Subject: NAT Operations and Air Traffic Management
Meeting: North Atlantic (NAT) Air Traffic Management Group 37th Meeting (ATMG/37)
IBAC File:
Reported by: Brian Bowers
Summary:ATMG/37 was hosted by IATA at their Regional Office for the Americas in Miami, USA, 14 to 18March, 2011.
The trial implementation,by the UK,of reduced longitudinal separation of 5 minutes between ADS-C equipped aircraft had been suspendeddue to concerns that the Flight Data Processing System (FDPS) might become overloaded. It is expected that a bilateral (Gander and UK) resumption of the trial will begin after30 March 2011.
The ATMG was advised of the SARSIG’s concern that there was no formal process for notifying airspace users of changes to NAT SPG documentation. The IMG considers the use of NOTAMs as inappropriate.The ATMG requested further clarification as to why the use of NOTAM was seen as inappropriate be requested from the IMG, as there was consensus within the ATMG that this was an effective mechanism to globally notify of significant changes to operational information. The Secretary will explore whether a direct link could be created on the ICAO EUR/NAT website homepage to a document that would provide a list of recent changes to NAT SPG documents or NAT Region procedures. The Secretary also will investigate whether a link can be provided on the Geographic Information System (GIS) Portal being developed by ICAO Headquarters as this Portal is meant to provide information useful to the airspace user community. Whatever method or methods are implemented will be described in NAT Doc 007.
The United States is planning to apply a 50 NM longitudinal separation minimum (D50) and a 30 NM lateral/30 NM longitudinal separation minimum (30/30) based on distance using ADS-C between targets of opportunity throughout the New York Oceanic FIR. Targets of opportunity will be proximate pairs of appropriately authorized and equipped aircraft that are using RNP 10 or RNP 4, direct pilot-controller communication, and ADS-C position reports and therefore eligible for D50 and 30/30. Published ATS routes will remain unchanged and tracks included in the NAT OTS will continue to be laterally separated by a minimum of 1 degree of latitude.Operational policies and procedures are described in FAA Order 8400.33 (RNP 4 authorization), the PBN Manual (Doc 9613); Volume II, Part C, Chapter 1 and the FAA NOTAM for the application of D50 and 30/30 in Oakland Oceanic FIR (FAA NOTAM).The implementation will be documented in the NAT SUPPs, and it is planned that the implementation will become operational in the 3rd quarter of 2011.
The ATMG reviewed the results provided by a tool, created by the UK; to analyze the potential effects on non-data link equipped aircraft if certain NAT OTS tracks and associated flight levels would be available only to aircraft equipped with CPDLC and ADS-C. As a result of the review, the ATMG agreed;on the description of a split track system, the methodology ofdesign and the description of a core organized track, that a core track will have an available adjacent track for non-data link equipped aircraft, the location of entry and exit points in proximity to the core tracks and limiting the number of core organized tracks to no more than two. After considering the effects of various vertical limits, the ATMGalso agreed that, in its opinion, the number of excluded aircraft (less than 12, representing less than 9% of the overall flights) was acceptable if the vertical limits of exclusionary airspace on the core tracks were established from FL360 to FL390 inclusive.
The ATMG agreed to include proposed content in the NAT SUPPs to specify the insertion of B1 or B2 as appropriate in Item 10b of the 2012 flight plan and a note to indicate that the provision of ADS-B service in the ICAO NAT Region was contingent upon demonstrating compliance with the European Aviation Safety Agency (EASA) AMC 20-24 or equivalent. The US indicated they were not able at this time to endorse the inclusion of any content which implied the need to be included on an ICAO NAT Region eligibility list and did not agree that only aircraft which met the Transport Canada requirements could be provided ADS-B services in the Gander OCA. The US agreed to confirm whether an agreement had been reached between Transport Canada (TC) and the FAA which would allow an FAA certification/approval to be used in lieu of the TC operational specification No. 609 or 610 to validate eligibility to receive ADS-B services in the Gander OCA. The ATMG agreed, however, to recommend that the IMG consider the possible benefits of Canada, Iceland, Norway and Portugal coordinating to create a shared list.
The ATMG recalled the decision of the IMG concerning how contributions would be made to the work being done by SC214/WG78 regarding the definition of future data link systems. The ICAO Secretariat in coordination with Iceland had initiated an exchange of views between the ATMG and CNSG members. These results had been presented to CNSG/04 and they supported this input being submitted on behalf of the IMG. The ATMG reviewed the input and added a number of items. The ATMG also reviewed a tool to support an assessment of the CPDLC message set and the initial outputs would be presented to the next meeting of the OPLINK Panel in May 2011. The ATMG agreed that, considering the amount of detail required and the design of the tool to accommodate only individual input, it was not possible to develop its own input using the tool.
The ATMG discussedthe current requirement for flights to obtain oceanic clearances. The group agreed that it may be possible to eliminate a requirement to specify the clearance limit and it was also agreed that if routes are only issued if there has been a change to the flight plan route, it will highlight to flight crews the necessity to detect and properly react to route changes. This might not be possible for data link clearances issued using the ED106 standard, which is very exacting in relation to format and content. The groupnoted that confirmation of the oceanic cleared flight level and assignment of Mach setting is important to the safety and efficiency of ATM in the NAT Region.
The Rapporteur of the OPS/AIR sub-group provided an update on the state of development of the mass turn back/diversion procedures. The procedures (for example) could be required in the event of a disruptive volcanic eruption. It is anticipated that the procedures could be completed within the year.The ATMG reviewed the procedures and provided suggestions for improvement.
Updates to the Oceanic Errors Safety Bulletin (NAT OESB) and its associated Sample Oceanic Expanded Checklist have been promulgated via a NAT OPS Bulletin on 16 March 2011. They are available on the Paris ICAO website: --
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The ATMG agreed to recommend that ATMG/38 take place in Paris, France at the ICAO Eur/Nat Office from 12 to 16 September 2011.
Implication for Business Aviation:Business Aviation should remain abreast of new requirements and availabilities within the NAT Region and adjoining interface airspaces.
Note.The Gander/UK trial implementation of reduced longitudinal separation of 5 minutes between ADS-C equipped aircraft on the NAT should resume after 30 March 2011.
Note.The planned use of 50 NM longitudinal separation minimum and a 30 NM lateral/30 NM longitudinal separation minimum based on distance using ADS-C between targets of opportunity throughout the NY Oceanic FIRplanned to become operational in the 3rd quarter of 2011.
Note.The agreed rules for developing core tracks and defining associated entry/exit points and exclusionary altitudes (FL360-FL390) after implementation of the 2012 data link mandate.
Note. The discussion involving the establishment, use and maintenance of an eligibility list (previously referred to as “whitelist”) of approved operators for ADS-B operation in the Gander OCA.
Note. The work of theRTCA SC-214/ EUROCAE WG-78regarding the definition of future data link systems and also the work of the OPLINK Panel of ICAO.
Decisions Required: On the timely acquisition of equipment, degree of training and certification required to meet the requirements to efficiently continue accessing NAT airspace.
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