Single Flight Data Region
Australian administered airspace is currently managed as two Flight Data Regions [FDRG]. This configuration is determined by the current TAAATS system architecture.
Each of the two FDRG airspace volumes are paired with one of the Flight Information Regions [YMMM or YBBB].
The transition to CMATS will allow for a Single Flight Data Region which consolidates the management of Australian administered airspace. The subsequent creation of a single Flight Information Region [YAAA] will complete alignment and unification of air traffic management across Australia.
A single call-sign [Aus Centre] will be established for all ATSCs, reducing potential confusion between controllers and pilots
Consolidating management of Australian airspace into a Single Flight Data Region [SFDRG] will create a more collaborative air traffic management environment.
CMATS will support a shared system-wide view of the air traffic picture and configuration so that all partitions have one common view.
The removal of the FDRG boundary dividing Australia enables opportunities to simplify flight planning requirements and offers increased access to User Preferred Routes.
A single FDRG also:
- enables airspace to be flexibly allocated to an Air Traffic Services Centre as required, enabling enhanced return to service for unplanned events
- simplifies message addressing requirements and eliminate the need for duplicating Significant Meteorological Information [SIGMENT] and Airmen’s Meteorological information [AIRMET] messages
- facilitates compliance with the ICAO Global Operational Data Link [GOLD] Manual by having an identical FIR Designator and data link logon code
NOTAMS will be automatically imported into CMATS [R2 functionality] and be issued without current numbering restrictions.
The change to digital NOTAMS via the Aeronautical Information Exchange Model [AIXM] will enable airlines to:
- automatically import temporary restricted airspace graphically into briefing packages
- easily convert NOTAMs into plain language
The Single Flight Data Region project is critical enabler for route optimisation [$740m], shared use airspace [$9m], productivity [$140m] and business continuity [$196m] benefits to a total value of $1.1 billion over 20 years.
Wake Turbulence Management
The Civil Military Air Traffic Management System will provide a Wake Turbulence Management function which provides indications to controllers between aircraft pairs whose wake turbulence separation is approaching the minimum separation standard.
The current wake turbulence separation minima were originally derived from standards created by the International Civil Aviation Organisation [ICAO] over 40-years ago.
Air traffic controllers are required to understand and recognise wake turbulence categories and apply them as required under the standards set out in the Manual of Air Traffic Services [MATS].
Currently there are four categories of wake turbulence classification. These are determined by Maximum Take Off Weight [MTOW] and are classified as Super [H] or [J], Heavy [H], Medium [M] and Light [L]. The controller is presented with the appropriate letter alongside the aircraft’s call sign as an indication of its Wake Turbulence classification.
To align with contemporary wake turbulence separation practices, the re-categorisation of aircraft separation minima described in the Re-categorise Eurocontrol [RECAT] scheme will be adopted.
This involves further splitting the ICAO categories, based on aircraft characteristic, rather than just the MTOW.
This will allow a reduction of separation minima for some aircraft pairs, enabling increase to runway throughput while maintaining acceptable levels of safety.
CMATS will provide advanced indications and warnings to controllers, regardless of wake turbulence separation between aircraft pairs assigned an approach for the same system runway. This is expected to reduce go-rounds and increase runway availability.
User Preferred Routes and Dynamic Airborne Reroute Procedure Expansion
Airservices will establish two types of airspace:
- User Preferred Routes (UPR), where airlines have the option to operate on UPRs and utilise the Dynamic Airborne Reroute Procedure [DARP]
- Non-UPR, where airspace is only serviced by fixed routes.
UPR airspace will cover the whole of the Australian Administered Airspace with Non-UPR areas established to provide systematic protections in areas of high complexity or high traffic levels. This will be active only during the period when protection is required.
Utilisation will be solely based around what equipment an aircraft is carrying, with the equipment requirements being already met by the majority of airlines
User Preferred Routes are designed to enable airspace users to fly preferred routes to suit their needs, which enables airspace users to reduce flight time, carbon emissions and fuel burn.
The introduction of Non-UPR areas introduces a mechanism to maintain safe and orderly flow of traffic through more complex areas.
Changes to the available options and ruleset will reduce the rules required, facilitating their addition to the existing flight planning requirement in the Aeronautical Information Publication [AIP] and simplification for the airlines’ flight planning departments. This will enable smaller operators to utilise the benefits.
The introduction of Medium-Term Conflict Detection and Long-Term Conflict Detection will alleviate controller task load and increase safety when processing DARP requests.
DARP requests that cause conflicts in the future airspace (both with other aircraft and restricted airspace) will be alerted to the relevant controller.
The removal of flex tracks will remove the need for the associated NOTAMs.
UPR & DARP contributes to route optimisation benefits valued at $740m over 20 years.
Decision Support Tools: Separation
The Separation Decision Support Tool [DST] replaces the current conflict detection tool for planning [Flight Plan Safety Net Alert] with a Long-Term Conflict Detection Tool which uses flight plan data to provide conflict detection with other flight plans and restricted airspace.
The Civil Military Air Traffic Management System [CMATS] will take responsibility for the detection of conflict but the accountability will reside with the controller.
Within the existing Eurocat system, controllers are responsible for all aspects of the separation provision. The operational focus is to assure separation though appropriate planning, prioritisation and execution rather than achieving separation through tactical intervention when required.
DST Separation will provide a reliable, systematic level of conflict detection automation to support a sustainable workload in dynamically redesigned airspace.
Medium-Term Conflict Detection will use trajectory-based information to provide a higher fidelity conflict detection with other aircraft in restricted airspace.
Increased flexible use of prohibited and restricted areas will be more readily understood and managed by the CMATS separation tools including future activation and de-activation schedules.
DST Separation also supports rapid and reliable assessment of unique conflict geometries created by the expansion of User Preferred Routes and Dynamic Airborne Reroute Procedure.
Automated conflict detection is estimated to contribute to a total productivity benefit valued at $140m over 20 years.
Continuous Descent Operations
Continuous Descent Operations [CDO] will introduce a process whereby the descent sequence will be established prior to the top of descent to allow for uninterrupted [no controller intervention] idle cruise descent into capital city aerodromes.
This is a flight efficiency technique allowing aircraft to descent from the cruise altitude to commence an approach in the most efficient manner, enabling a reduction in fuel burn, emissions, noise and controller / pilot workload.
CDO will optimise traffic flow including maximising use of runways and reducing travel delays.
Redesigned airspace, route structure and arrival procedures which incorporate advancements in aircraft on-board technology and navigation procedures will allow optimal aircraft trajectories and performance.
Continuous Descent Operations supports the Trajectory Based Operations benefit valued at $116 million over 20 years.
BACK TO TOP