It was agreed that rather than the coordination process which could take long, the Regional Offices send a State Letter to concerned States (along ATS routes UM214 and UM 215) urging them to establish the lowest usable flight level on the RNAV routes UM214 and UM215 as flight level 250 for operational reasons. (...) (This Draft Conclusion is to supersede APIRG Conclusions 17/47 and 17/48)
DRAFT CONCLUSION 1/02 LOWERING OF RNAV/RNP ROUTES UM214 AND
UM215
That, concerned States be urged to establish the lowest usable flight level on the RNAV routes UM214 and UM215 as flight level 250 for operational reasons.
(...) Strategic
Objectives*
Title of Recommendations Text of Recommendations Follow-up Action
To be initiated by
Deliverable/ Intended Outcome
Target Dates
Status of Implementation
Rec 6/10:
D
Support for establishment of an Africa ICAO flight procedure office
That:
a) States and international organizations
support the implementation of an AFI flight procedures office; and
b) ICAO disseminate a letter, with
supporting documentation, inviting interested States and international organizations to submit proposals for establishment and hosting of the FPO.
Language:English
Score: 1411486.5
-
https://www.icao.int/WACAF/Doc...1/docs/pbn_gnss_tf1_report.pdf
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Environment-Friendly
Reduces emissions by saving fuel
3.19 kg of CO2 emissions are eliminated for every kg of fuel savings
Achieved via shorter/vertically optimized PBN flight paths
IATA's estimations indicate shorter PBN routes globally could cut CO2 emissions by 13 million tonnes per year
Provides a mechanism for optimized profile descents
Allows aircraft to descend from high altitudes to airports at minimum thrust settings
Consistent, precise paths can be routed to avoid noise sensitive areas
Noise levels can be reduced via use of optimized profile descents
Allows lower, quieter thrust levels.
Improving Safety
Reduces the risk of Controlled Flight Into Terrain (CFIT) accidents
Provides very precise lateral and vertical flight paths
Provides consistent, predictable and stabilized approaches
Aircraft arrive at the runway aligned with the centerline: same configuration & same speed every time.
Reduces diversions caused by adverse weather conditions
Enables aircraft to reliably access airports with lower visibility restrictions
Improving Operating Returns
Reduces fuel waste through shorter flight tracks optimized profile descents and fewer diversions
Enables more direct and closely spaced parallel tracks en route for increased fuel efficiency and reduced flight time variance
Creates new market opportunities by providing safe access to terrain and weather challenged destinations
Provides a path for airline growth as emissions caps are implemented around the world
Provides a degree of precision approach capability without the investment required for expensive ground-based infrastructure
Improves customer satisfaction/loyalty by allowing airlines to more consistently access airports serviced at higher on-time rates
Increasing Airspace Capacity
Increases traffic capacity through more efficient routes and smoother flows
Reduces airspace conflicts between adjacent airports and prohibited or special use airspace
The Global Rollout
At the 2007 36th International Civil Aviation Organization (ICAO) General Assembly, States agreed to Resolution 36/23, which urges all States to implement routes and airport procedures in accordance with the ICAO PBN criteria.
Language:English
Score: 1410749.2
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https://www.icao.int/safety/pbn/Pages/Overview.aspx
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Travel
Goa has no direct international flights, but is well connected to Delhi and Mumbai by a number of airlines eg. (...) It may be noted that domestic terminals at Delhi and Mumbai are different from the international terminals and visitors will have to clear immigration and Customs and transfer to the domestic terminal with their bags. Requests for assistance in transfers should be sent well in advance to the meeting coordinator
Following daily flights operate from Delhi and Mumbai
From Mumbai
From Delhi
Indian Airlines (Daily)
Flight IC163
Departure 12:25 hours
Arrival Goa 13:25 hours
Indian Airlines ( not operating on Thursday ) Flight IC867
Departure 10:00 hours
Arrival Goa 12:25 hours
From Mumbai
From Delhi
Sahara (Daily)
Flight S2909
Departure 12:30 hours
Arrival Goa 13:30 hours
Sahara (Daily)
Flight S2523
Departure 11:45 hours
Arrival Goa 14:10 hours
Jet Airways (On Mon, Wed, Thurs, Fri, Sat)
Flight 9W473
Departure 13:45 hours
Arrival Goa 14:45 hours
Jet Airways (Daily)
Flight 9W471
Departure 12:30 hours
Arrival Goa 13:30 hours
Flight 9W475
Departure 13:10 hours
Arrival Goa 14:10 hours
The Taj group of hotels can also provide transfers at Mumbai and Delhi including day/night rooms at special discount rates
Please contact Mr.
Language:English
Score: 1409980.7
-
https://www.itu.int/itudoc/itu...rsg/lcce/rsg8/089e.doc_ww9.doc
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Microsoft PowerPoint - Olga -MID_KPI
Indicators • Outcome indicators Performance indicators
– Important at a global level • Global Air Navigation Plan
• Driver indicators Implementation indicators – Regional offices & States responsible for
implementation • Regional Air Navigation Plans
Key Performance Indicators • GANP 5th Edition: 16 KPIs • GANP 6th Edition: 19 KPIs • GANP 7th Edition: 19 KPIs (+4 KPIs
proposed for Safety KPA)
KPA EFFICIENCY CAPACITY PREDICTABILITY
FOCUS AREAS FLIGHT TIME & DISTANCE
VERTICAL FLIGHT EFFICIENCY
FUEL BURN
CAPACITY, THROUGHPUT & UTILIZATION
CAPACITY SHORTFALL & ASSOCIATED DELAY
PUNCTUALITY VARIABILITY
CORE KPIs KPI 02 Taxi‐out Additional Time KPI 13 Taxi‐in Additional Time
KPI 09 Airport Peak Arrival Capacity KPI 10 Airport Peak Arrival Throughput
KPI 01 Departure punctuality KPI 14 Arrival punctuality
KPI 15 Flight time variability
ADDITIONAL KPIs
KPI 04 Filed Flight Plan en‐route extension KPI 05 Actual en‐ route extension KPI08 Additional time in terminal airspace
KPI 17 Level‐off during climb KPI 18 Level capping during cruise KPI 19 Level‐off during descent
KPI 16 Additional fuel burn
KPI 06 En‐route Airspace Capacity KPI 11 Airport Arrival Capacity Utilization
KPI 07 En‐ route ATFM delay KPI 12 Airport/Termi nal ATFM Delay
KPI 03 ATFM slot adherence
KPA SAFETY
FOCUS AREAS OPERATIONAL SAFETY OUTCOME ORGANIZATIONAL SAFETY OUTCOME
PROVISION OF INFRASTRUCTURE AND AVIATION SERVICES
CORE KPIs KPI 20 Number of aircraft accidents (Var 1.
Language:English
Score: 1406606.6
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https://www.icao.int/MID/Docum...%20Webinar/Olga%20-MID_KPI.pdf
Data Source: un
For each IFR flight: - Estimated Take-off Time (ETOT) computed from the last filed flight plan - Calculated Take-off Time (CTOT) - ID of the flow restriction generating the ATFM delay - Airspace volume associated with the flow restriction - Delay code associated with the flow restriction
ATFM
MID ASBU Webinar
APPENDIX C C-3
KPI08 Additional time
in terminal airspace
Actual terminal airspace transit time compared to an unimpeded time. (...) For each arriving and/or departing flight: - Actual landing time (ALDT) and
take-off time (ATOT) - Estimated landing time (ELDT)
and take-off time (ETOT) (from flight plan)
For each time interval: - Declared landing capacity of the
airport - Declared departure capacity of
the airport - Declared total capacity of the
airport
Airports
KPI12 Airport/Terminal ATFM delay
ATFM delay attributed to arrival flow restrictions at a given airport and/or associated terminal airspace volume.
(...) Airlines
KPI16 Additional fuel burn
Additional flight time/distance and vertical flight inefficiency converted to estimated additional fuel burn attributable to ATM
kg fuel/flight
This KPI is a conversion of the additional flight time/distance and vertical flight inefficiency KPIs to a corresponding (estimated) additional fuel consumption; hence it describes a performance characteristic of the same objects as the additional flight time/distance and vertical flight inefficiency KPIs: en-route airspace, terminal airspace and airports.
Language:English
Score: 1406306.1
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https://www.icao.int/MID/Docum...binar/SoD%20ASBU%20Webinar.pdf
Data Source: un
AFI CNS/ATM IMPLEMENTATION PLAN (1995 - 2005) . . . . . . . . . . . -15- 3.3.2 En route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -15- 3.3.3 TMAs and Aerodromes . . . . . . . . . . . . . . . . . . . . . . . . . -16- 3.3.4 GNSS Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . -16-
3.4 IMPLEMENTATION PROGRAMME (1995 - 2005) . . . . . . . . . . . . . . . . -17- 3.4.2 Timelines Reference Sheets (TRS) . . . . . . . . . . . . . . . . . . -17- 3.4.3 Implementation worksheets . . . . . . . . . . . . . . . . . . . . . . . -17- 3.4.4 Implementation Co-ordinating Groups (ICGs) . . . . . . . . . . . -17-
LIST OF APPENDICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -19-
AFI CNS/ATM Implementation Plan Doc 003 Rev.5.1
January 2000 Page v
Glossary of Terms
AAIM Aircraft autonomous integrity monitoring ACC Area Control Centre ADS Automatic Dependent Surveillance ADS-B Automatic Dependent Surveillance broadcast mode ADSP Automatic Dependent Surveillance Panel AFI Africa - Indian ocean area AFS Aeronautical Fixed Service AFTN Aeronautical Fixed Telecommunication Network AIDC ATS Inter-facility data communications AIREP Air Report AIS Aeronautical Information Service AMCP Aeronautical Mobile Communications Panel AMS(R)S Aeronautical Mobile-Satellite (R) Service AMSS Aeronautical Mobile-Satellite Service APIRG AFI Planning and Implementation Regional Group APR Automatic Position Reporting AR Area of routing ASECNA Agency for the Security of Aerial Navigation in Africa and Madagascar ASM Airspace Management ATC Air Traffic Control ATFM Air Traffic Flow Management ATM Air Traffic Management ATN Aeronautical Telecommunication Network ATS Air Traffic Services ATS/DS Air Traffic Services Direct Speech CNS Communications, Navigation, and Surveillance CNS/ATM Communications, Navigation, and Surveillance / Air Traffic Management COM/MET/OPS Communications/Meteorology/Operations CPDLC Controller pilot data link communications DARPs Dynamic user preferred re-routes DCPC Direct Controller Pilot Communications (voice/data) DFIS Data Link Flight Information Services DGNSS Differential Global Navigation Satellite System DME Distance Measuring Equipment EUR European Region FIR Flight Information Region FDPS Flight Data Processing System FL Flight Level FMS Flight Management System GES Ground Earth Station GIC GNSS Integrity Channel GLONASS Global Orbiting Navigation Satellite System (Russian Federation) GNSS Global Navigation Satellite System GPS Global Positioning System (United States) HF High Frequency HFDL High Frequency Data Link
AFI CNS/ATM Implementation Plan Doc 003 Rev.5.1
January 2000 Page vi
IATA International Air Transport Association ICAO International Civil Aviation Organization IFR Instrument Flight Rules ILS Instrument Landing System INS Inertial navigation system ITU International Telecommunication Union MASPS Minimum Aviation System Performance Standards MET Meteorological services for air navigation METAR Aviation routine weather report MLS Microwave Landing System MMR Multimode receiver MNPS Minimum Navigation Performance Specifications MNT Mach Number Technique MODE S Mode S - SSR Data Link MSAW Minimum Safe Altitude Warning System NDB Non-directional beacon NPA Non-precision approach PANS-OPS Procedures for Air Navigation Services — Aircraft Operations RAIM Receiver Autonomous Integrity Monitoring RNAV Area Navigation RNP Required Navigation Performance R/T Radiotelephony RVR Runway visual range RVSM Reduced Vertical Separation Minimum SAM South American Region SARPs Standards and Recommended Practices SAT South Atlantic SATCOM Satellite Communication SBAS Satellite-based augmentation system SIGMET Information concerning en-route phenomena which may affect the safety of
aircraft operations SIGWX Significant weather SITA Société Internationale de Télécommunications Aéronautiques SSR Secondary Surveillance Radar TAF Terminal area forecast TBD To be determined TMA Terminal Control Area VFR Visual flight rules VHF Very High Frequency VOR VHF Omnidirectional Radio Range WGS-84 World Geodetic Reference System 1984
AFI CNS/ATM Implementation Plan Doc 003 Rev.5.1
March 2001 Page 1 of 19
DOC.003
SECTION I : INTRODUCTION
1.1 GENERAL
1.1.1 The AFI Plan for the implementation of the new ICAO Communications Navigation and Surveillance and Air Traffic Management (CNS/ATM) Concept is was initially contained in three documents, namely:
Doc 001 - Executive Summary Doc 002 - System Concept Description Doc 003 - AFI Implementation Plan
1.1.2 Doc 001 and Doc 002 are no longer in publication. (...) Navigation The ultimate objective of the Region is a navigation system based on satellite as a sole means of navigation for all phases of flight. As far as augmentation is concerned, any deployment should be in line with the regional policy as defined and approved by APIRG.
! (...) The main objectives of ATC automation should be, by priority:
a) assistance to ATC co-ordination, especially between adjacent FIRs and between control sectors within busy ATS units;
b) code-call sign correlation in radar units;
c) assistance in monitoring adherence to flight plan;
d) computer assisted conflict prediction;
e) computer assisted conflict resolution.
2.2.1.10 Automated preparation of flight progress strips is a desirable by-product of automated flight plan processing, but not an objective in itself in most of the ATS units in the Region.
2.2.1.11 ATC automation should also aim at simplifying the interface between the air traffic controller and the communication and information systems, namely AFTN, AIS, MET.
2.2.1.12 In view of the recognized potential of the enhancement of flight safety of the Minimum Safe Altitude Warning System (MSAW), States are encouraged to implement this system as soon as possible.
Language:English
Score: 1405828.1
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https://www.icao.int/WACAF/Doc...IRG13/WP8C_appB_Doc003_eng.pdf
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Testing with FAA systems, International ATC interfaces, and flight plan filers
2. Training for
a. Tower, Terminal, En Route, and Oceanic Air Traffic Controllers
b. (...) Some users have access to an Aeronautical Information System Replacement (AISR) terminal.
A flight plan is filed with an FAA center computer. (...) Personnel requiring training
Anyone who works with flight plan data will require training. For the FAA, this includes at a minimum the following
personnel:
Tower/Terminal Air Traffic Controllers
En Route Air Traffic Controllers
Oceanic Air Traffic Controllers
Flight Data Communications
Flight Services Specialists
Training Challenges
The training regarding display and modification of flight data is System-Specific, so a number of different
training packages will be required.
We have noticed a growing difference between Phraseology for communication between pilots and
controllers and the flight data that must be modified (e.g. pilot will discuss RNAV-1 capability; flight data is
PBN/D1, D2, D3, or D4).
Language:English
Score: 1405759.2
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https://www.icao.int/NACC/Docu...2012/FPLWorkshop2012/D2-19.pdf
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It includes two key “building blocks”: area navigation (RNAV) and required navigation performance (RNP), the application of which encompasses all phases of flight from en-route to approach. PBN enhances safety by
PBN/GNSS/TF/1-WP/5
- 2 -
providing improved flight guidance to pilots. (...) Zimbabwe
PBN implementation for terminal airspace and aerodrome operations
2.6 A very limited number of States have reported PBN implementation for terminal and/or aerodrome operations. (...) Performance- based regional air navigation planning and implementation
Lack of understanding of the concept and resistance to go beyond traditional ATS routes systems
States are not participating in PBN Seminars and/or sending inappropriate participants
Limited funds for Seminars, etc
Lack of training
ROs APIRG and States
2011
Update PFFs at APIRG/17 meeting
6/10 Support for establishment of an Africa ICAO flight procedures office
Short-term project
ICAO will issue a letter inviting proposals for establishment of the AFI flight procedure programme (FPP) (APIRG Conclusion 17/52)
Establishment of AFI FPO
Limited resources in the PBN programme
ICAO HQ 2011
6/13 Publication of GNSS- based RNP approach procedures Short term project
The ROs and the PBN Task Force have taken up the initiative to encourage States to bring the GNSS-based approaches into operation.
Language:English
Score: 1405626.4
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https://www.icao.int/WACAF/Doc...10/PBN_GNSS_TF1/docs/wp_05.pdf
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Flight State Transitions Diagram............................................................D-15 Table D-4. (...) The ICAO messages FPL (Filed Flight Plan), CHG (Modification), DLA (Delay), DEP (Departure), ARR (Arrival), CNL (Cancel) and RQP (Request Flight Plan) will be used to support this function.
3. (...) If the cleared route of flight is not known completely to destination, the
Language:English
Score: 1405601.8
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https://www.icao.int/NACC/Docu...20/MCAAPJAMAICA/5-PAC-AICD.pdf
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Presentation Title
International Civil Aviation Organization
Aviation System Block Upgrades Module N° B0-20/PIA-4
Improved Flexibility and Efficiency in Departure Profiles
SIP/2012/ASBU/Dakar-WP/28C
Workshop on preparations for ANConf/12 − ASBU methodology
(Dakar, 16-20 July 2012)
2
Module N° B0-20 Improved Flexibility and Efficiency in Departure Profiles
ICAO SIP 2012-ASBU WORKSHOP
Summary To implement Continuous Climb
Operations in conjunction with
PBN Main Performance Impact KPA-04 – Efficiency; KPA-05 – Environment; KPA-10 - Safety Operating Environment/Phases of Flight Departure and En-Route
Global Concept Component(s) AUO – Airspace user operations
TS – Traffic synchronization
AOM – Airspace organization and management Global Plan Initiatives (GPI) GPI 5- RNAV/RNP (Performance. (...) Safety More consistent flight paths.
Lower pilot and Air Traffic Control workload. (...) If implemented within the ICAO CCO manual framework, the benefit/cost ratio (BCR) will be positive.
6
• The ICAO Performance-based Navigation Manual (Doc
9613)-Provides general guidance on PBN implementation
• The Continuous Climb Operations (CCO) Manual
(Doc xxxx); Provides guidance on
• Airspace design
• Instrument flight procedures
• ATC facilitation
• Flight techniques necessary to enable CC0s
ICAO SIP 2012-ASBU WORKSHOP
Module N° B0-20 – Necessary Procedures (Air & Ground)
7
• Avionics
– CCO does not require specific air/ground technology.
– CCO is an aircraft operating technique aided by appropriate airspace and procedure design, and appropriate ATC clearances
• Ground systems
– Controllers would benefit from some automation support to display aircraft capabilities in order to know which aircraft can do what
ICAO SIP 2012-ASBU WORKSHOP
Module N° B0-20 – Necessary System Capabilities
8
• Training in the operational standards and procedures are required for this module
• Likewise, the qualifications requirements are identified in the regulatory requirements
ICAO SIP 2012-ASBU WORKSHOP
Module N° B0-20 – Training and Qualification Requirements
9
• Regulatory/Standardization
– Use current published requirements
• Approval Plans
– Must be in accordance with application requirements
ICAO SIP 2012-ASBU WORKSHOP
Module N° B0-20 – Regulatory/standardization needs and Approval Plan (Air and Ground)
10
• Standards: Nil
• Procedures
– ICAO Doc 4444, Procedures for Air Navigation Services — Air Traffic Management.
– ICAO Doc 9613, Performance-based Navigation (PBN) Manual;
– ICAO Doc xxxx, Continuous Climb Operations (CCO) Manual
• Approval Documents
– ICAO Doc XXXX, Continuous Climb Operations Manual;
– ICAO Doc 9613, Performance Based Navigation Manual;
– ICAO Doc 4444, Procedures for Air Navigation Services — Air Traffic Management.
Language:English
Score: 1403593.9
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https://www.icao.int/WACAF/Doc...etings/2012/abu/docs/wp28c.pdf
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