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1. Name

 Takashi HIRASHIMA
 23 (100%)  

Total: 23

2. Title

 Director for International Policy Planning Office, Aviation Strategy Division, Civil Aviation Bureau in Japan
 23 (100%)  

Total: 23

3. Organization

 International Policy Planning Office, Aviation Strategy Division, Civil Aviation Bureau in Japan
 23 (100%)  

Total: 23

4. Telephone

 81,352,538,695
 22 (96%) 
 
 8,135,258,695
 (4%) 
 

Total: 23

5. Fax

 81,352,531,656
 23 (100%)  

Total: 23

6. Email

 hirashima-t24e@mlit.go.jp
 23 (100%)  

Total: 23

7. Feedback Information: Comment Level

 High = Important, highly undesirable to publish doc without change
 (13%) 
 
 Medium = Important change, but not crucial for publication
 (22%) 
 
 Low = Change desirable, but no significant impact on document
 (39%) 
 
 Editorial = Change to grammar, spelling, readability only
 (26%) 
 

Total: 23

8. Block & Module reference number

 
B0-10
 (4%) 
 
 
B0-35
 (4%) 
 
 
B0-65
 (4%) 
 
 
B0-70
 (4%) 
 
 
B0-75
 (4%) 
 
 
B0-80
 (4%) 
 
 
B1-10
 (4%) 
 
 
B1-25
 (4%) 
 
 
B1-30
 (13%) 
 
 
B1-31
 (9%) 
 
 
B1-75
 (4%) 
 
 
B2-30
 (4%) 
 
 
B2-31
 (4%) 
 
 
B2-75
 (4%) 
 
 
B3-25
 (4%) 
 
 
B1-90
 (4%) 
 
 
B2-90
 (4%) 
 
 
B3-90
 (4%) 
 
 
B2-101
 (4%) 
 
 
B1-65
 (4%) 
 

Total: 23

9. Page number

 50 55
 (5%) 
 
 ① P59LINE12 ② P61LINE69
 (5%) 
 
 20
 (5%) 
 
 ① P26LINE35 ② P27LINE94 ③ P27LINE95 ④ P29LINE161
 (5%) 
 
 31
 (5%) 
 
 P34LINE27
 (5%) 
 
 146
 (5%) 
 
 135
 (5%) 
 
 137
 (9%) 
 
 137 Line19
 (5%) 
 
 143
 (5%) 
 
 141
 (5%) 
 
 109
 (5%) 
 
 203
 (5%) 
 
 187
 (5%) 
 
 235
 (5%) 
 
 175
 (5%) 
 
 223
 (5%) 
 
 259
 (5%) 
 
 215
 (5%) 
 
 98
 (5%) 
 

Total: 22

10. Brief description of your comment(s)

 

 

While this module relates to the En-route operation, it also contains terminal procedures e.g. RNP-AR, especialy form line 254 to 256.

 

 (4%) 
 
 

 

① Contents of CTMO are unclear. An explanation would be necessary.
② Appendix C should probably be "Glossary", not "Metrix"


 

 (4%) 
 
 

Correction of a part of “3. Necessary Procedures (Air & Ground)”

 (4%) 
 
 

 

① Title of Element 1 should probably be "RECAT (Wake Turbulence Re-categorization)"in stead of "Initial4D Operations(4DTRAD)"
② Appendix C should probably be "Glossary", not "Metrix"
③ Description on CDO does not seem to fit in the "CBA" paragraph.
④ It shall delete “A” as FAAA Order 7110.308.

 

 (4%) 
 
 

As noted in Annex15, eTOD is expected to be used in A-SMGCS.
And considering AMDB to be included in Annex15 is imperative for A-SMGCS and Cockpit Moving Map.  Therefore, Global Plan Initiatives should include that of GPI-18 Electronic Information Services.

 (4%) 
 
 

Difference between "CDQM" and "Collaborative Departure Scheduling" is unclear.

 (4%) 
 
 

Addition of safety assessment requirement  to  “1.3 Element 2: Reduced Route Spacing”

 (4%) 
 
 

The communications infrastructure that will be used to Ground Systems should be 'SWIM interface'.

 (4%) 
 
 

 

Add the description for FIXM to the Summary.

 

 (4%) 
 
 

Confirmation ot the meaning​

 (4%) 
 
 

AIM is described only in B0-30 and the detail descriptions on eTOD, AMDB, Electronic aeronautical chart, Digital NOTAM, which are already included in “Roadmap for the Transition from AIS to AIM”, are not described in this module. This module should include these items needed for AIM and definitely indicate the necessity of implementation following B0-30.

 (4%) 
 
 

Editorial​

 (4%) 
 
 

SWIM is the infrastructure that enables many measures for the Global ATM Operational Concept. Therefore, it contributes many Key Performance Areas.

 (4%) 
 
 

As noted in Annex15, eTOD is expected to be used in A-SMGCS.
And considering AMDB to be included in Annex15 is imperative for A-SMGCS and Cockpit Moving Map.  Therefore, Global Plan Initiatives should include that of GPI-18 Electronic Information Services.

 (4%) 
 
 

 

A module which is successor of B1-30 should be added to implement B2-31 and B3-105.

 

 (4%) 
 
 

SWIM is the infrastructure that enables many measures for the Global ATM Operational Concept. Therefore, it contributes many Key Performance Areas.

 (4%) 
 
 

As noted in Annex15, eTOD is expected to be used in A-SMGCS.
And considering AMDB to be included in Annex15 is imperative for A-SMGCS and Cockpit Moving Map.  Therefore, Global Plan Initiatives should include that of GPI-18 Electronic Information Services.

 (4%) 
 
 

As the requirement of the need for change, the information of ‘FF-ICE’ that is high density and high accuracy will bring out most effect for aeronautical Search and Rescue activities seamlessly. Therefore, it should be mentioned.

 (4%) 
 
 

The RPA issues should be removed due to irrelevancy of ASBUs module. In addition, when it is included in ASBUs, there are concerns that fundamental discussion on whether RPAs can safely fly in a similar way in airspace where other civil aircrafts fly could be skipped out on with no debate.

 (4%) 
 
 

The RPA issues should be removed due to irrelevancy of ASBUs module. In addition, when it is included in ASBUs, there are concerns that fundamental discussion on whether RPAs can safely fly in a similar way in airspace where other civil aircrafts fly could be skipped out on with no debate.
 

 (4%) 
 
 

The RPA issues should be removed due to irrelevancy of ASBUs module. In addition, when it is included in ASBUs, there are concerns that fundamental discussion on whether RPAs can safely fly in a similar way in airspace where other civil aircrafts fly could be skipped out on with no debate.
 

 (4%) 
 
 

When new equipment with technical safety issues such as new ACAS are included in ASBUs, discussion on feasibility is needed. In addition, since installation of new equipment impose cost impact on operators, such issues are discussed through appropriate procedures as approved by the ANC.

 (4%) 
 
 

 

Correction of a part of “3. Necessary Procedures (Air & Ground)

 (4%) 
 

Total: 23

11. Detailed explanation
(if necessary)

 

If it’s only the word ‘interface’, it will not globally convey the intention of attempting to establish the unified communications infrastructure.

 (14%) 
 
 

 

NO Module now.  Module named "B2-30" should be required

 

 (14%) 
 
 

The information of gathering from ‘Flight Deck’ is managed as the information of ‘FF-ICE’. This information cause a great change to  identify the position of the aircraft in distress.

 (14%) 
 
 

The RPAs issues are on the premise of fundamental discussion on whether “RPAs safely can fly in a similar way in airspace where other civil aircrafts fly” which needs engineering evaluation.
Only after safety flight of RPA is demonstrated and  recognized as appropriate in controlled airspace, some issues on management of airspace occur, for example, “currently, how many RPAs fly in controlled airspace”, “how many numbers of RPAs are expected to increase in 2018 which is targeted in Block 1”, “how do increased RPAs affect the controlled airspace”.
Under current circumstance where above-mentioned discussion is not described in ASBUs module at all, RPAs are considered as irrelevant to the ASBU. In addition, by including RPAs matter in ASBUs with no essential discussion, there are concerns that important discussion would be left behind and it would proceed to the next phase of defining airworthiness certificate and operation certificate.

 (14%) 
 
 

The RPAs issues are on the premise of fundamental discussion on whether “RPAs safely can fly in a similar way in airspace where other civil aircrafts fly” which needs engineering evaluation.
Only after safety flight of RPA is demonstrated and  recognized as appropriate in controlled airspace, some issues on management of airspace occur, for example, “currently, how many RPAs fly in controlled airspace”, “how many numbers of RPAs are expected to increase in 2018 which is targeted in Block 1”, “how do increased RPAs affect the controlled airspace”.
Under current circumstance where above-mentioned discussion is not described in ASBUs module at all, RPAs are considered as irrelevant to the ASBU. In addition, by including RPAs matter in ASBUs with no essential discussion, there are concerns that important discussion would be left behind and it would proceed to the next phase of defining airworthiness certificate and operation certificate.

 (14%) 
 
 

The RPAs issues are on the premise of fundamental discussion on whether “RPAs safely can fly in a similar way in airspace where other civil aircrafts fly” which needs engineering evaluation.
Only after safety flight of RPA is demonstrated and  recognized as appropriate in controlled airspace, some issues on management of airspace occur, for example, “currently, how many RPAs fly in controlled airspace”, “how many numbers of RPAs are expected to increase in 2018 which is targeted in Block 1”, “how do increased RPAs affect the controlled airspace”.
Under current circumstance where above-mentioned discussion is not described in ASBUs module at all, RPAs are considered as irrelevant to the ASBU. In addition, by including RPAs matter in ASBUs with no essential discussion, there are concerns that important discussion would be left behind and it would proceed to the next phase of defining airworthiness certificate and operation certificate.

 (14%) 
 
 

Safety assessment for the future optimized airspace such as 3NM separation and CSPO using new collision avoidance system that requires higher accuracy and integrity should be implemented carefully. The decision for the feasibility will not be possible without appropriate safety assessment and discussion and there is something wrong to be described in ASBUs in a way regardless of the degree of feasibility.
In addition, since the installation of new equipment will give operators quite a big cost impact, efficiency and safety benefit should be clarified before the decision of introducing the mandatory equipage.
Therefore, such kind of elements should not be added in ASBU program unless the both technical and safety discussion in ANC or other ICAO panel has been done.

 (14%) 
 

Total: 7

12. Proposed change(s)

 

 

① Line 20   :a an airspace → an airspace
② Line 234: to be meat → to be met
③ Line 254 - 256: Since RNP AR Approaches require significant investment and training, ANSPs should work closely with airlines to determine where RNP AR Approach should be implemented.
→ Delete

 

 (4%) 
 
 

① Contents of CTMO are unclear. An explanation would be necessary.
② Appendix C should probably be "Glossary", not "Metrix"


 (4%) 
 
 

① Line 37 :
Change …. and PANS-OPS Vol.Ⅰprovide guidance on system performance, procedure design and flight techniques necessary to enable PBN approach procedures.
To          …. and PANS-OPS Vol.Ⅰand Ⅱ provide….
② Line 45 :
Change …. Flight Validation of Instrument Flight Procedures provides the required guidance for PBN procedures.
To         …. Validation of instrument Flight Procedures provides the required guidance for validation of instrument flight procedures including PBN procedures.

 (4%) 
 
 

① Title of Element 1 should probably be "RECAT (Wake Turbulence Re-categorization)"in stead of "Initial4D Operations(4DTRAD)"
② Appendix C should probably be "Glossary", not "Metrix"
③ Description on CDO does not seem to fit in the "CBA" paragraph.
④ It shall delete “A” as FAAA Order 7110.308.

 (4%) 
 
 

Add GPI-18 Electronic Information Services in Global Plan Initiatives. 

 (4%) 
 
 

Difference between "CDQM" and "Collaborative Departure Scheduling" should be clear.

 (4%) 
 
 

Add “A safety assessment which considers operational errors may be required for the introduction of the reduced route spacing.” in Section 1.3 “Element 2: Reduced Route Spacing.”

 (4%) 
 
 

The word ‘interface’ on line 67 (4.2 Ground Systems) should be changed to ‘SWIM interface’.

 (4%) 
 
 

 

Add “and FIXM for flight and flow information” at the end of Summary.

 

 (4%) 
 
 

. the weather , possibly flight & flow and aircraft performance related data.
→ .. the weather , flight & flow and possibly aircraft performance related data.

 (4%) 
 
 

Implementation of eTOD, AMDB, Electronic aeronautical chart, Digital NOTAM should be explicitly included in B1-30.

 (4%) 
 
 

Training will be requirements will be high.
→ Training will be required. The necessity will be high.

 (4%) 
 
 

Add “KPA02 Capacity, KPA04 Efficiency, KPA06 Flexibility, KPA07 Global Interoperability” to the column of Main Performance Impact.

 (4%) 
 
 

Add GPI-18 Electronic Information Services in Global Plan Initiatives. 

 (4%) 
 
 

Enhancement of data exchange based on internet protocols with WXXM for meteorological information (including weather charts).

 (4%) 
 
 

Add “KPA02 Capacity, KPA06 Flexibility, KPA07 Global Interoperability” to the column of Main Performance Impact.

 (4%) 
 
 

Add GPI-18 Electronic Information Services in Global Plan Initiatives. 

 (4%) 
 
 

Add after line 48, ‘Improvement of the performance in aeronautical Search and Rescue activities.’

 (4%) 
 
 
Module No. B1-90, B2-90 and B3-90 should be removed.
 (4%) 
 
 

Module No. B1-90, B2-90 and B3-90 should be removed.

 (4%) 
 
 

Module No. B1-90, B2-90 and B3-90 should be removed.

 (4%) 
 
 

The paragraph 7.2 “Planned or Ongoing Activities” of Module No. B2-101 says TBD. When installation of new ACAS are required or recommended to operators, cost impact on operators should be taken into consideration.

 (4%) 
 
 

    Line 28
Change …. and PANS-OPS Vol.provide guidance on system performance, procedure design and flight techniques necessary to enable PBN approach procedures.
To          …. and PANS-OPS Vol.and provide….
    Line 36:
Change …. Flight Validation of Instrument Flight Procedures provides the required guidance for PBN procedures.
To         …. Validation of instrument Flight Procedures provides the required guidance for validation of instrument flight procedures including PBN procedures.

 (4%) 
 

Total: 23

13. Reason for the proposed change(s)

 

 

The texts that mention about terminal procedures could be deleted and described in other appropreate modules , since the title says, this module addresses En-Route operations.

 

 (4%) 
 
 

Editorial​

 (4%) 
 
 

① The guidance providing procedure design should not be PANS-OPS vol.1 but vol.2.
② ICAO Doc. 9906 Vol.5 should be the guidance for Validation of Instrument flight procedure not for “PBN procedures”.
The title of 9906 vol.5 has been changed to “Validation of instrument flight procedures” by the draft submitted in IFPP8.

 (4%) 
 
 

Editorial​

 (4%) 
 
 

A-SMGCS and Cockpit Moving Map are essential for use of AMDB. These are related to GPI-18 Electronic Information Services.

 (4%) 
 
 

Editorial​

 (4%) 
 
 

To reflect relevant discussions at SASP

 (4%) 
 
 

It can be indicative of the direction of the unified system environment based on 'SWIM'.

 (4%) 
 
 

 

The main contents of this module are the realization of the WXXM and FIXM follows to the AIXM having realized in B0-30. 

 

 (4%) 
 
 

From the meaning, flight and flow is the same group as the weather, not with the aircraft performance data.

 (4%) 
 
 

These are already included in “Roadmap for the Transition from AIS to AIM” and are under discussion for implementation to be included in relevant Annex.

 (4%) 
 
 

Editorial​

 (4%) 
 
 

SWIM contributes to expansion of capacity, improvement of efficiency flexibility and Global Interoperability.

 (4%) 
 
 

A-SMGCS and Cockpit Moving Map are essential for use of AMDB. These are related to GPI-18 Electronic Information Services.

 (4%) 
 
 

a. Efficient transmission by use of binary XML.
b. Standardization of additional XML/GML-based meteorological information and weather charts.

 (4%) 
 
 

SWIM contributes to expansion of capacity, improvement of flexibility and Global Interoperability.

 (4%) 
 
 

A-SMGCS and Cockpit Moving Map are essential for use of AMDB. These are related to GPI-18 Electronic Information Services.

 (4%) 
 
 

The information of ‘FF-ICE’ will pull out the best benefits as the contribution to the speedy life saving for aeronautical Search and Rescue.

 (4%) 
 
 

The essential and fundamental discussion and assessment needs to be done before RPAs matter is addressed in terms of management of airspace. Currently, it has not been discussed and evaluated about basic concept such as safety assessment of RPA flight in airspace where other civil aircrafts fly. To this end, it is difficult to consider RPAs matter as necessary module in ASBUs.

 (4%) 
 
 

The essential and fundamental discussion and assessment needs to be done before RPAs matter is addressed in terms of management of airspace. Currently, it has not been discussed and evaluated about basic concept such as safety assessment of RPA flight in airspace where other civil aircrafts fly. To this end, it is difficult to consider RPAs matter as necessary module in ASBUs.

 (4%) 
 
 

The essential and fundamental discussion and assessment needs to be done before RPAs matter is addressed in terms of management of airspace. Currently, it has not been discussed and evaluated about basic concept such as safety assessment of RPA flight in airspace where other civil aircrafts fly. To this end, it is difficult to consider RPAs matter as necessary module in ASBUs.

 (4%) 
 
 

It should be recognized that the installation of new equipment impose cost impact on operators. When installation of new ACAS are required or recommended to operators, the benefits of installation need to be shown and to this end, it is indispensable to discuss sufficiently. Especially, this requirement would be significant to operators of aircraft that have weigh less than 5,700kg Maximum Take Off Weight (MTOW) which has not been required to install the TCAS II. For this reason, without undergone proper process under ICAO approval procedures, it is not appropriate for such technical issues to be included in ASBUs.

 (4%) 
 
 

    The guidance providing procedure design should not be PANS-OPS vol.1 but vol.2.
    ICAO Doc. 9906 Vol.5 should be the guidance for Validation of Instrument flight procedure not for PBN procedures”.
Additionally the title of 9906 vol.5 has been changed to “Validation of instrument flight procedures” by the draft submitted in IFPP8.

 (4%) 
 

Total: 23