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The first meeting of the ATM Automation Task Force of the ATM and

By Philip Bennett,2014-05-07 19:18
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The first meeting of the ATM Automation Task Force of the ATM and

    CPWG/12 IP/03

    6/12/2011

    Twelfth Meeting of the Cross Polar Trans East Air Traffic Management Providers’ Work Group

    (CPWG/12)

    (Beijing, China, 6-9 December 2011)

    Agenda Item 6: Communications, Navigation, Surveillance (CNS) and Air Traffic Management

    (ATM) issues

    30NM LATERAL AND 30NM LONGITUDINAL SEPARATION

    IN THE ANCHORAGE FLIGHT INFORMATION REGION (FIR)

     (Presented by the Federal Aviation Administration)

    SUMMARY

    This paper presents information on the implementation of 30NM lateral and 30NM

    longitudinal separation within the Anchorage Flight Information Region.

1. Introduction

    1.1. Since June 2007, the Oakland Air Route Traffic Control Center (ZOA) has applied 30 nautical mile (NM) lateral and 30NM longitudinal separation, and 50NM distance-based longitudinal separation between appropriately authorized and equipped aircraft throughout the Oakland Oceanic Control Area (CTA).

    1.2. This paper provides information on the plans for implementation of the application of 30NM lateral and 30NM longitudinal separation to pairs of appropriately authorized and equipped aircraft throughout the Anchorage Flight Information Region (FIR). Analysis of aircraft types operating in the area affected by this initiative indicates that 28% of the flights conducted in the airspace are now flown by aircraft filing Required Navigation Performance 4 (RNP 4) capability. Approximately 75% of the flights conducted meet the Controller Pilot Data Link Communications (CPDLC) and Automatic Dependent Surveillance Contract (ADS-C) requirements.

2. Discussion

    2.1. The Anchorage 30NM Lateral and 30NM Longitudinal Separation Concept of Operations is at Attachment A. The target implementation date for application of 30NM lateral and 30NM longitudinal separation in the Anchorage FIR is spring/summer 2012.

    2.2. A safety assessment to support the use of the 30NM lateral and 30NM longitudinal separation standard in the Anchorage FIR was completed by the FAA Technical Center.

    2.3. A Safety Risk Management Panel (SRMP) has been formed by the Federal Aviation Administration (FAA) to consider potential hazards applicable to the proposed changes. The SRMP is composed of representatives from Anchorage Air Route Traffic Control Center (ZAN), ZOA, the FAA Western Service Center, FAA Flight Standards, and the FAA Oceanic and Offshore Operations Office. Analysis tools and techniques will be utilized in accordance with the FAA Air Traffic Organization Safety Management System (SMS) Manual to analyze and assess risk for any identified hazard.

    2.4. Anchorage Air Route Traffic Control Center (ZAN) will cooperate with the Japan Civil Aviation Bureau (JCAB) Air Traffic Management Center (ATMC) to establish procedures for cross boundary procedures for 30NM lateral and 30NM longitudinal separation to coincide with this implementation date, and Letters of Agreement (LOAs) will be updated accordingly.

    2.5. FAA and JCAB implemented a trial for 30NM lateral and 30NM longitudinal separation across the Oakland and Fukuoka FIR boundary starting on 23 May 2011. Upon successful implementation of 30NM lateral and 30NM longitudinal separation in the Anchorage FIR, the FAA would like to initiate a trial for cross boundary 30NM lateral and 30NM longitudinal separation between Anchorage and Fukuoka FIRs.

3. Action by the meeting

    3.1. The meeting is invited to note the information in this paper.

    2

    ANCHORAGE 30NM LATERAL AND 30NM LONGITUDINAL SEPARATION

    CONCEPT OF OPERATIONS (v4)

1. Vertical and horizontal boundaries of airspace

    a. Horizontal Boundary. 30 NM Lateral/30 NM Longitudinal (30/30) separation standard

    based on distance using ADS-C between pairs of suitably equipped aircraft throughout the

    Anchorage FIRs. Anchorage FIRs consist of Anchorage Continental, Anchorage Oceanic and

    Anchorage Arctic. Implementation will initially begin in Sectors 10 and 11 which are currently

    supported by Ocean21. Other sectors will transition as automation support becomes available.

    b. Vertical Boundary. 30/30 separation based on distance using ADS-C is planned to be

    applied between pairs of suitably equipped aircraft throughout the Anchorage FIRs operating

    surface to FL600.

2. Lateral separation standard(s) to be applied

    a. 30 NM Lateral Separation.

    (1) 30 NM lateral separation based on distance using ADS-C will be applied between

    pairs of suitably equipped aircraft operating surface to FL600 inclusive.

    . Lateral Separation for aircraft not eligible for 30/30.

    (1) 50 NM is applied at any altitude to aircraft authorized RNP 10 or RNP 4. A 100 NM

    lateral separation is applied to all other aircraft except in the Anchorage Arctic Fir where 90 NM

    is applied.

3. Longitudinal separation standard(s) to be applied

     a. 30 NM Longitudinal separation

     (1) 30 NM Longitudinal separation based on distance using ADS-C will be applied

    between pairs of suitably equipped aircraft operating surface to FL600 inclusive.

     b. Longitudinal Separation for aircraft not eligible for 30/30.

     (1) A minimum separation of 10 minutes longitudinal separation is applied at any

    altitude between turbojet aircraft.

4. Concept for transfer of control to FIRs adjoining ARCTIC FIRS

    a. Transfer of Control to CTAs Adjacent. Aircraft transiting Anchorage FIRs to other FIRs

    will be transferred as per regional documentation with the appropriate separation standard applied.

5. Transition airspace

    a. Transition airspace is airspace in the Anchorage FIR regions adjoining the Anchorage

    Arctic, Anchorage Continental FIR (Anchorage Domestic) and Anchorage Oceanic.

    Coordination is necessary to establish policies related to transfer of control and the separation to

    be applied.

    A-1

    6. Concept for use of fixed or flex routes.

    a. Published ATS routes and other tracks (e.g. Russian Trans-East Flex Tracks) will

    continue to be laterally separated by a minimum of 50 NM.

    7. Flight Plan Equipment Suffix Requirements

     a. To inform ATC and to key ATOP (Ocean21) automation that they have appropriate authorizations and are eligible for 30/30 separation, operators must annotate the ICAO Flight Plan as follows:

     Item 10 (Communication, Navigation and Approach Equipment) must be annotated with

    letters “J” (Data Link), “R” (Required Navigation Performance) and “Z” (additional

    information in Item 18);

     Item 10 (Surveillance Equipment) must be annotated with “D” (ADS Capability); and

    Item 18 (Other Information) must be annotated with “NAV/RNP4.”The flight plan must

    contain correct indications that the aircraft is both CPDLC and ADS-C capable.

    8. Concept for use of ATC automation in Anchorage Airspace

    a. Ocean21 supports the use of oceanic separation standards that require advanced communication, navigation and surveillance (CNS) capabilities ADS (Automatic Dependant

    Surveillance), Controller-Pilot Data Link Communication (CPDLC) and Required Navigation Performance (RNP). The Ocean21 system automatically determines that conditions to apply the standards are being met. Micro EARTS also has the capability to process CPDLC messages and ADS-C reports.

    9. Target Dates:

    a. Implementation Decision Date: TBD, 3 months prior to target implementation date).

b. Operator/aircraft RNP 10 or RNP 4 Authorization Date: October 2010 (calendar date, 1

    month prior to target implementation date).

    c. Target Implementation Date: TBD (AIRAC date, effective date for application of 50 NM lateral separation and re-designed route structure).

    A-2

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