Transcript motivation LINK2000+

a
Lufthans
a
Motivation to become
a pioneer airline in
LINK 2000+
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
*
London, 23. September 2003
1
Where are we today ?
Today’s ATC operational infrastructure
is still based on
radar tracking, voice communication & ground
based radio beacons
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
*
London, 23. September 2003
2
Expectations ? co-operative solutions !
Go
ahead
Thank
you!
To be a LINK 2000+ Pioneer To be a LINK 2000+ Pioneer
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
*
London, 23. September 2003
3
Facts




Fragmented airspace (political & organisation)
Potential Data link widely unused
No common use of data sources (air & ground)
Lack of automation support



No co-operative system approach
No challenge for cost effectiveness through competition
Today`s voice procedures can not be the basis to copy for future ATM
It is important to avoid copying today's ground centered procedures –
it would add complexity and inefficiency because it is exactly part of
the problem to overcome!
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
*
London, 23. September 2003
4
Facts
 Capacity
– Air Traffic Control with constraints to grow
-- Capacity has reached a threshold limit value
-- Elemental disruptions lead to significant negative
effects on throughput, delay and safety
 Efficiency
– ATC unit cost regression by means of...
... automation and data based infrastructure
... flow oriented functional blocks of airspace
 Safety
– Increase safety margin
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
*
London, 23. September 2003
5
Facts
Beneficiaries
 National Economies (passengers, cargo,mail)
 Airlines, ATSP’s and Airports
 Airframer and Vendors
Facts (Eurocontrol Dokument; Performance Review Report PRR 5 for 2001)
 Traffic --> Forecast 8.443 M (+5,3%); Actual 8.393 (-0,6%)
 ATFM delay --> 27,6 M minutes respectively 3,1 minutes per flight
 Delays would have been some 35% higher if traffic
had grown as planned
 64% of ATFM delays were due to insufficient ATC Capacity
 Costs of en-route ATFM delays 1.100 to 1.700 M € and 2500 to 3700 M € if
costs to passengers are added
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
*
London, 23. September 2003
6
Facts
USA:
1
21
1
1
900
380
Airspace [mio. km²]
Hubs
9,8
31
ATC-Organization (civil + military)
En-Route-Center
Operating System
Programming language
Flights per Air Traffic Controller
US $ ATC-Unit costs / Flight
Europa:
47
58
22
30
480
667
Airspace [mio. km²]
Hubs
10,5
27
ATC-Organizationen (civil + military)
En-Route-Center
Operating Systems
Programming language
Flights per Air Traffic Controller
US $ ATC-Unit costs / Flight
Quelle: PKT: IATA, BIP: DRI-Wefa
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
*
London, 23. September 2003
7
ATC Datalink achievements in the last years

D-ATIS in Germany, North America, and other locations
since several years

PDC in North America and DCL in Europe, wherever
available

OCX with Shanwick and Gander

FANS 1 / A operation
(Implementation 747 complete, A340 ongoing)

Participation in several working groups, trials and studies
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
*
London, 23. September 2003
8
Challenges
Phases of Air Traffic Management
tactical
strategic
ADS-B
Pre-flight FP
co-ordination
(VDL M2 / ATN)
air/air, air/grd
In-flight FPL co-ordination (Aircraft Flight
Plan data exchange with ATM-units/airports)
Aircraft Surveillance
ASAS (->MTCD)
ACAS
(->STCA)
0
current position
(time reference)
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
-10
-20
-30
*
London, 23. September 2003
minutes (not to scale)
9
Challenges
 Today
 Tomorrow
•
Air Traffic Control with
constraints to grow
•
Air Traffic Management with
growth capability
•
Air and Ground System
•
Co-operative Air-/Ground System
•
ground based surveillance
•
air and ground based surveillance
•
oriented on manual ground
procedures
•
oriented on airspace user
capabilities
•
Safety horizon < 1 min (ACAS)
•
Safety horizon up to 30 min
•
voice infrastructure
•
data infrastructure (voice for
abnormal only)
•
airspace fragmented into small
sectors
•
flow oriented functional blocks of
airspace
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
*
London, 23. September 2003
10
Necessity
one co-operative ATM Environment
(ATC, Aircraft & Airline)
is the precondition to ensure
seamless global operation from GATE to GATE
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
*
London, 23. September 2003
11
Necessity
Change the rules
 New technical possibilities will lead to new or adapted
rules and procedures
 Think Gate to Gate --> In-flight Flow Management over sector
boundaries and national borders
 Route charges dependant on quality parameters
 Share task responsibilities according to best capabilities
(pilot/controller or tactical/planer controller)
 Use of real 4D FMS Flight Plan data --> Stop predicting
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
*
London, 23. September 2003
12
Doubts ?
Use of real 4D FMS Flight Plan data --> Stop predicting
Doubts on using FMS Flight Plan data?
 Aircraft is the only source for altitude data,
meteorological data and actual selected
performance by the crew
 No redundant system on ground
 Level separation, monitoring on ground and
ATSP altitude check procedures are based
on aircraft altitude data only
 Reduced Vertical Separation Minima (RVSM)
Is implemented, reduced level separation
from 2000ft to 1000ft, based on aircraft
altitude data only
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
*
London, 23. September 2003
13
Why supporting LINK 2000+ ?

we need to get started

development and implementation takes years

LINK 2000+ is our chance to get duly entry access to future ATM
structure developments

LINK 2000+ is not the end of the road but the right approach

Europe/Eurocontrol needs to agree on a step by step transition plan
towards a future CNS/ATM concept including related commitments
from the relevant stakeholders!
. . . if not, why should someone invest?
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
*
London, 23. September 2003
14
Why supporting LINK 2000+ ?

Stop today´s rationing of scarcity.

Europe/Eurocontrol to step in for decision towards a future ATM
concept.

Europe/Eurocontrol to commit for co-operative future ATM
applications.

We need leadership to overcome the insufficient current ATC
system . . . .
. . . we cannot afford to wait.
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
*
London, 23. September 2003
15
Why supporting LINK 2000+ ?

Lufthansa supports the development of ATS Data Link in general, which
is seen as a powerful tool to increase the efficiency of ATC.

DLH has very good preconditions to support LINK 2000+ due to the VDL
Mode 2 AOA retrofit program

Strong interest to participate in the development of procedures and HMI
aspects
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
*
London, 23. September 2003
16
Why supporting LINK 2000+ ?

The objective of LINK 2000+ is to implement an operational data
link system for ATC in Europe. Strategically this will be a very
important step. LINK 2000+ respectively the technical
infrastructure, VDL Mode2 ATN, will become an enabler for further
developments.
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
*
London, 23. September 2003
17
Why supporting LINK2000+ ?
X
Paradigm change required !
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
*
London, 23. September 2003
18
Lufthansa --> A committed ATM Partner

 Concepts and services to cover co-operative
ATM requirements are available
 ICAO based VDL M2/ATN is available

 Certified Avionics Package will be available soon

 Europewide technical infrastructure on ground is not available
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
*
London, 23. September 2003

19
Benefits

Improve ATC availability
•To increase air traffic controller availability
•Reduced communication through CPDLC

Increase of airspace traffic capacity

Most economic flight path for instructed a/c

ATC continous to be responsible for the separation
•More movements per air traffic controller per sector should be
accomodated, without loss of service level
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
*
London, 23. September 2003
20
Thank you
for your attention !
Gunnar Buchner
FRA OY/T-DLK
Tel.:+49 (0) 69 696 93731
Fax :+49 (0) 69 696 7070
[email protected]
02/14/02
SFO Gunnar Buchner
LUFTHANSA GERMAN AIRLINES
*
London, 23. September 2003
21