ITS New Zealand Summit A ‘Whole of System’ Approach to Aviation System Modernisation

Modernising the System ATC RADARS GPS NAVAIDS

While embracing change The operational environment beyond 2021 will be significantly different to the one we have today. We expect; More diverse types of operations wanting to share the same airspace (including various types of UAV) Growth in traffic numbers (but variation between regions) The Public’s expectation for safety and efficiency are rising (and there is a lower tolerance for failure to deliver these expectations. The MH370 event highlighted this). That new services and technology will be needed to manage this increasing complexity - safely The one thing that hasn’t changed is the drive to deliver safety and operational efficiency at the lowest sustainable cost. The solutions of the past will not be fit for purpose in the future. Airways is working closely with our partners in the aviation industry to ensure that future industry needs can be met and the goal of creating and sustaining a vibrant and safe environment can be achieved. The proposed changes to surveillance technology are a key enabler of this future.

Origins of NSS New Southern Sky ICAO Global Air Navigation Plan National Airspace Policy of New Zealand (2012) Intelligent Transport Systems Technology Action Plan (2014) National Airspace & Air Navigation Plan (2014) New Southern Sky Prior to June 2015, when NSS was launched, various initiatives including PBN and GBNA rationalisation were underway Explain history and policy CAA PBN Plan 2009 Airways PBN Implementation Plan 2009 NZ Policy 2012 National Airspace and Air Navigation Plan 2014 New Southern Sky programme launched June 2014 Background – various initiatives started at different times by different organisations

Scope Origins of NSS and National benefits of the programme Linkage to NZ ITS Plan ‘Whole of System’ approach – programme foundation Programme implementation Developing a system-wide CONOPs System-wide Metrics Challenges and Lessons

What is NSS? Modernisation of the Aviation System – collaborative, all of sector Take advantage of New Technologies – Global Navigation Satellite System (GNSS) Improve Safety Improve Efficiency Deliver Environmental Benefits Benefits to the Economy

Benefits at the National level Whole of system approach - efficiencies Use of new technologies - improved infrastructure Evidence based – leading to robust rules and policy Social, environmental and economic benefits - Castalia Report - $2Bn over 20 years Fewer delays, less fuel burned, lower emissions Improved safety

Linkages to NZ ITS Action Plan

Aeronautical information management NSS Scope Navigation Surveillance Meteorology NSS Aerodromes Communications Aeronautical information management Airspace Design NAANP based on 8 domains CNS, ATM, Aerodromes, AIM, Airspace and Met. First task of NSS programme – to address implementation as a system Air traffic management ATM

Whole of System Approach Why? What was the logic? Maximum benefit from system wide roll-out of technologies; influence change for best return Multiple dependencies across air and ground elements – functioning aviation eco-system A change in one area may have a significant impact on one or two others – Performance Based Navigation is an example where follow on impacts on Airspace and Ground Based Navigation Aids infrastructure may result Why? What was the logic? Size – not NextGen – ability to take a whole of system approach Even in a small system – it’s all interconnected like an eco-system A change in one area may have a significant impact on one or two others – PBN is an example where follow on impacts on Airspace and GBNA may result. Current example will be outlined. It is of note that although there are various international references stating the need for States to develop System Safety Criteria for the introduction of PBN operations, no example of developed criteria has been found. This work has therefore been carried out from first principles and may be first of kind.

Programme Implementation First step – operationalise National Airspace & Air Navigation Plan Second – baseline the GNSS system capability to support Communications, Navigation & Surveillance Then – develop System Safety Criteria to inform a Concept of Operations (CONOPs) and all flow-on projects First step – operationalise NAANP

NSS System Building Blocks GNSS Sole Means NSS Safety Criteria System CONOPs PROGRAMME FOUNDATION

NSS System Building Blocks Ground Based Nav Aids Strategy GNSS Sole Means NSS Safety Criteria System CONOPs PROGRAMME FOUNDATION

NSS System Building Blocks Ground Based Nav Aids Strategy Performance Based Navigation Plan GNSS Sole Means NSS Safety Criteria System CONOPs FOUNDATION

NSS System Building Blocks Future Surveillance System Ground Based Nav Aids Strategy Performance Based Navigation Plan GNSS Sole Means NSS Safety Criteria System CONOPs PROGRAMME FOUNDATION

NSS System Building Blocks Future Surveillance System Ground Based Nav Aids Strategy National Security & Resilience Performance Based Navigation Plan GNSS Sole Means NSS Safety Criteria System CONOPs PROGRAMME FOUNDATION

Programme Foundation GNSS ’Sole Means’ study Evidence based approach Research established direct link between GNSS timing and Automatic Dependent Surveillance – Broadcast (ADS-B) continuity Linked forward to Safety Criteria, Ground Based Navigation Aid Minimum Operating Network and need for Contingency Surveillance system

Aviation System Safety Criteria Develop system safety criteria Key Objectives: Enable Development of the CONOPS Safety Baseline for NSS projects Consider National Security and Resilience requirements Contingency operations capacity requirements The objective of the project was to ensure that operations remain at a level of safety acceptable to the Director of Civil Aviation (DCA) with system changes under the NSS programme. Key assumption that the current aviation system is ‘safe’, and that close alignment with ICAO standards and recommended practices (SARPS) is the basis for the future New Zealand aviation system. The safety criteria have been structured in three levels; (1) the top level setting out overall requirements; (2) the system level applying across all systems (e.g. competency of personnel etc.) or across a number of sub-systems; and (3) the sub-system level applying to each sub-system. The sub-system level is set out as: airspace, air traffic management (ATM), surveillance, performance-based navigation (PBN), navigation based on ground infrastructure, and communications.

Structured Threat-Mitigation-Event-Response Methodology

Developing a System Wide CONOPs Develop a stakeholder produced CONOPs for 2023 system end state Objectives: Articulate system end state target Incorporate System Safety Criteria Incorporate agreed System Assumptions Provide stakeholder planning assumptions to allow business planning alignment and coordinated decision making Develop a stakeholder produced CONOPs for 2023 system end state Objectives: Articulate system end state target Incorporate System Safety Criteria Incorporate agreed assumptions Provide stakeholder planning assumptions to allow business planning alignment and coordinated decision making How could we explain the CONOPs as a ‘system’

Developing a System Wide CONOPs How could we explain the CONOPs as a ‘system’? Previous attempts by other countries seem to have focused on elements of the aviation system such as the ATM system or airspace or navigation. We took a segmented approach looking at seven different capabilities This was the foundation of the system approach in place

Comms VHF Surveillance ADS-B Comms VHF Surveillance ADS-B Navigation AMAN CDO RNAV1 STAR RNP1 STAR Approach & Landing RNP App RNP0.3 ILS Comms VHF Surveillance ADS-B Navigation RNAV RNP1/2 Digital Information MET Data Comms VHF Surveillance ADS-B Navigation DMAN CCO RNP-AR SID RNAV1 SID RNP1 SID Comms DCPC ACARS Surveillance ADS-B Digital Information ADMS ACDM Comms DCPC ACARS Surveillance ADS-B Digital Information ADMS ACDM Flight Planning/Gate/Taxi/Toff Domestic Cruise Descent/Final Approach/Landing/Taxi/Gate

Trajectory Managed Operations CONOPS 2023 Trajectory Managed Operations RPAS Pilots RPAS Pilots VOICE Underlying Communications Data Network ATS AOCC User Flight Operations Control

Developing System Wide Metrics Measure Fuel Burn $ Aircraft Direct Operating Costs Passenger Value of Time CO2 Emissions Kg Performance Metrics KPIs Validation of Benefits Safety Metrics The challenge of a mature system, low occurrence rates The candidate methodology – pre-cursor events, strength of ‘defences’, residual risk

Challenges and Lessons Stakeholder expectations and patience Maintaining ‘system’ approach Lessons Whole of system approach valid for NZ aviation system Strong ‘building block’ approach based on system safety criteria is logical and valid Establishment of cross capability linkages and impacts is continuous

Questions? http://www.nss.govt.nz