AIRPORTS AUTHORITY OF INDIA
AIR NAVIGATION SERVICES
Capacity
Efficiency
Safety
STRATEGIC PLAN FOR
AIR NAVIGATION SERVICES
2014-2018
ANS STRATEGIC PLAN 2014-2018
CONTENTS
1.
1.1.
1.2
1.3
1.4
1.5
1.6
2.
2.1
2.2
2.3
2.4
3.
3.1
3.2
3.3
3.4
3.5
3.6
3.7
4.
4.1.
4.2
4.3
4.4
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Foreword by Member (ANS)
Executive Summary
9
Introduction
11
Background
11
Global and Regional Harmonization
12
ANS Strategic Plan - India
13
Aim and Objective
14
Scope
15
Stakeholders Roles and Responsibilities
15
Strategic Overview
18
Situational analysis
18
Growth Drivers
21
Air Traffic Forecast
22
External Factors
25
Planning Considerations
26
Introduction
26
Guiding Principles
27
Strategic Vision
27
Performance Based ATM
27
Planning Methodology
32
Planning Guidance – GANP & APSAP
33
Planning Horizon
40
Air Traffic Management
42
Introduction
42
General Principles
43
Strategy for the Implementation of 45
Performance Objectives
En-route Operations
45
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4.5
4.6
4.7
4.8
5.
5.1
5.2
5.3
5.4
5.5
6.
6.1
6.2
6.3
6.4
6.5
6.6
6.7
7.
7.1
7.2
7.3
7.4
7.5
8.
8.1
8.2
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TMA Operations
Airspace Management
Airspace Concept- Indian Context
Alignment With ASBU & APSAP
Communication
,Navigation
and
Surveillance
Introduction
Analysis of Current Situation
Strategy for the Implementation of
Performance Objectives
Consideration of Block 1 Modules: SWIM
Alignment With ASBU & APSAP
Meteorology
Introduction
Current requirements for MET
Future Requirements for MET
ATM in support of MET
Current Situation
Strategy for the Implementation of
Performance Objectives
Alignment With ASBU & APSAP
Aeronautical Information Management
Introduction
Expected Benefits of AIM
Analysis of Current Situation
Strategy for the Implementation of
Performance Objectives
Alignment With ASBU & APSAP
Airport Operations
Introduction
Aerodrome Operations
49
54
59
62
65
65
67
69
81
84
86
86
87
88
90
92
94
94
95
95
97
98
98
99
101
101
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8.3
8.4
8.5
8.6
9.
9.1
9.2
9.3
9.4
10.
10.1
10.2
10.3
10.4
10.5
11.
11.1
11.2
11.3
11.4
11.5
11.6
12.
Appendix A
Appendix B
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APSAP Recommendations
Analysis of Current Situation
Strategy for the Implementation of
Performance Objectives
Alignment With ASBU & APSAP
Demand and Capacity Management
Introduction
Demand and Capacity Management
ATFM in India
Alignment With ASBU & APSAP
Human Resource Management
Introduction
Analysis of Current Situation
Strategy for the Implementation of
Performance Objectives
Development of R&D Capability
Alignment With ASBU & APSAP
Safety Management
Introduction
Regional Air Safety Group
State Safety Program
Analysis of Current Situation
Strategy for the Implementation of
Performance Objectives
Alignment With ASBU & APSAP
Summary of ANS Strategic Plan
Operational Objectives
Air Traffic statistics
Relationship between ANS Plan ,ASBU and
APSAP
103
105
107
110
112
112
112
114
116
117
117
122
125
128
129
130
130
132
133
135
136
136
137
141
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Appendix C
Appendix D
Appendix E
Appendix F
Appendix G
Appendix H
Appendix I
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Relationship between Global Plan Initiatives
and ASBU
CNS AND PBN ROAD MAPS
Avionics Equipage Requirements based on
the ANS Plan
Performance Framework for ANS
India’s sub-regional Initiatives
Glossary of acronyms
List of Reference Documents
147
149
156
160
162
165
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AIRPORTS AUTHORITY OF INDIA
AIR NAVIGATION SERVICES
MISSION
"To achieve highest standards of safety and quality in air traffic
services by providing state of-the-art infrastructure for total customer
satisfaction”
VISION
"To be a world-class organization by providing leadership in air
navigation services and making India a major hub in Asia Pacific
region by 2016."
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EXECUTIVE SUMMARY
Air Space and Air Traffic Management infrastructure is a critical component for ensuring a
safe and sustained growth of the Air Transport sector. It is more and beyond physical
infrastructure. Deployment of equipment relating to CNS (Communication Navigation and
Surveillance) and Air Traffic Management Systems forms the basis of a superstructure
involving people, technology and procedures to deliver optimum level of services without
compromising safety. Technology being a dynamic variable, the equipment and systems of the
air navigation services and the underlying technology has to match with the progress in
airborne technology. This is a dynamic process. Therefore there is a need for constant up
gradation of the systems and the equipment that are the part of Air Navigation Services.
India has experienced a sustained growth in civil aviation in the last decade. It is expected that,
as India progresses economically, civil aviation sector will continue on the positive growth
trajectory.
The magnitude of growth that is expected will create significant pressures on air traffic
management in India to which ad hoc responses will not suffice. Long term solutions will
require a new way of thinking with a fresh approach. It is also necessary that the organizational
focus should not only be on technology and equipment, but also on people and training.
Air navigation services (ANS) in India are provided by Airport Authority of India (AAI).AAI
has responded proactively and in a holistic manner to meet the challenges of rapid growth in
Indian aviation. The AAI air navigation system master plan envisages significant investments
in modernization of airport infrastructure, up gradation of Communication Navigation
Surveillance (CNS), Air Traffic Management and Meteorological Equipment, enhancing
manpower and training infrastructure and harmonization with global initiatives and regional
air navigation plans.
The Twelfth Five Year Plan (2012-2017) of Government of India (GOI), has recognized the
critical role of Air Navigation Infrastructure towards augmenting and supporting the growth of
Indian Civil Aviation sector.
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Excerpts from Twelfth Five Year Plan
“ The current Indian ATM system provides safe and efficient ATM services today and
implementation of the strategies will take full account of air traffic in entire Indian airspace
(both continental & oceanic). The document recognizes the need for implementation of
changes to the ATM system to consider the needs of all airspace users by applying sound
safety management principles and cost benefit analysis.
The vision for the Indian civil aviation industry for the 12th Plan period is:
“To propel India among the top five civil aviation markets in the world by providing access
to safe, secure and affordable air services to everyone through an appropriate regulatory
framework and by developing world class infrastructure facilities”
In order to facilitate this significant growth potential, India will need more airports, higher
capacity, supporting infrastructure, finance and human resources. All this would require
progressive and positive fiscal regime and policies and collaborative approach between the
government and industry.”
The ANS Planning section in collaboration with stakeholders has updated the Strategic ANS
Plan over the near, medium and long terms. The ATM planning issues and strategies addressed
by this document take into account the issues and strategies addressed by the International Civil
Aviation Organization (ICAO) in the Global Air Traffic Management Operational Concept,
the Global Air Navigation Plan and the Asia Pacific Seamless ATM Plan, and have been
applied to the Indian operational context.
The ANS Strategic Plan is the first step towards evolution to a future air traffic management
(ATM) system in India that is performance-based, meets ATM community expectations, is
cost-efficient and is globally harmonized. This version of the plan is the result of collaborative
efforts by ATM stakeholders, driven by an appreciation of the many interdependencies within
the ATM system.
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1. INTRODUCTION
1.1.
Background
The civil aviation sector in India has experienced a phenomenal growth of air traffic in the last
decade.
To facilitate and aid an unconstrained growth of the Indian aviation industry, associated
infrastructure needs to be developed. The growth also demands that investment requirements
have to address the existing capacity constraints in various airports and airspaces but also
should address requirements in the context of growth scenario forecast for the next decade and
thereafter to ensure that the growth in air traffic is managed safely and efficiently. There is also
a constant need to bring in cutting edge technology and the associated best practices of the
industry in order to make Indian Civil Aviation sector globally competitive.
The Ministry of Civil Aviation (MOCA) constituted a committee under the chairmanship of
Shri Ajay Prasad, for formulating the next generation ANS master plan to enhance capacity
and safety levels. The committee submitted its report in 2008. The committee interacted with
various stakeholders like airline representatives including IATA, Private Aerodrome
Operators, IAF/MOD, IMD and AAI and had detailed discussions to understand their
perception and concerns. The committee also interacted with experts from ICAO,
representative of India in ICAO, DGCA, Air Navigation Service Providers (ANSPs), aircraft
manufacturers and networking solutions providers. The committee submitted their report in
March 2008 to the Ministry of Civil Aviation.
Based largely on the Ajay Prasad Committee Report and adopting the guiding principles of
Global ATM Operational Concept and the Global Air Navigation Plan, AAI formulated and
published the ATM Strategic Plan in three Volumes in September 2008.
The ATM Strategic Plan is designed to ensure that India remains at the forefront in improving
air traffic management, the wider air transport domain and the national interest. Those
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opportunities include not only the exploitation of the substantial benefits of present and
emerging communication, navigation, and surveillance capabilities, but also the consideration
of new regulatory and institutional arrangements, and changes to procedures and practices
across the ATM domain, both in the air and on the ground.
1.2.
Global and Regional Harmonization Needs
1.2.1. The Global Air Navigation Plan
To support a globally harmonized air navigation system, International Civil Aviation
Organization (ICAO) has developed the fourth edition of the Global Air Navigation Plan (
Doc 9750 ) - GANP to provide clear guidance on the guiding operational targets and
supporting technologies, avionics, procedures, standards and regulatory approvals needed to
realize them. The GANP additionally establishes a framework for incremental implementations
based on the specific operational profiles and traffic densities of each State. This is
accomplished through the Aviation System Block Upgrades (ASBUs), a consensus-driven
framework which forms the basis of the revised GANP.
The ASBUs are organized in five-year increments starting in 2013 and continuing through
2028 and beyond. On this basis, the revised GANP represents a rolling, fifteen–year strategic
methodology which leverages existing technologies and anticipates future developments based
on State/Industry agreed operational objectives. This will enable sound investment strategies
and help to generate the required commitment to the Plan from States, equipment
manufacturers, operators and service providers.
The updated GANP - edition 4 was endorsed by the Air Navigation Council of ICAO during
the 38th Assembly in October 2013.
1.2.2. The Asia Pacific Seamless ATM Plan
Asia Pacific Region is the fastest growing aviation market in the world. Appropriately ICAO
Asia Pacific office, in 2011, constituted the Asia Pacific Seamless ATM Planning Group
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(APSAPG) to develop a regional air navigation plan to achieve seamless ATM environment
throughout the Asia Pacific Region, in a time bound manner. The GANP and the ASBU Block
zero modules were considered by the group while formulating the Asia Pacific Seamless ATM
Plan (APSAP). The objective of the APSAP is to facilitate Asia Pacific Seamless ATM
operations, by developing and deploying ATM solutions capable of ensuring safety and
efficiency of air transport throughout the Asia Pacific region. The Plan provides a framework
for a transition to a Seamless ATM environment, in order to meet future performance
requirements. This plan lays down a road map for APAC States to address the requirement for
action plans and to guide Asia/Pacific administrations in their ATM planning.
APANPIRG/24 in 2013, endorsed, the Asia Pacific Seamless ATM Plan (APSAP) submitted
by APSAPG and recommended that States should adopt the APSAP recommendations for
updating their national plans.
1.3.
ANS Strategic Plan – India
This edition of ANS Strategic Plan is updated based on the ICAO GANP, APAC Seamless
ATM Plan and the Twelfth Five Year Plan of GOI.
As part of the commitment for providing an ATM system that meets ATM community
expectations, the Plan reflects global trends in ATM strategic planning including the
introduction of performance-based ATM concepts, integration of the Aviation System Block
Upgrades (ASBU) and alignment with Asia Pacific regional plan of ICAO. As in the previous
edition, this edition identifies concepts and strategies to achieve a long-term (10+ years)
desirable future as described in the Operational Concept and ASBU. It also describes
implementation strategies, and identifies potential operating scenarios for the near, medium
and long term.
Development of the Indian ATM Strategic Plan and its complementary documents is an
evolutionary process. Whilst the ATM Strategic Plan has been designed to ‘stand the test of
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time’, it will be reviewed and updated regularly to ensure it remains relevant to the national
interest, government policy and all stakeholders’ strategic objectives.
The need of the hour is to efficiently utilize the existing resources and at the same time
commission the planned infrastructure in a timely manner. In addition, a collaborative effort
must be initiated involving all the stakeholders concerned to chalk out a framework detailing
the measures, the Indian aviation sector needs to pursue in the next five to ten years. This
framework would act as a platform to scale new heights and make India one of the leaders in
the global aviation industry. The framework would require prioritization of various issues on
the basis of importance (high, normal or low). This would ensure a focused approach to
understand the root cause of the issue and to address the same by taking necessary remedial
actions. The framework would also emphasize on the time lines for leveraging the opportunities
abound in the sector.
The ANS Strategic Plan is an effort in formulating a framework for an important component
of the Indian Civil Aviation sector, viz., the Air Navigation Services.
1.4.
Aim & Objective
The Strategic Plan aims to provide leadership and direction to the ATM community in India
on the future capabilities and technologies required to deliver an ATM system that is responsive
to all airspace users, is capable of ensuring a safe, economic, efficient and environmentally
sustainable system that accommodates ever growing demand (both domestic and international),
is globally interoperable, and satisfies national interests including defense and security.
In order to meet the demands arising due to rapid growth in air traffic on and around the airport,
a most scientific and rational “gate to gate” approach has been adopted as a fundamental
direction to ensure safety, regularity and efficiency through strategic planning and
implementation of various capacity enhancement measures commensurately.
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The objective of this document is to develop an efficient ATM system that will satisfy the
demand and expectations of all users of the airspace and industry stakeholders to the maximum
possible extent. The Strategic Plan describes ‘what’ needs to be done and the roadmap to
achieve the strategic objectives. The ATM Strategic Plan is not intended to contradict or
overrule policy or programs of stakeholders. Rather, it is intended to publish a common vision
that all stakeholders can work towards harmoniously.
While the primary focus of the ANS Plan is on the short-term (the next four years) our planning
horizon also looks into the ASBU Block 1 timeframe (2018 to 2023).
1.5.
Scope
The ANS Strategic Plan is applicable to Indian Continental airspace and adjoining oceanic
airspace delegated to India for providing Air Navigation Services, and includes the short-and
medium-term implementations of the systems in support of the air navigation services between
2014 and 2018. The long-term initiatives required for the evolution to a global ATM system,
as shown in the Global ATM Operational Concept and the Block 1-3 modules of ASBU will
be added to this Plan as they are developed and approved.
The ANS Plan will be updated every five years coinciding with the ASBU Block time frames.
1.6.
Stakeholder roles and responsibilities
The Global Air Traffic Management Operational Concept (Doc 9854) defines ATM
Community as comprising of the aerodrome community, the airspace providers, the airspace
users, the ATM service providers, the ATM support industry, the International Civil Aviation
Organization (ICAO), the regulatory authorities and States.
The objective of ANS Strategic Plan is to facilitate creation of harmonized, integrated and
efficient ATM environment in India which enables the ATM community to achieve individual
organizational objectives and as well as collective system benefits.
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The ATM Community stakeholders including service providers, regulators, airspace users and
manufacturers will increasingly experience increased levels of interaction as new, modernized
ATM operations are implemented. The highly integrated nature of capabilities covered by the
ANS Strategic Plan objectives requires a significant level of coordination and cooperation
among all stakeholders. Working together is essential for achieving harmonization and
interoperability.
The ANS Strategic Plan describes ATM operational objectives along with enabling
communications, navigation and surveillance (CNS) road maps. The implementation of CNS
systems will be planned with realistic lead times. This will enable necessary national
regulations to be identified, allowing for the development of adequate action plans and, if
needed, investment in new facilities and/or infrastructure by all stakeholders.
For the
participating airspace users, this constitutes a basis as a planning tool for resource management,
capital investment, training as well as potential reorganization, at the proper time.
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CIVIL AVIATION IN INDIA-A STRATEGIC OVERVIEW
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2. STRATEGIC OVERVIEW
2.1.
Situational Analysis
The Indian civil airspace as assigned by the International Civil Aviation Organization (ICAO)
extends from Kuala Lumpur and Yangon in the east to Pakistan and Muscat in the west over
2.8 million square nautical miles, which includes the continental airspace (1.0575 million sq.
NM), the airspace over territorial waters and over an extended international oceanic airspace
(1.75 million sq. NM) . Over 60% of India’s airspace comprises of oceanic airspace over the
Arabian Sea, the Bay of Bengal and the Indian Ocean. The airspace is divided into four primary
Flight Information Regions (FIR) at Delhi, Mumbai, Chennai and Kolkata, with a sub-FIR
at Guwahati.
FIGURE 1: INDIAN AND NEIGHBOURING FIRS
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Economic Growth
India is one of the fastest growing economies of the world with an average GDP growth of
over 8 percent in last decade (see figure 2). Economic development in India picked up pace
post liberalization prompting multinational companies to expand their operations and presence
in the country leading to a rapidly expanding air transport network. India is poised to become
one of the most significant aviation markets over the next decade.
FIGURE 2: INDIA’S GDP GROWTH
There is a strong correlation between the gross domestic product (GDP) and the aviation
industry. As a country’s per capita GDP grows, so does its residents’ desire and ability to afford
travel, and this desire in turn fuels the demand for aircraft. As India aims to sustain a long-term
above average GDP growth, it is expected to have a profound impact on commercial aviation.
For India to sustain its economic growth story it has to strengthen its infrastructure sector and
in particular, critically improve its transportation infrastructure. Aviation is an important part
of national infrastructure and one of the prime movers for economic growth and an important
strategic element of employment generation.
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Potential for Growth
Global business and tourism rely heavily on air transport. It facilitates world trade and helps to
increase access to international markets and allows globalization of production. According to
a recent report by the Air Transport Action Group (ATAG), the total value of goods transported
by air represents 35% of the world trade. With increasing liberalization across the world in
emerging economies, trade is expected to increase at an accelerated rate with India, China and
other emerging countries giving further boost to the commercial aviation sector in these
countries.
There is a large untapped potential for growth in the Indian aviation industry due to the fact
that access to aviation is still a dream for nearly 99.5 percent of its large population, nearly 40
percent of which is the upwardly mobile middle class. Indian airports handled about 170
million passengers and about two million tons of cargo last year. Putting a perspective, compare
the figure to Indian Railways which carries over 20 million passengers a day and over thousand
million tons of freight a year, which shows the enormous potential of Civil Aviation in India.
With the right policies and a sustained focus on quality, cost and passenger interest, India would
be well placed to achieve its vision of becoming the third largest aviation market by 2030.
India’s strategic geographic location between Europe, the Middle East, Africa and Asia,
combined with its huge domestic market provide it with some of the key building blocks to
support the development of a vibrant aviation market.
Aviation Infrastructure Development Initiatives
The Indian aviation sector witnessed unprecedented growth over the last decade. The growth
story has been about increased passenger/ cargo traffic and addition of new destinations
translating into increased fleet sizes of airlines operating in the country.
Robust growth has led to continual and increased investments into the expansion and
modernization of airport infrastructure. Opening up of airport infrastructure to the private
sector has been instrumental in developing state-of-the-art infrastructure and complementing
traffic growth. As a result of the airport modernization projects undertaken by Airports
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Authority of India over the last few years, capacity has been augmented at major non-metro
airports across the country.
The government of India is keen to encourage air connectivity to move beyond the large
metropolitan cities to Tier 2 and Tier 3 towns across the country. At present 36% of domestic
capacity is deployed on connecting just the six largest cities to each other. With increased
demand emanating from smaller cities and remote regions it is imperative that suitable
infrastructure is put in place to handle growth. This expansion will not only add a much needed
boost to the industry, but also increase the viability of new trends like low cost airports and
airlines in the country. All this will have a multiplier effect in terms of higher growth of local
economic activities, tourism and employment.
As changing demographic trends and a global economy continue to impact business, society,
and personal lives, the pace of change in the Indian aviation sector is expected to accelerate.
2.2.
Growth drivers
The factors contributing to the air traffic growth can be broadly classified into economic and
policy factors. Entry of low cost carriers, higher house hold incomes, strong economic growth,
increased FDI inflows, surging tourist inflow, increased cargo movement and supporting
government policies are the major drivers for the growth of aviation sector in India.
Economic factors

Liberalization and economic reforms undertaken by the government

Expansion of industries in consonance with economic reforms

Emergence of service sector as a major contributor to Indian economy

Average GDP growth of around 8% during the last decade

Increase in inbound and outbound tourists and medical tourism

Over 300 million strong middle class with disposable incomes

Emergence of low cost carriers (LCC)
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
The organized retail boom that would require the need for timely delivery thus
contributing to the growth in the air cargo segment

Corporate investment in private jets and air charter services
Policy Environment
•
Modernization and setting up new airports across country
•
Improvement in Air navigation infrastructure
•
City side development of non-metro airports
•
Providing international airport status to major tier I and tier II cities
•
Open sky policy
•
Permission to acquire new aircrafts
•
Permission of private operators to operate on international sectors
•
Encouraging private investments in airlines and airport infrastructure
•
Facilitative foreign direct investment norms
•
Liberal bilateral service agreements
•
Emphasis on development through PPP mode
Simply going by the market size, the Indian civil aviation industry is amongst the top 10 in the
world with a size of around USD 16 billion.
The Asia Pacific region along with other emerging economies of Latin America and Eastern
Europe are projected to lead the growth of the global aviation sector in the next few decades.
Steady economic development of China and India would lead to higher spending power and
increased need to travel. With one third of the world's population residing in these two nations,
there is a huge untapped potential.
2.3.
Air Traffic Forecast
Traffic forecasts have a special role in planning the implementation of ANS systems. The
forecasts represent the demand for future ATM. The plans developed from this work then
specify the infrastructure and arrangements which will supply the required level of ATS.
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2.3.1. APAC Regional Traffic Forecast
A uniform strategy has been adopted by ICAO for the purpose of preparing traffic forecasts in
support of the regional planning process. This involves the establishment of a small group of
forecasting experts in each of the ICAO regions. Each traffic forecasting group (TFG) will
provide the corresponding Planning and Implementation Regional Group (PIRG) with
forecasts of aircraft movements within homogenous ATM areas and along major international
traffic flows. The latest report of the APAC-TFG is included in the Asia/Pacific FASID at Part
II General Planning Aspects .The traffic forecast values for the major traffic flows across the
Asia/Pacific region is included in the latest APAC-TFG (draft) report ( 2012) including:



Forecasts of Transpacific and Intra-Asia/Pacific Traffic to the Year 2032
Forecasts for Major City-Pairs of Intra-Asia/Pacific and Transpacific to the Year
2016
Analysis of FIR Data
The ANS Strategic Plan has taken into consideration the relevant traffic forecast from the APA
–TFG for this plan.
2.3.2. Indian Traffic Forecast
FIGURE 3: AIR TRAFFIC MOVEMENTS (SOURCE: DGCA INDIA)
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During the 11th five year plan period the country experienced an average 10% growth of air
traffic. (Table 1 below). The 12th five year plan period anticipates that the domestic and
international passenger throughput to grow at an average annual rate of about 12 per cent and
8 per cent respectively. Similarly, the domestic and international cargo is projected to grow at
a rate of 12 per cent and 10 per cent respectively. (Source; 12th Five Year Plan, GOI).
Over the past 10 years the number of passengers handled by Indian airports has grown from 49
million in FY2004 to 169 million in FY2014. Total aircraft movements in India over this 10
year period increased at a compound annual growth rate of 9.1% to reach just over 1.5 million
arriving and departing services in the 12 months ended 31-Mar-2014 (Figure 3). Center for
Aviation (CAPA) projects that by FY2023 arriving and departing movements will have more
than doubled again to 3.8 million. (Source: CAPA report).
Domestic traffic is expected to expand by 4‐6% in FY14.Buoyant international traffic is
projected to grow at 10‐12%, twice the pace of domestic. Capacity expansion during the year
ahead is likely to be around 10%, largely driven by LCCs. (Source- CAPA India – May 2014).
YEAR
ARRIVALS AND
OVERFLIGHTS
TOTAL
GROWTH
DEPARTURES
2007-2008
1307629
120537
1428166
-
2008-2009
1305920
178760
1484680
4%
2009-2010
1330892
183831
1514723
2%
2010-2011
1393762
207271
1601033
5.7%
2011-2012
1544646
209401
1754047
9.6%
2012-2013
1479328
239503
1718831
-2%
TABLE 1: TRAFFIC GROWTH 2007-08 TO 2012-2013 (AIR TRAFFIC
MOVEMENTS)-(SOURCE AAI)
Appendix A shows the growth of Indian Aviation through passenger numbers, aircraft
movements, freight growth and also shows the top ten airports by aircraft movements.
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2.4.
External Factors
The Indian market is severely underserved with less than 3% of its population utilizing the air
route. The growing passenger numbers and a burgeoning middle class indicate the possibility
of healthy passenger load factors (PLFs) for all airlines in the future. Experts believe that the
strong market growth rate coupled with the expansion of infrastructure will help the sector to
grow rapidly.
The external factors that affect the growth of civil aviation in India are:
a. Cost of Aviation Fuel: India imports most of the ATF and the variable cost of fuel
accounts for the largest component of operating cost for an airline. A stable geo political
environment resulting in a stable fuel price regime will be of great benefit to the
operation and growth of aviation in India.
b. A strong policy framework towards infrastructure creation will be necessary for airlines
to make commitments towards growth.
c. As environmental factors assume global importance, laws and policies related to
environment protection would play an increasing role in Civil Aviation operations
affecting both airlines as well as airports.
d. Growth of alternative modes of transport also affects the overall health of the sector.
Short haul flights are affected by development of good quality highways and fast speed
trains.
e. Land Acquisition and Rehabilitation Policies of the Government of India as well as
State Governments radically affects the growth of infrastructure facilities specially
airports.
f. Promotion of India as a tourist destination will impact the international passenger traffic
to India.
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3. PLANNING CONSIDERATIONS
3.1.
Introduction
3.1.1. ICAO global ATM operational concept (Doc 9854) and ASBU present the ICAO vision
of an integrated, harmonized and globally interoperable ATM system. The planning
horizon is up to and beyond 2028. While the operational concept is visionary and even
challenging, many of the current practices and processes will continue to exist through
the planning horizon.
3.1.2. The operational concept describes the manner in which the ATM system will deliver
services and benefits to airspace users. It also details how ATM will act directly on the
flight trajectory of a manned or unmanned vehicle during all phases of flight, and the
interaction of that flight trajectory with any hazard. Within the ICAO Operational
Concept there is provision for scalability and adaptability, so that the circumstances
relating to individual States and Regions can be accommodated, or so that
implementation timing can be adapted to the level of need.
3.1.3. The Indian Operational Concept has fully encompassed the ICAO Concept and other
expanded areas that are of particular relevance to India.
ATM Operational Concept
 Airspace Organization & Management
 Aerodrome operations
 Demand and capacity balancing
 Traffic synchronization
 Airspace user operations
 Conflict management
 ATM service delivery management
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3.2.
Guiding principles
3.2.1. ICAO vision for future ATM system which is driven by the need to meet the
expectations of the ATM community and enabled by the appropriate technologies has
been taken as the guiding principles for developing this document.








3.3.
Guiding Principle
Enhanced safety
Increased system capacity and optimized use of airport capacity
Reduced delays
Reduced flight operating costs
Reduced fuel consumption and emissions
More efficient use of airspace, more flexibility and reduced separations
More dynamic flight planning and better accommodation of optimum flight profiles
Reduced controller workload/increased productivity
Strategic Vision
3.3.1. The evolution of the Indian ATM system is driven by the needs of the airspace user
community and enabled by the appropriate technologies and procedures, in a
framework of global harmonization. The ATM strategic plan has been developed in
accordance with the ICAO Global ATM Operational concept (Doc 9854), Global Air
Navigation Plan (Doc 9750) including the Aviation System Block Upgrades and ICAO
Asia Pacific Seamless ATM Plan.
3.3.2. ICAO ASBU block upgrades and APSAP recommendations constitute the basis for
ANS Strategic plan in India. The ANS Strategic Plan enables a gradual shift from topdown planning to more bottom-up and pragmatic implementation actions.
3.4.
Performance based ATM
3.4.1. Key Performance Areas
3.4.1.1.
The air navigation system is increasingly being discussed in terms of performance,
as corporatization and a more structured regulatory environment place increasing
pressure on accountability. At the highest levels, performance relates to political
and socio-economic expectations of society and/or the aviation community. The
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measures necessary to meet these expectations should govern the design of the
system. These general ATM expectations are relative to the effective operation of
the ATM system by the entire aviation community. These expectations are used in
performance management as the framework for Key Performance Areas (KPA) as
listed below:
Key Performance Areas
KPA - 01
Access and Equity
KPA – 02
Capacity
KPA – 03
Cost Effectiveness
KPA – 04
Efficiency
KPA – 05
Environment
KPA – 06
Flexibility
KPA – 07
Global Interoperability
KPA – 08
Participation by ATM Community
KPA – 09
Predictability
KPA – 10
Safety
KPA - 11
Security
TABLE 2: KEY PERFORMANCE AREAS
3.4.2. Performance Objectives
3.4.2.1.
The performance objectives are defined in qualitative terms and may include a
desired or required trend for a performance indicator. The performance objectives
as described below have been derived from expectations of the Indian ATM
community. The objectives shown in Table 1 are set against each key performance
area but, as is the case across the ATM Strategic Plan, they should not be considered
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in isolation rather as part of an integrated system. Each ATM community member
shall have to establish further internal performance objectives.
KPA
Strategic Performance Objectives
Access and Equity

Capacity
 To provide sufficient capacity to meet airspace user demands at all times including
To enable all airspace users equitable access to all airspace and ATM resources.
peak times while minimizing restrictions on traffic flow.
 To increase overall capacity to cater future growth, along with corresponding
increases in efficiency, flexibility and predictability, while ensuring safety and
giving due consideration to the environment.
 To ensure that ATM system is resilient to service disruption and the resulting
temporary loss of capacity.
Cost
 To ensure a cost effective service delivery to all airspace users consistently
Effectiveness
Efficiency

To enable all airspace users to operate as efficiently as possible while ensuring
cost-effectiveness of gate-to-gate flight operations from a single-flight
perspective.
Environment

To use new ATM technologies, systems, capabilities and procedures for the
protection of the environment by considering noise, gaseous emissions and other
environmental issues at global, regional and local levels.
Flexibility

To increase the responsiveness of the ATM system, and its services and processes,
to real-time changes permitting airspace users to exploit operational opportunities
as they occur.
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•
Global
To ensure that Indian ATM operations are compliant with ICAO CNS/ATM plans
and global interoperability requirements;
Interoperability
•
To provide a seamless service to the user at all times and operate on the basis of
uniformity throughout Indian and the adjacent FIRs.

To enable interoperability between the different elements (aircraft, airport and
ATM systems) together with their seamless integration, development and
upgrading to new technology
Participation
by 
ATM Community
Predictability
To ensure that the ATM community has a continuous involvement in the planning
and, where appropriate, implementation and operation of the ATM system.

To provide consistent and dependable levels of performance to airspace users as
they develop and operate their schedules.

Safety
To ensure that uniform safety standards and safety management practices are
applied systematically to the ATM system and an open reporting culture is
demonstrated in ATM community

To improve safety levels by ensuring that the rate of ATM-induced serious or risk
bearing incidents is continually decreasing.

Security
To establish effective mechanisms and procedures so that the ATM system, as
well as ATM-related information, is protected against security threats

To balance the needs of the members of the ATM community who may require
access to the system, with the need to protect the ATM system

To improve the effectiveness of existing, and determine new, mechanisms,
criteria and structures to enhance civil-military co-operation and co-ordination in
the event of threats to aircraft or threats using aircraft
TABLE 3 – KEY PERFORMANCE AREAS – PERFORMANCE OBJECTIVES
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3.4.2.2.
The ATM system is based on the provision of integrated services. However, to
better describe how these services will be delivered, seven concept components,
together with their expected key conceptual changes, are described briefly below in
Indian perspective
Operational
Concept
Description
Component
Airspace Organization Establishes airspace structures that equitably accommodate the different
and Management
types of air activity, volume of traffic and differing levels of service.
Aerodrome Operations
Enables the efficient use of the capacity of the aerodrome airside
infrastructure.
Demand and Capacity Establishes maximum system capacity and optimal flow by minimising
conflicting user needs and optimisation of system performance in the
Balancing
presence of imposed constraints.
Traffic
Use of integrated and automated assistance to manage surface movements,
Synchronization
departure, arrival and en-route flights to ensure an optimum traffic flow.
Airspace
User The development of the ATM system and aircraft capabilities, based on
Operations
global standards, will ensure global interoperability of ATM systems and
airspace user operations. The degree to which benefits and incentives can be
realized may continue to differ with respect to the types of users.
Conflict Management
Undertake the limitation, to an acceptable level of risk of collision between
aircraft and hazards.
ATM Service Delivery Services to be delivered by the ATM service delivery system will be
Management
established on an on-request basis subject to ATM system design. ATM
system design will be determined by collaborative decision making and
system-wide safety and business cases.
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Information
Establishes an environment for all stages of flight where information can be
Management
shared between all stakeholders.
TABLE 4 –OPERATIONAL CONCEPT COMPONENTS
3.5.
Planning Methodology
3.5.1. The ANS planning directorate identified salient features of Asia Pacific Seamless ATM
Plan, the Global Air Navigation Plan and the ASBU elements, specifically
concentrating on the modules in the Block Zero time horizon.
3.5.2. A study of the current and foreseen fleet of aircraft and their capabilities, the forecast
traffic figures and ATM System infrastructure, including human resource availability
and requirements, was conducted. The analysis of the collected data revealed “gaps” in
the foreseen results. The ASBU methodology was assessed with respect to these gaps
in order to identify those that would provide the operational improvements required to
meet the performance objectives in Indian Airspace, taking into account the regional
harmonization perspective.
3.5.3. All of the activities listed in the performance objectives will be designed based on
strategies, concepts, action plan models and roadmaps that may be shared in order to
align the national ANS roadmap with the main objective of maximising interoperability
and transparency.
3.5.4. Planning of all the activities should ensure an efficient use of resources, avoiding
duplicated or unnecessary activities or tasks. Planning must also encourage the
optimisation of human resources, financial savings, and the use of electronic media.
3.5.5. Based on the Strategic Plan detailed work Programme (action plans) to achieve each
objective will be developed specifying timelines, responsible parties and status of
implementation by the concerned directorates. Additionally, the action plans should
enable a mechanism to consider detailed information about the activities required for
implementation, the means to provide feedback on the progress made through an annual
reporting process, which will help the management to prioritize the required actions
and support.
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3.5.6. The development of action plans is based on the experience gained and lessons learned
during the previous cycle of the CNS/ATM implementation process. Additionally, this
Strategic Plan is aimed at moving towards regional harmonisation , taking advantage
of infrastructure capacity building and making full use of existing regional coordination
and cooperation.
3.6.
Planning Guidance - GANP and APSAP
3.6.1. Global Air Navigation Plan ( GANP)
3.6.1.1.
Based on the ICAO Assembly directive, under the concept of “One Sky” for
international air navigation, ICAO has developed the ASBU methodology, as a set
of air traffic management (ATM) solutions or upgrades, taking advantage of
existing equipage and establishing a transition plan and ensuring global
interoperability. The ASBU methodology has formed the basis of the fourth edition
of the GANP.
3.6.1.2.
The fourth edition of ICAO’s Global Air Navigation Plan1 (Doc 9750) represents
a rolling fifteen-year strategy to guide complementary and sector-wide air transport
improvements over the period 2013 to 2028.
3.6.1.3.
The GANP leverages existing technologies and anticipates future developments
based on State- and industry-agreed operational objectives, offering a long-term
vision that will assist ICAO, States and industry to ensure continuity and
harmonization among their modernization programmes. The GANP explores the
need for more integrated aviation planning at both the regional and State level, and
addresses required solutions by introducing a consensus‐driven Aviation System
Block Upgrade (ASBU) methodology. The GANP identifies issues to be addressed
in the near term alongside financial aspects of aviation system modernization, and
the increasing importance of collaboration and partnership as aviation recognizes
and addresses the multidisciplinary challenges that lay ahead.
3.6.1.4.
The fourth edition of the GANP encourages States to map their individual or
regional modernization programmes against the harmonized GANP by providing
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far greater certainty of investment. The GANP requires active collaboration among
States through the ICAO planning and implementation regional groups (PIRGs) in
order to coordinate initiatives within the applicable regional air navigation plans. In
order to realize specific operational improvements, the GANP also provides
required tools for States and regions to develop comprehensive business cases
analyses. The GANP, together with other high-level plans such as the companion
Global Aviation Safety Plan (GASP, Doc 10004), will assist ICAO Regions, subregions and States to establish their priorities through to 2028. The GANP outlines
ICAO’s ten key civil aviation policy principles that will guide global, regional and
State air navigation planning.
FIGURE 4 – ASBU BLOCK UPGRADES
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FIGURE 5 –ASBU BLOCK TIMELINES
3.6.1.5.
The ASBUs provide a systems engineering modernization strategy for international
air navigation, comprising a series of modules across four performance
improvement areas and four blocks.
3.6.1.6.
Each block represents the target availability timeline for a group of operational
improvements — both technological and procedural — that will eventually realize
a fully-harmonized global air navigation system. The technologies and procedures
for each block are organized according to modules that are based on the specific
performance improvement area to which they relate.
3.6.1.7.
Block 0 (“block zero”) features modules characterized by operational
improvements which have already been developed and implemented in many parts
of the world today. It therefore has a near-term implementation period of 2013–
2018, where 2013 refers to the availability of all components of its particular
performance modules and 2018 the target implementation deadline. It is important
to realize that not all States will need to implement each and every module.
3.6.1.8.
ICAO will be working with States, in particular through the PIRGs, to help determine
exactly which capabilities States should have in place based on their unique operational
requirements.
3.6.1.9.
The modules that make up the ASBU methodology from Block 0 to Block 3 are
numerous and often highly inter-related. A module thread is associated with a specific
performance improvement area. Some of the modules in each consecutive block feature
the same thread acronym, indicating that they are elements of the same performance
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improvement area as it progresses toward its target. Every module within the ASBU
methodology serves to progress towards one of the four target performance
improvement areas.
An ASBU designates a set of improvements that can be
implemented globally from a defined point in time to enhance the performance of the
ATM system.
3.6.1.10.
There are four components of a block upgrade. They are: Module, Thread, Block and
Performance Improvement Areas (PIA).
3.6.1.10.1. Module – is a deployable package (performance) or capability. A module will offer
an understandable performance benefit, related to a change in operations, supported
by procedures, technology, regulations/standards as necessary, and a business case.
A module will be also characterized by the operating environment within which it
may be applied. The date allocated to a module in a block is that of the initial
operating capability (IOC).
3.6.1.10.2. Thread – describes the evolution of a given capability through the successive block
upgrades, from basic to more advanced capability and associated performance,
while representing key aspects of the global ATM concept
3.6.1.10.3. Block – is made up of modules that when combined enable significant
improvements and provide access to benefits. Blocks introduce a form of date
segmentation in five year intervals.
3.6.1.10.4. Performance improvement area (PIA) – sets of modules in each block are grouped
to provide operational and performance objectives in relation to the environment to
which they apply, thus forming an executive view of the intended evolution. The
PIAs facilitate comparison of ongoing program.
3.6.1.10.5. The four PIAs are as follows:
a) Airport operations;
b) Globally interoperable systems and data – through globally interoperable systemwide information management;
c) Optimum capacity and flexible flights – through global collaborative ATM; and
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d) Efficient flight paths – through trajectory-based operations.
3.6.1.11.
Figure 4 illustrates the relationships between the modules, threads, blocks, and PIAs.
Figure 6 explains the concept of the thread.
FIGURE 6
3.6.1.12.
In Figure 6, the modules under each block carry the same module number indicating
that they are a part of the same thread.
3.6.1.13.
Note that each block includes a target date reference for its availability. Each of the
modules that form the Blocks must meet a readiness review that includes the
availability of standards (to include performance standards, approvals, and
advisory/guidance documents, etc.), avionics, infrastructure, ground automation and
other enabling capabilities.
3.6.1.14.
Although the GANP is global in scope, it is not expected that all ASBU modules will
be applied worldwide. Some of the ASBU modules contained in the GANP are
specialised packages that must be applied wherever there are specific operational
requirements or corresponding benefits.
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3.6.1.15.
It is recognized that Blocks 0 and 1 represent the most mature of the modules. Blocks
2 and 3 provide the necessary vision to ensure that earlier implementations are on the
path to the future.
3.6.1.16.
The ANS strategic plan has extensively considered and selected applicable ASBU
Block 0 modules and Block 1 modules that will be required for meeting the Indian
ATM operational objectives, and to be implemented in a time bound manner. The ANS
Strategic plan provides linkages to respective ASBU modules at the end of each
chapter.
3.6.2. Asia Pacific Seamless ATM Plan (APSAP) Elements
3.6.2.1.
Considering that the APAC region is experiencing robust growth in air traffic and
is poised to become the largest aviation market in the next two decades, Asia Pacific
PIRG (APANPIRG), proactively formed the Asia Pacific Seamless ATM Planning
Group (APSAPG) in 2011. The APSAPG was tasked with coming up with a time
bound action plan for developing a seamless ATM environment across APAC
region. The APSAPG submitted the Asia Pacific Seamless ATM Plan (APSAP) to
APANPIRG in 2013, which was duly endorsed.
3.6.2.2.
APSAP considered three major areas of Seamless ATM Principles, involving
People (human performance), Facilities (physical equipment), and Technology and
Information.
3.6.2.3.
In accordance with the expectations, the APSAPG developed the following
performance objectives to facilitate Seamless ATM operations:
a) Preferred Aerodrome/Airspace and Route Specifications (PARS); and
b) Preferred ATM Service Levels (PASL).
3.6.2.4.
The PARS/PASL introduced two Performance Objectives, which incorporate
system expectations, such as general performance-oriented requirements. Each
performance objective is composed of a list of expectations of different aspects of
the aviation system.
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3.6.2.5.
The PARS and PASL are expected to be implemented in two phases, Phase I by 12
November 2015 and Phase II by 08 November 2018. Recognizing the economic
and environmental costs associated with delay of system improvement using
technologies available today, Phase I was considered to be the earliest date possible
for ASBU elements and other non-ASBU elements, which mainly involved
procedural changes and human training.
3.6.2.6.
The PARS contain the expectations for airspace and ATS routes, including aircraft
equipage to facilitate Seamless ATM operation, and is therefore a matter for the
State regulator or the airspace authority, and is of primary interest to airspace
planners, flight procedure designers and aircraft operators.
3.6.2.7.
The PASL contain the expectations for Air Navigation Service Providers (ANSP),
and is therefore a matter for the State regulator or the ATS authority. The PASL is
of primary interest to ANSPs and aircraft operators. The PARS and PASL together
form the foundation of Seamless ATM development, and as such should be enabled
by national regulations, rules and policies wherever applicable to enable a
harmonized effort by all stakeholders.
3.6.2.8.
APSAP categorized the eighteen modules of ASBU Block 0 for regional
implementation. The allocation of priority was based on factors including its
importance in promoting Seamless ATM (Priority 1 = critical upgrade, Priority 2 =
recommended upgrade, Priority 3 = may not be universally implemented).
3.6.2.9.
Out of the eighteen (18) modules of Block 0, APSAP considered six modules of
“critical” category, they are B0-FRTO, BO-FICE, B0-DATM, B0-NOPS, B0-TBO
and B0-ASUR.
3.6.2.10. APSAP categorized nine Block 0 modules as “recommended” for States to
implement. They are B0- CDO, B0-RSEQ, B0- CCO, B0-APTA, B0-ACDM, B0ASEP, B0-ACAS, B0-SNET and BO- AMET.
3.6.2.11. In addition APSAP also considered regional elements such as Aerodrome Capacity
Analysis,
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Aerodrome
Certification,
Civil-Military Cooperation,
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Classification, ATC Separation standards for uniform application across APAC
region.
3.6.2.12. The ANS Strategic plan has considered both phases of APSAP for implementation.
The linkage between ASBU modules, APSAP elements and ANS Plan operational
objectives has been provided at the end of each chapter.
3.7.
Planning Horizon
3.7.1. Taking guidance from GANP Block time frames and APSAP phases , the ANS
Strategic Plan is described in the following time frames:
a. Short Term - From 2014 to 2015 ( coinciding with APSAP Phase I )
b. Medium Term – From 2016 to 2018 ( coinciding with APSAP Phase II and
ASBU Block 0 time frame )
c. Long Term - From 2018 to 2023 (coinciding with ASBU Block 1 time frame )
3.7.2. The ANS strategic plan recognizes that ATM, the integrated management of air traffic
and airspace, must provide collaborative, seamless services supported by
communications, navigation and surveillance in a system-wide environment that
generates and manages information through the use of technology.
3.7.3. It should be noted that the different specialties (CNS, AIS, MET, AGA/AOP)
developed in this Plan support ATM development and, in turn, constitute per-se an
integrated, indivisible system. The Plan also addresses issues that are relevant to all the
planning elements, namely:
a. Development of human resources and competence management (see Chapter
10); and
b. Safety management – SMS (see Chapter 11).
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AIR TRAFFIC MANAGEMENT
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4. AIR TRAFFIC MANAGEMENT
4.1.
Introduction
4.1.1. According to the Global Air Traffic Management Operational Concept (GATMOC),
the general objective of Air Traffic Management (ATM) is to achieve a global, interoperational air traffic management system for all users during all flight phases, that
meets the agreed levels of safety, provides optimum operations, is environmental
sustainable, and meets national security requirements.
4.1.2. The future system must evolve from the current system so as to, in as much as possible,
meets the needs of the users, according to clearly established operational requirements.
The process of evolution involves migration and integration which are the most difficult
institutional issues for an Air Navigation Service Provider (ANSP).
4.1.3. The Asia Pacific Seamless ATM Plan (APSAP) has firmly advocated the concept of
Seamless ATM and airspace. The principles of Seamless ATM are :

Airspace boundaries and divisions should not restrict the development of the
airspace structure.

Planning should be coordinated between adjacent areas in order to achieve a
seamless airspace, in which the user does not perceive any division.

The airspace
should be free of operational
discontinuities and
inconsistencies, and should be organized in such a way as to accommodate
the requirements of the different types of users.

The migration between areas should be seamless to users at all times.
4.1.4. Human factors and training aspects are taken under consideration in all ANS
improvement modules.
4.1.5. The evolution of ATM has been carefully planned to avoid the degradation of the
performance of the existing system. The safety level attained to date must be preserved
during the transition, as a minimum, gradually improving air navigation efficiency.
Aircraft avionics requirements have also been considered to achieve a successful
transition to new systems and procedures.
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4.1.6. ATM evolution during the short and medium-term will enhance the performance of
Indian airspace and air traffic management through a dynamic approach by sharing of
information between all participating stakeholders. A seamless interaction between the
airspace structure, ATS routes and airports will provide optimum system-wide
performance benefiting all stakeholders in civil aviation.
4.1.7. Greater accuracy and reliability of shared information will enhance confidence in the
operational processes thereby enhancing efficiency and capacity. Experience in the
successful application of the concept will support further development of
improvements at the tactical and operational levels.
4.1.8. The improved efficiency of the ATM operation will also benefit those areas where the
need for capacity is not yet regarded as a current issue. An important objective of the
short and medium-term plan is to achieve the same level of flexibility throughout Indian
ATM network and ATS units.
4.2.
General Principles
4.2.1. From an operational perspective, the key attributes of the ATM Evolution are:
i.
a dynamic airspace structure together with four layer concept – upper ACC, lower
ACC, approach and tower;
ii.
collaborative processes & procedures to support flexible management of airspace;
iii.
an integrated approach to airspace, flow and capacity management;
iv.
a strong airports interface commensurate with airspace structure and ATC
procedure;
v.
enhanced processes to support effective civil/military cooperation;
vi.
demand capacity management through demand and capacity balancing, traffic
synchronization and constraint management;
vii.
processes and repositories to support collection and sharing of accurate data,
between all stakeholders;
viii.
dynamic management of trajectories through CDM; and
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ix.
Processes to support performance monitoring and taking mid-course corrections
when needed.
4.2.2. The ATM evolution has been planned taking into account the ASBU Block 0 modules
and the Asia Pacific Seamless ATM Plan Phase 1 and Phase 2 elements that could be
applied in the short and medium term. ATM performance objectives, in addition to the
requirements for the implementation of ATM improvements, determine the
implementation dates of planned improvements, as well as the performance objectives
and the main tasks related to the implementation of the initiatives.
4.2.3. The Asia pacific Seamless ATM plan does not use the terms ‘continental’, ‘remote’ and
‘oceanic’ to refer to an assumed geographical application area, as many Asia/Pacific
States have islands or archipelagos that can support a higher density of
Communications, Navigation, Surveillance (CNS) systems than in a purely ‘oceanic’
environment. In accordance with the principles of the Asia/Pacific Air Navigation
Concept of Operations (CONOPS), the Seamless Plan defines airspace categories
according to its CNS capability or potential capability:
4.2.3.1.
Category R: remote en-route airspace within Air Traffic Services (ATS)
communications and surveillance coverage dependent on a third-party
Communication Service Provider (CSP); or
4.2.3.2.
Category S: serviced (or potentially serviced) en-route airspace – by direct (not
dependent on a CSP) ATS communications and surveillance; or
4.2.3.3.
Category T: terminal operations serviced by direct ATS communications and
surveillance.
4.2.4. The ANS Strategic Plan has adopted the above classification of airspace for describing
ATM Operational objectives.
4.2.5. Advanced Ground ATM automation (with integrated processing of surveillance and
flight data) systems and Controller decision support tools are essential to enhance
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controller performance efficiency and also to enhance safety levels in ATM operations.
Various Safety Nets and decision support tools have been implemented at all airports
and ATS units. As the need for automatic coordination increases between ATS centers,
there will be a need for ensuring interoperability between ground ATS automation
systems within the country and also with adjacent States. Also the need for traffic flow
management across many States will need a relook into the interoperability and
information sharing capacity of ATS automation systems.
4.3.
Strategy for the implementation of performance objectives
4.3.1. ATM Planning is based on seven aspects as listed below:
a) En-route airspace operations optimisation
b) TMA airspace structure and operations optimisation
c) Implementation of PBN – En-route and TMA
d) Flexible use of the airspace
e) ATFM implementation
f) Improvement of ATM situational awareness
4.4.
En-route operations
4.4.1. The evolution of ATM for en-route operations has been taken into account the ASBU
Block 0 modules applicable along with the APSAP elements and is planned in order to
permit optimum airspace management and organization.
4.4.2. PBN implementation for en-route operations
4.4.2.1.
The PBN concept specifies RNAV and RNP system performance requirements in
terms of accuracy, integrity, availability, continuity and functionality needed for the
proposed operations in the context of a particular Airspace Concept, when
supported by the appropriate navigation infrastructure. In that context, the PBN
concept represents a shift from sensor-based to performance-based navigation.
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4.4.2.2.
PBN provides a list of navigation specifications that have applicability to one or
more types of airspace (terminal, en-route, and remote/oceanic) and is only one of
several enablers (Surveillance, Communications and Air Traffic Management) of
an airspace concept. As with all changes to the ANS infrastructure, PBN will be
implemented, where feasible, based on a positive business case.
4.4.2.3.
India will continue the transition to a PBN environment with ground-based
navigation aids providing only a back-up capability. It is envisaged that “Four
Dimensional-Trajectory Based Operations--4D TBOs” will exist in the long-term
supporting the transition to full gate-to-gate management. Terminal airspace
redesigns will consider future technologies and design an airspace system that is
flexible enough to be able to adjust for future TBOs with minimal effort.
4.4.2.4.
PBN implementation in India will exploit the use of advanced aircraft navigation
capabilities, which, combined with the air navigation system infrastructure, will
permit airspace optimization, including the ATS route network. Thus, it will
promote an ATS routing environment that meets the needs of airspace users,
reducing the workload of controllers and pilots and aircraft concentration in certain
parts of the airspace that may generate congestion on the system.
4.4.2.5.
All Category R and S upper controlled airspace, and Category T airspace supporting
high density aerodromes will be designated as non-exclusive or exclusive PBN
airspace as appropriate. This is to allow operational priority for PBN approved
aircraft, harmonised specifications and to take into account off-track events such as
weather deviations, with priority implementation for high density FIRs.
Note: Non-exclusive means that non-PBN aircraft may enter the airspace, but may
be accorded a lower priority than PBN aircraft, except for State aircraft.
4.4.2.6.
All ATS routes will be designated with a navigation performance specification to
define the CNS/ATM operational environment. The ATS route navigation
performance specification selected will be harmonised and utilise the least stringent
requirement needed to support the intended operation. When obstacle clearance or
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ATC separation requirements demand, a more stringent navigation specification
may be selected. ATS routes will be established in accordance with the following
PBN specifications:
a)
Category R airspace – RNP 4, RNP 10 (RNAV 10) (other acceptable
navigation specifications – RNP 2 oceanic); and
b)
Category S airspace –RNAV 2 or RNP 2 (other acceptable navigation
specifications – RNAV 5).
4.4.2.7.
Short term:
4.4.2.7.1. Taking into account the growth of air traffic in oceanic airspaces, India and
adjacent participating countries in the Oceanic airspace of Bay of Bengal-Indian
Ocean- Arabian Sea Corridor will progressively move towards reduced
horizontal separation on the existing RNP 10 routes.
4.4.2.7.2. In the short term no changes are expected in the existing airspace structure over
oceanic airspace. Nevertheless, India as a leading contributor to the Arabian Sea
Indian Ocean ATS Coordination Group (ASIOACG) will continue to work
towards establishing RNP-10 (RNAV10) route structure in oceanic routes of the
Arabian Sea and Indian Ocean.
4.4.2.7.3. In the continental airspace, RNAV-5 city pair routes are being implemented.
Establishing RNAV-2 routes is also being explored. In the short term all the
major airports in India will be connected with RNAV -5 city pair routes.
4.4.2.8.
Medium term:
4.4.2.8.1. It is expected that RNP-4 will be implemented in the Bay of Bengal-Indian
Ocean- Arabian Sea Corridor, using ADS/CPDLC, in order to permit the use of
a 30-NM lateral and longitudinal separation. This implementation will depend
on the increased participation of the aircraft fleet operating in these airspaces
for using data link services (ADS-C/CPDLC).
4.4.2.8.2. India will support creation of exclusive airspaces for suitably equipped aircraft
to progressively move towards reduced horizontal separation standards.
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4.4.2.8.3. During this phase, it is expected that RNP-2 will be implemented in selected
continental airspaces, using mandatory GNSS, taking into account that the
ground infrastructure will not support RNAV applications. It will be necessary
to establish a back-up system for GNSS and to develop contingency procedures
in case of GNSS failure. The implementation of RNP-2 will facilitate the
implementation of PBN in airspaces with no ATS surveillance service.
4.4.2.8.4. All en-route controlled airspace will be designated as being exclusive PBN
airspace with mandatory carriage of GNSS utilizing RNP navigation
specifications, except for State aircraft. Such implementation mandates will be
harmonized with adjacent airspace. ATS routes should be established in
accordance with the following PBN specification:
a. Category R and S airspace – RNP 2.
4.4.3. Situational awareness and en-route avionics requirements
4.4.3.1.
The use of ADS-C and CPDLC in oceanic airspaces will foster the necessary
conditions for using 30-NM horizontal separation minima in the Bay of BengalIndian Ocean- Arabian Sea Corridor.
4.4.3.2.
In the continental airspace, the use of enhanced surveillance techniques (RADAR,
ADS-B and/or multi-lateration) will help reduce horizontal separation minima,
enhance safety, increase capacity, and improve the cost-effectiveness of flights.
4.4.3.3.
These benefits may be achieved by providing surveillance in areas that lack primary
or secondary radar when so warranted by cost-benefit analyses. In airspaces where
radar is used, improved surveillance may help enhance the quality and reliability of
surveillance information both on the ground and in the air. A consistent cost-benefit
analysis will be conducted to determine if, when the time comes, PSR and/or SSR
systems should be replaced by ADS-B systems or multi-lateration.
4.4.3.4.
It is expected that the number of ADS-B equipped and certified aircraft will increase
in the domestic airspace, leading to increased use of ADS-B surveillance data for
ATS at airports with stand-Alone ADS-B facility. India will consider ADS-B
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equipage mandate after due consideration of different existing and intended
mandates in APAC region and in consultation with all stakeholders.
4.4.3.5.
All the Ground ATS automation systems will be provided relevant surveillance
sensor information to effectively provide Air Traffic Services in the areas of their
responsibility. The ATS automation systems will be capable of integrating the
sensor information to provide controllers accurate and reliable air traffic data.
4.4.3.6.
The gradual implementation of ATS inter-facility data communication (AIDC) will
enhance airspace safety and reduce coordination errors between ATS units.
4.4.3.7.
The implementation of ATS surveillance systems should take into account the
corresponding automation aspects, mainly with respect to the need for
harmonization and interoperability between the systems applied.
4.5.
TMA operations
4.5.1. The evolution of air traffic management in terminal areas shall be harmonized with the
evolution of ATM for en-route operations, providing for a harmonious and integrated
ATM system.
4.5.2. The evolution of ATM for TMA operations takes into account the ASBU Block 0
modules applicable, and will be planned so as to permit an optimum airspace
management and organization.
4.5.3. The TMA structure optimization is supplementary to the optimization of the routes,
through the use of approach procedures, SIDs, STARs, based on PBN, the application
of TMA design and management techniques, and the functional integration of ground
and airborne systems.
4.5.4. As regards situational awareness and implementation of data link applications, the close
relationship between the implementation of enhanced surveillance techniques (ADS-B
and/or MLAT) and the use of data link applications is also taken into account.
4.5.5. There are many factors that should be taken into account when planning the
requirements for a TMA air navigation service infrastructure. In addition to traffic
volume, consideration should be given to other factors, such as: number and location
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of aerodromes, traffic characteristics, terrain, airspace restrictions, meteorological
conditions, etc. Therefore, a thorough analysis of each particular TMA will be carried
out to determine, in coordination with the users, the requirements for the
implementation of the corresponding air navigation services.
4.5.6. TMA structure optimization
4.5.6.1.
TMA airspace structure optimization will be achieved through the following
measures:
a. PBN implementation, which includes the implementation of SIDs and
STARs with RNP and/or RNAV, and RNP approach procedures;
b. Implementation of continuous descent operations (CDO) and continuous
climb operations (CCO);
c. The functional integration of ground and airborne systems; and
d. The use of improved design and management techniques.
4.5.7. Implementation of PBN for TMA operations
4.5.7.1.
TMA operations have specific characteristics, taking into account the separation
minima applicable between aircraft, and between aircraft and obstacles. This also
involves the diversity of aircraft, including low-performance aircraft that carry out
arrival and departure procedures on the same path as, or close to the paths of, highperformance aircraft.
4.5.7.2.
India has already developed a national PBN implementation plan, based on the
APAC PBN Roadmap. The road map envisages harmonization of aircraft
separation criteria and the applicable RNAV and/or RNP criteria, in order to avoid
the need for multiple approvals for intra- and inter-regional operations.
4.5.7.3.
The efficiency of TMA operations in a PBN environment depends on aerodrome
design and management and runway operations, taking into account that any air
traffic flow increase in TMA operations shall be absorbed by airport infrastructure.
4.5.7.4.
Short term
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4.5.7.4.1. All international high density aerodromes will have RNAV 1 (ATS surveillance
environment) or RNP 1 (ATS surveillance and non-ATS surveillance
environments) SID/STAR taking into account the availability of ATS
surveillance service and adequate ground-based navigation infrastructure,
permitting DME/DME and DME/DME/IRS operations. During this phase,
operations with equipped and non-equipped aircraft will be permitted.
4.5.7.4.2. In environments with no ATS surveillance service and/or where there is no
adequate navigation infrastructure on the ground, RNP-1 based procedures will
be applied, provided there is an adequate percentage of approved aircraft.
Nevertheless, operations with approved and non-approved aircraft will be
permitted in these TMAs once the corresponding operational benefits are
verified. The implementation of overlay procedures and exclusive RNP
procedures will depend on air traffic complexity and density.
4.5.7.4.3. The PBN road map takes into account the APSAP recommendations on access
to high density aerodromes. Where practical, all high density aerodromes with
instrument runways serving airplanes will have (ASBU Priority 2):
a) precision approaches; or
b) Approaches with Vertical Guidance (APV), either RNP APCH with
Barometric Vertical Navigation (Baro–VNAV) or augmented GNSS
(SBAS or GBAS); or
c) if an APV is not practical, straight-in RNP APCH with Lateral
Navigation (LNAV).
4.5.7.4.4. It is also planned that RNP with Mandatory Clearance approach procedures
(RNP AR APCH) will be applied at airports in which obvious operational
benefits can be obtained, based on the existence of significant obstacles.
4.5.7.4.5. PBN for TMA operations will be designed in order to facilitate flight procedures
that provide most efficient trajectory during approach of an aircraft to the
destination aerodrome. Recognizing environmental benefits and operations
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efficiency, with the aim to ensure safety the PBN roadmap will include
continuous descent operations (CDO) implementation. CCO and CDO
operations will be considered for implementation at all medium to low density
international aerodromes after analysis, based on a performance-based approach
(ASBU Block 0 Module – B0-CDO- APSAP Priority 2).
4.5.7.5.
Medium term
4.5.7.5.1. During this phase, it is expected that the implementation of RNAV or RNP-1
applications at selected TMAs will be extended depending on ground
infrastructure and aircraft navigation capacity. At more complex TMAs, RNAV
or RNP-1 equipment will be mandatory (exclusionary airspace). At less
complex TMAs, equipped and non-equipped aircraft will still be admitted.
4.5.7.5.2. RNP 0.3 arrival/departure, approach and/or en-route transiting procedures will
be considered at high density aerodromes with rotary wing operations.
4.5.7.5.3. All international aerodromes will have RNAV 1 (ATS surveillance
environment) or RNP 1 (ATS surveillance and non-ATS surveillance
environments) SID/STAR.
Note: the Asia/Pacific PBN Plan Version 3 required RNAV 1 SID/STAR for 50%
of international airports by 2010 and 75% by 2012 (priority should be given to
airports with RNP Approach); and RNAV 1 or RNP 1 SID/STAR for 100% of
international airports and 70% of busy domestic airports where there are
operational benefits by 2016.
4.5.7.5.4. Where practical, all aerodromes with instrument runways serving aircraft will
have (ASBU Priority 2):
a)
precision approaches; or
b)
APV, either RNP APCH with Barometric Vertical Navigation (Baro–
VNAV) or augmented GNSS (SBAS or GBAS); or
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c)
when an APV is not practical, straight-in RNP APCH with LNAV
4.5.8. Functional integration of ground and airborne systems: The optimization of TMA
efficiency will depend on a maximum use of automation. Likewise, aircraft will be
increasingly equipped with time of arrival calculation. Thus, functional integration of
ground and onboard systems will enable identification of times of arrival at specific
fixes. These schedules should help in the landing sequencing process, allowing aircraft
to remain close to their preferred 4D path, contributing to the application of one of the
components of the ATM Operational Concept, which is Air Traffic Synchronization.
4.5.9. Use of improved design and management techniques
TMA restructuring will be carried out taking into account:
a. Validating the proposed airspace structure;
b. Assessing the impact of PBN implementation, including RNAV and/or RNP
SID and STAR procedures, and FMS-based arrival procedures, using ATC
simulations as needed;
c. Ensuring a favorable cost-benefit ratio; and
d. Optimizing sectorisation so as to provide seamless service for air space users
and achieving workload balance.
4.5.10. Situational awareness and avionics applications for TMA
4.5.10.1.
In addition to the considerations contained in the section on en-route operations,
which also apply to TMA operations, the following aspects also should be
considered for the implementation of ATS surveillance services and avionics
applications in the TMA.
4.5.10.2.
The implementation of surveillance systems (ADS-B and/or multilateration) at the
TMAs will provide the conditions required for the integration of en-route and TMA
operations.
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4.5.10.3. The use of ATS surveillance systems (SSR, ADS-B and/or multilateration) will
permit the use of RNAV-based navigation specifications, taking into account that
surveillance will permit flight monitoring for the detection of any path deviation.
Thus, it will be possible to include in TMA operations those users that would not
be approved for RNP operations.
4.5.10.4. The implementation of improved surveillance systems will facilitate the operation
of aircraft not approved for RNAV/RNP, taking into account that the controller will
be able to vector them to the final approach.
4.5.10.5. The implementation of CPDLC in the TMA is not expected, taking into account the
characteristics of ATC intervention in these airspaces.
4.5.11. It should be noted that not all TMA users might be equipped with required avionics
systems, since there is a still significant number of low performance aircraft that
continue to operate and might not be capable of being properly equipped. In that case,
procedures must be developed to allow non-equipped aircraft to fly, unless air traffic
density warrants the use of exclusionary airspaces.
4.6.
Air Space Management
This part of the Plan includes aspects contributing towards efficiency and capability
applicable to airspace management.
4.6.1. Flexible Use of Airspace (FUA)
4.6.1.1.
FUA is intended to enable the adaptable and flexible management of airspace
providing improved access to restricted airspace as a resource, increased ATM
capacity to meet forecast growth in air traffic, support for the transition to user
preferred trajectory. FUA is based on the following guidelines:
i.
Airspace allocation shall be of temporary nature as ‘Temporary Segregated
Areas’ or ‘Temporary Reserved Areas’ as per the actual needs.
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ii.
Defense airspace will automatically remain available for use by civil users after
the completion of special defense activities for which the airspace was
temporarily segregated/reserved; except that certain airspace will be earmarked
as exclusive military usage area on permanent basis for strategic/training use
with the flexibility that it can be used by other users on availability with no
specific lead time requirement.
iii.
4.6.1.2.
Effective co-ordination between Civil and Military shall be maintained.
Approximately 35% of India’s airspace is not available for use by civilian operators.
In the case of the Delhi FIR this increases to 70%. This restriction imposes the need
to operate more circuitous routings, increasing fuel burn, costs and emissions.
4.6.1.3.
In 2012 the Ministries of Civil Aviation and Defense reached an agreement to
progressively introduce FUA.
4.6.1.4.
In order to expand the level of cooperation, a National High-Level Airspace Policy
Body (HLAPB) has been established to asses/reassess the national airspace usage
requirements of various stakeholders and establishes flexible airspace use structures
and the introduction of procedures for the allocation of airspace. This body consists
of representatives from the regulator (DGCA), ANSP, Defense Authorities, Indian
Space Research Organization, Airlines. The Secretary, Ministry of Civil Aviation
will be the Chairman of the body.
4.6.1.5.
Airspace Review team (ART) ART will be established by HLAPB to carryout
annual review of airspace utilization of airspace allocated to each stakeholder. ART
shall formulate guidelines for collection of airspace use data, collect such data
regularly,
analyze
the
same
and
submit
to
HLAPB
along
with
suggestions/recommendations for review and consideration for annual allocation.
The body will carry out a review of various Military Areas to identify and assess
actual needs for the civil and the military activities for allocation of airspace.
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4.6.1.6.
Airspace Management Cell (AMC): AMCs are joint civil/military airspace
management focal-points which have the authority to carry out Airspace use
requirement within the framework of the airspace structures, priority rules and
negotiation procedures as laid down by the national HLAPB. AMCs will collect
and analyze all airspace requests. After coordination AMCs will promulgate the
airspace allocation as an Airspace Use Plan (AUP) and changes thereto in Updated
Airspace Use Plan (UUP). AMC will be established in each FIR for effective coordination between Civil and Military. Only one single Military unit will coordinate with Civil ATC on all aviation related matters through establishment of
single Military Liaison unit instead of multiple military entities coordinating with
Civil ATC units.
4.6.1.7.
Implementation of Conditional Routes Conditional routes as per the following two
categories will be implemented and promulgated for use through NOTAM.
Conditional routes will be of two categories:
4.6.1.7.1. Conditional route I that can be flight planned during specified periods/levels as
published in AIP/NOTAM
4.6.1.7.2. Conditional route II that may be dynamically planned subject to civil/military
coordination and availability.
4.6.1.8.
FUA operating procedures and working practices will deliver the concept of FUA
at three levels:
4.6.1.8.1. Level 1- strategic – the long-term, strategic definition and review of national
airspace usage;
4.6.1.8.2. Level 2- pre-tactical – the day-to-day airspace allocation according to user
requirements; and
4.6.1.8.3. Level 3- tactical – the real-time allocation/reallocation and usage of airspace
resources through CDM.
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4.6.1.9.
The optimum, balanced and equitable use of airspace by civil and military users,
facilitated by strategic coordination and dynamic interaction, will permit the
establishment of optimum flight paths, while reducing the operating cost of airspace
users.
4.6.2. Air Traffic Flow Management (ATFM)
4.6.2.1.
Air Traffic Flow Management has relied heavily on the tactical application of
holding, speed control and radar vectoring. It has been supported by limited
strategic management through slot allocation.
4.6.2.2.
Terminal Flow Control measures will be implemented at busy terminal approach
areas and airports which are capacity constrained. The demand will be balanced
with the capacity through strategic slot management process and dynamic ( tactical)
flow control measures. Necessary ATM traffic management tools and decision
support tools such as Arrival Manager (AMAN) will be integrated with ATM
automation system to provide integrated strategic and tactical ATM solutions.
4.6.2.3.
Central Flow Management Unit (CFMU) will be established to dynamically asses
the airspace situation and capacity optimization taking into consideration various
constraints such as airspace/ airport situation, weather conditions, traffic
congestion, that affect the smooth flow of traffic throughout the Indian FIRs.
4.6.2.4.
Mitigating measures and alternate actions to avoid congestion and delay both in the
terminal and enroute airspace and airports will be achieved through Collaborative
Decision Making (CDM) processes involving all stakeholders
4.6.3. Addressing Environmental Issues
4.6.3.1.
As the aviation industry grows, the impact of air traffic operations on the global
atmosphere becomes increasingly important in addition to the local effects of noise
and air quality. The measures to control/minimize the environmental impact due to
aviation emissions need to be implemented on priority. In particular, by
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optimization of cruising levels and routes, and through implementation of
continuous descent arrivals/approaches, and continuous climb departures.
4.6.3.2.
It is expected that improvements in ATM system and procedure would help reduce
aviation fuel burn, thereby mitigating the effect of increased traffic on global
aircraft engine emissions. Efficient ATC procedures based on PBN exploiting the
airborne capabilities of the aircraft, ATS route optimisation and user preferred
direct routings to reduce flying time and fuel burnt and enhanced runway access to
avoid holdings and minimise delays will be implemented.
4.6.4. Initial Integration of Remotely Piloted Aircraft ( RPAS) into segregated Airspace–
ASBU Block 1 Module – B1-RPAS
4.6.4.1.
The Block 1 Modules usher in some of the most promising new concepts and
capabilities supporting the future ATM System, namely: Flight and Flow
Information for a Collaborative Environment (FF-ICE); Trajectory-Based
Operations (TBO); System-Wide Information Management (SWIM) and the
integration of Remotely Piloted Aircraft (RPAs) into non-segregated airspace.
4.6.4.2.
India is witnessing a rapid growth of operation of RPAS (popularly known as
“drones”) for various commercial, military and recreational purposes. It is foreseen
that in the midterm horizon integration of RPAS in the segregated areas for safe and
efficient air traffic flow will be a major challenge in India. In the long term for
integration of RPAS into non-segregated areas seamlessly, more study will be
required.
4.6.4.3.
Accepting a large number of RPAS into the ATM system seamlessly, efficiently
and safely, poses many challenges even in segregated airspace. Their speed,
maneuverability, climb rate, and other performance characteristics, together with
their avionic system equipage can differ substantially from conventional aircraft.
Experience of RPAS operations and their interaction with the ATM system to date
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indicates that, currently, they are unable to comply with many standard, routine
ATM procedures.
4.6.4.4.
While this has not prevented RPAS operations, it has limited their integration into
the ATM system thus far.
4.6.4.5.
Safety is the number one priority. International regulations and standards require
that any new system, procedure or operation that has an impact on the safety of
ATM operations must be subject to a risk assessment and mitigation process to
support its safe introduction and operation.
4.6.4.6.
The safe integration of RPAS into the ATM system with other airspace users is
subject to standard safety management system (SMS) principles. RPAS are
classified as aircraft and therefore should comply with the rules for flying,
certifying, and equipping aircraft. A key factor in safely integrating RPAS in nonsegregated airspace is their ability to act and respond in an equivalent way to
manned aircraft.
4.6.4.7.
The Ground ATM automation systems also need to be updated to include and accept
many characteristics of the RPAS flight plan which are different from the normal
flight plan parameters.
4.6.4.8.
The ANS Strategic Plan takes note of the need for evolutionary changes and the
need for appropriate technological and procedural responses.
4.7.
AIRSPACE CONCEPT- INDIAN CONTEXT
4.7.1. An “airspace concept” may be viewed as a general vision or master plan for a particular
airspace. Based on particular principles, an airspace concept is geared towards specific
objectives. Strategic objectives drive the general vision of the airspace concept. These
objectives are usually identified by airspace users, air traffic management (ATM),
airports as well as environmental and government policy. It is the function of the
airspace concept and the concept of operations to respond to these requirements. The
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strategic objectives which most commonly drive airspace concept are safety, capacity,
efficiency, access, and the environment.
4.7.2. Navigation is one of several enablers of an airspace concept. Communications, ATS
Surveillance and ATM are also essential elements of an airspace concept.
4.7.3. With a view to enhance capacity, efficiency and to a large extent mitigate adverse
environmental effects, while maintaining safety, Indian airspace is being reorganized
as follows.
4.7.4. Harmonization of upper airspace classification will be as follows:
a. Category R controlled airspace– Class A; and
b. Category S controlled airspace– Class A, or if there are high level
general aviation or military VFR operations: Class B or C.
4.7.4.1.
The entire Indian airspace consisting of four FIRs with 12 ACCs will be
amalgamated into 4 ACCs initially and finally into 2 centers. Delhi, Mumbai,
Kolkata and Chennai will be the 4 main En-route centers for the provision of enroute control service. The airspace within the jurisdiction of these centers will be
reorganized to establish multiple en-route sectors of appropriate lateral jurisdiction
based on the flow of traffic and complexities.
4.7.4.2.
All the four centers will be equipped with similar level of ATM automation and
CNS infrastructure. One centre will serve as a back –up to the other centre in the
event of disaster or complete breakdown. Entire airspace will have overlapping
surveillance cover through radar, ADS-B, Multilateration combined with matching
seamless air-ground communication to facilitate efficient air traffic management.
4.7.4.3.
The surveillance data from Radar/ADS-B/Multilateration will be networked and
electronically processed with relevant flight data from the Flight data processor to
provide an integrated track data output correlated with flight plan so as to enable
application of uniform radar separation throughout the FIRs. Dynamic
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consolidation and deconsolidation of sectors will be facilitated with supporting
communication capabilities.
4.7.4.4.
The sectorization plan is based on four layer concepts of Tower, Approach, Lower
ACC and Upper ACC with vertical jurisdiction:
4.7.4.5.

Tower – Aerodrome Traffic Circuit;

Approach –GND to F140; Buffer – F145

Lower ACC – F150 to F250; Buffer – F255

Upper ACC – F260 to F460.
The lower area control sectors will be functional only at operational airports which
are connected by multiple ATS routes and complexities of air traffic so demand to
enhance the Safety and operational efficiency to support Approach control
operations.
4.7.4.6.
The Upper Area Harmonization (UAH) project has been completed at Chennai FIR
in 2012. The UAH Projects for Kolkata FIR is planned in 2014 and for Delhi and
Mumbai FIRs in 2015 (Refer the map below).
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4.8.
Alignment with ASBU and APSAP
4.8.1. As regards to the ATM area the ASBU Block 0 Modules considered for this plan are as
follows:
4.8.1.1.
PIA1 : B0-RSEQ, B0-APTA, B0-SURF, B0-ACDM
4.8.1.2.
PIA2: B0-AMET
4.8.1.3.
PIA 3 : B0-FRTO, B0-NOPS, B0-ASUR and B0-SNET
4.8.1.4.
PIA 4: B0-CDO, B0-TBO and B0-CCO.
4.8.2. Following table shows the mapping between ATM Operational Objectives and ASBU
Block 0 Modules:
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ATM OPERATIONAL ASBU
OBJECTIVE
BLOCK
0 APSAP PHASES
MODULE
Optimization of the en- B0-FRTO
PASL I / II
route airspace structure
TMA airspace structure B0-CDO and B0-CCO;
PASL I /II
optimization
Implementation of RNP B0-APTA;
PASL I / II
approaches,
Flexible use of airspace
B0-FRTO;
PASL I / II
ATFM implementation
B0-RSEQ, B0-ACDM and PASL I / II
B0- NOPS
Improve ATM situational B0-SURF, B0-ASUR and PARS I / II
awareness,
B0-SNET
Airspace restructuring
BO-FRTO, B0-TBO, BO- PASL I / II
OPFL
ATC Separation
B0-ASEP, B0-ACAS, B0- PASL I / II
SNET, B0-TBO
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COMMUNICATION , NAVIGATION AND SURVEILLANCE
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5. COMMUNICATION,
NAVIGATION
AND
SURVEILLANCE
(CNS)
5.1.Introduction
5.1.1. India will continue to modernize the CNS infrastructure to accommodate future
technology advances and associated customer requirements. When implementing
CNS systems, the ATM operational requirements described earlier in this Plan will
be given due consideration.
5.1.2. In view of the requirements derived from the implementation of the ATM
Operational Concept, AAI will consider planning improvements to, and the
strengthening of, aeronautical communication, navigation and surveillance
services, taking into account ASBU Block 0 modules.
5.1.3. The transition to new CNS systems will be based on improvements in ATM and
accompanied by technical, procedural and structural changes that will provide
benefits to ATM and to users. The transition will also be carefully planned so as
to avoid degradation in system performance.
5.1.4. While change in the system will be evolutionary, the design for the future must
provide a well-understood, manageable, cost-effective sequence of improvements
that keep pace with user needs and culminates in a system meeting the safety,
capacity, and efficiency, regulatory and environmental demands.
5.1.5. Communications
5.1.5.1.Communication is an integral element of navigation, surveillance and ATM
initiatives. While communication system in aviation will continue to be focused
on voice, there will be a significant increase in the use of data link with the benefit
of high speed, high integrity data transfers and reduced frequency congestion and
improved message clarity. The use of UHF and HF voice communications will
decline. However voice communications, primarily digital and analog VHF, will
remain an efficient method of achieving Direct Controller Pilot Communication
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(DCPC). The use of Controller Pilot Data Link Communication (CPDLC) will
continue to expand in oceanic and remote applications.
5.1.5.2.Communication systems contemplated in this plan respond to short- and mediumterm expectations of the ATM operational requirements in India. Accordingly,
this plan has taken into account the following communication systems:

Aeronautical message handling system (AMHS);

ATS inter-facility data communication (AIDC );

Controller/pilot data link communications (CPDLC);

Data link automatic terminal information service (D-ATIS);

Voice meteorological information for aircraft in flight (VOLMET) and
data link (D-VOLMET);

Pre-Departure clearance (PDC) through ACARS ;

Future Telecommunication Infrastructure (FTI) ; and

Aeronautical Telecommunications network (ATN).
5.1.6. Navigation
5.1.6.1.The function of navigation systems is to support en-route, terminal, approach and
landing operations and surface movements.
5.1.6.2.The navigation systems contemplated in this plan respond to short- and mediumterm operational requirements. In this respect, this plan for navigation systems
has taken into account the ground navigation infrastructure and the GNSS
requirements concerning the operations foreseen in the PBN Roadmap.
5.1.7. Surveillance
5.1.8. ATC surveillance systems enable air traffic controllers to provide a safe,
efficient and orderly movement of air traffic, both in the air and on the ground.
Surveillance provides situational awareness to enable the application of reduced
aircraft separation minima as compared to those required for procedural control.
5.1.9. Today’s surveillance technology includes Primary and Secondary Radar,
Airport Surface Movement Guidance and Control Systems (ASMGCS),
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Automatic Dependent Surveillance-Broadcast (ADS-B), Multilateration and
video sensors, as well as related surveillance fusion processing.
5.1.10. The three classes of surveillance are:
a. Independent Non-Cooperative Surveillance which includes PSR and
ASDE.
b. Independent Cooperative Surveillance which includes SSR and MLAT.
c. Dependent Cooperative Surveillance which includes ADS-B.
5.1.11. There is a transition underway from independent to dependent surveillance. The
Global Air Navigation Plan (GANP) and APSAP have both strongly
emphasized the need for States to implement ADS-B. India has aggressively
pursued a strategy of implementing ADS-B to supplement the Radar coverage
areas and eventually to provide surveillance using ADS-B as a primary system.
5.1.12. The surveillance systems contemplated in this plan respond to short- and
medium-term operational requirements. Accordingly, this plan considers the
following:

ADS-B;

ADS-C;

MLAT;

SSR; and

The integration of the aforementioned.
5.2. Analysis of the current situation (2014)
5.2.1. The current communication, navigation and surveillance services situation in
support of air navigation is described below, as per information provided in APAC
FASID WD Part IV - CNS tables.
5.2.2. Communications –
5.2.2.1.Aeronautical fixed service
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5.2.2.1.1. AFTN service: The circuits have been fully implemented. However, and given
their average life cycle, maintenance of the existing centers is a significant
problem.
5.2.2.1.2. AMHS service: India as per the commitment to support Global Air Navigation
Plan and the global plan initiatives of International Civil Aviation Organization
(ICAO) has implemented the AMHS system in year 2011 and first connectivity
was established with Singapore. India has now commissioned another circuit
with Nepal. The regular exchange of messages between Mumbai and
Kathmandu has commenced from June 2014. Operational trials are underway
to establish other international links with countries like China, Thailand,
Pakistan and Bangladesh which will enable the complete operationalization of
the AMHS network in Asia/Pacific region.
5.2.2.2.Flight plan transfer
5.2.2.2.1. AIDC: It is being implemented in many ACCs across India and also with
adjacent ACCs of neighboring States.
5.2.2.3.Aeronautical mobile service
5.2.2.3.1. VHF: Services have been implemented as indicated in FASID, ensuring
coverage in most of the selected areas. Additional deployment for ensuring
adequate VHF coverage to all the planned ATS units, based on the Upper
Airspace Harmonization Plans is underway.
5.2.2.3.2. HF: It is mainly provided in oceanic areas of Mumbai, Chennai and Kolkata
FIRs and Delhi FIR.
5.2.2.3.3. D-ATIS: Implemented at 48 airports across the country.
5.2.2.3.4. CPDLC: Service implemented at all FIRs, for FANS 1/A equipped aircraft.
5.2.2.3.5. Clearance Delivery: Implemented in Mumbai, Delhi terminal area/aerodrome.
5.2.2.3.6. D- VOLMET: Implemented.
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5.2.3. Navigation
5.2.3.1. Radio aids: All conventional radio navigation aid systems (NDB, VOR, DME
and ILS) have been implemented and fully installed pursuant to operational
requirements for radio navigation aids as contained in Table CNS 3 and associated
charts of Part IV of the FASID. Regarding NDBs, a deactivation process is
underway, starting with those stations where the NDB is installed next to a
VOR/DME.
5.2.3.2.Current navigation infrastructure in India can support VOR/DME (RNAV-5),
DME-DME (RNAV-1) navigation specification.
5.2.3.3.SBAS is being implemented in continental airspaces for en-route, terminal area
and NPA operations.
5.2.4. Surveillance
5.2.4.1.Radar systems: Conventional surveillance systems (PSR and SSR) have been
implemented and installed according to FASID Table CNS 4A (surveillance
system).
5.2.4.2.Radar data exchange: Radar data integration has been completed in Chennai,
Nagpur, Kolkata, Delhi, Mumbai and efforts are underway at other ACC Centers
and major stations.
5.2.4.3. ADS-B and MLAT: 21 ADS-B ground stations are installed and ADS-B
surveillance data is being integrated with ATS automation systems.
5.2.4.4.ASMGCS: Six airports are equipped with ASMGCS. Additional ASMGCS
systems are being procured for weather critical airports.
5.2.4.5.ADS-C: Service provided at Mumbai, Chennai , Kolkata and Delhi FIRs for
FANS-1/A equipped aircraft
5.3.Strategy for the implementation of performance objectives
5.3.1. CNS infrastructure augmentation, replacement and operationalization shall be
based on a harmonized strategy, with action plans and consistent timetables, taking
into account operational requirements and the corresponding cost-benefit analyses,
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comparing the current structure with the improvements to be achieved when the
new systems are implemented. Consideration should also be given to analyzing the
existence of two or more technologies to meet the same operational requirement.
5.3.2. Planning has been based on four aspects, as listed below:
o aeronautical fixed service
o aeronautical mobile service and mobile satellite service
o navigation systems and
o surveillance service
5.3.3. Communications
5.3.3.1.The communications roadmap has three roadmaps:
a) air-ground data link communication;
b) ground-ground communications; and
c) air-ground voice communications.
5.3.3.2. The ANS Strategic Plan has noted the APAC regional Aeronautical Mobile
Services (Communication) strategy as described below. The communication road
map has been devised with due consideration to regional harmonization.
5.3.3.3.Regional AMS Strategy- APAC
5.3.3.3.1. Provision of Aeronautical Mobile (R) Service in the ASIA/PAC Region will be
guided by following strategy:
5.3.3.3.1.1.A channel spacing of 25 kHz will continue to be operational specification;
5.3.3.3.1.2.The VHF voice service, backed by CPDLC and HF will be the primary
communication medium for transcontinental traffic; and a combination of
CPDLC and HF voice will be the communication medium for oceanic traffic;
5.3.3.3.1.3.The requirement for basic voice communication will continue, supplemented
by data-link Flight Information Service (DFIS) applications including DVOLMET, D-ATIS and PDC to significantly reduce pressure on VHF spectrum
congestion; and
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5.3.3.3.1.4.Frequency band 136 – 137 MHz will be used exclusively for the air-ground
VHF data-link application.
5.3.3.4.In the ASBU Block 0 timeframe, existing communication systems such as the
Very High Frequency (VHF) Aircraft Communications Addressing and
Reporting System (ACARS), will continue to be operational. The VHF ACARS
will be transitioned to VHF Digital Link (VDL) - Mode 2 providing higher
bandwidth, since VHF channels have become limited. In the Block 1 timeframe,
VHF ACARS will be phased-out giving way to VDL-Mode 2, which has been
defined and standardized by ICAO to provide more capacity and faster speed
(31.5 kbps).
5.3.3.5.In the short-term, the Very High Frequency (VHF) and High Frequency (HF)
terrestrial radio communications infrastructure will be upgraded for performance
improvement. Remote Centre Air-Ground communication (RCAG) will be
augmented and/or replaced by remote operation of switches and multiple
frequencies will be used instead of single frequency for covering remote areas by
using cross-coupling technology. While there will be a trend to move towards
more data link communications for many functions, it is anticipated that voice
communication is expected to be needed for a long time in the future.
5.3.3.6.The communication system is capable of supporting future Air Traffic Services
(ATS) by providing clear, timely air-air and air-ground voice communications
with coverage commensurate with the operations conducted in the area.
5.3.3.6.1. Two-way Air -Ground Communication at all operational airports will be
ensured for the provision of Aerodrome control, Approach control and Area
control centers.
5.3.3.6.2. Complete VHF coverage shall be available throughout the lateral and vertical
limits of ACC sectors throughout the continental airspace.
5.3.3.6.3. Complete VHF coverage throughout the ACCs from 10000 ft and above shall
be ensured to ensure positive ATC throughout the FIRs.
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5.3.3.6.4. Overlapping VHF coverage in ACC (en-route) sectors shall be made available
to ensure positive control and to effect dynamic sectorisation.
5.3.3.6.5. VHF networking and retransmission capabilities shall be available to support
dynamic consolidation / deconsolidation of sectors
5.3.3.6.6. Data-link communications such as CPDLC will be primary means of
communication in oceanic airspace outside VHF voice coverage. HF voice
communication will continue to be used as a backup in this airspace.
5.3.3.6.7. The utilisation of data-link techniques will grow rapidly enabling
improvements to existing air/ground communications, supporting new
surveillance services and progressing towards the more fully integrated
communication capabilities proposed under the ATN.
5.3.3.6.8. Air/ground traffic will progressively move from voice services to data-link
communications such for PDC, AIDC, ATIS and VOLMET.
5.3.3.6.9. The Aeronautical Fixed Telecommunications Network (AFTN) will gradually
be replaced by the Aeronautical Message Handling System (AMHS),
supported by the introduction of Aeronautical Telecommunication Network
(ATN) capabilities for ground-to-ground communications.
5.3.3.6.10. In the medium-term, ATN facilities will be progressively introduced. Internet
protocol [TCP/IP] will be assessed for implementation, ahead of a longer term
transition to a new communications protocol.
5.3.3.6.11. AMHS and ATN data link communication services will be introduced to
eventually replace the existing FANS-1/A systems.
5.3.3.7.Aeronautical fixed service
5.3.3.7.1. AMHS: AMHS is a modern electronic messaging system used to transfer and
deliver ground to ground data such as flight plans, NOTAM and weather
information amongst the members of the global air traffic control community.
It is a replacement technology for the AFTN which is now technically obsolete.
AMHS is the new ICAO standard for the exchange of aeronautical messages
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over the global Aeronautical Telecommunication Network (ATN) based on
ITU-T X.400 standards.
5.3.3.7.2. AMHS will ensure global address compatibility. Furthermore, AMHS with
their Communication Centers will serve as day-to-day data distribution
operation coordination between States for message non-delivery.
5.3.3.7.3. AMHS implementation replaces the legacy AFTN connectivity which could
cater to only small textual messages. The AMHS facility provides global
messaging similar to e-mails wherein binary attachments containing
aeronautical maps, weather charts, digital NOTAM etc. can be exchanged.
AMHS technology is the enabler for graphical depiction of aeronautical data
through the automation system thereby enhancing the performance and
efficiency of the Air Traffic Services.
5.3.3.7.4. India is one of the pioneers in the AMHS implementation in APAC region and
is proactively pursuing the transition from AFTN to AMHS in close
collaboration with adjacent States.
5.3.3.8.Communication services for the ATFM: Necessary efforts to implement
communication services that effectively support ATFM will be implemented.
5.3.3.9.AIDC: All the ATS Automation systems operational in India are capable of AIDC
exchange. Implementation of AIDC message exchange is in progress among ACC
centers. AIDC Trials are also being carried out with adjacent ACC centers of
neighboring countries. APSAP has identified AIDC as “critical” for seamless
ATM in APAC region. India will aim to operationalize AIDC among all ACC
centers within India by end of 2015.
5.3.3.10. Aeronautical mobile service
5.3.3.10.1. VHF – Need for Progressing to 8.33 KHz.
5.3.3.10.1.1.
Presently, the band 117.975 – 137 MHz is extensively used for VHF
air/ground voice communications employing 25 kHz and/or 8.33 kHz globally.
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In the Asia Pacific Region, VHF channel using 25 kHz spacing is employed
for frequency assignments.
5.3.3.10.1.2.
India is implementing Upper Area Harmonization to provide seamless,
enhanced and continuous VHF coverage over the entire Indian airspace. The
success of the plan is fully dependent on provision of adequate VHF
frequencies for Area Control operation. AAI is installing over 400 number of
VHF transmitters/receivers across India to meet the VHF requirement.
5.3.3.10.1.3.
Since the geographical separation for co-channel VHF assignments for
Area Control function is very large, while meeting the frequency requirement
for Upper Area Sectorization, frequency congestion is identified on account
of acute shortage of VHF frequencies with current 25 KHz channel spacing.
5.3.3.10.1.4.
India is looking at implementation of 8.33 kHz channel spacing in a
limited form, i.e. for upper airspace services initially, to ease the present
frequency constraints. However, India is aware of the constraint of airborne
equipment to have backward compatibility so that international aircraft can
operate utilizing 25 kHz and/or 8.33 kHz channel spacing without having to
install multiple equipment in the region.
5.3.3.10.1.5.
ICAO’s Asia and Pacific Office is responsible for the development of
frequency plans for member states and for coordinating aeronautical frequency
assignments across countries that could be affected by such assignments in the
region. Therefore, such a consideration with regard to harmonized frequency
assignment planning and equipment standards in the APAC Region need
regional agreement to suit local demand patterns as well as approval and
support by ICAO APAC office.
5.3.3.10.2. India is permitting SATVOICE in place of one HF. In the oceanic airspace,
SATVOICE is also provided as a back – up at Mumbai, Kolkata, Delhi and
Chennai for seamless and interoperable communications. It is also proposed to
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provide SATVOICE at 8 other ATS centers to provide routine and emergency
use communications including disaster management.
5.3.3.10.3. VDL Mode – 2:
5.3.3.10.3.1.
The VHF Digital Link is a means of sending data information between
the aircraft and the ground stations. The VDL Mode 2 is the widely accepted
version of VDL. Examples of the type of messages that it can transmit include
pre-departure clearance, digital automated terminal information service (DATIS), Terminal Weather Information for Pilots (TWIP), or taxi clearances.
5.3.3.10.3.2.
It is expected that in the Block 1 time frame VHF Data link with
automated ATC Supporting Controller Pilot Data Link Communication
(CPDLC) will be the primary means of air-ground communication.
5.3.3.10.3.3.
India will initially implement VDL-M2 on selected routes in Upper
Airspace. Depending on the experience, India plans to extend VDL M2 on all
Upper Airspace routes in a gradual, phased manner.
5.3.3.10.3.4.
Implementation of a national network of VHF data link ground stations
meeting the requirements of the ICAO standards for the VHF Digital link
(VDL) Mode-2 will also be planned in the long term.
5.3.3.10.4. HF: HF voice will be solely retained as a backup to VHF and data link.
Development of HF data link (HFDL) and its standardization by ICAO has
opened up avenues for its use as the primary means of Communication between
ground stations and aircraft in the oceanic air space. AAI will appropriately
upgrade the HF technology as and when the requirements arise.
5.3.3.10.5. Protection of the radio frequency spectrum: India has noted the discussions on
the radio frequency spectrum management and will proactively make all
necessary efforts to ensure the protection and proper use of the radio frequency
spectrum assigned to aviation for radio communication services.
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5.3.4. Navigation
5.3.4.1.Current Navigation infrastructure in India is primarily ground based Nav-aids
such as NDB, VOR/DME and ILS.
5.3.4.2.The ANS Plan has taken in to account the “Navigation Strategy For The
Asia/Pacific Region” as stated below.
a. Convert from terrestrial-based instrument flight procedures to PBN
operations in accordance with the Asia/Pacific Seamless ATM Plan;
b. retain ILS as an ICAO standard system for as long as it is operationally
acceptable and economically beneficial;
c. implement GNSS with augmentation (GBAS preferred) as required for APV
and precision approach or RNP operations where it is operationally and
economically beneficial;
d. implement the use of APV operation in accordance with the Asia/Pacific
Seamless ATM Plan;
e. rationalize terrestrial navigation aids, retaining a minimum network of
terrestrial aids necessary to maintain safety of aircraft operations;
f. protect all the Aeronautical Radio Navigation Service (ARNS) frequencies;
and
g. ensure civil-military interoperability.
5.3.4.3.While transition from ground based navigation to satellite based navigation is
being planned in a progressive manner, it is essential to maintain ground based
systems to support the current and immediate future operational needs. The
following strategy for deployment of nav. aids ensures meeting the current
operational needs and smooth transition to satellite navigation.
5.3.4.3.1. Ground based navigation using VORs and NDBs will continue to be used.
CVORs will be replaced by DVORs and NDBs will be phased out from ATS
route structure and only be retained at remote aerodromes as homing facility
and for carrying out NDB based non-precision approaches
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5.3.4.3.2. VOR/DME: During the period defined in the plan, as part of the transition to
the GNSS, VOR/DME systems will be maintained in selected TMAs,
gradually starting the deactivation of en-route VOR systems. VOR/DME at all
operational airports to support terminal control functions and en-route
functions will be available. Network of VORs/DMEs will be maintained as
backup to provide RNAV 5 coverage in case of satellite system outage till
second GNSS system becomes available.
5.3.4.3.3. DME/DME: Taking into account en route PBN and TMA implementation, as
well as the use of DME/DME navigation as a back-up to the GNSS system, the
current DME systems coverage will be maintained and, if necessary, studies
will be carried out permitting the coverage extension of selected airspaces.
Extensive DME / DME coverage will be ensured to support PBN
implementation in the near and midterm applications.
5.3.4.3.4. ILS: It is foreseen that, within the planning period, ILS systems will remain
operative. Precision approach landing system ILS is currently available at 50
airports. ILS will be installed at all airports where scheduled flights operate.
5.3.4.3.5. GLS: As a part of extended GNSS initiatives, Airports Authority of India and
Honeywell International Inc. are working together towards implementation of
first Ground based Augmentation System at Chennai airport. This is being
taken up as a pilot project and based upon its success Airports Authority of
India will evaluate the requirement of GBAS systems for other Indian airports.
GBAS systemes may be considered at other terrain constrained airports where
ILS installation is not feasible.
5.3.4.4.Flight trial support systems: Requirements of in-flight and ground trial elements
so as to be prepared for a PBN environment will be assessed and augmented
whenever necessary.
5.3.4.5.Satellite based Navigation using GNSS with aircraft-based augmentations will be
applicable for enroute flying. Use of existing satellite navigation systems with
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augmentation (GBAS/SBAS) will be implemented for operation in various phases
of flights, as appropriate, (departure, enroute, arrival).
5.3.4.6.GAGAN – India’s SBAS System
5.3.4.6.1. GAGAN stands for “GPS AIDED GEO AUGMENTED NAVIGATION” .
The system has been implemented in 2013 to support enroute navigation, PBN
procedures and approach procedures with vertical guidance without ILS
(APV). With implementation of GAGAN, India will be able to provide APV
1.0 services (Baro V-NAV / SBAS) in order to meet the ICAO resolution of
Approach with vertical guidance to each runway ends to increase safety,
enhance efficiency and capacity.
5.3.4.6.2. States within the APAC Region can take the advantage from GAGAN Signalin-Space to enhance the availability of approaches with vertical guidance for
aircraft using SBAS avionics. This flexibility provides benefits when
conventional aids are out of service due system failures or for maintenance.
Such approaches can be designed for runways with or without conventional
approaches, thus providing benefits to PBN-capable aircraft, encouraging
equipage and supporting the planning for decommissioning of some
conventional aids.
5.3.4.6.3. GAGAN would enable Indian sub-continent to meet international obligations
for Performance Based Navigation (PBN). Shared benefit will be possible, if
states within the region harmonise the resources that will redefine the
navigation of the future leading to increased airspace capacity, reduced
separation, increased fuel efficiency, reduced emission, meeting the objectives
of seamless Air Traffic Management
5.3.4.6.4. AAI has adopted the following implementation strategy for progressive
implementation of GAGAN services over India:
5.3.4.6.4.1.For runways equipped with ILS: other end of runways can be operated using
GAGAN procedures similar to ILS so as to provide APV 1.0. GAGAN
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approaches will also serve as an alternate to ILS, when ILS becomes
unserviceable or under maintenance.
5.3.4.6.4.2.At runways not equipped with ILS or at terrain constrained airports where ILS
installation is not practicable, GAGAN approaches will be developed and to
be provided.
5.3.4.6.4.3.At small airports where only few aircraft movement exist or at new airports
where traffic density is expected to be less than 10 movements during the peak
hour, GAGAN approaches will meet the requirements without installing ILS
which in turn will save expenditure and will give benefit to the
airlines/operators.
5.3.4.6.4.4.It is also planned to issue an Advisory circular to Domestic Airlines/Aircraft
Operators on its intent to mandate GAGAN-SBAS Receivers within the time
frame of two years from the date of commissioning/ certification of GAGAN.
5.3.4.6.4.5.These procedures will support continuity of airport operations in the event of
ILS outage due to natural calamities/ disaster. These procedures will be
implemented at other airports also where terrain conditions do not permit ILS.
5.3.4.7.GNSS centered performance based navigation will replace ground base
navigation system leading to increased capacity and enhanced efficiency through
reductions in separation minima, bringing benefits to aircraft operators equipped
to meet performance requirements.
5.3.4.8.The medium term will also see the phasing out of a substantial portion of the
current ground-based navigation infrastructure including Non-Directional
Beacon (NDBs), conventional VHF Omni-directional Range (CVOR). In general,
only components needed to support GNSS will be retained. At the end of the
medium term, some phasing out of the instrument Landing System (ILS) will also
be considered by GNSS/GAGAN based approaches.
5.3.5. Surveillance –
5.3.5.1.Terminal Airspace
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5.3.5.1.1. Secondary surveillance radars are used worldwide to track aircraft and provide
independent cooperative surveillance. In the Block 0 time period, they continue
to be the means for surveillance while aircraft are being equipped with ADSB. In the Block 1 timeframe, ADS-B will become the primary mode of
surveillance backed up by secondary surveillance radars. Fused ADS-B and
radar data will be able to provide updates of aircraft position information every
second.
5.3.5.1.2. India will continue to deploy and augment non-cooperative surveillance (PSR)
at all TMAs and sensitive airports.
5.3.5.1.3. Independent Terminal Approach radar (S-Band PSR co-located MSSR) will
be implemented at all high density traffic terminal approach control areas to
ensure continuity and availability of radar data and to support application of
reduced separation minima (3NM / 2.5 NM), multiple runway operations so as
to enhance capacity and safety.
5.3.5.1.4. Multiple overlapping radar cover will be provided at high traffic density areas
to serve as a back-up and to ensure uninterrupted radar surveillance during
planned outage for maintenance and to apply reduced separation minima.
5.3.5.1.5. Surveillance using multi-lateration technique will be explored at select TMAs
to augment radar coverage, specifically in approach areas. Integration of
surveillance information will increase reliability and extent of coverage, thus
increasing safety in critical areas.
5.3.5.2.En-route Airspace
5.3.5.2.1. The main means of surveillance will continue to be collaborative surveillance
in the form of SSR radars, extensively used in TMA and en-route services, and
Mode S in high-density TMAs. However, at sensitive and critical areas PSR
will be maintained and/or augmented for operational reasons.
5.3.5.2.2. The use of ADS-B (ES Mode S receivers) and MLAT will start providing enroute and terminal area surveillance as required; strengthening surveillance in
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areas covered by SSR Modes A/C and S. The medium term will also see
installation of Mode S terminal and route radars.
5.3.5.2.3. ADS-B (ES Mode S) will be gradually implemented on the ground to cover
en-route and terminal areas. Introduction of ADS-B technology as surveillance
equipment in terminal areas, smaller aerodromes, en-route continental airspace
and on aerodrome surfaces will be continued in a phased manner while
encouraging aircraft equipage by providing operational incentives in the form
of service priority.
5.3.5.2.4. High density traffic areas will be covered by multiple radars to ensure
continuous radar cover and also to serve as back-up radar system to meet the
planned outage for maintenance and exigencies.
5.3.5.2.5. Wide Area Muli-lateration (WAM) will be a focus area for application at
remote areas where radar installation may not be feasible. AAI will implement
WAM in a phased manner to augment surveillance coverage areas at remote
airports, such as North East India and Himalayan airports.
5.3.5.2.6. Oceanic airspace: ADS-C/CPDLC Systems are in operation at Delhi, Mumbai,
Kolkata and Chennai FIRs.
5.3.5.3.Radar Networking: All surveillance sensors including Radars, ADS-B and WAM
will be networked so that entire continental airspace is covered under radar
surveillance and seamless radar separation is achievable. Networked radar data
will be available at all appropriate ACC’s and other ATS units.
5.3.5.4.Airport/ Ground surveillance ASMGCS with SMR, ADS-B and Multilateration
has been installed and operational at Delhi, Mumbai, Chennai, Kolkata,
Hyderabad and Bengaluru airport and will also be installed at other major airports
which experience low visibility conditions and traffic movements exceed more
than 10 per hour.
5.4. Block 1 Modules under consideration – B1-SWIM- Future Telecommunication
Infrastructure (FTI)
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5.4.1. Information Management Service (IMS) or SWIM was presented at the ANC-12
as the future for global Aeronautical Fixed Service (AFS). This recommendation
is based on the assumption that a global IP network using IPv6 should be ready by
approximately 2020 for SWIM functions to be implemented.
5.4.2. IMS/SWIM is considered an environment that has to be incorporated into existing
AFS infrastructure before its functions can be optimized. This means the SWIM
functions and associated services or messages have to be identified for integration
and upgrade. The first step is to develop the SWIM Operational Concept, then
identify associated message/service for integration/upgrade.
5.4.3. Asia/Pacific region also is required to plan and implement a dynamic IP network
to support the future SWIM environment as well as enhance AFS such as Regional
Directory Service and Extended AMHS service as specified in ICAO Doc
9880/9896. Based on the Decision of APANPIRG/24, the Common Regional
Virtual Private Network (CRV) project has started in December 2013 to study the
Common Regional Network in APAC Region. India is one of the pioneer members
of the study group.
5.4.4. ASBU Block 1 Module B1-SWIM describes implementation of system wide
information-management (SWIM) services (application and infrastructure)
creating the aviation intranet based on standard data models and internet based
protocols ensuring interoperability.
5.4.5. SWIM represents a complete change in paradigm of information management
along its full life cycle and across the whole ATM system. SWIM aims to provide
ATM information users with relevant information at the right time. The SWIM
concept envisages all participating ATM system users such as ANSPs, airlines,
Airports, Flow management specialists, military, ATC etc. sharing the most
relevant ATM information dynamically. SWIM will result in a more cost and time
efficient exchange of information.
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5.4.6. ICAO “Global Plan Initiatives-22” (GPI-22) under Global Air Navigation Plan
(Doc 9750) envisions and supports for a wholly dependable and reliable
communications infrastructure to support such a dynamic ATM communications.
With Global Air Navigation Plan (GANP 4th edition), such initiative will support
the technological roadmap, facilitation in turn B0- FICE and B0-NOPS and
enabling VOIP and B1-SWIM.
5.4.7. In order to align with this Global Plan Initiative, India plans to introduce a single,
secure and robust ground/ground communications network infrastructure based on
IP-VPN (Virtual Private Network) using commercially available Multi-Protocol
Label switching (MPLS) based network.
5.4.8. This strategic framework planned by India is aimed at taking advantage of
advanced technologies, services and products offered by the telecommunication
industry. The proposed communication network infrastructure will help to
overcome the current limitations viz. limited bandwidth, multiple and fragmented
networks, heterogeneity of equipment’s and service providers, security threats,
different technologies, half circuit arrangements & lackadaisical support etc.
5.4.9. The proposed Pan-India MPLS network will provide enhanced efficiency and
capacity to support various communication and surveillance services to meet
increasing ATM requirements.
5.4.10. The MPLS network will provide a robust cloud on which communication services
shall be provided using IP based VCCS and IP Radio and surveillance services
shall be provided by RADAR, MSSR, Multilateration and ADS-B.
5.4.11. The IP network shall enable Indian airspace to function as a seamless space
continuum to facilitate effective and efficient air traffic services. The network shall
also facilitate effective restructuring of airspace by enabling reduction of ACCs
from 11 to initially 4 and finally 2 within India.
5.4.12. The proposed common IP-MPLS based pan- India network is expected to facilitate
easy integration with the planned Common Regional Virtual Private Network
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(CRV) dedicated to the Asia-Pacific Region. The overall objective is aimed at
efficient communication network infrastructure for providing the desired services
with the performance and interoperability required for aviation safety levels at a
minimum cost.
5.4.13. The project will be implemented in phases over the next five to seven years. The
availability of Pan-Indian communication infrastructure will form the basis of
dynamic information management leading to SWIM.
5.5.Alignment with ASBU
5.5.1. Of the ASBU Block 0 modules under consideration, the CNS area contributes to

PIA1 : B0-RSEQ, B0-APTA, B0-SURF, B0-ACDM

PIA2: B0-FICE

PIA 3 : B0-FRTO, B0-NOPS, B0-ASUR and B0-SNET

PIA 4: B0-CDO, B0-TBO and B0-CCO
5.5.2. Following are the CNS Elements contributing with ASBU Block 0 modules :
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CNS
Operational
Objective
CNS Elements ASBU Block 0 Module APSAP Phases
Aeronautical
AIDC
B0-FICE
PARS I / II
AMHS
B1-SWIM
PARS I/ II
ATN
B1-SWIM
Fixed Service
Aeronautical
Mobile Services
VHF
PASL I / II
HF
CPDLC
B0-TBO
PASL I / II
VDL M2
B0-TBO
PASL I / II
DME
B0-APTA, B0-FRTO
PASL I / II
ILS
B0-APTA
PARS I / II
GLS
B0-APTA
PARS I / II
PBN
B0-APTA,B0-CDO,
ACARS
Navigation
VOR
NDB
BO-
PASL I / II
CCO
Surveillance
PSR
SSR , MODE-S
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PASL I / II
ADS-C
B0-FRTO
PASL I / II
ADS-B
B0-SURF, B0-ASUR
PARS I / II
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6. METEOROLOGY
6.1.Introduction
6.1.1. The International Civil Aviation Organization’s (ICAO) provisions for
aeronautical meteorological (MET) information, required to support air traffic
management (ATM), including air traffic services (ATS), airspace management
(ASM) and air traffic flow management (ATFM), are expressed in terms of
international standards and recommended practices (SARPs) in Annex 3 –
Meteorological Service for International Air Navigation. These global MET
provisions are supplemented by regional operational requirements, which are
determined by regional air navigation agreement and published in regional air
navigation plans, e.g., Asia and Pacific (APAC) regional air navigation plan (Doc
9673), Part VI – MET.
6.1.2. The overall strategic direction for development and implementation of ICAO
provisions for MET information is provided by the Global Air Traffic
Management Operational Concept (Doc 9854) and the 2013-2028 Global Air
Navigation Plan (GANP) (Doc 9750), ensuring MET information and MET
service is developed and implemented to support the transition to an integrated and
collaborative ATM system.
6.1.3. MET is represented by the ASBU MET (AMET) modules in the performance
improvement area titled “globally interoperable systems and data”. MET will also
be a key enabler to operational improvements through the future system-wide
information management (SWIM) environment. ASBU modules in Block 0
represent existing capabilities for implementation over the next five years (e.g.,
B0-AMET), while Block 1, 2 and 3 modules represent improvements commencing
in 2018, 2023 and 2028 (e.g., B1-AMET and B3-AMET).
6.1.4. Aeronautical meteorology (MET) is a thread running through the performance
improvement area titled “globally interoperable systems and data”. Through
system-wide information management (SWIM), meteorological information will
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be a key enabler to the realization of the global ATM operational concept. The
MET modules can be summarized as follows:
a)
Module B0-AMET: Meteorological information supporting enhanced
operational efficiency and safety. Global, regional and local
meteorological information provided by world area forecast centres,
volcanic ash advisory centres, tropical cyclone advisory centres,
aerodrome meteorological offices and meteorological watch offices in
support of flexible airspace management, improved situational
awareness and collaborative decision making and dynamically
optimized flight trajectory planning.
b)
Module B1-AMET: Enhanced operational decisions through integrate
meteorological information (planning and near term service).
Meteorological information supporting automated decision process or
aids involving: meteorological information meteorological translation,
ATM impact conversion and ATM decision support
c)
Module B3-AMET: Enhanced operational decisions through integrate
meteorological information (near‐term and immediate service).
Meteorological information supporting both air and ground automated
decision support aids fo implementing weather mitigation strategies.
6.1.5. The APAC Seamless ATM Plan V1.0, developed by the APAC Seamless ATM
Planning Group (APSAPG) as a regional implementation plan intended to
facilitate APAC Seamless ATM operations, recognizes B0-AMET as a
recommended ASBU upgrade in the APAC region.
6.2.Current requirements for MET in support of ATM
6.2.1. In accordance with the GANP and ASBU module B0-AMET, 2018 is the target
implementation deadline for the current provisions for MET information (i.e., the
Annex 3 SARPs and regional operational requirements). Therefore, over the next
4 years, depending on operational requirements, implementation of global,
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regional and local MET information provided by world area forecast centres,
volcanic ash advisory centres, tropical cyclone advisory centres, aerodrome
meteorological offices and meteorological watch offices will be necessary to
support flexible airspace management, improved situational awareness and
collaborative decision making, and dynamically optimized flight trajectory
planning.
6.2.2. The regional strategy adopted in the APAC Seamless ATM Plan is expected to be
implemented in two phases: Phase I and Phase II. With respect to the current
provisions for MET information identified in ASBU module B0-AMET, Phase I
of the APAC Seamless ATM Plan (expected implementation by 12 November
2015) requires that:

all high density aerodromes should provide MET forecasts, aerodrome
warnings and alerts that support efficient terminal operations ; and

ATM systems should be supported by implementation of appropriate
MET information reporting systems, providing, inter-alia, observations,
forecasts, warnings and alerts.
6.3.Future requirements for MET in support of ATM
6.3.1. Future requirements for MET information in support of the air traffic system will
be guided by the operational concepts in Doc 9854, the GANP framework and
ASBU methodology (e.g., provision of MET information will be an integrated
function of the ATM system, tailored to meet ATM requirements in terms of
content, format and timeliness).
6.3.2. The medium-term strategies for operational improvements in the ASBU
methodology include B1-AMET: Enhanced Operational Decisions through
Integrated Meteorological Information (Planning and Near-term Service);
implementation expected from 2018 onwards, which will require MET
information supporting automated decision processes or aids involving: MET
information, MET translation, ATM impact conversion and ATM decision
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support. This module also acknowledges the need for space weather information
services in support of safe and efficient international air navigation.
6.3.3. B1-AMET (and B1-DATM: Service Improvement through Integration of all
Digital ATM Information) promotes the establishment of standards for global
exchange of MET information. The first evolutionary step in the provision of MET
information to support integration includes the exchange of OPMET information
(specifically METAR, SPECI, TAF and SIGMET) in a digital form (XML/GML),
accompanied by the appropriate metadata, in accordance with the globally
interoperable information exchange model. These developments were designed to
foster the future system wide information management (SWIM) environment,
which would include MET, aeronautical and flight information, amongst others.
6.3.4. The next steps are to make it standard practice for States to exchange such OPMET
information in digital form. It is expected that a significant portion of current MET
products would transition to supporting digital information exchange within
SWIM. In addition, there would be an increased reliance on the automated relay
of MET information to and from aircraft, including enhanced aircraft-based MET
reporting capabilities (supporting B2-SWIM: Enabling Airborne Participation in
Collaborative ATM through SWIM).
6.3.5. In the longer-term, B3-AMET: Enhanced Operational Decisions through
Integrated Meteorological Information (Near-term and Immediate Service);
intended to be available for implementation in 2028, aims to enhance global ATM
decision making in the face of hazardous MET conditions through:
a. tactical avoidance of hazardous MET conditions in especially the 0-20
minute timeframe;
b. greater use of aircraft based capabilities to detect MET parameters (e.g.
turbulence, winds, and humidity); and
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c. Display of MET information to enhance situational awareness. This
module also promotes further the establishment of standards for the global
exchange of MET information.
6.3.6. Integration of meteorological information into ATM, airspace user systems and
decision support tools will continue to be improved. The effect of meteorological
conditions will be progressively mitigated, not only through the implementation of
better all-weather capabilities on the ground and in the air, but through better use
of meteorological data and information to increase predictability and reliability.
6.3.7. Sub-regional exchange of MET information: India will consider and support the
possibilities for sub-regional exchange of MET information and associated
agreements that facilitate ATM operations particularly over busy routes that
overlap different FIRs.
6.4.ATM in support of MET :
6.4.1. Currently, Annex 3 contains provisions that require air-reports of prescribed MET
elements or conditions observed by aircraft on international air routes to be
recorded, reported and exchanged between specified units.
6.4.2. Supporting the implementation of these provisions, Phase I of the APAC Seamless
ATM Plan requires that, in addition to being supported by implementation of
appropriate MET information, ATM systems should also provide information to
MET authorities or offices where required.
6.4.3. The Seamless ATM Plan, specifies a number of elements of meteorological
support for the Preferred ATM Service Levels (PASL), which are planned to be
implemented in 2 phases; Phase I by 12 November 2015, and Phase II by 8
November 2018.
6.4.4. Potential MET-ATM work areas arising from the Seamless ATM Plan include:

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•
meteorological data (principally wind at specific altitudes) supporting
design of Continuous Climb Operations (CCO) procedures that require
segregation from Continuous Descent Operations (CDO) (NOV 2015);
•
meteorological data (altimetry, pressure gradient and temperature)
supporting Baro VNAV procedures if these are used (NOV 2015) ;
•
meteorological data supporting Arrival and Departure Management
processes (AMAN/DMAN) (NOV 2015);
•
AMET for high density aerodromes, such as short-term very regular
forecasting of weather information including wind, visibility, cloud base,
precipitation, special weather phenomena, etc., customized to suit the
aerodrome and terminal airspace operation (NOV 2015);
•
meteorological data to support ATFM/CDM within high density FIRs
(NOV 2015); all FIRs (NOV 2018);
•
meteorological reporting systems that support ATM – observations,
forecasts, warnings and alerts – such as weather radar data integrated into
the ATC aircraft situation display (the reporting systems can be 2-way
providing data back to meteorological offices) (NOV 2015); and
•
meteorological data to support the determination of nominal aircraft
capacity for all terminal ATC Sectors (NOV 2018)
6.4.5. The ATFM framework is expected to be finalized for adoption by APANPIRG/26
in September 2015. A number of elements that will require MET support for
implementation of ATFM are:

Prediction and monitoring tools, including weather prediction;

CDM tools including information exchange;

Analysis tools for data analysis and reporting;

Terminal and aerodrome operations including wind monitoring
6.4.6. The Regional Framework for Collaborative ATFM is expected to develop and
implement a regional network of sub-Regional distributed or “virtual” ATFM
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networks, which will require the definition of standardized ATFM message
formats communications protocols to ensure interoperability within and between
sub-Regional networks. MET information provided to support ATFM networks
will require similar standardization. Given the pressing need for sub-Regional
ATFM implementation in the Asia/Pacific Region, there may be a need for
standardized digital MET data exchange before the finalization of global
standards.
6.5.Analysis of Current Situation in India
6.5.1. Indian Meteorological Department (IMD) provides Aviation Meteorological
Services for safety, regularity, and efficiency of International air navigation in
accordance with the provisions of Civil Aviation Requirements (CAR) section –
Air Space and Air Traffic Management series M Part I, dated 12th November,
2012 and regional air navigation agreements in this regard.
Note: DGCA is Designated Meteorological Authority for provision of
Meteorological Services for international air navigation over the Indian Territory;
including international waters and other areas outside the territory of India in
accordance with regional air navigation agreement.
6.5.2. IMD provides a crucial service to the national and international civil aviation
sector in fulfilment of the requirements prescribed by the International Civil
Aviation Organisation (ICAO) and the Director General of Civil Aviation of India
(DGCA).
6.5.3. These services are provided through 18 Aerodrome Meteorological Offices
(AMO) and 54 Aeronautical Meteorological Stations (AMS) located at various
national and international airports of the country.
6.5.4. Aerodrome Meteorological Offices functioning at Mumbai , Kolkata , Delhi and
Chennai airports also serve as Meteorological Watch Offices (MWOs) catering to
flights in respective Flight Information Regions (FIR). One ICAO designated
Tropical Cyclone Advisory Centre (TCAC) is also functioning at New Delhi. It is
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this center’s responsibility to monitor the development of tropical cyclones in its
area of responsibility, using geostationary and polar-orbiting satellite data, radar
data and other meteorological information and provide advisory information on
tropical cyclones to the Meteorological Watch Offices in India and neighboring
countries.
6.5.5. The guidelines for meteorological service to aviation in India are given in “Manual
on Procedures for Meteorological Services for Aviation in India” published by
Central Aviation Meteorological Division (CAMD). It is essentially the Annex 3,
incorporating national practices also. The Aviation Weather Code Book, also
published by CAMD closely resembles “Manual on Codes- WMO No.306”. These
two publications are updated and revised from time to time in order to incorporate
all the amendments and changes by WMO and ICAO.
6.5.6. The meteorological information for the use of aviation activities are:

Current weather observations (METAR/ SPECI, MET REPORT/
SPECIAL)

Forecasts (Terminal Aerodrome Forecast (TAF), Area/ Local Forecast,
Route Forecast, Take-off and Landing (TREND) Forecast)

Warnings (Aerodrome warnings, Warning for Light Aircrafts, Wind shear
warnings, SIGMET)

Climatology (Climatology of aerodromes, Climatological summary,
Climatology of upper wind and temperature).
6.5.7. World Area Forecast System
World Area Forecast System (WAFS) products are being utilised for briefing all the
international flights.
6.5.8. Information Dissemination
The briefing and documentation to the operators is provided either through manual
or automated means. The web based information dissemination system known as
On-line Briefing System (OLBS) of IMD is being maintained by the meteorological
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offices functioning at the international airports at Chennai, Kolkata, Mumbai and
New Delhi, through which the registered users can directly download the forecast
products as desired.
6.6.Strategy for the implementation of performance objectives
6.6.1. Planning of meteorological systems in support of ATM has been done taking into
account current MET deficiencies identified by the ICAO Regional Office, the
work program of the different ICAO panels and operational groups, changes
introduced to SARPS and the provisions contained in Doc. 9750 - Global Air
Navigation Plan.
6.6.2. IMD shall ensure compliance with the requirements of the World Meteorological
Organization in respect of qualifications and training of meteorological personnel
providing service for international air navigation.
6.6.3. AAI, as the ANS provider and IMD will closely collaborate with each other to
achieve and implement the ATM operational objectives described in this
document, with emphasis on ASBU Block 0 modules.
6.7.Alignment with ASBU
MET
Operational ASBU Block 0 Module APSAP Phase
Objective
provide MET forecasts, B0- AMET
aerodrome
warnings
and alerts that support
efficient
terminal
operations
PASL I / II
Implementation
of B0-AMET, B0-DATM; PASL I / II
appropriate
MET
PARS I / II
information reporting
systems,
providing,
inter-alia, observations
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7. AERONAUTICAL INFORMATION MANAGEMENT (AIM)
7.1.Introduction
7.1.1. The 36th Session of the ICAO Assembly recognized that to satisfy new
requirements arising from the Global ATM Operational Concept, aeronautical
information service (AIS) should transit to the broader concept of aeronautical
information management.
7.1.2. AIM is the integrated management of aeronautical information services through the
provision and exchange of quality-assured digital aeronautical data. This provision
and exchange of data ensures the flow of information necessary for the safety,
regularity and efficiency of international air navigation.
7.1.3. APSAP Recommendations:
7.1.3.1.ASBU Block 0 Module B0-DATM Digital Aeronautical Information
Management (AIM) is one of the “critical” modules identified by APSAP as
essential for Seamless ATM implementation.
7.1.3.2.AIM is one of the foundation elements that supports other aspects of ASBU, and
as such requires a high priority. A key strategy activity during Block 0 may
include the development of the System-Wide Information Management (SWIM)
concept of operations to support the next phase of AIM development and
integration within the future SWIM framework.
7.1.3.3.ATM systems should be supported by digitally-based AIM systems (using
Aeronautical Information Exchange Model version 5.1 or later) through
implementation of Phase 1 and 2 of the AIS-AIM Roadmap in adherence with
ICAO and regional AIM planning and guidance material (ASBU Priority 1).
7.1.3.4.ATM systems should be supported by complete implementation of AIM Phase
3.
7.1.4. The AIS to AIM transition roadmap envisages the transition from the supply of
predetermined products to the management of data from which Aeronautical
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Information in its entirety can be extracted and subsequently customized in a variety
of ways to serve future ATM needs.
7.1.5. This challenge will be met by the transition to AIM. AIM will be responsible for
both the content (including formats, timeliness, collection, checking, distribution,
etc.) and the proper management of the data (storage, consistency between
databases, interfacing with other systems, etc.).
7.1.6. AIM will manage data on the basis of the System Wide Information Management
(SWIM) concept which is a globally all-encompassing, structured but open
approach to data management. Progressive implementation of the SWIM principles
in AIM is in fact AIM’s evolution to IM, or Information Management that is fully
SWIM based and which is the ultimate goal.
7.1.7. User applications are an important new element of the concept. AIM will ensure
that user applications can access data immediately and from any location, including
aircraft in flight or on the ground, where appropriate connectivity is available. The
role of user applications is to transform data into aeronautical information,
customized to the specific requirements of a given user at a given time. User
applications for self-briefing, flight planning, operational control, CDM and inflight use (e.g. Electronic Flight Bag - EFB, 4D displays for taxiing) can be
envisaged among others. These applications will also be system independent,
scalable and will cover the needs of a broad spectrum of aeronautical information
users.
7.1.8. In AIM, the frontier between textual and graphical formats will dissolve. Only data
of the required quality will be managed and made available, and it will be the role
of the applications to select and then intelligently use and if required display
information in whichever format (textual or graphical) is the most appropriate and
as requested by the user.
7.1.9. AIM will be able to meet users’ needs on several levels. It will be a significant
driver of the transition also on the user side. It will offer superior data service and
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total flexibility for users via the user applications concept. It will also retain the
ability to offer traditional AIS products to users who have yet to make the transition
(AIS is one component of AIM).
7.1.10. AIM is a concept for managing the content of aeronautical data and the data itself,
providing quality assured data to user applications for the benefit of all aviation
stakeholders. Its open standards and common data exchange models will ensure
platform independence and Interoperability.
7.1.11. Appropriate rules and procedures will need to be developed to ensure that all data
sources meet the AIM requirements for data quality.
7.2.Expected Benefits
7.2.1. AIM will bring benefits to all parts of the ATM system by enabling the provision
of aeronautical data of the required quality, accessible by all users (human as well
as systems) at all times. As such, it will especially contribute to:
7.2.1.1.Safety – Timely and accurate aeronautical data of the appropriate scope is
essential for the safe use of modern ATM and navigation techniques.
7.2.1.2.ATM performance – AIM is an essential enabler for concepts like CDM and
enhanced airspace management.
7.2.1.3.Flight Efficiency – The interaction of all elements of gate-to-gate activities will
be harmonized to efficiently exploit the full capacity of airports and airspace.
7.2.1.4.Enabling User Applications – A basic tenet of the AIM concept is the provision
of aeronautical data of the required quality in standard format, without prejudice
as to how the data will be used. Specific rules and procedures for ATM and
aircraft operation will ensure proper usage.
7.2.1.5.Uniformity and interoperability of systems –AIM acts in the direction of
improved uniformity and interoperability both on a regional level, and on a
global scale.
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7.2.1.6.Cost effectiveness - AIM offers a cost effective, uniform data management
environment meeting the needs of all users in an open and interoperable
networked system.
7.3.Analysis of the current situation ( 2014)
7.3.1. Aeronautical information service (excluding publication of Aeronautical
Information Circulars (AIC)) is provided by Airports Authority of India (AAI). AIC
is published by DGCA. The provision of AIS is governed under the provisions of
Civil Aviation Requirements (CAR) Section 4– Aerodrome Standards and Air
Traffic Services Series X Part II, dated 12th November 2009.
7.3.2. The AIS to AIM Transition table published by ICAO regional office, Bangkok,
provides the present status of the AIS to AIM transition process of APAC States.
India provides updated information to ICAO regional office regarding the AIS to
AIM transition.
7.3.3. India has implemented all Phase 1 elements plus more than half of the Phase 2
elements of the AIS to AIM transition process including P-11 - Electronic AIP.
7.3.4. The Electronic Aeronautical Information Publication (e-AIP) was developed in
2013 and is currently available on the AAI internet website (www.aai.aero).
7.3.5. For development of the electronic Aerodrome Mapping Data Base (e-AMDB), a
discussion on integration and use of the current airport’s database between airport
operators, stakeholders and related organizations will be carried out. Furthermore,
plans to implement the electronic terrain and obstacle data and weather information
will be initiated in 2015. All developed AIM systems will be integrated and in
operational trial in 2015 and full migration to the digital environment will be ready
from the year 2016.
7.4.. Strategy for the implementation of performance objectives
7.4.1. The purpose of the Aeronautical Information Management Strategy is:
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“To achieve a uniform and efficient aeronautical information management
structure, based on system wide information management, to support all phases of
flight.”
7.4.2. India will continue to progress on the AIS to AIM transition process in accordance
with the regional guidelines.
7.4.3. India has also noted the progress of the ICAO AIS-AIM SG meetings, the
subsequent expected changes in Annex 15 and the expected publication of PANSAIM.
7.4.4. India will progressively modify the strategy of AIS to AIM transition and progress
towards SWIM in close collaboration with APAC regional States.
7.5.Alignment with ASBU
7.5.1. Of the ASBU Block 0 modules taken under consideration, the AIM area contributes
to PIA 2 module B0-DATM and PIA 3 module B0-AMET.
7.5.2. The ASBU Block 1 modules considered are B1-DATM, B1-AMET and B1-SWIM.
7.5.3. The alignment of ASBU and APSAP elements with the operational objectives are
as shown below:
ATM Operational ASBU Block 0 Module
APSAP Element
Objective
AIS to AIM
B0- DATM , B1-DATM
PASL I/II
Provision of Met B0- AMET , B1-AMET
PARS I/II
services
System
Wide B1-SWIM
Information
Management
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WORLD CLASS AIRPORTS
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8. AIRPORT OPERATIONS- AERODROMES AND GROUND AIDS /
AERODROME OPERATIONAL PLANNING (AGA/AOP)
8.1.Introduction
8.1.1. Airport infrastructure, which was exclusively owned and managed by the AAI until
recently, was opened up for private sector participation. Currently airports in
Hyderabad, Bangalore, Delhi, Mumbai, and Nagpur are working under the PublicPrivate Partnership (PPP) model.
8.1.2. The next phase of growth in Indian aviation would come from tier 2 and tier 3 cities.
These cities remain largely untapped and harbor huge potential for air travel as there
is growing desire and need for this segment to travel within as well as outside India
for work and leisure. The low cost carriers ( LCC) such as Spice jet, Indigo and the
new entrant Air Asia are looking to tap this segment of new potential fliers and
connect the tier 2 and tier 3 cities.
8.1.3. Strong demand would drive the next phase of growth as the airlines will look to
augment their capacities and add to their fleet sizes while airports are equipped to
handle the increased traffic flow and narrow body aircrafts.
8.1.4. Air Cargo represents about 10% of the Airline Industries’ revenue. About 35% of
the value of goods traded internationally is transported by Air. Transport and
logistics industries are closely related so far as growth and development of economy
is concerned. Thus with a boom in economic activity, demand for transport &
logistics is sure to be in demand. Further with the globalization and present trends
of international marketing boom in the industry it is expected to boost the cargo
traffic both in Urban and Rural-urban areas.
8.1.5. Ministry of Civil Aviation had setup a working group to study the Air Cargo
Logistics in India and had released the report in May 2012. The report envisages
that there is strong relationship between growth in international trade and logistics
infrastructure. During the year 2013-14, all operational airports taken together so
far as freight is concerned, maintained 2 million MT mark (1.4 MT international
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and 0.8 million MT domestic); specifically freight handled was 2279.12 thousand
tonnes which indicates an increase of 4% over the previous year. At a growth rate
of 5% by 2017-18, it is forecast to touch 2796 thousand MT and at a growth rate of
8.2% beyond 2017-18, it is forecast to touch 4142 thousand MT by 2022-23.
8.1.6. Airports Authority of India has drawn plans to develop 24 domestic cargo terminals
throughout the country. AAI is implementing Government’s plan for development
of Air cargo facilities throughout the country and development of national logistics
network for faster movement / transport of cargo goods.
8.2.Aerodrome Operations
8.2.1. The principal challenge to aerodrome operators will be to provide sufficient
aerodrome capacity, while the challenge to the ATM system will be to ensure that
all available capacity is fully and efficiently utilized. As aerodromes are a focal
point in the ATM system, it is important that aerodrome operators work with other
stakeholders to ensure that ground capacity does not become the system constraint.
8.2.2. A key element will be to improve surface traffic management to reduce delays on
movement and maneuvering areas and enhance safety, efficiency and situational
awareness by implementing airport collaborative decision making (A-CDM)
through sharing surface operations data among the different stakeholders at the
airport.
8.2.3. Airports capacity will also be managed by the allocation of aircraft movement slots
to ensure that runway capacity is not exceeded and availability of aircraft parking
stand is ensured through collaborative decision making. When one or more of the
design components are inadequate to support the desired operational capacity of the
aerodrome, ATM procedures, standards and infrastructure will be provided to
compensate for the operational inadequacies.
8.2.4. Runways are typically the capacity bottleneck of aerodromes but aircraft parking
stands, baggage sorting and transfer facilities, aprons and passenger security
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screening points operating close to or over capacity are becoming choke points as
well, especially at hub airports.
8.2.5. A-CDM promises to alleviate congestion but the close collaboration between
airport management and other stakeholders such as its shareholder, ATM and
airlines is essential to a coordinated development of the capacity of the regional air
transport network in the long-term.
8.2.6. Aerodrome operations are a key component for Seamless ATM, especially in regard
to infrastructure and operational efficiencies. The collaborative interaction of
various stakeholders is important to ensure that aerodrome operations, facilities and
equipment are suitable for all aircraft operators. Aerodrome operators require the
airspace, ATM, aerodrome and aircraft operations to be cohesive and interoperable.
This includes not only the aerodrome movement areas but the terminal and ancillary
services, which may include border protection, fuel, baggage and passenger
facilitation, which need to be aware of the interaction of their services with the
aircraft operations.
8.3.APSAP Recommendations
8.3.1. Short, medium and long term aerodrome planning needs to take into account the
seamless system so that capital investment is aligned to ATM operational
efficiencies. Aerodrome development and airline changes are catalysts for changes
driven by the aerodrome operator, but there is a need to ensure enroute and terminal
ATS efficiencies are not impacted or lost, due to poor aerodrome infrastructure and
operations. A saving in aircraft flight time can easily be eroded by lack of gates,
poor taxiway-runway interface and inadequate terminal facilities.
8.3.2. Stakeholder involvement and infrastructure changes needs to be coordinated to
maximize the efficiencies from a systemic approach to aerodrome, airspace, air
traffic management and aircraft operations
8.3.3. Preferred Aerodrome/Airspace and Route Specifications (PARS)
8.3.3.1.PARS Phase I (expected implementation by 12 November 2015)
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8.3.3.1.1. All high density international aerodromes (100,000 scheduled
movements per annum or more) should:
a) provide an appropriate apron management service in order to regulate entry
of aircraft into and coordinate exit of aircraft from the apron;
b) have appropriate ATM coordination (including meetings and agreements)
related to:
i.
airport development and maintenance planning;
ii.
coordination with local authorities regarding environmental,
noise abatement, and obstacles; ATM/PBN procedures for the
aerodrome;
c) conduct regular airport capacity analysis, which included a detailed
assessment of passenger, airport gate, apron, taxiway and runway capacity;
d) and provide electronic surface movement guidance and control.
8.3.3.1.2. All high density aerodromes should operate an A-CDM system serving
the MTF and busiest city pairs, with priority implementation for the
busiest Asia/Pacific Aerodromes (ASBU Priority 2).
8.3.3.2.PARS Phase II (expected implementation by 08 November 2018)
8.3.3.2.1. Where practicable, all high density aerodromes should provide the
following infrastructure and facilities to optimize runway capacity:
a) additional runway(s) with adequate separation between runway centerlines
for parallel independent operations;
b) parallel taxiways, rapid exit taxiways at optimal locations to minimize
runway occupancy times and entry/exit taxiways;
c) rapid exit taxiway indicator lights (distance to go information to the nearest
rapid exit taxiway on the runway);
d) twin parallel taxiways to separate arrivals and departures;
e) perimeter taxiways to avoid runway crossings;
f) taxiway centerline lighting systems;
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g) adequate maneuvering area signage (to expedite aircraft movement);
h) holding bays;
i) additional apron space in contact stands for quick turnarounds;
j) short length or tailored runways to segregate low speed aircraft;
k) taxi bots or towing systems, preferably controlled by pilots, to ensure
efficiency and the optimal fuel loading for departure; and
l) Advanced visual docking guidance systems.
8.3.3.2.2. All high density aerodromes should have a declared airport terminal and
runway capacity based on a capacity and efficiency analysis, to ensure
the maximum possible efficiency of aircraft and passenger movement.
8.4.Analysis of the current situation ( June 2014)
8.4.1. Aerodrome Certification
8.4.1.1.The 36th Session of the ICAO Assembly in September 2007, resolved that States
undertake Certification of Aerodromes as part of the obligations of States to
ensure aerodrome adequacy for the safe aircraft operations at aerodrome.
Aerodromes certification is a standard included in Annex 14 since 2003.
Aerodrome certification is an essential means to ensure aerodrome safety and
enhance efficiency.
8.4.1.2.The 38th Assembly resolved that States should take necessary measures,
including the allocation of adequate resources, to improve the level of
implementation of aerodrome certification, including SMS at aerodromes.
8.4.1.3.Out of 21 international aerodromes in India, 18 aerodromes have current
certification and for the other 3 aerodromes the certification process is in
progress.
8.4.2. Aerodrome Capacity
8.4.2.1.India fully supports the need for Aerodrome Capacity analysis and declarations.
India has declared aerodrome handling capacity (peak) for the six major airports
as below.
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Sl No
Airport
Rwy Configuration
Declared(Peak)
Remarks
Capacity
1
Delhi
2/3
Parallel 75
Runways
2
Mumbai
Cross Runway
38
MAX DEP 45
MAX ARR 37
MAX DEP 30
MAX ARR 24
3
Chennai
Single Runway
29
MAX DEP 25
MAX ARR 20
4
Bangalore
Single Runway
30
MAX DEP 19
MAX ARR 17
5
Kolkata
Dependent
Parallel 30
Runway
6
Hyderabad
Single Runway
MAX DEP 20
MAX ARR 20
30
MAX DEP 20
MAX ARR 20
8.4.2.2. AAI intends to roll out ATFM Phase I implementation from 2014. Initially a
baseline model of aerodrome capacity as declared above might suffice to arrive
at demand capacity balancing measures. As the process matures it is expected
that more precise aerodrome capacity figures taking into account met conditions,
availability of aerodrome and CNS infrastructure etc., will be required to arrive
at more refined DCB scenarios.
8.4.2.3.AAI will undertake a more exhaustive aerodrome capacity analysis for all high
and medium density aerodromes to support implementation of ATFM.
8.4.3. Apron Management
8.4.3.1.Presently AAI as the ANS provider provides Apron Management service as part
of Aerodrome Control Service and Surface Movement Control Service at all
aerodromes in India.
8.4.3.2.The data from DGCA India shows that as on 2014 total number of aircraft in
India is around 1650, out of which scheduled airlines comprising both passenger
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and cargo carriers that operate in the Indian skies have a total fleet of over 405
aircraft. The ANS Strategic Plan has also noted various industry reports on the
intended aircraft orders ( up to the order of around 700 aircraft in the next ten
years ) as committed by different scheduled airlines from India. Both Boeing and
Airbus have indicated in their projections a healthy growth in terms of number
of aircraft that will be required by Indian carriers in the next 15 years.
8.4.3.3.AAI as the major airport operator will plan augmenting the apron capacity
gradually to meet the industry requirements.
8.4.4. A-CDM Initiatives
8.4.4.1. A-CDM has been implemented in Delhi airport since 2013.
8.4.4.2.AAI has developed A- CDM software module indigenously and the same is
being put to operational trials at Mumbai airport. On successful trails, AAI
intends to extend the A-CDM platform to other airports in a phased manner.
8.4.4.3.The ATFM implementation in India will integrate A-CDM to provide ‘gate-togate” traffic flow management capability.
8.5.Strategy for the implementation of performance objectives
8.5.1. All possible efforts will be made to ensure that operational aerodromes have
required physical characteristics and operational procedures corresponding to
ICAO standards and recommended methods (SARPS).
8.5.2. The optimization of TMA air space structure with the PBN implementation requires
necessary measures that ensure an effective control with respect to obstacles in
proximity area of the aerodromes, taking into account the minima separation
applicable between aircrafts and obstacles.
8.5.3. As first reference to these critical elements, the identification of aerodromes located
near to operational saturation, followed by actions required to improve this capacity
in terms of differentiation of these limits through the application of the best
practices in the existing infrastructure, and, if necessary, in modified infrastructure,
are interpreted as a necessary requirement.
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8.5.4. Other external conditions to aerodrome operation that should be coordinated with
responsible local Committees are the limitation of operations due to noise level, to
the use of ground and to bird hazard, as well as the cancelation of operations due to
adverse climatic conditions, that affect or limit the required optimization.
8.5.5. Planning has been based on the following areas:
a) Quality and availability of aeronautical data ;
b) Aerodrome certification ;
c) Improvement of physical and operational characteristics of the aerodrome; and
d) Runway safety.
8.5.6. Quality and availability of aeronautical data
8.5.6.1.In order to achieve more efficient aerodrome operations and reduce the risk of
aviation accidents, the quality and availability of aeronautical data must be
assured through updates.
8.5.6.2.India provides necessary details regularly for updating the information contained
in the APAC Basic Navigation Plan, Vol. II FASID, Table AOP1 regarding 21
international aerodromes. The Aeronautical Information Management road map
ensures quality of aeronautical data.
8.5.7. Aerodrome certification
8.5.7.1.Certification process of aerodromes is a mandatory requirement to improve
safety in aerodromes and to establish an effective oversight.
8.5.7.2.It is important to guarantee the quality of the installations and services of the
Aerodrome through a process of continuous training of the personnel involved
in airport operations.
8.5.7.3.DGCA India as the regulator is the responsible agency for aerodrome
certification in India. AAI, as the major airport operator, will ensure that the
certification of airports under its authority.
8.5.8. Improvement of physical and operational characteristics of the aerodrome
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8.5.8.1.The recommendations of APSAP for Phase I and Phase II will be considered in
the improvement of physical and operational characteristics of aerodromes.
Consideration will also be given to the capacity constraints at critical aerodromes
which affect ATFM.
8.5.8.2.In order to establish a balance between demand and capacity, aerodrome
operators , including AAI, will evaluate aerodrome capacities to enable air space
users to be able to determine when, where and how to carry out operations to
meet their business objectives. The capacity determination will also take care of
the conflicting needs with respect to air space and aerodrome capacity.
8.5.8.3.The capacity obtained through the aforementioned strategies relates to the
installed infrastructure and its utilization, based on current demand. In addition
aerodrome capacity will also be assessed based on saturation or near saturation
conditions under projected traffic conditions.
8.5.8.4.AAI will undertake capacity assessment studies regularly at all AAI airports on
a regular basis and initiate necessary infrastructure augmentation when deemed
necessary.
8.5.9. Runway safety
8.5.9.1.Runway safety issues have been recognized as a worldwide safety concern for
years. Prevention of runway incursions has become a priority area.
8.5.9.2.India has strong commitment to prevent runway incursions and has taken many
initiatives for prevention of runway incursions such as improving aerodrome
signage, markings, procedures, training and regulations and also safe guarding
against human errors.
8.5.9.3.Local Runway Safety Teams have been established at all aerodromes to develop
action plan for runway safety, advise management as appropriate on potential
runway incursion issues and recommend strategies for hazard removal and
mitigation of the residual risk.
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8.5.9.4.Advance-Surface Movement Guidance and Control System (A-SMGCS) are
operational at six busiest aerodromes of India which helped in timely detection
of runway incursions .
8.5.9.5.The safety of aircraft operations with respect to conditions that cause runway
excursions, may largely depend on pavement surface conditions, their behaviour
under different weather conditions, and their use. These characteristics are:
friction on paved surfaces covered by snow or ice or water, surface drainage
capacity, and rubber contamination.
8.5.9.6.AAI as the ANS provider, in close collaboration with the airport operators, will
ensure the identification and management of such conditions to keep them within
acceptable levels. AAI will also ensure proper dissemination of these operating
conditions to users, authorities.
8.6. Alignment with ASBU
8.6.1. Of the ASBU Block 0 modules under consideration, the AGA area contributes to
PIA 1 modules B0-15, B0-80 and BO-75 and PIA 2 module B0-30.
8.6.2. Alignment of ASBU Modules and APSAP Elements
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AOP
Operational ASBU
Objective
Module
Quality and
availability of
aeronautical data
B0-DATM
Block
0 APSAP Element
PARS I
Aerodrome
certification,
PARS I
Improvement of
physical and
operational
characteristics of the
aerodrome
PARS I
A-CDM Initiatives
B0-ACDM
PARS I and PASL I
Apron Management
B0-SURF
PARS I
Aerodrome Capacity
B0-RSEQ
PARS I and PASL I
Runway safety
B0-SURF
PARS I
Safe and Efficient
Surface Operations
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9. DEMAND AND CAPACITY MANAGEMENT
9.1.Introduction
9.1.1. A rapidly expanding air transport network calls for construction of new airports
while expanding and modernizing existing ones. Going forward, proliferation of
smaller airports in tier 1 and tier 2 cities would call for increased collaboration
between these smaller airports and the bigger airports in metro cities. Many of these
airports would feed passengers and cargo to the airports at metro cities, in a hub and
spoke concept. Increased collaboration can help run these smaller airports
economically as they can leverage resources, technology, and investments made in
a major metro airport.
9.1.2. The predominant domestic air traffic flow, presently, is from and to the Metro
airports. As the traffic from such Tier II and Tier III airports increases in the coming
days, the characteristics of air traffic flow will undergo a gradual change. There will
be increased pressure on the resources of Metro airports. Consequently, it is
expected a skewed demand and capacity air traffic scenario will exist at certain
times, at certain “hot spots” in the Indian ATM environment.
9.1.3. Air Traffic Flow Management (ATFM) is a proven ATM measure to balance
demand and capacity of air traffic. It is applied locally at a place where the demand
exceeds capacity, but with a system wide view, understanding the ripple effects of
restrictions on the overall air traffic flow.
9.2.Demand and Capacity Management
9.2.1. Demand and capacity balancing will allow airspace users to optimize their
participation in the ATM system while mitigating conflicting needs for airspace and
aerodrome capacity through collaborative usage of decision-support tools to ensure
most efficient use of airspace resources, equitable access for all airspace users,
accommodate user preferences and ensure that demand on an airspace resource will
not exceed its capacity.
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9.2.2. The system will endeavor to remove constraints wherever possible, and minimize
the effect of constraints through management and modification of trajectories where
removal is not possible. Where constraints are unavoidable, the earliest possible
notice will be given to those affected. The intent is that any modifications will be
the minimum required to avert any conflict, meet runway capacity requirements.
9.2.3. Demand and Capacity Management aims at maximizing the ATM system capacity
whilst minimizing the effects of constraints. Optimal balancing of capacity and
demand will be achieved through CDM (between ANSPs, aerodrome operators, air
space users, meteorological information provider, etc), supported by SWIM taking
into account airspace and aerodrome limitations and uncontrollable events (e.g.
adverse weather, ATM system failure, aircraft emergency).
9.2.4. Traffic synchronisation will ensure safe, orderly, expeditious and integrated flow
of traffic during all phases of flight. Implementation envisages a transition in traffic
management from today’s emphasis on tactically adjusting demand to fixed
capacity towards a more strategic and collaborative approach to match capacity,
rather than constrain and demand. The nature of tactical flow management will be
more dynamic and adaptive to operate to finer capacity and time limits and
responsively cope with real-time events.
9.2.5. Demand and Capacity Assessment Processes and tools to identify, collect, analyse,
validate and distribute demand and capacity data to produce an accurate picture of
the capacity, constraints and demand patterns through all phases of flight will be
developed.
9.2.6. The ATM system capacity will be determined based on:
a. Number of runways
b. Number of runway exit taxiways
c. Runway Occupancy time
d. terminal capacity
e. surveillance data
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f. weather conditions
g. airspace structure
h. Applicable minimum separation in terminal airspace
9.2.7. Major bottlenecks in the overall ATM system, viz., trends in delay, diversions,
holding will help in identifying the causes of capacity and demand imbalance.
Existing tactical traffic management processes and systems will be improved upon
through re-sectorisation, improved utilisation of existing runway and taxiway
resources to fill performance gaps. Reduction in constraints on demand and
delivering more efficient and expeditious traffic synchronisation will be achieved
by optimisation of SIDs, STARs and implementation of continuous descent
approaches by optimising existing airborne (GNSS) and ground CNS capabilities.
9.3.AIR TRAFFIC FLOW MANAGEMENT IN INDIA
9.3.1. An efficient ATM system should be flexible to enhance the capacity to meet the
demand in an efficient manner without adverse impact on SAFETY and in a very
cost effective manner for the airspace users. Keeping in view the current and future
growth of traffic and to ensure Safe and efficient flow of traffic through various
airports and airspace, Airports Authority of India has taken initiatives to implement
Central Air Traffic Flow Management system integrating various stakeholders in
the system to programme various operational constraints strategically and tactically
in such a way that the demand and capacity are optimally balanced through
Collaborative Decision making process.
9.3.2. The C- ATFM System will balance demand and capacity in Indian airspace and
airports for most efficient operations that will include both international and
domestic traffic.
9.3.3. ATFM project will be undertaken in three phases.
9.3.3.1.Phase 1 : ATFM for six metro airports
 In the first phase six major airports (Delhi, Mumbai, Chennai, Kolkata,
Bangalore and Hyderabad) will be provided strategic and pre-tactical demand
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predictions to determine periods of excess demand compared to the available
capacity.
 C-ATFM also will provide capabilities to model and implement Traffic
Management Initiatives (TMIs) to smooth the demand to the available capacity
via Ground Delay Programs. TMIs are shared with aircraft operators as an
integral part of the CDM process.
 For periods of significant, unexpected capacity reductions, Ground Stop TMIs
will also be modelled and implemented.
 Once a TMI is implemented, CATFM will provide updated demand predictions
to monitor TMI performance. Updated predictions are driven by tactical flight
data updates from the automation systems as well as flight specific updates
provided by aircraft operators.
 Aircraft Operators are provided capabilities to perform schedule management
adjustments (e.g., slot substitutions) to optimize their operations consistent with
the available capacity determined by AAI and the constraints of the TMI.
9.3.3.2.Phase 2: Nationwide implementation at all airports and Indian continental
airspace.
 In phase 2 of the project a nationwide ATFM system covering all airports to
support ATFM/CDM for airspace programs and arrivals into airports
throughout India will be implemented.
 Future functionality of the proposed ATFM system will be driven by customer
needs and advances in ATFM. Hence some key functional enhancements for
including departure programs of additional airport and airspace flow
programs to complement the proposed airport arrival programs in phase 1 may
be taken up during phase 2.
 A passive web portal access shall be made available to the neighbouring States
to have an increased situational awareness of the ATFM in India. Web is an
important part of the enhanced ATFM system, as it allows Airline/aerodrome
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operators and ATS Units, access to information about TMIs. AOs will be able
to view flight details and manage their own ATC slots during a TMI. ATS
Units, Airline and aerodrome operators will be able to view all flights arriving
and departing from their aerodrome.
9.3.3.3.Phase 3: Integrating with international ATFM according to ICAO regional
ATFM plan of Asia Pacific region. : ICAO regional office has set up an ATFM
steering Group (ATFMSG) to develop the concept for regional ATFM in APAC
region. India is a leading member of the ATFMSG. The evolution of C-ATFM
system in the third phase will be planned to harmonize with the
recommendations of ATFMSG.
9.3.3.4.ATFM project implementation will progress as defined in terms of timelines as
below:

Near term- 2014-2016

Midterm- 2016-2018

Long term- 2018-2023
9.4.Alignment with ASBU and APSAP
9.4.1. Implementation of ATFM is an enabler for optimum utilization of available ATM
resources. ATFM provision, in no way, should be a substitute for efforts towards
achieving ATM operational objectives described in this document. Therefore the
provision of ATFM in India is indirectly dependent on all the ASBU Block 0
modules and APSAP elements. The direct relationship, however, is made to B0NOPS, which is a “critical” ASBU Priority 1 element in the APSAP.
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10.HUMAN RESOURCE AND COMPETENCE MANAGEMENT
10.1.
Introduction
10.1.1. In view of the new requirements derived from the implementation of the ATM
Operational Concept, holistic planning the development of Human Resources and
Competence Management, will be given prime importance.
10.1.2. Efficient functioning of Air Navigation system demands a collaborative integration
of human resources, information, technology, facilities and services with the
support of communications, navigation and surveillance. The provision of ATM
services will depend on the performance of individuals and the development of new
competencies, making possible their interrelationship with the operational and
technical environment.
10.1.3. Each system is developed, maintained and operated by human beings that continue
to be the most flexible and critical element to manage threats and errors in ATM
operations. For a seamless service delivery that will be the requirement of future, a
highly competent and multidisciplinary team will be needed to perform its functions
in the new operational scenario. To achieve this, the members of this team must
receive a uniform and high quality level of training.
10.1.4. The role of the individual and his contribution to the Air Navigation System will
keep evolving according to the changes presented in the Operational Concepts and
the structure of the system. The proper provision of air navigation services will
depend on the management of the competencies of technical and operational
personnel, as well as on their availability in sufficient numbers to cover the different
services. It will also demand a redefinition of the profile of the personnel required
for the system.
10.1.5. In the past, the evolution of aeronautical technologies has been gradual and, to a
large extent, Civil Aviation Training Centers (CATCs) and instructors have been
able to face the challenges of change, even though they did not always have refined
training methodologies and instruments available. However, the new ATM systems
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are based on many new concepts, and their implementation represents an even
bigger challenge.
10.1.6. The planning of personnel competence management for the implementation of the
components of the ATM Operational Concept shall take into account the specific
requirements of all the implementation activity of the different areas that make up
this document. The development and implementation of the expertise of human
resources, the guidelines, standards, methods and the tools for human error
management, the friendly use of the new technology and operational training will
be the basis for ATM success
10.1.7. The Challenges of New Concepts:
10.1.7.1.
The introduction of these new concepts within the ATM system will
make planning a critical element and its efficient development will have a big
impact on all aeronautical personnel, including the managerial levels. That is
why competence management is one of the key issues for a successful transition.
10.1.7.2.
As a result of the introduction of the components of the ATM
Operational Concept, new aeronautical disciplines will emerge. From the point
of view of human resource planning, it will be necessary to redistribute and train
personnel. The need for a seamless integration of human resources to the
management of safety in the design and implementation of new ATM systems
and in operational training has been clearly identified.
10.1.8. HR Considerations by ICAO
10.1.9. The Global ATM Operational Concept (Doc 9854) states:
Humans will play an essential and, where necessary, central role in the global
ATM system. Humans are responsible for managing the system, monitoring its
performance and intervening, when necessary, to ensure the desired system
outcome. Due consideration to human factors must be given in all aspects of
the system.
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10.1.10.
The AN-Conf/12 emphasized the importance of human performance
considerations by endorsing Recommendation 6/4, which called for the
integration of human performance as an essential element for the
implementation of ASBU modules and in the planning and design phase of new
systems and technologies, as part of a safety management approach.
10.1.11.
ICAO Annex 15 - Article 3.7.4 also has mentioned: “The competencies and the
associated knowledge, skills and abilities required for each function shall be
identified, and personnel assigned to perform those functions shall be appropriately
trained. Processes shall be in place to ensure that personnel possess the
competencies required to perform specific assigned functions. Appropriate records
shall be maintained so that the qualifications of personnel can be confirmed. Initial
and periodic assessments shall be established that require personnel to demonstrate
the required competencies. Periodic assessments of personnel shall be used as a
means to detect and correct shortfalls”.
10.1.12.
APSAP Recommendations:
10.1.12.1.
The role of the human is especially important in delivering high quality
and consistent services supporting Seamless ATM. Therefore it is crucial to
ensure that, training and licensing requirements are developed using a
competency-based framework, fatigue-related risk is managed appropriately,
and safety data, including the reporting of hazards, is collected, analysed and
acted upon within ATM systems that support Seamless ATM.
10.1.12.2.
One of the more important human performance aspects in order to
deliver a consistent, harmonised and efficient service is ATC training, to change
from a procedural mind set to one that used the tactical delivery of services based
on ATS surveillance and automated safety nets (airborne and ground).
10.1.12.3.
Moving from reliance on paper-based flight progress strips to an
electronic equivalent connected to the ATS surveillance Flight Data Processing
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System (FDPS) or direct data inputs to the Aircraft Situation Display (ASD)
support this paradigm shift.
10.1.12.4.
Controllers need to be trained on the application of tactical separation,
including the use of positive control techniques, such as vectoring and speed
control when conflict pairs approach minimum separation. In this regard, it is
important that managers facilitate a modern operating environment in terms of
air safety incidents and human factors, so personnel are confident using the full
capability provided by the CNS facilities.
10.1.12.5.
A critical human performance issue is the training of ANSP
management and regulators in human performance issues. These decisionmakers had an important influence on outcomes in terms of supporting the right
environment for Seamless ATM activities, whether that is providing financial
resources, or establishing high-level policies and procedures.
10.1.12.6.
A key component of Seamless ATM is the ability of controllers to
operate, and have confidence in, a new operating environment. The appropriate
use of ATC simulators to enhance their learning experience is an essential part
of the necessary training.
10.1.12.7.
In planning to deliver Seamless ATM services, it is assumed that each
State and aircraft operator will comply with the English language proficiency
requirements in accordance with ICAO Standards and Recommended Practices.
10.1.13.
ICAO-Next Generation Aviation Professionals (NGAP) Initiative
10.1.13.1.
In 2009, ICAO launched the Next Generation Aviation Professionals
(NGAP) initiative to ensure that a sufficient number of qualified and competent
aviation professionals are available to manage the future international aviation
transport system.
10.1.13.2.
Air traffic management (ATM), however, is exacting, stressful and
emotionally charged, as hundreds of lives are bundled into the blips and dots as
they flash continuously across an ATCO’s radar screen. The Air Traffic Safety
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Electronics Personnel (ATSEP) support the smooth functioning of the system.
And it is vital for these professionals to liaise seamlessly to ensure the safety of
every flight, from departure to arrival.
10.1.13.3.
At the same time, modernisation of the air navigation system continues,
bringing automation and the need to rethink training and competencies. A move
away from a prescriptive set of rules to training designed around the desired
competency for each individual will better meet the new requirements.
10.1.13.4.
Recognising that there were no formal training guidelines for ATCOs
and ATSEPs, ICAO’s NGAP Task-force took the lead to build guiding principles
on key global requirements – the deliverables being a revised PANS training
with a competency framework and associated guidance material in the form of
training manuals through the ATM sub-group.
10.1.13.5.
The Next Generation of Aviation Professionals (NGAP) Task Force
developed competency frameworks for air traffic controllers (ATCOs) and air
traffic safety electronics personnel (ATSEP) to support the progressive
implementation of competency-based training practices for ATM personnel.
This second edition of the PANS-TRG has been restructured and divided into
different Parts dealing with each category of personnel. The PANS-TRG
addresses competency-based training and assessment program that stakeholders
may choose to implement.
10.1.14.
Competency Based Approach
10.1.14.1.
The PANS training will be built on a competency framework which is
the basis for the training manual. This training manual will serve as guidance
material to ANSPs in implementing a competency based approach to training
ATCOs and ATSEPs.
10.1.14.2.
As each local environment and situation is different, the competency
framework will be used as a ‘menu’ from which to choose the appropriate and
necessary competencies to be trained, adapting to each local situation. Each
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component of the framework is also adapted to the phase of training; from initial
training, through site-specific unit training and on to continuation and
development training. In other words, this framework enables the training
organization to develop their training materials such as courses and syllabi which
will raise the trainee’s competence to the required standards for the tasks and
activities needed to perform their job autonomously. This framework will then
maintain and further develops those aptitudes. The commonality of the
competency framework brings harmonised training across the globe, thereby
enhancing mutual recognition.
10.1.14.3.
Harmonisation of initial training is a fairly easy task, conceptually, as
the trainee is taught the fundamental skills of the profession, which are very
similar in each location. The greater challenge, however, is the site-specific unit
training. Local geography, topography, aerodrome layout, airspace, procedures,
types of user and system specifics determine the requirements and will
necessarily differ for every single unit, facility and geographical location.
Consequently, harmonisation of training can only be achieved in the competency
framework itself. Common competencies and standards will be recognised and
applied, but the way in which they need to be performed will vary greatly from
one unit to the next.
10.1.14.4.
The competencies required for the ATCO of the future are not the same
as the human skills, qualifications and requirements for today’s ATCO. The
change required can only come through well-constructed and well-targeted
training schemes to ensure that the actual competencies required can adapt over
time, even though the framework for that training should not need to.
10.2.
Analysis of the current situation
10.2.1. The high level of automation and interdependence of the current system gives rise
to several problems related to human resources and human factors and the
interaction with their environment and other persons. The experience gained in this
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area indicates that the human element should be considered as the critical part of
any plan for the implementation of new technologies. Achievement of the ATM
operational concept will be dependent on the competence of the human resources.
10.2.2. The challenges and the development of human resources will multiply during the
transition period to the ATM Operational Concept. Since the existing and emerging
air navigation technologies will work in parallel for some time, civil aviation
personnel will have to develop new skills while maintaining those necessary for the
operation and maintenance of the existing systems, using a collaborative approach
for civil aviation training.
10.2.3. The analysis of the current situation reveals existing weaknesses and emerging
threats. Weaknesses include, inter alia:
i. Lack of sufficient personnel;
ii. Lack of and duly trained personnel;
iii. High cost of training (initial, specialised, recurrent, remedial);
iv. Inadequate and Insufficient amount of simulators for training;
v. Instructors with insufficient knowledge and qualifications to meet
current needs;
vi. Procedures and training for use of new system and its use in
parallel with the current system
vii. Human/machine interface issues for new system and its use in
parallel with current system
viii. Operator/user confidence and competency in new system
ix. Selection criteria for operators/users of new system
x. Automation issues
xi. Operator knowledge of system mix
xii. lack of suitable profile for the selection of candidates;
10.2.4. Emerging threats include inter alia,
a) The need to implement new training methods;
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b) The need to develop new competencies to address new technologies;
c) Increased traffic volume;
d) Change of mindset to embrace a collaborative approach; and
e) Change in mindset to accept technological and operational developments.
10.2.5. The Civil Aviation Training College (CATC), Allahabad is the premier training
establishment of Airports Authority of India (AAI). It meets training requirement
in the field of ATM and CNS, as laid down in ICAO standards. With the increased
requirements for qualified Controllers and technical personnel, the following
additional centre(s), have been established:
a)
Hyderabad Training Centre capable of handling ab-initio and Area Control
(Procedural) training for controllers (Since 2006)
b)
National Institute of Aviation Training Management (NIATAM) Gondia for
handling ab-initio Aerodrome and Approach control courses (Since 2010)
10.2.6. Civil Aviation Training College, Allahabad, has achieved the Trainair Plus full
membership status since June 2013, after successfully completing all the
requirements including production of a Standardized Training Package.
10.2.7. Trainair Plus full membership status will play a vital role in the development and
sharing of valuable course materials permitting CATC Allahabad to meet its
mandate and challenges with regard to training activities. The competency acquired
by CATC’s course developers and use of standardized training methodology
contained in the ICAO Trainair Plus Training Development guide – Competencybased Training Methodology (Doc 9941), which embraces the members of ICAO
competency based approach, will surely enhance the quality of training courses
developed by the college.
10.2.8. The Trainair Plus full membership will provide the required impetus in grooming
the next generation aviation professionals of India to meet the challenges of the
aviation industry.
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10.2.9. AAI is setting up of four Integrated ATS Simulators (IATS) at regional training
centers (RTC) located at Delhi, Mumbai, Chennai and Kolkata. The IATS will be
used to bridge the gap between basic training at CATC and the on-job-training
(OJT) of ATCO’s.
10.3.
Strategies for the implementation of performance objectives
10.3.1. With an expected doubling of air traffic in a 15-20 year horizon, the demand for
qualified aviation personnel is likely to increase across all domains. With demand
exceeding capacity in India, an increase in productivity is required to maintain the
industry’s cost-effectiveness.
10.3.2. Detailed estimates for the future requirements of ANS personnel is critical for AAI.
This analysis should take into account the projected growth in traffic, the impact of
new technology, and the expected attrition of manpower as a result of qualified
personnel retiring or moving to other geographies or industries. In order to be keep
pace with growth requirements AAI will need to ensure that it has appropriate
systems in place to recruit, train and retain controllers and engineers.
10.3.3. The capacity of the available training infrastructure to support the development of
the requisite skills from Ab-initio through to upgrading the capabilities of existing
controllers and ATSEP personnel on new technologies and procedures must also be
determined. Significant investment is required in order to update equipment and
install the latest simulation technology at the training institutes.
10.3.4. All the areas involved in ATM will be required to initiate planning of the
development of human resources and training requirements, including operations
and maintenance personnel. The planning should be done keeping in mind that the
role of each individual within the ATM Operational Concept, taking into account
the guidelines of Document 9750 – Global Air Navigation Plan, the Global ATM
Operational Concept and other related ICAO documents.
10.3.5. The Air Navigation system should be designed to reduce potential errors optimizing
their detection and mitigation. To this end we need the application of a fair culture
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that includes a voluntary incident reporting system enabling organisational
learning.
10.3.6. ICAO programmes concerning the formation of the new generation of aviation
professionals (NGAP) must be taken into account, using the results of this panel for
planning the courses.
10.3.7. To facilitate the development of training programmes and materials the following
strategies may be kept in mind;
i. Early identification of training needs and priorities for Air Navigation
Systems personnel: Given the diverse and specific training that will be
needed for the new systems, as well as the need for standardization, it is
essential to establish a collaborative plan of services required. However, an
effective plan will only be formulated once the training needs and priorities
have been clearly identified; and
ii. Coordination and planning of training for Air Navigation Systems
personnel at local level: Effective planning and coordination for the
preparation of the appropriate materials should be done at local level to
achieve standardization.
10.3.8. The civil aviation training centres should prepare their instructors on the ATM
Operational Concept and the supporting systems for its implementation, such as
ASBU.
10.3.9. When planning specialized training, provisions should be made for inclusion of
basic training in other areas, so that there will be acknowledgement of the work
carried out in other units, and awareness of the impact of the task in the
consideration of the global ATM. Personnel will be aware of the work done in other
units and of the impact their tasks have on the overall ATM.
10.3.10.
As a strategy, the planning of personnel competence management shall consider
three stages:
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i. Basic training: This stage shall include the new operational ATM concepts,
the communications systems, all aspects involved in the operation of the air
navigation systems, the new surveillance systems, the new aeronautical
information vision and the meteorology system;
ii. Training for those who plan and implement: Training is required at the top
management level in order to provide decision makers the necessary basic
information for planning the implementation of ATM systems. This type of
training is required for executive staff responsible for planning ATM
systems, as well as for those responsible for planning supporting systems.
iii. Task-specific training: if training is required for ongoing management,
operation and maintenance of systems. This category accounts for most of
the training needs and is the most difficult to plan, develop and implement.
10.3.11.
Planning has been based on the issues listed as below:
a) Planning training to develop air navigation systems personnel skills
b) CATCs shall actively accompany the planning and development of update and
training courses on the ATM Operational Concept to comply with the roadmap
developed by ICAO.
10.3.12.
The following should be established to support human performance in the
delivery of a Seamless ATM service. The systems should consider all the elements
of the SHEL Model (Software, Hardware, Environment and Liveware – humans),
in accordance with the ICAO Human Factors Digest No. 1 and related reference
material:
i.
human performance training for all ANSP managers, including:
ii.
assessment and management of risks related to human capabilities and
limitations;
iii.
effective participation in a team and team management
iv.
effective safety reporting systems;
v.
human factors in air safety investigation;
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vi.
fatigue management approaches;
vii.
enhancement and improved application of ATC simulators;
viii.
safety teams comprising multidisciplinary operational staff and
managers which review safety performance and assess significant
proposals for change to ATM systems;
10.3.13.
Human performance-based training and procedures for staff providing ATS,
including:
10.3.14.
a)
the application of tactical, surveillance-based ATC separation;
b)
control techniques near minimum ATC separation;
c)
responses to ATM contingency operations and safety net alerts; and
d)
the importance of an effective safety reporting culture.
Prevention of fatigue systems should be established to support human
performance in the delivery of a Seamless ATM service. The systems should be
consistent with guidance within ICAO Doc 9966 FRMS – Fatigue Risk
Management System.
10.3.15.
The ANS Strategic plan takes note of the development of PANS-TRG document
by ICAO and also development of related documents for ATCO training and
ATSEP training. The focus of skill development of ANS personnel will
continuously be monitored, assessed and suitably modified so as to align with the
best practices and the SARPS.
10.4.
DEVELOPING INDEGENOUS R&D CAPABILITY
10.4.1. Despite handling challenging air Traffic Growth , the much-needed Research and
Development capability in Air Traffic Management did not exist in AAI and hence
had to heavily depend on Foreign ANSPs and vendors for the ATM and the
Automation related Systems and solutions.
10.4.2. With a view to developing innovative and self-reliant ATM solutions and
implementing new Technology based on sound research compatible with India’s
requirements, AAI has set up ANS R & D facility in Hyderabad .
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10.4.3. The R&D centre would also exploit the readily available expertise and talent of the
current ANS Personnel as most of them have either research or Engineering
background.
10.4.4. The ANS R & D centre would provide comprehensive laboratory capabilities to
support AAI's daily air traffic management operations and maintenance, besides
carrying out performance analysis and R&D.
10.4.5. The capability will provide AAI access to latest technological advancement in the
field of air traffic management, CNS & Automation equipment and software
development to cope with the challenging ASBU requirements and contribute to
Safe and Seamless ATM.
10.4.6. The ANS R&D center will derive its performance objectives from the ANS
Strategic Plan operational objectives and play an important role in harnessing
indigenous capabilities to develop solutions to meet the challenges.
10.5.Alignment with ASBU
10.5.1. The development of human resources and competency management is an essential
element for the implementation of all the ASBU Block 0 taken under consideration
in the planning and design phases of new systems and technologies, as well as in
their implementation phase, as part of a safety management scope.
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11. SAFETY MANAGEMENT
11.1.Introduction
11.1.1. The Global Aviation Safety Plan
11.1.1.1.
The 2014-2016 Global Aviation Safety Plan (GASP) (Doc. 10004)
establishes specific safety objectives and initiatives, guaranteeing the efficient
and effective coordination of safety-related complementary activities among
all interested parties.
11.1.1.2.
One of the main priorities of GASP is to continuously reduce the global
accident rate through a structured and progressive approach which comprises
short, medium and long term objectives. As the Global Air Navigation Plan
(GANP), the objectives of GASP are compatible through specific safety
initiatives classified in accordance with the various safety performance areas.
These performance areas are common to each of the global objectives.
11.1.1.3.
The objectives of the ICAO GASP and their corresponding target dates
are applied to the global aviation community. Nevertheless, each of these
objective include specific initiatives and milestones that can be continuously
implemented by States on the basis of their various operational profiles and
priorities. In this manner, the initiatives in GASP will lead towards making
progress as per each State’s safety surveillance capabilities, the States Safety
Programmes (SSP) and the safety processes necessary to support the future
air navigation systems.
11.1.2. Objectives of GASP
11.1.2.1.
The short term objectives of GASP are oriented towards the
implementation of the ICAO Standards and Recommended Practices (SARPs)
related with State authorization, certification, approval and emission of
licenses as they are pre-requisites enabling air traffic growth in a safe and
sustainable manner. States lacking these capabilities will ensure they count
with the resources, as well as with the legal, regulatory and organizational
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structures necessary to comply with their fundamental obligations regarding
safety supervision. States having a mature safety surveillance system should
centre in the continuous application of safety management in the short term.
The target implementation of this objective is 2017.
11.1.2.2.
The GASP medium term objective urges all States to achieve full
implementation of SSP and Safety Management Systems (SMS) worldwide,
to facilitate a dynamic management of the safety risks. Through the
application of SSP, States will complement fundamental safety surveillance
functions with the management of risks and analytical processes that can
proactively identify and mitigate safety problems. The implementation target
date is 2022.
11.1.2.3.
The long term objective is the application of predictive systems to
convert in the integral part of the future aviation systems. The objective is to
support an operational environment defined by the increase of automation and
the integration of ground and air advanced capabilities, as shown in the
ASBU. The target date of this implementation is 2027.
11.1.3. Framework of GASP
11.1.3.1.
The GASP can be mapped by using a safety strategic diagram, as the
one shown in the figure (Figure 7) below. This diagram shows how the safety
initiatives and the GASP objectives joint to compose the safety improvement
strategy.
11.1.3.2.
The columns show the evolution of the Plan objectives. Every row
represents the performance area that creates a common subject thread in
support of GASP objectives.
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FIGURE 7: GASP SAFETY FRAMEWORK
11.2.Regional Aviation Safety Groups
11.2.1. The ICAO Regions are currently resolving safety issues through different
mechanisms established by the States themselves and the industry. The Regional
Aviation Safety Group – Asia and Pacific Regions (RASG-APAC) was
established in October 2011. This Group was established as a focal point to ensure
harmonisation and coordination of safety efforts aimed at reducing aviation risks
in the APAC States, and the promotion, by all the stakeholders, of the
implementation of the resulting safety initiatives.
11.2.2. Current requirements on State safety management have been consolidated into
Annex 19 – Safety management, effective from 2013.
11.2.3. The State administration must establish mechanisms to ensure the effective
supervision of the critical elements of the safety oversight function. Furthermore,
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it must create mechanisms to ensure that hazard identification and safety risk
management by service providers is consistent with the established regulatory
controls (requirements, specific operating regulations and implementation
policies). These mechanisms include inspections, audits and surveys to ensure
that safety risk regulatory controls are properly integrated in the SMS of service
providers, that they are implemented as designed, and that they have the expected
effect on safety risks.
11.3.State Safety Programme (SSP)
11.3.1. The introduction in the SARPs of requirements related to the State safety
programme (SSP) resulted from the growing recognition that safety management
principles impact most of the civil aviation management activities, including
regulation, policy-making and safety oversight.
11.3.2. State Safety Programme (SSP) describes the arrangements of the management of
aviation safety in a State. It is a package of state civil aviation system that includes
policy, legal framework, organization and mechanism available in a state for the
establishment and maintenance of acceptable level of safety.
11.3.3. International Standards and Recommended Practices (SARPs) contained in the
ICAO Annex 1 – Personnel Licensing, Annex 6 — Operation of Aircraft, Annex
8 — Airworthiness of Aircraft, Annex 11 — Air Traffic Services, Annex 13 —
Aircraft Accident and Incident Investigation and Annex 14 — Aerodromes
require ICAO Contracting States to establish a State Safety Programme (SSP) in
order to achieve an Acceptable Level of Safety (ALoS).
11.3.4. The SSP is based on comprehensive analysis of the State's aviation system, safety
policies and risk management, safety assurance and promotion. Safety oversight
of DGCA is now focused on areas of significant safety concerns or higher safety
risks. Thus, SSP provides the means to combine prescriptive and performancebased approaches to safety rulemaking, policy development and oversight by
DGCA India.
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11.3.5. In order to manage the SSP and ensure implementation of requirements of Safety
Management Systems (SMS) by stakeholders, a State Safety Programme and
Safety Management Systems (SSP/SMS) Division has been established in
DGCA. A regulatory framework after introduction of SSP in DGCA and SMS
amongst stakeholders has been established.
11.3.6. Safety Management System (SMS)
11.3.7. The States will require, as part of the State safety Programme, that the air
navigation service provider(s): ATS, AIS, CNS, MET, SAR and AGA implement
a safety management system acceptable to the State and that, at least:
i. Identifies safety hazards;
ii. Ensures the implementation of the necessary corrective measures to maintain
the agreed level of safety efficacy;
iii. Provides for ongoing monitoring and periodic assessment of safety efficacy;
and
iv. Seeks to improve the general status of the safety management system on a
continuous basis.
11.3.8. The SMS will clearly define the lines of responsibility for safety within the
organization of the air navigation service provider, including the direct safety
responsibility of high managerial staff.
11.3.9. In order to maintain acceptable safety levels, AIS and MET services must
implement Quality Management Systems.
11.3.10. According to ICAO Annex 11, any significant change in the ATS system related
to safety, including the implementation of reduced separation minima or a new
procedure, will only become effective after a safety assessment has shown that
they will meet an acceptable level of safety and that users have been consulted.
When applicable, the responsible authority will make sure that the appropriate
measures are taken for post-implementation monitoring to verify that the
established level of safety is being met. When the acceptable level of safety
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cannot be expressed in quantitative terms due to the nature of the change, the
safety assessment may rely on operational judgment.
11.4.Analysis of Current situation (2014)
11.4.1. Airports Authority of India developed its first Corporate Safety Management
System Manual in 2005. This manual was developed on the basis of best industry
practices and contained all the elements present in the then draft Safety
Management Manual issued by ICAO.
11.4.2. ICAO published its first edition of Safety Management Manual (Doc. 9859) in
2006. Accordingly, Airports Authority of India revised its Corporate Safety
Management Manual in 2009 as per ICAO SMS framework. This Corporate
Safety Management Manual was accepted by DGCA in 2009.
11.4.3. The DGCA issued a Civil Aviation Requirement Section – 1 General Series ‘C’
Part I on July 20, 2010 for the “Establishment of a Safety Management System”
(SMS) based on the guidelines contained in the second edition of Safety
Management Manual (Doc 9859), which was published by ICAO in 2009. It
details the various requirements that need to be fulfilled for establishing a SMS
and calls for a phase wise implementation of SMS.
11.4.4. The first phase of SMS implementation was successfully completed by AAI in
2010 wherein the Safety Policy & Objectives of AAI were revised. Gap analysis
with regulatory requirements & SMS Implementation Plan were also prepared.
Most of the elements required for the other phases of SMS Implementation are
already in place and are being followed in AAI. The Safety Management Manual
of AAI has now further been revised and redesigned as per the DGCA CAR. It
contains all the components and elements of SMS as envisaged by DGCA CAR.
The DGCA accepted AAI corporate SMS manual in 2013.
11.4.5. Safety accountabilities, responsibilities and authorities of top management of AAI
have been defined, documented and have been included in the revised version of
the Corporate Safety Management manual. The Manual has also been simplified
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for easy reading and an effort has also been made to make its practices and
procedures user friendly.
11.5.Strategy for the Implementation of Performance Objectives
11.5.1. Planning has been based on implementation of Safety Management System in the
provision of ANS Services.
11.5.2. An Air Traffic Service provider, a licensed aerodrome or an aerodrome applying
for aerodrome licensing are required to establish and maintain Safety
Management Manual as per DGCA CAR on SMS.
11.5.3. Accordingly AAI, which is both ANS Provider and Airport Operator has
established Safety Management System in AAI. The SMS manual is available on
AAI website.
11.5.4. The Corporate SMS Manual (2013) provides guidance for the establishment of
Safety Management System in Airports Authority of India in accordance with
ICAO and DGCA regulations and guidelines. This manual sets “Safety
Requirements” which must be met to achieve this objective. It also details the
practices, processes and procedures to achieve these Safety Requirements, which
are essential for the safe and efficient Air Navigation Services in Indian
administered air space and at airports, where services are provided by AAI. It is
published for the use and guidance of AAI personnel.
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12. Summary of ANS Strategic Plan Operational Objectives
12.1.The following is a summary of ANS Strategic Plan operational objectives in the short
term and medium term time frame. The long term operational objectives are also
indicated for which the preparations need to begin in the medium term time frame.
ANS Strategic Plan Operational
Objectives
PBN
Implementation
Enroute
Short Term
Medium Term
Long Term
Reduced Horizontal
Separation ( RHS);
RHS;
RNP 4;
RNAV 5;
RNP 2
RNP 10 in Oceanic;
RNAV 2
RNAV-5 in
continental
TMA
RNAV 1
SID/STAR;
RNAV 1
SID/STAR at all
airports;
RNAV 1
SID/STAR at all
airports;
APV;LNAV
RNP 1 SID/STAR
at all possible
airports;
RNP 1 SID/STAR
at all possible
airports;
CCO/CDO
Precision APP,
Precision APP,
APV;LNAV
APV;LNAV
RNP 0.3 ( for
helicopters)
RNP 0.3 ( for
helicopters)
CCO/CDO
CCO/CDO
Non-exclusive
Non-Exclusive/
RNP 1 SID/STAR;
Precision APP,
Airspace
Non-Exclusive
Exclusive
Classification of
Airspace
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Upper Airspace –
Class A
Oceanic Airspace
– Class A
Four layer concept
TMA – Nonexclusive PBN/
ADS-B airspace
for service
priority
TMA- Exclusive
ADS-B/ PBN
airspace
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Communication VHF
VHF Coverage
(above 10,000 ft.);
VHF - 8.33 KHz
VHF – 8.33 KHz
VDL M2
VDL M2
Cross coupling- for
UAH
RCAG
Navigation
Surveillance
Page 138 of 171
HF
HF Coverage as
back up to CPDLC
HFDL
HFDL
SATCOM/
SATVOICE
SATCOM In
oceanic airspace
SATCOM
SATVOICE
AMHS
As per APAC AMHS plan
AIDC
AIDC within India
AIDC with
adjacent countries
DME/DME
Ensure coverage for
RNAV-5
Extend coverage for RNAV-2
VOR
As a backup to PBN routes
ILS
At all international
airports
GNSS ( SBAS )
As per GAGAN Road Map
GBAS
Pilot project
PSR
At all TMA and critical airports
SSR / Mode-S
At all International
airports; Enroute
service
At all high density airports
ADS-B
As standalone and to
supplement
surveillance
coverage
As standalone and
To supplement
surveillance at
critical airports
As a replacement
for en route SSR
radars
ASMCGS
At all international
airports , affected by
weather
At all
international
airports
Upgrade to L3 and
L4
MLAT
At selected airports /
airspaces
Extension of
coverage
Consider WAM for
en route
surveillance
Surveillance Data
fusion
To appropriate ATS
automation Centers
To appropriate ATS automation Centers
and C-ATFM
Full AIDC
At all high density airports
Assess and
Extend to other
airports
GBAS CAT II / III
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Begin FTI for
SWIM infrastructure
FTI and integrate
AIM , MET
AIS to AIM
AIS to AIM Phase 1
and Phase 2
AIS to AIM Phase AIS to AIM Phase 3
1 and Phase 2
PANS-AIM
Recommendations
ATFM
Phase I
Phase II
MET
For ATFM ,
For ATFM
Aerodrome
OPMET
operations, Forecasts
Exchange within
India
OPMET exchange
between States
Aerodrome
Capacity
Initial Capacity
Analysis
Refine capacity
analysis
Predictive capacity
analysis
A-CDM
At selected airports
At all
International
airports
Integrate with
ATFM
Aerodrome
Infrastructure
Coordinated efforts for augmenting capacity based on ANS
Strategic Plan
SWIM
AGA/AOP
HR
Page 139 of 171
With AIM, MET
and ATFM
ANS Plan Recommendations
Progress towards
SWIM
Phase III
PANS –TRG
Recommendations
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13. APPENDICES
A. Traffic Statistics
B. Relationship between ASBU and APSAP elements
C. Relationship between Global Plan Initiatives ( GPI ) and ASBU
D. CNS Road Maps AND PBN Roadmap
E. Avionics Equipage Requirement
F. ANS Performance Framework
G. Sub Regional Initiatives- BOBASIO
H. References
I. Glossary
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APPENDIX A: AIR TRAFFIC STATISTICS
A. AIR TRAFFIC DATA FROM 1999 to 2013
Indian Air Traffic Movements - Last Decade
2000000
1800000
1600000
1400000
1200000
1000000
800000
600000
400000
200000
0
1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
Landing & take-off
Overflying
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B. AIR TRAFFIC DATA (2006/07 to 2013/14)
Year(Apr-Mar) Domestic
International GA
Total
2006-07
826024
215569
180455
1258048
2007-08
1059091
248538
178107
1485736
2008-09
1035521
270399
171767
1477687
2009-10
1048420
282190
277330
1607940
2010-11
1093501
300145
297715
1691316
2011-12
1235360
309286
281233
1825879
2012-13
1165484
313844
288800
1768128
2013-14
1212103
338952
300352
1851407
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C. FREIGHT DATA (2006/07 to 2013/14)
Page 143 of 171
Year
freight(tonnes)
2006-07
1550906
2007-08
1714978
2008-09
1697289
2009-10
1959705
2010-11
2348900
2011-12
2279987
2012-13
2191191
2013-14
2065330
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D. . TOP INDIAN AIRPORTS (BASED ON MARCH 2014 AIR
TRAFFIC)
Percentage
Page 144 of 171
Airport
(%)
Movement
Delhi
14.54
269313
Mumbai
12.86
238247
Chennai
6.08
112614
Bangalore
5.79
107330
Kolkata
4.83
89568
Hyderabad
4.68
86749
Cochin
2.26
41988
Ahmedabad
2.09
38755
Goa
1.4
26004
Guwahati
1.39
25846
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APPENDIX B
RELATIONSHIP BETWEEN ANS PLAN , ASBU MODULES AND
APSAP ELEMENTS
OPERATIONAL
REQUIREMENT
ANS
ASBU MODULE
APSAP ELEMENT
BLOCK 0
PHASE I
ELEMENTS
STRATEGIC
PLAN
BLOCK 1
PHASE
REFERENCE
II
AIRPORT PBN
B0-APTA
B1-APTA
PARS I
PARS II
ATM
ASMGCS
B0-SURF
B1-SURF
PASL 1
PASL II
ATM AND CNS
AMAN/DMAN
B0-RSEQ
B1-RSEQ
PARS I
PARS II
ATM
AIRPORT CDM
B0-
B1-
PARS I
PARS II
AOP
ACDM
ACDM
AIDC,ATN
B0-FICE
B1-FICE
PASL I
AIM
B0-
B1-
PASL I
DATM
DATM
B0-
B1-
AMET
AMET
MET
AIM/ FTI
ATM AND CNS
PASL II
PASL I
AIM
MET
B1-SWIM
CNS
FUA, DARP, UPR
B0-FRTO
B1-FRTO
PARS I
ATFM
B0-NOPS
B1-NOPS
PASL I
ATS SUR
B0-ASUR
PARS /
ATM
PASL II
DCM
ATM AND CNS
PASL I
ATSA
B0-ASEP
ITP
B0-OPFL
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B1-ASEP
PARS I
ATM
ATM
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ACAS
B0-ACAS
PARS I
SAFETY NETS
B0-SNET
B1-SNET
PASL I
PASL II
ATM AND CNS
CDO STAR
B0-CDO
B1-CDO
PARS I
PARS II
ATM
CCO,SID
B0-CCO
PARS I
PARS II
ATM
ADS-C/CPDLC
BO-TBO
B1-TBO
PARS/PASL
ATM
ATM AND CNS
I
B1-RPAS
AIRPORT
ATM
PASL I
AOP
PARS I
AOP AND DCM
PASL I
ATM
PBN ROUTES
PARS I/II
ATM
SURVEILLANCE
PASL I
ATM AND CNS
PASL I/II
ATM
ALL
ALL
HRD
ALL
ALL
SAFETY
CETIFICATION
AIRPORT
CAPACITY
AIRSPACE
CLASSIFICATION
DATA SHARING
FUA
HR AND
COMPETENCY
DEVELOPMENT
SAFETY
MANAGEMENT
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MANAGEMENT
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ANS STRATEGIC PLAN 2014-2018
APPENDIX C
GLOBAL PLAN INITIATIVES AND THEIR RELATIONSHIP
WITH ASBU MODULES AND ANS STRATEGIC PLAN
GPI
Enroute
Terminal
Area
X
GPI-1
Flexible use of
airspace
X
GPI-2
Reduced vertical
separation
minima
X
GPI-3
Harmonisation of
level systems
Alignment of
upper airspace
classifications
RNAV and RNP
(Performancebased navigation)
Air traffic flow
management
X
Dynamic and
flexible ATS
route
management
Collaborative
airspace design
and management
Situational
awareness
Terminal area
design and
management
RNP and RNAV
SIDs and STARs
GPI-4
GPI-5
GPI-6
GPI-7
GPI-8
GPI-9
GPI-10
GPI-11
Page 147 of 171
Aerodro
me
CNS
Infrastructu
re
ASBU
MODULE
REF
B0-FRTO
B0-FRTO
X
B0-FRTO
X
X
X
X
B0-FRTO
X
X
X
X
B0-NOPS
X
X
B0-FRTO,
B0-OPFL,
B0-TBO
X
X
B0-FRTO
X
X
X
X
X
X
X
B0-ASUR,
B0-ASEP
B0-RSEQ,
B0-CDO,
B0-CCO
B0-APTA
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GPI
GPI-12
GPI-13
GPI-14
GPI-15
GPI-16
GPI-17
GPI-18
GPI-19
GPI-20
GPI-21
GPI-22
GPI-23
Functional
integration of
ground and
airborne systems
Aerodrome
design and
management
Runway
operations
Match IMC and
VMC operating
capacity
Decision support
and alerting
systems
Implementation
of data
Relationship
applications
Aeronautical
information
Meteorological
systems
WGS-84
Navigation
systems
Communication
infrastructure
Aeronautical
radio spectrum
Page 148 of 171
Enroute
Terminal
Area
Aerodro
me
X
CNS
ASBU
Infrastructu
MODULE
re
REF
X
B0-TBO
X
X
B0-ACDM
X
X
X
X
X
B0-WAKE,
B0-SURF
B0-SURF
X
X
X
X
B0-ACAS,
B0-SNET
X
X
X
X
X
X
X
B0-DATM
X
X
X
X
B0-AMET
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
B0-TBO, BOFRTO
B0-FICE,
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APPENDIX D
CNS AND
PBN ROAD
MAPS
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COMMUNICATION ROAD MAP
AIR GROUND
ENABLERS
DATA
COMMUNICATION
SERVICES
2016 TO 2018
2018-2023
VDL M2
ACARS (HF)
ADS-C CPDLC
FANS 1/A
ASBU MODULES
AIR GROUND
ENABLERS
VOICE
COMMUNICATION
2014 TO 2015
B0-OPFL
B0-TBO
B0-FRTO
B1-TBO
VHF ( 25 KHZ)
VHF ( 8.33 KHZ)
HF
SERVICES
AMHS
AIDC
ASBU MODULES
GROUNDENABLERS
GROUND
COMMUNICATION
B0-OPFL
BO-TBO
B1-RSEQ
B1-TBO
IP 4
IP 6
VOICE OVER IP
ASBU MODULES
B0-FICE
B0-DATM
B1-FICE
B1-DATM
B1-AMET
ANS STRATEGIC PLAN 2014-2018
SURVEILLANCE ROAD MAP
GROUND
ENABLERS
BASED
2014 TO 2015
2016 TO 2018
2018-2023
PSR
SSR/MODE S
WAM
ADS-B IN
ADS-B IN AND OUT
ADS-C
SERVICES
GROUND BASED
SURV.
SURV. DATA
FUSION
ASBU MODULES
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B0-ASUR
B0-SNET
Version 1.0
B1-TBO
B1-SNET
ANS STRATEGIC PLAN 2014-2018
SURFACE
ENABLERS
SMR
MLAT
ADS B IN AND OUT
SERVICES
ICAO V2
ASMGCS L1 & L2
ASMGCS L3 & L4
ASBU MODULE
AIR TO AIR
B0-SURF
ENABLERS
ADS-B IN AND OUT
CAPABILITIES
IN TRAIL
B0-ASUR
B1-SURF
B1-RSEQ
PROCEDURES
AIR BORNE
AWARENESS (AIRB)
VISUAL
SEPARATION ON
APPROACH
ASBU MODULE
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B0-ITP
B0-ASEP
Version 1.0
B1-SURF
B1-ASEP
NAVIGATION ROAD MAP
GROUND
2014 TO 2015
2016 TO 2018
2018-2023
ENABLERS
ILS; DME ; VOR
BASED
CONVENTIONAL
NDB
CORE GNSS; SBAS; GBAS
SATELITE BASED
CAPABILITIES
SEE PBN ROAD MAP
PBN
CAT I/II/III LANDING
PRECISION
APPROACH
ASBU MODULES
B0-APTA
B0-CDO
B0-CCO
B0-FRTO
B1-APTA
PBN ROAD MAP
ENROUTE OCEANIC
ENROUTE CONTINENTAL
TERMINAL AIRSPACE
2014 TO 2015
2016 TO 2018
2018-2023
RNP 10; RNP4; RNP 2
RNAV 5; RNAV2; RNAV 1; RNP 2; ADVANCED RNP; RNP 0.3
RNAV 1; ADVANCED RNP; RNP 0.3 (HELICOPTERS)
ARRIVAL AND DEPARTURES
APPROACH
RNP APCH (SBAS; LPV, BARO-VNAV; LNAV/VNAV; BASIC GNSS; LNAV)
RNP AR APPCH
ANS STRATEGIC PLAN 2014-2018
APPENDIX E:
AVIONICS EQUIPAGE REQUIREMENT
BASED ON ASBU MODULES AND STRATEGIC PLAN
IMPLEMENTATION
ASBU
FUNCTIONALITY AVIONICS
MODULE
B0-RSEQ:
Improve Traffic Flow
through Runway
Sequencing
(AMAN/DMAN)
B0-APTA:
Optimization of
Approach Procedures
including vertical
guidance
B0-SURF
Safety and Efficiency
of Surface
Operations (ASMGCS Level 1-2)
Page 156 of 171
GROUND
REQUIREMENT EQUIPMENT
This module introduces
system capabilities to
provide assistance for
sequencing and metering to
manage arrivals and
departures (including timebased metering) to and from
a multi-runway aerodrome or
locations with multiple
dependent runways at closely
proximate aerodromes, to
efficiently utilize the inherent
runway capacity.
No avionics capability is
required
AMAN/DMAN
Automation
Functionality
integrated with
Ground Automation
Systems
This module complements
other airspace and
procedures elements
(continuous descent
operations (CDO), PBN and
airspace management) to
increase efficiency, safety,
access and predictability.

Basic instrument
flight rules (IFR)
GNSS avionics
integrated with Baro
VNAV functionality
to support vertical
guidance
SBAS avionics
Aircraft require
avionics to fly GBAS
land system (GLS)
approaches.
SBAS (Ground
reference stations,
Master stations, GEO
satellites)
This module builds upon
traditional surface movement
guidance and control system
(SMGCS) implementation
(visual surveillance,
aerodrome signage, lighting
and markings) by the
introduction of capabilities

Existing aircraft
ADS-B and/or SSR
transponder systems,
including correct
setting of aircraft
identification.
A-SMGCS: the
surface movement
radar ( L1 - L2)


GBAS Equipment
MLAT
ADS-B ( Out)
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ANS STRATEGIC PLAN 2014-2018
enhancing air traffic control
(ATC) situational awareness
B0-ACDM
Improved Airport
Operations through
Airport-CDM
This module is designed to
implement collaborative
applications that will allow
the sharing of surface
operations data among the
different stakeholders on the
airport.
No airborne equipment is
required
No New Equipment.
B0-FICE:
This module was designed to
improve coordination
between air traffic service
units (ATSUs) by using ATS
interfacility data
communication (AIDC)
NIL
ATS Systems having
AIDC Functionality
The move from aeronautical
information service (AIS) to
aeronautical information
management (AIM),
No avionics requirements.
The main automation
functions that need to
be implemented to
support provision of
electronic AIS are the
national aeronautical
data, NOTAM (both
national and
international) and
meteorological
management
including data
collection,
verification and
distribution.
B0-AMET:
Meteorological
information
supporting enhanced
operational efficiency
and safety
MET Elements such as,
WAF, VAAC, TCAC
No new or additional
avionics requirements and
brought about by this
module
Dissemination and
display of MET
information in text or
graphical format
B0-FRTO:
Improved
Operations through
Enhanced En-Route
Trajectories
This module is applicable to
en-route and terminal
airspace.
B0-NOPS:
The techniques and
procedures brought by this
module capture the
Increased
Interoperability,
Efficiency and
Capacity through
Ground-Ground
Integration
B0-DATM:
Service Improvement
through Digital
Aeronautical
Information
Management
Page 157 of 171
Aerodrome Met Offices :
Met Information required
Interconnection of
different data sources
to provide a common
picture : Commercial
Solutions available
Transmission of
MET Information
through AOC link.
Airspace Planning, FUA,
Flexible routing
PBN,
CDM
DARP,
FANS 1/A Data Link
No avionics requirements
ATFM Systems (
Preferably integrated
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Improved Flow
Performance
through Planning
based on a NetworkWide view
experience and state-of-theart of the current air traffic
flow management (ATFM)
systems
B0-ASUR:
The surveillance service
delivered to users may be
based on a mix of three main
types of surveillance as
defined in the ICAO
Aeronautical Surveillance
Manual (Doc 9924): PSR,
SSR, MODE-S, ADS-B,
MLAT
ADS-B ( OUT) equipment
This module is dealing with
the short term improvements
to the performance of the
existing airborne collision
avoidance system (ACAS).
TCAS V 7.1
Nil
SSR/Mode-S Transponder
Ground ATS
automation should
have Safety Nets
Tools
Initial capability for
ground surveillance
B0-ACAS :
ACAS improvement
with Ground ATS
Automation Systems)
MODE-S Transponders
Surveillance Systems
( Radars, ADS-B,
MLAT )
Surveillance Data
Fusion Capability
Surveillance Data
Processing systems
connected to Flight
Data Processing
Systems.
Current Version of ACAS II
is 7.0
Introduction of ACAS II V
7.1
B0-SNET :
Increased
Effectiveness of
Ground-Based Safety
Nets
B0-CDO:
Improved Flexibility
and Efficiency in
Descent Profiles
(CDO)
B0-CCO:
Improved Flexibility
and Efficiency in
Departure Profiles
(CCO
Page 158 of 171
This module aims to
implement a baseline set of
ground-based safety nets.
APW, MSAW
ADS-B Out
This module integrates with
other airspace and
procedures (continuous
Climb operations (CCO)),
performance-based
navigation (PBN) and
airspace management) to
increase efficiency, safety,
access and predictability.
Avionics requirement is
Nil
Nil
This module integrates with
other airspace and
procedures (PBN, continuous
descent operations (CDO),
and airspace management) to
increase efficiency, safety,
Nil
Nil
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ANS STRATEGIC PLAN 2014-2018
access and predictability; and
minimize fuel use, emissions,
and noise.
B0-TBO:
Improved Safety and
Efficiency through
the initial application
of Data Link EnRoute
COMMUNICATION
Air-ground data exchanges
are an essential ingredient of
the future operational
concepts since they can carry
reliably richer information
than what can be exchanged
over radio
FANS 1/A equipment for
VHF
VHF Radios ( 8.33 KHz
Compatible)
VHF radios capable
of 8.33 and VDL M2
VDL M2 Capability
Ground VDL M2
network
Mode-S
Mode-S Transponder
ADS-B ( OUT)
ADS-B ( OUT )
Surveillance Systems
( Radars, ADS-B,
MLAT )
VDL M2
SURVEILLANCE
ADS-C
CPDLC
Ground Systems for
ADS-C and CPDLC
Integrated with ATS
Automation systems
VDL M2 For
continental CPDLC
Surveillance Data
Fusion Capability
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APPENDIX F: ANS PERFORMANCE FRAMEWORK
The International Civil Aviation Organization (ICAO) encourages its Member States to adopt
a “performance-based” approach to the provision of Air Navigation Services (ANS), as
documented in their ‘Manual on Global Performance of the Air Navigation System (ICAO Doc
9883). The performance-based approach should focus on desired results, defined objectives,
and decision making which is informed by facts and data. It is desirable that a well-managed
organization must maintain a full understanding of its performance in all the areas critical to
its customers and other stakeholders.
A key element in achieving a performance-based approach is the definition of a framework for
measurement and review of various aspects of performance. Examples of such frameworks that
have been developed are: frameworks currently being followed by ANSPs in Europe, under
the auspices of EUROCONTROL, and globally, the annual performance measurement exercise
undertaken by the Civil Air Navigation Services Organization (CANSO), the trade association
of Air Navigation Service Providers (ANSPs).
AAI has decided to adapt these frameworks to suit Indian circumstances. The framework, being
developed by AAI, follows the European model in focusing on four Key Performance Areas
(KPAs): safety, cost-effectiveness, capacity, and environmental impact. In some cases it goes
beyond the European model in trying to quantify performance indicators.
AAI recognizes the need to examine its own performance, and has decided to set up a
performance framework for ANS services being provided by AAI, drawing on the experience
of these other exercises.
Objectives of the performance framework
A performance framework enables AAI to benchmark its performance against other ANSPs. It
can then identify areas where it needs to improve, or has particular excellence, and work on
problem areas to improve its performance and hence customer satisfaction. Presently AAI is
working towards developing methodology in capturing necessary data for reporting
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performance. In future AAI will be looking to set targets as it moves towards becoming a
performance-based organization.
Key Performance Areas
AAI has decided, in the first phase, in line with the EU performance monitoring, to focus on
the four key performance areas (KPAs) of:

Safety;

Cost-effectiveness;

Capacity (delay); and

Environmental impact (flight efficiency).
AAI has taken the view that its performance monitoring needs to be mature enough to
understand these key areas, and to be able to set targets for them and monitor them
automatically, before branching out into measuring other KPAs.
The operational objectives of ANS Strategic Plan are designed to contribute to meeting these
strategic performance objectives and also to drive R&D of ANS activities towards the
validation of performance targets.
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APPENDIX G : INDIA’S SUB-REGIONAL COLLABORATION
EFFORTS-BOBASIO
The exponential growth in air traffic is posing a challenge to all the ANSPs in their quest for
providing safe, economical and efficient flow of traffic and at the same time satisfying the need
of the Airlines for obtaining their preferred flight profile in the Asia Pacific region. All the
ANSPs have taken up the challenge by embarking on many initiatives like implementation of
RVSM, introduction of RNAV routes, implementation of Performance Based Navigation,
Reduction of longitudinal separation minima, ATM Automation, etc. These initiatives have
definitely yielded remarkable success in enhancing safety, efficiency and augmenting capacity
of Air space/airport in the respective States. While such initiatives would suffice with respect
to domestic operations within a particular State, the cooperation from neighboring states is the
most vital ingredient for safe, efficient cross border flow of traffic.
The concept of working together through a collaborative approach is not only the key for
enhancing safety and efficiency of aircraft operations through seamless provisions of services
but also for sharing information, technology, procedures and harmonizing ATM systems.
It is with this objective of establishing a comprehensive coordination mechanism among the
neighboring states and supporting a strong sub-regional ATM system, India took initiative for
establishing a ATS co-ordination group in the sub-region by bringing together the neighboring
states of Bay of Bengal, Arabian Sea and Indian Ocean as part of an ATS Coordination
platform, BOBASIO.
BOBASIO would provide an excellent platform to resolve various ATM related issues
concerning coordination between ATS units, search and rescue, air traffic flow management,
ATS route structure, contingency plans, development of latest technologies and other related
issues.
India hosted the first meeting of BOBASIO region in May, 2011.The meeting was attended by
delegates from Oman, Nepal, Sri Lanka and Thailand, ICAO, IATA and DGCA, India. The
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regional ATS Coordination Group. Subsequently India has hosted the second and third
BOBASIO meetings in 2012 and 2013.
Terms of Reference of BOBASIO:

Consider adopting uniform standards for implementation of ANS facilities/procedures.

Sharing the reports of investigation of any ANS related incidents between involved
member states and finalizing remedial measures and disseminating the same to other
member states.

Arrive at decisions on exchange programs between these States by nominating ANS
officials for mutual benefits of updating on latest ANS developments.

To deliberate on ICAO State Letters requiring synergic and uniform response from
member states particularly with respect to (i) amendments to ICAO annexes (ii)
Revision of regional supplementary procedures (iii) Application of separation minima
(iv)Creation/ restructuring of Routes etc. and arriving at mutually agreed decision.

Revision of the SAR agreements and coordination procedures among member States
once a year.

Conduct joint SAR exercises between member States.

Sharing expertise/information/technology on any latest ANS related developments of
any of the member
states and arrangement of exchange visits by ANS officials of
Member States.
In view of the crucial role of states in implementing seamless ATM and ASBU, the group has
also desired to include airlines and airspace users of the member states, CANSO, IATA, and
IFATCA.
BOBASIO presents a critical platform for Asian, Middle East Asian and African countries to
come together to exchange ANS information.
Seamless ATM across FIRs/States means the Major Traffic Flows are not constrained by ICAO
Regions. It is important to note that well-coordinated work across trans-regional boundaries
will be increasingly required in this regard. To ensure uniform ANS standards and services
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across many States and for safe, efficient cross border flow of traffic, collaboration becomes
vitally ingredient.
In order to achieve global interoperability and seamless ATM services, it may be necessary to
consider implementation of certain modules across regions in a coordinated timeline. The
application of Data link for reduced horizontal separation on ATS routes across SE Asia is an
excellent example.
A comprehensive deployment of Block Zero (0 ) modules to support Asia Pacific Air
Navigation Concept of operations will require concerted efforts in cooperation, collaboration
and participation from all member states.
BOBASIO group will act as an additional platform to achieve the required coordination. It will
also perform the crucial role of bringing together the Asian, Middle East Asian and African
countries in extending the scope of seamless ATM from Asia to Middle East and Africa.
The Arabian Sea/Indian Ocean ATS Coordination Group (ASIOACG) is the primary regional
group in Arabian Sea and Indian Ocean region. BOBASIO can supplement the
APAC/ASIOACG initiatives for application of seamless ATM procedures in a timely manner.
India will progressively engage the adjacent States to pursue the objective of Seamless ATM
in the airspace spread across from Mid-East Asia to Indian sub-continent to SE Asia. In this
endeavor the BOBASIO platform will play a crucial role. AAI will continue to support and
nurture the activities of BOBASIO by providing proactive leadership.
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APPENDIX H : ACRONYM GLOSSARY
4D TBOs
AAI
ACARS
ACAS
ACC
A-CDM
ADS
ADS-B
ADS-C
AFS
AFTN
AGA
AIC
AIDC
AIM
AIRB
AIS
AIXM
ALoS
AMAN
AMAN/DMAN
AMC
AMET
AMHS
AMO
AMS
ANS
ANSPs
AOC
APAC
APANPIRG
APCH
APSAP
APSAPG
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Four Dimensional-Trajectory Based Operations
Airport Authority of India
Aircraft Communications Addressing and Reporting System
Airborne Collision Avoidance System
Area Control Center
Airport Collaborative Decision Making
Automatic Dependent Surveillance
Automatic Dependent Surveillance-Broadcast
Automatic Dependent Surveillance- Contract
Aeronautical Fixed Service
Aeronautical Fixed Telecommunications Network
aerodrome and Ground Aids
Aeronautical Information Circulars
ATS Inter-Facility Data Communication
Aeronautical Information Management
Enhanced Traffic Situational Awareness during flight Operations
Aeronautical Information Service
Aeronautical Information Exchange Model
Acceptable Level of Safety
Arrival Manager
Arrival /Departure Management
Airspace Management Cell ( Also ATC Microphone Check)
ASBU MET
Aeronautical Message Handling System
Aerodrome Meteorological Offices
Aeronautical Meteorological Stations
Air Navigation Services
Air Navigation Service Providers
Aeronautical Operational Control
Asia and Pacific Region
Asia/Pacific Air Navigation Planning and Implementation Regional Work
Group
Approach
Asia Pacific Seamless ATM Plan
Asia Pacific Seamless ATM Planning Group
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APTA
APV
ART
ASBUs
ASD
ASDE
ASEP
ASIOACG
ASM
A-SMGCS
ASUR
ATAG
ATC
ATF
ATFM
ATFMSG
ATM
ATN
ATS
ATSA
ATSEP
AUP
B0-ACDM
B0-DAIM
B0-FICE
B0-RSEQ
B0-SURF
B1-AMET
Baro-VNAV
BOBASIO
C- ATFM
CAMD
CAPA
CAR
CATC
CCO
CDM
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ASBU Module- Approach to Airports
Approaches with Vertical Guidance
Airspace Review team
Aviation System Block Upgrades
Aircraft Situation Display
Airport Surface Detection Equipment
Airborne Separation
Arabian Sea Indian Ocean ATS Coordination Group
Airspace Management
Advance-Surface Movement Guidance and Control System
ASBU Module- Airport Surveillance
Air Transport Action Group
Air Traffic Control
Air Traffic Forecast
Air Traffic Flow Management
ATFM Steering Group
Air Traffic Management
Aeronautical Telecommunications Network
Air Traffic Services
Air Traffic Situational Awareness
Air Traffic Safety Electronics Personnel
Airspace Use Plan
ASBU Block Zero Module- Airport CDM
ASBU Block Zero Module- Digital AIM
ASBU Block Zero ModuleASBU Block Zero Module- Runway Sequencing
ASBU Block Zero Module- Surface Management
ASBU Block One Module- Aviation Met
Barometric Vertical Navigation
Bay of Bengal, Arabian Sea and Indian Ocean
Central Air Traffic Flow Management
Central Aviation Meteorological Division
Center for Aviation
Civil Aviation Requirements
Civil Aviation Training Center
Continuous Climb Operations
Collaborative Decision Making
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CDO
CFMU
CNS
CONOPS
CPDLC
CSP
CVOR
CWP
DARP
D-ATIS
DCPC
DCB
DCL
DGCA
DLIC
DMAN
DME
e-AIP
e-AMDB
EFB
FANS
FASID
FDI
FDPS
FF-ICE
FIR
FMS
FRMS
FTI
FUA
GAGAN
GANP
GASP
GATMOC
GBAS
GDP
GLS
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Continuous Descent Operations
Central Flow Management Unit
Communication Navigation and Surveillance
Asia/Pacific Air Navigation Concept of Operations
Controller Pilot Data Link Communication
Communication Service Provider
Conventional VHF Omni-Directional Range
Controller Working Position
Dynamic Airborne Routing Procedure
Data link automatic terminal information service
Direct Controller Pilot Communication
Demand Capacity Balancing
Departure Clearance
Directorate General of Civil Aviation
Data Link Communications Initiations Capability
Departure Management
Distance Measuring Equipment
Electronic Aeronautical Information Publication
Electronic Aerodrome Mapping Data Base
Electronic Flight Bag
Future Air Navigation System
Facilities And Services Implementation Document
Foreign Direct Investment
Flight Data Processing System
Flight and Flow Information for a Collaborative Environment
Flight Information Regions
Flight Management System
Fatigue Risk Management System
Future Telecommunication Infrastructure
Flexible Use of Airspace
GPS AIDED GEO AUGMENTED NAVIGATION
Global Air Navigation Plan
Global Aviation Safety Plan
Global Air Traffic Management Operational Concept
Ground-Based Augmentation System
Gross Domestic Product
Global Positioning Landing System
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GML
GNSS
GOI
GPI
GPS
HF
HFDL
HLAPB
HMI
IAF
IATA
IATS
ICAO
IFSET
ILS
IMD
IMS
IOC
IP
ITP
KHz
KPA
LCC
LNAV
LoA
LPV
LVP
MET
MLAT
MIT
MOCA
MOD
MWO
NDB
NGAP
NIATAM
NOPS
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Geographical Mark-up Language
Global Navigation Satellite System
Government of India
Global Plan Initiatives
Global Positioning System
High Frequency
High Frequency Data Link
National High-Level Airspace Policy Body
Human Machine Interface
Indian Air Force
International Air Transport Association
Integrated ATS Simulators
International Civil Aviation Organization
ICAO Fuel Savings Estimation Tool
Instrument Landing System
India Meteorological Department
Information Management Service
Initial Operating Capability
Internetworking Protocol
In Trail Procedures
kilohertz
Key Performance Areas
Low Cost Carriers
Lateral Navigation
Letter of Agreement
Lateral Precision with Vertical Guidance OR Localizer Performance With
Vertical Guidance
Low Visibility Procedures
Aeronautical meteorological
Multilateration
Miles-In-Trail
Ministry of Civil Aviation
Ministry of Defense
Meteorological Watch Offices
Non-Directional Beacon
Next Generation Aviation Professionals
National Institute of Aviation Training Management
Network Operations
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NOTAM
OJT
OLBS
OPMET
PANS
PARS
PASL
PBN
PDC
PIA
PIRG
PLFs
PPP
PSR
RASG-APAC
RCAG
RHS
RNAV
RNP
RPAS
RSEQ
RTC
SAR
SARP
SATCOM
SATVOICE
SBAS
SHEL
SID
SIGMET
SMS
SSP
SSR
STAR
SURF
SVGM
SWIM
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Notice To Airmen
On-Job-Training
On-line Briefing System
Operational Meteorological
Procedures for Air Navigation Services
Preferred Aerodrome/Airspace and Route Specifications
Preferred ATM Service Levels
Performance Based Navigation
Pre-Departure clearance
Performance Improvement Areas
Planning and Implementation Regional Group
Passenger Load Factors
Public–private partnership
Primary Surveillance Radar
Regional Aviation Safety Group – Asia and Pacific
Remote Centre Air-Ground communication
Reduced Horizontal Separation
Area navigation
Required Navigation Performance
Remotely Piloted Aircraft System
Runway Sequencing
Regional Training Centers
Search And Rescue
Standards and Recommended Practice
Satellite Communication Group
Satellite Voice
Satellite-based augmentation system
Software, Hardware, Environment and Live ware – Humans
Standard Instrument Departure
Significant Meteorological Information
Safety Management System
State Safety Programme
Secondary Surveillance Radar
Standard Instrument Arrival
Enhanced Traffic Situational Awareness on the Airport Surface
Satellite Voice Guidance Material
System-Wide Information Management
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TAF
TBO
TCAC
TFG
TMA
TMI
TWIP
UAH
UAV
UHF
UPR
UUP
VAAC
VDL
VFR
VHF
VNAV
VOLMET
VOR
WAFS
WAM
WGS-84
WMO
XML
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Terminal Aerodrome Forecast
Trajectory-Based Operations
Tropical Cyclone Advisory Centre
Traffic forecasting group
Terminal control area
Traffic Management Initiatives
Terminal Weather Information for Pilots
Upper Area Harmonization
Unmanned Aerial Vehicle
Ultra High Frequency
User Preferred Route
Updated Airspace Use Plan
Volcanic Ash Advisory Centers
VHF Digital Link
Visual Flight Rule
Very High Frequency
Vertical Navigation
Voice Meteorological Information For Aircraft In Flight
VHF Omni-directional Range
World Area Forecast System
Wide Area Multilateration
World Geodetic System 1984
World Meteorological Organization
Extensible Markup Language
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APPENDIX I : REFERENCES
A.
ICAO Documents

Global Air Traffic Management Operational Concept ICAO Doc 9854

Global Air Navigation Plan ICAO Doc 9750

Manual on Global Performance of the Air Navigation System ICAO Doc 9883

Performance Based Navigation Manual ICAO Doc 9613

Safety Management Manual ICAO Doc 9859

Manual on Air Traffic Management (ATM) System Requirements ICAO Doc 9882

PANS-ATM ICAO Doc 4444

Annex 11

Global Aviation Safety Plan ( GASP )
B.
ICAO APAC Guidance Materials

Basic Air Navigation Plan – APAC Region ICAO Doc 9708

Facilities and Services Implementation Document FASID

Asia Pacific Traffic Forecast – Doc 9853

Asia Pacific Seamless ATM Plan –V1 – 2013

Regional PBN Plan V3
C.
Government of India Documents

Strategic Plan – Ministry of Civil Aviation 2010-2015

DGCA India Civil Aviation Requirements (CAR)

12th Five Year Plan - GOI
D.
E.
AAI Documents

Ajay Prasad Committee Report

AAI Strategic Plan Volume 1,2 and 3

PBN Road Map

Corporate SMS Manual
Publications

Reports from CAPA India, Boeing , Airbus, ACI , CANSO , IFATCA

Industry Reports from FICCI , Deloitte (India)
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