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communication, accommodation of weather conditions)
!Potential benefit : 15 mn (Flex) + 15 mn (DARPS) per flight
!A pragmatic approach
Page 7/16
18-20 June 2001
South Pacific Implementation
Page 8/16
18-20 June 2001
VIVO= VIsualisation des Vols Océaniques
VIVO 1
Situation Display
OPS
in July 95
VIVO 2
CPDLC
OPS
in March 96
Flextracks
without re-routing
Flextracks
with re-routing
VIVO 3
ADS
Reduced
separations (objective)
OPS
in March 99
!Programme launched by DNA in 1994, managed by STNA
! VIVO: Visualisation des Vols Océaniques
!Oceanic Flight Display
!Contract with AIRSYS-ATM
!Programme launched by DNA in 1994, managed by STNA
! VIVO: Visualisation des Vols Océaniques
!Oceanic Flight Display
!Contract with AIRSYS-ATM
Page 9/16
18-20 June 2001
Controller
manual entry
of reporting point
VIVO phase 3 (March 1999)
strips FPL data display
FPL
FPL data
Flextracks display
Flextracks
Clearance exchanged by CPDLC
Flextracks data
ADS implementation
Update FPL
FANS-1/A
ACARS (SATCOM,VHF)
HF
SIGMA
Flight plan
data base
Ground-ground
network
AFTN
Page 10/16
18-20 June 2001
Benefits achieved with the FANS
implementation
!FANS is used every day
! up to 10 ADS/CPDLC aircraft in control with VIVO system
at the same time (1 sector)
! Flexible track is a success
!Aviation week - October 99 : « Fuel savings from operating
shorter routes available under the modernized systems has been
estimated at 10,000 $ per flight »
!Improved safety and confort with CPDLC
! CPDLC is now the primary means of communication
! HF is only a backup for FANS/1/A equipped aircraft
!Decrease of both pilot and controller
workload thanks to automation
!FANS is used every day
! up to 10 ADS/CPDLC aircraft in control with VIVO system
at the same time (1 sector)
! Flexible track is a success
!Aviation week - October 99 : « Fuel savings from operating
shorter routes available under the modernized systems has been
estimated at 10,000 $ per flight »
!Improved safety and confort with CPDLC
! CPDLC is now the primary means of communication
! HF is only a backup for FANS/1/A equipped aircraft
!Decrease of both pilot and controller
workload thanks to automation
Page 11/16
18-20 June 2001
Not fully achieved (yet)
! Optimal use of ADS
! Today :
!EMERGENCY function
!MONITORING function for lateral, flight level, estimated
time deviation
! Potential to improve lateral & longitudinal separation
! assessment of safe separation standard (30 Nm ?) with
ADS is not available
! lack of international requirement to approve an ADS
system for separation reduction
! work in progress within ICAO RGCSP and ISPACG
! Assessment of ADS performance needed : basic and
intent data precision and integrity
! Optimal use of ADS
! Today :
!EMERGENCY function
!MONITORING function for lateral, flight level, estimated
time deviation
! Potential to improve lateral & longitudinal separation
! assessment of safe separation standard (30 Nm ?) with
ADS is not available
! lack of international requirement to approve an ADS
system for separation reduction
! work in progress within ICAO RGCSP and ISPACG
! Assessment of ADS performance needed : basic and
intent data precision and integrity
Page 12/16
18-20 June 2001
Not fully achieved
!Dynamic rerouting (DARP) is not fully
operational
!Technology is available
!Delay in implementation : too many heterogeneous
system (airlines host and ATC system)
!Complex ATC and Airline operation co-ordination
!Complex procedure requiring training of pilot and
controller
!Lack of safety analysis
!additional benefit of DARP compared to flextrack not so
significant compared to complexity
!Dynamic rerouting (DARP) is not fully
operational
!Technology is available
!Delay in implementation : too many heterogeneous
system (airlines host and ATC system)
!Complex ATC and Airline operation co-ordination
!Complex procedure requiring training of pilot and
controller
!Lack of safety analysis
!additional benefit of DARP compared to flextrack not so
significant compared to complexity
Page 13/16
18-20 June 2001
Lessons learnt
!Organisational aspects
!New CNS/ATM concept achievable only at a regional level
　
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