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1 TECHWATCH WINTER 2016

2 TECHWATCH is published twice a year to provide customers and stakeholders with updated information regarding the technology and systems developed and used by NAV CANADA. For further details please contact service@navcanada.ca.

3 Table of Contents Automatic Dependent Surveillance-Broadcast (ADS-B) 4 ADS-B via Ground Stations 4 ADS-B via Low Earth Orbit (LEO) Satellites 4 Canadian Automated Air Traffic System (CAATS) 6 Automatic Dependant Surveillance - Contract (ADS-C) 6 Wake Vortex Warning Feature 7 Electronic Flight Data 7 Medium Term Conflict Detection 8 Collaborative Flight Planning System 9 FSS Information Management System (FIMS) 9 Gander Automated Air Traffic System (GAATS) 10 Multilateration Surveillance Surface Detection 12 Multilateration Wide Area Multilateration (WAM) 12 Navaid Life-Cycle Replacement Projects 13 ILS (Instrument Landing Systems) 13 NAVCANsuite 13 Obstacle Evaluation Solution (OES) 14 Performance-based Navigation (PBN) 14 Wide Area Augmentation System (WAAS) 16 Terminal Surveillance Radar (TSR) 16 Preventive Maintenance Automation & Common Hardware Integration Platform 17 Surveillance Fusion System (FUSION) 17 Weather Systems Upgrade Program 18 AWOS (Automated Weather Observation System) 18 Digital Weather Cameras 19 HWOS (Human Weather Observation System) 19 Laser ceilometer 20 Ice Resistant Anemometers 21 Remote Digital Temperature Sensors and Displays 21

4 Automatic Dependent Surveillance-Broadcast (ADS-B) ADS-B via Ground Stations ADS-B provides radar-like surveillance of suitably equipped aircraft using satellites (GPS), aircraft avionics and ground infrastructure to relay aircraft data such as identification, position, altitude, etc to air traffic controllers. Aircraft with ADS-B automatically transmit accurate position reports with an integrity value every second to air traffic control. ADS-B surveillance allows reduced separation minima to be applied between equipped aircraft. It also enables more aircraft to follow the most efficient flight trajectory and optimal cruising altitude. The system brings significant safety and efficiency benefits, enabling ATC to offer equipped aircraft more flexible, fuel-saving routes and earlier climbs through airspace previously managed using only procedural air traffic control. Between the start of the program and 2020, NAV CANADA estimates that ADS-B over Hudson Bay, northeastern Canada and over southern Greenland will save customers 372 million litres of fuel and reduce GHG emissions by 979,000 tonnes. ADS-B services are currently provided by three ACC units Edmonton, Montreal and Gander mostly in the high level airspace, FL290 and above, over Hudson Bay, Baffin Island, northeast Quebec and southern Greenland. A high percentage of passenger and cargo aircraft operating in this airspace is currently ADS-B equipped or is expected to be equipped by ADS-B via Low Earth Orbit (LEO) Satellites The expansion of ADS-B in Canada and in many other countries has improved air traffic management in airspace currently managed using procedural control. Provision of ADS-B services will increase significantly as airlines equip with this technology. However, the ability to bring the substantial benefits of modern ATC surveillance technologies to more remote areas and oceans has been limited by geographic constraints for ground station installations. NAV CANADA, ENAV of Italy, the Irish Aviation Authority (IAA), Naviair of Denmark and Iridium Communications Inc. have entered into a joint venture, called Aireon, to install ADS-B sensors as a hosted payload on the newest generation of the Iridium constellation of Low Earth Orbit (LEO) satellites that will begin launching in This project will allow for the expansion of air traffic surveillance capability to the entire planet. When the required constellation of 66 cross- TECHWATCH Winter

5 linked LEO satellites is in place, geographic restraints will no longer be a limiting factor in the provision of ADS-B coverage. NAV CANADA is a significant partner in this joint venture and will be the first customer of this new service. Our initial focus will be on deployment in the oceanic airspace over the North Atlantic. With the increase in surveillance, air traffic controllers will be able to safely apply reduced separation standards between aircraft, resulting in a significant increase in efficiency by the provision of flexible and predictable fuel efficient routings. NAV CANADA estimates that this new capability will enable customers to save millions of dollars in fuel and thousands of tonnes of GHG emissions on the North Atlantic Ocean annually. The ADS-B receivers will be built into Iridium NEXT, the second generation satellite constellation that will be launched by Iridium. An Advisory Committee has been established with representatives of IATA, Airlines and ANSPs. Customer data service agreements have been reached with NAV CANADA, NATS, ENAV, Naviair, the IAA, the Air Traffic and Navigation Services Provider (ATNS) of South Africa, the Civil Aviation Authority of Singapore (CAAS), and the Dutch Caribbean Air Navigation Service Provider (DC-ANSP) for the Curaçao Flight Information Region (FIR). MOAs have been signed with: NAV Portugal, Blue Med FAB (Cyprus, Greece, Italy and Malta), The Agency for the Security of Aviation Navigation in Africa and Madagascar (ASECNA), ISAVIA, Air Services Australia, and Airways New Zealand. The ADS-B payload has passed space qualification tests and is in production and being integrated onto satellites. In November 2015, the International Telecommunication Union (ITU) decided to adopt a primary allocation of the 1090 MHz frequency band for the reception by satellite of ADS-B signals from aircraft. The Iridium NEXT satellite constellation is scheduled to launch in ADS-B services in the NAT are to commence in In addition to its core air traffic surveillance capability, Aireon will provide a global emergency tracking solution that will be available free of charge. The Aireon Aircraft Locating and Emergency Response Tracking (Aireon ALERT) service will allow rescue TECHWATCH Winter

6 agencies to request the location and last flight track of any suitably equipped aircraft flying in airspace currently without surveillance. NAV CANADA is focussed on making the necessary changes to its systems to be ready to take advantage of full ADS-B surveillance in our oceanic and remote airspace. Canadian Automated Air Traffic System (CAATS) CAATS is one of the world s most advanced flight data processing systems and the foundation for the Company s air traffic management system. CAATS is an integrated flight data processor which automates flight profile monitoring and extends conflict prediction and detection into non-radar airspace. It also processes and distributes flight data information to other NAV CANADA and international systems. CAATS enables collaborative decision-making in flight planning which results in operators flying preferred routes more often. Further functionality improvements will increase fuel saving opportunities. CAATS simplifies the flight management process for air traffic controllers and other operational staff by automatically updating flight information coming from other centers, computing flight estimates and processing flight plans. The elimination of many manual processes, including the need to verbally hand off aircraft, improves safety by increasing the time available to focus on separating aircraft. CAATS has been implemented in all Area Control Centers in Canada since Internet flight planning for IFR and VFR customers was integrated into CAATS in July An automated flight data exchange with Oakland ARTCC was enabled in June In addition, the following enhancements are described in more detail below: Automatic Dependant Surveillance, Wake Vortex Warning, Electronic Flight Strips/Lists and Medium Term Conflict Detection. Automatic Dependant Surveillance - Contract (ADS-C) ADS-C is a means of automated position reporting in which air traffic control can receive position reports directly from aircraft using datalink. The position reports can include the aircraft s current position and altitude as well as information about the route. This includes waypoints, estimated time over the waypoints, etc. ADS-C can be used to monitor aircraft conformance to its flight plan and to automatically receive meteorological information from aircraft in flight. TECHWATCH Winter

7 Similar to CPDLC, ADS-C delivers customer service enhancements by relieving frequency congestion, reducing potential communications errors, and contributing to efficient customer operations. It helps reduce the risk of aircraft deviating from route or altitude without controller knowledge due to the fact that ATC can establish contracts that will cause the flight to automatically report when it has deviated from the specified flight parameters, such as route or altitude. ADS-C has been in use in the Gander Oceanic FIR for the last decade. ADS-C is planned for domestic deployment starting with Vancouver ACC, which is exploring potential implementation by spring 2016 ADS-C is also planned for deployment in Edmonton, Gander domestic, and potentially other ACCs. Wake Vortex Warning Feature NAV CANADA is working to develop a Wake Vortex Warning feature in CAATS that will simulate or predict where an aircraft vortex will travel, taking into consideration the effects of wind. An alarm would notify the air traffic controller if another aircraft is predicted to enter it based on the aircraft weight category and distance. The Wake Vortex Warning Feature has the potential to enhance safety by increasing situational awareness and providing information regarding potential wake vortex threats related to customer operations. A deployment plan will be developed, including ATC procedures, following R&D. Electronic Flight Data In addition to replacing paper strips in ACCs, Electronic Flight Data will provide controllers with the ability to interact with aircraft and controllers in neighboring sectors more easily using the data tag. New features have recently been introduced as part of CSiT upgrades to support additional ATC functions and include the following: the ability to request altitudes electronically from other sectors without using hotlines; the ability to enter and manage the aircraft heading from the data tag; the ability to enter and manage the assigned frequency from the data tag; and the ability to easily identify, using the data tag, which aircraft are capable of the new Reduced Lateral Separation Minima currently operational in Gander. TECHWATCH Winter

8 Note: Users can adapt certain flight plan parameters like navigation equipment or communications capability, and the system will highlight these data tags so that they stand out from the rest, allowing at-a-glance identification of aircraft requiring special handling. CAATS Electronic Flight Data will reduce the amount of time retrieving and updating flight data for controllers and eliminate the potential for mistakes when writing the information on a flight strip. In addition, it is reducing the reliance on the use of hotlines and phone lines for some routine coordination and providing quick, at-a-glance assessments of operational situations. In all cases, not only is efficiency increased but assurance of safety is also increased. All features are available in the current CAATS software. Toronto ACC has begun using the altitude request feature. Montreal ACC is using the new frequency feature. Vancouver ACC is planning to start using the new heading feature in the winter of Medium Term Conflict Detection Medium Term Conflict Detection (MTCD) provides a notification of a potential conflict situation to the controller with a look-ahead window of 5 to 20 minutes. The tool allows the controller to perform trial probes on controller-planned resolutions to ensure a conflict-free clearance is issued. MTCD augments the existing Conflict Prediction functionality that is in place for procedural airspace. MTCD has the potential to enhance safety by increasing situational awareness and providing information regarding potential conflict situations. MTCD is currently installed at Winnipeg, Edmonton, Montreal, Moncton, and Vancouver ACCs. Moncton and Vancouver have expanded MTCD use to FL200. Gander ACC has deployed MTCD in the low level airspace from to FL270 and is planning to deploy it in the high level airspace in the winter of Toronto ACC is planning to implement in TECHWATCH Winter

9 Collaborative Flight Planning System The Collaborative Flight Planning System (CFPS) makes it possible to file, update or cancel a flight plan online. CFPS improves on the previous system by providing a two-way flow of information. Customers now receive a clear confirmation following a transaction, and amendments to a flight plan no longer require a call to the ACC or FIC. With CFPS, customers can set up an account online and the vast majority of flight plan changes can be completed through this account. CFPS improves collaboration between pilots, dispatchers, flight service specialists and air traffic controllers. Changes made by customers to a flight plan are automatically reflected in NAV CANADA s systems. Conversely, changes made by air traffic services now show up in a customer s account. In addition, the intuitive flight plan form featured in CFPS reduces the need for manual verification of flight plans while automatically flagging flight plans that do not meet standard parameters. Upcoming enhancements will seamlessly combine weather, aeronautical, chart, flight plan and NOTAM information on a map, providing all the essential information needed to plan and file a flight plan, and requiring only one login. The CFPS website (plan.navcanada.ca) has more than 7,500 registered users and, as of January 2016, more than 180,000 flight plans have been filed. Two-way communication with FICs and ACCs allows both VFR and IFR flight plans to be filed, updated or cancelled online. Dispatchers and organizations can now manage flight plans and templates while permitting other members of the organization to view and use the same templates, eliminating duplicates and improving information-sharing. Organizations can create flight plan templates for aircraft, routes, pilots and flight numbers. These templates can be combined to quickly create flight plans. Flight planning information (weather, aeronautical, NOTAM and flight plan) will be displayed on a geo-referenced base map, allowing customers to select information pertinent to their needs. Features will be incrementally added to the map. Initial roll-out to FICs began in summer 2014, with customer access to the map expected later in FSS Information Management System (FIMS) The FSS Information Management System (FIMS) provides the primary tool for the Flight Information Centers (FIC) to deliver preflight and enroute services to General Aviation and Commercial flight operations. TECHWATCH Winter

10 FIMS provides alpha-numeric weather products for the interpretive weather briefing service. FIMS ingests, stores, and displays a variety of weather and flight safety bulletins used in the Pre-flight stage, including METAR, TAF, SIGMET, AIRMET, PIREP and NOTAM.FIMS is also the flight planning and VFR alerting service tool used for all VFR flights in Canada. FIMS is an automated flight data processing system capable of providing alerts for flights that are reaching their overdue state and also provides alarms to alert the specialist to uncommon situations. FIMS allows the specialist to access any part of this information whether they are performing pre-flight or enroute services or communications search activities. FIMS provides seamless interchange of data between many of our automated systems such as CAATS, EXCDS and CFPS. FIMS provides improved service delivery through more advanced intuitive briefing and flight planning tools. Improvements to continuity of service and overall reduction in system support costs are accomplished through the replacement of aging computer equipment with FIMS. FIMS latest software version (10.2) was delivered in November FIMS 11.0 will be delivered in March 2016 and will contain up to 70 changes and Modification Requests (MRs). Gander Automated Air Traffic System (GAATS) The Gander Automated Air Traffic System (GAATS) is an advanced oceanic air traffic system used to control aircraft crossing the North Atlantic (NAT) airspace between North America and Europe. Features include flight plan processing, 4-dimensional trajectory modeling, generation of the Organized Track System (OTS) based on current jet stream winds, advanced conflict prediction/resolution and extensive Data Link communication capabilities including (Automatic Dependent Surveillance Contract (ADS-C)), Controller Pilot Data Link Communication (CPDLC) and Oceanic Clearances (OCL). The latest generation of GAATS, known as GAATS+, was implemented in Gander in February GAATS+ uses ATC LCD display technology to provide electronic flight strips and advanced planner and controller functionality, including jurisdictional surveillance separation capabilities, based on radar for traffic transiting into and out of domestic airspace and ADS-B for aircraft over the southern portion of Greenland. This will form the basis of space-based ADS-B support when the service from Aireon becomes operational in TECHWATCH Winter

11 The implementation of GAATS+ occurred in February Reduced Longitudinal Separation Minimum (RLongSM) was implemented in March RLongSM allows appropriately equipped aircraft to fly on the same route with a longitudinal separation of five minutes versus the traditional 10 minutes required for non-radar airspace. of Oceanic ADS-B occurred in March of the ICAO Data Link Mandate (DLM) Phase 1 occurred in February 2013, with core tracks in the North Atlantic requiring data link during specific track activation hours. Phase 2, completed in February 2015, saw the implementation of CPDLC for all tracks between FL350 and FL390 inclusive. of ADS-B Phase 2 In-Trail occurred in April 2013, allowing controllers to maintain ADS-B separation between aircraft at the same level. The Gander Operational Flight Level Initiative (GO-FLI) was implemented in November GO-FLI automatically detects climb opportunities for all flights and makes these readily accessible for controllers to share with pilots and to issue clearances to climb via CPDLC when requested. of enhancements to existing North Atlantic Common Co-ordination will provide the ability to exchange additional coordinating messages with adjacent Oceanic ATC centers. GAATS+ replaced SAATS at the Oceanic Control Centre in Prestwick in November An unprecedented level of technical and operational convergence was achieved as a result of both sites having a common GAATS+ system. RLatSM, which allows Data Link Mandate (DLM) compliant aircraft to fly on tracks with half-degree separation versus the traditional full degree required in the past, was implemented on a trial basis in December The next major event for GAATS+ will be the introduction of Aireon s space-based ADS-B service, which is scheduled for operational implementation in February GAATS+ automates flight data processing, and integrates automatic dependent surveillance (ADS) position reports, CPDLC communication and Oceanic Clearance (OCL), resulting in faster responses to customer requests. CPDLC and ADS-C also enabled the introduction of Reduced Longitudinal Separation functionality in GAATS+ on March 30, These functionalities provide greater opportunities for equipped aircraft to achieve more optimal flight profiles, yielding significant fuel savings for customers. The ICAO Data Link Mandate (DLM) is now supported by GAATS+ as of February 2013, with support for Phase 2 implemented in February DLM provides FANS1A equipped aircraft with access to routes on designated core tracks, along with more opportunities to utilize RLongSM and RLatSM to achieve more optimal flight trajectories. TECHWATCH Winter

12 Multilateration Surveillance Surface Detection Multilateration (MLAT) is being used as an effective situational awareness tool at busy airports. The Company has deployed MLAT for surface detection, as a complement to Airport Surface Detection Equipment (ASDE) and a component of Advanced Surface Movement Guidance and Control Systems (A-SMGCS). Since multilateration uses existing transponder technology, no additional investment is required on the part of customers to modify aircraft equipment. Multilateration improves safety at airports where it is installed by providing air traffic controllers with additional situational awareness. NAV CANADA s first operational use of multilateration as a complement to ASDE was at Montreal Pierre Elliot Trudeau International Airport (installed in spring 2010). Multilateration is operational at Toronto Pearson, increasing situational awareness for controllers with information integrated on sophisticated display systems. Multilateration is operational at Calgary International Airport and was expanded for the opening of the new runway in spring Enhancements to Montreal and Calgary are currently underway to accommodate changes at these airports due to new terminal/building construction. Multilateration Wide Area Multilateration (WAM) WAM is a system of ground stations that receive signals from aircraft transponders on Mode 3/A, C and S to determine aircraft position. This information can then be used by ATC for SSRequivalent surveillance and separation. Customer benefits WAM can provide coverage in areas where it is not possible or too costly to install radar. As a result, NAV CANADA will be able to increase or augment surveillance capability in areas where it would improve the safety and/or efficiency of flight operations. WAM installations in Fort St. John, Vancouver Mainland, Kelowna, Springbank and Fredericton are now operational. TECHWATCH Winter

13 Navaid Life-Cycle Replacement Projects ILS (Instrument Landing Systems) To improve service reliability and reduce maintenance costs, ILS equipment installed in the 1970s through 1990s is being replaced with new state-of-the-art equipment at 117 runways across Canada. Unlike the old systems, the replacement ILS transmit localizer and glide path signals which are capable of meeting Category I, II and III precision and reliability standards. As the new systems do not radiate a useable back course signal for the reciprocal runway end, LNAV, LNAV/VNAV and/or LPV approaches (with vertical guidance) are being designed to replace the localizer back course approach capability where required to maintain or improve airport accessibility. Customer benefits The new systems are more reliable and more stable thus providing better service to our customers. 101 ILS have been replaced with new systems over the past 11 years. During this period, new ILS precision approach service has been established for 6 runways, including Kamloops Runway 08 (2009), Nanaimo Runway 16 (2009), Calgary Runway 10 (2011), Villeneuve Runway 26 (2014), and two Category III ILS for Calgary s new parallel runway (2014), in addition to the upgrade to Category III for the ILS at St. John s and Vancouver. The fourth phase of the national ILS replacement program was approved in February Under this ongoing fourth phase, ten ILS installations remain to be completed through NAVCANsuite NAVCANsuite is a family of tower automation products, providing fast and reliable access to airport, tower, and terminal ATC information. It features an integrated controller working position comprising up to four touch screen monitors that provide NAVCANatm products such as: NAVCANstrips electronic flight data strips; NAVCANinfo a graphical display of real-time airport, NOTAM and meteorological data; NAVCANcontrol navaid and airfield lighting information; NAVCANatis an automatic terminal information service; and NAVCANsitu which combines fused track data with on-screen surveillance data on situational displays. A TECHWATCH Winter

14 fully digital voice communications subsystem, supplied by Harris/SolaCom, will be incorporated directly into NAVCANsuite for air-ground/ground-ground communications. Customer benefits NAVCANsuite offers air traffic controllers an environment that enhances safety and efficiency by providing real-time access to critical flight, surveillance and operational data as well as voice communications. Sales of the system to other ANSPs generate revenue for reinvestment in the Canadian ANS. Visit for the status of NAVCANsuite projects. Obstacle Evaluation Solution (OES) NAV CANADA assesses proposals for land use near airports and air navigation infrastructure before construction begins. The Company maintains a database of structures that could affect Air Navigation Services, which is updated as structures are built or demolished. The Obstacle Evaluation Solution (OES) changes the way the Company receives, reviews, and distributes information about proposals for new, man-made obstacles. OES will help improve operational efficiency through technology, by allowing proponents to interact with the data that the Land Use Office has related to their structures. OES offers improved operational efficiency by enabling the Land Use Office to more efficiently and expeditiously distribute information to stakeholders, collect and send responses, organize issues and mitigations, and assist with the follow-up of proposals nearing construction. OES will also support the Company s future compliance with ICAO Annex 15 standards and recommended practices for collection of electronic terrain and obstacle data (etod). OES has been under development since the summer of 2014 and testing will begin in Spring 2016, with implementation planned for Summer/Fall Performance-based Navigation (PBN) Performance-based Navigation is mainly about transitioning to area navigation in a globallyharmonized fashion by means of implementing navigation specifications. It encompasses both Area Navigation (RNAV) and Required Navigation Performance (RNP). TECHWATCH Winter

15 A navigation specification that includes the requirement for on-board performance monitoring and alerting is referred to as an RNP specification. An RNAV specification does not require the monitoring and alerting function. The added position integrity from an RNP system will usually result in the ability to bring aircraft closer to each other or fixed obstacles while maintaining an equivalent level of safety. The implementation of PBN everywhere in Canada is aimed at using the most appropriate navigation specification, whether it is RNAV or RNP, to suit customers operational requirements. As customers upgrade their avionics, greater ATM opportunities will be presented with an eventual transition towards 4D (Lateral, Longitudinal, Vertical and Time) operations, that consider gate-to-gate implementations producing greater efficiencies. Global Navigation Satellite System (GNSS) is one of the major tools to introduce efficient airspace management and is expected to become essential in high traffic density terminal areas over time. NAV CANADA has already implemented many PBN procedures both in the terminal and enroute environments and will continue to incrementally build on these successes. RNAV and RNP-certified aircraft have better access to, and flexibility for, point-to-point operations, rather than being required to navigate between ground-based navigation aids such as VORs and NDBs. Between program start and 2020, NAV CANADA estimates that PBN will save customers 598 million litres of fuel and reduce GHG emissions by 2,107,000 metric tons. Current status There are over 1,000 RNAV procedures published in Canada. The first phase of the Windsor/Toronto/Montreal (WTM) Airspace Project was implemented in 2012 and resulted in a new RNAV structure including Standard Instrument Departure (SID) and Standard Terminal Arrival Route (STAR) procedures leading to and from a new RNAV enroute structure. The second phase of the WTM project was implemented in 2014 and included cross border linkages to the FAA. A similar project reviewed the Calgary-Edmonton airspace corridor taking into consideration the new parallel runway at Calgary. This project was implemented in May In collaboration with WestJet, NAV CANADA has implemented a number of instrument approaches that include a constant descent and, in a number of cases, a much shorter flight route than the normal approach. TP 308 V6 now incorporates all elements of FAA criteria as adopted by Transport Canada, effective October 17, Jeppessen Sanderson Boeing Design services division has been contracted by NAV CANADA to build public RNP AR approaches in Canada. The first procedure was published at Vancouver in October NAV CANADA and Jeppesen are developing additional RNP AR approaches at the Vancouver, Kelowna, Calgary, Ottawa, Halifax, Edmonton and Montreal aerodromes. TECHWATCH Winter

16 Wide Area Augmentation System (WAAS) WAAS is a satellite-based GPS augmentation system that uses a network of ground reference stations and geostationary satellites to monitor signal delays caused by the ionosphere and provide improved position accuracy and integrity of messages to aircraft via satellites. This American system is designed specifically for aviation with a high level of reliability and availability and has a North America-wide reach. NAV CANADA has participated in the development of WAAS by installing four reference stations in Canada. With WAAS, the accuracy, integrity and availability of enroute, terminal and approach guidance navigation are significantly improved. There is also a significant safety benefit as WAAS makes possible localizer performance with vertical guidance (LPV) approaches with limits as low as 200 feet where terrain, runway equipment and aerodrome certification permit. This means that an LPV precision-like approach with both lateral and vertical guidance can be flown using WAAS at any qualifying airport within WAAS coverage. More than 210 LPV approaches, supported by WAAS have been published to date. Additional sites are planned but are dependent upon provision of necessary airport survey data. Recent improvements in reference station software and prediction performance has extended LPV coverage from coast to coast and up to 70 N throughout the Arctic. Through the PBN Customer Working Group, NAV CANADA is beginning to investigate the benefits of Ground Based Augmentation System (GBAS) Landing Systems (GLS). Terminal Surveillance Radar (TSR) The Terminal Surveillance Radar (TSR) will be upgraded at 12 sites across the country in a multiyear project. The current radar systems are over 30 years old and are nearing the end of their lifecycle. The upgrade program will replace key electronic equipment while maintaining the radar site infrastructure in place. The radar upgrade will improve reliability, advance the exchange of data, lower maintenance costs, and mitigate potential service outages. This program encompasses 12 sites across the country, and will be phased in sequentially over the upcoming years. A Portable Radar System will be installed temporarily close to the main site prior to the start of the refurbishment activities, in TECHWATCH Winter

17 order to ensure radar service continuity during the main radar down-time. The Portable Radar will be moved from site to site to support the Program. Production of the first three systems and the Portable Radar has commenced. Factory acceptance testing will commence by year end for the first installation at the Ottawa Transportable Test Site. Once the refurbishment concept has been validated and completed in Ottawa in 2017, the Hamilton and Toronto operational radars will be refurbished in 2018 and Preventive Maintenance Automation & Common Hardware Integration Platform The current ATM Operational environment is built on a mix of systems - each deployed and maintained independently through life cycle management. With future updates planned to several core systems, such as the Canadian Automated Air Traffic System (CAATS), Fusion, and NAVCANsuite products, NAV CANADA has the opportunity to consolidate much of the key underlying architecture to LINUX and a hardware infrastructure centered on blade server technology at Area Control Centres (ACCs). This will support a move towards a Restart, Reload, Swap philosophy that is emerging in other leading ANSPs. By moving to a common platform, the Company will be able to increase automation for monitoring and other tasks (such as file clean up, verification of parameters, accuracy checks), decrease maintenance costs and improve overall reliability of the systems. The system will support shorter turn-around times for system maintenance and component replacement as well as allow for future growth. The system has been deployed in Winnipeg and Edmonton. Gander, Moncton, Vancouver, Toronto and Montreal will be deployed by August Surveillance Fusion System (FUSION) FUSION is a technology refresh and upgrade initiative aimed at introducing the latest capabilities in multi-sensor tracking and safety net technologies so as to enhance accuracy and stability for ATC separation and to ensure the Company s infrastructure is ready for next generation CNS and ATM applications. TECHWATCH Winter

18 FUSION provides significant safety and efficiency benefits including more complete and accurate surveillance coverage, reductions in nuisance safety alerts and track uncertainties, enhanced monitoring and return to service efficiency, less adaptation and certification effort, and more advanced and automated test and support tools. Work began on this project early in Factory Acceptance Test was successfully completed in July Operational deployment to begin in fall/winter 2016 with Winnipeg ACC and the remaining ACCs to follow into 2017/2018. Weather Systems Upgrade Program NAV CANADA has undertaken a major upgrade its weather reporting infrastructure, with an integrated approach to the replacement of AWOS, weather cameras, anemometers and temperature sensors. These changes have enabled more accurate and reliable reporting of essential aviation weather information. of this program began in 2008 and was completed in August AWOS (Automated Weather Observation System) Legacy AWOS provided sky condition, visibility, precipitation, temperature, dew point, wind, pressure and ice accretion data for weather reports and forecasts at 68 sites. These older systems were aging and becoming increasingly difficult and costly to maintain. A replacement initiative, now completed, has introduced new, more-advanced AWOS that meet regulatory sensor accuracy requirements. More reliable and accurate provision of METAR/SPECI will increase airport accessibility and improve safety. The new AWOS is designed to report thunderstorms and, where available, RVR information and use an ice-resistant anemometer to report wind speed and direction during freezing precipitation, freezing fog, and wet snow events. New AWOS are currently operational at 91 sites across the country, with these installations taking place either through the legacy replacement project or through other projects. TECHWATCH Winter

19 Digital Weather Cameras In 2008, NAV CANADA began installing new Digital Aviation Weather Cameras (DAWC) to replace the 22 existing analog camera systems and to expand the network. DAWC images are intended to be used as a supplement to existing weather information products. The new cameras have a 91 angle of view and provide improved higher resolution images that are updated every 10 minutes and distributed through a redesigned DAWC interface on the NAV CANADA Aviation Weather Web Site (AWWS). The colour images are updated every 10 minutes providing visual, near real-time information about weather for flight planning - a feature that is especially useful during marginal conditions and at sites commonly affected by localized weather phenomena. Currently, there are 177 sites with DAWC available on the AWWS. There will be 200 DAWC sites deployed by the end of Additionally, by the end of 2017, 66 AWOS sites will have either a third or fourth camera installed to provide additional reference images. HWOS (Human Weather Observation System) In addition to the AWOS, NAV CANADA has installed HWOS at all human weather observing sites. HWOS provides quick, accurate and reliable weather reporting where manned weather observations are an integral part of aviation operations. The HWOS data entry system replaces the two legacy systems currently used to input weather observations (WinIDE and MIDS). HWOS also includes a set of updated sensors (including Ice Resistant Anemometers and Remote Digital Temperature Sensors and Displays) used in the AWOS that are directly linked to the data entry system. Centralized weather data from the HWOS conveniently interfaces with tower controller and flight service specialist working positions to provide real-time wind, altimeter, and other weather information on their touch screen display. This configuration replaces dedicated instrument displays and enhances the efficiency of the cab environment. NAV CANADA also completed an initiative that enables HWOS to incorporate a Limited Weather Information System (LWIS) capability outside of the hours of operations of part-time human reporting sites. This addition allows the HWOS installed at part-time human sites to issue a LWIS message (temperature, dew point, wind and altimeter) which is updated hourly. This LWIS message is available via the FIC, the ACC or AWWS. TECHWATCH Winter

20 The new data entry system provides a standardized system throughout the network which brings a reduction in support costs. It allows for direct ingestion of sensor data. This improves the quality and assurance of data that might otherwise be prone to human error. The LWIS feature provides access to essential weather information for take-off and landing 24 hours/day and 7 days/week, supporting the use of an IFR approach when a human weather observation is unavailable. Installation of HWOS started during fall HWOS are currently operational. Ten HWOS were installed at Quebec Ministry of Transport (MTQ) CARS sites in Northern Quebec during fall Three LWIS part-time test sites (Red Lake and Pickle Lake in Ontario and Powell River in B.C.) were commissioned in July, LWIS has since been made available at all 70 part-time HWOS sites and was recently enabled at 33 full-time HWOS sites. Laser ceilometer A laser ceilometer is a tool used during the conduct of a weather observation program that provides the observer with a reading of the height of all the clouds that passed over the laser beam up to three different layers, The observer then uses that data to report cloud and ceiling heights that is being observed as part of their weather sequences. Cloud hits captured over the beam of the ceilometer are very accurate and it can measure clouds up to 25,000 feet. A laser ceilometer is currently installed at more than 60 stations providing a human surface weather observation program. NAV CANADA has launched an initiative to install a ceilometer at the remaining stations where the observers do not currently have access to a ceilometer to support them in their program and at which they still use helium ceiling balloons during the day and a ceiling projector at night as well as estimation to determine the height of the clouds for their METAR or SPECI observations. Having the data coming from the ceilometer while determining the sky conditions will allow the observers to report more accurate cloud heights than with estimation or the use of ceiling balloons and ceiling projectors, thus better depicting the conditions to be expected by pilots while approaching or departing a staffed airport. This should also translate into better aerodrome forecasts (TAF) as the forecasters will have access to more accurate cloud height information. TECHWATCH Winter

21 Ceilometers units were installed at five priority sites in fall Software is currently being developed by NAV CANADA Engineers to display the ceilometer data on HWOS. Software is expected to be ready by April Once software is ready, the installation will resume at the other identified sites All units are expected to be installed and commissioned by the end of Ice Resistant Anemometers Anemometers are required at 176 staffed airport weather observation sites. Ageing, conventional anemometers (rotating cups and wind vanes) were replaced with heated, ice resistant, sonic probes that have no moving parts. These devices provide more reliable and accurate wind direction and speed information for takeoff and landing. The same system will be used in the AWOS sites thereby realizing cost efficiencies. Installation was completed with the rest of the integrated program that began in late summer Remote Digital Temperature Sensors and Displays Legacy equipment at 172 staffed airports is costly to maintain and requires observers to walk to the instrument s location to take readings. New digital sensors will facilitate the delivery of data directly to the observer through HWOS. Reliable, timely and accurate temperature and dew point information will allow aviation weather observers to include the same information in their special weather reports (SPECI) as they do in their routine hourly reports (METAR). The same system is used in the AWOS, thereby realizing cost efficiencies. Installation began in summer 2010 and was completed in concert with the rest of the integrated program. TECHWATCH Winter