FANS/CNS ATM

OVERVIEW
Summary of existing air traffic control methods
Communication
Air-ground -
VHF voice radio, for within line-of-sight range
communication.
HF voice, where VHF isn't available. HF communications
need an intermediate voice operator on the ground.
On-the-ground -
Telephone to link air traffic services.
AFTN (Aeronautical Fixed Telecommunication Network),
for teletype messages.
CIDIN (Communication ICAO Data Interchange Network)
for digital (binary) communication, which is available in
some areas.
Navigation
Overland (not available in all areas)
NDB (Non-Directional Beacon)
VOR (Very High Frequency Omnidirectional
Range) DME (Distance Measuring Equipment)
Long range
Omega Area Navigation
INS (Inertial Navigation System)
Landing
ILS (Instrument Landing System)
Surveillance
Primary and secondary radar for continental/
coastal areas.
Procedural (non-radar) voice reporting for
oceanic/remote areas.
ATM
The aircrafts role is to report its position and
follow controllers instructions.
No integration exists between aircraft systems,
ground systems and ATC facilities.
Procedures are designed to allow for the
shortcomings of the traditional system.
Diagram of existing air traffic services
the early 1980s, ICAO recognized the increasing
limitations of the present air navigation systems
and the improvements needed
In 1983, ICAO established the Special
Committee on Future Air Navigation Systems
(FANS)
the task of studying, identifying and assessing
new concepts and new technology and making
recommendations for the coordinated
evolutionary development of air navigation over
a time-scale of the order of 25 years
ICAO established a follow-on committee to help
ensure a coherent, cost-beneficial, global
implementation of the new system concept.


The Tenth Air Navigation Conference
(1991) endorsed the global concept
proposed by the Special Committee for the
Monitoring and Co-ordination of
Development and Transition Planning for
the Future Air Navigation System (FANS
Phase II).
The concept, (Doc 9623, Report of FANS
(II)/4), included a variety of satellite-based
systems along with a judicious selection of
ground-based systems.
Overview Diagram.
The need for change in the current global air
navigation system was due to two
principal factors:
the present and growing air traffic
demand, with which the current system,
by virtue of its limitations, will be unable
to cope, and
the need for global consistency in the
provision of air traffic services during the
progression towards a seamless air
traffic management system.
FANS I Committee concluded that the
shortcomings of the CNS systems amounted to
three factors:
the propagation limitations of current line-of-
sight systems and/or accuracy reliability
limitations imposed by the variability of
propagation characteristics of other systems;
the difficulty, caused by a variety of reasons, to
implement present CNS systems and operate
them in a consistent manner in large parts of the
world; and
the limitations of voice communications and the
lack of digital air-ground data interchange
systems to support modern automated systems
in the air and on the ground
The Committee concluded that:
New CNS systems should surmount these
limitations to allow air traffic management on a
global scale to evolve and become more
responsive to users needs. Therefore they
should provide for:
global communications, navigation and
surveillance coverage from (very) low to (very)
high altitudes, also embracing remote, off shore
and oceanic areas;
digital data interchange between air/ground
systems to fully exploit the automated
capabilities of both; and
navigation/ approach service for runways and
other landing areas which need not be equipped
with precision landing aids (MLS)
The committee concluded that satellite
based data communications was the
preferred means of air ground data
interchange except for high density areas
When studying modern developments in
aircraft navigation systems the committee
developed the concept of required
navigation performance capability (RNPC).
This concept would allow a required
navigational performance to be achieved
by a variety of navigational equipment
that global navigation satellite systems (GNSS)
that provide for "independent" on-board position
determination (e.g. GPS, GLONASS), would
evolve to be a suitable sole means of navigation
and eventually replace the current short and
long range navigation aids.
On surveillance issues the committee concluded
that SSR is and will remain in use in many parts
of the world, and that by augmenting SSR with
Mode S the selective address and data link
capabilities will enhance the beneficial role for
surveillance purposes
The introduction of digital data links via
satellites coupled with the foreseen
availability of accurate navigation (satellite
based) systems presented the opportunity
to provide surveillance services in remote
low density areas e.g. oceanic areas.
Such surveillance is termed "Automatic
Dependent Surveillance" (ADS).
THE ICAO CNS/ATM SYSTEM
Communications
In the future CNS/ATM system, air-ground
communications by means of digital data
link.
the aeronautical mobile satellite service
(AMSS). Various communications media, e.g.
AMSS, very high frequency (VHF), data link
and secondary surveillance radar (SSR)
Mode S data link, will be integrated through
an ATN based on an open systems
interconnection (OSI) architecture.
Potential benefits from air-ground
communications are:
a) efficient linkages between ground and
airborne systems;
b) improved handling and transfer of data;
c) reduced channel congestion;
d) reduced communications errors;
e) inter-operable communication media;
and
f) reduced workload for controller and
pilot.
Navigation
Required navigation performance (RNP),
conceived by the FANS Committee and
developed by the Review of the General
Concept of Separation Panel (RGCSP),
defines navigation performance accuracy
required for operation within a defined airspace.
allows the aircraft operator to select the type of
navigation equipment to use.
RNP requirements could be met by the global
navigation satellite system (GNSS),
a high integrity, highly accurate navigation
service, for en-route applications.
Potential benefits from GNSS are:
a) improved four-dimensional navigational
accuracy;
b) high-integrity, high accuracy, worldwide
navigation service;
c) cost savings from phase-out of ground-
based navigation aids; and
d) improved air transport services using
non-precision approaches and precision
landing operations.
Surveillance
The data link based ATS will use a data
link to provide surveillance information for
ATS.
Surveillance may be independent, i.e.
using radar, or dependent, i.e. using on-
board derived information passed
automatically to the ATC provider.
The two systems may, where necessary,
be combined.
Potential benefits from the enhanced
surveillance system are:
a) enhanced flight safety;
b) improved surveillance of aircraft in non-radar
areas;
c) possible reduction of separation minima in
non-radar airspace;
d) reduced delays;
e) the accommodation of user-preferred flight
profiles;
f) increased ATC capacity; and
g) more efficient and economic aircraft
operations.
Air traffic management (ATM)
automation to reduce or eliminate constraints
imposed on ATM operations
Potential benefits from improvements in ATM are:
a) enhanced safety, reduced delays and increased
airport capacity;
b) more flexible ATM operations;
c) enhanced surveillance capability;
d) reduced congestion;
e) more efficient use of airspace, including more
flexibility and reduced
separations;
f) better accommodation of user-preferred profiles;
g) enhanced meteorological information; and
h) reduced controller workload.
Expected benefits of data link ATS
Significant benefits are expected to accrue from the implementation
of a data link ATS. These could include:
a) increased safety by reducing the potential for erroneous receipt
of messages;
b) reduction of voice-channel congestion;
c) reduction of radiotelephony workload for both the pilot and
controller;
d) increased communication availability;
e) reduction of late transfer of communications;
f) reduction of re-transmissions caused by misunderstood
communications;
g) increased flexibility in handling ATC communication tasks;
h) more efficient use of airspace due to more time being allocated
to providing a
better service to user aircraft, rather than to routine
communications tasks;
i) reduced controller stress/memory burden; and
j) reduced controller communication time.
Summary of CNS/ ATM issues
ICAO CNS/ATM Outline