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1 HIGHLIGHTS 2015 THE IRIS PRECURSOR PROJECT PAGE 3 SESAR JU CAPACITY AND MEASUREMENT ANALYSIS FOR VDL MODE 2 PAGE 5 GLOBAL FLIGHT TRACKING PAGE 7 IMAGE: TAKING A REST BY ERIKA TER BORCH

2 Air Traffic Solutions François Bardin France ATS AIRCOM Business Management Agnès Roegel France EDITORIAL François Bardin Director ATS AIRCOM ATM Business Development, Europe Patrick Geurts Belgium Marc Speltens Belgium ATM Business Development, Latin America and Caribbean Adriana Mattos Brazil ATM Business Development, Asia Philip Koh Singapore ATM Business Development, Middle East and Africa Emnet Meheret South Africa FANS and PreFANS Services Kathleen Kearns USA ATC Network Business Development Mervyn Harris United Kingdom Online information and late-breaking news are available at Enquiries to Publisher: François Bardin Editorial: SITA Production Editor: Paola Piacentini Information is subject to change without notice. All trademarks acknowledged. SITA 2015 This document was printed digitally without the use of film separations, plates and associated processing chemicals. The paper used is FSC approved and comes from carefully controlled mixed sources including well managed forests. Any paper waste is recycled. The production process conforms to ISO or EMAS (Environmental Management Systems). The Carbon generated during the production of this document has been offset. Dear Reader, Last year, in this editorial, I quoted David Bowie ( Where are we now, from his last album), wondering about the progress made with datalink deployment in Europe, several years after the Datalink Services Implementing Rule had been issued. This is still a valid question, and at the time of writing, it is confirmed that the EC Single European Sky Committee will push the mandate deadlines forward by 3 years for ANSPs (until Feb 2018), and by 5 years for airlines (until Feb 2020). The rationale for the change in dates is to have the necessary time for all stakeholders to address and fix the technical issues that still prevent a smooth transition to ATN/VDL networks for Controller Pilot Data Link Communication (CPDLC). As a matter of fact, a number of those stakeholders (airframers, ANSPs, avionic makers, communication service providers and the ATC industry) will join together under the SESAR JU banner for a project aimed at proactively tackling the technical issues and will propose an improvement plan, as well as deployment methodology for VDL multi-frequency. But looking back and wondering what went wrong, I realize it was probably a bit optimistic, not to say naive, to believe we could deploy brand-new ATN/VDL technology, impose this on airlines and ANSPs and expect it would work fine from day one. It took almost a decade to fine-tune the implementation of the previous generation of datalink communication, based on simpler analog technology (ACARS, Aircraft Communication Addressing and Reporting System). Besides, before the European Commission issued the Data Link Service Implementing Rule (DLS IR, EC Reg. No. 29/2009), Eurocontrol ran the LINK2000+ program, and they were tasked with coordinating the European Data Link deployment, but without any power to enforce it nor financial means to ensure large-scale validation activities. However, will fixing the VDL technical glitches be enough to ensure a smooth and efficient deployment of ATN/ CPDLC services, and lay down the foundation for future 4D trajectory applications currently being trialed in the framework of the SESAR program? I m not 100% sure. As an example, one of the upcoming challenges will be the coordination of the deployment of additional VDL frequencies, as well as (depending on the chosen methodology) associated multi-frequency management systems. Part of the challenge comes from the fact that such coordination will involve not only industry stakeholders (i.e. avionic vendors and airframers), but also all CSP (Communication Service Provider) entities which, in addition to legacy ones such as ARINC and SITA, now include a number of European ANSPs. So, there is no need to be a Nobel Prize winner to understand that, in the DLS IR aircraft, a pilot is needed in the driver seat, and whether that pilot is the recently created Deployment Manager is still uncertain. Hopefully, part of the solution will come from the ANSPs which could join forces to implement a seamless datalink system on a regional basis, as per the DLS Common Service model currently being developed by the A6 alliance, or its almost twin brother, the Eurocontrol CS9 Centralized Service. And more than ever, SITA remains committed to supporting its customers and partners (airlines and ANSPs) to fulfill their obligations, and to remain their Data Link partner of choice. Should you wish to further discuss this subject, please visit us at the CANSO World ATM Congress 2014, Hall 9, Stand 434! Yours sincerely, François Bardin Director ATS AIRCOM 2

3 GLOBAL HIGHLIGHTS THE IRIS PRECURSOR PROJECT The European Union is moving towards implementing the Single European Sky ATM Research (SESAR) project by creating a new administrative, operational and technical concept for Air Traffic Management. Satellite communications (SATCOM) will complement terrestrial datalink, and will have an important role to play in the ATM infrastructure, both in Europe and in the rest of the world. It will provide additional bandwidth for continental operations as well as coverage for oceanic and remote regions. The activities proposed in the Iris Precursor project are aimed at supporting SESAR deployment from approximately 2017 onwards. The project targets all airspace users including airlines (long haul and short haul) and general aviation by ensuring the development is completed at both ground and airborne sides. SITA will be supporting this project both from a business and technical perspective in consortium with Helios, NATS, Avinor and NLR during the next three years. The planned evolution of datalink service provision in European airspace is based on incremental steps, from current services for clearances, to initial 4D (i4d) trajectory management services and, ultimately, to full 4D services to be defined in SESAR. Taking note of the delays in SESAR and of the pace of implementation of new technology by aviation, a window of opportunity has been identified to provide operational satellite datalink services in the short-tomedium term ( ) as a complementary service to the datalink capabilities provided with VDLM2 network in continental airspace. This new approach could constitute a precursor to what is being developed for 2020 and the years following. It would enable the aviation community to build confidence in using SATCOM as a secondary means of communication, in a less demanding context than what is being designed by SESAR. The ability for aircraft to use SATCOM will also relieve pressure on the scarce and congested VHF frequencies used for VDLm2. It would offer additional bandwidth for Air Traffic Communications (ATC) and Aircraft Operational Communications (AOC) services prior to the introduction of the new technologies, it would support interoperability with existing oceanic services, and it would also support validation of full 4D services. 3

4 GLOBAL HIGHLIGHTS CHANGES IN THE DATALINK IMPLEMENTING RULE First published on 16 January 2009, the European Commission Regulation (EC) No 29/2009, laid down requirements on datalink services for the single European sky. This was welcomed by the Air Traffic Management (ATM) community in Europe as a major prerequisite for deploying the SESAR-defined (Single European Sky ATM Research) European ATM system of the future. The regulation mandates the deployment of the Controller Pilot Datalink Communication (CPDLC) service over an ATN/VDLm2 air to ground communication service. This European Regulation (EC) N 29/2009 was very ambitious from the start, setting challenging deadlines for European Air Navigation Service Providers (ANSPs). The first group, made of western European ANSPs, was to provide the CPDLC services by February In the rest of the European Union airspace, CPDLC was scheduled for operation by February Aircraft retrofit, representing a fleet of several thousand aircraft, was also scheduled for February 2015, while forward fit was mandatory in During the consultation process that preceded the publication of the regulation, some ANSPs expressed reservations about its tight schedule. Eventually, the European Commission maintained the ambitious deadlines with a view on creating momentum. Today, the ANSPs of Germany, Switzerland and the United Kingdom, together with the Eurocontrol Maastricht Upper Airspace Centre (MUAC), are EU Datalink Workshop, 9 October, Brussels. On the first sitting row, left: François Bardin and Patrick Geurts, from SITA. operational with the CPDLC service. Many other ANSPs have started deployment programs, which are at various implementation stages. The fleet of equipped aircraft has increased quickly. However, the resulting use of the VDLm2 frequency, shared between all users including airline operational data and air traffic control data, has created performance issues. Known as Provider Aborts (PAs), these performance issues take the form of disconnections of the air to ground data communication channel. In 2014, the observed level of these PAs significantly exceeded the threshold considered acceptable, notably by Eurocontrol MUAC. The European Commission was advised of the issues and organized a series of workshops in 2014 to collect the views of the various stakeholders. The Central Reporting Office (CRO), coordinated by Eurocontrol, successfully identified various technical causes, spread over avionics, communication infrastructure and ground systems. Some of the causes have already been addressed and corrected by the relevant stakeholders. The CRO analysis showed that frequency congestion and interferences could be blamed for some of the PAs, however interoperability issues between air and ground equipment were also to blame. The European Commission asked the European Aviation Safety Agency (EASA) to report on the PA problem. In its findings, EASA highlighted amongst 10 main recommendations the use of a single VDLm2 frequency as a key bottleneck, and recommended the deployment of multi-frequency VDLm2. EASA also created an action plan, which saw the EC charting the SESAR JU (SESAR Joint Undertaking) with a complete VDLm2 measurement and analysis action. The EC also had to address the legal situation. If the observed level of PAs were to remain at an unacceptable level, would it actually make sense to enforce the deadlines defined in the regulation? It was necessary to get legal clarification in order to ensure that the deadlines enabled the ongoing initiatives to progress. The whole aviation community, and in particular airlines and ANSPs, insisted on maintaining the regulation and the momentum that it had created. Many stakeholders stressed the need for a Program Manager, empowered to address the PA issues in the short term and solve the problem by involving all of the stakeholders. The EC decided that the SESAR JU VDLm2 Measurement and Analysis project was the way forward, and invited all stakeholders to offer their expertise. Considering the time that such a study would take, the Single Sky Committee (SSC) decided to postpone the ANSP implementation deadline by three years, and the aircraft retrofit by five years. SITA is willing to contribute to the SESAR JU VDLm2 project, but is equally determined to continue short-term activities. In particular, SITA is conducting different real-life experiments on VDLm2 multi-frequency. SITA encourages ANSPs to use any postponement as an opportunity for sound planning of their datalink program, to foster gradual but continuous deployment. 4

5 GLOBAL HIGHLIGHTS CANSO REGIONAL ROLES CANSO Asia Pacific Conference, Sri Lanka SITA participated in the CANSO event in Sri Lanka by showcasing and sharing its ATC Tower Solutions and Datalink Services with visiting delegates. Delegates were provided with SITA literature on FANS/D-ATIS/D-VOLMET datalink services and system information on the FANS workstation, S-ATIS/D- Volmet/ Centralized ATS Server and the Datalink Front End Processor solution. CANSO LAC Conference, Mexico During the last regional CANSO conference held in Mexico City this past December, SITA and regional ANSPs shared their experience on air traffic management for Latin America and the Caribbean. The Latin America ANSPs that attended included DECEA, SENEAM, FAA, COCESNA and IDAC along with industry representatives from IATA and ACI who spent time exchanging views and best practices. CANSO Africa Conference - The CANSO Africa Conference took place 6 8 October in Livingstone, Zambia. The overall theme of the CANSO Africa Conference 2014 was Making vision 2020 a reality in Africa and under this umbrella the following agendas were discussed: CANSO vision 2020, changing the business model of ANSPs Partnership and collaboration with the industry in the Africa region Air Transport Liberalization and its implication on ATM in Africa Business transformation: A performance driven ANSP The ASBU Framework implications and status of implementation in Africa Aviation safety SITA participated and contributed in the CANSO Africa Conference held in Livingstone Zambia. Col Moretti (DECEA), Brig Gonçalves (DECEA), Maria Falcao (INDRA) and Adriana Mattos (SITA) Philip Koh from SITA participating in CANSO, Sri Lanka CANSO Africa Conference group picture SESAR JU CAPACITY AND MEASUREMENT ANALYSIS FOR VDL MODE 2 THE VDL CAPACITY STUDY SESAR JU agreed a datalink strategy in 2012, which was consistent with the larger global roadmap. The ongoing use of VDLm2 in the transition towards the introduction of new technologies is critical. An accurate view of when VDLm2 will reach its performance and capacity limitations is also needed. Simulation studies conducted by Eurocontrol have indicated that at least three VDLm2 frequencies will be required to support the anticipated communication load in the full deployment of Datalink Services by 2015 in line with EC Regulation No 29/2009. This estimate includes support for Airline Operational Communications (AOC). Industry standards covering both Autotune procedures and dedicated ground frequencies have been incorporated into Supplement 6 of ARINC 631 (ARINC 631-6). The study addressed the capability of multi-frequency VDLm2 to support datalink services across a number of scenarios. In particular, the analysis determined the capability (capacity and performance) of VDLm2 to support the implementation of evolving datalink services within increasing traffic scenarios. This is addressing the evolution of traffic and datalink implementations. Datalink services considered included: Existing datalink Services (including Link 2000+) Airline Operational Communication (AOC) Aeronautical Telecommunication Network (ATN) Baseline 2 (including initial 4D) The analysis addressed the period 2015 through to 2040, with five-year intervals. SITA supported this study led by ENAV in consortium with DFS, AENA, LFV, DSNA and University of Salzburg. THE VDL MEASUREMENT AND ANALYSIS STUDY The baseline for SESAR includes a data communications capability based on VDLm2, which is expected to support the initial SESAR developed datalink services including Initial 4D. As the use of VDLm2 for CPDLC using ATN has become more widespread, certain performance issues were observed that raised concerns on the usability of the system. Some of these issues were attributed to specific avionic installations for which solutions have been identified. But other problems remain. Following the report of EASA, the EC requested the SESAR JU to analyze and prepare the inclusion of the EASA recommended actions in the SESAR Work Program. The SESAR JU tasked a consortium led by NATS together with Airbus, ENAV, Boeing, SITA and ARINC they are currently performing the following activities: Work Area 1: VDL performance analysis Work Area 2: Multi-frequency options modeling and testing Work Area 3: RF level modeling and testing 5

6 GLOBAL HIGHLIGHTS ATC NETWORKS, GLOBAL DEVELOPMENT The need for communication at a domestic and international level for the Air Traffic Management (ATM) business has become perceptible with the potential withdrawal of point-to-point connections from telecommunication providers and the prerequisite for an IP-based network for new and emerging applications. The International Civil Aviation Organization s (ICAO) strategic vision is to achieve sustainable growth of the global civil aviation system that enables airspace users (including aircraft operators) to meet their operational needs with fewer constraints, but without lowering safety levels. However, this has created the need to develop ATC networks. This vision requires the application of technology that will enable the transformation of air traffic management that supports collaborative decision-making (CDM), dynamic airspace management, strategic conflict management and the flexible use of airspace among other considerations. CNS/ ATM systems are crucial components of this drive for transformation. In addition, the primary users of ATM services (the airline industry) demand secure operations and are looking for ways to improve their efficiency. According to IATA, achieving the ICAO vision will result in a wide range of benefits such as safe operations, efficient use of resources, reduction in emissions and the overall lowering of operational costs. Air Navigation Service Providers (ANSPs) will recognize better communications and navigation and surveillance systems will undoubtedly increase the level of reliability. The use of improved data and voice communications services, as well as enhanced aeronautical information services, combined with precision navigation tools such as Global Navigation Satellite Systems (GNSS) solutions, will significantly reduce the hazards traditional solutions could not tackle. But this will certainly require a robust and efficient infrastructure to support the emergence of new applications and services. Internet Protocol (IP) has emerged as the de-facto international standard. It has recently been adopted by the ICAO Aeronautical Communications Panel, as legacy technology such as X.25 and low speed AFTN connections are rapidly becoming obsolete. As such, ANSPs are migrating to IP for international and domestic data communications. The European solution for international connectivity is the Pan-European Network Service (PENS). PENS provided by SITA is an international ground-toground communications infrastructure jointly implemented by Eurocontrol and the European ANSPs. It will provide a managed and common IP-based network service across the European region covering voice and data communication, and offer efficient support to existing services and new requirements that are emerging from ATM concepts. Furthermore, SITA has been selected by Eurocontrol to design, implement and manage an IP-enabled PENS to support the exchange of multiple application data, including flight plans, radar data, NOTAMS and flow management on a regional basis. The fact that this will cover the 38 Eurocontrol Member State ANSPs is proof that the application of IP in CNS/ATM is coming of age. SITA s proven ability in delivering Air Transport Industry community solutions, its track record in operating and supporting secure mission-critical infrastructure for over 60 years, and its singular commitment to the aviation industry means it is ideally suited to meet Eurocontrol s requirements. In 2014 PENS has seen remarkable development in that; More than 50 ATC applications between ANSPs are now operational on PENS New members, such as Latvia, have signed up to join PENS. Also, over 10 ANSPs have signed the Common Procurement Agreement (CPA) and consequently will be signing the contract amendments to join PENS AIRCOM services are now accessible via PENS, making it cost-effective in terms of management for ANSPs PENS has consistently met its availability target (99.95%) on average for all the sites. More information on PENS capabilities and benefits can be obtained from Eurocontrol at articles/pan-europeannetwork-services-pens The need for international and domestic communication for ANSPs (globally) has never been greater than today with the emergence of new concepts and applications. SITA is poised to support the development of such networks. 6

7 GLOBAL HIGHLIGHTS GLOBAL FLIGHT TRACKING SITA is introducing an innovative technology solution that will allow airlines to track their aircraft efficiently and cost-effectively. The solution, which is currently being evaluated by several airlines for testing, will utilize technology that is already installed in the aircraft to provide advanced tracking capabilities. AIRCOM FlightTracker is a ground based software system that guarantees regular flight position updates and requires no modification to aircraft. It works by gathering data from multiple sources and works globally filling in gaps between any ANSP tracking. Airlines can configure the software to proactively provide alerts if there is a deviation from a designated flight plan or a missing position report. AIRCOM FlightTracker also monitors air traffic control logons to ensure expected operations and works by combining all available tracking data sources including ADS-B, ACARS, and ANSP radar. Additionally, when no other source is available, it uses the Future Air Navigation System that is already available on many long haul aircraft, a system traditionally used by ANSPs to track flights worldwide. AIRCOM FlightTracker uses all of this data to automatically detect potential problems and alert airlines so appropriate action can be taken. For example, if an aircraft does not send an expected position report, or deviates from the flight plan or does not logon to ATC as expected, AIRCOM FlightTracker can detect these kinds of events and alert the airline. The airline can also access communications between ANSPs and pilots to ensure that any unexpected deviation from the flight plan is in line with normal procedures. If in doubt, communication with the pilots is just a mouseclick away. ICAO and IATA have stated that airlines must make use of all available technology to better track their aircraft. SITA s AIRCOM Flight Tracker gives airlines a cost efficient and highly effective off-the-shelf solution to achieve this. On a similar topic, in the context of the CS9.1 Eurocontrol tasked SITA to produce, in collaboration with Airbus and Thales, a report covering the tracking of aircraft in oceanic and remote regions for search and rescue purposes. The objective of this study was to cover tracking of aircraft in oceanic, remote and polar regions (ORP) for search and rescue (SAR) purposes. The aircraft position needs to be tracked from the ground to facilitate potential SAR operations in at least oceanic and remote regions. The feasibility of providing a SAR aircraft tracking service on a European central basis has been assessed. The service is aimed at localizing aircraft in real time in oceanic regions and remote regions under European authority where there is no radar or VHF coverage (oceanic, desert, and Mediterranean). The service can be extended to other regions, or interconnected with similar services. The study will be completed at the beginning of The study addressed: The current situation in terms of nominal services and technologies used to track aircraft in ORP (FANS, ADS-B) and distress services and technologies (legal recorders, underwater locator beacons (ULB) and emergency locator transmitters (ELTs)). In addition, the status of standardization, regulation and active working groups or industry initiatives was covered. The current developments and recommendations through a survey of related studies and initiatives taken by the EC, ICAO, BEA, CANSO, ITU and IATA. The description of the proposed tracking service, both technically and economically associated with identified governance. 7

8 REGIONAL HIGHLIGHTS EUROPE BULATSA delivered first the SITA VGS including two VHF radios left to right Mr. Anton Nikolov, Mr. Dimitar Pashov, and Mr. Yves Grandchamp. DANUBE FAB GOES PARTNER (ROMATSA + BULATSA) Both BULATSA and ROMATSA selected SITA to deploy the infrastructure to provide the air to ground datalink so the so that they can meet the requirements of the Implementing Rule on Datalink Services. Both ANSPs decided to jointly own the infrastructure, and it will be deployed starting in 2015 and will be completed by SITA in This infrastructure comprises SITA VHF ground stations (VGS) to cover Bulgarian and Romanian airspace, AMOS monitoring system, and ATN routers. SESAR 2020 SITA successfully applied to become an associate partner and is now part of the set of entities supporting the SESAR activities during its second phase through The scope of these activities includes industrial research and validation activities (including applied research, pre-industrial development, as well as activities aimed at transitioning input from the Exploratory Research phase) and a part of the very large scale demonstration activities. MORE COUNTRIES TO SELECT SITA S VDLM2/ATN SERVICE Five additional countries have contracted SITA for the ATN/VDLm2 service in 2014, in a move to fulfill their obligations under the EC regulation 29/ AUSTROCONTROL (AUSTRIA) contracted with SITA in October The delivery of the ATN routers and the upgrade of the SITA network of VGS stations proceeded according to plan. The operational approval of the VDLm2/ ATN service in Austria took place in October NAVIAIR (DENMARK) contracted with SITA in March SITA quickly upgraded its network of VDLm2 stations, and supported a two-month observation period with Naviair. This resulted in the operational approval of the VDLm2/ATN service to take place in September LFV (SWEDEN) contracted with SITA in June With LFV, the upgrade of the VDLm2 network proceeded in time for a twomonth observation period completed in December ANS CR (CZECH REPUBLIC) contracted with SITA in November 2014 for both the VDLm2/ATN service contract for the Prague ACC and the PreFANS service contract for the Prague Airport. The project will progress with the objective of the operation being approved by May Hungarocontrol (Hungary) contracted with SITA in December 2014 for the VDLm2/ATN service contract for the Budapest ACC. The project will progress with the objective of the operation being approved by June In each of these cases, SITA operates the network of VGS stations and the ATN backbone service. The VDLm2 coverage is provided by a network of VDLm2 stations that is optimized across national boundaries, there by limiting interference and station density. The VDLm2/ ATN service is provided in a seamless manner for each ANSP, regardless of which VDLm2 station is actually picked up at any moment by the aircraft. 8

9 NIGERIA NAMA FANS The Nigerian Airspace Management Agency (NAMA) and SITA have successfully concluded an agreement to deploy Controller Pilot Datalink Communication (CPDLC) and Automatic Dependent Surveillance-Contract (ADS-C) facilities at Lagos and Kano control centers. CPDLC will enhance long range data communication between air traffic controllers and pilots, as well as automatic transfer of control between adjacent Flight Information Regions (FIRs) and ADS-C will provide accurate position reporting and flight tracking at remote FIR where there is radar coverage gap. SITA will deploy two ADS-C/ CPDLC standalone solutions, as well as datalink connectivity, at Kano and Lagos ATC centers. These FANS 1/A systems will be interfaced to NAMA s TRACON to operate of the same Flight Data Processing System ensuring data integrity and operational efficiency. As part of the delivery of this project SITA will provide extensive technical and operational training, both at SITA s factory in Paris and on site during system s implementation, for NAMA technical and operational staff. Considering the immediate operational requirement of FANS 1/A system for NAMA s operations as well as the urgent compliance expectation of the regional ICAO office by NAMA, SITA is committed to deliver this project and cut-over for operations in the shortest time possible. SOUTH AFRICA ATNS (AIR TRAFFIC AND NAVIGATION SERVICES) SITA and ATNS have reached final stages of negotiations to sign a partnership agreement that would benefit both parties as well as the ATI industry in the continent at large. A partnership, which will have three main pillars: a ground datalink partnership, a ground-ground ATC network partnership, and a joint sales and marketing strategy that will contribute significantly to the facilitated realization of ICAO ASBU recommendations in the AFI region. ANGOLA FANS As per the contract concluded with Empresa Nacional de Exploração de Aeroportos e Navegação Aérea (ENANA), SITA has successfully delivered and implemented a FANS 1/A ADS-CPDLC standalone system and the associated datalink services for the Luanda ACC in Angola. Both factory training in France and on-site trainings in Angola were conducted for ENANA operational and technical personnel, in order for ENANA staff to benefit fully from the system delivered. This implementation enables ENANA to fill the datalink service coverage gap in the Luanda FIR and to provide reliable oceanic control using ADS-C/CPDLC services. PAKISTAN FANS SITA joined hands with Wateen, a renowned local telecom company, to provide the Pakistan Civil Aviation Authority (PCAA) FANS 1/A ADS-C CPDLC datalink service over the Pakistani FIR. The contract which was successfully concluded late 2014 will enable PCAA s ATM systems at both Karachi and Lahore to access SITA s Air/ Ground datalink network for operating ADS-C and CPDLC ATC services at both ACCs using the link provided by Wateen. The introduction of ADS-C and CPDLC ATC datalink services by PCAA will enhance their operation by providing an alternative communication means between ATC and pilots in the absence/gap of VHF communication as well as accurate position reporting where there are surveillance gaps. SITA will also provide a back up SATCOM voice service to PCAA at both ACCs thereby increasing their operational resiliency. BCAA SELECTS SITA FOR D-ATIS AND D-VOLMET BCAA, Bahrain Civil Aviation Authority, selected SITA once more in 2014 to provide ATS solutions and services to this ANSP. In addition to DCL systems and services already provided for Manama, SITA is now implementing a new fully IP-based D-ATIS and D-VOLMET solution at the airport. The solution will be available in early 2015, and will allow equipped airlines to make requests over voice and datalink, in order to receive ATIS and VOLMET information for Manama airport. FAT and Training ATIS-DCL-VOLMET OACA, SITA premises, Neuilly-sur-Seine, France D-ATIS/D-VOLMET FOR OACA SITES TUNIS AND DJERBA As part of a contract signed in 2014 with OACA, Office de l Aviation Civile et des Aéroports, ANSP in Tunisia, SITA delivered technical training in its factory in France to more than 30 staff on D-ATIS, D-VOLMET and DCL solutions. 9

10 REGIONAL HIGHLIGHTS RDC ATIS project team: Mouna Aissa (SITA), Frédéric Moulin (Thales), Bernard Lokwa (Perfect), Robert Mulenda (Perfect), André Kamamba (Perfect) DEMOCRATIC REPUBLIC OF CONGO (RDC) MOVES TOWARDS ATIS FOR KINSHASA NDJILI TOWER As part of a wider project in RDC for final customer Régie des Voies Aériennes (RVA), ANSP in Democratic Republic of Congo, SITA conducted ATIS system acceptance tests in its factory with customer and partner Perfect and Thalès. Extensive technical training was provided in order to facilitate the operational set up early in ASIA PACIFIC HONG KONG CIVIL AVIATION DEPARTMENT (HKCAD) PREFANS DATALINK SERVICE SITA has successfully installed and commissioned its datalink access system in February 2014 to meet the operational requirements (dual redundant and multiple sites) of HKCAD s D-ATIS, D-Volmet and Predeparture Clearance Systems. AIR SERVICES AUSTRALIA (ASA) FANS DATALINK SERVICE ASA and SITA continued to foster strong relationships with the signing of the FANS datalink service agreement and its extension for subsequent years. CIVIL AVIATION AUTHORITY OF SINGAPORE (CAAS) XOT MIGRATION CAAS has awarded a TCP/IP network migration contract to SITA for the existing ATS AIRCOM ADS-C and CPDLC datalink services. JAPAN CIVIL AVIATION BUREAU (JCAB) ENHANCED GROUND TO AIR MTSAT/ IMMARSAT COCKPIT VOICE SOLUTION JCAB and SITA signed an agreement in October 2014 to jointly develop the ground infrastructures to upgrade the AIRCOM CockpitVoice service to support MTSAT and to enhance the satellite voice capabilities of the JCAB ATMC center. Satellite voice communications contribute to enhanced flight safety by providing an alternate means for a cockpit crew to be in touch with the ground throughout the flight through voice communications between pilot and airline operations or air traffic control and vice versa. With this collaboration, ground staff and ATS agencies can instantly contact the aircrew via secure access to manage and control any operational difficulties. Once the project is completed, authorized ground users can initiate a call without having knowledge of what oceanic region the aircraft is transiting or whether the aircraft is connecting to INMARSAT or MTSAT service. Moreover, air-to-ground calls performed via the INMARSAT network to the JCAB ATMC center will be routed via the SITA private voice network in order to ensure that the identity of the calling aircraft is signaled systematically and consistently to the JCAB ATMC center. AIR NAVIGATION AND WEATHER SERVICES TAIWAN (ANWS) DEPARTURE CLEARANCE DATALINK SERVICE SITA was awarded the contract in August 2014 to deliver a departure clearance datalink service as part of ANWS trial and testing period. SITA s Vice President of Aircraft Services, Philip Clinch presenting at ATC Global in Beijing. ATC GLOBAL 2014 IN BEIJING SITA participated in the ATC Global 2014, held in Beijing in September with SITA s Vice President of Aircraft Services. Philip Clinch presented in both the panel discussion in the event conference (Operational View CNS Panel Communications and Navigation) and in a briefing (Aircraft Tracking) at the event exhibition hall. 10

11 REGIONAL HIGHLIGHTS LATIN AMERICA AND CARIBBEAN DCL SAT in Recife Control Tower Brazil BRAZIL PREFANS IMPLEMENTATION PROGRAM A relevant part of the SIRIUS program (The Brazilian Air Navigation Modernization program), the expansion of ATS datalink-based services to main Brazilian airports continues to meet its delivery deadlines. So far, four new additions for Departure Clearance and D-ATIS were operational at the end of 2014: Recife, Congonhas, Cuiabá and Brasilia Airports. In December 2013, SITA was awarded a three-year contract to provide engineering services to implement D-ATIS and DCL solutions and integrate controltower-automated applications through the SITA ACARS processor system installed in Rio de Janeiro. By June 2016, 23 airports will offer DCL and DATIS services in Brazil. VHF DATALINK SERVICE IN BRAZIL In Dec 2010, following the public RFP process, SITA was awarded the VHF datalink service concession contract by DECEA. The main requirement was to cover all Brazilian airspace above FL245 with ACARS and VDLM2 datalink capabilities. The deployment project proved to be complex and challenged SITA and its partners best professional skills to sort out the installation of 47 VHF ground stations network across the country of Brazil. Some installations were in very rough remote sites like the ones located in the Amazon region. Based on the contract, the entire network of 53 VHF ground stations, containing both ACARS and VDLM2 radios, are expected to be delivered by the end of The project also includes an ATN routing capability that will support the DECEA CPDLC continental program trials that start in CHILE La Dirección General de Aeronautica Civil de Chile (DGAC CHILE) has again selected SITA as its datalink communication service provider. Following the public RFP published in 2014, Chilean ANSP awarded SITA a three-year contract to get access to aircraft users operating in the Pacific FIR. SITA will supply DGAC with robust, mission critical site connectivity what will ensure optimum performance for ADS-C and CPDLC communication services for their remote oceanic airspace. URUGUAY Following the connectivity installation conclusion by SITA in October 2014, DINACIA Uruguay has performed their first ADS-C and CPDLC tests with TAM aircraft in November They are now planning to familiarize their ATCO staff and prepare for the formal trial procedures to be published to their aeronautical community. ARGENTINA The International Civil Aviation Organization (ICAO), on behalf of the Air Traffic Control General Direction (DGCTA) of Argentina, has awarded SITA with an Automatic Dependent Surveillance (ADS) services and Controller Pilot Datalink Communication (CPDLC) services contract, to be delivered at the Ezeiza Control Centre (EZE ACC) and the Comodoro Rivadavia Control Centre CRV ACC. Both area control centers are equipped with FANS capabilities and are planning to launch a trials program in Argentina is also a member of the SAT FIT group (South Atlantic ANSP) that is deploying ADS-C/CPDLC services in the South Atlantic oceanic airspace, and is seeking operational harmonization throughout the different FIRs that an aircraft has to cross when flying from one continent to another, between South America and Europe/Africa. First FANS datalink message exchanged between Montevideo ACC and TAM aircraft AIRCOM AMERICAS USER GROUP During the last AIRCOM AMERICAS user group meeting, held in November in Miami, Florida, the VHF datalink deployment status in Brazil was presented to the audience of 14 airlines and 2 ANSP (including DECEA and COCESNA) that are SITA users. A user presentation was delivered by AZUL Airlines, a Brazilian carrier, that demonstrated the perfect timing between an ANSP correct implementation decision (VHF datalink concession) and an airline strategic choice for VHF datalink service as core for its aircraft operation. An AZUL representative said: AZUL is an ACARS-minded airline and made the decision with confidence that SITA would deliver the first class service they needed to achieve their best operational performance. SITA AIRCOM AMERICAS AUG in Miami-USA Adriana Mattos from SITA and Ivan Galan, ICAO TCB Director during the welcome cocktail. GLOBAL AVIATION COOPERATION SYMPOSIUM SITA representative, Adriana Mattos, participated in the Global Aviation Cooperation Symposium, held in Montreal from 30 September to 3 October. The event was organized by the ICAO Technical Bureau Office and aimed at gathering aviation community delegates to build cooperation for the future of civil aviation through innovation, growth, and technical cooperation. Mr. Ivan Galan, current ICAO TCB Director, welcomed professional staff discussion in cooperation with several organizations including ANSPs and the air transport industry. 11

12 REGIONAL HIGHLIGHTS NORTH AMERICA CANADA NAV CANADA provides both oceanic and domestic ATS datalink services. These include FANS-1/A CPDLC and ADS and Oceanic Clearance in the Gander oceanic control area and FANS-1/A CPDLC in seven domestic area control centers. NAV CANADA has been providing a Pre- Departure Clearance (PDC) via airline host service and a d-atis feed for multiple airports for many years, and now supports 623 /ED-89A DCL at multiple airports. In addition, NAV CANADA continues to use SITA ATS AIRCOM Centralized Flight Management Computer (FMC) Waypoint Reporting System (CFRS) and Centralized Automatic Dependent Surveillance System (CADS) services. The SITA CADS service facilitates FANS-1/A ADS position reporting. USA The FAA also provides both oceanic and domestic ATS datalink services. These include FANS-1/A CPDLC and ADS-C in the Anchorage, New York, and Oakland oceanic Air Route Traffic Control Centers and FANS-1/A CPDLC-based domestic services through the FAA Data Communications Program. In addition, the FAA has been providing a PDC via airline host service and a d-atis feed for many years. The next two items provide additional information on the FAA Data Communications Program and PDC and d-atis. FAA DATA COMMUNICATIONS PROGRAM Through the FAA Data Communications program, DCL trials are being conducted in Memphis and Newark. Fedex, UPS, UAL, among others, are participating in the trials. Stakeholders, including these airlines, the FAA, and SITA, among others, have been participating in the Data Communications Implementation Team that is helping to coordinate the trials and other activities. The FAA is planning to provide FANS-CPDLC-based DCL service at 56 sites. The first site is scheduled to be online by the end of June 2015 with the other sites to follow. The FAA has awarded the Data Communications Integrated Services Contract to Harris that includes a Data Communications Network Services element. SITA is supporting the FAA Data Communications Program through Harris where we have a partnership agreement with them. In addition, we are supporting the DCL trials under a separate agreement with Harris. The FAA Data Communications initial en route services will be FANS-1/A CPDLC-based and are scheduled to start rolling out in ATN-based services will start rolling out some time in the 2020 s, after the Baseline 2 avionics that are also sometimes referred to as RTCA SC-214 avionics become available. FAA TOWER DATALINK SERVICES (TDLS) PRE-DEPARTURE CLEARANCE (PDC) AND D-ATIS ACCESS The FAA has been providing a PDC via airline host service and a D-ATIS feed for 73 airports for many years, and is now implementing equal access to US PDC and D-ATIS to overcome the technical limitations that prevented SITA and others from getting direct access to US PDC and D-ATIS. Aircraft operators will soon have the option of being able to participate in US PDC and D-ATIS through the SITA direct PDC and D-ATIS access whose implementation is almost completed by both the FAA and SITA. SITA AT A GLANCE We are the world s leading specialists in air transport communications and IT solutions. We deliver and manage business solutions for airline, airport, GDS, government and other customers over the world s most extensive network, which forms the communications backbone of the global air transport industry. For further information, please contact SITA by telephone or Americas Asia Pacific Europe Middle East, India & Africa AIRCOM Online information and late-breaking news are available at Follow us on SITA 2015 All trademarks acknowledged. Specifications subject to change without prior notice. This literature provides outline information only and (unless specifically agreed to the contrary by SITA in writing) is not part of any order or contract.

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