| | Efficient Flight Path | Improved Flexibility and Efficiency in Descent Profiles (CDO) | To use performance-based airspace and arrival procedures allowing aircraft to fly their optimum profile using continuous descent operations (CDOs). This will optimize throughput, allow fuel efficient descent profiles and increase capacity in terminal areas. | To use performance-based airspace and arrival procedures allowing aircraft to fly their optimum profile using continuous descent operations (CDOs). This will optimize throughput, allow fuel efficient descent profiles and increase capacity in terminal areas. | | KPA-04 – Efficiency, KPA-05 – Environment, KPA-09 – Predictability, KPA-10 – Safety. | Approach/arrivals and en-route. | Regions, States or individual locations most in need of these improvements. For simplicity and implementation success, complexity can be divided into three tiers:
a) least complex – regional/States/locations with some foundational PBN operational experience that could capitalize on near term enhancements, which include integrating procedures and optimizing performance;
b) more complex – regional/States/locations that may or may not possess PBN experience, but would benefit from introducing new or enhanced procedures. However, many of these locations may have environmental and operational challenges that will add to the complexities of procedure development and implementation; and
c) most complex – regional/States/locations in this tier will be the most challenging and complex to introduce integrated and optimized PBN operations. Traffic volume and airspace constraints are added complexities that must be confronted. Operational changes to these areas can have a profound effect on the entire State, region or location.
| AOM – airspace organization and management AO – aerodrome operations TS – traffic synchronization, AOM | GPI-10: Terminal area design and management GPI-11: RNP and RNAV standard instrument departures (SIDS) and standard terminal arrivals (STARS) | | Completed | Completed | Completed | Completed | Completed | B005 | | | EN |
| | Optimum Capacity and Flexible Flights | Improved Operations through Enhanced En-Route Trajectories | To allow the use of airspace which would otherwise be segregated (i.e. special use airspace) along with flexible routing adjusted for specific traffic patterns. This will allow greater routing possibilities, reducing potential congestion on trunk routes and busy crossing points, resulting in reduced flight length and fuel burn. | To allow the use of airspace which would otherwise be segregated (i.e. special use airspace) along with flexible routing adjusted for specific traffic patterns. This will allow greater routing possibilities, reducing potential congestion on trunk routes and busy crossing points, resulting in reduced flight length and fuel burn.
| | KPA-01 – Access & Equity, KPA-02 – Capacity, KPA-04 – Efficiency, KPA-05 – Environment, KPA-06 – Flexibility, KPA-09 – Predictability. | | Applicable to en-route and terminal airspace. Benefits can start locally. The larger the size of the concerned airspace the greater the benefits, in particular for flex track aspects. Benefits accrue to individual flights and flows.
Application will naturally span over a long period as traffic develops. Its features can be introduced starting with the simplest ones.
| AOM – Airspace Organisation & Management AUO – Airspace Users Operations DCB – Demand and Capacity Balancing | GPI-1 Flexible use of airspace GPI-4 Align upper airspace classifications GPI-7 Dynamic and Flexible Airspace Route Management GPI-8 Collaborative airspace design and management | | Completed | Completed | Completed | Completed | Completed | B010 | | | EN |
| | Optimum Capacity and Flexible Flights | ACAS Improvements | To provide short-term improvements to existing airborne collision avoidance systems (ACAS) to reduce nuisance alerts while maintaining existing levels of safety. This will reduce trajectory deviations and increase safety in cases where there is a breakdown of separation. | To provide short-term improvements to existing airborne collision avoidance systems (ACAS) to reduce nuisance alerts while maintaining existing levels of safety. This will reduce trajectory deviations and increase safety in cases where there is a breakdown of separation. | | KPA-04 – Efficiency, KPA-10 – Safety. | En-route flight phases and approach flight phases.
| Safety and operational benefits increase with the proportion of equipped aircraft. | CM – Conflict Management. | GPI-2: Reduced vertical separation minima
GPI-9: Situational awareness
GPI-16: Decision support systems and alerting systems | | Completed | Completed | Not Applicable | Completed | Completed | B0101 | | | EN |
| | Airport Operations | Improved RunwayTraffic Flow through Runway Sequencing (AMAN/DMAN) | To manage arrivals and departures (including time-based metering) to and from a multi-runway aerodrome or locations with multiple dependent runways at closely proximate aerodromes, to efficiently utilize the inherent runway capacity.
| To manage arrivals and departures (including time-based metering) to and from a multi-runway aerodrome or locations with multiple dependent runways at closely proximate aerodromes, to efficiently utilize the inherent runway capacity.
| | KPA-02 – Capacity, KPA-04 – Efficiency, KPA-09 – Predictability, KPA-06 – Flexibility. | Runways and terminal manoeuvring area in major hubs and metropolitan areas will be most in need of these improvements.
The improvement is least complex – runway sequencing procedures are widely used in aerodromes globally. However, some locations might have to confront environmental and operational challenges that will increase the complexity of development and implementation of technology and procedures to realize this module.
| TS – Traffic Synchronization
| TS – Traffic synchronization | GPI-6: Air traffic flow management | Linkage with B0-15 and B0-80
| Completed | Completed | Completed | Completed | Completed | B015 | | | EN |
| | Efficient Flight Path | Improved Flexibility and Efficiency in Departure Profiles - Continuous Climb Operations (CCO) | To implement continuous climb operations in conjunction with performance-based navigation (PBN) to provide opportunities to optimize throughput, improve flexibility, enable fuel-efficient climb profiles and increase capacity at congested terminal areas. | To implement continuous climb operations in conjunction with performance-based navigation (PBN) to provide opportunities to optimize throughput, improve flexibility, enable fuel-efficient climb profiles and increase capacity at congested terminal areas. | | KPA-04 – Efficiency, KPA-05 – Environment, KPA-10 - Safety | | Regions, States or individual locations most in need of these improvements. For simplicity and implementation success, complexity can be divided into three tiers:
a) least complex: regional/States/locations with some foundational PBN operational experience that could capitalize on near-term enhancements, which include integrating procedures and optimizing performance;
b) more complex: regional/States/locations that may or may not possess PBN experience, but would benefit from introducing new or enhanced procedures. However, many of these locations may have environmental and operational challenges that will add to the complexities of procedure development and implementation; and
c) most complex: regional/States/locations in this tier will be the most challenging and complex to introduce integrated and optimized PBN operations. Traffic volume and airspace constraints are added complexities that must be confronted. Operational changes to these areas can have a profound effect on the entire State, region or location.
| AUO – airspace user operations TS – traffic synchronization AOM – airspace organization and management | GPI 5: Area navigation/required navigation performance (RNAV/RNP) (performance-based navigation)
GPI-10: Terminal area design and management
GPI-11: RNP and RNAV standard instrument departures (SIDS) and standard instrument arrivals (STARS)
| | Completed | Completed | | Completed | Completed | B020 | Completed | Completed | EN |
| | Globally Interoperable Systems and Data | Increased Interoperability, Efficiency and Capacity through Ground-Ground Integration | To improve coordination between air traffic service units (ATSUs) by using ATS interfacility data communication (AIDC) defined by the ICAO Manual of Air Traffic Services Data Link Applications (Doc 9694). The transfer of communication in a data link environment improves the efficiency of this process particularly for oceanic ATSUs. | To improve coordination between air traffic service units (ATSUs) by using ATS interfacility data communication (AIDC) defined by the ICAO Manual of Air Traffic Services Data Link Applications (Doc 9694). The transfer of communication in a data link environment improves the efficiency of this process particularly for oceanic ATSUs. | | KPA-02 – Capacity, KPA-04 – Efficiency, KPA-07 – Global Interoperability, KPA-10 – Safety. | All flight phases and all type of ATS units. | Applicable to at least two area control centres (ACCs) dealing with en-route and/or terminal control area (TMA) airspace. A greater number of consecutive participating ACCs will increase the benefits. | CM – conflict management | GPI-16: Decision support systems | | Completed | No requirement | Completed | Completed | Completed | B025 | | | EN |
| | Globally Interoperable Systems and Data | Service Improvement through Digital Aeronautical Information Management | The initial introduction of digital processing and management of information, through aeronautical information service (AIS)/aeronautical information management (AIM) implementation, use of aeronautical information exchange model (AIXM), migration to electronic aeronautical information publication (AIP) and better quality and availability of data.
| The initial introduction of digital processing and management of information, through aeronautical information service (AIS)/aeronautical information management (AIM) implementation, use of aeronautical information exchange model (AIXM), migration to electronic aeronautical information publication (AIP) and better quality and availability of data. | | KPA-03 – Cost-effectiveness, KPA-05 – Environment, KPA-07 – Global interoperability, KPA-10 – Safety. | | Applicable at State level, with increased benefits as more States participate | IM – Information Management | GPI-18: Electronic information services | | Completed | Completed | Completed | Completed | Completed | B030 | | | EN |
| | Optimum Capacity and Flexible Flights | Improved Flow Performance through Planning based on a Network-Wide view | Air traffic flow management (ATFM) is used to manage the flow of traffic in a way that minimizes delay and maximizes the use of the entire airspace. ATFM can regulate traffic flows involving departure slots, smooth flows and manage rates of entry into airspace along traffic axes, manage arrival time at waypoints or flight information region (FIR)/sector boundaries and re-route traffic to avoid saturated areas. ATFM may also be used to address system disruptions including crisis caused by human or natural phenomena. | Air traffic flow management (ATFM) is used to manage the flow of traffic in a way that minimizes delay and maximizes the use of the entire airspace. ATFM can regulate traffic flows involving departure slots, smooth flows and manage rates of entry into airspace along traffic axes, manage arrival time at waypoints or flight information region (FIR)/sector boundaries and re-route traffic to avoid saturated areas. ATFM may also be used to address system disruptions including crisis caused by human or natural phenomena. | | KPA-01 – Access & Equity, KPA-02 – Capacity, KPA-04 – Efficiency, KPA-05 – Environment, KPA-08 – Participation by the ATM community; KPA-09 – Predictability. | Pre-flight phases, some action during actual flight.
| | DCB – Demand-Capacity Balancing TS – Traffic Synchronisation AOM – Airspace Organisation and Management | GPI-1 Flexible use of airspace GPI-6 Air traffic flow management GPI-8 Collaborative airspace design and management | | 2013 | Not Applicable | Completed | 2013 | 2013 | B035 | | | EN |
| | | Improved Safety and Efficiency through the initial application of Data Link En-Route | To implement an initial set of data link applications for surveillance and communications in ATC, supporting flexible routing, reduced separation and improved safety. | To implement an initial set of data link applications for surveillance and communications in ATC, supporting flexible routing, reduced separation and improved safety. | | KPA-02 Capacity; KPA-10 Safety | En-route flight phases, including areas where radar systems cannot be installed such as remote or oceanic airspace.
| Requires good synchronization of airborne and ground deployment to generate significant benefits, in particular to those equipped. Benefits increase with the proportion of equipped aircraft. | ATM/SDM – ATM service delivery management | GPI-9 Situational awareness
GPI-17 Implementation of data link applications
GPI-18 Electronic information services | | | | | | | B040 | | | EN |
| | | Optimisation of approach procedures including vertical guidance | The use of performance-based navigation (PBN) and ground-based augmentation system (GBAS) landing system (GLS ) procedures will enhance the reliability and predictability of approaches to runways, thus increasing safety, accessibility and efficiency. This is possible through the application of Basic global navigation satellite system (GNSS), Baro vertical navigation (VNAV), satellite-based augmentation system (SBAS) and GLS. The flexibility inherent in PBN approach design can be exploited to increase runway capacity. | The use of performance-based navigation (PBN) and ground-based augmentation system (GBAS) landing system (GLS ) procedures will enhance the reliability and predictability of approaches to runways, thus increasing safety, accessibility and efficiency. This is possible through the application of Basic global navigation satellite system (GNSS), Baro vertical navigation (VNAV), satellite-based augmentation system (SBAS) and GLS. The flexibility inherent in PBN approach design can be exploited to increase runway capacity.
| | KPA-01 – Access and Equity,
KPA-02 – Capacity,
KPA-04 – Efficiency,
KPA-05 – Environment;
KPA-10 – Safety. | | This module is applicable to all instrument, and precision instrument runway ends, and to a limited extent, non-instrument runway ends. | AUO – Airspace user operations AO – Aerodrome operations | GPI-5: Area navigation (RNAV) and RNP (PBN)
GPI-14: Runway operations
GPI-20: WGS84 | | Completed (B0 - GLS CAT I only) | | | | | B065 | | | EN |
| | Airport Operations | Increased Runway Throughput through Optimized Wake Tubulence Separation | Improved throughput on departure and arrival runways through optimized wake turbulence separation minima, revised aircraft wake turbulence categories and procedures. | Improved throughput on departure and arrival runways through optimized wake turbulence separation minima, revised aircraft wake turbulence categories and procedures. | | KPA-02 – Capacity, KPA-06 – Flexibility. | | Least complex – Implementation of revised wake turbulence categories is mainly procedural. No changes to automation systems are needed. | CM – conflict management | GPI-13- Aerodrome Design; GPI 14 – Runway Operations | | 2013 | Not Applicable | Not applicable | 2013 | 2013 | B070 | | | EN |
| | Airport Operations | Safety and Efficiency of Surface Operations (A-SMGCS Level 1-2) | Basic A-SMGCS provides surveillance and alerting of movements of both aircraft and vehicles on the aerodrome thus improving runway/aerodrome safety. ADS-B information is used when available (ADS-B APT).
| Basic A-SMGCS provides surveillance and alerting of movements of both aircraft and vehicles on the aerodrome thus improving runway/aerodrome safety. ADS-B information is used when available (ADS-B APT). | | KPA- 01 – Access and Equity, KPA-02 – Capacity, KPA-04 – Efficiency, KPA-05 – Environment, KPA-10 – Safety. | Aerodrome surface movements (aircraft + vehicles), taxi, push-back, parking. | A-SMGCS is applicable to any aerodrome and all classes of aircraft/vehicles. Implementation is to be based on requirements stemming from individual aerodrome operational and cost-benefit assessments.
ADS B APT, when applied is an element of A-SMGCS, is designed to be applied at aerodromes with medium traffic complexity, having up to two active runways at a time and the runway width of minimum 45 m.
| AO – Aerodrome operations; CM – Conflict management | GPI-9: Situational awareness GPI-13: Aerodrome design and management GPI-16: Decision support systems and alerting systems GPI-18: Electronic information services in the global plan initiatives | Linkage with B0-80 and B0-15 | Completed | Completed | | Completed | Completed | B075 | Completed | Completed | EN |
| | Airport Operations | Improved Airport Operations through Airport-CDM | To implement collaborative applications that will allow the sharing of surface operations data among the different stakeholders on the airport. This will improve surface traffic management reducing delays on movement and manoeuvring areas and enhance safety, efficiency and situational awareness. | To implement collaborative applications that will allow the sharing of surface operations data among the different stakeholders on the airport. This will improve surface traffic management reducing delays on movement and manoeuvring areas and enhance safety, efficiency and situational awareness.
| | KPA-02 – Capacity, KPA-04 – Efficiency, KPA-05 – Environment. | | Local for equipped/capable fleets and already established airport surface infrastructure.
| AO – Airport Operations IM – Information Management | GPI-8: Collaborative airspace design and management GPI-18: Aeronautical information GPI-22: Communication infrastructure | Linkage with B0-75 and B0-15
| Est. 2013 | Completed | Est. 2013 | Est. 2013 | Est. 2013 | B080 | | | EN |
| | Optimum Capacity and Flexible Flights | AIR TRAFFIC SITUATIONAL AWARENESS (ATSA) | Two air traffic situational awareness (ATSA) applications which will enhance safety and efficiency by providing pilots with the means to enhance traffic situational awareness and achieve quicker visual acquisition of targets:
a) AIRB (basic airborne situational awareness during flight operations); and
b) VSA (visual separation on approach).
| Two air traffic situational awareness (ATSA) applications which will enhance safety and efficiency by providing pilots with the means to enhance traffic situational awareness and achieve quicker visual acquisition of targets:
a) AIRB (basic airborne situational awareness during flight operations); and
b) VSA (visual separation on approach).
| | KPA-04 – Efficiency; KPA-10 – Safety | En-route, terminal, approach.
| These are cockpit-based applications which do not require any support from the ground hence they can be used by any suitably equipped aircraft. This is dependent upon aircraft being equipped with ADS-B OUT.
Avionics availability at low enough costs for GA is not yet available.
| CM – Conflict management; TS – Traffic synchronization. | GPI-9 Situational Awareness; GPI-15: Match IMC and VMC operating capacity. | | Completed | Completed | | Completed | 2012 | B085 | N/A | Completed | EN |
| | Optimum Capacity and Flexible Flights | Improved Access to Optimum Flight Levels through Climb/Descent Procedures using ADS-B | This module enables an aircraft to reach a more satisfactory flight level for flight efficiency or to avoid turbulence for safety. The main benefit of ITP is significant fuel savings and the uplift of greater payloads. | This module enables an aircraft to reach a more satisfactory flight level for flight efficiency or to avoid turbulence for safety. The main benefit of ITP is significant fuel savings and the uplift of greater payloads. | | KPA-02 – Capacity, KPA-04 – Efficiency, KPA-05 – Environment, KPA-10 – Safety. | | This can be applied to routes in procedural airspaces.
| CM – conflict management AOM – airspace organization and management AUO – airspace user operations | GPI-7: Dynamic and flexible ATS route management
GPI-9: Situational awareness
| | | | | | | B086 | | | EN |
| | Efficient Flight Path | Improved Flexibility and Efficiency in Descent Profiles (CDOs) using VNAV | To enhance vertical flight path precision during descent, arrival, and enables aircraft to fly an arrival procedure not reliant on ground based equipment for vertical guidance. The main benefit is higher utilisation of airports, improved fuel efficiency, increased safety through improved flight predictability and reduced radio transmissions, and better utilization of airspace.
| To enhance vertical flight path precision during descent, arrival, and enables aircraft to fly an arrival procedure not reliant on ground based equipment for vertical guidance. The main benefit is higher utilisation of airports, improved fuel efficiency, increased safety through improved flight predictability and reduced radio transmissions, and better utilization of airspace. | | KPA-02 – Capacity, KPA-04 – Efficiency, KPA-06 – Predictability, KPA-10 – Safety | Descent, arrival, flight in terminal area | | AO – aerodrome operations AOM – airspace organization and management AUO – airspace user operations CM – conflict management DCB – demand and capacity balancing TS – traffic synchronization | GPI-2: Reduced vertical separation minima
GPI-5: Area navigation (RNAV) and required navigation performance (RNP) (performance-based navigation)
GPI-9: Situational awareness
GPI-10: Terminal area design and management
GPI-11: RNP and RNAV standard instrument departures (SIDS) and standard terminal arrivals (STARS)
| | 2018 | Completed | 2018 | Completed | 2018 | B105 | | | EN |
| | Optimum Capacity and Flexible Flights | Improved Operations through OPTIMIZED ATS Routing | To provide, through performance-based navigation (PBN), closer and consistent route spacing, curved approaches, parallel offsets and the reduction of holding area size. This will allow the sectorization of airspace to be adjusted more dynamically. This will reduce potential congestion on trunk routes and busy crossing points and reduce controller workload. The main goal is to allow flight plans to be filed with a significant part of the intended route specified by the user-preferred profile. Maximum freedom will be granted within the limits posed by the other traffic flows. The overall benefits are reduced fuel burn and emissions. | To provide, through performance-based navigation (PBN), closer and consistent route spacing, curved approaches, parallel offsets and the reduction of holding area size. This will allow the sectorization of airspace to be adjusted more dynamically. This will reduce potential congestion on trunk routes and busy crossing points and reduce controller workload. The main goal is to allow flight plans to be filed with a significant part of the intended route specified by the user-preferred profile. Maximum freedom will be granted within the limits posed by the other traffic flows. The overall benefits are reduced fuel burn and emissions.
| | KPA-02 Capacity, KPA-04 Efficiency, KPA-05 Environment, KPA-06–Flexibility. | En-route, including oceanic and remote areas and TMA. | Region or subregion: the geographical extent of the airspace of application should be large enough; significant benefits arise when the dynamic routes can apply across flight information region (FIR) boundaries rather than imposing traffic to cross boundaries at fixed pre-defined points.
| AOM – airspace organization and management | GPI-1 Flexible use of airspace GPI-8 Collaborative airspace design and management | | Completed | Completed | Completed | Est. 2018 | Est. 2018 | B110 | | | EN |
| | Globally Interoperable Systems and Data | Enhanced Operational Decisions through Integrated Meteorological Information (Planning and Near-term Service) | This module enables the reliable identification of solutions when forecast or observed meteorological conditions impact aerodromes or airspace. Full ATM-Meteorology integration is needed to ensure that: meteorological information is included in the logic of a decision process and the impact of the meteorological conditions (the constraints) are automatically calculated and taken into account The decision time-horizons range from minutes, to several hours or days ahead of the ATM operation (this includes optimum flight profile planning and tactical in-flight avoidance of hazardous meteorological conditions) to typically enable near-term and planning (>20 minutes) type of decision making. This module also promotes the establishment of standards for global exchange of the information.
This module builds, in particular, upon module B0-105, which detailed a sub-set of all available meteorological information that can be used to support enhanced operational efficiency and safety.
| This module enables the reliable identification of solutions when forecast or observed meteorological conditions impact aerodromes or airspace. Full ATM-Meteorology integration is needed to ensure that: meteorological information is included in the logic of a decision process and the impact of the meteorological conditions (the constraints) are automatically calculated and taken into account The decision time-horizons range from minutes, to several hours or days ahead of the ATM operation (this includes optimum flight profile planning and tactical in-flight avoidance of hazardous meteorological conditions) to typically enable near-term and planning (>20 minutes) type of decision making. This module also promotes the establishment of standards for global exchange of the information.
This module builds, in particular, upon module B0-105, which detailed a sub-set of all available meteorological information that can be used to support enhanced operational efficiency and safety.
| | KPA-02 – Capacity, KPA-04 – Efficiency, KPA-05 – Environment, KPA-06 – Flexibility, KPA-09 – Predictability, KPA-10 – Safety. | | Applicable to traffic flow planning, and to all aircraft operations in all domains and flight phases, regardless of level of aircraft equipage. | AOM – airspace operations and management DCB – demand and capacity balancing AO – aerodrome operations | GPI-19: Meteorological systems
GPI-6: Air traffic flow management
GPI-16: Decision support systems and alerting systems
| Module B0-10: Improved en-route profiles
Module B0-15: Runway arrival sequencing
Module B0-35: Air traffic flow management/Network operations procedures (ATFM/NOP) and collaborative decision-making (CDM)
Successor to Module B0-105: Meteorological information supporting enhanced operational efficiency and safety
Parallel development with Module B1-15: Arrival management/departure management (AMAN/DMAN) Metroplex and linked DMAN/surface management (SMAN)
Module B1-35: Enhanced NOP, Integrated airspace/flow management
| Est. 2018 | Est. 2018 | | Est. 2018 | Est. 2018 | B1105 | Est. 2018 | Est. 2018 | EN |
| | Airport Operations | Improved Airport operations through Departure, Surface and Arrival Management | Extension of arrival metering and integration of surface management with departure sequencing will improve runway management and increase airport performance and flight efficiency.
| Extension of arrival metering and integration of surface management with departure sequencing will improve runway management and increase airport performance and flight efficiency.
| | KPA-02 – Capacity, KPA-04 – Efficiency, KPA-05 – Environment, KPA-06 – Flexibility, KPA-09 – Predictability, KPA-10 – Safety | | Runways and terminal manoeuvring areas in major hubs and metropolitan areas will be most in need of these improvements.
Complexity in implementation of this module depends on several factors. Some locations might have to confront environmental and operational challenges that will increase the complexity of development and implementation of technology and procedures to realize this module. PBN routes need to be in place.
| TS – Traffic synchronization AO – Airport operations | GPI-6: Air traffic flow management GPI-12: Functional integration of ground systems with airborne systems GPI-14: Runway operations GPI-16: Decision support systems and alerting systems | | Est. 2018 | Est. 2018 | | Est. 2018 | Est. 2018 | B115 | Est. 2018 | Est. 2018 | EN |
| | Globally Interoperable Systems and Data | Increased Interoperability, Efficiency and Capacity though FF-ICE, Step 1 Application before Departure | To introduce FF-ICE, Step 1 providing ground-ground exchanges using common flight information exchange model (FIXM) and extensible markup language (XML) standard formats before departure. | To introduce FF-ICE, Step 1 providing ground-ground exchanges using common flight information exchange model (FIXM) and extensible markup language (XML) standard formats before departure. | | KPA-02 – Capacity, KPA-04 – Efficiency, KPA-06 – Flexibility, KPA-07 – Global Interoperability, KPA-08 – Participation by the ATM community, KPA-10 – Safety. | Planning phase for FF-ICE, Step 1
| Applicable between ATS units to facilitate exchange between ATM service provider (ASP), airspace user operations and airport operations. | DCB – demand capacity balancing CM – conflict management | GPI-6: ATFM GPI-7: Dynamic and flexible route management GPI-16: Decision support systems | Successor of B0-25 and B0-30 (AIXM)
Connection to B1-30 (AIRM) and B1-31 (SWIM)
| Est 2016 | No Requirement | Est 2018 | Est 2018 | Est 2018 | B125 | | | EN |
| | Globally Interoperable Systems and Data | Service Improvement through Integration of all Digital ATM Information | To implement the ATM information reference model integrating all ATM information using common formats (UML/XML and WXXM) for meteorological information and FIXM for flight and flow information, and internet protocols. | To implement the ATM information reference model integrating all ATM information using common formats (UML/XML and WXXM) for meteorological information and FIXM for flight and flow information, and internet protocols. | | KPA-01 – Access & Equity, KPA-03 – Cost-effectiveness, KPA-07 – Global Interoperability, KPA-10 – Safety, KPA-11 – Security | | Applicable at State level, with increased benefits as more States participate | IM – Information Management | GPI-18: Electronic information services | B0-30
Parallel progress with: B1-25, B1-31
| Est. 2018 | Not Applicable | Est. 2018 | Completed | Est. 2018 | B130 | | | EN |
| | Globally Interoperable Systems and Data | Performance Improvement through the application of System-Wide Information Management (SWIM) | Implementation of system-wide information management (SWIM) services (applications and infrastructure) creating the aviation intranet based on standard data models, and internet-based protocols to maximize interoperability.
| Implementation of system-wide information management (SWIM) services (applications and infrastructure) creating the aviation intranet based on standard data models, and internet-based protocols to maximize interoperability. | | KPA-03 – Cost-effectiveness, KPA-04 – Efficiency, KPA-05 – Environment, KPA-10 – Safety, KPA-11 – Security. | | Applicable at State level, with increased benefits as more States participate.
| ATM/SDM – ATM service delivery management | GPI-18: Electronic information services | Successor of: B0-30
Parallel progress with: B1-30
| Est. 2016 | Not Applicable | Est. 2018 | Est. 2016 | Est. 2016 | B131 | | | EN |
| | Optimum Capacity and Flexible Flights | Enhanced Flow Performance through Network Operational Planning | To introduce enhanced processes to manage flows or groups of flights in order to improve overall flow. The resulting increased collaboration among stakeholders in real-time regarding user preferences and system capabilities will result in better use of airspace with positive effects on the overall cost of ATM. | To introduce enhanced processes to manage flows or groups of flights in order to improve overall flow. The resulting increased collaboration among stakeholders in real-time regarding user preferences and system capabilities will result in better use of airspace with positive effects on the overall cost of ATM.
| | KPA-02 – Capacity, KPA-04 – Efficiency, KPA-05 – Environment, KPA-09 – Predictability, KPA-10 – Safety | Mainly applicable to pre-flight phases, with some application in flight. | Region or subregion for most applications; specific airports in case of initial user driven prioritization process (UDPP). This module is more particularly needed in areas with the highest traffic density. However, the techniques it contains would also be of benefit to areas with lesser traffic, subject to the business case.
| DCB – demand and capacity balancing TS – traffic synchronization AOM – airspace organization and management | GPI-1: Flexible use of airspace GPI-6: Air traffic flow management GPI-8: Collaborative airspace design and management | Successor of: B0-35, B0-10 (FUA aspects in particular)
| Est. 2018 | Not Applicable | Est. 2018 | Est. 2018 | Est. 2018 | B135 | | | EN |
| | | Improved Traffic synchronization and Initial Trajectory-Based Operation | To improve the synchronization of traffic flows at en-route merging points and to optimize the approach sequence through the use of 4DTRAD capability and airport applications, e.g. D-TAXI. | To improve the synchronization of traffic flows at en-route merging points and to optimize the approach sequence through the use of 4DTRAD capability and airport applications, e.g. D-TAXI. | | KPA-02 – Capacity, KPA-04 – Efficiency, KPA-05 – Environment, KPA-09 – Predictability, KPA-10 – Safety | | Requires good synchronization of airborne and ground deployment to generate significant benefits, in particular to those equipped. Benefit increases with size of equipped aircraft population in the area where the services are provided. | | GPI-9: Situational awareness
GPI-17: Implementation of data link applications
GPI-18: Aeronautical Information
| B0-40. Linkage with B1-25
| | | | | | B140 | | | EN |
| | Airport Operations | Optimised Airport Accessibility | To progress further with the universal implementation of PBN approaches. PBN and GLS (CAT II/III) procedures to enhance the reliability and predictability of approaches to runways increasing safety, accessibility and efficiency. | To progress further with the universal implementation of PBN approaches. PBN and GLS (CAT II/III) procedures to enhance the reliability and predictability of approaches to runways increasing safety, accessibility and efficiency.
| | KPA-04 – Efficiency, KPA-05 – Environment, KPA-10 – Safety. | | This module is applicable to all runway ends.
| AUO – Airspace User Operations AO – Aerodrome Operations | GPI-5: RNAV and RNP (PBN) GPI-14: Runway operations GPI-20: WGS84 | | Est. 2014 | Est. 2018 | Completed | Completed | Est. 2015 | B165 | | | EN |
| | Airport Operations | Increased Runway Throughput through Dynamic Wake Turbulence Separation | Improved throughput on departure and arrival runways through the dynamic management of wake turbulence separation minima based on the real-time identification of wake turbulence hazards. | Improved throughput on departure and arrival runways through the dynamic management of wake turbulence separation minima based on the real-time identification of wake turbulence hazards.
| | KPA-02 – Capacity, KPA-04 – Efficiency, KPA-05 – Environment, KPA-06 – Flexibility. | | Least complex – implementation of re-categorized wake turbulence is mainly procedural. No changes to automation systems are needed.
| CM - Conflict Management | GPI-13- Aerodrome Design; GPI 14 – Runway Operations | | Est. 2018 | Not Applicable | Est. 2018 | Est. 2018 | Est. 2018 | B170 | | | EN |
| | Airport Operations | Enhanced Safety and Efficiency of Surface Operations – SURF, SURF-IA AND ENHANCED VISION SYSTEMS (EVS) | This module provides enhancements to surface situational awareness, including both cockpit and ground elements, in the interest of runway and taxiway safety, and surface movement efficiency. Cockpit improvements including the use of surface moving maps with traffic information (SURF), runway safety alerting logic (SURF-IA), and enhanced vision systems (EVS) for low visibility taxi operations.
| This module provides enhancements to surface situational awareness, including both cockpit and ground elements, in the interest of runway and taxiway safety, and surface movement efficiency. Cockpit improvements including the use of surface moving maps with traffic information (SURF), runway safety alerting logic (SURF-IA), and enhanced vision systems (EVS) for low visibility taxi operations.
| | KPA-10 – Safety, KPA-4 – Efficiency. | | For SURF and SURF-IA, applicable to large aerodromes (ICAO codes 3 and 4) and all classes of aircraft; cockpit capabilities work independently of ground infrastructure, but other aircraft equipage and/or ground surveillance broadcast will improve. | AO – Aerodrome operations CM – Conflict management | GPI-9: Situational awareness GPI-13: Aerodrome design and management GPI-16: Decision support systems and alerting systems GPI-18: Electronic information services | B0-75: Surface surveillance
| SURF (Completed) /SURF-IA Est. 2015 | SURF Est. 2015-2017/SURF-IA Est. 2015-2017 | | SURF 2013/SURF-IA Est. 2015 | SURF 2013/SURF-IA Est. 2015 | B175 | N/A | SURF N/A/SURF-IA N/A | EN |
| | Airport Operations | Optimised Airport Operations through Airport-CDM Total Airport Management | To enhance the planning and management of airport operations and allow their full integration in the air traffic management using performance targets compliant with those of the surrounding airspace. This entails implementing collaborative airport operations planning (AOP) and where needed an airport operations centre (APOC). | To enhance the planning and management of airport operations and allow their full integration in the air traffic management using performance targets compliant with those of the surrounding airspace. This entails implementing collaborative airport operations planning (AOP) and where needed an airport operations centre (APOC).
| | KPA-03 – Cost-effectiveness, KPA-04 – Efficiency, KPA-05 –Environment, KPA-09 – Predictability. | Surface in, turn around, surface out
| AOP: for use at all the airports (sophistication will depend on the complexity of the operations and their impact on the network).
APOC: will be implemented at major/complex airports (sophistication will depend on the complexity of the operations and their impact on the network).
Not applicable to aircraft.
| AO – Airport operations IM – Information management | GPI-13: Aerodrome design and management | | Est. 2018 | Not Applicable | Est. 2018 | Est. 2018 | Est. 2018 | B180 | | | EN |
| | Airport Operations | Remotely Operated Aerodrome Control | To provide a safe and cost effective ATS from a remote facility, to one or more aerodromes where dedicated, local ATS is no longer sustainable or cost effective, but there is a local economic and social benefit from aviation. This can also be applied to contingency situations and depends on enhanced situational awareness of the aerodrome under remote control. | To provide a safe and cost effective ATS from a remote facility, to one or more aerodromes where dedicated, local ATS is no longer sustainable or cost effective, but there is a local economic and social benefit from aviation. This can also be applied to contingency situations and depends on enhanced situational awareness of the aerodrome under remote control. | | KPA-02 – Capacity, KPA-03 – Cost-effectiveness; KPA-06 – Flexibility; KPA-10 – Safety. | TMA, descent, airport surface, climb out.
| The main target for the single and multiple remote tower services are small rural airports, which today are struggling with low business margins. Both ATC and AFIS aerodromes are expected to benefit.
The main targets for the contingency tower solution are medium to large airports – those that are large enough to require a contingency solution, but who require an alternative to A-SMGCS based “heads down” solutions or where maintaining a visual view is required.
Although some cost benefits are possible with remote provision of ATS to a single aerodrome, maximum benefit is expected with the remote of ATS to multiple aerodromes.
| CM: Conflict Management AO: Airport Operations | GPI-13: Aerodrome design and management GPI-15: Match IMC and VMC operating capacity GPI-9: Situational awareness | | Est. 2018 | Est. 2018 | | Est. 2018 | Est. 2018 | B181 | Est. 2018 | Est. 2018 | EN |
| | Optimum Capacity and Flexible Flights | Increased Capacity and Efficiency through Interval Management | Interval management (IM) improves the management of traffic flows and aircraft spacing. This creates operational benefits through precise management of intervals between aircraft with common or merging trajectories, thus maximizing airspace throughput while reducing ATC workload along with more efficient aircraft fuel burn reducing environmental impact. | Interval management (IM) improves the management of traffic flows and aircraft spacing. This creates operational benefits through precise management of intervals between aircraft with common or merging trajectories, thus maximizing airspace throughput while reducing ATC workload along with more efficient aircraft fuel burn reducing environmental impact. | | KPA-03 – Cost-effectiveness, KPA-04 – Efficiency, KPA-05 – Environment, KPA-10 – Safety. | En-route, arrival, approach, departure.
| En-route and terminal areas.
| CM – conflict management DCB – demand and capacity balancing TS – traffic synchronization | GPI-7: Dynamic and flexible ATS route management GPI-9: Situational awareness GPI-17: Data link applications. | | Est. 2014 | Est. 2016 | Est.2014 | Est.2014 | Est.2016 | B185 | | | EN |