International Business Aviation Council (IBAC)
Communication Navigation Surveillance/Air Traffic Management (CNS/ATM)
Advisory Group (AG)
FOURTH MEETING
(Columbus, Ohio, USA, 10 - 11 November 2009)
1 Introduction
1.1 The Fourth Meeting of the International Business Aviation Council (IBAC) Communications Navigation Surveillance/Air Traffic Management Advisory Group (CNS/ATM AG4) was convened with the principal objective of continuing the work of the Group. The meeting was held in Columbus, Ohio, USA, 10-11 November 2009 and included a tour of the NetJets facility.
1.2 The CNS/ATM AG focused on the following items:
- reports from ATMG 34, CNSG 01 and the SOG 01;
- CNS/ATM related presentations and tours;
- discussion on the IBAC CNS/ATM AG Equipage and the Technology Development Roadmap;
- updates on the web based sites for the CNS/ATM AG;
- discussion on Datalink, ADS-B, VDL-2;
- status of issues in the CNS/ATM AG 3 action list.
1.3 Mr. Bill Boucher chaired the meeting and opened with his welcome remarks stating how pleased he was to acknowledge the varied participation at this meeting.
1.4 Mr. Boucher thanked Mr. Dave McCormick, Director, Flight Technical Programs NetJets® Aviation for his assistance in arranging meeting logistics for the CNS/ATM AG4 meeting. Dave had also facilitated the transportation and tour of the NetJets facility as well as arranging for the presentation by Mr. Jim Gorman and Mr. Dean Kostas at the facility.
1.5 Mr. Boucher also noted the assistance of the NetJets staff for their help in setting up the meeting room for the group as well as providing all requested services.
1.6 Mr Brian Bowers was the Secretary for the meeting.
1.7 Lists of participants and of contacts are at Appendix A.
1.8 The Group then adopted the following agenda items:
a) Reports – CNSG, SOG and ATMG;
b) CNS/ATM AG membership;
c) CNS/ATM AG Technology Development Roadmap;
d) Presentations and tour;
e) CNS/ATM on the web;
f) CNS/ATM – News and Views;
g) IBAC members’ equipage;
h) CNS/ATM Technologies;
i) Action Plan;
j) Any other business; and
k) Next meeting.
- Agenda Review and Update
2.1 During the review and agreement on the agenda items it was noted that one of the prime objectives of this meeting would be a discussion on VDL mode 2 and the datalink mandates in the NAT and Europe.
2.2 Another issue to be discussed was the Technology Development Roadmap and its current status.
2.3 The Technology Development Roadmap has been an outstanding item for the group and the future requirements information when available will enable the roadmap to be put forward to the business aviation audience.
- Reports/Group Representation
3.1 IBAC has a number of representatives who participate on IBAC’s behalf at meetings within the international community.
3.2 It had been agreed at previous meetings of the AG that the representatives at the CNSG, SOG and ATMG should provide a technical report to IBAC and reports that affect CNS/ATM implementation should be reviewed at the AG meetings.
3.3 With this in mind, the secretary provided a brief summary of activity which had taken place during the ATMG/34 meeting noting areas relevant to the CNS/ATM AG.
3.4 The ATMG 34 had reviewed a draft plan for the implementation of reduced longitudinal separation of 5 minutes between ADS-C/CPDLC equipped aircraft. The detailed comments of the ATMG 34 concerning the draft plan for the implementation of reduced longitudinal separation of 5 minutes between ADS-C/CPDLC equipped aircraft are appended to the ATMG34 report.
3.5 The ATMG had also examined a draft concept of operations for the use of “non-integrated” SATCOM voice systems in the NAT Region and agreed that the airspace under consideration should be limited to FL280 and below, in order to ensure avoidance of operating within NAT MNPS airspace. A more detailed technical description is also required to differentiate between “non-integrated” and “integrated” as it pertains to the current NAT SUPPs proposal for amendment regarding the routine use of SATCOM voice for ATS.
3.6 The ATMG was advised that some operators are not aware of the correct validity times of the NAT Organised Track System. This information is included in the NAT Track Message, however it has been found to be incorrect in the operations manuals of some operators. Documentation should be in accordance with the information published in the NAT MNPS Airspace Operations Manual (Section 2.3 – NAT Track Message).
3.7 The NAT Contingency Plan first edition became effective on 22 October 2009 will soon be published and posted on the NAT PCO website.
3.8 There is a NAT SUPPs proposal for amendment being circulated for State comment regarding the application of the Strategic Lateral Offset Procedure (SLOP). The purpose of this amendment is to re-introduce NAT Region provisions regarding the SLOP and encourage flight crews to adopt SLOP as a Standard Operating Procedure (SOP) so as to maximise its risk reduction potential in the NAT Region. The ATMG 34 noted that some operators do not even include information regarding SLOP in their flight operations manuals and/or do not properly inform flight crews regarding the procedure.
3.9 The representative from IATA advised the ATMG that there are concerns within some member airlines as to whether all operators will be able to equip all aircraft in time to meet the current deadlines specified in the NAT Region data link mandate.
3.10 IBAC reminded the ATMG 34 that accommodation for many International General Aviation (IGA) aircraft would also be required because the equipment required in the NAT data link mandate is not yet available for International Business Aircraft.
3.11 The ATMG reiterated that NAT SPG Conclusion 45/11 requires the NAT IMG to ensure that the implementation plan for the NAT data link mandate included making provisions for aircraft not able to be equipped within the specified deadlines.
3.12 The ATMG was advised by IATA that these concerns would be brought to the attention of the NAT IMG and the NAT EFG.
3.13 There is a planned implementation of Free Route Airspace within the Shannon UIR, NOTA and SOTA above FL245. This initiative will allow flights to file direct routes from landfall to an exit point in the airspaces concerned as of 17 December 2009.
3.14 The IRISH AIC 011/2009 has been issued and the Irish AIP ENR 1.10 and 2.2 had been updated to provide the necessary information for operators.
3.15 The group noted that the landfall fixes currently located at 12° West would be replaced by fixes at 14° west for use by traffic exiting the NAT Region.
3.16 The chairman noted the positive input business aviation technical representation provides to the ATMG and CNSG meetings and he also noted the positive gain for the IBAC technical representatives who attend the meetings.
3.17 The former NAT FANS Implementation Group (NAT FIG) has evolved into the NAT CNSG in order to properly reflect the tasks of the Group. The NAT Aeronautical Communications Sub Group (ACSG) has become a contributory sub-group of the NAT CNSG.
3.18 The CNSG 01 meeting review was provided by the CNS/ATM AG Chairman.
3.19 The Global Operational Data Link Document (GOLD) has been produced with the aim to replace the NAT Guidance Material for ATS Data Link Services.
3.20 The GOLD among other things will be used to document system performance monitoring and reporting requirements, provide formats for the data to ensure that global interchange is consistent, and to standardize automated data collection within each individual ANSP’s Flight Data Processing System (FDPS) to create a consistent regional performance picture.
3.21 The most up to date version of the “GOLD” is available for review at: http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/oceanic/data_link/
3.22 The ATMG technical report is attached as Appendix D and the reports will also be available on the IBAC CNS/ATM AG websites locations.
3.23 Ron Weight, Honeywell Flight Operations, Chief Pilot represented IBAC on the NAT Safety Oversight Group. He advised that the group had run out of time during its review and discussions on operations and deviations in the NAT.
3.24 One of the main issues the group felt was of significant importance was the misinterpretation of message sets which has caused aircraft to climb at the wrong time.
3.25 The group felt the message sets need to be reviewed and perhaps rewritten even if the cost is high. The issue is safety prevention and cost should not be a factor.
3.26 Another issue identified by the group was the misapplication of weather deviation rules and/or procedures.
- Presentations
4.1 The following presentations were given by the personnel noted:
Ø System Wide Information Management (SWIM) - SWIM Program Status
· Ahmad Usmani, SWIM Program Manager, FAA
Ø NetJets,
· Jim Gorman, VP Flight Training and Standards, NetJets Aviation,
· Assisted by Dean Kostas, Director Flight Standards, NetJets Aviation
Ø Communications, Navigation, Surveillance
· Marty Tate, Senior Operations Technology Specialist, CNS SD NAV CANADA
4.2 Mr. Ahmad Usmani, System Wide Information Management (SWIM) Program Manager, FAA provided a presentation covering the SWIM Program Status.
4.3 He noted that SWIM is a program to take advantage of the latest and best Information Technology (IT) available now and in the very near future.
4.4 SWIM supports FAA’s long-term goals for the Next Generation Air Transportation System by allowing more aircraft to fly more closely together on more direct routes, by reducing delays and congestion, by providing benefits for the environment and the economy through reductions in carbon emissions, fuel consumption, and noise.
4.5 SWIM will support these goals by providing data and services to support better real-time planning, streamlining communications and connecting more FAA systems to more customers.
4.6 The intent is to use “open source” programs and commercial-off-the-shelf (COTS) equipment where possible.
4.7 SWIM will allow the FAA to create new system interfaces more quickly and cheaper than is possible today and facilitate the data-sharing that is required for NextGen. It is an IT infrastructure program that will operate in the background to provide data to authorized users.
4.8 “DataComm” will provide the IT backbone for the system, SWIM will provide the information management infrastructure for messaging and NextGen will provide the applications which will interface with the SWIM.
4.9 Currently SWIM is concentrated on ground based development however in the future the plan would be to integrate ground based products and provide airborne products and technology to enhance ATM and improve information management in the cockpit.
4.10 Mr. Usmani requested the CNS/ATM AG consider the types of information required in the cockpit and remain in contact with the SWIM group to provide input when the development timeline requires participation.
4.11 The AG group requested consideration of Human Factors be kept in the forefront of SWIM development; particularly caution is advised in the use of the colour red on cockpit screens. It is suggested that other colours be used (other than red) to display information and to reserve red for emergency type information. It is necessary to not desensitize pilots when they see red displayed.
4.12 Information on SWIM can be found at the FAA site www.swim.gov.
4.13 Mr. Jim Gorman, VP Flight Training and Standards, NetJets Aviation with the Assistance of Mr. Dean Kostas, Director Flight Standards, NetJets Aviation provided the tours of the NetJets facility.
4.14 They also provided a presentation to the AG on the NetJets organization and operation.
4.15 NetJets is a worldwide leader in fractional ownership with 50% private companies, 25% public companies and 25% private individuals.
4.16 Fractional aircraft ownership is an undivided interest in a specific, serial numbered aircraft based on the number of hours the owner flies in a year. It has been compared to a real estate timeshare using points or weeks.
4.17 The NetJets fleet of more than 856 aircraft is spread across the U.S., Europe and the Middle East. NetJets guarantees a response time of between 4 and 10 hours in the US and 10 and 48 hours for European travel.
4.18 A “Marquis Private Jet Card” program is in the U.S. and Europe. This card works like a debit card in that the purchaser can obtain 25 hours at a time. Some of the jet card owners may buy more than one card because they need more than 25 hours but prefer the card to the fractional program.
4.19 NetJets’ annually flies over 390,000 flights and 230,000,000 miles to more than 170 countries. They fly over 1,200 international trips per month and are ranked as the 2nd largest Commercial Operator in the world.
4.20 NetJets’ are equal in size to that of the world’s third largest airline. They have 7,286 employees worldwide, 4,258 pilots, 408 flight attendants, 786 maintenance technicians, and 91 dispatchers.
4.21 NetJets is a part of the Berkshire Hathaway family of companies. The NetJets service is defined by personalized and proactive service, with attention to detail, through teamwork and communication.
4.22 A tour of the NetJets facility was provided and documentation is provided in Appendix H.
4.23 Mr. Marty Tate, Senior Operations Technology Specialist, CNS SD NAV CANADA provided a presentation to the AG on CNS/ATM programs within Canada.
4.24 He noted that better CNS performance means greater benefits to the aviation community, because performance is linked to airspace design.
4.25 With better communications and/or surveillance performance there is the potential for reduced separation standards, therefore greater airspace capacity and better access to preferred trajectories.
4.26 With better navigation performance there can be a lower approach minima.
4.27 He stated that changes to ATC automation and procedures are also keys to benefits but the use of technology must also provide benefits to the Nav Canada customer.
4.28 VHF Direct Controller Pilot Communications (DCPC) provides the best performance today. It supports the ability to intervene and all else being equal supports the tightest separation applications.
4.29 Data Link has been used for some time by the airlines’ aircraft equipped with FANS 1/A avionics on the NAT, in northern airspace, the PAC and on other routes.
4.30 FANS however is just beginning to become available for business aircraft to use for CPDLC and position reports via ADS-C.