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ICAO WGNICAO WGNNew Orleans 10-19 Nov 2004New Orleans 10-19 Nov 2004

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• Programme Overview

• Incentives and a Mandate

• Issues

• Conclusion

ContentsContentsContentsContents

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ProgrammeProgrammeObjectives Objectives

ProgrammeProgrammeObjectives Objectives

The LINK 2000+ ProgrammeThe LINK 2000+ ProgrammeThe LINK 2000+ ProgrammeThe LINK 2000+ Programme

• Co-ordinating the implementation of en-route CPDLC (ACM, ACL, AMC, DLIC) over ATN/VDL2 .

• Providing a migration path for legacy data link services from ACARS to ATN/VDL2.

data link to supplement voice data link to supplement voice

Intent

Letter of Com m itm ent/Concrete PlansOperational Use

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Do we need CPDLC? Do we need CPDLC? YESYESDo we need CPDLC? Do we need CPDLC? YESYES

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© E UROCONT ROL 2003

Actual Traffic

STATFOR Medium-Term Forecast 2003

Long-Term Extrapolation

2010: +24%2015: +50%

Mode S: +5%

LINK: +11%

RNP RNAV: +?%

CASCADE: +?%

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Do We Have a Business Case? Do We Have a Business Case? YESYESDo We Have a Business Case? Do We Have a Business Case? YESYES

• LINK CBA - Recently Updated confirming previous conclusions

• Sensitivity Analysis: key uncertainties are clear.

• Risk Analysis: does not show any risk of loosing money for both ANSP and Airline

• All CBAs conducted for CPDLC implementation show a compelling case for both airlines and ANSPs

• All CBAs have been based on conservative assumptions, steadily refined with the use of more accurate input data

• CPDLC is a very cost effective capacity enabler

http://www.eurocontrol.int/link2000/files/LINK%202000+%20CBA_Review_2_0.pdf

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Ground Ground implementation implementation

proceedsproceeds

Ground Ground implementation implementation

proceedsproceeds

ACC ImplementationsACC ImplementationsACC ImplementationsACC Implementations

LINK area upper airspace: 2008LINK area upper airspace: 2008

ENAV

• Maastricht UAC:– since June 2003

• Karlsruhe UAC (DFS)– 2007

• Canarias ACC (Aena) – 2006/2007

• Reims ACC (DNA)– 2006/2007

Roma ACC (ENAV)– 2006/2007

• Lisboa ACC (Nav Portugal)– 2006/2007

• Switzerland UAC (skyguide)– 2006/2007

• Shannon UAC (IAA) NEWLY JOINED

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Airborne Airborne implementation implementation

has startedhas started

Airborne Airborne implementation implementation

has startedhas started

Aircraft EquipageAircraft EquipageAircraft EquipageAircraft Equipage

– 20 B737 NG now

– 13 B767now

– 5 A300-600ST 3rd Q 04

– 20 A3201st Q 05

– 19 B737 NG Certified

– 15+ A310 1st Q 05

– 20 B7371st Q 05

– 2 B737 1st Q 05

– 20 A320 end 06

LufthansaLufthansa

Generating Generating more than more than

170,000 170,000 CPDLC CPDLC

flights/yearflights/yearDiscussions with others ongoing

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PioneersPioneersIncentivesIncentivesMandate Mandate

PioneersPioneersIncentivesIncentivesMandate Mandate

A Three-step ApproachA Three-step ApproachA Three-step ApproachA Three-step Approach

• Pioneers– Objective: 100+ aircraft equipped.

• Incentives – Objective: more than 25% of flights equipped by

2007 through route charge modulation in LINK airspace.

• Mandate– Objective: more than 75% of flights equipped at

the end of the decade.

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ENPRM ENPRM ENPRM ENPRM

The MandateThe MandateThe MandateThe Mandate

• Mandatory Carriage– ENPRM in 2004– SES Process (via ICB)– Upper Airspace of the “LINK area”– Mandate for ACCs and new aircraft: 2009– Mandate for old aircraft: 2014

• Exemptions– State Aircraft– FANS 1/A long haul– Usual exemptions

Approved

IATA/AEA

Intent

Letter of Com m itm ent/Concrete P lansO perational Use

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Incentives Incentives Incentives Incentives

25%

75%

equipage

Pioneers

Mandate

2006/7 2009 2014

Equipage=Benefits •Reduced ANSP cost•Better flight profiles•Less misunderstandings•Higher Productivity•Less delay

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innovation innovation innovation innovation

Incentives Incentives Incentives Incentives

• The principles– equipped aircraft → less workload → lower costs– cost savings returned to equipped aircraft– full cost recovery maintained

• Options– Route charge Reduction (e.g. 2%) for equipped

compensated increase for non-equipped

– Investment grant– innovation fund contributes to equipage costs– ultimately funded by route charges– cost may be deferred by borrowing

– Differential route charges– equipped aircraft pay a lower unit rate– funded by ANSP cost savings– no reduction for non-equipped aircraft

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Rejected

IATA/AEA

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In a Nutshell In a Nutshell In a Nutshell In a Nutshell

LINK Will Deliver LINK Will Deliver LINK Will Deliver LINK Will Deliver

• Current plans– 2006: ~7% CPDLC equipped flights– 2009: 25% CPDLC equipped flights– 2014: 75% CPDLC equipped flights

• Benefits– 2006: awareness, experience, inventive use– 2009: capacity benefits are evident– 2014: full capacity benefits > Lower unit rates