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As data communications become available, the controller tools will apply knowledge of flights’ estimates of time of arrival at upcoming waypoints, and altitude and speed constraints, to create efficient manoeuvres for optimal throughput. 21.2 Terminal automation will also sequence flights departing busy airports more efficiently than today. This capability will be enabled as a result of PBN and flow management tools. Flights arriving and departing busy terminal areas will follow automation-assigned PBN routes. 22. (...) This will improve the sequencing and spacing of flights and the efficiency of terminal operations. 26.11 Uniform use of RNP for arrivals and departures at busy airports will optimize management of traffic and merging streams.
Language:English
Score: 1359469.6 - https://www.icao.int/WACAF/Doc...0-%20Regional%20PBN%20plan.pdf
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Federal Aviation Administration Office of Environment & Energy (AEE) FAA Office of Environment & Energy Operations Research Program Fuelling Aviation with Green Technology, ICAO HQ, Montreal, Canada, 9 and 10 September 2014  FAA Office of Environment & Energy sponsors operations research for all phases of flight: en route, terminal, and surface  These E&E projects (a subset of which are presented in this briefing) are complementary to the wider NextGen initiative to modernize the US National Airspace System (NAS) FAA E&E Operations Research Program Goals 1. (...) Cruise Altitude and Speed Optimization • Identifying fuel savings potential from small changes in cruise altitude & speed • Working with airlines to understand operational & business constraints • Determining opportunities to realize savings in current & NextGen operations • Concept is in research phase; has potential for implementation in near- to mid-term (within 10 years) Fuelling Aviation with Green Technology, ICAO HQ, Montreal, Canada, 9 and 10 September 2014 Benefits Potential: Speed Optimization • 1.96% mean fuel burn reduction • 25% of all flights have greater than 2.83% fuel burn reduction Benefits Potential: Altitude Optimization • 1.75% mean fuel burn reduction • 25% of all flights have greater than 4.61% fuel burn reduction • Concept: reduce fuel burn and emissions by maintaining higher airspeed with clean aerodynamic configuration for as long as possible during approach without impacting current speed gates • Concept is in research phase; has potential for implementation in near- to mid-term (within 10 years) Fuelling Aviation with Green Technology, ICAO HQ, Montreal, Canada, 9 and 10 September 2014 Distance to touchdown A irspeedTypical Conventional Terminal area entry speed Final approach speed Sample flap 1 Sample flap 2 Runway Delayed Decel. => Low Power/ Low Drag Delayed Deceleration Approach n = 61 flights on a 3° vertical profile Fu el b ur n (lb s) Distance to touchdown (nm) • Lowest fuel burn flights correspond with higher airspeed profile (i.e., delayed deceleration) • 30-50% fuel burn reduction potential from DDAs, 10,000 ft to touchdown • Investigating potential for noise benefit from flying in cleaner configuration during approach Flight Data Recorder Analysis A ir sp ee d (k ts ) 0Distance to touchdown (nm) • Concept: control pushbacks to keep number of departures on the surface (N) close to target value (Nctrl), thereby reducing taxi time, fuel burn, and emissions • Complementary to other NextGen surface programs, e.g., Terminal Flight Data Manager • Initial concept has been demonstrated; has potential for near-term implementation (within 5 years) Fuelling Aviation with Green Technology, ICAO HQ, Montreal, Canada, 9 and 10 September 2014 Surface Congestion Management: N-Control Boston Logan Airport (BOS) Field Tests New York LaGuardia Airport (LGA) Field Tests • Held in Summer 2010 & 2011 • 23-25 ton total reduction in fuel burn (52-58 kg decrease in fuel burn / gate-held flight) • Fair distribution of benefits • Highly congested airport • Have adapted algorithm to unique airport environment • Coordinating with ATC and airline stakeholders on test plan Summary • FAA Office of Environment and Energy conducts operations research to: 1. (...) Understand E&E effects of FAA- implemented operational changes • Research complements larger NextGen initiative to modernize the US National Airspace System (NAS) Fuelling Aviation with Green Technology, ICAO HQ, Montreal, Canada, 9 and 10 September 2014 Phase of Flight Example Concept En Route Cruise Altitude/Speed Optimization Terminal Delayed Deceleration Approach Surface Surface Management (N- Control)  Once concepts are mature, coordinate with other organizations within FAA on further testing, validation, and ultimately implementation into the NAS Slide Number 1 FAA Office of Environment & Energy Operations Research Program Cruise Altitude and Speed Optimization Delayed Deceleration Approach Surface Congestion Management: N-Control Summary
Language:English
Score: 1358440.4 - https://www.icao.int/Meetings/...enTechnology/4_Dorbian_FAA.pdf
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As data communications become available, the controller tools will apply knowledge of flights’ estimates of time of arrival at upcoming waypoints, and altitude and speed constraints, to create efficient manoeuvres for optimal throughput. 21.2 Terminal automation will also sequence flights departing busy airports more efficiently than today. This capability will be enabled as a result of PBN and flow management tools. Flights arriving and departing busy terminal areas will follow automation-assigned PBN routes. 22. (...) This will improve the sequencing and spacing of flights and the efficiency of terminal operations. 26.11 Uniform use of RNP for arrivals and departures at busy airports will optimize management of traffic and merging streams.
Language:English
Score: 1353936.2 - https://www.icao.int/WACAF/Doc...10/PBN_GNSS_TF1/docs/wp_04.pdf
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Each Contracting State should ensure that airport operators install mechanical people-moving devices, when walking distances within and across terminal buildings so warrant. 6.12 6.11 Recommended Practice.— Flight information boards, or displays, supplemented, where necessary, by a clearly audible public address system should be provided so that passengers and the public can be fully informed of arrivals, departures and cancellations of flights, and particularly of any last-minute changes in arrival or departure times or changes in gate numbers. Each Contracting State should ensure that an airport operator or other service provider, as appropriate, installs flight information systems capable of providing up-to-the-minute information on departures, arrivals, cancellations, delays, and terminal/gate allocations, supplemented with a public address system. 6.12.1 6.12 Recommended Practice.— In giving effect to 6.12, flight information boards or displays should, as far as possible, be in the standard layout recommended in Doc 9249 — Dynamic Flight- related Public Information Displays. Contracting States should ensure that the parties concerned in the FALP/5-WP/9 - 3 - operation of flights provide on a timely and rapidly updated basis all relevant information on flights, including last-minute changes, to the authorities responsible for the operation of Flight Information Display Systems.
Language:English
Score: 1352355.1 - https://www.icao.int/Meetings/...cuments/Falp5-2008/wp09_en.pdf
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In addition, the flight crew shall contain at least one pilot who is fully fluent in technical aviation English language. (...) Article 10: Scheduling of flights 10.1 The flights under this Charter Agreement shall conform to a flight schedule agreed to by the Parties (Annex A). (...) (b) In case a flight is cancelled, delayed or aborted, as provided in paragraph (a) above, the Carrier shall be entitled to payment from the UN, on a pro-rata basis, in respect only of flights, or portions of the flight already completed prior to the decision to cancel, delay or abort such flight.
Language:English
Score: 1351492.8 - https://www.un.org/Depts/ptd/s...tachment/page/pdf/airshort.pdf
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The travel agent, American Express Global Business Travel (AMEX), will contact you with your itinerary and flight details, based on the entitlements approved by the United Nations Travel and Transportation Section, for your confirmation. (...) Arrival boarding passes and copies of flight itineraries must be submitted to DSDG/DESA staff on-site during the Symposium. (...) Arrival boarding passes and copies of flight itineraries must be submitted to DSDG/DESA staff during the Symposium, in order to process Daily Subsistence Allowance (DSA) disbursement.
Language:English
Score: 1349727.2 - https://sdgs.un.org/sites/defa...m_78_June_2018_22_May_2018.pdf
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PASSENGER PROCESSING EFFICIENCY 5.1 Within the passenger terminals, various processing facilities are also being reviewed with the aim of identifying areas that will require improvement or upgrading in order to avoid deterioration in efficiency or service levels when handling the surge of passengers from A380 flights. (...) A number of these baggage claim belts within each terminal will also be extended to provide at least 90m frontage for passengers from A380 flights to collect their bags. (...) Using Information Technology, flights with a known high proportion of connecting passengers would be arranged to park as close to one another as possible so as to minimise walking distances for transfer passengers. 6.3 We are also reviewing the passenger terminal space and facility provisions requirements to cope with the greater surge of passengers.
Language:English
Score: 1347256.25 - https://www.icao.int/Meetings/...%2035th%20Session/wp150_en.pdf
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PEN increases airspace capacity through the implementation of more precise and efficient flight paths and air routes that will foster smoother traffic flows. 0 It also helps to reduce congestion and delays in high-density airspace and airports by means of parallel routes and additional arrival and departure points in terminal areas. (...) PEN reduces the risk of Controlled Flight Into Terrain (CFIT) accidents by providing a very precise lateral and vertical flight path. . (...) For instance, a flight may commence in an airspace using a Basic-RNP 1 Standard Instrument Departure (SID), transit through en-route then oceanic airspace requiring RNAV 2 and RNP 4, respectively, and culminate with terminal and approach operations requiring RNAV 1 and RNP Approach (RNP APCH).
Language:English
Score: 1344894.7 - https://www.icao.int/safety/pb...ng%20Implementation%20Plan.pdf
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Regarding the transfer of flight plan data through AIDC, it was in the operational phase in the ACCs of Brazil and Chile, and in the pre-operational phase in many of the States of the Region. 1.7 The delegates of the participating SAM States informed of the status of implementation of AIDC, shown in Appendix A to this agenda item. (...) AIDC foreseen for period 2018-2019 FRENCH GUIANA ACC ACC ADJ Flight plan Comments Interconnection levels 1 4444 Manual 2 4444 Auto 3 (OLDI) 4 (AIDC ) CAYENNE AMAZÔNICO XI X AIDC foreseen for period NAM/CAR/SAM/AIDC Appendix B to the Report on Agenda Item 1 1B-7 AUTO ADACEL AIDC not installed 2018-2019 PARAMARIBO XI X AIDC foreseen for period 2017-2019 PIARCO XI X AIDC foreseen for period 2018-2019 DAKAR XI X AIDC foreseen for period 2018-2019 ATLANTICO XI X AIDC foreseen for period 2018-2019 GUYANA ACC ACC ADJ Flight plan Comments Interconnection levels 1 4444 Manual 2 4444 Auto 3 (OLDI) 4 (AIDC ) GEORGETOWN AUTO INTELCAN AIDC not installed AMAZONICO XI X AIDC foreseen for period 2018-2019 PIARCO XI X AIDC foreseen for period 2018-2019 MAIQUETIA XI X AIDC foreseen for period 2018-2019 PARAMARIBO XI X AIDC foreseen for period 2018-2019 PANAMA ACC ACC ADJ Flight plan Comments Interconnection levels 1 4444 Manual 2 4444 Auto 3 (OLDI) 4 (AIDC) PANAMA (AUTO THALES) BOGOTA XI X Still in pre-operational phase. (...) AIDC foreseen to be operational by the first semester 2019. PERU ACC ACC ADJ Flight plan Comments Interconnection levels 1 4444 Manual 2 4444 Auto 3 (OLDI) 4 (AIDC) LIMA AUTO AIRCON 2100 INDRA AMAZONICO XI X AIDC foreseen to be operational by second semester 2018 BOGOTA XI XI Positive AIDC tests conducted.
Language:English
Score: 1337843.75 - https://www.icao.int/SAM/Docum...NAMCARSAM%20Final%20Report.pdf
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FIS-B transmits graphical National Weather Service products, temporary flight restrictions (TFRs), and special use airspace to ADS-B In The FAA SBS program will provide: Air Traffic Control surveillance using ADS-B Out messages Traffic Information Service - Broadcast (TIS-B) and Flight Information Service - Broadcast (FIS-B) 13Federal AviationAdministration Surveillance and Broadcast Services 13 Initial ADS-B Services and Applications Services: Surveillance Broadcast Services (En Route, Terminal, Surface) Traffic / Flight Information Broadcast Services Applications: Enhanced Visual Acquisition Enhanced Visual Approaches Final Approach and Runway Occupancy Awareness Airport Surface Situational Awareness Conflict Detection Merging and Spacing Cockpit Display of Traffic Information (CDTI) Assisted Visual Separation (CAVS) 14Federal AviationAdministration Surveillance and Broadcast Services Air Transport Equipage Air Transport ADS-B Equipage 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% 20 07 20 08 20 09 20 10 20 11 20 12 20 13 20 14 20 15 20 16 20 17 20 18 20 19 20 20 20 21 20 22 20 23 20 24 20 25 20 26 20 27 20 28 20 29 20 30 20 31 20 32 20 33 20 34 20 35 Year End ADS-B Out ADS-B In EFB Display 15Federal AviationAdministration Surveillance and Broadcast Services GA and Air Taxi ADS-B Equipage General Aviation and Air Taxi ADS-B Equipage 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% 20 07 20 08 20 09 20 10 20 11 20 12 20 13 20 14 20 15 20 16 20 17 20 18 20 19 20 20 20 21 20 22 20 23 20 24 20 25 20 26 20 27 20 28 20 29 20 30 20 31 20 32 20 33 20 34 20 35 Year End ADS-B Out ADS-B In 16Federal AviationAdministration Surveillance and Broadcast Services Benefits Analysis Process • Identify capability shortfall or technological opportunity • Specify current and future infrastructure and equipage components Describe how each benefit type is produced • Develop methods to estimate each benefit type – Identify data requirements – Collect and analyze data – Develop models and estimate benefits – Compare results to baseline metrics – Incorporate risk analysis 17Federal AviationAdministration Surveillance and Broadcast Services Benefits Identification • Aviation system user benefits grouped into four categories: – Flight Safety – Surface – Terminal and En Route Radar Airspace – Non-Radar Airspace 18Federal AviationAdministration Surveillance and Broadcast Services Flight Safety Benefits 19Federal AviationAdministration Surveillance and Broadcast Services Surface Benefits 20Federal AviationAdministration Surveillance and Broadcast Services Terminal and En Route Radar Airspace Benefits 21Federal AviationAdministration Surveillance and Broadcast Services Non-Radar Airspace Benefits 22Federal AviationAdministration Surveillance and Broadcast Services Benefits Analysis Process • Identify capability shortfall or technological opportunity • Specify current and future infrastructure and equipage components • Describe how each benefit type is produced Develop methods to estimate each benefit type – Identify data requirements – Collect and analyze data – Develop models and estimate benefits – Compare results to baseline metrics – Incorporate risk analysis 23Federal AviationAdministration Surveillance and Broadcast Services 23 Global Benefits Analysis Inputs 1. (...) ADS-B Out and In Projected Equipage – Equipage based on ATMAC ADS-B Work Group and other industry inputs. 24Federal AviationAdministration Surveillance and Broadcast Services • Fewer Encounters with Hazardous Weather – With weather information in the cockpit, the GA aircraft will avoid more hazardous weather and prevent accidents due to hazardous weather. – ADS-B In with weather information broadcast (e.g., Flight Information Service-Broadcast (FIS-B) in US) • Primary Analysis Inputs – Historical accident rates by weather type – Effectiveness of capability in avoiding accidents by weather type – GA projections for ADS-B In equipage and future operations •Without Weather Information in Cockpit •With Weather Information in Cockpit Flight Safety Benefit Example 25Federal AviationAdministration Surveillance and Broadcast Services • Increased safety on the surface by pilots – With surface traffic information in the cockpit, the aircraft will avoid hazardous runway and taxiway situations and prevent surface accidents. – ADS-B In, a cockpit surface moving map display, and indication and alerting application software • Primary Analysis Inputs – Historical surface accident rates – Effectiveness of capability in avoiding accidents incremental to other surface safety improvements (e.g. ASDE-X, Runway Status Lights) – Projections for ADS-B In equipage and future operations Surface Benefit Example 26Federal AviationAdministration Surveillance and Broadcast Services • Continuation of Visual Approaches in Marginal Conditions – In good weather, pilot visually acquires runway and a target aircraft to follow – With ADS-B and CDTI, pilots can more reliably acquire relevant traffic in marginal conditions – Range of acceptable weather for visual approaches increases – Arrival rate increases in marginal weather • Primary Analysis Inputs – Effective arrival capacity at major airports during VMC and Marginal VMC – Frequency of Marginal VMC at top 100 airports – Percentage of ADS-B Out arrivals and percent of ADS-B In Air Transport arrivals •Night w/ background lights •Glare •With ADS-B and CDTI: •Scattered clouds •Glare •Without ADS-B and CDTI: •Scattered clouds •Night w/ background lights Terminal and En Route Radar Airspace Benefit Example 27Federal AviationAdministration Surveillance and Broadcast Services • More Efficient Separation – SBS program will provide ATC with surveillance for non-radar regions in the Gulf of Mexico allowing radar-like separation (~ 5 miles in trail), as opposed to current non-radar procedural separation (~ 50 miles in trail) • Primary Analysis Inputs – Increase in capacity because of ADS-B surveillance* – Future Gulf of Mexico demand – Percentage of ADS-B Out flights Non-Radar Airspace Benefit Example Configuration Instantaneous Capacity (MAP) Hourly Capacity Baseline 30 (18+12) 56 Baseline with Surveillance* 40 75 * The instantaneous capacity with true radar-like separation would be much higher than 40; however, the new capacity assumption takes Mexican border constraints and maintaining the current number of sectors into account. 28Federal AviationAdministration Surveillance and Broadcast Services • Detailed and thorough benefits analysis used to support a wide array of decision making Summary Types of Analysis Results Use of Analysis Results Overall benefits • If SBS is viable program for FAA Benefits by service and by Air Transport and General Aviation users • Internal implementation decisions • Convincing Air Transport and General Aviation to equip • Equipage strategies for user Benefits by airport and application • At which airports to implement infrastructure elements Benefits by year for applications and benefit types • Plan implementation schedules for infrastructure elements Surveillance and Broadcast Services Program Status: Investment Decisions Slide Number 3 Air Transport Benefits Summary General Aviation Benefit Summary FAA Benefits Summary Benefits Analysis Process Mission Need Performance Gaps Benefits Analysis Process Automatic Dependent Surveillance - Broadcast (ADS-B) Surveillance and Broadcast Services (SBS) Program Initial ADS-B Services and Applications Air Transport Equipage GA and Air Taxi ADS-B Equipage Benefits Analysis Process Benefits Identification Flight Safety Benefits Surface Benefits Terminal and En Route Radar Airspace Benefits Non-Radar Airspace Benefits Benefits Analysis Process Global Benefits Analysis Inputs Flight Safety Benefit Example Surface Benefit Example Terminal and En Route Radar Airspace Benefit Example Non-Radar Airspace Benefit Example Summary
Language:English
Score: 1329919.1 - https://www.icao.int/NACC/Docu...20-%20SBS_BenefitsOverview.pdf
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