ICAO regional Report for APAC

8/7/2019 ICAO regional Report for APAC

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APACReinforcing the principles

of efficiency and safetyin an unprecedented

era of growth

In this issue:

Growth Outlook ATFM South Asia style APAC airspace safety monitoring

APAC priorities and ICAOs Global Aviation Safety Plan ACI and IATA viewpoints

Airports and Code F aircraft PASO message APAC and ICAOs Strategic Objectives

An eDocument approach for ATN implementation EMARSSH update

Regional Report Asia-Pacific

REGIONAL REPORT

ICAOINTERNATIONAL CIVIL AVIATION ORGANIZATION


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ContentsMessage from the Regional Director, APAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

APAC growth outlook

APACs continuing expansion impacts regional employment, infrastructure

development and a broad range of additional economic drivers that are

mutually supportive of aviations success in the Region. N.C Sekhar provides

some perspective on recent trends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

APAC safety monitoring

In addressing its responsibilities to its Regions, the ICAO APAC Air Navigation

Planning and Implementation Regional Group (APANPIRG) has established a

Target Level of Safety for en route airspace in the APAC Region of 5 x 10 -9 fatal

accidents per flight hour. Andrew Tiede, ICAO APAC Regional Officer, Air Traffic

Management (ATM), elaborates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Safety management in an era of growth: APAC and the GASP

Safety remains a key priority for this emerging APAC air traffic powerhouse.

Fareed Ali Shah, ICAO APAC Regional Officer, Flight Safety, explains why all

regional stakeholders will need to actively participate in the ongoing application

of ICAOs Global Aviation Safety Plan to meet the Regions objectives . . . . . . . . . . . . . . 16

PASO profile

The Pacific Aviation Safety Office (PASO) is a registered international organizationin operation for the benefit of 13 Pacific Island Member States and is based in

Port Vila, Vanuatu. Alvin W. Tuala, PASO General Manager, explains his agencys

role in assisting its States, ICAO and other regional stakeholders . . . . . . . . . . . . . . . . . 18

Banking on BOBCAT

Andrew Tiede repor ts that in the two years since the web-based BOBCATs

(Bay of Bengal Cooperative Air Traffic Flow Management System) first trials,

significant gains have been experienced by all regional stakeholders, including

notable fuel and carbon savings for the affected airlines. . . . . . . . . . . . . . . . . . . . . . . . 19

EMARRSH and Efficiency

The Revised Route StructureAsia to Europe via the Middle East, South-of-

the-Himalayas (EMARSSH) Task Force leads the development of a revised route

structure to provide for increases in international and domestic traf fic operatingbetween Asia and Europe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Ramping-up for New Larger Aircraft

N.C. Sekhar describes the ongoing developments as his Region makes the

necessary adjustments to accommodate the emerging use of Code-F aircraft

such as the Airbus A380. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Regional players: ACI

Maggie Kwok, Regional Director, ACI Asia-Pacific Region, describes how the ACI

Asia-Pacific Region will continue to engage in discussions with all international

organizations, most importantly ICAO and work closely with these partners to

serve our industry and to meet the challenges that lie ahead for the Region. . . . . . . . . . 30

Regional players: IATA

Rob Eagles, IATA APAC Director, Safety Operations & Infrastructure (SO&I),

describes why ICAO and IATA now need to work together with States to deliver

the vision of an integrated, harmonised and globally interoperable ATM system . . . . . . . 34

APAC and ICAOs Strategic Objectives

A review of how ICAOs Strategic Objectives are being applied and encouraged

in the APAC Region. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

APAC Office History

An historical look at ICAOs presence and performance in the Asia and Pacific Region . . . . 39

eDocumentation and ATN implementation

S.K. Saraswati, ICAO APAC Regional Officer, CNS, provides a detailed repor t

on how APACs new electronic document management system is now aiding in

APAC ATN implementation initiatives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

REGIONAL REPORT

ASIA-PACIFIC 2008

Editorial

ICAO External Relations

and Public Information Office

Tel: +01 (514) 954-8220

Web site: www.icao.int

Anthony Philbin Communications

Editor: Anthony Philbin

Tel: +01 (514) 886-7746

E-mail: [email protected]

Web site: www.philbin.ca

Production and Design

Bang Marketing

Stphanie Kennan

Tel: +01 (514) 849-2264


Web site: www.bang-marketing.com

ICAO Photographs: Gerry Ercolani

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Fax: +01 (450) 677-4445


Submissions

The Regional Reportencourages submissions frominterested individuals, organizations and States wishing

to share updates, perspectives or analysis related to

global and civil aviation. For further information on

submission deadlines and planned issue topics for

future editions of the Regional Report, please forward

your request to [email protected]

Published in Montreal, Canada. ISSN 0018 8778.

The information published in the Regional Reportwas

correct at time of printing. The opinions expressed

are those of the authors alone and do not necessarily

reflect the opinions of ICAO or its Member States.

Reproduction of articles in the Regional Reportis

encouraged. For permission, please forward your

request to [email protected] The Regional Report

must be credited in any reproduction.

Cover image: The Kinnara

In Southeast Asian mythology, Kinnarees and Kinnaras

are two of the many creatures that inhabit a mythical

forest known as Himavanta. Kinnarees have the head,

torso, and arms of a woman and the wings, tail and

feet of a swan. She is renowned for her dance, song

and poetry, and is a traditional symbol of feminine

beauty, grace and accomplishment. The Kinnara is her

male counterpart and is idealised as a pragmatic lover

and celestial musician. The most famous Kinnari in

Thailand is the figure known as Manora(derived from

Manohara) in the Thai myth entitled Panyasa Chadok.

Thai Airways International publishes a monthly maga-

zine with the title Kinnaree.

PRINTED BY ICAO


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3

MESSAGE FROM THE DIRECTOR

I

CAORegionalReportAsia-Pacific

2008

ICAO provides a unique forum forconsensus building on global priorities

relating to civil aviation. To fulfill its

mandate effectively and to reinforce its

commitment to States, ICAO continues

to focus on priorities, improve coordina-

tion, increase cost effectiveness and

reduce overlap, wherever necessary.

The role of ICAO is therefore of

immense significance in the

development of aviation safety and

sustainability around the world. The everchanging technological, economic and

political environments in which global

civil aviation operates gives rise to new

opportunities and challenges which the

Organization has to continually meet in

order to satisfy the aspirations of its

Member States. To accomplish its tasks

as set out in Article 44 of Chicago

Convention, the Organization relies

upon its Regional Offices to maintaincontinuous liaison with the States to

which they are accredited and with other

appropriate organizations to promote

the implementation of ICAO provisions

and requirements.

It is a proven fact that aviation has a

high economic and social impact in

the Asia and Pacific region, directly

generating millions of jobs and many

billions of dollars to APAC GDP. The

impressive growth of regionaleconomies, apart from offering great

potential and new opportunities for

the air transport industry, has also

given birth to various complex and

delicate issues. The main challenge for

the APAC Region in the coming years

will be to manage the current tempo

of growth while maintaining the safety,

security, sustainability and efficiency

of civil aviation, which I think can beachieved, certainly, with the coopera-

tion and assistance of the States in

the region. In this respect the APAC

Regional Office is committed to

creating a stimulating environment for

its Member States in which they can

mutually shoulder their responsibilities

and fulfill their obligations under the

Chicago Conventiontoward the

international community in general and

to the travelling public in particular.

This year is especially significant for

the ICAO APAC Regional Office as

we celebrate the 60th anniversary

of our presence in this Region. During

these 60 years, the Office has been

an important representative of ICAO

assistance to Member States as well

as a symbol and fulcrum of regional

cooperation. The Office has been

located in the Kingdom of Thailand

since 1955, and through the generosity

of the Royal Thai Government enjoys the

use of excellent office and conference

facilities that benefit all stakeholders.

This edition of the APAC Regional

Reportprovides the history of the

office and describes many of its

achievements. I hope readers will

find the report informative.

Mokhtar A. Awan

ICAO APAC Regional Director

Celebrating 60 yearsof cooperation andachievement

Mokhtar A. Awan joined ICAO APAC as Regional Director in January 2008. Prior to his appointment, he served his government in various

important positions. Throughout his 30-year career in national public service, Awan has dedicated himself to fostering and promoting

international civil aviation, focusing on a safe and secure civil aviation infrastructure including meteorological services, and remaining

engaged with worldwide multilateral/inter-governmental organizations. Awan served as the Representative of Pakistan on the Council of ICAO

from 2002-2006, and was nominated and served as a member of the Governing Board of the International Financial Facility for Aviation Safety

(IFFAS). Awans extensive experience in international civil aviation combines policy, practice and procedures for the planning and development

of the international air transport system.


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APAC GROWTH

4

Aviation has recently experienced a phenomenal period of

growth that has created new opportunities and new

challenges for States, airlines, airport operators, aircraft

manufacturers, air traffic service providers and other related

air transport organizations. The development and growth of

air transport depends on various factors including economic

and trade growth, fuel price changes, airline productivity

gains and airports and airspace capacity. Traffic growth will

vary by geographic region because of the impact of specific

local or regional factors. Changes in personal income affect

the level of consumer purchasing power and the propensity

to undertake leisure travel.

Global and regional economic developments

The world economy maintained its growth momentum in 2007

despite higher prices for crude oil and refined products. The

Gross Domestic Product (GDP) grew at an estimated average

annual rate of 5.2 percent in real terms. Growth in emerging

markets and developing countries remained very strong at 8.1

percent, well above the world average.

Over the 1995-2005 period, the aggregate economies of the

APAC Region grew at an average annual rate of 4.6 percent in

real terms and the gross domestic product (GDP) per capita

increased at 3.25 per annum. The region has the largest share

in the world economy despite a slowdown and recession

between 1998 and 2001. The economy bounced back in the

second half of 2003 with a surge in domestic demand coupled

with export growth boosted by increased global activity.

In 2007, the aggregate economies of the APAC Region

maintained its upward momentum at an average annual growth

rate of 7.3 percent. Developing countries contributed signifi -cantly as their average GDP grew by 9.8 percent. The

economies of China and India showed remarkable GDP growth

at 11.5 percent and 8.9 percent respectively, driven by growing

exports, investment and growing demand. Asias newly

industrialised economies posted a 4.9 percent GDP growth.

Aviation growth

Worldwide, the total number of annual passengers has

grown by 46 percent in the past 10 years, as the number of

passengers flying climbed from 1.46 billion to 2.13 billion

per year. Freight tonne-kilometre figures show an almost

identical rate of increase. The International Air Transport

Association forecast notes that in 2011 the air transport

industry will handle 2.75 billion passengers and 36 million

tonnes of freight. International passenger demand is

expected to rise from 760 million passengers (2006) to

980 million in 2011 at an annual average growth rate of

5.1 percent.

In 2006, 2.1 billion passengers traveled on scheduled

flights alone. To this must be added charter and other

aircraft operations. At the same time nearly 40 million

APAC civil aviation growth continues to outstrip all other regions of the world with no

foreseeable end in sight to this trend. This continuing expansion impacts regional

employment, infrastructure development and a broad range of additional economic drivers

that are mutually supportive of aviations success in the APAC Region, and as always ICAO

continues to provide leadership and vision to help regional stakeholders maintain the safety

and efficiency of air transport services to manage and guide this ongoing development.

N.C Sekhar provides some perspective on recent trends.

ICAOR

egionalReportAsia-Pacific200

8

Growth in the APAC civilaviation sector: An outlook

N.C. Sekhar is a civil engineer with three decades of experience in the design, development, construction and maintenance

of airport infrastructure. He took up the position of ICAO Regional Officer, Aerodromes and Ground Aids at the BangkokOffice in November 2006. Prior to joining the Organization he was involved with the development of a Greenfield airport in

Bangalore, India, based on the PPP model. Sekhar also ser ved ICAO TCB in Botswana from 1993 to 1999.


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6

tonnes of freight were carried by air,

from fresh produce to computer

equipment for the home and office.

Over the 19962006 period, the

scheduled passenger traffic of airlines

registered in the APAC Region grew at an

average rate of 5.5 percent per annum

compared to world average of 4.9

percent (Figure 1, left). The regions

share of international traffic was 28

percent of the world traffic in 2006

(Figure 2, lower left). In 2007, the

international passenger traffic carried

in APAC is estimated to have grown by

6.6 percent. At the current pace of

traffic growth APAC will overtake the

European and North American (EUR/NAT)

Region within the next 10 years and

become the largest transport market.The bulk of this traffic growth will take

place in China and India, both in the

domestic and international segments.

In freight traffic APAC is the second

largest Region next to the Americas,

with an annual growth rate of 8.6

percent (2006)two percent above the

world average. China is the leading

player in the region (Figure 3, bottom

left). The regions share of international

scheduled freight traffic was37.4 percent of the world traffic in

2006 (Figure 4, page 8, top).

ICAO forecast

The ICAO global forecast is for an

average annual passenger growth rate

of 4.6 percent for the period 2005-2025,

when the total number of passengers

should reach some 4.5 billion and 6.5

percent for cargo traffic. The ICAO

average annual passenger growth rate

forecast for the APAC Region is 5.8

percent and eight percent for cargo

traffic respectively.

Employment

Today, some 32 million jobs are linked

to civil aviation. Employment in airlines,

airports, air navigation services and

aerospace industries (5.5 million jobs),

plus indirect and induced multiplierICAOR


8

Figure 3: Average Growth in International Air Freight Traffic World and Region: 1996-2006

12

Africa

3.6

4.9

8.1

3.9

6.6

Asia/Pacific Europe Middle East

AverageAnnualgrowth

rate(%

)

North America Latin America World

10

8

6

4

2

0

8.6

6.7

Figure 1: Average growth in passenger traffic World and regions-1996-2006

12

Africa

5.7 5.55.9

10.3

3.5 3.3

4.9

Asia/Pacific Europe Middle East

AverageAnnualGrowthrate(%)

North America Latin America World

10

8

6

4

2

0

39.9%

3.8%

17.7%

7.4%

27.8%3.3%

Africa

2006 International Scheduled PKPs

3,941 billion

Asia/Pacific

Europe

Middle East

North America

Latin America

Figure 2: International scheduled air passenger traffic,World and regions 2006 (Total PKPs and percentage shares per region)


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8

ICAOR


8

effects account for 15 million jobs. Some

17 million additional jobs are supported

in a wide range of industries related to

trade and tourism. Civil aviations exten-

ded global economic impact is estimated

to be on the order of US$3.5 trillion

equivalent to nearly eight percent of the

global gross domestic product.

Airlines

At the end of 2006 there were

approximately 796 carriers worldwide

providing international and/or domestic

scheduled passenger services and about

87 operating only scheduled all-freight

services. Between 1997 and 2006, the

reported number of commercial air

transport aircraft in service increased

by about 30 percent from 17,445 to

22,685 (excluding aircraft with a

maximum take off mass of less than

9000kg). In 2006, 2,131 jet aircraft

were ordered (compared with 2,140 in

2005) and 1,032 aircraft were delivered

(compared with 918 in 2005). The

backlog of unfulfilled orders at the end

of 2006 was 5,284 aircraft compared

with 4,494 at the end of 2005.

Preliminary estimates for 2006 indicate

that the worlds scheduled airlines

experienced material operating profits

and overall net profitability despite rising

fuel prices. The operating profit amoun-

ted to an estimated US US$12.9 billion

representing 2.9 percent of operating

revenues.

The airlines of the APAC Region enjoyed

positive operating results throughout

the last decade. Preliminary estimates

indicate that an operating profit of

about US$800 million was achieved in

2006. In Asia/Pacific about 40 percentof airlines continue to be state owned

to a var ying extent. Privatisation of

state owned airlines has been one

of the pre-eminent transformations in

air transport.

Airports

According to Airports Council Interna-

tional (ACI) and based on reports from

1,100 member airports, in 2006 the

worlds airports processed 4.4 billion

passengers, 85.6 million metric tonnes

of cargo and 72.2 million aircraft

movements. The APAC Region alone has

96 ACI members operating 448 airports.

In 2006 these airports handled

1.1 billion passengers, 31.3 million

tonnes of cargo and 10.4 million aircraft

movements. Five (Tokyo, Beijing, Hong

Kong, Bangkok Suvarnabhumi and

Changi Singapore) out of the 25 busiest

airports worldwide are located in APAC.

Numerous airports, in their interest to

adjust capacity to the growing demand,

are restructuring their ownership and

management. These reforms are

enabled by liberalisation of economic

regulations. Still, significant investments

are required in a timely and efficient

manner to overcome and/or avoid

infrastructure bottlenecks. Privatisation

has already occurred at several key

airports in Asia, namely: Tokyo-Narita;

Hong Kong; Manila Terminal; as well as

Bangalore, Hyderabad, Delhi and

Mumbai airports in India. According to

ACI, capital expenditures for airport

infrastructure in APAC amounted to

US$8 billion in 2007, representing a

14 percent increase over 2006.

ICAO leadership in aviation

ICAO has sharpened its focus in how it

assists its 190 Member States to strive

for the new benchmarks of 21st century

civil aviation. These benchmarks are:

Optimum safety and security.

Worldwide liberalisation of air

transport.

A globally interoperable, harmonised

and seamless air traffic management

system.

Maximum compatibility betweenthe safe and orderly development of

civil aviation and the quality of the

environment.

Further development of a unified

global legal framework.

To this end ICAO has intensified its

leadership in a focused and proactive

manner, based on four basic

principlesimplementation, perfor-

mance, results and transparency. These

principles have helped in accelerating

the transition of ICAO to a performance

and results-based organization. The

mission of ICAO and of other members

of the world aviation community is to

continuously improve the performance

of the global air transport system in all

of these areas, so that it continues to

provide the immense socio economic

benefits our global society has come to

need and expect.

31.3%

2.8%

18.6%

7.7%

37.4%

2.1%

Africa

2006 International Scheduled FTKs

124,180 billion

Asia/Pacific

Europe

Middle East

North America

Latin America

Figure 4: International scheduled air freight traffic,

World and regions 2006 (Total FTKs performed and percentage shares per region


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Airspace safetymonitoring in theAPAC context

APANPIRG/RASMAG

12

In addressing its responsibilities to its Regions, the ICAO APAC Air Navigation Planning and

Implementation Regional Group (APANPIRG) has established a Target Level of Safety for enroute airspace in the APAC Region of 5 x 10-9 fatal accidents per flight hour. The increasing

complexity of RVSM/RNAV/RNP requirements and the necessary State interactions led

APANPIRG to further establish the Regional Airspace Safety Monitoring Advisory Group

(RASMAG) to facilitate the safe implementation of reduced separation minima and CNS/ATM

applications, as well as to assist States in achieving the established levels of airspace safety

within the APAC Region. Andrew Tiede, ICAO APAC Regional Officer, Air Traffic Management

(ATM), provides the Reportwith a summary of these developments.

ICAOR

egionalReportAsia-Pacific

200

8

The establishment of RASMAG

As sub-regional implementations of reduced verticalseparation minimum (RVSM) and reduced horizontal

separation minimum (RNAV 10, RNP 10, RNP 4) proceeded

throughout the APAC region, the increasing complexity of

requirements and the necessary State interactions led

APANPIRG/14 (August 2003) to establish the Regional

Airspace Safety Monitoring Advisory Group (RASMAG).

The initial terms of reference for RASMAG focused on

airspace safety monitoring to support operations in reduced

vertical and horizontal separation environments, but these

were subsequently expanded to include consideration of

the communications performance of FANS 1/A data link

technologies and the automated ground-ground communi-

cations between sophisticated ATC systems known as ATS

Inter-facility Data Communications (AIDC).

The formal objectives of RASMAG are to facilitate the safe

implementation of reduced separation minima and CNS/ATM

applications, as well as to assist States in achieving the

established levels of airspace safety within the APAC Region.

RASMAG reports directly to APANPIRG and meets twice yearly,

in approximately May and December.

Over the past decade, ICAO has increasingly pursued

a sharper focus on ATS safety management by way of

the development of Standards and Recommended Practices(SARPs) in Annex 11Air Traffic Services and complementary

arrangements in the Procedures for Air Navigation Services

Air Traffic Management(PANS-ATM Doc 4444).

At the broadest level, Annex 11 requires States to establish

a safety programme in order to achieve an acceptable level

of safety in the provision of Air Traffic Services (ATS). More

specific requirements exist for the implementation ofsafety

management systems by Air Navigation Ser vices Providers

(ANSPs) that identify hazards, ensure remedial action and

provide for the continuous monitoring and regular assessment

of the safety level achieved.

In addressing its responsibilities in this regard, the APAC

Air Navigation Planning and Implementation Regional Group

(APANPIRG) has established a Target Level of Safety (TLS)

for en route airspace in the APAC Region of 5 x 10 -9 fatal

accidents per flight hour. APANPIRG also continues to

encourage cooperative arrangements between States to

undertake airspace safety assessments and to provide

airspace safety monitoring for the introduction of airspace

changes and reduction in aircraft separation minima, as

well as for ongoing operations.

Andrew Tiede joined ICAO in 2004 as Regional Of ficer, Air Traffic Management (ATM) for the APAC region. He had previously held the

position of ATS Safety Manager with Airservices Australia for the Melbourne FIR. As well as holding formal qualifications including a

Bachelor of Aviation Studies, he has broad experience in management, air traf fic management (including almost 20 years as an active air

traffic controller in Tower, Approach and En route roles) and aviation safety management, and also serves as an ANS auditor with ICAOs

Universal Safety Oversight Audit Programme.


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supported by the monthly submission

by States of Large Height Deviation

reports (LHD, being vertical excursion

of 90m/300ft or more) in RVSM

operations and Gross Navigational

Error reports (GNE, being lateral

excursion of 15NM or more, or

longitudinal excursion of 10NM or

more) in the horizontal environment.

APAC RVSM Regional

Monitoring Arrangements

Perhaps the most visible of these spe-

cialist assessment bodies are the

Regional Monitoring Agencies (RMAs),

which are specifically established to

undertake the ongoing monitoring

of RVSM operations in order to meet

ICAO Standards (which requiresuch monitoring be conducted on a

regional basis). For the APAC Region,

APANPIRG-endorsed RMA services

are provided by:

The Australian Airspace Monitoring

Agency (AAMA), operated by

Airservices Australia.

The China RMA, operated by the

Air Traffic Management Bureau

(ATMB) of the Civil Aviation

Administration of China (CAAC).

The JCAB RMA, operated by theJapan Civil Aviation Bureau.

The Monitoring Agency for the Asia

Region (MAAR), operated by

Aeronautical Radio of Thailand

(AEROTHAI).

The Pacific Approvals Registry and

Monitoring Organization (PARMO),

operated by the United States Federal

Aviation Administration.

The Flight Information Regions (FIRs)

for which each RMA takes responsibility

have been described in the RASMAG

List of Competent Airspace Safety

Monitoring Organizationsa copy of

which is included with each RASMAG

report on the ICAO APAC Regional

Office website: www.bangkok.icao.int.

Following the introduction of RVSM in

China in November 2007, the imple-

mentation of RVSM throughout the

APAC Region is essentially complete,

with only implementations in the Ulaan

Bataar FIR of Mongolia and thePyongyang FIR of the Democratic

Peoples Republic of Korea still to occur.

The regional RVSM monitoring arran-

gements currently in place mean that

each RMA has the responsibility to

inform RASMAG of the outcomes of the

periodic safety assessment process

and, in cases where the target level of

safety is not satisfied, identify the most

likely reasons for the non-compliance.

As part of the safety assessmentprocess, RMAs consider Large Height

Deviation (LHD) performance in terms

of two components. Technical risk

relates to the technical performance

of equipment, including aircraft

altimetry systems. Operational risk

arises from human performance

limitations and, in simple terms,

means errors made by pilots and air

traffic controllers. A typical safety

assessment summarising the results

of the airspace safety oversight in

terms of the technical, operational,

and total risks for the RVSM imple-

mentation in the Western Pacific/South

China Sea (WPAC/SCS) airspace is

shown as Table 1 (page 15, top).

In addition, Figure 1 (left)presents an

example of the trends of collision risk

estimates for each month using the

appropriate cumulative 12 months of

14

ICAOR


8

Safety assessment and monitoring for

international airspace is a complex

process that requires the specific

application of internationally recognised

and mathematically based collision risk

models to demonstrate that target levels

of safety can be met. Collision risk

models consider many parameters that

may include, for example, average aircraft

length, height and wingspan, as well as

average along track speed and relative

cross track speed between aircraft pairs.

Requirements for separation in the

vertical plane vary from those specified

for separation in the horizontal plane,

and data link and ATS Inter-facility Data

Communications (AIDC) applications

also have different requirements.

The complexity of these matters hasnecessitated the establishment of a

number of behind the scenes specialist

agencies that conduct the required

safety assessment work. Under the

coordination of RASMAG, these

agencies work closely with affected

regional States to gather and analyse

data as part of continuous airspace

safety monitoring processes. To

support this work, APANPIRG has

regionally adopted the month of

December every year for the provisionby all States of one month of Traffic

Sample Dataessentially a count of

every flight in international airspace for

every day throughout December. This is

Vertical Collision Risk by Type

RVSM Implementation in the WPAC/SCS Airspace

The Current FLOS/FLAS

Technical Risk TLS for Technical Risk TLS for Total RiskOperational Risk Roral Risk

0.0E+00

Oct-06 Nov-06 Dec-06 Jan-07 Fev-07 Mar-07 Apr-07 May-07 Jun-07 Jul-07 Aug-07 Sep-07

8.0E-09

7.0E-09

6.0E-09

5.0E-09

4.0E-09

3.0E-09

2.0E-09

1.0E-09

Figure 1: Trends of Risk Estimates for the RVSM Implementation in WPAC/SCS Airspace


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15

I


2008

Large Height Deviation (LHD) reports, in this case since

October 2006.

Interestingly, the majority of LHDs in APAC RVSM operations

result from errors in ATC Unit-to-ATC Unit coordination, with

up to 70 percent of LHDs being categorised in this way.

Using this data, intensive investigation by RASMAG and APAC

Regional Office ATS working groups has led to improvements

in coordination arrangements between neighbouring area

control centres, with consequent improvements in airspace

safety performance.

RASMAG continues to strongly support the introduction ofAIDC messaging capability between ATC Centres to enable

automated system messaging to take the place of human-

to-human coordination exchanges, particularly for routine

circumstances.

Global long-term monitoring of RVSM height

keeping performance

One of the challenges to be addressed by RASMAG during

2008 is the preparation of an APAC regional impact

statement that summarises the estimated consequences

for the Region of the adoption from 2010 of ICAO globalprovisions for the long-term monitoring of the height

keeping performance of each of the individual airframes

involved in RVSM operations.

To be approved for operation in RVSM airspace, an aircraft

must comply with technical requirements that ensure

that the aircraft will accurately maintain the actual height

cleared by air traffic services. An airframe without a

current and satisfactory monitoring result is excluded from

RVSM operations. Extensive height-keeping performance

data was collected globally to demonstrate the stability of

Altimetry System Error (ASE), but the results to date

indicate that altimetry systems drift is more than what

was previously expected. This situation has led to

amendments to Annex 6Operation of Aircraft, that

require Contracting States to establish mechanisms for

monitoring height-keeping performance at specified

periodicity. The Annex 6 amendment is scheduled for

implementation in November 2010.

In considering these matters, APANPIRG/18 (September

2007) recognised that the implementation of long-term

monitoring requirements would have significant impacts in

the way regional monitoring was managed, including the

need for widespread regional height monitoring infrastructure

capability to be made available. Additionally, the RASMAG

considered that it was reasonable to expect that each RMA

would need to carry out at least the following tasks:

Educate States and airspace users as to the roles and

functions of an RMA.

Establish the monitoring requirements to be satisfied

by each operator.

Coordinate with other RMAs so that monitoring results

are shared.

Ensure that an adequate regional monitoring systeminfrastructure exists.

The special steps which an operator must take in order to

satisfy its fleet monitoring requirements will depend

on the monitoring infrastructure available within the airspace

where it conducts its flights. There are two types of moni -

toring systems available at present, both of which have been

specifically designed to determine aircraft total vertical error

and altimetry system error.

The first type is a fixed ground-based system, termed a

Height Monitoring Unit (HMU). Such installations exist inEurope (three), Britain (one), USA (three plus two under

construction) and Canada (two). Flying over one of these

systems will achieve a monitoring result, but flights must be

arranged to pass over one of the HMUs. The second type of

monitoring system is a por table GPS-based Monitoring

System (GMS), which requires placement of a specialised

data collection device aboard each aircraft for one flight.

Unlike HMU systems, use of the GMS requires that an

operator take special steps to arrange for monitoring by a

service supplier. However, since the data collection device

is placed aboard the aircraft to be monitored, no alteration

to the operators flight pattern is required.

Recent developments in the possible adaptation of geome-

tric height information available from ABS-B and multilate-

ration systems for use as the basis for RVSM height

monitoring show promise, and testing continues in Australia

and the United States. At present, however, no HMU

facilities exist within the APAC Region and there is only

limited availability of the portable GMS systems. Accordin -

gly, the provision of adequate regional monitoring infrastruc-

ture remains a continuing challenge to RVSM operations

in the APAC Region.

Source of Risk Lower Bound Risk Estimation TLS Remarks

Technical Risk 0.54 x 10-9 2.5 x 10-9 Satisfies Technical TLS

Operational Risk 3.03 x 10-9

Total Risk 3.57 x 10-9 5.0 x 10-9 Satisfies Overall TLS

TABLE 1: RISK ESTIMATES FOR THE RVSM IMPLEMENTATION IN WPAC/SCS AIRSPACE, AT MAY 2008


18/48

Safetymanagementin an eraof growth

The introduction of more data-driven,

proactive safety tools and systems is an

ongoing process in ICAO and the APAC

Region in particular. As the area of the

world that is most expected to drive global

aviation growth in the coming decades,safety remains a key priority for this

emerging air traffic powerhouse and all

regional stakeholders, large and small, will

need to actively participate in the ongoing

application of ICAOs Global Aviation Safety

Plan to meet the required safety objectives.

Fareed Ali Shah, ICAO APAC Regional

Officer, Flight Safety, explains.

Aviation has a high economic and social impact in the Asia and

Pacific region, directly generating millions of jobs and adding

many billions of dollars to Asia-Pacific GDP.

In addition to these ef fects, aviation also generates significant

spin-off ef fects on the regions economiesprincipally through

tourism and manufacturing. Aviation in the Asia-Pacific region

generates proportionately more economic activity than in other

parts of the world and, in light of the regions size and complex

geography, this is not surprising.

Looking to the future, global airline traffic is expected to

increase steadily to the year 2025 and the APAC region in

particular will contribute significantly to this expected upsurge.

Forecasters are looking to APAC to generate the highest share

of global air traffic increase within the next decade and note

that it will soon account for close to half the worlds air freight.ICAOR


200

8

APAC AND GASP

16

Fareed Ali Shah joined the ICAO APAC Office

as the Regional Officer, Flight Safety in

March 2007. Prior to that he was with the

COSCAP-SA as the Regional Flight Operations

Inspector from 1999 and took over as the

Programme Coordinator in December 2002.

He is actively involved in the ICAO Safety

Oversight Audit Programme and delivery of

the ICAO Safety Management Systems

(SMS) training.


19/48

17

I


2008

complementary nature of these roles.

It is essential that all relevant stake-

holders are involved in the development

and implementation of any activities

aimed at improving safety. Shared

commitment to the objectives enshrined

in the Chicago Convention is funda-

mental to success.

A key feature of the GASP is the

description and provision of 12 inter-

related safety initiatives, three of which

will now be explored in greater detail

and which are essential to current

safety transformations now underway

throughout ICAO.

The first of these is the sharing and

free flow of safety datadata that is

required to assess aviation systemsafety on a continuous basis, and to

correct deficiencies when warranted. In

order for this data to become available,

there needs to be an effective error

and incident reporting mechanism

which encourages open reporting and

protects data collected solely for the

purpose of improving aviation safety.

The free-flow of safety-related infor-

mation by everyone involved in air

transport, at every level, and across

every discipline, is an essentialcondition for creating or strengthening

partnerships among various stake-

holders to resolve deficiencies.

The second safety initiative reflected

in the GASP and requiring mention

here is the consistent use of Safety

Management Systems (SMS). SMS

represent the most effective way of

responding to the need for results-

based supervision of personnel and

functions with a relatively small

workforce.

ICAO encourages the adoption of SMS

by service providers while providing

concrete assistance in the form of

standards and related guidance

material, as well as model legislation

that facilitates the implementation

of effective SMS. In addition, ICAO

provides several levels of safety

management training. This past

October ICAO held a State safety

programme and safety management

system implementation workshop in

Bangkok. The workshop included

systematic guidance for the imple men-

tation of key components of an SMS

and for the development of a State

Safety Programme.

The third safety initiative selected to be

highlighted from the GASP relates to

the ability of State and industry aviation

stakeholders to ensure that they are

staffed with sufficient numbers of

qualified personnel. Against the

forecast growth, a major challenge

faced by all sectors of aviation concerns

the recruitment, training and retention

of technically qualified staff.

No doubt everyone agrees that a

properly resourced, skilled and

appropriately trained workforce is a key

element in maintaining safe operations,

and a key aspect if the safety initiatives

described above are to be implemented

and managed in a sustainable manner.

Today, many countries are experiencing

significant shortages of suitable

technical staff. As a result, aviation is

witnessing an increasing migration ofprofessional staff between States and

regionsinevitably to the detriment of

some while improving personnel

availability in others. In the long term,

this challenge can only be addressed

if regulatory authorities and industry

cooperate and develop plans to more

effectively manage this important

human resource issue.

In conclusion, the forecast growth in

traffic and the increasing complexity

of air operations dictate that we remain

extremely vigilant. Safety is built on

the principle of partnership and the

cooperative approach to safety

recognises that all stakeholders of the

aviation system need to be involved.

An obvious result of these projections

will be an increase in the number

of aircraft in operation in the Asia

and Pacific Region. This will present

significant safety and logistical

challenges for a variety of the Regions

aviation stakeholders.

Today, safety statistics published by

ICAO point to a global air transport

system that is as dependable and

trustworthy as it has ever been.

Everyone involved in our industry can,

and should, be proud of these results.

At the same time, the forecast growth

in traffic and the increasing complexity

of air operations dictate that all

stakeholders remain extremely vigilant.

Aviations main challenge will be tomanage this growth while maintaining

the safety, security, sustainability and

efficiency of civil aviation.

ICAOs strategy for safety is detailed in

its Global Aviation Safety Plan (GASP).

The plan provides a common frame of

reference for all stakeholders in order

to allow a more proactive approach to

aviation safety. The latest incarnation

of the GASP was recently endorsed by

the ICAO General Assembly inSeptember 2007.

An important element of this plan is

that it integrates the Global Aviation

Safety Roadmap developed by the

Industry Safety Strategy Group at the

request of, and with the support of,

ICAO. This industry group comprises

Airbus, Boeing, Airports Council

International, the Civil Air Navigation

Services Organization, the International

Air Transport Association, the

International Federation of Air Line

Pilots Associations and the Flight

Safety Foundation.

The safety plan is therefore very firmly

founded on the principle of partnership.

Although there are clearly identified

roles played by the regulatory, industry,

and other partners in civil aviation, in

striving for greater aviation safety there

is also a clear need to emphasise the


20/48

PACIFIC AVIATION SAFETY OFFICE

18

ICAOR


200

8

The Pacific Aviation Safety Office (PASO) is a registered

international organization in operation for the benefit of 13

Pacific Island Member States and is based in Por t Vila, Vanuatu.

Pacific Islands Forum Aviation Ministers, at their meeting in

1998, adopted an Action Plan to adopt a policy framework for

safety regulation. Subsequently, in 2001, Forum Aviation

Ministers met in Apia, Samoa and approved in principle an

intergovernmental cooperative approach to establishing anoffice responsible for aviation safety, including security. In

2002, this was realised and the Pacific Aviation Safety Office

was opened in Vanuatu.

The current members of PASO are: Australia; Cook Islands;

Fiji; Kiribati; Papua New Guinea; Samoa; Solomon Islands;

Tonga; Vanuatu; Nauru; New Zealand; Niue and Tuvalu. PASO

membership is open to Forum Member States.

The Pacific Islands Civil Aviation Safety and Security Treaty

(PICASST) is a multilateral treaty formalising PASO under

international law. This was opened for signing at the ForumLeaders Meeting in 2004 in Apia. On June 11, 2005, the

PICASST entered into force, following the receipt of the fifth

signature on May 12, 2005. The par ties to the PICASST are:

Kiribati; Papua New Guinea; Samoa; Solomon Islands; Tonga;

Vanuatu; Nauru; Tuvalu and Niue. Fiji, New Zealand and

Australia are working on signing PICASST soon.

PASO is governed by a Council of Directors comprised of

representatives from each PASO Member Country and invited

observers who include the Association of South Pacific

Airlines (ASPA), the Asian Development Bank (ADB), the

International Civil Aviation Organization (ICAO), and the Pacific

Islands Forum Secretariat (PIFS).

The ICAO APAC Regional Office actively supports PASO,

recognising its importance as a sub-regional safety oversight

organization that provides a cost ef fective and harmonised

solution to assist States in strengthening their safety oversight

capabilities and fulfilling their obligations under the Chicago

Convention. In this regard, the primary goal of PASO is to provide,

in the long term, an improvement in quality and an extension of

safety oversight at a lower total cost than would have to be paid

by the industry and Member States acting alone.

PASO is responsible for overseeing regional aviation safety

oversight for its membership. It does this primarily by

overseeing airport and airline operational safety and security

standards to ensure that they are met in all its Member

States. Its core set of responsibilities includes the oversight

of flying operations, airworthiness, security, airports, and

personnel licensing for these disciplines.

In addition, PASO aims to provide an advisory service to the

national aviation authorities of participating States and toprovide support to the local aviation industry. PASO services

are available to its membership, however it is anticipated that

other countries will join PASO over time as their needs require

and as the organization demonstrates its value and

capabilities. It is also possible that some countries will utilize

PASO services on a contract basis. PASO is designed to

accommodate future growth through both of these mecha-

nisms. The Pacific Island Leaders Forum, held in Niue in

August of this year, fully supports the work that PASO is doing

and urged its members to fully utilise the services that PASO

has to offer. In their Communiqu, the leaders directed

members to work closely to ensure that a sustainable funding

mechanism is developed to ensure PASO is a viable and

thriving organisation, looking after Pacific countries aviation

safety and security needs. It directed it members to provide

assistance to PASO in areas they could.

At the moment, PASO suffers from a lack of financial

resources to fully carry out its mandate and is actively

seeking assistance from outside donors. PASO is a worthwhile

organisation that the Pacific can be proud of and is in line with

ICAOs vision of ensuring that members actively participate to

meet international obligations.

PASO: Working to enhancePacific Island safety and securityBy Alvin W. Tuala, General Manager, PASO

Alvin W. Tuala is the General Manager of the Pacific Aviation Safety Office based in Port Vila, Vanuatu. He has also servedas the Regional Transport Sector Adviser with the Pacific Islands Forum Secretariat based in Suva, Fiji, and prior to that he

was the Director of Civil Aviation for Samoa from 1999 through November 2005overseeing all aspects of civil aviation

safety and security including work on air services in Samoa.


21/48

19

Air traffic flowmanagement:South Asiastyle

For many years, flights between South east Asia and

Europe have experienced restrictions to their operations

arising from the military complexities within and around

Afghanistan. The limited number of ATS routes and

shortage of flight levels resulting from the non-

implementation of Reduced Vertical Separation Minima

(RVSM) meant that the Kabul Flight Information Region

(FIR) of Afghanistan effectively acted as a bottleneck

for this traffic flow, with particular impact on the night

time peak period traffic flows from Asia to Europe.

In order to accommodate prevailing circumstances at

European destinations, including nightly curfew

restrictions, airline scheduling resulted in a situation

whereby 55 to 65 long-haul flights per night arrived at the

eastern boundary of the Kabul FIR within a core three

hour period. On the South Asian side of Kabul FIR, full

RVSM flight level capacity was available as well as a

multitude of ATS routeswith the result that airspace

capacity was generally adequate.

Transit within the Kabul FIR, however, is restricted to

10 minutes longitudinal separation on a limited number

of ATS routes, using essentially two conventional flight

levels (FL310 & FL350). Consequently, traffic handling

during the nightly traffic peak often required many en

route orbits, level changes, re-routings, holdings and

other high workload ATC interventions. With the majority

of flights at the edge of their performance capabilities

for the typically 10- to 12-hour flight to Europe, the coarse

traffic management that was routinely necessary and

consequent additional fuel burn resulted in many

unscheduled (and expensive) technical stops prior to

reaching destination.

BOBCAT AND THE KABUL FIR

In conjunction with the

ICAO Air Traffic Flow

Management Task Force,

the web-based Bay of

Bengal Cooperative AirTraffic Flow Management

System, or BOBCAT, has

been developed by

Aeronautical Radio of Thailand to address

serious flight efficiency impacts caused

by the military operations in the Kabul

Flight Information Region. Andrew Tiede,

ICAO APAC Regional Officer, Air Traffic

Management (ATM), reports that

in the two years since the systems first

trials significant gains have beenexperienced by all regional stakeholders,

including significant fuel and carbon

savings for the affected airlines.

I


2008


22/48

20

ICAOR


8

The South Asian solution

Under the auspices of the ICAO APACRegional Office, the Bay of Bengal and

South Asia Air Traffic Flow Management

Task Force (ICAO ATFM/TF) was formed in

early 2005 to attempt to address these

issues. A daily flow-sequencing period of

four hours (2000-2359UTC), being the

three-hour core traffic period plus a half-

hour buffer at either side, was identified

as necessary. In addition to the large

numbers of af fected flights originat ing

from India, Malaysia, Pakistan, Singapore

and Thailand, the ATFM/TF identifiedspecific cases of long-haul flights originat-

ing from China, Hong Kong, Vietnam, the

Philippines and Indonesia that would also

transit the Kabul FIR during this period.

The need for an automated flow

management tool to assist in regulating

the flow of traffic had also been recog-

nised by the ATFM/TF. A concept of

operations was adopted whereby an

allocated wheels-up time (AWUT) and

Kabul FIR entry fix time would be applied

to each flight, notwithstanding that the

Kabul FIR entry time would be applicable

typically five to six hours after airborne

and up to 10 dif ferent ATC Area Control

Centres (ACCs) and many FIRs

downstream from departure.

The BOBCAT system

In conjunction with the ICAO ATFM/TF,

an automated and web-based compu-

terised toolthe Bay of Bengal

Cooperative Air Traffic Flow Manage-

ment System (BOBCAT) was develop-ed by Aeronautical Radio of Thailand

Ltd. (AEROTHAI), the Air Navigation

Services Provider (ANSP) for Thailand.

Working with the ATFM/TF, AEROTHAI

also established the 24-hour Air Traffic

Flow Management Unit (ATFMU) at the

Bangkok ACC, where the BOBCAT

servers are hosted and coordination

of AWUT and Kabul FIR entry fix times

is managed. Appropriate ATFM

procedures were developed, safetyassessments completed and, with

support from IATA, an operational trial

of international long-range ATFM

procedures commenced during July

2006. Following the success of the

trial, daily ATFM procedures were per-

manently implemented from July 5, 2007

(see Figure 1, top)for the Bay of

Bengal and South Asia.

BOBCAT has flexibility in meting-out slot

times depending on the traffic flow and

the requirements of the various ANSPs

concerned. The current configuration

caters to westbound aircraft entering the

Kabul FIR during the nighttime peak period

between 20002359UTC and sequences

flights at an interval of 15 minutes

comprising the 10-minute longitudinal

separation standard plus a five-minute

buffer. The five-minute buffer time is

expected to be reduced as the on-time

performance of affected flights improves.

As the system is software-based the

operational parameters can be readily

and infinitely varied to address thespecific needs of the prevailing ATFM

circumstances.

ATFM Procedures

All BOBCAT-sequenced aircraft are

required to conduct their flight in

accordance with State AIPs and the Bay

of Bengal and South Asia ATFM Users

Handbook. The primary parties involved

in the ATFM procedures are:

a) Airline dispatchers.b) The Bangkok Air Traffic Flow

Management Unit (ATFMU)

supported by the BOBCAT system.

c) Flight crews.

d) ANSPs.

Airline dispatchers

Several hours prior to the agreed cutoff

time for slot requests (presently

1200 UTC), airline dispatchers log on

to the BOBCAT website using their

assigned secure username/password

and submit slot requests for waypoint,

time and flight level for entry into the

Kabul FIR. At the cutoff time, BOBCAT

processes the slot requests and

displays outcomes in terms of AWUT

and Kabul FIR entry fix parameters,

including flight level, route, entry fix

and time on the respective slot

allocation pages, as well as automa-

tically e-mailing slot results to all

Figure 1: BOBCAT messages page showing

July 2007 implementation.

Figure 2: Bangkok Air Traffic Flow Management Unit (ATFMU)


23/48

airspace users concerned. In the event

that the slot assigned was not satis-

factory, dispatchers have the ability toswap slots or select an unused slot

displayed on the BOBCAT website.

Bangkok ATFMU

Management of the BOBCAT system

rests with the Bangkok ATFMU, shown

in Figure 2 (page 20, top), which is

located adjacent to AEROTHAIs ATC

centre in Bangkok. The ATFMU is

staffed on a 24-hour basis to cater to

the evening westbound rush hour. TheBangkok ATMFU has the capability to

modify slot allocation at the request of

affected airlines and also has a full

range of communications capabilities

to liaise with all ACCs and dispatchers

involved in the ATFM process. The

ATFMU also receives all flight plansand operational movement messages

for the flights involved.

Flight crews

It is the responsibility of flight crews

to ensure that the aircraft is ready to

taxi in time to meet the AWUT

nominated by BOBCAT. Crews must

also adjust cruise flight to comply with

BOBCAT slot parameters at the Kabul

FIR entry fix, requesting appropriateATC clearances, including speed varia-

tions, in accordance with published

AIP requirements.

Figure 3: BOBCAT Slot Allocation page Control Tower view Figure 4: BOBCAT Slot Allocation page Enroute ACC view

ANSPS

ANSPs retain normal responsibility forall separation and tactical ATS and

traffic management activities. To ensure

situational awareness of each nights

traffic, ANSPs also logon to BOBCAT to

view slot allocation resultsusing

either the Control Tower view (Figure 3,

top left)or En route ACC view (Figure 4,

top right). These results show the

wheels-up time for each aircraft from all

departure points as well as the route,

flight level, entry fix and time allocated

for entry into the Kabul FIR. Inaccordance with ICAO PANS ATM

provisions, flights with an ATFM slot

allocation should be given priority for

takeoff to facilitate compliance with


24/48


25/48


26/48

24

ICAOR


8

AWUT. ANSPs also conduct en-route traf fic management in a

way that ensures that flights can be positioned at the

correct level and entry time for the Kabul FIR in accordance

with the BOBCAT slot allocation.

The strength of cooperation

Since the commencement of the ATFM operational trial (July

2006, through December 2007), the nightly average number

of flights submitting a slot request has risen from 35 to about

60 flights, with peaks exceeding 65 flights per night. This

represents nearly a 50 percent increase over the 18-month

period and again draws attention to the explosive traffic

growth being experienced in Asia.

Seven primary States are involvedAfghanistan, Pakistan,

India, Thailand, Malaysia, Myanmar and Singapore

supported by an equivalent number of surrounding States.

Currently, over 35 airlines, the majority of whom are IATA

members, are consistently using the BOBCAT system for

facilitated transit through the Kabul FIR.

The C in the BOBCAT acronym stands for cooperative.

Accordingly, BOBCAT is a cooperative strategic ATFM tool that,

in conjunction with ATFM procedures adopted by the ATFMU,

ANSPs and airspace users, delivers efficient ATFM outcomes.

Success very much depends on the accuracy of the

information provided by airline dispatchers as well as the

cooperative efforts of ANSPs and flight crew to achieve the

final results of the BOBCAT sequence.

Measuring the results

Before the implementation of the long-range ATFM

procedures, about 60 percent of the Europe-bound flights

from South east Asia and the Indian sub continent

experienced departure delays due to congestion along the air

routes between South east Asia and Afghanistan during the

evening peak hours. Frequently, aircraft en route had to

change their route, hold or orbit, or fly at non-optimum flight

levels as a result of this congestion.

Although work continues within the ATFM/TF to accurately

quantify the outcomes, the following benefits, amongst

others, have already been demonstrated:

a) ATFM sequenced aircraft now depart on their allocated

wheels-up time in an orderly fashion, which reduces

aggregate ground delay and ensures remaining ground

delays are absorbed with engines off.

b) En-route congestion is minimised and there is an orderly

entry into the Afghanistan airspace with a more evendistribution of aircraft across the available ATS routes.

c) Preferred optimal flight level allocation is achieved more

often and more reliably.

d) The re-routes around Afghanistan, which often resulted

in expensive technical stops, have been eliminated.

e) Many benefits have been reported by en route ANSPs,

characterised by orderly long haul traffic sequences

resulting in greatly reduced ATC workloads.

f) Similarly, for sequenced flights, the flight crew workload

has also been significantly reduced.

g) Based on information supplied from IATA and their member

airlines during mid 2007, the overall fuel savings foraircraft using ATFM procedures during this nightly four-hour

period is approximately 12 million kilograms of fuel per

year, resulting in very worthwhile savings in direct

operating costs. When considered in an environmental

context, these fuel savings also equate to a direct

reduction in carbon dioxide emissions of more than 50

million kilograms per year.

More recently, as a direct result of the work of the ATFM/TF

Afghanistan had agreed to implement new ATS route

segment UL333 across the southern portion of the Kabul

FIR to link existing airway structures in Pakistan and Iran.

Simultaneously, as BOBCAT was reliably providing meted

traffic flows, Afghanistan was able to lift westbound

restrictions on usage of route B466 in Kabul FIR. Both the

UL333 and B466 enhancements, as depicted in Figure 5

(above, left), became effective on August 28, 2008 and not

only benefit operators during the nightly ATFM period but

also facilitate operations between Europe and South east

Asia on a H24 basis by providing alternate routings through

the Kabul FIR.

Figure 5: ATS Routes affected by ATFM procedures

in the Bay of Bengal and South Asia for flights transiting

the Kabul FIR, period 2000 2359 UTC daily.


27/48

Historically, APAC ATS route design was

based on early technology using ground-

based aids to navigation and short/medium-haul aircraft that made refueling

stops en route between Asia and Europe.

The revised route structure implemented

by the EMARSSH Task Force has been

designed to take advantage of advanced

satellite technology using RNP and RNAV

aircraft capability and for medium/long-

haul aircraft.

To facilitate the work of the Task Force,

APANPIRG appointed a Core Team led by

the ICAO APAC Regional Office. Membersof the Core Team were from Australia,

Hong Kong, India, Iran, Saudi Arabia,

Singapore and IATA. The conditions lead-

ing to the development of the EMARSSH

route structure were as follows:

Existing aircraft capabilities and new

CNS/ATM technology

and procedures were used to develop

an ATS route structure

to reduce congestion, enhance safety,

and minimise environmental impact.

The EMARSSH trunk routes were

developed primarily for international

long-haul and medium-haul flights.

As much as possible, the EMARSSH

trunk routes were laterally separated,

with minimal crossings that could result

in choke points.

The need for full coordination amongst

the involved APAC ANSPs and airspace

users, and, due to the length of the

routes, the requirement for increased

harmonisation with both the Middle East

and European regions.

The EMARSSH route structure was

designed to support Required Navigation

Performance (RNP) 10 operations, since

the majority of flights operating within the

APAC Region were able to meet RNP

10 levels of navigational accuracy or

better. The immediate gain was derived

from the fact that EMARSSH routes have

been established 50NM apart without

affecting ATS operations on adjacent

routes, thus increasing airspace capacity.

This advantage was particularlysignificant over the Bay of Bengal, where,

prior to the implementation of EMARSSH,

100NM lateral separation was the

minimum required.

EMARSSH has been implemented in two

phases. In the first phase, additional

routes between Perth and Jakarta, as well

as between Auckland/Sydney/Melbourne

and Surabaya, were implemented in

December 2001. Subsequently, over a

series of meetings, the EMARSSH Task

Force developed a set of parallel routes

spaced at a minimum of 50NM apart

across the Bay of Bengal, India and the

Arabian Sea. In addition, the Task Force

realigned some routes over the Saudi

Peninsula and Egypt, as well as

developing routes through the Tehran FIR

to add to the capacity available in the

Kabul FIR. All these routes were

implemented in the second phase on

November 28, 2002.

In total, more than 30 FIRs were affected

by the EMARSSH implementations.

Essential to the successful conclusion of

the project was the effective civil/military

coordination carried out by many of the

States across the vast expanse of the

route structure. Without this cooperative

effort in some areas characterised by

complex military interactions there would

have been little chance in gaining the

benefits that have now been realised.

The implementation of the EMARSSH

route structure resolved some previouslyidentified choke points, particularly

those over the Bay of Bengal, and

created much needed airspace capacity

enhancement measures for flights

between Asia and Middle East/Europe.

This produced substantial benefits for

both airspace users and Air Navigation

Service Providers (ANSPs). Significantly,

the route restructure paved the way for

the implementation of RVSM over the

Bay of Bengal and Arabian Sea.

Airlines too welcomed the new route

structure. IATA reported that the new

network of air routes connecting Australia,

Asia, the Middle East and Europe save

30 minutes of travel-time, reduce ground

delays for departures to Europe from

Singapore, Kuala Lumpur and Bangkok,

and reduce fuel costs by a conservative

estimate of US$55 million per year

(in 2002 dollars and oil prices).

25

AIR NAVIGATION

In 2000, the ICAO APAC Planning and Implementation Regional Group (APANPIRG) established

the Revised Route StructureAsia to Europe via the Middle East, South-of-the-Himalayas (EMARSSH)

Task Force to lead the development of a revised route structure to provide for increases in

international and domestic traffic operating between Asia and Europe. The APAC Regional Report

provides a review of the conditions leading to and significant results of this vital initiative.

I


2008

EMARSSH: Toward the development ofnew APAC-EUR/NAT route structuresKyotaro Harano joined the ICAO Asia and Pacific Office in 2004 as Regional Officer, Air Traffic Management (ATM) follow-

ing 20 years with the Japan Civil Aviation Bureau, initially as an air traffic controller at Nagoya Airport and Tokyo (Haneda)

International Airport, and then as the airspace management officer at Naha Area Control Centre with responsibility for

international liaison. During the period from 1996 to 1998 he worked at the ATM Section of ICAO Headquar ters in

Montreal and, from 1999 to 2004, also served the International Federation of Air Traffic Controllers Associations as

the Technical Representative for APAC matters.


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In the early 1990s, major aircraft manufacturers

announced that plans were in hand to develop aeroplanes

larger than the Boeing 747-400 and which would becapable of carrying more than 500 passengers. In

response, ICAO carried out a study from 1995 to 1997 with

the participation of several States, selected international

organizations and aircraft manufacturers, to develop

appropriate ICAO provisions to facilitate aerodrome

development for these new larger aircraft. The result of

this research and consultation was the development by

ICAO of the new Code F standards for airports.

ICAO Provisions

The ICAO study led to Amendment 3 to Annex 14Volume I

Aerodrome Design and Operations. The amendment was

adopted by the ICAO Council in March 1999 and became

applicable from November 1, 1999. A new aerodrome

reference code, letter F, to cover aeroplanes with wingspans

from 65m up to but not including 80m, and an outer main

gear wheel span from 14m up to but not including 16m, was

established. New specifications on aerodrome physical

characteristics (runway width, taxiway width, shoulders,

taxiway minimum separation distances etc.) for Code F

aircraft, as well as rescue and fire fighting specifications for

aircraft with maximum fuselage widths in excess of 7m and

lengths greater than 76m but not including 90m were also

developed and included in the new Annex 14, Volume I.

In order to provide States with information on the issues

concerning aerodrome facilities and services, air traffic

management and flight operations which should be considered

for accommodating New Larger Aircraft (NLA) operations at

existing aerodromes, ICAO also published the new Circular 305.

This document provides guidance on conducting aeronautical

studies, including the development of alternative measures,

operational procedures and operating restrictions, specifically to

assist existing airports that do not currently meet the relevant

Code F specifications.

In support of the implementation of the new Code F specifications

in Annex 14, Volume I, ICAO has amended theAerodrome Design

Manual, Part 1Runways and Part 2Taxiways, Aprons andICAOR


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8

NLA AIRPORT PREPAREDNESS

28

APAC AirportsRamping-up for

New Larger AircraftSince the debut of the

very first commercial

aircraft, the aviation

industry has experienced

constant improvements in

the speed, range and size

of its fleet, with size in

particular having the

greatest impact on the design and

operations of airports. ICAO and airportoperators have always risen to meet the

challenges that each new generation

of aircraft has posed, especially with

respect to the continuous adaptation of

the physical characteristics of airports.

N.C. Sekhar describes the ongoing

developments in this area.


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the baggage claim carousels, etc. The

airports third terminal, opened in

January 2008, has been completely

designed and built incorporating A380

requirements. In all, Changi now opera-

tes 19 A380 compatible stands as well

as two additional stands for handling

freighter versions of the super jumbo.

Kuala Lumpur International Airport (KLIA)

KLIA has invested US$30 million to

upgrade its facilities for A380operations. The project commenced in

2006 and was completed in December

2007. The project provided for a 60m

wide runway with 7.5m shoulders on

both sides, widening taxiways, relocation

of runway holding positions and stop

bars, provision of five apron stands with

three aerobridges for each stand,

terminal expansions, etc.

Hong Kong International Airport (HKIA)

In anticipation of A380 commercial

operations, HKIA has invested

HK$67 million on its own enhancement

works. The project commenced in April

2005, and was completed in June 2006.

Phase 1 of the project provided for

widening taxiway shoulders associated

with the southern runway and the cross

field taxiways, relocation of 15 runway

holding positions, relocation of objects

Holding bays, to provide important

additional guidance material to States.

In cooperation with IATA, ICAO is also

actively progressing with the revision of

the Airport Services Manual, Part 5

Removal of Disabled aircraft.

Airport readiness in APAC

In order to accommodate the A380,

many APAC States have either

incorporated the new ICAO Code F

standards in the design and constructionof new airports, or have employed

them when modifying existing airports

to receive the A380. The worlds first

commercial flight of the A380, on

October 25, 2007, was a milestone

in Asia/Pacific aviation history.

Changi International Airport

The A380 marked a new chapter in

Changi airports historyas this was

the first airport in the world to operatethe aircraft commercially with Singapore

Airlines. To prepare for the A380,

Changi invested about US$60 million

on upgrading the airport facilities,

widening existing runway shoulders,

widening the runway/taxiway and

taxiway/taxiway intersections, gate

modification, installation of a third

aerobridge providing direct access to the

A380s upper deck, enhancements to

Airbus A380 800 Boeing 747 400 Airbus A380 800 Boeing 747 400

Passengers 555 (33%) 400 Height 24 m (24%) 19.6 m

Wingspan 79.75 m (24%) 65 m Fuselage Width 7.14 m (10%) 6.4 m

Length 72.6 m (2%) 70 m Maximum ramp weight 560 tons (40%) 400 tons

COMPARATIVE OVERVIEW: A 380-800 AND B 747-400

such as lamp and sign posts, extension

of blast fences, upgrading the aircraft

stands for fixed ground power, pre-

conditioned air, and air bridges to serve

the upper deck. In addition, Rescue and

Fire-fighting (RFF) capability has been

upgraded to ICAO Category 10.

Narita, Kansai and Nagoya International

Airports, Japan

Narita Airport has completed its enhan-

cement works in May 2008. Kansaiairport has commissioned a second

runway and the new airport in Nagoya

was opened in February 2005, fully

compliant with Code F requirements.

Suvarnabhumi International Airport,

Bangkok

Designed from the onset and construct-

ed for ICAO Code F requirements, the

Suvarnabhumi Airport in Bangkok was

opened for operations in September 2006.The airport has two Code F runways.

China and Korea

Three International Airports in China,

namely Beijing, Shanghai Pudong and

Guangzhou International Airports are

also now A380 compatible. In addition,

Incheon Airport in the Republic Of Korea

is A380 compatible.


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Whats next for APAC?

THE ACI VIEWPOINT

30

On behalf of the ACI Asia-Pacific Region,

I would like to congratulate the ICAO

Bangkok Regional Office on the occasion

of its 60th anniversary.

The Airports Council International (ACI)

has been working closely with ICAO

since ACIs establishment in 1991 as

the first international association

representing the common interests ofairport operators around the world.

The aviation industry has been going

through changes in recent years that

almost defy imagination, and in the

Asia-Pacific Region par ticularly the

industry is witnessing a boom that

surpasses all our earlier expectations.

According to the ACI Global Traffic

Forecast, 2006-2025, the industry will

grow at an average rate of 4.0 percent

per annum in the next 20 years, withthe Asia-Pacific Region becoming the

worlds largest aviation market by 2025.

The aviation industry is providing over

4.5 million jobs worldwide that are

directly dependent on airports and

airport operations and airports will

continue to be the most important

source of jobs created in the aviation

industry. In the year 2006, airports in

Asia-Pacific employed some 950,000

on site.

Airports today are no longer simply

infrastructure providers. They have

become commercially successful

entities contributing to the growth of

regional economies and higher level of

customer satisfaction. Non-aeronautical

revenue for airports continues to grow

and now accounts for 45.7 percent of

revenues for airports in this region.

Capital Expenditure (CE) rose sharply

in all regions in 2007, with APAC

experiencing the largest CE growth rate

(14.3 percent) of any region in the

world. With these types of staggering

figures at hand an obvious question

might be:

Whats next for the Asia-Pacific Region?

Surging APAC traffic currently poses agreat challenge to our industry. Over the

next 20 years this will be further driven

by the strong economic growth of

emerging economies in the region

such as China and India. ACI believes

that a shortage in airport capacity is

therefore the most urgent problem that

our industry faces. China alone expects

to construct 49 new airports in the next

five years as well as to launch 700

additional airport-related projects.

Governments must continue to recognizethat the shortage in airport capacity is

indeed an urgent issue in light of the

fact that airports and the broader

aviation industry they serve play such

a vital role as engines of economic

growth, trade and tourismcontributing

significantly to both regional and global

prosperity.

ACI encourages its members to become

carbon neutral and I am proud to state

that airports in our region have adopted

a number of effective measures in this

area. In April 2008 our industry took a

significant step forward by signing a

joint declaration and committing itself

to a carbon neutral growth to help

tackle the climate change problem.

The majority of the airports in the Asia-

Pacific Region are very supportive of

this declaration and I am confident that

further excellent projects will be

developed to help minimize aviations

impact on the environment and aid its

sustainability.

ACI has also been participating actively

on safety matters together with ICAO

and submitted several safety-related

working papers in the last ICAO

Assembly. ACI encourages airport

operators, together with their regulators,to focus on airport certification as a

high priority. It believes regulators

should apply ICAO standards but avoid

an excessively prescriptive approach to

safety regulation.

ACI believes airport user charges

should be established through consul-

tation between airport operators and

users wherever possible. ACI advocates

that airports should continue to engage

in partnership with airlines and the localcivil aviation authorities on a number

of issues, including airport charges,

environmental programmes tailored to

local communities and contingency

plans to deal with outbreaks of

communicable diseases.

The ACI Asia-Pacific Region will

continue to engage in discussions with

all international organizations, most

importantly ICAO and work closely with

these partners to serve our industry

and to meet the challenges that lie

ahead for the Region.

Maggie Kwok formerly had a distinguished career with the Customs & Excise Department, HKSAR. She has extensive

experience in the area of world trade facilitation, has worked in strong partnership with the airport community through

her career, and was instrumental in making Hong Kong an international and regional air logistics hub. In mid-2006,

Mrs. Kwok joined the ACI, Asia-Pacific Region as Regional Director.

ICAOR


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By Maggie Kwok, CDSM, Regional Director, ACI Asia-Pacific Region


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By Rob Eagles, IATA APAC Director, Safety Operations & Infrastructure (SO&I)

IATA, ICAO AND APAC ATM

34

IATA has a long history of close coopera-

tion with the ICAO APAC Office, assisting

and supporting their vision of an integrat-

ed, harmonised and globally interoperable

Air Traffic Management (ATM) system.

APAC is one of the fastest growing Regions

in the world and, by 2010, it will be largest

aviation market in the world. This presentsobvious challenges for both ICAO and IATA,

but there are many examples of how the

effective working relationship between

ICAO and IATA has delivered significant

ATM benefits to the aviation industry. Two

such achievements are EMARSSH (Europe,

Middle East, Asia Route Structure South of

the Himalayas)and BOBCAT (Bay of Bengal

Cooperative ATFM Advisory System).

EMARSSH

A review of the route structure between

Europe and Australasia (south of the

Himalayas) in 2000 identified that

significant improvements were needed

to enhance ef ficiency. Flights were

suffering lengthy delays and were

unable to fly at their optimum altitude.

IATA engaged the help and support of

the ICAO APAC Regional Office to

address this issue (editors notefor

more on this topic see the related

EMARSSH article on p. 25).

The EMARSSH project was completed in

November 2002 providing a more

efficient route structure that stretches

halfway across the world. Flight times

between Australia and Europe were

reduced by up to 30 minutes, and fuel

consumption reduced by at least 25,000

tonnes annually (2002 data) with an

associated saving of 79,000 tonnes of

CO2. The implementation of the new

route structure was the culmination of

a two-year effort which saw IATA, the

international airlines, States, military

authorities and charting companies all

working together as an effective team

under the guidance of ICAO.

Air Traffic Flow Management (BOBCAT)

The growth of long-haul flights between

South east and Western Europe over

the last five years resulted in flights

experiencing lengthy delays. This was

caused by an unregulated flow of

flights through Kabul FIR and European

airport cur fews. The s

Documents

ICAO regional Report for APAC