ATM-Operational aspects in the MEDA-Area - World Air Ops

ATM-Operational aspects
in the MEDA-Area
- …from an Airline's point of view
Ekkehard Gutt
ASM - Planning & ATM
EK Flight Operations Support

Overview…
• An “Emirates”-presentation, but several Airlines in
EUR/MID provided feed-back
• Intent to highlight flight operational challenges
when flight planning through
Mediterranean/Northern African Airspace
• High-light the issues of increased fuel burn, longer
flight times, higher costs & higher emissions due to
Route/Airspace limitations
• Illustrate the introduction of new LR-aircraft types
• Illustrate the new/additional traffic flows
• Provide some traffic figures
• Initiate a continuous (round-table) dialogue and ongoing
communication between all parties

Emirates: Some Facts…
• Formed in 1985 with a B727 and an A300
• Currently one of the fastest growing airlines
• Operating (from October) to all continents
• Dubai target 15m annual visitors by 2010
• Emirates expects 29m PAX and 1.5m t CARGO by 2010
• Fleet consists of A332, A343, A345, B772, B773
and A310F (+ B747F wet-leased aircraft)
• More than 1600 Cockpit Crews from > 80 countries
• First airline to sign contract for Airbus A380
• Proposed Fleet size: June 2007: 97
December 2012: 174

Working together: Airlines and Air Traffic Service Providers
With the high price of oil it is important to our industry,
that the Air Traffic Service Providers and Airlines work
together to find ways to mitigate the costs which will
affect our customers – the fare-paying passengers.
We need to optimise routeings, optimise flight level
availability, provide RNAV in the en-route and airport
phases of flight and utilise the modern techniques on
ground and aboard the aircraft.

Traffic Development,
LROPS and a new traffic
flows…

A new market: Air traffic from the MID Region
IATA/February 2006: The Middle East continues to be
the fastest growing region with a 15.3% passenger
traffic gain. Asia's traffic increased by 7.3% and
Europe's by 6.4%.
The Middle East region is leading the world in aircraft
orders: US$ 60 billion have been invested by just three
airlines in the MID-Region. A fifth of the latest
generation of long-distance jets (A340-500, B777-200LR,
A380, A350, B787) ordered world-wide are going to
airlines in the Middle East.

International Air Traffic Growth 2006-2010 (IATA)
Passenger Numbers
Freight Tonnes
TOTAL INTERNATIONAL 4.8% 5.3%
Africa 5.1% 5.0%
Asia Pacific 5.7% 6.0%
Europe 4.4% 4.6%
Latin America/Caribbean 4.6% 4.3%
Middle East 6.9% 5.8%
North America 4.3% 4.5%
IATA Outlook by Region: Africa will be boosted by improved GDP growth
and further growth in the no-frills airline sector.

Africa’s busiest airports
Algiers/DAAG
Casablanca/GMMN
Tunis/DTTA
Cairo/HECA
Lagos/DNMM
Nairobi/HKJK
Capetown/FACT
Johannesburg/FAJS

MID Airport Growth and Development - Passenger Traffic…
Bahrain
2004: 5.2
Doha
2004: 4.1
2010: 50.0
Abu Dhabi
2004: 5.2
2010: 20.0
2010: 10.0 Dubai Jebel Ali
2015: 120.0
Dubai Intl.
2004: 21.7
2010: 60.0
Muscat Intl.
2004: 3.6
2010: 6.5
Passenger Figures in Million

Linking distant hubs with non-stop services…
Flying Range of Aircraft types:
Airbus A340-500: 16.700km
Airbus A340-600: 14.600km
Airbus A380:
15.000km
Airbus A350-800: 16.300km
Boeing B777-300:
Boeing B777-200ER:
Boeing B777-300ER:
Boeing B777-200LR:
10.600km
14.300km
14.594km
17.446km
GC-Distance: Dubai/OMDB – Sydney/YSSY = 12069 km
GC-Distance: Dubai/OMDB – Sao Paulo/SBGR = 12244 km
GC-Distance: Dubai/OMDB – New York/KJFK = 11011 km

Linking distant hubs with non-stop services…

e.g. …: Traffic Connections MID – North-/South-America in the past…

A new market: MID – North-/South America (non-stop services)…

Range of Route Scenarios (JFK-DXB)…

Route Challenges -
some examples…

Current African ATS-Route Network: “classic” traffic flow North-South

The “Casablanca Curve”…

The “Casablanca Curve”…

The “Casablanca Curve”… - Filed FPL-Routing GMMN-OMDB

The “Lagos Curve”…

The “Lagos Curve”… - Filed FPL-Routing DNMM-OMDB

FPL-Requirement for UR778F: DNMM-OMDB
HANDOVER PROCEDURES UR778D LIBYA/EGYPT
ACCORDING TO CREW FEEDBACK, TRIPOLI ATC
REQUIRES EASTBOUND TRAFFIC ON UR778F TO BE
AT FL290 OR FL410.

VHF-Coverage MENA

Crew Feed-Back
MEDA-Region
(Flights operated between June 18 th –25 th )

Crew Feed-Back MEDA-Region…
“Radio Quality … FIR poor: Strength 2, Readability 2.”
“Coordination between … FIR and … FIR poor.
Had to descend to accommodate another
aircraft behind us.”
“At entry into … FIR, the ATC-Controller was
unaware of our Routing through the … FIR.”
“Had to change Route and had to change FL
due to conflicting traffic.”
“Language issues … FIR: The pace of
speaking is much too fast. This really slows
down communication, as multiple requests for
repetition are often required.”

Crew Feed-Back MEDA-Region…
“….ATC COM was lost at boundary. Tried to
call several times, but no reply.”

The Vision (i)
FANS, CNS/ATM, RNAV/RNP & PBN

CNS/ATM - Communications
• Communication issues (VHF/HF)
• Data communications through DCPC – voice or data
• Ground AFTN network – robust enough
• Better ground/ground Communications between
neighbouring FIRs, AIDC or OLDI
• Airlines to file ATC Flight Plans directly into ACC’s FDP
Systems
• AIP issues
• Integrated FDP (- ability to fully process/analyse the filed
ATS FPL)
DCPC - Direct Controller Pilot Communication
AIDC – ATS Interfacility Data Communication
OLDI – On-Line Data Interchange
FDP – Flight Data Processing

CNS/ATM – Communications / Airport Environment
Further deployment of…
- DCL / Departure Clearance
- D-ATIS
- and even D-TAXI services
Avoiding/reducing…
- radio frequency congestion during peak hours,
- noise interference on radio frequency,
- controller and pilot stress and
- the overall risk of human errors.

CNS/ATM - Navigation
• GNSS provides high-integrity, high-accuracy and allweather
world-wide navigation capability
• Improved four-dimensional navigation accuracy
• Eliminate reliance on Ground-based NavAids
• Traffic mix New deliveries come with GPS
navigation. – Do not underestimate the capabilities of
the existing aircraft…

CNS/ATM - Surveillance
• The FANS concept was originally designed for
Oceanic or remote Terrestrial airspace
• ADS for position reporting & situational awareness
in ATS
• ATS can vary the reporting rate & the information
comes out of the aircraft without pilot intervention
• Elementary & Enhanced Surveillance have been
specified & mandated in Europe
• ADS can give down-line FIRs time & position
information on traffic outside their control area

CNS/ATM - ATM
• Liberalisation of Air Transport Services
• Increasing demand en-route
• Enhanced safety with increased system capacity
• Reduced delays, operating costs, & fuel
consumption with the impact on emissions
• More efficient use of airspace, more flexibility
while reducing separation
• More dynamic flight planning, optimum flight
profiles UPR/UPTs.
• Reduced controller workload/increased
productivity
• BUT also: Airports becoming congested
• CDM/Collaborative decision-making

CNS/ATM – ADS (Automatic Dependant Surveillance)
ADS-B provides wide area surveillance capability which
eliminates the need for multiple and costly radar sites. A
region-wide ADS-B network can be operated for just 10%
of the cost of existing radar-only infrastructure.
Further benefits:
- Use of ADS to reduce the instances of holding at
FIR boundaries because of no ICAO Flight Plan
- Use of ADS information to reduce the overflight
permission/ATC Nav Charging bureaucracies.
- Use of Required Time of Arrival (RTA) to facilitate
Terminal sequencing at busier airports.

Performance Based Navigation (PBN) Concept
RNAV and RNP form the globally harmonised ICAO
“Performance Based Navigation” (PBN) concept.
RNAV/RNP is a proven method for effectively
increasing the safety, dependability and efficiency of
flight operations. GNSS is the primary navigational
enabler for the optimum exploitation for the benefits of
PBN (ICAO Doc 9613 (PBN Manual).
Why are we operating a brand-new 300t aircraft on Non-
Precision Approaches using 60 year old criteria and
profiles
Emirates is authorised for 7 Approach Types; we would
just like to operate two in the future: ILS & RNAV

FANS Benefits – …from an Airline’s point of view
Flex Tracks in the southern hemisphere
As an example, between 27 Jun 2005 and
19 Apr 2006, EK operated 592 FANS flights between
Dubai-Sydney & Dubai-Melbourne on Flex Tracks.
The savings for these flights were (A345)…
- 56 hours, 58 minutes of trip time
- > 628t Trip Fuel
- average saving/flight: > 6 minutes trip time
- Average saving/flight: > 1t trip fuel
Emirates operates FANS in most FANS-equipped
FIRs world-wide.
Every minute of flying-time that we can save, reduces fuel consumption by an
average of 62 litres and CO2 emissions by 160 kilograms.

Most western/eastern AUSOTS Flex Track Routing DXB-SYD
2692NM
20FEB05
01JUL05

ACAC FANS Implementation Group (AFIG)
Emirates would like to see and supports for the
Middle East & North Africa a co-ordinated approach
to ensure a continuous FANS airspace and to move
towards a flexible use of airspace.
The creation of the ‘AFIG’ (ACAC FANS
Implementation Group) is an important step
forward.
ACAC – Arab Civil Aviation Commission

The Vision (ii)
Seamless Efficient Airspace

Seamless Efficient Airspace
“Our vision for our future global ATM system is one
where a pilot can fly into JFK International Airport
in New York, Changi Airport in Singapore or
Capital Airport in Beijing without any differences
in equipment, procedures, or the quality of air traffic
services.”
FAA Administrator Marion Blakey

ATM - Tactical Issues
• All airspace will be the concern of ATM & will be a
useable resource
• Customer Focus
• Airspace management will be dynamic & flexible
• Restrictions should be transitory
• Flexible Use of Airspace (FUA)
• Military/Civil coordination
• Consideration of the environment
• Multiple Exit/Entry Waypoints
• Linkage to overflight permission and/or ATC
Nav-charging
Increased capacity in the airspace, higher flexibility and
improved cost efficiency can only be achieved in a
regional ATM system.

Restricted airspaces as per State AIPs
Flexible use of airspace…

Global ATM and its limitations…

Gulf Region – GULFCONTROL

Harmonisation/Coordination in oceanic airspaces
PAC
SAT
NAT

Seamless Efficient Airspace
- Functional blocks of airspace
Maintaining high level of safety
Optimum use (maximum capacity and efficiency)
Reduce fragmentation
Take into account traffic flows and not national
borders
Increase co-operation
Increase harmonisation (Standards and
Requirements)
Open skies and national boundaries
- Close civil/military cooperation (FuA-concept)
- Separation of regulatory from operational functions
- Continuous dialogue: ANSPs and Airlines
- Working on visions and a long-term strategy

“Pro-active”!
AIS Information Management

AIM – Aeronautical Information Management
The quality of Aeronautical Information has to improve
globally.
Airspace users, and Aeronautical providers
depend on the accuracy and timeliness of these data
for safe flight operations, flight planning and flight
preparation. Aeronautical Information shall give no
room for interpretation.
Air Traffic Management is information-driven,
and requires access to global on-line, real-time, quality
managed aeronautical information.
BUT: NOTAM Briefing Packages reach ‘record’
length… (- the more NOTAMs the better…)

Current AIP Processes
1
AIP
AMDT AIP 56
AMDT 57
2
AIP
AMDT AIP 56
AMDT 57
3
AIP
AMDT AIP 56
AMDT 57
www.

The AIP Process in the future…
AIP SUP…
NOTAM Changes…
AIP Content Changes…
FPL-Systems…
Aeronautical Charts…
FMS…

Summary

Summary…
• Record high fuel costs
• Global concerns about the environment: fuel saving
and reducing emissions are both in everybody’s
interest
• With new (LROPS) aircraft types and new strategies
of operations (‘secondary’ destinations vs. ‘hub’-
strategy), ANSPs need to be aware of revised traffic
flows and a demand on new Routes and Flows.
• More operational flexibility – combined with the existing
modern technology – is essential to meeting the
airspace demands.
• Consideration of a regional ATM-System

Summary…
• Airlines looking for more Route options
• More/better Route options will increase traffic
• FUA/Flexible Use of airspace concept for airspace
closures and Flight Level Restrictions (activate
restrictions when needed)
• Analysis of “doglegs” on existing ATS-Routes
• States/ATC to understand that route chosen on one
day may not always be best the following day
• States/ATC to understand that optimum routes
chosen will generate revenue in overflight charges
• Consideration of status quo and where do we want
to go in regards to ATM
• Quality of Aeronautical Information Management
has to improve
• Airlines happy to assist and to work together

Working together: Airlines and Air Traffic Service Providers
The Airlines are more than happy to assist!

Thank you for attention.
Ekkehard Gutt
Emirates
Flight Operations Support
ASM – Planning & ATM
Dubai/U.A.E.
Phone: +971 4 703 6539
E-Mail: ekkehard.gutt@emirates.com
SITA: DXBONEK
AFTN: OMDBUAEK

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