Communication, Navigation and Surveillance Technologies

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Whilst there are a growing number of technological solutions, it is essential that they are cost effective and conform to global implementation standards in order to benefit the aviation community.​ IATA provides guidance and recommendations on various infrastructure requirements for air navigation services.

​User Requirements for Air Traffic Services (URATs)

The IATA User Requirements for Air Traffic Services (URATs) is designed to act as a reference point for airlines and ANSPs when determining airline infrastructure requirements and capabilities for air navigation services. The document aims to complement the ICAO Global Air Navigation Plan (GANP) whilst succinctly stating IATA’s positions on the various communication, navigation and surveillance technologies.

Any technology will need to fulfil the following requirements prior to actual funding or implementation:

  •  Enable a direct and measurable operational and/or safety improvement that is required for that specific service volume and identified in collaboration with airlines operating through that specific airspace;
  •  Follow a proper consultation process with the airlines and airspace users and involve airlines collaboratively at the planning and deployment stages;
  •  Be aligned with the ICAO GANP;
  •  Be supported by a positive cost-benefit analysis during which the airlines were able to validate the benefits that off-set the costs; and
  •  Follow ICAO principles for user charges

Automatic Dependent Surveillance – Broadcast (ADS-B)

IATA views ADS-B based on the 1090 Extended Squitter (ES) data link as the most desirable form of surveillance. Surveillance based primarily on ADS-B should be used, whenever operationally feasible, as the next generation replacement to radar.

Global Navigation Satellite System (GNSS)

GNSS represents a transition from conventional Ground-Based Navigation Aids to Satellite-Based Navigation Aids, aiming to mitigate many limitations faced by the use of radio signals transmitted from ground. It is the preferred navigation technology supporting better flight trajectory and airspace capacity.​

Performance-Based Navigation (PBN)

PBN is a global set of area navigation standards, defined by ICAO, based on navigation performance and functionality required for the proposed operation. Implementation of PBN is considered a global air navigation priority aiming to enhance safety and efficiency of flight operations and air traffic management. PBN concept encompasses two types of navigation specifications:​

  • RNAV Specification – Navigation specification based on area navigation that does not include the requirement for on-board performance monitoring and alerting, e.g. RNAV 5, RNAV 2 and RNAV 1.
  • RNP Specification – Navigation specification based on area navigation that requires on-board performance monitoring and alerting, e.g. RNP 4, RNP 2 and RNP APCH.

Settlement with Orders (SwO)

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The Settlement with Orders (SwO) program introduces a streamlined and efficient settlement solution based on orders. It builds on the capabilities delivered by NDC and ONE Order which enable the accounting functions using the airlines’ order management systems. Visit the Air Tech Zone for further information and Standard download.

Travel settlement made easy

SwO is a framework for the settlement of agreed orders between partners. The SwO standard consists of a lean XML data exchange standard and of a process agreed by the industry.

Based on a pre-agreement between two parties, the settlement process can be enabled by a simple claim requiring minimal data. The partners are informed about the settlement process results based on the same data exchange.

In a first phase, the SwO standard will be applied to the settlement between Carriers and Sellers, using the current agency program framework.

Takeoff: https://www.iata.org/

Global Reporting Format – Runway Surface Conditions

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Runway excursions remain one of the top challenges to aviation, with serious impacts in terms of safety and cost. A key consideration is to ensure effective braking, particularly when the runway surface conditions have deteriorated.The assessment and reporting of Runway Surface Conditions (RSC) are being addressed by ICAO through the implementation of a revised Global Reporting Format (GRF). This methodology has at its core a Runway Condition Assessment Matrix (RCAM) that enables the harmonized assessment and reporting of runway surface conditions; and flight crew assessment of take-off and landing performance based upon the reported runway surface conditions.

This methodology is for harmonized and global implementation, will be mandated from 5 November 2020.

IATA-ICAO e-learning course

In a joint effort between IATA and ICAO, this course aims to assist flight crew to understand and use the new Runway Condition reporting requirements as outlined in ICAO Circular 355 (Assessment, Measurement and Reporting of Runway Surface Conditions) and ICAO Doc 10064 (Aeroplane Performance Manual [APM]). Get to know fundamental changes in the new reporting system related to the introduction of runway condition code (RWYCC) and enable flight crew assessment of take-off and landing performance based upon the reported runway surface condition

What you will learn

Upon completing this course you will have the skills to:

  • Explain the need and fundamental requirements for a harmonized GRF for Runway Condition Assessment and Reporting
  • Summarize the end-to-end process of a Runway Condition Assessment and Reporting
  • Describe the factors which require adjustments to braking and acceleration performance to account for runway conditions
  • Use a Runway Condition Report (RCR) to assess takeoff and landing performance

Who should attend

This course is recommended for:

  • Flight crew
  • Airline operational staff
  • Dispatchers

Course content

  • Runway condition report (RCR), Runway Condition Assessment Matrix (RCAM) and Runway Condition Code (RWYCC);
  • The impact of different runway conditions on flight planning and operations
  • Runway contaminants
  • Airline activities in the end-to-end process of a Runway Condition Assessment
  • Pilot-observed Runway Condition Reports
  • Conditions for Downgrading/Upgrading a report
  • Takeoff and landing performances

Find out more about this course

Takeoff https://www.iata.org/

Drones for tomorrow’s air cargo

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Drones offer new forms of air freight, such as last mile air transport, humanitarian deliveries, disaster relief, transport of temperature sensitive medicine and food, and many more.

IATA’s objective is to address the opportunities for the air freight industry to integrate and embrace this new branch of air cargo through the development of necessary standards and tools, education initiatives and the collaboration with industry partners.

Background

The Unmanned Aerial Systems (UAS) industry is moving at a fast pace in multiple directions: low altitude, high altitude, recreational and commercial.

In the civil world, they can be used for media and entertainment, fire-fighting, precision agriculture, humanitarian, and multiple other applications that require cheap and extensive aerial surveillance (border patrol, weather monitoring, nuclear security, hurricane tracking, law enforcement).

Drones for the airline industry

While much of the focus of drones to date has been on military applications and consumer toys potentially able to endanger aircraft, the future of drones to support the airline industry is promising, as they offer opportunities to gain efficiencies, reduce costs and increase speed.

Business opportunities exist for our industry in three main areas:

  •  Airport and ground operations: ground for safety checks (aircraft, runway…) and maintenance, for airport perimeter monitoring, bird and wildlife control, warehouse operations such as sorting and inventory
  •  Transport of goods: transport of parcels, general and special cargo in urban space as well as rural and remote locations
  •  Transport of passengers: drones for tomorrow’s travel by air, including urban mobility

IATA’s focus

The industry needs to react quickly to address challenges and capture the opportunities offered by this new branch of civil aviation.

At IATA, a high priority is placed on the development of standards and recommended practices that will enable the safe and efficient operations of drones into the established aviation infrastructure. Our focus is therefore on the following three areas of work:

  • Safety & security: find out more on the Drones and safety page
  •  Air Traffic Management (ATM)
  •  Integrated operations: airport & ground operations, cargo, passenger

Takeoff: https://www.iata.org/

Urgent Implementation of ICAO COVID-19 Guidelines Needed

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Geneva – The International Air Transport Association (IATA) urged governments to quickly implement the International Civil Aviation Organization’s (ICAO’s) global guidelines for restoring air connectivity.

Today, the ICAO Council approved Takeoff: Guidance for Air Travel through the COVID-19 Public Health Crisis (Takeoff). This is an authoritative and comprehensive framework of risk-based temporary measures for air transport operations during the COVID-19 crisis.

“The universal implementation of global standards has made aviation safe. A similar approach is critical in this crisis so that we can safely restore air connectivity as borders and economies re-open. The Takeoff guidance document was built with the best expertise of government and industry. Airlines strongly support it. Now we are counting on governments to implement the recommendations quickly, because the world wants to travel again and needs airlines to play a key role in the economic recovery. And we must do this with global harmonization and mutual recognition of efforts to earn the confidence of travelers and air transport workers,” said Alexandre de Juniac, IATA’s Director General and CEO.

Takeoff proposes a phased approach to restarting aviation and identifies a set of generally applicable risk-based measures. In line with recommendations and guidance from public health authorities, these will mitigate the risk of transmission of the COVID-19 virus during the travel process.

These measures include:

  • Physical distancing to the extent feasible and implementation of “adequate risk-based measures where distancing is not feasible, for example in aircraft cabins”;
  • Wearing of face coverings and masks by passengers and aviation workers;
  • Routine sanitation and disinfection of all areas with potential for human contact and transmission;
  • Health screening, which could include pre- and post-flight self-declarations, as well as temperature screening and visual observation, “conducted by health professionals”;
  • Contact tracing for passengers and aviation employees: updated contact information should be requested as part of the health self-declaration, and interaction between passengers and governments should be made directly though government portals;
  • Passenger health declaration forms, including self-declarations in line with the recommendations of relevant health authorities. Electronic tools should be encouraged to avoid paper;
  • Testing: if and when real-time, rapid and reliable testing becomes available.

“This layering of measures should give travelers and crew the confidence they need to fly again. And we are committed to working with our partners to continuously improve these measures as medical science, technology and the pandemic evolve,” said de Juniac.

Takeoff was one element of work of the ICAO COVID-19 Aviation Recovery Task Force (CART). The CART report to the ICAO Council highlighted that it is of “paramount importance to avoid a global patchwork of incompatible [aviation] health safety measures.” It urges ICAO Member States to “implement globally- and regionally-harmonized, mutually accepted measures that do not create undue economic burdens or compromise the safety and security of civil aviation.” The Report also notes that COVID-19 risk mitigation measures, “should be flexible and targeted to ensure that a vibrant and competitive global aviation sector will drive the economic recovery.”

“The leadership of ICAO and the commitment of our fellow CART members have combined to quickly lay the foundation for a safe restoration of air transport amid the COVID-19 crisis. We salute the unity of purpose that guided aviation’s stakeholders to a solid conclusion. Moreover, we fully support CART’s findings and look forward to working with governments for a well-coordinated systematic implementation that will enable flights to resume, borders to open and quarantine measures to be lifted,” said de Juniac.

CART’s work was developed through a broad-based consultation with countries and regional organizations, and with advice from the World Health Organization and key aviation industry groups including IATA, Airports Council International (ACI World), the Civil Air Navigation Services Organization (CANSO), and the International Coordinating Council of Aerospace Industries Associations (ICCAIA).

IATA’s Biosecurity for Air Transport: A Roadmap for Restarting Aviation was the basis for IATA’s contribution to Takeoff. It is being re-named Biosafety for Air Transport: A Roadmap for Restarting Aviation to emphasize the safety focus of the challenge and will be continuously updated to align with the Takeoff recommendations.

“take to: https://www.iata.org/“