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Aviation political Framework and Regulation ICAO Establishment of Civil Aviation -First heavier-than-air flight 110 years ago -First International flight was the crossing of the English Channel by Bleriot in 1909 -International Conference on Air Law convened by France in 1910 in Paris attended by 18 European States -WW1 led to a rapid advancement in aviation development for “good and evil” -Aviation was a subject of the Paris Peace Conference of 1919 and aviation matters were entrusted to a special Aeronautical Commission -Civil air transport commenced in many countries after the war due to an abundance of equipment and trained aviators. -1919 first west to east crossing of the Atlantic by Allcock and Brown and a British airship flew Scotland to New York and return -International Air Convention signed by 26 of the 32 Allied Powers and finally ratified by 38 States -The Convention dealt with technical, operational and organisational aspects of civil aviation -International Commission for Air Navigation (ICAN) was created to monitor developments and to propose measures to account for aviation developments. ICAN took over all the principles formulated in 1910 in Paris. -Permanent Secretariat established in 1922 in Paris. - In 1929 the WARSAW Convention was signed. This related primarily to the carriage of passengers, in particular the issue of tickets and baggage checks, and the limitations on financial liability of carriers. Following Years -Continuous growth in civil aviation in both technical and commercial areas -Technical advances during WW2 were very rapid – aircraft speeds, range, carrying capacities. Quarter of a century normal development in 6 years -Large numbers of people and goods transported over long distances and ground facilities developed. -1943 US initiated studies of post-War civil aviation problems to ensure aviation development could continue in an orderly way. -Invitations sent to 55 Allied and neutral States to meet in Chicago in Nov 1944 -Met for 5 weeks to consider the problems of civil aviation. -Outcome was the Convention on International Civil Aviation (Chicago Convention). Agreement was reached on certain principles in order that International civil aviation would be developed in a safe and orderly manner. The objectives of the convention were Economic and Technical. Economic Objectives:  Promote freedom of airspace to nations and airlines  Develop procedures for determining fares, schedules capacities, etc.  Simplification of customs and entry documentation Technical Objectives:  Setting technical standards

 Planning and development of navigational services and facilities  Standardisation of communications -Administration of the Principles is charged to ICAO. -96 Articles were determined that  Established privileges and restrictions of all Contracting States  Adoption of International Standards and Recommended Practices  Recommended installation of navigation facilities  Each State has sovereignty over its own airspace  No flight over another States territory without consent -“International Air Services Transit Agreement” and “International Air Transport Agreement” set up the mechanism for the exchange of commercial rights in International civil aviation. -Provisional ICAO formed and ICAO established on 4 April 1947. Montreal was chosen as its headquarters As at June 2002 there were 188 Contracting States October 1947 agreement was concluded between ICAO and UN for status as Specialised Agency -Other Specialised Agencies include  International Maritime Agency  International Telecommunications Union  World Meteorological Organisation  World Health Organisation  Universal Postal Union  International Labour Organisation Aims of ICAO To develop principles and techniques and foster planning and development of International civil aviation to;  Ensure safe and orderly growth of international Civil Aviation  Encourage aircraft design and operation for peaceful purposes  Encourage development of airways, airports and air navigation facilities  Meet the needs of the peoples of the world for safe, regular, efficient and economical air transport  Prevent economic waste caused by caused by unreasonable competition  Ensure the rights of Contracting States are respected and every State has a fair opportunity to operate International airlines  Avoid discrimination between States on charges for international aviation  Promote safety of flight  Develop all aspects of international civil aeronautics ICAO Structure Assembly  Meets at least once every 3 years  Each Contracting State has one vote  Decisions taken to majority votes cast  Decisions given to other bodies of ICAO for their future work Council  Permanent body elected by the Council for a 3 year term  Adequate representation given to States of Chief Importance in Air Transport  Large contribution to provision of facilities  Geographic representation Committees  Air Navigation Committee

 Air Transport Committee  Legal Committee  Joint Support of Air Navigation Services  Finance Committee  Unlawful Interference Committee  Personnel Committee  Technical Cooperation Committee - Major Duty of the Council is to adopt International Standards and recommended Practices - Council may act as an arbiter between the States - International Air Transport Association (IATA), Airports Council International,, International Federation of Airline Pilots Associations, and World Tourism Organisation are some of the bodies represented as observers at many of the meetings of ICAO bodies. - Since 1947 the main achievement of ICAO has been agreement of Contracting States on the necessary level of standardisation for safe, regular and efficient operation of International civil aviation – including aircraft, aircrew, ground based facilities and services. ICAO Annexes - International standardisation is achieved through the creation of Annexes to the Convention. We will discuss Annex 11 in further detail later in the semester. The main part of each Annex is International Standards and Recommended Practices. There are 18 Annexes and 17 relate to air navigation Annex 1 Personnel Licensing Flight crews, air traffic controllers and aircraft maintenance personnel Annex 2 Rules of the Air Rules relating to the conduct of visual and instrument flight Annex 3 Meteorological Service for International Air Navigation Provision of met services for international air navigation Annex 4 Aeronautical Charts Annex 5 Units of Measurement Used in Air and ground Operations Annex 6 Operation of Aircraft Specifications which will ensure that compliant operations throughout the world provide a level of safety above a prescribed minimum. Part 1 International Commercial Air Transport International General Aviation – Aeroplanes Intentional Operations - Helicopters Annex 7 Aircraft Nationality and Registration Marks Annex 8 Airworthiness of Aircraft Certification and inspection of aircraft according to uniform procedures Annex 9 Facilitation Specifications for expediting the entry and departure of aircraft, people, cargo etc at international airports

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Annex 10 Aeronautical Telecommunications Standardisation of communications Annex 11 Air Traffic Services Establishment and operation of air traffic control, flight information and alerting services Annex 12 Search and Rescue Organisation and operation of facilities and service necessary for search and rescue. Annex 13 Aircraft Accident Investigation Uniformity in the notification, investigation of and reporting on aircraft accidents. Annex 14 Aerodromes Specification for the design and operation of aerodromes and heliports Annex 15 Aeronautical Information Services Methods for the collection and dissemination of aeronautical information required for flight operations. Annex 16 Environmental Protection Aircraft noise certification Noise Monitoring Land Use Planning Aircraft engine emissions Annex 17 Security – Safeguarding International Civil Aviation against Acts of Unlawful Interference Annex 18 The Safe Transport of Dangerous Goods by Air Standards – uniform application is necessary for safety or regularity of civil air navigation Recommended Practice – uniform application is desirable in the intersets of safety, regularity of efficiency of civil aviation. A significant achievement of ICAO has been the development of a satellite based navigation system (CNS/ATM) to be discussed in Week 3 ICAO Regional Offices Seven Regional Offices are maintained by ICAO – Bangkok, Cairo, Dakar, Lima, Mexico City, Nairobi and Paris. Each one is accredited to a geographic group of Contracting States. The Asia Pacific Office was first established in Melbourne in 1948 and began operating from Bangkok in 1955 to take advantage of geographical location. Regional Planning Groups have been established by the Council to ensure continuity in planning processes

Aviation Safety Regulation in Australia The Civil Aviation Safety Authority (CASA), Airservices Australia and the Department of Transport and Regional Services constitute a tripartite structure for providing safe aviation in Australia. Each has separate and quite distinct functions, working together as an integrated system. CASA The Government’s Vision - An improving trends in accident and incident rates - A modernised certification system to encourage Australian aircraft manufacturers - A simple to follow, internationally harmonised regulatory system to encourage Australian industry to compete in overseas markets CASA must - Engender public confidence - Focus efforts on fare-paying passengers - Apply nationally-consistent enforcement of regulations - Apply procedural fairness - Share information with the aviation community - Have a transparent, consultative approach - Education aimed at accident prevention - Seek higher safety standards and anticipate and respond to emerging safety issues In November 2002 the Minister announced a decision to restructure CASA. In July 2003 the Board of CASA was abolished and the Director of Aviation Safety redesignated as CEO. An Air Standards Advisory Body was to be established to complete the reform of aviation safety regulations. In July 2009 the Board was re-established. The new CEO (2002) and Director (2009) indicated that a different, more efficient approach will be made to the reform of the aviation safety regulations. Debate still continues, and in 2014 the Government has established a review of Aviation Safety Regulation (Aviation Safety Regulation Review) to examine the suitability and application of the regulatory regime in Australia. A subtext is whether CASA is acting according to its CHARTER. CASA CHARTER “We are well aware that our actions and decisions can affect people’s lives and businesses, and we accept our responsibility to give service on a professional basis, and with courtesy and consideration. An important feature of the revised Charter is an improved complaints handling process. Of course, CASA is a regulator as well as a service provider and our business is safety. For CASA, good service is important but it cannot mean ‘the client is always right’. We cannot always give people the answers they would like to hear or enable them to do the things they would like to do. And our priorities will not always be the same as those of the people we are dealing with. But our approach will be ‘why not’ rather than ‘why’. Our aim is to be a good regulator. What that means was well set out in the Minister’s 2003 Charter Letter to CASA: ‘A good regulator will communicate and consult extensively with stakeholders. Its decisions will be consistent and predictable, based on transparent processes. A good regulator will demonstrate fairness, good

judgement, and be flexible and responsive to the changing environment in which the aviation industry operates. It will be effective, efficient and timely in its operations and it will be accountable for its actions. In the provision of regulatory services CASA must provide a high level of client service and treat clients with consideration and courtesy. Finally, it will be independent, enforcing civil aviation regulations, as it deems appropriate, while bearing in mind these expected standards of behaviour.” Many in the Industry (particularly in the General Aviation Sector) argue that CASA is not fulfilling its charter, but rather is unsympathetic, inconsistent and ruthless in the application of the Regulations. This is critical to low-margin small operators. Complaints refer to:  Arbitrary decisions, inconsistent from one region to another,  Strict Liability offences  High cost of services  Rigidity  Complicated Regulations  Slow rate of Regulatory Change  Regulatory Capture. These, and other factors led to the establishment of the Aviation Safety Regulation Review (The Forsyth Report) https://infrastructure.gov.au /aviation/asrr/ Airservices Australia This corporatized, Government – owned organization is the Service Provider. Its prime function is the provision of Air Traffic Control, Airport Fire Service and ancillary services. Australian Transport Safety Bureau (ATSB) The Aviation Division of ATSB investigates aircraft accidents and incidents in Australia. They also investigate factors that could lead to a deterioration of safety standards The ATSB participates in investigations involving Australian aircraft involved in serious incidents/accidents overseas and may also assist overseas agencies by providing expertise (Annex 13). As a body separate from the Regulator, Air Traffic Service provider or airline they ensure that there is no conflict of interest and an objective investigation can be undertaken without apportioning blame or liability. The majority of safety occurrences are the result of a complex interaction of many factors. ATSB has no power to implement its recommendations. Unlike CASA, its role is advisory only. The primary focus of ATSB is the safety of fare-paying passengers Powers to investigate - Seek information that encourages cooperation - Has powers that require people to give evidence of produce material - Powers to enter premises without warrant or consent, limited to investigation of accidents of serious incidents

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- Aimed at preservation of evidence Investigation - ATSB investigator is responsible once the accident site is declared safe by Emergency Services - Photographs, record evidence on the ground, examine log books - May retain wreckage for further investigation - Reconstruct the sequence of events - Interview pilot, passengers and witnesses - May visit departure and arrival aerodromes to interview others re training, experience, company documents etc Report does not apportion blame and cannot be subsequently used to determine liability. If appropriate the report will contain safety recommendations. Look at websites: What does the organization see as its role? Do you think that it follows its stated path? Look at the scope of information available and consider what and how much of that information would be helpful in your future working role. CASA www.casa.gov.au Airservices: Pilot Centre/Online Documents and also / Aviation Links www.airservicesaustralia.com Australian Transport Safety Bureau www.atsb.gov.au ICAO www.icao.int The Department of Infrastructure, Transport, Regional Development and Local Government www.infrastructure.gov.au Understand the airspace category Control zone: volume of controlled airspace, below control area (airport area) Restricted area: military area, or flight training are (include conditional RA1,2,3) Altitude The vertical distance of an object measured from mean sea level. Flight level bases on the average sea level of Visual navigation chart to see the terrains, obstacles, landscape IFR: to see the flight path using the instruments ddi Key Policy Principles for Airspace Administration Key principles have been developed to guide the administration of airspace as a national resource. They are:

• safety of Passenger Transport operations is the most important consideration; • efficient use of airspace is a benefit to the aviation sector and the Australian economy; • protection of the environment is of concern to all Australians; • access to airspace will be open to all users unless there are justifiable reasons to deny access in terms of safety, efficiency, environmental protection or national security; and • airspace administration will take account of national security. International Obligations As a signatory to the Convention on International Civil Aviation (the Chicago Convention), Australia will continue to comply with the Standards and Recommended Practices of the International Civil Aviation Organization (ICAO), notified in Annexes to the Convention in accordance with Article 37, or will lodge a difference with ICAO in accordance with Article 38 of the Convention. ICAO allocates international airspace to its member States, including Australia, to be administered by those member States along with their sovereign airspace. States may divide the airspace they administer into Flight Information Regions (FIRs). All airspace allocated to Australia by ICAO, as well as Australian sovereign airspace, is covered by two FIRs. The diagram below illustrates the airspace administered by Australia and how it has been separated into two FIRs (Brisbane and Melbourne) for administration. This diagram also includes an illustration of the current radar coverage provided at 30,000 ft in Australian administered airspace.

The classification assigned to each volume of airspace determines two factors: the category of flights permitted in that volume of airspace and the level of air traffic service provided for those flights. There are two categories of flight: Instrument Flight Rules (IFR) flights; and Visual Flight Rules (VFR) flights. Variations from the ICAO classifications in Australia are briefly explained below: • inclusion of a Special VFR flight category; • provision of an air traffic control separation service to aircraft landing and taking off at airports in Class D airspace; • provision of a Flight Information Service for VFR aircraft operating in Class E airspace. Two way radio communications and mandatory transponder carriage and operation are a requirement for operations in Australian Class E airspace; • inclusion of more stringent radio communications requirements in Australian Class G airspace where VFR aircraft are required to have two-way radio communication capability for operations above 5,000 feet and at airports requiring a Common Traffic Advisory Frequency or CTAF(R); and • speed limitations are not applicable to military aircraft when operating below 10,000 feet in Class C, D, E and G airspace. In Australia Class A airspace is high–level enroute airspace and Class C generally surrounds major city airports starting at ground level and stepped up into mid-level

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Class C or the high level Class A airspace. However, much of Australian airspace is not controlled and thus classified as Class G. Categories of Prohibited, Restricted and Danger Areas Australia has adopted the ICAO designations described in Annex 15, Appendix 1, of the Chicago Convention for accommodating activities that may be incompatible with routine flying operations. This may see airspace designated as a Prohibited, Restricted or Danger (PRD) Area, described as follows: Prohibited Areas The declaration of a Prohibited Area creates airspace within which the flight of aircraft is prohibited. Restricted Areas (Warning areas) The declaration of a Restricted Area creates an airspace of defined dimensions within which the flight of aircraft is restricted in accordance with specified conditions. Clearances to fly within an active Restricted Area or airspace are generally only withheld when activities hazardous to the aircraft are taking place, or when military activities require absolute priority. RA STATUS LEGEND: Conditional RA 1: Pilots may flight plan through the Restricted Area and under normal circumstances expect a clearance from ATC. Conditional RA 2: Pilots must not flight plan through the Restricted Area unless on a route specified in ERSA GEN FPR or under agreement with the Department of Defence, however a clearance from ATC is not assured. Other tracking may be offered through the Restricted Area on a tactical basis. Conditional RA 3: Pilots must not flight plan through the Restricted Area and clearances will not be available. Restricted Areas are mainly declared over areas where military operations occur. However, Restricted Areas have also been declared to cater for communications and space tracking operations or to control access to emergency or disaster areas. Restricted Areas may be promulgated at specified times and dates. For example, a temporary restricted area may be declared for special events where there may be a public safety issue - such as the Avalon Air Show or the Commonwealth Games. Restricted areas may be promulgated indefinitely, eg an area over ammunition/explosive storage. Danger Areas (Alert areas) The declaration of a Danger Area defines airspace within which activities dangerous to the flight of aircraft may exist at specified times. Approval for flight within a Danger Area outside controlled airspace is not required. However, pilots are expected to maintain a higher level of vigilance in that airspace. Danger Areas are primarily established to alert aircraft on the following: • Flying training areas where student pilots are learning to fly and/or gather in large numbers; • Gliding areas where communications with airborne gliders might be difficult; • Blasting on the ground at mine sites; • Parachute operations; • Gas discharge plumes; and

• Small arms fire from rifle ranges. The Government expects CASA to place the safe and efficient operation of Passenger Transport services as its first priority in airspace administration. The Government would expect that all aircraft operating in the vicinity of aerodromes in Class G serviced by a significant number of passenger transport aircraft, particularly high speed or high capacity aircraft, will operate within a mandated radio (or other means of alert) environment. It is appropriate that CASA’s risk management processes for passenger carrying aircraft operations include an assessment at each location of whether additional procedures and measures to provide “alerted see and avoid” are warranted. In doing so, CASA should consider the full range of options for alert to assist “see and avoid” to adequately mitigate the risk to passenger transport operations at that location. Airspace architecture design principles The following high level principles provide the framework for the declaration, classification and designation of all Australian administered airspace: • the safety of passenger transport operations is the most important consideration; • the application of airspace classifications and associated procedures with minimal exception from the ICAO prescription and Standards and Recommended Practices (SARPs) and standardisation and harmonisation with international best practice architecture; • Class G will be the default airspace unless there is a justified need for a higher level of service; • the maximisation of IFR/IFR separation services and protection of IFR operations; • the facilitation of VFR within the system to the degree necessary to manage system risk and safety; • the simplification wherever possible of airspace architecture and procedures. Airspace and procedures design must be simple and logical and supported by comprehensive training and education programmes; • the minimisation of frequency congestion on control frequencies and systems which simplify frequency requirements for all airspace users; • the fitment and use of radio, transponders and Traffic Alert and Collision Avoidance Systems (TCAS) to minimise risk to passenger transport operations, as a defence against systemic failures, is to be encouraged and where necessary mandated; • the enhancement of situational awareness to be provided by third party traffic advice, pilot reports or electronic means; • the risk based maximisation of air traffic services in the critical stages of flight ie the terminal area where passenger transport operations are taking place; and

• requiring pilots to apply vigilance and airmanship when operating in the airspace architecture. WEEK 3 ATC Services Non-radar town: How they avoid collision: - Segregation – airspace/route, airport design - Separation Expedite and maintain an orderly flow: - Speed control & Speed Control, Radar/ADSB Vectoring, Holding, Time at fix LAHSO: Landing and Hold Short Operation : It is a procedure where dependent operations are conducted on 2 intersecting runways – aircraft land and depart on one runway while aircraft landing on the other runway hold short of the intersection Aerodrome control in Australia 20 Non-radar tower have to control the runway and airspace by VIR 9 Radar tower control the runway only Radar to control but not seperation Terminal Control - Primary radar and SSR returnes - Separation of arriving & departing - Sequencing the arriving traffic - Traffic processing assisted by SIDS and STARS - Precision Runway monitor - Remote terminal control unit Non Radar tower - Procedure control + visual control Enroute control - Reliance on ground & sat nav aids - Traffic collision avoid system enhances safety. -> last layer of protection for pilot - Flex track - Air routes provide traffic segregation WEEK 4: Aerodrome Control What role does a Control Tower play in ATM? The tower roles reflect those for ATS that we have seen in Annex 11, and for ATC in the session on ‘ATC Roles’, namely, Separation – ground and air (Prevent collisions) Expedition – setting up a departure sequence on the ground, (and an arrival sequence in the air - non-radar towers) Information – weather, hazards Co-ordination – works, emergency services

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Manoevering Area The part of aerodrome to be used for takeoff, landing, taxing Movement : manoevering + apron What airspace does a Tower own? Radar Tower – very little; the radar tower separates aircraft on the ground , and departures and arrivals on the runway. The surrounding airspace , Class C , is controlled by the Terminal Control Unit (Approach/Departures) – Melbourne Airport Non-Radar Tower – Control Area steps, up to a 30NM radius. The airspace is Class D for the Control Zone – Morrabbin , and may be D or E in the steps. (In the past this airspace has been class C) Why have a Control Tower? Radar Tower - because it needs one; Radar Towers are at capital city airports which have high numbers of IFR heavy and medium airline aircraft. Functions: Radar tower Separation – runway separation- visual separation in the circuit when requested by Terminal controllers Expedition - Sequencing for departure Information - weather, works emergencies, lighting Co-ordination – works,emergency services Non - Radar Tower - These are at Regional ports, and handle a mix of traffic including jet airliners, turboprops, light twins, singles, ultralights and training aircraft. Functions: Separation (Runway, approach and circuit) Expedition Information PLUS Circuit Entry operations (See slides on circuit entry/exit) Approach/Departure functions A regional airport qualifies for a tower when movement numbers and mix reach a ‘tipping – point’ of complexity. Aerodrome Control Aerodrome control service: the provision of air traffic control service for aerodrome traffic Control of persons and vehicles at aerodromes The movement of persons or vehicles including towed aircraft on the manoeuvring area of an aerodrome shall be controlled by the aerodrome control tower as necessary to avoid hazard to them or to aircraft landing, taxiing or taking off. Manoeuvring Area That part of an aerodrome to be used for the take ‐ off, landing and taxiing of aircraft, excluding aprons. Movement Area Manoeuvring area plus aprons Tower location

- Runway Response Times - - Facing south as much as possible (in Southern Hemisphere) - Sightline at a right or oblique angle to the runways - No interference with ground navigation aids - Cab eye level See AC 172-03 and MOS extract in Learning Materials Tower Personnel - Surface Movement Control (SMC), Aerodrome Control (ADC), Coordinator, Airways Clearance Delivery. - Aerodrome Safety Officer is the ‘arms and hands’ of the tower. - Different tower configurations and the relationship to runway layouts etc - Controller positions around rim of tower (Sydney, Chicago, Heathrow (new Melbourne Tower) - Dual ADC (Sydney, Moorabbin, Bankstown) Essential Aerodrome Information - Runway, wind, altimeter setting, temperature, dew point, cloud below 5000’, visibility of less than 10km in km, in metres if less than 5000 m and as Runway Visual Range (RVR if less than 2000 m. (CAVOK, ceiling and visibility OK if both better than 5000’ cloud/10km visibility), rain intensity, wind shear, turbulence. - Construction work along the runway - Rough portions of the landing area - Maintenance equipment, workmen on or near the manoeuvring area - Slippery conditions of runways and taxiways - Water draining across the runway - Lighting failure - Aircraft parked close to runways or taxiways - Presence of birds An airways clearance is issued prior to taxiing. This constitutes a route clearance and is in response to a flight plan submitted prior to the flight. Automatic Terminal Information Service (ATIS). This is a system to continuously broadcast up to date aerodrome conditions and avoids lengthy transmissions on control frequencies. The ATI information is updated for meteorological changes - Runway - Wind 10 degrees or 5 knots - Air Pressure (QNH) 1 hectoPascal – affect the - Temperature 1 degree - Cloud below 5000’ –200 ‘ change - Visibility 1 km/1000 m/RVR – from 1km (use km), under 1km(use m), under 1 fog <1000m, mist >1km - Approach expectation Selection of the runway direction will depend on many factors - Type of aircraft, effective length of the runway (works), wind velocity, weather (wind shear, turbulence, gradient, position of the sun), available approach aids, disposition of traffic, taxi distance, noise abatement procedures Aircraft Operations Pushback and Taxi - Pushback approvals only relate to the regulation of traffic at the terminal fingers and approve the pushback only for the purposes of subsequent

taxiway entry. No separation is provided for vehicles or other aircraft on the apron. It is difficult to take company preferences into account - Taxi clearances provide - Application of priorities - Taxi guidance - Minimisation of conflict - Protection of active runways - Protection from jet blast - Takeoff clearances may provide - Direction of turn or Track made good after takeoff - Initial altitude or climb requirements - Information on preceding or other traffic - Runway Separation Standards for takeoff are applied to provide safety margins from other aircraft and protection from the effects of wake vortex. (These and all other separation standards are found in the Manual of Standards (MOS) CASR 172) Priorities :AIP ENR 1.4-18 REGULATION OF FLIGHT - ASSESSMENT OF PRIORITIES 1. 10.1 Subject to the duty to facilitate and maintain the safe, orderly and expeditious flow of air traffic, ATC will apply priorities in the following order: 1. An aircraft in an emergency, including being subjected to unlawful interference, will be given priority in all circumstances. 2. A multi-engined aircraft which has suffered the loss of an engine and has not been subject to a SAR phase, or has not been considered under the provision of sub- para a. above, shall be granted priority for landing. 3. An aircraft which has suffered radio communications failure will be granted priority for landing. 4. An aircraft which has declared a Mercy flight. 5. An aircraft participating in a Search and Rescue (SAR), Medical (MEDEVAC), or Fire and Flood Relief (FFR) flights shall be granted priority as necessary. 6. An aircraft operating under police callsign “POLAIR RED” or “FEDPOL RED” engaged in operations where life is at risk. 7. An aircraft engaged in the personal transport of Heads of State or of Government, or other selected dignitaries on official visits to Australia, or the personal transport of the Governor-General or the Prime Minister. 8. State aircraft special requirements flights where clearance has been prearranged. 2. 10.2 Subject to the priorities of para 10.1, an aircraft first able to use the manoeuvring area or desired airspace in the normal course of its operations will be given priority except: 1. an aircraft landing or taking off will be given priority over taxiing aircraft; 2. a landing aircraft will have priority over a departing aircraft if the latter cannot take off with prescribed separation standards; 3. for flights in Class C terminal control areas associated with Brisbane, Melbourne, Perth and Sydney, ATC will apply priorities in the following order; 91 AIP Australia 25 MAY 2017 ENR 1.4 - 19 (i) with equal priority, flights compliant with their ATFM requirements, flights exempt from ATFM measures and Medical Aircraft (HOSP) operations; and (ii) flights not compliant with their ATFM requirements;

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(iii) all other aircraft. Note: Further information about ATFM procedures at Australian airports is available at ENR 1.9. 4. for flights in other Class C terminal control areas, ATC will apply priorities in the following order: 1. (i) with equal priority flights with a Calculated Off Blocks TIme (COBT), regular public transport operations, State aircraft (other than training flights) and Medical Aircraft (HOSP) operations; and 2. (ii) all other aircraft 5. RVSM-approved aircraft will be given priority for level requests between FL290 and FL410 inclusive over aircraft not RSVM-approved; 6. within ATS surveillance system coverage, identified aircraft may be given priority over non-identified aircraft; 7. inside military Restricted Areas and in terminal area or control zone surrounding a military aerodrome, priorities will be determined by the controlling authority published in DAH. Military aerodromes do not include Darwin or Townsville; 8. for training flights; 1. (i) training flights operating in the traffic pattern in general use will be given priority over other training flights desiring to operate in conflicting patterns for training purposes; and 2. (ii) when a training instrument approach is approved, priority will be given to that aircraft from the time it commences its final approach until the approach is completed. - Runway separation standards for aircraft taking off were discussed. eg - When the previous takeoff has crossed the upwind end of the runway, commenced a turn or is airborne and 1800 m down the runway - When a previous landing has vacated and is taxiing away from the runway - When a movement on the crossing runway has crossed the runway intersection or stopped short - Land and Hold Short Operations (LAHSO) permit simultaneous operations on crossing runways that include procedures to ensure that there is not a traffic conflict at the runway intersection. - Landing Aircraft – Clearances - When sighted by the tower on downwind, base or final - On final for a straight in Instrument Approach - A clearance to land can be issued if there is reasonable assurance that the landing area will be clear. The controller can anticipate this. - If the runway is occupied (by a previous takeoff, landing, crossing aircraft or vehicle) the aircraft will be instructed to “Go Round” (make a missed approach) or “Continue Approach” - Runway Separation Standards for Landing - Preceding landing has vacated and is taxiing away from the runway - When the previous landing is less than 7000 kg and the second landing aircraft is less than 1930kg then a landing clearance can be issued with the first aircraft still on the runway and 900 m along provided the controller is satisfied no collision risk exists. - When the preceding departing aircraft is airborne on takeoff or if >13600kg, airborne and 1800 m along the runway - Sufficient space must exist to ensure, that in the event of a missed approach, there is sufficient room to manoeuvre freely. - When a movement on the crossing runway has crossed the runway intersection or stopped short

- Land and Hold Short Operations (LAHSO) permit simultaneous operations on crossing runways that include procedures to ensure that there is not a traffic conflict at the runway intersection. - Priorities - Landing has priority over departing - Landing and takeoff have priority over taxiing - Visual Control - Separation in the traffic circuit - Visual check of runways before clearing an aircraft to takeoff and immediately before it commences takeoff roll - It is easier to detect an aircraft turn – radar may not show it for 10 or more seconds - Aircraft operate much closer than the prescribed radar standards Radar Towers – C Airspace - Associated with a Terminal Control Unit (TCU) – this may be co-located or remote - Usually involves TWR visual control of Control Zone traffic - Sequencing is the responsibility of the radar controller - Departure instructions establish a radar standard - Coordinated clearances Non-radar Towers – D Airspace - Tower Controller also controls the Control Area steps and provides a procedural approach service - Lower traffic density - Circuit training Aerodrome Emergencies - Planned responses to known events (eg. Engine failure, fire, undercarriage problems, bird strike): Pilot inbound and they know something wrong, bird strike on departure - Timely call out of Emergency Services – on aerodrome response assets, municipal fire police ambulance - Unplanned events – crashes, wheel fires Aviation Security - Bomb Warnings - Hijack Airport layout: - Taxiway systems: + Runway entry/exit points + Apron access Airport location 1. Demand 2. Geographical (Terrain, Obstacles) 3. Meteorological (Prevailing winds, fog, alternates) 4. Environmental (populated areas, industrial areas, protected species, conflicting traffic)

5. Infrastructure (communications, navids, transport) Runway useability The percentage of time that runway direction can be used for aircraft to take off or land with spefic crosswind limits - Aircraft performance (not a big issue now) 1. Runway length 2. Crosswind limitations 3. Downwind limitation - Aircraft size - Factors affecting runway length + Airport elevation (temperature, hills or downhills with tail winds) + Gradient +Winds + Pay load + Aircraft type and engines + Surface conditions - Maximising the useability + Runway construction is a significant capital expense + Runway direction and configuration aimed to provide maximum useability + ICAO (Annex 14) recommends aiming for 95% useability Runway Safety Runway Incursion “Any occurrence at an airport involving an aircraft, vehicle or person on the ground that creates a collision hazard or results in a loss of separation with an aircraft taking off, intending to take off, landing or intending to land.” Breakdown in communications - Use of non-standardized phraseology - Failure of pilot or vehicle driver to provide a correct readback of an instruction - Failure of the controller to ensure that the readback by the pilot/vehicle driver conforms the clearance issued - the pilot and/or vehicle driver misunderstanding the controller’s instructions; - the pilot and/or vehicle driver accepting a clearance intended for another aircraft or vehicle; - blocked and partially blocked transmissions; and - overlong or complex transmissions. Air traffic control factor momentarily forgetting about:  an aircraft;  the closure of a runway;  a vehicle on the runway;  a clearance that had been issued;  failure to anticipate the required separation, or miscalculation of the impending separation;  inadequate coordination between controllers;  misidentification of an aircraft or its location;  failure of the controller to provide a correct readback of another controller’s instruction;

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 failure of the controller to ensure that the readback by the pilot or the vehicle driver conforms with the clearance issued;  other communication errors Factors in the incidents 1. Poor Visibility; controller with a locked in mindset, not listening to what was being communicated. However, pilots were cautious and saved the day. 2&3. Two versions of the same incident. Pilot error? Perhaps not, but good practice is to always check a runway before crossing. 4. ATC mistake; confusion of runway left and right. 5. Communication – rapid instructions to a non-English speaking crew. – Level 4 English speaker 6 ATC mistake – Aerodrome layout complexity? WEEK 5 Week 4 Session 2 This session covered : Terminal Airspace Approach/departures Radar Services Non-radar Services The ICAO definition of Approach control service is: the provision of air traffic control service for those parts of controlled flights associated with arrival or departure, in order to prevent collisions between aircraft and expedite and maintain an orderly flow of air traffic. An Approach control Unit will also perform the other functions of an ATS – Flight Information Service and Alerting service Delivery An Approach control service can be delivered using Radar or no Radar Non-radar delivery is via a non-radar Control Tower. Radar is via a Terminal Control Unit (TCU) Non-Radar  Operated in Class D and E Airspace  Uses the Control Zone and surrounding D or E CTA steps to the base of the airspace that is used by the Control Centre.  Separation is via Procedural Control, using Navigation Aids, IFR Routes, Visual fix points and visual routes.  Visual separation is used within the Control zone and where possible and necessary in the surrounding step. The non radar Tower is efficient in Visual conditions, but is less efficient than a TCU in Instrument conditions. This is because usually, Non-precision Approaches must be carried out, and procedural separation applied. This requires more time than a Precision approach guided by Radar. Approach Departures Control - Radar - Previously we discussed aircraft landing and taking off and the runway separation standards

- Control of the aircraft in the air falls to the radar controller responsible for the airspace in the vicinity of the airport - Radar is the primary means of separation - Radar can be either primary or secondary (SSR). Because the Australian ATC system is dependent on SSR beyond 50 miles from the major airports, a transponder is essential aircraft equipment for flight in controlled airspace - Airspace agreement to divide the airspace into manageable sectors – segregating arrivals and departures - A Terminal Control Unit can be local to the aerodrome that it serves, or it can be remote, e.g. Canberra TCU is located at Melbourne in the Control Centre, Coolangatta TCU is located in the Brisbane TCU. Control of departing aircraft - Coordination with the tower (Next is ……. Departure instructions) - Based on Radar control service Other Roles - Radar advisory service - Separation of arriving and departing aircraft with other control zone traffic Methods of Radar Identification - On departure when the aircraft first begins to paint - bearing and distance - over a topographical feature - Transponder Identification Squawk - Turn> 30 degrees - Hand-off from another sector - Correlation by the system on discrete code Radar Vectoring (only radar-identified aircraft - Minimised by SIDs/STARs - Radar separation standards, usually 3NM, are less restrictive than procedural standards and Enroute Radar standards (5-10NM). - Confine aircraft within airspace limits - Provide terrain clearance - Ensure pilot remains aware of aircraft position to enable resumption of pilot navigation in the event of a radar or radio failure - Assists the pilot to avoid hazardous weather (cannot see the thunderstorm on the radar, just assistance not instruction) - Noise abatement Radar Handoff – relay of radar identification between controllers. Modern radar systems provide continuous radar identification which is seamlessly passed from controller to controller during the progress of the flight. This also passes ‘Jurisdiction’ of the flight and its associated Flight Data Record (FDR). The controller with Jurisdiction has the sole right of alteration of the FDR. Many system alerts regarding an aircraft are directed only to the controller who has Jurisdiction. Radar Separation –

- Can be dependent on the size of the radar blips displayed on the screen. With older radar systems an aircraft return can be quite large and is dependent on the beam width of the radar and the distance of the aircraft from the transmitter. Modern radar systems process the radar data to provide the controller with the best available picture from a number of radar sites. - Separation is applied between the centres of the primary radar blips as long as the edges do not touch. - SSR returns require separation to be applied between the edges of the returns (longtitude, latitude,vertical) Aircraft leaving Radar Coverage - - Either procedural or radar separation must be applied - Procedural separation must be established before the limit of radar coverage is reached - For aircraft on reciprocal tracks where the outbound aircraft has left radar coverage, radar separation can be applied once the inbound aircraft is one radar standard from the edge of coverage Arriving Aircraft Radar Vectoring used to - Apply separation - Sequencing - Establish an aircraft on final approach - Cloud break for a visual approach - Make maximum use of available airspace - Noise abatement - Assist the pilot to avoid hazardous weather - When radar vectoring frequent position information is provided to allow pilot navigation to be resumed if necessary or in the event of radio failure. Sequencing Based on an increase of decrease of aircraft speed and/or radar vectoring to achieve the desirable sequence - Speed control can achieve a loss of up to 5 minutes or an increase of 1 minutes from Top of Descent - Track shortening or lengthening may also be used Speed Control - Speed can be increased or decreased - Speed control can be applied from when an aircraft is still on cruise - ICAO airspace classes limit speed to 250 kts IAS below 10000’ - Jets reduce speed at about 1 kt per second so a speed reduction is not instantaneous - Turbulence penetration speeds may mean that aircraft are unable to comply with an ATC speed requirement. This could affect the landing sequence or spacing on final. - There is a normal closure rate between two aircraft on descent due to earlier deceleration of the first aircraft and the higher altitude of the second aircraft (higher TAS) at any given time

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- An alternative to specifying a speed is to issue an aircraft with a requirement to reach a ‘fix’ by a specific time, e.g ‘Requirement:: reach Bindook at time 2345’ Radar Terrain Clearance Charts - These are displayed for controller reference to enable descent to lowest available altitude while providing statutory separation from terrain or obstacles. - These requirements can be complex around airports with high rise buildings, mountainous terrain etc - They may provide better descent options than aircraft arrival procedures or LSALTs SIDs and STARs (Standard Instrument Departures, Standard Terminal Arrival Routes) Primary reasons for procedures - standardisation for both pilots and controllers - safety - reduction in communications - enhances ATC capability to increase departure rates - enhances crew planning – programming of Flight Management System (FMS) - All of the above leads to a reduction in workload Features of design - establish separation assurance through altitude restrictions or requirements - establish route segregation using non conflicting tracks - standard terminology and display - nominates climb gradients to achieve terrain clearance - noise considerations Why would you want to reconstruct them? - New Runways - New aircraft type operations - Changed noise sensitive areas or to improve on existing - New air routes Who would be involved if you were required to implement a new SID or STAR? What process might you undertake? - Research base ICAO documents to ascertain whether a similar airport/airspace exists elsewhere - Use ICAO PANS-OPS document as a guide - Consult ATS provider - Consult airlines or airline representative group - Consider regulatory requirements - Consider government issues (noise, curfew etc) - Consult publishers (Jeppeson, Airservices Australia) - Consult aircraft manufacturers (performance charts, cockpit presentation issues). ODDITIES

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SODPROPS – Simultaneous Opposite Direction Parallel Runway Operations - Sydney is the only Australian airport where this procedure is used - The basic requirement is for departing aircraft to turn at least 15º away from the reciprocal track. - Introduced at Sydney to maximise flight over water for maximum environmental relief - The Australian standard was developed by CASA from a mixture of ICAO and FAA practices. CASA included additional factors to address their safety concerns. Standard - Operations conducted in visual conditions - Traffic information passed to conflicting aircraft - Runway centrelines minimum 860m separation (if parallels being used) - Departure course diverges 15º from the approach course - Not extensively used overseas – usually only in light traffic - A Safety Case was carried out prior to introduction of the procedure to address possible hazards -–included a “fault-tree” analysis AUTO – RELEASE - Tower has ‘quarantined’ airspace at the end of the runway - By removing the requirement for the Tower controller to request and wait for departure instructions from the departures controller the departure rate can be increased. PRECISION RUNWAY MONITOR http://www.airservicesaustralia.com/projects/precision-runway-monitor/ ENROUTE CONTROL Airspace, Separation, Sectorisastion Is the control of air traffic on the route between departure and destination outside of terminal area Cruise phase of an aircraft Airspace Classes Class A – enroute airspace, no VFR flight Class C – terminal airspac and enroute flight at lower level Class D – Tower/teminal airspac and enroute flight at lower level  Reduce workload on ATC Class E – Enroute airspace reduced traffic levels Class G – No Clearance, no separation Design - Minimise confliction - Air routes may match city pair runway config, regional, international centres, military and other restricted airspace needs - Accommodate flight planned routes, planned levels Seperation minima are dependent on accuracy of the determination of aircraft position Radar separation

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Mainly secondary radar, but some primary radar is used 5NM-10NM (cf 3 NM for terminal) The standard depends on the radar tolerances: 1 degree in azimuth 1% of the range Multi Radar tracking Vertical Separation 500’ between VFR 1000’ to Fl290 all aircraft 2000’ above F290, or 1000’ RVSM F290 to FL410 + More levels available + Preffered levels + Fuel efficiency 3000’ when one aircraft is supersonic Longitudinal/lateral separation minima depend on navigational accuracy of aircraft Continental flight Oceanic areas Longitudinal standard Time based standards 5mins – 30kts opening speed climbing or descending thru the level 5mins – no closing when both aircraft within 10 mins of fix 10 mins – frequen navigation updates, climb cruise or descent Other – 15mins Distance Standards Positive passing: pax of both ac over same navg aid or topographical feature Mutal sighting By day only Except in oceanic areas also at night Observed by radar Lateral Separation 1nm between possible position of two aircraft Must consider tolerances

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WEEK 6: FANS – CNS/ATM From the early part of the 20 th Century, all-weather navigation evolved in steps which were determined by need and international events. Initially, bearings obtained from transmitters on the ground operating in the MF band were used (local commercial broadcast stations). Then dedicated aviation beacons were commissioned, with a unique identifier, also in the MF band; these gave an indication of direction to the beacon, but no track. They were subject to weather interference e.g. thunderstorms. In the mid 1930’s the Lorenz range became available. This operated at 33 MHz and gave a defined track either side of the beacon. After WW2 the Lorenz system evolved into the VHF Aural Range, which gave an aural and visual display in the cockpit of a track either side of the beacon. Wartime necessity had also developed the Instrument Landing System (ILS) from the basics of the Lorenz. Distance Measuring Equipment (DME) was evolved from Identification systems (IFF) used by the protagonists. In 1957 ICAO declared that the standard short-range Navigation system should be the VHF Omni Range (VOR) and DME. For long range navigation guidance was from on-board navigators, DECCA., or LORAN type systems. Meanwhile Air traffic Control methods were refined in the more densely trafficked areas, and the Berlin Airlift. By Early 1980 the limits of the existing system were formally recognised  Comms/Radar limited to line of sight (VHF)  Comms over horizon subject to static and dropout (HF)  Remote areas and oceans – no nav facilities apart from INS, LORAN,DECCA,DOPPLER.  No means of Air/Ground data exchange  Voice Comms subject to error In 1983, ICAO established a special committee to investigate and make recommendations on methods of using future technology to develop navigation systems for civil aviation use. This committee was known as the FANS Committee (Future Air Navigation Systems). Through ICAO, the FANS Committee provided guidelines for the use of future technology, which has become known as the CNS/ATM concept. C = communications

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N = navigation S = surveillance ATM = air traffic management In general terms, CNS/ATM adds to or replaces base technology such as radar VHF, ground navaids, INS by using: - satellite/datalink communications - satellite navigation- using GPS, GLONASS, GALILEO - ADS surveillance The broad concept of CNS/ATM is to have a co-ordinated global approach in utilising advanced technology to improve aviation safety and efficiency from both an airline operator’s aspect, and an ATS provider’s aspect. Utilisation of advanced satellite technology (hardware and software) is expensive and it is therefore paramount that satellite, aircraft and ATS systems operate in harmony to ensure costs are kept to a minimum. ACARS (Aircraft Communications, Addressing and Reporting System), CPDLC (Controller Pilot Data Link Communications) and ADS (Automatic Dependant Surveillance) are functions which, apart from improving system safety, potentially offer significant economic savings to both ATS provider and airline operator. What is CPDLC? CPDLC uses data link technology to permit ATC and pilot to communicate directly via text messages using VHF, HF or satellite as the transport medium. There are several significant benefits with CPDLC, particularly in an enroute environment. Some of these are: - No third party relay. Traditionally HF voice communications have been used in oceanic areas and a third party has been used to relay information between pilot and ATC. CPDLC negates a requirement for a third party thereby reducing human error factors. - Flight crew are able print messages - CPDLC is capable of directly loading specific messages into an aircraft’s FMS - The aircraft FMS can be armed for CPDLC messages to automatically provide reports/data for predetermined events. EG. When aircraft passes a position report, passes or reaches a level. - A clearance received by CPDLC may not require a pilot read-back. This is due to an integrity check process contained in the system. Some disadvantages of CPDLC vs. Voice are:  Reduced Situational Awareness  Too slow for busy Terminal Areas  Logon mistakes What is ADS?

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Traditionally, ATCs have displayed positional information on aircraft via 2 means: 1. Pilot reports (no radar available), or 2. Radar data Automatic Dependant Surveillance (ADS) is a co-operative system which provides for surveillance of an aircraft’s position through the automatic down-linking of positional information from an aircraft’s navigation system (e.g. GPS) to an ATC display system, via VHF or satellite. Where operating, ADS has reduced the requirement for pilot voice reports in areas where there is no radar, or where radar is not feasible (e.g. oceanic areas). ADS has the potential to also eventually replace the requirement for ground based radar systems. ADS-C(ontract) Under ADS-C the positional information can be down linked at pre-determined intervals, at pre-determined points, or triggered by events, such as a change in Flight Level. A report can also be triggered on demand from the Controller. The ACARS system is used for down linking the reports to a ground station for onwards transmission to the ATS processors. There are two main providers – ARINC and SITA. As well as position information a report may contain items such as the aircraft identifier, the Flight Plan ‘intent’, and emergency information. Typical report intervals are about 30 minutes. In between reports the ATC display will show an interpolated paint based on Flight Plan and intent information, depending on a calculated reliability (Figure of Merit). ADS – C is also useful for Search and Rescue purposes. ADS – B(roadcast) Under ADS- B, Aircraft automatically broadcast a message at frequent regular intervals (commonly by VHF). This message is composed of data blocks and may contain identity, position (GPS), altitude. There are currently 3 protocols in use world wide (1090ES, UAT, VDL-4). The FAA has chosen 1090ES and UAT conjointly, Australia has chosen 1090ES). The message is received by a Ground Station and processed for display in the ATS system. The rate of transmission is such that separation standards used are similar to radar standards. Some ADS protocols also have the capability of displaying aircraft positional information to other aircraft, as well as to ATS. Information blocks of data such as weather, NOTAM, may also be sent to the aircraft. Standards for Automatic Dependent Surveillance - Broadcast (ADS-B) have been developed jointly by the FAA and industry through RTCA Inc. Special Committee 186 (SC-186) for initial use in Alaska. ADS – B accuracy Separation Standards allow for the accuracy and timely reporting of an aircraft position. The accuracy of ADS-B in both respects has been found to exceed that of radar.

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As a simplified example, consider air-traffic control secondary radar. The radar measures the range and bearing of an aircraft. The bearing is measured by the position of the rotating radar antenna when it receives a reply to its interrogation from the aircraft, and the range by the time it takes for the radar to receive the reply. The beam of the antenna gets wider as the aircraft get farther from the antenna, thus making the measured position information less accurate. An ADS-B based system, on the other hand, would listen for position reports broadcast by the aircraft. These position reports are based on accurate navigation systems, such as satellite navigation systems (e.g. GPS). The accuracy of the system is now determined by the accuracy of the navigation system, not measurement errors. The accuracy is unaffected by the range to the aircraft . With the radar, detecting aircraft velocity changes requires tracking the received data. Changes can only be detected over a period of several position updates. With ADS-B, velocity changes are broadcast almost instantaneously as part of the State Vector report. These improvements in surveillance accuracy can be used to support a wide variety of applications and increase airport and airspace capacity while also improving safety. In summary, some of the major advantages in using satellite based technology for CNS/ATM are: - System safety enhanced through provision of more accurate and timely information and human error factors are reduced. (e.g. need for relay of information through third party HF operators is negated) - Greater accuracy of information provided to ATC allows a reduction in aircraft separation, which in turn increases airspace capacity. - Provides cost savings to some airspace users (e.g. More aircraft able to operate at preferred cruising levels = reduced fuel burn); flexible tracking - Satellite technology has the potential to reduce the requirement for ground based navigational aids, and radar systems which are not only expensive to purchase and maintain but are incapable of providing complete voice and radar coverage in all areas. The use of GPS in both the enroute environment and the terminal environment (for both non-precision and precision approaches) is now commonplace. - On a cost/benefit basis, due to the high cost of installation, the advantages to GA aircraft in E or G airspace are less clear. Status of ADS-B in Australia The processing and display of ADS-B data is fully integrated into the Australian Advanced Air Traffic System (TAAATS) along with radar, ADS-C, and flight plan targets. Upper Airspace Program The Upper Airspace Program aimed to provide the operational benefits of ADS-B in high level, non-radar airspace. It included the installation of at least 28 ADS-B ground stations, strategically located across Australia to provide air traffic surveillance above FL300 in continental airspace outside of radar coverage. ADS-B equipped aircraft will be provided with increased safety and operational flexibility in non-radar airspace.

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The ADS-B ground stations are co-located with existing radio communication facilities (to make use of existing power sources). TAAATS has been upgraded to process 1000 ADS-B flights simultaneously from up to 200 ground stations. A new Receiver Autonomous Integrity Monitoring (RAIM) system has been purchased under the program to provide controllers with real-time information on Global Navigation Satellite System integrity. Lower Airspace Program The lower airspace program objectives were to provide additional safety, efficiency and flexibility to airspace users at low levels through the wide-scale deployment of ADS-B technology. The long-term aim of the program was to make ADS-B the primary means of ground to air and air to air surveillance in Australian Enroute airspace. It included installation of additional ADS-B ground stations to provide air traffic surveillance in airspace currently covered by Enroute radar facilities. If a significant percentage of aircraft operating in Australia were capable of transmitting ADS-B data (ADS-B Out), it was expected that: - Airservices Australia, and therefore its customers, could avoid the expense of maintaining existing Enroute ATC secondary surveillance radars and a number of these could have been decommissioned. - Regional airlines and others could decrease costs and increase safety by being able to electronically support “enhanced see and avoid” operational procedures. These aircraft would require the capability to receive ADS-B signals (ADS-B In) for displaying traffic on cockpit displays. Carriage of ADS-B equipment was to be mandatory and funding options to support general aviation operators were explored, including the possibility of a subsidy for operators to fit ADS-B equipment. This program has been terminated for political reasons, and fitment of ADSB-out has been mandated for IFR aircraft. Pros - Reduced separation for IFR high flying traffic - Back up radar - Cheaper to maintain than radar - Increase in SA if ADSB-IN available Cons - Less perceived benefit for GA traffic in E and G airspace - Expensive to fit to GA Aircraft - Poor cost/benefit for GA Operators RNP (Required Navigation Performance) Under RNP, the nature of the navigational aids is not specified, rather the volume of airspace around the aircraft is, and this volume may be smaller (in some cases much smaller) than that of conventional navigation. In practice, the RNP aircraft is assumed

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to be navigating using a combination of ground-based navaids (radio navigation), GPS, and inertial guidance systems, which give far greater precision than previously possible. This allows air traffic control to reduce the spacing between aircraft without compromising safety. Certain blocks of airspace are being designated with RNP standards; only aircraft meeting the designated RNP level for that airspace will be allowed to operate in that area. The performance required to fly an RNP route is generally specified in nautical miles, e.g. RNP 4 (xNM) which implies that the total system error will be no greater than (xNM) 4 NM for 95% of the time . The RNP specification requires that if the error exceeds or is likely to exceed twice the specified value (i.e. 8NM for RNP 4) then an alert must be generated. Since the deviation is likely to exceed the alerting deviation before the error can be rectified, route spacing must be sufficient to ensure that two aircraft deviating to the alert level toward one another will remain safely separated. RNP 4 thus supports 30 NM lateral or longitudinal spacing. Navigation RNP (Required Navigation Performance) Meet an accuracry of (X) and we don’t care how you do it May use RadAlt, GPS, IRS, INS, ILS/MLS, VOR, DME, to achieve the required accuracy at any given time. Seperation Standards are bult using. Surveillance o Pilot Reports (Procedural) o Primary Radar (PSR) o Secondary Radar (SSR) o Automatic Dependent Surveillance – Broadcast (ADS-B) o Automatic Dependent Surveillance – Contract (ADS-C) o Multilateration An integrated system to display for use the most accurate means of detection (the RNP of ATS) Aims 1. Safe operation 2. Best use of airspace

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Means of detection and display – Flight Plan updated by pilot/controller reports – Primary/Secondary Radar -> more accurate, focus on radar than flight plan – ADS – C(ontract) – ADS – B(roadcast) – Multilateration System Aims - Auto Co-ordination and trajectory update - AIDC - ATS Interfacility Data Communications - Interoperability Satellite Based Separation (ADS-C) – Contract - Can replace pilot reports - Downlink of positional information from aircraft navigation system via ACARS providers + VHF or satellite ADS-C - Unique logon ID for each airframe - Reporting (each report costs money) + Periodic + Event + On demand - Intent group - Emergency functions - Figure of Merit = reliability Examples of the use of RNP in separation ICAO has approved and published guidelines for the application of 50NM longitudinal separation based on RNP10 and new guidelines for the application of both 30NM lateral and 30NM longitudinal separation standards based on RNP4 in oceanic airspace. ICAO Annex 11 contains the requirements for applying RNP-based lateral separation minima, and Doc 4444, Procedures for Air Navigation Services - Air Traffic Management (PANS/ATM) contains the requirements for longitudinal separation minima based on RNP. These minima require the use of direct controller to pilot air/ground communications, including controller pilot data link communications (CPDLC) and data communication provided by Automatic Dependent Surveillance- Contract (ADS-C). The 30NM/50NM longitudinal and 30NM lateral oceanic separation standards based on RNP require the use of CPDLC or another form of direct pilot-controller communication and ADS-C. The 50NM longitudinal standard may be applied between aircraft making procedural area navigation (RNAV) position reports via CPDLC. What should be considered in developing reduced Separation standards? Development of separation standards that place aircraft into closer proximity requires careful analysis and safety assessment to ensure that target levels of safety (TLS)

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can be maintained. The safety analyses performed for the distance-based longitudinal standards of 50NM and 30NM considered the following: a. Communications and controller intervention buffer – the total time for the detection of actual or potential losses of separation, formulation and communication of alternate means of separation, pilot and controller reaction times and aircraft manoeuvre time, including inherent delays for communications routing; b. Navigational systems error and RNP type (e.g. RNP4, RNP10); c. Maximum time between position reports; and d. Position reporting source – reports based on procedural RNAV (for 50NM longitudinal only) or through ADS-C. These factors were considered in the mathematical models used to determine what CNS requirements must be met in order to achieve a TLS of less than 5x10-9 fatal accidents per flight hour. ------------------------------------------------------------------------------------------------------ An example of the CNS requirements for applying both 50NM and 30NM longitudinal separation may be summarized as follows: a. Communications • Direct controller pilot communications via voice or CPDLC • The communications system and an alternate means of communication must allow the controller and pilot to directly communicate to resolve potential conflicts within specific time frames based on the minima being applied. b. Navigation • 50NM requires RNP10 or RNP4 • 30NM requires RNP4 c. Surveillance • Automatic Dependant Surveillance – ICAO specifies additional requirements for ADS-C systems. In order to apply the following standards, specific interval reports are required; • 50NM longitudinal using ADS-C: o RNP10 – a maximum periodic reporting interval of 27 minutes o RNP4 – a maximum periodic reporting interval of 32 minutes • 30NM longitudinal using ADS-C: o RNP4 with a maximum periodic reporting interval of 14 minutes.

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ADS-C reports not received within specified time parameters will be considered overdue and controllers will be required to take action to obtain an ADS-C report or revert to another form of separation. This alternative separation could be 50NM provided procedural position reports are received within the required parameters. Advantages 1. System Safety - More accurate and timely - Reduction in human error - Reduced third-party communication - Search and Rescue - Emergency reporting 2. Greater accuracy - Some reduction in aircraft separation - Increase system capacity 3. Cost savings for airlines : prefeered cruising levels = reduced fuel burn 4. Possible reduced requirement for ground based radar Disadvantages 1. Transmission delay caused by protocol, satellitites is significant enough that significant aircraft separations are required 2. The cost of using the satellite channel may lead to less frequent updates. Separation on transfer Separation standards based on FANS-1/A (CPDLC and ADS-C) are dependent upon each provider having the necessary connections in place. The fact that one provider is able to apply reduced separation between two flights does not ensure that the next facility will be able to. It is essential that the implementation of these standards (particularly distance-based longitudinal standards) include the requirement for interoperability testing to be accomplished between all adjacent facilities that plan to offer reduced separation services. The full ATS Interfacility Data Communication (AIDC) capability will facilitate the seamless transfer of aircraft between participating ATS providers. For adjacent facilities with AIDC capabilities automated coordination enables the integrity of the reduced standards to be maintained.

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