The Transition From AIS To AIM - ICAO
civil air navigation services organisationThe Transitionfrom AIS to AIM
Contents1 Introduction p32 AIS Today p33 Expanding the Scope of AIM p44 Information Lifecycle Management p45 Improved Accuracy and Precision p56 Increased Scope of AIM p57 Identifying the New InformationRequirements p78 Integrating New Information Requirementsinto AIM p109 Summary p10 Copyright CANSO 2013CANSO wishes to thank Brett Brunk, and Barry C Davisof the FAA, and Roland Baumann of skyguide, for theircontribution to this document. This document wasdeveloped in co-operation with the CANSO AIM Workgroup.This paper is for information purposes only.While every effort has been made to ensure the qualityand accuracy of information in this publication,it is made available without any warranty of any kind.www.canso.org
The Transition from AIS to AIM2 3The Transitionfrom AIS to AIM1IntroductionLike other industries, the Air TrafficManagement (ATM) business is being challengedto evolve in the face of increased globalisation andcompetition:––––––States are applying different businessmodels to aviation in an attempt to meettheir needs. Some States maintain aState controlled ATM system, othershave evolved to a semi-privatised modeland still others have fully outsourcedcomponents of ATM to other serviceprovidersResource constraints and the economicchallenges of aviation are puttingincreased pressure on ATM to delivercapacity and efficiency improvementswithout sacrificing ATM’s high levels ofsafetyCitizens are demanding increasedenvironmental responsibility and ATMmust deliver reductions in noise,pollutants and global warming impactsATM has responded to these pressures byincreasing the use of technology to deliver moreservices to its customers at high levels of safetyand in an environmentally responsible manner.ATM is increasingly relying on information to deriveATM benefits. The increased use of informationis leading to a paradigm shift in the way ATMviews the role of aeronautical information. ATMneeds a real-time common operating picture ofaeronautical information that can be exchangedand shared to ensure efficient use of the aviationsystem.In recognition of the increasing importanceof aeronautical information to ATM, theAeronautical Information Services (AIS) communityhas developed a concept of AeronauticalInformation Management (AIM). The transformationfrom AIS to AIM is the transition of aeronauticalinformation from traditional charts and paperpublications towards real-time standards-baseddigital aeronautical information.With the increased importance of AIMto ATM comes a growing responsibility of AIMto deliver the information services demandedby ATM. The challenge for AIM is to considerinformation, processes and services needed byATM today and in the future.2AIS TodayToday, Aeronautical Information Services(AIS) supports flight operations by providing staticinformation publications such as the AeronauticalInformation Publication (AIP), Notices to Airmen(NOTAM, SNOWTAM, ASHTAM and BIRDTAM)and Pre-flight Information Briefings (PIB).These products are based on ICAO Annex 15specifications.These traditional AIS products weredesigned to be produced manually and consumedby humans. As a result the information is textual.Over time it has been a challenge to communicateincreasingly complex aeronautical informationusing these legacy publications.For example, the number of NOTAMSissued from 2000 to 2006 increased approximately65% worldwide. The NOTAM is being used tocommunicate about an increasing number ofaeronautical changes and this puts a significantburden on pilots, controllers and other ATMcustomers to review and synthesise hundreds ofNOTAMs. A NOTAM briefing to pilots may containhundreds of NOTAMs: it is unrealistic to expect apilot to be able to maintain situational awarenesson all of this NOTAM information. Furthermore,analysis suggests that most NOTAMs providedto a pilot are not relevant to their specific flight.Traditional AIS products are failing pilots becausethe traditional NOTAM products do not allow goodfiltering and sorting for the route of flight.In addition, a patchwork of supplementalproduct specifications such as ARINC 424 forterminal procedure encoding and AMDB for AirportMapping Databases have attempted to addressthe deficiencies of the current AIS products
to meet the needs of today’s aviation system.While these supplemental products fulfill theirroles, they also increase the complexity of theaeronautical information data chain. Many of thesesupplemental products cannot be directly derivedfrom the official AIS products – potentially affectinginformation integrity and consistency.Finally, some aeronautical informationsimply cannot be portrayed using traditionalAIS products. For example, Global NavigationSatellite Systems (GNSS) can have low reliabilityregions that are described by complex threedimensional shapes that vary in time. While someStates have developed ways to communicate thisinformation to pilots, additional work is neededto ensure a consistent international approach tocommunicating GNSS outages.When addressing the future needs of ATM,AIS needs to look beyond the traditional AISproducts defined in ICAO Annex 15. The future ofAIS needs to consider:––––––––Timeliness, accuracy and qualitynecessary to support operations in acomputer automated environmentSupport for electronic cock-pit displays,computerised dispatch systems andautomated air traffic managementInformation to support collaborativedecision making among airspace usersCustomisation to provide products andservices to support a diverse set of endusers3Expanding the Scope of AIMIn recognition that aeronautical informationis an integral part of future ATM, ICAO has takensteps to define the role of AIM in the future.ICAO Global Air Traffic Management OperationalConcept (Doc 9854) defines the role of AIM asproviding accredited, timely, quality-assuredinformation necessary to support flight operations.However the ICAO document does not explicitlyidentify future information requirements nor doesit provide for the transformation of AIS to meet thefuture information demands.Since 2006 the AIM community has beenmeeting yearly to address the challenges oftransitioning from AIS to AIM. Annual GlobalAIM Congresses organised by EUROCONTROLin coordination with a consortium of AIMorganisations have highlighted issues of AIMarchitecture, transition, quality and scope.The consensus from these Congressesis that AIM expands and modernises the role oftraditional AIS to cover:––––––––Information lifecycle managementincluding digital data collection, higherlevels of data integrity and higherlevels of qualityImproved data accuracy and precisionto support safety critical operationsIncreased scope of aeronauticalinformation to support efficiency,capacity and environmentalperformance requirements asidentified in future ATM concepts ofoperationAeronautical information exchangethrough international standards4Information Lifecycle ManagementThe management of information involvesthree steps:––––––Collection of aeronautical informationfrom one or more sourcesManagement of information sourcesto develop a consistent view ofaeronautical information (also know asa common operating picture)Distribution of aeronautical informationand services to one or morecustomersTo ensure consistent, high quality andtimely information, ATM relies on AIM to be theauthoritative source of aeronautical information.As the authoritative source AIM must manage,monitor and control the information chain. AIMresponsibilities include:
The Transition from AIS to �Reconciling information collected frommultiple sourcesVerifying the information fitness forpurpose to ensure the data collected canbe used safely to support different ATMservicesWorking with data suppliers to improveinformation quality and resolveinconsistenciesStandardising and harmonising theinformationAssembling aeronautical data sets andservicesTransforming aeronautical informationinto products and services to meetdiverse customers needsAssessing the impacts of data changesand communicating impacts to datasuppliers and information consumersWorking with regulators to defineperformance requirements foraeronautical informationThe net result of these activities is that AIM willbe able to produce a common operating picture ofaeronautical information that ATM can use to safelyand efficiently conduct flight operations.Although AIM is responsible for the overallinformation data chain, the creators, producersand owners of the information are often outside ofAIM. AIM relies on accountable sources to supplyraw aeronautical data. The accountable source isultimately responsible for delivering data at specifiedperformance levels – any errors must be addressedat the source.Creating a common operating picture ofaeronautical information may require AIM to manageinformation from multiple accountable sources. Tomanage the quality of the information, AIM mustmaintain the lineage of aeronautical information sodiscrepancies can be addressed with the originatingaccountable source.5Improved Accuracy and PrecisionThe second challenge facing AIM is to developthe means to improve the accuracy and precision4 5of aeronautical information. Increased relianceon computer decision support systems, areanavigation, precision approach and departureprocedures and high density flight operationsrequires a corresponding increase in aeronauticalinformation accuracy and precision.For example, the ICAO standard for anelectronic terrain and obstacle database includesstringent requirements for obstruction data in theen route and terminal environments. To deliverthis information to ATM, AIM must developnew processes to manage terrain and obstacledata. This includes identifying data suppliers(accountable sources) and developing theinfrastructure to collect, manage and distributethe information.6Increased Scope of AIMAt its foundation, the purpose of AIM isto provide the information necessary to supportinternational air navigation (ICAO ANNEX 15).Currently AIS provides basic information aboutflight rules, airspace, routes, fixes, navaids,airports and procedures in the AIP. AdditionallyAIS provides the NOTAM to alert customers oftemporary changes to the information containedin the AIP.Is this basic aeronautical informationsufficient to support current and future ATM?What are ATM future data requirements and howis AIM developing the suppliers, processes, toolsand distribution services to support these futureneeds?To answer these questions we used thetools of enterprise architecture to analyse ATMand determine ATM’s information requirements.Enterprise architecture includes tools andtechniques to identify systematically the currentand future business environment for AIM.Because enterprise architecture identifies thecurrent business situation and the desired endstate, enterprise architecture is an effective toolfor executive decision making and businessprocess improvement. Using enterprisearchitecture we can improve the effectivenessand efficiency of AIM.
According to the ICAO Global Air TrafficManagement Operational Concept the goal ofATM is to provide “a holistic, cooperative andcollaborative decision-making environment wherethe diverging expectations and interest of the ATMcommunity are balanced to achieve equity andaccess.” The ATM Concept of Operations identifiesseven concept components or services areas:1.2.3.4.5.6.7.Airspace organisation and managementDemand and capacity balancingAerodrome operationsTraffic synchronisationConflict managementAirspace user operationsATM service delivery managementFigure 1 — Operational Concept for AIMInteractive, on-demand aeronauticalinformation interchange between the globalaviation community to support safe, efficientand environmentally sound flight operationsthat maximizes system capacity.In addition, the ICAO concept of operationsidentifies an eighth component, informationmanagement that supports these seven serviceareas. The mission of AIM is to provide interactive,on-demand aeronautical information interchangebetween the global aviation community to supportsafe, efficient and environmentally sound flightoperations that maximises system capacity.In this concept, AIM delivers a commonoperating picture of aeronautical information forcustomers and stakeholders. ATM, industry andother customers identify the information servicesto be provided by AIM. ICAO and State regulatorsset the information provision requirements andperformance levels that AIM must meet. Basedon this concept of operations for AIM, it mightbe more appropriate that AIM be renamed ATMInformation Management.
The Transition from AIS to AIMGiven this concept of operations for AIM,consider the following questions regarding thescope of information and services to be provided byAIM:––––––What business services should AIMprovide?What performance requirements shouldAIM achieve to ensure the informationachieves its intended purpose for use byATM?What additional information does ATMneed?Answering these questions requires that AIM:––––Identify new information requirements tosupport the seven concept componentsof future ATMMap ATM performance requirementsFigure 2 — Decomposition ofATM business services intosub-activities6 7––––to the underlying quality, accuracy,precision and timeliness requirements forthe aeronautical informationIdentify the gap between current AISservices and the future ATM informationrequirements. The gaps identify changesthat need to be made in AIM.Work with regulators, accountablesources and ATM customers to developa plan to integrate these new informationrequirements into the AIM commonoperating picture.7Identifying the New Information RequirementsEach of the seven ATM capabilitycomponents can be decomposed into lowerlevel business activities. Figure 3 shows a partialdecomposition for the “Balance Demand andCapacity” capability component.
Balancing Demand and Capacity consists of6 sub-activities:––––––––Determine Capacity – calculate capacitylevels based on theoretical capacities,environmental conditions (e.g., weather,visual conditions) and aeronauticalinformation common operating picture(e.g., AIP, NOTAMs and other statusinformation);Evaluate Traffic Flow – evaluateexpected traffic flows based on historicalinformation, schedules and flightplanning;Assess Demand and Capacity Imbalance– Determine if there is excess demandbecause there is more traffic thanavailable airspace and/or airportcapacity;Mitigate Demand and CapacityFigure 3 — Analysis of the“Determine Capacity” sub-activityto identify information flows––––Imbalance – Propose restrictions, flightchanges and other initiatives to balancedemand and capacity;Facilitate Collaborative Decision Making– Incorporate stakeholder involvement tosolve demand and capacity imbalance;Allocate Capacity – Execute capacityutilisation strategy.Each of these sub-activities can thenbe analysed for information requirements. Theanalysis for “Determine Capacity” is shown in thefigure below.On the right are Inputs needed to supportthe activity. Once the activity occurs, the inputsare transformed into the activity output. For“Determine Capacity” the primary input is theengineered or theoretical capacity of the airport,runway, airspace or other aviation resource. Thisis the maximum capacity given perfect aviationconditions.
The Transition from AIS to AIMAt the top of the diagram are Controls.Controls restrict and influence the “DetermineCapacity” activity. In this case there are three maincontrols: 1) Capacity rules which describe theheuristics used to estimate actual capacity levelsbased on environmental and aeronautical factors2) environmental factors such as noise restrictions,ATC staffing levels, weather and other externalfactors that might affect the resource capacityand 3) aeronautical common operating pictureproviding the current status of the aviation systemresources.At the bottom of the diagram areMechanisms – the tools and organisations thatsupport the activity. Determining capacity isnormally completed by the traffic management unitorganisation with assistance from AIM.Finally the right side of the diagram showsthe activity Outputs – the capacity level.The analysis of “Determine Capacity”has identified several aeronautical informationrequirements that go beyond the scope oftraditional AIS:––––––Engineering capacityCapacity levelCapacity rulesTo support ATM requirements for capacityand demand balancing, AIM needs to createcapabilities to collect, manage and distributedigital capacity information about aviationresources such as airspace, runways, taxiwaysand routes.In addition, AIM may need to provideadditional services to ensure the provision ofaccurate capacity information to ATM systemusers:––––––Digitising capacity rulesCapacity rule validationProviding the aeronautical informationcommon operating picture8 9To fully define the added scope of AIM weneed to consider performance requirements for thedelivery of capacity information to ATM. Levels ofaccuracy, timeliness, quality and precision shouldbe directly linked to the performance needs of theoverlying ATM activity – Determine Capacity.Figure 4 (see page 10) summarises theperformance, business service and informationrequirements associated with the “DetermineCapacity” sub-activity of the seven ATM capabilitycomponents. By systematically considering theinformation requirements of the Global ATM futureconcept of operations, it is possible to determinethe scope of AIM.
8Integrating New Information Requirements into AIMThe final step is to integrate these futureinformation requirements into AIM. Informationmanagement considerations include:–– Digital capture – Specifying digitalformats for capturing and processingthe information to ensure products andservices are equally available to humansand computer systems–– Quality management – monitoring andcontrolling the quality of the information–– Information sharing – publishing theinformation via internationally accepteddata standards to promote informationexchange–– Integrated planned, operational andhistorical information – ensuring theinformation is integrated into a fullytemporal common operating pictureFigure 4 — AIM performance,business service and informationrequirements to support ATMcapacity business activities––showing historical information,planned information as well as currentoperational dataDecision information support – Delivervalue-added services on top of the rawdata to assist with filtering, querying,sorting and notification9SummaryOnly recently has aviation realised that,the movement of information is as important asthe movement of people or goods. Today manyAIS’s remain focused on providing narrowlydefined legacy aeronautical products as specifiedin ICAO Annex 15. Yet, there is an awarenessamong aeronautical providers that they must
The Transition from AIS to AIMtransform from AIS to AIM to meet the growingdemands of the ATM business. The transformationincludes changing from a manual, paper productenvironment to a digital, standards-basedenvironment. The transformation means theestablishment of an AIM focused clearly on thecurrent and future requirements of ATM.As a result of a focus on ATM needs, AIMwill need to provide new aeronautical servicesthat expand upon the traditional AIS safetyinformation. These new AIM services includeinformation services that support aviation systemefficiency, capacity, and environment performancerequirements. While it is known that AIM mustprovide timely, high quality and digital information,the fundamental business services included inAIM have not yet been completely defined. Afull definition of AIM can only be determinedby identifying all the information managementservices that support the ATM capabilities.The enterprise architecture approach hasidentified future AIM performance requirements,business services and information managementneeds. It is important that AIM identify quality,information management, information sharing anddecision support services that will be required tomeet ATM information requirements.The ongoing challenge for the aviationbusiness is to continue making investments ininformation management to facilitate the ability toplan and operate flights with maximum flexibility,flight efficiency and cost-effectiveness, withminimum constraints and with no degradation insafety.These changes in the aviation systemare placing new importance on AIM. It is thechallenge of AIM to expand, to modernisationand to standardise in order to meet the increasingdemand for information in ATM.10 11
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has developed a concept of Aeronautical Information Management (AIM). The transformation from AIS to AIM is the transition of aeronautical information from traditional charts and paper publications towards real-time standards-based digital aeronautical information. With the increased importance of AIM to ATM comes a growing responsibility of AIM
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