Module Library of the Aviation System Block Upgrade

 

To allow the use of airspace which would otherwise be segregated (i.e. special use airspace) along with flexible routing adjusted for specific traffic patterns. This will allow greater routing possibilities, reducing potential congestion on trunk routes and busy crossing points, resulting in reduced flight length and fuel burn.

To manage arrivals and departures (including time-based metering) to and from a multi-runway aerodrome or locations with multiple dependent runways at closely proximate aerodromes, to efficiently utilize the inherent runway capacity.

To improve coordination between air traffic service units (ATSUs) by using ATS interfacility data communication (AIDC) defined by the ICAO Manual of Air Traffic Services Data Link Applications (Doc 9694). The transfer of communication in a data link environment improves the efficiency of this process particularly for oceanic ATSUs.

Air traffic flow management (ATFM) is used to manage the flow of traffic in a way that minimizes delay and maximizes the use of the entire airspace. ATFM can regulate traffic flows involving departure slots, smooth flows and manage rates of entry into airspace along traffic axes, manage arrival time at waypoints or flight information region (FIR)/sector boundaries and re-route traffic to avoid saturated areas. ATFM may also be used to address system disruptions including crisis caused by human or natural phenomena.

Basic A-SMGCS provides surveillance and alerting of movements of both aircraft and vehicles on the aerodrome thus improving runway/aerodrome safety. ADS-B information is used when available (ADS-B APT).

Two air traffic situational awareness (ATSA) applications which will enhance safety and efficiency by providing pilots with the means to enhance traffic situational awareness and achieve quicker visual acquisition of targets:

a) AIRB (basic airborne situational awareness during flight operations); and

b) VSA (visual separation on approach).

To enhance vertical flight path precision during descent, arrival, and enables aircraft to fly an arrival procedure not reliant on ground based equipment for vertical guidance. The main benefit is higher utilisation of airports, improved fuel efficiency, increased safety through improved flight predictability and reduced radio transmissions, and better utilization of airspace.

This module enables the reliable identification of solutions when forecast or observed meteorological conditions impact aerodromes or airspace. Full ATM-Meteorology integration is needed to ensure that: meteorological information is included in the logic of a decision process and the impact of the meteorological conditions (the constraints) are automatically calculated and taken into account The decision time-horizons range from minutes, to several hours or days ahead of the ATM operation (this includes optimum flight profile planning and tactical in-flight avoidance of hazardous meteorological conditions) to typically enable near-term and planning (>20 minutes) type of decision making. This module also promotes the establishment of standards for global exchange of the information.

This module builds, in particular, upon module B0-105, which detailed a sub-set of all available meteorological information that can be used to support enhanced operational efficiency and safety.

To introduce FF-ICE, Step 1 providing ground-ground exchanges using common flight information exchange model (FIXM) and extensible markup language (XML) standard formats before departure.

Implementation of system-wide information management (SWIM) services (applications and infrastructure) creating the aviation intranet based on standard data models, and internet-based protocols to maximize interoperability.

Improved throughput on departure and arrival runways through the dynamic management of wake turbulence separation minima based on the real-time identification of wake turbulence hazards.

To enhance the planning and management of airport operations and allow their full integration in the air traffic management using performance targets compliant with those of the surrounding airspace. This entails implementing collaborative airport operations planning (AOP) and where needed an airport operations centre (APOC).

Interval management (IM) improves the management of traffic flows and aircraft spacing. This creates operational benefits through precise management of intervals between aircraft with common or merging trajectories, thus maximizing airspace throughput while reducing ATC workload along with more efficient aircraft fuel burn reducing environmental impact.

A key emphasis is on the use of arrival procedures that allow the aircraft to apply little or no throttle in areas where traffic levels would otherwise prohibit this operation. This block will consider airspace complexity, air traffic workload, and procedure design to enable optimized arrivals in dense airspace.

Integrated AMAN/DMAN to enable dynamic scheduling and runway configuration to better accommodate arrival/departure patterns and integrate arrival and departure management. The module also summarizes the benefits of such integration and the elements that facilitate it.

This allows the aircraft to be fully connected as an information node in SWIM, enabling full participation in collaborative ATM processes with exchange of data including meteorology. This will start with non-safety critical exchanges supported by commercial data links.

The application of time-based aircraft-to-aircraft wake separation minima and changes to the procedures the ANSP uses to apply the wake separation minima.

Creation of operational benefits through temporary delegation of responsibility to the flight deck for separation provision with suitably equipped designated aircraft, thus reducing the need for conflict resolution clearances while reducing ATC workload and enabling more efficient flight profiles.

The flight crew ensures separation from suitably equipped designated aircraft as communicated in new clearances, which relieve the controller from the responsibility for separation between these aircraft. However, the controller retains responsibility for separation from aircraft that are not part of these clearances.

The development of advanced concepts and technologies, supporting four dimensional trajectories (latitude, longitude, altitude, time) and velocity to enhance global ATM decision making. A key emphasis is on integrating all flight information to obtain the most accurate trajectory model for ground automation. 

Data for all relevant flights systematically shared between the air and ground systems using SWIM in support of collaborative ATM and trajectory-based operations.

Continuing to improve the certification process for remotely piloted aircraft (RPA) in all classes of airspace, working on developing a reliable C2 link, developing and certifying airborne detect and avoid (ABDAA) algorithms for collision avoidance, and integration of RPA into aerodrome procedures.

To monitor the operational environment during airborne phases of flight to provide timely alerts on the ground of an increased risk to flight safety. In this case, short-term conflict alert, area proximity warnings and minimum safe altitude warnings are proposed. Ground-based safety nets make an essential contribution to safety and remain required as long as the operational concept remains human centred.