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IMPLEMENTATION PLAN

FOR THE APPLICATION OF

30NM OR 50NM LONGITUDINAL

AND

30NM LATERAL SEPARATION MINIMA

IN

SANTA MARIA CTA

January 2015

Implementation Plan for the application of the 30NM and 50NM longitudinal and 30NM lateral separation minima in Santa Maria OACC

January 2015 of 35

Contents

1. Introduction ........................................................................................................................................ 4

2. Identification of the need for change................................................................................................. 5

3. Description of the current airspace and the CNS/ATM systems ........................................................ 6

3.1. Airspace structure ...................................................................................................................... 6

3.2. The adjacent airspace ............................................................................................................. 7

3.3. MNPS airspace ........................................................................................................................ 8

3.4. RVSM airspace ........................................................................................................................ 9

3.5. SLOP ........................................................................................................................................ 9

3.6. Airspace Reservations ............................................................................................................ 9

3.7. ACAS ..................................................................................................................................... 10

3.8. Aerodromes within Santa Maria FIR .................................................................................... 10

4. Traffic Patterns ................................................................................................................................. 12

4.10. Number of flights .............................................................................................................. 15

4.11. Distribution by operator ................................................................................................... 16

4.12. Distribution by aircraft type ............................................................................................. 17

5. Communication, Navigation, Surveillance ....................................................................................... 18

5.1. Communication ........................................................................................................................ 18

5.1.1. Ground-Ground communications .................................................................................... 18

5.1.2. Air-Ground communications ............................................................................................ 20

5.1.3. CPDLC required communication performance (RCP) ....................................................... 21

5.1.4. CPDLC most used ATC messages ...................................................................................... 22

5.2. Navigation ................................................................................................................................ 24

5.3. FANS equipage ......................................................................................................................... 24

5.4. Surveillance .............................................................................................................................. 25

5.4.4. ADS-C required surveillance performance (RSP) .............................................................. 26

5.5. ATC System ............................................................................................................................... 29

6. Determination of the proposed system and operational application ............................................. 30

7. Identification of the Method of Safety assessment ......................................................................... 31

8. Evaluation of the Risk ....................................................................................................................... 31


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9. Conclusion ........................................................................................................................................ 35

10. Points of contact........................................................................................................................... 35

Table index

Table 1 - Adjacent airspace to Santa Maria Oceanic CTA........................................................................... 8

Table 2 - Aerodromes in Santa Maria FIR ................................................................................................. 11

Table 3 - Traffic flows within Santa Maria FIR (Jan to Jun 2013).............................................................. 13

Table 4 - Relative importance of each traffic flow above F285 in Santa Maria FIR (Jan to Dec 2014) .... 14

Table 5 - Ground-Ground communications available in Santa Maria CTA ............................................... 19

Table 6 - Methods of exchanging coordination messages by ATC units .................................................. 19

Table 7 - Air-Ground communications available in Santa Maria CTA ...................................................... 20

Table 8 – Top 30 CPDLC ATC messages in LPPO (Jan to Dec 2014) .......................................................... 23

Table 9 - Navigation capabilities filed in LPPO (2014) .............................................................................. 24

Table 10 – FANS capabilities filed in LPPO (2014) .................................................................................... 24

Table 11 - Flight surveillance means in Santa Maria CTA ......................................................................... 26

Figure index

Figure 1 – NAT Region chart (source: NAT Doc 007) .................................................................................. 6

Figure 2 – Santa Maria radar sector (ADS-B/WAM/SSR) ........................................................................... 7

Figure 3 – Santa Maria FIR adjacent airspaces ........................................................................................... 8

Figure 4 - Aerodromes in Santa Maria FIR ............................................................................................... 10

Figure 5 - Number of flights above F285 in LPPO between January and December 2014 (excluding

Azores domestic) ...................................................................................................................................... 14

Figure 6 - Characterization of traffic flows in Santa Maria FIR ................................................................. 15

Figure 7 – Number of flights by month in LPPO (2014)............................................................................ 16

Figure 8 - Distribution of flights by top 60 operators in LPPO (2014) ...................................................... 17

Figure 9 - FANS and NON FANS number of flights by top 40 types of aircraft in LPPO (2014) ................ 18

Figure 10 - Santa Maria CTA theoretic VHF coverage area at FL300 ....................................................... 21

Figure 11 – ACP (Actual Communication Performance) in LPPO (Jan to Dec 2014) ................................ 22

Figure 12 - Santa Maria FIR theoretic SSR and WAM/ADS-B stations coverage area .............................. 25

Figure 13 – ADS-C performance in LPPO (January to June 2014) ............................................................ 27

Figure 14 – ADS-C performance in LPPO (July to December 2014) .......................................................... 27


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1. Introduction

1.1. Advancements in aircraft avionics and air traffic management flight data processing

systems have recently driven analysis of whether the lateral and longitudinal separation

standards in the current NAT MNPS airspace could be reduced to increase the efficiency

of the airspace. As part of this process several initiatives for separation reduction were

taken within the NAT:

1.1.1. 25NM lateral and 5 minutes longitudinal separation to be applied mainly in the OTS,

requiring RNP4 navigation specification and FANS 1/A ADS-C and CPDLC.

1.1.2. 30NM lateral and 30NM longitudinal is being applied in New York airspace since

December 2013 requiring RNP4 navigation specification and FANS 1/A ADS-C and

CPDLC.

1.1.3. 50NM longitudinal separation to be applied in New York airspace requiring (RNAV10)

RNP10 navigation specification and FANS 1/A ADS-C and CPDLC.

1.1.4. 50NM lateral separation to be applied in Reykjavik airspace between MNPS aircraft.

1.1.5. 50NM lateral separation to be applied in Santa Maria FIR since March 2014 between

any combination of RNAV10 (RNP10) and/or RNP4 certified aircraft flying parallel or

non-intersecting tracks.

1.2. At the same time, the NAT is working on a plan for the transition from the NAT MNPS

navigation specification to the ICAO PBN environment in conformance with the ICAO

policies and guidance specified in the PBN Manual (Doc 9613) specifically the RNAV 10

(RNP10) navigation specification.

1.3. This plan proposes the implementation of 30NM and 50NM longitudinal separation

minima as well as 30NM lateral separation minimum between FANS RNAV10 (RNP10) or

RNP4 approved aircraft in accordance with PANS ATM Doc 4444 requirements in Santa

Maria Oceanic CTA as an initiative not only to progress towards the NAT goal of

implementing PBN, but also for alignment with adjacent airspace (more specifically New

York FIR) as well as to increase airspace efficiency.

1.4. This document is complemented by the following reference documents:

1.4.1. Concept of Operations for the Application of 30NM or 50NM Longitudinal and 30NM

or 50NM Lateral Separation Minima in Santa Maria Oceanic Control Area (CTA).

1.4.2. Santa Maria FIR Airspace and Operations Description and Analysis.


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2. Identification of the need for change

2.1. The following are the main drivers behind the proposal to apply 30NM and 50NM

longitudinal and 30NM lateral separation minima between RNAV10 (RNP10) and RNP4

FANS connected aircraft in Santa Maria Oceanic CTA:

2.1.1. The NAT plan to transition from MNPS to PBN.

2.1.2. At the end of 2014, 97,9% of all traffic operating above F285 in Santa Maria Oceanic

CTA was RNAV10 (RNP10) and/or RNP4 certified (2014 average was 97,3%), 46,2%

was RNP4 certified (2014 average was 43,7%) and 75% was FANS equipped (2014

average was 70%).

2.1.3. Alignment of the application of this minimum with adjacent airspace, namely New

York Oceanic CTA, that shares an extensive boundary with Santa Maria Oceanic CTA.

2.1.4. The application of the reduced separation minima will enable level changes to

transition through or to transition to the level of a longitudinally adjacent aircraft not

presently available with the 10-minute longitudinal separation standard with Mach

Number Technique (MNT) thus allowing to enhance airspace efficiency significantly.

2.1.5. It is expected an increase in the number of approvals for weather deviation requests

due to convective weather, which is very often experienced in the southern part of

the NAT Region.


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3. Description of the current airspace and the CNS/ATM systems

3.1. Airspace structure

3.1.1. The responsibility for air traffic control services within the North Atlantic (NAT)

Region is delegated by the International Civil Aviation Organization (ICAO) to seven

states: the United Kingdom, Iceland, Canada, Norway, USA, Denmark and Portugal.

Figure 1 – NAT Region chart (source: NAT Doc 007)

3.1.2. NAV Portugal is responsible for Air Traffic Management Services in the Santa Maria

(LPPO) FIR.


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3.1.3. Santa Maria CTA is class A at and above F055 and class G below F055 with the

exception of the domestic airspace over Azores Terminal Area (TMA LPAZ) below

F195 which is class C.

3.1.4. The airspace is divided in two geographic sectors, the Azores SSR, WAM and ADS-B

coverage area, characterized by surveillance procedures and the procedural oceanic

sector, which is split vertically according the amount of traffic.

Figure 2 – Santa Maria radar sector (ADS-B/WAM/SSR)

3.2. The adjacent airspace

3.2.1. As shown on Figure 3, Santa Maria Oceanic CTA interacts with other nine FIRs and

with the Azores Terminal Area (TMA LPAZ).

Combined radar and ADS-B coverage

Estimated ADS-B coverage


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Figure 3 – Santa Maria FIR adjacent airspaces

3.2.2. In Table 1 it can be found a list of the airspaces adjacent to Santa Maria FIR, the ATS

services provided and the ICAO region each one is part of.

FIR (ICAO Code) ATS UNIT ICAO REGION Boundary

Gander (CZQX) OACC NAT North

Shanwick (EGGX) OACC NAT North

Madrid (LECM) ACC EUR Northeast

Lisboa (LPPC) ACC EUR East

Canarias (GCCC) ACC AFI Southeast

Sal (GVSC) ACC AFI South

Dakar (GOOO) ACC AFI Southwest

Piarco (TTZP) ACC CAR Southwest

New York East (KZNY) OACC NAT West

Azores TMA (LPAZ) TMA NAT Domestic

Table 1 - Adjacent airspace to Santa Maria Oceanic CTA

3.3. MNPS airspace

3.3.1. The airspace within the Santa Maria FIR (Figure 1) between FL290 and FL410

inclusive, is NAT MNPS Airspace. Aircraft operating within this volume of airspace

shall have lateral navigation performance capability such that:

i The standard deviation of lateral track errors shall be less than 11.7 km (6.3 NM)


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ii the proportion of the total flight time spent by aircraft 56 km (30 NM) or more

off the cleared track shall be less than 5.3 × 10-4; and

iii the proportion of the total flight time spent by aircraft between 93 and 130 km

(50 and 70 NM) off the cleared track shall be less than 1.3 × 10-4.

3.3.2. In order to fly in the MNPS airspace, aircraft have to be certified and have serviceable

on board equipment. Controllers are aware of the navigation capabilities of the

aircraft by the insertion of the letter X on subfield 10a of the flight plan.

3.3.3. According to NAT SUPPS Doc7030, aircraft certified to RNP10 and/or RNP4 are

authorized to fly in the MNPS airspace. The requirement of inserting the letter X on

subfield 10a of the flight plan also applies to these flights.

3.4. RVSM airspace

3.4.1. The airspace within the Santa Maria FIR (Figure 1) between FL290 and FL410 inclusive

is NAT RVSM airspace, coincident with Santa Maria’s MNPS Airspace. Within this

airspace, the following vertical separation minimum is applied:

i 300 meters (1000FT) between RVSM approved aircraft

ii 600 meters (2000FT) between:

a Non-RVSM approved State Aircraft and any other aircraft operating within

NAT RVSM Airspace;

b Formation Flights of State Aircraft and any other aircraft operating within

the NAT RVSM Airspace;

c An aircraft experiencing a communications failure in flight and any other

aircraft when both aircraft are operating within the NAT RVSM Airspace.

3.4.2. In order to fly in the RVSM airspace, aircraft have to be certified and have serviceable

on board equipment. Controllers are aware of the navigation capabilities of the

aircraft by the insertion of the letter W on subfield 10a of the flight plan.

3.5. SLOP

3.5.1. The Strategic Lateral Offset Procedure (SLOP) is now a Standard Operating Procedure

throughout the North Atlantic (NAT) Region and is published in AIP Portugal as

applicable within Santa Maria FIR.

3.6. Airspace Reservations

3.6.1. Santa Maria Oceanic Control Center may approve moving or stationary temporary

airspace reservations within its airspace, for the benefit of State or Military Aircraft


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Operating Agencies to accommodate Military Exercises, Formation Flights, Missile

Firing or UAV Activities. Procedures are established in respect of the requests for and

management of such reservations. Whenever such reservations might impinge upon

other flights in the NAT Region, relevant AIS is published, including, if appropriate,

annotations on the NAT Track Message.

3.7. ACAS

3.7.1. All turbine-engine airplanes having a maximum certificated take-off mass exceeding

5,700 kg or authorized to carry more than 19 passengers are required to carry and

operate ACAS II in the NAT Region. TCAS Version 7.0 meets the technical

specifications for ACAS II as contained in ICAO Annex 10 Volume IV.

3.7.2. Pilots are required to report all ACAS/TCAS Resolution Advisories which occur in

Santa Maria FIR to the ATC service.

3.8. Aerodromes within Santa Maria FIR

3.8.1. Within Santa Maria FIR all aerodromes are located in the Santa Maria TMA (TMA

LPAZ). There are nine aerodromes, one in each island of Azores archipelago (Figure

4).

Figure 4 - Aerodromes in Santa Maria FIR

3.8.2. As listed on Table 2, not all aerodromes are managed by the same entity nor offer

the same facilities and services. Santa Maria and Ponta Delgada are the main

aerodromes for civil international traffic while Horta and Pico handle some national

traffic to and from Portugal Mainland. Lajes handles mostly the military traffic

(national and international), although assuring civil traffic as required. The remaining

aerodromes are used for Azores domestic flights (mainly civil but also military).


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Name ICAO ATS Management Traffic

Santa Maria LPAZ CTR ANA (Portugal national airports management company)

National and international. Mainly civil.

Ponta Delgada

LPPD CTR ANA (Portugal national airports management company)

National and international. Mainly civil.

Lajes LPLA MCTA MCTR

Military - Portuguese Air Force Civil – Azores Regional Government

National and international. Mainly military.

Horta LPHR CTR ANA (Portugal national airports management company)

Mainly civil regional and national flights. International GAT possible.

Pico LPPI AFIS SATA Aérodromos (Azores regional airports management company)

Mainly civil regional and national flights.

São Jorge LPSJ AFIS SATA Aérodromos (Azores regional airports management company)

Mainly civil regional flights.

Graciosa LPGR AFIS SATA Aérodromos (Azores regional airports management company)


Corvo LPCR AFIS SATA Aérodromos (Azores regional airports management company)


Flores LPFL CTR ANA (Portugal national airports management company)

Mainly civil regional and flights. International GAT possible.

Table 2 - Aerodromes in Santa Maria FIR


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4. Traffic Patterns

4.1. Taking into account its geographic localization, Santa Maria FIR is rarely crossed by the

daily NAT Region Organized Track System, which is usually set up to the north of 45

degrees of latitude.

4.2. However, it can also be observed in Santa Maria the two main daily flows of traffic,

coincident with the NAT Region air traffic two major alternating flows:

4.2.1. A westbound flow departing Europe in the morning and heading to North America,

Caribbean, South America and

4.2.2. An eastbound flow departing North America, Caribbean and South America in the

evening.

4.3. The effect of these flows is to concentrate most of the traffic, with peak westbound traffic

crossing the 30W longitude between 1130 UTC and 1900 UTC and peak eastbound traffic

crossing the 30W longitude between 0100 UTC and 0800 UTC.

4.4. Additionally to these flows, during the westbound traffic peak, there is a southbound flow

of flights from Europe to Canary Islands in the morning and a northbound flow in the

afternoon, as flights return from Canary Islands to Europe.

4.5. In Santa Maria FIR it is also necessary to accommodate inbound and outbound traffic to

Santa Maria TMA.

4.6. Unlike what happens in FIRs where flights fly mainly on the published OTS, in Santa Maria

FIR traffic usually fly the Pilot Preferred Routing (random routes), as filed on the Flight

Plan and Santa Maria Oceanic CTA controllers provide the separation minima between

each pair of aircraft for which a conflict arises.

4.7. Table 3 lists the 12 major traffic flows identified as operating in Santa Maria FIR. These

flows were determined by analyzing the areas from where the flights enter and leave the

FIR along a twelve month period (2014).


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Code Description Criteria (To/From) Direction

NEUR_NAM_CAR Northern and Central Europe to/from North America and Caribbean

EGGX/KZNY CZQX/KZNY

Westbound (Southwestbound)

NAM_CAR_NEUR Eastbound

(Northeastbound)

SEUR_NAM_CAR Southern Europe to/from North America and Caribbean

LECM/EGGX LECM/CZQX LECM/KZNY LPPC/EGGX LPPC/CZQX LPPC/KZNY

Westbound

NAM_CAR_SEUR Eastbound

AFI_NAM Africa to North America GVSC/KZNY

Westbound

NAM_AFI Eastbound

NEUR_AFI Northern and Central Europe to/from Canary Islands (mostly on airway T16)

EGGX/LPPC

Westbound (Southbound)

AFI_NEUR Eastbound

(Northbound)

EUR_SAM

Europe to/from South America

EGGX/TTZP EGGX/GVSC LPPC/GVSC GCCC/GVSC GCCC/TTZP

Westbound (Southwestbound)

SAM_EUR Eastbound

(Northeastbound)

AZORES_WEST To/from Azores Islands AZORES/ANY FIR

Westbound

AZORES_EAST Eastbound Table 3 - Traffic flows within Santa Maria FIR (Jan to Jun 2013)

4.8. The Table 4 shows, the relative importance of each traffic flow in Santa Maria FIR. These

values were obtained from an analysis of 106.198 flights that operated above F285 from

January 1 to December 31, 2014.


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Table 4 - Relative importance of each traffic flow above F285 in Santa Maria FIR (Jan to Dec 2014)

4.9. Figure 5 shows the number of flights above F285 by month and flow direction.

Figure 5 - Number of flights above F285 in LPPO between January and December 2014 (excluding Azores domestic)

Code Partial % Aggregate %

NEUR_NAM_CAR 15%

NAM_CAR_NEUR 21%

SEUR_NAM_CAR 16%

NAM_CAR_SEUR 16%

AFI_NAM 2%

NAM_AFI 2%

NEUR_AFI 5%

AFI_NEUR 5%

EUR_SAM 5%

SAM_EUR 6%

AZORES_WEST 4%

AZORES_EAST 5%9%

36%

32%

4%

10%

10%


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Figure 6 - Characterization of traffic flows in Santa Maria FIR

4.10. Number of flights

4.10.1. Between January 1st to December 31st 2014, the total number of flights in Santa

Maria FIR was 111.902 (excluding Azores domestic flights).

4.10.2. The summer months of July and August had the highest count of flights (11.346 and

10.585), followed by the Christmas season on December (10.126).

4.10.3. Analyzing by month, the highest average daily traffic was 366 flights per day in July

while the lowest was 281 flights per day in November.

4.10.4. During the aggregate sample period, the daily average was 306 flights per day.

4.10.5. The majority of traffic is civil overflights to the Santa Maria FIR with very little

number of military flights.


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Figure 7 – Number of flights by month in LPPO (2014)

4.11. Distribution by operator

4.11.1. During the 2014, 304 different airline operators have flown through Santa Maria FIR

above FL285, in a total of 105.937 flights.

4.11.2. There were 3456 GAT flights, which represent about 3% of overall traffic. The

aggregate statistics for these flights are identified in Figure 8 as NOP (Non Operator).

4.11.3. Figure 8 shows the top 60 Airline Operator/GAT distribution in 2014. These operators

(which include the aggregate GAT) represent about 95% of total flights. The top 10

operators alone were responsible for about 49% of the total FIR flights.

4.11.4. Figure 8 also displays, for Airline Operator/GAT, the number of FANS and NON FANS

flights


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Figure 8 - Distribution of flights by top 60 operators in LPPO (2014)

4.12. Distribution by aircraft type

4.12.1. During 2014, 113 different types of aircraft have flown through Santa Maria CTA

above FL285, in a total of 109.403 flights.

4.12.2. Figure 9 shows the number of flights by top 40 types of aircraft in 2014. These

aircraft represent about 99% of total flights. The top 10 types of aircraft were

responsible for about 79% of the total FIR flights.

4.12.3. Figure 9 also displays, for each type, the number of FANS and NON FANS flights.


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Figure 9 - FANS and NON FANS number of flights by top 40 types of aircraft in LPPO (2014)

5. Communication, Navigation, Surveillance

5.1. Communication

5.1.1. Ground-Ground communications

i Ground-Ground communications in Santa Maria CTA are made by voice or data

exchange, dependent of the function to be achieved


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Media System Objective Funtions

Voice

Voice Communication

System (VCS)

Internal and external voice communications

Mainly for operational use. Available Direct Access and Speed Dial keys. Manual Keypad for public telephone lines access.

Public lines Mainly for administrative use. Used as backup if a VCS failure occurs

Satellite telephone For backup if a VCS and Public Lines failure occurs

Data

OLDI/AIDC

Internal and external data exchange

Coordination messages with all adjacent ATC centers, except TTZP and GOOO.

AFTN All messages (ATS, AIS, METEO, Company, etc.), as regulated in ICAO Annex 10, Volume II.

E-mail

Mainly for administrative messages but also used for some operational matters, especially by the Supervisor.

Table 5 - Ground-Ground communications available in Santa Maria CTA

ii Most of the coordination messages are automatically processed by SATL, using

the available data exchange systems

FIR (ICAO Code) Coordination method

Gander (CZQX) Full AIDC covering Notification, Coordination and Negotiation

Shanwick (EGGX) Full AIDC covering Notification, Coordination and Negotiation

Madrid (LECM) OLDI Eurocontrol Basic dialogue and OCM message

Lisboa (LPPC) OLDI Eurocontrol Basic dialogue

Canarias (GCCC) OLDI Eurocontrol Basic dialogue

Sal (GVSC) OLDI Eurocontrol Basic dialogue

Dakar (GOOO) Voice

Piarco (TTZP) Only CPL (AFTN)

New York (KZNY) Full AIDC covering Notification, Coordination and Negotiation

Azores TMA (LPAZ) Integrated within the ATC system (SATL)

Table 6 - Methods of exchanging coordination messages by ATC units


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5.1.2. Air-Ground communications

i Air-Ground communications in Santa Maria CTA are made by voice or data link,

according to aircraft and crew certification and dependent of system availability.

Sector Media System

Surveillance

DCP VHF voice communications

Air-Ground VHF VCS

HF and VHF voice communications via Santa Maria Radio

Air-Ground HF/VHF VCS

CPDLC FANS 1/A SATL built-in front-end, connected to SITA network, with an user interface at each controller workstation

SATVOICE via Santa Maria Radio

G/G VCS, connected to SITA network

Oceanic

HF and VHF voice communications via Santa Maria Radio

Air-Ground HF/VHF VCS

CPDLC FANS 1/A SATL built-in front-end, connected to SITA network, with an user interface at each controller workstation

SATVOICE via Santa Maria Radio

G/G VCS, connected via SITA network

OCD via ACARS (ARINC623 specification)

SATL built-in front-end connected to SITA network, with an user interface at each controller workstation

Table 7 - Air-Ground communications available in Santa Maria CTA

ii Data link communications (CPDLC and OCD) are the primary means of

communication on Santa Maria Oceanic sector for all certified aircraft and

crews.

iii VHF and HF are mandatory to all flights.

iv SATVOICE is optional and doesn’t exclude the mandate to have VHF and HF on

board.

Santa Maria VHF channels are remotely operated through equipment and antennas located in Santa

Maria Island, Flores Island, Porto Santo Island, Porto and Lisboa (Figure 10).


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Figure 10 - Santa Maria CTA theoretic VHF coverage area at FL300

5.1.3. CPDLC required communication performance (RCP)

i Santa Maria CTA monitors CPDLC performance against RCP240 specification, as

prescribed in the ICAO Global Operational Data Link Document (GOLD).

ii From January to December 2014, 120.444 ATC uplink intervention messages

were analyzed.

iii The 95% 180 seconds a criterion was largely met as also the operational 99%

210 seconds criterion but the 99,9% efficiency criterion was not (Error!

eference source not found.).

iv The RCP240 measurements in the Santa Maria CTA are similar to those

measured in the other FIRs of the NAT Region (New York, Gander, Shanwick and

Iceland).

v The detailed analysis regularly performed shows that there are performance

differences between fleets, operators, media, etc. Many flights do comply

entirely with the RCP240, including the 99,9% ACP/ACTP 210/150 seconds

criteria and PORT 60 seconds criteria. Work is undergoing at local and regional

level to identify the bad performers and solve the issues that are not allowing

them to comply with the RCP240.


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Figure 11 – ACP (Actual Communication Performance) in LPPO (Jan to Dec 2014)

5.1.4. CPDLC most used ATC messages

i Error! Reference source not found. shows the top 30 CPDLC messages used in

anta Maria CTA, representing about 99% of all uplink traffic for which a response

WILCO was required and received.

ii The most used CPDLC ATC intervention message (23%) was a climb clearance

using a combination of the elements U20 and U129 (climb to <level>; report

maintaining <level>). Also very used (4%) was a climb clearance with a leveling

waypoint crossing restriction, using the combination of the elements U20, U46

and U129.

iii The second set of most used messages are the frequency and squawk

instructions with a combination of U120 U123 (monitor

<unit><frequency>;squawk <code>) for flights entering radar sector and U123

(squawk <2000>) after terminating radar services. Also, for flights exiting Santa

Maria CTA to continental airspace (LPPC and LECM), a message with the U117

element is sent (contact <unit><frequency>). These three types of messages

represent about 53% of CPDLC traffic but are automatically generated and sent

by SATL, having no impact on the controller workload.


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iv The combination of the U82 and U127 elements (cleared to deviate up to

<distance><direction> of route; report back on route) is associated with weather

deviation requests and is the eighth most used message (about 3% of traffic).

Table 8 – Top 30 CPDLC ATC messages in LPPO (Jan to Dec 2014)

Message elements Qty. % Decode

U120 U123 28412 24% MONITOR [unit name][frequency]; SQUAWK [code]

U20 U129 27973 23% CLIMB TO [level]; REPORT MAINTAINING [level]

U123 19204 16% SQUAWK [code]

U117 16191 13% CONTACT [unit name][frequency]

U20 U46 U129 5182 4% CLIMB TO [level]; CROSS [position] AT [level]; REPORT MAINTAINING [level]

U20 U128 U129 4888 4% CLIMB TO [level]; REPORT LEAVING [level]; REPORT MAINTAINING [level]

U106 3798 3% MNTN [speed]

U82 U127 3766 3% CLEARED TO DEVIATE UP TO [distance] [direction] OF ROUTE; REPORT BACK ON ROUTE

U169 U83 1803 2% FREE TEXT; AT [position] CLEARED [route clearance]

U34 U129 1142 1% CRUISE CLIMB TO [level]; REPORT MAINTAINING [level]

U20 U46 U128 U129 917 1% CLIMB TO [level]; CROSS [position] AT [level]; REPORT LEAVING [level]; REPORT MAINTAINING [level];

U23 U46 U129 737 1% DESCEND TO [level]; CROSS [position] AT [level]; REPORT MAINTAINING [level]

U30 708 1% MNTN BLOCK [level] TO [level]

U19 674 1% MNTN [level]

U74 569 0,5% PROCEED DIRECT TO [position]

U53 520 0,4% CROSS [position] AT OR AFT [time]

U52 503 0,4% CROSS [position] AT OR BFR [time]

U23 U129 471 0,4% DESCEND TO [level]; REPORT MAINTAINING [level]

U19 U22 U129 U46 402 0,3% MNTN [level]; AT [position] CLIMB TO [level]; REPORT MAINTAINING [level]; CROSS [position] AT [level]

U19 U22 U129 333 0,3% MNTN [level]; AT [position] CLIMB TO [level]; REPORT MAINTAINING [level]

U169 U74 U80 214 0,2% FREE TEXT; PROCEED DIRECT TO [position]; CLEARED [route clearance]

U34 U128 U129 165 0,1% CRUISE CLIMB TO [level]; REPORT LEAVING [level]; REPORT MAINTAINING [level]

U23 U128 U129 156 0,1% DESCEND TO [level]; REPORT LEAVING [level]; REPORT MAINTAINING [level]

U23 U46 U128 U129 130 0,1% DESCEND TO [level]; CROSS [position] AT [level]; REPORT LEAVING [level]; REPORT MAINTAINING [level]

U26 U129 119 0,1% CLIMB TO REACH [level] BY [time]; REPORT MAINTAINING [level]

U20 U129 U169 116 0,1% CLIMB TO [level]; REPORT MAINTAINING [level]; FREE TEXT

U31 U180 103 0,1% CLIMB TO AND MNTN BLOCK [level] TO [level]; REPORT MAINTAINING [level] BLOCK [level] TO [level]

U20 U129 U46 88 0,1% CLIMB TO [level]; REPORT MAINTAINING [level]; CROSS [position] AT [level]

U19 U22 U128 U129 U46 83 0,1% MNTN [level]; AT [position] CLIMB TO [level]; REPORT LEAVING [level]; REPORT MAINTAINING [level]; CROSS [position] AT [level]

U20 U129 U106 72 0,1% CLIMB TO [level]; REPORT MAINTAINING [level]; MNTN [speed]

CPDLC message usage analysis in LPPO on 2014ALL MESSAGES WITH RESPONSES WILCO

Count


January 2015 of 35

5.2. Navigation

5.2.1. Table 10 provides the navigation capabilities filed in received flight plans in Santa

Maria Center during 2014.

5.2.2. Almost 100% of flights above F285 have filed as MNPS certified and about 97% as

GNSS.

5.2.3. About 95% of flights filed RNAV10 (RNP10) and about 46% filed RNP4. Overall, about

98% of flights have filed either RNAV10 (RNP10) and/or RNP4.

Table 9 - Navigation capabilities filed in LPPO (2014)

5.3. FANS equipage

5.3.1. Table 11 provides information on the FANS capabilities filed in received flight plans in

Santa Maria Center during 2014.

5.3.2. The 2014 average is about 70% of all traffic above F285 but the monthly analysis

indicates a growing trend, starting at 69% in January and ending with 75% in

December.

5.3.3. A more in depth analysis of the monthly statistics and the number of FANS and NON

FANS by airline operator and by type of aircraft indicates that the long haul flights

show an even higher percentage than 75% of FANS equipped while the short range

flights are mostly not equipped.

Table 10 – FANS capabilities filed in LPPO (2014)

2014 JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC

Total # of aircraft above F285 109404 8754 7713 8629 8974 8791 8779 11107 10374 9463 8631 8252 9937

Total # of MNPS aircraft above F285 (X) 109296 99,9% 8745 99,9% 7707 99,9% 8624 99,9% 8964 99,9% 8780 99,9% 8770 99,9% 11095 99,9% 10360 99,9% 9453 99,9% 8625 99,9% 8248 100,0% 9925 99,9%

Total # of GNSS aircraft above F285 (G) 104527 95,5% 8366 95,6% 7381 95,7% 8246 95,6% 8542 95,2% 8355 95,0% 8304 94,6% 10481 94,4% 9809 94,6% 9009 95,2% 8305 96,2% 8057 97,6% 9672 97,3%

Total # of RNP10 aircraft above F285 (R-A1) 103073 94,2% 8213 93,8% 7224 93,7% 8096 93,8% 8398 93,6% 8296 94,4% 8267 94,2% 10512 94,6% 9703 93,5% 8908 94,1% 8150 94,4% 7884 95,5% 9422 94,8%

Total # of RNP4 aircraft above F285 (R-L1) 47815 43,7% 3905 44,6% 3469 45,0% 3692 42,8% 3921 43,7% 3880 44,1% 3614 41,2% 4754 42,8% 4293 41,4% 4014 42,4% 3873 44,9% 3813 46,2% 4587 46,2%

Total # of RNP4 and/or RNP10 above F285 106504 97,3% 8575 98,0% 7534 97,7% 8429 97,7% 8716 97,1% 8541 97,2% 8511 96,9% 10803 97,3% 10046 96,8% 9169 96,9% 8335 96,6% 8119 98,4% 9726 97,9%

2014 JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC

Total # of aircraft above F285 109404 8754 7713 8629 8974 8791 8779 11107 10374 9463 8631 8252 9937

Total # FANS above F285 76586 70,0% 6037 69,0% 5416 70,2% 6016 69,7% 6139 68,4% 6123 69,7% 5890 67,1% 7697 69,3% 7018 67,6% 6611 69,9% 6067 70,3% 6110 74,0% 7462 75,1%


January 2015 of 35

5.4. Surveillance

5.4.1. ATS Surveillance is currently provided with one SSR station in Santa Maria Island, one

SSR station in Porto Santo Island, one set of WAM/ADS-B stations in the central and

western group of the Azorean Islands.

Figure 12 - Santa Maria FIR theoretic SSR and WAM/ADS-B stations coverage area

5.4.2. The aircraft position, vertical profile and speed are updated in the system through

several means, depicted in Table 11.

5.4.3. Whatever the origin of the position report, the aircraft and all associated data is

presented to the controller in SATL by an Integrated Situation Display (electronic

flight strips and graphical), available to all sectors:

Combined radar and ADS-B coverage

Estimated ADS-B coverage


January 2015 of 35

Sector Media Remarks

Surveillance

SSR/WAM/ADS-B Automatic position update

DCP VHF communications

Manual position update by the controller

HF/VHF/SATVOICE communications via Santa Maria Radio

Automatic position update within the configured Variable System Parameters (VSP) values. If a VSP value is exceeded, the message is displayed to the controller for manual evaluation and intervention.

ADS-C FANS 1/A

Automatic update of flight profile. An alert is automatically sent to the controller if any change to the cleared profile is detected (waypoints, lateral deviation, vertical deviation).

Oceanic

DCP VHF communications

Manual position update by the controller

HF/VHF/SATVOICE communications via Santa Maria Radio

Automatic position update within the configured Variable System Parameters (VSP) values. If a VSP value is exceeded, the message is displayed to the controller for manual evaluation and intervention.

ADS-C FANS 1/A

Automatic update of flight profile. An alert is automatically sent to the controller if any change to the cleared profile is detected (waypoints, lateral deviation, vertical deviation).

Table 11 - Flight surveillance means in Santa Maria CTA

5.4.4. ADS-C required surveillance performance (RSP)

i Santa Maria CTA monitors ADS-C performance against RSP180 specification, as

prescribed in the ICAO Global Operational Data Link Document (GOLD).

ii From January to December 2014, 1.397.321 ADS-C reports were analyzed.

iii The 95% 90 seconds a criterion was largely met as also the operational 99% 180

seconds criterion but the 99,9% efficiency criterion was not (Error! Reference

ource not found.).

iv The RSP180 measurements in the Santa Maria CTA are similar to those

measured in the other FIRs of the NAT Region (New York, Gander, Shanwick and

Iceland).

v The detailed analysis regularly performed shows that there are performance

differences between fleets, operators, media, etc. Many flights do comply

entirely with the RSP180, including the 99,9% efficiency criterion. Work is

undergoing at local and regional level to identify the bad performers and solve

the issues that are not allowing them to comply with the RSP180.


January 2015 of 35

Figure 13 – ADS-C performance in LPPO (January to June 2014)

Figure 14 – ADS-C performance in LPPO (July to December 2014)


January 2015 of 35


January 2015 of 35

5.5. ATC System

5.5.1. SATL is a complete Flight Data Processor and communications server, featuring an

airspace environment database with the following functions and capabilities:

a. General flight data processing.

b. Multi radar, WAM and ADS-B processing.

c. Electronic flight strips.

d. Integrated Situation Display depicting Surveillance tracks, ADS-C tracks and CPL

tracks.

e. Conflict probing

f. STCA (Short Term Conflict Alert)

g. Conformance monitoring and alert.

h. Automated coordination message exchange (AIDC and EUROCONTROL OLDI)

i. Data link communications to support FANS 1/A (ADS and CPDLC) and Arinc 623

Oceanic Clearance Delivery

j. AFTN communications including an external/internal message processor and user

interfaces in all workstations for message composition and addressing.

k. Meteorological information including weather model for flight progress time

calculations.

l. Automatic processing of mixed mode position reporting such as voice

communications (VHF/HF/SATVOICE), Automatic Dependent Surveillance (ADS-C and

ADS-B), radar (multi SSR) and Wide Area Multilateration (WAM).

m. Integrated Aeronautical Station (Radio Operators) working positions.

n. Integrated TWR/APP working positions for those TWR providing Approach Control.

o. Remote Situational Awareness Display (RSAD) in Lisbon ACC.

p. Availability of a redundant Fallback system without limitations of functions and

capabilities.


January 2015 of 35

6. Determination of the proposed system and operational

application

6.1. The 30NM or 50NM longitudinal and 30NM lateral separation minima will be applied

between RNAV10 (RNP10) or RNP4 and FANS authorized aircraft for which to be eligible,

operators must comply with the flight planning requirements established in ICAO Doc

4444, specifically:

6.1.1. Indicate in item 10a:

i R for RNP specification

ii D1 for ADS-C with FANS 1/A capabilities and

iii J5 for CPDLC FANS 1/A SATCOM (INMARSAT) and/or

iv J7 for CPDLC FANS 1/A SATCOM (IRIDIUM)

6.1.2. Indicate in item 18, sub-field PBN:

i PBN/A1 (RNAV10/RNP10) and/or

ii PBN/L1 (RNP4)

6.2. Flight planning procedures and requirements remain unchanged in accordance with NAT

SUPPS and NAT Doc007. The letter X shall continue to be filed for monitoring

authorization to fly MNPS airspace as required.

6.3. For any pair of aircraft not eligible for the 30NM or 50NM longitudinal separation, the

time based separation, will continue to be applied.

6.4. For any pair of aircraft not eligible for the 30NM lateral separation, the 60NM or 50NM

minima will continue to be applied.

6.5. The 60NM minimum will be discontinued after final implementation of the PBN concept

in the whole NAT in accordance with NAT IMG transition plan.

6.6. The Santa Maria FDPS (SATL) is being updated to accommodate the reduced separation in

the conflict probe, with an area of applicability limited to the adjacent FIR that can

support reduced separation. The current lateral and longitudinal time based separation

minima will be kept in the system probe to be applicable between aircraft not eligible for

reduced separation and to allow effective planning of traffic transiting to where and while

this separation is still required.

6.7. The application of the 30NM and 50NM longitudinal and 30NM lateral separation minima

is planned to start by the first semester of 2016.


January 2015 of 35

7. Identification of the Method of Safety assessment

7.1. The 30NM or 50NM longitudinal and 30NM lateral separation minima between FANS

RNAV10 (RNP10) and/or RNP4 certified aircraft is a standard separation set forth in PANS

ATM Doc 4444 and in use in several parts of the world, especially in most of the adjacent

airspace to Santa Maria Oceanic CTA, thus a Collision Risk Modeling is not required

specifically for application in this airspace.

7.2. NAV Portugal will conduct a Safety Assessment prior to implementation in accordance

with the Portuguese regulatory requirements, which are aligned with ICAO Safety

Management Manual (SMM) Doc 9859 and EUROCONTROL ESARR4 specifications (Risk

Assessment and Mitigation in ATM).

8. Evaluation of the Risk

8.1. The following is a preliminary analysis conducted by a working group composed by several

controllers with different experience in oceanic air traffic management in Santa Maria

Oceanic Control Centre. This analysis and assumptions will be the basis for the formal

Safety Assessment to be completed prior implementation in accordance with the

Portuguese regulatory requirements.

8.2. There are several mitigations in place to avoid GNE’s, altitude deviations and other errors

in Santa Maria CTA, with special emphasis to the level of monitoring and awareness that

allow detection of an error as earlier as possible:

8.2.1. The accuracy and most up to date flight plans received via the European IFPS

(Integrated Flight Planning System) ensures that flight plans are compliant with most

of flight planning rules and requirements in Santa Maria CTA avoiding unnecessary

reroutes and provides a high level of assurance that the route available on the ATC

system matches the route available on the aircraft’s FMS.

8.2.2. The Oceanic Clearance as per published procedures in AIP Portugal for flights

entering Santa Maria CTA through Madrid, Lisbon, Canaries, Cape Verde, Dakar and

Piarco airspaces will also confirm the cleared route within the NAT Region, from

entry point until the landfall or exit point in the NAT, indicating a route change when

required.

8.2.3. SATL will be configured to automatically confirm the assigned route to FANS aircraft

via CPDLC upon entering Santa Maria airspace and alert the controller for route

discrepancies.

8.2.4. The AIDC capability with all NAT centers considering notification, coordination and

negotiation provides important mitigation for ATC coordination errors.


January 2015 of 35

8.2.5. Predicted route from position reports (voice or ADS-C) are verified for conformance

in case of an incorrect waypoint entry, providing alert for controller intervention.

8.2.6. Position reports are being forwarded from most of the adjacent centers allowing

confirming predicted route before aircraft enters Santa Maria airspace.

8.2.7. FANS (ADS and CPDLC) plays an important role in mitigating GNE’s resulted from

crew error or ATC coordination error:

i A 5 NM Lateral Deviation Event Contract is established with all FANS aircraft 5

minutes prior entering Santa Maria Oceanic CTA.

ii The Lateral Deviation Event Contract is re-established dynamically to account

weather deviation clearances.

iii An ADS Demand is requested with predicted route 5 minutes prior entering

Santa Maria Oceanic CTA.

iv If a FANS logon is rejected due to missing flight plan, an ADS contract with

predicted route is requested allowing an ADS track to be displayed in the

situation display for controller intervention.

8.2.8. The Mach speed and position accuracy contained in the ADS-C reports received and

processed by SATL will be monitored against a certain tolerance providing an alert to

the controller when deviations occur.

8.2.9. Taking into account that reroutes are a risk factor for GNE occurrences especially

when they are determined in the Oceanic Clearance Delivery process, it is also taken

into account that this practice is very rarely employed in Santa Maria CTA.

8.2.10. ATS Surveillance already covering a significant portion of airspace of the Santa Maria

CTA around Azores islands, as well as within some portions of the southern boundary

with Lisbon CTA allows route conformance monitoring where system detects

deviations more than 4NM from the route, providing appropriate indication to the

controller in the situation display.

8.3. A preliminary list of potential hazards were discussed:

8.3.1. Increase complexity due to the several methods of application of separation minima

and adjacent airspace requiring larger separation.

i The group analyzed how much complexity in managing distance based

separation in a mix environment where adjacent airspace may require larger

separation could increase controller workload such that a loss of separation may

occur.


January 2015 of 35

ii On the other hand, the group agreed that reduced separation is likely to simplify

in many aspects traffic management thus reducing workload.

iii The existent AIDC and OLDI with most of the adjacent centers to Santa Maria

Oceanic FIR, as well as the SATL Conflict Probe tool for supporting controller

decision are very important and effective mitigations for this hazard.

iv It was identified that training is also an important mitigation for this hazard.

8.3.2. Aircraft loss of RNP 4/10 capability.

i The SATL Conflict probe tool relies on RNP capability as filed in the flight plan. In

the event an aircraft loses the RNP capability in flight, the crew should alert ATC

who will establish an alternative separation standard as soon as practicable in

accordance with operational procedures.

ii Upon notification, the aircraft equipment capability will be reset and SATL

Conflict Probe tool will support controller for applying an alternative separation

standard.

iii An aircraft losing RNP capability in flight may have a temporary effect on

capacity and efficiency for establishing an alternative separation as soon as

practicable, but no degradation in safety is expected.

8.3.3. Loss of ADS-C and/or CPDLC connection

i Reduced separation minima is applied as soon as the aircraft establishes and

maintain both ADS-C and CPDLC connections with the SATL automation.

Through appropriate ADS-C Contract, the required periodic ADS-C reports are

monitored and updated by SATL. If a report is missed, the system will

automatically establish an ADS-C Demand contract. If still no ADS report is

received within 3 minutes SATL prompts an alert of report overdue to the

controller and Conflict Probe automatically applies an alternative standard

separation, warning the controller if insufficient separation exists with other

aircraft.

ii ATC will still have the capability to communicate with aircraft through the Santa

Maria Aeronautical Station on HF, via SATVOICE or via DCPC/VHF when in range.

iii Loss of CPDLC and/or ADS-C capability may have a temporary effect on capacity

and efficiency for establishing alternative separation as soon as practicable, but

no degradation in safety is expected.

8.3.4. SATL catastrophic failure.


January 2015 of 35

i Although SATL is provided with two redundant flight data processors, it is also

provided with an additional level of redundancy through a Backup or Fallback

System with the same capabilities and functions as the main system to cope with

the event of a catastrophic failure of both redundant servers of the Main

System.

ii Worst outcome would be a loss of separation although the likelihood of a

catastrophic failure simultaneously on both Main and Fallback Systems is

extremely remote, and no such occurrence has been reported since the Fallback

System became operational in Santa Maria Oceanic Center in 2005.

iii If such a wide failure occurs for a long duration, ATC will still have the capability

to communicate with the aircraft through the Santa Maria Aeronautical Station

on HF, via SATVOICE or via DCPC/VHF when in range and will establish an

alternative separation standard as soon as practicable. Coordination will take

effect with adjacent centers to determine restrictive measures to aircraft

entering Santa Maria FIR including safer routes and altitudes while in

contingency and providing limited services.


January 2015 of 35

9. Conclusion

9.1. This implementation plan demonstrates system capabilities, controller procedures and

training, current airspace environment in terms of communications and aircraft navigation

capabilities that characterize the Santa Maria airspace and operations, as well as all the

mitigations in place, and which forms the basic requirements for the application of the

30NM or 50NM longitudinal and 30NM lateral separation minima in accordance with

PANS ATM Doc 4444.

9.2. As stated on paragraphs 7 and 8 above, an appropriate safety assessment will be

conducted prior to the final decision to implement the 30NM or 50NM longitudinal and

30NM lateral separation minima in the Santa Maria Oceanic CTA and due regard will be

taken for any safety recommendations and/or mitigations identified in that process.

10. Points of contact Cirilo Araújo Head of Air Traffic Services, Santa Maria FIR NAV Portugal E.P.E. Phone:+351 296 820 504 Email: [email protected] Nelson Pimentel Watch Manager Santa Maria OACC NAV Portugal E.P.E. Phone:+351 296 820 503 Email: [email protected]

_________________________

mailto:[email protected]

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