AC-03 New Concept in Aviation-5

CATC/ATM/2019/AC-04
AREA CONTROL COURSE
NEW CONCEPTS IN
AVIATION
Trainee’s Handout
JUNE 2019
Version 1.00
Civil Aviation Training College Allahabad

Bamrauli, Prayagraj
Full Member of ICAO Trainair Plus ISO 9001:2015

© 2019 CATC, Allahabad, India
Contents of this document are proprietary of

the Civil Aviation Training College Allahabad,
India. No part of this document shall be
reproduced without prior written permission of
the Executive Director, CATC Allahabad.
Contact Details:
Head of Training & General Manager (ATM)

Airports Authority of India,
Civil Aviation Training College Allahabad,
Bamrauli, Prayagraj-211012 (INDIA)
Phone 0532 - 2580457, Fax-0532 - 2580452,
Email: gmatmcatc@aai.aero
New Concept In Aviation Civil Aviation Training College Allahabad
RECORD OF AMENDMENTS AND CORRIGENDA
AMENDMENTS
No. Section/Page No. Date entered Entered by
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COURSE OBJECTIVE
At the end of the course, the trainee will be able to explain
1. AVIATION SYSTEM BLOCK UPGRADE (ASBU)
2. COLLABORATIVE DECISION MAKING (CDM)
3. AIR TRAFFIC FLOW MANAGEMENT (ATFM)
4. CONTINUOUS DESCENT/CLIMB OPERATIONS (CDO/CCO)
5. FLEXIBLE USE OF AIRSPACE (FUA)
6. ATS INTER-FACILITY DATA LINK COMMUNICATIONS (AIDC)
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TABLE OF CONTENTS
CHAPTER 1 INTRODUCTION .................................................... 9

1.1. EMERGING NEW CONCEPTS IN CNS/ATM ...................................................9
CHAPTER 2 AVIATION SYSTEM BLOCK UPGRADES................ 11

2.1. KEY PRINCIPLES......................................................................................... 11
2.2. UNDERSTANDING MODULES AND THREADS ............................................. 12
2.3. BLOCK UPGRADE TECHNOLOGY ROADMAPS ............................................ 14
CHAPTER 3 COLLABORATIVE DECISION MAKING .................. 17

3.1. BENEFITS TO AIRPORTS ............................................................................ 18
3.2. A-CDM ELEMENTS ..................................................................................... 19
CHAPTER 4 AIR TRAFFIC FLOW MANAGEMENT ..................... 21

4.1. DEMAND CAPACITY BALANCING ................................................................ 21
4.2. ORGANIZATIONAL STRUCTURE OF ATFM INDIA ......................................... 22
4.3. PHASES OF OPERATION ............................................................................. 23
4.4. CIVIL/MILITARY COORDINATION ............................................................... 27
CHAPTER 5 CONTINUOUS DESCENT/CLIMB OPERATIONS

(CDO/CCO) ........................................................................... 29
5.1. CONTINUOUS CLIMB OPERATIONS (CCO) .................................................. 29
5.2. CONTINUOUS DESCENT OPERATIONS ....................................................... 31
5.3. BENEFITS ................................................................................................... 32
CHAPTER 6 FLEXIBLE USE OF AIRSPACE .............................. 33

6.1. AIRSPACE MANAGEMENT........................................................................... 33
6.2. FLEXIBLE AIRSPACE STRUCTURES ........................................................... 35
6.3. BENEFITS ................................................................................................... 36
CHAPTER 7 ATS INTER-FACILITY DATA COMMUNICATION

(AIDC) ........................................................................... 37
7.1. PHASES OF FLIGHT .................................................................................... 37
7.2. FLIGHT DATA EXCHANGE BETWEEN ATSU USING AIDC............................ 38
7.3. BENEFITS ................................................................................................... 39
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FOREWORD
The aviation industry plays a major role in world economic activity and
it remains one of the fastest growing sectors of the world economy. India
is also one of the fastest growing aviation markets in the world. With
rapid rise in air traffic, there is an urgent need for advancement in the
CNS/ATM systems due to inherent limitation of the existing systems and
their inability to cope up with the growing demand of air traffic and the
need for global interoperability in providing seamless CNS/ATM system.
This requires the implementation of advanced CNS/ATM systems that
allow maximum use of enhanced capabilities provided by technological
advancement. As air traffic controllers are integral part of any ATM
system their knowledge is crucial to the successful implementation of
such systems. This handout discusses, for the benefit of trainees, the
basic of Aviation System Block Upgrade, Collaborative Decision Making,
Air Traffic Flow Management, Continuous Descent/Climb Operations,
Flexible Use of Airspace, ATS Inter facility Data Communication.
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CHAPTER 1
INTRODUCTION
The aviation industry plays a major role in world economic activity and
it remains one of the fastest growing sectors of the world economy. There
is a need for advancement in the CNS/ATM systems due to two principal
factors
 Inherent limitations in the current systems, not be able to cope-up
with the growing demand of air traffic; and
 The need for global interoperability in the providing seamless
CNS/ATM system.
This requires the implementations of advanced CNS/ ATM systems that

allow maximum use of enhanced capabilities provided by technological
advancement.
1.1. EMERGING NEW CONCEPTS IN CNS/ATM
Advanced CNS/ATM systems will improve the handling and transfer of

information, extend surveillance and improve navigational accuracy.
This will lead to, among other things, reductions in separation between
aircraft, allowing for increased airspace capacity.
Advanced CNS/ATM ground-based systems will exchange data directly

with flight management systems aboard aircraft through data link. This
will benefit the ATCO by enabling improved conflict detection and
resolution through intelligent processing, providing for the automatic
generation and transmission of conflict free clearances, as well as
offering the means to adapt quickly to changing traffic requirements. As
a result, the ATM system will be better able to accommodate an aircraft’s
preferred flight profile and help aircraft operators to achieve reduced
flight operating costs and delays.
The emerging technologies will support a variety of systems designs and

implementation options.
In this course we will discuss basics of the following concepts –
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 Aviation System Block Upgrade (ASBU) - ASBU Philosophy and

Evolution, Concept of operation, Status and progress in India
 Collaborative Decision Making (CDM) - CDM Philosophy, A-CDM

operational concept, ATMC on A-CDM
 Air Traffic Flow Management (ATFM) - Purpose of ATFM,

Benefits of ATFM, Operational Concept in INDIA.
 Continuous Descent/Climb Operations (CDO/CCO) - Concept of

Continuous Descent Operations (CDO), Continuous Climb
Operations (CCO) and Environmental factors.
 Flexible Use of Airspace (FUA) - FUA philosophy, Civil Military

coordination in India, Concept of operation in India.
 ATS Inter facility Data Communication (AIDC).
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CHAPTER 2
AVIATION SYSTEM BLOCK UPGRADES
To ensure that continuous safety improvement and air navigation

modernization continue to advance hand in hand, ICAO has developed a
strategic approach linking progress in both areas.
The Aviation System Block Upgrades (ASBU) concept advances the ICAO
Global Air Navigation Plan (GANP) (Doc 9750) with the goal of
implementing regional performance improvements.
Aviation System Block Upgrade methodology is a programmatic and

flexible global systems engineering approach that allows all Member
States to advance their Air Navigation capacities based on their specific
operational requirements. The Block Upgrades will enable aviation to
realize the global harmonization, increased capacity, and improved
environmental efficiency that modern air traffic growth now demands in
every region around the world.
2.1. KEY PRINCIPLES
ICAO developed the Block Upgrade global framework primarily to ensure

that aviation safety will be maintained and enhanced, that ATM
improvement programs are effectively harmonized, and that barriers to
future aviation efficiency and environmental gains can be removed at
reasonable cost.
The Block Upgrades incorporate a long-term perspective matching the

clear aircraft- and ground-based operational objectives together with the
avionics, data link and ATM system requirements needed to achieve
them. The overall strategy serves to provide industry wide transparency
and essential investment certainty for operators, equipment
manufacturers and ANSPs.
The core of the concept is linked to four specific and interrelated aviation
performance improvement areas, namely:
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a) Airport operations;
b) Globally-interoperable systems and data;
c) Optimum capacity and flexible flights; and
d) Efficient flight paths.
The performance improvement areas and the ASBU Modules associated

with each have been organized into a series of four Blocks (Block 0, 1, 2
and 3) based on timelines for the various capabilities they contain, as
illustrated the Figure A below.
Figure A - Depicting Block 0–3 availability milestones, performance

improvement areas, and technology/procedure/capability Modules
2.2. UNDERSTANDING MODULES AND THREADS
Each Block is made up of distinct Modules, as shown in the previous

illustration. Modules only need to be implemented if and when they
satisfy an operational need in a given State, and they are supported by
procedures, technologies, regulations or Standards as necessary, as well
as a business case.
A Module is generally made up of a grouping of elements which define

required CNS Upgrade components intended for communication
systems, air traffic control (ATC) ground components, decision support
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tools for controllers, as well as for aircraft. The combination of elements

selected ensures that each Module serves as a comprehensive and
cohesive deployable ground-based or airborne performance capability.
A series of dependent Modules across consecutive Blocks is therefore

considered to represent a coherent transition Thread in time, from basic
to more advanced capability and associated performance. Modules are
therefore identified by both a Block number and a Thread Acronym, as
in Figure B. In this illustrated example of FICE Thread, note that the
Modules in each consecutive Block feature the same Thread Acronym,
indicating that they belong to the same operational improvement
process.
Each Thread describes the evolution of a given capability through the

successive Block timelines as each Module is implemented realizing a
performance capability.
Block 0 features Modules characterized by technologies and capabilities

which have already been developed and implemented in many parts of
the world today. It therefore features a near-term availability milestone,
or Initial Operating Capability (IOC), of 2013 based on regional and State
operational need. Blocks 1 through 3 are characterized by both existing
and projected performance area solutions, with availability milestones
beginning in 2019, 2025 and 2031 respectively.
Associated timescales are intended to depict the initial deployment
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targets along with the readiness of all components needed for

deployment. It must be stressed that a Block’s availability milestone is
not the same as a deadline. Though Block 0’s milestone is set at 2013,
for example, it is expected that the globally harmonized implementation
of its capabilities (as well as the related Standards supporting them) will
be achieved over the 2013 to 2018 time frame. The same principle applies
for the other Blocks and therefore provides for significant flexibility with
respect to operational need, budgeting and related planning
requirements.
While the traditional air navigation planning approach addresses only

ANSP needs, the ASBU methodology calls for addressing regulatory as
well as user requirements. The ultimate goal is to achieve an
interoperable global system whereby each State has adopted (approved
and deployed) only those technologies and procedures corresponding to
its operational requirements.
2.3. BLOCK UPGRADE TECHNOLOGY ROADMAPS
Technology Roadmaps complement the ASBU Modules by providing

timelines for the technology that will support the communications,
navigation and surveillance (CNS), information management (IM) and
avionics requirements of the global air navigation system.
These Roadmaps provide guidance for infrastructure planning (and

status) by indicating on a per-technology basis, the need for and
readiness of:
a) Existing infrastructure;
b) ICAO Standards and guidance material;
c) Demonstrations and validations;
d) Initial operational capability (IOC) of emerging technologies; and
e) Global implementation.
While the various Block Upgrade Modules define the expected

operational improvements and drive the development of all that is
required for implementation, the Technology Roadmaps define the
lifespan of the specific technologies needed to achieve those
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improvements. Most importantly, they also drive global interoperability.
Investment decisions are needed well in advance of the procurement and

deployment of technology infrastructure. The Technology Roadmaps
provide certainty for these investment decisions as they identify the
prerequisite technologies that will provide the operational improvements
and related benefits. This is critically important as investments in
aviation infrastructure are hardly reversible and any gap in technological
interoperability generates consequences in the medium- and long-term.
They are also useful in determining equipment life-cycle planning, i.e.

maintenance, replacement and eventual decommissioning. The CNS
investments represent the necessary baseline upon which the
operational improvements and their associated benefits can be achieved.
Acronyms
FFICE Flight and Flow Information for Collaborative Environment SWIM
System wide Information Management
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CHAPTER 3
COLLABORATIVE DECISION MAKING
Airport-CDM is a concept which aims to improve operational efficiency

at airports by reducing delays, improving the predictability of events
during the progress of a flight and optimizing the utilization of resources
and infrastructure.
An operational problem or disturbance is normally the result of a

sequence of events. The root causes often originate from a lack of
collaboration between the airport partners.
A-CDM is about partners working together more efficiently and

transparently in how they work and share data. Improved decisions
based on more accurate and timely information can be taken with A-
CDM implementation, resulting in all airport partners having the same
shared operational picture, with the same meaning to all involved. It
allows each A-CDM Partner to optimize their decisions in collaboration
with other A-CDM Partners, knowing their preferences and constraints
with the actual and predicted situation.
A-CDM focuses especially on aircraft turn-round and pre-departure
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sequencing processes, improving the predictability of events. Increased

predictability gives significant benefit for all stakeholders by raising both
productivity and cost-efficiency.
The decision making by the A-CDM Partners is facilitated by the sharing

of accurate and timely information and by adapted operational
procedures, mechanisms and tools. The main A-CDM Partners are:
a) Airport Operator
b) Aircraft Operators
c) Ground Handlers
d) The Air Navigation Service Provider (ATC)
e) ATFM – CCC
f) Support services (Police, Customs and Immigration etc)
3.1. BENEFITS TO AIRPORTS
a) For the Airport Operator, improved use of stands/gates leads to

fewer late stand changes. More stable traffic flows and reduced taxi
times make for fewer queues on runways and less congestion on
the apron or taxiways.
b) As an Aircraft Operator, enhanced awareness of the status and
location of aircraft, as more accurate aircraft arrival times as well
as improved departure sequence information are available. Fuel
burn due to queues at the runway threshold will be reduced; this
naturally has both economic and environmental benefits.
c) Air Traffic Control will benefit from improved runway and capacity
planning. More accurate take-off time predictions will help the
CCC make more precise calculations of network demand. This
enhanced flow and capacity management will result in better
ATFM slot allocation, improved compliance and a reduced number
of missed slots.
d) The Ground Handler will benefit from having more accurate in-
block times for arrivals, as well as from knowing the exact time
departing aircraft have been given start-up clearance. This makes
for more accurate planning and a more efficient use of resources.
Passengers will benefit from reduction in delays and fewer missed
connections. After disruptions, recovery will be faster. Also for
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arrivals, more accurate information can be delivered to Flight

Information Display Systems and service desks.
e) Along with this increased predictability, Airport CDM brings
myriad other benefits for airports, such as environmental impact
reduction and enhanced planning of the turn-around, to name but
two.
3.2. A-CDM ELEMENTS
The A-CDM concept is divided in the following elements:
a) Airport CDM Information Sharing – defines the sharing of accurate

and timely information between the Airport CDM Partners in order
to achieve common situational awareness and to improve traffic
predictability. It is the core A-CDM Element and the foundation for
the other Airport CDM Elements.
b) CDM Turn-round Process – Milestones Approach – this describes
the progress of a flight from the initial planning to the take off from
a CDM-A by defining Milestones to enable close monitoring of
significant events. The aim is to achieve a common situational
awareness and to predict the forthcoming events for each flight.
The CDM Turn-round Process combined with the A-CDM
Information Sharing Element is the foundation for the other A-
CDM elements.
c) Variable Taxi Time Calculation – this consists of calculating and
distributing to the Airport CDM Partners accurate estimates of
taxi-in and taxi-out times to improve the estimates of in-block and
take off times. The complexity of the calculation may vary
according to the needs and constraints at the A-CDM. The aim is
to improve the traffic predictability.
d) Collaborative Management of Flight Updates – this consists of
exchanging Flight Update Messages (FUM) and Departure
Planning Information (DPI) messages between the Network
Manager and a CDM-A to provide estimates for arriving flights to
CDM Airports and improve the ATFM slot management process for
departing flights. The aim is to improve the coordination between
Air Traffic Flow and Capacity Management (ATFCM) and airport
operations at a CDM-A.
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e) Collaborative Pre-departure Sequence is the order that aircraft are

planned to depart from their stands (push off blocks) taking into
account partners’ preferences (note: It should not be confused with
the pre-take off order where ATC organize aircraft at the holding
point of a runway). The aim is to enhance flexibility, increase
punctuality and improve slot-adherence, allowing the airport
partners to express their preferences.
f) CDM in Adverse Conditions – this consists of a collaborative
management of the capacity of a CDM-A during periods of a
predicted or unpredicted reduction of capacity. The aim is to
achieve a common situational awareness among the Airport CDM
Partners, including better information for the passengers, in
anticipation of a disruption and expeditious recovery after the
disruption.
g) Advanced CDM – as yet undefined, this will enhance and extend
common situational awareness and increase collaboration
between airport partners by utilizing advanced technologies and
linking with advanced tools, i.e. A-SMGCS, AMAN / DMAN.
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CHAPTER 4
AIR TRAFFIC FLOW MANAGEMENT
Every airport has a finite capacity, it can safely handle only so many
aircraft per hour. This capacity depends on many factors, such as the
number of runways available, layout of taxiways and current or
anticipated weather. The weather can cause large variations in capacity;
strong winds may limit the number of runways available, and poor
visibility may necessitate increase in spacing between aircraft.
When an air traffic control unit that will control a flight reaches capacity,
arriving aircraft are directed towards holding patterns where they hold
until it is their turn to land. However, aircraft flying in hold is an
inefficient and costly way of delaying aircraft, so it is preferable to keep
them on the ground at their place of departure. This way, the delay can
be waited out on the ground with engines off, saving considerable
amounts of fuel.
Air traffic in India continues to grow rapidly and this trend is likely to
continue to expand into the future. Increased traffic is expected at many
of the existing airports. This increase in demand requires a
corresponding effort to utilize system capacity efficiently.
4.1. DEMAND CAPACITY BALANCING
Air traffic flow management (ATFM) is the regulation of air traffic in order
to avoid exceeding airport or air traffic control capacity in handling
traffic, and to ensure that available capacity is used efficiently.
ATFM will enable improved management of demand and capacity,

through collaborative usage of decision-support tools thus ensuring
most efficient use of airspace resources, equitable access for all airspace
users, accommodate user preferences and ensuring that demand on an
airspace resource will not exceed its capacity.
Demand and capacity balancing will allow airspace users to optimize

their participation in the ATM system while mitigating conflicting needs
for airspace and aerodrome capacity.
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Demand and capacity management aims to maximize the ATM system

capacity whilst minimizing the effects of constraints. This will achieve
system-wide traffic optimization through the application of demand and
capacity balancing and traffic synchronization.
4.2. ORGANIZATIONAL STRUCTURE OF ATFM

INDIA
a) The C-ATFM structure consists of a Central Command and Control

Center (CCC) networked with Flow Management Positions (FMP) at
major ACCs, APP units and Aerodrome Towers (TWR).
b) The CCC is also accessible via WEB (internet) through secured
access from selected Towers not directly connected to ATFM
network.
c) The C-ATFM is envisaged to function in a collaborative manner.
Access to the ATFM system for selected CDM Partners is granted
through secured CDM portal.
d) The CCC is located at Delhi along with a backup and training
facility.
4.2.1. ORGANIZATIONAL STRUCTURE
The ATFM organizational structure breaks into three layers. The first
layer is the AAI Central Command and Control Center (CCC). The second
layer includes all the twelve Area Control Center (ACC) Traffic
Management Units (TMUs). The third layer includes selected Approach
Control facilities with Approach Traffic Management Units (APP TMUs)
and selected Airport Traffic Control Tower (TWR) facilities with Airport
ATC Tower Traffic Flow Management Units (TWR TMUs).
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4.3. PHASES OF OPERATION
At the top level, ATFM is an iterative process that can be divided into four
phases to gain a better focus on its particular tools. This iterative process
will increase the effectiveness and efficiency of air traffic operations.
Each phase is differentiated by factors including time, scale, focus, and
goals. Regardless of the phase, it is important to note that adjustments
in one phase or area may potentially impact other phases in the ATFM
system.
4.3.1. STRATEGIC MANAGEMENT PHASE
The strategic management phase occurs prior to events up to one week

before the execution date. Its management focus is mainly on scheduled
flight plans. The goals are to pre-arrange scheduled flight plans, based
on the system’s general capacity, to avoid planned flow demands
exceeding capacity, develop ATFM schemes for large airspace use events,
and offer suggestions on improving long-term development of ATC
methods and airspace design.
The ATFM strategic phase seeks a greater dialog between ATFM partners
and capacity “providers” in order to analyze airspace, airport and ATC
restrictions, seasonal weather changes and significant meteorological
phenomena. It also seeks to identify, as soon as possible, any possible
discrepancies between demand and capacity in order to jointly define
possible solutions with the least impact on traffic flows. These solutions
would not be frozen in time, but would be applicable according to the
demand foreseen in this phase.
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The main output of this phase is the creation of a list of hypotheses,

some of which are disseminated in aeronautical information publications
that, through capacity forecasts, allow planners to find solutions for
problem areas while improving support to ATFM by anticipating the
solution to possible traffic configurations.
4.3.2. PRE-TACTICAL MANAGEMENT PHASE
The pre-tactical management phase occurs about seven days to one day
before the execution date. Its management focus is mainly on non-
scheduled flight plans, planned large (special) events, and applying
forecast airspace constraints to the ATFM models. The goals are to avoid
flow demands exceeding capacity given the forecast conditions of the
existing flight plan and predicted system capacity, and to adjust the
schemes of large (special) events.
Measures to be taken from one day to six hours prior to the operation, a
definition which differs from the one described in the Procedures for Air
Navigation Services - Air Traffic Management document (PANS-ATM),
which specifies that the measure has to be taken more than one day
prior to the date in which it will become effective. The pre-tactical phase
involves the study of the demand for the day of the operation (since 48
hours before), comparing it with the capacity available on that day,
adjusting the plan developed in the ATFM strategic phase, or determining
different measures as necessary.
The main objective of the pre-tactical activity is to optimize capacity

through a more effective organization of resources, based on the foreseen
traffic demand (for example, sector configuration management, use of
alternate flight procedures, etc.).
The work methodology consists in maintaining an optimum collaborative

capacity (CDM) and is based on a close relationship between the ATFM
unit, the air traffic management positions (TMUs) at the air traffic control
centers or ATC units and the other corresponding partners (airspace
managers, airlines).
The final result is a plan that describes the necessary capacity resources
and the measures still pending for regulating traffic. This activity uses
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hypotheses developed in the strategic phase and adjusts them to the

expected situation. The time limits of the activity are related to the
precision of the forecasts (one week at the most) and to the capacity of
the different partners.
The flight intention of air operators should be consistent with the plan
developed during the strategic phase and with the adjustments made
during the pre-tactical phase. The success of the activity depends to a
large extent on the quality of human relations and mutual trust, as well
as on the precision, reliability and timeliness of the information
exchanged. All this requires an effective combination of technical and
diplomatic abilities to attain optimum results.
Twenty four hours before the operation, a last review should be carried
out in consultation with the affected ATC units, in order to determine the
definitive ATFM measures, which shall be published through the
corresponding ATFM messaging before the operations are affected.
4.3.3. TACTICAL MANAGEMENT PHASE
Tactical management generally starts on the day of execution and lasts

to the completion of the day’s ATFM initiatives. Since traffic flow
projections increase in accuracy as they approach the real time event,
often the tactical phase has a rolling boundary between it and the pre-
tactical or strategic phase of only hours. Its management focus is on
executing flight plans, monitoring air traffic, evaluating capacity and
demand issues/constraints, and implementing TMIs. The goal is to avoid
flow demands exceeding capacity by recognizing and managing the
differences that occur between the proposed flight plans, the Filed Flight
Plans (FPL), and the active, in-the-air flight paths.
During this phase, measures are adopted six hours in advance of the
operation. Tactical management of traffic flows and capacity involves
considering, in real time, those events that affect the plan, and making
the necessary modifications.
The main objective is to minimize disturbances and take advantage of

any opportunities that may arise. The need to adjust the original plan
may result from staffing problems, significant meteorological
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phenomena, crises and special events, unexpected opportunities or

limitations related to ground or space infrastructure, more precise flight
plan data (FPL), the revision of sector capacity values, etc.
The provision of real information is of vital importance in this phase,

since it permits short-term forecasts, including the impact of any event.
There are different types of solutions that may be applied, depending on
whether the aircraft are already airborne or about to take off. Interaction
with traffic synchronization is essential to reach the best compromise.
Proactive planning and management phases use all the information

available on forecasts. It is also of vital importance to make
improvements to the aforementioned phases based on relevant
information.
The tactical activity is aimed at ensuring that the measures taken during
the strategic and pre-tactical phases solve the demand/capacity
problems in the flows or areas of application, and that the measures
taken are the minimum required and unnecessary measures are avoided.
It also seeks to ensure that ATC resources are properly used and that
the existing capacity is maximized without jeopardizing safety.
It should also be borne in mind that existing delays are equitably

distributed among operators. To this end, real-time monitoring of the
ATFM Plan is required in close contact with the ATC.
In this tactical phase, the main ATFM measure is the application of ATFM
slots, trying to avoid major penalties for the operators.
4.3.4. POST ANALYSIS PHASE
Post analysis begins after the completion of the day’s ATFM process. Its
analysis object is executed flights. The goal is to record, collect, and
analyze the air traffic operations and ATFM process. Analysis of ATFM
allows for ongoing review of ATFM initiatives and results. This phase
feeds relevant information regarding airspace management, ATC, and
ATFM back to all levels of the ATFM team and system stakeholders. Post-
analysis is also a static process since it aims at statistics and analysis of
existing facts.
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However, from the perspective of the airspace users, the requirement to

file accurate flight plans early in order to solve flow problems during the
strategic and pre-tactical phases conflicts with the requirement of using
airspace flexibly. Therefore, while developing the ATFM system,
emphasize ATFM in the strategic and pre-tactical phases, but keep in
mind that the tactical phase is the most important phase. In fact, the
tactical ATFM process is by far the most diversified and complicated and
will be the focus of this Concept of Operations. This operational concept
will explore the tactical ATFM in detail and briefly describe the process
of strategic management, pre-tactical management, and post analysis.
4.4. CIVIL/MILITARY COORDINATION
a) ATFM principles are equally applicable to both civil and military

flights operated in accordance with civil rules. Civil/military
coordination will provide more flexibility to AUs, thanks to the
greater availability of both information and airspace. It is, however,
essential to integrate that some missions will remain incompatible
with civil aviation. These missions may be military operations,
operations conducted in support of security requirements, live
weapons firing, space operations or others. National policies will
establish the degree of civil/military coordination in terms of air
traffic management within each State. Military participation in a
regulated aeronautical information infrastructure will therefore
remain subject to national considerations.
b) The processes aiming to a flexible use of airspace involves an
optimum sharing of airspace under appropriate civil/military
coordination to achieve the proper separation between civil and
military flights, thus reducing the need for permanent airspace
segregation
c) Benefits of civil/military coordination include:
i) Operational savings for flights thanks to reductions of flight time,
distance flown and fuel consumption;
ii) Route network optimization for the provision of ATS and the
associated sectoring, providing ATC capacity increases and a
reduction of delays of air traffic in general;
iii) More efficient air traffic flow separation procedures;
iv) Reduced ATC workload through a reduction of airspace congestion
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and choke points;
v) Real-time provision of capacity in line with AUs operational

requirements; and
vi) Definition and use of temporary reservation of airspace more in

keeping with operational military requirements, in a way that
responds optimally to their specific requirements.
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CHAPTER 5
CONTINUOUS DESCENT/CLIMB OPERATIONS
(CDO/CCO)
Continuous Climb and Descent Operations (CCO and CDO) are aircraft
operating techniques enabled by airspace design, instrument procedure
design and facilitated by Air Traffic Control (ATC).
CCO and CDO allow aircraft to follow a flexible and optimum flight path
that delivers major environmental and economic benefits - reduced fuel
burn, gaseous emissions, noise and fuel costs - without any adverse
effect on safety (Reference ICAO Doc 9993 and ICAO Doc 9931).
CCO and CDO operations allow arriving or departing aircraft to descend

or climb continuously, to the greatest extent possible. Aircraft applying
CCO use optimum climb engine thrust and climb speeds until they reach
their cruising levels. With CDO, aircraft use minimum engine thrust,
ideally in a low drag configuration, prior to the final approach fix. These
techniques result in more time being spent at more fuel efficient higher
cruising levels, hence significantly reducing fuel burn and lowering
emissions and fuel costs.
5.1. CONTINUOUS CLIMB OPERATIONS (CCO)
Continuous Climb Operations (CCO) is an aircraft operating technique

facilitated by the airspace and procedures design and assisted by
appropriate ATC procedures, allowing the execution of a flight profile
optimised to the performance of aircraft, leading to significant economy
of fuel and environmental benefits in terms of noise and emissions
reduction.
5.1.1. DESCRIPTION
The optimum vertical profile of a departing aircraft is a continuously

climbing path with optimal fuel conserving climb rate. The fuel used in
climbing to the most fuel efficient level can be a significant part the
overall fuel used for the flight. CCO allows the aircraft to reach the initial
cruise flight level at optimum air speed with optimal engine thrust
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settings, thus reducing total fuel burn and emissions for the whole flight.
When CCOs are in effect, appropriate airspace design and ATC
procedures should be used to avoid the necessity of resolving potential
conflicts between the arriving and departing traffic flows through ATC
level or speed constraints.
5.1.2. ADVANTAGES OF CCO
a) Fuel economy due to more fuel-efficient aircraft performance;

b) Reduction in both flight crew and controller workload through the
design of procedures requiring less ATC intervention;
c) Reduction in the number of required radio transmissions - in
general a published CCO-based procedure should require fewer
controller radio transmissions than vector based departure
procedures due to the fact that the complete aircraft trajectory is
issued via the SID prior to departure.
d) Environmental benefits through reduced fuel burn and potential
aircraft noise mitigation through thrust and height optimisation;
5.1.3. RESTRICTIONS
In real life fully optimal CCOs to the top of climb may not be always
possible, due to a number of reasons:
a) Limited airspace: Insufficient amount of vertical airspace to be
reserved to protect the climb due to interactions with other traffic
flows, particularly pronounced in busier airspaces.
b) Terrain and obstacles: risks to obstacle clearances associated with
lower performing aircraft.
c) Environmental restrictions: noise abatement procedures might be
in effect which may impose restrictions to the optimal departure
climb.
d) ATC Procedures: procedures (such as radar handoff local
procedures, or specific flight level allocation specified in letters of
agreement with adjacent ATC units) and SID designs might impose
restrictions to the continuous climb.
e) Weather avoidance: when weather avoidance is in effect the CCO
procedures are normally cancelled due to the inability of departing
aircraft to follow the published CCO-based departures.
Page 30
Despite the aforementioned restrictions, the implementation of CCO can

provide significant benefits even over shorter sections of the climb.
5.2. CONTINUOUS DESCENT OPERATIONS
Continuous Descent Operations (CDO) is an aircraft operating technique

in which an arriving aircraft descends from an optimal position with
minimum thrust and avoids level flight to the extent permitted by the
safe operation of the aircraft and compliance with published procedures
and ATC instructions.
The objective of a CDO is to reduce aircraft noise, fuel burn and

emissions by means of a continuous descent, so as to intercept the
approach glide path at an appropriate altitude for the distance to
touchdown.
Keeping aircraft as high as possible for as long as possible can be more

effective at reducing noise impact on the ground than Low-Power/Low
Drag techniques alone.
5.2.1. APPROACH PROFILES: CDO VERSUS NON-CDO
In a conventional, non-CDO, approach the aircraft descends stepwise,

with portions of level flight in-between. By performing a CDO the aircraft
remains higher for longer and operates at lower engine thrust. Both of
these elements induce a reduction in fuel use, emissions and noise along
the descent profile prior to the point at which the aircraft is established
on the final approach path.
The ideal CDO starts at the top of descent and ends when the aircraft
starts the final approach and follows the glide slope to the runway.
Typically CDOs are not possible all the time, not for all arriving flights
and not always for the whole descent profile. But at more and more
airports measures are taken to use CDO to the extent possible and to
gradually increase the percentage of CDO-flights.
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5.3. BENEFITS
There is a difference in design philosophy between CCO and continuous

descent operations (CDO). In surveillance environments the CCO design
should take into account that tactical changes to the flight path, initiated
by ATC, may be desirable. In general CDO aircraft should be left on the
designed route and not given a vector “shortcut” because a CDO is
already descending at flight idle and thus descending at the steeper angle
a shortcut requires may lead to an unstable approach. In contrast, ATC
tactical shortcutting of a CCO departure to take advantage of observed
aircraft climb performance is desirable because it saves both flight
mileage and time. The potential for tactical shortcutting should be
considered in any CCO design, as well as the fact that other flow
restrictions potentially restrict the opportunity of ATC to provide tactical
shortcuts.
A single CCO or CDO compared to a non-optimised climb or descent

profile can result in fuel savings of 50 - 200 kilograms of fuel per flight.
ICAO estimated that savings from the planned implementation of CCO
and CDO in Europe could save as much as 500 kilotons of fuel per year.
Using CDO can reduce noise by 1-5dB compared to a non-CDO
operation. (Source: European Joint Industry CDO Action Plan).
Page 32
CHAPTER 6
FLEXIBLE USE OF AIRSPACE
Flexible Use of Airspace (FUA) is an airspace management concept based

on the principle that airspace should not be designated purely as civil or
military, but rather as a continuum in which all user requirements are
accommodated to the greatest possible extent.
Any necessary airspace segregation is temporary, based on real-time

usage within a specific time period.
6.1. AIRSPACE MANAGEMENT
The FUA Concept has been developed at the three Levels of Airspace
Management that correspond to Civil/Military co-ordination tasks. Each
Airspace Management level has an impact on the others:
6.1.1. LEVEL 1 – STRATEGIC ASM –
Establishment of pre-determined airspace structures - definition of the

national airspace policy and establishment of pre-determined airspace
structures;
Strategic Level is the high level definition and review of the national
airspace policy, taking into account national and international airspace
users and ATS providers’ requirements.
National High-Level Airspace Policy Body [NHLAPB] formulates the

national policy for airspace management taking into account national
airspace users and ATS providers’ requirements.
It consists of a joint civil-military process for formulating the national

ASM policy and to carry out the necessary strategic planning work for
conducting airspace management activities, taking into account national
and international airspace users’ requirements, within the framework of
national security requirements.
Page 33
Related tasks include the establishment of the airspace organisation, the

planning and the creation of permanent and temporary airspace
structures and the agreement of priorities and negotiation procedures.
6.1.2. LEVEL 2 - PRE-TACTICAL ASM –
Day -to-day allocation of airspace according to user requirements;
Pre-tactical Level is the conduct of operational management within the

framework of the structures and procedures defined at Level 1.
The Pre-Tactical tasks include the day-to-day allocation of airspace and

the communication of airspace allocation data to all the parties
concerned.
A joint civil/military Airspace Management Cells (AMCs) is established

to conduct day-to-day airspace allocation. It allocates the required
airspace on a day-to-day basis to the users in a decisive, timely and
efficient manner.
It promulgates each day to all parties concerned the airspace allocation

decision for the following day by transmitting an Airspace Use Plan
(AUP).
6.1.3. LEVEL 3 - TACTICAL ASM –
Real-time use of airspace allowing safe Operational Air Traffic & General
Air Traffic (OAT & GAT) operations.
Tactical Level consists of the activation, de-activation or real-time

reallocation of the airspace allocated at Level 2 and the resolution of
specific airspace problems and/or individual traffic situations between
Operational Air Traffic (OAT) and General Air Traffic (GAT).
Related tasks include the prompt exchange of data with or without

system support between the relevant civil and military ATS units to
permit the safe and expeditious conduct of both Operational Air Traffic
(OAT) and General Air Traffic (GAT) flights.
Page 34
6.2. FLEXIBLE AIRSPACE STRUCTURES
The Concept of the Flexible Use of Airspace is based on the potential

offered by adaptable airspace structures and procedures that are
especially suited to temporary allocation and utilization, such as
Conditional Routes (CDR), Temporary Reserved Areas (TRA) and
Temporary Segregated Areas (TSA). The use of these airspace structures
is enabled through specific processes and procedures.
6.2.1. CONDITIONAL ROUTE (CDR)
A Conditional Route (CDR) is an ATS route or a portion thereof which

can be planned and/or used under certain specified conditions only.
CDRs permit the definition of more direct and alternative routes by
complementing and linking to the existing ATS route network.
It is Non-permanent ATS route or portion thereof which can be planned

and used under specified conditions.
According to their foreseen availability and flight planning possibilities,

CDRs are divided into the following categories:
a) Category One: Permanently Plannable CDR - CDR1 are available
for flight planning during periods of time published in the AIP.
b) Category Two: Non-Permanently Plannable CDR - CDR2 may be
available for flight planning. Flights may only be planned on a
CDR2 in accordance with conditions published daily in the AUP.
c) Category Three: Not Plannable CDR – CDR3 are not available for
flight planning. Flights must not be planned on these routes but
ATC units may issue tactical clearances on such route segments,
when made available.
6.2.2. TEMPORARY AIRSPACE RESERVATION AND

ALLOCATION
Temporary airspaces are established in response to the need for civil,

military, R&D, training, test flights or activities of temporary nature, in
accordance with national policy and allocated by AMCs for specific
activities. Temporarily reserved airspaces, which are published in AIP,
can be classified into the following two types, based on whether the
Page 35
airspace offers transit possibility to non-participating aircraft:

a) Temporary Reserved Area (TRA)
b) Temporary Segregated Area (TSA)
The fundamental difference between TRA and TSA lies is in the fact that,
if, due to the nature of the activity, segregation is needed to protect
participating and non-participating traffic, only TSA applies. Tactical
crossing of the area should not be allowed when the TSA is activated.
TRA allows tactical crossing of the area in coordination with the
Controlling Authority.
In the context of the FUA Concept, all TRAs and TSAs are airspace
reservations subject to management and allocation at ASM Level 2
through AMCs.
6.3. BENEFITS
The Implementation of the Concept of the Flexible Use of Airspace

benefits both civil and military aviation with:
 flight economy offered through a reduction in distance, time and
fuel;
 the establishment of enhanced Air Traffic Services (ATS) route
network and associated sectorisation providing:
o an increase in Air Traffic Control (ATC ) capacity;
o a reduction in delays to General Air Traffic;
 more efficient ways to separate Operational and General Air

Traffic;
 enhanced real-time civil/military coordination;
 a reduction in airspace segregation needs;
 the definition and use of Temporary Segregated Areas that are
more closely in line with military operational requirements and
more generally that better respond to specific military
requirements in tactical phase.
Page 36
CHAPTER 7
ATS INTER-FACILITY DATA COMMUNICATION
(AIDC)
ATS Inter-facility Data link Communications (AIDC) is a data link

application that provides the capability to exchange flight data between
automated ATM systems located at different ATSUs (Air Traffic Services
Units).
ICAO has recognized ATS Inter-facility Data Communications (AIDC) as

an effective tool to reduce manual intervention and ground-ground
coordination errors between adjacent ATS Units.
7.1. PHASES OF FLIGHT
7.1.1. NOTIFICATION PHASE
An ATSU receives information during the Notification phase on a flight

which will at some future time enter its Area of Common Interest (ACI).
7.1.2. COORDINATION PHASE
The transferring ATC unit coordinates the conditions of transfer of

control and if necessary, the accepting ATC unit counter‐coordinates the
acceptance conditions for the flight to be transferred. There are several
Page 37
types of coordination dialogues which may occur, depending on where

the aircraft is and what previous dialogues have occurred.
7.1.3. TRANSFER OF CONTROL PHASE
This phase occurs when the Controlling ATSU relinquishes control of the
flight to the receiving ATSU and the accepting ATSU accepts the control
of flight.
7.2. FLIGHT DATA EXCHANGE BETWEEN ATSU

USING AIDC
•ABI (Advance Boundary Information) is transmitted automatically by the

automation system at time or position (adaptable) before the common boundary
to give advance information on flights prior to coordination. Changes to a
ABI previously transmitted ABI shall be communicated by the automation system
automatically by means of another ABI.
•At a Variable System Parameter (VSP) time (between 30 min-80min) an

Advance Boundary Information message is generated by Flight Data Processing
System (FDPS) and transmitted through Aeronautical Telecommunication
ABI Network (AFTN) or other telecommunication means.
•EST (Coordination Estimate) is transmitted automatically by the automation

system at time or position (adaptable) before the common boundary to inform
the receiving centre of the crossing conditions for a flight and to indicate that
the conditions are in compliance with agreements between the two ATS units.
EST EST messages are transmitted only when the flight overflies an agreed
Coordination Point (COP). In all other cases a CPL is sent.
•At a VSP distance from the transfer of control point (TCP) an Estimate Message
(EST) is generated and transmitted by FDPS.
EST
•The receiving ATM system FDPS either accepts (ACP) or rejects (REJ) the EST.
ACP/REJ The success or failure is displayed to the controller.
•The Estimate is processed by FDPS at receiving end and displayed to controller.

Display
Page 38
7.3. BENEFITS
Reduced ATCO workload and increased data

Improved integrity supports reduced separation. This
capacity translates directly to cross sector or boundary
capacity flow increases.
The reduced separation can also be used to more
Increased frequently offer aircraft flight levels closer to the
efficiency flight optimum; in certain cases, this also translates
into reduced en-route holding.
The use of standardised interfaces reduces the cost
of development, allows ATCOs to apply the same
Improved global
procedures at the boundaries of all participating
interoperability
centres and border crossing becomes more
transparent to flights.
Greater accuracy of flight plan information
Enhanced
enhances the ATCO’s ability to tactically plan for
safety
and properly control the flight.
Increase of throughput at ATSU boundary and
Improved Cost reduced ATCO workload will outweigh the cost of
Benefit FDPS software changes. The business case is
dependent on the environment.
Page 39

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CATC/ATM/2019/AC-04

AREA CONTROL COURSE

Civil Aviation Training College Allahabad

Full Member of ICAO Trainair Plus ISO 9001:2015

Contents of this document are proprietary of

Head of Training & General Manager (ATM)

RECORD OF AMENDMENTS AND CORRIGENDA

No. Section/Page No. Date entered Entered by

At the end of the course, the trainee will be able to explain

1. AVIATION SYSTEM BLOCK UPGRADE (ASBU)

2. COLLABORATIVE DECISION MAKING (CDM)

3. AIR TRAFFIC FLOW MANAGEMENT (ATFM)

4. CONTINUOUS DESCENT/CLIMB OPERATIONS (CDO/CCO)

5. FLEXIBLE USE OF AIRSPACE (FUA)

6. ATS INTER-FACILITY DATA LINK COMMUNICATIONS (AIDC)

CHAPTER 1 INTRODUCTION .................................................... 9

CHAPTER 2 AVIATION SYSTEM BLOCK UPGRADES................ 11

CHAPTER 3 COLLABORATIVE DECISION MAKING .................. 17

CHAPTER 4 AIR TRAFFIC FLOW MANAGEMENT ..................... 21

CHAPTER 5 CONTINUOUS DESCENT/CLIMB OPERATIONS

CHAPTER 6 FLEXIBLE USE OF AIRSPACE .............................. 33

CHAPTER 7 ATS INTER-FACILITY DATA COMMUNICATION

This requires the implementations of advanced CNS/ ATM systems that

1.1. EMERGING NEW CONCEPTS IN CNS/ATM

Advanced CNS/ATM systems will improve the handling and transfer of

Advanced CNS/ATM ground-based systems will exchange data directly

The emerging technologies will support a variety of systems designs and

In this course we will discuss basics of the following concepts –

 Aviation System Block Upgrade (ASBU) - ASBU Philosophy and

 Collaborative Decision Making (CDM) - CDM Philosophy, A-CDM

 Air Traffic Flow Management (ATFM) - Purpose of ATFM,

 Continuous Descent/Climb Operations (CDO/CCO) - Concept of

 Flexible Use of Airspace (FUA) - FUA philosophy, Civil Military

 ATS Inter facility Data Communication (AIDC).

To ensure that continuous safety improvement and air navigation

Aviation System Block Upgrade methodology is a programmatic and

2.1. KEY PRINCIPLES

ICAO developed the Block Upgrade global framework primarily to ensure

The Block Upgrades incorporate a long-term perspective matching the

The performance improvement areas and the ASBU Modules associated

Figure A - Depicting Block 0–3 availability milestones, performance

2.2. UNDERSTANDING MODULES AND THREADS

Each Block is made up of distinct Modules, as shown in the previous

A Module is generally made up of a grouping of elements which define

tools for controllers, as well as for aircraft. The combination of elements

A series of dependent Modules across consecutive Blocks is therefore

Each Thread describes the evolution of a given capability through the

Block 0 features Modules characterized by technologies and capabilities

Associated timescales are intended to depict the initial deployment

targets along with the readiness of all components needed for

While the traditional air navigation planning approach addresses only

2.3. BLOCK UPGRADE TECHNOLOGY ROADMAPS

Technology Roadmaps complement the ASBU Modules by providing

These Roadmaps provide guidance for infrastructure planning (and

While the various Block Upgrade Modules define the expected

improvements. Most importantly, they also drive global interoperability.

Investment decisions are needed well in advance of the procurement and

They are also useful in determining equipment life-cycle planning, i.e.

Airport-CDM is a concept which aims to improve operational efficiency

An operational problem or disturbance is normally the result of a

A-CDM is about partners working together more efficiently and

A-CDM focuses especially on aircraft turn-round and pre-departure

sequencing processes, improving the predictability of events. Increased

The decision making by the A-CDM Partners is facilitated by the sharing