1. xNOTAM Project (EUROCONTROL)
The purpose of this presentation is to provide advanced information on the EUROCONTROL xNOTAM project, which intends to provide the framework for the implementation of digital NOTAM services in Europe. The project is currently in the “initiation” phase, which will be followed by an evaluation of the feasibility and a planning phase, with the aim to start the real implementation by

2. EUROCONTROL AIM Strategy
Services
Digital NOTAM
Information
AIM
Optimal benefit of resources
Synchronisations of events
and their consequences
People
Strategic fit:
The Eurocontrol AIM Strategy has two requirements that are relevant for this project:
[SA3.1] “Define the requirements by which aeronautical information should be maintained as individual data elements, so as to enable electronic storage, exchange, provision, update and interrogation of aeronautical information databases forming part of AIM” and
[SA6.3] “Review the present NOTAM concept in the light of development towards a fully digital Aeronautical Information framework providing automated access to user-selected data on status of facilities and services”.
xNOTAM is a major contributor to the AIM goal of creating a community of people, devices, information and services interconnected by a communications network to achieve optimal benefit of resources and better synchronization of events and their consequences. This is also known as a “net-centric” or “information-centric” system, where all actors have the same situational awareness, by sharing a common ground and airspace (operational) picture.
Data centric
Equipments

3. Objectives for people for machines DATA EAD (2007) NOTAM AIP
In practice, the (measurable) objectives of the xNOTAM Project are:
States (AIS) to maintain and make available their aeronautical information as individual data items, in accordance with AIXM version 5. This shall include both permanent and temporary changes.
Already achieved for static data, through the European AIS Database (EAD) implementation
Dynamic data still published as NOTAM only, even if related to static data items
To achieve a common production and distribution chain for both permanent and temporary changes
Permanent changes are generally published in the AIP, according to the AIRAC cycle
Temporary changes are published as NOTAM or AIP Supplements.
In some States, the organisation responsible for NOTAM publication is different from the organisation that issues the AIP.
To achieve a fully digital production and distribution chain for all AIS data products (AIP, charts, NOTAM, data sets).
Currently, most European States are in a hybrid situation, where a part of the AIS products are generated from the data stored in a database, while others are manually edited. In some States, the databases used for AIP production, charting and NOTAM are still segregated
The objective of the xNOTAM Project is to complete this process and fully automate the production chain for NOTAM messages. The fully digital process shall be based on two layers:
the data layer – which shall contain all aeronautical information in a computer interpretable format; whenever a change occurs, either permanent or temporary, the data layer shall be updated first and the data shall be made available to the digital users;
the document layer – which shall be generated/updated automatically, based on the changes in the data layer and according with the ICAO and Regional procedures for static (SDP) and dynamic data (OPADD)
AIP

4. Scope
Although run by EUROCONTROL primarily for the benefit of the ECAC area, the xNOTAM Project will take into account that AIS is a global business.
Full benefit from digital NOTAM can only be achieved through world-wide implementation.
For this it is critical that the first recommendation of the AIS Global Congress hold in Madrid in July 2006 is put in practice: “adopt the AICM/AIXM as the standard aeronautical information conceptual model and the standard aeronautical information exchange model, and:
o develop appropriate means of compliance, and
o global mechanisms to manage and develop the AICM/AIXM.”

5. Why digital NOTAM Safety Digital NOTAM can help
SESAR (Single European Sky - ATM Research)
2020: safety x 10
Current situation
NOTAM overwrite database
Digital NOTAM can help
xNOTAM is an expensive project. It requires restructuring the NOTAM and AIS business, it requires advanced capabilities on the user side. Why all this effort?
One main reason is safety. In Europe, it is currently estimated that traffic will triple by Through the SESAR project, Europe is working towards increasing safety by a factor of 10. Digital NOTAMs can contribute to this.
Today, the content of a database, be it on-board, at the airport or in an ATC system, may be ‘superseded by NOTAM’. There is a risk that safety critical, last minute information will remain outside the increasingly automated data processing chains and it might be missed by the various actors involved.
There are many examples of incidents and accidents, where digital NOTAM could enable computers to do a much better job in preventing the pilots and controllers from actions with potentially dangerous consequences.

6. Why digital NOTAM !?! ATIS TWR Could avoid such situations PIB
The Excel Airways near-disaster at Manchester, UK, in 2006 is one such example, where digital NOTAM could enable safety improvements. Extracted from the incident investigation report (AAIB Report No: 3/2006. Report on the serious incident to Boeing N, G-XLAG, at Manchester Airport on 16 July,
“Runway 06L was in use but the flight crew were not aware that this runway was being operated at reduced length. This was due to work-in-progress to remove rubber deposits at the far end of the runway, which was out of sight from the 06L threshold end as the runway is built over a slight rise in the ground. Due to a difference in interpretation of information passed between Air Traffic Control (ATC) and the flight crew, the aircraft entered the runway from holding point AG, rather than the expected holding point A, and the takeoff was conducted using a reduced thrust setting calculated for the assumed normal runway length. As the aircraft passed the crest of the
runway, the flight crew became aware of vehicles at its far end but, as they were now close to their rotation speed, they continued and carried out a normal takeoff.”
“The crew of G-XLAG did not realise that Runway 06L was operating at reduced length due to work-in-progress at its far end, until their aircraft had accelerated to a speed approaching the rotate speed (VR), despite:
Being in possession of a NOTAM concerning the work-in-progress
The ATIS broadcast relating to the work-in-progress
ATC passing information on the takeoff distance available
At this point, the aircraft was approaching seven vehicles on the runway and was at a position which precluded an abort within the useable runway length remaining.”

7. Why digital NOTAM
56 feet
The aircraft passed within 56 ft of a 14 ft high vehicle.

8. Why digital NOTAM What digital NOTAM could have changed Current
text PIB
AIXM Tempdelta
Reduced TORA
WIP
If the NOTAM containing information about work in progress and reduced take-off run available (TORA) was a “digital” one, thus enabling computers to understand it, then it would be perfectly feasible:
structure the Pre-Flight Information Bulletin (PIB) by the criticality of the information, and use a structure, fonts and colours that facilitate the reading and give a better chance to the pilot to identify a NOTAM affecting his flight;
present the PIB graphically, showing on the airport map the location of the works and the reduced TORA;

9. Why digital NOTAM What digital NOTAM could have changed AIXM Tempdelta
Reduced TORA
WIP
Another, more sophisticated possibility:
enable the computers assisting the controller to corroborate the NOTAM information about the reduced TORA: with the aircraft type from the Flight Plan and warn the controller that the aircraft is likely to not have sufficient take-off run available;

10. Why digital NOTAM What digital NOTAM could have changed AIXM Tempdelta
Reduced TORA
WIP
Or the avionics could play the safety net role:
enable the on-board avionics to corroborate the reduced TORA information with a digital take-off clearance sent by data-link and warn the pilot that the runway selected is too short, etc.
Taxiway closures, runway closures and restricted area activations are the most frequent kind of information issued on short notice, through NOTAM. If ignored, such situations can lead to serious incidents or even accidents. Digital NOTAM will enable temporary and last minute information to be rapidly accessible and usable by the computers, therefore increasing the safety of the ATM system.

11. Why digital NOTAM Efficiency eliminate manual re-typing of information
avoid misunderstandings
… I assume "before" the threshold rather than "beyond“ ?!…
… a crane 520 m in front of THR 24 …
AIP
AIP
NOTAM
NOTAM
Currently, the most important part of the NOTAM information is provided in free text, which requires human reading and interpretation. This can significantly slow down the information flow.
It can also trigger misunderstandings, as shown by a recent discussion on AIS Agora (“Crane at Rotterdam”), where a native English speaker was asking for clarification with regard to the exact meaning of the words "520m in front of THR 24...". If the NOTAM information was available in digital format, this would enable, for example, the graphical depiction of the obstacle location, therefore eliminating any doubts
<AIXM/XML>

12. Why digital NOTAM Capacity enabler
Digital NOTAM cannot not increase capacity by itself.
However, the capacity gains envisaged (in Europe, 3 times more by 2020) are unlikely to be achieved without all information being available in digital format, for rapid processing. In order to push more aircraft through the same volume of airspace, we need to reduce the degree of imprecision with which their 4D trajectories are known. This requires more precise information, at all levels, with all actors sharing a common up-to-date ground and airspace (operational) picture. Temporary and last minute information, offered by digital NOTAM, is a pre-requisite for the construction of this picture.

13. Project risks ? Mitigation What if …
no immediate return of the investment?
regional isolated implementation?
non-conformity with end-user specifications?
In the previous slides it was argued why temporary information in a format which can be exploited by computers (digital NOTAM) will improve the safety and efficiency, while enabling the capacity gains expected from the ATM system. Nevertheless, the following main risks have been identified in relation with digital NOTAM:
No immediate return of the investment, due to the technical inability of the majority of end users to exploit temporary changes in digital format and digital data in general, on short term. In order to mitigate this risk, it is possible to envisage an incremental implementation, giving priority to the data and to the end users where there is an immediate benefit. Other users will primarily benefit from the increased quality of the AIM products and services, the result of a fully automated production chain.
Risk of regional isolated implementation, The full benefit from the xNOTAM Project can only be achieved if all NOTAM world-wide were issued in a common computer interpretable format. The effort to convert NOTAM messages from regions that would not provide them directly in the digital AIXM format would reduce the benefits and increase the costs. The mitigation of this risk requires political action and coordination with other States and organisations that support AIXM, for a global action.
Non-conformity with end-user specifications. RTCA(SC-206) and EUROCAE(WG 76) have established a joint Committee to develop the service description and the content specification for the ground to air digital data link of AIS & MET information. It is essential that the Committee recognises and embed the digital NOTAM concept based on AIXM in their work, to ensure that application designers and manufacturers develop conformant systems.
Mitigation

14. Implementation plans (Europe)

15. xNOTAM Trial
In , we intend to run a digital NOTAM trial, involving NOTAM offices from the European States and test digital NOTAM users.

16. 2007 – xNOTAM Trial When Coordination with FAA trial
Aug 2007 – March 2008 (tentative)
Coordination with FAA trial
same messages
2 sources for test clients
same time
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