AN-Conf/13-WP/252
International Civil Aviation Organization

WORKING PAPER

26/9/18(Information Paper)
English only

THIRTEENTH AIR NAVIGATION CONFERENCE
Montréal, Canada, 9 to 19 October 2018
COMMITTEE A
Agenda Item 1: Air navigation global strategy
1.1: Vision and overview of the sixth edition of the GANPTHE LONG-TERM VISION FOR THE FUTURE
AIR TRAFFIC SYSTEMS OF JAPAN (CARATS)(Presented by Japan)
EXECUTIVE SUMMARY
This paper presents the information about status update of the long-term vision for the future air trafficsystems of Japan, namely “CARATS: Collaborative Actions for Renovation of Air Traffic Systems”.

1.

INTRODUCTION

1.1
The Global Air Navigation Plan (GANP) indicates comprehensive direction for theglobally harmonized air navigation systems with safe, effective and efficient air traffic. The GANP also
provides the various measures and technology development, in form of time series block, as Aviation
System Block Upgrades (ASBUs) and technology roadmaps. This will allow States and stakeholders torealize the safe, sustained growth, increased efficiency and responsible environmental stewardship thatsocieties and economies globally now require.

2.

DISCUSSION2.1

The long-term vision for the future air traffic systems in Japan

2.1.1
In Japan, in order to correspond appropriately to the growth in air traffic demand as wellas the diversified needs of users, through the collaboration of industry, academia and government, thefuture of the air navigation services have been examined from various angles and also based on global
trends. In 2010, Japan established “The long-term vision for the future air traffic systems (CARATS:
Collaborative Actions for Renovation of Air Traffic Systems)” which describes goals aimed at for 2025,
directions of renovation, etc. CARATS sets goals like improvement of safety, correspondence to thegrowth in global air traffic demand, improvement of user-friendliness, improvement of operational
efficiency, etc. CARATS also identifies the following eight directions of renovation to achieve the goals,
with a core of the “trajectory-based operations (TBO)”.

AN-Conf/13-WP/252-2-a) Realization of TBOb) Improvement of predictabilityc) Ensuring information sharing for collaborative decision-makingd) Promotion of performance-based operatione) Implementation of satellite navigation in all flight phasesf) Improvement of situational awareness on the ground and on board an aircraftg) Maximum utilization of human and machine capabilityh) Realization of high-density aircraft operations at busy airports and congested airspace
2.1.2
CARATS is also consistent with the ASBU methodology. Japan has mapped its planning
to respective Block Upgrade Modules in order to ensure the near- and longer-term global interoperabilityof their air navigation solutions.

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The main measures in CARATS

Improved efficiency in ATC operations of take-offs, landings and surface2.2.1
With arrival management (AMAN), departure management (DMAN) and surface
management (SMAN) coordination, Japan Civil Aviation Bureau (JCAB) controls traffic flows
effectively at airports including the Tokyo Haneda and the Tokyo Narita airports where airport surface
operations are difficult and complicated. This enables the airports to maximize the use of its available
resources including runways, and thus increases airport capacity to meet the ever-growing demand in air
traffic in the Tokyo metropolitan area.
2.2.2
Besides, a couple of air traffic management (ATM) CARATS measures are implemented
to improve operations for the Metropolitan airports, which are time-based metering at merging points,
improved efficiency of aerodrome operations (AMAN/DMAN/SMAN), airport collaborativedecision-making (A-CDM), reduced wake turbulence separation minima (RECAT: Recategorization) etc.
Each measure will also start the operation from around 2019 before when the Olympic and Paralympic
games held in Tokyo in 2020, in a phased manner where necessary.

CARATS challenge for 2020 in Metropolitan Airports (For the Tokyo Haneda Airport)
Enhancement of ATC capacity by continental controller-pilot data link communications (ContinentalCPDLC)
2.2.3
In order to improve ATC capacity and safety, Continental CPDLC by FANS with VDL isalso going to introduce from 2021. The introduction will be made in phased manner. In initial phase, bytransmitting non-time-critical ATC instruction (transfer of communication, microphone check, DBC
assignment) as pre-fixed format through the data link in the domestic en-route airspace, we expect thatATC capacity will be increased and human error risk will be reduced.

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Initial phase (from 2021)>Service Area:High altitude air space>Pre-fixed messages:-Contact/Hand off-DBC assign-Microphone check
Cockpit with CPDLC capable

Indicate targets (Air crafts) with telemetry
New ATC system optimized for CPDLC

Expanding VDL Service Coverage
Continental controller-pilot data link communication (Continental CPDLC)
Information-sharing infrastructure (SWIM: System Wide Information Management)
2.2.4
In order to promote the SWIM construction and the flight and flow information for acollaborative environment (FF-ICE) implementation in Japan, JCAB joined the International
Interoperability, Harmonization and Validation (IIH&V) project which was led by the Federal Aviation
Administration (FAA) from January 2017. As a technical supporter of JCAB, the Electronic Navigation
Research Institute (ENRI) developed a test system for validation and participated lab exercises ofValidation 1 that was focused on FF-ICE Planning and Validation 2/3 that was for FF-ICE execution incollaboration with manufacturers and airlines .
2.3

Decision-making and arrangement in the last fiscal year

2.3.1
In consideration of the various social situation and recent ICAO activities, last fiscal year,
JCAB made decisions to implement following measures under the collaborative framework with industry,academia and government:a) OIs: Operational Improvements
1) Introduce LPV/LPV procedure2) Collaborative coordination of trajectories prior to the flight operationsb) ENs: Enablers
1) 4D trajectory calculation
2) Sharing and coordination capability of 4D trajectory3) Integration of observation data for airport and airspace (Use of 4D weatherdatabase)

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4) Utilization of weather data observed by aircraft5) Quantification of weather forecast error
6) LP/LPV utilizing SBAS
7) WAM( Terminal operation)8) DAPs for WAM
9) Wind vector calculation function using DAPS telemetries
2.3.2
Regarding of these, “collaborative coordination of trajectories prior to the flightoperations”, it is an essential key measure for realizing of trajectory-based operation (TBO).
2.3.3
This OI is improved flight plan making and coordination, prior to the actual flight
operation, a variety of stakeholders not only air navigation services providers but also operators havecollaborated decision for suitable trajectory-based flight plan in a timely manner for utilizing predicted air
space condition such as bad weather, congestion, etc.

Predicted air space condition(ex. weather)

Coordination with a variety of stake holders
for suitable trajectory based flight plan.

Flight for suitable trajectory based
flight plan with flexible adjusted.

Collaborative coordination of trajectories prior to the flight operations

3.
3.1

CONCLUSION
The meeting is invited to:a) note the information contained in this paper; andb) discuss any relevant matter as appropriate.

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