PBN airspace design Seminar/workshop, AFI-FPP, Dakar, 26-28 March - - PowerPoint PPT Presentation

International Civil Aviation Organization

PBN airspace design

Seminar/workshop, AFI-FPP, Dakar, 26-28 March 2014

26 March 2014

AFI FPP 26 March 2014 2

SUMMARY

• Background
• ICAO documents
• Objective
• Process overview
• AFI-FPP contribution

AFI FPP 26 March 2014

• Move of Global airspace from conventional navigation to PBN which

facilitate predictable flight paths.

• Airspace design is component of the Airspace concept based on clearly

defined operational requirements.

Potential Consequence

• concerned stakeholders may need to make changes (financial upgrade ) to

equipment, resources and airplanes.

• To assure the successful of this airspace development, it’s necessary to

respect the process as defined by ICAO.

Background

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• airspace concept is a master plan of the intended airspace design and its
• peration as regard to the satisfaction of strategic objectives (safety,

capacity, flight efficiency, access, environment).

Background

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• PBN manual (Doc 9613)
• Air Traffic Services Planning Manual (Doc 9426)
• PANS-ATM (Doc 4444);
• PANS-OPS (Doc 8168);
• RCP manual (Doc 9869);
• CDO Manual (Doc 9931);
• CCO Manual (Doc 9993);
• manual on the use of PBN in airspace Design(Doc 9992)

ICAO DOCUMENT

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• This module has two main objectives:
• enlighten the ICAO process Activities to develop when creating or

modifying the PBN Airspace Concept.

• inform States of the availability of AFI-FPP to contribute in the

national/ subregional implementation of PBN airspace design.

OBJECTIVE

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Planning

(6 phases)

Design

(4 phases)

Validation

(3 phases) Implementation (4 phases) PROCESS OVERVIEW

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PROCESS OVERVIEW

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Iteration

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PLANNING PHASE: Agree on operational requirements (1/6)

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Strategic objectives Sample ops requirement Sample PBN project

• bjectives

Increase capacity Addition of new runway Design new RNP SIDs/STARs for new runway and adapt existing ATS Route network to PBN

Increase capacity

Increase in air traffic

Design new RNAV or RNP routes handling traffic increase and adapt SIDs/STARs to new ATS Routes network

Reduce environmental impact Avoid noise sensitive areas at night Design of RNP SIDs/STARs with CCO and CDO

Strategic objectives Sample ops requirement Sample PBN project

• bjectives

Increase flight efficiency Use airspace users

• n-board capability

Develop ATS Route network based on Advanced RNP Increase safety On Approach Improve vertical profile enabling stabilised approaches Introduce RNP APCH or RNP AR APCH Increase flight efficiency Improve vertical interaction between flights to avoid unnecessary levelling

• ff

Redesign RNP SID/ STAR interactions and move SIDs clear of holding areas Increase access Provide alternative to conventional NPA Develop RNP APCH Procedures

The requirements driving an airspace design should be clearly stated in a written document detailing strategic objectives so that subsequent work has a clear direction. Operational requirements tend to be reasonably high level and so they are

• ften decided at a high managerial level

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• In order to tackle the operational requirements, it's necessary to have an

integrated team of people working together: the Airspace Design Team.

• Commonly, this team is led by an ATM specialist with strong project

management skills, an in-depth operational knowledge of the specific airspace under review and a sound knowledge of PBN. PLANNING PHASE: create the airspace Design Team (2/6)

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• Project objectives derived from the project ops requirements
• Depending on time and resources , design team break all down into timescale.

PLANNING PHASE: Agree on objectives, scope and timeline (3/6)

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all

• reference scenario: benchmark against which the new airspace concept can be

compared. PLANNING PHASE: Analyse the Reference Scenario – Collect Data (4/6)

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reference performance compare Reference scenario (existing airspace) New airspace concept New airspace performance

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• Performance criteria are to be identified in the regulator’s Safety Policy

promulgated at a national or regional level;

• Safety policy concerns itself with questions like:
• Which Safety Management System should be used?
• Which Safety Assessment Methodology should be used?
• What evidence is needed to show that the airspace concept is safe?
• In deciding the project’s objectives and scope, it is necessary to know how

a project’s success can be measured in terms of performance.

PLANNING PHASE: Select performance criteria, safety policy and safety criteria(5/6)

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• To set up assumptions, communication is needed with aircraft operators,

regulators and all other affected stakeholders to obtain a realistic estimate

• f current and future fleet capabilities and to undertake a realistic cost-

benefit analysis.

• anticipated fleet capabilities are used to identify which existing ICAO

navigation specifications can be applied to subsequent design phases.

PLANNING PHASE: Agree on ATM/CNS assumptions (6/6)

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Requirements

• qualitative assessment and operational judgement of stakeholders;
• To be able to use paper and pencil;
• software support, particularly during the detailed design stage.

Goal

• coherence between en route and terminal airspace based on real aircraft

performance information.

DESIGN PHASE: Overview

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• Care must be taken in selecting the departure and arrival route crossing

points to ensure that neither arriving nor departing nor holding aircraft are constrained. It is important to have a good understanding of the fleet performance (RF, FRT, offset…) Methodology

• Holds for sequencing or regulation
• Longer arrival routes
• pre-plans advanced sequencing through a manual or automated arrival

management system in order to maintain a balanced stream of traffic

• also some ATM methods developed to allow efficient sequencing traffic

depending on CDO practices.

• And other

DESIGN PHASE: Airspace routes and holds (1/4)

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DESIGN PHASE: Airspace routes and holds (1/4)

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• This phase comprises four steps:

1. what navigation performance is needed to achieve the intended design? 2. Do the fleet capability reach the navigation performance required by the intended design; 3. Is the NAVAID coverage sufficient to support the intended design ? 4. Are proposed routes and holds feasible in compliance with navigation performance needed, available NAVAID coverage and the obstacle constraints. DESIGN PHASE: Initial procedure design (2/4)

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• Objective: protect routes and holds vertically and laterrally
• Once the structure is complete, the airspace is sectorized for purposes of

ATM and here again it may be necessary to review the route placement.

• The airspace sectorization may be functional or geographic

DESIGN PHASE: Airspace volumes and sectorization (3/4)

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Activity 6 Activity 7 Activity 8 Activity 12

CNS/ATM assumptions Routes& holds Initial procedure Designer Finalisation of procedure Design Volumes and sectors

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• navigation environment is usually mixed (conventional only still exist)
• Methodology

1. a PBN application is implemented, but not mandated, and conventional navigation is retained; 2. a “mixed-mandate” is used within an airspace volume – (segregation routes or altitudes for RNAV application and the other for RNP) 3. a mix of RNAV or RNP applications is implemented in airspace, without any mandate even to conventional navigation aircraft not approved to any of the navigation specification.

DESIGN PHASE: Confirming the ICAO navigation specification identified in Activity 6 (4/4)

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This phase consist of to:

• assess if the project objectives can conduct to positive business case
• prove the ATM validity of the airspace design
• identify potential weak points in the concept and develop mitigation measures
• provide evidence and proof that the design is safe, i.e. to support the safety

assessment

• The main aim of the validation exercise which is to check the ATM

workability and the safety of the proposed airspace concept

• Validation methods may produce quantitative or qualitative results.

VALIDATION PHASE: Airspace concept validation (1/3)

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• The validation methods

VALIDATION PHASE: Airspace concept validation (1/3)

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The procedure design process is only finalised once the proposed concept is viable.

• Finalization of the design process is achieved when:
• the design documentation is completed
• procedure descriptions and draft charts are produced
• and each procedure is independently checked to ensure that the design

criteria have all been followed. VALIDATION PHASE: Finalization of procedure design(2/3)

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The creation of an RNAV or RNP instrument flight procedure or ATS route follows a series of steps from the origination to final publication. Content of validation

• quality control procedures at each step of this process
• Flyability tests using actual aircraft can be considered, but these can only show

that a particular aircraft can execute the procedure correctly under a particular set

• f weather conditions.
• Flight Inspection of NAVAID coverage only applicable in DME/DME positioning.

VALIDATION PHASE: Validation of procedure design (3/3)

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VALIDATION PHASE: Validation of procedure design (3/3)

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• The new airspace concept may require changes to the ATC system (on

aircraft capabilities and the appropriate displays to support the new routings).

• The need for such changes would be identified by the design team during

the design phase (air traffic flight data processor - air traffic radar data processor - ATC situation display - ATC support tools, ATC management procedures for mixed environment of PBN and non-PBN traffic …)

• The need could require also

changes to ANSP methods for issuing NOTAMS (RAIM prediction or AIP, routes unavailability …)

• The project team needs to plan for execution of the implementation,

including ANSPs in an adjacent State.

IMPLEMENTATION PHASE: ATC system integration (1/4)

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• The introduction of PBN can involve considerable investment in terms of

training, education and awareness material for both flight crew and controllers and AIM

• In many States, training packages and computer based training have been

effectively used for some aspects of education and training.

• The PBN Manual, Volume II, Parts B and C addresses the education and

training appropriate for flight crew and controllers.

IMPLEMENTATION PHASE: Awareness and training material (2/4)

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• Implementation is successful if every assumption made forehand is fully

justified.

• So It is necessary to apply careful planning that makes successful

implementation possible.

IMPLEMENTATION PHASE: Implementation (3/4)

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The decision to go ahead with implementation should be based on factors: have the safety and performance criteria been satisfied have the required changes been made to the ATM system have the required changes been made to the ground navigation systems do the assumptions and conditions upon which the Airspace Concept has been developed still pertain. (traffic flows, fleet equipment, approval etc) are the critical enablers all in place have the pilots and controllers received appropriate training; and is the business case positive.

IMPLEMENTATION PHASE: Implementation (3/4)

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Once the “go” decision has been made, the airspace design team should remain in close contact with the operational staff. If resources allow team members should be available in the operations hall on a full time basis from at least two days before implementation until at least

• ne week after in order to:

monitor the implementation process support the centre supervisor/approach chief or operational manager should it become necessary to use redundancy or contingency procedures provide support and information to operational controllers and pilots maintain a record of implementation-related difficulties for use in future project planning.

IMPLEMENTATION PHASE: Implementation (3/4)

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• After the implementation of the airspace change the system should be

monitored and operational data collected to ensure that:

• safety is maintained;
• and to determine whether strategic objectives have been achieved.
• If after implementation, unforeseen events do occur, the project team

should put mitigation measures in place as soon as possible

• In exceptional circumstances, this could require the withdrawal of RNAV or

RNP operations while specific problems are addressed

• A system safety assessment should be conducted after implementation

and evidence collected to ensure that the safety of the system is assured.

IMPLEMENTATION PHASE: Post implementation review (4/4)

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IMPLEMENTATION PHASE: Post implementation review (4/4)

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Reinforce the PBN knowledge of the leader of Airspace Design Team Act as moderator in airspace design team on PBN issues Train the state’s designers to cater for operational requirements Participate as the designers in the Airspace Design Team Assure the training for airspace and procedures validators

IMPLEMENTATION PHASE: AFI-FPP contribution

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Thank you

AFI-FPP, the Flight Procedure Programme for you and with you