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

2. 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

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

4. 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!

5. 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

6. 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 M (+5,3%); Actual (-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 to M € and 2500 to 3700 M € if costs to passengers are added

7. 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

8. 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

9. 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)
minutes (not to scale) current position
(time reference)

10. 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

11. 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

12. 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

13. 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

14. Why supporting LINK 2000+ ? we need to get started
development and implementation takes years
LINK is our chance to get duly entry access to future ATM structure developments
LINK 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?

15. 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.

16. Why supporting LINK ?
 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 due to the VDL Mode 2 AOA retrofit program
 Strong interest to participate in the development of procedures and HMI aspects

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

18. 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

19. 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   

20.  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

21. Thank you for your attention !
Gunnar Buchner
FRA OY/T-DLK
Tel.:+49 (0)
Fax :+49 (0)