ICAO Quarterly Update 2015

Quarter Four, 2015

The Dutch Safety Board report on the MH17 crash includes recommendations on improving the assessment of risks and the sharing of information about threats to civil aviation over conflict zones, and removing ambiguity over responsibilities for closing or restricting the use of airspace. The latter may result in proposals to amend the Convention on International Civil Aviation and Standards and Recommended Practices (SARPs). CANSO is reviewing the report and will coordinate a response with ICAO and industry partners.

Following the adoption of a 15-minute aircraft tracking standard by the High-Level Safety Conference (HLSC) in February 2015, the ICAO Normal Aircraft Tracking Implementation Initiative (NATII), in which CANSO participated, launched an online information site in September.

ICAO has delivered a proposed Standardisation Roadmap as a basis for cooperation with standards-making organisations (SMOs). It reflects ICAO’s planning for the development of new and revised Standards and Recommended Practices (SARPs), Procedures for Air Navigation Services (PANS) and other supporting guidance material. The aim is to link ICAO standards, which will increasingly be performance-based, with technical specifications developed by SMOs; and to align standards-making with the policy frameworks of the Global Air Navigation Plan (GANP) and its ASBU methodology, and the Global Aviation Safety Plan (GASP). CANSO is an Observer to the Standards Roundtable that will formally meet in February 2016, along with other organisations from industry, including ACI, IATA, IFALPA and IFATCA.

CANSO is playing an active role in the development of the ICAO GASP Roadmap, to be delivered in March 2016, that will support the update of the 2014-16 GASP. The Roadmap aims to improve the safety maturity levels of States and is based on four safety performance enablers: Standardisation, Resources, Collaboration, and Safety Information Exchange.

ICAO has invited CANSO to participate in its Aviation Safety Implementation Assistance Partnership (ASIAP) that coordinates efforts to provide assistance to States. ASIAP shares information, collaborates on assistance, supports a resource mobilisation strategy, and agrees on outcome indicators. Although CANSO cannot offer direct assistance, it can help identify the priorities for assistance by donors.

Discussions on cyber security at ICAO, involving industry, have helped the ICAO Secretariat determine what more needs to be done, particularly in the lead up to the 39th ICAO Assembly (A/39) in September 2016. Attention has shifted to the need for a legal framework or set of norms or principles governing cyber security in aviation. It is now recognised that cyber security is more complex and extends beyond aviation, and thus beyond ICAO to address on its own. Governments and industry are working on risk and vulnerability assessment and mitigation, and industry and ICAO are supporting information sharing mechanisms such as the Information Sharing and Analysis Centre (ISAC) concept. For the Assembly/39, ICAO agreed to work with CANSO and IATA to draft a set of recommendations, possibly in the form of a resolution or declaration on the principles to cyber security to be observed by States and industry.

CANSO is working with ICAO and industry partners on guidance material on “Financial and Operational Incentives” to support the implementation of new ATM technologies and procedures as envisioned by the GANP and its ASBU methodology. This will support our work on Service Priority, one of two focus areas in Vision 2020.

 

Quarter Three, 2015

During an informal industry briefing of the ICAO Council in June, CANSO proposed that ICAO and States should focus on four priorities to ensure the transformation of global ATM performance:

  • Implement the Global Aviation Safety Plan (GASP) through a ‘roadmap’ agreed by States and industry;
  • Continue to support a common aviation system-wide approach to cyber security to pre-empt the threats and the risk of inappropriate, fragmented and reactive regulation;
  • Facilitate political agreement regionally to implement regional air traffic flow mechanisms and flexible use of airspace; and
  • Provide a vision, strategy and plan on the future of regulation with guidelines and principles for better regulation and performance-based regulation, for approval at the next ICAO General Assembly.


The GASP Roadmap Group met in June to develop a safety ‘roadmap’ by the end of March 2016. The ‘roadmap’ will improve the safety maturity levels of States with regard to safety oversight and the effective implementation of the State Safety Programme (SSP) and Safety Management Systems (SMS).

The Standards Roundtable met in May to discuss working arrangements between ICAO and the standards-making organisations (SMOs) on the development of standards and recommended practices (SARPs) and other ICAO guidance material that will support the implementation of the Global Air Navigation Plan (GANP) and progress towards performance-based regulation. A draft proposal for updating the GANP will be ready by August with the new way of working proposed to start by Q2 2016.

The Runway Safety Partners (ACI, CANSO, EASA, FAA, IAOPA, IATA, ICAO, IFALPA and IFATCA) met in June to consider the need for additional guidance in view of safety recommendations by the Netherlands on pitch-up upsets due to ILS false glide slope. The meeting felt that guidance material on unstable approaches published by IATA, IFALPA and CANSO was adequate, but it would consider proposals for their enhancement. The meeting also decided to expand the scope of the Runway Safety Programme to include manoeuvring area safety.

The Normal Aircraft Tracking Implementation Initiative (NATII) is expected to publish draft guidance on implementation by end-August. CANSO supports NATII at the global level for the development of the guidance material; and regionally in Asia Pacific for validation of the techniques and procedures that will meet the proposed performance-based standard for normal aircraft tracking.

It is important that our industry secures frequency allocation to ensure satellite- based ADS-B technology is available globally. This will provide an alternative to ground-based surveillance infrastructure and eliminate impediments to the introduction of new ATS surveillance services, thereby enhancing safety and efficiency in certain airspace. ICAO is requesting that States adopt and promote the ICAO position on frequency allocation for the ITU WRC-15 Conference in November 2015. ICAO also advised States to include aviation experts in the development of their own positions and as part of their delegation to the conference. CANSO strongly encourages Members to support this request.

 

Quarter Two, 2015

In April, ICAO launched its Conflict Zone Information Repository, which will allow a State to share risk assessment information on airspace other than its own, and the restrictions it may impose on aircraft operators registered with the State. The repository and guidance for conducting and sharing risk assessments relating to conflict zones were the more important recommendations proposed by the Task Force on Risks to Civil Aviation arising from Conflict Zones (TF RCZ), which CANSO helped to establish in response to the tragic loss of Flight MH17 and in which we participated actively.

ICAO is leading a global aircraft tracking implementation initiative to demonstrate best use of available technology and incorporate the outcome into guidance material to the proposed new Standard for normal aircraft tracking. The Normal Aircraft Tracking Implementation Initiative Steering Committee (NATII SC) has been established to learn more about systems implemented by operators which may be used to track aircraft where the proposed Standard would apply (i.e. in Oceanic areas where ATC obtains aircraft position information at greater than 15 minute intervals). CANSO is participating in this effort, which will conclude by 31 August 2015. The proposed applicability date for the new Standard is 10 November 2016.

ICAO held two symposia in March – one on commercial space and another on remotely piloted aircraft systems (RPAS). These new airspace users are a reality and as these new markets grow, the global aviation system will need to adapt and evolve. The Chair of CANSO’s Collaborative Airspace Workgroup (CAWG) – Doug Davis of Northrop Grumman – drove home the point that the aviation community is still in the phase of accommodating RPAS but we need to do more to integrate them. A number of issues need to be addressed such as separation standards, wake vortex criteria, taxi manoeuvres, and the impact on ATM.

 

Quarter One, 2015

Our work on both the Aircraft Tracking Task Force and the Task Force on Risks to Civil Aviation arising from Conflict Zones has provided a very real and practical focus on working in partnership with ICAO, States and our industry partners. As mentioned above, this has come to fruition at the HLSC – but there is much more to do, working together with these partners.

In December, on the occasion of the 70th anniversary of the signing of the Chicago Convention, CANSO signed the Civil Aviation Cyber Security Action Plan together with its counterparts at ICAO, ACI, IATA, and ICCAIA. Cyber security is a growing concern for the aviation sector, especially in view of the ever-increasing reliance on data management and data sharing between increasingly integrated systems. We must build robust protection of critical data and systems that is based on information sharing of timely and actionable intelligence, involving both industry and government.

The Action Plan is fully aligned with the CANSO Cyber Security and Risk Assessment Guide developed by the ATM Security Workgroup (ASWG) and our leadership in building awareness of the cyber threat to ATM and aviation generally is recognised by ICAO and our industry partners. The ASWG met in Rome in November to progress its work programme, which includes the development of a cyber security training concept, a survey of Member experiences with risk assessments and mitigations, and an assessment of ADS-B security vulnerabilities.

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