Transcript Cebula: World Assembly-Technology

ATN Conference
CPDLC
23/24 Sept 2003
Martin Robinson
Deputy VP IAOPA
Europe
The International Council of Aircraft
Owner & Pilot Associations
• IAOPA is a non profit federation of 53
autonomous,non-governmental
national General Aviation (GA)
Organisations.
• IAOPA has been representing GA for
more than 35 years.
–We have over 450,000
members world-wide.
What is GA/AW?
Transport
• Mention aviation to most people and their minds will turn
immediately to the airline on where they live, they may think
about military aviation. Yet both these sectors are very small
compared with the size and scale of the GA movement.
• The commercial airlines in the UK operate about 850 aircraft
(20% fewer than in 1950 according to Civil Aviation Authority
records) and use 23 airports – some of those only occasionally.
• The UK GA fleet comprises more than 10,000 aircraft that operate
from 140 licensed airports and aerodromes and more than 350
private airstrips.
• While more than 70% of all GA activity has some business or
safety purpose, 85% of all seats sold by airlines are for purposes of
holiday travel – or personal pleasure.
GA is Personal Transport
• General Aviation plays a vital role in a country’s transportation
system, as do roads,railways, the airlines and shipping.
• Think of business aviation, flying in support of the emergency
services, such as police, air ambulance and medical repatriation.
Add to these flying training, for both professional and private
pilots, aerial photography and survey,pipeline and electricity cable
patrols and you have the measure of the contribution that General
Aviation makes to the economy. A GA aircraft is really a car with
wings and,as with the car, may be used jointly for business or
pleasure. Its practicality depends on access to airports and
airspace; unreasonable restrictions on either can be seriously
detrimental to the economic and social welfare of the community –
both nationally and locally.
• A mile of road leads nowhere; a mile of runway leads everywhere.
Business Aviation
Business Aviation includes:
air taxi operations, in which clients charter whole aircraft, and
corporate operations in which a company owns and operates its
own aircraft using professional pilots.
Business Aviation provides industry and commerce with speed and
flexibility of operation which the rigid schedules and time-wasting
routines of airline travel deny to those who need to travel quickly,
cost-effectively and by the most direct routing.
• It enables busy executives to complete trips in a day which
otherwise would involve the frustrations and expense of overnight
stops.
• It is no coincidence that many of the world’s most profitable
companies operate their own aircraft.
• There are well in excess of 1200 corporately owned aircraft in
Europe.
Singles: The Majority!
GA Aircraft
•European GA aircraft
totals 46000
•36800 Single Engine
•9200 Multi Engine
CPDLC
• The goal of CPDLC is to provide a means of data
communications in ATC operations as a supplement to
A/G voice communications. The addition of data
communications will support improvements in airspace
use and capacity. Data communications will:
• - Provide for a more dynamic and efficient A/G
information exchange mechanism
• - Provide an additional means of communication
between pilots and controllers
• - Reduce congestion on the voice channels
• - Reduce operational deviations resulting from
misunderstood instructions and read back errors
• And thereby enhance safety !
Airspace
• Currently IFR traffic is separated
from VFR traffic.
• GA IFR traffic falls into two camps
Piston Engine or Turbine Engine.
• Piston Engine aircraft have lower
ceilings; whereas
• Turbine aircraft operate more
efficiently at altitude.
Who are we not talking about?
• We see no value in CPDLC for VFR
operations. We have concerns over IFR
operations conducted in single pilot
aeroplanes: High Workload !
• We do not know of any manufacture of
VDL-2 data link radios (suitable for
CPDLC) that are intended for piston
powered GA aircraft.
• CPDLC in terms of Data link applications
is a low priority for GA overall.
Who are we talking about?
• The Business Jet operation may benefit
from CPDLC in a way similar to the
airlines i.e . Operational benefits
• Particularly across the Atlantic where HF
is still in wide use.
• Safety is enhanced- less
misunderstandings especially where
English is not the first language.
• Security is also enhanced.
US AOPA tells us
That if the FAA successfully
implements VDL-3 technology in the
Nexcom a CPDLC functionality may
be included for very low or no cost
and therefore interest by the GA
community may rise.
• This is considered to be 5-10 years
away.
A SKY Full !!
• If the demands on
airspace capacity are to
be met by 2015 then
creative solutions will
need to be found for all
airspace users.
However…
• We understand that to
achieve the benefits of
CPDLC you only need
80% of the users to
equip .If this is correct
you may not require GA
to install VDL-2.
European or US approach?
• Europe is driven by operational
requirements/ needs (Airlines).
• One size fits all !!
• The US approach is based on how the
technology can be best used!!
• The Business Aviation community will
need to be convinced of the benefits of
CPDLC:if CPDLC is to be mandated Cost
verses Benefits studies will need to
demonstrate the payback period in terms
of fuel burn and less delays.
Things to think about!
The airlines and business aviation
both employ professional pilots.
GA: IFR or VFR, for the private
pilot, training at his or her
expense
Single Pilot IFR high work load.
Cost of VDL-2 for piston powered aircraft?
Consideration
Our average members
technology needs are
different to the airlines.
We need to identify
commonalities & maximize
them.
Global solutions = potential
affordability for all General
Aviation operations.
Summary
• GA has a large and varied
fleet.
• Cockpit space limited.
• The GA community is
sensitive to high costs.
• GA’s Training needs are
different.
• GA means personal
transport for business &
recreation.
• To participate in new CNS /
ATM solutions GA can
support benefit driven
solutions so long as the
benefits are clearly
identified.
• Low cost equals more
participants.