a Lufthansa Motivation to become a pioneer airline in LINK 2000+

Today’s ATC operational infrastructure is still based on Where are we today ? Today’s ATC operational infrastructure is still based on radar tracking, voice communication & ground based radio beacons

Expectations ? co-operative solutions ! To be a LINK 2000+ Pioneer To be a LINK 2000+ Pioneer Expectations ? co-operative solutions ! Go ahead Thank you!

Facts  Fragmented airspace (political & organisation)  Potential Data link widely unused  No common use of data sources (air & ground)  Lack of automation support  No co-operative system approach  No challenge for cost effectiveness through competition  Today`s voice procedures can not be the basis to copy for future ATM It is important to avoid copying today's ground centered procedures – it would add complexity and inefficiency because it is exactly part of the problem to overcome!

Facts Capacity Efficiency Safety Air Traffic Control with constraints to grow -- Capacity has reached a threshold limit value -- Elemental disruptions lead to significant negative effects on throughput, delay and safety Efficiency ATC unit cost regression by means of... ... automation and data based infrastructure ... flow oriented functional blocks of airspace Safety Increase safety margin

Facts Beneficiaries  National Economies (passengers, cargo,mail)  Airlines, ATSP’s and Airports  Airframer and Vendors Facts (Eurocontrol Dokument; Performance Review Report PRR 5 for 2001)  Traffic --> Forecast 8.443 M (+5,3%); Actual 8.393 (-0,6%)  ATFM delay --> 27,6 M minutes respectively 3,1 minutes per flight Delays would have been some 35% higher if traffic had grown as planned  64% of ATFM delays were due to insufficient ATC Capacity  Costs of en-route ATFM delays 1.100 to 1.700 M € and 2500 to 3700 M € if costs to passengers are added

Facts Airspace [mio. km²] 10,5 Hubs 27 USA: Airspace [mio. km²] 9,8 Europa: 1 ATC-Organization (civil + military) 21 En-Route-Center 1 Operating System 1 Programming language 900 Flights per Air Traffic Controller 380 US $ ATC-Unit costs / Flight 47 ATC-Organizationen (civil + military) 58 En-Route-Center 22 Operating Systems 30 Programming language 480 Flights per Air Traffic Controller 667 US $ ATC-Unit costs / Flight Quelle: PKT: IATA, BIP: DRI-Wefa

ATC Datalink achievements in the last years  D-ATIS in Germany, North America, and other locations since several years  PDC in North America and DCL in Europe, wherever available  OCX with Shanwick and Gander  FANS 1 / A operation (Implementation 747 complete, A340 ongoing)  Participation in several working groups, trials and studies

Challenges Phases of Air Traffic Management ADS-B tactical strategic ADS-B air/air, air/grd (VDL M2 / ATN) Pre-flight FP co-ordination In-flight FPL co-ordination (Aircraft Flight Plan data exchange with ATM-units/airports) Aircraft Surveillance ASAS (->MTCD) ACAS (->STCA) 0 -10 -20 -30 minutes (not to scale) current position (time reference)

Challenges Today Tomorrow Air Traffic Control with constraints to grow Air and Ground System ground based surveillance oriented on manual ground procedures Safety horizon < 1 min (ACAS) voice infrastructure airspace fragmented into small sectors Tomorrow Air Traffic Management with growth capability Co-operative Air-/Ground System air and ground based surveillance oriented on airspace user capabilities Safety horizon up to 30 min data infrastructure (voice for abnormal only) flow oriented functional blocks of airspace

one co-operative ATM Environment Necessity one co-operative ATM Environment (ATC, Aircraft & Airline) is the precondition to ensure seamless global operation from GATE to GATE

Necessity Change the rules New technical possibilities will lead to new or adapted rules and procedures Think Gate to Gate --> In-flight Flow Management over sector boundaries and national borders Route charges dependant on quality parameters Share task responsibilities according to best capabilities (pilot/controller or tactical/planer controller) Use of real 4D FMS Flight Plan data --> Stop predicting

Doubts ? Doubts on using FMS Flight Plan data? Use of real 4D FMS Flight Plan data --> Stop predicting Doubts on using FMS Flight Plan data? Aircraft is the only source for altitude data, meteorological data and actual selected performance by the crew No redundant system on ground Level separation, monitoring on ground and ATSP altitude check procedures are based on aircraft altitude data only Reduced Vertical Separation Minima (RVSM) Is implemented, reduced level separation from 2000ft to 1000ft, based on aircraft altitude data only

Why supporting LINK 2000+ ? we need to get started development and implementation takes years LINK 2000+ is our chance to get duly entry access to future ATM structure developments LINK 2000+ is not the end of the road but the right approach Europe/Eurocontrol needs to agree on a step by step transition plan towards a future CNS/ATM concept including related commitments from the relevant stakeholders! . . . if not, why should someone invest?

Why supporting LINK 2000+ ?  Stop today´s rationing of scarcity.  Europe/Eurocontrol to step in for decision towards a future ATM concept.  Europe/Eurocontrol to commit for co-operative future ATM applications.  We need leadership to overcome the insufficient current ATC system . . . . . . . we cannot afford to wait.

Why supporting LINK 2000+ ?  Lufthansa supports the development of ATS Data Link in general, which is seen as a powerful tool to increase the efficiency of ATC.  DLH has very good preconditions to support LINK 2000+ due to the VDL Mode 2 AOA retrofit program  Strong interest to participate in the development of procedures and HMI aspects

Why supporting LINK 2000+ ?  The objective of LINK 2000+ is to implement an operational data link system for ATC in Europe. Strategically this will be a very important step. LINK 2000+ respectively the technical infrastructure, VDL Mode2 ATN, will become an enabler for further developments.

X ??? Why supporting LINK2000+ ? 2020 Step 3 2003 Paradigm change required ! Current ATC procedures 2003 Step 3 2010 8.33kHz, RVSM, Link 2000+, PRNAV, etc. 2007 Step 2 based on automated in-flight Flow Management Co-operative 4D ATM System, and ASAS 2005 2003 Step 1

Lufthansa --> A committed ATM Partner  Concepts and services to cover co-operative ATM requirements are available ICAO based VDL M2/ATN is available Certified Avionics Package will be available soon Europewide technical infrastructure on ground is not available   

 Benefits Improve ATC availability To increase air traffic controller availability Reduced communication through CPDLC Increase of airspace traffic capacity More movements per air traffic controller per sector should be accomodated, without loss of service level Most economic flight path for instructed a/c ATC continous to be responsible for the separation

Thank you for your attention ! Gunnar Buchner FRA OY/T-DLK Tel.:+49 (0) 69 696 93731 Fax :+49 (0) 69 696 7070 gunnar.buchner@dlh.de