NEFAB Project Feasibility Study Report Initiative 5 Optimisation of Ancillary Services

24 Pages·2011·0.11 MB·English

NEFAB Project
Feasibility Study Report
Initiative 5
Optimisation of Ancillary
Services

NEFAB FEASIBILITY STUDY
Appendix 5 Optimisation of Ancillary Services
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TABLE OF CONTENTS

1. EXECUTIVE SUMMARY....................................................................................3

2. DESCRIPTION OF THE INITIATIVE..................................................................4

2.1 Scope of the Initiative 4

2.2 AIS/AIM 5

2.3 MET 5

2.4 Briefing 6

3. RATIONALE AND PURPOSE OF THE INITIATIVE...........................................7

4. DESCRIPTION OF CURRENT STATUS OF SERVICES...................................8

4.1 Aeronautical Information Service 8

4.2 MET 9

4.3 Briefing 9

5. ONGOING DEVELOPMENT............................................................................10

5.1 Baseline Assumptions 10

6. FUTURE SERVICE CONCEPT........................................................................11

6.1 Minimum Scenario 11

6.2 Performance Scenario 12

7. DESCRIPTION OF EXPECTED BENEFITS....................................................14

8. IMPLEMENTATION COSTS FOR BENEFIT REALISATION............................17

8.1 Minimum Scenario 17

8.2 Performance Scenario 19

9. HIGH LEVEL TIME LINE FOR REALISATION.................................................20

9.1 Briefing 20

9.2 AIS/AIM 21

9.3 MET 22

10. IMPLEMENTATION RISKS..........................................................................23

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1. EXECUTIVE SUMMARY
The purpose of this initiative is to explore ways in which optimisation of ancillary
services of the five participating NEFAB ANSPs can be developed through
centralisation of ARO, Briefing, AIS/AIM and joint procurement of MET services to
improve the efficiency and cost effectiveness of the ancillary services.
This initiative describes potential for the centralisation of ARO, Briefing and AIS/AIM,
in order to achieve a common interface for customers, providing the same services
throughout the NEFAB area. At the same time the initiative enables more cost
efficient operations through reduced use of staff resources, reduced costs related to
systems and a reduction in duplication of tasks and common digitalisation (AIM).
The SES FAB description specifies 9 requirements for the declaration of a FAB. The
optimisation of ancillary services initiative facilitates benefits related to cost efficiency,
as the cost–benefit analysis demonstrates an overall positive financial result for the
establishment of the FAB.
Using a framework of a minimum scenario and a performance scenario the initiative
defines a future concept for ancillary services. The first milestone is the initiation and
declaration of NEFAB.
The rationale behind the minimum scenario is to describe a minimum level of
harmonisation and integration that could be implemented in order to deliver benefits
to the ANSPs and their customers.
The rationale behind the performance scenario as a conceptual target is that it
contains an ambitious, yet practically achievable scenario, which is planned to be
implemented by 2015.
A high level time line is found in Chapter 9, providing an overview of functions and
concepts that are expected to be available at each point in the planned time line.
Implementing a FAB that requires the cooperation of 4 different countries entails
many risks to be considered. This report identifies implementation risks that can be
expected. The risks are assessed and mitigations are proposed.
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2. DESCRIPTION OF THE INITIATIVE
This initiative describes the potential for the centralisation of ARO, Briefing and
AIS/AIM, in order to achieve a common interface for customers, providing the same
services throughout the NEFAB area. At the same time the initiative enables more
cost efficient operations through the reduced use of staff resources, reduction of
system costs and reduced duplication of tasks and common digitalisation (AIM).
During the complex transition to consolidated Ancillary Services’ provision, NEFAB
regulators and service providers will need to work together to achieve the best
results. NEFAB States are going to group their resources to introduce new
equipment and new structures for the provision of common services over their
common airspace.
2.1 Scope of the Initiative
The scope of the Optimisation of Ancillary Services includes:
• ARO:
• Handling, distribution and supervision of Flight Plans (FPL);
• New enhanced Services providing Automated Flight Plan handling.

• AIS/Briefing:
• AIS and MET information to pilots.

• AIS/AIM:
• NOTAM (reception, validation, distribution);
• AIP production;
• Data management;
• New enhanced AI services providing:
o Aeronautical e-Charts products (including AIS, MET and ATM
information);
o Technical service providing digital datasets to end users and ATM
systems.

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2.2 AIS/AIM
• Consolidated improvement and automation of overarching AIS Data Process and
Procedures to fully meet the ICAO Annex 4 and the 15 requirements, and the
Commission regulation (EU) No 73/2010 provision.
• Produce in an advanced manner the following aeronautical data and information:
• Integrated aeronautical information package (IAIP), which consists of the
following elements:
o Aeronautical information publications (AIP), including amendments;
o Supplements to the AIP;
o The NOTAM and pre-flight information bulletins;
o Aeronautical information circulars;
o Checklists and lists of valid NOTAMs.
• Electronic obstacle data;
• Electronic terrain data;
• Aerodrome mapping data.

• Agreed transition from AIS to AIM to support ICAO initiative presented in ICAO
Roadmap for the Transition from AIS to AIM;
• Support all the NEAP ATM network components by quality assured aeronautical
data/information in digital form and standardized formats.

2.3 MET
• Production of MET products;
• Distribution of MET products;
• Pre-flight briefing (MET consultation);
• MET observations.

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2.4 Briefing
The term briefing comprises ARO and AIS services. Today also MET services in
many countries are an integrated part of the briefing services.
• Pre-flight briefing services as described in ICAO Doc 8126, which includes
elementary functions and describes the responsible organization. ICAO Annex
15 defines tasks and procedures of pre-flight services.
• Reception, handling, distribution and supervision Flight Plans (FPL) as
described in ICAO Doc 4444, ICAO Doc 7030, Eurocontrol CFMU Handbook,
Eurocontrol IFPS User’s Manual. This also includes the ATFCM-issues
described in CFMU Handbook and the ATFCM User’s Manual.
• Maintenance of systems in terms of parameter updates.
• Development of the service.
• Management and administration of the service.
• Technical support (technical maintenance and development).
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3. RATIONALE AND PURPOSE OF THE INITIATIVE
Current ancillary services are structured in a way that creates limitations to ATS
providers on a European-wide scale. This chapter describes the reasoning behind
this NEFAB proposal and its purpose in ATM.
The purpose of the initiative is to harmonise and optimise ancillary services in
NEFAB and at the same time identify areas for cost reductions.
Through a closer cooperation between the NEFAB partners and a planned
harmonisation of operational rules and procedures, significant benefits can be
achieved in relation to the provision of ancillary services.
The overall objective with the initiative is to:
• Reduce costs for the ancillary services;
• Avoid creation of constraints to the forecast traffic increase;
• Contribute to maintaining or decreasing the safety critical ATM induced
incidents;
• Meet customers’ expectations.
The initiative is a driver of benefits, but there are implementation costs related to the
realisation of the initiative. The identification of these benefits and costs are
presented in chapter 8 and 9.
The optimisation of ancillary services will help achieve performance targets primarily
through improved quality of service, taking into account updated ICAO SARPs and
Commission regulation (EU) No 73/2010, describing requirements for quality assured
aeronautical data and provision of information.
The improved cost efficiency of the service can be achieved through a commonly
agreed development rather than the individual solution implemented by each ANSP.

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4. DESCRIPTION OF CURRENT STATUS OF SERVICES
In order to plan how the NEFAB initiatives will progress, the current situation in terms
of ancillary services needs to be defined. This chapter aims to clarify how these
services are organised today in the context of the seven participating NEFAB
ANSPs.
4.1 Aeronautical Information Service
The following result on the transition from AIS to AIM has been achieved by the
NEAP:
• Monitoring of differences in relation to ICAO Annexes 3, 4 and 15;
• AIRAC adherence monitoring;
• WGS-84 implementation;
• QMS in AIS;
• EAD solution to support AICM/AIXM.

Although the AIS/AIM is relatively well regulated by international regulations, there
are small differences within NEFAB related to AIS/AIM. The differences in the
organisation of AIS in the NEFAB states should be investigated.
In some countries (Estonia, Latvia, Finland) procedure design is a part of AIS. NEAP
has made a feasibility study of establishing a common PANS OPS production among
the North European ANS Providers. The conclusion of the feasibility study was that
“PANS-OPS design is just a small part of the chain of events, and the TF would like
the study to consider the whole chain of events from when the decision is taken to
the design of the new procedure, until a chart is drawn and ready for being published
in the national AIP”.
Most of the ANSP’s AIS departments are cooperating or integrated into EAD.
However, there are still different levels of cooperation. In most countries the AIP is
available in both paper and electronic format, either through local web-sites or
through EAD. In Estonia the AIP is only available in electronic format since 1st of
September, 2009. Latvia produces an eAIP according to the Eurocontrol
specification.
For smaller AIS departments there is often a problem with shortage of skilled
personnel leading to reduced capacity in relation to demand or situations with staff
overload.
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4.2 MET
Currently there are several MET service providers (state institutions and private
organisations) in the NEFAB area and those organisations are not members of the
NEAP cooperation of ANSPs. Some of the NEAP ANSPs perform observation
services at local airports. This function is to a large extent automated. The forecast
services are normally produced by a designated MET provider and the ANSPs only
deliver the information received from those designated MET providers to the pilots.
There are examples of cross-border cooperation solutions in the NEFAB area (e.g.
FMHI providing some services for EANS).
There are several underlying and politically motivated cash flows. The current setup
for the ANSPs and the limitations therefore need to be investigated.
4.3 Briefing
To a large extent briefing services are provided through e-briefing with some
exceptions at local airports. In most states the briefing service is centralised, or is in
the process of centralisation. Briefing is either organised as a part of the AIS
department or as a part of an Area Control Centre.
As briefing services are relatively well regulated by international regulations, there
are only small differences in NEFAB briefing solutions. E-briefing is predominantly
used. E-briefing systems are different and developed by each ANSP separately,
which also requires additional resources for each ANSP.
The issue of handling military flight plans needs to be resolved in terms of handling
these in a centralised solution. Such flight plans are currently handled and stored
nationally. National language requirements also need to be catered for when
developing a centralised solution.
ICAO requires that self-briefing facilities are installed at local airports. Another
product is e-briefing services, allowing pilots to do pre-flight briefing through a web
based solution, without being physically present at the airport. The centralised
briefing office plays a central role in providing these services through handling of
flight plans and supervision and maintenance of pre-flight briefing material.
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5. ONGOING DEVELOPMENT
5.1 Baseline Assumptions
AIM
It is expected that by 2020 the Transition from AIS to AIM will be completed and the
new products and services will be developed. This will support a new AIM function for
air navigation service providers, enabling the provision of the new data that will be
required by the future ATM components.

MET
There are limited cross-border developments within the MET domain. By 2020 there
would most likely be one MET provider in each state and limited or no cooperation
between national MET providers. It is assumed that all core MET services will be
nationally centralised, with one or more providers for each state and limited or no
cooperation between these providers.

Briefing
In most states the briefing service is centralised, or is in the process of centralisation.
By 2014 it is foreseen that all core briefing services are nationally centralised and in
electronic format. The electronic format means that one can use web-based solutions
to file flight plans and to receive all relevant aeronautical information when preparing
the flight.
While reduced need for staff can be expected through the use of electronic tools, the
forecast need for a capacity improvement of 50% will also increase the need for
ancillary services. A simplified assumption based on historical data has been made
for this cost benefit assessment. The assumption is that costs will correlate to traffic
increases until 2020, in the same way as they have done in the years 2003-2007.
A relative reduction of FTEs of 40 % is estimated as a consequence of a physically or
virtually centralised briefing service with full functionality established during 2014.
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