placed on;

• CANSO and ICAO to play a solidifying role of influencing States

and driving ATM performance Transformation through clear and effective strategy

• Capacitating and improving skills and expertise
• Setting of performance targets that encompass complete air

navigation service performance for the region and establishment

• f empowered performance monitoring and reporting agencies
• Consolidation of efforts through integrated and structured process
• Data collection, analysis and management capability which will

enable full understanding (gap analysis) of the level of implementation of work programs and priorities

Thank you

Questions?

Table 1 Consultation with users on air traffic charges and infrastructure development ICAO Survey 2007 Air traffic service charges Infrastructure development Region

• No. Of

reporting states Compulsory Voluntary regular No consultation Compulsor y Voluntary regular No consultation Africa 19 5 9 7 4 8 5 Africa % 26% 47% 37% 21% 42% 26% Asia/Pacific 14 5 5 2 2 5 2 Caribbean, Central and S America 10 3 3 4 1 3 6 Europe 37 25 11 2 9 18 4 Middle East 3 3 3 North America 2 1 1 1 2 Total 85 39 32 15 17 39 17 % All 46% 38% 18% 20% 46% 20%

Table 2: Performance measurements and benchmarking of ANSPs ICAO Survey 2007 Region Number of reporting States Safety Service Quality Productivity Cost Effectiveness 2007 Plan 2007 Plan 2007 Plan 2007 Plan Africa 23 16 5 16 5 8 9 9 10 Africa % 70% 91% 70% 91% 35% 74% 39% 83% Asia/Pacific 16 13 2 10 2 8 3 8 3 Caribean, Central and South America 19 8 4 9 3 3 7 2 6 Europe 38 29 5 26 6 27 5 28 4 Middle East 3 3 1 2 1 2 1 2 North America 2 2 2 2 2 Total 101 71 16 64 18 49 26 50 25 % All 70% 86% 63% 81% 49% 74% 50% 74%

Table 3: Participation in the CANSO Global ANS Performance Benchmarking 2014 Region Members 2006 2007 2008 2009 2010 2011 2012 2013 Africa 12 1 1 1 1 1 1 1 3 Africa % 8% 8% 8% 8% 8% 8% 8% 25% Asia/Pacific 15 3 4 4 2 3 3 3 5 Caribean, Central and South America 4 1 1 2 2 2 1 Europe 39 14 17 22 25 19 17 15 16 Middle East 8 2 1 2 3 North America 2 2 2 2 2 2 2 2 2 Total 80 20 24 30 31 29 26 25 30 % All 25% 30% 38% 39% 36% 33% 31% 38%

Table 4: Air navigation services ownership and operation ICAO Survey 2007 Government Entity Autonomous Entity Internation al Operating Agency Other Region

• No. Of

reporting states National government Civil Aviation Authority State owned Privately

• wned

2007 Plan 2007 Plan 2007 Plan 2007 Plan 2007 Plan 2007 Plan Africa 23 3 3 1 9 5 7 1 2 Africa % 13% 13% 39% 0% 30% 4% Asia/Pacific 16 3 5 8 1 1 1 Caribean, Central and South America 19 2 8 1 4 5 Europe 38 5 5 23 3 1 1 4 2 Middle East 3 1 2 2 North America 2 1 1 Total 101 15 23 2 44 11 3 1 12 6 4 % All 15% 23% 44% 3% 12% 6%

Table 5: ANS ownership and operation GLOBAL ANS PERFORMANCE REPORT 2013 Government agency Autonomous State

• wned

Privately

• wned

23 3 18 2 % 13% 78% 9%

Table 6: Separation of ANS from regulation and economic oversight ICAO Survey 2007 Region Number of reporting States Separation of ANS from regulation Economic Oversight 2007 Plan 2007 Plan Africa 19 11 8 8 7 Africa % 58% 100% 42% 79% Asia/Pacific 14 10 2 3 5 Caribean, Central and South America 10 9 1 3 1 Europe 37 33 1 28 4 Middle East 3 3 2 North America 1 1 Total 84 64 15 42 19 % All 76% 94% 50% 73%

Business Transformation

Stuart Ratcliffe

ATM and ATFM/CDM SME Airbus ProSky

CANSO 071014

CANSO Africa Conference

Zambia Business Transformation: A Performance Driven ANSP 6 - 8 October 2014 Stuart Ratcliffe

Global Aircraft Deliveries

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Africa Aircraft Deliveries

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Some Facts

• World Economy
• 22 Million jobs and contributed USD1.4Trillion to Global GDP1
• Oxford University study predicts jobs in tourism and aviation will

increase by 91% by 20322

• Airlines
• Airlines 2013 Fuel Bill USD209billion
• Fuel represents 33% of airlines operating budget1
• ANSP
• 1 minute of delay costs $110 (passenger, crew, fuel, maintenance,

etc.)

• 1 minute of airborne holding = US$50 Fuel (B737 - 800)
• 5% saving on fuel will save Airline industry USD10.45billion PA1

ANSPs have to be performance driven

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Being a Performance Driven ANSP

• Ensuring Resource Capacity stays ahead of demand

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Being a Performance Driven ANSP

• Optimizing resources

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Network September 1990 Network September 2013

Being a Performance Driven ANSP

• Re-designing procedures and airspace

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Being a Performance Driven ANSP

• Implementing RNAV/PBN

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Being a Performance Driven ANSP

• Ensuring staff are well trained and maintain high standard of

competence

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Being a Performance Driven ANSP

• Staying abreast with latest Technological and procedural

developments

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Being a Performance Driven ANSP

• Procuring latest technology and ensuring it is well maintained

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Being a Performance Driven ANSP

• Learning from other ANSPs

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Being a Performance Driven ANSP

• Remaining abreast of ICAO initiatives

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Being a Performance Driven ANSP

• Implementing ATFM/CDM

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Do you need to implement ATFM/ CDM?

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• Do you, as an ANSP have or anticipate any of these issues
• Capacity not keeping pace with demand
• Weather causing reduction in capacity
• Equipment causing reduction in capacity
• Excessive airborne holding
• Excessive vectoring and speed control
• Increasing taxi out/in times
• Increasing Sector times
• Special Events causing constraints
• Military Operations causing reduction in capacity
• VIP movements causing reduction in capacity
• Implementing new ATM Automation systems and

procedures

• Experiencing ATCO shortages

What is ATFM/ CDM?

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Balancing demand with capacity and harmonizing gate- to-gate operations

ATFM/ CDM Measures

• Strategic Airport Slot Allocation
• Flexible Airspace Usage (FUA)
• Level Capping
• Re-Routing
• Miles in Trail
• Minutes in Trail
• Dynamic Sectorization
• Ground Delay Programs
• Ground Stop Programs
• Airspace Flow Programs
• Slot Substitutions
• Post Operations Analysis

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Benefits of ATFM/ CDM I mplementation

USA

• 70 million minutes of delays
• 191 million liters of fuel
• 590 thousand metric tons of CO2 emissions
• Over US$7.0 Billion in operating costs

Australia

• Airborne holding into Sydney has been reduced by approximately 33

percent

• Fuel savings of + - US$39 million PA for Sydney airport
• Reduced flying time from Sydney-Melbourne by 5 minutes per flight

reducing CO2 emissions by 40,000 metric tons annually

BOBCAT

• Fuel Saving: 93 million KG
• CO2 Savings: 375million KG
• Cost Saving: 93 million

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Global I mplementation of ATFM

• U. S.

ATFM Level Characteristics

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Regional ATFM Strategy

• The ATFM Measure will include domestic, international, pre-

departure and airborne flights

• Interconnected via a virtual communications framework
• Common CDM framework

Aircraft Operators choose where to absorb delay

• At Gate (Current ATFM practice)
• Between pushback and departure
• En route
• Determine a calculated Time Over Fix that corresponds to the allocated

arrival slot

• Coordinate crossing time with stakeholders
• Aircraft operator adjustments to speed and altitude coordinated with en

route ANSPs

• Possible to include ATC active involvement in achieving crossing time

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Where could this Regional ATFM Strategy be Implemented

• Asia Pacific
• Latin America
• Middle East
• Africa

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• High level of participation of aircraft operators
• Early collaboration of stakeholders
• Development of strong relationships
• High Level of leadership in all stakeholders

Key characteristics of successful ATFM/CDM Implementation

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Conclusion

• Number of aircraft in Africa to double in 20 years
• Airspace capacity and efficiency major inhibitor to growth
• ANSPs need to continually ensure they apply performance

driven initiatives

• Regional cooperation in Africa is essential

All ANSPs need to become performance driven

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Business Transformation Stéphane Durand

Chief Operating Officer DSNA

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Business Transformation Bless Kavai

Assistant Director Safety & Flight Operations IATA

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Business Transformation Dario Rossilli

COO IDS - Ingegneria Dei Sistemi S.p.A

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CANSO Africa Conference Making Vision 2020 a Reality in Africa

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ANSP Performance areas

Good air navigation services performance results from good governance, and ultimately from good government policy-making. In order to achieve improvements in ANSP performance the following key areas needs to be address :

ANSP mission and objectives — emphasis on safety, capacity, cost-efficiency, customer-focused service, and environmental responsibility; Enabling legislation and regulation — roles and responsibilities, and observance of international

• bligations;

ANSP governance structure — processes, customs, policies, laws, regulations, and institutions ensuring its vision, mission, goals and objectives are in line with obligations and expectations; Independent and empowered management — empowered, qualified, responsible and accountable;

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ANSP Performance Area

Customer relations — mature, transparent relationship that seeks agreed goals and objectives; Performance measurement — performance measurement and benchmarking has a positive influence on air navigation services performance; Other stakeholder relations and social dialogue — appropriate and meaningful stakeholder interface mechanisms;

The ANSP Performance are also strongly linked to the interoperability and the possibility to be part of globally harmonised and interoperable air navigation system capable of delivering a safe, efficient and seamless service.

PBN implementation and seamless airspace route network design can bring the right

environment in order to improve ANSP performances

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Drivers

 International

 AN-Conf/12 defined the latest ICAO Doc 9750 Global Air Navigation Plan which identified the Aviation System Block Upgrade (ASBU) program which proposed flexible building blocks to implement a similar operational capability throughout the world  ASBU Block 0 has stated that 3 priorities have been agreed to be implemented immediately: PBN, CDO, and CCO : “The Block 0 target date is 2014”  ICAO Resolutions A36-23 and A33-1 imposes states to comply with 70 %PBN targets by 2014 and 100% by 2015 ;

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Regional Drivers

Regional ICAO and the states created the AFI Roadmap for Performance Based Navigation which outlines the purpose of implementing a collaborative and timely implementation of PBN in the region to manage the air traffic growth. PBN Plan Initiatives

• incorporation of advanced aircraft navigation capabilities into the air navigation

system infrastructure

• ptimization of the terminal control area through improved design and

management techniques

• ptimization of the terminal control area through implementation of RNP and

RNAV SIDS and STARS

• ptimization of the terminal control area to provide for more fuel efficient aircraft
• peration through FMS-based arrival procedures

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ANSPs Interoperability

Implementation of PBN will require appropriate SW Tools ICAO Compliant, Certified Designers and most of everything: ANSP Regional Cooperation and Partnership can improve and boost the harmonization of the air navigation system towards the seamless airspace implementation concept, exploiting the benefits of PBN for each participant ANSP. Interoperable Data Exchange standards AIXM/WXXM/FIXM are a key elements for the accomplishment of a safe and efficient ATM infrastructure able to support the Performance of the ANSP. AIM, CDM, ATFM and the entire ATM system relays on “The right digital information, at the right place, at the right time.”

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AIM as ANSP performance Enabler

A concept of operations called Aeronautical Information Management [AIM] that ensures information:

• Quality
• Integrity
• Timeliness

can enable the information data exchange infrastructure By assuring the provision of quality information to the right people at the right time, ANSPs will:

• Improve the efficiency of airspace usage
• Increase aviation safety through common situational awareness
• Reduce environmental impact
• Shrink infrastructure costs through standardized system interfaces

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National AIM implementation

 AIM transition implementation will support PBN states plan

 Regional AIM implementation

 Through bi-lateral coordination, will help to increase ANSP service performances

Compliancy with Data Information standards is one of the key factor to create the Regional Cooperation and Airspace Service Collaboration and support the implementation of CDM and ATFM systems incrementing ANSPs Perfornances

AIM as ANSP performance Enabler

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Thanks for the Attention

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Partnerships & Collaboration Frank Chinambu

Director of Air Navigation NACL

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The ASBU Framework Prosper Zo’o Minto’o

Acting Regional Director ICAO ESAF

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ICAO Aviation System Block Upgrades (ASBU) Framework Implications and Status of Implementation in Africa

Prosper Zo’o Minto’o

Acting Regional Director International Civil Aviation Organization Eastern and Southern African Office

CANSO Africa Conference Livingstone, Zambia, 6-8 October 2014

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Outline

• Today’s Challenges & Tomorrow’s Needs
• ICAO Global Air Navigation Plan & ASBU

Methodology

• Regional Issues
• Recommendations

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Today’s Challenges

• Current and projected traffic growth
• Air traffic growth expands two-fold every 15 years

– Growth can be a double-edged sword: How to achieve both safety and operational improvements?

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• 1,000

2,000 3,000 4,000 5,000 6,000 1945 1950 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010 2015

Revenue Passenger-Kilometres

(billion)

5.7 trillion

+5.2%

growth rate vs. 2012

Revenue Passenger-Kilometres in 2013* World recession Note: world total scheduled services *preliminary results Gulf crisis Iran-Iraq war

Continuous growth of air traffic

Oil crisis Asian crisis 9/11 terrorist attack SARS

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3.1 billion

Passengers carried

32 million

Aircraft departures

5.7 trillion

Revenue Passenger-Kilometres

184 billion

Freight Tonne-kilometres

+5%

vs 2012 vs 31 million in 2012

+5.2%

vs 2012

+1%

vs 2012

Air Transport in 2013*

Note: world scheduled services *preliminary results

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Today’s Challenges

• Rapid evolution of technology and complex SARPs
• The 37th session of ICAO General Assembly advised

to redouble our efforts – with focus on ensuring interoperability of systems while at the same time maintaining or enhancing aviation safety.

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Today’s Challenges

• Training and re-training of personnel
• Insufficient financial and human resources worldwide
• Existing deficiencies
• Political, institutional and legal challenges

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Tomorrow’s Needs

Global framework is needed to ensure:

• Safety is maintained and enhanced
• ATM improvement programmes are harmonized
• Barriers to future efficiency and environmental gains

are removed, at reasonable cost

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Global Air Navigation Plan: Innovation and Best Practices

CREATE A PLAN

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GANP- Contents (DOC 9750)

Strategic Objective: Capacity and Efficiency

GANP

(Global Air Navigation Capacity and Efficiency Plan)

Executive summary Introduction: Presentation of GANP Chapter 1: ICAO’s Ten Key Air Navigation Policy Principles Chapter 2: Implementation Chapter 3: Aviation System Performance Appendices: Appendix 1 Global Air Navigation Plan Evolution and Governance Appendix 2 Aviation System Block Upgrades Appendix 3 Hyperlinked Online Support Documentation Appendix 4 Frequency Spectrum Considerations Appendix 5 Technology Roadmaps Appendix 6 Module Dependencies Appendix 7 Acronym Glossary

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GANP Policy Principles

• 1. Commitment to the Implementation of ICAO’s

Strategic Objectives and KPAs

• 2. Aviation Safety is the highest priority
• 3. Tiered Approach to Air Navigation Planning
• 4. Global Air Traffic Management Operational

Concept (GATMOC)

• 5. Global Air Navigation Priorities
• 6. Regional and State Air Navigation Priorities
• 7. Aviation System Block Upgrades (ASBUs),

Modules and Roadmaps

• 8. Use of ASBU Blocks and Modules
• 9. Cost Benefit and Financial issues

10.Review and Evaluation of Air Navigation Planning

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Canada

New National/Regional Plans - interoperability challenges e

Australia

India

China

Russia

Many Regional and National ATM modernization programmes are being developed worldwide

• They are following ICAO’s Global Air Navigation Plan and Operational

Concept, but nevertheless they are different in their own way

• thus resulting in interoperability challenges

Examples:

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Aviation System Block Upgrades

• What is an ‘Aviation System Block Upgrade’

(ASBU) Module?

• Each Module is defined as follows:

– Intended Operational Improvement/Metric to determine success – Necessary Procedures/Air and Ground – Necessary Technology/Air and Ground – Positive Business Case per Upgrade – Regulatory Approval Plan/Air and Ground – Well understood by a Global Demonstration Trial

• All synchronized to allow initial implementation
• Won’t matter when or where implemented

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ASBU Performance Improvement Areas & Blocks

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Summary of ASBU Methodology

• Addresses ANSP, aircraft and

regularity requirements

• Identified 4 improvement areas
• Implementation through Block

Upgrades ( 0,1,2, and 3) each comprising a number of modules

• Modules

– provide a series of measurable,

• perational performance

improvements – Organized into flexible & scalable building blocks – Could be introduced as needed – all modules are not required in all airspaces

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ASBU Block 0 in Perspective

CTA

B0-APTA – Optimisation

• f approach procedures

B0-ASUR – Safety &

B0-ACDM -

B0-RSEQ - Improved

B0-WAKE - Increased

B0-DATM - Service Improvement

ToD

B0-CDO - Improved

B0-CCO- Improved

B0-FICE - Increased Interoperability,

ToC

B0-ACAS

B0-FRTO - Improved

B0-NOPS - Improved Flow

• n a Network-Wide view

B0-TBO - Improved Safety &

B0-ASA – Air Traffic

B0-84 – Initial surveillance

B0-OPFL – Improved Access to

• ptimum FL through

B0-SNET – Baseline Gound-

Airport Operations Optimum Capacity and Flexible Flights Efficient Flight Path Globally Interoperable Systems and Data Performance Improvement Areas B0-AMET– Meteorological

• perational efficiency and safety

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ICAO’s Role in ATM Modernization

“Increase the capacity and improve the efficiency of the global civil aviation system”

• Through the GANP, offer a long-term

vision to assist all aviation stakeholders, and ensure continuity and harmonization among modernization programmes

• Through the Aviation System Block

Upgrades (ASBU), provide a consensus-driven modernization strategy for integrated planning

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• Objective:

– Understand how using today’s technology and skills can result in reduced emissions.

• Focused on:

– Air traffic flow management (ATFM) – Collaborative Decision Making (CDM), including Airport CDM (A-CDM), – Continuous descent and climb operations (CDO/CCO).

• Jointly organized by ICAO, CANSO, IATA, EUROCONTROL and the FAA
• Provided participants operational knowledge on how to implement techniques
• 8th Global ATFM Conference (Cancun, Mexico, 4 to 6 November 2014)

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Global Air Navigation Plan: Innovation and Best Practices

WORK AT REGIONAL LEVEL

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Regional Implementation – Air Navigation

Establish Regional Priorities, ASBU Modules & Targets Regional workshops and meetings

Regional Performance Indicators

Annual ANC/Council Review Revised PIRG TORs & Work Programme PIRG Meeting Reports GANP

Annual Global Air Navigation Report

Revise Regional Air Navigation Implementation Plans Revise Regional Air Navigation Plans Next GANP

2016



In progress

  

PIRGS

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Implementation of AN-Conf/12 Rec 6/1

APIRG Conclusion 19/06: Adoption of AFI Regional Air Navigation System Implementation Plan aligned with the ICAO Aviation System Block Upgrades (ASBU) That: a) AFI States adopt the Regional Air Navigation System Implementation Plan aligned with the 18 Block 0 Modules of the ICAO Aviation System Block Upgrades (ASBU) Methodology, as provided at Appendix 3.0A to this report; b) That AFI States implement the adopted modules based on their

• perational needs, the categorization and the prioritization defined in

the Action Plan; c) The Secretariat finalize the implementation targets set for the adopted ASBU Block 0 Modules, and ensure that these targets are aligned with existing regional programmes aimed at enhancing air navigation capacity and efficiency and aviation safety;

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APIRG Conclusion 19/06: Adoption of AFI Regional Air Navigation System Implementation Plan aligned with the ICAO Aviation System Block Upgrades

d) The APIRG and the ICAO Regional Offices coordinate the implementation of the ASBU Block 0 Modules related to Safety Key Performance Area with regional aviation safety mechanisms (RASG-AFI, AFI Plan) and other relevant safety initiatives for the AFI Region; e) ICAO continually provide capacity building through workshops and seminars to AFI States and regional stakeholders as the needs arise in the different levels of ASBUs; and f) The African Civil Aviation Commission (AFCAC), Regional Economic Communities and Financial institutions to provide their support and assist States the implementation of the AFI Regional Air Navigation System Implementation Action Plan.

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AIR NAV. REGION REGIONAL OFFICE SAFETY AIR NAVIGATION AFI ESAF ADOPTED

(Abuja Ministerial – July 2012)

ADOPTED

(APIRG/19 – October 2013)

WACAF MID MID ADOPTED

(DGCA-MID/2 May 2013) (Review – 27-29 April 2014)

MSG Meeting

(November 2014)

ASIA/PAC APAC RASG-APAC/4

(November 2014)

ADOPTED

(APANPIRG/25 - September 2014)

NAM NACC US CAST/Canada ADOPTED

(NACC/DCA/5 – April 2014)

CAR ADOPTED

(NACC/DCA/5 – April 2014)

SAM SAM ADOPTED

(RAAC/13 - December 2013)

ADOPTED

(RAAC/13 - December 2013)

EUR EUR/NAT ADOPTED

(RASG-EUR/03 - February 2014)

ADOPTED

(EANPG/55 - November 2013)

NAT ADOPTED

(NAT SPG/49-June 2013)

TBA

Regional Targets

          

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Regional Implementation Support Mechanisms

• PIRGs: APIRG, EANPG & MIDANPIRG

– Set regional air navigation priorities and targets – Support regional implementation of the GANP – Review air navigation plans and deficiencies – Involve all aviation stakeholders in the region

• States, ICAO, and international organizations
• Regional Offices

– Technical evaluation, follow-up and assistance missions to States – Training courses, seminars and workshops – Regional technical cooperation and assistance projects - FPPs – Regional mechanisms – RASGs and PIRGs

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Air Navigation Dashboard (Africa)

(PBN, ATFM, AIM, Digital ATS Coordination/Transfer)

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Air Navigation Priority - PBN

• African Flight Procedures Programme (FPP)

– A regional center of excellence in procedure/airspace implementation, focusing on PBN – Provides direct design and implementation support as needed, and the necessary capacity building for States and other stakeholders for sustainable development – In Dakar, Senegal, hosted by ASECNA – Run by ICAO ESAF/WACAF offices – Open for business - 2 June 2014

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• Implementation of PBN

– Terminal operations: B0-APTA, B0-CCO, B0-CDO & En-route operations: ATS route network, B0-FRTO

– Lack of cost-benefit analysis for SBAS – Lack of research on adverse on ionosphere effect on SBAS – Low numbers of equipped aircraft – Lack of appropriate training

• Implementation of air traffic control service

– Lack of executive commitment – Lack of appropriate planning

Air Navigation implementation activities & challenges

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• Implementation of other SARPs and Regional

Requirements

– Lack of executive commitment – Lack of appropriate training – Lack of effective policies for retention of expertise

• Implementation of QMS for MET

– Lack of executive commitment – Lack of appropriate training – Lack of cost recovery mechanism for MET services

Air Navigation implementation activities & challenges

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• Implementation of SIGMET - B0-AMET

– Inadequate telecommunication facilities – Lack of appropriate training for correct formatting of SIGMET

• Facilities and services to enable exchange of OPMET

information

– Inadequate telecommunication facilities – Lack of training related to routing procedures

Air Navigation implementation activities & challenges

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• Implementation of QMS for AIS - (B0-DATM) & WGS-84

Implementation – (B0-DATM)

– Lack of electronic database; lack of Internet Protocol based networks

• Integration of sustainable sub-regional aeronautical

satellite telecommunication (VSAT) networks (B0-FICE)

– AMHS, AIDC and VoIP between ACCs

– Negotiation protocol to enable dialogue between AMHS message transfer agents (MTAs) – Compatibility between AIDC and non-ATN OLDI systems

Air Navigation implementation activities & challenges

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• Improved Safety and Efficiency through the initial application
• f Data Link en-Route – (B0-TBO)

– CPLDC; ADS-C

– Funding and limited data link service provider and infrastructure (only SITA services are available)

• Enhancement of aeronautical surveillance / Situational

awareness (B0-ASUR; B0-SNET)

– Lack of ADS-B system implementation due to recent implementation

• f conventional surveillance systems

– Hostile environment/challenging access in installation at remote sites/ locations

Air Navigation implementation activities & challenges

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• Development of national plans aligned with the regional air navigation

plan and implementation commitment by States/ANSPs

• Regional coordination of implementation programmes/projects based
• n ASBU modules and agreed regional performance objectives
• Establishments of working arrangements between CANSO and African

ANSPs, including coordination, cooperation and partnership

• Consultations among States, ANSPs and users
• Establishment and implementation of policies for appropriate training

and retention of expertise

• Exchange of expertise between States

Recommendations

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Recommendations

• Establishment of autonomous service providers, or

enhancement of autonomy where already established

• Organization of workshops, seminars, etc.

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Upcoming Global & Regional

KEY EVENTS

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Remotely piloted or piloted: sharing one aviation system

• A unique opportunity for all to:

– Identify how existing aviation rules need to evolve to meet the challenges involved in welcoming the RPAS community – Examine alignment between ongoing RPAS development and supporting regulatory provisions. – Showcase the opportunities created by the integration of RPAS into the global civil aviation system.

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From Global Plan to Local Benefits

• Intent: To reach out to those States who need to upgrade their ATM

systems to take advantage of block 1 capabilities.

• Message:

– Be part of the symposium – We will build the stage, the show is yours – Bringing States together and securing active involvement and participation – Proof of concept and experiments – Thinking out of the Block 0 box – Opening up the planning focus to Block 1 techniques

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ICAO Regional Workshops/Seminars on ASBUs and African FPP, November 2014, Addis Ababa, Ethiopia 17-19 & 20-21 November 2014

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Twentieth Meeting of the AFI Planning and Implementation Regional Group (APIRG/20) Second/Third Quarter 2015

AFI Traffic Forecasting Working Group APIRG Chairman Secretary Infrastructure and Information Management Sub-Group (IIM/SG) Airspace and Aerodrome Operations Sub-Group (AAO/SG) APIRG Projects Coordination Committee (APCC)

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THE MAPUTO FEEDBACK Frank Majaramhepo

Specialist: Operational Systems ATNS

frankm@atns.co.za

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CANSO MEMBERS I NVI TED TO MAPUTO

• 1. ATNS, South Africa
• 2. Kenya CAA
• 3. Mozambique Airports
• 4. Tanzania CAA
• 5. Zambia Airports
• 6. NAMA, Nigeria
• 7. NANSC Egypt
• 8. Botswana CAA
• 9. Uganda CAA
• 10. Swaziland CAA
• 11. ENANA-EP

, Angola

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CANSO MEMBERS ATTENDANCE

• 1. ATNS, South Africa
• 2. Kenya CAA
• 3. Mozambique Airports
• 4. Tanzania CAA
• 5. Zambia Airports
• 6. NAMA, Nigeria
• 7. NANSC Egypt
• 8. Botswana CAA
• 9. Uganda CAA
• 10. Swaziland CAA
• 11. ENANA-EP

, Angola

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Air Navigation Report Form (ANRF)

• The form is part of ICAO GANP

framework

• Helps Regions and States establish their

Air Navigation priorities

• Basis for performance reporting of the

ASBU implementation

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ANRF REPORT BACK

• 1. All members present assisted each other on how to

fill in the form

• 2. Five out the six present African members produced

part reports during the sessions

• 3. Members were encouraged to send the remainder
• f the reports to the CANSO Africa Region Office
• 4. No new reports were received by the office from

both the present and absent members

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ANRF REPORT BACK

• 1. Reporting requirements as per ANRF are:

a) Select elements as per country need b) Implementation targets and progress c) Implementation challenges

• 2. The five responses:

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ZAMBI A: Block0-FRTO

Elements:

• 1. Airspace planning
• 2. Flexible use of airspace
• 3. Flexible routing

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ZAMBI A:Block0-FRTO

Implementation targets and progress:

1 Jan 2015 Study to re-organize airspace in progress 2 Dec 2015 On-going 3 Dec 2015 On-going

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ZAMBI A:Block0-FRTO

Implementation Challenges:

Ground Systems Avionics Procedures Ops Approvals

1 Organized airspace & Incomplete WGS-84 Survey Qualified personnel & technical expertise Knowledge and Appropriate training 2 Surveillance infrastructure Inadequate equipage FUA Implementation guidance Not in place 3 As above As above Not in place Not in place

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TANZANI A:Block0-FRTO

Implementation targets and progress:

1 Procedures in place Introducing Internet portal 2 Strengthening of Civil and Military coordination in progress 3 Implementation of PBN in progress

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TANZANI A:Block0-FRTO

Implementation Challenges:

Ground Systems Avionics Procedures Ops Approvals 1 Technical expertise Nil Nil Knowledge & training 2 Inadequate equipage No coordination agreement with military As above 3 No equipment As above Not in place As above

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TANZANI A:Block0-ASUR

Elements:

• 1. ADS-B
• 2. Multilateration (MLAT)

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TANZANI A:Block0-ASUR

Implementation targets and progress:

1 Dec 2014 Phase 1 On-going 2 Feasibility Study

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TANZANI A:Block0-ASUR

Implementation Challenges:

Ground Systems Avionics Procedures Ops Approvals 1 Nil challenge Inadequate equipage Nil challenge Knowledge and training

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MOZAMBI QUE:Block0-ASUR

Implementation targets and progress:

1 On-going 2 Planning phase

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MOZAMBI QUE:Block0-ASUR

Implementation Challenges:

Ground Systems Avionics Procedures Ops Approvals 1 Nil challenge Inadequate equipage Nil challenge Nil challenge

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MOZAMBI QUE:Block0-CDO

Elements:

• 1. CDO
• 2. PBN

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MOZAMBI QUE:Block0-CDO

Implementation targets and progress:

1 Nil PBN Procedures available 2 Implemented at all airports

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MOZAMBI QUE:Block0-CDO

Implementation Challenges:

Ground Systems Avionics Procedures Ops Approvals 2 Nil challenge Nil challenge Nil challenge Nil challenge

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KENYA:Block0-APTA

Elements:

• 1. APV with Baro VNAV
• 2. APV with SBAS
• 3. APV with GBAS

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KENYA:Block0-APTA

Implementation targets and progress:

1 Dec 2018 APV with BARO VNAV on-going 2 Dec 2017 APV with SBAS on-going 3 Dec 2018 APV with GBAS on-going

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KENYA:Block0-APTA

Implementation Challenges:

Ground Systems Avionics Procedures Ops Approvals 1 Nil challenge Inadequate equipage Not developed Regulator incapacity 2 Nil challenge Inadequate equipage Not developed Regulator incapacity 3 No infrastructur e Inadequate equipage Not developed Regulator incapacity

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KENYA:Block0-ACDM

Elements:

• 1. ACDM
• 2. Aerodrome certification
• 3. Airport planning
• 4. Heliport operations

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KENYA:Block0-ACDM

Implementation targets and progress:

1 Dec 2015 Airport CDM on-going 2 Dec 2014 Aerodrome Certification on- going 3 Dec 2014 Airport planning on-going 4 Dec 2014 Heliport Operations on-going

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KENYA:Block0-ACDM

Implementation Challenges:

Ground Systems

Avionics Procedures Ops Approvals

1

Interconnectivity with different ACDM partners

Nil challenges 2

Nil challenges

3 4

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South Africa-Summary Block 0

65 APTA Airport Accessibility 70 WAKE Wake Turbulence Separation 15 RSEQ Runway Sequencing 75 SURF Surface Operations 80 ACDM Airport Collaborative Decision Making 81 RATS Remote Air Traffic Services 25 FICE FF/ICE 30 DATM Digital Aeronautical Management 31 SWIM System Wide Information Management 105 AMET Advanced Meteorological Information 10 FRTO Free Route Operations 35 NOPS Network Operations 84 ASUR Alternative Surveillance 85 ASEP Airborne Separation 86 OPFL Optimum Flight Levels 101 ACAS Airborne Collision Avoidance Systems 102 SNET Ground-Based Safety Nets 05 CDO Continuous Descent Operations 40 TBO Trajectory-Based Operations 20 CCO Continuous Climb Operations 90 RPAS Remotely Piloted Aircraft Systems

Orange: Collaboration needed-Ongoing Green: Completed or

• n track for Dec 2017

Red: N/A….Block 1 Clear: Acft applications

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END

THANK YOU

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Summary Thabani Mthiyane

Chair AFC3, CANSO & CEO ATNS

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