Air Traffic Technology International 2018

AIR TRAFFIC TECHNOLOGY INTERNATIONAL 2018
INTERNATIONAL 2018
AI
THE INTERNATIONAL REVIEW OF AIR TRAFFIC TECHNOLOGY AND MANAGEMENT
AT THE READY
Artificial intelligence
arrives in ATC towers
• UKi Media & Events •
SPACE RACE 4D FUTURES PRECISION FLYING

Industry calls for more control over How to predict the cost and benefits The FAA’s flight interval management
space traffic and high-altitude drones of the next stage of ATC operations tests produce landmark results
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FOREWORD
INTERNATIONAL Foreword
According to IATA, the number of passengers traveling the world’s air
Acting editor Ben Sampson
routes continued its inexorable rise in 2016 to a record 3.7 billion
Assistant editor Daniel Symonds
passengers – a 6.3% rise over 2015. This was higher than the 10-year
Production editor Alex Bradley
average growth rate of 5.5%.
Chief sub editor Andrew Pickering
INTERNATIONAL The ATC equipment market is also growing. Research from consultancy
Deputy chief sub editor Nick Shepherd
Research and Markets predicts that the market will grow from US$30.7bn this
Senior sub editor Christine Velarde
year to US$56.1bn by 2022, a rate of 12.75% every year.
Sub editors Tara Craig, Alasdair Morton
The growth in the ATC equipment market is fueled by the increase in
Art director Craig Marshall
aviation. ATM infrastructure around the world is being modernized and ATM
Art editor Andy Bass
technology is continually developing as the sector expands and grows. The
Design team Anna Davie, Louise Green, Andrew Locke,
number of airports being built in emerging markets, such as China and India, is
James Sutcliffe, Nicola Turner, Julie Welby, Ben White
contributing to the growth, as is the demand for more efficient use of airspace.
Publication manager Jag Kambo
These technological and infrastructure developments in ATM are highlighted
Publication director Simon Hughes
in the contents of this issue, which show the dynamism and innovation of the
Head of production & logistics Ian Donovan
companies and organizations that made 3.7 billion passengers’ journeys
Deputy production manager Robyn Skalsky
possible last year. Our cover story on page 14 shows how advances in artificial
Production team Carole Doran, Bethany Gill, Frank Millard,
intelligence are feeding directly into the tools that controllers use to manage
George Spreckley
airspace. Arrivals managers are just one area where self-learning neural
Circulation Adam Frost
networks – software algorithms that can predict and adapt to changes in their
Editorial director Anthony James
environment instead of being reprogrammed – will have an impact.
Managing director Graham Johnson
Whereas applications of artificial intelligence are some way off, the work
CEO Tony Robinson
being done by the FAA, NASA and several other industry partners in the USA
Air Traffic Technology International 2018 has been distributed on flight interval management is yielding impressive results now, after more
worldwide free of charge to directors and senior technical than a decade of research. The Air Traffic Management Technology
managers responsible for air traffic control and related services. Demonstration-1 (ATM D-1) project produced an industry first at the beginning
Additional copies are available from the publishers, priced £80
(US$104) including delivery.
of 2017, when it was used to sequence three aircraft 130 nautical miles
(240km) apart while on arrival to Grant County Airport, east of Seattle,
The views expressed in the articles and technical papers are Washington State. Insights from the industry partners on this game-changing
those of the authors and are not endorsed by the publishers. technology can be found on page 4.
While every care has been taken during production, the publisher
does not accept any liability for any errors that may have occurred. Flight interval management uses an impressive mix of satellite, avionics and
communications technology. A similar set of technologies is being used to
develop trajectory-based controls, often called 4D trajectory processing. This
Published by technology offers the capability to show where aircraft are and where they will
be through a combination of data about latitude, longitude, altitude and time.
a division of UKIP Media & Events Ltd As the article on page 40 shows, much of the research is being done
collaboratively in Europe, headed up by organizations such as the European
ISSN 1366-7041 (print); 2397-6438 (online) Space Agency, and is now at the validation stage.
Air Traffic Technology International 2018
Collaboration is also at the heart of other European programs such as
This publication is protected by copyright. © 2018
SESAR. Showcasing the progress of the initiative is a task in itself, as the article
UKi Media & Events on page 34 shows. It is partnerships such as SESAR and the ATM D-1 project
Abinger House, Church Street, Dorking, Surrey RH4 1DF, UK that make technological leaps and facilitating the growth of aviation achievable.
Tel: +44 1306 743744 I hope you enjoy reading about these and the other projects and technologies in
Main fax: +44 1306 742525; editorial fax: +44 1306 887546
Email: airtraffic@ukimediaevents.com
Air Traffic Technology 2018.
Printed by William Gibbons & Sons Ltd, Ben Sampson, acting editor
PO Box 103, 26 Planetary Road, Willenhall, ben.sampson@ukimediaevents.com
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INTERNATIONAL 2018
CONTENTS
CONTENTS
COVER STORY
4 20
14 26
4 ��A live demonstration of Flight Interval Management with 52 ��Cloud computing enables complex and sensitive
three aircraft is a first for the industry information to be transferred faster than ever before
David Hughes, FAA NextGen outreach and reporting Julie Fortier, communications specialist, NAV Canada
14 ��Could artificial intelligence one day replace the decision- 56 ��An examination of the latest messaging software for
making capabilities of air traffic controllers? ground-to-ground communications
Mario Pierobon Ben Sampson
20 ��NATS ushers in a new era of ATM with the introduction of 58 ��Digital communication systems with broadband
the latest digital remote tower technology connectivity are key to further increasing ATM safety
Steve Anderson, head of airport transformation, NATS Tyler Lane, technical editor/research analyst, Inmarsat
26 ��What does the increase in commercial space traffic and 60 ��Controllers are finally making the jump from analog to
high altitude drones mean for the ATM industry? VoIP communications
Jeff Poole, Director General, CANSO Daniel Weideli, vice president, air traffic management, Comsuisse
34 ��SESAR Deployment Manager looks back on a successful 62 ��Opening the ATC frequency to ground vehicles has
year for the EC’s vision of a single European sky brought better safety and situational awareness
Frank de Witte, head of stakeholder relations, SESAR Deployment Manager Martin Rulffs, DFS Deutsche Flugsicherung and Carsten Wiltschko, DFS Aviation
Services
40 ��Is 4D trajectory technology the answer to managing
increasingly overcrowded airspace? 66 ��Avitech’s localized solution is meeting the needs of both
Karl Vadaszffy consumers and SWIM data providers
Tsvetan Penev, head of product management, Avitech
46 ��How collaboration between ANSPs and airports is key to
increasing efficiency and driving effectiveness
Mario Pierobon
2 AIR TRAFFIC TECHNOLOGY INTERNATIONAL 2018.

CONTENTS
52
62 88 82
70 ��The latest display technologies help air traffic controllers 86 ��Atech’s advanced automation to address the challenges
to make better decisions faster of new, cross-border, regional concepts of ATFM
Bjorn Vandewoestyne, marketing coordinator, Esterline Agenir C Dias, Delfim O Miyamaru and Eno Siewerdt, Atech Negócios em
Tecnologias
74 ��Automated weather-observing systems provide reliable,
time-sensitive data, ensuring safer airfield operations 88 ��The remote control tower at Budapest Airport uses the
Iain Thornton, marketing manager, Campbell Scientific and Karen Fox, marketing latest matrix switches for real-time system access and
manager, Coastal Environmental Systems redundancy concepts
Jochen Bauer, marketing director, Guntermann & Drunck
78 ��Flow management tools are vital when responding to
increased passenger demand and capacity 90 ��Why recording ATC communication and surveillance data
Andrés José Rodríguez Carrasco, iACM product manager, Indra is one of the most demanding recoding application
Lee Coles, technical director, Phoenix Recording Systems
80 ��Aeronautical voice communication systems in Spain are
making the switch from analog to digital 93 ��How Avinor ANS is implementing remote tower solutions
Luis Negrete, deputy director of operational systems, Ineco at 15 airports across Norway
Stig H Jenssen, director of business development GBAD systems, Kongsberg
82 ��Building an ATM system using next-generation KVM
systems for critical information and communications 95 ��The biggest event in ATM promises more participants
Steve Montgomery, senior marketing manager, IHSE than ever
Kristen Knott, managing editor and writer, ATCA
84 ��Intelligent airfield lighting control delivers a safer and
more efficient future for airports 96 �� ATTI assess the prospects for privatization of the USA’s
Andreas Wirandi, global product manager intelligent lighting, ADB Safegate ATC system
AIR TRAFFIC TECHNOLOGY INTERNATIONAL 2018 3.

INTERVAL MANAGEMENT
FLIGHT INTERVAL
MANAGEMENT
SET FOR ARRIVAL A live demonstration of flight interval
management with three aircraft is a first
for the industry and the culmination of
more than a decade of research
David Hughes, NextGen Outreach and Reporting, FAA
NASA Langley / David C. Bowman
4 AIR TRAFFIC TECHNOLOGY INTERNATIONAL 2018

INTERVAL MANAGEMENT
The avionics display and

interface being used as
part of simulations to
prepare pilots and flight
coordinators for the ATD-1
flight test campaign

INTERVAL MANAGEMENT
Air traffic control operations took

an important step forward earlier
this year, when a new interval
management (IM) application was
successfully demonstrated during Pacific
Northwest flight tests. The technology
enables air transport category aircraft to
achieve and maintain precise intervals flying
behind another aircraft.
Prototype flight interval management
(FIM) avionics showed promise that aircraft
flying on converging routes can use speed
guidance from onboard avionics to precisely
manage the spacing interval at the merge
point, and continue spacing to the final
approach fix.
These tests, which comprise the second
phase of NASA’s Air Traffic Management
(ATM) Technology Demonstration-1
(ATD-1) project, have added to data
collected during a 2010 flight trial by UPS,
which showed similar results, but was
limited in scope to in-trial operations. The
FAA participated in the NASA-led flight
tests, and is pursuing interval management
as a NextGen air traffic modernization tool.
Validation of interval management

The ultimate goal of interval management is
to foster greater utilization of highly efficient
performance-based navigation (PBN) arrivals
with less controller intervention, and to
increase hourly throughput at busy airports
during instrument meteorological conditions
(IMC). While data analysis of the tests is
ongoing, government and aviation industry
participants say the initial results indicate
a potentially game-changing capability.
“The results were significant in giving the
most complete evidence to date that the
increased throughput identified in the many
years’ worth of theoretical analysis
FIM IN THE AIR, GIM-S ON THE GROUND

The FAA has already introduced Ground Based undertaken by NASA as part of their ATD-1 project. for controllers,” FAA mathematican Ian Levitt
Interval Management-Spacing (GIM-S). GIM-S uses TSAS is a ground automation tool for controllers explains.“By creating more precise spacing
ground-based automation to support sequencing that enables them to use the GIM-S metering intervals, we will be able to deliver aircraft to
and scheduling of en-route arrival flows. and sequencing capabilities in terminal airspace. metering points with an accuracy that will shrink
Extended metering and speed advisories offered In actual operations, controllers will use GIM-S the buffer zone needed between them. We will be
by GIM-S enable en-route controllers to deliver and TSAS to organize traffic flow and position an able to pack the aircraft in a little more tightly and
aircraft to terminal areas from hundreds of miles aircraft in the flow before pilots are assigned a FIM commence PBN procedures one after the other
away within 30 seconds of a scheduled time to spacing clearance. But GIM-S and TSAS were not with little wasted time. IM represents a step up in
synchronize arrivals. It also increases accuracy and available in this year’s flight demonstrations. Air accuracy. GIM-S, then TSAS, let you get so far, and
predictability. GIM-S is being used by Albuquerque traffic controllers, pilots and the flight test director IM takes you the rest of the way.”
and Denver Centers for traffic flow into Phoenix worked to establish initial interval spacing, before “The point of ATD-1 is that the aircraft, flight,
and Denver, and by other centers in the NAS. an IM clearance was issued. pilots, winds and FIM prototype equipment are real.
The FAA is also developing Terminal Sequencing “FIM is the most advanced TSS tool in The results show the spacing is consistent enough
and Spacing (TSAS), based on earlier R&D the potential toolset to reduce uncertainty that these types of operations are feasible.”

INTERVAL MANAGEMENT
Retired airline pilots test

procedures that will be used
during upcoming flight tests
of a new aircraft spacing
tool at NASA’s Langley
Research Center

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INTERVAL MANAGEMENT

Above: As part of the ATD-1 flight test campaign, a test pilot uses prototype software in a simulator used to provide pilots with speed commands
and simulation of IM can be achieved in achieve a desired spacing interval behind a been developing IM for about a decade and
actual operations,” says Ian Levitt, a leading aircraft, or to maintain that interval prioritized this demonstration with support
mathematician who led the FAA’s over a period of time during cruise, arrival from agency offices including NextGen,
participation in the ATD-1 IM flight test. or approach to a busy airport. By keeping Surveillance and Broadcast Services, Aviation
“Before ATD-1 we made claims largely aircraft properly spaced, controllers can Safety, Flight Technologies and Procedures
based on simulations, and that left room allow the aircraft to remain on their PBN and the William J Hughes Technical Center
for doubt. We can now point to flight test arrival procedures. This leads to more (WJHTC). The FAA views the initial success
data to support the claim that throughput efficient operations. as a great step forward for this advanced
can be increased by as much as 10 arrivals Time-based IM operations “met or spacing tool.
per hour in IMC.” exceeded the operational design goals set “We see the successful IM flight
out in the RTCA standards” for procedures demonstration as setting the stage for more
ADS-B positioning involved in achieving and maintaining an research and analysis on this novel
Interval Management is an example of FAA interval between aircraft, according to the technique and the FAA’s Tech Center will be
air traffic control modernization that relies preliminary findings, which were reported participating in these studies,” says Shelley
on flight deck technology, specifically in an American Institute of Aeronautics and Yak, director of the center.
Automatic Dependent Surveillance- Astronautics paper authored by flight test Time, speed, and spacing tools, including
Broadcast (ADS-B) position reports used by researchers from NASA’s Langley Research IM, are building blocks for the FAA to
the FIM avionics to maintain ATC-desired Center, the FAA and Boeing. achieve time-based management in the
distances between aircraft while under National Airspace System (NAS). This new
controller supervision. Research and development time-based approach to flow control is a
Interval Management works by providing IM as an R&D concept has been around for cornerstone for next gen and is based on
pilots with speed cues to follow. The speed a long time, with both the USA and Europe knowing where an aircraft will be at critical
cues are generated by flight deck avionics to actively engaged in research. The FAA has times along its projected flight path.

INTERVAL MANAGEMENT
NASA
Above: The ATD-1 flight test
“This flight test was the culminating WJHTC. The tech center’s laboratories and Seattle and Moses Lake, Washington, using
activity for NASA’s many years of work on staff supported him in the FIM effort. 250 flight scenarios during 18 days in
both the ground-based scheduling and the The FAA expects the deployment of FIM January and February 2017.
flight deck interval management research will deliver considerable NextGen benefits. The 757 and Falcon took off from Boeing
and development,” says Sherilyn Brown, Field in Seattle and were joined en route to
NASA’s acting ATD-1 manager. Follow the leader Grant County International Airport near
“NASA’s contribution has significantly The IM demonstrations – which used a Moses Lake by the 737 taking off from
moved IM forward with this highly 757-200 provided by Honeywell, a United Seattle (Sea-Tac). Interval management
successful flight test with Boeing and Airlines 737-900 and a Dassault Falcon 900 clearances were mostly initiated at en-route
Honeywell,” says Levitt, who is based at the from Honeywell – were conducted between altitudes of 23,000ft or 35,000ft (7,000m
or 10,700m), and continued to the final
approach fix with the Falcon 900 leading the
line of aircraft.
Honeywell
The demonstrations involved having

pilots of the FIM-equipped 757 and 737
try to capture or maintain spacing intervals
while on an arrival to Grant County Airport.
The airport is about 170 miles (274km) east
of Seattle in Washington State’s high desert.
At an elevation of 1,189ft (362m) mean sea
level, the airport enjoys plenty of good flying
weather, and Boeing uses it to flight test
commercial aircraft. Boasting an unusually
long 13,500ft (4,115m) runway, Grant
County was an alternative airfield for NASA’s
space shuttle.
During arrival at Moses Lake, FIM would
be used to help achieve or maintain an
interval while aircraft flew distances of up to
130 nautical miles (240km) on one of two
RNAV Standard Terminal Arrival Route
Above: The Dassault Falcon 900 business jet provided by Honeywell for the tests during January and February 2017 procedures designed for the demonstrations.

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INTERVAL MANAGEMENT
NASA
Above: Members of the NASA-led research team in front of aircraft used for the testing of the Flight-deck Interval Manager, a new cockpit-based air traffic management tool
Clearances to achieve a spacing interval on the project. “The National Air Traffic more precisely control inter-arrival spacing
during arrival were initiated with up to Controllers Association played a key role on final approach, thereby improving arrival
60 seconds of unwanted spacing that the and the facilities handled three aircraft throughput when the ceiling or visibility do
aircraft needed to correct before reaching taking off from two airports and joining up not allow for visual approaches.
a specified fix on the arrival. at 35,000ft (10,700m), 20 miles (32km) in “We are interested in this technology to
While pilots using IM met or exceeded trail of one another. It was no easy task to reduce delays, which will improve reliability
expectations in maintaining spacing set this up and coordinate all operations and enhance the customer experience,” says
intervals, not all cases where an aircraft sped while the facilities were also handling United’s chief technical pilot for surveillance,
up or slowed to capture the right interval routine daily traffic.” Capt. Rocky Stone. “We are encouraged by
worked as expected. Levitt said this doesn’t Honeywell provided the FIM prototype the results of the demonstration and believe
mean that this part of the demonstration avionics. Company engineers enhanced the that IM should move forward toward
failed. He explained that there are some NASA experimental Airborne Spacing for eventual implementation.”
issues that need to be studied and better Terminal Arrival Routes algorithm to include
understood for future use. most of the functions specified in the The goal of Interval Management
“The ATD-1 Flight Test provided Minimum Operational Performance “Increased throughput is the ultimate goal
significant validation of the performance Standards (MOPS) for FIM. Levitt led the that everyone involved wants to achieve,”
assumptions used in interval management joint effort by RTCA and the European Levitt says of FIM research and testing.
benefits analyses,” he said. “We now have Organization for Civil Aviation Equipment For researchers, having real flight data
very strong evidence that the performance to develop the MOPS. – not just theory and simulation –
that we’ve seen in simulation is feasible in Honeywell also based the FIM functions demonstrates that adding to IMC arrival
actual flight.” of its prototype displays on NASA capacity is a real possibility. It is not certain,
prototypes used in earlier simulations. These however, how many more landings per hour
A team effort prototype displays included a cockpit are achievable.
NASA Langley Research Center led the display of traffic information to track the With universal equipage and perfect
interval management flight demonstration other aircraft transmitting on ADS-B Out. execution, 10 more landings an hour in IMC
that included the FAA, Boeing, Honeywell, Pilots entered lead aircraft ID, forecast winds could be possible at some airports, but the
and United Airlines. and flight clearance data via a touch- real number will likely be lower due to a
Boeing managed this ATD-1 sensitive display. variety of constraints that vary from airport
demonstration as its prime contractor for Industry partners also have a positive view to airport. Still, every additional landing
NASA. “The ATD-1 team successfully of IM and the demonstrations. “The flight enabled by the capability will be a
obtained a large amount of flight test data tests were an industry first, having three worthwhile achievement. v
that will support the thorough and detailed aircraft maintain highly accurate spacing
operational analyses of interval goals without air traffic controller
management,” says Karl Rein-Weston, intervention,” says Rick Berckefeldt, senior FURTHER RESOURCES
Boeing’s ATD-1 flight test manager. manager of advanced technology at For technical details of the IM demonstrations,
“The ATD-1 flight test would not have Honeywell Aerospace. “We look forward see ‘Flight test evaluation of the ATD-1 interval
been successful without the steadfast to working with the FAA and other management application’, available at tinyurl.
support of FAA facilities including towers at stakeholders in the industry to bring this com/atd1paper.FIM. Also see ‘Flight deck
Seattle-Tacoma International and Boeing ATM operational improvement to the interval management flight test final report’
Field, Moses Lake, Seattle TRACON, and National Airspace System.” by Paul A Van Tulder of Boeing, available at
Seattle Center,” says Dan Boyle of Boyle United Airlines participated in NASA’s tinyurl.com/yb5mdmgm
Aviation Services, which supported Boeing ATD-1 to demonstrate the feasibility of IM to

ARTIFICIAL INTELLIGENCE

AI
AT THE READY
Could the integration of artificial intelligence
automate the use of ATC decision-making tools
to the extent that the controller is redundant?
Mario Pierobon
One of the latest advances in AMAN will enable the tool to become
automation in air traffic control more sophisticated, up to the point that
(ATC), Arrival Manager (AMAN) one day it could even potentially replace
is a decision-support tool (DST) for air traffic controllers (ATCO), believe
controllers. The use of AMAN can some experts.
improve runway sequencing and Stefan Matts, marketing director at
throughput, and enhance safety and ATM systems provider SiATM, says,
capacity and the delivery of consistent “AMAN is one part of the overall ATC/
service levels, which are required for ATM system. It can be a standalone
airport and airline capacity planning. product or an integrated part of the
Thanks to the benefits of AMAN, it is system. While traditionally it has been
increasingly establishing itself as part of an advisory tool to the approach
ATC and is improving decision making controller, it can now interact directly
and airport operations. Furthermore, with the ATM system, once the
the use of artificial intelligence (AI) in controller has accepted the advice.”

Balancing act optimal arrival sequences at large airports. All complex planning and monitoring tools
Without AMAN, controllers have to “An example of this is cross-border AMAN in the ATM system contribute to better
manually balance arrival capacity and (X-MAN) for arrivals at London Heathrow performance of the AMAN’s final stages,”
demand. This can lead to traffic peaks Airport, through cooperation between says Matts. “Linked to the AMAN is also the
building excessive delays, and cause France, Maastricht and UK air traffic departure manager (DMAN). There should
problems at the airport, such as congestion, controllers within SESAR. Arrivals are be an optimal way to use runways and
stand delays, missed connections and streamed up to 550 miles from the airport, taxiways to achieve best airport flow on
delayed or canceled flights. reducing stack holding delay and carbon ground and in the air. Hence, AMAN is
“AMAN provides the opportunity to emissions,” says Thurow. not a tool that solves everything.”
optimize human performance, and balance AMAN, however, is not yet being used SESAR has launched Extended-AMAN
arrival demand and capacity, day after day. to its full potential by ATC operators. (E-AMAN), which will be implemented at
AMAN has developed to manage controller “Approach control is quite tricky in high- 15 airports by 2023. According to the
workload through improved arrival planning traffic terminal areas, close to major airports, SESAR JU, E-AMAN allows for the
and smoothing of typical traffic peaks, which and demands a skillful controller to manage sequencing of arrival traffic much earlier
is a safety benefit and supports consistent all possible situations. It will take a long than is currently the case, by extending the
service delivery,” says Christian Thurow, time before the controllers rely completely AMAN horizon – from the airspace close to
head of research and development at airport on AMAN – and the AMAN must be good the airport to further upstream. This enables
surface management technology provider enough to achieve that trust. There are so smoother traffic management. Controllers in
Searidge Technologies. “AMAN is used in many parameters – both foreseen and the upstream sectors, which may be in a
everyday operations at large airports and unforeseen – that affect the performance of different control center or even a different
only really provides benefits in operations the tool and the controller must always be functional airspace block, obtain system
where demand can exceed capacity. ready to override the decisions made by advisories to support an earlier pre-
“Early iterations of AMAN systems AMAN,” says Matts. sequencing of aircraft. Controllers
provided planning benefits, but the latest implement those advisories by, for example,
systems attempt to optimize runway The future of AMAN instructing pilots to adjust the aircraft speed
throughput through the application of AMAN is helping with airport arrival along the descent or even before top of
specific business rules and operational problems by minimizing holding delays and descent, thus reducing the need for holding,
scenarios such as wake vortex category providing consistent runway throughput at and decreasing fuel consumption.
optimization to enhance capacity. AMAN peak times. “Airport stakeholders can benefit According to Thurow, developments of
systems may provide consistent delivery, but through improved planning information, AMAN should focus on developing learning
controller intervention is often required to since an AMAN is an important component and correcting functionality. This would
fully optimize arrival sequences, which in an Airport Collaborative Decision Making enable the interpretation of previous results
suggests that operational system (A-CDM) system. AMAN data can assist and the opportunity to optimize arrival
improvements are necessary.” airport personnel with planning functions,” management when faced with similar
One of the latest developments in AMAN says Thurow. scenarios in the future.
technology has been the development of “The sooner you start preparing for “The current generation of AMAN
cross-border cooperation in order to provide approaching the airport, the smoother it will systems follow programmed business
the most accurate arrival information and get. This is, of course, not all about AMAN. rules. Introducing the training of a neural
networks could result in providing an ATC
user with a decision suggestion, even for
WHAT IS AN ADVANCED NEURAL NETWORK? unforeseen cases that the system has not
Christian Thurow, head of research and development at airport surface management technology been modeled or trained for. This ability
provider Searidge Technologies, says that Advanced Neural Networks (ANN) are a new way of developing could significantly improve the output of an
software that does not require lengthy analyses of real-world data and the invention of formulas to AMAN,” says Thurow. “If we want the AI to
describe the world. Instead the programmer is the trainer of the ANN. understand more scenarios, it can be trained,
“The error rate of systems drops significantly, as does development time. This results in a lower a process that is faster than changing code.
cost of acquiring such a system, and for adapting it to new requirements and environmental aspects. For AMAN, the ability to learn separates the
“AI technology also has the potential to increase safety. Even if this technology is not used to AI capability from the traditional approach.
replace an ATCO, it could be used to monitor an ATCO’s performance and fatigue, and to predict critical Theoretically, maximum capacity could be
situations. The challenges lay primarily in the acceptance in the ATM community and secondarily in reached on a consistent basis. And when the
acquiring relevant data that can be used to train the neural network. baseline optimal capacity can be safely
achieved on a repeatable basis, the

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Learning behavior
Advanced Neural Networks (ANN) are
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stakeholders. Consider the fact that humans
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This includes the ability to recognize possible situations according to defined and protection of the network infrastructure
patterns, adapt to new situations, predict plausible rules and aid the controllers to against hacking and the power infrastructure
what will happen in the near future, and be solve the problems. “Hence, to define an against power failures, as with all other
able to constantly improve on the job. ATM system as truly artificially intelligent, it ATC systems,” he says. “Since the ANN
Conventional ATC systems are not able to must be taught like a controller, and then act technology will be used as a decision-
learn, recognize patterns, or in fact do any as a controller. We are far from that now, but support tool and monitoring tool for
of the tasks a human would be able to do,” it is possible in the future. We still have the ATCOs, there are initially no legal or moral
says Thurow. “This is because conventional legal problem to solve, but one could implications. If, many years from now, the
software relies on the initial programmer to imagine that fewer controllers will be needed industry decides to replace an ATCO with
fully and completely understand the nature in the future if they are aided by robots,” an ANN, then they should be looking at
of the problem that the software is to solve. says Matts. the self-driving car industry or how we
“ANNs, on the other hand, can be trained The aim of introducing AI into the airport handled the autopilot question in the
to detect patterns and are able to generalize and ATM environment is not, at least in the aviation sector for reference.”
concepts; this allows ANNs to adapt, learn near future, as a replacement for human But can a machine or computer program
and predict situations. In fact, if trained control. “A human should always be the be legally responsible for such fundamental
well enough and provided with sufficient decision maker, but what AI and predictive tasks? Today, the ANSPs and the controllers
processing power, an ANN will be able to technologies can offer are tools to help a are legally responsible that nothing severe
perform in a narrow application as well as controller make the best-possible decision. happens in the airspace. Matts says,
or better than a human.” Aviation now creates enormous quantities of “Security is already an issue and hacking is
Once software is written, it is static and data and the advantage of AI technology is always a problem, but I have never heard
cannot be adjusted easily. A programmer the ability to recognize patterns at speeds about any incidents. ATM systems should be
has to develop an understanding of the that surpass human capabilities. completely separated from the internet, but
requirements, generate a formula to describe “The benefits of the pattern recognition there is always the insider threat.
the real world, then implement in code. The capabilities of AI become even more “The legal considerations are more
software cannot keep pace with changes. For apparent when data from different sources difficult, but morally I do not see any
example, a new type of aircraft with a radical such as video sensors, ATC radio, ADS-B, problem with AI. The safety of passengers
new shape may be introduced to an airport and airport operations systems are processed is always the main objective, and should
that the programmer was not aware of at the simultaneously,” says Thurow. a machine do a job better than a human,
time of programming. I do not see that as immoral.”
This does not mean that a human will be Legal, moral and secure? ANN/AI is a new technology with many
replaced with an ANN anytime soon, but It is possible that automated artificially applications. Some of these uses were not
such advanced systems could be beneficial intelligent ATM systems could take over even thought to be possible until recently.
in automating ATC, supporting decision most of the controller’s work. However, the “There are certainly applications in drone
making, and making predictions. Thurow main issues will be safety and responsibility. detection and other fields. Basically, all
says, “ANNs are not general intelligences and Thurow says that similarly to other forms applications where pattern recognition,
can only solve narrow issues they have been of automation and tools in ATC, such as adapting to new situations or prediction
trained for. For instance, the ANN that has ASMGCS and autopilots, where AI has been of any sort is useful, we should expect
been trained to detect aircraft on a runway applied, there is an increase of safety when there could be an ANN performing the
will not at the same time be able to predict the they are used correctly. “AI is not too task better than a human at some point
weather, although a separate ANN would be. different from other ATC systems in that in the near future,” concludes Thurow. v

INNOVATION IN
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REMOTE TOWERS
CONTROL WITHOUT
BOUNDARIES
NATS is pioneering a new era of air traffic management
with the implementation of digital remote tower technology
Steve Anderson, head of airport transformation, NATS

REMOTE TOWERS
The marking of digital

aircraft call signs above
pixels enables controllers to
see exactly where flights are

REMOTE TOWERS
The advent of super-fast fiber

networks, high-definition cameras
and remote sensing technology is
ushering in the biggest revolution in air
traffic management since the introduction of
radar – the digital air traffic control tower.
Instead of a tower full of controllers and
equipment, cameras transmit video and
voice data to a separate control center that
could be hundreds of miles away. There, the
view of the airfield is recreated as a live 360°
image that can be augmented with other
operational data, from radar information
through to the location of closed taxiways
or even drone incursions.
This single ‘head up display’ is designed to
improve a controller’s situational awareness,
while the cameras provide everything that
a ‘full-fat’ tower does, despite being several
million pounds cheaper to construct and
maintain, while also freeing up valuable
airfield real estate.
The pioneers of this new world have been
in Scandinavia, with the first remote digital
control tower installed at Örnsköldsvik
Airport in April 2015, followed then by
Sundsvall Airport in 2016. The work was
carried out by Saab Digital Air Traffic
Solutions (SDATS), a joint venture between
the Swedish air traffic services provider LFV
and Saab Technologies.
These first airports were geographically
remote, seeing a handful of movements each
day, but at the same time providing a vital
service to their local communities. By
providing air traffic services from a more
Remote towers enable
central location, where a controller can plug a 360° view of an airport
and play as required, these airports can
remain more viable for their operators and Below right: ANSPs shift
local people. large amounts of data around
London City Airport has announced it is networks, with controllers at
to become the first UK airport to build and the center of operations
operate a digital air traffic control tower, to
replace the existing 30-year-old installation,
by 2019. Trials are happening all over
the world. For example, at Alice Springs TECHNOLOGY SPOTLIGHT
Airport in central Australia, a remote tower Remote towers use a whole host of advanced technologies. High-definition cameras provide a full 360°
center has been located 950 miles view of the airport in greater detail than the human eye. A pan-tilt-zoom camera can magnify any part of
(1,500km) away from the airport in the airfield up to 30 times for close inspection, while a laser range finder can measure distances to any
Adelaide. At Budapest Airport in Hungary, point on the airfield to millimeter accuracy.
HungarControl aims to be operating a full- Controller awareness is enhanced with augmented head-up display with aircraft and operational data.
time remote tower next year. There are also As well as tracking aircraft, the system can also alert the tower to airfield incursions and even drones. All
projects in France, Ireland and the USA. The operational data is transferred via a secure super-fast network to a custom-built digital tower operations
excitement around the indsutry is palpable. room at NATS’ Swanwick air traffic control center, where 14 HD screens form a seamless panoramic
moving image, which gives controllers a superb view of the entire airport, with the ability to integrate
Replacing the traditional tower real-time data.
The sway tolerance at the top of the mast is 0.1°, or else the image ‘wobbles’ and may even cause
NATS airports director, Mike Stoller, believes
motion sickness.
size is no barrier to digital tower technology:
The mast also uses ‘air knives’ to clean insects, debris or weather off the camera lenses, and the
“Despite popular belief, digital towers aren’t glass will be manually cleaned once a month.
only suitable for airports of low complexity
and low ATM volume. There are clear

REMOTE TOWERS
benefits for smaller airfields, such as

economies of scale and the ability to control
multiple airports from one location, but
larger airports can pioneer this technology
too – whether it’s in support of operational
and safety enhancements, providing a
contingency facility, or as part of wider
airport expansion plans.”
Remote air traffic services have been
around for decades in the form of en-route
services. ANSPs already shift huge amounts
of radar and communications data around a
secure network every single day to provide a
service to aircraft that can be hundreds of
miles away, and this will essentially be the
same but replicated at an airport instead.
A digital tower offers operational and
safety benefits, while freeing up valuable
airside real estate for redevelopment.
London goes digital

Earlier this year London City Airport
announced plans to work with NATS and
SDATS to introduce the UK’s first digital
tower in 2019. With its 4.5 million yearly
passengers and 80,000 annual air traffic
movements, London City will be by far the
busiest airport in the world to ‘go digital’,
while its location at the very heart of the
London terminal maneuvering area means it
is anything but ‘remote’.
The current tower is coming to the end of
its operational life, and a digital tower will
offer the airport operational and safety
benefits, while freeing up valuable airside
real estate for its £350m (US$455m)
redevelopment project to mark its 30th
anniversary year.
Work is already complete at NATS’
Swanwick control center in Hampshire on
the new operations room that will one day
house the airport’s controllers. The
construction of the airport camera mast is
expected to begin later this year, at a cost
several millions of pounds less than a new
traditional tower.
An understandably lengthy period of
testing, training and shadowing will follow,
with the expectation that the first aircraft to
be controlled digitally will take off in 2019.
It will be a moment for the aviation history
books in the UK.
Safety and resilience

But what of those who point to questions
around safety and resilience? Isn’t it simply
less risky to stick with what’s tried and
tested? Searidge, which recently completed a
125-hour live digital tower trial at Budapest
Airport in Hungary, argues that the
technology has to demonstrate that it not

REMOTE TOWERS
Simulation of the view from the UK’s first digital tower,

planned to launch in 2019 at London City Airport
only maintains existing safety levels, but well as multiple fall-backs within both the controllers spend less time looking down
actually enhances them. systems and procedures. If a camera fails, and can see exactly where flights are in the
Searidge recognizes that many ATC then another helps fill the gap. There are sky. Radar data, weather data and taxiway
systems may be perceived as ‘old’ and ‘out of even air knives to clean the lenses, should boundaries can also be added to the screens,
date’ by Silicon Valley standards, but the an unlucky insect wander over the camera making it easier for controllers to work in
overall safety record in this industry is housing and obstruct the view. periods of darkness and low visibility. Digital
outstanding, so the focus is always toward tower technology also means every
making it even better. Benefits for air traffic controllers controller will have an identical view of the
In terms of cybersecurity, nothing is being As well as enhancing the efficiency and entire airport, improving their situational
left to chance. Handling and protecting large safety of operations, digital tower technology awareness and increasing their ability to
quantities of operational data is something has a massive impact on the job of the air work collaboratively.
that NATS has been well practised in for traffic controller, because the screens provide However, a narrative has also taken root
many years – but just like operational safety, them with everything they get from a that digital solutions are only appropriate for
cybersecurity is something you can never be traditional tower. In addition, bonus features smaller, geographically remote airfields with
complacent about. from the technology will help them improve low traffic volumes. Steve Anderson, head of
For London City, those measures include their performance. airport transformation at NATS, says the UK
the provision for three entirely separate, Adding digital aircraft call-signs above ANSP has much more ambitious plans for
independent fiber network connections, as pixels as they fly into the vicinity means the how digital towers can help its airport
customers: “Yes, there are clear benefits for
smaller airfields, absolutely. Economies of
scale, the ability to control multiple airports
ABOUT SEARIDGE from one location, that’s all true, but I think
Canada-based Searidge Technologies is one of the early pioneers of this new digital world. The company it’s a total misconception that digital towers
started developing digital tower technology in 2006 with a guiding belief that a combination of video are only suitable for airports of low
and sensor data could be presented to an air traffic controller in such a way that it could provide complexity and low ATM volume. Frankly,
a safer and more efficient level of service than could be otherwise provided from a physical tower. that’s just not embracing the opportunities
Searidge was the first company in the world to have an operational video system in an air traffic that Digital Towers can offer.”
control tower and has since developed a range of scalable and customizable digital tower solutions London City might be among the first, but
designed to work at airports of any size, from small and geographically remote airfields, through it seems certain others will follow. From
to major international hubs. hubs like Singapore’s Changi through to
Fast forward to 2017 and the company is working with airports around the world, providing smaller airports in the UK’s Channel Islands,
technology that helps reduce delays, increase efficiency and improve overall safety. it seems the digital revolution has genuinely
arrived – and this time it will be televised. v

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HIGH ALTITUDE & SPACE
MANAGING
Virgin Spaceship Unity (VSS Unity)

glides for the first time after being
released from Virgin Mothership
Eve (VMS Eve) over the Mojave
Desert on December 3, 2016

ACTIVITY
What implications does the increasing number of vehicles at
high altitude, in low earth orbit and in space mean for the air
traffic management industry?
Jeff Poole, Director General, Civil Air Navigation Services Organisation
Space is becoming busier, with a surveillance through space-based ADS-B.

growing number of governments and There are now nearly 1,400 operating
commercial companies developing satellites in orbit, and we are about to see
innovative ways to access it. Space provides their number increase substantially. By 2025
critical infrastructure for the world and our it is estimated that there will be three times as
lives are increasingly dependent on satellite- many satellites in space as there are today.
based products and services such as the In March 2017 SpaceX announced plans to
internet and mobile communications. launch more than 7,500 satellites to provide
All sectors, from agriculture to banking to commercial communications services. The
disaster relief, have been transformed by the Indian Space Research Organization (ISRO)
use of satellites. The aviation industry is no recently squeezed 104 satellites onto a single
exception, with satellites providing the global rocket launch, almost 70 more than the
navigation satellite system (GNSS); helping previous record.
improve flight path planning and traffic flow; Another exciting development is the
enhancing the ability to land in bad weather advent of space tourism. SpaceX is planning
and difficult terrain; and, from next year, to take two space tourists on a trip round the
providing the opportunity for global moon in 2018. In addition, Virgin Galactic’s

PROJECTS AQUILA AND LOON TO SPREAD THE NET

Social media firm Facebook and internet search giant Google both have
ambitious aviation projects to grow their customer base by increasing the
number of people who have access to the internet.
Google X’s Project Loon aims to launch a network of high altitude balloons
which will sail at altitudes of around 65,000ft. They carry electronics and net-
working equipment powered by solar panels and link to ground stations. They
are superpressured to last longer than weather balloons. The longest lasting
Loon balloon lasted for 192 days. Google has not committed to a date when
the Project Loon network will become active.
Meanwhile, Facebook’s Project Aquila is developing a solar powered drone
which will circle regions up to 60 miles (97km) in diameter, providing mobile
internet connectivity at altitudes of 60,000ft for up to 90 days at a time. The
first flight of Aquila took place last year in Arizona, when it was airborne for 90
minutes. Facebook has also not confirmed when the project will be completed.
Main: The wing view of

Facebook’s Aquila aircraft during
flight testing in Arizona in 2016
Inset: Fleets of Aquila aircraft
communicate via laser optics
to provide wi-fi
new spaceship Unity is undergoing tests, their economies. The increased use of space- launches, where a space vehicle departs from
and Blue Origin is planning to launch its based technologies and the falling cost of a runway and then does a rapid suborbital
first human passenger-paid flight aboard its launches means that there will be more high or orbital ascent, are also planned. In
New Shepard space vehicle in 2018, having altitude and space vehicles traveling through addition we are seeing smaller rockets that
successfully landed and recovered the the airspace controlled by the ATM industry. can launch mini or micro satellites, and
vehicle in 2016. From an airspace perspective, adding to rocket launches by colleges and universities.
the challenge are the various types of space
Accommodating growth vehicles that will be launched in the next Awareness at lower altitudes
All this activity means that the space sector few years. As well as traditional vertical We are also seeing increasing activity at
is growing between 5% and 8% annually, launches there have been several successful lower altitudes, particularly by companies
with over 80 launches a year and some controlled fly backs of the booster rockets to seeking to deliver internet services in remote
spacecraft returning to Earth to be used land or a barge at sea, demonstrating that it areas. Google’s Project Loon, a Civil Air
again. There are more than 60 nations is a viable business model. This year we will Navigation Services Organization (CANSO)
operating in space today and as new satellite see the return of captive-carry operations, member, is operating 32ft (10m) high
technologies become cheaper, developing where a space vehicle is launched from a balloons some 12 miles (20km) above
countries are investing in space to expand carrier plane at altitude. Horizontal Earth’s surface, above the weather. The

balloons have a triple-redundant GNSS, with Facebook is developing

ADS-B on board. terrestrial, UAV and
The integrated ADS-B means that aircraft satellite technologies for
connecting to the internet
have appropriate situational awareness. The
flight system is covered in radar-reflective
material with an omnidirectional light
beacon made of LED strobe lights. Project
Loon works closely with CANSO’s ANSP
members to flight plan, launch and land its
balloons. It has a series of agreements with
ANSPs, states and civil aviation authorities
to overfly their airspaces and the mission
control center gives notice of crossing an FIR
boundary when it is 31 miles (50km) away,
or 60 minutes prior to entry. Launches are
planned to take account of passenger traffic

Inmarsat 5, a communications
satellite that is part of the world’s
first global, high-speed mobile
broadband service, lifted off from
the NASA Center in Florida on
May 15, 2017
patterns, special use airspace and any as civil aviation. Some of the controls that
conditions noted by the ANSP. GROWTH IN SPACE ACTIVITY can be implemented now include setting
Facebook, another CANSO member, is The commercial space sector is growing criteria for the launches in a particular area;
also developing airborne vehicles to provide fast, driven by advances in technology and controlling the number of aircraft affected by
internet access in remote areas. The Aquila communications, as well as Earth observation each launch; setting minimum speed and
project will use ultra-long-endurance solar- satellites. There is also the prospect of heading criteria for aircraft in the vicinity of
powered aircraft that take-off and land in a cheaper space travel, made possible by aircraft hazard areas (AHAs); and working
conventional manner. But they will stay aloft reusable rockets and other vehicles able to with launch operators to streamline preflight
for months at a time, traveling at around re-enter Earth’s atmosphere. processes and shorten launch windows.
70kts (130km/h) at 60,000ft at night and According to the non-profit organization the These things will all help in the short
moving up to 90,000ft by day to charge the Space Foundation, the global space economy term, but as commercial space launches
batteries. The aircraft take-off and land was worth US$329bn in 2016, an increase continue to increase, new processes and
of US$6bn due to the growth in commercial
automatically, and one pilot will handle technologies need to be explored to ensure
space activity.
multiple planes once they are airborne. that safety targets are met and the impact on
We need to consider what all this activity, efficiency is tolerable. One technology the
particularly rocket launches, means for the FAA is investigating is a tool that will
ATM industry. At the moment, temporary provide a moving AHA that follows the
flight restrictions are imposed to segregate and give way to space vehicles, especially space vehicle throughout its launch, thus
aircraft from rockets during the entire the space traffic is increasingly commercial reducing the overall size of the protected
launch window. These launch windows can (25% in 2016). volume needed to ensure safety.
often last for hours. But as the number of As an industry we need to consider how
launches to and re-entry from low Earth Launch controls and tracking to integrate commercial space operations
orbit (LEO) increases, this is not sustainable The FAA’s Air Traffic Organization has been into the ATM system and this will require
way of managing airspace. Some are asking working on some solutions to accommodate a huge level of cooperation and the
why civil aircraft traffic should be disrupted the requirements both of space users as well willingness of all stakeholders to work

Full page ad_2017.qxp_Layout 1 8/16/17 12:04 PM Page 1
October 15-18, 2017

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together to achieve equitable solutions. Our

aim should be to minimize the impact of SpaceX’s Falcon 9 rocket
space vehicles on air traffic while launching the Intelsat 35e, a
maintaining a high level of safety. This will commercial communications
satellite, to a geostationary
require the modification of ATM software to transfer orbit
process and display space vehicle
trajectories, associated hazard areas and
no-fly zones. We need the ability to detect
and track commercial spacecraft entering
airspace. (The FAA conducted tests in 2016
using a drone to replicate a re-entering space
vehicle.) Other elements that feed into this
integration include repeatable processes so
that authorities can reach similar decisions
from similar criteria; shared situational
awareness; automated interfaces; and the
ability to manage performance variations.
Space training
We also need to train ATCOs and ANSPs,
including an understanding of the
characteristics of space vehicles. Cross-
training will be vital so that terrestrial ATC
controllers know the requirements of a
suborbital space vehicle, for example. These
vehicles travel at high speeds and may not
exhibit normal aircraft behavior even at
lower levels.
While operating solutions are being
developed, the time has also come for clear
rules to be drafted and agreed by all
stakeholders, to accommodate the
requirements of both aircraft in traditional
airspace and vehicles traveling through that
airspace to or from LEO. This will involve
close cooperation between organisations
responsible for space traffic management,
airspace/space users and ATM. And also
between the global regulators, including
ICAO, which is responsible for regulations
up to 65,000ft and the United Nations
Office for Outer Space Affairs, which is
responsible for LEO.
CANSO is working with all stakeholders
to ensure that all airspace users, including
those transiting through airspace to space,
can all operate safely and with minimum
disruption to each other. This is quite a
challenge and at CANSO’s Global ATM
Summit and AGM in June we devoted two
panel sessions to this issue. We heard from
representatives of the FAA’s Commercial
Space Transportation team, SpaceX, Virgin
Galactic, as well as ANSPs and regulators.
The debate was important in improving
understanding of the requirements of space
users, laying out some of the challenges, and
also in suggesting some solutions. This
debate is sure to continue and CANSO will
continue to bring stakeholders together to
help find a way forward. v

SESAR
SAR DEPLOYMENT
SE
MANAGER
A year marked by
pro g re ss fo r E uro p e’s Single Europea
n Sky
Deployment Man
ager
, SESAR
head of stak eholder relations
Freek de Witte,
The long-awaited mission of The ever-expanding Single European Sky

synchronizing and modernizing (SES) initiative will see a total of 73 projects
European airspace to accommodate completed by the end of 2017, with recent
in a safe and sustainable way the huge decisions being made to bolster further
increase in air traffic that is expected over projects via the Connecting Europe Facility
the next several decades, has made huge (CEF) funding incentive.
progress over the past year. Companies SDM is tasked by the EC with developing
across the continent have been working ever and implementing the technology
more closely with SESAR Deployment deployment phase of the SES initiative,
Manager (SDM), the organization appointed aimed at integrating the EU’s airspace to
by the European Commission (EC) to increase capacity, improve safety, lower the
oversee hundreds of ATM projects currently environmental impact and reduce costs.
in the works and ensure each scheme is Over the past year SDM organized seven
completed on schedule. A total of 37 site visits for delegations from the EC’s
projects, ranging from new workflow Innovation and Networks Executive Agency
management systems to enhanced airport (INEA) and the Directorate General for
safety nets, have been successfully Mobility and Transport (DG Move, the EC
completed so far, with a further 179 ongoing unit dealing with transport), to measure
and many more initiatives currently in the progress as well as to witness the
planning stages. deployment in action.
“The latest developments in the SES

environment are transforming and reshaping
the European ATM infrastructure, its main
features and its operational setting”
Massimo Garbini, managing director at SDM

SESAR

SESAR
The partners for the site visits organized necessary implementation information to the Reshaping infrastructure
by SDM each year are selected by INEA and operational stakeholders impacted by the “The latest developments in the SES
the EC based on a set of common criteria, Pilot Common Project (PCP) and involved environment – and especially the evolution
combined with feedback from SDM. in its deployment. The SESAR Deployment stemming from the SESAR project – are
Massimo Garbini, managing director at Program Edition 2017 includes a summary continuously transforming and reshaping
SDM, stated, “SESAR Deployment Manager of all activities to be undertaken, their scope the European Air Traffic Management
is pleased that in 2017 so many successful and timeframe, its geographical reach, as infrastructure, its main features and its
projects are being showcased to the EC and well as information on associated risks and operational setting,” says Garbini.
INEA. This is a clear indication that SESAR mitigation actions. “In this evolving picture, the need for a
is delivering. These are concrete benefits that The structure of the 2017 edition had common stable reference work plan, able to
are being delivered to EU passengers.” been reworked to reflect the high level of consistently steer the PCP implementation
Earlier this year, Garbini formally maturity that the program achieved after two across the years, will be complemented by
delivered the SESAR Deployment Program previous editions in 2015 and 2016, and the adequate flexibility needed to ensure
(SDP) Edition 2017 to DG Move. The SDP consists of five founding chapters designed constant alignment with the PCP and future
was developed to provide all of the to be stable in time. common projects. These requirements led to
Paris
Site visits by the SESAR

Deployment Manager
showcase projects to
stakeholders such as the
DSNA in Paris, France;
Brussels Airport, Belgium;
and Amsterdam Airport
Schiphol, the Netherlands

SESAR
the definition of the tailored structure of the in ATM modernization projects. The EU Next to the €283.3m (US$334.37m) of
SDP, to allow stakeholders access to data and has funded €283.3m (US$334.37m). co-funding for the 2016 CEF Transport Call,
information that is most relevant to their From those funds, a total of €266.8m no less than €365.5m (US$431.43m) will
area of interest.” (US$314.9m) is co-funded for civil ATM be invested in civil modernization projects
The EC’s CEF Coordination Committee modernization projects and €13.3m and €24.4m (US$28.8m) in military
recently made a decision that established the (US$15.7m) for military ones. modernization projects, bringing the total
list of proposals selected to receive EU “The co-funding of ATM projects remains investment of all involved stakeholders to
financial assistance, following the call for a true incentive and crucial accelerator for €389.9m (US$460.2m).
proposals launched on October 13, 2016. the timely deployment of SESAR projects,” Meanwhile, the European Investment
INEA foresees an investment of up to €2.7bn says Garbini. “But we should not forget that Bank (EIB) recently took its partnership
(US$3.19bn) in 152 projects, including regardless of these funding opportunities, with SDM to the next level after expanding
projects in the Funding Objective 3.3.1, stakeholders are still committed to invest in support for air traffic modernization projects
Single European Sky – SESAR, until 2020. Air Traffic Management modernization across Europe, to help meet growing
Related to the 2016 call, there is a total projects to meet the SES goals, again proved demand. The two organizations joined
investment wave of €676.7m (US$798.7m) by the investments being made.” forces last year after signing an MoU to
Amsterdam
Brussels

SESAR
help finance the SES management activities

initiative, and are performed by the SDM
now making additional will be included in a
financing options specific document, Report
available for SESAR air on DLS Implementation
traffic modernization Strategy and DLS Recovery
projects. The Plan into SES Framework,
cooperation aims to expected to be provided
find suitable financial to the EC. The document
mechanisms to aims to provide an overall
sustain the SDP, in picture of the European
the context of the DLS implementation status
€315bn (US$372bn) as well as a detailed picture
European Fund for of the steps necessary to
Strategic Investments accomplish the solution.
(EFSI) of the The involvement of the
Investment Plan operational stakeholders in
for Europe. datalink services constitutes
“ATM is going a key part of the SDM
through a period Consultation Campaign
of intensified 2017. As a matter of fact,
investment to the stakeholders’
support the consultation road map
technology pillar includes consultation on the
of the SES scheme, outcomes of DLS Path I and
which will only Path II projects and SDM
increase in the implementation management
coming years to activities. This consultation
cope with process was launched in
expected air traffic March 2017, in
growth across the correspondence with Cycle 2,
continent,” says and will proceed through
Garbini. “We are Cycle 3 (beginning of August,
delighted to be end of September this year) of
taking our the consultation campaign.
agreement with SDM, together with SESAR
the EIB to the Joint Undertaking, is also busy
next stage, with preparing for the next wave
new financing of technology to modernize
options available ATM infrastructure in Europe,
for SESAR after being mandated by the
stakeholders to help close the gap between By this mandate, the EC EC to do so.
the amount of financing required to aims to implement one of the key Earlier this summer, the EC formally
complete deployment and the funds recommendations in the DLS study decided to review the PCP. In its review, the
available through the CEF budget – delivered by the SESAR JU in July 2016: to SDM will confirm the status of the PCP and
providing an incentive to facilitate ATM “empower a pan-European air/ground propose minimum changes for swift and
modernization obligations.” datalink implementing function having potentially earlier implementation, as well as
appropriate steering responsibilities”. increased performance benefits, all while
Data sharing SDM, acting as the DLS project manager, maintaining buy-in through a wide
In addition to its other responsibilities, will support and monitor the DLS consultation with stakeholders.
SDM is also mandated by the EC to act as implementation projects and initiatives, The EC also recently instructed the SESAR
the datalink services (DLS) implementation focusing in particular on the envisaged JU to propose content for inclusion in a
project manager. transitional solutions (Path I). Moreover, second Common Project (CP2), from among
EC’s mandate to SDM refers to the DLS SDM will lead all preparatory activities the 60+ solutions it has delivered to date.
Recovery Plan, which aims to set a realistic needed to achieve the target solution (Model The two organizations will work closely
path from today’s DLS implementation status D) as well as establish mechanisms of on their respective mandates to ensure a
in Europe up to Initial Trajectory cooperation with all those bodies having to logical and consistent evolution in the
Information Sharing (AF6) implementation perform complementary activities essential synchronized deployment of SESAR
by the deadlines set in the PCP (January 1, to a successful DLS deployment. solutions. Both pieces of work are expected
2025, for ground, and January 1, 2026, According to the DLS program management to be delivered to the EC by the fourth
for the airborne segment). plan, the main outcomes of the DLS program quarter of 2017. v

206511_ATC市場向け広告(64221) M棚 1 折 2017/07/26 15:18:54
MANAGEMENT
FLY
FROM THE MADDING CROWD
ANSPs need a breakthrough technology to get safer and more efficient use out of our
crowded skies. Is 4D trajectory the answer?
Karl Vadaszffy

MANAGEMENT
Today’s ATC uses radar, M-LAT,

ADS-B, ADS-C and voice
communications to calculate
paths for aircraft. Through the evolution
of trajectory-based control, 4D trajectory
processing – through latitude, longitude,
altitude and time – offers the ability to
concretely demonstrate where an aircraft
is and will be.
Currently ground systems perform 4D
trajectory calculation predictions based on
information provided by different – and
usually ground-based – systems, including
flight plan, radar, aircraft performance
modeling databases like BADA, weather
information and airspace information.
In Europe, Eurocontrol is promoting
4D trajectory through the Pilot Common
Project (PCP), with plans for widespread
deployment by 2025.
Philippe Leplae, who is in charge of
trajectory management activities in the
Eurocontrol Research Centre, says the goal
of 4D trajectory is to “enable airspace users
to fly their preferred trajectory so that prior
Image: ESA-P. Carril

to a flight they can negotiate an optimal
trajectory across air traffic control centers
(ACCs). On take-off, there’s an agreed
trajectory and all stakeholders have the
information to facilitate it.”
The flight plan currently in use, he says,
“contains limited information and every
stakeholder takes it and builds their own
view of the trajectory in their own
jurisdiction”. However, with trajectory-based
operations, everyone will share the flight
script, which includes the trajectory
information but also the airborne constraints
to which the aircraft will be subjected.
Leplae comments, “Sharing this means
you’re better able to plan your activity,
which means you’ll be less prone to resort
to last-minute tactical action. It will also
provide flexibility because changes can be
made with full knowledge of impact.”
Eurocontrol is involved in FF-ICE
(flight and flow information collaborative
environments), an ICAO project that will
replace the current way of filing flight plans,
and will require information including
trajectory and flight script to be filed and
shared so that before departure more details
about a flight are available to all parties.
The PCP also foresees the development of
a flight object network throughout Europe,
with initial deployment planned for 2023.
Eurocontrol, as the network manager, has
a key role. Research is currently being
ESA’s Iris Precursor service
will provide air-to-ground conducted through SESAR on the
communications for 4D flight mechanism to enable several ACCs to
path control by 2018 interact with an aircraft’s trajectory, as

MANAGEMENT
well as the method to synchronize Above: The 4D concept simplifies traffic control operations
information on the ground with trajectory with a single trajectory
Right: The Iris project aims to develop a new air-ground
information held in an aircraft’s FMS. communications system for air traffic management
To participate in a flight object network,
ANSPs and Eurocontrol will have to upgrade
their systems and integrate a flight object Martín suggests it is “natural that in order
server, which means ANSPs will have to to provide optimal flight profiles for airlines,
modify their legacy systems to handle the the next step in the 4D trajectory concept is
increased functionality that will enable sharing and synchronizing air and ground
greater flexibility in transfer and trajectory data.
coordination between centers. It may He says the base technology to implement
also mean upgrading HMIs for controllers, the sharing of trajectories, including
all of which will require substantial but downlinking, is already available, but
worthwhile investment. upgrades are required on the ground, to the
Gonzalo Martín, ATM development ATM systems – particularly the flight data
strategist at Indra, a technology pioneer processor, although some ATM systems are
of 4D trajectory in real operational already prepared to support this concept –
environments, explains, “4D trajectory and in the air, where aircraft require
means that the ATMS predicts aircraft equipment for ADS-C and CPDLC.
behavior, moving from the concept of where
an aircraft is to where it will be. This enables Avoiding 4D variations
pilots to fly more direct routes, which Benefits of sharing and synchronizing
reduces flight diversions, flight time, fuel airborne and ground trajectories include
consumption and CO2 emissions, improved predictability; better consistency
maximizing flight efficiency. of air and ground trajectories; enhanced
“4D trajectory also helps controllers create automation between air and ground;
conflict-free plans and monitor the safe enhanced conflict detection and resolution;
separation between flights with minimum a reduction in frequency congestion for long
intervention, or intervention by exception, routine route clearances, leading to
ESA-P. Carril
which decreases workload and therefore increased ATCO productivity; and sector
increases capacity.” sequence improvement.
COMMON SYSTEM CROSSES BORDERS FOR 4D FUTURE

To support and enable the Single European Sky with Airbus cockpit simulator, and flight trials with and meteorological information at the European
through the harmonization of ATM systems, iTEC an Airbus A320 test aircraft. level. Project PJ18, part of SESAR 2020, addresses
(interoperability through European collaboration) is Another trial using real flights was the PEGASE solutions to these limitations.
a common European 4D ATM system founded by project, conducted by a consortium consisting of Project PJ31, also part of SESAR 2020, will
Enaire, DFS and NATS in collaboration with Indra Airbus, Eurocontrol, NATS, Skyguide and Thales. demonstrate the ATM benefits that can be realized
as technology partner. Other members so far are Its purpose was to assess the potential benefits through the use of downlinked 4D trajectory data
LVNL, Avinor, Oro navigacija and PANSA. of using ADS-C EPP (Extended Projected Profile) in ground systems. It’s a very large demonstration
Under the i4D project, partners including reported data in order to enhance ATM ground- in early 2019, with around 100 aircraft equipped
Eurocontrol and Indra investigated the use of 4D systems operations. with ATN B2 Rev A flying around Europe and
trajectory through several validation techniques Currently, trajectory inaccuracies are difficult to downlinking the EPP information. In this project,
using existing datalink technology (only a new spot and information given to stakeholders about MUAC will participate with its operational system.
ADS-C message and CPDLC messages were the trajectory is limited and sometimes inaccurate. DFS will also participate in shadow mode and NATS
added): fast time simulation and modeling, local Additionally, military flights aren’t integrated into with simulation. These ANSPs will perform the trials
real-time simulation, real-time simulations coupled the ATM system. There is also limited aeronautical using Indra systems.

MANAGEMENT
From airspace users’ perspectives, he

says short-term benefits will include the
optimization of climb and descent profiles
(through sharing top-of-climb and top-of-
descent information) and the avoidance of
deviations and unexpected maneuvers
(through improvements to air-to-ground
flight plan alignment).
Condis explains that Baseline 2 (B2), the
next-generation of ATS datalink services and
applications, will enable the bidirectional
exchange of 4D trajectory data between
ground automation systems and aircraft
FMS: “Standards to support the
implementation of B2 services and
applications are now available and have
been designed to keep the applications
independent from the underlying datalink
communications technology.”
Communications enabler
Air-to-ground exchange of 4D trajectory
information is possible with the Airbus
A320 fleet because of investments already
made to equip the aircraft with initial
datalink CPDLC services. Building on this,
there will be minor updates of the datalink
management system and FMS.
Condis adds, “Another key element,
required in the end to obtain the full
benefits of the 4D trajectory concept, will be
to develop and deploy a fully interoperable
ground-based communications infrastructure
among ANSPs and other ground partners.”
The European Space Agency (ESA) has
partnered with UK satellite operator
Inmarsat to deliver Iris, a program of high-
capacity secure digital datalinks via satellite
that enable air-ground communications over
continental European and oceanic airspace.
The initiation of Iris comes in two steps:
Iris Precursor will provide air-ground
communications for initial 4D flight path
control by 2019, and by 2028 the full Iris
A challenge being investigated by the ATM stakeholders in a common intent to be program will enable total 4D trajectory
SESAR JU project is how to overcome the achieved during the execution of a flight.” management over airspace around the globe,
fact that there are variations of the 4D He calls the introduction of 4D trajectory with datalink used as the primary means of
trajectory-based concept, as Martín explains: “an evolution, not a revolution”, adding, communications between controllers and
“The current situation is that different “TBO aims to eliminate many constraints cockpit crews.
ground systems from different suppliers that limit the ability of the ATM system as a Successful testing of initial Iris technology,
calculate trajectories differently, and these whole to deliver performance enhancements. performed in 2015, demonstrated that Iris-
trajectories are at the same time calculated In all operational phases – planning, equipped aircraft can provide ATC messages
differently by the different aircraft avionics.” predeparture and execution – it will provide with a frequency that exceeds that needed
Jérôme Condis, Airbus’s program manager all ATM stakeholders with means to ensure for initial 4D trajectory exchange. In late
for datalink and FMS products, comments, better collaboration in defining the most 2016, extensive test flight trials of a fully
“Air-to-ground exchange of 4D trajectory efficient trajectory. functional Iris terminal prototype were
information is a crucial element of the “Major ATM benefits could include route successfully performed.
trajectory-based operations (TBO) concept conformance monitoring and controller In 2018 validation activity in the busy
under definition by ICAO. TBO represents a awareness, demand and capacity balancing, skies of Northern Europe will be performed,
shift toward the use of a shared and agreed complexity management, and dynamic with multiple aircraft equipped with
trajectory, collaboratively developed by all airspace allocation.” certified Iris avionics on revenue flights,

MANAGEMENT
connecting ANSPs with the airlines’ evolution path characterized by the trajectories will enable the ANSP to “better
operations centre. increasing of performance delivery – namely use our airspace because we’ll have a much
Paolo Burzigotti, Iris development latency, ensuring continuity of service, better understanding of how aircraft
manager, explains, “Iris is devised to be a availability and capacity”. perform, almost down to the individual
global system. By supporting the definition It will enable effective trajectory aircraft itself”.
of a standard at ICAO, Iris will fulfill management, resulting in the optimization NATS is following a program that will
requirements that are applicable globally, of aircraft routes, benefiting airlines’ fuel first revise its lower airspace to introduce
harmonizing several different geographical consumption. “Today, 42km is the estimated systemized routes using the PBN RNAV
areas with an implementation that isn’t average distance an aircraft flies longer than capability of aircraft, “so each runway will
region specific.” necessary, due to the fragmentation of the provide a determined route from either
The Iris program is conceived to be airspace,” Burzigotti reveals. departure or to arrival to the runway, up
implemented in a stepped approach which Tony Vaudrey, head of strategy and to a point in space when an aircraft will
will “ensure a coherent satellite technology business requirements at NATS, says 4D transition into free route airspace.”
“Controllers will have a much

richer information environment
around the aircraft”
Tony Vaudrey, head of strategy and business requirements at NATS

MANAGEMENT
To facilitate this, NATS is updating its He suggests that the introduction of new Above: NATS’ new
flight data systems. It currently has iTEC tools in an ATM center, and ensuring their Prestwick center was
(interoperability through European uniformity of use, will be tricky, but that opened in 2010
Left: Consoles at the
collaboration) operational in Prestwick, “you have to take people on a change NATS Prestwick center
Scotland, upper airspace, and will bring it journey. To get the maximum level of
into area control for the whole of en route efficiency and value out of these tools, we
by early 2020, before later introducing iTEC need to standardize our process and the data
into lower airspace. we use.” v
“We’re updating our demand capacity
balancing tools to use trajectories to
understand workload at the sector level FUTURE INFORMATION INCREASE
so that there’s a more dynamic use of NATS’ Tony Vaudrey says that in the future, while further. It’s necessary to find a way of displaying
sectorization,” comments Vaudrey. “In traditional surveillance technologies will remain the EPP data to controllers in a useful way and to
the future, we’ll design sectors in a more in place to support controllers, they will receive work out how the controller can interact with it.”
modular fashion so that they can change far more information through ADS-C, which will Currently Indra’s predicted 4D trajectory is
shape. We need to introduce more provide them with greater detail about aircraft based on BADA, and uses the standardized
conformance monitoring so that if an capability. “Controllers will have a much richer speed profile (based on the maximum throttle
aircraft deviates from its PBN route we information environment around the aircraft,” hypothesis) to model the level part of the
can do something about it quickly.” he says. “They will experience datalink in terms trajectory. Martín suggests a future possibility
Highly important is the need to exchange of moving away from dependency on voice to with downlinking could be to receive
4D trajectories between partner ANSPs for exchanging CDLC messages, and some of them information from an aircraft about its engines
interoperability, while having good will be more automated. But the transition from and aerodynamics, and use it in the trajectory
connectivity with the airline operating using a radar image to using a trajectory image prediction instead of it being modeled.
center and airports around the collaborative won’t be for at least a decade.” How the weather is used for trajectory
decision making in determining routes. “We Indra’s Gonzalo Martín believes it will be computation could also be developed. Martín
want to break down the barriers between necessary to develop a common mode of explains that nowadays weather predictions are
stakeholders, to get to the point where the operation to take full advantage of 4D trajectory: used, coming from meteorological offices around
“How the information available is displayed to the globe, but Indra is working on using wind
transition of aircraft responsibility from one
controllers through the HMI and what use can be predictions based on FMS data to generate more
ANSP to another is almost without any
made of this information needs to be investigated accurate weather information.
effort, which is foremost a technology and
process challenge.”

INTEROPERABILITY

INTEROPERABILITY
COLLABORATIVE
DECISION MAKING
ANSPs are helping airports become more efficient and
effective through the sharing of information and processes
Mario Pierobon
Airport collaborative decision standardization of relevant data elements

making (A-CDM) is an optimized and the proactive exchange of data, to
operational concept that concerns create both predictability and management
people and operational processes. It is opportunities to optimize the use of spare
underpinned by the sharing of planning and runway capacity and to handle disruptions.
actual flight data in the regional or global It has to be based on the mindset of
aviation network of which airports are the collaboration. For it to work, everyone
nodes. Many of the airports which have involved in the operation of an airport –
implemented A-CDM, particularly in from airlines to ATC authorities – must
Europe, have found that its introduction be prepared to work together.
and use results in harmonization of air and “A-CDM combines airport, airline and
ground processes across all air transport ATC processes. These processes are
industry stakeholders, including the key structured into an information-sharing
stakeholder of air traffic management. system that enables airlines, airports and
Nick Gates, portfolio director of airport air navigation service providers to predict
solutions at aviation IT systems supplier aircraft push-back times, engine startup time
SITA, says, “A-CDM ensures the and expected airborne time. The information

INTEROPERABILITY
IMPLEMENTATION TIPS
When A-CDM is implemented at an airport, the ATM service provider is involved from the very
beginning and plays a major role in all the elements of an A-CDM implementation. “They are one of
the main partners in A-CDM at the airport, together with the airport operator, aircraft operators and
ground handling agents,” says Booth. “The process often starts with the signing of a memorandum of
also helps ATC plan aircraft departure and
understanding by the main partners, outlining their respective responsibilities.”
arrival movements.”
“Although Eurocontrol has done an excellent job of defining precisely what A-CDM means in Europe,
it varies a bit throughout the world and even in Europe each airport is unique,” says Brown. “Because of
A-CDM benefits this, our approach is always to work with the key stakeholders to identify their unique A-CDM concept
After years of implementation in Europe the of operation and put a tailored plan in place to achieve it. We recommend beginning the process
airports that have embraced the A-CDM with stakeholder workshops and working groups, and maintaining some regular schedule of these
operational concept have seen substantial engagements even after the system is rolled out. From the ATC perspective, the introduction of A-CDM
improvements in on-time performance, have often means that a pre-departure sequencer or DMAN capability is implemented as part of the full
reduced aircraft’s fuel burn and emissions, project scope. This will introduce new ways of working that will require training, and for ATC to rely on
and have used infrastructure, equipment the information that the system provides.”
and staff better. Many airports are also able ATC most often interacts with A-CDM when doing departure management. “Depending on the
to recover from disruptions and adverse concept of operations, this may only require fairly minimal adjustments to processes or may involve
conditions faster. more direct collaboration and negotiation with flight operators,” says Brown. “Our experience tells us
“For ANSPs, it means a reduction in that early user engagement is the key to successful A-CDM implementations. It is important to bring
controller workload, a proactive view of together people from all the groups to discuss how they want A-CDM to work for them at their airport.”
traffic several hours ahead and operational
integration with airline, handler and airport
managers,” says Gates. maximizing departure rates and improving A-CDM enables this planning to be done
According to aviation consultant Matt the predictability of all aircraft operations, 30 to 40 minutes before the aircraft is ready
Shepherd, A-CDM allows ANSPs to improve ANSPs can also optimize their ATC to go off-blocks,” says David Booth, A-CDM
airport safety and efficiency. “The sequence resources, not only at the A-CDM-equipped implementation manager at Eurocontrol.
of departing aircraft, specifically the order airport, but also in much of the airport’s “In A-CDM terms this is referred to as pre-
they present at the departure holding point, surrounding airspace.” departure sequencing. In pre-departure
can greatly affect the departure rate at an A-CDM enables ANSPs to plan much sequencing, aircraft are sequenced leaving
airport,” he says. “A-CDM provides a further ahead than they otherwise could. the stand, thereby delivering to the tower
structured method of planning aircraft “In many places, controllers are planning or runway controller a close-to-optimal
movements that optimizes the departure their departure sequence after the aircraft sequence for departure. The final departure
rate. By reducing movement area congestion, have called them ready for departure. order remains with the tower/runway

INTEROPERABILITY
Far left: The first step

toward A-CDM is to set
up a control center
Left: Changi Airport in

Singapore is an early
adopter of A-CDM
controller. Benefits reported have been “At SITA we have the Airport Management adapt to different ways of working and is
reductions in controller workload and Solution (AMS), a suite of integrated easily customized for each airport and each
fewer aircraft on the taxiway system.” software modules designed to support and user at the airport, regardless of what
enhance airport operations from landside to organization they are in. This is why A-CDM
Technological upgrades airside, from landing to take-off,” says Gates. is equally as effective at JFK in New York as
A-CDM is more about people and processes At the core, these modules all exchange it is at HKG in Hong Kong,” says Robert
than it is about technology, although it information with AirportCentral, the data Brown, head of portfolio and strategy at
cannot be implemented without a strong repository, which can be configured with Saab Air Traffic Management.
technology platform. Key ATC systems that flexible business rules to suit each airport. “A-CDM also typically requires connecting
feed A-CDM are arrival managers (AMAN), Available within AMS is an integrated new and existing systems for the first time or
which calculate accurate landing times for A-CDM suite of modules along with passing a richer set of information between
inbound aircraft, pre-departure sequencers business intelligence capabilities. These them. For example, an A-CDM platform like
for planning start approval times for A-CDM modules, which include pre- Aerobahn benefits from connecting to the
departing aircraft, and departure managers departure sequencing, ADMAN, a de-icing ATC tower systems to get information direct
(DMAN), which calculate runway use for planner, a runway performance manager, to those who need it and from those who
departing aircraft. Some ATC automation airport business intelligence, a CDM have it. This is how Saab’s Aerobahn and
systems include arrival-departure managers information sharing platform and CDM Integrated ATC Suite work together to
(ADMAN), which combine these functions. instant messaging, come together to support provide value. Commercial stakeholders
“Planning the movement and order of the concept of A-CDM. will use Aerobahn to manage their operation
aircraft presenting at a departure holding For A-CDM to be successful, stakeholders while controllers will use their primary tools
point has traditionally been an ATC need technology to help share, process such as A-SMGCS and electronic flight
function. When an A-CDM, pre-departure and visualize the information. In addition, strips, but both systems share information
sequencer or DMAN is introduced, operational needs vary by stakeholder and so that each party at the airport has the
explaining the need to automate this airport, so the technology needs to be same up-to-date view.”
planning function to the controller who flexible so that it can adjust to the local
already does it without conscious thought operation and not the other way around. A-CDM uptake
can be a challenge for the implementation “Saab’s Aerobahn CDM Suite was There are currently 24 fully A-CDM airports
project team,” says Shepherd. intentionally designed so that it is able to in Europe, while another 15-25 airports,

INTEROPERABILITY
with all local stakeholders – including ANSPs airports as São Paolo and Toronto are leading “Although I have no knowledge of ANSPs
– have an ongoing A-CDM program and aim the way. In the USA, the FAA introduced the ultimately refusing to step into an A-CDM
to implement it by 2020. Outside Europe, related, but somewhat different ‘surface CDM’ project, there is initial resistance, even to the
without a central network manager and program, with successful trials at airports point that projects catch significant delays,”
supra-national body such as Eurocontrol including JFK, and implementation of the says aviation consultant Kris De Bolle, who
to coordinate and drive the program, initial departure metering concept. Notwithstanding specializes in A-CDM. “Particularly at
implementation programs have been started all these positive activities, there is still quite airports that have no runway or taxiway
at airports in Dubai, Singapore, Hong Kong some resistance and fear of the unknown capacity issues and where A-CDM can
and Auckland, some of which have by now when starting to discuss A-CDM at local deliver mitigating measures, it is a challenge
reached ‘local’ A-CDM status, as there is no level. Therefore, starting with consultancy, to convince ANSPs to engage in a complex,
network manager to connect to or exchange involving true experts instead of jumping multistakeholder project that does not bring
information with. into technology, is the way to proceed.” immediate and convincing benefits to their
“Airports like Mumbai in India have done “While to a certain extent the cost of organization. Again, in such cases,
the same in recent years, and Japan, Thailand, equipment or the training of traffic stakeholder engagement is key to help
Malaysia, Indonesia and others are following controllers has resulted in some resistance, ANSPs understand that besides runways and
suit,” says Gates. “In some cases, the ANSPs we have found culture change to be by far taxiways, airports have a ‘business end’ with
and not the airport operator are the lead the biggest obstacle to implementation,” terminals and aprons where passengers must
partner in those programs. In the Americas, points out Booth. be processed by different stakeholders, and
“While the cost of equipment or training

controllers has resulted in some resistance,
we have found culture change to be by far
the biggest obstacle to implementation”
David Booth, A-CDM implementation manager, Eurocontrol

INTEROPERABILITY
Main: A-CDM’s use

enables the reduction of
taxiing times for aircraft
Right: Nice Côte d’Azur

Airport has realized
benefits by using A-CDM
that they (the ANSPs) are an essential link in

the chain to do this in a very efficient way.”
Next steps
In Europe, A-CDM forms the baseline for a
number of extensions being developed by,
for example, the Single European Sky ATM
Research (SESAR) project. “In Europe the
exchange of dynamic CDM information
between the CDM airports and Eurocontrol
provides more accurate take-off time
estimates, resulting in better predictability.
This improved predictability is an enabler
for a more efficient European ATFM
network,” says Booth.
The next step beyond single-airport
CDM implementation is an integrated
networked solution. “In this networked
version,” says Shepherd, “movements at
one airport are managed in light of
movements at another. This means that
the DMAN capability at a single airport
receives input from a centralized ATFM
solution that balances the departures and
arrivals at multiple networked airports.
The benefits of this for an ANSP are that
there is an increase in airborne efficiency
with reduced airborne delay, reduced
fuel emissions and more predictable
operations across the entire serviced
network. This type of integration requires
agreement on network protocols across
multiple ANSPs.” v

CLOUD COMPUTING
UP INTO THE CLOUD

Cloud computing enables complex and sensitive information to be
transferred between ANSPs and control towers faster than ever before
Julie Fortier, communications specialist, NAV Canada
2
Increasingly volatile weather Managing 18,000,000km (7,000,000 square short timeframes,” says Rudy Kellar,
patterns, growing consumer demand miles) of airspace and some 1,200 flights daily executive vice president of service delivery
for on-time flights, and ever more crossing to and from Europe, NAV Canada and at NAV Canada. “Our operational employees
congested airspace are just some of the its subsidiary NAVCANatm strive to continually require access to this data 24/7 to keep
pressures facing the commercial aviation improve safety and efficiency for its customers operations running smoothly, making the
industry today. This is why the need and through technology. NAVCANatm provides industry well-suited to leverage the unique
expectation for ATM to adopt the most fully integrated ATM technology and services benefits that cloud technology offers.”
advanced technology available is vitally used by tower, terminal and en route air traffic In 2017, NAV Canada fully rolled out its
important for those in aviation. For many, controllers. There are currently 1,200 Common Hardware Integration Platform
including NAV Canada, this means looking workstations operating NAVCANatm (CHIP) to its area control centers (ACCs)
to the cloud to facilitate the exchange of technology at more than 100 sites worldwide. in Canada, providing the backbone to
critical information in a way that was never “Air traffic management is an industry that transition much of NAVCANatm’s
possible before. processes huge amounts of complex data in technology onto the cloud. NAV Canada

CLOUD COMPUTING
DIFFERENT SERVICE LEVELS OF CLOUD COMPUTING

Cloud technology, also known as cloud computing, has several different service level models. Increasing
in order of complexity, each level of service is built upon the one that precedes it:
Infrastructure as a Service (IaaS) – The ‘building blocks’ of cloud computing, upon which other service
models are built. With IaaS, traditional hardware such as servers and data centers are provided by a
centralized or external provider and managed centrally in the cloud for the user.
Platform as a Service (PaaS) – This is the infrastructure for software deployment built upon the IaaS
backbone. PaaS allows for operating systems, databases and other COTS infrastructure applications to
be managed in the cloud.
Software as a Service (SaaS) – Software or applications are provided as a service to the end user on an
‘as needed’ basis without the need for them to directly manage or update the underlying technology.
applications such as the Canadian Automated storage infrastructure as well as private

Air Traffic System (CAATS), NAVCANsitu networks for its cloud technology, ensuring
radar display system, and NAVCANstrips, the that the system is completely secure and can
electronic flight data coordination system, meet all of its end users’ unique requirements.
have already been moved to CHIP, removing The cloud technology model being used by
the need for 75% of the servers from ACCs. NAV Canada’s CHIP is known as the
Infrastructure as a Service (IaaS) model, which
What is cloud technology? sets the foundation for other service models to
Virtually everyone who has used a computer be built upon. By 2018, NAV Canada will
with an internet connection is familiar with elevate the service model for CHIP to a
Above: NAVCANatm, a subsidiary of NAV CANADA, provides
fully integrated ATM technology and services used by tower,
and has used cloud technology, even if they Platform as a Service (PaaS) model and then
terminal and en route air traffic controllers. aren’t aware of it. Social media, web-based the Software as a Service (SaaS) model shortly
email and remotely installed security after (for more information on cloud models,
Top right: In 2017, NAV CANADA fully rolled out its Common updates for software, are all possible with see sidebar). The SaaS model will enable end
Hardware Integration Platform (CHIP) to its ACCs to transition cloud technology. Cloud computing provides users to access software or services on a
its ATM technology into the cloud. shared processing resources and data to customizable, as-needed basis. By 2019,
computers and other devices via the internet application software, as well as the data used
or over a secured network, enabling by that software, will be stored in the cloud
on-demand access to a shared pool of data rather than on local computers or servers.
and resources that can include applications,
networks, storage and servers. Why move to the cloud?
Rather than using the internet to exchange There are many benefits of moving to the
data, NAV Canada uses a private compute and cloud: reducing costs, increasing security and

CLOUD COMPUTING
Left: SWIM facilitates instant access to ATM data to those

improving safety are just some. The cloud method of operating systems and
who need it, ensuring all users are working from the same
model offers scalability to address changing applications using virtualization and information in real time.
demands and the ability to deploy new automated application packaging and Top: The SaaS model for ATM technology offers ANSPs
systems without requiring expansion of the deployment. For example, deployment of opportunities for customization to meet operational
CHIP platform, saving infrastructure costs. Fusion, NAV Canada’s new surveillance requirements, cost reductions, and shared resourcing.
Since the number of servers is greatly reduced processor, and its air navigation system Above: NAV Canada has developed a new platform designed
to enable SWIM which will allow greater exchange of
and the technology provides multiple levels of monitoring and control system will be hosted
information with ANSP partners.
redundancy, there is less need for specialized on CHIP as it is deployed across Canada.
technical support for installation and CHIP will also support a new
maintenance, which reduces labor costs. NAVCANatm platform designed to enable
There is no additional hardware, operating system-wide information management CHIP – as well as the internet, to send and
system software or servers to purchase or (SWIM) and it is expected to be phased into receive data. NAV Canada also expects to roll
install when deploying new systems. operational use over the next few years. out SWIM standards for aeronautical
Until recently, upgrades for ATM technology SWIM aims to shorten journey times, lower (AIXM), flight (FIXM) and meteorological
required NAV Canada technologists and fuel consumption, and improve punctuality (WXXM) information in the next two to
engineers to visit sites across Canada to deploy and safety through the greater exchange of three years.
new hardware and infrastructure. Today, this information such as airport operational While NAV Canada has made great strides
more expensive, time-consuming process, status, air traffic flow, weather information migrating many core products to the cloud,
which often extended new technology roll- and flight data between ANSPs. SWIM there are more exciting advances in the
out time, has been greatly reduced. allows for instant access to this critical data works. As Kellar explains, “There has been a
to those who need it – such as controllers, lot of great work at NAV Canada setting up
Next steps dispatchers and pilots – ensuring all users the cloud infrastructure and now it’s time to
CHIP has improved NAV Canada’s ability to are working from the same information in put the operational concepts to use. By
deploy new systems. Moving forward, the real time. To accomplish this, SWIM requires leveraging the platform to further facilitate
company will create a common installation dedicated and secure IP networks – such as SWIM, we can enable tactical and strategic
data sharing, coordinate with existing ANSP
partners and enhance communication with
SAAS PROVISIONING FOR ATM airlines and dispatching systems.
A SaaS provisioning model for ATM offers customized and responsive solutions geared specifically “This will ultimately lead to better overall
to operational and capacity requirements of each site. Services can be dynamically deployed (or management and efficiency in the industry.
decommissioned) to address operational requirements and scaled to respond to seasonal swings in We will continue to work with our
traffic, or address a longer term capacity trend. The same services can be extended to partners – customers and industry partners toward our
airports, airlines and other ANSPs – to maximize collaboration and opportunities for greater efficiencies. goal of improved service and safety, and
For NAVCANatm customers, additional savings come from reduced deployment and maintenance costs, added value to our customers by bringing
improved service monitoring, and shared resourcing of the services. our ATM technology and services into the
cloud,” concludes Kellar. v

SUPPLIER INTERVIEW
Will Sheward, vice president

marketing and sales, Isode
SWITCH TO SECURE
MESSAGING
How to introduce and keep up-to-date the latest messaging software for ground-to-ground
communications, says Will Sheward, vice president marketing and sales, Isode
Ben Sampson, acting editor, Air Traffic Technology International
Can you explain what AMHS (Air Traffic standard is also at the core of many the message and content have not been
Services Message Handling System) is? electronic data interchange (EDI) and tampered with.
AMHS is the standard now being adopted military messaging applications in use today.
for ground-to-ground communications EDI and military messaging are Isode’s other Why have ANSPs adopted AMHS?
between and within aviation authorities for two major markets. One of the key benefits More than 150 aviation authorities have now
sensitive information such as flight plans of the X.400 standard over AFTN and adopted AMHS-based systems to one extent
and meteorological data. It is gradually CIDIN for all three of these application or another. As you might expect, the costs
replacing systems based on two older areas is reliability of delivery. and disruption of a ‘big bang’ approach to
standards: AFTN (Aeronautical Fixed A properly designed X.400-based system switching to AMHS have led most
Telecommunication Network) and CIDIN ensures that messages are delivered to the authorities to phase in, over a number of
(Common ICAO Data Interchange Network). correct recipient, or an alternative if the years, their new AMHS systems. These are
recipient isn’t available, on time, ahead of usually installed at major international
What are the advantages of AMHS over other messages that have a lower priority, centers first, with existing AFTN systems
traditional systems? regardless of the order in which the continuing to be used at local and regional
AMHS messaging is based on an email messages were sent. The X.400 system’s centers. One of the main challenges has been
standard known as X.400. That same security also provides the assurance that therefore to ensure that gateways are in place

SUPPLIER INTERVIEW
that are able to pass messages between When things go wrong – and they will at the user interface, hardware and, most
systems based on AFTN and systems based some stage – having a solution provider who importantly, the training, installation and
on AMHS. has stood beside you throughout the lifetime support necessary to make a transition to,
of the project is essential, someone with and operation of, a new system successful.
What are the major challenges in plenty of experience in the market and a Think of us as an engine supplier to a car
transitioning to AMHS? good track record. manufacturer. Our role is to support our
As with many technical projects, the biggest We’ve unfortunately seen a number partners in designing, phasing in and
challenges are often not technical in nature. of situations where aviation authorities, maintaining the systems that they install
AMHS is such a big change from previous convinced that the project has finished for aviation authorities.
systems that the major issues are often based with final system acceptance, have let Of the 150+ aviation authorities who
around installation, training and roll-out. In their support contracts with their solution have, so far, implemented AMHS systems,
addition, the scope of AMHS systems can be providers lapse. The lack of continuity this more than 110 are using Isode software
so much larger than the systems they are introduces means that when a problem as a core component of that system.
replacing that drawing a realistic boundary occurs, something that should have been a
around a project is often a key requirement. minor upgrade in the hands of a solution What is Isode working on for the next stage
provider who has tracked developments of development for AMHS?
What are the first steps you recommend through the years, turns into a major new When ICAO defined the AMHS standard,
when considering upgrading to AMHS? project, with all of the time and cost it specified two levels of AMHS
Choose your solution provider wisely and implications that this entails. Canceling implementation: Basic, which provides
budget for a long-term relationship. The support is a false economy. the same level of functionality as the AFTN
lifetime of these systems is long – much service; and Extended, which provides
longer than you’d find in a similarly mission- What is Isode’s role and market share in the additional services and functions including
critical system deployed in a commercial AMHS sector? security based on digital signatures.
organization. Systems are often sent out It’s important to note that Isode does not Isode products have been able to support
as ‘black boxes’ to remote airports and not supply AMHS systems; we supply the core extended services for quite some time and
touched or reconfigured unless there’s a message switching software around which our main focus at the moment is supporting
need for a capacity expansion or in the our partners build a complete system. As our partners in their push to encourage
event of a hardware failure. well as our software, a system would include adoption of extended air traffic services. v
Isode

COMMUNICATIONS
CABIN CONNECTIVITY
Digital communications systems with broadband connectivity provide pilots and air traffic
controllers with enhanced operational benefits including increased safety
Mary McMillan, vice president, safety and operational services, Inmarsat Aviation
IT and networking specialist Cisco stimulate greater innovation – all of which and have a replacement ready, than to wait
predicts that mobile data traffic will can influence the bottom line. for it to fail and take the equipment off-line.
increase tenfold and will double in For example, sensor data from flights For the first time, Inmarsat is bringing
speed by 2021. At the same time, IATA can be analyzed to enhance prevention always on, always secure, high-speed
claims the number of passengers will double measures, leading to fewer canceled flights broadband to the cockpit, delivering much
to reach seven billion by 2034. With this and reduced safety risks. Airlines can tailor faster communications and a host of new
data boom set to change how we live and shopping and services to each customer, safety applications that had not been
work, the aviation industry is becoming personalizing the experience to build loyalty. previously available. Today’s satellite systems
increasingly data-oriented and information- Flight crews can address passengers by for cockpit communication are limited to
hungry. As a result, broadband connectivity name and can view their food and drink less than 10.5Kbps, however,
is fast becoming a catalyst for change in preferences based on their profile. SwiftBroadband-Safety (SBS) from Inmarsat
airline operations. It is no surprise, then, that higher data increases that speed by many orders of
Airlines understand the power of big data speeds are coming to the aircraft cockpit. magnitude, up to 1.7Mbps. This is powerful
and the immense strategic value to be gained Faster cockpit connectivity will transform enough to enable pilots to stream in-air
by connecting their fleets. Big data, and the the horizons of economy and profitability graphical weather updates and airplane data,
connectivity to process it, can monetize the for airlines. Exchanging detailed real-time and brings several safety improvements for
inflight segment for passengers, stream information between aircraft and the ground flight crews, airlines and the passengers.
aircraft data to the ground to optimize unlocks new levels of intelligence to drive SBS enables everything from safer
operations, and deliver real-time information decision making and optimize fleet operations and better communications,
to the cockpit to boost safety and efficiency. performance. Imagine if maintenance to improved fuel efficiency and optimized
When bigger and better data is refined, crews could diagnose aircraft data while fleet performance. It also enables ATM
analyzed and linked to existing enterprise the airplane is still hundreds of miles away. modernization programs to be implemented
data, airlines can develop a more detailed Replacement parts could be pre-positioned, through SESAR and NextGen. With its added
and insightful understanding of their reducing or eliminating turnaround time. It capacity, SBS also means a lower cost-per-bit
business, which can boost productivity and is far cheaper to predict when a part will fail of data, all delivered through smaller and

COMMUNICATIONS
Iris will enable air traffic controllers to pinpoint aircraft in four dimensions including latitude, longitude, altitude and time
with satellite technology. (TBO). TBO enables pilots and controllers

While passengers may be able to text to collaborate on flight trajectories and
with their smartphones in the cabin, calculate the shortest available routes,
pilots and controllers still use VHF radio cruise at optimum altitudes, and use
to communicate via voice calls. These calls continuous climb and descent paths.
congest the radio spectrum and make up Non-IP aircraft communications of the
a large portion of a controller’s workload. past were simple and required little security
To unburden controllers and free up the and less access to information. The
lighter avionics. Additionally, SBS operates on airwaves, the European Commission has transition to broadband IP and satellites
a different frequency to other Inmarsat cabin mandated using digital communications ushers in an era of greater connectivity and
offerings, enhancing data security. instead of voice communications between more devices with the potential to connect.
pilots and controllers. In response, the Iris will protect aircraft communications
ATM under pressure with European Space Agency (ESA), in agreement from cyberthreats with security gateways.
today’s busy skies with SESAR, launched the Iris program, These gateways provide a VPN barrier
With today’s busier and busier skies, a satellite-based communication solution between the ground and each aircraft that
European airspace stands above the rest that complements radio frequencies used assures mutual authenticity and integrity of
as the most traveled. The radio frequencies on the ground. Iris uses SBS satellite data exchange. They also securely connect
we use to manage flights over Europe are technology to transmit critical ATM the flight management systems on board the
nearing capacity. Delays and cancellations communications via datalink. aircraft to the corresponding systems used
are common due to congested air traffic, The Iris pilot and controller communications by air traffic controllers on the ground.
causing frequent bottlenecks at airports. are digital and are sent and received via Inmarsat’s SBS and Iris are among the
If this trend continues, the economic terminals in the cockpit and the flight leading technologies in the effort to
consequences could be severe. Airspace control facility. This includes position modernize the way air traffic is managed.
is a vital infrastructure of our world and reports, clearances and runway conditions. These programs offer many benefits – at the
it must be protected. It’s just as important highest level they boost economic vitality,
as our roads, railways and ports. Flight control becomes more precise spare the environment from unnecessary
SBS currently brings the power of the Iris will enable initial ‘4D’ trajectories. This emissions, and increase safety. They help
internet to aircraft flying oceanic routes, but is the ability to pinpoint an aircraft in four guide, track and connect aircraft more
tomorrow, it will guide tens of thousands of dimensions: latitude, longitude, altitude and precisely and efficiently, allow more airplanes
narrow-body aircraft that fill the skies over time, one of the major concepts defined in in a given airspace, reduce inflight delays, and
Europe through a program called Iris. SESAR. This will enable precise tracking of avoid bad weather. Broadband data over IP
Powered by SBS, Iris is an ATM overhaul flights and more efficient management of is a game-changer and today exceeds the
that enhances VHF radio communications traffic through trajectory-based operations capabilities of a ground-based datalink. v

VOICE COMMUNICATIONS
EXPERIENCE CONNECTS
Voice communications is one of the most important communication media between
controllers and pilots. Reliability and support of old as well as new standards is a must
Daniel Weideli, vice president, air traffic management at comsuisse, Zurich
Reliable voice transmissions are a key communication protocols as well as analyzed carefully as the physical separation
factor in the communication between special procedures in phone and radio in redundant internal and external networks
air traffic controllers and pilots. Over communications. A phased approach from has an important influence in reliability/
the past couple of years, telecoms providers current voice communication systems (VCS) availability of the communication.
have completed the change from analog to most modern VoIP technology ensures Voice communication is real-time data,
communication media via time division there is minimal impact to operations. where latency/jitter is an issue. Within a
multiplexing (TDM) to voice over internet Integrating VoIP communication links control center, a delay of more than 10ms
protocol (VoIP). However, due to the large in a TDM-based system is one solution. creates disturbing echo effects on speakers
amount of legacy communication media, Exchanging the TDM-based kernel with a between neighboring working positions.
protocols and procedures that are used VoIP-based kernel, with gateway to TDM Dedicated networks within the center have
within ATM, the process of change is much for legacy access, is future-proofed and even to be supervised by the VCS supplier. This
slower than expected. more cost-effective. comsuisse is able to includes the steady analysis of redundant
The European Organisation for Civil exchange the TDM kernel of ICS 200/60 paths, including supervision of the quality
Aviation Equipment (EUROCAE) working systems with a new myVCS VoIP kernel. and alerting in case of a loss of a path.
group (WG) 67 did a brilliant job in the The exchange of the kernel can be carried To maintain quality communications and
standardization of VoIP within ATM. The out in one night, without the need to ensure reliability, comsuisse recommends
technology is ready and it is now the task change the legacy interfaces. the physical separation of voice networks
of the ANSPs to schedule the next step. Beside the legacy interfaces, the legacy wherever possible.
Experienced suppliers are best placed to operator positions can also be operated via The availability and quality of
support ANSPs in the smooth transition of a gateway with the new kernel. This enables communication links between the
their communication systems. comsuisse, a the seamless continuation of operational usage center and remote radio sites are critical.
company for safety critical, highly-reliable without the need to change the operators’ HMI Redundant networks provided by different
voice communication solutions combines a or operational procedures. With this, the ANSP network providers can help to increase
crew of engineers with long-term experience gets full access to modern VoIP communication reliability. However, this has a large impact
of working with TDM-based ICS 200/60 including SIP, ED-137B. In further steps the in network costs, which has to be taken
systems with an expert knowledge of most customers can expand the system with new into consideration by the ANSPs.
modern VoIP technology. VoIP-based operator positions.
myVCS
Smooth transition Reliability With its myVCS systems, comsuisse is able
When transitioning from TDM to VoIP, The vision of having one network for all to supply a highly reliable, full VoIP solution
it is important to maintain legacy voice communication services has to be designed for ATM. The system is fully

VOICE COMMUNICATIONS
compliant with the current EUROCAE Left: comsuisse engineers

standard ED 137B and can be easily are able to support the
transfer of the kernel
upgraded to the upcoming ED 137C. from legacy analog voice
comsuisse engineers have been active communication systems
members of the Eurocontrol Vote and to modern VoIP technology
EUROCAE WG-67 standardization in a single night
committees responsible for standardization
in ATM for many years.
Due to the decades of experience gained
by the development team, the new myVCS
is on par feature-wise with the successful
ICS 200/60 and can be easily integrated
with existing ICS 200/60 equipment for
legacy communication.
myVCS Legacy
The engineering team at Comsuisse is able
to merge TDM with VoIP communication
systems. This supports a smooth transition
from current TDM installations via a mixed
VoIP and TDM system towards a more
modern VoIP solution. This technology
enables customers that already have ICS
200/60 systems in operation to upgrade their
systems with minimal interference. Operator
positions Rev.C of ICS 200/60 systems can be
mixed with new full VoIP operator positions
of myVCS. Interface subracks of any
generation of ICS 200/60 can be integrated
and used with myVCS kernels.
ICS 200/60 support

There are several hundred ICS 200/60
systems and more than 5,000 operator
positions in use worldwide. The quality of
these systems is extremely high. comsuisse
has proven to several ICS 200/60 customers,
its abilities in regards of support, maintenance
and training. The comsuisse application
engineers have long-term experience with
ICS 200/60 system support and training.
ICS 200/60 was developed by the engineers
of comsuisse. Any existing ICS 200/60 system
can also be upgraded at any time to enable
access to modern VoIP networks.
Together with its sister companies,
comsuisse is not only able to support ICS
200/60 voice communication systems, but
also adapt, produce and provide long-term
maintenance for customers operating ICS
200/60 systems. v

COMMUNICATIONS
Photo: Thomas Banneyer
ENHANCING SITUATIONAL
AWARENESS AT AIRPORTS
Opening the ATC frequency to ground vehicles has brought better safety and situational awareness
Martin Rulffs, DFS Deutsche Flugsicherung and Carsten Wiltschko, DFS Aviation Services
A controlled aerodrome usually has at a dedicated frequency band that is separate situational awareness and is also a valuable
least one runway on which take-off from the very high frequency (VHF) band additional safety net. This practice is in line
and landing operations take place. that controllers usually use for with the International Civil Aviation
However, there may be more than aircraft on communication with the crews of aircraft. Organization’s (ICAO) Doc 9870, Manual on
the runway. In certain situations, airport Over the years, runway incursions the Prevention of Runway Incursions, and
ground vehicles are required to operate on it, involving ground vehicles have been the European Action Plan for the Prevention
too. These may include routine activities, like thoroughly investigated. It has been of Runway Incursions (EAPPRI).
visual runway inspections and test runs to concluded that a contributing factor in Common situational awareness is, for
check the instrument landing system (ILS), these incidents might have been incomplete example, needed when a runway is being
and non-routine activities, such as braking situational awareness due to the fact that used principally for flight operations while
action measuring runs in wintery conditions not all parties involved were on the same airport vehicles are entering the runway for
or repair vehicles to change runway lights, as frequency. Each party may not have had short-term purposes between aircraft take-
well as special missions, such as the fire information on what the other wants, offs and landings.
brigade responding to an emergency situation. intends, or is doing. An exemplary scenario is a runway check
Tower controllers have to handle all traffic in Thus, using two separate frequencies for during flight operations performed in several
a safe, orderly and expeditious manner. They the controller’s communication with pilots legs. The check might, for example,
are responsible for the safety on the runway. and ground operators is not necessarily ideal commence at the departure end of the
The entry of ground vehicles onto the runway in every situation and at all airports. runway. After a certain time, a landing
must consequently take place in a precisely aircraft approaches. The tower controller
coordinated way with the tower controller. Increased situational awareness calls the vehicle off the runway into a
Traditionally, communication with vehicle Opening the ATC frequency at airports for taxiway. As soon as the ground vehicle is
drivers takes place via radiotelephony, using ground vehicles can help increase common cleared off the runway, the inbound aircraft

COMMUNICATIONS
Runway checks at Cologne Bonn Airport: the ground

vehicle operator is in contact with the tower
controller and the pilot via VHF frequency
is cleared to land. When the aircraft has checking, which enables them to announce Concerns about runway frequency
passed the point where the vehicle is their presence on the runway via the congestion due to drivers using VHF can
waiting, the tower controller clears the frequency or leave the runway immediately. be alleviated by keeping the number of
vehicle back onto the runway for the next potential uses of the VHF tower frequency
portion of the runway check until the next Every airport needs an by airport vehicle operators to a minimum.
flight operation is due or the runway check individual solution
has been concluded. The joint use of one frequency is, of The challenge: one
In such a scenario, it is desirable to course, not necessary at every airport. At frequency, one language
have all protagonists operating on the aerodromes with distinct off-peak hours, To gain the maximum operational safety
VHF tower frequency. Then, the pilot it is usually possible to coordinate the benefit from the ‘one-runway, one-frequency’
of the approaching aircraft can hear necessary ground vehicle movements on principle, it is essential that it is
the communication between the tower the runway during these times. And there supplemented with the use of just one
controller and the vehicle operator; they are conceivable scenarios where it makes language. To achieve complete situational
can monitor when the vehicle is called no sense for vehicle operators to be on the awareness for all participants on the
off the runway, or when the driver reports frequency. For example, when maintenance frequency, the use of a common language
being off the runway; and the driver can work is scheduled to take place on a runway, spoken by all participants is required.
hear when the landing clearance is issued. it would be much better to close the runway Usually, vehicle drivers have not received
In this way, an additional safety net has altogether and delegate responsibility for it training in English and aeronautical radio
been achieved. The pilot is reassured of the to the airport authorities. phraseology. In most cases, the
ground vehicle’s safe position. On the other However, at busy international airports, communication between the tower
hand, the vehicle driver can hear the landing there might be no alternative to executing controller and the vehicle driver on the
clearance issued for the runway they are runway checks during operating times. ground vehicle frequency is conducted using

COMMUNICATIONS
the local language. The use of mixed

languages on one frequency, however, poses
obvious communication problems. The
advantages of using one frequency for
runway-related operations would be
effectively eliminated.
This means that ground vehicle drivers
checking a runway must receive training to
be proficient in aviation English with its
standard phraseologies.
The solution of DFS

Deutsche Flugsicherung
The German air navigation service provider
DFS has implemented its program of the use
of aerodrome VHF tower frequency by
vehicle drivers at all 16 international airports
in Germany, with local variations.
DFS has limited direct tower VHF
frequency communications to specific
ground vehicle operations and staff. Only
DFS
personnel responsible for performing the

runway checks are allowed to use the
frequency. They are normally the same runway operations from the point of view
individuals who perform runs with of controllers. This generates a universal
measuring vehicles to determine the braking understanding of the operational
coefficient in wintery conditions. Another environment of runway operations.
group comprises DFS engineering staff for The DFS program has gathered feedback
communications, navigation and from controllers and airport staff. Controllers
surveillance, who perform measurement welcome not having to monitor two different
runs on the runway to check the signal frequencies on different radio bands when a
quality of the ILS localizer antenna. vehicle is on the runway while aircraft
In order to master the required aviation operations are pending. Airport vehicle
English and phraseology for radiotelephony, operators state that communicating on the
the individuals are trained by air traffic VHF tower frequency has greatly increased
DFS
controllers, who also work in the local their situational awareness.

runway safety teams. This training differs Top: Ground vehicle checks the the localizer antenna of the The long-standing experience gained by
from airport to airport since it is dependent ILS, while aircraft is landing at Munich Airport DFS shows that the appropriate joint use of
on local conditions and circumstances. It the VHF tower frequency by controllers and
Above: Tower air traffic controllers at Munich Airport
includes the ICAO spelling alphabet, selected airport vehicle operators can
standard radio phraseology for runway Below: On certain occasions, ground vehicles are required to contribute to effective and safe runway
operations, and general explanations of operate in the maneuvering area during flight operations procedures at certain airports. v

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INFORMATION MANAGEMENT
LOCAL SWIM
Avitech is striving to address the needs of both system-wide information management
data providers and consumers through its own localized solution
Tsvetan Penev, head of product management, Avitech
Information is the essential

commodity for any ATM stakeholder
and its timely provision over
interoperable means is key to the success of
any enterprise. While this has been
recognized in the past, it is becoming more
and more important with the ever-increasing
demand to accommodate air traffic, while
needing to reduce the aviation industry’s
environmental footprint.
The singular means of meeting this
demand is if all information is managed on
a system-wide basis and made available to
the relevant ATM stakeholders at the right
time. This is the vision also presented in
ICAO’s Global ATM Operational Concept
(GATMOC) and supported in its manual on
ATM system requirements, where system-
wide information management (SWIM) is
defined as an explicit requirement for the
future ATM system. importance of SWIM and how essential it is MET data in a SWIM-compliant manner,
But what is the actual problem? The for other ATM improvements, such as the using service-oriented architecture (SOA)
required data, which can make a huge provision of integrated meteorological and open standards.
difference in the improvement of ATM information, trajectory-based operations,
operations, is often locked within different Flight and Flow Information for a Problem solver?
organizations in systems that provide only Collaborative Environment (FF-ICE) The definition of SWIM suggests that true
proprietary interfaces. Many such systems concept, A-CDM, and so on. global interoperability can only be achieved
are developed using a silo approach, which The vendor industry has also made through the usage of standards for
often makes it impossible to exchange the considerable progress on a local level and in infrastructure, data and interoperable
same information between two different the framework of international services. The introduction of SOA and
systems in the same organization. This modernization programs like SESAR and industry standards fosters the reusability of
leads to multiple versions of the same data NextGen. For example, providing instant components and simplifies the integration
locked in different systems, and a loss of and accurate MET data related to the and interfacing between systems. With
time and resources that usually leads to approach control areas between en-route SWIM in place, applications can almost
inconsistencies in the data and ultimately and terminal sectors presents a considerable seamlessly connect to different standard
poses an increased safety threat. challenge to air traffic controllers, especially services and mix the data they receive,
when making critical decisions under bad possibly extracting new information.
Where is SWIM? weather conditions. The use of open technology standards
Since the publication of GATMOC, many To tackle this issue using SWIM makes it possible to reuse available software,
advances have been achieved with SWIM on principles, research project Weather in ATM simplifies integration and considerably
a global scale. Modernization programs such and CDM (WeAC) was initiated via a high- reduces the overall cost for users. Finally, the
as NextGen and SESAR consider the profile consortium consisting of Selex, loose coupling between different
introduction of SWIM a fundamental pillar Deutsche Flugsicherung (DFS), Air Traffic components supports their independent
for the future of ATM and provide detailed Control & Business Systems (AC-B), evolution by making the barriers between
concepts and validation results. ICAO has Deutscher Wetterdienst (DWD), and Avitech them essentially disappear.
explicitly dedicated two modules to SWIM as the provider of SWIM technologies. In all concepts and studies, the focus has
in its Aviation Service Block Upgrades The consortium has developed a mainly been on the information providers
(ASBU), namely B1-SWIM and B2-SWIM. comprehensive SWIM MET solution, which who make their data available through
The ASBU methodology stresses the provides air traffic controllers with essential interoperable services, while the way

Opposite: Bridging the

information needs of all
ATM stakeholders
Left (figure 2): Illustrates
the standard three-layer
SWIM system architecture
Below (figure 3): Direct
connection to third-party
systems
consumers interact falls short. Even in external system, the risk for failure or Encapsulating the SWIM technical
ICAO’s Global Interoperability Framework, loss of service increases while wasting infrastructure in a middleware solution such
clients or SWIM-enabled applications are resources, since all of them will require as AxL is advantageous for both consumers
considered outside of SWIM. the same implementation. and producers of information. It removes the
The question is whether it would make With the help of an advanced SWIM need to research standards and properly
sense or if it is feasible for each consumer middleware solution like the Aeronautical implement the required technical interfaces
application to establish its own connection Exchange Layer (AxL) from Avitech, by already providing reusable components
to all relevant services. Avitech believes that organizations can implement a cost efficient, and subordinating the individual details of
for an optimal deployment scenario for large reliable and flexible solution that allows for the actual standards.
organizations such as ANSPs with consumer quicker deployment and enables experts to This approach also has the advantage that
and provider applications, a ‘local’ SWIM focus on their specific tasks. The advantages changes to external interfaces over time, or
deployment will be essential. of the proposed solution include its ability to implementation of new ones, need only to
be used for local data consumers from third- be addressed in the middleware and remain
Local SWIM party systems, while the same architecture completely transparent to internal clients.
In a standard SWIM deployment, the system can be used to host the services and data In the future, compliance testing will
architecture consists of at least three layers: a provided by the same organization. nonetheless continuously grow in
persistence layer where all the data is stored,
and middleware which follows the SOA
principles and offers services to the clients in
the layer above (see figure 2).
This architecture is fine for central data
providers where the different clients are
implemented by different organizations, but
in aviation and especially in a SWIM world,
it is likely that the organization will have
clients that need the same data and hence
connectivity to the same third-party systems.
If each internal system in one organization
relies on its own connection to each

Left: Consumers
communicating through a
local SWIM middleware
Centre: Latest AxL WFS
v2.0 compliance badge
Below: Local SWIM
deployment in the case
of network manager (NM)
B2B connectivity
importance for both clients and middleware, needs, especially during the transition phase
and will be essential for a smooth integration to a complete SWIM environment. AxL
in a heterogeneous environment. AxL comes supports SWIM-specific interfaces but goes
with a client and server compliance test-suite above and beyond, offering bridging and
to ensure proper client behavior and to mediation between existing AFTN/AMHS
verify and confirm backward compatibility. and future SWIM clients.
AxL adheres to external compliance This functionality will be essential as
certification and offers one of the three migration to SWIM will not take place in
OGC WFS v2.0 reference implementations, a one-step, short-term approach, but will
while being one of the world’s first products likely involve lengthy transition phases
to pass all compliance tests for all to accommodate the different renewal
conformance classes. lifetimes of the various systems.
Following the SWIM principles and using
open standards for the deployment of SWIM Deployment
middleware fosters total interoperability of It is no secret that the deployment of SWIM
the organization. It is also clear that a and SOA in an organization does not provide
generic implementation will not suit all a sole direct financial benefit. Rather, it lays
the foundation to implement and perform
activities with a positive ROI. Nonetheless,
studies and discussions about SWIM have
seen the consumer side come up short. The
feasibility in practical terms related to
required communication bandwidth, the
number of supported connections, or
economic rationality of having clients
implement all sorts of interfaces, are best
left for a discussion at a later stage.
Avitech’s solution is to deploy a local
SWIM solution to aggregate information,
limit the number of messages that need to
be exchanged, and provide a single access
point to third-party systems. This allows new
systems to connect to the local middleware,
eases evolution of the systems, helps with
backward compatibility, removes the need for
multiple implementations of the same
interfaces, and concurrently helps solve the
problems of producers and consumers of
information in a data-centric environment. v

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Airports Tower Enroute Air traffic Services & support Safety Data services Training
& Approach management systems for CNS management & provision
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ATC DISPLAYS
THE CLEAREST VIEW

Advanced display technologies provide a clear view of operations, enabling air traffic
controllers to make better decisions faster
Bjorn Vandewoestyne, marketing coordinator, Esterline

ATC DISPLAYS
Growing passenger and cargo traffic, embraced the LCD alternative for its low
and the ensuing increase in the power consumption and, consequently, low
number of aircraft and scheduled total cost of ownership.
flights, is leading to ever more crowded Over the years, Esterline’s 2Kx2K display
skies. As a result, ATC centers are under gradually evolved. Milestones in the product
high pressure and the job of air traffic design process include the shift from earlier
controller is increasingly strenuous, IPS technology toward the SPVA LCD
requiring immense focus and highly alignment-structured panels and the
developed multitasking skills. How can integration of the Ethernet interface into the
today’s ATC displays help controllers work MDP-471 electronic platform as a standard
as effectively and comfortably as possible means of communication for display device
and make the right – life-critical – decisions control and monitoring.
as swiftly as possible? The fourth-generation 2Kx2K Codis
comes with the latest Panasonic panel
The LCD revolution technology on board, which uses S-IPS to
With so many human lives at stake, errors ensure the best viewing angle and contrast.
have no place in ATC. To work accurately Launched in 2015, the model has just
and make informed decisions quickly, ATC recently been upgraded, incorporating
operators need to be able to discern every slimline mechanics (smaller bezel) and
detail of what is happening in the skies – taking brightness to new levels. Throughout
and beyond. Hence the importance of the evolution process, Esterline always keeps
bright, high-resolution and reliable ATC product validation and backward
displays. Since 2000, Esterline’s Codis compatibility in mind, which customers
2Kx2K LCD displays have set the tone in consider a key benefit of the system.
ATC displays: they comprise seven out of 10
currently in use worldwide. Wanted: extra screen
Upon its introduction, Esterline’s 2Kx2K space, more pixels
Codis marked a revolution; a shift from the While the square LCD display has remained
cathode ray tube (CRT) to the LCD era. In the ATC standard for more than 15 years,
addition to the outstanding image quality market demand is now changing. With the
(high brightness, contrast and detail), air amount of information and tools provided to
traffic controllers appreciate the excellent operators continuously increasing, more and
viewing angle of the square LCD display, as more operators are expressing a need for
it considerably reduces eye fatigue and more display space. Esterline has been
enhances comfort. Its noiseless design is catering to that demand for some time,
much appreciated as well. Air navigation offering a 24in auxiliary screen to provide
service providers, for their part, quickly extra visualization capabilities with respect
to size and resolution, while
maintaining a good optical match with
the main display.
For operators who prefer a single-
screen setup over a multiscreen one,
Esterline has now introduced an
alternative to the popular Codis
2Kx2K version: the widescreen,
ultra-high-definition (UHD) 4Kx2K
main display.
Customer-centric design
The new 4Kx2K ATC display was
developed to make work easier for
operators and help them raise their
productivity. To ensure it would meet
market needs precisely, Esterline
designed the newcomer in close
partnership with customers. Talking
to ATC operators and air traffic
service providers, Esterline experts
gained deeper insight into operators’
Above: 28” main radar display with touch screen option working habits, challenges and needs. Based
on these understandings, they developed the

ATC DISPLAYS
Left: Close-up of buttons

Right: 28” tower radar
display with thin bezel,
high brightness
Below: New 4K2K 43”
main radar display
first prototype, which was again tested, backlight system and an integrated ambient Esterline portfolio. To cater to that need, the
reviewed and then fine-tuned. light sensor, the display guarantees company recently teamed up with display
The resulting 43in display offers a large exceptional image quality under all ambient expert NEC.
working surface with outstanding optical lighting conditions – a benefit that is Under the agreement, Esterline has
performance. As its dot pitch is close to the combined with superior comfort. The certified NEC professional displays for use in
popular 2Kx2K dot pitch, HMI changes are optional multi-touch technology – which is the high-end market. They ensure high
minimal, thus assuring easy user acceptance. available for the tower control display as optical performance, high contrast and
The format also allows for the integration of well as the square 28in ATC display model – backlight control. More than that, they work
a full 2Kx2K surface into the display screen further boosts operator comfort. seamlessly together with the color
format, leaving space for ancillary calibration software tools that Esterline has
information on the sides. In this way, it Solutions for every ATC developed to ensure uniform and stable
provides an ergonomic solution for all ATC working position display brightness over time.
controller workstation positions. The widescreen and tower Codis displays
The 8.3MP LCD screen offers brightness add substantial value to Esterline’s long- NetViz technology helps
uniformity in white, gray and black images. standing portfolio of ATC displays, which reduce ATM costs
A wide viewing angle, high contrast and low now includes six different models What about the upcoming trend for
reflection enable controllers to observe every (24in auxiliary screen and 24in tower ‘lightweight’ controller working positions
track, with enhanced user comfort and display system, 43in main displays, and and remote ATC control? At the 2016 World
reduced eye fatigue. Just like the 2Kx2K three 28in main displays). Yet, Esterline is ATM Congress in Madrid, Esterline
Codis, the 4Kx2K model has a fanless aware that some ATCs may need a differently premiered its NetViz technology with at-the-
design, thus ensuring the noiseless operation sized model – such as the 21in or 27in glass recording capabilities. NetViz captures
that ATC operators appreciate so much. formats – that is not available in the video, voice, metadata and more, as closely
Cables are routed and hidden towards the as possible – at the glass – to the LCD
top side of the display, creating a neat monitor. It then allows images to be
installation for ‘open’ console integration, yet streamed with lossless compression and a
easily accessible when needed. low bandwidth to multicast IP addresses, so
that the data can be recorded and viewed
Tower control remotely at different locations
While a compact footprint is increasingly simultaneously. NetViz can be built in or
important in today’s ATC centers, it is retrofitted into the 28in Codis 2Kx2K ATC
absolutely crucial to save space in ATC display to help reduce ATM costs while
control towers. That is why Esterline optimizing ATM operations.
introduced the 24in Codis TCD-361/2 TS
display, specifically designed for ATC tower Protecting passenger safety
operators. Featuring a high-brightness LED for years to come
It is a very exciting time to be involved in air
traffic management. Over the past few
TRAFFIC CONTROL THE NETHERLANDS RECONFIRMS FAITH IN CODIS decades, Esterline has proved to be a
While Esterline is investing big in expanding its portfolio, its Codis 2Kx2K ATC display remains a technology leader. Its many years of
best-seller around the world. Just recently, Traffic Control the Netherlands (ATC-NL or LVNL in Dutch) experience in designing display systems for
chose Esterline to upgrade its existing range of ATC displays. In addition to the Netherlands’ ATC and other demanding markets, such as
Eurocontrol (200 displays) and Air Forces (40 displays), ATC-NL has been relying on Esterline ATC defense and avionics, as well as its constant
displays for many years. investments in R&D, enable it to set the tone
LVNL is already using Esterline consoles, but they were end-of-life. To be as neutral and objective as in the ATC display systems market. By
possible in the tender for new ATC displays, LVNL conducted a blind test involving three competing solu- catering to new market demands with an
tions. Marcel Bakker, general manager, systems and infrastructure at LVNL, said, “Our air traffic control- expanded portfolio and new technology such
lers unanimously chose Esterline’s Codis display on account of its exceptional optical performance. The as NetViz, Esterline is future-proofing its
Esterline offering also scored best on mechanical integration, backward compatibility, and price.” business and helping the world’s air traffic
Esterline delivered the first 21Codis 2Kx2K displays ahead of schedule; 55 more consoles will be
controllers make the most of today’s limited
replaced in 2018.
airspace, all while keeping passengers safe.v

The ATM solution
supports Air Traffic Control operations for En-route (ACC), Approach (APP) and Tower (TWR)
control. In use since in 1999 and incrementally upgraded with functionality in conformity with
Single European Sky (SES) regulations.
Si ATM has achieved compliance with the SESAR functionality of the Pilot Common Project (PCP), which shall be
in operation throughout European airspace by 2025:
• Extended Arrival Management • Network Collaborative Management

• Airport Integration and Throughput, including • Initial System Wide Information Management
Departure Management (iSWIM)
• Flexible Airspace and Free Route • Initial (4D) Trajectory Information Sharing
The Swedish ATM systems provider since 1981 www.siatm.com / info@siatm.com
We go beyond. German Air Navigation Services
Embracing the future of air traffic management
ü High-performance ATM in the heart of Europe
ü Safe, efficient and punctual services
ü At the forefront of technological development
ü A step ahead with highly skilled experts
Visit us on www.dfs.de
a2753_DFS_ATTI_Anzeige_4.indd 1 07.08.17 10:26

WEATHER ANALYSIS
WHATEVER THE WEATHER

The latest automated weather-observing systems provide pilots and air traffic controllers
with reliable, time-sensitive data, ensuring safe and steady airfield operations
Iain Thornton, marketing manager, Campbell Scientific, and Karen Fox, marketing manager, Coastal
Environmental Systems
In May 2016, Campbell Scientific

(CS) – a major manufacturer of
instruments and datalogging
equipment, with headquarters in Logan,
Utah – acquired Seattle-based Coastal
Environmental Systems (CES), a market-
leading provider and integrator of aviation
weather systems.
CES specializes in durable, high-
performance weather observation systems
for aviation, with customers including the
FAA, National Weather Service, US Air
Force, NAV Canada, and several
international airports. With more than 1,200
installations worldwide, CES’s automated
weather observing systems (AWOS) operate
on every continent, providing weather data
at airfields and heliports (both onshore and
offshore). CES systems have the flexibility to
seamlessly integrate any weather sensor and
can scale to serve any size airport. They also
offer a portable/tactical AWOS that is used
by the USA and international militaries.
Campbell Scientific manufactures four Aviation Intercept because it provides generates aviation reports, such as METAR
optical sensors for aviation weather: the customized software solutions that meet and SPECI, and enables the export of
CS120A, CS125, CS135 and CS140. They their specific requirements. weather data to other aviation and
measure visibility, precipitation type and One customer needed multiple AWOS meteorological reporting systems.
amount, cloud heights and cloud cover, and installations in remote, unmanned locations Coastal spent more than 10 years
background luminance for runway visual that deal with extreme snow and ice perfecting Aviation Intercept’s aviation
range. These are all critical parameters pilots conditions. In addition to selecting heated weather algorithms. They include multiple-
must be aware of when taking off and ice-free sensors with extreme high and low sensor algorithms, using a combination of
landing aircraft. ranges, CES created a custom set of sensors to verify information. For example, if
CES had been working closely with algorithms within Aviation Intercept specific the precipitation identification sensor
Campbell Scientific to utilize its high-quality to the customer’s weather observing indicates rain, Aviation Intercept
ceilometer for use with the company’s standards. These systems have to be reliable automatically checks the data from the rain
AWOS. This relationship led to Coastal because it’s so important for pilots, including gauge, temperature, dew point and visibility
joining the Campbell family and now CES Medivac pilots, who rely on this critical sensors for confirmation.
has direct access to some of the most time-sensitive information. Confirming data quality is the most
advanced optical sensors in the industry. How does the software work? Aviation important value of the Aviation Intercept
Intercept receives data from meteorological software. Built-in tests and system
Coastal Environmental sensors along the runways and performs monitoring are performed in each of the
Systems’ AWOS systems calculations in compliance with ICAO, FAA, major system components. The sensors, data
Coastal’s proprietary AWOS software – WMO, and FMH-1 requirements. It tests collection units, and server built-in tests
Aviation Intercept – has been developed with and checks the quality of the meteorological verify measurement and data
flexibility in mind. The solution’s flexibility data, and then displays it in an easy-to-read communications integrity. They also measure
responds to the individual needs of airports format, making it useful for pilots, system environmental parameters, and test
around the world. CES’s global AWOS controllers, maintenance personnel and the integrity of hardware and software
customers tell the company that they prefer airport managers. It also automatically components. Data quality tests are run

WEATHER ANALYSYIS
Left: Aviation Intercept graphical user interface showing The software accommodates upgrades to
controller data display (top) and weather observer display field equipment, adding another sensor
(bottom). Users may select screens optimized for day- or group, or adding another runway to
night-time viewing
Above: Coastal Environmental Systems’ AWOS at the
monitor. Aviation Intercept can run
Soekarno-Hatta International Airport, Jakarta, Indonesia unassisted, but it also allows METAR/SPECI
Right: Tilting the ceilometer allows better measurements report augmentation and editing, including
during precipitation. creating COR reports. In addition to SPECI
alerts, a user may define visual, audio and
logged alerts. User-configured reports can be
continuously; even the weather algorithms generated for external interfaces.
are monitored.
Aviation Intercept software is web-based Campbell Scientific
and no user licenses are required. An optical instruments
unlimited number of authenticated users can Over several decades, Campbell Scientific
access data from any web browser connected has built a reputation for high quality,
to the airport’s secure local network. Users reliable measurement instrumentation, field
will find an attractive, intuitive user interface proven in many different applications in
that has been customized to their needs. every corner of the world. Developed in the
For maintenance personnel, Aviation UK, Campbell Scientific’s range of optical
Intercept’s maintenance ‘dashboard’ uses sensors for aviation weather monitoring is
smart troubleshooting algorithms to enable built to the most demanding standards. The
the user to quickly identify any problem, sensors are simple to install and operate and
and receive more detail by clicking on all comply with WMO and ICAO guidance
diagnostic information at the lowest and specifications to meet stringent
replaceable unit level. regulatory requirements.

WEATHER ANALYSIS
improved low-altitude performance over

dual-lens designs by lowering the overlap
between the transmitter and receiver. This is
accomplished by using physically adjacent,
optically isolated transmit and receive
elements. Improved signal-to-noise ratio,
and hence sensitivity to detect higher clouds,
results from the larger optics that have been
made possible in a relatively small package.
As such, the CS135 ceilometer packs a
specification usually reserved for much more
expensive instruments.
Visibility sensors and

runway visual range
Two other instruments, the CS120A and
CS125, similarly exceed expectations when
it comes to features and value-for-money.
Both sensors use the proven forward scatter
method to measure visibility up to 75km
(47 miles), with the CS125 additionally
reporting extensive METAR, SYNOP and
NWS present weather codes. The design
uses downward facing hoods, as
recommended by ICAO, to reduce possible
contamination of the lenses, thereby
decreasing maintenance requirements.
Downward-facing hoods also remove the
risk of a rising or setting sun shining directly
into the receiver and causing measurement
problems. Reliability is further enhanced by
an automatic status check for faults or
window contamination, and automatic dew
and hood heaters, for reliable operation in
all conditions.
Combining the visibility output of either
the CS120A or the CS125 with the output
from a CS140 background luminance sensor
and data from the runway light system
provides all the inputs needed for an
Above: Measurements from a background luminance and a
The bad weather conditions associated visibility sensor are fed into an IRVR system.
instrumented runway visual range (IRVR)
with low-visibility procedures can cause Below: Runway visual range data is clearly displayed on a system. Adding a Campbell Scientific IRVR
problems for ceilometers that face directly screen in the control tower. controller unit creates an IRVR system of
upward because they can be affected by unequaled ease-of-use and low cost of
reflections from overhead precipitation. ownership. This can be used as part of a
complete AWOS system, or standalone for
CL135 ceilometer airports looking to move from human to
The CS135 provides operators with reliable IRVR. One recent example is at London
information during these types of events due Biggin Hill Airport, where a standalone
to its in-built algorithm for removing Campbell IRVR system was installed.
reflections from rain and the tilt facility that Campbell Scientific continues to expand
enables cloud base to be measured at an its aviation capabilities and expertise with
angle. Integrated two-dimensional the addition of CES to the family. As an
inclinometers automatically correct the integrator of aviation systems and as a
cloud height, ensuring accurate data. software developer, Coastal has a strong
Inclinometer data is updated quickly to history of past performance success with
compensate measurements for pitch and roll highly regarded customers worldwide. This
on large floating platforms such as on aircraft expertise is now combined with high-quality
carriers or offshore platforms. aviation optical sensors and hardware from
Low-altitude performance is essential for Campbell Scientific to create a winning
aviation users. The CS135 provides formula for global aviation customers. v

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INTERNATIONAL 2018
FLOW MANAGEMENT
PRECISION PLANNING
Flow management tools enable ANSPs to strategically adapt to demand and capacity,
resulting in reduced costs while maintaining safety standards
Andrés José Rodríguez Carrasco, iACM delivery manager, Indra
Left: Global view of iACM

running in iTEC controller
working position
Below: Visualization
of flight trajectories
and airspace
Air transportation is one of the

pillars of modern society, supporting
everything from the transportation
of business travelers to the shipping of
e-commerce goods. Society needs air traffic
to grow and air traffic grows with society.
ATM systems are currently adopting
measures to avoid restricting the growth of
air traffic, making sure that demand can be
accommodated while improving service
quality and safety for passengers. As part of
its Global Air Navigation Plan (GANP),
ICAO is promoting the global adoption of
flow management systems.
Indra’s Airspace Capacity Manager (iACM)
was born to respond to these needs. iACM
represents a new generation of flow
management tool that keeps traffic at a
manageable level for controllers, thereby
ensuring safety and service quality
standards. iACM also deals with other traffic system. It can either be integrated do not end up handling more traffic than
aspects of growing importance for ANSPs, with flight data processing systems capable they can safely manage, which could result
such as environmental impact, cost of publishing flight plan information or in an incident.
efficiency, delay reduction and compliance perform as a standalone element, connecting iACM automatically detects when there is
with airline requested profiles. direct to flight data sources. an imbalance and demand is higher than
Such considerations are usually difficult to capacity, and provides advice on the best
measure and monitor, however iACM is able Balancing demand and capacity possible DCB measure. iACM constitutes a
to monitor predicted values against real data, A key task performed by flow managers is new safety checkpoint, reducing the number
not only for safety related indicators, but also ensuring that demand is in line with unit of incidents by detecting them before they
environmental and business related KPIs. capacity, this is called demand and capacity happen and enabling operators to intervene
iACM can be deployed in any automated air balancing (DCB). It ensures that controllers in advance.

FLOW MANAGEMENT
Left: Detailed sector

capacity and workload
monitoring
User-centered human to accommodate additional traffic. iACM also iACM supports trajectory what-ifs, allowing
machine interface supports users by automatically proposing an users to modify certain aspects of aircraft
Rather than attempting to automate tasks optimized schedule of sector configuration predicted trajectories. These what-ifs can be
requiring human reasoning, iACM serves as plans for a given time interval. It is calculated applied to both individual flights and flows,
a decision-support system. It provides the according to a set of predefined criteria which the user can define dynamically
user with the best possible representation of (minimum cost, maximum capacity). according to a set of parameters such as
the planned situation in terms of the relevant routing or airports.
KPIs and with the means to predict the Flexible use of airspace iACM supports multiple trajectory
consequences of any action. In this sense, iACM has what-if functionality for special modifications such as constraints on
the key component is the human machine use areas (military or others). The tool is departure, route modifications and level
interface (HMI). capable of performing what-if on the special capping. It applies trajectory prediction
The HMI has been carefully designed by use area schedule, allowing different actions algorithms to generate a four-dimensional
experts to optimize the user experience to adjust bookings (removing/creating trajectory for the updated flight so that users
while working to maximize the productivity bookings, modifying times and duration or have a high-quality prediction of the
and performance of the tool. The look and band levels), and then check the effect on modified flight path.
feel of the HMI can also be adapted. KPIs. The actual schedule can be received
from airspace management tools such as Collaborative decision making
Sandboxes for ‘what-if’ functionality LARA or STANLY-ACOS, ensuring that the In such an interconnected domain as ATM, it
The purpose of what-if sandboxes is to most up-to-date information is used. is usual that decisions affect several
enable the user to assess the impact of an air stakeholders, including airlines, external
traffic measure before applying it. They can Dynamic management centers and airports. The trend is to involve
be seen as a kind of ‘parallel world’ that can of sector capacity all partners in decisions to reach a solution
be created and removed dynamically without Although each sector configuration has that satisfies all affected actors (or at least
any effect on real traffic, enabling the user to a nominal capacity, it can be modified to minimize inconvenience).
see how measures would work before accommodate certain circumstances in iACM supports collaborative decision
actually applying them. daily operations. This extends to analogous making (CDM) negotiations, with users of
Thus, a user can preview the effect of concepts such as targets in certain KPIs the tool and external partners supported by
actions on flights or sector configurations in (CO2 emission levels might have to be standard procedures such as Eurocontrol’s
a sandbox without affecting operations. reduced in certain areas due to external STAM or commonly accessible standard
Moreover, sandboxes are totally isolated, circumstances). iACM provides a way of technical mechanisms.
meaning that a user could create two parallel adjusting capacity or KPI objectives in order
sandboxes to compare the impact of to define accurate performance objectives by Conlusion
different actions on the same flight. building their threshold. iACM is the perfect ally to optimize
operations in the short and long terms,
Sector configuration what-if Demand management: bringing more value for money. It provides
The sector configuration what-if capability trajectory/flow what-ifs tools to adjust capacity and demand to avoid
enables users to interact with the sequence It is not always possible to accommodate overloads, either via airspace management or
of planned unit configurations to modify demand by adjusting capacity and traffic modification. It also introduces
them and check the effect on different KPIs sometimes users need to alter traffic to safely business KPIs into daily operations, which
according to predicted traffic. For example, manage it – for example by rerouting flights are becoming increasingly important
it can predict the effect of splitting a sector out of a congested sector. To facilitate this, benchmarks for ANSPs. v

COMMUNICATIONS
DIGITAL AMBITION
Aeronautical voice communication systems in Spain
are making the switch from analog to digital Below: Madrid Air Traffic
Control Centre (ACC)
Luis Negrete, deputy director of operational systems, Ineco communication centers
and control tower
Traditionally, voice communications
systems in Spanish air traffic
services (ATS) consist of either a
radio network – comprising radio
communication centers that provide
coverage to the associated ATS unit in the
assigned frequencies – or a telephone
network, with a series of telephone links
between different control towers and the
associated control site.
Connections between communication
centers and control sites, as well as
connections between control towers and
their control site, are basic and made using
analog voice circuits leased from a
telecommunications service provider
(leased lines).
In addition to these analog voice circuits it
is necessary to use extra digital data circuits
to ensure the correct operation of the
installed equipment and carry out remote
supervision and management tasks in the
communication centers.
This setup requires two kinds of links to
interconnect the sites: analog voice circuits
(radio channels and telephone links) and
digital data circuits (supervision and communications systems to VoIP technology. (VHF/UHF radios and VCS) to VoIP
management systems). In the coming years, ENAIRE plans to technology, it has been necessary to
perform the progressive migration to new implement systems to adapt the analog
Time for change VoIP technology communications systems. equipment to its IP data network using VoIP
For a long time it has been necessary to To achieve this goal it is necessary to use, on gateways.
integrate these two types of links in a single a temporary basis, VoIP gateways in WANs VoIP gateways are new-generation devices
circuit, preferably a data circuit. However, that enable the conversion of the signaling that have been implemented in the
the evolution of technology is encouraging used by the legacy radio and voice aeronautical voice communications network
telecommunications service providers to communications systems (VCS) to the ATS- that enable existing analog voice
stop supplying new analog point-to-point SIP signaling defined by EUROCAE in its set communications equipment to be integrated
circuits and even stop maintaining the of ED-136, ED-137B and ED-138 standards. into a new IP data network. The main
current ones. VoIP gateways accommodate all the function of gateways is to enable the
Additionally ENAIRE, the Spanish ANSP, different elements of the legacy ATS integration in this environment of the legacy
has observed that costs for these analog communications systems as well as the new elements composing ATS systems that do
voice circuits are much higher than for IP connectivity. It successfully manages all not have the IP connection function for
digital data circuits. ENAIRE owns an air the voice transmissions and different audio services.
navigation data network based on IP signaling protocols needed for ground-to-
technology and there is a strategy set by the ground and ground-to-air communications. Implementation
SESAR program and other international The main problem encountered by To deploy all the tasks of system migration it
institutions such as ICAO that proposes the ENAIRE was that the existing equipment has been necessary to develop a set of
use of Voice over Internet Protocol (VoIP) for was designed to establish communication projects. In a first step, the definition of the
ATS communications systems to improve using analog circuits and not IP-based technical and operational specifications of
system interoperability. This is the reason datalinks. Given the impossibility of the gateways has been achieved to adapt
ENAIRE has decided to adapt ATS voice migrating the existing equipment them to operation in the Spanish

COMMUNICATIONS
Diagram of the communications system before migration Communications system following migration
aeronautical communications environment interoperability with the rest of the equipment well as extensive technical knowledge of the
and fulfill all the requirements set out in connected to the same network. Another basic new VoIP technology applied to the various
EUROCAE ED-137B. In the next step, point of this migration project is the voice communications systems used in the
validation tests have been developed and elaboration of installation and transition plans ATS environment.
performed to ensure compliance with the for the gateways to ensure they have the Through this work, ENAIRE, supported
specifications defined. minimal operational impact on the by Ineco, is currently proceeding with the
In parallel to these tasks, plans for aeronautical voice communications systems migration and integration in its air
addressing and assigning uniform resources currently in service. navigation data network of the existing ATS
identifiers (URI) to the new systems have been For this purpose, wide experience and great voice communications systems installed in
defined to integrate them into the air knowledge of the current aeronautical voice all Spanish air traffic control centers, airports
navigation data network and allow communications network has been applied, as and communications centers. v

REMOTE EQUIPMENT
ACTION AT A DISTANCE
Building an advanced air traffic management system using next-
generation KVM systems for critical information and communications
Steve Montgomery, senior marketing manager, IHSE
IHSE KVM extenders are used to connect operators

to essential, remotely located equipment
Control towers and other ATC degradation is encountered on the best and whether local or remote. Data and
facilities are still being designed most modern displays. communications equipment can even be
with computer equipment close to sited at a distant airport or operations center
controllers. This co-location of noisy, heavy, Ultimate reliability and and data transmitted over long distances to
heat-generating computing devices near to continuous operation local operators.
operators is no longer a necessary situation It is essential that data transmission within The technology not only provides
in any tower or indeed in most airport ATC operations is totally reliable. KVM controllers with uninhibited access to all
operations centers. Computing devices are technology supports this through the necessary systems on their workstations, but
far better managed in a secure, integration of redundancy and failsafe supervisory staff can access the same devices
environmentally controlled and centralized systems. In addition to secondary power to oversee operations and, if necessary, take
location, where IT staff have immediate supplies, individual KVM devices are control. With simple keyboard commands
access and can maintain them without available that have multiple internal circuits the supervisor can easily switch between
distracting operators. and intelligent link monitoring. Should the operators to maintain a full overview of all
That equipment still needs to be main connection in either device fail, or the activities in a live environment. A complete
connected to operators’ workstations. The cable between them be compromised, an workstation can even be replicated simply
most reliable and effective way to achieve automatic circuit within the extenders and easily, and passive backup locations can
this is by extending the interface between instantly switches to the backup connection. be constructed and turned live in a fraction
them using KVM (keyboard, video and of a second should the need arise.
mouse) extenders. The extender, which is Modernizing ATM facilities The concept is applied to the expansion at
actually a pair of devices, serves to transmit In a traditional ATC environment, operators King Abdulaziz International Airport in
uncorrupted video, audio, and keyboard and rely on several independent systems, each Jeddah, Saudi Arabia. A redundant KVM
mouse (or other pointing device) commands with a dedicated interface device and screen. switch matrix has been installed in the
between the operators in the tower and their Multiscreen control capability in KVM systems existing tower and linked direct to the new
equipment down below. enables the management of multiple systems ATC tower 3km (2 miles) away. Operators
On-screen images must not be corrupted using a single keyboard and mouse. Switching can manage air traffic from either location.
in any way by artifacts inserted into the is automatic and as the operator changes focus
processing chain, so the transmission occurs simply by rolling the mouse cursor Security in the ATC environment
infrastructure must be able to handle the over another screen. This reduces desktop With today’s increasing threats to network
high bandwidth requirements of the highest clutter and operator confusion, as well as systems, resilience to cyber attack is
performing displays. Nowadays that quality creating a superior workflow. paramount. The whole system must be
is achievable through advanced compression With the right KVM system in place, air protected against the risk of attack and
algorithms that ensure that no image traffic can be managed from any location, exploitation of vulnerabilities. Direct-

REMOTE EQUIPMENT
operational staff and computers in a remote

IT center. Another system is deployed to
train apron controllers in a variety of
scenarios using high-resolution simulators
and large screens fed by images selected and
transmitted through a KVM switch.
In other airport installations around the
world, KVM switches are used to assist with
baggage handling and inform and entertain
passengers through terminal information
screens and digital signage.
Above: KVM extenders connect controllers at the top of the tower to computers in the equipment room at ground level Future proofing
Inset: IHSE KVM technology transports real-time data throughout the entire air traffic control and management process, KVM extenders and switches include
enhancing safety and operational efficiency from take-off to landing and beyond extensive features, functionality and
performance that make them ideally suited
connect KVM concepts reduce the ability of installed in the center allows the duty to many applications across the whole air
external cyberattack and the need for commander to act immediately to choose and industry. As Manuel Greisinger, head of sales
assigned firewalls like those required by implement the most appropriate response at IHSE points out, “KVM technology is well
network-based KVM solutions. configuration to meet the perceived threat. proved in the ATC, ATM and airport
At Frankfurt Airport, the Airside operation sectors. The pace of development
Beyond ATM Coordination and Data Centre (ACDC) is of KVM devices and IHSE’s commitment to
KVM systems are used in other air industry responsible for the analysis, processing and add dedicated industry-specific features
applications. The NATO Combined Air coordination of central flight information for means that this technology can be deployed
Operations Centre (CAOC) relies on ground and airport surface traffic control. with confidence in its performance and in
advanced KVM switches as it serves to This is achieved with the support of a large the knowledge that future requirements can
protect European airspace from airborne KVM matrix switch that provides instant and be met – often through simple and quick
threats. The flexibility of the KVM switches highly flexible connection between changeover of individual components.” v
KVM IN AIR TRAFFIC CONTROL
Instant access to any ATM device

Secure transmission and instant access with IHSE
IHSE KVM technology transports real- enhancing safety and operational
time data throughout the entire air efficiency from take off to landing, and
traffic control and management process, beyond.
Draco tera
KVM systems for total connectivity
Draco tera enterprise and compact switches, 8 to 576 ports
Designed for 24/7 continuous operation Mixed Cat X and fiber interconnection
Hot swap component capability Fully-secure and reliable transmission
IHSE GmbH - Headquarters IHSE GmbH Asia Pacific Pte Ltd IHSE USA LLC
Maybachstrasse 11 158 Kallang Way  #07-13A 1 Corporate Drive info@ihse.com
88094 Oberteuringen  Germany Singapore 349245 Cranbury, NJ 08512  USA www.ihse.com

ROUTING AND GUIDANCE
GUIDING LIGHT
Intelligent airfield lighting control delivers
a safer and more efficient future for airports
Andreas Wirandi, global product manager intelligent lighting, ADB Safegate
Infrastructure
upgrades such as
intelligent ground-
lighting systems help
manage increased
passenger demand
Aviation is changing. Airports are tightening regulatory frameworks, While the basic technology of the
enjoying unprecedented growth unwavering focus on safety and growing individual lighting control and monitoring
prospects as demand for air travel environmental pressures are all forcing system (ILCMS) has been available for many
continues to climb. New business is airports to rethink their operations. By years, poor early installations implemented
everywhere and can be won by delivering upgrading their existing operational systems, by contractors with little understanding of
the best, delay-free passenger experience. airports can go a long way to meeting all the technology have damaged the image of
Upgrading existing airport infrastructure is a these challenges while reducing the need to the solution.
cost-effective way to help cope with build substantial new infrastructure. However, in the past 10 years the ILCMS
constantly rising air traffic. Intelligent This is especially true in the application of has evolved substantially. The latest systems
ground-lighting systems, for example, are advanced technology to reduce ATC are easily integrated with an airport’s existing
proven to increase operational efficiency and complexity and increase safety and infrastructure to provide the information
improve safety. operational efficiency. that ATC and pilots need to maintain the
The growth in aviation, with air traffic Ground-lighting sits at the heart of airfield highest safety standards while ensuring
doubling every 15 years since the 1970s, operations and upgrading to the latest their airfield can handle the maximum
shows no signs of slowing. Future growth intelligent technology opens up many new number of movements.
seems equally strong, with an ACI Europe ways to improve operational efficiency and
paper on airport capacity reporting that, if safety. Intelligent lighting is about more than A green light for safety
no action is taken, airports in Europe will be just switching lights on and off. It’s about One of the major advantages of an ILCMS is
unable to accommodate 12% of passenger integrating the control of airfield lighting the ability to use the lighting in a smart way
demand by 2035. This would mean that with airfield surveillance and aircraft to manage aircraft movements. With ILCMS,
more than 237 million passengers would not tracking systems to achieve optimum aircraft ‘Follow the Greens’ schemes can be set up,
be able to fly. This is a problem not just for routing to and from gates. And it’s about in which taxiway lights can be switched on
Europe. Despite currently planned greatly improving airfield safety by providing in sequence to guide aircraft to and from the
construction efforts, all regions are expected ATC with much better situational awareness. gates. The Follow the Greens procedure
to experience capacity shortages of up to By creating more efficient traffic flows, automatically provides flight crews with
50% by 2024. intelligent airfield lighting can bring clear visual guidance while taxiing by
While relentless demand stretches airport substantial efficiency improvements. For individually illuminating the center-line
capacity and operations to the limit, there example, it has been calculated that at one lights in front of the aircraft and switching
are other challenges too. Cost pressures are major international airport, intelligent off the segments not needed. Follow the
rising and passengers are demanding a airfield lighting is saving up to three minutes Greens schemes require full ILCMS
higher-quality travel experience. Ever- of additional taxi time per movement. coverage, as well as Level 2 surveillance

ROUTING AND GUIDANCE
aircraft be interrupted, or when poor

visibility would otherwise hamper or even
stop operations.
A SESAR exercise carried out at Frankfurt
Airport in Germany showed that automatic
guidance using airport lighting increased the
safety and predictability of aircraft
movements, while also producing
considerable improvements in other key
measurements. Yet despite all these
advantages, an ILCMS does not take control
away from ATC – the intelligence is at
The Follow the Greens controllers’ fingertips and control stays in
procedure provides visual their hands. ILCMS provides ATCs with new
guidance by illuminating capabilities to enable incoming and outgoing
the center-line lights in
front of the aircraft
flights to be better prioritized according to
flight crew working time restrictions, or to
give priority to premium airlines.
under the Advanced-Surface Movement with a complex layout of interlocking A leading solution in this field is ADB
Guidance and Control Systems (A-SMGCS) taxiways. Such advanced and automated Safegate’s SafeControl-ILCMS, an individual
as defined by Eurocontrol. As such, ILCMS control also provides ATC with light control and monitoring system that
is a prerequisite for major hub airports with comprehensive situational awareness that makes ground movements safer and faster
both the need and ambition for Follow the greatly reduces the risk of runway while providing visual aids to complement
Greens and A-SMGCS. incursions. The result is that airports can the verbal communication between tower
handle more aircraft with greater safety to and pilots. Overall, ILCMS provides better
Cutting taxiing time improve their capacity and revenue. Effective safety while allowing the airport to
More efficient aircraft movements reduce guidance is even maintained, should maximize the use of often scarce landing
taxiing time, especially at large hub airports communications between ATC and the slots and ground space. v
Airport performance delivered,

from approach to departure

AIR TRAFFIC MANAGEMENT
TRANSFORMATIVE FLOW
MANAGEMENT
Atech’s advanced automation to address the challenges of new,
cross-border, regional concepts of ATFM
Agenir C Dias, Delfim O Miyamaru, Eno Siewerdt, Atech Negócios em Tecnologias
At a recent symposium, IATA laid lack of capacity includes the implementation, as the ‘cross-border ATFM’ in the Americas
out a transformative vision for air and continuous modernization, of air traffic and the ‘distributed multi-nodal ATFM
travel vis-a-vis an expectation of a flow management (ATFM). Unfortunately network’ in the Asia-Pacific region.
near doubling in demand over the next two some ATC units, faced with sudden increases Basically ATFM operations start with
decades. Good news, indeed. However, IATA of aircraft movements, have jumped straight assessing and declaring capacity values and
did also warn that “no matter how much or to the use of improvised flow restrictions sharing of traffic load predictions for the
how quickly we innovate our processes, instead of following the essential phases of next day. This provides for early detection of
there is no getting around the need to be ATFM implementation, as illustrated by constraints and identification of alternatives
both smart and quick in growing airport and ICAO Document 9971. While mature but care must be taken not to generate any
airspace capacity.” The risk would be to ATFM service has been around for many new restrictions, arising from poorly
generate what IATA called an “infrastructure years in some of the largest aviation markets, designed traffic management measures. In
crisis”, without even taking into other regions are still struggling with ATFM fact there have been many cases of pilots’
consideration the complex challenge of in its infancy. complaining that it doesn’t require costly
drones (UAS). ATFM services to implement delays on the
Of course, any airport or airspace The right approach ground or in the air. No matter how basic
infrastructure crisis will affect air travelers Clearly any airport or ANSP, when faced ATFM operations are implemented, there is
and aircraft operators, who will suffer with capacity issues, will have to establish no getting around the need to be both smart
consequences including flight delays and a strategic ATFM planning and operational and quick in making the best use of airport
cancellations, longer routes and inefficient management process. Ensuring the safe and airspace capacity.
schedules. In broader terms, society as a and efficient use of available capacity is of That’s why advanced ATFM automation
whole can also be affected, for example by paramount importance and requires may be required, as a means of potentially
the additional environmental damage. planning and operation of ATFM to be reshaping demand-capacity balancing and
Almost worldwide nowadays, the effort to performed collaboratively across the regions. devising sound measures to avoid or
cope with ever-growing traffic volume and This has been the subject of initiatives such minimize delays. Airport slots, sector
capacity, severe weather, forecast and current
meteorological information, special use
airspace, operational air traffic demand,
operational status of airports, air navigation
resources and traffic management initiatives
are just some of the factors to be kept up
with, every day, every minute. With Skyflow,
ATFM processes are transformed into live
digital streams, with priorities established,
tasks assigned and messages sent to the
appropriate entities.
Skyflow is the result of almost two
decades of groundbreaking research and
development accomplished by Atech and
DECEA, the Brazilian ANSP. The system
provides for a complete database, creates
multiple data-driven insights, and
incorporates refined algorithms for decision
support and advanced analytics, to
individually tailor traffic management
Traffic load predictions for Indian airspace courtesy of collaborative ATFM initiatives to aircraft operators’ specific

AIR TRAFFIC MANAGEMENT
needs. Even the definition of system-to-

system interfaces, sometimes a major
challenge within aviation systems, is made
easier with Skyflow, due its built-in
information governance and secure
technological systems.
Skyflow also facilitates the ATFM post-
operational analysis, so that involved
stakeholders may look at best practices
and lessons learned to improve safety and
efficiency by implementing the most
appropriate measures to balance demand
and capacity – or else to avoid measures
imposing severe, and perhaps unnecessary,
restrictions to the traffic flow.
Essentially, advanced ATFM automation is
an investment in more efficient technologies.
Together with investments in infrastructure
and operations, it will ensure that aircraft Advanced ATFM automation at the Brazilian Air Navigation Management Center (CGNA)
operators can get what they expect.
Considering that the mission of ATFM is implementation of new technology, as well to IATA’s transformative vision for air travel,
to link airport, airspace and ATC with safe, as structures, systems, and processes, will only with changes in attitude and behavior
efficient, reliable and sustainable air not produce their intended results. will people use the technology as designed
transport, then the integration of tools Undoubtedly any advanced ATFM system and work toward a comprehensive,
like Skyflow into ATFM are kind of a is still dependent on people to share transformative ATFM. Keeping supporting
transformational issue, requiring new information widely, work collaboratively, and systems like Skyflow well designed and
mindsets and behavior. Without shifts of put the needs of the enterprise at the top of suited to facilitate such changes remains
mindset and culture, the simple the common agendas. Thus, in a way similar Atech’s overarching goal. v
make it flow
Skyflow, the Air Traffic
Flow Management
solution by Atech
cutting edge technology

and real-world proven
for a smart decision

making process
w w w. a t e c h . c o m . b r

REMOTE TOWERS
INSTANT SWITCH
The remote control tower at Budapest Airport uses the latest matrix switches for real-time
system access and redundancy concepts
Jochen Bauer, marketing director, Guntermann & Drunck
HungaroControl monitors the displayed images from 27 cameras

airspace over Hungary and provides throughout the airport.
air navigation services and training
for ATC personnel. Its latest project involves Remote Tower Budapest 2.0
the remote tower at Budapest Airport, where Hungary’s remote tower concept is based on
it deploys high-tech equipment and state-of- the integration of a new Advanced Surface
the-art solutions, offering 24/7 support Movement Guidance and Control Systems
to the controllers working there. (A-SMGCS) and a camera network installed
Budapest handles around 100,000 flight at several locations at the airport. Dozens of
movements annually and is one of few cutting-edge cameras transmit images to the
European airports that can be controlled video system servers around the clock. From
remotely if something happens at the real the capacity for further modernization here, the ControlCenter-Digital 160 – a
tower. For controllers working in the tower, had been exhausted. It was decided by keyboard, video and mouse (KVM) matrix
it is extremely important to have a direct HungaroControl that the creation of a switch – transfers the content to a video wall
view of arrivals and departures, as well as remote tower was the way forward. with 32 screens (10 x 3m [33 x 10ft]). The
ground traffic. The Budapest project created a powerful video wall not only provides controllers with
The remote tower operation room was solution that guides aircraft through the comprehensive visual information, but also
built in 2015/2016 and is in a building landing and take-off phases, and takes gives a complete overview of the entire
called ANS III. The location is relatively new advantage of satellite-based arrival and airport and its operations.
as HungaroControl had been situated in the departure procedures. This meant designing A mirrored, redundant video wall server
ANS I and ANS II buildings and had rented new, modern and efficient workstations for system, which can be accessed via the KVM
the airport tower. In 2015 management at improved workflows, as well as the matrix by pressing a button, ensures that the
HungaroControl decided that it was time for implementation of exact requirements complete airport can still be monitored, even
some radical changes. The tower at Budapest for redundancy, safety, productivity and in the case of a fault. If a controller working
Airport had become outdated with its optimized maintenance possibilities. Central position (CWP) or video wall server fails, the
30-year-old infrastructure. The ATM systems to this was the implementation of a huge matrix switch ControlCenter-Digital (which
had already been upgraded several times and video wall with 32 monitors, which is also redundant) auto-switches to the hot

KVM IT control that
FROM towers above
G&D the rest
standby pair of computers, providing Left: Controller working
continuous operation without picture loss in position (CWP) in the virtual
tower of Budapest Airport
front of the controllers.
HungaroControl’s remote tower control Center: ControlCenter-Digital
room includes five CWPs, each of which has 160, KVM matrix switch
access to several computers. Thanks to DVI-
CON user modules, the operators can access Below: Four controllers and
the remote computers as if they were on the a supervisor can control
aircraft from a remote tower
controller table. The KVM matrix switches
computer signals in real time, without any
loss. In addition, all five CWPs have been
equipped with DVI-Vision KVM extenders,
serving as a point-to-point extension
between a workstation and a remote
computer. Thus, the controllers can perform
their tasks without noticing any difference
when working with their computers. What
sounds self-evident and intuitive to use is
only made possible by the KVM equipment
running in the background. LEADING THE WAY IN
DIGITAL KVM
Customer benefit and outlook From the ANSP to the controller to the technician,
By moving much of the computer everyone’s better off with KVM.
equipment into separate server rooms,
HungaroControl has managed to reduce
For the service provider, KVM adds flexibility to IT
the noise and heat emissions in the control
infrastructure. It enables emergency work-arounds,
room, which now benefits from efficient,
improves workflows, adds reliability to redundancy
ergonomic and user-friendly work processes.
concepts and provides continuous, uninterrupted
At the same time, the work of the IT staff has
been consolidated since the computers can IT availability.
now be maintained and configured in the
server room. Another decisive customer ATCOs enjoy a computer-free environment. Moving the
benefit has been achieved by the full computers to a central location creates less noise, less
redundancy of the systems and the heat and more space to create better working conditions
associated increase in safety. Whether in the control room. And the system’s more reliable too!
managing arrivals, departures or ground
traffic – Guntermann & Drunck’s (G&D) With KVM, technicians can access several systems
KVM equipment offers reliable and invisible from a range of locations - not just their workplace.
support for controllers, who can now fully Administration is made easier and maintenance too:
rely on the technology in the background the computers are stored centrally so no more crawling
while working on their tasks. v under desks. There’s also more time for maintenance
because ATCOs can be simply switched to a back-up
system whenever it’s required.
For optimum IT system control, improved working

conditions and increased system safety, there’s only
one all-round answer – KVM from G&D.
www.gdsys.de
G&D Tower90x250mm.indd 1 89.

AIR TRAFFIC TECHNOLOGY INTERNATIONAL 2018 28/06/2017 14:37
DATA STORAGE AND RETRIEVAL
INCIDENT RECONSTRUCTION
Next to black box flight recorders, the recording of ATC communication and surveillance
data is probably the most demanding of any recording application
Lee Coles, technical director, Phoenix Recording Systems
ATC providers have a legal

requirement to record any
information that could influence
decisions that are made by air traffic
controllers. A very large amount of
information, in a number of different
formats, from a number of different sources,
is continuously presented to each controller
and there are occasions when split-second
decisions have to be made. If an incident
occurs, the recorded information can be
replayed and analyzed to determine the
cause of the incident and to identify any
changes or improvements that may be made
to prevent a similar incident happening
again in the future.
The task of the investigator is made much
easier if it is possible to see and hear all of
the information that was available to the
controllers at the time of the incident. In
addition, the results of the investigation will A comparison of through-the-wall and at-the-glass radar displays enables analysts to see if anything was obscured
also be more accurate. Analysis of the
reproduced information can help to explain imperative that the location and retrieval of specific information in more detail and in a
why a controller made a decision or took a the data has no effect at all on the recording manner that is easier to interpret.
particular course of action. At first sight, it process or the recorded data. The primary Analysis of the audio signals may
may have appeared that a decision was purpose of a recording system is to determine that the ambient noise in the
irrational or incorrect, but subsequent accurately capture and safely record all of vicinity of a controller was at a sufficient
investigation may indicate otherwise. the data. No external influences may be level to drown low-level voice signals on one
It is therefore important to be able to allowed to interrupt or corrupt this. or more of the radio or telephone channels.
quickly and easily retrieve and replay all of The quality and level of the replayed This may mean that the controller had not
the available information to enable a perfect audio signals should exactly replicate the been able to hear the messages clearly on
reconstruction, at the time of the incident, to quality and level of the signals when they these channels. If this was the case,
be generated. When replayed, the recorded were recorded. It is therefore preferable to information contained in them could not
data must be 100% accurate, exactly as it record them without either VOX (to have influenced any decision that was made.
was captured, not altered or corrupted in accurately preserve any periods of silence), Displaying the ‘through-the-wall’ (pre-
any way, in perfect time-synchronization and AGC (to accurately preserve the true signal processed) radar data on maps that are
complete and continuous. It would be of no levels) and compression (to accurately identical to those used on the operational
use at all if either the voice conversations or preserve the quality of the signals). The displays will allow a direct comparison to be
the radar data were displaced in time from quality of the signals, whether it is excellent made with the reproduced ‘at-the-glass’
each other or from the view of the or poor, must be accurately maintained. controller screen information. A check can
controller’s screen. then be made to ensure that the controller had
Analysis tools been able to see the areas of specific interest
Data capture The use of analysis tools will aid an and that salient data had not been masked or
The data to be used in an investigation will investigator in quickly and accurately hidden from view. It is possible that a text box
be selected using a start date and time, a determining what actually happened and or some other message window might have
finish date and time, and the particular possibly why. In addition to reproducing the been obscuring an important feature, which
information of interest. Once selected, the data in the form that it was originally could then be missed by the controller.
data will be retrieved from storage and presented to the controller, analysis tools can Recorded data needed for an investigation
replayed in perfect time-synchronism. It is assist in an investigation by presenting must be secured in such a way that it cannot

DATA STORAGE AND RETRIEVAL
A user-friendly CMS engineering screen enables recordings to be stored from multiple ATC Analysts are able to select multiple audio channels and view the recording as a timeline,
operations and accessed quickly in the event of an incident enabling them to easily locate the relevant information
be altered, corrupted or even deleted. copied, deleted or overwritten until be able to present certain aspects of the data
Furthermore, it may be impounded by the official authority is given for the release in a form that is suitable for use in
relevant regulatory body. To ensure that the of such data. environments where there is no special-to-
relevant data is protected, the ATC provider In summary, it is essential that any type software and perhaps limited technical
will have to remove the appropriate data information presented for analysis or knowledge. In all cases, it must be possible
from the normal storage location and place it investigation is 100% accurate, replayed in to access the recorded data quickly and
in a ‘quarantine’ storage location, which is a perfect time-synchronism, and reproduced easily without affecting any data that is
separate, secure storage area. Any data in in the same format as it was originally either currently being recorded or has
quarantine storage may not be replayed, presented. However, it is also important to previously been recorded. v
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REMOTE TOWERS
TOTAL CONTROL
Avinor ANS is implementing the largest remote tower program in the world today
Stig H Jenssen, director strategic programs, Kongsberg Defence & Aerospace
Norwegian airport operator Avinor

Air Navigation Services (ANS)
contracted Kongsberg Defence &
Aerospace, together with team partner Indra
Navia, to supply remote tower services for
15 airports in Norway, with the option of
adding a further 21 airports. The first airport
will be operational and controlled by the
Remote Tower Center (RTC) in the town of
th
Bodø by mid-2018, with the 15 airport due
by the end of 2020.
The Avinor Ninox program is the direct
result of a strategic approach. The system
requirements are based on a well-defined
‘concept of operations’ and Avinor’s Safety The ATCO will have a full out-the-window view with all necessary user interfaces in a clean desk environment.
and Human Performance assessments.
Ninox Remote Towers is a complete system, working position in an RTC – or in an is the leading OTW view in the market.
covering all necessary functionality to operations center at the airport (the virtual Moving target indicators, information
provide ATC services for multiple airports, tower). All systems operated from the cabin overlay (weather/terrain info), augmented
including Indra Navia’s highly flexible in the conventional tower are available from reality, track/flight data from the ATM system
InNova AIR Tower System. the RTC, including the out-the-window and artificial intelligence features reinforce
The Ninox Remote Towers system is based (OTW) view. All system requirements fulfill the situational awareness to enable the
on a true service-oriented architecture the ICAO Doc 4444. A particular ATCO to make safe and correct decisions.
(SOA), where the Ninox 360 Camera requirement, documented in ICAO Doc The camera solution is mounted on a
presents the panoramic sensor coverage, and 8964, is that the ATCO must have a 20/20 rotating platform incorporating two separate
the Ninox PTP (pan tilt platform) provides vision. This means that the ATCO must have cameras. This comprises one line-scan
zooming and tracking capabilities. The air the same quality view as viewed by their own camera for visual light, VIS 360°, and
traffic controller (ATCO) can remotely eyes if sited in a conventional control tower. another line-scan camera for long-wave
control all local navaids, airfield lights, met The Ninox 360 Camera can present an infrared light, IR 360°. The platform rotates
sensors and other ATC systems on the image with a spatial resolution that up to 5Hz and provides five eye-resolution
airports from the RTC. All components are corresponds to the human visual acuity – 360° images per second. The 5Hz update
tied together into a real-time integrated which is 0.28 milliradians. A 0.28 mrad rate on 100Hz flicker-free screens draws the
system. Each airport requires 50Mbps resolution equals resolving 28cm (11 in) operator’s attention to moving objects such
bandwidth at most. details at 1km (0.6 mile) range. The sensor as airplanes, cars, animals and people.
The remote system is designed to replace provides an impressive vertical field of view Both the Ninox 360 Camera and the
the ATCO position in the conventional of 60º, and with one seamless 360º uniform Ninox PTP are positioned on a mast
tower, at any airport, with a controller image, the Ninox Heads-Up Display (HUD) construction so that the ATCO’s ‘eyes’ are
positioned in a similar position, as a
conventional tower cabin would be. For
airports, Ninox offers savings in terms of
space, maintenance and power
consumption, when replacing a conventional
control tower.
The Ninox Remote Tower concept is
young – however it is based on well-proven,
safe and mature technology. With its open
architecture, Ninox is well prepared for
growth, further new technology inserts and
mission expansion, and it provides scalable
Left: The Ninox Electro Optical Sensor Suite Right: The Ninox PTP with VIS95 day camera, IR camera, and cost-effective solutions for all customers
deployed at Kjeller Airport in Norway laser range finder and signal light gun and applications. v

Context. Content. Contacts.
ENTER THE ATMOSPHERE FOR BUSINESS.
6-8 March 2018 | Madrid, Spain | IFEMA, Feria de Madrid
worldatmcongress.org
@WorldATM_now #WorldATM
WORLD ATM CONGRESS
ATMOSPHERE FOR BUSINESS

The biggest event in ATM promises more participants than ever before from countries all
over the world
Kristen Knott, managing editor and writer, ATCA
Now in its sixth year, World ATM

Congress is being held on March
6-8, 2018, in Madrid, Spain, and is
expected to attract more than 7,000 industry
professionals, including 80+ air navigation
service providers (ANSP), air traffic
controllers, manufacturers of aviation
products, consultants, and government,
military and academia representatives from
more than 130 countries around the world.
Operated by the Civil Air Navigation
Services Organisation (CANSO) in
partnership with the Air Traffic Control
Association (ATCA), World ATM Congress
2018 combines a large-scale exhibition and
world-class conference with exclusive
networking opportunities, providing
attendees with the chance to learn about the
latest trends and developments in the ATM
industry. The Congress has become a
premier international event, organized for
the industry, by the industry.
“You see people really working together at Above: World ATM Congress expects more than 7,000
ATM World Congress; it’s become a sort of attendees in March 2018
institution,” says Massimo Garbini, Left: The conference addresses the industry’s challenges
managing director, SESAR Deployment
Manager. “The size of the event is such that, presented by Eurocontrol, SESAR Joint
for a manager, you meet as many people in Undertaking, and the Federal Aviation
three days as you normally would in three Administration (FAA).
months. Colleagues, customers, suppliers,
regulators – everybody’s here. All the ATM Enjoy all Madrid has to offer
stakeholders are coming to Madrid.” As well as visiting World ATM Congress
2018, delegates are encouraged to take in
One-stop shop: conference With more than 150 organizations already the diversity and culture of Spain’s capital
and exhibition signed on to take part in 2018, World ATM and the European Union’s third-largest city.
World ATM Congress leverages its network Congress is the largest gathering of ATC and Madrid’s historic monuments are scattered
of professionals to develop a program that is ATM technology showcased under one roof. throughout the beautiful city. There is also
both stimulating and thought-provoking. Airbus ProSky, Leidos, NTT Data, Saab, NAV an abundance of picturesque cafés and
The conference program provides a unique Canada, Thales, Rohde & Schwarz, and terraces. Visitors will find some of the
platform for discussing the future of ATM by many more, will return to Madrid. New world’s most exciting museums in the
bringing together the world’s foremost exhibitors from China, Russia, Europe and ‘Triangle of Art’, including the world-famous
aviation leaders to share their insights, views the USA will be joining the 2018 event. Museo del Prado.
and expertise on the major issues and In addition to the free exhibition, World World ATM Congress staff will be on hand
challenges facing the ATM industry. When ATM Congress is once again offering to help organize meetings, business lunches
the conference program is over for the day, complimentary educational programs in the or dinner arrangements at locations
delegates can visit the Exhibition Hall, main hall. Visitors can enjoy five throughout Madrid (including the hotels),
featuring around 230 stands and hundreds presentation theaters showcasing research and can provide a range of support services
of the world’s most well-respected air traffic findings, new product launches, new ATC at the venue including catering and
management organizations. technology, and perspectives on ATM policy audiovisual requirements. v
AIR TRAFFIC TECHNOLOGY INTERNATIONAL 2018 95

BACK CHAT
USA ATC: TO PRIVATIZE OR NOT?

The USA’s air transportation system is the
largest and most complex in the world. It
safely manages the movement of more aircraft
in a month than many countries do in an entire year.
Yet most experts agree that modernization is needed.
Although the FAA’s NextGen program is making
progress, opinion remains divided on where the
funding should come from to pay for the necessary
equipment upgrades and training.
Some lobby groups and politicians, not least
President Trump, believe the way to pay for these
enhancements is through privatization of the ATC
system in the USA, and have proposed legislation to
this end. But resistance to the changes from the FAA
and many aviation groups has been high. Generally,
commercial airlines favour privitization, while general
aviation is against. The political process continues in
Washington, with the issue gaining importance as the
end of the government’s fiscal year, September 30,
approaches. We’ve talked to some of the leading voices
in this controversial debate to present the arguments
for and against privatization. v
YOUR FEEDBACK
“We’ve got the largest, safest, most diverse and most complex air surprising that the NBAA and its allies are using every tactic to
transportation system in the world. The communities we serve depend on obstruct reform.”
access to the system. We want to move forward on the new national airspace Marc Scribner, senior fellow, Competitive Enterprise Institute
system, NextGen. We want to increase capacity, reduce our environmental
footprint and increase safety, but we don’t see that privatization is necessary.” “Privatization would hand over decisions about infrastructure funding, taxes
Ed Bolen, president, National Business Aviation Association and fees, consumer complaints, noise, and many other priorities, to a board
of private interests dominated by the commercial airlines. These are the same
“Past legislation has exempted the FAA from procurement laws, added airlines that have cut back flights to smaller communities by more than 20% in
performance-based compensation and more, to no good result. The US$15bn recent years, and have stated their intent to divert investment from small- and
FAA budget nearly doubled between 1996 and 2012, and an [Inspector mid-sized communities, to large ones where the airlines are most profitable.”
General] report showed productivity declined.” Mayoral alliance letter to Congress
Paul Rinaldi, president, National Air Traffic Control Association
“We believe that the funding issue could be addressed through changes in
“Under the current aviation tax system, business jets pay less than 1% of total FAA budgeting without privatizing the organization. You don’t see the same
aviation taxes that support ATC, even though they account for more than 10% difficulties in other agencies of the federal government. If that’s the problem,
of controlled operations. This massive taxpayer subsidy from the traveling let’s address it. You don’t need to privatize.”
public would be eliminated under any cost-based user fee structure, so it is not Steve Dickson, senior vice president of operations, Delta Air Lines
INDEX TO ADVERTISERS
ACAMS AS.............................................................. 65 DFS Deutsche Flugsicherung GmbH.......................... 73 L3 ESSCO............................................................... 11
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Air Traffic Technology International Esterline Belgium BVBA............................................ 17 NAV Canada............................................................ 33
Online Reader Inquiry Service...........................77, 91 Guntermann & Drunck GmbH................................... 89 NAV Portugal........................................................... 55
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Rohde & Schwarz International GmbH......................... 8
Avitech.................................................................... 19 INECO..................................................................... 81
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Coastal Environmental Systems.......... Inside Back Cover Inmarsat Aviation.............................Outside Back Cover Si ATM.................................................................... 73
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+1 (206) 682-6048 aviation@coastalenvironmental.com
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AIR TRAFFIC TECHNOLOGY INTERNATIONAL 2018

SPACE RACE 4D FUTURES PRECISION FLYING

Over 4.000 ATM references in more

MY Indra’s Airspace Capacity Manager (iACM)

Mixed Reality (Looking Glass Project)

2 AIR TRAFFIC TECHNOLOGY INTERNATIONAL 2018.

AIR TRAFFIC TECHNOLOGY INTERNATIONAL 2018 3.

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The avionics display and

AIR TRAFFIC TECHNOLOGY INTERNATIONAL 2018 5.

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Validation of interval management

FIM IN THE AIR, GIM-S ON THE GROUND

6 AIR TRAFFIC TECHNOLOGY INTERNATIONAL 2018

Retired airline pilots test

NASA Langley / David C. Bowman

AIR TRAFFIC TECHNOLOGY INTERNATIONAL 2018 7.

More about ATC communications:

15904.003_ATC_AirTrafficTechnology-Sept17_215x275_e.indd 1 02.08.17 11:39 Uhr

NASA Langley / David C. Bowman

AIR TRAFFIC TECHNOLOGY INTERNATIONAL 2018 9.

The demonstrations involved having

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2013 2019 2024

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The advent of super-fast fiber

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benefits for smaller airfields, such as

London goes digital

Safety and resilience

AIR TRAFFIC TECHNOLOGY INTERNATIONAL 2018 23.

Simulation of the view from the UK’s first digital tower,

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42013 Air Traffic Technology International ad - MSSR.indd 1 8/29/2017 7:57:07 AM

Virgin Spaceship Unity (VSS Unity)

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Main: The wing view of

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October 15-18, 2017

conversations that count

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The long-awaited mission of The ever-expanding Single European Sky

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