Transcript SOFREAVIA - الهيئة العربية لطيران

ACAC Study of ATM-CNS
Presentation
at
ACAC Seminar 2005 in Rabat
by
Michel DELARCHE
[email protected]
From
SOFREAVIA
Consulting and Support Studies
ACAC Study
16 September 2005
1
ACAC Study of ATM-CNS
Presentation at ACAC Seminar 2005
Overall Study Presentation
Training issues
Cost-Benefit Analysis
Institutional issues
ACAC Roadmap
ACAC Study
16 September 2005
2
ACAC Study of ATM-CNS
Overall study approach
WP1: Data Collection & forecast evolutions
Data collection
Phase 1
Service Evolution
Scenarios
Traffic Analysis
Airspace Organisation Scenario
WP2: CNS Implementation Issues
Foreseen CNS Services
Analysis of existing arrangements
Assessment of staffing needs
ATC & CNS Infrastructure Scenario
Identification of training needs
Recommended approach
Training Program and Cost
Aircraft Equipment Requirements
WP4: Cost Benefit Analysis
Phase 2
WP5: Institutional issues
WP3: Training needs
Equipment Costs
Training Costs
Schedule for new framework
WP6: Implementation
Roadmap
Deployment
Program
Training
Program
Assessment of operational benefits
Consolidated CBA
ACAC Study
ATM/CNS Roadmap
16 September 2005
3
ACAC Study of ATM-CNS
Approach for Phase 1 (1/2)
WP1: Data Collection & forecast evolutions
Questionnaire
Data collection
Traffic data &
growth rate forecast
Fleet
data
Traffic Analysis
Data on services
&
infrastructure
Service Evolution
Scenarios
Route network & airspace
structure
Airspace Organisation Scenario
ACAC Study
Typology of
service areas
Traffic &
fleet data
Optimised
network &
airspace
16 September 2005
4
ACAC Study of ATM-CNS
Approach for Phase 1 (2/2)
WP2: CNS Implementation Issues
Regional & National Plans
Foreseen CNS Services
WP1
WP1
ATM Services
Concept of
operation for
ATM/CNS
Existing Infrastructure
ATC & CNS Infrastructure Scenario
Aircraft Equipment Requirements
ACAC Study
ATS CNS
equipment
Aircraft CNS
equipment
16 September 2005
5
ACAC Study of ATM-CNS
Approach for Phase 2 (1/3)
Staffing data from
questionnaires
ATC service level
and forecast numbers
of sectors from phase 1
WP3: Training needs
Assessment of staffing needs
Identification of training needs
Training Program and Cost
Input for WP4 (CBA)
ACAC Study
information from
questionnaires
WP5: Institutional issues
Analysis of existing arrangements
Recommended approach
Schedule for new framework
Input for WP6 (Roadmap)
16 September 2005
6
ACAC Study of ATM-CNS
Study approach for Phase 2 (2/3)
ACAC fleet
from phase 1
Current classical
equipment
CNS-ATM Agenda
from phase 1
Input on cost from WP3
WP4: Cost Benefit Analysis
Equipment Costs
Training Costs
Consolidation of
services and priorities
Forecast traffic
from phase 1
Agenda
revisions
for WP6
Assessment of operational benefits
Consolidated CBA
ACAC Study
16 September 2005
7
ACAC Study of ATM-CNS
Study approach for Phase 2 (3/3)
CNS-ATM Agenda Input on schedule
from phase 1
from WP5
Agenda
revisions
from WP4
Input on schedule
from WP3
WP6: Implementation
Roadmap
Deployment
Training
Program
Program
Synch.
ATM/CNS Roadmap
ACAC Study
16 September 2005
8
ACAC Study of ATM-CNS
Presentation at ACAC Seminar 2005
Overall Study Presentation
Training issues
Cost-Benefit Analysis
Institutional issues
ACAC Roadmap
ACAC Study
16 September 2005
9
ACAC Study of ATM-CNS
Human Resource in CNS-ATM transition
This aspect is addressed in 4 steps:
1°) identifying short term quantitative and qualitative shortages of
Human Resources needed for providing satisfying classical ATS
2°) develop recommendations for those States that would need to
implement a « catch-up programme » in recruitment and training
by 2007-2008
3°) determine the evolution of HR needs at the 2020 time horizon,
based on current operational practices (baseline scenario)
3°) determine the evolution of HR needs at the 2020 time horizon,
based on the widespread introduction of advanced ATM/CNS
means and associated new procedures (CNS-ATM scenario)
ACAC Study
16 September 2005
10
ACAC Study of ATM-CNS
Controller training
It takes about 2 years to train a controller ab initio (9 months for non-radar
initial training + 12 months for radar training), and it takes about 3 months to
train a qualified non-radar controller to a radar environment (OJT for
re-qualification not included)
The training of qualified controllers to advanced CNS/ATM procedures would
take 2 to 3 months (depending whether they are already radar-qualified or not)
The assumption is made that all controllers are radar-qualified
The overall cost estimate for the additional training of ACC and TMA
controllers to ATM/CNS procedures encompasses:
• The training cost of newly recruited controllers, &
• The training cost of all the controllers still operational in 2010
Overall training budget for air traffic controllers (PV) is in the order of 10 MUSD
ACAC Study
16 September 2005
11
ACAC Study of ATM-CNS
Training of other staff
The other personnel categories to be considered are:
-
Technical support staff:
•
•
•
The technical staff in support of ATS operations consists of engineers and technicians that
represent 54 % of the number of controllers (EUROCONTROL PRU data)
Initial training course of 2 weeks on a broad technical overview of CNS-ATM evolutions
The overall training budget for Technical support staff (PV) is in the order of 1.2 MUSD
-
Managers:
•
•
The number of managers is estimated on the basis of 3 people per ACC or main international
airport (typically one head and two deputies)
2 to 6 weeks programmes of conferences and visits preparing them for the challenges of
migrating to CNS-ATM-based services
The overall training budget for Managers (PV) is in the order of 1.9 MUSD
-
Pilots:
•
•
the number of pilots to be trained to CNS-ATM procedures is derived from the ACAC fleet
structure as determined earlier in this study (only modern aircraft are considered)
•
5 pilot-copilot crews (10 pilots) are assumed per long range aircraft and 4 pilot-copilot
crews (8 pilots) per short-medium range aircraft
•
Two courses: starting 2009, en-route GNSS RNAV and APV approaches, then from 2013 ASAS
procedures (unit cost equivalent to the one for ATC)
•
The overall training budget for Pilots (PV) is in the order of 85.3 MUSD
ACAC Study
16 September 2005
12
ACAC Study of ATM-CNS
Impact on costs
The global CNS/ATM-specific training costs in the CNS-ATM scenario
Are presented in the following table :
Training cost PV
(USD)
ACAC Study
Costs for ANSP :
ATCO
Technical support staff
Managers
Total Costs PV
10,0
1,2
1,9
13,1
Costs for Airlines :
Pilots
Total Costs PV
85,3
85,3
Total Training Costs PV (USD)
98,4
16 September 2005
13
ACAC Study of ATM-CNS
Presentation at ACAC Seminar 2005
Overall Study Presentation
Training issues
Cost-Benefit Analysis
Institutional issues
ACAC Roadmap
ACAC Study
16 September 2005
14
ACAC Study of ATM-CNS
CBA Approach
The approach of the CBA study is to define:
1°) the starting point for ATM-CNS equipment and human resources
(after a minimum catch-up programme completed by 2007-2008)
Catch-up programme: list of urgent CNS improvements in 4 countries
(Libya, Sudan, Syria, Yemen) based on the state of their infrastructure
towards the end of 2003
2°) a « business as usual » baseline scenario consisting only in replacing
and expanding classical infrastructure as required by traffic growth
without changing the way the services are provided
3°) a CNS-ATM transition scenario consisting in progressively replacing
the classical infrastructure and services by CNS-ATM solutions
4°) the additional costs and the benefits yielded by a CNS-ATM scenario
when compared with the « business as usual » baseline scenario
ACAC Study
16 September 2005
15
ACAC Study of ATM-CNS
Scope of the CBA
Upper Airspace
Upper Airspace
Airspace
Lower Airspace
Lower Airspace
Main TMA
Main TMA
Small
TMA
Current ACAC Airspace Structure
Main TMA
Main TMA
Small
TMA
Proposed ACAC Airspace Structure
In the CNS-ATM scenario
The CBA will only deal with the upper airspace and the main TMA (area
coloured in orange in the scheme), as regards ATC staff dimensioning and
benefits calculation (economically, the rest of the airspace is negligible)
ACAC Study
16 September 2005
16
ACAC Study of ATM-CNS
WP4: CBA Results (Global point of view)
The CNS-ATM scenario entails additional costs in terms of aircraft equipment and ANSP
cost (GNSS costs, ATCO and support staff training), which are more than compensated
by savings in classical infrastructure and operational benefits related to en route and TMA
navigation and the reduction of future airspace congestion delays in some areas.
+ 191
MUSD
504 USD
A/L HR
Costs
< 86
MUSD
GNSS
Costs
<125
MUSD
A/C Eq.
Costs
<280 MUSD
696 M USD
ANS HR
Costs
< 13
MUSD
TMA Ops
benefits
>30 MUSD
ANSP
CNS Eq.
Savings
>105 MUSD
Airlines costs and benefits
ANSP costs and savings to be covered by route charges
Figures represent Present Values over the period 2005-2020
ACAC Study
En route
Benefits
>385 MUSD
ATFM
Delay reduc.
>165 MUSD
16 September 2005
17
ACAC Study of ATM-CNS
WP4: CBA Results (ANSPs point of view) (2/2)
From the ANSP point of view,
The objective is to balance costs
by charges :
GNSS
Costs
125.3 MUSD
+ 0 M USD
Additional
HR training
Costs
13.1 MUSD
ANSP
CNS Eq.
Savings
106.3 MUSD
Additional expenses
Additional
Charges:
? MUSD
Savings and additional revenues
Additional charges : 32.1 M USD
Global increase in route charges estimated at 0.7 %
Figures represent Present Values over the period 2005-2020
ACAC Study
16 September 2005
18
ACAC Study of ATM-CNS
WP4: CBA Results (ACAC airlines viewpoint) (2/2)
From the airlines point of view, restricted to ACAC-based companies:
If we consider that the ACAC airlines represents only 50% of the total traffic (i. e. they pay only
50% of the ANSP costs, but get only 50% of the operational benefits) and fly about 30% of the time
in the ACAC area (thus having to amortize there about 30% of their aircraft equipment and training
cost) the figures for ACAC airlines alone are significantly positive:
> 180 M USD
ACAC
A/L HR
Costs
< 26
MUSD
Additional
charges
< 20 MUSD
ACAC Study
ACAC
Share of
A/C eq. cost
amortization
<85 MUSD
ACAC fleet
Operational
Benefits
>311 MUSD
16 September 2005
19
ACAC Study of ATM-CNS
Presentation at ACAC Seminar 2005
Overall Study Presentation
Training issues
Cost-Benefit Analysis
Institutional issues
ACAC Roadmap
ACAC Study
16 September 2005
20
ACAC Study of ATM-CNS
Institutional issues (1/8)
Subregional Civil Aviation entities may play a combination of three
different roles on behalf of their Member States:
Functional role
EUROCONTROL
EASA
ASECNA
COCESNA
ACAC
Coordination
YES
YES
YES
limited
limited
Operational
YES (*)
NO
YES
YES
NO
Regulatory
YES (**)
YES
NO
NO
NO
(*) global for ATFM (CFMU is agency-operated) and AIM (EAD is privately operated),
and through additional protocols between groups of states for MUACC and CEATS
(**) enhanced role owing to mandates from the Single European Sky Committee
to develop Implementing Rules and Community Specifications
ACAC Study
16 September 2005
21
ACAC Study of ATM-CNS
Institutional issues (2/8)
Arab League
(all Member States)
Adoption of the Work Programme
Adoption of DG and EC Reports
Administrative & Financial Rules
Political
authority
and financial
supervision
ACAC
General Assembly
(all Member States)
election
Executive Council
(5 Member States
for 2 years)
election
Day-to-day management
and implementation of
General Assembly decisions
General Directorate
(2 renewable years)
election
Air Navigation
Committee
Air Transport
Committee
Air Safety
Committee
(7 experts for 2 years)
(7 experts for 2 years)
(7 experts for 2 years)
Specialised Committees
ACAC Study
16 September 2005
22
ACAC Study of ATM-CNS
Institutional issues (3/8)
Arab League
(all Member States)
Approval of
new financial
Instruments
(if any)
Adoption of the Work Programme
Adoption of DG and EC Reports
Administrative & Financial Rules
ACAC
General Assembly
(all Member States)
election
Executive Council
(5 Member States
for 2 years)
election
Day-to-day management
and implementation of
General Assembly decisions
General Directorate
(2 renewable years,
a 4 year mandate is
Under discussion)
New mandate(s)
Specialised Committees
Air Navigation
Committee
Air Transport
Committee
Air Safety
Committee
(7 experts for 2 years)
(7 experts for 2 years)
(7 experts for 2 years)
Preliminary analysis: as of today, ACAC has no mandate as an operational Agency enabled to act
on behalf of its Member States to provide services or negotiate service provision by third parties
New mandates for the Air Navigation Committee can be approved by the Executive Council then the
General Assembly.
For any activities requiring new financial instruments, approval by the Arab League Coordination
Committee is necessary (followed by submission to the Social and Economic Council)
ACAC Study
16 September 2005
23
ACAC Study of ATM-CNS
Institutional issues (4/8)
Based on the findings of our study, potential areas of intervention
for ACAC are:
•The harmonisation of the Upper Airspace (and of FUA policies)
•The creation, in the medium-long term, of some operational entities
• a CRCO-like entity for collecting route charges,
• a CFMU-like entity in the MID area,
• an EAD-like entity for AIS collection and distribution
but no common Area Control Centre
• The joint representation of ACAC States for negotiating service level
agreements with external GNSS and SatCom operators
• the development and monitoring of CNS-ATM plans in coordination
with adjacent infra-regional entities (such as ASECNA, EAC etc.)
ACAC Study
16 September 2005
24
ACAC Study of ATM-CNS
Institutional issues (5/8)
A first step is to strengthen as needed the institutional statute of ACAC
so as to allow its Air Navigation Commission to take up a new role as
CNS/ATM co-ordinator for the whole area
A second step is to develop new institutional arrangements enabling
ACAC to receive mandates from its members for undertaking various
activities on their behalf
ACAC Study
16 September 2005
25
ACAC Study of ATM-CNS
Institutional issues (6/8)
Three key limitations of existing ACAC arrangements are:
- its lack of financial autonomy
- the absence of a comprehensive representation mandate
- the absence of any regulatory role for supporting the enforcement
of ICAO standards amongst member states
The most ambitious scenario for ACAC is to create a new agency
for co-ordinating efforts and external negotiations, in all of the ATM
domains, but stopping short of providing operational ATC services on
behalf of its states (ie a Eurocontrol-like entity without Maastricht and
CEATS, but possibly with its own CFMU set-up for the MID area, and
possibly other common service entities)
ACAC Study
16 September 2005
26
ACAC Study of ATM-CNS
Institutional issues (7/8)
This can be implemented gradually:
•First, some exploratory mandates can be given to the Air Navigation
Committee or to the General Directorate
•Then a group of States can request some ACAC support for them to
create a joint undertaking in a given area or undertake negociations in
a specific area
•Finally, an ACAC-derived Agency can be set-up to take responsibility for
certain services on behalf of the participating Member States
In certain fields of activity (especially AIM and ATFM) this third step could
provide a clear operational added value to the actions of individual States
For the sake of transition management the « old » ACAC structure should
continue to exist after the new Agency is created (like the JAA after the
creation of EASA)
ACAC Study
16 September 2005
27
ACAC Study of ATM-CNS
Institutional issues (8/8)
With respect to the various areas already identified, our initial recommendations are:
• Upper Airspace Harmonisation: mandate ACAC ANC to assist Member States in
defining an airspace structure based on a specific sectorisation for the Upper
Airspace, an FUA policy and optimised interfaces with the main TMAs (the
responsibility for implementation shall remain with the States)
• ATFM: mandate ACAC ANC to draft a medium term plan for establishing a MID
ATFM Unit to be staffed and funded by MID States (it is foreseen that for some
other countries like Morocco, ATFM is principally a matter of co-ordination with
the CFMU)
• AIS: mandate ACAC ANC to draft a plan for a joint Aeronautical Information
entity in charge of gathering and distributing AIP on behalf of the participating
States (this is one of the first areas where ACAC-wide Service Provision
mechanisms could be put in place)
• GNSS: mandate ACAC ANC to co-ordinate service level negotiations between
Member States and GNSS Service Providers (FAA, GJU etc.) and provide a
common framework for conducting safety analyses
• Route Charges: mandate ACAC General Directorate to analyse and compare the
charge collection mechanisms currently in application (CRCO, IATA, National) and
draft a plan to establish a single common mechanism for ATM cost recovery,
including the possibility of allocating a fraction of the fund collected to a
transnational Agency
ACAC Study
16 September 2005
28
ACAC Study of ATM-CNS
Presentation at ACAC Seminar 2005
Overall Study Presentation
Training issues
Cost-Benefit Analysis
Institutional issues
ACAC Roadmap
ACAC Study
16 September 2005
29
ACAC Study of ATM-CNS
Roadmap for new services and advanced
CNS/ATM technologies
Services and
Service/ Corresponding
Technologies proposed Technology Global Trend
Requirements
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
Deployment of a VSAT network
Training for ATCOs
G-C2
Agreements between adjacent ACCs on a radar coverage
redundancy
Modern ground-ground communications for the exchange of AIS and FIS,
coordination inter-ACC, distribution of radar surveillance information
Silent transfers inter-ACC
Determination of areas where terrestrial ADS-B is unfeasible
or not cost-effective
Migration from Inmarsat-3 towards Inmarsat-4
A-S1
Satellite-based & VDLbased
communications
FIS-B capable aircraft
ADS-B capable aircraft
SatCom/
VDL-M2
Training for pilots
Mobile broadcast communications
for FIS-B, ADS-B
FIS-B applications
Air-ground ADS-B applications
FDM capable aircraft
D-FIS capable aircraft
Migration from Inmarsat-3 towards Inmarsat-4
A-C1, A-C2
Training for ATCOs
Training for pilots
KEY MILESTONES
ACAC Study
Mobile air-ground point-to-point communications
for CPDLC, D-FIS, FDM, DCL, D-ATIS
FDM applications in Saudi Arabia, Emirates and Bahrein
FDM applications in Egypt
DCL applications in main airports
D-FIS applications
CPDLC systems for oceanic traffic from/to Asia
CPDLC systems for overflight traffic in the Sahara region
16 September 2005
30
ACAC Study of ATM-CNS
Planning for infrastructure
deployment/decommissioning
<05
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
>20
Ground equipment
Global trend
Infrastructure
Proposed Evolution
Mediterranean RIM
Sahara desert
MID area
Particular Comments
COMMUNICATION
G-C1
Use of one way
mobile SatCom for
provision of AIS
Replacement by Digital Com (SatCom or VDLM2)
HF
VHF
Leased Lines
Generalization of
VSAT links except in
G-C2 countries with good VSAT station
ground fixed Com
services
VSAT links
not used
a few kept as back-up
a few kept as back-up
-40%
-40%
-70%
-30%
+20%
Aeronautical Informations broadcast by datalink increase : already planned & catch-up program
increase : already planned & catch-up program
instead of VHF (SatCom or VDL-M2)
increase : catch-up program
completed by VSAT links for data or voice
based ground communications, AMHS and
increase : catch-up program
SatCom
+30%
-15%
+5%
+55%
-25%
-10%
-10%
-25%
22 new stations
16 new stations
Used to cope with increasing needs in
communications and data sharing
39 new stations
30 new VSAT links
Used for Int'l links, to replace AFTN links & for
radar info sharing
20 new VSAT links
65 new VSAT links
<05
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
>20
Aircraft equipment
Global trend
Infrastructure
Global evolution
COMMUNICATION
Comments
Forward fit
Retrofit
100% equipped
A-C1
Use of Digital Com
VDL-M2 technology
For the deployment of ADS-C, CPDLC & D-FIS
applications
A-C2
Modernisation of
Communications means
SatCom technology
Replace the deployment of VDL technology
ACAC Study
100% equipped
16 September 2005
31
ACAC Study of ATM-CNS
Thank you for your attention
ACAC Study
16 September 2005
32
ACAC Study of ATM-CNS
Presentation at ACAC Seminar 2005
ADDITIONAL MATERIAL
ACAC Study
16 September 2005
33
ACAC Study of ATM-CNS
CBA Sensitivity Analysis
The upper bar, in the figure below, illustrates the results for the sensitivity analysis on the
different assumptions presented (deployment on the ground, aircraft equipment,
assumptions for benefits calculation).
The second bar illustrates the sensitivity analysis on the Time Discount Rate (TDR).
184.7 MUSD
{Nom inal assum ptions & TDR=8%}
136.8 MUSD
713.7 MUSD
{Low assum ptions}
{High assum ptions}
0,0
141.0 MUSD
264.2 MUSD
{TDR=10%}
{TDR=5%}
100,0
ACAC Study
200,0
300,0
Sensitivity analysis on
deployment scenarios and
assumptions for benefits
calculation
Sensitivity analysis on
the TDR
400,0
500,0
600,0
700,0
800,0
16 September 2005
34
ACAC Study of ATM-CNS
CBA Sensitivity analysis (Airlines viewpoint)
The figure below illustrates the results for 2 sensitivity analysis from the Airlines point of view.
The sensitivity analysis were conducted on :
- Different charging rate by the ANSPs; and
- Different depreciation rate for the Airlines
181.9 MUSD
{Charges : 50% & Depreciation : 30%}
0,0
ACAC Study
50,0
152.8 MUSD
211.1 MUSD
{Charges : 45%}
{Charges : 55%}
147.2 MUSD
183.8 MUSD
{Depreciation : 35%}
{Depreciation : 25%}
100,0
150,0
200,0
Sensitivity analysis
on the
Charging Rate
Sensitivity analysis
on the
Depreciation Rate
250,0
16 September 2005
35
ACAC Study of ATM-CNS
Staffing level required for Upper Airspace Sectors
Number of Upper Airspace sectors
in 2005
in 2010
in 2020
Algeria
Bahrain
Egypt
Emirates
Iraq
Jordan
Kuweit
Lebanon
Libya
Morocco
Oman
Pal.Gaza
Qatar
Saudi Arabia
Sudan
Syria
Tunisia
Yemen
2
2
2
2
1
1
2
2
2
5
2
1
1
1
2
3
3
2
1
1
2
2
2
6
3
2
1
1
3
3
3
3
1
1
2
3
2
6
3
2
2
1
TOTAL
26
31
35
ACAC Study
Assumptions :
• The number of sectors
foreseen in 2010 and 2020 (as
defined In Phase 1) have been
used to determine recruitment
and training needs for every
country
• 1 H24 sector requires up to 15
controllers in the staff (11
operational + 3 for training and
studies and 1 for management
activities)
16 September 2005
36
ACAC Study of ATM-CNS
Source
Staffing level required for Upper Airspace sectors
Algeria
Bahrain
Egypt
Emirates
Iraq
Jordan
Kuweit
Lebanon
Libya
Morocco
Oman
Pal.Gaza
Qatar
Saudi Arabia
Sudan
Syria
Tunisia
Yemen
Current
ACC staff
E
S
Q
Q
Q
S
S
S
Q
Q
S
S
Q
S
TOTAL
Number of Upper Airspace sectors
Total recruitment between …
in 2005
in 2010
in 2020
2005 and 2010
2010 and 2020
85
41
85
42
34
12
85
85
45
60
35
57
27
2
2
2
2
2
3
3
2
3
3
3
3
11
-
6
11
12
693
Source column :
Retirement
over the period
45
17
23
8
Staff not to be
trained
(>55 in 2005)
5
6
2
-
1
1
1
-
-
14
5
-
1
2
2
2
1
2
2
2
1
2
3
2
4
-
-
5
34
34
9
5
2
1
1
1
6
3
2
1
1
6
3
2
2
1
32
46
1
-
22
9
3
-
22
14
30
11
1
12
12
5
9
4
26
31
35
93
67
266
61
4
‘E’ = from ENAC ;
‘S’ = (Sof) based on data from General questionnaire;
‘Q’ = from detailed HR questionnaire
The yearly recruitment needs takes into account staff renewal due to career evolutions.
ACAC Study
16 September 2005
37
ACAC Study of ATM-CNS
Staffing level required for Main TMA sectors
in 2005
in 2010
in 2020
> 10,000
18
16
8
15
> 30,000
12
11
15
20
> 80,000
3
6
9
26
> 180,000
1
2
3
33
34
35
35
TOTAL
ACAC Study
Number of Major airports
Nb of
controllers
per airport
Movements
per year
16 September 2005
38
ACAC Study of ATM-CNS
Source
Staffing level required for Main TMA sectors
Algeria
Bahrain
Egypt
Emirates
Iraq
Jordan
Kuweit
Lebanon
Libya
Morocco
Oman
Pal.Gaza
Qatar
Saudi Arabia
Sudan
Syria
Tunisia
Yemen
Current
APP staff
S
Q
Q
Q
S
S
S
Q
Q
S
S
Q
S
TOTAL
Total recruitment between …
Number of TMA sectors
Retirement
over the period
in 2005
in 2010
in 2020
2005 and 2010
2010 and 2020
3
2
9
8
3
3
10
10
5
3
12
10
102
-
19
5
12
6
18
15
2
26
6
8
2
6
6
12
3
40
86
-
45
36
19
114
18
30
8
100
212
15
30
104
12
61
-
2
2
2
1
4
2
3
3
2
1
5
2
3
3
2
1
7
3
17
13
5
2
13
1
1
4
1
3
13
1
1
5
1
3
15
2
1
7
2
26
4
1
15
8
33
9
32
5
12
22
5
28
-
804
57
66
79
183
149
273
Source column :
-
Staff not to be
trained
(>55 in 2005)
6
5
3
4
1
14
30
4
1
1
7
-
76
‘E’ = from ENAC ;
‘S’ = (Sof) based on data from General questionnaire;
‘Q’ = from detailed HR questionnaire
‘ ‘ = assumption is made that current staff is sufficient for today’s traffic
The yearly recruitment needs takes into account staff renewal due to career evolutions.
ACAC Study
16 September 2005
39
ACAC Study of ATM-CNS
Ground infrastructure deployment - COM infrastructure deployment
Leased lines deployment/decommissioning
VSAT station Baseline
Baseline
VSAT stations & links deployment
CNS/ATM
VSAT link Baseline
VSAT station CNS/ATM
240
VSAT link CNS/ATM
140
210
120
180
100
150
80
120
60
90
60
40
30
20
0
0
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
HF deployment/decommissioning
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
VHF deployment/decommissioning
Baseline
Baseline
CNS/ATM
CNS/ATM
50
200
40
160
30
120
20
80
10
40
0
0
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
ACAC Study
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
16 September 2005
40
ACAC Study of ATM-CNS
Ground infrastructure deployment –
Conventional NAV and SUR infrastructure deployment
VOR, DME deployment/decommissioning
Baseline
ADS-B deployment/decommissioning
CNS/ATM
Baseline
CNS/ATM
40
400
350
30
300
250
20
200
150
10
100
50
0
0
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
PSR/SSR deployment/decommissioning
Baseline
CNS/ATM
140
120
100
80
60
40
20
0
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
ACAC Study
16 September 2005
41
ACAC Study of ATM-CNS
Ground infrastructure deployment - NAV infrastructure deployment
ILS deployment/decommissioning
Baseline
APV-SBAS deployment
CNS/ATM
CNS/ATM
140
60
120
50
100
Baseline
40
80
30
60
20
40
10
20
0
0
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
GBAS deployment/decommissioning
Baseline
CNS/ATM
40
30
20
10
0
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
ACAC Study
16 September 2005
42
ACAC Study of ATM-CNS
Aircraft equipment deployment - Baseline Scenario
100%
GPS
90%
SBAS
80%
GBAS Cat I
70%
60%
GBAS Cat
II/III
50%
Galileo
40%
30%
VDL
technology
20%
SatCom
technology
10%
ACAC Study
2020
2019
2018
2017
2016
2015
2014
2013
2012
2011
2010
2009
2008
2007
2006
2005
0%
ADS-B
receiver
16 September 2005
43
ACAC Study of ATM-CNS
Aircraft equipment deployment - CNS-ATM Scenario
100%
GPS
90%
SBAS
80%
70%
GBAS Cat I
60%
GBAS Cat
II/III
50%
Galileo
40%
30%
VDL
technology
20%
SatCom
technology
10%
ADS-B
receiver
ACAC Study
2020
2019
2018
2017
2016
2015
2014
2013
2012
2011
2010
2009
2008
2007
2006
2005
0%
16 September 2005
44