Transcript ICCAIA Capacities Available ICAO Worldwide CNS/ATM Systems Implementation Conference Rio de Janeiro 11 May 1998 Alain Garcia Senior Vice-President Engineering Airbus Industrie.

ICCAIA
Capacities Available
ICAO Worldwide CNS/ATM Systems
Implementation Conference
Rio de Janeiro 11 May 1998
Alain Garcia
Senior Vice-President Engineering
Airbus Industrie
Capacities available
CNS/ATM SYSTEMS IMPLEMENTATION CONFERENCE
RIO DE JANEIRO 11 TO 15 MAY 1998
AGENDA ITEM 1
OVERVIEW OF CNS/ATM SYTEMS
ICCAIA CONTRIBUTION
Mister President, Honorable Representatives of States, Ladies and Gentlemen,
We, the Aerospace Industries, are continuously devoting a lot of resources to
motivate and ensure proper industrial readiness to the predictable market
demands for an affordable, flexible and safe operation of the Aviation throughout
the world.
In this respect, we developed, within the current mode of Operations of Aviation,
more and more efficient products with savings in energy, lower aggression to the
environment and increased safety.
As one can see in the following charts, some asymptotic trends are showing up,
explainable by the fast catching up of maturity towards the intrinsic limits due to:
a) the available technology (but these limits are moving thanks to research
activities) and b) the selected mode of Aviation Operations (in existence since the
end of World War II !).
Capacities available
NOx reduction
Fuel burn per seat
195 5
196 0
196 5
197 0
197 5
198 0
Yea r
198 5
199 0
199 5
200 0
200 5
1985
1990
1995
2000
Year
Reduction of flyover noise
Hull loss per million departures
Conventional
All aircraft
Automated
195 5
196 0
196 5
197 0
197 5
198 0
Yea r
198 5
199 0
199 5
200 0
200 5
195 5
196 0
196 5
197 0
197 5
198 0
Yea r
198 5
199 0
199 5
200 0
For Aviation, Mister Chairman, this conference will be of an immense value, with
probable recommendations for decisions towards what I could define –like all of
you- as INCREASING THE TRAFFIC CAPACITY WITH SAFETY
ENHANCEMENT.
Annual departures
35
30
Millions
25
20
Conv
m
TC l i
nal A
o
i
t
n
e
it
15
Traffic
Volum e
10
Efficiency
Safety
5
0
197 5
198 0
198 5
199 0
199 5
200 0
Scheduled flights A/C over 7 tons MTOW CIS not included
200 5
201 0
201 5
200 5
Capacities available
Time is of essence! Traffic growth and need for flexibility are pushing us, and we
can predict viewing the limits of the present system capability in the next few
years in spite of the added technological features: it seems that we are reaching
its genetic limits: doing nothing will reduce benefits to people, governments and
business.
We are ready to contribute.
What have we available? What can we do next? Allow me to list the main features,
with identification of areas for possible improvements. Some of these suggestions
could be implemented quickly because needing only local decisions, other are for
longer term because of their international implications
CNS/ATM overview
Communication
Satellites (Satcom)
Navigation
Satellites (GNSS)
Space
Air
Ground
Ground-based radios
Satcom
(VHF & HF)
Transponder
Ground Network for
Data Communications
Differential
GNSS
station
Airline Host
Information Service
ATC Center
Capacities available
COMMUNICATION, NAVIGATION AND SURVEILLANCE:
To start with, NAVIGATION benefits from the generalization of the FMS,
introduced in 1982 using existing VOR/DME infrastructure, aided by inertial or
other means. This enables reduction of gross errors and, with appropriate
approach and departures enables reduced Flight time, Fuel burn, Emission and
Noise exposure with increased capacity (FFENC). Unfortunately only a few
airports are using this capability as yet. Cannot we encourage it whatever the
region and the country of the world are.
The Global Positioning System (GPS), certified and used since 1994 as a
primary system, uses existing GPS infrastructure. 1998 upgrades incorporate
provisions for GNSS 1. With proper procedures it enables excellent, safer,
direct, non-precision, and soon, precision approaches with nil or low airport
infrastructure costs. It offers the same FFENC benefits as FMS but without
need for investment in VORS and DMEs.
Very few airports have such procedures. Why not taking some initiatives
already now?
Continuing with COMMUNICATION and SURVEILLANCE:
SATCOM (1992): Uses existing telephone, Inmarsat, and soon other
infrastructures. With proper procedures, it enables faster ATC non-routine
intervention than when using HF, at negligible ATC infrastructure cost. To be
noted that for a time, it was easier, in flight, to speak to your family than to an
Air Traffic Controller, but now most Oceanic centres will respond to non-routine
Satcom calls from aircraft.
Capacities available
ATC Datalink (1995): uses existing ACARS infrastructures, over VHF and
Satcom, and now HF and inexpensive, available ATM equipment. Existing
FANS 1/A equipment uses the ARINC 622 Aeronautical Telecommunications
Network (ATN) convergence protocol, and equipment entering service in 1998
is designed to accommodate ICAO Standards And Recommended PracticeS
(SARPS) -compliant with ATN protocol. With appropriate procedures, routings
can be independent of terrestrial com., nav. and radar installations, with rapid
routine and emergency ATC intervention capability. This enables shorter,
direct routes, real-time weather-optimized tracks and closer spacing for
increased capacity. These procedures are now expected to be available in
1999 in many Asia-Pacific FIRs, unless further schedule slippage occurs.
They were planned to be available in 1995 in the South Pacific, but the
largest Pacific ATS Authority now has delayed service perhaps to around
2008, seriously damaging business confidence.
This represents equipment of which hundreds and thousands are in service,
worth hundreds million dollars.
WHAT WE CAN DO NEXT ?
Capacities available
This view shows what the ATS providers will be doing if we don't implement ATM
- with appropriate CNS.
Capacity constraints
NAVIGATION
Differential GPS - coming soon - within 3 years possibility- enables precision
approach runways that cannot support ILS, at a fraction of the cost of previous
methods or MLS
Studies show precision approaches to be much safer than non-precision. They
also usually allow lower minima and better service regularity. A win-win situation.
It is up to States to enable ICAO to finalize the required standards, ensure airport
infrastructures are upgraded, and publish the approaches!
COMMUNICATIONS & SURVEILLANCE
Aeronautical Telecommunications Network (ATN) is hopefully coming soon.
ACARS is not fast or dependable enough for in-flight ATC use in congested hightraffic-density areas. The ATN is designated to overcome these weaknesses. It
can be made, certified, and installed on airliners within 3 years, provided an ATM
service that allows an operator to recover his costs can be made available at
the same time. It is to the Nations to implement ATM service and lease the
communication infrastructure.
Capacities available
The bright future - but when
when?
?
QUALITY
DA TA
S.A.
To conclude, and taking into consideration my introductory remarks, that time is
of essence, I would like to stress that we, the Aerospace Industry, are ready to
implement which ever tool is being judged to be the best to cope with the
differences between regions and nations but ensuring for a proper increase of
combined Air Traffic CAPACITY and SAFETY.
CNS/ATM costs can be low for States when compared to costs of previous
technologies. ATM depends on tools, procedures and institutional arrangements:
there are States’ responsibilities. The industry has already invested a lot and
provides products that enable more, better, safer air service. It is up to the
Nations to unlock the potential of these products. Manufacturers and operators
are businesses, they need to generate profits to survive. They can do even more
if a profit can be turned out of added CNS investments, thanks to better Air
Traffic Management.
Capacities available
We urge you to take coordinated decisions throughout the world and to respect the
agreed timetables.
We, the manufacturers, are ready.
USE US IF YOU WILL !
This ICAO Conference is an excellent opportunity to prepare the grounds for
decisions in the short future.
I thank you for your attention.
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© Airbus Industrie 1998
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