Vision 2015 Strategic Document

A Strategic Vision of Air Traffic Management
in New Zealand to 2015 and beyond

Second Edition, May 2009
stakeholders
Airways New Zealand
New Zealand Civil Aviation Authority
Air New Zealand
Pacific Blue
Qantas
Jetstar
Royal New Zealand Air Force
Aviation Industry Association
Royal New Zealand Aero Clubs
New Zealand Aviation Federation
IATA
BARNZ
vision
Aviation plays a crucial role in New Zealands economic wellbeing.

Projected long-term growth of the aviation sector globally means it is essential
to maintain the vitality of aviation through safe, efficient, cost effective and
environmentally sustainable air navigation services. To ensure this, future
Air Traffic Management (ATM) systems must provide for optimum use of
enhanced technology capabilities; both airborne and ground based.
Existing and developing technologies are providing options to support both
tactical and strategic management of air traffic. However, technology by itself
does not provide the complete solution to enable optimum airspace and
airframe efficiencies. Operating and service delivery practices must form
an integral part of the outcome.
Investment decisions must provide for commercially sustainable outcomes.
To achieve these future Air Traffic Management (ATM) goals enabling systems
will be performance based, taking a Whole of System approach and
compatible with global practice as defined by ICAO. Looking forward to 2015
and beyond, we anticipate an operating environment where an aircrafts profile
will be managed from departure gate to arrival gate.
This will require a progressive shift in the role of the current ATM system,
from one of tactical control, to strategic control and exception management.
This is the philosophy of Air Traffic Enabling, ATE, which will allow members of
the ATM community, especially airspace users to participate in decisions that
affect them and is a fundamental requirement to establish future directives and
work practices.
Edition Number Changes Reviewer Date
1.0 First published All stakeholders August 2006
2.0 Major re-write and re-format Airways New Zealand May 2009
1
introduction
Vision 2015 outlines the expectations, deliverables and benefits of

adopting a whole of system approach to meet the future ATM requirements
in New Zealand. Vision 2015 supports the New Zealand State Air Navigation
Plan to be published in 2009 in line with ICAO mandates.
This Vision is built on the work of an industry-driven project team involving
the New Zealands Air Navigation Services Provider (Airways New Zealand),
the New Zealand Civil Aviation Authority (CAA) and various aviation group
representatives including the airlines, the military and general aviation interest
groups. It was first published in 2006 and this is the second, revised edition.
The intent of Vision 2015 is to define New Zealands future ATM in broad terms
including aspects that will become the foundations or fundamentals of the
future. It will highlight key requirements and milestones to deliver this Vision,
as well as signaling to Industry the key decision points for the various
stakeholders. Vision 2015 will address the ICAO Global Air Navigation Plan
(Doc 9750) Initiatives (GPI) in addition to alignment with IATAs user
expectations for operational improvements and the ICAO Global ATM
Operational Concept (Doc 9854). The vision is also consistent with the near
to medium term objectives of the SESAR and NextGen programs.
It is imperative that a whole of system approach is taken to enabling Vision
2015, as not only are there complex inter-program relationships in the ATM
system, but the ground infrastructure, aircraft equipage, and importantly the
rules framework and equipment mandates need to go hand in hand.
A key deliverable of Vision 2015 is the ability to provide the tools to manage
varied fleet capability while delivering system wide enhanced outcomes
in safety, capacity, efficiency and the environment. Sophisticated flow
management tools (arrival sequence displays), datalink communications,
RNAV/RNP route structures and enhanced surveillance tools, such as ADS-B,
will be the key technology enablers to bring about these outcomes.
Whether this technology development will be driven by aircraft or ground
requirements has yet to be determined, however regardless of where the initial
drivers originate, New Zealands ATM and navigation ground infrastructure will
need to change. A key message when it comes to technology investment is
the desire to maximize current technology and base any new investment on a
sound cost benefit analysis.
This is an industry document that will require updating in line with changes
in procedures, technologies, rules, business requirements and general
feedback received.
Comment on the document should be sent to:

Greg Atkins
Strategy & Development Manager
PO Box 14-131
Christchurch 8544
New Zealand
greg.atkins@airways.co.nz
2
Project Progress to Date
Edition 1 focused on RNP as the key enabler for future ATM enhancement.
The resulting work plan agreed to by the project team has led to the following
initiatives being completed, or progressed:
Completed the RNP view operations in 2015.
RNAV STARS at AA, WN and CH
RNAV SIDS under development for AA, WN and CH
RNAV routes selected only.
Approaches with Vertical Guidance (APV) introduced at various

locations based on Baro - VNAV procedures.
Collaborative Arrival Manager (CAM) phase 1 introduced 2007.
Electronic Flight Strips implementation CH Tower 2007.
Constant Descent Approach Optimised Arrival Trial conducted at

Auckland.
ASPIRE agreement signed, strategic plan completed and trial flights

conducted.
QN RNP-AR approaches implemented.
Oceanic-30/30
DARP
Current Initiatives for 2009:
CAM phase 2 (approach sequence optimization) specification
Vision 2015 project plan
RNAV SIDs at AA, WN and CH
RNAV Routes major review
Sectorisation review
Electronic Flight Strips @ AA and WN towers
MLAT and ADS-B at QN
MLAT ground surveillance at AA
IFR flight Training Strategic Plan
NDB withdrawal program major TMAs
Migration of NZ static aeronautical information to AIXM specification
Oceanic In-Trail climb using ADS-C
3
stakeholder expectations
Stakeholder expectations, in line with ICAOs statement of the ATM communities

expectations, can be summarized as follows:
Flight paths that allow for reasonable GA activity and access to airspace.
(Access and equity)
Capacity that meets peak demands, while minimizing restrictions. (Capacity)
Cost effective air navigation services, through prudent investment and efficient
procedures. (Cost-effectiveness)
Gate to gate transactions to improve efficiency. (Efficiency)
Minimise environmental impact of noise and emissions. (Environment)
Flexibility in adapting flight trajectories. (Flexibility)
Harmonious with regional and global practices. (Global interoperability)
Customer driven solutions. (Participation)
Predictable and consistent Air Traffic Management. (Predictability)
World class safety performance and uniform standards. (Safety)
Provide for adequate security of the system and citizens. (Security)
In addition the following expectations have been included following consultation

within the New Zealand ATM community:
New initiatives must be practical and take into account the work practices
and capability of the air traffic controller and pilot groups; being the end
users of the systems developed.
Accommodation of diverse equipage standards.
Provide appropriate levels of contingency for core services.
4
metrics
Where possible an objective measure is determined, which not only will

report progress towards meeting stakeholder expectations but will also link
into global benchmarking initiatives so global and regional comparisons can
be made.
A yearly customer survey will measure perceptions (subjective assessments)
of those elements for which objective measures are not yet available.
Objective measures:
World class safety performance and uniform standards.
Mid-term goal: Zero loss of separation incidents by 2018
Near term: Improving or stable trend across agreed KPIs for safety.
Capacity that meets peak demands, while minimizing restrictions.
Minutes of ATM system induced delay per IFR flight.
Profiled elapsed time vs. actual flown.
Cost effective air navigation services, through prudent investment and
efficient procedures.
Based on agreed KPIs for ANSP performance;
reference Global Benchmarking
Predictable and consistent Air Traffic Management.
Tracks flown vs. track filed.
Profiled distance/time flown vs. actual.
No hold down on SIDs
Gate to gate transactions to improve efficiency.
Departure and arrival taxi times
Minimise environmental impact of noise and emissions.
Establish metrics for recording fuel and emissions savings for each
new initiative.
RNP AR number of aircraft that successfully complete the approach
Contingency network of conventional navaids agreed.
Harmonious with regional and global practices.
Audits
Subjective measures as reported through customer surveys.
Flexibility in adapting flight trajectories.
Customer driven solutions.
Flight paths that allow for reasonable GA activity and access
to airspace.
Maximise use of current technology
5
hierarchy of documents
Vision 2015 is an Industry view of the direction the ATM environment in New Zealand
will take over the medium term. It is influenced by and linked to a number of other
planning initiatives within New Zealand and overseas. The following diagram
1
highlights these relationships.
industry state/regulator
ICAO Global Air

Navigation Plan
IATA Strategic CANSO
PBN Manual
Vision 2005+ Imagine 2010
Regional Air
Navigation Plans
New Zealand
New Zealand Vision 2015 State Air
Navigation Plan
Capacity
ASPIRE
Management NZCAA Workplan
Strategic Plan
Strategy
NZCAA Rules
& Equipment
Airways Vision 2015 Project Plan Mandates
Airways CAPEX Airways Air

Plan Navigation Plan
1
ICAO has called for the transition from AIS to AIM to be supported by the
Global Air Navigation Plan, Regional Plans, and State Implementation plans.
6
air traffic enabling
Operational Concept:
Operations within New Zealand will be conducted to the same standards and in
the same manner as those overseas to meet the drive for an interoperable global
air traffic management system, for all users during all phases of flight, which
provides agreed levels of safety, optimum economic operations,
4DT trajectories and is environmentally sustainable. .
Taking the example of three different flights:
International departure (NZAA-YSSY) the reference business trajectory
(RBT) for the flight is modeled prior to departure, any constraints
anticipated and a departure time issued to meet the RBT. The RBT will
provide for the most efficient route, gate to gate and can be dynamically
altered in real time as the flight progresses.
Domestic Main Trunk (NZCH-NZAA) in domestic main trunk operations, there
is much less flexibility in the RBT, apart from speed or requested flight levels.
Again this is modeled prior to departure and an appropriate departure time
issued. There are minimal if any constraints in the departure and arrival phase,
and any reconfiguring of the RBT to meet arrival constraints is done during the
cruise phase.
Regional (NZTG-NZWN) the process is similar to the main trunk
operation with RBTs being modeled. However there is less flexibility in the
procedural environment and the departure process is to get the flight on
track as soon as possible after departure.
In all of the examples the role of the controller has changed from tactical
decision making to strategic decisions that take into account the effect actions
taken have on the whole system. The role of the human in such an automated
system will need careful consideration.
Discussion:
To move forward in delivering the expectations of the aviation community
both in the air and on the ground; performance based operations, collaborative
information sharing and decision making, plus support systems and tools
are required.
Together these components form the whole of system approach of Vision 2015.
This approach requires the engagement of the ANSP, airline operators and
airspace users, regulator, airport companies, aircraft manufacturers and avionics
suppliers. The ANSP is best positioned in this group to facilitate the way to a
performance based environment.
From the perspective of the air traffic services provider this continues the
evolution from air traffic control through air traffic management to air traffic
enabling (ATE).
ATE aims to maximize performance based outcomes and capability, share this
information to stakeholders who can make best use of it and allow decisions to
be made by the various participants. Tools need to be provided and processes
and procedures developed to balance the varying requirements of the aviation
community; and support the people (controllers and pilots) who are the end
users and essential to the success of ATE.
7
The key elements of this Air Traffic/Enabling environment
AIR TRAFFIC ENABLING
Airspace Flow Traffic Trajectory Emissions

ATM Management Management Management Management Management
AIR TRAFFIC
CDM System Status Flight Object
ENABLING
Data
SYSTEMS Communication Surveillance PBN Weather
Management
People/Change Management
Note: A Flight Object is the common single reference for all the flight data that needs
to be shared between different systems involved in controlling an aircraft, including
airlines, airport operators, [ATM service providers] and the aircraft itself.
ATE Operations: Five phases of flight that provide gate to gate operations
A way of describing ATE operations is to think of an individual flight in five distinct
phases, and describe the environment within each phase.
Phase 1 Phase 2 Phase 3 Phase 4 Phase 5

Pre-flight Departure Enroute Descent & Taxi &
Taxi & Take off & Climb Cruise Approach Arrival
8
air traffic enabling
Phase 1: Pre-flight. Taxi and Take-off

All appropriate data for the flight has been loaded, or is available,
in the aircraft.
System information
Flight object status
Start time is based on facilitating the required business trajectory
to destination aerodrome.
Clearance delivery most efficient means possible
Taxi, without delay from start
Low visibility operations approximate visual operations
Minimal holding to meet Calculated Take - Off Time (CTOT)
Enablers
Ground surveillance MLAT AA
Ground surveillance MLAT CH
ASMGCS level 2 - AA
Clearance delivery project
Collaborative Arrivals Manager (CAM)
Direct ANSP to ANSP voice and data communications (OCA) SWIM
Upgraded lighting systems
Phase 2: Departure and Climb

Unconstrained climb to cruise level
Facilitate uninterrupted climb on jet SIDs
Direct track (hold downs ok) for turbo props
Deconflicted SIDs and STARs
Minimise additional track miles
Minimise controlled airspace
Enablers
PBN: RNAV SIDS
Reduced separations
Revised trajectory model
Rules and Equipment mandates
9
Phase 3 Enroute /Cruise
Minimise track miles
Enable pilot re-routes
One way routes (Dom)
UPRs DARP (International) in place
Efficiencies
Sectorisation
IFR Training Strategic Plan
Airspace Design
Enablers
CAM v2
Medium Term Conflict Alert, MTCA (domestic)
Trajectory Model
Reduced separations - radar; RNP
Conflict Probe (OCS), in place
Reduced Sep OCA 30/30, in place
AIDC, in place
Surveillance strategy
Equipment Mandates
PBN: RNAV Enroute
Mode S downlinked aircraft parameters
Controller pilot data link communications (OCA), in place
ADS surveillance (OCA), in place
Direct ANSP to ANSP voice and data communications (OCA) - SWIM
Phase 4 Descent and Approach

CDA (RBT) Arrival Optimization
APVs Baro V-Nav
Deconflicted STARs and SIDs
IFR capacity approximates visual capacity
Enablers
CAM v2 and associated tools (arrival optimizer)
Trajectory model
Medium Term Conflict Alert
PBN: RNAV STARS
PBN: RNP-AR Trial
Surveillance: MLAT and ADS-B Queenstown
10
Phase 5 Taxi and Arrival
Minimal delay to gate
Gate available
Low visibility operations approximate visual operations
Enablers
Surveillance: ground
Communications
Upgraded lighting systems
Overall
SWIM
Data sharing and data management
AIXM Project: AIS to AIM transition/ Static and dynamic data integration
Predictability and consistency
Staffed Virtual Towers. : Efficiency
Interoperability
Airspace design
Equipment mandates Rules
Operational procedures
Use of technology to achieve safety and efficiency
11
ATM airspace management
Stakeholder Expectation: Access and Equity

Adequate controlled airspace to encompass and protect scheduled IFR traffic
while minimising environmental impact and allowing reasonable GA activity.
There is a natural tension between the users of controlled airspace (scheduled
IFR operations) and the users of uncontrolled airspace (general aviation users),
over the extent and location of controlled airspace. The aim is to design
airspace based on PBN procedures in order to minimise volumes of controlled
airspace necessary to protect scheduled IFR operations.
Consistent procedures, PBN concepts, flow management tools, reduced
separation requirements will lead to the best compromise in controlled and
un-controlled airspace, with the expectation of a reduction in volume of
controlled airspace compared to today.
In order to minimize controlled airspace and realize the economic benefits
access may need to be restricted to those aircraft capable of operating to the
required performance criteria.
Discussion:
It is anticipated that todays transponder mandatory airspace will have
additional constraints applied to it as we seek to maximize the capacity of the
airspace while minimizing the volume. Initially this will take the form of routes
requiring either a RNAV or RNP performance criteria to be met, but eventually
this will apply to specified airspace. In addition the rules around restrictions (eg
transponder mandatory, position reportingetc) in airspace where a controlled
service is normally provided but ATC is off watch requires development.
The profiles of todays aircraft are significantly different from those of the past,
and economics have forced airlines into finely balancing fuel burn and on-time
performance. This has meant a need to look at how air traffic control services
are provided within any given airspace and adapting the boundaries and
volumes to suit. Flexibility in managing and staffing sectors will be required.
Segments of the aviation market have very specific needs and the growth of
flight training organisations catering to an overseas clientele has stretched the
existing infrastructure at times. An industry strategy on how to accommodate
growth in IFR training is required to ensure service expectations can be met.
12
Initiatives Timeline Responsibility Status
New Zealand State Air 2009 NZCAA Not started
Navigation Plan
Airspace designation based 2010 NZCAA In progress

on performance capabilities
Airspace requirements ATC 2009-2010 NZCAA In progress

Off watch
Sectorisation 2008-2011 Airways In progress
IFR Training Strategic Plan 2009 Airways In progress
Equipment Mandates 2010-2020 NZCAA Not started

Rules development 2008-2015 NZCAA Not started
Linkage to Global Plan Initiatives:

GPI/1 Flexible Use of Airspace; GPI/7 Dynamic and flexible route systems;
GPI/8 Collaborative airspace design and management;
13
ATM flow management
Stakeholder Expectation: Capacity

Capacity that meets peak demands, while minimizing restrictions.
In order to realize the economic and environmental benefits of Vision 2015 it is
essential to have an effective air traffic flow management regime in place that
facilitate terminal capacity and workload, in a safe, orderly and efficient flow.
Tools will need to be provided for metering from departure but also provide
a high level of accuracy at terminal feeder fixes and final approach fixes
(5-7secs). Airborne metering and advisories will need to be effected in the
cruise segment of the flight in order to deliver reference business trajectories
Integral to this is the sharing of information both pre-departure and airborne
to assist decision making in terms of priorities and efficient management of
the whole system.
Discussion:
As traffic levels increase the Collaborative Arrivals Manager tool
becomes more significant in order to achieve maximum runway capacity
for sustained periods.
Capacity is normally governed by runway utilisation and this is the case in New
Zealand for the three major airports at Auckland, Wellington and Christchurch.
In 2015 runway capacity at most regional airports in New Zealand will not
be reached, yet their terminal capacity (procedural environment) will require
enhanced ATM.
The attainment of maximum runway capacity relies on strict procedures and
the ability of aircraft to fly such procedures to a very high degree of accuracy.
Auckland International Airport has signalled a need to provide an additional
runway to the north of the current one. When this occurs the associated
ATM requirements will necessitate a much greater use of systems to achieve
maximum runway capacity on both runways simultaneously.
Christchurch International Airport has signalled the need to extend the main
runway to maximise simultaneous use of runway 02 for take offs and runway
11 for landings. In this environment there is a much greater need for systems
to achieve runway capacity on both runways at the same time.
Continued development of flow management tools is required with the next
stages being a tool to maximize the airborne flow by providing speed, time
to lose/gain, track extension advisories to the controller to achieve this flow.
Linking these tools to the existing collaborative arrival manager (CAM) will
provide a flow management infrastructure to cope with projected traffic up to
and beyond 2015.
14
Collaborative Arrivals 2008-2013 Airways In progress
Manager phase 2
RTA Trial 2009 Airways Not started
Runway utilization Ongoing Airways Completed

(capacity) reviews
Datalink trajectory 2012/13 Airways/Airlines Not started
requirements (STAR/RTA)
Linkage to Global Plan Initiative:

GPI/6 Air Traffic Flow management; GPI/12 Functional Integration of ground
systems with airborne systems; GPI/14 Runway operations.
15
ATM traffic management
Stakeholder Expectation: Safety and Efficiency

Ground systems, procedures, tools and processes that facilitate operations are
required in the performance based environment to deliver world class safety
performance and efficiency.
Current and developing technology and systems will provide the support and
capability to allow the ATM system and its people to deliver improved safety
and efficiency outcomes.
Discussion:
There will be shift from tactical control to more strategic management of the
ATM system, which will necessitate changes in the HMI to ensure safety and
efficiency gains can be realized. More intuitive and user friendly interactions
are required.
Routes will be more efficient, less track miles and less time in the air, however
there will be routes within the ideal environment that will have greater flight
path distances, but their success will be judged by the design that achieves
the most fuel efficient result for the domestic fleet as a whole.
Of course there will still be significant times when controller and/or pilot
intervention is needed, most commonly when weather avoidance is
required and to a lesser degree when onboard equipment is not functioning
to standard.
Efficiencies can also be achieved in infrastructure; an ATM system
based around PBN can achieve this by minimising the number of ground
based navigational aids to only those necessary to provide a contingency
route structure.
Efficiencies can also be expected in reviewing how and where we operate
control towers; are they a barrier to service consistency; do our customers
want the service we provide? Can we explore the concept of virtual towers,
manned from another location altogether?
16
Zero ATC Loss of Separation 2008-2018 Airways In progress
Incidents by 2018
ANSP Internal Efficiencies

and Safety Initiatives
Electronic Flight Strips 2007-2013 Airways In progress
Workstation Review 2012-2014 Airways Not started
HMI Simplification 2012-2014 Airways Not started
ATM-Voice Switch 2012-2014 Airways Not started

Integration
Skyline ATM and Oceanic 2014-2016 Airways Not started

Control System link-up
Integrated tower operations 2014-2015 Airways Not started
System Efficiencies
Separation reductions 2009/2010 Airways Not started

(2.5nm)
Simplified and consistent 2009/2010 Airways In progress

procedures
Virtual towers 2009-2015 Airways In progress

GPI/2 Reduced vertical separation minima; GPI/9 Situational awareness;
GPI/16 Decision support systems and alerting systems.
17
ATM trajectory management
Stakeholder Expectation: Flexibility and Predictability

Predictable and consistent Air Traffic Management.
Trajectory based operations to facilitate both flexibility and predictability will
require close matching of ground based trajectory predictions in the ATM
system and the airborne FMS. Flexibility is not as significant issue in the
domestic environment with its short sectors as it is in the Oceanic environment
however predictability is.
Discussion:
New Zealands current ATM is not predictable or consistent. This is a legacy
of an ATM system that was developed with the emphasis on the most
appropriate solution for a particular location with no real overview to the
system as a whole.
In the past this was possibly the best approach as it encouraged innovation
and customised solutions in many areas. However it is not possible to give the
customer a consistent service if the various work groups continue to have their
own independent techniques.
Customers want:
Predictability = Repeatability Consistency
Predictability is achieved by:

Having a route structure which matches the typical routing and profile
of an aircraft in the majority of traffic and weather conditions.
Having a route structure which is defined/documented by complete
and continuous flight path data, easily imputed into a Flight
Management System (FMS).
Having a route structure capable of being flown by nominally 70% of
the domestic fleet under typical New Zealand operating conditions.
No hold-downs on jet SIDs.
Having feeder fixes and departure gates established at AK, WN and
CH which are similar distances away from the centre of the
respective airports.
Note: that the intent is that an aircraft arriving or departing one of these airports
would experience a change of frequency and flight mode from en-route to or from
approach at an altitude or flight level band pretty much common to all three.
18
Consistency is achieved (in the case of arrivals) by:
Having aircraft almost always fly the flight path shown in the
published routing (STAR).
Speed requirements being documented in the arrival procedure and
applied nominally 70% of the time.
The landing runway being the one advised prior to
Top of Descent (TOD).
Aircraft flying instrument approach profiles in all meteorological
conditions. (This will involve the creation of a short instrument
approach procedure to join a 4nm final with appropriate cloud and
visibility criteria.) This short instrument approach replaces the visual
approach and ensures consistency and flyability.
Consistency is achieved (in the case of departures) by:
Having aircraft almost always fly the flight path track published
in the SID.
Where hold downs are included in SIDs (turbo prop SIDs for traffic
management) they get used nominally 70% of the time.
As a general rule:
Success in providing a predictable system will be achieved by having all routes
defined by complete and continuous flight path data.
Success in providing a consistent system will be achieved by not needing to
give changes to the complete and continuous flight path.
The key to success is trajectory management based on time; time based
operations (TBO). However, mixed avionics equipage in the fleets will mean
that TBO will require a ground based trajectory model able to accurately
predict the trajectories of multiple aircraft types.
The use of managed profiles in a PBN environment will minimise in-flight
vectoring and holding and enable idle-power descents until gear/flap
extension. Profiling indicates that this can save around 200kg of fuel per flight.

Trajectory model: Improved 2008-2010 Airways In progress
wind model in ATM
Trajectory model: Improved 2008-2011 Airways In progress

aircraft performance data
Medium Term Conflict Alerts 2012-2013 Airways Not started
Intent data (trial) 2010-2011 Airways/Airlines Not started
In-Trail-Climb procedures 2009-2010 Airways/Airlines In progress

using ADS-C

GPI/7 Dynamic and flexible ATS route management; GPI/12 Functional
integration of ground systems with airborne systems; GPI/16 Decision
support systems and alerting systems; GPI/17 Data link applications; GPI/19
Meteorological systems
19
ATM emissions management
Stakeholder Expectation: Environment

We will deliver fuel/emissions efficient operations by utilising systems and tools
that minimize intervention, minimize flight time and facilitate best-economy
power setting wherever possible.
Environment management is becoming an increasingly important driver for
airport companies, airlines and ANSPs. For New Zealand Inc the growing
perceptions of distance and emissions are particularly relevant to our export
and tourism markets. Reducing air transports environmental impact, both in
terms of noise and pollution, is one of the aims of this plan.
Discussion:
Fuel is an airlines largest operating cost. Aircraft time in the air (airframe hours
)and associated maintenance costs are also significant, and ANSP charges still
rate in the top 10 costs for an airline. ANSP procedures also influence time in
the air, which reflects on both fuel burn and maintenance costs. The goal is to
minimize fuel burn, and hence emissions, during the various phases of a flight.
Minimum Fuel Burn for any nominated flight is achieved by:
No delay experienced from engine start to taxi,
(not always available due other aircraft).
No delay and shortest route from gate to runway takeoff point,
(not always available due other aircraft).
No delay to take off clearance, (not always available due other aircraft
but maximised by limited or no General Aviation (GA) activity, appropriate
CDM-CMS information and Tower Initiated Departures [TIDs]).
Flying the absolute shortest track from departure to destination
(not always available due other aircraft, terrain, and airspace).
Clearance to fly the optimum altitude or flight level, (not always available
due other aircraft, maximised with uni-directional routes).
No restrictions to climb, descent or optimum speed, (not always available
due to other aircraft, terrain, airspace).
A system can be designed that achieves the optimum compromise between
these ideals. This implies no hazardous weather or onboard equipment
malfunction, and indeed this is a fundamental aim of Vision 2015 - to design
a route structure that can be coded into an FMS and when flown takes the
aircraft on a flight path that is as short as practicable, following a climb and
descent profile consistent with optimum performance clear of other aircraft
and terrain in all phases of flight.
20
ASPIRE 2008-2012 Airways/Air NZ In progress
Arrival Optimisation 2011-2012 Airways Not started
Departure Optimisation 2009-2010 Airways Not started
Minimise distance between 2009-2012 Airways In progress

city pairs (PBN)
UPRs Trans-Tasman 2010-2011 Airways-ASA Not started

GPI/5 Meteorological systems; GPI/7 Dynamic and flexible ATS route
management; GPI/8 Collaborative airspace design and management; GPI/11
RNP and RNAV SIDs and STARs; GPI/12 Functional integration of ground
systems with airborne systems; GPI/17 Data link applications.
21
CDM system status
Stakeholder Expectation: Global Interoperability

Distributing information on the status of the network, bottle necks, NOTAM,
weather information, and reduced capacity. This exchange of information is key
to ensuring mutual understanding amongst stakeholders (including adjacent
ATM providers) leading to improved and shared decision making. The result an,
interoperable, worldwide system based on:
Connectiveness between ATM systems
Common user requirements, standards and procedures
Common aeronautical information exchange
Contingency systems and procedures need to be put in place to cope with
system degradation, both airborne and ground based.
Discussion:
The expected prime source of input data to a FMS to enable flight under PBN for
domestic operations in New Zealand will be derived from GNSS. Status on the
GNSS system is provided through RAIM warnings.
A contingency route network involving ground-based navigation aids will remain.
Surveillance from ground-based radar, multi-lateration and/or ADSB will be an
integral component of ATM in 2015, providing contingency and flexibility to a
future dedicated RNP environment.
System monitoring will become increasingly important,

System performance 2008-2009 Airways In progress
data collection and reporting
Support box/System 2008-2009 Airways In progress
Health Monitor
Linux upgrade 2009-2010 Airways Not started
AIXM introduction 2008-2012 Airways/CAA In progress
Air Ground System upgrade 2009-2010 Airways Not started

GPI/10 Terminal area design and management; GPI/18 Aeronautical information;
GPI/20 WGS-84; GPI/21 Navigation Systems.
22
CDM flight objects
Stakeholder Expectation: Participation and Global Interoperability

Customer driven solutions
In addition to sharing information on the system, it is vital that information
on each flight object is also available to the stakeholders in the system.
The preferred solution to a problem will no doubt vary for each individual
operator and for each flight object, by understanding the status and
disposition of not only the system but each flight more effective and
efficient decisions will be made.
Discussion:
The implementation of a Collaborative Arrivals Manager was the first example
of real collaboration and decision making in the system. It shares real-time
information on the status of all flights within the network, capacity constraints
at specific aerodromes, and the ground delays imposed to manage the
demand. Armed with this information airline operators, and individual flights,
are able to manipulate their flights and delays without reference to the ANSP
while maintaining the overall integrity of the system.
The next stage of evolution in this area is to share information between
ANSPs with common boundaries, and to maximize interactions of the
existing CAM system.

CAM phase 1 2007 Airways Implemented
SWIM trials with FAA 2009-2011 Airways Not started

GPI/3 Harmonization of level systems; GPI/4 Alignment of upper airspace
classifications; GPI-8 Collaborative airspace design and management.
23
communications required
SYSTEMS
communications performance (rcp)
Stakeholder Expectation: Global Interoperability,

Cost-effectiveness and Participation
Cost effective air navigation services, through prudent investment
and efficient procedures.
Requirement to communicate (not necessarily voice) with all traffic in
controlled environment while providing controller-pilot solutions that reduce
workload and enhance safety.
Discussion:
Frequency congestion is not a significant problem in New Zealand, however
on airport applications of clearance delivery and ground control can at peak
periods face problems of frequency congestion. In Oceanic airspace HF
congestion is a problem, but has been partially resolved via reduced position
reporting requirements, FANS-1/A datalink and ACARS waypoint reporting.
Coverage problems with the use of multiple transmitter and receiver sites
for the same frequency could be addressed through the use of new offset
carrier technology.
Datalink operations in the Oceanic region are proven and the focus now is
on improving performance. The use of datalink in domestic airspace has yet
to be established, but the introduction of mode-S radars and ADS-B provide
a vehicle to downlink data from the aircraft. The immediate future of datalink
communications in the domestic environment is likely to be linked with aircraft
trajectories, both uplink and downlink rather than general use to replace voice.
24
Voice Switch and Control 2006-2009 Airways In progress
System (VCS)
Regional VHF and offset 2009-2010 Airways Not started
carrier rollout
Domestic datalink strategy 2010 Airways/Airlines Not started
Domestic datalink 2009-2010 Airways/Airlines Not started

application trial
Clearance delivery project 2008-2009 Airways/CAA In progress
PASNET business case 2008-2012 Airways In progress
AMHS Replacement 2011-2013 Airways Not started

GPI/12 Functional integration of ground systems with airborne systems;
GPI/17 Data link applications; GPI/22 Communication infrastructure; GPI/23
Aeronautical radio spectrum.
25
navigation performance
SYSTEMS
based navigation (pbn)
Stakeholder Expectation: Access and Equity, Cost-effectiveness,

Environment, Participation
A route structure where a balance is achieved between the absolute shortest
distance between take-off and landing, and one where routes are separated
from each other, and fast and slow same-direction routes are used
(i.e. separate Jet and Turbo prop routes used in some high density airspace).
Navigation in the PBN environment will be enabled by GNSS, with DME-DME
updating and a network of VOR/DMEs providing contingency.
There will be a reduction in bi-directional routes.
In the Terminal environment (aircraft climbing and descending) crossovers will
be reduced to a minimum.
There will be a low demand for controller and pilot intervention to take the
aircraft away from its optimum profile.
Discussion:
Oceanic Airspace
ATM in Oceanic airspace is based around the best use of technology
to deliver tangible benefits to the customer. This includes reduced
separation minimums, Controller Pilot Datalink Communications
(CPDLC), RNP, Conflict Probe, User Preferred Routes and Dynamic
Airborne Re-routes (DARPS).
RNP 4 was introduced into the Auckland Oceanic Flight Information
Region (FIR) in 2005, and 30/30 separation in 2006.
Conflict Probe functionality was implemented within the Auckland
Oceanic FIR in 2000, where conflict detection is now fully automated.
Airways New Zealands customers are therefore able to take advantage
of full free flight the ability to randomly re-route at any point of
the flight to optimise wind patterns. Track re-routes, rather than level
changes, have become the preferred method of conflict resolution, with
resultant savings to airline users in terms of time and fuel burn.
Domestic Environment
The future opportunities lie in taking advantage of RNP in the en-route
and terminal airspace. As a first step RNAV 1 and RNAV 2 procedures will
26
be introduced in the terminal and enroute environments, this will require
appropriate rule and advisory circular publication.
PBN - RNP approach procedures into Queenstown, New Zealand, have
been designed for Qantas International B738 operations and Air New
Zealand B733 and A320 operations.
These procedures will eventually allow the current minimums of 2630FT
agl to be reduced to approx 250FT agl under RNP0.1 This provides a
tangible benefit to the airlines involved and fully justifies the expenditure
to enhance both safety and reliability of operations in what is accepted
as a very challenging environment.
Experience indicates that when approximately 70% or more aircraft
operating in any area have upgraded to a new generation of onboard
navigation equipment, the ATM system itself should declare this as the
primary method of operation.
It is assumed that by 2015 a minimum of 70% of all aircraft operators will
be capable of lateral navigation to:
RNAV 1 or RNAV 2 for en-route phase of flight
RNAV 1 or Basic RNP1 for use within a terminal
when on a SID or STAR.
RNP0.3 or better for approach.
Any aircraft not capable of operating to the new standards would still be
accommodated; however a finite time should be given to comply

RNAV STARs and SIDS 2008-2009 Airways In progress
RNAV En-route 2009-2012 Airways In progress
RNAV Regional airports 2009-2015 Airways In progress
RNP AR Trial 2009-2010 Airways/Air NZ In progress
PBN Navigation specifications 2009-2010 NZCAA Not started

to defined for New Zealand
by CAA.
Eg RNAV 1 and RNAV 2 standards
defined by advisory circular/rule.
APV based on Baro V-Nav 2008-2016 Airways In progress

APV Baro-VNAV approaches have
been introduced at Auckland,
Wellington, Christchurch, Dunedin,
Hamilton, Palmerston North
airports.
Retirement of end of life 2008-2015 Airways In progress

navigation aids
Establishment of a 2009-2015 Airways/Industry In progress
contingency conventional
navigation network
Primary means GNSS usage 2009-2010 NZCAA Not started
Equipment mandates 2010-2011 NZCAA Not started
RNAV to RNP conversion 2015+ Airways Not started

GPI/5 RNAV and RNP (Performance-based navigation); GPI/10 Terminal area
design and management; GPI/11 RNP and RNAV SIDs and STARs; GPI/21
Navigation Systems.
27
surveillance required
SYSTEMS
surveillance performance (rsp)
Stakeholder Expectation: Safety, Efficiency and Security

Provide for adequate security of the system and citizens.
We will invest and enhance our surveillance capabilities provided it is a cost
effective option that delivers, commercial, safety or efficiency benefits.
Discussion:
Traditional SSR radar services will be phased out by 2021 (current end of life),
it is expected that ADS-B will form the backbone of the en-route surveillance
network, with MLAT providing overlapping coverage in terminal areas. The
future of PSR will need to be decided before its end of service life, currently
2021. ICAO has determined that states should publish equipment mandates
on ADS-B by 2010, so operators can plan ahead their forward purchasing
and retrofit.
The extent of surveillance coverage and reliability of coverage will require
careful analysis as we move to an environment relying on the use of
technology to deliver consistent and predictable services. In addition
we should seek to maximize the information available through new
surveillance initiatives.
It is likely ACAS and ADS-B In will also provide surveillance like benefits in
areas where a traditional service is not warranted. This can lead to limited
forms of self-separation.
28
Ground Surveillance 2009 Airways In progress
Auckland (MLAT)
Wide Area Multilateration and 2009-2010 Airways In progress
ADS-B Queenstown
Mode-S downlink aircraft 2009-2011 Airways/Airlines In progress
parameters (DAPS)
ASMGCS Auckland 2014-2015 Airways Not started
MLAT surveillance 2012-2013 Airways Not started

Christchurch
Long-term surveillance 2009 Airways/Industry In progress
Strategy
PSR strategy 2009 Airways Not started
Equipment mandates: 2010 NZCAA Not started

mode-S; ADS-B
RNP separation criteria 2010-2011 NZCAA Not started
Automated flight following 2009-2010 Airways/Industry In progress

VFR
MLAT/ADS-B Pacific Strategy 2010 Airways Not started
Upgraded lighting systems 2010-2017 Airways In progress

GPI/9 Situational awareness; GPI/12 Functional integration of ground systems
with airborne systems; GPI/13 Aerodrome design and management; GPI/15
Match IMC and VMC operating capacity
29
SYSTEMS weather
Stakeholder Expectation: Flexibility, Participation and Safety

Customer driven solutions
World class safety performance and uniform standards
Develop capacity to integrate real-time wind and weather information into
ground and airborne systems to match aircraft and ground based trajectories.
Develop delivery methods for weather information that are timely and efficient,
minimizing the need for human intervention
Discussion:
Weather avoidance and re-routing around weather in the en-route sectors
is not a major issue in New Zealand and is not a limiting factor on sector
capacities. However localized weather in the terminal areas can significantly
disrupt the concept of optimized arrivals and RBT, and consequently has an
impact on sector and runway capacity.

Domestic VOLMET 2014-2015 Airways Not started
Weather radar into ATM 2011 Airways Not started

system

GPI/6 Air traffic flow management; GPI/7 Dynamic and flexible ATS route
management; GPI/19 Meteorological systems.
30
SYSTEMS data management
Stakeholder Expectation: Cost Effectiveness and

Global Interoperability
All aeronautical information, including temporary changes traditionally
promulgated by NOTAM, is encompassed by the domain of the AIXM
specification. There will be a single source for all information of this nature,
accessible by and shared across multiple interoperable systems. The single
source concept enables an element of data to be maintained in one location,
and the changed information is accessible across the system(s). Duplication
of effort required to maintain several data sources is eliminated, allowing
greater effort to be applied to increasing the quality of the information at its
point of capture.
Data management will follow the principles developed in the Eurocontrol
CHAIN program (Controlled and Harmonised Aeronautical Information
Network), which established the concept of seamless transfer of information
from the point of origination to its end use by a user or system. CHAIN
eliminates or minimises data transfer interfaces, points where data is
manually transferred from one system to another, as these compromise
integrity and quality.
Regionally and Globally, aeronautical data is shared seamlessly across State
boundaries and systems. Driven by economics and availability of expertise,
Regional data management strategies have been established, enabling
platforms and expertise to be shared.
Aeronautical information made available in the AIXM specification will be
integrated by systems with information from other related domains, such as
weather, flight operations, airport operations, airport mapping and topographic
information. Each of these domains has a data specification comparable to
AIXM enabling interoperable system development, supporting the operational
concept of Collaborative Decision Making.
Discussion:
The transition from AIS to AIM first involves a change in focus from hardcopy
publication specifications (product-centric) to digital information specifications
(data-centric). The transition to AIM then enables an increased capacity to
develop new aeronautical information services to support the 2015 ATM
operational concepts.
31
AIM / IM Business Model: A new business model describing the future nature
and structure of the provision of aeronautical information services must be
defined, incorporating and supporting the whole system approach to ATM
(i.e. system wide information management). Enterprise Architecture is one
method for defining this model.
AIXM: Airways, supported by CAANZ, has already begun the establishment
of a single source of NZ static data which meets the AIXM specification.
Integrated aeronautical information: Digital NOTAM is the first step towards
capturing dynamic aeronautical information (NOTAM) in the context of
the AIXM specification. Digital NOTAM is essential to the future seamless
integration of what is currently regarded as two distinct types of aeronautical
information, namely static (i.e. AIP) and dynamic (NOTAM). Seamlessly
integrated aeronautical information is required to support ATE phases 1-5 and
many of the 2015 ATM Operational Concepts.
Electronic Terrain and Obstacle data (eTOD): ICAO Annex 15 now requires
digital terrain and obstacle data to be made available to a variety of
specifications including the entire State territory (Area 1), the Terminal area
(Area 2), the vicinity of the manoeuvring surface (Area 3), and the approach and
take-off area (Area 4). Availability of terrain and obstacle data to the specified
accuracies is essential to many of the 2015 ATM Operational Concepts.

Operational data reporting 2008-2009 Airways In progress
and analysis
Enroute PBN chart 2009-2012 Airways/CAA Not started
AIXM Project: AIS to AIM 2008-2015 Airways/CAA In progress

transition/ Static and dynamic
data integration

GPI/18 Aeronautical information; GPI/20 WGS-84: GPI/21 Navigation Systems.
32
PEOPLE change management
Stakeholder Expectation: Safety

New initiatives must be practical and take into account the work practices and
capability of the air traffic controller and pilot groups; being the end users of
the systems developed.
To ensure tools, communication and training are in place to ensure the
people (controllers and pilots) are adequately prepared to operate in an
ATE environment.
Discussion:
The transition between todays high levels of controller input and the need for
pilots to change the aircrafts mode of operation away from its most efficient
path, and the projected ATM in 2015+ will need to be managed carefully.
It involves a significant change to the way operations are currently conducted.
This can be summarized as finding the right balance between human input
and automation to achieve the safety and efficiency benefits demanded from
the system. In some respects, with the introduction of OCS into the Oceanic
sectors we have some experience in the transition to more automated systems
and the impact it has on the human operator.
Change management in the implementation period will require a high priority
to ensure safety is maintained, and indeed, enhanced.

Simulation and Training 2009-2012 Airways/Airlines In progress
ATSS-IAG Review 2009 Airways In progress
Consultation 2008-2015 All In progress
Human vs. automation 2009 Airways/CAA Not started

decision points
Consistent service delivery 2009-2011 Airways In progress

GPI/16 Decision support systems and alerting systems.
33
acronyms
ADS-B Automatic Dependent Surveillance- Broadcast
ADS-C Automatic Dependent Surveillance - Contract
AIDC ATS Inter-facility Data Communications
AIM Aeronautical Information Management
Airways Airways Corporation of New Zealand Limited
AIS Aeronautical Information System
AIXM Aeronautical Information Exchange Model
ANSP Air Navigation Service Provider
APV Approach with Vertical Guidance
ASMGCS Advanced Surface Movement Guidance and Control System
ASPIRE Asia and South Pacific Initiative to Reduce Emissions
ATE Air Traffic Enabling
ATM Air Traffic Management
Baro V-Nav Barometric Vertical Navigation
CAA Civil Aviation Authority

CAM Collaborative Arrivals Manager
CDA Constant Descent Approach
CDM Collaborative Decision Making
DARP Dynamic Air Route Planning
DME Distance Measuring Equipment
FMC Flight Management Computer
FMS Flight Management System
GNSS Global Navigation Satellite System
GPI Global Plan Initiative (ICAO)
HMI Human / Machine Interface
IATA International Air Transport Association
ICAO International Civil Aviation Organization
ITC In-trail Climb
34
MLAT Multi-Lateration Surveillance System
Mode S Selective Interrogation Mode of Secondary Surveillance Radar
NextGen Next Generation Air Transport System (FAA future plan)
NDB Non-Directional Beacon
PBN Performance Based Navigation
PSR Primary Surveillance Radar
RAIM Receiver Autonomous Integrity Monitoring
RBT Reference Business Trajectory
RCP Required Communications Performance
RNAV Area Navigation
RNP Required Navigation Performance
RSP Required Surveillance Performance
RTA Requited Time of Arrival
SESAR Single European Sky ATM Research
(European equivalent to NextGen)
SID Standard Instrument Departure
SSR Secondary Surveillance Radar
STAR Standard Instrument Arrival
SWIM System Wide Information Management
TBO Time Based Operations
TMA Terminal Control Area
UPR User Preferred Routes
VOLMET Volet Meteorological. (MET information to pilots via radio)
VOR VHF Omnidirectional Radio Range
35
appendix 1:
ICAO global plan initiatives
GPI Description NZ Response

GPI-1 Flexible use of The optimization and equitable balance in the use of Already compliant
airspace airspace between civil and military users, facilitated
through both strategic coordination and dynamic
interaction.
GPI-2 Reduced vertical The optimization of the utilization of airspace and Already compliant
separation minima enhanced aircraft altimetry systems.
GPI-3 Harmonization of The adoption by all States of the ICAO Flight Level Already compliant
level systems Scheme based on feet as contained in Appendix 3 to
Annex 2 Rules of the Air.
GPI-4 Alignment of The harmonization of upper airspace and associated Already compliant
upper airspace traffic handling through application of a common ICAO
classifications ATS Airspace Class above an agreed division level.
GPI-5 RNAV and RNP The incorporation of advanced aircraft navigation Implementation
(Performance- capabilities into the air navigation system program in place.
based navigation) infrastructure.
OCA RNP4
compliant
Domestic: RNAV
STARs and SIDs
progressing.
RNP procedures
tailored only.
GPI-6 Air traffic flow The implementation of strategic, tactical and pre- Collaborative Arrival
management tactical measures aimed at organizing and handling Manager phase
traffic flows in such a way that the totality of the traffic 1 implemented.
handled at any given time or in any given airspace or (Ground delays)
aerodrome is compatible with the capacity of the
Phase 2 of CAM
ATM system.
being specified for
introduction 2011
GPI-7 Dynamic and The establishment of more flexible and dynamic route UPRS and DARPS
flexible ATS route systems on the basis of navigation performance available in OCA
management capability, aimed at accommodating preferred flight airspace.
trajectories.
GPI-8 Collaborative The application of uniform airspace organization and RTA functionality
airspace design management principles on a global basis, leading to a has been trialed.
and management more flexible airspace design to accommodate traffic
State airspace plan
flows dynamically.
in production.
36
GPI-9 Situational Operational implementation of data link-based ADS-C implemented
awareness surveillance. The implementation of equipment to in OCA.
allow traffic information to be displayed in aircraft
ADS-B niche
supporting implementation of conflict prediction
airspace
and collaboration between flight crew and the ATM
implementation
system. Improve situational awareness in the cockpit
2009-2010.
by making available electronic terrain and obstacle
data of required quality. MSAW
implemented.
STCA implemented.
Mode-S DAPs not

yet available due
aircraft equipage
issues.
GPI-10 Terminal area The optimization of the terminal control area WGS84
design and (TMA) through improved design and management implemented.
management techniques.
RNP-AR trial
planned 2009.
GPI-11 RNP and RNAV The optimization of the terminal control area (TMA) RNAV STARS
SIDs and STARs through implementation of improved ATS route and SIDS being
structures based on RNP and RNAV, connecting the designed.
en-route phase of flight with the final approach, based Conversion to
on improved coordination processes. RNAV1 and RNAV2
dependant upon
rules progress.
GPI-12 Functional The optimization of the terminal control area (TMA) Optimised Arrival
integration of to provide for more fuel-efficient aircraft operations Trial conducted.
ground systems through FMS-based arrival procedures and functional
4DT trajectory
with airborne integration of ground and airborne systems.
management
systems
concepts being
discussed and
possibly trialed in
2009.
4DT Implementation
2013-2015.
GPI-13 Aerodrome design The implementation of management and design Collaborative
and management strategies to improve movement area utilization. decision making in
place.
CATIII ILS @
Auckland, including
MLAT ground
surveillance.
GPI-14 Runway Maximize runway capacity Runway Capacity
operations Studies completed.
Auckland CAT
III operations
implemented.
Low-visibility
benchmarks
established for Cat
III operations.
37
GPI-15 Match IMC and Improve the ability of aircraft to manoeuvre on the ASMGCS cost/
VMC operating aerodrome surface in adverse weather conditions. benefit to be
capacity established for
Auckland in 2010.
GPI-16 Decision support Implement decision support tools to assist air traffic Tools in place:
systems and controllers and pilots in detecting and resolving air Conflict Probe
alerting systems traffic conflicts and in improving traffic flow. Oceanic.
MSAW, STCA
domestic.
To be developed:
MTCA domestic.
Runway Incursion
Alerting
GPI-17 Data link Increase the use of data link applications. FANS -1/A datalink
applications communications in
place in Oceanic.
Domestic datalink
strategy and
business case to be
developed.
GPI-18 Aeronautical To make available in real-time quality assured AIXM static data
information electronic information (aeronautical, terrain and underway 2009-
obstacle). 2012
Digital NOTAM
integrated with static
data seamlessly
2012-2015
Electronic terrain
and obstacle data
2008-2010
GPI-19 Meteorological To improve the availability of meteorological Improved wind
systems information in support of a seamless global ATM model in ATM
system. system 2009
Weather radar into

ATM ???
GPI-20 WGS-84 The implementation of WGS-84 by all States. Already compliant
GPI-21 Navigation Enable the introduction and evolution of performance- Some rule
Systems based navigation supported by a robust navigation development
infrastructure providing an accurate, reliable and required.
seamless global positioning capability.
38
GPI-22 Communication To evolve the aeronautical mobile and fixed New VCS
infrastructure communication infrastructure, supporting both voice implemented and
and data communications, accommodating new standardized across
functions as well as providing the adequate capacity company 2009
and quality of service to support ATM requirements.
New VCX data
service 2008
No plans for
8.33kHz channel
spacing
VHF datalink to be
explored 2011
GPI-23 Aeronautical radio Timely and continuing availability of adequate radio Compliant
spectrum spectrum, on a global basis, to provide viable air
Current core
navigation services (communication, navigation and
aviation spectrum is
surveillance).
protected and has
high awareness at
government level.
39
2009/10 2010/11 2011/12 2012/13 2013/14 2014/15
May
Dec
Dec
Dec
Dec
Dec
Dec
Sep
Sep
Sep
Sep
Sep
Sep
Mar
Mar
Mar
Mar
Mar
Mar
Jun
Jun
Jun
Jun
Jun
Jun
Jun
Apr
Focus Area Item
ATM
Airspace Management
Air Nav Plan
State Plan
IFR Training Strategic Plan
Rules Development
ABS-B
Equipment Mandates 2018
Flow Management
RTA Trial
4DT Trials
CAM v2
Capacity Reviews WN/AA
Traffic Management
Zero loss of Sep Incidents
Electronic flight Strips
Integrated Tower Ops (Glass tower)
Separation redcutions (2.5nm)
Simplified and consistent procedures
Concept
Virtual towers of Ops
Trajectory Management
Update trajectory Model (acft performance)
Medium Term Conflict Alert
Acft intent data
In Trail Climb (ITC) ADS-C
Emissions Management
ASPIRE
UPRs Trans-Tasman
Arrival Optimisation
Departure Optimisation
Minimise City Pair distance
CDM-SWIM
System Status
System Performance
Opln Reporting
Aspire Reporting for OCA
Flight Objects
SWIM Trials with FAA
SYSTEMS
Communication (RCP)
Regional Offset Carrrier rollout
Domestic datalink strategy
Domestic datalink application trial
Clearance delivery project
AMHS Replacement
40
2009/10 2010/11 2011/12 2012/13 2013/14 2014/15
May
Dec
Dec
Dec
Dec
Dec
Dec
Sep
Sep
Sep
Sep
Sep
Sep
Mar
Mar
Mar
Mar
Mar
Mar
Jun
Jun
Jun
Jun
Jun
Jun
Jun
Apr
Focus Area Item
Surveillance (RSP)
Ground surveillance Auckland (MLAT)
WAM and ADS-B Queenstown
Mode-S DAPS into ATM system
MLAt/ADS-B Integration
ASMGCS lv2 Auckland
MLAT Surveillance Christchurch
Long-term surveillance strategy
Equipment mandates: mode-S, ADS-B
RNP separation criteria
ADS-B rollout
MLAT/ADS-B Pacific business case
Automated flight following VFR
Upgrade lighting systems -low visibility
Navigation - PBN
RNAV SIDs/STARS @ AA, WN and CH
RNAV Enroute FL250+
RNAV Enroute FL150+
RNP Trial AA and ?
RNAV Regional airports
Retire end of life navaids
(NDBs & some VOR/DMEs)
Establish contingency conventional network
Primary means GNSS rules
Equipment mandates GNSS
RNAV-RNP conversion
Weather
Domestic VOLMET
Data Management
Rew Enroute PBN chart
AIXM: AIS-AIM Transition
Static & dynamic data integration
People/Change Management
Consistent service delivery
Strategy automation vs human input
ATSS-IAG review
People/Change Mgmt Plan
41

Vision 2015 Strategic Document

Hochgeladen von

Dokumentinformationen

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

Vision 2015 Strategic Document

Hochgeladen von

Copyright:

Verfügbare Formate

A Strategic Vision of Air Traffic Management

in New Zealand to 2015 and beyond

Airways New Zealand

New Zealand Civil Aviation Authority

Air New Zealand

Royal New Zealand Air Force

Aviation Industry Association

Royal New Zealand Aero Clubs

New Zealand Aviation Federation

Aviation plays a crucial role in New Zealands economic wellbeing.

Edition Number Changes Reviewer Date

1.0 First published All stakeholders August 2006

Vision 2015 outlines the expectations, deliverables and benefits of

Comment on the document should be sent to:

Completed the RNP view operations in 2015.

RNAV STARS at AA, WN and CH

RNAV SIDS under development for AA, WN and CH

RNAV routes selected only.

Approaches with Vertical Guidance (APV) introduced at various

Collaborative Arrival Manager (CAM) phase 1 introduced 2007.

Electronic Flight Strips implementation CH Tower 2007.

Constant Descent Approach Optimised Arrival Trial conducted at

ASPIRE agreement signed, strategic plan completed and trial flights

QN RNP-AR approaches implemented.

Current Initiatives for 2009:

CAM phase 2 (approach sequence optimization) specification

Vision 2015 project plan

RNAV SIDs at AA, WN and CH

RNAV Routes major review

Electronic Flight Strips @ AA and WN towers

MLAT and ADS-B at QN

MLAT ground surveillance at AA

IFR flight Training Strategic Plan

NDB withdrawal program major TMAs

Migration of NZ static aeronautical information to AIXM specification

Oceanic In-Trail climb using ADS-C

Stakeholder expectations, in line with ICAOs statement of the ATM communities

Capacity that meets peak demands, while minimizing restrictions. (Capacity)

Gate to gate transactions to improve efficiency. (Efficiency)

Minimise environmental impact of noise and emissions. (Environment)

Flexibility in adapting flight trajectories. (Flexibility)

Harmonious with regional and global practices. (Global interoperability)

Customer driven solutions. (Participation)

Predictable and consistent Air Traffic Management. (Predictability)

World class safety performance and uniform standards. (Safety)

Provide for adequate security of the system and citizens. (Security)

In addition the following expectations have been included following consultation

Accommodation of diverse equipage standards.

Provide appropriate levels of contingency for core services.

Where possible an objective measure is determined, which not only will

ICAO Global Air

Airways CAPEX Airways Air

AIR TRAFFIC ENABLING

Airspace Flow Traffic Trajectory Emissions

Phase 1 Phase 2 Phase 3 Phase 4 Phase 5

Phase 1: Pre-flight. Taxi and Take-off

Phase 2: Departure and Climb

Phase 4 Descent and Approach

Stakeholder Expectation: Access and Equity

Airspace designation based 2010 NZCAA In progress

Airspace requirements ATC 2009-2010 NZCAA In progress

IFR Training Strategic Plan 2009 Airways In progress

Equipment Mandates 2010-2020 NZCAA Not started

Linkage to Global Plan Initiatives: