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Transition of AIS to AIM — The ANSP Perspective

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					                                                                                                                  AIS-AIMSG/1-IP/7
                                                                                                                  25/11/08




              AERONAUTICAL INFORMATION SERVICES-AERONAUTICAL
              INFORMATION MANAGEMENT STUDY GROUP (AIS-AIMSG)
                                                          FIRST MEETING

                                                 Montréal, 2 to 4 December 2008


Agenda Item 9: Legal and institutional issues

                            TRANSITION OF AIS TO AIM — THE ANSP PERSPECTIVE

                                                   (Presented by Eugene Hoeven)

                                                              SUMMARY
                        1
             CANSO , the global voice of ANSPs is well aware of the limitations of current
             information/data provision and fully supports the transition from AIS to AIM. With a
             view to actively participate in this challenging transformation, the CANSO AIS-AIM
             Workgroup (AIMWG) has been recently created. The objective of the AIMWG is to
             drive, promote and support the transition of Aeronautical Information Management to a
             new network-centric environment within ANSPs and to support global ANSP
             cooperation in the field of AIS-AIM and to drive continuous improvement. This paper
             outlines the role of CANSO in the ICAO AIS-AIMSG, which is defined as follows:

             1. Actively participate/contribute on the AIS-AIMSG’s activities and to support the
                strategic framework and roadmap developments as well as updates of all relevant
                documents;
             2. Consequently to implement above-mentioned globally approved developments into
                operation;
             3. Continuously provide feedback to ICAO to support appropriate update/modification
                of strategic framework/roadmap and all relevant documents.

             This paper also summarises the outcomes from the first CANSO AIMWG as a topics for
             discussion.



1
    CANSO’s Full members include: Aena - Spain | AEROTHAI - Thailand | Airports Authority of India | Airservices Australia | Airways
    New Zealand | ANS of the Czech Republic | ATNS - South Africa | ATSA - Bulgaria | Austro Control - Austria | Avinor - Norway | AZANS -
    Azerbaijan | Belgocontrol - Belgium | CAA Uganda | CAAS - Singapore | DFS - Germany | DHMI - Turkey | DSNA - France | EANS - Estonia |
    ENAV SpA - Italy | Federal Aviation Administration - USA | GACA - Kingdom of Saudi Arabia | HungaroControl | Irish Aviation Authority |
    ISAVIA - Iceland | Kazaeronavigatsia - Kazakhstan | LFV - Sweden | LGS - Latvia | LPS - Slovak Republic | LVNL - the Netherlands | MATS -
    Malta | MoldATSA - Moldova | NAMA | NANSC - Egypt | NATS - UK | NAV CANADA | NAV Portugal | Naviair - Denmark | OACA -
    Tunisia | Oro Navigacija - Lithuania | PANSA - Poland | ROMATSA - Romania | Sakaeronavigatsia Ltd - Georgia | Serco | skyguide -
    Switzerland | Slovenia Control | SMATSA - Serbia | State ATM Corporation - Russia | UkSATSE - Ukraine |

(4 pages)
c0bd2cc4-45e7-4cb3-89a8-a75bdd3046f3.doc
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1.      INTRODUCTION

1.1               The global economy is becoming more and more dependant on information. Even though
the current financial crisis has slowed down its expansion, demand for information is growing constantly.
Air transport is one of the most dynamic sectors of the global economy, therefore the dependence on the
provision of timely, relevant, accurate and quality assured information is very significant. The long term
forecast for aviation predicts growth of IFR flights in the future; therefore it remains essential for ANSPs
to raise their data and system capacity. To support airspace capacity it is important for ANSPs to address
latent capacity in the existing ATM system and to create new capacity where possible. One of the crucial
elements to enhancing ATM capacity, especially in the implementation and operational phases, can be
found in Aeronautical Information Management (AIM).

1.2             ANSPs face the need to replace the traditional product-centric provision of Aeronautical
Information by a data-centric and systems oriented solution that continuously provides reliable data –
virtually and dynamically - to all ATM users & applications everywhere in the system, at the right time
and of a consistently high quality. Today’s ATM systems have been developed and built nationally in a
bottom-up manner, thus preventing easy exchange of information between neighbouring systems, even
though the information is readily available. This fragmented environment lacks a common data model.

1.3              Interoperability, which is a key enabler of the global/regional ATM system, remains sub-
optimal. Information exists, but not where it is needed. The problem is not the lack of information, but the
manner in which aeronautical information is managed. Very often, multiple versions of the same
information are available for operational use, though with subtle differences, while similar information is
created several times over in various places by even more different systems. Although the automation of
AIS is in progress, not all relevant information is available in a form suitable for automatic processing.

1.4              These technical constraints are further impaired by human behaviour. Some data owners
are extremely reluctant to share information and to adopt new information management practices because
of the safety-critical nature of the ATM business, and fear that real-time requirements cannot be met. In
addition, the approach to the legal, institutional, business, organisational, operational and technical
aspects of information/data sharing is very fragmented.


2.      ANSP´S PERSPECTIVE

2.1               CANSO, as the global voice of ATM is well aware of the limitations of current
information/data provision and fully supports the transition from AIS to AIM. With a view to actively
participate in this challenging transformation, the 12th AGM held in Madeira, Portugal in June 2008
approved the creation of the AIS-AIM Workgroup (AIMWG). The first meeting of this group took place
just recently in Langen, Germany in November 2008.

2.2             The Objective of the AIMWG is to drive, promote and support the transition of
Aeronautical Information Management to a new network-centric environment within CANSO Member
ANSPs and to support global ANSP cooperation in the field of AIS-AIM and to drive continuous
improvement with the aim to eliminate all deficiencies described previously.

2.3             Therefore CANSO appreciates the opportunity to be actively involved in the ICAO AIS-
AIM Study Group and support the AIS to AIM transformation. The role of CANSO has been divided to
the three main assignments as follows:
                                                   -3-                                 AIS-AIMSG/1-IP/7


   Actively participate/contribute on the AIS-AIMSG’s activities and to support the strategic framework
    and roadmap developments as well as updates of all relevant documents (Annexes, Manuals, etc.);

   Consequently to implement above mentioned globally approved developments into operation;

   Continuously provide feedback to ICAO to support appropriate systematic updates/modifications of
    the strategic framework/roadmap and all relevant documents.

2.4             The first CANSO AIMWG reviewed the draft agenda of the ICAO AIS-AIMSG and
entrusted delegates to submit and discuss the following issues:

2.4.1         Definition of terms - Special attention should be given to the determination of the role of
AIM in the context of entire aviation community. The right definitions and interrelation between the
terms ATM/AIM and between ANS/AIM have to be clarified.

   There are different perceptions of the role of AIM. In the AIM Strategy promoted by Eurocontrol and
    further enhanced globally through the AIM Congresses, AIM is the core enabler of ATM. On the
    other hand, the Global ATM Operational Concept (Doc 9854) assigns Information Service Providers
    within ATM Support Industry.

   Also, the definition of AIM, as successor of AIS in the frame of Air Navigation Services (ANS),
    should be clearly defined in all relevant documents:

               Doc 9820 defines ANS as consisting of the following services: Air Traffic Management
                (ATM); Search & Rescue (SAR); Meteorological Services (MET); Communication,
                Navigation & Surveillance (CNS); and Aeronautical Information Services (AIS),
                including ATS Reporting Office (ARO).

               On the other hand, another definition of ANS (used in European legislation) includes
                ATS, MET, CNS and AIS.

   There are also different definitions of ATM in ICAO Docs:

               Doc 4444 defines ATM as: Air Traffic Services (ATS), Air Traffic Flow Management
                and Airspace Management.

               Doc 9854 defines ATM as: Dynamic, integrated management of air traffic and airspace –
                economically and efficiently – through the provision of facilities and seamless services in
                collaboration of all parties.

   Moreover, in the context of the NextGen and SESAR initiatives, the term ATM could be understood
    as aviation as a whole.

2.4.2           Context for transition to AIM - The CANSO Global Vision on the Future of ANS
declares the need to meet the challenges of the twenty-first century - in which a global, seamless airspace
is developed, based on cost-effective and efficient services, with sufficient capacity to meet the world’s
air transport needs. From this perspective the optimised ATM system is only one part of wider
transformation.
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2.4.3           Scope of ICAO SARPs - ICAO should only provide performance-based goals, i.e. a
regulatory framework, but not detailed technical specifications. Annex 15 should be in harmony with the
future ATM guiding principles of ―service provision‖ and ―technology independence.‖

2.4.4          Origin of data - Data originators have to be unambiguously bounded to provide raw data
to AIM in accordance with performance and information requirements.

2.4.5           Requirements based - The AIM Enterprise Architecture presented by FAA in the Global
AIM Congress in Singapore shall be used to ensure that the full scope of AIM is incorporated into the
ICAO SARPs. The scope of AIM services should be based on ATM (aviation as such) requirements. All
relevant issues should be taken into consideration, e.g. the business and financial model, charging
mechanism, cost/benefit, etc.

2.4.6           Continuous assessment - A continuous and systematic assessment and improvement of
the Global ATM Operational Concept should be undertaken in order to ensure all AIM requirements
remain relevant and are reflected in future revisions to all AIM-related Annexes and guidance material.
The participants in such (re)assessments must always be clearly identified as having a stake in AIM.

2.5            Aside from the issues outlined above, the AIS-AIMSG is also invited to consider the
CANSO position papers presented during the ICAO Worldwide Symposium on Enabling the Net Centric
Information Environment in Montreal from 2 to 4 June 2008, as well as WP/38 presented to the
Conference on the Economics of Airports and Air Navigation Services (CEANS) convened in Montreal
from 15 to 20 September 2008. These CANSO position papers are included as formal contributions to the
AIS-AIMSG.




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