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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 - 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 - https://www.icao.int/MID/Docum...%20Webinar/Olga%20-MID_KPI.pdf
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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 - https://www.icao.int/MID/Docum...binar/SoD%20ASBU%20Webinar.pdf
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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 - 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 - 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 - 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 - 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 - https://www.icao.int/WACAF/Doc...etings/2012/abu/docs/wp28c.pdf
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