REPORT OF THE ELEVENTH MEETING OF THE FANS … · FIT-BOB/11 & Seminar History of the Meeting HISTORY OF THE MEETING 1. Introduction 1.1 The Eleventh Meeting of the FANS Implemen

INTERNATIONAL CIVIL AVIATION ORGANIZATION

ASIA AND PACIFIC OFFICE

REPORT OF THE ELEVENTH MEETING OF THE FANS

IMPLEMENTATION TEAM FOR THE BAY OF BENGAL AND

DATA LINK SEMINAR (FIT-BOB/11 & SEMINAR)

Bangkok, Thailand

24 to 25 August 2009

The views expressed in this Report should be taken as those of the Meeting and not of the Organization

Approved by the Meeting and Published by the ICAO Asia and Pacific Regional Office

FIT-BOB/11 & Seminar Table of Contents

TABLE OF CONTENTS HISTORY OF THE MEETING Page Introduction .................................................................................................................................i Attendance ..................................................................................................................................i

Officers and Secretariat ...............................................................................................................i Opening of the Meeting ..............................................................................................................i Documentation and Working Language ................................................................................... ii

REPORT OF FIT-BOB/11 & Seminar

Agenda Item 1: Adoption of Agenda .....................................................................................1 Agenda Item 2: ADS-C/CPDLC Seminar ..............................................................................1 Agenda Item 3: Central Reporting Agency ............................................................................9 Agenda Item 4: Review Bay of Bengal & Arabian Sea ADS/CPDLC Operations..............10 Agenda Item 5: Data Link Guidance Materials....................................................................15 Agenda Item 6: Update FIT-BOB Task List ........................................................................18 Agenda Item 7: Any other business .....................................................................................18 Agenda Item 8: Date and venue for the next meeting ..........................................................19

APPENDICES FIT-BOB/11 & Seminar Appendix A: List of Participants................................................................................... A-1

Appendix B: List of Papers ............................................................................................B-1

Appendix C: Seminar Programme .................................................................................C-1

Appendix D: CPDLC Data Collection Points ............................................................... D-1

Appendix E: ADS-C Data Collection Points .................................................................E-1

Appendix F: Terms of Reference BOB-RHS/TF .......................................................... F-1

Appendix G: FIT-BOB Task List.................................................................................. G-1

Appendix H: Table of ADS/CPDLC Status and Equipage ........................................... H-1

Appendix I: Table of SATCOM Performance Planning................................................ I-1

FIT-BOB/11 & Seminar History of the Meeting

HISTORY OF THE MEETING 1. Introduction 1.1 The Eleventh Meeting of the FANS Implementation Team for the Bay of Bengal and Data Link Seminar (FIT-BOB/11 & Seminar) was held at the ICAO Asia and Pacific Regional Office, Bangkok, Thailand from 24 to 25 August 2009. The FIT-BOB/11 meeting was conducted primarily in seminar format and was followed immediately by the Satellite Data Link Operational Continuity Meeting (SOCM). 1.2 This report provides a summary of the outcomes of the FIT-BOB/11 meeting/seminar, and the SOCM meeting has been reported separately. The reports of the FIT-BOB/11 and SOCM meetings are available from the website of the ICAO Asia/Pacific Regional Office at www.bangkok.icao.int. 2. Attendance 2.1 The FIT-BOB/11 & Seminar was attended by a total of 40 participants from Australia, Bangladesh, Hong Kong China, India, Indonesia, Malaysia, Mauritius, Myanmar, Pakistan, Philippines, Singapore, Thailand, United States, IATA, IFALPA, ARINC, BOEING and SITA. Apologies were received from Mr. Paul Radford, Airways Corporation, New Zealand and Mr. Adam Watkin, Airservices Australia. A list of participants is at Appendix A. 3. Officers and Secretariat 3.1 Mr. Andrew Tiede, Regional Officer Air Traffic Management from the ICAO Asia and Pacific Regional Office, acted as the Chairman for the FIT-BOB/11 & Seminar. He was assisted my Mr. Kyotaro Harano, Regional Officer Air Traffic Management. 4. Opening of the Meeting 4.1 On behalf of Mr. Mokhtar A. Awan, Regional Director, ICAO Asia and Pacific Regional Office, Mr. Andrew Tiede welcomed all participants. He drew attention to the long standing concerns held globally about the technical performance of the satellite systems that were necessary for the ADS-C and CPDLC messaging that enables the implementation of reduced horizontal separations. The concerns held by APANPIRG in this regard led to Conclusion 19/24 calling for ICAO to organize a meeting of all stakeholders to review these less than satisfactory aspects of service provisions and, importantly, to find a solution. 4.2 Mr. Tiede considered that the FIT-BOB Seminar was important in educating affected parties about the many complex aspects inherent in the use of data link technologies and would serve as a valuable introductory event to they SOCM meeting later in the week. This would be of assistance to the SOCM meeting in moving forward on the matters raised in Conclusion 19/24. 5. Documentation and Working Language 5.1 In addition to the Seminar presentations, eight (8) Working Papers and five (5) Information Papers were presented to the FIT-BOB/11 & Seminar. The list of papers is shown at Appendix B. 5.2 The working language for the Seminar and meeting was English.

FIT-BOB/11 & Seminar Report on Agenda Items

1

REPORT OF THE FIT-BOB/11 & Seminar Agenda Item 1: Adoption of Agenda 1.1 The meeting adopted the following Agenda:

Agenda Item 1: Adoption of Agenda Agenda Item 2: ADS-C/CPDLC Seminar Agenda Item 3: Central Reporting Agency Agenda Item 4: Review Bay of Bengal & Arabian Sea ADS/CPDLC

Operations Agenda Item 5: Data Link Guidance Materials Agenda Item 6: Update FIT-BOB Task List Agenda Item 7: Any other business Agenda Item 8: Date and venue for the next meeting

Agenda Item 2: ADS-C/CPDLC Seminar 2.1 An ADS-C/CPDLC Seminar was conducted and delegates reviewed a number of relevant presentations from Australia, India, New Zealand, the United States, the Boeing CRA, SITA, IFALPA, IATA and ICAO. The Seminar Programme is at Appendix C and a CD-ROM containing the Seminar presentations, meeting papers from the FIT-BOB/11 and SOCM meetings as well as related guidance materials was prepared and distributed to delegates. 2.2 New Zealand informed the meeting that since 2007, Airways New Zealand had been analyzing FANS-1/A system performance using the guidelines now incorporated into the GOLD Appendix D. The meeting reviewed some of the performance issues arising from that monitoring and noted the importance of a well defined problem reporting process. 2.3 Monitoring in NZZO (Auckland) showed that the FANS-1/A system was capable of meeting the RCP240 and ADS-C latency requirements of the Oceanic SPR. Some airline fleets were consistently showing that their Actual Communications Technical Performance (ACTP), Pilots Operational Response Times, Actual Communications Performance, and Actual Surveillance Performance were meeting the standards. A review of the performance data displayed on the ISPACG CRA website at http://www.ispacg-cra.com/ illustrates this. A graphical analysis of ACTP for a fleet that is consistently meeting the standard is shown below in Figure1.


2

Figure 1: Meeting the RCP240 standard

2.4 Some of the current issues that were being addressed and that had been identified through graphical monitoring of individual fleet performance are reported in the following paragraphs. SATCOM High and Low Speed Channels 2.5 The meeting learned that all aircraft earth stations (AES) using high-gain antennas had the option to enable the 10.5 kilobits per second channels for both ground-to-air calls over the P-channel and air-to-ground calls over the R and T-channels. Because aeronautical Satcom services (including FANS safety-of-flight communications) are growing in general, it has become more important to maximize the available resource allocation on both aircraft and the ground earth stations (GESs). A number of fleets had been identified as still using the low speed 600/1200 bits per second channels and these operators should be encouraged to switch to the high speed channels. 2.6 In addition to minimizing the resource required, significant performance benefits accrue with the use of the high speed channels as illustrated in Figure 2.


3

Figure 2: High and Low Speed ACARS channel use

Figure 2: High Speed Channel compared with Low Speed Channel 2.7 For operators using high speed channels, ATSP will consistently see a small percentage of reports in the 6-8 second time bands. Low speed channels users usually have very few reports less than 10 seconds. Table 1 below shows typical results from low speed and high speed users.


4

Typical High Speed Typical Low Speed

T”

∆t Down

# ∆t Down

%

∆t Down

# ∆t Down

% 0 0 0.00% 0 0.00% 1 0 0.00% 0 0.00% 2 0 0.00% 0 0.00% 3 0 0.00% 0 0.00% 4 0 0.00% 0 0.00% 5 0 0.00% 0 0.00% 6 8 0.38% 0 0.00% 7 163 7.84% 0 0.00% 8 676 32.52% 0 0.00% 9 1023 49.21% 0 0.00% 10 1095 52.67% 0 0.00% 11 1108 53.29% 0 0.00% 12 1129 54.30% 2 1.34% 13 1232 59.26% 11 7.38% 14 1447 69.60% 19 12.75% 15 1571 75.57% 26 17.45% 16 1665 80.09% 42 28.19% 17 1723 82.88% 60 40.27% 18 1744 83.89% 76 51.01% 19 1758 84.56% 81 54.36% 20 1772 85.23% 81 54.36%

Table 1: Identifying low speed channel use

B777 VHF SATCOM Transition Delays

2.8 During the development of ADS latency monitoring in 2008, the performance of the B777 fleets were observed to be considerably below what was expected. An assessment of all delayed reports greater than 90 seconds demonstrated that there was a significant correlation between the downlink delays and areas of transition from VHF to SATCOM RGS for B777 aircraft, as shown in Figure 3 below:

Figure 3: B777 delayed ADS reports and VHF transition areas


5

2.9 A fix has been prepared and will be released to the B777 fleets with the AIMS Block Point 14 upgrade which is undergoing certification with SIA during the week of 24-28 August 2009. Multiple ATSPs using ADS Contracts with the Same Aircraft

2.10 New Zealand informed the meeting that in their area, flights were often routed through or close to the boundaries of multiple FIRs. This results in multiple contracts established with the same aircraft by the different FIRs, and often leads to flights that will have established contracts with YBBB, NFFF, and NZZO at the same time. An analysis of latency delays greater than 60 seconds often shows these occurring with waypoint reports when multiple contracts are in place with different FIR. An aircraft that is required to send the same waypoint report to a number of different FIR will usually send the reports in the order that current AFN log on was made. Analysis shows that with aircraft using high speed channels 10-15 second delays are typical between the first report to the first ANSP and the same report to the second ATSP, then a further 10-15 second delay to the third ANSP. Longer delays are seen with those airlines using low speed channels. This can have a detrimental impact on latency measurements and it is important that ATSP manage their ADS-C contracts such that they are disconnected when no longer required. 2.11 The GOLD Appendix D contains guidance material on the problem reporting process and is based on the existing ASIA/PAC and NAT guidance material. The ISPACG CRA is developing on-line problem reporting using the ISPACG CRA website to further enhance these processes. The meeting noted the benefits that accrue in terms of continuous performance improvement through the use of a monitoring process that follows the guidelines of GOLD Appendix D.

Oceanic SPR – Safety Requirements

2.12 New Zealand provided information on the DO-306/ED-122 Oceanic SPR standard which listed 27 safety requirements for the application of data link services in oceanic airspace. Twenty-four requirements are applicable to ATSP ground systems. 2.13 Of the twenty-four safety requirements in the Oceanic SPR applicable to ground systems, the New Zealand OCS system was compliant with twenty-two, partially complaint with one, and not complaint with one when the SPR was published. Following some work, New Zealand was now compliant with twenty-three of the safety requirements and not compliant with one. 2.14 The safety requirement to which OCS was partially complaint is SR-14. This relates to an indication to the controller when a read back is not received within ETTRN. The OCS has an adapted variable system parameter (VSP) which was set at 300 seconds, which warns the controller if a clearance read back is not received within that VSP time. This VSP has now been modified to 210 seconds (ETTRN for RCP240) and New Zealand are looking at whether it is necessary to do further work to differentiate between RCP400 (ETTRN is 370 seconds) and RCP240. 2.15 The meeting recognised that this was an important initiative and that in due course compliance with the safety requirements would be necessary by all States delivering data link services. It was also recognised that the starting point was for States to assess the level of their present level of compliance against the safety requirements, in the same manner as New Zealand has done, and use this as the starting point to measure future improvements in compliance rate.


6

2.16 Accordingly, the meeting agreed that States should undertake a compliance review against the safety requirements expressed in the Oceanic SPR – as shown in Appendix B of the GOLD – and documents the outcomes for review during the next FIT. The Secretariat highlighted that the Safety Requirements Register on the ISPACG website provided a convenient method to undertake and record the outcomes and encouraged States to make use of this tool. An item was added to the Task list in this respect. 2.17 The introduction of Required Communication Performance (RCP) had seen three safety requirements relating to the monitoring of operational transactions introduced by the Oceanic SPR standard. The safety requirement to which the New Zealand OCS is currently not complaint is SR-15 which relates to an appropriate indication at the end system when a CPDLC message is received that has a latency exceeding ETTRN. There is some debate in the community as to whether this requirement is applicable to ground systems and currently OCS will present a CPDLC message to the controller without any indication of a latency exceeding ETTRN. New Zealand will be compliant with this SR by June 2010. 2.18 New Zealand informed the meeting that GOLD Appendix D covered obtaining the required data points from the FANS 1/A ACARS messages, and the calculation of actual communication performance (ACP), actual communication technical performance (ACTP), pilot operational response time (PORT) and surveillance latency. CPDLC Analysis 2.19 New Zealand conducts CPDLC analysis based on the calculation of the ACP used to monitor RCP time allocations for communication transaction (TRN), the ACTP used to monitor required communication technical performance (RCTP) time allocations, and the PORT used to monitor the flight deck responder element of the transaction. Critical communications requirement is provided by intervention messages when applying reduced separation standards. Incorporating other message types such as free text queries or information requests or UNABLE responses will skew the observed data because of the longer response times from the flight deck. All messages with a W/U response attribute are assessed. These include communications transfer messages in addition to the typical intervention messages such as climb clearances. To calculate ACP, the difference between the times that the uplink message is originated at the air traffic service provider (ATSP) to the time that the corresponding response downlink is received at the ATSP is used. To calculate ACTP the difference between the downlink’s aircraft time stamp and the received time is added to half the round trip time determined by the difference between the uplink time when the message is sent from the ATSP and the receipt of the MAS response for the uplink at the ATSP ((uplink transmission time – MAS receipt)/2 + downlink time). PORT latency is calculated by the difference between ACP and ACTP. 2.20 The values for ACTP and PORT are only approximations. Uplink transit times are estimated by taking half the time for the MAS response round trip. This assumption is flawed in a small percentage of cases because it is possible for the MAS to be received at the ATSP after the operational response is received; or for the timestamp on the operational response to be earlier than the MAS receipt time. This will happen if the CSP does not hear the network ACK from the aircraft (which is sent on uplink receipt) and resends the uplink at a later time. The CSP receives the network ACK to this second uplink and sends the MAS to the ATSP. In the meantime the aircraft has already responded with the operational response. ATSP will see this issue reflected in their data with crew response times with negative or extremely small values. 2.21 The data points listed in Appendix D to this report are recommended as the minimum set that should be extracted from ANSP data link system recordings to enable RCP analysis and provide sufficient information for problem analysis. This does not preclude individual ANSP from extracting additional data points for their own analysis requirements and some possibilities are listed below. To obtain these data points ATSP should note that they will require additional database information to enable


7

the Aircraft Type and Airline to be obtained by correlation to the Tail Number extracted from the data link recordings. ADS Analysis 2.22 New Zealand’s analysis of ADS-C performance is based on the measurement of the latency of the ADS-C periodic and event reports between the aircraft and the ATSP ground system. This is measured as the difference between the time extracted from the decoded ADS-C basic group timestamp when the message originated from the FMS and the time the message is received at the ATSP. 2.23 The data points in Appendix E to this report are recommended as the minimum set that should be extracted from ANSP data link system recordings to enable an analysis of ADS-C performance and provide sufficient information for problem analysis. To obtain all of these data points, ANSP should note that they will require additional database information to enable the Aircraft Type and Airline to be obtained by correlation to the Tail Number extracted from the data link recordings. All of the other data points are extracted from either the ACARS header or the ADS-C application message. ANSP Data Analysis 2.24 To enable adequate system performance monitoring, ANSPs should at minimum perform a monthly analysis of CPDLC RCP and ADS-C performance data. This monitoring will verify system performance and also enable continuous performance improvement by detecting where specific aircraft or fleets are not meeting the performance standards. 2.25 While this analysis could be carried out by a regional CRA it is thought the analysis will be more efficient if done by the ANSP. It is the ANSP that will usually have the operational expertise and local area knowledge that is important when identifying problems from any data analysis. At least one region has had considerable success by using some of the regional ANSP to complete a monthly data analysis and reporting the identified problems to the regional CRA for resolution. Graphical Analysis

2.26 It is recommended that ANSP perform a graphical analysis of the performance data gathered. This graphical analysis is useful for depicting in a readily assimilated fashion actual performance, and has proved extremely useful when identifying performance problems. 2.27 Monitoring can be completed at a number of levels and similar levels can be used for both CPDLC and ADS-C performance monitoring. The following structure is recommended:

• Monitoring Communication Media Performance; and

Note. — The monitoring of combined HF and SATCOM data is to allow verification that the performance obtained from those aircraft using HFDL for downlinks only when SATCOM is not available does not degrade performance by an unacceptable level.

• Monitoring Airline Fleet Performance.

o An analysis of the observed performance of each type of aircraft operated by an operator; and

o Comparative analysis of the observed performance from the same type of aircraft from different operators.


8

Data Filtering 2.28 It is important that consistent data filtering is employed to ensure that all ANSPs measure against the same baseline. Raw data obtained from the ANSP recordings will include delayed transactions measured during periods of system outage and these should not be used when assessing transaction performance or latency. The data may also include duplicated messages which will also skew the measurements if not removed. This data should be filtered from the raw data before any performance assessment is made. System Outages

2.29 The delays of transactions are easily identified during outages that have been notified by the Communications Service Providers (CSP’s) but the data should be carefully reviewed for outages that have not been notified. Delays observed from multiple aircraft where the downlinks completing the transactions are received at similar times indicate a system outage. A typical outage not notified by any CSP is illustrated in the Table below showing ADS-C downlink delays from 3 aircraft between the period 1120 to 1213.

Tail Number Aircraft time ATSP system time Downlink Time (Seconds) ZK-SUI 11:55:38 12:12:52 1034 ZK-SUI 11:44:42 12:12:19 1657 ZK-SUJ 11:41:54 12:12:01 1807 ZK-SUJ 11:26:18 12:09:42 2604 ZK-SUI 11:23:21 12:08:32 2711 ZK-SUJ 11:20:34 12:07:39 2825 ZK-OKG 11:53:52 12:12:51 1139

Table 2: ADS-C outages not notified by CSPs

Duplicated ADS-C reports 2.30 Numerous instances of duplicate ADS-C reports are observed in FANS-1/A data records. A particular report is often duplicated with the second and sometimes third record duplicated at some later time. These duplicate records will skew ADS-C latency measurements and should be removed. Performance Reporting

2.31 It is recommended that regions implement monthly performance reporting to obtain system performance metrics. These reports will provide data on observed availability, ADS-C latency and CPDLC communications performance as described herein. Availability 2.32 ANSPs should report on CSP notified system outages and on detected outages that have not been notified. Only outages greater than 10 minutes are reported, for each outage the following information should be reported:


9

• Time of CSP outage notification: In YYYYMMDDHHMM format or “Not Notified”.

• CSP Name: Name of CSP providing outage notification if applicable.

• Type of outage: Report media affected SATCOM, VHF, HF, ALL.

• Outage start time: In YYYYMMDDHHMM format

• Outage end time: In YYYYMMDDHHMM format

• Duration of Outage: In minutes.

Communications Performance 2.33 ANSP should report observed ACP and ACTP for RCP240 and RCP400 for different media paths using all transactions involving a WILCO response. A tabular reporting format can be used to capture the observed performance at the 95% and 99.9% RCP240/400 times. Surveillance Performance 2.34 ANSPs should report observed ADS-C latency for RSP180 and RSP400 for different media paths. A tabular reporting format can be used to capture the observed performance at the 95% and 99.9% RSP180/400 times. A completed report is illustrated on the ISPACG CRA website. 2.35 Oversight of the compliance to the Annex 11 requirements is a matter for States. However, many regions have formed regional implementation/monitoring teams that use a central reporting agency to facilitate regional monitoring activities among the States/ANSPs within the region. The individual States/ANSPs will need to provide the data and information and analysis that will portray regional performance measures. The ANSPs, operators, CSPs, airframe manufacturers, and equipment suppliers all need to participate in reporting and resolving problems associated among the ANSPs and with aircraft. While individual ANSP will develop the FANS 1/A data collection mechanisms, monitoring tools, and internal reporting requirements best suiting their own environment, all ANSP shall collect and maintain a database of FANS 1/A performance data that can be aggregated for an assessment of CPDLC RCP and ADS surveillance latency on a regional and global basis using the data formats specified in the GOLD Appendix D. Agenda Item 3: Central Reporting Agency 3.1 A presentation updating the activities of the Boeing CRA was provided during the Seminar. The CRA also led discussions in relation to the outcomes of some of the Problem Reports that had been submitted by Bay of Bengal States and Operators.


10

Agenda Item 4: Review Bay of Bengal & Arabian Sea ADS/CPDLC Operations 4.1 The meeting reviewed relevant outcomes from the BBACG/20 meeting (January 2009), noting that BBACG/20 had established the Bay of Bengal Reduced Horizontal Separation Implementation Task Force (BOB-RHS/TF) with the scope of work commencing with a Phase 1 programme to implement widespread 50 NM longitudinal separation using CPDLC communications in the Bay of Bengal during 2009.

4.2 In this context, Oman expressed strong support for the concept of a simultaneous implementation of 50 NM longitudinal separation in the Arabian Sea at the same time as any implementation in the Bay of Bengal. India gave support to this concept as both Oman and India recognized that such outcomes will enhance overall capacity and a simultaneous implementation in Arabian Sea and Bay of Bengal appeared to be a very efficient way to proceed. Following discussion, BBACG/20 supported this initiative and the Terms of Reference of BOB-RHS/TF that were adopted by the BBACG are shown in Appendix F. 4.3 BBACG/20 also recognized the necessity for a formal monitoring programme, on a sub-regional, basis for lateral and longitudinal navigation errors in the Bay of Bengal to support implementation of reduced horizontal plane separations and that limitations in the availability of safety monitoring services would hinder implementation. 4.4 In relation to the reports of “unable to contact HF/SELCAL”, IATA recognized that HF/SELCAL is not specifically a data link problem, however considered that as HF is the back up means of communication, it must therefore be available. IATA also confirmed that Emirates Airline had expressed its willingness to continue to work with States and the CRA to identify problems and improve the level of data link services in the Region. India – Update on FANS Data Link Activities in Indian FIRS 4.5 India updated the meeting on data link in the oceanic airspace of three Indian FIRs viz. Mumbai, Chennai and Kolkata over Bay of Bengal, Arabian Sea and Indian Ocean. 4.6 ADS/CPDLC operations commenced from 19th February, 2004 for the Bay of Bengal oceanic airspace of Chennai and Kolkata FIRs and from 1st July, 2006 at Mumbai for oceanic airspace over the Arabian Sea and Indian Ocean in Mumbai FIR and at Delhi for the Delhi FIR. SITA provides data link communications services for FANS-1A equipped aircraft via Satellite data link. Since then, steady progress has been made and ADS/CPDLC services are now made available on H24 basis in Chennai, Kolkata and Mumbai FIRs in the oceanic airspace. 4.7 Significant operational benefits have been achieved through implementation of ADS/CPDLC in the oceanic airspace. Improved surveillance through ADS facilitates timely detection of conflicts and aids conflict resolution. Better situational awareness and reduced co-ordination failure and level conformance has been realized. The near hundred percent record of two way communications with data link equipped aircraft while operating in Indian FIRs has translated into better safety levels. It is pertinent to mention that there have been no ATC incidents involving data link equipped aircrafts. 4.8 HF communications especially in the Bay of Bengal, Arabian Sea, and Indian Ocean airspace suffer inherent operational limitations due to ionospheric effects in the equatorial region. CPDLC has proved to be an effective tool for two way communications between Pilot and Controller enabling quick and timely response for level change and authorization of route changes, deviation etc.


11

4.9 There are many weather deviations necessary during the monsoon period from June to September each year over the Arabian Sea and Bay of Bengal. The data link systems are capable of deviation contracts. The deviations can be tracked and better assistance can be extended to these flights. 4.10 Overall, the improved surveillance and communication with data link equipped aircrafts have resulted in improving confidence levels and reducing workloads of controllers and pilots. 4.11 There is a marked increase in the number of airlines using ADS-C/CPDLC services in India which now number around 27 airlines. The percentage of aircraft using ADS-C/CPDLC in Mumbai FIR is 40%, in Chennai FIR is 52% and in Kolkata FIR is 60%, as shown in the Table below.

Figure 4: Percentage of aircraft using ADS-C/CPDLC in Indian FIRs Mumbai FIR 4.12 Mumbai OCC participated in the ADS/CPDLC trials conducted by Boeing CRA using their test bench in May 2009 and August 2009. The message exchange was satisfactory. 4.13 Approximately 400 flights operate per day in the oceanic airspace of Mumbai FIR. About 160 of these flights are data link capable. Thus about forty percent of the flights operating in Mumbai FIR are provided with data link services. 4.14 Data link services are provided on 15 international routes over Arabian Sea and Indian Ocean i.e. routes M638, P518, L301, N571, P574, N563, M300, P570, R456, G465, A451, A474, A214, B459, G450, and G424. Six ATS routes viz. L301, N571, P574, N563, M300, and P570 are RNP10 routes. A lateral separation of 50 NM and longitudinal separation of 80 NM is applicable on these routes. 4.15 The majority of the traffic uses the three routes L301, N571, P574 in the northern part of FIR. The provision of Radar service on these three routes in the continental airspace provides additional advantage for application of proposed reduced lateral separations. 4.16 The predominant traffic flow in Mumbai FIR is East/West. But there are five North/South routes that cross the parallel RNP10 routes. The percentage of data link capable aircraft on these routes is significantly low. These crossing traffic routes pose significant challenges for efficient ATM.


12

Routes Avg ATM per month

Avg. No. of A/c using ADS/CPDLC

Percentage Airlines

A451 200 15 9% IYE, ETH B459 60 6 1% SAA G424 42 0 0% AIC G450 300 60 20% KQA, ELY A474 90 40 40% MAU

Table 3: Percentage of data link capable flights

4.17 The Pie Chart shows the share of various Airlines that use ADS/CPDLC services in Mumbai FIR. Emirates airline have the largest share, followed by Etihad and Qatar airways.

Figure 5: Airlines using data link services in Mumbai FIR Chennai FIR

4.18 Data link services are provided on 14 international routes over the Bay of Bengal i.e. routes N877, L510, P628, L759, N571, N563, P762, P574, L896, N564, P761, L645, W111 & W112. 4.19 Approximately 230 flights operate per day in the oceanic airspace of Chennai FIR. About 120 of these flights are data link capable, but on an average about 10% of these flights do not log on to the ADS/CPDLC system. Thus about fifty percent of the flights operating in Chennai FIR are provided with data link services. Sampling during June 2009 indicates the number of uplink/downlink messages in Chennai varied from 2430 to 2700 per day. CPDLC messages averaged around 850 per day. 4.20 Chennai participated in the ADS/CPDLC trials conducted by Airbus Company from their test bench of A380 equipment. The message exchange was satisfactory.

Kolkata FIR 4.21 Approximately 248 flights operate per day in the oceanic airspace of Kolkata FIR. About 148 of these flights are data link capable and are provided with data link services. Thus about sixty percent of the flights are provided with data link services. 4.22 Data link services are provided over the Bay of Bengal oceanic airspace and in particular on ATS Routes N877, L510, P628, L759, P646, L507, N895,G472, L510, and M770/770A (11 international routes in total).


13

CRA matters 4.23 In co-operation with IATA, a Central Reporting Agency (CRA) facility has been established in November 2008 to provide routine system and specific problem analyses for the progressive implementation of data link operations. The CRA facility is provided by Boeing Company in accordance with an agreement between IATA and Boeing under which Boeing has established and is operating the CRA facility in collaboration with IATA with a view to investigate and resolve any data-link problems. 4.24 During 2009, no problem reports have been submitted by Mumbai, 3 problem reports by Kolkata and 23 problem reports by Chennai. The problem reports sent by Chennai have been categorized as 1) related to ground system, 2) related to airborne system, and 3) related to the data link. The problems related to ground systems mainly pertain to incorrect processing of data. The problems related to the airborne system pertain to wrong selection of Emergency ADS and aircraft ADS/CPDLC disconnect. The problems related to the data link pertain to delay in delivery of messages or non delivery of messages. Some of these problems are regarding the non delivery of clearances like climb or descend clearances. 4.25 Sampling in the last three months (May -10, June - 10 & July – 13) revealed that the following airlines: Sri Lankan Airlines, Qatar Airways, Thai Airways, Emirates, Dragon Airways, Qantas Airways, Air France and Yemini Airways were obtaining connections only with CPDLC and not with ADS despite the ground system initiating attempts for ADS connection. Similarly, there were many cases (May – 42, June – 25 & July - 35) of aircraft flying within Chennai FIR gaining ADS connection but not CPDLC connection despite the ground system initiating attempts for CPDLC connection 4.26 In summary, India highlighted that ADS/CPDLC operations are progressing successfully. However, the number of participating airlines and the number of aircraft using ADS/CPDLC has not increased significantly over the past few years. Participation of more and more airlines and aircraft would result in operational advantages in terms of operational efficiency, capacity and safety. IATA agreed to bring this matter to the attention of member airlines operating in Indian FIRs, an item was added to the Task List in this respect. Indonesia - Operational Trial Ujung Pandang FIR

4.27 Indonesia provided data and analysis of some of the difficulties that were being experienced in the ADS-C/CPDLC operational trial in the Ujung Pandang FIR, reporting that the objective of ADS-C/CPDLC implementation within Ujung Pandang FIR is to improve surveillance and communication capability over the oceanic area within Ujung Pandang FIR and to harmonize ATS for international flight operations in between Ujung Pandang FIR and Brisbane FIR.

4.28 During the first month of ADS-C/CPDLC trial operation, Ujung Pandang ACC could not uplink to several aircraft from Brisbane that were logged on to Ujung Pandang, because Brisbane had not sent End of Service (EOS) to the aircraft. For South Bound Traffic, Brisbane is unable to receive DOF (date of flight) because the system in Brisbane does not have capability to receive DOF, so AIDC messages could not be established. This means that no automated TOC (transfer of control) can be sent from Ujung Pandang. Also, there is no automated AOC (accept of control) and no EOS. Consequently, these activities are completed manually, increasing ATC workload.

4.29 Australia informed the meeting by correspondence that a recent meeting (20 & 21 August) between Australia and Indonesia, agreement had been reached for an AIDC trial (initially consisting of TOC/AOC exchanges) to be implemented in fourth quarter 2009. This will assist in the automatic transmission of CPDLC End Service messages to aircraft as they approach the FIR boundary, which will facilitate successful CPDLC transfers. It will also permit a measurement to be made on AFTN performance, to assess the suitability of the communications link for further AIDC trials. It was also noted


14

that there are other factors that are causing failures in the CPDLC transfer process, these are currently under investigation.

Malaysia Update 4.30 Kuala Lumpur Area Control Centre has been conducting ADS/CPDLC operational trials since July 2008 on a limited period between 1500 to 1900 UTC. After taking into account all the technical input by the users; the ADS/CPDLC system will undergo some software upgrades in November 2009 and is expected to be operational from April 2010 for an increased period from 1500 to 2200 UTC daily. It is expected that H24 ADS/CPDLC operations will commence from January 2011 when there are sufficient trained personnel available. 4.31 Malaysia has been sending problem reports to the Boeing CRA as required by the FOM and had been involved in testing with the CRA. The CPDLC is working well but has been implemented with a limited message set. Software upgrades will shortly increase the message set available to KL ACC. 4.32 Malaysia reported the following:

a) There are more than 67000 FANS messages for the month of Jun 2009, which consist of about 88% ADS-type and 8% CPDLC-type messages. The traffic volume for this month dropped by 11.8% compared to May 2009.

b) The FANS Service Availability via Satellite is 100% for June 2009.

c) The ATS uplink success rate is 99.92%. 98.99% of uplink messages were delivered within 2 minutes in Jun 2009 (round-trip time).

d) The 3 airlines with the most FANS traffic with KULCAYA are Singapore Airlines, Emirates & Qantas.

e) The ATS service level indicators are: VHF-ASA, SAT-ASA, ATS-USR, UDT-120 and UDT-360. All targets are met.

IATA – Data Link Environment of the BOB & Arabian Sea 4.33 IATA provided recent data from Emirates Airline over a period of 15 days (18 May – 01 June 2009) relating to the data link environment of the Bay of Bengal and Arabian Sea. Feedback forms were received from 104 flights which included comments or observations on the ADS/CPDLC services provided 9 FIRs. Findings by FIR are summarized as follows: VABF

a) No auto transfer to next FIR (VOMF/VECF) 10 b) Unstable connection 6 c) Unable to contact with HF/SELCAL check 3 d) Required several attempts to logon 3

VECC a) Unable to Logon 3 b) No Auto Transfer to next FIR 2

VECF a) Unable to logon 12 b) No Auto Transfer to VABF 5 c) No reply or Late reply 5


15

VIDF a) No Auto Transfer to VECF 4 b) Unable to log on 4

VOMF a) No Auto Transfer to VOMF and VCCC 9 b) Required several attempts to log on 6 c) Unable to log on 5

VYYF a) Unable to Log on 36

WAAF a) No Auto Transfer to YBBB 4

WMFC a) No Auto Transfer to VOMF 2 b) (AIPSUP states NDA function is not available)

Agenda Item 5: Data Link Guidance Materials

Global Operational Data Link Document (GOLD) 5.1 The meeting was informed about the status of development of the global Operational Data Link Document (GOLD), noting that APANPIRG/19 (September 2009) had adopted Conclusion 19/9 supporting the developmental work on the GOLD. 5.2 The GOLD includes the intent of all the guidance material provided by the FANS-1/A Operations Manual (FOM) and the Guidance Material for ATS Data Link Services in North Atlantic Airspace (NAT GM). The GOLD incorporates recent advances in data link matters including consideration of ICAO’s Required Communications Performance (RCP) provisions as well as technical specifications and guidance on post-implementation monitoring, based on RTCA DO-306/EUROCAE ED-122, Safety and Performance Standard for Air Traffic Data Link Services in Oceanic and Remote Airspace (Oceanic SPR Standard). Work on the GOLD is well advanced and Version 0.5.0 has been released for widespread review and comment. To meet the target for completing the GOLD by the end of 2009, the Ad Hoc GOLD Working Group invites feedback by September 30, 2009. 5.3 The Ad-Hoc Gold Working Group had received some requests for inclusion of guidance on certain items in the GOLD. The following items have been deferred until after the initial release of the GOLD, in order to allow time to coordinate the proposals. Once coordination has been finalized, suitable amendments will be made to the GOLD to incorporate appropriate materials.

a) Use of satellite voice for ATC communications;

b) Oceanic clearance delivery using ACARS ARINC 623 data link application;

c) Use of CPDLC free text to convey turbulence information; and

d) Incorporation of implementation strategy guidelines provided at Appendix H to the FIT BOB/10 report.


16

5.4 Appendix E of the GOLD includes Region-State Information, and Appendix F includes Operator-Aircraft Information. Both of these appendices need to be completed. The Ad Hoc Working Group will need to survey Air Traffic Service Providers (ATSP), aircraft operators, manufacturers, avionics suppliers, and other stakeholders for this information during this broad review and comment period. Forms are electronically available to facilitate the assimilation of this information. The meeting encouraged all States to complete the Appendix E template for each FIR and submit to Mr. Tom Kraft (U.S. - Federal Aviation Administration) at [email protected]. 5.5 IATA would ensure that regional operators were made aware of the need for Operator-Aircraft information to support the GOLD and would request that operators complete the Appendix F template and forward to Mr. Tom Kraft (U.S. - Federal Aviation Administration) at [email protected]. 5.6 The GOLD has been structured for usability, taking into account different users of a data link system. The following Table provides the GOLD contents and organization for different users:


17

Table 4: GOLD Contents and Organization

5.7 The meeting expressed its strong support for the GOLD, noting the beneficial developments to existing material from the FOM and that additional guidance and informational material on both old and new subjects that had been included in the GOLD. The meeting encouraged all delegates to undertake a review of the GOLD ver 0.5 and provide feedback before the September 30 deadline to [email protected]. An item was added to the Task List in this respect.

Type of material

Reference Description Intended uses, remarks

Foreword Purpose, scope, etc. For all users of the document. Descriptive. Chapter 1 Definitions For all users of the document. Descriptive. Introductory

material Chapter 2 Overview of data link operations

For ATSPs and operators to develop training material for personnel, as appropriate, on the fundamentals of data link operations. Descriptive.

Chapter 3 Administrative provisions related to data link operations

For ATSPs and airspace planners to plan for and implement data link services, including ATC automation, contractual arrangements with CSPs, and interfacility agreements. For operators to plan for and use the data link system.

Chapter 4 Controller and radio operator procedures

For ATSPs and CSPs to develop procedures and training material for controllers and other personnel at ATSUs.

Chapter 5 Flight crew procedures For operators to develop procedures and training material for the flight crew and dispatchers.

Chapter 6 Advanced data link operations

For ATSPs and operators to develop procedures and training material for personnel, as appropriate, related to advanced data link operations, such as DARP and TA.

Guidelines

Chapter 7 State aircraft data link operations

For ATSPs and State (military) operators to develop procedures and training material for personnel, as appropriate, related to conducting military operations, such as MARSA and air-to-air refueling.

Appendix A CPDLC message elements and standardized free text messages

For all users. Based on Doc 4444, and includes FANS-1/A and ATN B1 messages.

Appendix B RCP specifications For technical operations specialists, applies to CPDLC, particularly in reduced separation environments.

Appendix C Surveillance performance specifications

For technical operations specialists, applies to ADS-C and FMC WPR, particularly in reduced separation environments.

Appendix D Post-implementation monitoring and corrective action

State/ATSP, regional, and global levels.

Appendix E Regional/State-specific information Includes differences in data link operations.

Appendices (Supporting and Additional Guidelines)

Appendix F Operator/aircraft specific information

Includes differences in aircraft data link system capability and performance.


18

Agenda Item 6: Update FIT-BOB Task List 6.1 The meeting reviewed and updated the Task List for the FIT-BOB, incorporating information provided during the meeting and adding Action Items as discussed above. The meeting agreed to consider Action Item 10/4 as closed, on the basis that it had now been overtaken by events. 6.2 The updated Task List is shown at Appendix G.

Tables of ADS/CPDLC Equipage and ATS Status 6.3 Recognizing that up-to-date information was important in the planning and conduct of operational trials, the meeting reviewed the Tables of ADS/CPDLC Equipage and ATS Status for the Bay of Bengal/Arabian Sea/Indonesian FIRs shown in Appendix H. In particular, the Secretariat stressed the importance of maintaining the list of contact officers up to date in order to facilitate timely and efficient communications. States would provide information to the Regional Office by correspondence to facilitate updating of the Tables.

SATCOM Capacity/Performance Planning 6.4 To provide a basis for long term satellite traffic load estimates to assist data link service provider (DSP) network planning, FIT-BOB/7 had drafted a table of ADS/CPDLC implementation planning for all FIT-BOB and FIT-SEA FIRs including estimated dates for implementation of CPDLC communications, ADS/CPDLC full implementation, 50NM reduced longitudinal separation using CPDLC and 30/30 NM reduced separation using ADS & CPDLC. The meeting reviewed and updated the table, as shown in Appendix I, and would provide further updates to the Regional Office by correspondence. Agenda Item 7: Any other business

Safety assessment and monitoring – the En-route Monitoring Agency (EMA) 7.1 The meeting was briefed about the roles and responsibilities of an En-route Monitoring Agency (EMA). ICAO provisions require that the implementation of specified reduced horizontal separation minima, e.g. 50 NM lateral separation based on PBN RNAV 10, 50 NM longitudinal separation based on PBN RNAV 10 and Direct Pilot Controller Communication (DCPC), and PBN RNP 4 based 30 NM lateral and longitudinal separation based on Automatic Dependent Surveillance – Contract (ADS), Controller Pilot Data Link Communication (CPDLC), must first meet Annex 11 safety management system requirements and undergo a safety assessment based on collision risk modelling to confirm that the regionally established target level of safety (TLS) for the airspace has been met. Additionally, periodic safety reviews must be performed in order to permit continued operations. 7.2 The Regional Airspace Safety Monitoring Advisory Group (RASMAG) had become aware that the recent inclusion of the previously independent RNP and RNAV concepts under ICAO’s global PBN concept has led to some uncertainty amongst States regarding the monitoring requirements for new horizontal separation minima implementations where these minima are based on PBN approvals. In anticipation of more widespread use of the PBN RNAV 10 and RNP 4 navigation specifications within the international airspace of the Asia/Pacific Region, the RASMAG agreed that there was a need to develop a handbook aimed at standardizing the principles and practices of the work of the En-route Monitoring Agencies (EMAs) established to assess the safety performance of implementations utilizing reduced horizontal plane separations.


19

7.3 RASMAG has prepared an EMA Handbook which will be submitted to APANPIRG/20 for adoption as regional guidance material. It is intended that the handbook will introduce a common set of principles and practices for safety assessment and ongoing safety monitoring in connection with operational usage of reduced horizontal-plane separation minima based on the application of PBN. The handbook will also help to promote an interchange of information among Asia/Pacific States in support of achieving common operational monitoring procedures, as well as supporting the acquisition and sharing of data resulting from the application of those procedures. Agenda Item 8: Date and venue for the next meeting 8.1 In order to gain economies in travel and meeting costs and ensure close cooperation between the two groups, the meeting agreed that the next FIT-BOB meeting would be held over 2 working days preceding the BOB-RHS TF/2 meeting, at the Regional Office premises. This was anticipated to occur in the second quarter of 2009. The Regional Office would make appropriate arrangements and issue invitations accordingly. Closing of the meeting 8.2 Mr. Andrew Tiede thanked all the delegations for their active participation during the meeting. He particularly recognised the Seminar presenters, who had kindly provided valuable information on a number of aspects of ADS-C & CPDLC operations for the information and retention of the meeting.

………………………..

FIT-BOB/11 & Seminar Appendix A to the Report

A – 1

List of Participants

Name Title/Organization TEL/FAX/E-MAIL

1. AUSTRALIA

1. Mr. Dirk Noordewier Air Transport Inspector Airways and Aerodromes Civil Aviation Safety Authority P.O. Box 2005 Canberra ACT 2601 Australia

Tel: +61 2 6217 1150 Fax: +61 2 6217 1500 E-mail: [email protected]

2. BANGLADESH

2. Mr. Md. Mahmud Akhter Airport Manager Cox’s Bazar Airport Civil Aviation Authority of Bangladesh Headquarters Office Kurmitola Dhaka 1229 Bangladesh

Tel: +880 (2) 8911122, 8911126 Fax: +880 (2) 8913322, 8914709

3. Mr. Md. Oli Ullah Communication Engineer Osmani Int’l Airport, Sylhet Civil Aviation Authority of Bangladesh Headquarters Office Kurmitola Dhaka 1229 Bangladesh

Tel: +880 (2) 8911122, 8911126 Fax: +880 (2) 8913322, 8914709 E-mail: [email protected]


A – 2


3. HONG KONG, CHINA

4. Ir. Koo Suet-fung, Nelson

Electronics Engineer Civil Aviation Department 3/F, Dragonair House, 11 Tung Fai Road Hong Kong International Airport Hong Kong, China

Tel: +(852) 2591 5010 Fax: +(852) 2845 7160 E-mail: [email protected]

4. INDIA

5. Mr. A.B. Joshi Dy. GM (ATM) Mumbai Airport Airports Authority of India India

Tel: +91-22-2682 8119, 2682 9962 Fax: +91-22-2682 8010 E-mail: [email protected] [email protected]

6. Mr. Sylester Israel Jt. GM (ATM) Chennai Airport Airports Authority of India India

Tel: +91-44-2256 1538 Fax: +91-44-2256 1740 E-mail: [email protected]

5. INDONESIA

7. Mr. Ahmad Nurdin Aulia Head of Certification for Air Navigation Facility Directorate of Air Navigation DGCA Indonesia Ministry of Transportation Gedung Karya Building 23rd Fl. Jl. Merdeka Barat No. 8, Jakarta 10110 Indonesia

Tel: 62-21-350 7569 Fax: 62-21-350 7569 E-mail: [email protected] [email protected]


A – 3


8. Mr. Saeful Bahri Assistant Deputy Director of ATS DGCA Indonesia Directorate of Air Navigation Gedung Karya Building 23rd Fl. Jl. Merdeka Barat No. 8, Jakarta 10110 Indonesia

Tel: 62-21-350 6541 Fax: 62-21-350 7569 E-mail: [email protected]

9. Mr. Sigit Djumatno Senior Staff of Directorate of Air Navigation DGCA Indonesia Gedung Karya Building 23rd Fl. Jl. Merdeka Barat No. 8, Jakarta 10110 Indonesia


10. Mr. Tian Kusdinar Senior Staff of Directorate of Air Navigation DGCA Indonesia Gedung Karya Building 23rd Fl. Jl. Merdeka Barat No. 8, Jakarta 10110 Indonesia


6. MALAYSIA

11. Mr. Omran Zakaria Deputy Director Department of Civil Aviation No.27, Persiaran Perdana Level 4, Podium Block B Precinct 4 62618 Putrajaya, Malaysia

Tel: 603-8871 4225 Fax: 603-8881 0530 E-mail: [email protected]


A – 4


12. Ms. Maria Mazni Ghazali Engineer Advanced Air Traffic Systems (m) Sdn Bhd No. 8, Jln Pengacara U1/48 Temasya Industrial Park, 40150 Shah Alam Malaysia

Tel: + 60132063103 Fax: +60355695202 E-mail: [email protected]

7. MAURITIUS

13. Mr. Sarupanand Kinnoo Deputy Director of Civil Aviation Department of Civil Aviation SSR International Airport Plaine Magnien Mauritius

Tel: +230 603 2000 Fax: +230 637 3164 E-mail: [email protected]

8. MYANMAR

14. Mr. Soe Paing, U Assistant Director (ATM) Department of Civil Aviation Yangon International Airport Yangon Myanmar

Tel: +95 1 533040, +95 9 5011703 Fax: +95 1 533016 E-mail: [email protected]

15. Mr. Nay Naing Win, U ATC Officer Grade II Department of Civil Aviation Yangon International Airport Yangon Myanmar

Tel: +95 1 533040, +95 1 533008 Fax: +95 1 533016 E-mail: [email protected]

9. PAKISTAN

16. Mr. Taimur Asghar

Sr. SATCO/Acting C.O.O. Civil Aviation Authority Benazir Bhutto International Airport Islamabad Pakistan

Tel: +92 (51) 9268185,03005111802 Fax: +92 (51) 9280339 E-mail: [email protected]


A – 5


10. PHILIPPINES

17. Mr. Jomel E. Lorenzo Assistant, Chief Air Navigation Specialist Air Navigation Service Civil Aviation Authority of the Philippines MIA Road corner Ninoy Aquino Avenue Pasay City 1300 Metro Manila Philippines

Tel: +63 (2) 8799256 Fax: +63 (2) 8799250 E-mail: [email protected]

18. Mr. Josue R. Sugui Senior Air Navigation Specialist Air Navigation Service Civil Aviation Authority of the Philippines MIA Road corner Ninoy Aquino Avenue Pasay City 1300 Metro Manila Philippines

Tel: +63 (2) 8799258 Fax: +63 (2) 8799250 E-mail: [email protected]

11. SINGAPORE

19. Mr. Jeffrey Loke Senior Air Traffic Control Manager (Air Traffic Management) Civil Aviation Authority of Singapore Singapore Changi Airport P.O. Box 1 Singapore 918141


20. Mr. Keith Yeo Executive Engineer (Air Traffic Management) Civil Aviation Authority of Singapore Singapore Changi Airport P.O. Box 1 Singapore 918141



A – 6


21. Ms. Valerie Sim Air Traffic Control Manager (Air Navigation Services Safety Office) Civil Aviation Authority of Singapore Singapore Changi Airport P.O. Box 1 Singapore 918141


12. THAILAND

22. Mr. Kamol Pulperm Air Transport Technical Officer, Professional Level Department of Civil Aviation 71 Soi Ngarmduplee, Rama IV Rd Sathorn, Bangkok 10120 Thailand


23. Mr. Choosit Kuptaviwat Director, Air Traffic Services Engineering Planning and Standards Department Aeronautical Radio of Thailand Ltd 102 Soi Ngarmduplee Tungmahamek, Sathorn Bangkok 10120, Thailand

Tel: +66-2-285 9457 Mobile: +66-081-936 7637 E-mail: [email protected]

24. Mr. Udomsak Chaipet Director, Network Operations Department Aeronautical Radio of Thailand Ltd 102 Soi Ngarmduplee Tungmahamek, Sathorn Bangkok 10120, Thailand


25. Mr. Watee Arthakamol Director, Air Traffic Services Planning Department Aeronautical Radio of Thailand Ltd 102 Ngamduplee Thungmahamek, Sathorn Bangkok 10120, Thailand



A – 7


26. Mr. Winyou Sriwong Air Traffic Control Manager Aeronautical Radio of Thailand Ltd 102 Ngamduplee Thungmahamek, Sathorn Bangkok 10120, Thailand


27. Mr. Thanet Suvongse Deputy Director, Flight Technical & Document Support Department Thai Airways International Public Company Limited 89 Vibhavadi Rangsit Road Bangkok 10900, Thailand

Tel: +66-2-545 2680 Fax: +66-2-545 3851 E-mail : [email protected]

28. Mr. Tanongsak Charoenpornkitwatana

Aircraft Engineer, Avionics System Group Thai Airways International Public Company Limited 333/2 M.1 Nongpure, Bangphli Samutprakarn 10540 Thailand

Tel: +66-2-137 6209 Fax: +66-2-137 6940 E-mail : tanongsak.c @thaiairways.com

29. Mr. Pob Boonyavej

Aircraft Engineer, Quality Standard & Aviation Safety Group Technical Department Thai Airways International Public Company Limited 333/2 M.1 Nongpure, Bangphli Samutprakarn 10540 Thailand

Tel: +66-2-137 5113 Fax: +66-2-137 6910 E-mail : [email protected]

13. UNITED STATES

30. Mr. Dan Hanlon Air Traffic Organization Representative Asia Pacific Federal Aviation Administration US Embassy Singapore

Tel: 65-6476 9462 E-mail: [email protected]


A – 8


31. Mr. David Maynard Manager, Oceanic and Offshore Operations Air Traffic Organization Federal Aviation Administration Washington, D.C. U.S.A.

Tel: 1-202-267 3448 E-mail: [email protected]

32. Mr. Tom Kraft Chief Scientist and Technical Advisor for Aeronautical Communications Aviation Safety, Aircraft Certification Service Federal Aviation Administration 1601 Lind Ave SW Renton, WA 98057-3356 U.S.A.


14. IATA

33. Mr. Geoff Hounsell Assistant Director – Safety, Operations & Infrastructure – Asia/Pacific International Air Transport Association Triple One Somerset Road, #14-05 Singapore 238164


34. Capt. Aric Oh Deputy Chief Pilot (Technical) Singapore Airlines Flight Operations Technical (SIN-STC 02-A) SIA Training Centre 04-C 720 Upper Changi Road East Singapore 486852


15. IFALPA

35. Capt. Korn Mansumitchai Regional Vice President for the Asia/East IFALPA 484 Rachadanivet Soi 12 Huaykwang, Bangkok 10320 Thailand

Tel: +66-2-5454046 Fax: +66-2-5130030 E-mail: [email protected]


A – 9


16. ARINC

36. Mr. Sarawut Assawachaichit

ARINC Inc. 102 Ngarmduplee, Tungmahamek Sathorn, Bangkok 10120 Thailand

Tel: 66-2-285 9483 Fax: 66-2-2859437 E-mail: [email protected]

17. BOEING

37. Mr. Brad Cornell Associate Technical Fellow Crew Operations Boeing U.S.A.

Tel: 1-425 280 5603 E-mail: [email protected]

38. Mr. Dung Nguyen Senior Engineer Boeing U.S.A.

Tel: 1-425-717 7052 E-mail: [email protected]

18. SITA

39. Ms. Katrina Korzenowski Director Aircraft Communications & Messaging Service Provision SITA 11, Loyang Way Singapore 508723

Tel: +65-6548 2808 Mobile: +65-9321 0913 E-mail: [email protected]

40. Mr. Philip Koh ATM Business Development Manager Asia Pacific SITA 11, Loyang Way Singapore 508723

Tel: +65-6347 8220 Mobile: +65-8163 3696 Fax: +65-6548 2606 E-mail: [email protected]


A – 10


19. ICAO

41. Mr. Raza Gulam CNS Officer ICAO, Middle East Office Egyptian Civil Aviation Complex, Cairo Airport Road, Cairo, Egypt Mail: P.O. Box 85, Cairo Airport Post Office Terminal One, Cairo 11776, Arab Republic of Egypt

Tel.: +20 2 2267 4840 Fax: +20 2 2267 4843 E-mail: [email protected]

42. Mr. Andrew Tiede Regional Officer, ATM ICAO Asia & Pacific Office 252/1 Vibhavadi Rangsit Road Ladyao, Chatuchak Bangkok 10900 Thailand

Tel: 66-2-5378189 ext 152 Fax: 66-2-5378199 E-mail: [email protected]

43. Mr. Kyotaro Harano Regional Officer, ATM ICAO Asia & Pacific Office 252/1 Vibhavadi Rangsit Road Ladyao, Chatuchak Bangkok 10900 Thailand


44. Mr. Li Peng Regional Officer, CNS ICAO Asia & Pacific Office 252/1 Vibhavadi Rangsit Road Ladyao, Chatuchak Bangkok 10900 Thailand



A – 11


45. Mr. Sujan K. Saraswati Regional Officer, CNS ICAO Asia & Pacific Office 252/1 Vibhavadi Rangsit Road Ladyao, Chatuchak Bangkok 10900 Thailand


46. Mr. John Richardson ATM Consultant ICAO Asia & Pacific Office 252/1 Vibhavadi Rangsit Road Ladyao, Chatuchak Bangkok 10900 Thailand


FIT-BOB/11 & Seminar Appendix B to the Report

B − 1

LIST OF WORKING AND INFORMATION PAPERS WORKING PAPERS

WP/No. Agenda Item Title Presented by

WP/01 1 Provisional Agenda – FIT-BOB/11 Secretariat

WP/02 4 Progress Report of ADS-C/CPDLC Trial Operation within Ujung Pandang FIR

Indonesia

WP/03 4, 5 Update ADS/CPDLC Status and Capacity Enhancements Tables

Secretariat

WP/04 7 Update FIT-BOB Task List Secretariat

WP/05 2 Problem Reports and System Performance Analysis New Zealand

WP/06 2 System Safety Requirements New Zealand

WP/07 2 Post Implementation Monitoring New Zealand

WP/08 4 Outcomes of the Twentieth Meeting of the Bay of Bengal ATS Coordination Meeting (BBACG/20)

Secretariat

INFORMATION PAPERS

IP/No. Agenda Item Title Presented by

IP/01 - List of Working and Information Papers Secretariat

IP/02 - Provisional Seminar Topics Secretariat

IP/03 4, 5 Datalink Environment of the Bay of Bengal and Arabian Sea

IATA

IP/04 4 Updates on ADS/CPDLC Activities in Kuala Lumpur Malaysia

IP/05 4 An Update on FANS-1A Data Link Operations in Indian FIRs

India

..…………………………

FIT-BOB/11 & Seminar Appendix C to the Report

C – 1

ICAO Asia and Pacific Regional Office

FIT-BOB/11 & SEMINAR

FANS DATA LINK APPLICATIONS (Bangkok, Thailand, 24 and 25 August 2009)

PROGRAMME - Day 1

MONDAY, 24th August 2009

# TIME TITLE PRESENTER

0900-0945

Opening of the Seminar Administration Introduction of Delegates Group Photograph

Moderator: Mr. Andrew Tiede, ICAO Regional Office

0945-1015 Coffee/Tea

1 1015-1045

What is ADS-C What is CPDLC What is Data Link

Mr. Andrew Tiede, ICAO Regional Office (30 mins)

2 1045-1130 International Harmonization of Procedures - Global Operational Data Link Document (GOLD) (SOCM WP05)

Mr. Tom Kraft Federal Aviation Administration United States (45 mins

3 1130-1200 Data Network System Provision and Architecture

Ms. Katrina Korzenowski. SITA (30 mins)

1200 – 1300 Lunch

4 1300-1330 Data Link Operations in Chennai and Mumbai FIRs (FIT-BOB IP05)

Mr. Sylvester Israel Airports Authority of India (30 mins)

5 1330-1415 The roles and functions of the Data Link Central Reporting Agency

Mr. Brad Cornell, The Boeing CRA (45 mins)

6 1415-1445 Required Communication Performance (RCP) Specifications (SOCM WP04)

Mr. Tom Kraft Federal Aviation Administration United States (30 mins)

7 1445-1515 System Safety Requirements (FIT-BOB WP06)


1515-1545 Questions and Answers Panel Session All Presenters from the Day

FIT-BOB/11 & Seminar Appendix C to the Report

C – 2

FIT-BOB/11 & SEMINAR

FANS DATA LINK APPLICATIONS

(Bangkok, Thailand, 24 and 25 August 2009)

PROGRAMME - Day 2

TUESDAY, 25th August 2009

TIME TITLE PRESENTER

8 0830-0915 Problem Reports and System Performance Analysis – Airborne and Ground Systems (FIT-BOB WP05)

Mr. Brad Cornell & Mr. Dung Nguyen, the Boeing Company (45 mins)

9 0915-0945 IFALPA – Pilot Perspectives on ADS/CPDLC

Capt. Korn Mansumitchai IFALPA (30 mins)

0945-1015 Coffee/Tea

10 1015-1045 Post Implementation Monitoring (FIT-BOB WP07)


11 1045-1130 Flight Crew Practices and Procedures (Review of relevant GOLD material)

Mr. Brad Cornell, The Boeing Company (45 mins)

12 1130-1200 What does Data Link mean to IATA

Mr. Geoff Hounsell IATA (30 mins)

1200–1300 Lunch

13 1300-1330 ICAO Provisions and Asia/Pacific Regional Guidance Material (APANPIRG/20 WP17 & IP08)

Mr. Andrew Tiede, Regional Office (30 mins)

1330-1530

FIT-BOB/11 meeting: WP02 – Indonesia – Ujung Padang Operational Trial IP04 – Malaysia – Update Activities in Kuala Lumpur IP03 – IATA – Data Link Environment BOB & Arabian Sea WP08 – Secretariat - Outcomes of BBACG/20 WP04 – Secretariat - FIT-BOB Task List WP03 – Secretariat - Equipage Tables

…………………………

FIT-BOB/11 & Seminar Appendix D to the Report

D − 1

CPDLC data collection points

Ref Label Description and/or remarks 1 ATSP The four letter ICAO designator of the FIR, e.g., NZZO. 2 Tail number The aircraft tail number in ICAO Doc 4444 Format (no hyphens, packing

dots, etc.), e.g., N104UA. Note.— Extracted from ACARS header.

3 Aircraft type designator

The ICAO type designator, e.g., B744. Note.— Extracted from ATSP database using Tail Number as key.

4 Operator designator

The IATA designator for the operator, e.g., UAL. Note.— Extracted from ATSP database using Tail Number as key.

5 Date In YYYYMMDD format, e.g., 20081114. Note.— Extracted from ATSP system data recording time stamp.

6 MAS RGS Designator of the RGS that MAS downlink was received from, e.g., POR1. Note.— This is a 3 or 4 letter designator extracted from the ACARS header DT line.

7 OPS RGS Designator of the RGS that the operational response was received from, e.g., AKL1. Note.— This is a 3 or 4 letter designator extracted from the ACARS header DT line.

8 Uplink time The timestamp on the uplink CPDLC message sent by the ATSP in HH:MM:SS format, e.g., 03:43:25. Note.— Extracted from ATSP system data recording time stamp.

9 MAS receipt time The ATSP timestamp on receipt of the MAS in HH:MM:SS format, e.g., 03:43:55. Note.— Extracted from ATSP system data recording time stamp.

10 MAS round trip time

In seconds (#9-#8), e.g., 10.

11 Aircraft FMS time stamp

In the operational response messages in HH:MM:SS, e.g., 03:44:15. Note.— Extracted from the ATC message Header timestamp in the decoded operational response message. See RTCA DO-258AEUROCAE ED-100A section 4.6.3.3.

12 ATSP timestamp on the receipt of the operational response

In HH:MM:SS, e.g., 03:44:45. Note.— Extracted from ATSP system data recording time stamp.

13 Operational message round trip time

From sending uplink (#8) to receipt of operational response (#9) in seconds, e.g., 80.

14 Downlink response transit time

In seconds (#12-#11), e.g., 30.

FIT-BOB/11 & Seminar Appendix D to the Report

D − 2

Ref Label Description and/or remarks 15 Uplink message

elements All uplink message element numbers preceded by U encapsulated between quotation marks with a space between each element, e.g., “U118 U80” Note.— Extracted from the decoded operational uplink that initiated the transaction.

16 Downlink message elements

All downlink message elements encapsulated between quotation marks with a space between each element if required, e.g., “D0” Note.— Extracted from the decoded operational downlink.

17 ACTP Actual communication technical performance in seconds, e.g., 35. Note.— Truncated to whole seconds.

18 ACP Actual communications performance in seconds measured as the difference between time uplink sent (#8) to operational response received (#12), e.g., 80.

19 PORT Pilot Operational Response Time = ACP (#18) - ACTP(#17), e.g., 45. Note.— Implementers should allow for negative values where the operational response is received before the MAS.

FIT-BOB/11 & Seminar Appendix E to the Report

E − 1

ADS-C data collection points

Ref Label Description and/or remarks 1 ATSP The four letter ICAO designator for the FIR of the reporting ATSP, e.g.,

NZZO. 2 Tail Number The aircraft tail number in ICAO Doc 4444 Format (no hyphens, packing

dots etc), e.g., N104UA. Note: Extracted from ACARS header.

3 Aircraft Type Designator

The ICAO type designator, e.g., B744. Note: extracted from ATSP database using Tail Number as key.

4 Operator Designator

The IATA designator for the operator, e.g., UAL. Note: extracted from ATSP database using Tail Number as key.

5 Date In YYYYMMDD format, e.g., 20081114. Note: Extracted from ATSP system data recording time stamp.

6 RGS Designator of the RGS that ADS-C downlink was received from, e.g., POR1. Note: This is a 3 or 4 letter designator extracted from the ACARS header DT line.

7 Report Type The type of ADS-C report extracted from the ADS-C basic group report tag where tag value 7=PER, 9=EMG, 10=LDE, 18=VRE, 19=ARE, 20=WCE. As some aircraft concatenate more than one report in the same downlink extract the ADS-C report tag from each ADS-C basic group and identify them in the REP_TYPE column by using the first letter of the report type as an identifier e.g. for a concatenated report containing two ADS-C basic groups for a periodic report and a waypoint event report the field will contain PW. Where a downlink does not contain a ADS-C basic group the REP_TYPE field will be left blank.

8 Latitude The current latitude decoded from the ADS-C basic group. The format is “+” for North or “-“ for South followed by a decimal number of degrees, e.g., -33.456732.

9 Longitude The current longitude decoded from the ADS-C basic group. The format is “+” for East or “-“ for West followed by a decimal number of degrees, e.g., +173.276554.

10 Aircraft Time The time the ADS-C message was sent from the aircraft in HH:MM:SS, e.g., 03:44:15. Note: Decoded from the ADS-C basic group timestamp extracted as seconds since the most recent hour. See RTCA DO-258A/EUROCAE ED-100A, section 4.5.1.4.

11 Received Time The ATSP timestamp on the receipt of the ADS-C message in HH:MM:SS, e.g., 03:44:45. Note: Extracted from ATSP system data recording time stamp.

12 Transit Time The transit time of the ADS-C downlink in seconds calculated as the difference between #10 Aircraft Time and #11 Received Time, e.g., 30.

FIT-BOB/11 & Seminar Appendix F to the Report

F – 1

Terms of Reference

Bay of Bengal Reduced Horizontal Separation Implementation Task Force (BOB-RHS/TF)

1) The objective of the ICAO BOB-RHS Task Force is:

In collaboration with affected stakeholders and ensuring inter-regional harmonization,

develop and implement strategic, benefits-driven plans to improve en-route airspace efficiency by means of the implementation of reduced horizontal separation (lateral and longitudinal) based on the ICAO RNAV 10 (RNP 10) and RNP 4 PBN navigation specifications within the Bay of Bengal area.

2) To meet this objective the Task Force shall:

a) Review the existing Bay of Bengal route structures and examine suitabilities

for implementation of reduced horizontal separation. b) Identify areas/routes where the implementation of reduced horizontal

separation would bring immediate operational efficiency c) Determine the reduced horizontal separation required, taking into account

traffic volumes and disposition, approval status of the aircraft operating on the relevant routes, user expectations and the communication and surveillance capabilities of ATS providers involved.

d) Examine the possibility of a step-by-step or phased implementation of

reduced horizontal separation and detail the phases required and the areas/routes concerned.

e) Develop and action the necessary strategic plans with appropriate timelines to

implement reduced horizontal separations based on the APANPIRG Regional PBN Implementation Plan and ICAO Standards and Recommended Practices, whilst taking into account the need for inter-regional harmonization and user requirements.

f) Ensure the conduct of Annex 11 compliant pre-implementation safety assessments and make arrangements for States to conduct ongoing post-implementation safety monitoring in accordance with ICAO provisions.

g) Consider setting up appropriate teams/groups which might but not

necessarily, include the entire Task Force, to address and implement specific agreed measures within specific airspaces.

h) Cooperate with other Task Forces and groups which are involved with similar work in adjacent airspaces in order to achieve harmonized inter-regional solutions. i) Explore possibilities for further enhancements to operational efficiency of route structures through reconfiguration and/or enhanced surveillance.

FIT-BOB/11 & Seminar Appendix F to the Report

F – 2

3) Scope of work:

The Task Force shall adopt a phased implementation programme, as follows: Phase One: implement widespread 50NM longitudinal separation using CPDLC

communications in the Bay of Bengal during 2009. Phase Two: To be determined Phase Three: To be determined

4) The Task Force reports via the ICAO Bay of Bengal ATS Coordination Group (BBACG)

to the ATM/AIS/SAR Sub Group of APANPIRG.

(last amended BBACG/20 - 29 January 2009)

FIT-BOB/11 & Seminar Appendix G to the Report

G – 1

FIT-BOB TASK LIST (last updated FIT-BOB/11, 25 August 2009)

ACTION ITEM

DESCRIPTION TIME FRAME RESPONSIBLE PARTY

STATUS REMARKS

1. Coordinate with FIT-BOB States on harmonizing implementation of operational trial.

As soon as practicable

ICAO Regional Office, BBACG

FIT-BOB, ASIOACG and Indian Ocean States, IATA

Ongoing Operational trials underway in BOB since February 2004 , Arabian Sea since July 2006 FIT-BOB will also provide FIT and CRA services for Informal Arabian Sea/Indian Ocean ATS Coordination Group (ASIOACG) and all Indonesian FIRs

2. Collecting of ADS/CPDLC problem reports and submit to CRA.

Immediate States, operators Ongoing To be submitted to CRA as soon as practicable to facilitate analyzing the reports.

3. Establish provisions for monthly ADS/CPDLC system performance data from ANSP to be submitted to the CRA.

Monthly States Ongoing Essential for evaluating overall system performance within the trial airspace, to be submitted on a monthly basis for each FIR.

4. Establish data confidentiality agreements with States and operators participating in the trial airspace.

Immediate CRA, States and operators

As required Necessary to establish agreement with data providers for release of data and to de-identify reports.


G – 2

ACTION ITEM


STATUS REMARKS

8/2 Prepare and promulgate by AIP Supplement/AIC/NOTAM a set of standardised procedures for the operational trials in the Bay of Bengal, Arabian Sea and Indian Ocean areas

FIT-BOB/10 July 2008

India, Sri Lanka, Indonesia,

Malaysia, IATA, Regional Office

Ongoing Review existing procedures in conjunction with the Ho Chi Minh procedures for March 2007 operational trial in order to optimise & standardise procedures

9/1 Networking problems are being experienced; the CSPs providing service in the BOB region are encouraged to work together to resolve internetworking issues.


SITA ARINC

AEROTHAI Boeing

Ongoing The resources of the Boeing CRA are available to CSPs if specific internetworking testing is required.

9/2 In relation to funding mechanisms for the CRA, IATA to explore possibility of 2 party agreement (IATA & Boeing) to cover existing and anticipated area of responsibility of BOB-CRA


IATA Boeing

Regional Office

Ongoing IATA to continue with 3 party agreements until outcomes of 2 party model are available.

9/3 States to comply fully with the provisions of the FOM in respect to provision of data to the CRA.


States Ongoing

9/4 FIT-BOB and BBACG to accelerate planning for implementation of 50NM longitudinal separation using CPDLC communications with target date 2009 in as many areas of the Bay of Bengal as possible.


States Regional Office

IATA CSPs

Boeing CRA

Ongoing

10/4 Regional Office to issue State Letter drawing attention to commencement of CRA services as described in India AIP Supplement 40/2008

August 2008 Regional Office

Ongoing Closed

Overtaken by events


G – 3

ACTION ITEM


STATUS REMARKS

11/1 Review version 0.5 of the Global Operational Data Link Document (GOLD) as soon as possible and proved feedback to [email protected]. not later than 30 September 2009

30 September 2009 All Open

11/2 IATA to update the next IATA RCG meeting and IATA membership in relation to the traffic data provided by India and encourage increased data link log on whilst in Indian FIRs

Next IATA RCG, report outcomes to

FIT-BOB/12

IATA Open

11/3 Conduct compliance review against safety requirements expressed in the Oceanic SPR – as shown in Appendix B of the GOLD – and document the outcomes for review during the next FIT. Consider using the Safety Requirements Register on the ISPACG website as a tool to undertake and record the outcomes.

FIT-BOB/12 All Open

------------------------------

FIT-BOB/11 & SeminarAppendix H to the Report

STATE/ ORGANIZATION FIR

LOGON CODE

Ground Station Manuf- acturer DSP ADS CPDLC AIDC FDP

Test, Ops Trial or Operational

Procedures Published BOB TRIAL

CONTACTS ATM contacts in bold text REMARKS

AUSTRALIA Airservices Australia

MelbourneBrisbane

YMMM YBBB

Thales SITA YES YES YES YES Operational YES NO Warren Beeston National ATC Systems Manager Tel,+61 7 3866 3720 Mobile, +61 403 274 701 Fax,+61 7 3866 3833 E-mail: [email protected]

Integrated System, ADS - B in 2006/07

Chennai VOMF ECIL SITA YES YES NO YES Ops Trial A1783/03, NOTAM A0700/03 A1177/03 A1796/05, updated 3 monthly AIP SUP 7/2006 published 2006

YES Mr. A. K. Rao General Manager (ATM) Airports Authority of India Tel: +91 44 22561740Fax: +91 44 22561740E-mail: [email protected]

ADS-C Integrated with DPS, work in progress to integrate with RDPS

Kolkata VECF ECIL SITA YES YES NO YES Ops Trial A1278/00 NOTAM A0700/03 A1177/03 A1276/05, updated 3 monthly AIP SUP 6/2006 published 2006

YES Mr. L. P. Menezes General Manager (ATM) Airports Authority of India Tel: +91 33 2511 9966Fax: +91 33 2511 8873E-mail: [email protected]

ADS-C Integrated with DPS, work in progress to integrate with RDPS

Mumbai VABF Raytheon SITA YES YES NO YES Ops Trial commenced from1st July 2006

A0894/06 Arabian Sea/Mumbai FIR Trial YES

Mr. M. G. Junghare General Manager (ATM) Airports Authority of India Telfax: +91 22 26828010

E-mail: [email protected]

India commenced Ops Trial in Arabian Sea portion of Mumbai FIR from 1st July 2006

Indian Ocean, Bay of Bengal, Arabian Sea incl ASIOACG, Indonesia- ADS/CPDLC equipage and ATS Status

INDIA Airport Authority of India

(last updated FIT-BOB/10, 11 July 2008)

H - 1



LOGON CODE





Delhi VIDF Raytheon SITA YES YES NO YES Ops Trial commenced from 1st July 2006

A0403/06 Delhi FIR Trial YES

Mr. Bakhshish Singh General Manager (ATM) Airports Authority of India Telfax: +91 11 2565 4367 E-mail: [email protected]

India commenced Ops Trial in portion of Delhi FIR from 1st July 2006

INDONESIA Directorate General of Civil Aviation Note: All datalink matters for the Jakarta and Ujung Pandang FIRs are managed by the FIT-BOB and BOB-CRA

Jakarta WIIF Raytheon YES YES NO NO Ops trial planned from late 2008

Novie Riyanto Deputy Director System & Procedure of Air Navigation Directorate of Aviation Safety DGCA Indonesia E-mail: [email protected] Mr. Asoka WardhanaATC System Specialist Soeta Itnl AirportTel: 62 21 5506152E-mail: [email protected] Mr. Marzuki BattungCNS System Specialist Soeta Itnl AirportTel: 62 21 5505086E-mail: [email protected]

Ujung Pandang

WAAF Thales SITA YES YES Trial YES Test May 2008; Ops Trial from 3 July 2008

YES, AIP SUPP 07/2008

NO Mr. Eddy Amiruddin General Manager MAATS E-mail: [email protected] Mr. Wahyundi Tuggiyono Manager ATC, MAATS E-mail: [email protected], [email protected], [email protected]

H - 2



LOGON CODE





MALAYSIA Department of Civil Aviation

Kuala Lumpur

WMFC SELEX SITA YES YES NO YES Limited operational trials commenced 1 June 2008

YES, AIC 03/2008

Apr-09 Mr. Ahmad Nizar Zolfakar Director ATM Tel: 603-88714000 Fax: 603-88714290 Mob- 6012-330-3752 E-mail: [email protected] Mr Omran Zakaria Deputy Director ATM Email:[email protected]

Malaysia does not expect to implment datalink for Kota Kinabalu FIR due existing extensive radar coverage.

MALDIVES Male NO SITA NO NO NO NO NO NO NOMr. Abdulla Zakariyya Senior Air Traffic Control OfficerMaldives Airports Company LimitedMale International AirportHulhule’2200 Maldives Tel: +960 777 1384Fax: +960 331 3258

MYANMAR Department of Civil Aviation

Yangon VYYF Thales SITA YES YES NO NO Ops Trial AIC A1/99 (10.1.99)

NO U Yoa Shu Director of ATS, DCA Myanmar Tel: 95 1 663838 Fax: 95 1 665124 E-mail [email protected]

Stand alone. Moved to new ATS Centre 2006, intermittent participation in BOB trial

SINGAPORE Civil Aviation Authority of Singapore

Singapore WSJC Thales SITA YES YES NO YES Operational YES NO yeo_cheng_nam@caas,gov.sg Ops Trial completed 1999, integrated system

SRI LANKA Airport & Aviation Services (AASL) Ltd

Colombo VCCC Thales SITA YES YES NO YES Operational YES NO Mr. P. Ranjith Perera Senior Air Traffic ControllerColombo Airport, ratmalanaSri Lanka Mobile Tel: 94 71 2730661Tel/Fax: 94 11 2635105E-mail: [email protected]

Stand alone system, intermittent participation in BOB trial

H - 3



LOGON CODE





THAILAND AEROTHAI

Bangkok VTBB ARINC ARINC YES YES YES YES Ops Trial 3 monthly NOTAM

DEFER Mr. Tinnagorn Choowong Tel: 66-2-285 9975Mobile: 66-09-816 6486Fax: 66-2-285 9077E-mail: [email protected]

Stand alone system, intermittent participation in BOB trial.Further study on the suitable ADS/CPDLC equipage for the new ACC in progress.

OMAN Mr Abdullah Nasser Al-HarthySenior Air Traffic Controller,Directorate General of CivilAviation and Meteorology,Sultanate of OmanE-mail: [email protected]

YEMENSEYCHELLES Mr. David Labrosse

General Manager Air Navigation ServicesSeychelles Civil Aviation AuthorityP.O. Box 181Victoria, MaheSeychellesTel: 248 384042Fax: 248 527204E-mail: [email protected]

MAURITIUS Thales YES YES YES YES Operational NO Mr. Rajanah K. Guruvadoo Chief OfficerDepartment of Civil AviationSir Seewoosagur Ramgoolam International AirportPlaine MagnienRepublic of MauritiusTel: +230-603 2000Fax: +230-637 3164E-mail: [email protected]

H - 4



LOGON CODE





ARINC YES Mr. Sarawut Assawachaichit Program Manager, Globalink Asia Tel: 66 2 2859435-6 Fax: 66 2 2859437 E-mail: [email protected]

CENTRAL REPORTING AGENCY (CRA)

YES Mr. Bradley Cornell Boeing Tel: 1 425 2946520 E-mail: [email protected]

IATA YES Mr Geoff Hounsell Assistant Director ATM, Safety Operations & Infrastructure Tel: 65 64992253 Fax: 65 62339286 E-mail: [email protected]

IFALPA YES Capt. Korn Mansumitchai Regional Vice President Asia East Tel:66-81-3446055 E-mail: [email protected]

SITA YES Mr. Philip Koh AIRCOM CNS Manager, Asia & PacificSITA11, Loyang WaySingapore 508723Tel: 65-81633696E-mail: [email protected]

ICAO YES Mr. Andrew Tiede Regional Officer ATM Tel: 66 2 5378189, ext. 152 Fax: 66 2 537 8199 E-mail: [email protected] [email protected]

H - 5

FIT-BOB/11 Appendix I to the Report

I – 1

DATALINK CAPACITY PLANNING TABLE

Bay of Bengal, Arabian Sea and Indian Ocean data link implementation

(last updated FIT-BOB/11, 28 August 2009)

STATES FIR ESTIMATED DATE DATE COMPLETED NOTES

Implement CPDLC – Controller Pilot Data Link Communications India Chennai

Kolkata Delhi Mumbai

2004 2004 2006 2006

Commenced 19 Feb 2004 Commenced 19 Feb 2004 Commenced 1 July 2006 Commenced 1 July 2006

All FIRs partially operational, Mumbai: Operating 17 hours daily – Target H24

by October 2008. Chennai: H24, Route Specific as per NOTAM

Indonesia Ujung Pandang Jakarta

2008 2008

Commenced 3 July 2008

Ujung Pandang (Makassar) commenced operational trials 3 July 2008, AIP Supp 07/08 Jakarta has stand alone system, will attempt to join BOB trials late 2008, new ATS Centre in Jakarta under construction & will include integrated equipment,

Malaysia Kuala Lumpur First quarter 2008 Commenced limited operational trials for Kuala Lumpur FIR from 1 June 2008 using integrated equipment. No data link planned for Kota Kinabalu FIR due extensive radar coverage

Maldives Male TBA Mauritius Mauritius Operational from 2004 As of July 2008 was arranging ‘voiceless’

coordination trials with Australia Myanmar Yangon Intermittent from 2006 Conducting intermittent activity as part of BOB

Trial Seychelles Seychelles Target 2010


I – 2


Sri Lanka Colombo Operational H24 from January 2007

Singapore Singapore Operational Thailand Bangkok 2008 Had previously participated in BOB trials, some

equipment issues. New ACC under construction for commissioning 2008/09

Implement 50 NM longitudinal separation based on RNP 10 (Note: BBACG established target date 2009 for large areas of Bay of Bengal) India Delhi

Mumbai Chennai Kolkata

2010, all FIRs


TBA TBA

To be reviewed after implementation of ADS/CPDLC

Malaysia Kuala Lumpur TBA Maldives Male TBA Mauritius Mauritius TBA Using RNAV 80 NM longitudinal Myanmar Yangon TBA Seychelles Seychelles TBA With regional implementation within AFI region Sri Lanka Colombo TBA Singapore Singapore 2008, in South China

Sea 50/50 operations on L642 & M771 commenced on 3 July 2008

Thailand Bangkok TBA Implement 30/30 NM lateral/longitudinal separation based on RNP 4 India Delhi

Mumbai Chennai Kolkata

TBA


I – 3



TBA TBA

Malaysia Kuala Lumpur TBA Maldives Male TBA Mauritius Mauritius TBA Myanmar Yangon TBA Seychelles Seychelles TBA Sri Lanka Colombo TBA Singapore Singapore 2010, in South China

Sea

Thailand Bangkok TBA

Documents

REPORT OF THE ELEVENTH MEETING OF THE FANS … · FIT-BOB/11 & Seminar History of the Meeting HISTORY OF THE MEETING 1. Introduction 1.1 The Eleventh Meeting of the FANS Implemen