GLOBAL AIR TRAFFIC

MANAGEMENT AND ITS

IMPLICATION ON AIR MOBILITY

OPERATIONS

ABDUL LATIF BIN MOHAMED

MIRPUR

OCTOBER 22, 2008

 ABSTRACT

Global airspace architecture has been redesigned to cater for the rapid growth of
civilian air traffic. The new architecture of this Global Air Traffic Management
(GATM) utilizes emerging digital technology and automation in all aspect of its
Communication, Navigation, Surveillance and Air Traffic Management (CNS/ATM)
elements. This paper attempts to investigate the implication of GATM on military air
mobility operation. Due to the scarcity of published book regarding GATM, the
relevant facts and information for this purpose are extensively researched through
the documents and journals available within the various formal websites.
Interpretation of the information and its likely impact on air mobility operation are
largely based on the personal experience of the writer as instructor on airforce
transport aircrafts. It is suggested that airforces of the world may undertake
necessary upgradation of her transport fleet and trained her aircrew accordingly in
order to meet the CNS/ATM requirement.

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 TABLE OF CONTENTS

Serial Content Page

• Title page …………………………………………………………………….i

• Abstract ..…………………………………………...………………………. ii

• Table of Contents ……………………………………………………….... .iii

• List of Abbreviation ………………………………………………………. . v

• INTRODUCTION…………………………………….………………………1

• AIM …………………………………………….…………………………......3

• ARCHITECTURE OF GATM ……………………………………………... 3

• General …………………………………………………………….......3

• Communication ………………………..……………………………... 3

• Navigation ……………………………………...……………………... 5

• Surveillance …………………………………………………………....11

• Air Traffic Management ……...……………………………………….13

• IMPLICATION ON RMAF AIR MOBILITY PLATFORMS ……………...14

• Analysis ………………………………………………….……………..14

• Feasible Solution ……………………………………………...……....15

• Factors to be Considered ………………………………………….....16

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• IMPLICATION ON RMAF PILOT TRAINING ………………………….16

• Compatibility of the Present Training Scheme ……………………16

• Training for the CNS/ATM Environment …………………………. 17

• CONCLUSION …………………………………………………………….20

• RECOMMENDATION ………………….…………………………………21

• Endnotes …………………………………………..……………………... 22

• Bibliography ………………………………………………………………. 24

iv
 LIST OF ABBREVIATION

ACAS Airborne Collision Avoidance System

ADS-B Autonomous Dependant Surveillance-Broadcast

ADS-C Autonomous Dependant Surveillance-Contract

AMSS Aeronautical Mobile Satellite Service

ANSP Air Navigation Service Provider

ARINC Aeronautical Radio Incorporated

ATC Air Traffic Controller

ATFM Air Traffic Flow Management

ATM Air Traffic Management

ATN Air Traffic Network

ATPL Air Transport Pilot License

ATS Air Traffic Services

BRNAV Basic RNAV

CAS Crew Alerting System

CDTI Cockpit Display of Traffic Information

CFIT Controlled Flight Into Terrain

CNS/ATM Communication, Navigation, Surveillance/Air Traffic

Management

CONUS Continental United States

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CPDLC Controller-Pilot Data Link Communication

CRM Crew Resource Management

D-ATIS Digital Automatic Terminal Information Service

DCA Department of Civil Aviation

EFIS Electronic Flight Instrumentation System

EGPWS Enhanced Ground Proximity Warning System

FAA Federal Aviation Administration

FANS Future Air Navigation System

FIS-B Flight Information System-Broadcast

FMS Flight Management System

FMC Flight Management Computer

GALILEO European Global Navigation Satellite System

GATM Global Air Traffic Management

GLONASS Global Orbiting Navigation Satellite System

GNSS Global Navigation Satellite System

GPS Global Positioning System

GPWS Ground Proximity Warning System

HFDL High Frequency Data Link

ICAO International Civil Aviation Organization

ILS Instrument Landing System

INS Inertial Navigation System

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IRU Inertial Reference Unit

ITU International Telecommunication Union

LCC Low Cost Carrier

MFD Multi-Function Display

NAVAIDS Navigation Aids

NDB Non Directional Beacon

NMS Navigation Management System

PBN Performance Based Navigation

PMS Performance Management System

PRNAV Precision RNAV

RA Resolution Advisory

RNAV Radio Navigation/Area Navigation

RNP Required Navigation Performance

RVSM Reduced Vertical Separation Minima

SAAAR Special Aircraft and Aircrew Authorization Required

SACC Senior Aircraft Commander Course

SID Standard Instrument Departure

STAR Standard Instrument Arrival

TEM Threat and Error Management

TIS-B Traffic Information System-Broadcast

TSE Total Navigation System Error

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VDL VHF Data Link

VOR VHF Omni-directional Range

VHF Very High Frequency

WARC World Administration Radio Conference

VIII
 INTRODUCTION

1. The phenomenal growth of civil aviation traffic in the late twentieth century
had caused unbearable strain on the conventional air navigation systems in many
places. This was especially pertinent within the European, North America and Asia/
1
Pacific regions. Many flights were delayed, detoured from its original route or
cancelled when the available capacity exceeded the limits. Forecasting a worsen
situation when the trajectory of the aviation growth continue to rise up, the
International Civil Aviation Organization (ICAO) had set up a Special Committee to
examine and make recommendation for the future development of air navigation
systems. This committee known as Future Air Navigation Systems (FANS)
Committee, had developed a new concept on Communications, Navigation and
Surveillance/Air Traffic Management (CNS/ATM) systems for the twenty first
2
century. The essence of this system is the provision of air traffic management
through the usage of emerging digital technology on CNS/ATM to make effective
utilization of airspace, while maintaining secure and safe air navigation at the
national, regional and global levels. The ultimate goal of this FANS concept is to
have an integrated and seamless global air traffic management (GATM) for the
aviation community.

2. Conceptually GATM will provide the aircrew with more freedom in selecting
the routes and flight altitudes while enhancing safety. Consequently this has the
potential to save aircraft operators a huge amount of expenditure by allowing more
direct routings, which in turn reduce unnecessary fuel burn and excessive
3
emission. With better airspace management it is expected that congestion and
delays at the terminal area and airports will be reduced and hence increasing
passenger conveniences. Since GATM has many components, the initial step

1
towards the implementation of one of its component i.e., Reduce Vertical Separation
Minima (RVSM) has been started in March 1997 over the North Atlantic Ocean
4
airspace. Globally, the implementation of all its components will be executed in
5
stages and the full benefits of GATM will be realized by 2025. On the other hand,
the aviation community should take the necessary measures to equip their platforms
with the avionics that are compatible and meeting the requirements of CNS/ATM in
order to gain its benefit. While the central aim of the new ATM infrastructure is to
accommodate more traffic within a given airspace, it can only do so with airborne
equipments that are in compliance with its digital technology. Failure to have the
appropriate avionic suite will incur a penalty range from inefficient routings to denial
of airspace. Gravity of this situation to the military air transport planners is obvious.
Military air transport is not only being used in the war situation, but since the end
World War II increasing demand has been pun upon military air transport to conduct
peaceful operations. No military planners would like to see that their air mobility is
hampered in any situation.

3. For any airforce, transport aircrafts had been used extensively to support
government’s effort in carrying out humanitarian and disaster relief operation. The
frequency of earthquake and other disasters happenings lately saw massive usage
of transport aircraft being utilized to ferry rescue and medical teams around the
world. Military transports have the advantage in terms of short takeoff and landing
(STOL) capability which normally being required in order to operate within the
disaster areas. It can airdrop the humanitarian aids in the area being cut-off from
road networks and the absence of insurance liablity permits the aircrafts to be
operated anywhere in risky areas. Disaster dictates a fast response and to achieve
that obviously a direct air route to the disaster area is a crucial factor. Coupled with
the other operations undertaken by military transport aircrafts such as transporting
troops for exercises in foreign countries, long range navigation practices, and
delivering United Nation (UN) forces, it is imperative that military transport aircraft
should meet the requirement of the CNS/ATM architecture. This paper will address
the implication of GATM on air mobility operations and its corresponding pilots’
training with the view to make advantageous gain from the benefits of the new
2
technology. In doing so, this paper will be divided into three parts. First part is
concerned with a deliberate study on the architecture of GATM and analysing its
implementation which has a direct effect on air mobility operations. In the second
part, the present avionic capability of selected medium and heavy fixed wing military
aircrafts will be examined vis-à-vis the requirements of GATM. Correspondingly the
associated pilot training will be discussed in the light of operating in the new
environment. Finally, the main objective of this paper is to suggest a viable solution
for aircraft upgradation and approaches towards the conduct of pilot training to meet
competency requirement.

AIM

4. The aim of this paper is to examine the impact of GATM on air mobility
operations and make suitable recommendations.

ARCHITECTURE OF GATM

General

5. The key architecture of GATM comprises Communication, Navigation,

Surveillance and Air Traffic Management (CNS/ATM). It is on these four elements
that changes are being made to satisfy present and future traffic requirements.
Considering that it is being implemented throughout the global scale, ICAO has
been providing flexibility for every member states or air navigation service provider
(ANSP) to implement changes that corresponds to regional demand. In doing so it
only provide a broad guideline by defining this concept as “Communications,
Navigation and Surveillance systems, employing digital technologies, including
satellite systems together with various levels of automation, applied in support of a
6
seamless global Air Traffic Management system.” This general guideline
emphasized the utilization of digital technology in all aspects of the architecture.

3
Since, this architecture encompasses air to ground and ground to ground system,
the following explanation will delve heavily upon air to ground systems only as it
affects the subject in discussion.

Communication

6. Safety, regularity and economy of flights are much dependent on efficient

radio links for communications between aircrafts and ground controllers. This
necessitates technical requirements to ensure sufficient radio frequency spectrum
exists to cater for traffic growth. While embarking upon the requirements, GATM
also emphasized global connectivity and operation to enable the facilities to be
shared among many users. Even though this architecture propagates the use of
satellite communication, it will continue to utilize very high frequency (VHF)
7
channels for voice and digital data transmission. This is known as VHF Digital Link
(VDL). Furthermore, data transmission over high frequency (HF) channels will cover
remote areas which are inaccessible to satellite coverage. Basically, the following
radio links are used for the purpose of transmission between air and ground:

a. Aeronautical Mobile Satellite Service (AMSS). AMSS is a system

designed for mobile communication using the geostationary communications
satellites. The system provides voice and data communication channels and
having almost a global coverage. Hence, this system is particularly suitable
8
for oceanic flights or within remote continental airspace.
b. VHF (Analog). Existing VHF analog radios will be used for voice
communications in busy terminal areas, non-routine communications and in
any emergency situations. However the radio set might need to be upgraded
since in the airspace where VHF frequency band reaches saturation level,
the channel spacing is reduced from 25 kHz to 8.33 kHz in order to generate
9
more available channels.
c. HF (Analog). Variation in propagation characteristics coupled with
quality audio reception render HF radio links quite incompatible for the new

4
architecture. Nevertheless, with the absence of a suitable satellite
constellation to cover the polar regions, HF will be continued to serve these
10
areas.
d. VDL Mode-2. This mode provides expanded VHF channel capacity
within the 25 kHz spacing needed for data link services. It is capable of
supporting Air Traffic Network (ATN) protocol for various operational
functions. The primary application of this mode is to support Controller-Pilot
Data Link Communication (CPDLC). CPDLC will be used for Pre-Departure
Clearance, Departure Clearance, Digital Automatic Terminal Information
Service (D-ATIS) and during en-route phase of the flight. Aeronautical Radio
Incorporated (ARINC) being the data link service provider also uses VDL
Mode-2 to provide new range of flight information such as electronic charts,
11
graphical weather, and aircraft/engine condition monitoring programs. VDL
avionics has been a standard suite for new commercial aircrafts. This air-
ground data link will be a key starting point in supporting the future
automation of ATM.
e. VDL Mode-3. This mode integrated voice and data communication
within VHF spectrum. It is planned as an upgraded version for avionics with
VDL Mode-2 standard and scheduled to be in service by the year 2010. In
order to acquire Mode-3 capability, aircrafts need to be equipped with digital
12
radios.
f. VDL Mode-4. Originally VDL Mode-4 was designed for Autonomous
Dependent Surveillance – Broadcast (ADS-B) application. Progressively it
had been enhanced to provide a point-to-point CPDLC link in ATN network.
This was achieved by using separate channel for ADS-B and CPDLC. Since
ADS-B is a merges of surveillance and navigation aspects (as discussed in
paragraph 18) VDL Mode-4 has the advantage of incorporating aspects of
communication, navigation and surveillance in its avionics. But unlike VDL
Mode-3, VDL Mode-4 could not incorporate voice communication in its
avionic. Russia, Mongolia and Europe have implemented this mode within
13
their operational network.

5
 g. HF Data Link. Primarily this facility is considered to complement AMSS
within the oceanic or remote areas. It uses the ARINC ground stations
network which has an almost global coverage. It has the advantage where it
is not affected by the ionospheric condition that affects HF voice propagation.
Furthermore it is not dependent upon line-of-sight propagation that
characterized satellite and VDL technology. An aircraft with HFDL can
communicate with any active frequency or ground station while flying around
14
the world.

7. In principle, any VDL modes can be utilized when within the reach of a
ground station. AMSS and HFDL will be used in areas devoid of VDL Mode 2, 3 and
4 ground stations especially in remote continental or oceanic areas.

Navigation

8. Navigation precision as required for seamless GATM is defined in terms of

the accuracy within which an aircraft arrives at a particular point in space at a
15
specific time. Traditionally, navigation is carried out with reference to ground-
based Navigation Aids (NAVAIDS) such as VHF Omni-Directional Range (VOR),
Non-Directional Beacon (NDB) or Distance Measurement Equipment (DME).
Reliance on these NAVAIDS negates the possibility for pilot to select the most direct
route when flying from one airport to another. This problem is compounded by large
airspace separation buffers that were designed to protect against the navigation
16
inaccuracies and operational errors. A significant improvement was being made
with the introduction of Radio Navigation (RNAV) or known as Area Navigation
along with Global Navigation Satellite System (GNSS). Using RNAV, pilot can
navigate directly from any point, or fix to another. These fixes are normally defined
by latitude and longitude coordinates where aircraft’s position relative to them can
be established using various NAVAIDS or GNSS signals. GNSS is a generic name
for worldwide position and time determination system that utilizes satellite
constellations, aircraft receivers and integrity monitoring system. Development of
GNSS was supported by the Global Positioning System (GPS) of the United States,
6
the Global Orbiting Navigation Satellite System (GLONASS) of the Russian
Federation and later on, the European Global Navigation Satellite System
17
(GALILEO). Using the input from GNSS, aircraft would be able to navigate in all
type of airspace with high accuracy in any weather conditions.

9. RNAV avionic is capable to compute distances along and across track for
providing the pilot with estimated time to a selected waypoint, as well as continuous
indication of steering guidance to maintain selected track. This led to the
development of RNAV procedure, where pilot can select a direct route in the Flight
Management System (FMS). Once the pilot is cleared by the air traffic controller
(ATC), he will be able to execute Standard Instrument Departures (SID), a route and
Standard Instrument Arrival (STAR) without relying on traditional radar vectors or
ground based NAVAIDS. RNAV procedures enhance situational awareness of
pilots; reduce ATC workload while at the same time capable of providing accurate
ground track. In 1999, FANS committee working towards GATM established a new
concept called Required Navigation Performance (RNP) which is build upon RNAV.
This concept defines a minimum navigation performance accuracy that has to be
met by an aircraft when operating within certain airspace. RNAV avionic was seen
to be capable in enabling the aircraft to be navigated within the requirements to
achieve the desired accuracy. On the other hand airspace planners or ANSP will
18
specify RNP types to establish the total navigation system error (TSE) allowed in
horizontal dimension (lateral and longitudinal) when operating within the defined
airspace. For example if RNP 1 is enforced, then for 95 percent of flight time the
aircraft must be capable of maintaining within 1 nm of the programmed route
centreline (laterally) and the true distance to waypoints must be within 1 nm of the
displayed distance to waypoints. No consideration was given to vertical navigation
for the purpose of establishing RNP types since the original RNP concept was
oriented towards en-route operations. At this stage vertical navigation en-route was
still being based on precision barometric altimetry. RNP was primarily concerned
with precision navigation to ensure safe separation of routes horizontally and
19
laterally. With the implementation of RNP, an aircraft that has RNAV equipment

7
output with less accurate RNP capability would be excluded from airspace with
more stringent RNP requirement. En-route RNP had been categorized as shown in
table 1.

RNP Type
1 4 10 12.6 20
Navigation Performance
Accuracy (95 percent
+1.0nm +4.0 nm + 10 nm +12.6nm + 20 nm
longitudinal and lateral position
accuracy in the designated
airspace).
20
Figure 1: En-route RNP Requirements.

10. Progressively RNP concept was also introduced to cover the take-off and
landing segments of the flight. Even though it is ideal that airspace should have a
single RNP type, it is quite impractical to do so for the whole route considering route
convergence and divergence within the terminal areas. Consequently RNP type for
take-off and landing portion will be more stringent compare to the less demanding
en-route sectors. For the precision departure, approach and landing operations,
RNP types are defined in terms of the required accuracy, integrity, continuity and
availability of navigation. For non-precision approach and departure, the RNP types
might contain accuracy specification of lateral performance only, i.e., similar to en-
route specification. But generally, most RNP types for approach and landing
operations would require vertical containment based on navigation system
information.

11. To ensure the accuracy is being complied at all time, RNP operations
introduce the requirement for the aircraft to have onboard performance monitoring
and alerting system. This is the critical characteristic of RNP operations in which
8
the aircraft has the ability to monitor the navigation performance it achieves and
alerting the crew if the requirement is not met during the flight. It enhances the
situational awareness of the pilot and consequently enables narrower route spacing
without intervention of air traffic control. Stringent RNP operations require advanced
features of the onboard navigation function and automation. It also dictates certain
standard to be met for the approval of crew training and procedures. These
approvals are characterized as Special Aircraft and Aircrew Authorization Required
(SAAAR) which are similar to the approvals required to conduct instrument landing
21
system (ILS) Category II and III approaches.

12. RNP capability is dependent upon sophistication of the avionics on-board the
aircraft. Simple RNAV computer that can only receive VOR/DME input might only
qualify for higher RNP numbers. Avionics that achieve more stringent RNP
requirements include the combination of various systems such as:

22
a. FMS. FMS is the heart of RNP/RNAV application. In fact, in the
23
overall architecture, FMS is the primary player in CNS/ATM environment. It
is an avionic that integrates airborne sensor, receiver and computer with
aircraft performance and navigation databases. Through the computation it
provides optimum performance guidance to automatic flight control system.
The data is also displayed in-front of the pilots through the Electronic Flight
Instrumentation System (EFIS) which is the primary flight display. FMS can
also provide the capability for lateral and vertical navigation, route planning
and fuel management. FMS is also known as Performance Management
Systems (PMS), Flight Management Computer (FMC), and Navigation
Management Systems (NMS).
b. Navigation Avionics. RNP requires aircraft to have onboard
navigations avionics that encompasses Inertial Navigation System (INS) and
GNSS. Ideally the GNSS avionics should be multimodal that is, capable of
processing GPS, GLONASS and GALILEO signal. Considering VOR/DME is
likely to remain in certain parts of the airspace architecture, the INS should
also have the capability to process this terrestrial signal.
9
 c. Crew Alerting Systems. The Crew Alerting System (CAS) is a
technology that evolved from the annunciator panel on the older systems.
Rather than signaling a system failure by flashing or turning on a light behind
a translucent button, with CAS, the failures are presented to the pilot through
various means such as visual alerts, voice information, unique tones or stick
shaker. In aircraft fitted with Engine Indication and Crew Alerting System
(EICAS), these failures are shown as a list in a small window near the
corresponding EICAS indications. For RNP system, CAS should be able to
alert the pilot when navigation accuracy going out of limits.

13. There are several challenges to the implementation of RNP in totality. Many
RNAV systems that are capable to process the functions as provided by RNP
systems with high accuracy are incapable to provide assurance of their
performance. Considering this reality couple with the necessity to avoid operators
incurring unnecessary expense, ANSP continue to specify RNAV rather than RNP
requirement where the airspace criteria do not necessitate the use of RNP system.
Therefore it is expected that RNAV and RNP will coexist for many years. On the
other hand, the implementations of RNP were inconsistent throughout the regions.
For example in the European region, the routes which do not specify containment
requirement were designated as Basic-RNAV (BRNAV) routes while in the Middle
East Region they were designated as RNP-5. Since RNP-5 is fully based on
BRNAV, and taking into consideration that operation without containment departed
from RNP concept the implementation should be revised accordingly. Recognizing
this reality, ICAO has developed a new concept that will address the issues and is
seen as capable to achieve interoperability while streamlining global classification of
navigational performance. This concept is known as Performance Based Navigation
(PBN).

14. PBN comprises RNP and RNAV specifications, and represents a shift from
sensor-based to performance-based navigation. It specify navigation performance
requirements in terms of accuracy, integrity, availability, continuity and functionality
needed for the proposed operation within defined airspace when supported by
10
 24
appropriate navigation infrastructure. Accordingly, this concept consolidated
implementations of RNAV and RNP, including BRNAV, precision RNAV (PRNAV),
RNAV 1, RNAV 2, RNP <1, RNP 1, RNP 2, RNP 4 and RNP 10 (RNAV 10) as
shown below:

PBN

RNAV RNP

RNAV 10 RNAV 5 RNP 4 Basic-RNP 2 RNP with

(RNP 10) RNAV 2 Basic-RNP 1 additional
RNAV 1 Oceanic Advance-RNP 1 requirement to
Oceanic and and remote
RNP APPCH be determined
remote En-route and continental
continental terminal navigation RNP AR APPCH e.g. 3D (vertical
navigation navigation Various phases RNP), 4D (time-
of flight based capability)

25
Figure 2: PBN Specification

15. Basic RNP operations are defined as RNP-2 en-route, RNP-1 terminal and
RNP-0.3 final approach. For advance RNP operations other than the requirements
to have the advance features of the onboard navigation function, it also requires the
crew to undergo approved training syllabus to qualify for SAAAR standard. In 2006
Federal Aviation Administration (FAA) estimated that 50 percent of transport-
category aircraft are capable of basic RNP operations and industry-wide forecast
predicted the figure to rise to 80-90 percent by 2017. Most of these aircrafts (about
75 percent) achieve the capability by having the onboard GPS. The estimate in
2006 also pointed out that 25-30 percent of transport-category aircraft are capable
26
of RNP SAAAR approach operations.

16. For terminal/approach operations there is also another stringent requirement

for navigational system requirement especially within European and the Middle East
regions. The requirement called for the installation of FM immunity standard
11
especially for ILS localizer receivers in lieu of World Administration Radio
Conference (WARC-79) of the International Telecommunication Union (ITU)
decision. WARC-79 had extended the VHF FM sound broadcasting band from an
upper limit of 100 MHz to 108 MHz in ITU Region 1 (Europe, Africa, Russia and the
Middle East) and parts of Region 3 (Indonesia, Papua New Guinea, Australia and
New Zealand). Increase usage by the broadcasters of the extended band had
increased the risk of interference to VHF navigation (ILS localizer and VOR). In
responding to action taken by European states to introduce FM Immunity standards
27
on navigational equipments , ICAO in association with the aeronautical industry had
developed and agreed on an improved performance standard for ILS localizer and
VOR receivers. Since 2001, aircraft with ILS localizer or VOR receivers which do not
meet the FM immunity standards may be denied the use of routes, terminal area
and instrument approach procedures affected by the interference.

Surveillance

17. In its basic sense, surveillance is defined as an act of observing or watching.

In controlling the airspace, knowing the exact location of aircraft position is a priority
that will be followed by the need to relate that one observation to many other
observations in terms of its relative location to obstacles, its proximity to other
28
aircrafts and the closure rate. In Air Traffic Management (ATM) procedure,
separation is established when actions is taken to ensure an acceptable level of
proximity is maintained between aircraft to aircraft and aircraft to obstacles. In the
surveillance system, there are two main types of surveillance i.e. dependent
surveillance and independent surveillance. In conventional dependent surveillance
systems, the aircraft position is determined by onboard equipment and then
communicated or transmitted to ATC. For independent surveillance the ATC use
primary radar to measure azimuth and range of the aircraft from the ground station.
Secondary surveillance radar provides the ATC with altitude information of the
aircraft. Hence traditional surveillance is achieved by either voice position reporting
or radar. The GATM airspace architecture has evolved a new concept on
surveillance and separation requirements by providing alternative means to make
12
aircraft’s position available to the ATC and to other aircrafts. Conceptually it will
transfer many of the traditional surveillance functions performed by ATC facilities to
the aircraft. Position determination will be achieved aboard the aircraft using GNSS
system, digitally broadcasted to ATC on ground and to other aircraft in the vicinity.
This technique is known as Autonomous Dependent Surveillance (ADS). There are
two types of ADS i.e. ADS-Broadcast (ADS-B) and ADS-Contract (ADS-C):
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a. ADS-B. This is a system where an aircraft periodically broadcast
ADS-B digital information contained in its FMS to ground stations and to
other ADS-B equipped aircrafts. The ADS-B information includes position,
altitude, airspeed and projected track. This information can then be displayed
on ATC’s screen or on other aircrafts’ cockpit display of traffic information
(CDTI) within the multi-function display (MFD). By strategically placing
remote ground receivers and feeding back the remote signals to the
controller’s screen, ADS-B has the capability to greatly extend the ATC’s
view of all air traffic. In the air, even though an aircraft with ADS-B receiver
will only be able to display signal from other ADS-B equipped aircraft, ATC
can uplink surveillance and en-route data to aircraft by using traffic
information system broadcast (TIS-B). There is also an ability to uplink textual
and graphical weather information for display on the cockpit MFD by using
flight information system-broadcast (FIS-B). Since all user of this system
have real-time access to precisely the same data on their display, with
greater positional accuracy, ADS-B may safely allow closer spacing between
aircrafts to increase airspace capacity.

30
b. ADS-C. ADS-C is a system where the ADS message, which
includes the position of an aircraft, is transmitted to a ground station and
forwarded to an ATC centre. ADS-C message is only sent after a link
“contract” between an aircraft and the ground station has been established.
The message can either be read by an air traffic controller or plotted on his
screen. ADS-C message can be transmitted via HFDL or AMSS.
Conceptually ADS-C is meant to provide surveillance in remote continental or

13
 oceanic areas where radar infrastructure is non-existent. Hence it operates
only in an air-to-ground mode. ADS-C is sometimes called “ADS-A” where
the “A” stands for “Address”.

18. ADS can be seen as an application that merges communication and

navigation technologies. It is envisaged that with the enhancements of ground
system automation, ADS data can be used directly by ground computers to detect
and resolve traffic conflicts. This could lead to clearances being negotiated between
aircraft and ground-based computers with little or no human intervention. Apart from
this noble vision, the immediate benefits of ADS materialized in the form of reduced
error in position reports, higher degree of controller responsiveness to flight profile
changes, availability of surveillance in non-radar airspace and a better ability for
31
emergency assistance.

19. Another requirements for aircraft equipment within surveillance environment

32
are the airborne collision avoidance system (ACAS) and ground proximity warning
33
system (GPWS). The ACAS is an aircraft system based on SSR transponder
signals that detects potential traffic conflict with aircrafts that are also equipped with
SSR transponder (either mode C or mode S). ACAS I only provides traffic advisory
while ACAS II generates resolution advisory (RA). In the case where both
encountering aircraft are ACAS II-equipped, the manoeuvres can be coordinated
automatically (ACAS cross-link). ICAO had mandated all transport-category aircraft
with maximum takeoff weight above 15000 kg or carrying more than 30 passengers
to be equipped with TCAS II in the wake of mid-air collision over India airspace
34
between Saudi Boeing-747 and Kazakh Illyshin-76 in 1996. Procedure dealing with
ATC when contradicted with RA had been developed by ICAO in 2007 since the
mid-air collision between DHL Boeing-757 and Bashkirian Airlines Tupolev-154 over
Germany airspace in 2002.

20. With increasing accidents due to “Controlled Flight into Terrain” (CFIT) the
carriage of GPWS had also being mandated by ICAO in 1998. This is applicable to
all aircraft with maximum takeoff weights above 5,700 kg or carrying more than nine
14
passengers. GPWS works by advising the pilot when he is dangerously close to the
ground or terrain while the aircraft is not in the landing configuration. In 1999, ICAO
introduced an amendment requiring enhanced GPWS (EGPWS) to be installed in
turbine aircrafts with maximum takeoff weight above 15,000 kg or carrying more
than 30 passengers. The EGPWS includes predictive terrain hazard warning in one
of its many functions.

Air Traffic Management

21. Air Traffic Management (ATM) is the combination of airborne and ground-
based functions managed in such a way to ensure the safety and efficiency of flight
operations. ATM operational concept embraces the need of shared separation
assurance, improve situational awareness in the cockpits and enhance flight
endurance. With the new airspace architecture, ATM function has been broaden
beyond the air traffic control. Its management concept will include Air Traffic
Services (ATS), Air Traffic Flow Management (ATFM), Air Space Management
(ASM) and all ATM-related aspects of flight operations. Presently, the focus of these
ATM subsystems is geared towards ensuring efficient flow of traffic while
maintaining system safety. It is expected that a fully integrated ATM system will
utilize automation to eliminate or reduce the various constraints imposed by
conventional system. Obviously, the implementation of CNS technologies will serve
to support ATM provided the airspace users equipped with the required capabilities.
This bring into the notion about the feasibility of military aircraft to operate within the
new airspace environment.

IMPLICATIONS ON AIR MOBILITY PLATFORM

Analysis

22. It is crucial for any airforce to understand the capabilities needed to operate
transport aircraft in the GATM environment, its associated benefits, and the
consequences if it chooses to remain non-compliant. As much as military vehicle
15
have to adhere to the rules of the road during peace time operation, the military
aircraft also have to adhere to the civil air traffic regulation. A lot of work have been
undertaken to foster civil-military interoperability i.e. by bringing civil and military
CNS/ATM systems into convergence. The ultimate aim is to ensure military and civil
aircrafts can have access to the same common airspace on equal terms. Since
airspace is a finite resource, the large growth in air traffic is driving the need towards
a more flexible use of airspace as envisioned in the GATM concept. With the
implementation of GATM, preferred routes and reservations are set aside for
properly equipped aircraft since it is more efficient for the system to provide services
to aircraft with the same capabilities in specific airspace segments. Consequently,
those with limited capability are geographically separated (vertically and
horizontally), forced to fly the non-optimum routes or flight profiles, delayed or
denied entry into the airspace altogether. Even though ICAO and civil aviation
authority cannot mandate CNS capability for military aircraft, they can apply
“extortion through exclusion.” Even on day-to-day operation many flights had been
told to return to base (RTB) when the only mode C transponder available in the
cockpit malfunctioned. ATC just would not dare to take the risk by having this
military traffic without altitude reporting transponder within their busy terminal
airspace. Obviously it is not feasible for the military transport aircrafts to operate
using existing avionics that do not satisfy the GATM requirement.

Feasible Solution

23. In order to be totally compliant, military transport such as Hercules C130

procured prior to CNS/ATM era will have to be reequipped its with some or all of the
following CNS equipment:

a. VHF Radio. All military aircraft types will need to be fitted with 8.33
KHz-capable VHF radios in order to be able to operate within core European
35
airspace above FL195. Operation below this level will require standard 25-
KHz voice VHF radio already fitted to any military aircrafts.
16
 b. Data Link. CPDLC has been in operation in most of the regional
airspace. In order to comply with this requirement, aircrafts need to be fitted
with at least VDL Mode-2 data-capable radios. HFDL is also required for
operation within remote continental and oceanic airspace.
c. GNSS and FMS. Since the primary guidance for PBN is based on
GNSS and FMS, this necessitates dual installation of both avionics to satisfy
redundancy. Ideally For stringent requirement i.e. RNP with smaller values,
precision path tracking demands utilization of autopilot or flight director which
already been fitted to the aircrafts. Since there is also a requirement for
avionic system to provide protection against the lost of GNSS signal-in-space
an alternate means in the form of inertial reference unit (IRU) or INS must be
on-board as a final backup. The INS presently fitted to the transport aircraft is
sufficient to serve this function. There is also a need to have a control and
alert systems that have the accuracy and integrity to support RNP
requirement.
d. EFIS. This system is the “interface” between the FMS and the pilots.
This system should be fitted to old C130 while newer CN-235 or CN-295 or
Spartan aircrafts are already EFIS capable.
e. ILS-FM Immunity. In order to operate within European region, the
transport aircraft need to be retrofitted with FM immunity standard that
protects the ILS receiver from the interference caused by FM broadcast
stations.
f. Surveillance Data Link. At least ADS-B will need to be fitted on both
aircraft types to satisfy surveillance requirement.
g. ACAS II and EGPWS. Both of these systems are mandatory for
operation within Continental United States (CONUS) and European regions.
From safety perspective it is a prudent measure to have all aircrafts fitted with
these systems even though they were not operated within the said regions.

Factors to be Considered

24. Since some of the avionics had already existed onboard the old C130
17
aircrafts, the full interoperability compliance is not a daunting task as might appear
to be. However, economic constraints, lengthy procurement cycles and cockpit
integration issues are some of the factors that need to be considered when
embarking on this modernization program. However, it is imperative to modernize
the fleets with CNS/ATM avionic in order not to lose the air mobility criteria. On the
other note, the changing airspace architecture together with the newer avionic
systems presented a challenge for the pilots to be able to cope with the expected
workload in the new cockpit environment. Therefore military pilot should be trained
to the required level of knowledge that permitted him to understand and
comprehend the CNS/ATM functions and flight procedures, competent to optimize
the usage of CNS avionics and be at ease in handling “automation cockpit”.

IMPLICATION ON MILITARY PILOT TRAINING

Compatibility of the Present Training Scheme

25. Normally, military transport pilots have to undergo multi-engine conversion

upon graduating from basic flying training. At basic flying training centre, they had
been exposed to the element of Basic Navigation, Instruments, Radio and
Navigation Aids, Meteorology, Flight Procedures, Human Factors and Limitations,
Crew Resource Management (CRM) and Operation of Performance A aircraft. The
last two subjects were only taught to them at theoretical level. During the multi-
engine conversion, apart from the rigorous training of handling the peculiarities of
multi-engine aircraft, the pilots were also exposed on the practicality of
CRMprocedures. With these settings, it is not really an enormous task to train the
military transport pilot for CNS/ATM environment.

26. The challenge is to readjust their understanding of the conventional airspace

and flight procedures to the new architecture and its requirements. Obviously they
also need to understand the bits and pieces of the equipment and systems that are
working for the GATM. Other than that, hands-on training is also an issue that has to

18
be taken care off during the period where airforce is devoid of sufficient CNS/ATM
airborne platform.

Training for CNS/ATM Environment

27. In general, any training program that is intended for GATM environment must
assure flight crew familiarity with CPDLC procedures, RNP/RNAV system function
and capabilities during normal conditions, RNP/RNAV operational alternative with
failures and degraded capabilities, handling of ADS, ACAS and EGPWS with
particular emphasis on crisis management. Going into details, the required addition
for military pilot training syllabus in order to meet CNS/ATM competency level are as
follows:

a. GATM Concept. This subject should be taught to bring into the

attentions of the pilots the changes that are taking place in the airspace
environment and the procedural requirements.
b. Communication and Navigation Satellite Systems. The pilots should
be exposed to the elements that support these systems such as ground-
based augmentation system, air-based augmentation system, satellite-based
augmentation system and the associated theoretical knowledge of satellite
communication and navigation system.
36
c. Automation Flying Philosophy. CNS/ATM relies on various level of
automation in order to achieve seamless GATM system. Therefore the
aircraft automation must be effectively employed in a standardized,
disciplined and fully integrated in all phases of flight. Since the pilot retains
the authority in determining the optimal use of automation he must be
proficient and knowledgeable to manage all levels of automation
configurations for various phases of flight. Improper understanding of
automation management can lead to mode confusion and loss of situational
awareness. Therefore training for military transport pilot must include the
elements of automation management, mode awareness procedures and the
dangers of mode confusion.
19
 37
d. Threat and Error Management. Within the aviation industry, Threat
and Error Management (TEM) course had been introduced especially for the
pilots to improve safety in complex flight operation. It is a conceptual
framework that was designed to assist the pilots in understanding, the inter-
relationship between safety and human performance in the dynamic and
challenging operational contexts. As its name implies there are three basic
components in the TEM model i.e. threats, error and undesired aircraft
states. TEM proposes that threats (such as conflicting traffic), errors (such as
pilot selecting incorrect automation mode), and undesired aircraft states
(such as departure from RNP required accuracy) are possible occurrences
that flight crew must managed to maintain safety. It appreciates that
effectively managing undesired aircraft states is the last line of defence for
the pilots since not all errors are well-managed and in-effective threat
management should not aggravate into an incident or accident. An important
training point for flight crew is the timely switching from threat management to
error management or from error management to undesired aircraft state
management. For example when the crew had inserted wrong data into FMS
causing conflicting traffic, the crew should disengage automation and fly
manually out from the danger rather than trying to reinsert the correct data
during that situation. Recognizing TEM as a best practice for aviation safety
and normal operation monitoring, ICAO has mandated TEM as part of
licensing and training requirements for private, commercial and airline pilots
as well as the air traffic controllers. Hence it is suggested that this training
should be expanded to the whole cross-section of the military flight crew
members in preparing them for the highly advance automated flight deck.

28. There are many feasible approaches that can be undertaken by any airforce
in order to achieve the training requirements. Airforce can either utilize their existing
assets or taking a more revolutionary approach in out-sourcing the training into
private sector. These are:

20
a. Utilizing VIP Transport Fleet. Normally VIP Transports are CNS/ATM
compliant. Airforce might consider frequent rotation of the flight crew that
operating VIP aircrafts in order to provide all the transport pilots with the
exposure of operating a highly automated flight with CNS/ATM equipments.
b. Introduce ATPL Course. This course thought pilots the in-depth
technical and procedural knowledge of aircraft operations to the standard of
Air Transport Pilot License (ATPL). Graduates of this course can
comprehend advance flight-related issues easier than those who do not. It is
imperative that airforce should design and introduce this course to raise the
level of acquired knowledge of her flight crew as well as preparing them to
obtain ATPL. Airforce should not view pools of ATPL qualified pilot among
her ranks as a threat (they might be leaving at the first opportunity) but rather
as invaluable assets of highly knowledgeable flight crew. Definitely this will
increase the safety and efficiency of flight operation and presented as readily
available assets when the requirement dictates such qualification.
c. Reciprocity with the Airlines. Civil aviation all over the world has
witnessed an unprecedented boom. As the government opened the sky to
Low-Cost Carriers (LCC) operation there is a significant increase in the
number of air passengers. LCC many of them that operated Airbus A320 and
A330 or Boeing B737 that are CNS/ATM compliant had been crying for pilots
to cater for their expanded operation. The situation is aggravated by the
policy of indigenous government of not encouraging expatriates as flight deck
crew. Globally, movement of pilots (shifting from one airline to another) has
also impacted airlines in asia region. Many of its pilots had left for “better
paying cockpits” in the Middle East. It is a situation where the airlines has
advance cockpit aircrafts without enough crew while the airforce having
adequate crew but (presently) does not have enough advance cockpit
aircrafts to train all her crew. Hence airforce should view this situation as an
opportunity to train her pilots in operating airlines aircraft and as well as
helping the growth of indigenous aviation industry. With suitable arrangement
within the legal framework, airforce might explore the opportunity by
seconded her ATPL qualified pilots to the airlines in order to gain experience
21
 in operating advance cockpit compliant to GATM environment. It should be in
38
the spirit of win-win situation. Indonesian Air Force (TNI-AU) had been
doing it for sometime while the Canadian Air Force has the arrangement
where her pilot left the service for employment with the airlines and later on
returning back into service with the newly acquired expertise and
39
experience.
(d) Training Packages. Airfoce can also out-source the training of
her pilots on CNS/ATM familiarization module to the civilian establishment
that conducted the CNS/ATM course for aircrew.

CONCLUSIONS

29. In the early days of aviation, a pilot can fly from one place to another solely
by visual reference to the ground. He decided on his own route, and when more
aircraft climbing up into the sky, pilots often worked these things out themselves by
knowing each other’s schedules to avoid collision. By 1930s the airlines started to
worry about their aircrafts flying and converging into airport without any measure of
40
control or priorities. Two-way radio communication that was introduced into
aviation presented a mean to solve the problem. Consequently air traffic control
centers were set up and gradually pilots started losing their freedom in choose their
own routing within the structured airways. With the rapid growth of aviation industry,
the capacity of the conventional air traffic control systems to sustain the swelling
demand of air traffic reaching towards the limits. By 1983, the ICAO realized that
airspace architecture needs to be redesigned in order to address the situation.

30. During the Tenth Air Navigation Conference, 450 representatives from 85
nation states and 13 international organizations endorsed the concept of CNS/ATM
systems that can solve the problem of “congested sky” by the usage of emerging
technologies. The changes in communication system will evolve around the
requirements to reduce channel congestion, minimizing communication errors and
22
lessen the operators’ workload while providing a more direct and efficient air to
ground linkages by utilizing data link. For the navigation element, worldwide
accurate, reliable and flawless position determination capability had been
dramatically increased with the proliferation RNAV equipments that utilize GNSS
signals. This technology has the advantages of allowing ANSP to structure the
airspace for maximum capacity and providing them with an option to develop
procedures that support lower minima, avoiding noise sensitive area and minimizing
flying time in terminal area. The surveillance element of this system is envisaged to
reduce error in position reports by having a better surveillance system in non-radar
airspace. ADS revolutionized the whole idea of surveillance by visually presenting to
the pilot with the traffic in his vicinity. The overarching vision of ATM is to provide an
autonomous flight profile or free flight for all user of this system. Hence within this
architecture pilots were given back their freedom in choosing their own route
provided their aircrafts are suitably equipped to operate in the new environment.

31. Air forces of the world who share the sky with their civilian counterpart is
significantly implicated with these changes. There is a need for airforce to
reequipped her aircrafts with suitable gadgets and trained her pilots accordingly in
order not to be restricted in her air transportation movement across the globe. In
General, the avionic upgrade that airforce need to procure are FMS, GNSS, FM
Immunity ILS, ACAS II, EGPWS, ADS-B, VDL Mode-2 data link and 8.33KHz
radios. The benefits of answering to CNS/ATM requirement immediately is not only
materialized by having unrestricted air mobility, but it also help airforce to get
prepared for the operation of highly advance Airbus A400M aircraft that might be the
alternative to present C130 that are operated by the airforces of the world.

RECOMMENDATIONS

32. It is recommended that the airforce may undertake a serious consideration to

upgrade her air transport platforms to match the GATM criteria

33. Issues of integrating the new equipments with the present’s avionics can be

23
the subject of further research.

34. Accordingly the military pilot may be trained and exposed to the requirement
of the new airspace environment.

Endnotes
1
ICAO, Global Air Navigation Plan for CNS/ATM Systems, Doc 9750 AN/963, 2002, p II-3-6.
2
Ibid, p I-1-1.
3
CANSO Working Group, Demystifying CNS/ATM, Civil Air Navigation Services Organization, 1999, p 16.
4
Edward Wigfield et al, Mission Effectiveness and European Airspace: U.S. Air force CNS/ATM planning for
Future Years, The Mitre Corporation, 2006, p 5.
5
ICAO, Global Air Traffic Management Operational Concept, Doc 9854, AN458, 2005, pp1-2.
6
ICAO, Global Air Navigation Plan for CNS/ATM Systems, Doc 9750 AN/963, 2002, p 3.
7
Ibid, p I-5-2
8
Ibid.
9
Ibid.
10
Ibid.
11
ARINC: More than 2200 Aircrafts Use VDL Mode 2 Flight Communications, HIS, July 16, 2007
12
Thomas P. Kabaservice, VDL Mode 3 Integrated Voice and Data Link, Harris Corporation GCSD, April 6,
2003.
13
Peter Potocki and Eric Walter, Aeronautical Mobile Communcation Panel, Airbus View on Data Link and VDL
Mode 4, Working Group M, Reykjavik, April, 2003, Appendix H at www.icao.int/anb/panels/acp/WG/M/M7report/
WGM7Appendix_H.doc
14
ARINC, Eleventh Air Navigation Conference, Air-Ground Data Link Implementation; VDL/ATN and HFDL, AN-
Conf/11-WP/55, Montreal, Oct 3, 2003.
15
USAF Scientific Advisory Board, Report on Global Air Navigation System, Volume 1: Summary, December
1997, p 5.
16
David Nakamura, Aeromagazine, Operational Benefits of Performance Based Navigation, Qtr-02/08, pp 13-14.
17
Prior to the development of GALILEO, European Geostationary Navigation Overlay Service (EGNOS) had
been used to augment the two military satellite navigation systems (US GPS and Russian GLONASS) to make
them suitable for civil flying and shipping application.
18
The total navigation error constitutes four elements, i.e. navigation system error, RNAV computation error,
display error and flight technical error (FTE).
19
This statement has been simplified to ease the discussion from the flight crew point of view. RNP is a
navigation requirement and is among the factor to be used in the determination of required separation minima.
Separation standard or minima cannot be determined by the use of RNP in totality. Before any State or ANSP
makes a decision to establish route spacing and aircraft separation minima, the State or ANSP will also consider
the airspace infrastructure which includes surveillance and communications. In addition, other parameters such
as intervention capability, capacity of the airspace, airspace structure and occupancy or passing frequency
(exposure) will also being taken into account. Generally it has been accepted that RNP is the fundamental
parameter in the determination of safe separation standards. This point has to be brought out since the risk of
collision is a function of navigation performance, aircraft exposure, and the airspace system’s ability to intervene
to prevent a collision or maintain an acceptable level of navigation performance. An increase in traffic in a
particular airspace can result in airspace planners considering a change in airspace utilization (e.g. separation
minima, route configuration) while maintaining an acceptable level of risk. In collision risk analysis, this
acceptable level of risk is referred to as the target level of safety (TLS).
20
ICAO, Manual On Required Navigation Performance (RNP), Second Edition, 1999, p 7.
21
FAA, Roadmap for Performance Based Navigation, Evolution for Area Navigation (RNAV) and Performance
Based Navigation (RNP) Capabilities 2006-2025, July 2006, p 6.
22
FMS Technical Newsletter, Honeywell Inc, Vol XXVI, March 1998, p1.
23
Cary Spitzer et al, “The Avionic Handbook: Flight Management Systems”, CRC Press, Boca Raton, 2001 pp
265-270.
24
Performance Based Navigation Manual Volume 1, “Concept and Implementation Guidance”, ICAO, March 07,
2007.
25
Ibid.
26
FAA, Roadmap for Performance Based Navigation, Evolution for Area Navigation (RNAV) and Performance
Based Navigation (RNP) Capabilities 2006-2025, July 2006, p 6.
27
Special European RAN meeting held in Vienna in 1994.
28
Aviation Industry Group, Surveillance, 13 (V8), October 16,2006.
29
ICAO, Global Air Navigation Plan for CNS/ATM Systems, Doc 9750 AN/963, 2002, pp I-7-1 – I-7-3.
30
Loftur Jonasson And Jelanie Jonasson, Introduction to Aeronautical Data Link, Iceland Telecom, Bangkok,
November 19, 2003, pp 17-18.
31
Ibid
32
ICAO, Global Air Navigation Plan for CNS/ATM Systems, Doc 9750 AN/963, 2002, pp I-7-2 – I-7-3
33
Director General of Civil Aviation, Ground proximity Warning System, Airworthiness, Government of India, May
28,1999, pp 1-3.
34
John Law, ACAS II, ACASA/ WP6.1/105 p 5
35
EUROCONTROL, European Organization for Safety of Air Navigation, Safety Plan – 8.33kHz above FL195 in
ICAO EUR Region, European Air traffic Management Programme, March 14, 2006
36
NBAA, NBAA Automated Flight Deck Training Guidelines, Management of Automation, p4.
37
Merritt et al, “Defensive Flying For Pilots: An Introduction to Threat and Error Management”, Texas University,
December 12, 2006.
38
Xinhua, “Indonesian Air Force May Send Pilots for Commercial Flights: Air Force Chief”, People’s Daily
Online, September 12, 2007, at english.people.com.cn/90001/90777/6261237.html
39
Karen Christiuk, “The Maple Leaf, A New Philosophy for Canada’s Air Force”, July 23, 2008, 11 (26) 7.
40
At one stage, a railroad man was called to provide his opinion in solving air traffic problem by deriving the
railroad experience. After appreciating the problem, the railroad man shook his head, laughed and said, “It’s
hopeless. You have got all of it backwards. Railroad has one track en-route and then spread out to many at
terminal. You (air traffic) have many tracks en-route, but then squeeze them all down onto one at terminal. It will
never work.”

BIBLIOGRAPHY

Books and Publications

1. Captain Robert N. Buck, “The Pilot’s Burden: Computers Fly the New Airplanes-or Do
They?” Iowa States University Press, Ames, Iowa, 1994
2. Cary Spitzer et al, “The Avionic Handbook: Flight Management Systems”, CRC Press,
Boca Raton, 2001

Journal and Papers

1. Aviation Industry Group, Surveillance, 13 (V8), October 16, 2006.

2. CANSO Working Group, “Demystifying CNS/ATM”, Civil Air Navigation Service
Organization, 1999.
3. David Nakamura, “Aeromagazine: Operational Benefits of Performance Based
Navigation”, Qtr-02/2008.
4. Director General of Civil Aviation, “Ground proximity Warning System Airworthiness”,
Government of India, May 28,1999.
4. Edward Wigfield et al, “Mission Effectiveness and European Airspace: U.S. Air force CNS/
ATM Planning for Future Years”, The Mitre Corporation, 2006.
5. EUROCONTROL, “European Organization for Safety of Air Navigation, Safety Plan –
8.33kHz above FL195 in ICAO EUR Region”, European Air traffic Management Programme,
March 14, 2006
6. FAA, “Roadmap for Performance Based Navigation, Evolution for Area Navigation (RNAV)
and Performance Based Navigation (RNP) Capabilities 2006-2025”, July 2006.
7. FMS Technical Newsletter, Honeywell Inc, Vol XXVI, March 1998.
8. ICAO, “Global Air Navigation Plan for CNS/ATM System”, Doc 9750, AN/963, 2002.
9. ICAO, “Global Air Traffic Management Operational Concept”, Doc 9854, AN/458, 2005.
10. ICAO, “Manual on Required Navigation Performance”, Second Edition, 1999.
11. Karen Christiuk, “The Maple Leaf, A New Philosophy for Canada’s Air Force”,11 (26),
July 23, 2008.
12. Loftur Jonasson And Jelanie Jonasson, “Introduction to Aeronautical Data Link”, Iceland
Telecom, Bangkok, November 19, 2003.
13. Merritt et al, “Defensive Flying For Pilots: An Introduction to Threat and Error
Management”, Texas University, December 12, 2006.
14. NBAA, “NBAA Automated Flight Deck Training Guidelines, Management of Automation”.
15. Peter Potocki and Eric Walter, “Aeronautical Mobile Communcation Panel, Airbus View
on Data Link and VDL Mode 4”, Working Group M, Reykjavik, April, 2003.
16. Thomas P. Kabaservice,“ VDL Mode 3 Integrated Voice and Data Link”, Harris
Corporation GCSD, April 6, 2003.
17. USAF Scientific Advisory Board, “Report on Global Air Navigation System, Volume 1:
Summary”, December 1997.

18. EUROCONTROL, “Surveillance Roadmap”, European Air Traffic Management

Programme, March 2002.

Internet Websites

1. Xinhua, “Indonesian Air Force May Send Pilots for Commercial Flights: Air Force Chief”,
People’s Daily Online, September 12, 2007, at
english.people.com.cn/90001/90777/6261237.html
assessed on August 28, 2008.
2. Arjun Singh, “Communication, Navigation, Surveillance/Air Traffic Management
(CNS/ATM) Beyond 2012”, GIS Development, Beijing 2004, at
http://www.gisdevelopment.net/technology/gps/ma04082pf.htm

assessed on May 8, 2008.

3. George Marsh, “Q & A: Col Jan Plevka: Military/Civil Interoperability in European

Airspace”, Avionics Magazine, August 1, 2005, at

www.aviationtoday.com/av/categories/military/1043.html

assessed on August 22, 2008.

4. David Rubalcaba, “Unrestricted Global Mobility through Global Air Traffic Management”,
Mobility Forum, May 1997, at

http://findarticles.com/p/articles/mi_qa3744/is_199705/ai_n8763700

assessed on May 11, 2008.

5. Bert Ruitenberg, “CNS/ATM System Implementation: Training and Other Human Factors
Issues”, The International Federation of Air Traffic Controllers’ Association, at
http://www.icao.int/icao/en/ro/rio/speeches/6-Ruitenberg_text.wpd.

assessed on August 08, 2008.

6. ARINC, “VDL Mode 2 Flight Communications Passes a Milestone with 2200 Aircraft
Users”, Brand Management and Communication, June 20, 2007, at

http://www.arinc.com/news/2007/06-20-07.html

assessed on August 1st, 2008.

7. “GNSS and GALILEO Frequently Asked Question” at

http://www.galileoic.org/la/?q=node/188 assessed on August 22, 2008.

assessed on August 22, 2008.

8. Stanislaw Drozdowski, “Changes to ICAO Rules Regarding TCAS RAs (as of 22 Nov
07)”, at http://eurocontrol.int/ra-downlink/gallery/.../ICAO ACAS changes 22Nov07.pdf

assessed on August 25, 2008.

9. ICAO, “Seamless ATM System”, Trans-Regional Airspace and Supporting ATM Systems
Steering Group, May 03, 2007 at

http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/enroute/.../TRASA
S1_WP03_Seamless_ATM_System.pdf

assessed on August 22, 2008.

10.ICAO, “Guidelines for the Implementation of RNP Operations” May 06, 2005 at

http://www.icao.int/icao/en/ro/apac/2005/ARNRTF3_SEACG12/wp04.pdf

assessed on August 22, 2008.

11. ICAO, “Establishment of the National Working Group for PBN and GNSS
Implementation”, Thailand, January 11, 2008 at

www.icao.or.th/meetings/2008/pbn_tf1/ip04.pdf

assessed on August 15, 2008.

12. EUROCONTROL, “Requirement for Military Aircraft”, November 21, 2007 at

http://www.eurocontrol.int/avionics/public/standard_page/165_General.html

assessed on October 19, 2008.

13. EUROCONTROL, “Requirement for Civil Aircraft”, November 21, 2007 at

http://www.eurocontrol.int/avionics/public/standard_page/16_Avionics_civil.html

assessed on August 23, 2008.