Subject: NAT Operations and Air Traffic Management

IBAC Technical Report Summary

Subject: NAT Operations and Air Traffic Management

Meeting: North Atlantic (NAT) Air Traffic Management Group 45th Meeting (ATMG/45)

Reported by: Tom Young

EXECUTIVE SUMMARY

NAT ATMG/45took place in Ottawa, Canada, 9 to 13 March 2015. In attendance were ANSP representatives for Canada, USA, Portugal, Ireland, Iceland, United Kingdom, France, and Norway. IBAC was the only representative of NAT Airspace users present. The group notedthat Representatives for the International Air Transport Association (IATA), and for the International Federation of Air Line Pilots’ Associations (IFALPA) did not attend.

The ATMG work programme is presently addressing reduced lateral and longitudinal separation allowing more optimal routings and preferred flight levels as a result of improved aircraft equipage (GNSS, ADSB, ADSC, CPDLC) and/or meet the requirements for RNP10 or RNP4.[1]Aircraft that are not equipped may see exclusions from airspace designated as Reduced Lateral (RLatSM), Data Link Mandate (DLM), Performance Based Navigation (PBN), and ADSB.

Individual ANSPs presented reports on updates in systems and operations. Updates that are of interest to NAT Airspace users have been noted in this report.

The group discussed the NAT SPG and the proposed revamping of working groups and reporting structure. The realignment will place the current ATMG into a leading role of the new Operational and Procedures working group that reports to IMG. All current sitting members of the ATMG and representatives of NAT Airspace users (including IBAC) are expected to continue as a part of this new group.

The next meeting of the ATMG in its current incarnation is September 7 to 11, 2015 in Paris, France, at the ICAO European and North Atlantic Office. The first 2016 meeting of the revised group (yet to be named) to deal with NAT Operational and Procedural is scheduled for March 14 to 18, 2016 at Bodo, Norway.

GENERAL REPORT

The group addressed NAT SPG Conclusion 50/04 – Review of NAT SPG Working Structure. The NAT ATMGsuggested the following to NAT IMG when investigating the way its contributory bodies should accomplish the two functions of Operations/Procedures and Technology / Automation

The new functions would benefit from a general statement in their terms of reference (ToRs), that adherence to the global Standard and Recommended Practices (SARPs) and guidance materials should direct their work, and that a NAT specific procedure should not be developed when a global one existed;

A clear mapping between the ToRs of the existing groups, and the future ToRs of the new functions would support a smooth transition to the new structure and ensure the continuity of the work programme currently performed;

The NAT IMG should take the current work programme of the NAT ATMG, SARSIG, CNSG, ACSG and OPS/AIR and re-distribute the work programme items

The ToRs of the new function should be sufficiently explicit and identify the expertise needed to be able to effectively contribute to the work within their remit, so that the States and international organisations can nominate the appropriate delegate(s);

because the functions have a wider scope than is currently the case for most of the sub groups, it is likely that the number of participants to the function meetings would be higher than is currently the case, and the organisation of the function meetings should be adapted accordingly; All current NAT member states and NAT user representatives are expected to continue to attend, and

the new functions working methods should permit flexibility, especially to progress actions in between meetings when required. This should include the possibility to create dedicated ad-hoc teams as seen fit by the Operations/Procedures or Technology / Automation functions.

When envisaging some scenarios for the transition, the NAT ATMG was in favour of an immediate change of structure after it was endorsed by the NAT SPG, using the currently planned meeting dates for the benefit of the new organisation. It was agreed that this would refocus the group on the work programme.

The NAT ATMG commented that the current delay between the NAT SPG meeting and the next NAT IMG meeting often induced a delay before the NAT SPG Conclusions could effectively be enacted into the work programmes of the NAT IMG contributory bodies. Therefore the NAT ATMG suggested that the NAT IMG should consider ways to address this issue when discussing its new working structure, for example by convening a short NAT IMG meeting immediately following the NAT SPG meeting

REDUCTIONS IN SEPARATION

Reduced Lateral Separation Minima (RLatSM); the Implementation Plan for RLatSM to begin in November, 2015 was finalized. Phase 1 will comprise of 3 tracks provided ½ degree (25nm) separation in the NAT. 2 core tracks will be identified, then a single track using ½ degree waypoints publishedat FL350 to FL390 between the core tracks. All 3 tracks being identified as RLatSM FL350 to FL390.

• Aircraft equipped with RNP4, GNSS, ADS-C, and CPDLC are eligible to fly the RLatSM tracks at FL350 to FL390.
• Aircraft may only be routed unto the ½ degree track if it is filed in the flight plan, or a reroute can be achieved using CPDLC.
• New boundary fixes on both sides of the NAT are in process of being developed.
• RLatSM tracks are only available during track validation times. Outside of these periods and the published areas, no ½ degree separation standards will exist.

Transition from MNPS to PBN; A NAT MNPS to PBN Task Force was created by NAT IMG Decision 44/01, and further contributions from ATMG on this transition was suspended while the task force was in place.

Performance BasedCommunication and Surveillance (RCP and RSP)[wp10] NAT ATMG reviewed the latest version of the NAT Performance Based Communication and Surveillance (PBCS) Implementation Plan[2] (NAT PBCS Plan), as endorsed by the NAT IMG (NAT IMG Decision 45/13 refers).A second PBCS workshop in mid-2015 (NAT IMG Decision 45/14 refers), is planned for 17 to 19 June 2015.

NAT DATALINK MANDATE; TheNAT Economic and Financial Group, concluded “that the DLM significantly lowered the collision risk in the NAT MNPS airspace by an estimated 90%, identical in both DLM airspace and DLM exempt airspace, and that the overall social and economic valuation of the NAT DLM was slightly above 1.7 billion USD – with almost equal values from DLM airspace and Non-DLM airspace – which significantly exceeded the NAT DLM investments of $1.1 billion USD by aviation stakeholders. The Group also noted that the valuation was likely to be higher, because the revenue loss

• The Datalink Mandate is currently mandatory on NAT tracks between FL350 and FL390 during track publication periods. The next phase of DLM (December 2017) will see the entire NAT require DLM between FL350 and FL390 at all times.

SANTA MARIASeparation Changes; Santa Maria has begun PBN separation based on aircraft equipage. RNP10 aircraft can be separated using 50nm longitudinally or laterally from like equipped aircraft. RNP4 aircraft can be separated using 30nm longitudinally or laterally from like equipped aircraft. This provides more flexibility for equipped aircraft to receive preferred routes and flight levels.

ICELAND Separation Changes; Since the last November 2014 edition, the PANS-ATM (Doc4444) contained new lateral separation minima applicable to Global Navigation Satellite System (GNSS) equipped aircraft, inter alia a lateral separation of 20NM that has been in use by the Reykjavik Oceanic and Area Control Centre (OACC) over Greenland below F285

FLIGHT LEVEL ALLOCATION SCHEME

The Flight level Allocation scheme (FLAS) is an agreement between NAT ANSPs for development of NAT Tracks and the usage of airspace based on majority flow of flights. Modifications have been agreed to amend what flight levels are available during different time periods. This is especially important for flight planning. The major change to affect GA operations is a change from the use of FL340 to FL360 as a usable westbound flight level during NAT eastbound operations (outside published tracks).

Updates - United States[ip09]New York Centre successfully integrated five additional radar sites into the Advanced Technologies and Oceanic Procedures (ATOP) system. This has provided an additional layer of safety that mitigates potential human error.

Seven new fixes will be published and charted on the common boundary between New York Center and Piarco Area Control Center (ACC), along 18 North from 61 West to 55 West. The fixes will allow for the further development of Automated Interfacility Data Communications (AIDC) procedures between the two facilities, and also for the development of new procedures into the Piarco radar volume which will greatly enhance safety and efficiency both to and from Western Caribbean airports.

New York Center will upgrade the ATOP system to the next level of software, which will allow the integration of Automatic Dependent Surveillance – Broadcast (ADS-B) into the platform.

New York Center plans to commence work to study the possible re-alignment of the Bermuda radar airspace volume into the ATOP system.

UPDATE - United Kingdom[ip10]Shanwick successfully implemented GAATS+ (Gander Automated Air Traffic System) into full operation without any impact to our customers. This has delivered a number of enhancements to our service both in terms of safety and service,

A major benefit to users

• Introduction of ‘GOFLI’ and ‘Request Monitor’ which alerts controllers when either original requested level, or higher level is available, contributing to an estimated 42,000 tons of fuel savings per annum.
• Enhanced planning tools that helps planning controllers identify efficient clearances more quickly.
• Improved hardware performance that ensures a stable platform that supports increasing traffic and more datalink usage.

New Domestic points identified on the Scottish and Brest interface boundaries have been submitted to refor approval that support RLatSMtrial in November 2015.

Through safety initiatives Shanwick has seen a 20% reduction in both the number of aircraft entering without an Oceanic Clearance, and the number of flights entering at the wrong flight level

Planning work now commenced in support of Space Based ADS-B. Meeting scheduled early March 2015 between Gander and Shanwick to discuss Concept of Operations.

UPDATE - Portugal[ip11]Automatic Dependent Surveillance – Broadcast (ADS-B) data received from 17 stations installed in the Azores.

A three months trial with Shanwick to accommodate all traffic flows within the Shanwick South East corner and southern latitudes during which NATS will omit Flight Level (FL) 340 and FL380 from any organized track which routes at or south of 48N.

Continuing monitoring of the application of 50 NM lateral separation minimum between RNP10 and/or RNP4 certified aircraft as well as the 10 minutes longitudinal between Future Air Navigation System (FANS) connected aircraft on same intersecting tracks and 10 minutes longitudinal between Global Navigation Satellite System (GNSS) certified aircraft climbing or descending also on same intersecting tracks.

Work underway for planning the introduction of 30NM lateral and 30 NM longitudinal between RNP4 certified aircraft which are FANS connected and 50NM longitudinal between RNP10 and/or RNP4 certified aircraft which are also FANS connected, now planned for the first half of 2016.

UPDATE - norway[ip19]The new BOAS system was successfully implemented on March 5, 2015. Some new features/factors in the system are :

a)Provision of data-link services (ADS, CPDLC and OCL);

b)OLDI/AIDC with Bodø and Stavanger domestic AoRs, as well as Reykjavik OACC; and

c)Conformance monitoring.

It has recently been decided to install ADS-B receivers at the islands of Bjørnøya and Spitzbergento provide a surveillance corridor between the Norwegian mainland and the island of Spitzbergen (Svalbard). It is planned to have this in place before the NAT Data Link Mandate is implemented.

UPDATE - Ireland[ip16]Shannon continues to participate in the London Heathrow cross border arrivals management (XMAN) trial.

Shannon is preparing for the Reduced Lateral Separation of 25 Nautical Miles (RLatSM) introduction later this year. Our sectors have been ready for this implementation for a number of years.

Shannon introduced Mode S data onto the track data blocks for ATCO’s in March 2015. It is hoped that this will allow Shannon to reduce the amount of level busts that occur.

UPDATE - Canada[None]OngoingProject and Developments

RLatSM Phase (November 2015).

ADS-B corridor with Reykjavik.

ADS-B crossing/joining track.

Space based ADS-B.

RLongSM for Planning.

CPDLC Oceanic clearances

UPDATE - France[ip05]An agreement was found mid November 2014 to redesign some of the current dangerous areas which are close to the Brest-Shanwick boundary and thus to create new ConDitional Routes (CDRs) connecting the future waypoints to the current route network.

VDL (VHF Datalink) IOC (initial operating capabilities) implementation: Brest should be able to handle Datalink in June 2015, but only with VHF transmission over continental airspaces. So Eastbound logon will be possible only within VHF range. No FANS accommodation is planned at this time.

Brest has continued to work on the addition of waypoints for RLatSM along the Brest - Shanwick boundary.

Brest ACC has been advised that the French Navy have plans to redesign some of the current dangerous areas which are close to the Brest-Shanwick boundary. Consequently, some of the CDRs crossing these areas will have to be realigned.

UPDATE - Iceland[ip17]

Eight ADS-B stations in Iceland were put into operation in November. The addition of ADS-B data from the Faroe Islands and Greenland is scheduled in March-April 2015.

ATM procedures concerning volcanic eruptions were changed to reflect the PANS-ATM change in November 2014.

Implications for Business Aviation

Equipage of aircraft to take advantage of reduced lateral and longitudinal separation throughout the NAT (GNSS, ADSB, CPDLC, RNP10, and RNP4)

New Fixes and procedures to be published by ANSPs to accommodate changes for RLatSM.

Begin preparing for SPACE BASED ADSB separation, planned for 2017-18 time frame.

[1] IBAC staff Note: In addition to complying with the data link mandate, the option of RNP10 or RNP4 is not applicable for operations on ½ degree tracks…these operations require RNP4 compliance!”