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Capacity
Efficiency
Safety
2014-2018
ANS STRATEGIC PLAN 2014-2018
CONTENTS
MISSION
VISION
EXECUTIVE SUMMARY
Air Space and Air Traffic Management infrastructure is a critical component for ensuring a
safe and sustained growth of the Air Transport sector. It is more and beyond physical
infrastructure. Deployment of equipment relating to CNS (Communication Navigation and
Surveillance) and Air Traffic Management Systems forms the basis of a superstructure
involving people, technology and procedures to deliver optimum level of services without
compromising safety. Technology being a dynamic variable, the equipment and systems of the
air navigation services and the underlying technology has to match with the progress in
airborne technology. This is a dynamic process. Therefore there is a need for constant up
gradation of the systems and the equipment that are the part of Air Navigation Services.
India has experienced a sustained growth in civil aviation in the last decade. It is expected that,
as India progresses economically, civil aviation sector will continue on the positive growth
trajectory.
The magnitude of growth that is expected will create significant pressures on air traffic
management in India to which ad hoc responses will not suffice. Long term solutions will
require a new way of thinking with a fresh approach. It is also necessary that the organizational
focus should not only be on technology and equipment, but also on people and training.
Air navigation services (ANS) in India are provided by Airport Authority of India (AAI).AAI
has responded proactively and in a holistic manner to meet the challenges of rapid growth in
Indian aviation. The AAI air navigation system master plan envisages significant investments
in modernization of airport infrastructure, up gradation of Communication Navigation
Surveillance (CNS), Air Traffic Management and Meteorological Equipment, enhancing
manpower and training infrastructure and harmonization with global initiatives and regional
air navigation plans.
The Twelfth Five Year Plan (2012-2017) of Government of India (GOI), has recognized the
critical role of Air Navigation Infrastructure towards augmenting and supporting the growth of
Indian Civil Aviation sector.
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“ The current Indian ATM system provides safe and efficient ATM services today and
implementation of the strategies will take full account of air traffic in entire Indian airspace
(both continental & oceanic). The document recognizes the need for implementation of
changes to the ATM system to consider the needs of all airspace users by applying sound
safety management principles and cost benefit analysis.
The vision for the Indian civil aviation industry for the 12th Plan period is:
“To propel India among the top five civil aviation markets in the world by providing access
to safe, secure and affordable air services to everyone through an appropriate regulatory
framework and by developing world class infrastructure facilities”
In order to facilitate this significant growth potential, India will need more airports, higher
capacity, supporting infrastructure, finance and human resources. All this would require
progressive and positive fiscal regime and policies and collaborative approach between the
government and industry.”
The ANS Planning section in collaboration with stakeholders has updated the Strategic ANS
Plan over the near, medium and long terms. The ATM planning issues and strategies addressed
by this document take into account the issues and strategies addressed by the International Civil
Aviation Organization (ICAO) in the Global Air Traffic Management Operational Concept,
the Global Air Navigation Plan and the Asia Pacific Seamless ATM Plan, and have been
applied to the Indian operational context.
The ANS Strategic Plan is the first step towards evolution to a future air traffic management
(ATM) system in India that is performance-based, meets ATM community expectations, is
cost-efficient and is globally harmonized. This version of the plan is the result of collaborative
efforts by ATM stakeholders, driven by an appreciation of the many interdependencies within
the ATM system.
1. INTRODUCTION
1.1. Background
The civil aviation sector in India has experienced a phenomenal growth of air traffic in the last
decade.
To facilitate and aid an unconstrained growth of the Indian aviation industry, associated
infrastructure needs to be developed. The growth also demands that investment requirements
have to address the existing capacity constraints in various airports and airspaces but also
should address requirements in the context of growth scenario forecast for the next decade and
thereafter to ensure that the growth in air traffic is managed safely and efficiently. There is also
a constant need to bring in cutting edge technology and the associated best practices of the
industry in order to make Indian Civil Aviation sector globally competitive.
The Ministry of Civil Aviation (MOCA) constituted a committee under the chairmanship of
Shri Ajay Prasad, for formulating the next generation ANS master plan to enhance capacity
and safety levels. The committee submitted its report in 2008. The committee interacted with
various stakeholders like airline representatives including IATA, Private Aerodrome
Operators, IAF/MOD, IMD and AAI and had detailed discussions to understand their
perception and concerns. The committee also interacted with experts from ICAO,
representative of India in ICAO, DGCA, Air Navigation Service Providers (ANSPs), aircraft
manufacturers and networking solutions providers. The committee submitted their report in
March 2008 to the Ministry of Civil Aviation.
Based largely on the Ajay Prasad Committee Report and adopting the guiding principles of
Global ATM Operational Concept and the Global Air Navigation Plan, AAI formulated and
published the ATM Strategic Plan in three Volumes in September 2008.
The ATM Strategic Plan is designed to ensure that India remains at the forefront in improving
air traffic management, the wider air transport domain and the national interest. Those
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ANS STRATEGIC PLAN 2014-2018
opportunities include not only the exploitation of the substantial benefits of present and
emerging communication, navigation, and surveillance capabilities, but also the consideration
of new regulatory and institutional arrangements, and changes to procedures and practices
across the ATM domain, both in the air and on the ground.
The ASBUs are organized in five-year increments starting in 2013 and continuing through
2028 and beyond. On this basis, the revised GANP represents a rolling, fifteen–year strategic
methodology which leverages existing technologies and anticipates future developments based
on State/Industry agreed operational objectives. This will enable sound investment strategies
and help to generate the required commitment to the Plan from States, equipment
manufacturers, operators and service providers.
The updated GANP - edition 4 was endorsed by the Air Navigation Council of ICAO during
the 38th Assembly in October 2013.
Asia Pacific Region is the fastest growing aviation market in the world. Appropriately ICAO
Asia Pacific office, in 2011, constituted the Asia Pacific Seamless ATM Planning Group
(APSAPG) to develop a regional air navigation plan to achieve seamless ATM environment
throughout the Asia Pacific Region, in a time bound manner. The GANP and the ASBU Block
zero modules were considered by the group while formulating the Asia Pacific Seamless ATM
Plan (APSAP). The objective of the APSAP is to facilitate Asia Pacific Seamless ATM
operations, by developing and deploying ATM solutions capable of ensuring safety and
efficiency of air transport throughout the Asia Pacific region. The Plan provides a framework
for a transition to a Seamless ATM environment, in order to meet future performance
requirements. This plan lays down a road map for APAC States to address the requirement for
action plans and to guide Asia/Pacific administrations in their ATM planning.
APANPIRG/24 in 2013, endorsed, the Asia Pacific Seamless ATM Plan (APSAP) submitted
by APSAPG and recommended that States should adopt the APSAP recommendations for
updating their national plans.
This edition of ANS Strategic Plan is updated based on the ICAO GANP, APAC Seamless
ATM Plan and the Twelfth Five Year Plan of GOI.
As part of the commitment for providing an ATM system that meets ATM community
expectations, the Plan reflects global trends in ATM strategic planning including the
introduction of performance-based ATM concepts, integration of the Aviation System Block
Upgrades (ASBU) and alignment with Asia Pacific regional plan of ICAO. As in the previous
edition, this edition identifies concepts and strategies to achieve a long-term (10+ years)
desirable future as described in the Operational Concept and ASBU. It also describes
implementation strategies, and identifies potential operating scenarios for the near, medium
and long term.
Development of the Indian ATM Strategic Plan and its complementary documents is an
evolutionary process. Whilst the ATM Strategic Plan has been designed to ‘stand the test of
time’, it will be reviewed and updated regularly to ensure it remains relevant to the national
interest, government policy and all stakeholders’ strategic objectives.
The need of the hour is to efficiently utilize the existing resources and at the same time
commission the planned infrastructure in a timely manner. In addition, a collaborative effort
must be initiated involving all the stakeholders concerned to chalk out a framework detailing
the measures, the Indian aviation sector needs to pursue in the next five to ten years. This
framework would act as a platform to scale new heights and make India one of the leaders in
the global aviation industry. The framework would require prioritization of various issues on
the basis of importance (high, normal or low). This would ensure a focused approach to
understand the root cause of the issue and to address the same by taking necessary remedial
actions. The framework would also emphasize on the time lines for leveraging the opportunities
abound in the sector.
The ANS Strategic Plan is an effort in formulating a framework for an important component
of the Indian Civil Aviation sector, viz., the Air Navigation Services.
The Strategic Plan aims to provide leadership and direction to the ATM community in India
on the future capabilities and technologies required to deliver an ATM system that is responsive
to all airspace users, is capable of ensuring a safe, economic, efficient and environmentally
sustainable system that accommodates ever growing demand (both domestic and international),
is globally interoperable, and satisfies national interests including defense and security.
In order to meet the demands arising due to rapid growth in air traffic on and around the airport,
a most scientific and rational “gate to gate” approach has been adopted as a fundamental
direction to ensure safety, regularity and efficiency through strategic planning and
implementation of various capacity enhancement measures commensurately.
The objective of this document is to develop an efficient ATM system that will satisfy the
demand and expectations of all users of the airspace and industry stakeholders to the maximum
possible extent. The Strategic Plan describes ‘what’ needs to be done and the roadmap to
achieve the strategic objectives. The ATM Strategic Plan is not intended to contradict or
overrule policy or programs of stakeholders. Rather, it is intended to publish a common vision
that all stakeholders can work towards harmoniously.
While the primary focus of the ANS Plan is on the short-term (the next four years) our planning
horizon also looks into the ASBU Block 1 timeframe (2018 to 2023).
1.5. Scope
The ANS Strategic Plan is applicable to Indian Continental airspace and adjoining oceanic
airspace delegated to India for providing Air Navigation Services, and includes the short-and
medium-term implementations of the systems in support of the air navigation services between
2014 and 2018. The long-term initiatives required for the evolution to a global ATM system,
as shown in the Global ATM Operational Concept and the Block 1-3 modules of ASBU will
be added to this Plan as they are developed and approved.
The ANS Plan will be updated every five years coinciding with the ASBU Block time frames.
The Global Air Traffic Management Operational Concept (Doc 9854) defines ATM
Community as comprising of the aerodrome community, the airspace providers, the airspace
users, the ATM service providers, the ATM support industry, the International Civil Aviation
Organization (ICAO), the regulatory authorities and States.
The objective of ANS Strategic Plan is to facilitate creation of harmonized, integrated and
efficient ATM environment in India which enables the ATM community to achieve individual
organizational objectives and as well as collective system benefits.
The ATM Community stakeholders including service providers, regulators, airspace users and
manufacturers will increasingly experience increased levels of interaction as new, modernized
ATM operations are implemented. The highly integrated nature of capabilities covered by the
ANS Strategic Plan objectives requires a significant level of coordination and cooperation
among all stakeholders. Working together is essential for achieving harmonization and
interoperability.
The ANS Strategic Plan describes ATM operational objectives along with enabling
communications, navigation and surveillance (CNS) road maps. The implementation of CNS
systems will be planned with realistic lead times. This will enable necessary national
regulations to be identified, allowing for the development of adequate action plans and, if
needed, investment in new facilities and/or infrastructure by all stakeholders. For the
participating airspace users, this constitutes a basis as a planning tool for resource management,
capital investment, training as well as potential reorganization, at the proper time.
2. STRATEGIC OVERVIEW
The Indian civil airspace as assigned by the International Civil Aviation Organization (ICAO)
extends from Kuala Lumpur and Yangon in the east to Pakistan and Muscat in the west over
2.8 million square nautical miles, which includes the continental airspace (1.0575 million sq.
NM), the airspace over territorial waters and over an extended international oceanic airspace
(1.75 million sq. NM) . Over 60% of India’s airspace comprises of oceanic airspace over the
Arabian Sea, the Bay of Bengal and the Indian Ocean. The airspace is divided into four primary
Flight Information Regions (FIR) at Delhi, Mumbai, Chennai and Kolkata, with a sub-FIR
at Guwahati.
Economic Growth
India is one of the fastest growing economies of the world with an average GDP growth of
over 8 percent in last decade (see figure 2). Economic development in India picked up pace
post liberalization prompting multinational companies to expand their operations and presence
in the country leading to a rapidly expanding air transport network. India is poised to become
one of the most significant aviation markets over the next decade.
There is a strong correlation between the gross domestic product (GDP) and the aviation
industry. As a country’s per capita GDP grows, so does its residents’ desire and ability to afford
travel, and this desire in turn fuels the demand for aircraft. As India aims to sustain a long-term
above average GDP growth, it is expected to have a profound impact on commercial aviation.
For India to sustain its economic growth story it has to strengthen its infrastructure sector and
in particular, critically improve its transportation infrastructure. Aviation is an important part
of national infrastructure and one of the prime movers for economic growth and an important
strategic element of employment generation.
Global business and tourism rely heavily on air transport. It facilitates world trade and helps to
increase access to international markets and allows globalization of production. According to
a recent report by the Air Transport Action Group (ATAG), the total value of goods transported
by air represents 35% of the world trade. With increasing liberalization across the world in
emerging economies, trade is expected to increase at an accelerated rate with India, China and
other emerging countries giving further boost to the commercial aviation sector in these
countries.
There is a large untapped potential for growth in the Indian aviation industry due to the fact
that access to aviation is still a dream for nearly 99.5 percent of its large population, nearly 40
percent of which is the upwardly mobile middle class. Indian airports handled about 170
million passengers and about two million tons of cargo last year. Putting a perspective, compare
the figure to Indian Railways which carries over 20 million passengers a day and over thousand
million tons of freight a year, which shows the enormous potential of Civil Aviation in India.
With the right policies and a sustained focus on quality, cost and passenger interest, India would
be well placed to achieve its vision of becoming the third largest aviation market by 2030.
India’s strategic geographic location between Europe, the Middle East, Africa and Asia,
combined with its huge domestic market provide it with some of the key building blocks to
support the development of a vibrant aviation market.
The Indian aviation sector witnessed unprecedented growth over the last decade. The growth
story has been about increased passenger/ cargo traffic and addition of new destinations
translating into increased fleet sizes of airlines operating in the country.
Robust growth has led to continual and increased investments into the expansion and
modernization of airport infrastructure. Opening up of airport infrastructure to the private
sector has been instrumental in developing state-of-the-art infrastructure and complementing
traffic growth. As a result of the airport modernization projects undertaken by Airports
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Authority of India over the last few years, capacity has been augmented at major non-metro
airports across the country.
The government of India is keen to encourage air connectivity to move beyond the large
metropolitan cities to Tier 2 and Tier 3 towns across the country. At present 36% of domestic
capacity is deployed on connecting just the six largest cities to each other. With increased
demand emanating from smaller cities and remote regions it is imperative that suitable
infrastructure is put in place to handle growth. This expansion will not only add a much needed
boost to the industry, but also increase the viability of new trends like low cost airports and
airlines in the country. All this will have a multiplier effect in terms of higher growth of local
economic activities, tourism and employment.
As changing demographic trends and a global economy continue to impact business, society,
and personal lives, the pace of change in the Indian aviation sector is expected to accelerate.
The factors contributing to the air traffic growth can be broadly classified into economic and
policy factors. Entry of low cost carriers, higher house hold incomes, strong economic growth,
increased FDI inflows, surging tourist inflow, increased cargo movement and supporting
government policies are the major drivers for the growth of aviation sector in India.
Economic factors
The organized retail boom that would require the need for timely delivery thus
contributing to the growth in the air cargo segment
Corporate investment in private jets and air charter services
Policy Environment
Simply going by the market size, the Indian civil aviation industry is amongst the top 10 in the
world with a size of around USD 16 billion.
The Asia Pacific region along with other emerging economies of Latin America and Eastern
Europe are projected to lead the growth of the global aviation sector in the next few decades.
Steady economic development of China and India would lead to higher spending power and
increased need to travel. With one third of the world's population residing in these two nations,
there is a huge untapped potential.
A uniform strategy has been adopted by ICAO for the purpose of preparing traffic forecasts in
support of the regional planning process. This involves the establishment of a small group of
forecasting experts in each of the ICAO regions. Each traffic forecasting group (TFG) will
provide the corresponding Planning and Implementation Regional Group (PIRG) with
forecasts of aircraft movements within homogenous ATM areas and along major international
traffic flows. The latest report of the APAC-TFG is included in the Asia/Pacific FASID at Part
II General Planning Aspects .The traffic forecast values for the major traffic flows across the
Asia/Pacific region is included in the latest APAC-TFG (draft) report ( 2012) including:
During the 11th five year plan period the country experienced an average 10% growth of air
traffic. (Table 1 below). The 12th five year plan period anticipates that the domestic and
international passenger throughput to grow at an average annual rate of about 12 per cent and
8 per cent respectively. Similarly, the domestic and international cargo is projected to grow at
a rate of 12 per cent and 10 per cent respectively. (Source; 12th Five Year Plan, GOI).
Over the past 10 years the number of passengers handled by Indian airports has grown from 49
million in FY2004 to 169 million in FY2014. Total aircraft movements in India over this 10
year period increased at a compound annual growth rate of 9.1% to reach just over 1.5 million
arriving and departing services in the 12 months ended 31-Mar-2014 (Figure 3). Center for
Aviation (CAPA) projects that by FY2023 arriving and departing movements will have more
than doubled again to 3.8 million. (Source: CAPA report).
Appendix A shows the growth of Indian Aviation through passenger numbers, aircraft
movements, freight growth and also shows the top ten airports by aircraft movements.
The Indian market is severely underserved with less than 3% of its population utilizing the air
route. The growing passenger numbers and a burgeoning middle class indicate the possibility
of healthy passenger load factors (PLFs) for all airlines in the future. Experts believe that the
strong market growth rate coupled with the expansion of infrastructure will help the sector to
grow rapidly.
The external factors that affect the growth of civil aviation in India are:
a. Cost of Aviation Fuel: India imports most of the ATF and the variable cost of fuel
accounts for the largest component of operating cost for an airline. A stable geo political
environment resulting in a stable fuel price regime will be of great benefit to the
operation and growth of aviation in India.
b. A strong policy framework towards infrastructure creation will be necessary for airlines
to make commitments towards growth.
c. As environmental factors assume global importance, laws and policies related to
environment protection would play an increasing role in Civil Aviation operations
affecting both airlines as well as airports.
d. Growth of alternative modes of transport also affects the overall health of the sector.
Short haul flights are affected by development of good quality highways and fast speed
trains.
e. Land Acquisition and Rehabilitation Policies of the Government of India as well as
State Governments radically affects the growth of infrastructure facilities specially
airports.
f. Promotion of India as a tourist destination will impact the international passenger traffic
to India.
3. PLANNING CONSIDERATIONS
3.1. Introduction
3.1.1. ICAO global ATM operational concept (Doc 9854) and ASBU present the ICAO vision
of an integrated, harmonized and globally interoperable ATM system. The planning
horizon is up to and beyond 2028. While the operational concept is visionary and even
challenging, many of the current practices and processes will continue to exist through
the planning horizon.
3.1.2. The operational concept describes the manner in which the ATM system will deliver
services and benefits to airspace users. It also details how ATM will act directly on the
flight trajectory of a manned or unmanned vehicle during all phases of flight, and the
interaction of that flight trajectory with any hazard. Within the ICAO Operational
Concept there is provision for scalability and adaptability, so that the circumstances
relating to individual States and Regions can be accommodated, or so that
implementation timing can be adapted to the level of need.
3.1.3. The Indian Operational Concept has fully encompassed the ICAO Concept and other
expanded areas that are of particular relevance to India.
Guiding Principle
Enhanced safety
Increased system capacity and optimized use of airport capacity
Reduced delays
Reduced flight operating costs
Reduced fuel consumption and emissions
More efficient use of airspace, more flexibility and reduced separations
More dynamic flight planning and better accommodation of optimum flight profiles
Reduced controller workload/increased productivity
measures necessary to meet these expectations should govern the design of the
system. These general ATM expectations are relative to the effective operation of
the ATM system by the entire aviation community. These expectations are used in
performance management as the framework for Key Performance Areas (KPA) as
listed below:
KPA – 02 Capacity
KPA – 04 Efficiency
KPA – 05 Environment
KPA – 06 Flexibility
KPA – 09 Predictability
KPA – 10 Safety
KPA - 11 Security
Access and Equity To enable all airspace users equitable access to all airspace and ATM resources.
Capacity To provide sufficient capacity to meet airspace user demands at all times including
peak times while minimizing restrictions on traffic flow.
To ensure that ATM system is resilient to service disruption and the resulting
temporary loss of capacity.
Cost To ensure a cost effective service delivery to all airspace users consistently
Effectiveness
Efficiency To enable all airspace users to operate as efficiently as possible while ensuring
cost-effectiveness of gate-to-gate flight operations from a single-flight
perspective.
Environment To use new ATM technologies, systems, capabilities and procedures for the
protection of the environment by considering noise, gaseous emissions and other
environmental issues at global, regional and local levels.
Flexibility To increase the responsiveness of the ATM system, and its services and processes,
to real-time changes permitting airspace users to exploit operational opportunities
as they occur.
Global • To ensure that Indian ATM operations are compliant with ICAO CNS/ATM plans
Interoperability and global interoperability requirements;
• To provide a seamless service to the user at all times and operate on the basis of
uniformity throughout Indian and the adjacent FIRs.
To enable interoperability between the different elements (aircraft, airport and
ATM systems) together with their seamless integration, development and
upgrading to new technology
Participation by To ensure that the ATM community has a continuous involvement in the planning
ATM Community and, where appropriate, implementation and operation of the ATM system.
Safety To ensure that uniform safety standards and safety management practices are
applied systematically to the ATM system and an open reporting culture is
demonstrated in ATM community
To improve safety levels by ensuring that the rate of ATM-induced serious or risk
bearing incidents is continually decreasing.
Security To establish effective mechanisms and procedures so that the ATM system, as
well as ATM-related information, is protected against security threats
To balance the needs of the members of the ATM community who may require
access to the system, with the need to protect the ATM system
3.4.2.2. The ATM system is based on the provision of integrated services. However, to
better describe how these services will be delivered, seven concept components,
together with their expected key conceptual changes, are described briefly below in
Indian perspective
Airspace Organization Establishes airspace structures that equitably accommodate the different
and Management types of air activity, volume of traffic and differing levels of service.
Aerodrome Operations Enables the efficient use of the capacity of the aerodrome airside
infrastructure.
Demand and Capacity Establishes maximum system capacity and optimal flow by minimising
Balancing conflicting user needs and optimisation of system performance in the
presence of imposed constraints.
Airspace User The development of the ATM system and aircraft capabilities, based on
Operations global standards, will ensure global interoperability of ATM systems and
airspace user operations. The degree to which benefits and incentives can be
realized may continue to differ with respect to the types of users.
Conflict Management Undertake the limitation, to an acceptable level of risk of collision between
aircraft and hazards.
ATM Service Delivery Services to be delivered by the ATM service delivery system will be
Management established on an on-request basis subject to ATM system design. ATM
system design will be determined by collaborative decision making and
system-wide safety and business cases.
Information Establishes an environment for all stages of flight where information can be
Management shared between all stakeholders.
3.5.6. The development of action plans is based on the experience gained and lessons learned
during the previous cycle of the CNS/ATM implementation process. Additionally, this
Strategic Plan is aimed at moving towards regional harmonisation , taking advantage
of infrastructure capacity building and making full use of existing regional coordination
and cooperation.
3.6. Planning Guidance - GANP and APSAP
3.6.1. Global Air Navigation Plan ( GANP)
3.6.1.1. Based on the ICAO Assembly directive, under the concept of “One Sky” for
international air navigation, ICAO has developed the ASBU methodology, as a set
of air traffic management (ATM) solutions or upgrades, taking advantage of
existing equipage and establishing a transition plan and ensuring global
interoperability. The ASBU methodology has formed the basis of the fourth edition
of the GANP.
3.6.1.2. The fourth edition of ICAO’s Global Air Navigation Plan1 (Doc 9750) represents
a rolling fifteen-year strategy to guide complementary and sector-wide air transport
improvements over the period 2013 to 2028.
3.6.1.3. The GANP leverages existing technologies and anticipates future developments
based on State- and industry-agreed operational objectives, offering a long-term
vision that will assist ICAO, States and industry to ensure continuity and
harmonization among their modernization programmes. The GANP explores the
need for more integrated aviation planning at both the regional and State level, and
addresses required solutions by introducing a consensus‐driven Aviation System
Block Upgrade (ASBU) methodology. The GANP identifies issues to be addressed
in the near term alongside financial aspects of aviation system modernization, and
the increasing importance of collaboration and partnership as aviation recognizes
and addresses the multidisciplinary challenges that lay ahead.
3.6.1.4. The fourth edition of the GANP encourages States to map their individual or
regional modernization programmes against the harmonized GANP by providing
far greater certainty of investment. The GANP requires active collaboration among
States through the ICAO planning and implementation regional groups (PIRGs) in
order to coordinate initiatives within the applicable regional air navigation plans. In
order to realize specific operational improvements, the GANP also provides
required tools for States and regions to develop comprehensive business cases
analyses. The GANP, together with other high-level plans such as the companion
Global Aviation Safety Plan (GASP, Doc 10004), will assist ICAO Regions, sub-
regions and States to establish their priorities through to 2028. The GANP outlines
ICAO’s ten key civil aviation policy principles that will guide global, regional and
State air navigation planning.
improvement area as it progresses toward its target. Every module within the ASBU
methodology serves to progress towards one of the four target performance
improvement areas. An ASBU designates a set of improvements that can be
implemented globally from a defined point in time to enhance the performance of the
ATM system.
3.6.1.10. There are four components of a block upgrade. They are: Module, Thread, Block and
Performance Improvement Areas (PIA).
3.6.1.10.1. Module – is a deployable package (performance) or capability. A module will offer
an understandable performance benefit, related to a change in operations, supported
by procedures, technology, regulations/standards as necessary, and a business case.
A module will be also characterized by the operating environment within which it
may be applied. The date allocated to a module in a block is that of the initial
operating capability (IOC).
3.6.1.10.2. Thread – describes the evolution of a given capability through the successive block
upgrades, from basic to more advanced capability and associated performance,
while representing key aspects of the global ATM concept
3.6.1.10.3. Block – is made up of modules that when combined enable significant
improvements and provide access to benefits. Blocks introduce a form of date
segmentation in five year intervals.
3.6.1.10.4. Performance improvement area (PIA) – sets of modules in each block are grouped
to provide operational and performance objectives in relation to the environment to
which they apply, thus forming an executive view of the intended evolution. The
PIAs facilitate comparison of ongoing program.
3.6.1.10.5. The four PIAs are as follows:
a) Airport operations;
b) Globally interoperable systems and data – through globally interoperable system-
wide information management;
c) Optimum capacity and flexible flights – through global collaborative ATM; and
FIGURE 6
3.6.1.12. In Figure 6, the modules under each block carry the same module number indicating
that they are a part of the same thread.
3.6.1.13. Note that each block includes a target date reference for its availability. Each of the
modules that form the Blocks must meet a readiness review that includes the
availability of standards (to include performance standards, approvals, and
advisory/guidance documents, etc.), avionics, infrastructure, ground automation and
other enabling capabilities.
3.6.1.14. Although the GANP is global in scope, it is not expected that all ASBU modules will
be applied worldwide. Some of the ASBU modules contained in the GANP are
specialised packages that must be applied wherever there are specific operational
requirements or corresponding benefits.
3.6.1.15. It is recognized that Blocks 0 and 1 represent the most mature of the modules. Blocks
2 and 3 provide the necessary vision to ensure that earlier implementations are on the
path to the future.
3.6.1.16. The ANS strategic plan has extensively considered and selected applicable ASBU
Block 0 modules and Block 1 modules that will be required for meeting the Indian
ATM operational objectives, and to be implemented in a time bound manner. The ANS
Strategic plan provides linkages to respective ASBU modules at the end of each
chapter.
3.6.2. Asia Pacific Seamless ATM Plan (APSAP) Elements
3.6.2.1. Considering that the APAC region is experiencing robust growth in air traffic and
is poised to become the largest aviation market in the next two decades, Asia Pacific
PIRG (APANPIRG), proactively formed the Asia Pacific Seamless ATM Planning
Group (APSAPG) in 2011. The APSAPG was tasked with coming up with a time
bound action plan for developing a seamless ATM environment across APAC
region. The APSAPG submitted the Asia Pacific Seamless ATM Plan (APSAP) to
APANPIRG in 2013, which was duly endorsed.
3.6.2.2. APSAP considered three major areas of Seamless ATM Principles, involving
People (human performance), Facilities (physical equipment), and Technology and
Information.
3.6.2.3. In accordance with the expectations, the APSAPG developed the following
performance objectives to facilitate Seamless ATM operations:
a) Preferred Aerodrome/Airspace and Route Specifications (PARS); and
b) Preferred ATM Service Levels (PASL).
3.6.2.4. The PARS/PASL introduced two Performance Objectives, which incorporate
system expectations, such as general performance-oriented requirements. Each
performance objective is composed of a list of expectations of different aspects of
the aviation system.
3.6.2.5. The PARS and PASL are expected to be implemented in two phases, Phase I by 12
November 2015 and Phase II by 08 November 2018. Recognizing the economic
and environmental costs associated with delay of system improvement using
technologies available today, Phase I was considered to be the earliest date possible
for ASBU elements and other non-ASBU elements, which mainly involved
procedural changes and human training.
3.6.2.6. The PARS contain the expectations for airspace and ATS routes, including aircraft
equipage to facilitate Seamless ATM operation, and is therefore a matter for the
State regulator or the airspace authority, and is of primary interest to airspace
planners, flight procedure designers and aircraft operators.
3.6.2.7. The PASL contain the expectations for Air Navigation Service Providers (ANSP),
and is therefore a matter for the State regulator or the ATS authority. The PASL is
of primary interest to ANSPs and aircraft operators. The PARS and PASL together
form the foundation of Seamless ATM development, and as such should be enabled
by national regulations, rules and policies wherever applicable to enable a
harmonized effort by all stakeholders.
3.6.2.8. APSAP categorized the eighteen modules of ASBU Block 0 for regional
implementation. The allocation of priority was based on factors including its
importance in promoting Seamless ATM (Priority 1 = critical upgrade, Priority 2 =
recommended upgrade, Priority 3 = may not be universally implemented).
3.6.2.9. Out of the eighteen (18) modules of Block 0, APSAP considered six modules of
“critical” category, they are B0-FRTO, BO-FICE, B0-DATM, B0-NOPS, B0-TBO
and B0-ASUR.
3.6.2.10. APSAP categorized nine Block 0 modules as “recommended” for States to
implement. They are B0- CDO, B0-RSEQ, B0- CCO, B0-APTA, B0-ACDM, B0-
ASEP, B0-ACAS, B0-SNET and BO- AMET.
3.6.2.11. In addition APSAP also considered regional elements such as Aerodrome Capacity
Analysis, Aerodrome Certification, Civil-Military Cooperation, Airspace
4.1.6. ATM evolution during the short and medium-term will enhance the performance of
Indian airspace and air traffic management through a dynamic approach by sharing of
information between all participating stakeholders. A seamless interaction between the
airspace structure, ATS routes and airports will provide optimum system-wide
performance benefiting all stakeholders in civil aviation.
4.1.7. Greater accuracy and reliability of shared information will enhance confidence in the
operational processes thereby enhancing efficiency and capacity. Experience in the
successful application of the concept will support further development of
improvements at the tactical and operational levels.
4.1.8. The improved efficiency of the ATM operation will also benefit those areas where the
need for capacity is not yet regarded as a current issue. An important objective of the
short and medium-term plan is to achieve the same level of flexibility throughout Indian
ATM network and ATS units.
4.2.1. From an operational perspective, the key attributes of the ATM Evolution are:
i. a dynamic airspace structure together with four layer concept – upper ACC, lower
ACC, approach and tower;
ii. collaborative processes & procedures to support flexible management of airspace;
iii. an integrated approach to airspace, flow and capacity management;
iv. a strong airports interface commensurate with airspace structure and ATC
procedure;
v. enhanced processes to support effective civil/military cooperation;
vi. demand capacity management through demand and capacity balancing, traffic
synchronization and constraint management;
vii. processes and repositories to support collection and sharing of accurate data,
between all stakeholders;
viii. dynamic management of trajectories through CDM; and
4.2.2. The ATM evolution has been planned taking into account the ASBU Block 0 modules
and the Asia Pacific Seamless ATM Plan Phase 1 and Phase 2 elements that could be
applied in the short and medium term. ATM performance objectives, in addition to the
requirements for the implementation of ATM improvements, determine the
implementation dates of planned improvements, as well as the performance objectives
and the main tasks related to the implementation of the initiatives.
4.2.3. The Asia pacific Seamless ATM plan does not use the terms ‘continental’, ‘remote’ and
‘oceanic’ to refer to an assumed geographical application area, as many Asia/Pacific
States have islands or archipelagos that can support a higher density of
Communications, Navigation, Surveillance (CNS) systems than in a purely ‘oceanic’
environment. In accordance with the principles of the Asia/Pacific Air Navigation
Concept of Operations (CONOPS), the Seamless Plan defines airspace categories
according to its CNS capability or potential capability:
4.2.3.1. Category R: remote en-route airspace within Air Traffic Services (ATS)
communications and surveillance coverage dependent on a third-party
Communication Service Provider (CSP); or
4.2.3.2. Category S: serviced (or potentially serviced) en-route airspace – by direct (not
dependent on a CSP) ATS communications and surveillance; or
4.2.4. The ANS Strategic Plan has adopted the above classification of airspace for describing
ATM Operational objectives.
4.2.5. Advanced Ground ATM automation (with integrated processing of surveillance and
flight data) systems and Controller decision support tools are essential to enhance
controller performance efficiency and also to enhance safety levels in ATM operations.
Various Safety Nets and decision support tools have been implemented at all airports
and ATS units. As the need for automatic coordination increases between ATS centers,
there will be a need for ensuring interoperability between ground ATS automation
systems within the country and also with adjacent States. Also the need for traffic flow
management across many States will need a relook into the interoperability and
information sharing capacity of ATS automation systems.
e) ATFM implementation
4.4.2.2. PBN provides a list of navigation specifications that have applicability to one or
more types of airspace (terminal, en-route, and remote/oceanic) and is only one of
several enablers (Surveillance, Communications and Air Traffic Management) of
an airspace concept. As with all changes to the ANS infrastructure, PBN will be
implemented, where feasible, based on a positive business case.
4.4.2.3. India will continue the transition to a PBN environment with ground-based
navigation aids providing only a back-up capability. It is envisaged that “Four
Dimensional-Trajectory Based Operations--4D TBOs” will exist in the long-term
supporting the transition to full gate-to-gate management. Terminal airspace
redesigns will consider future technologies and design an airspace system that is
flexible enough to be able to adjust for future TBOs with minimal effort.
4.4.2.4. PBN implementation in India will exploit the use of advanced aircraft navigation
capabilities, which, combined with the air navigation system infrastructure, will
permit airspace optimization, including the ATS route network. Thus, it will
promote an ATS routing environment that meets the needs of airspace users,
reducing the workload of controllers and pilots and aircraft concentration in certain
parts of the airspace that may generate congestion on the system.
4.4.2.5. All Category R and S upper controlled airspace, and Category T airspace supporting
high density aerodromes will be designated as non-exclusive or exclusive PBN
airspace as appropriate. This is to allow operational priority for PBN approved
aircraft, harmonised specifications and to take into account off-track events such as
weather deviations, with priority implementation for high density FIRs.
Note: Non-exclusive means that non-PBN aircraft may enter the airspace, but may
be accorded a lower priority than PBN aircraft, except for State aircraft.
4.4.2.6. All ATS routes will be designated with a navigation performance specification to
define the CNS/ATM operational environment. The ATS route navigation
performance specification selected will be harmonised and utilise the least stringent
requirement needed to support the intended operation. When obstacle clearance or
4.4.2.8.3. During this phase, it is expected that RNP-2 will be implemented in selected
continental airspaces, using mandatory GNSS, taking into account that the
ground infrastructure will not support RNAV applications. It will be necessary
to establish a back-up system for GNSS and to develop contingency procedures
in case of GNSS failure. The implementation of RNP-2 will facilitate the
implementation of PBN in airspaces with no ATS surveillance service.
4.4.2.8.4. All en-route controlled airspace will be designated as being exclusive PBN
airspace with mandatory carriage of GNSS utilizing RNP navigation
specifications, except for State aircraft. Such implementation mandates will be
harmonized with adjacent airspace. ATS routes should be established in
accordance with the following PBN specification:
a. Category R and S airspace – RNP 2.
4.4.3. Situational awareness and en-route avionics requirements
4.4.3.1. The use of ADS-C and CPDLC in oceanic airspaces will foster the necessary
conditions for using 30-NM horizontal separation minima in the Bay of Bengal-
Indian Ocean- Arabian Sea Corridor.
4.4.3.2. In the continental airspace, the use of enhanced surveillance techniques (RADAR,
ADS-B and/or multi-lateration) will help reduce horizontal separation minima,
enhance safety, increase capacity, and improve the cost-effectiveness of flights.
4.4.3.3. These benefits may be achieved by providing surveillance in areas that lack primary
or secondary radar when so warranted by cost-benefit analyses. In airspaces where
radar is used, improved surveillance may help enhance the quality and reliability of
surveillance information both on the ground and in the air. A consistent cost-benefit
analysis will be conducted to determine if, when the time comes, PSR and/or SSR
systems should be replaced by ADS-B systems or multi-lateration.
4.4.3.4. It is expected that the number of ADS-B equipped and certified aircraft will increase
in the domestic airspace, leading to increased use of ADS-B surveillance data for
ATS at airports with stand-Alone ADS-B facility. India will consider ADS-B
4.5.7.4.1. All international high density aerodromes will have RNAV 1 (ATS surveillance
environment) or RNP 1 (ATS surveillance and non-ATS surveillance
environments) SID/STAR taking into account the availability of ATS
surveillance service and adequate ground-based navigation infrastructure,
permitting DME/DME and DME/DME/IRS operations. During this phase,
operations with equipped and non-equipped aircraft will be permitted.
4.5.7.4.3. The PBN road map takes into account the APSAP recommendations on access
to high density aerodromes. Where practical, all high density aerodromes with
instrument runways serving airplanes will have (ASBU Priority 2):
a) precision approaches; or
b) Approaches with Vertical Guidance (APV), either RNP APCH with
Barometric Vertical Navigation (Baro–VNAV) or augmented GNSS
(SBAS or GBAS); or
c) if an APV is not practical, straight-in RNP APCH with Lateral
Navigation (LNAV).
4.5.7.4.4. It is also planned that RNP with Mandatory Clearance approach procedures
(RNP AR APCH) will be applied at airports in which obvious operational
benefits can be obtained, based on the existence of significant obstacles.
4.5.7.4.5. PBN for TMA operations will be designed in order to facilitate flight procedures
that provide most efficient trajectory during approach of an aircraft to the
destination aerodrome. Recognizing environmental benefits and operations
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efficiency, with the aim to ensure safety the PBN roadmap will include
continuous descent operations (CDO) implementation. CCO and CDO
operations will be considered for implementation at all medium to low density
international aerodromes after analysis, based on a performance-based approach
(ASBU Block 0 Module – B0-CDO- APSAP Priority 2).
4.5.7.5.1. During this phase, it is expected that the implementation of RNAV or RNP-1
applications at selected TMAs will be extended depending on ground
infrastructure and aircraft navigation capacity. At more complex TMAs, RNAV
or RNP-1 equipment will be mandatory (exclusionary airspace). At less
complex TMAs, equipped and non-equipped aircraft will still be admitted.
4.5.7.5.2. RNP 0.3 arrival/departure, approach and/or en-route transiting procedures will
be considered at high density aerodromes with rotary wing operations.
Note: the Asia/Pacific PBN Plan Version 3 required RNAV 1 SID/STAR for 50%
of international airports by 2010 and 75% by 2012 (priority should be given to
airports with RNP Approach); and RNAV 1 or RNP 1 SID/STAR for 100% of
international airports and 70% of busy domestic airports where there are
operational benefits by 2016.
4.5.7.5.4. Where practical, all aerodromes with instrument runways serving aircraft will
have (ASBU Priority 2):
a) precision approaches; or
b) APV, either RNP APCH with Barometric Vertical Navigation (Baro–
VNAV) or augmented GNSS (SBAS or GBAS); or
4.5.10.3. The use of ATS surveillance systems (SSR, ADS-B and/or multilateration) will
permit the use of RNAV-based navigation specifications, taking into account that
surveillance will permit flight monitoring for the detection of any path deviation.
Thus, it will be possible to include in TMA operations those users that would not
be approved for RNP operations.
4.5.10.4. The implementation of improved surveillance systems will facilitate the operation
of aircraft not approved for RNAV/RNP, taking into account that the controller will
be able to vector them to the final approach.
4.5.10.5. The implementation of CPDLC in the TMA is not expected, taking into account the
characteristics of ATC intervention in these airspaces.
4.5.11. It should be noted that not all TMA users might be equipped with required avionics
systems, since there is a still significant number of low performance aircraft that
continue to operate and might not be capable of being properly equipped. In that case,
procedures must be developed to allow non-equipped aircraft to fly, unless air traffic
density warrants the use of exclusionary airspaces.
This part of the Plan includes aspects contributing towards efficiency and capability
applicable to airspace management.
4.6.1.1. FUA is intended to enable the adaptable and flexible management of airspace
providing improved access to restricted airspace as a resource, increased ATM
capacity to meet forecast growth in air traffic, support for the transition to user
preferred trajectory. FUA is based on the following guidelines:
i. Airspace allocation shall be of temporary nature as ‘Temporary Segregated
Areas’ or ‘Temporary Reserved Areas’ as per the actual needs.
ii. Defense airspace will automatically remain available for use by civil users after
the completion of special defense activities for which the airspace was
temporarily segregated/reserved; except that certain airspace will be earmarked
as exclusive military usage area on permanent basis for strategic/training use
with the flexibility that it can be used by other users on availability with no
specific lead time requirement.
iii. Effective co-ordination between Civil and Military shall be maintained.
4.6.1.2. Approximately 35% of India’s airspace is not available for use by civilian operators.
In the case of the Delhi FIR this increases to 70%. This restriction imposes the need
to operate more circuitous routings, increasing fuel burn, costs and emissions.
4.6.1.3. In 2012 the Ministries of Civil Aviation and Defense reached an agreement to
progressively introduce FUA.
4.6.1.4. In order to expand the level of cooperation, a National High-Level Airspace Policy
Body (HLAPB) has been established to asses/reassess the national airspace usage
requirements of various stakeholders and establishes flexible airspace use structures
and the introduction of procedures for the allocation of airspace. This body consists
of representatives from the regulator (DGCA), ANSP, Defense Authorities, Indian
Space Research Organization, Airlines. The Secretary, Ministry of Civil Aviation
will be the Chairman of the body.
4.6.1.5. Airspace Review team (ART) ART will be established by HLAPB to carryout
annual review of airspace utilization of airspace allocated to each stakeholder. ART
shall formulate guidelines for collection of airspace use data, collect such data
regularly, analyze the same and submit to HLAPB along with
suggestions/recommendations for review and consideration for annual allocation.
The body will carry out a review of various Military Areas to identify and assess
actual needs for the civil and the military activities for allocation of airspace.
4.6.1.6. Airspace Management Cell (AMC): AMCs are joint civil/military airspace
management focal-points which have the authority to carry out Airspace use
requirement within the framework of the airspace structures, priority rules and
negotiation procedures as laid down by the national HLAPB. AMCs will collect
and analyze all airspace requests. After coordination AMCs will promulgate the
airspace allocation as an Airspace Use Plan (AUP) and changes thereto in Updated
Airspace Use Plan (UUP). AMC will be established in each FIR for effective co-
ordination between Civil and Military. Only one single Military unit will co-
ordinate with Civil ATC on all aviation related matters through establishment of
single Military Liaison unit instead of multiple military entities coordinating with
Civil ATC units.
4.6.1.7. Implementation of Conditional Routes Conditional routes as per the following two
categories will be implemented and promulgated for use through NOTAM.
Conditional routes will be of two categories:
4.6.1.7.1. Conditional route I that can be flight planned during specified periods/levels as
published in AIP/NOTAM
4.6.1.8. FUA operating procedures and working practices will deliver the concept of FUA
at three levels:
4.6.1.8.1. Level 1- strategic – the long-term, strategic definition and review of national
airspace usage;
4.6.1.8.2. Level 2- pre-tactical – the day-to-day airspace allocation according to user
requirements; and
4.6.1.8.3. Level 3- tactical – the real-time allocation/reallocation and usage of airspace
resources through CDM.
4.6.1.9. The optimum, balanced and equitable use of airspace by civil and military users,
facilitated by strategic coordination and dynamic interaction, will permit the
establishment of optimum flight paths, while reducing the operating cost of airspace
users.
4.6.2.1. Air Traffic Flow Management has relied heavily on the tactical application of
holding, speed control and radar vectoring. It has been supported by limited
strategic management through slot allocation.
4.6.2.2. Terminal Flow Control measures will be implemented at busy terminal approach
areas and airports which are capacity constrained. The demand will be balanced
with the capacity through strategic slot management process and dynamic ( tactical)
flow control measures. Necessary ATM traffic management tools and decision
support tools such as Arrival Manager (AMAN) will be integrated with ATM
automation system to provide integrated strategic and tactical ATM solutions.
4.6.2.3. Central Flow Management Unit (CFMU) will be established to dynamically asses
the airspace situation and capacity optimization taking into consideration various
constraints such as airspace/ airport situation, weather conditions, traffic
congestion, that affect the smooth flow of traffic throughout the Indian FIRs.
4.6.2.4. Mitigating measures and alternate actions to avoid congestion and delay both in the
terminal and enroute airspace and airports will be achieved through Collaborative
Decision Making (CDM) processes involving all stakeholders
4.6.3.1. As the aviation industry grows, the impact of air traffic operations on the global
atmosphere becomes increasingly important in addition to the local effects of noise
and air quality. The measures to control/minimize the environmental impact due to
aviation emissions need to be implemented on priority. In particular, by
4.6.3.2. It is expected that improvements in ATM system and procedure would help reduce
aviation fuel burn, thereby mitigating the effect of increased traffic on global
aircraft engine emissions. Efficient ATC procedures based on PBN exploiting the
airborne capabilities of the aircraft, ATS route optimisation and user preferred
direct routings to reduce flying time and fuel burnt and enhanced runway access to
avoid holdings and minimise delays will be implemented.
4.6.4. Initial Integration of Remotely Piloted Aircraft ( RPAS) into segregated Airspace–
ASBU Block 1 Module – B1-RPAS
4.6.4.1. The Block 1 Modules usher in some of the most promising new concepts and
capabilities supporting the future ATM System, namely: Flight and Flow
Information for a Collaborative Environment (FF-ICE); Trajectory-Based
Operations (TBO); System-Wide Information Management (SWIM) and the
integration of Remotely Piloted Aircraft (RPAs) into non-segregated airspace.
4.6.4.3. Accepting a large number of RPAS into the ATM system seamlessly, efficiently
and safely, poses many challenges even in segregated airspace. Their speed,
maneuverability, climb rate, and other performance characteristics, together with
their avionic system equipage can differ substantially from conventional aircraft.
Experience of RPAS operations and their interaction with the ATM system to date
indicates that, currently, they are unable to comply with many standard, routine
ATM procedures.
4.6.4.4. While this has not prevented RPAS operations, it has limited their integration into
the ATM system thus far.
4.6.4.5. Safety is the number one priority. International regulations and standards require
that any new system, procedure or operation that has an impact on the safety of
ATM operations must be subject to a risk assessment and mitigation process to
support its safe introduction and operation.
4.6.4.6. The safe integration of RPAS into the ATM system with other airspace users is
subject to standard safety management system (SMS) principles. RPAS are
classified as aircraft and therefore should comply with the rules for flying,
certifying, and equipping aircraft. A key factor in safely integrating RPAS in non-
segregated airspace is their ability to act and respond in an equivalent way to
manned aircraft.
4.6.4.7. The Ground ATM automation systems also need to be updated to include and accept
many characteristics of the RPAS flight plan which are different from the normal
flight plan parameters.
4.6.4.8. The ANS Strategic Plan takes note of the need for evolutionary changes and the
need for appropriate technological and procedural responses.
4.7.1. An “airspace concept” may be viewed as a general vision or master plan for a particular
airspace. Based on particular principles, an airspace concept is geared towards specific
objectives. Strategic objectives drive the general vision of the airspace concept. These
objectives are usually identified by airspace users, air traffic management (ATM),
airports as well as environmental and government policy. It is the function of the
airspace concept and the concept of operations to respond to these requirements. The
strategic objectives which most commonly drive airspace concept are safety, capacity,
efficiency, access, and the environment.
4.7.3. With a view to enhance capacity, efficiency and to a large extent mitigate adverse
environmental effects, while maintaining safety, Indian airspace is being reorganized
as follows.
4.7.4.1. The entire Indian airspace consisting of four FIRs with 12 ACCs will be
amalgamated into 4 ACCs initially and finally into 2 centers. Delhi, Mumbai,
Kolkata and Chennai will be the 4 main En-route centers for the provision of en-
route control service. The airspace within the jurisdiction of these centers will be
reorganized to establish multiple en-route sectors of appropriate lateral jurisdiction
based on the flow of traffic and complexities.
4.7.4.2. All the four centers will be equipped with similar level of ATM automation and
CNS infrastructure. One centre will serve as a back –up to the other centre in the
event of disaster or complete breakdown. Entire airspace will have overlapping
surveillance cover through radar, ADS-B, Multilateration combined with matching
seamless air-ground communication to facilitate efficient air traffic management.
4.7.4.4. The sectorization plan is based on four layer concepts of Tower, Approach, Lower
ACC and Upper ACC with vertical jurisdiction:
4.7.4.5. The lower area control sectors will be functional only at operational airports which
are connected by multiple ATS routes and complexities of air traffic so demand to
enhance the Safety and operational efficiency to support Approach control
operations.
4.7.4.6. The Upper Area Harmonization (UAH) project has been completed at Chennai FIR
in 2012. The UAH Projects for Kolkata FIR is planned in 2014 and for Delhi and
Mumbai FIRs in 2015 (Refer the map below).
4.8.1. As regards to the ATM area the ASBU Block 0 Modules considered for this plan are as
follows:
4.8.2. Following table shows the mapping between ATM Operational Objectives and ASBU
Block 0 Modules:
(DCPC). The use of Controller Pilot Data Link Communication (CPDLC) will
continue to expand in oceanic and remote applications.
5.1.5.2.Communication systems contemplated in this plan respond to short- and medium-
term expectations of the ATM operational requirements in India. Accordingly,
this plan has taken into account the following communication systems:
Aeronautical message handling system (AMHS);
ATS inter-facility data communication (AIDC );
Controller/pilot data link communications (CPDLC);
Data link automatic terminal information service (D-ATIS);
Voice meteorological information for aircraft in flight (VOLMET) and
data link (D-VOLMET);
Pre-Departure clearance (PDC) through ACARS ;
Future Telecommunication Infrastructure (FTI) ; and
Aeronautical Telecommunications network (ATN).
5.1.6. Navigation
5.1.6.1.The function of navigation systems is to support en-route, terminal, approach and
landing operations and surface movements.
5.1.6.2.The navigation systems contemplated in this plan respond to short- and medium-
term operational requirements. In this respect, this plan for navigation systems
has taken into account the ground navigation infrastructure and the GNSS
requirements concerning the operations foreseen in the PBN Roadmap.
5.1.7. Surveillance
5.1.8. ATC surveillance systems enable air traffic controllers to provide a safe,
efficient and orderly movement of air traffic, both in the air and on the ground.
Surveillance provides situational awareness to enable the application of reduced
aircraft separation minima as compared to those required for procedural control.
5.1.9. Today’s surveillance technology includes Primary and Secondary Radar,
Airport Surface Movement Guidance and Control Systems (ASMGCS),
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5.2.2.1.1. AFTN service: The circuits have been fully implemented. However, and given
their average life cycle, maintenance of the existing centers is a significant
problem.
5.2.2.1.2. AMHS service: India as per the commitment to support Global Air Navigation
Plan and the global plan initiatives of International Civil Aviation Organization
(ICAO) has implemented the AMHS system in year 2011 and first connectivity
was established with Singapore. India has now commissioned another circuit
with Nepal. The regular exchange of messages between Mumbai and
Kathmandu has commenced from June 2014. Operational trials are underway
to establish other international links with countries like China, Thailand,
Pakistan and Bangladesh which will enable the complete operationalization of
the AMHS network in Asia/Pacific region.
5.2.2.2.Flight plan transfer
5.2.2.2.1. AIDC: It is being implemented in many ACCs across India and also with
adjacent ACCs of neighboring States.
5.2.2.3.Aeronautical mobile service
5.2.2.3.1. VHF: Services have been implemented as indicated in FASID, ensuring
coverage in most of the selected areas. Additional deployment for ensuring
adequate VHF coverage to all the planned ATS units, based on the Upper
Airspace Harmonization Plans is underway.
5.2.2.3.2. HF: It is mainly provided in oceanic areas of Mumbai, Chennai and Kolkata
FIRs and Delhi FIR.
5.2.2.3.3. D-ATIS: Implemented at 48 airports across the country.
5.2.2.3.4. CPDLC: Service implemented at all FIRs, for FANS 1/A equipped aircraft.
5.2.2.3.5. Clearance Delivery: Implemented in Mumbai, Delhi terminal area/aerodrome.
5.2.2.3.6. D- VOLMET: Implemented.
5.2.3. Navigation
5.2.3.1. Radio aids: All conventional radio navigation aid systems (NDB, VOR, DME
and ILS) have been implemented and fully installed pursuant to operational
requirements for radio navigation aids as contained in Table CNS 3 and associated
charts of Part IV of the FASID. Regarding NDBs, a deactivation process is
underway, starting with those stations where the NDB is installed next to a
VOR/DME.
5.2.3.2.Current navigation infrastructure in India can support VOR/DME (RNAV-5),
DME-DME (RNAV-1) navigation specification.
5.2.3.3.SBAS is being implemented in continental airspaces for en-route, terminal area
and NPA operations.
5.2.4. Surveillance
5.2.4.1.Radar systems: Conventional surveillance systems (PSR and SSR) have been
implemented and installed according to FASID Table CNS 4A (surveillance
system).
5.2.4.2.Radar data exchange: Radar data integration has been completed in Chennai,
Nagpur, Kolkata, Delhi, Mumbai and efforts are underway at other ACC Centers
and major stations.
5.2.4.3. ADS-B and MLAT: 21 ADS-B ground stations are installed and ADS-B
surveillance data is being integrated with ATS automation systems.
5.2.4.4.ASMGCS: Six airports are equipped with ASMGCS. Additional ASMGCS
systems are being procured for weather critical airports.
5.2.4.5.ADS-C: Service provided at Mumbai, Chennai , Kolkata and Delhi FIRs for
FANS-1/A equipped aircraft
5.3.Strategy for the implementation of performance objectives
5.3.1. CNS infrastructure augmentation, replacement and operationalization shall be
based on a harmonized strategy, with action plans and consistent timetables, taking
into account operational requirements and the corresponding cost-benefit analyses,
comparing the current structure with the improvements to be achieved when the
new systems are implemented. Consideration should also be given to analyzing the
existence of two or more technologies to meet the same operational requirement.
5.3.2. Planning has been based on four aspects, as listed below:
o aeronautical fixed service
o aeronautical mobile service and mobile satellite service
o navigation systems and
o surveillance service
5.3.3. Communications
5.3.3.1.The communications roadmap has three roadmaps:
a) air-ground data link communication;
b) ground-ground communications; and
c) air-ground voice communications.
5.3.3.2. The ANS Strategic Plan has noted the APAC regional Aeronautical Mobile
Services (Communication) strategy as described below. The communication road
map has been devised with due consideration to regional harmonization.
5.3.3.3.Regional AMS Strategy- APAC
5.3.3.3.1. Provision of Aeronautical Mobile (R) Service in the ASIA/PAC Region will be
guided by following strategy:
5.3.3.3.1.1.A channel spacing of 25 kHz will continue to be operational specification;
5.3.3.3.1.2.The VHF voice service, backed by CPDLC and HF will be the primary
communication medium for transcontinental traffic; and a combination of
CPDLC and HF voice will be the communication medium for oceanic traffic;
5.3.3.3.1.3.The requirement for basic voice communication will continue, supplemented
by data-link Flight Information Service (DFIS) applications including D-
VOLMET, D-ATIS and PDC to significantly reduce pressure on VHF spectrum
congestion; and
5.3.3.3.1.4.Frequency band 136 – 137 MHz will be used exclusively for the air-ground
VHF data-link application.
5.3.3.4.In the ASBU Block 0 timeframe, existing communication systems such as the
Very High Frequency (VHF) Aircraft Communications Addressing and
Reporting System (ACARS), will continue to be operational. The VHF ACARS
will be transitioned to VHF Digital Link (VDL) - Mode 2 providing higher
bandwidth, since VHF channels have become limited. In the Block 1 timeframe,
VHF ACARS will be phased-out giving way to VDL-Mode 2, which has been
defined and standardized by ICAO to provide more capacity and faster speed
(31.5 kbps).
5.3.3.5.In the short-term, the Very High Frequency (VHF) and High Frequency (HF)
terrestrial radio communications infrastructure will be upgraded for performance
improvement. Remote Centre Air-Ground communication (RCAG) will be
augmented and/or replaced by remote operation of switches and multiple
frequencies will be used instead of single frequency for covering remote areas by
using cross-coupling technology. While there will be a trend to move towards
more data link communications for many functions, it is anticipated that voice
communication is expected to be needed for a long time in the future.
5.3.3.6.The communication system is capable of supporting future Air Traffic Services
(ATS) by providing clear, timely air-air and air-ground voice communications
with coverage commensurate with the operations conducted in the area.
5.3.3.6.1. Two-way Air -Ground Communication at all operational airports will be
ensured for the provision of Aerodrome control, Approach control and Area
control centers.
5.3.3.6.2. Complete VHF coverage shall be available throughout the lateral and vertical
limits of ACC sectors throughout the continental airspace.
5.3.3.6.3. Complete VHF coverage throughout the ACCs from 10000 ft and above shall
be ensured to ensure positive ATC throughout the FIRs.
5.3.3.6.4. Overlapping VHF coverage in ACC (en-route) sectors shall be made available
to ensure positive control and to effect dynamic sectorisation.
5.3.3.6.5. VHF networking and retransmission capabilities shall be available to support
dynamic consolidation / deconsolidation of sectors
5.3.3.6.6. Data-link communications such as CPDLC will be primary means of
communication in oceanic airspace outside VHF voice coverage. HF voice
communication will continue to be used as a backup in this airspace.
5.3.3.6.7. The utilisation of data-link techniques will grow rapidly enabling
improvements to existing air/ground communications, supporting new
surveillance services and progressing towards the more fully integrated
communication capabilities proposed under the ATN.
5.3.3.6.8. Air/ground traffic will progressively move from voice services to data-link
communications such for PDC, AIDC, ATIS and VOLMET.
5.3.3.6.9. The Aeronautical Fixed Telecommunications Network (AFTN) will gradually
be replaced by the Aeronautical Message Handling System (AMHS),
supported by the introduction of Aeronautical Telecommunication Network
(ATN) capabilities for ground-to-ground communications.
5.3.3.6.10. In the medium-term, ATN facilities will be progressively introduced. Internet
protocol [TCP/IP] will be assessed for implementation, ahead of a longer term
transition to a new communications protocol.
5.3.3.6.11. AMHS and ATN data link communication services will be introduced to
eventually replace the existing FANS-1/A systems.
5.3.3.7.Aeronautical fixed service
5.3.3.7.1. AMHS: AMHS is a modern electronic messaging system used to transfer and
deliver ground to ground data such as flight plans, NOTAM and weather
information amongst the members of the global air traffic control community.
It is a replacement technology for the AFTN which is now technically obsolete.
AMHS is the new ICAO standard for the exchange of aeronautical messages
In the Asia Pacific Region, VHF channel using 25 kHz spacing is employed
for frequency assignments.
5.3.3.10.1.2. India is implementing Upper Area Harmonization to provide seamless,
enhanced and continuous VHF coverage over the entire Indian airspace. The
success of the plan is fully dependent on provision of adequate VHF
frequencies for Area Control operation. AAI is installing over 400 number of
VHF transmitters/receivers across India to meet the VHF requirement.
5.3.3.10.1.3. Since the geographical separation for co-channel VHF assignments for
Area Control function is very large, while meeting the frequency requirement
for Upper Area Sectorization, frequency congestion is identified on account
of acute shortage of VHF frequencies with current 25 KHz channel spacing.
5.3.3.10.1.4. India is looking at implementation of 8.33 kHz channel spacing in a
limited form, i.e. for upper airspace services initially, to ease the present
frequency constraints. However, India is aware of the constraint of airborne
equipment to have backward compatibility so that international aircraft can
operate utilizing 25 kHz and/or 8.33 kHz channel spacing without having to
install multiple equipment in the region.
5.3.3.10.1.5. ICAO’s Asia and Pacific Office is responsible for the development of
frequency plans for member states and for coordinating aeronautical frequency
assignments across countries that could be affected by such assignments in the
region. Therefore, such a consideration with regard to harmonized frequency
assignment planning and equipment standards in the APAC Region need
regional agreement to suit local demand patterns as well as approval and
support by ICAO APAC office.
5.3.3.10.2. India is permitting SATVOICE in place of one HF. In the oceanic airspace,
SATVOICE is also provided as a back – up at Mumbai, Kolkata, Delhi and
Chennai for seamless and interoperable communications. It is also proposed to
5.3.4. Navigation
5.3.4.1.Current Navigation infrastructure in India is primarily ground based Nav-aids
such as NDB, VOR/DME and ILS.
5.3.4.2.The ANS Plan has taken in to account the “Navigation Strategy For The
Asia/Pacific Region” as stated below.
a. Convert from terrestrial-based instrument flight procedures to PBN
operations in accordance with the Asia/Pacific Seamless ATM Plan;
b. retain ILS as an ICAO standard system for as long as it is operationally
acceptable and economically beneficial;
c. implement GNSS with augmentation (GBAS preferred) as required for APV
and precision approach or RNP operations where it is operationally and
economically beneficial;
d. implement the use of APV operation in accordance with the Asia/Pacific
Seamless ATM Plan;
e. rationalize terrestrial navigation aids, retaining a minimum network of
terrestrial aids necessary to maintain safety of aircraft operations;
f. protect all the Aeronautical Radio Navigation Service (ARNS) frequencies;
and
g. ensure civil-military interoperability.
5.3.4.3.While transition from ground based navigation to satellite based navigation is
being planned in a progressive manner, it is essential to maintain ground based
systems to support the current and immediate future operational needs. The
following strategy for deployment of nav. aids ensures meeting the current
operational needs and smooth transition to satellite navigation.
5.3.4.3.1. Ground based navigation using VORs and NDBs will continue to be used.
CVORs will be replaced by DVORs and NDBs will be phased out from ATS
route structure and only be retained at remote aerodromes as homing facility
and for carrying out NDB based non-precision approaches
5.3.4.3.2. VOR/DME: During the period defined in the plan, as part of the transition to
the GNSS, VOR/DME systems will be maintained in selected TMAs,
gradually starting the deactivation of en-route VOR systems. VOR/DME at all
operational airports to support terminal control functions and en-route
functions will be available. Network of VORs/DMEs will be maintained as
backup to provide RNAV 5 coverage in case of satellite system outage till
second GNSS system becomes available.
5.3.4.3.3. DME/DME: Taking into account en route PBN and TMA implementation, as
well as the use of DME/DME navigation as a back-up to the GNSS system, the
current DME systems coverage will be maintained and, if necessary, studies
will be carried out permitting the coverage extension of selected airspaces.
Extensive DME / DME coverage will be ensured to support PBN
implementation in the near and midterm applications.
5.3.4.3.4. ILS: It is foreseen that, within the planning period, ILS systems will remain
operative. Precision approach landing system ILS is currently available at 50
airports. ILS will be installed at all airports where scheduled flights operate.
5.3.4.3.5. GLS: As a part of extended GNSS initiatives, Airports Authority of India and
Honeywell International Inc. are working together towards implementation of
first Ground based Augmentation System at Chennai airport. This is being
taken up as a pilot project and based upon its success Airports Authority of
India will evaluate the requirement of GBAS systems for other Indian airports.
GBAS systemes may be considered at other terrain constrained airports where
ILS installation is not feasible.
5.3.4.4.Flight trial support systems: Requirements of in-flight and ground trial elements
so as to be prepared for a PBN environment will be assessed and augmented
whenever necessary.
5.3.4.5.Satellite based Navigation using GNSS with aircraft-based augmentations will be
applicable for enroute flying. Use of existing satellite navigation systems with
5.3.5.1.1. Secondary surveillance radars are used worldwide to track aircraft and provide
independent cooperative surveillance. In the Block 0 time period, they continue
to be the means for surveillance while aircraft are being equipped with ADS-
B. In the Block 1 timeframe, ADS-B will become the primary mode of
surveillance backed up by secondary surveillance radars. Fused ADS-B and
radar data will be able to provide updates of aircraft position information every
second.
5.3.5.1.2. India will continue to deploy and augment non-cooperative surveillance (PSR)
at all TMAs and sensitive airports.
5.3.5.1.3. Independent Terminal Approach radar (S-Band PSR co-located MSSR) will
be implemented at all high density traffic terminal approach control areas to
ensure continuity and availability of radar data and to support application of
reduced separation minima (3NM / 2.5 NM), multiple runway operations so as
to enhance capacity and safety.
5.3.5.1.4. Multiple overlapping radar cover will be provided at high traffic density areas
to serve as a back-up and to ensure uninterrupted radar surveillance during
planned outage for maintenance and to apply reduced separation minima.
5.3.5.1.5. Surveillance using multi-lateration technique will be explored at select TMAs
to augment radar coverage, specifically in approach areas. Integration of
surveillance information will increase reliability and extent of coverage, thus
increasing safety in critical areas.
5.3.5.2.En-route Airspace
5.3.5.2.1. The main means of surveillance will continue to be collaborative surveillance
in the form of SSR radars, extensively used in TMA and en-route services, and
Mode S in high-density TMAs. However, at sensitive and critical areas PSR
will be maintained and/or augmented for operational reasons.
5.3.5.2.2. The use of ADS-B (ES Mode S receivers) and MLAT will start providing en-
route and terminal area surveillance as required; strengthening surveillance in
areas covered by SSR Modes A/C and S. The medium term will also see
installation of Mode S terminal and route radars.
5.3.5.2.3. ADS-B (ES Mode S) will be gradually implemented on the ground to cover
en-route and terminal areas. Introduction of ADS-B technology as surveillance
equipment in terminal areas, smaller aerodromes, en-route continental airspace
and on aerodrome surfaces will be continued in a phased manner while
encouraging aircraft equipage by providing operational incentives in the form
of service priority.
5.3.5.2.4. High density traffic areas will be covered by multiple radars to ensure
continuous radar cover and also to serve as back-up radar system to meet the
planned outage for maintenance and exigencies.
5.3.5.2.5. Wide Area Muli-lateration (WAM) will be a focus area for application at
remote areas where radar installation may not be feasible. AAI will implement
WAM in a phased manner to augment surveillance coverage areas at remote
airports, such as North East India and Himalayan airports.
5.3.5.2.6. Oceanic airspace: ADS-C/CPDLC Systems are in operation at Delhi, Mumbai,
Kolkata and Chennai FIRs.
5.3.5.3.Radar Networking: All surveillance sensors including Radars, ADS-B and WAM
will be networked so that entire continental airspace is covered under radar
surveillance and seamless radar separation is achievable. Networked radar data
will be available at all appropriate ACC’s and other ATS units.
5.3.5.4.Airport/ Ground surveillance ASMGCS with SMR, ADS-B and Multilateration
has been installed and operational at Delhi, Mumbai, Chennai, Kolkata,
Hyderabad and Bengaluru airport and will also be installed at other major airports
which experience low visibility conditions and traffic movements exceed more
than 10 per hour.
5.4. Block 1 Modules under consideration – B1-SWIM- Future Telecommunication
Infrastructure (FTI)
5.4.1. Information Management Service (IMS) or SWIM was presented at the ANC-12
as the future for global Aeronautical Fixed Service (AFS). This recommendation
is based on the assumption that a global IP network using IPv6 should be ready by
approximately 2020 for SWIM functions to be implemented.
5.4.2. IMS/SWIM is considered an environment that has to be incorporated into existing
AFS infrastructure before its functions can be optimized. This means the SWIM
functions and associated services or messages have to be identified for integration
and upgrade. The first step is to develop the SWIM Operational Concept, then
identify associated message/service for integration/upgrade.
5.4.3. Asia/Pacific region also is required to plan and implement a dynamic IP network
to support the future SWIM environment as well as enhance AFS such as Regional
Directory Service and Extended AMHS service as specified in ICAO Doc
9880/9896. Based on the Decision of APANPIRG/24, the Common Regional
Virtual Private Network (CRV) project has started in December 2013 to study the
Common Regional Network in APAC Region. India is one of the pioneer members
of the study group.
5.4.4. ASBU Block 1 Module B1-SWIM describes implementation of system wide
information-management (SWIM) services (application and infrastructure)
creating the aviation intranet based on standard data models and internet based
protocols ensuring interoperability.
5.4.5. SWIM represents a complete change in paradigm of information management
along its full life cycle and across the whole ATM system. SWIM aims to provide
ATM information users with relevant information at the right time. The SWIM
concept envisages all participating ATM system users such as ANSPs, airlines,
Airports, Flow management specialists, military, ATC etc. sharing the most
relevant ATM information dynamically. SWIM will result in a more cost and time
efficient exchange of information.
5.4.6. ICAO “Global Plan Initiatives-22” (GPI-22) under Global Air Navigation Plan
(Doc 9750) envisions and supports for a wholly dependable and reliable
communications infrastructure to support such a dynamic ATM communications.
With Global Air Navigation Plan (GANP 4th edition), such initiative will support
the technological roadmap, facilitation in turn B0- FICE and B0-NOPS and
enabling VOIP and B1-SWIM.
5.4.7. In order to align with this Global Plan Initiative, India plans to introduce a single,
secure and robust ground/ground communications network infrastructure based on
IP-VPN (Virtual Private Network) using commercially available Multi-Protocol
Label switching (MPLS) based network.
5.4.8. This strategic framework planned by India is aimed at taking advantage of
advanced technologies, services and products offered by the telecommunication
industry. The proposed communication network infrastructure will help to
overcome the current limitations viz. limited bandwidth, multiple and fragmented
networks, heterogeneity of equipment’s and service providers, security threats,
different technologies, half circuit arrangements & lackadaisical support etc.
5.4.9. The proposed Pan-India MPLS network will provide enhanced efficiency and
capacity to support various communication and surveillance services to meet
increasing ATM requirements.
5.4.10. The MPLS network will provide a robust cloud on which communication services
shall be provided using IP based VCCS and IP Radio and surveillance services
shall be provided by RADAR, MSSR, Multilateration and ADS-B.
5.4.11. The IP network shall enable Indian airspace to function as a seamless space
continuum to facilitate effective and efficient air traffic services. The network shall
also facilitate effective restructuring of airspace by enabling reduction of ACCs
from 11 to initially 4 and finally 2 within India.
5.4.12. The proposed common IP-MPLS based pan- India network is expected to facilitate
easy integration with the planned Common Regional Virtual Private Network
ATN B1-SWIM
ACARS
Navigation VOR
NDB
Surveillance PSR
6. METEOROLOGY
6.1.Introduction
6.1.1. The International Civil Aviation Organization’s (ICAO) provisions for
aeronautical meteorological (MET) information, required to support air traffic
management (ATM), including air traffic services (ATS), airspace management
(ASM) and air traffic flow management (ATFM), are expressed in terms of
international standards and recommended practices (SARPs) in Annex 3 –
Meteorological Service for International Air Navigation. These global MET
provisions are supplemented by regional operational requirements, which are
determined by regional air navigation agreement and published in regional air
navigation plans, e.g., Asia and Pacific (APAC) regional air navigation plan (Doc
9673), Part VI – MET.
6.1.2. The overall strategic direction for development and implementation of ICAO
provisions for MET information is provided by the Global Air Traffic
Management Operational Concept (Doc 9854) and the 2013-2028 Global Air
Navigation Plan (GANP) (Doc 9750), ensuring MET information and MET
service is developed and implemented to support the transition to an integrated and
collaborative ATM system.
6.1.3. MET is represented by the ASBU MET (AMET) modules in the performance
improvement area titled “globally interoperable systems and data”. MET will also
be a key enabler to operational improvements through the future system-wide
information management (SWIM) environment. ASBU modules in Block 0
represent existing capabilities for implementation over the next five years (e.g.,
B0-AMET), while Block 1, 2 and 3 modules represent improvements commencing
in 2018, 2023 and 2028 (e.g., B1-AMET and B3-AMET).
6.1.4. Aeronautical meteorology (MET) is a thread running through the performance
improvement area titled “globally interoperable systems and data”. Through
system-wide information management (SWIM), meteorological information will
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be a key enabler to the realization of the global ATM operational concept. The
MET modules can be summarized as follows:
a) Module B0-AMET: Meteorological information supporting enhanced
operational efficiency and safety. Global, regional and local
meteorological information provided by world area forecast centres,
volcanic ash advisory centres, tropical cyclone advisory centres,
aerodrome meteorological offices and meteorological watch offices in
support of flexible airspace management, improved situational
awareness and collaborative decision making and dynamically
optimized flight trajectory planning.
b) Module B1-AMET: Enhanced operational decisions through integrate
meteorological information (planning and near term service).
Meteorological information supporting automated decision process or
aids involving: meteorological information meteorological translation,
ATM impact conversion and ATM decision support
c) Module B3-AMET: Enhanced operational decisions through integrate
meteorological information (near‐term and immediate service).
Meteorological information supporting both air and ground automated
decision support aids fo implementing weather mitigation strategies.
6.1.5. The APAC Seamless ATM Plan V1.0, developed by the APAC Seamless ATM
Planning Group (APSAPG) as a regional implementation plan intended to
facilitate APAC Seamless ATM operations, recognizes B0-AMET as a
recommended ASBU upgrade in the APAC region.
6.2.Current requirements for MET in support of ATM
6.2.1. In accordance with the GANP and ASBU module B0-AMET, 2018 is the target
implementation deadline for the current provisions for MET information (i.e., the
Annex 3 SARPs and regional operational requirements). Therefore, over the next
4 years, depending on operational requirements, implementation of global,
regional and local MET information provided by world area forecast centres,
volcanic ash advisory centres, tropical cyclone advisory centres, aerodrome
meteorological offices and meteorological watch offices will be necessary to
support flexible airspace management, improved situational awareness and
collaborative decision making, and dynamically optimized flight trajectory
planning.
6.2.2. The regional strategy adopted in the APAC Seamless ATM Plan is expected to be
implemented in two phases: Phase I and Phase II. With respect to the current
provisions for MET information identified in ASBU module B0-AMET, Phase I
of the APAC Seamless ATM Plan (expected implementation by 12 November
2015) requires that:
all high density aerodromes should provide MET forecasts, aerodrome
warnings and alerts that support efficient terminal operations ; and
ATM systems should be supported by implementation of appropriate
MET information reporting systems, providing, inter-alia, observations,
forecasts, warnings and alerts.
6.3.Future requirements for MET in support of ATM
6.3.1. Future requirements for MET information in support of the air traffic system will
be guided by the operational concepts in Doc 9854, the GANP framework and
ASBU methodology (e.g., provision of MET information will be an integrated
function of the ATM system, tailored to meet ATM requirements in terms of
content, format and timeliness).
6.3.2. The medium-term strategies for operational improvements in the ASBU
methodology include B1-AMET: Enhanced Operational Decisions through
Integrated Meteorological Information (Planning and Near-term Service);
implementation expected from 2018 onwards, which will require MET
information supporting automated decision processes or aids involving: MET
information, MET translation, ATM impact conversion and ATM decision
support. This module also acknowledges the need for space weather information
services in support of safe and efficient international air navigation.
6.3.3. B1-AMET (and B1-DATM: Service Improvement through Integration of all
Digital ATM Information) promotes the establishment of standards for global
exchange of MET information. The first evolutionary step in the provision of MET
information to support integration includes the exchange of OPMET information
(specifically METAR, SPECI, TAF and SIGMET) in a digital form (XML/GML),
accompanied by the appropriate metadata, in accordance with the globally
interoperable information exchange model. These developments were designed to
foster the future system wide information management (SWIM) environment,
which would include MET, aeronautical and flight information, amongst others.
6.3.4. The next steps are to make it standard practice for States to exchange such OPMET
information in digital form. It is expected that a significant portion of current MET
products would transition to supporting digital information exchange within
SWIM. In addition, there would be an increased reliance on the automated relay
of MET information to and from aircraft, including enhanced aircraft-based MET
reporting capabilities (supporting B2-SWIM: Enabling Airborne Participation in
Collaborative ATM through SWIM).
6.3.5. In the longer-term, B3-AMET: Enhanced Operational Decisions through
Integrated Meteorological Information (Near-term and Immediate Service);
intended to be available for implementation in 2028, aims to enhance global ATM
decision making in the face of hazardous MET conditions through:
a. tactical avoidance of hazardous MET conditions in especially the 0-20
minute timeframe;
b. greater use of aircraft based capabilities to detect MET parameters (e.g.
turbulence, winds, and humidity); and
total flexibility for users via the user applications concept. It will also retain the
ability to offer traditional AIS products to users who have yet to make the transition
(AIS is one component of AIM).
7.1.10. AIM is a concept for managing the content of aeronautical data and the data itself,
providing quality assured data to user applications for the benefit of all aviation
stakeholders. Its open standards and common data exchange models will ensure
platform independence and Interoperability.
7.1.11. Appropriate rules and procedures will need to be developed to ensure that all data
sources meet the AIM requirements for data quality.
7.2.Expected Benefits
7.2.1. AIM will bring benefits to all parts of the ATM system by enabling the provision
of aeronautical data of the required quality, accessible by all users (human as well
as systems) at all times. As such, it will especially contribute to:
7.2.1.1.Safety – Timely and accurate aeronautical data of the appropriate scope is
essential for the safe use of modern ATM and navigation techniques.
7.2.1.2.ATM performance – AIM is an essential enabler for concepts like CDM and
enhanced airspace management.
7.2.1.3.Flight Efficiency – The interaction of all elements of gate-to-gate activities will
be harmonized to efficiently exploit the full capacity of airports and airspace.
7.2.1.4.Enabling User Applications – A basic tenet of the AIM concept is the provision
of aeronautical data of the required quality in standard format, without prejudice
as to how the data will be used. Specific rules and procedures for ATM and
aircraft operation will ensure proper usage.
7.2.1.5.Uniformity and interoperability of systems –AIM acts in the direction of
improved uniformity and interoperability both on a regional level, and on a
global scale.
and 0.8 million MT domestic); specifically freight handled was 2279.12 thousand
tonnes which indicates an increase of 4% over the previous year. At a growth rate
of 5% by 2017-18, it is forecast to touch 2796 thousand MT and at a growth rate of
8.2% beyond 2017-18, it is forecast to touch 4142 thousand MT by 2022-23.
8.1.6. Airports Authority of India has drawn plans to develop 24 domestic cargo terminals
throughout the country. AAI is implementing Government’s plan for development
of Air cargo facilities throughout the country and development of national logistics
network for faster movement / transport of cargo goods.
8.2.Aerodrome Operations
8.2.1. The principal challenge to aerodrome operators will be to provide sufficient
aerodrome capacity, while the challenge to the ATM system will be to ensure that
all available capacity is fully and efficiently utilized. As aerodromes are a focal
point in the ATM system, it is important that aerodrome operators work with other
stakeholders to ensure that ground capacity does not become the system constraint.
8.2.2. A key element will be to improve surface traffic management to reduce delays on
movement and maneuvering areas and enhance safety, efficiency and situational
awareness by implementing airport collaborative decision making (A-CDM)
through sharing surface operations data among the different stakeholders at the
airport.
8.2.3. Airports capacity will also be managed by the allocation of aircraft movement slots
to ensure that runway capacity is not exceeded and availability of aircraft parking
stand is ensured through collaborative decision making. When one or more of the
design components are inadequate to support the desired operational capacity of the
aerodrome, ATM procedures, standards and infrastructure will be provided to
compensate for the operational inadequacies.
8.2.4. Runways are typically the capacity bottleneck of aerodromes but aircraft parking
stands, baggage sorting and transfer facilities, aprons and passenger security
screening points operating close to or over capacity are becoming choke points as
well, especially at hub airports.
8.2.5. A-CDM promises to alleviate congestion but the close collaboration between
airport management and other stakeholders such as its shareholder, ATM and
airlines is essential to a coordinated development of the capacity of the regional air
transport network in the long-term.
8.2.6. Aerodrome operations are a key component for Seamless ATM, especially in regard
to infrastructure and operational efficiencies. The collaborative interaction of
various stakeholders is important to ensure that aerodrome operations, facilities and
equipment are suitable for all aircraft operators. Aerodrome operators require the
airspace, ATM, aerodrome and aircraft operations to be cohesive and interoperable.
This includes not only the aerodrome movement areas but the terminal and ancillary
services, which may include border protection, fuel, baggage and passenger
facilitation, which need to be aware of the interaction of their services with the
aircraft operations.
8.3.APSAP Recommendations
8.3.1. Short, medium and long term aerodrome planning needs to take into account the
seamless system so that capital investment is aligned to ATM operational
efficiencies. Aerodrome development and airline changes are catalysts for changes
driven by the aerodrome operator, but there is a need to ensure enroute and terminal
ATS efficiencies are not impacted or lost, due to poor aerodrome infrastructure and
operations. A saving in aircraft flight time can easily be eroded by lack of gates,
poor taxiway-runway interface and inadequate terminal facilities.
8.3.2. Stakeholder involvement and infrastructure changes needs to be coordinated to
maximize the efficiencies from a systemic approach to aerodrome, airspace, air
traffic management and aircraft operations
8.3.3. Preferred Aerodrome/Airspace and Route Specifications (PARS)
8.3.3.1.PARS Phase I (expected implementation by 12 November 2015)
8.4.2.2. AAI intends to roll out ATFM Phase I implementation from 2014. Initially a
baseline model of aerodrome capacity as declared above might suffice to arrive
at demand capacity balancing measures. As the process matures it is expected
that more precise aerodrome capacity figures taking into account met conditions,
availability of aerodrome and CNS infrastructure etc., will be required to arrive
at more refined DCB scenarios.
8.4.2.3.AAI will undertake a more exhaustive aerodrome capacity analysis for all high
and medium density aerodromes to support implementation of ATFM.
8.4.3. Apron Management
8.4.3.1.Presently AAI as the ANS provider provides Apron Management service as part
of Aerodrome Control Service and Surface Movement Control Service at all
aerodromes in India.
8.4.3.2.The data from DGCA India shows that as on 2014 total number of aircraft in
India is around 1650, out of which scheduled airlines comprising both passenger
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and cargo carriers that operate in the Indian skies have a total fleet of over 405
aircraft. The ANS Strategic Plan has also noted various industry reports on the
intended aircraft orders ( up to the order of around 700 aircraft in the next ten
years ) as committed by different scheduled airlines from India. Both Boeing and
Airbus have indicated in their projections a healthy growth in terms of number
of aircraft that will be required by Indian carriers in the next 15 years.
8.4.3.3.AAI as the major airport operator will plan augmenting the apron capacity
gradually to meet the industry requirements.
8.4.4. A-CDM Initiatives
8.4.4.1. A-CDM has been implemented in Delhi airport since 2013.
8.4.4.2.AAI has developed A- CDM software module indigenously and the same is
being put to operational trials at Mumbai airport. On successful trails, AAI
intends to extend the A-CDM platform to other airports in a phased manner.
8.4.4.3.The ATFM implementation in India will integrate A-CDM to provide ‘gate-to-
gate” traffic flow management capability.
8.5.Strategy for the implementation of performance objectives
8.5.1. All possible efforts will be made to ensure that operational aerodromes have
required physical characteristics and operational procedures corresponding to
ICAO standards and recommended methods (SARPS).
8.5.2. The optimization of TMA air space structure with the PBN implementation requires
necessary measures that ensure an effective control with respect to obstacles in
proximity area of the aerodromes, taking into account the minima separation
applicable between aircrafts and obstacles.
8.5.3. As first reference to these critical elements, the identification of aerodromes located
near to operational saturation, followed by actions required to improve this capacity
in terms of differentiation of these limits through the application of the best
practices in the existing infrastructure, and, if necessary, in modified infrastructure,
are interpreted as a necessary requirement.
8.5.4. Other external conditions to aerodrome operation that should be coordinated with
responsible local Committees are the limitation of operations due to noise level, to
the use of ground and to bird hazard, as well as the cancelation of operations due to
adverse climatic conditions, that affect or limit the required optimization.
8.5.5. Planning has been based on the following areas:
a) Quality and availability of aeronautical data ;
b) Aerodrome certification ;
c) Improvement of physical and operational characteristics of the aerodrome; and
d) Runway safety.
8.5.6. Quality and availability of aeronautical data
8.5.6.1.In order to achieve more efficient aerodrome operations and reduce the risk of
aviation accidents, the quality and availability of aeronautical data must be
assured through updates.
8.5.6.2.India provides necessary details regularly for updating the information contained
in the APAC Basic Navigation Plan, Vol. II FASID, Table AOP1 regarding 21
international aerodromes. The Aeronautical Information Management road map
ensures quality of aeronautical data.
8.5.7. Aerodrome certification
8.5.7.1.Certification process of aerodromes is a mandatory requirement to improve
safety in aerodromes and to establish an effective oversight.
8.5.7.2.It is important to guarantee the quality of the installations and services of the
Aerodrome through a process of continuous training of the personnel involved
in airport operations.
8.5.7.3.DGCA India as the regulator is the responsible agency for aerodrome
certification in India. AAI, as the major airport operator, will ensure that the
certification of airports under its authority.
8.5.8. Improvement of physical and operational characteristics of the aerodrome
9.2.2. The system will endeavor to remove constraints wherever possible, and minimize
the effect of constraints through management and modification of trajectories where
removal is not possible. Where constraints are unavoidable, the earliest possible
notice will be given to those affected. The intent is that any modifications will be
the minimum required to avert any conflict, meet runway capacity requirements.
9.2.3. Demand and Capacity Management aims at maximizing the ATM system capacity
whilst minimizing the effects of constraints. Optimal balancing of capacity and
demand will be achieved through CDM (between ANSPs, aerodrome operators, air
space users, meteorological information provider, etc), supported by SWIM taking
into account airspace and aerodrome limitations and uncontrollable events (e.g.
adverse weather, ATM system failure, aircraft emergency).
9.2.4. Traffic synchronisation will ensure safe, orderly, expeditious and integrated flow
of traffic during all phases of flight. Implementation envisages a transition in traffic
management from today’s emphasis on tactically adjusting demand to fixed
capacity towards a more strategic and collaborative approach to match capacity,
rather than constrain and demand. The nature of tactical flow management will be
more dynamic and adaptive to operate to finer capacity and time limits and
responsively cope with real-time events.
9.2.5. Demand and Capacity Assessment Processes and tools to identify, collect, analyse,
validate and distribute demand and capacity data to produce an accurate picture of
the capacity, constraints and demand patterns through all phases of flight will be
developed.
9.2.6. The ATM system capacity will be determined based on:
a. Number of runways
b. Number of runway exit taxiways
c. Runway Occupancy time
d. terminal capacity
e. surveillance data
f. weather conditions
g. airspace structure
h. Applicable minimum separation in terminal airspace
9.2.7. Major bottlenecks in the overall ATM system, viz., trends in delay, diversions,
holding will help in identifying the causes of capacity and demand imbalance.
Existing tactical traffic management processes and systems will be improved upon
through re-sectorisation, improved utilisation of existing runway and taxiway
resources to fill performance gaps. Reduction in constraints on demand and
delivering more efficient and expeditious traffic synchronisation will be achieved
by optimisation of SIDs, STARs and implementation of continuous descent
approaches by optimising existing airborne (GNSS) and ground CNS capabilities.
9.3.AIR TRAFFIC FLOW MANAGEMENT IN INDIA
9.3.1. An efficient ATM system should be flexible to enhance the capacity to meet the
demand in an efficient manner without adverse impact on SAFETY and in a very
cost effective manner for the airspace users. Keeping in view the current and future
growth of traffic and to ensure Safe and efficient flow of traffic through various
airports and airspace, Airports Authority of India has taken initiatives to implement
Central Air Traffic Flow Management system integrating various stakeholders in
the system to programme various operational constraints strategically and tactically
in such a way that the demand and capacity are optimally balanced through
Collaborative Decision making process.
9.3.2. The C- ATFM System will balance demand and capacity in Indian airspace and
airports for most efficient operations that will include both international and
domestic traffic.
9.3.3. ATFM project will be undertaken in three phases.
9.3.3.1.Phase 1 : ATFM for six metro airports
In the first phase six major airports (Delhi, Mumbai, Chennai, Kolkata,
Bangalore and Hyderabad) will be provided strategic and pre-tactical demand
operators and ATS Units, access to information about TMIs. AOs will be able
to view flight details and manage their own ATC slots during a TMI. ATS
Units, Airline and aerodrome operators will be able to view all flights arriving
and departing from their aerodrome.
9.3.3.3.Phase 3: Integrating with international ATFM according to ICAO regional
ATFM plan of Asia Pacific region. : ICAO regional office has set up an ATFM
steering Group (ATFMSG) to develop the concept for regional ATFM in APAC
region. India is a leading member of the ATFMSG. The evolution of C-ATFM
system in the third phase will be planned to harmonize with the
recommendations of ATFMSG.
9.3.3.4.ATFM project implementation will progress as defined in terms of timelines as
below:
Near term- 2014-2016
Midterm- 2016-2018
Long term- 2018-2023
9.4.Alignment with ASBU and APSAP
9.4.1. Implementation of ATFM is an enabler for optimum utilization of available ATM
resources. ATFM provision, in no way, should be a substitute for efforts towards
achieving ATM operational objectives described in this document. Therefore the
provision of ATFM in India is indirectly dependent on all the ASBU Block 0
modules and APSAP elements. The direct relationship, however, is made to B0-
NOPS, which is a “critical” ASBU Priority 1 element in the APSAP.
are based on many new concepts, and their implementation represents an even
bigger challenge.
10.1.6. The planning of personnel competence management for the implementation of the
components of the ATM Operational Concept shall take into account the specific
requirements of all the implementation activity of the different areas that make up
this document. The development and implementation of the expertise of human
resources, the guidelines, standards, methods and the tools for human error
management, the friendly use of the new technology and operational training will
be the basis for ATM success
10.1.7. The Challenges of New Concepts:
10.1.7.1. The introduction of these new concepts within the ATM system will
make planning a critical element and its efficient development will have a big
impact on all aeronautical personnel, including the managerial levels. That is
why competence management is one of the key issues for a successful transition.
10.1.7.2. As a result of the introduction of the components of the ATM
Operational Concept, new aeronautical disciplines will emerge. From the point
of view of human resource planning, it will be necessary to redistribute and train
personnel. The need for a seamless integration of human resources to the
management of safety in the design and implementation of new ATM systems
and in operational training has been clearly identified.
10.1.8. HR Considerations by ICAO
10.1.9. The Global ATM Operational Concept (Doc 9854) states:
Humans will play an essential and, where necessary, central role in the global
ATM system. Humans are responsible for managing the system, monitoring its
performance and intervening, when necessary, to ensure the desired system
outcome. Due consideration to human factors must be given in all aspects of
the system.
System (FDPS) or direct data inputs to the Aircraft Situation Display (ASD)
support this paradigm shift.
10.1.12.4. Controllers need to be trained on the application of tactical separation,
including the use of positive control techniques, such as vectoring and speed
control when conflict pairs approach minimum separation. In this regard, it is
important that managers facilitate a modern operating environment in terms of
air safety incidents and human factors, so personnel are confident using the full
capability provided by the CNS facilities.
10.1.12.5. A critical human performance issue is the training of ANSP
management and regulators in human performance issues. These decision-
makers had an important influence on outcomes in terms of supporting the right
environment for Seamless ATM activities, whether that is providing financial
resources, or establishing high-level policies and procedures.
10.1.12.6. A key component of Seamless ATM is the ability of controllers to
operate, and have confidence in, a new operating environment. The appropriate
use of ATC simulators to enhance their learning experience is an essential part
of the necessary training.
10.1.12.7. In planning to deliver Seamless ATM services, it is assumed that each
State and aircraft operator will comply with the English language proficiency
requirements in accordance with ICAO Standards and Recommended Practices.
10.1.13. ICAO-Next Generation Aviation Professionals (NGAP) Initiative
10.1.13.1. In 2009, ICAO launched the Next Generation Aviation Professionals
(NGAP) initiative to ensure that a sufficient number of qualified and competent
aviation professionals are available to manage the future international aviation
transport system.
10.1.13.2. Air traffic management (ATM), however, is exacting, stressful and
emotionally charged, as hundreds of lives are bundled into the blips and dots as
they flash continuously across an ATCO’s radar screen. The Air Traffic Safety
component of the framework is also adapted to the phase of training; from initial
training, through site-specific unit training and on to continuation and
development training. In other words, this framework enables the training
organization to develop their training materials such as courses and syllabi which
will raise the trainee’s competence to the required standards for the tasks and
activities needed to perform their job autonomously. This framework will then
maintain and further develops those aptitudes. The commonality of the
competency framework brings harmonised training across the globe, thereby
enhancing mutual recognition.
10.1.14.3. Harmonisation of initial training is a fairly easy task, conceptually, as
the trainee is taught the fundamental skills of the profession, which are very
similar in each location. The greater challenge, however, is the site-specific unit
training. Local geography, topography, aerodrome layout, airspace, procedures,
types of user and system specifics determine the requirements and will
necessarily differ for every single unit, facility and geographical location.
Consequently, harmonisation of training can only be achieved in the competency
framework itself. Common competencies and standards will be recognised and
applied, but the way in which they need to be performed will vary greatly from
one unit to the next.
10.1.14.4. The competencies required for the ATCO of the future are not the same
as the human skills, qualifications and requirements for today’s ATCO. The
change required can only come through well-constructed and well-targeted
training schemes to ensure that the actual competencies required can adapt over
time, even though the framework for that training should not need to.
10.2. Analysis of the current situation
10.2.1. The high level of automation and interdependence of the current system gives rise
to several problems related to human resources and human factors and the
interaction with their environment and other persons. The experience gained in this
area indicates that the human element should be considered as the critical part of
any plan for the implementation of new technologies. Achievement of the ATM
operational concept will be dependent on the competence of the human resources.
10.2.2. The challenges and the development of human resources will multiply during the
transition period to the ATM Operational Concept. Since the existing and emerging
air navigation technologies will work in parallel for some time, civil aviation
personnel will have to develop new skills while maintaining those necessary for the
operation and maintenance of the existing systems, using a collaborative approach
for civil aviation training.
10.2.3. The analysis of the current situation reveals existing weaknesses and emerging
threats. Weaknesses include, inter alia:
i. Lack of sufficient personnel;
ii. Lack of and duly trained personnel;
iii. High cost of training (initial, specialised, recurrent, remedial);
iv. Inadequate and Insufficient amount of simulators for training;
v. Instructors with insufficient knowledge and qualifications to meet
current needs;
vi. Procedures and training for use of new system and its use in
parallel with the current system
vii. Human/machine interface issues for new system and its use in
parallel with current system
viii. Operator/user confidence and competency in new system
ix. Selection criteria for operators/users of new system
x. Automation issues
xi. Operator knowledge of system mix
xii. lack of suitable profile for the selection of candidates;
10.2.4. Emerging threats include inter alia,
a) The need to implement new training methods;
10.2.9. AAI is setting up of four Integrated ATS Simulators (IATS) at regional training
centers (RTC) located at Delhi, Mumbai, Chennai and Kolkata. The IATS will be
used to bridge the gap between basic training at CATC and the on-job-training
(OJT) of ATCO’s.
10.3. Strategies for the implementation of performance objectives
10.3.1. With an expected doubling of air traffic in a 15-20 year horizon, the demand for
qualified aviation personnel is likely to increase across all domains. With demand
exceeding capacity in India, an increase in productivity is required to maintain the
industry’s cost-effectiveness.
10.3.2. Detailed estimates for the future requirements of ANS personnel is critical for AAI.
This analysis should take into account the projected growth in traffic, the impact of
new technology, and the expected attrition of manpower as a result of qualified
personnel retiring or moving to other geographies or industries. In order to be keep
pace with growth requirements AAI will need to ensure that it has appropriate
systems in place to recruit, train and retain controllers and engineers.
10.3.3. The capacity of the available training infrastructure to support the development of
the requisite skills from Ab-initio through to upgrading the capabilities of existing
controllers and ATSEP personnel on new technologies and procedures must also be
determined. Significant investment is required in order to update equipment and
install the latest simulation technology at the training institutes.
10.3.4. All the areas involved in ATM will be required to initiate planning of the
development of human resources and training requirements, including operations
and maintenance personnel. The planning should be done keeping in mind that the
role of each individual within the ATM Operational Concept, taking into account
the guidelines of Document 9750 – Global Air Navigation Plan, the Global ATM
Operational Concept and other related ICAO documents.
10.3.5. The Air Navigation system should be designed to reduce potential errors optimizing
their detection and mitigation. To this end we need the application of a fair culture
i. Basic training: This stage shall include the new operational ATM concepts,
the communications systems, all aspects involved in the operation of the air
navigation systems, the new surveillance systems, the new aeronautical
information vision and the meteorology system;
ii. Training for those who plan and implement: Training is required at the top
management level in order to provide decision makers the necessary basic
information for planning the implementation of ATM systems. This type of
training is required for executive staff responsible for planning ATM
systems, as well as for those responsible for planning supporting systems.
iii. Task-specific training: if training is required for ongoing management,
operation and maintenance of systems. This category accounts for most of
the training needs and is the most difficult to plan, develop and implement.
10.3.11. Planning has been based on the issues listed as below:
a) Planning training to develop air navigation systems personnel skills
b) CATCs shall actively accompany the planning and development of update and
training courses on the ATM Operational Concept to comply with the roadmap
developed by ICAO.
10.3.12. The following should be established to support human performance in the
delivery of a Seamless ATM service. The systems should consider all the elements
of the SHEL Model (Software, Hardware, Environment and Liveware – humans),
in accordance with the ICAO Human Factors Digest No. 1 and related reference
material:
i. human performance training for all ANSP managers, including:
ii. assessment and management of risks related to human capabilities and
limitations;
iii. effective participation in a team and team management
iv. effective safety reporting systems;
v. human factors in air safety investigation;
10.4.3. The R&D centre would also exploit the readily available expertise and talent of the
current ANS Personnel as most of them have either research or Engineering
background.
10.4.4. The ANS R & D centre would provide comprehensive laboratory capabilities to
support AAI's daily air traffic management operations and maintenance, besides
carrying out performance analysis and R&D.
10.4.5. The capability will provide AAI access to latest technological advancement in the
field of air traffic management, CNS & Automation equipment and software
development to cope with the challenging ASBU requirements and contribute to
Safe and Seamless ATM.
10.4.6. The ANS R&D center will derive its performance objectives from the ANS
Strategic Plan operational objectives and play an important role in harnessing
indigenous capabilities to develop solutions to meet the challenges.
10.5.Alignment with ASBU
10.5.1. The development of human resources and competency management is an essential
element for the implementation of all the ASBU Block 0 taken under consideration
in the planning and design phases of new systems and technologies, as well as in
their implementation phase, as part of a safety management scope.
it must create mechanisms to ensure that hazard identification and safety risk
management by service providers is consistent with the established regulatory
controls (requirements, specific operating regulations and implementation
policies). These mechanisms include inspections, audits and surveys to ensure
that safety risk regulatory controls are properly integrated in the SMS of service
providers, that they are implemented as designed, and that they have the expected
effect on safety risks.
11.3.State Safety Programme (SSP)
11.3.1. The introduction in the SARPs of requirements related to the State safety
programme (SSP) resulted from the growing recognition that safety management
principles impact most of the civil aviation management activities, including
regulation, policy-making and safety oversight.
11.3.2. State Safety Programme (SSP) describes the arrangements of the management of
aviation safety in a State. It is a package of state civil aviation system that includes
policy, legal framework, organization and mechanism available in a state for the
establishment and maintenance of acceptable level of safety.
11.3.3. International Standards and Recommended Practices (SARPs) contained in the
ICAO Annex 1 – Personnel Licensing, Annex 6 — Operation of Aircraft, Annex
8 — Airworthiness of Aircraft, Annex 11 — Air Traffic Services, Annex 13 —
Aircraft Accident and Incident Investigation and Annex 14 — Aerodromes
require ICAO Contracting States to establish a State Safety Programme (SSP) in
order to achieve an Acceptable Level of Safety (ALoS).
11.3.4. The SSP is based on comprehensive analysis of the State's aviation system, safety
policies and risk management, safety assurance and promotion. Safety oversight
of DGCA is now focused on areas of significant safety concerns or higher safety
risks. Thus, SSP provides the means to combine prescriptive and performance-
based approaches to safety rulemaking, policy development and oversight by
DGCA India.
11.3.5. In order to manage the SSP and ensure implementation of requirements of Safety
Management Systems (SMS) by stakeholders, a State Safety Programme and
Safety Management Systems (SSP/SMS) Division has been established in
DGCA. A regulatory framework after introduction of SSP in DGCA and SMS
amongst stakeholders has been established.
11.3.6. Safety Management System (SMS)
11.3.7. The States will require, as part of the State safety Programme, that the air
navigation service provider(s): ATS, AIS, CNS, MET, SAR and AGA implement
a safety management system acceptable to the State and that, at least:
i. Identifies safety hazards;
ii. Ensures the implementation of the necessary corrective measures to maintain
the agreed level of safety efficacy;
iii. Provides for ongoing monitoring and periodic assessment of safety efficacy;
and
iv. Seeks to improve the general status of the safety management system on a
continuous basis.
11.3.8. The SMS will clearly define the lines of responsibility for safety within the
organization of the air navigation service provider, including the direct safety
responsibility of high managerial staff.
11.3.9. In order to maintain acceptable safety levels, AIS and MET services must
implement Quality Management Systems.
11.3.10. According to ICAO Annex 11, any significant change in the ATS system related
to safety, including the implementation of reduced separation minima or a new
procedure, will only become effective after a safety assessment has shown that
they will meet an acceptable level of safety and that users have been consulted.
When applicable, the responsible authority will make sure that the appropriate
measures are taken for post-implementation monitoring to verify that the
established level of safety is being met. When the acceptable level of safety
cannot be expressed in quantitative terms due to the nature of the change, the
safety assessment may rely on operational judgment.
11.4.Analysis of Current situation (2014)
11.4.1. Airports Authority of India developed its first Corporate Safety Management
System Manual in 2005. This manual was developed on the basis of best industry
practices and contained all the elements present in the then draft Safety
Management Manual issued by ICAO.
11.4.2. ICAO published its first edition of Safety Management Manual (Doc. 9859) in
2006. Accordingly, Airports Authority of India revised its Corporate Safety
Management Manual in 2009 as per ICAO SMS framework. This Corporate
Safety Management Manual was accepted by DGCA in 2009.
11.4.3. The DGCA issued a Civil Aviation Requirement Section – 1 General Series ‘C’
Part I on July 20, 2010 for the “Establishment of a Safety Management System”
(SMS) based on the guidelines contained in the second edition of Safety
Management Manual (Doc 9859), which was published by ICAO in 2009. It
details the various requirements that need to be fulfilled for establishing a SMS
and calls for a phase wise implementation of SMS.
11.4.4. The first phase of SMS implementation was successfully completed by AAI in
2010 wherein the Safety Policy & Objectives of AAI were revised. Gap analysis
with regulatory requirements & SMS Implementation Plan were also prepared.
Most of the elements required for the other phases of SMS Implementation are
already in place and are being followed in AAI. The Safety Management Manual
of AAI has now further been revised and redesigned as per the DGCA CAR. It
contains all the components and elements of SMS as envisaged by DGCA CAR.
The DGCA accepted AAI corporate SMS manual in 2013.
11.4.5. Safety accountabilities, responsibilities and authorities of top management of AAI
have been defined, documented and have been included in the revised version of
the Corporate Safety Management manual. The Manual has also been simplified
for easy reading and an effort has also been made to make its practices and
procedures user friendly.
11.5.Strategy for the Implementation of Performance Objectives
11.5.1. Planning has been based on implementation of Safety Management System in the
provision of ANS Services.
11.5.2. An Air Traffic Service provider, a licensed aerodrome or an aerodrome applying
for aerodrome licensing are required to establish and maintain Safety
Management Manual as per DGCA CAR on SMS.
11.5.3. Accordingly AAI, which is both ANS Provider and Airport Operator has
established Safety Management System in AAI. The SMS manual is available on
AAI website.
11.5.4. The Corporate SMS Manual (2013) provides guidance for the establishment of
Safety Management System in Airports Authority of India in accordance with
ICAO and DGCA regulations and guidelines. This manual sets “Safety
Requirements” which must be met to achieve this objective. It also details the
practices, processes and procedures to achieve these Safety Requirements, which
are essential for the safe and efficient Air Navigation Services in Indian
administered air space and at airports, where services are provided by AAI. It is
published for the use and guidance of AAI personnel.
ANS Strategic Plan Operational Short Term Medium Term Long Term
Objectives
Communication VHF VHF Coverage VHF - 8.33 KHz VHF – 8.33 KHz
(above 10,000 ft.);
VDL M2 VDL M2
Cross coupling- for
UAH
RCAG
HF HF Coverage as HFDL HFDL
back up to CPDLC
SATCOM/ SATCOM In SATCOM SATVOICE
SATVOICE oceanic airspace
AMHS As per APAC AMHS plan
AIDC AIDC within India AIDC with Full AIDC
adjacent countries
Navigation DME/DME Ensure coverage for Extend coverage for RNAV-2
RNAV-5
VOR As a backup to PBN routes
ILS At all international At all high density airports
airports
GNSS ( SBAS ) As per GAGAN Road Map
GBAS Pilot project Assess and GBAS CAT II / III
Extend to other
airports
Surveillance PSR At all TMA and critical airports
SSR / Mode-S At all International At all high density airports
airports; Enroute
service
ADS-B As standalone and to As standalone and As a replacement
supplement To supplement for en route SSR
surveillance surveillance at radars
coverage critical airports
ASMCGS At all international At all Upgrade to L3 and
airports , affected by international L4
weather airports
MLAT At selected airports / Extension of Consider WAM for
airspaces coverage en route
surveillance
Surveillance Data To appropriate ATS To appropriate ATS automation Centers
fusion automation Centers and C-ATFM
SWIM With AIM, MET Begin FTI for FTI and integrate Progress towards
and ATFM SWIM infrastructure AIM , MET SWIM
AIS to AIM AIS to AIM Phase 1 AIS to AIM Phase AIS to AIM Phase 3
and Phase 2 1 and Phase 2
PANS-AIM
Recommendations
ATFM Phase I Phase II Phase III
13. APPENDICES
A. Traffic Statistics
B. Relationship between ASBU and APSAP elements
C. Relationship between Global Plan Initiatives ( GPI ) and ASBU
D. CNS Road Maps AND PBN Roadmap
E. Avionics Equipage Requirement
F. ANS Performance Framework
G. Sub Regional Initiatives- BOBASIO
H. References
I. Glossary
1600000
1400000
1200000
1000000
800000
600000
400000
200000
0
1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
Landing & take-off Overflying
Year freight(tonnes)
2006-07 1550906
2007-08 1714978
2008-09 1697289
2009-10 1959705
2010-11 2348900
2011-12 2279987
2012-13 2191191
2013-14 2065330
Percentage
Airport (%) Movement
APPENDIX B
B1-RPAS ATM
APPENDIX C
GLOBAL PLAN INITIATIVES AND THEIR RELATIONSHIP
WITH ASBU MODULES AND ANS STRATEGIC PLAN
GPI-3 Harmonisation of X
level systems
GPI-4 Alignment of X B0-FRTO
upper airspace
classifications
GPI-5 RNAV and RNP X X X X B0-FRTO
(Performance-
based navigation)
GPI-6 Air traffic flow X X X X B0-NOPS
management
APPENDIX D
CNS AND
PBN ROAD
MAPS
ASBU MODULES
B0-OPFL B0-TBO B0-FRTO B1-TBO
HF
SERVICES AMHS
AIDC
GROUND- ENABLERS IP 4
GROUND
COMMUNICATION IP 6
VOICE OVER IP
BASED SSR/MODE S
WAM
ADS-B IN
ADS-C
SURV. DATA
FUSION
ASBU MODULES
B0-ASUR B0-SNET B1-TBO B1-SNET
MLAT
ASMGCS L3 & L4
ASBU MODULE
B0-SURF B0-ASUR B1-SURF B1-RSEQ
AIR TO AIR ENABLERS ADS-B IN AND OUT
CAPABILITIES IN TRAIL
PROCEDURES
AIR BORNE
AWARENESS (AIRB)
VISUAL
SEPARATION ON
APPROACH
ASBU MODULE
B0-ITP B0-ASEP B1-SURF B1-ASEP
GROUND ENABLERS
CONVENTIONAL
NDB
CAPABILITIES
SEE PBN ROAD MAP
PBN
APPROACH
ASBU MODULES
B0-APTA B0-CDO B0-CCO B0-FRTO B1-APTA
PBN ROAD MAP 2014 TO 2015 2016 TO 2018 2018-2023
ENROUTE CONTINENTAL RNAV 5; RNAV2; RNAV 1; RNP 2; ADVANCED RNP; RNP 0.3
APPROACH RNP APCH (SBAS; LPV, BARO-VNAV; LNAV/VNAV; BASIC GNSS; LNAV)
RNP AR APPCH
ANS STRATEGIC PLAN 2014-2018
APPENDIX E:
AAI has decided to adapt these frameworks to suit Indian circumstances. The framework, being
developed by AAI, follows the European model in focusing on four Key Performance Areas
(KPAs): safety, cost-effectiveness, capacity, and environmental impact. In some cases it goes
beyond the European model in trying to quantify performance indicators.
AAI recognizes the need to examine its own performance, and has decided to set up a
performance framework for ANS services being provided by AAI, drawing on the experience
of these other exercises.
A performance framework enables AAI to benchmark its performance against other ANSPs. It
can then identify areas where it needs to improve, or has particular excellence, and work on
problem areas to improve its performance and hence customer satisfaction. Presently AAI is
working towards developing methodology in capturing necessary data for reporting
performance. In future AAI will be looking to set targets as it moves towards becoming a
performance-based organization.
AAI has decided, in the first phase, in line with the EU performance monitoring, to focus on
the four key performance areas (KPAs) of:
Safety;
Cost-effectiveness;
Capacity (delay); and
Environmental impact (flight efficiency).
AAI has taken the view that its performance monitoring needs to be mature enough to
understand these key areas, and to be able to set targets for them and monitor them
automatically, before branching out into measuring other KPAs.
The operational objectives of ANS Strategic Plan are designed to contribute to meeting these
strategic performance objectives and also to drive R&D of ANS activities towards the
validation of performance targets.
The exponential growth in air traffic is posing a challenge to all the ANSPs in their quest for
providing safe, economical and efficient flow of traffic and at the same time satisfying the need
of the Airlines for obtaining their preferred flight profile in the Asia Pacific region. All the
ANSPs have taken up the challenge by embarking on many initiatives like implementation of
RVSM, introduction of RNAV routes, implementation of Performance Based Navigation,
Reduction of longitudinal separation minima, ATM Automation, etc. These initiatives have
definitely yielded remarkable success in enhancing safety, efficiency and augmenting capacity
of Air space/airport in the respective States. While such initiatives would suffice with respect
to domestic operations within a particular State, the cooperation from neighboring states is the
most vital ingredient for safe, efficient cross border flow of traffic.
The concept of working together through a collaborative approach is not only the key for
enhancing safety and efficiency of aircraft operations through seamless provisions of services
but also for sharing information, technology, procedures and harmonizing ATM systems.
BOBASIO would provide an excellent platform to resolve various ATM related issues
concerning coordination between ATS units, search and rescue, air traffic flow management,
ATS route structure, contingency plans, development of latest technologies and other related
issues.
India hosted the first meeting of BOBASIO region in May, 2011.The meeting was attended by
delegates from Oman, Nepal, Sri Lanka and Thailand, ICAO, IATA and DGCA, India. The
meeting unanimously extended support to institutionalize BOBASIO as an informal sub-
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regional ATS Coordination Group. Subsequently India has hosted the second and third
BOBASIO meetings in 2012 and 2013.
In view of the crucial role of states in implementing seamless ATM and ASBU, the group has
also desired to include airlines and airspace users of the member states, CANSO, IATA, and
IFATCA.
BOBASIO presents a critical platform for Asian, Middle East Asian and African countries to
come together to exchange ANS information.
Seamless ATM across FIRs/States means the Major Traffic Flows are not constrained by ICAO
Regions. It is important to note that well-coordinated work across trans-regional boundaries
will be increasingly required in this regard. To ensure uniform ANS standards and services
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across many States and for safe, efficient cross border flow of traffic, collaboration becomes
vitally ingredient.
In order to achieve global interoperability and seamless ATM services, it may be necessary to
consider implementation of certain modules across regions in a coordinated timeline. The
application of Data link for reduced horizontal separation on ATS routes across SE Asia is an
excellent example.
BOBASIO group will act as an additional platform to achieve the required coordination. It will
also perform the crucial role of bringing together the Asian, Middle East Asian and African
countries in extending the scope of seamless ATM from Asia to Middle East and Africa.
The Arabian Sea/Indian Ocean ATS Coordination Group (ASIOACG) is the primary regional
group in Arabian Sea and Indian Ocean region. BOBASIO can supplement the
APAC/ASIOACG initiatives for application of seamless ATM procedures in a timely manner.
India will progressively engage the adjacent States to pursue the objective of Seamless ATM
in the airspace spread across from Mid-East Asia to Indian sub-continent to SE Asia. In this
endeavor the BOBASIO platform will play a crucial role. AAI will continue to support and
nurture the activities of BOBASIO by providing proactive leadership.
APPENDIX I : REFERENCES
A. ICAO Documents
Global Air Traffic Management Operational Concept ICAO Doc 9854
Global Air Navigation Plan ICAO Doc 9750
Manual on Global Performance of the Air Navigation System ICAO Doc 9883
Performance Based Navigation Manual ICAO Doc 9613
Safety Management Manual ICAO Doc 9859
Manual on Air Traffic Management (ATM) System Requirements ICAO Doc 9882
PANS-ATM ICAO Doc 4444
Annex 11
Global Aviation Safety Plan ( GASP )
B. ICAO APAC Guidance Materials
Basic Air Navigation Plan – APAC Region ICAO Doc 9708
Facilities and Services Implementation Document FASID
Asia Pacific Traffic Forecast – Doc 9853
Asia Pacific Seamless ATM Plan –V1 – 2013
Regional PBN Plan V3
C. Government of India Documents
Strategic Plan – Ministry of Civil Aviation 2010-2015
DGCA India Civil Aviation Requirements (CAR)
12th Five Year Plan - GOI
D. AAI Documents
Ajay Prasad Committee Report
AAI Strategic Plan Volume 1,2 and 3
PBN Road Map
Corporate SMS Manual
E. Publications
Reports from CAPA India, Boeing , Airbus, ACI , CANSO , IFATCA
Industry Reports from FICCI , Deloitte (India)