Non-RVSM!!

Transcription

Non-RVSM!!

Module 3 ATC considerations
in RVSM environment
STP56/162/ATCRVSM “Процедуры RVSM для персонала УВД”
M3 -
1
Module Position in the Course Structure
RVSM Certification
for ATCOs
M3 -
2
Module Objectives
At the end of the Module a student shall be able
Maintain situational awareness and make ATC decisions in RVSM
environment
including:
-Control air traffic using radar;
-Control air traffic using time-distance diagram;
-Watch actual meteorological situation;
-Watch airspace restrictions;
-Watch aircraft transponders operation;
-Assess air traffic situation;
-Forecast air traffic situation;
-Apply proper separation type;
-Detect potential conflicts;
-Determine optimum controller clearances for aircraft crews.
M3 -
3
Module Content
Module contains:
- Presentations
- Handout studying
- 2 exercises
- Case study
- Discussions
- Progress test
M3 -
4
M3 -
5
A3.3 Task Cluster and
Associated Subtasks of a
Centre Controller
M3 -
6
A3.3.1 Core Tasks (CT)
•
•
•
•
•
•
•
CT1 Maintain Situational Awareness
CT2 Make Decisions for Control Actions
CT3 Conduct Communication
CT4 Provide Planning and Co-ordination Actions
CT5 Provide Control Actions
CT6 Provide Pilots with Relevant Information
CT7 Provide Assistance to Aircraft in Abnormal
Situations
• CT8 Provide Tactical Air Traffic Management (ATM)
RVSM implementation causes change of the task
M3 -
7
A3.3.2 Direct Support Tasks (DST)
• DST1 Check and Maintain the Integrity of the
Working Position
• DST2 Build up Mental Picture of Air Traffic Situation
• DST3 Utilise Flight Plan Information
• DST4 Ensure Appropriate Co-ordination
• DST5 Manage Air Traffic within the Area of
Responsibility
• DST6 Update Working Knowledge
• DST7 Conform with Medical Requirements
M3 -
8
A3.3.3 Indirect Support Tasks (IST)
• IST1 Report on Activities
• IST2 Co-operate in Incident and Accident
Investigation
M3 -
9
Course Structure
Course Introduction
Regulations on RVSM
Flight Planning
Situational awareness
Cognitive
skills
ATC considerations in RVSM environment
Changes of working position equipment
Decision making
Separation procedures
Information provision for pilots
Contingency procedures
ATC coordination procedures
Phraseology
Simulation exercises
M3 - 10
ATC Particularities in RVSM
Environments (just after implementation)
Significant number of new procedures
Necessity of workload analysis and its optimizing by resectorization
and airways structure alteration
Changing Letters of Agreement between ATC Centres
Changing flight directions at three FLs
Appearance of new transition areas RVSM /non-RVSM
M3 - 11
Common ATC Particularities in RVSM
Environments
RVSM procedures include:
- Common rules
- Procedures for non-RVSM state aircraft, flying as
GAT inside RVSM airspace
- Procedures for state aircraft, flying as OAT
crossing ATC routes inside RVSM airspace
- Flight planning rules
- Inter-centre coordination rules
- Contingency procedures
- Transition procedures
- Radiotelephony phraseology
M3 - 12
Common ATC Particularities in RVSM
Environments (long term)
Changing of professional task balance in controller work:
-increasing segment of monitoring (accordance of CFL to Actual
FL, RVSM status);
-increasing segment of providing pilots with information;
-decreasing segment of separation tasks.
Usage of two vertical separation minima (sometimes at the same
time).
Workload irregularity (depends on weather, RVSM status in the
sector of responsibility).
Increasing frequency of ACAS wrong alerts.
Appearance of new transition areas RVSM/non-RVSM.
M3 - 13
Crew In-Flight Procedures (1)
• Flight crews will need to comply with any aircraft
operating restrictions, if required for the specific
aircraft group, e.g. limits on indicated Mach number,
given in the RVSM airworthiness approval;
• Emphasis should be placed on promptly setting the
sub-scale on all primary and standby altimeters to
1013.2 (hPa) /29.92 (in.Hg) when passing the
transition altitude, and rechecking for proper
altimeter setting when reaching the initial cleared
flight level;
M3 - 14
Crew In-Flight Procedures(2)
• In level cruise, it is essential that the aircraft is flown at the cleared
flight level. This requires that particular care is taken to ensure
that ATC clearances are fully understood and followed. The
aircraft should not intentionally depart from cleared flight level
without a positive clearance from ATC unless the crew are
conducting emergency manoeuvres;
• When changing levels, the aircraft should not be allowed to
overshoot or undershoot the cleared flight level by more than 45 m
(150 ft);
Note: It is recommended that the acquisition of the Cleared Flight
Level (CFL) be accomplished using the altitude capture feature of
the automatic altitude-control system, if installed.
M3 - 15
• An automatic altitude-control system should be
operative and engaged during level cruise, except
when circumstances such as the need to re-trim the
aircraft or turbulence require disengagement. In any
event, adherence to cruise altitude should be done
by reference to one of the two primary altimeters.
Following loss of the automatic heightkeeping
function, any consequential restrictions will need to
be observed;
• Ensure that the altitude-alerting system is operative;
M3 - 16
• At intervals of approximately one hour, cross-checks between
the primary altimeters should be made. A minimum of two must
agree within ± 200 ft (± 60 m). Failure to meet this condition will
require that the altimetry system be reported as defective and
notified to ATC;
(i) The usual scan of flight deck instruments should suffice for
altimeter cross-checking on most flights.
• In normal operations, the altimetry system being used to
control the aircraft should be selected for the input to the
altitude reporting transponder transmitting information to ATC;
• If the pilot is notified by ATC of an assigned altitude deviation
(AAD) of 300 ft (± 90 m) or more, then the pilot should take
action to return to the cleared flight level as quickly as
possible.
M3 - 17
Human Factor.
Basic Concepts
Automation centered
on a human operator
Situational awareness
Mistake probability management
ICAO Doc 9758
Human Factors Guidelines for Air Traffic
Management (ATM) Systems
ICAO Doc 9683 AN/950
Human Factors Training Manual
M3 - 18
Situational Awareness
Situational Awareness
Result of continuous withdrawal
information about working environment
(air traffic situation), integration this
information with previous knowledge
in the form of coherent mental picture
and applying this picture for direction
further perception and new events
expectation.
Situational awareness maintaining – one of
the most significant task of a controller
M3 - 19
Elements of situational
awareness in ATC (1)
Personal Factors
Air Traffic
Weather
Pilots
Airport Infrastructure
Individual Features
Environment
Nav Aids
CT1
Maintain
Situational
Awareness
Aircraft Performances
Equipment
Adjacent ATC Centres
M3 - 20
Personal Factors
Air Traffic
Weather
Pilots
Airport Infrastructure
Individual Features
Environment
Nav Aids
Elements
significantly
altered in RVSM
environment
are
marked
Equipment
M3 - 21
Personal Factors
Weather
Air Traffic
Pilots
Equipment
Ability for constant monitoring concentration.
Turbulence can affect RVSM application as in entire
area as RVSM status of a single aircraft.
Different RVSM status of aircraft in the area.
Variation of the status in time.
Problems of visual watching of other aircraft. Pilot
mistakes during setting cleared level on an
autopilot. Using TCAS by pilots for situational
awareness.
Altimetry and communication failures in RVSM area
can cause serious consequences. Proper
functioning of aircraft systems determine its RVSM
status.
There are new requirements to ATC automation and
communication systems in relation to RVSM.
Procedure of ATC coordination is changing.
M3 - 22
Air Traffic Assessment:
Aircraft RVSM Status Indication on the Display (1)
8.3.5 Where radar is used as the primary tool for applying
separation, the radar position symbols and/or radar labels should
provide a clear indication of the current non-RVSM approval status
of aircraft operating within such level bands above and below the
EUR RVSM Airspace, as defined by the local ATS authority.
8.3.6 The means by which the
distinguishing feature is applied
to the radar position symbols
and/or radar labels of the aircraft
concerned shall be automatic.
!! Non-RVSM!!
ATC Manual for RVSM in Europe
M3 - 23
Controllers should understand that RVSM approval in accordance
with current FPL can be cancelled on basis of information
received directly from the pilot.
During an initial phase of RVSM implementation for some radar
display Information manual input of a distinctive characteristic can be
demanded. It requires presence of the clear confirming procedures
providing receipt of the given crucial for safety information to ATC
controllers.
ATC apply distinctive designations of the radar data label of an
aircraft in a manual operating mode used till the moment when the
pilot report on possibility to renew RVSM flight performance.
M3 - 24
8.3.7 The possibility for the
manual manipulation of the
radar position symbols and/or
radar labels of aircraft shall be
available.
Note: The manual manipulation
will be used as a means of
updating the radar
position symbols and/or radar
labels of aircraft experiencing
in-flight equipment-related
contingencies which result in
the loss of RVSM approval
status.
DLH44
430 47
EFS443
280 44
SBN832
330 46
MIL02
340 48
BAW773
380 46
GSW116
360 45
EOB225
370 46
D-ADSF
260 40
Оранжевым цветом выделены:
не утвержденные к полетам с RVSM воздушные суда
Белым цветом выделены:
утвержденные к полетам с-RVSM воздушные суда
M3 - 25
Decoding Aircraft Position, Level, Identification
and RVSM Status
KLN485
T134
348  280 280
418
NEB
NW
RVSM
STATUS
N8
Taking into account increased requirements to monitoring
of the actual FL in RVSM environment it is recommended
to define position, flight level, call sign of every aircraft
within a zone of responsibility at each display scanning by a sight.
M3 - 26
Control of Controller Clearance
Compliance (1)
In cases when Mode C altitude indication a differs from the
cleared flight level by 300 feet (assigned altitude deviation
(AAD) - The difference between the transponder Mode C altitude
and the assigned altitude/flight level) or more, the controller
informs the pilot and instructs him to check up altimeter setting
and aircraft flight level.
Aircraft Mode C Altitude
Indication
Cleared FL (CFL)
SAS7214 1210
313 310 310
450
270
If after acknowledgement of aircraft flight level discrepancy in 300
feet or more remains between Mode C data and CFL, ATC will follow
existing ICAO rules ИКАО for cases of Mode C failure during flight.
M3 - 27
Control of Controller Clearance
Compliance (2)
The maximum acceptable mode C deviation in 300 feet remains
applicable for RVSM airspace. The value of 300 feet concerns
exclusively SSR transponder functioning.
It is not connected with accuracy of cleared level keeping in
accordance with RVSM MASPS demand.
Altimetry system error (ASE).
The difference between the
altitude indicated by the
altimeter display, assuming a
correct altimeter barometric
setting, and the pressure
altitude corresponding to the
undisturbed ambient
pressure
Error of altitude keeping by
autopilot
+/- 60м (200 ft) 99,7%
+/- 20м (65 ft)
M3 - 28
Case Study 3.1. (1)
Statistics
(THE EUR RVSM SAFETY MONITORING REPORT 2004)
M3 - 29
Case Study 3.1. (1)
Statistics
(THE EUR RVSM SAFETY MONITORING REPORT 2004)
M3 - 30
Air Traffic Control Using Time-Distance
Diagram
PH-XXX
5713
LR23 400 LIRP EBBR
R2600
NONRVSM
260
IXILU
DANAR
EPL
DIK
1603
1618
UE
27
260
1558
1601
REIMS
M3 - 31
133.22
Using Time-Distance Diagram in RVSM
Environment
W
It is needed a symbol indicating aircraft RVSM status
M3 - 32
Indication of Aircraft RVSM Status on the
Time-Distance Diagram
W
NW
NW
It is needed a procedure for indicating aircraft RVSM status
M3 - 33
Current Weather Monitoring
M3 - 34
Severe Turbulence - Not Forecast
•8.4.1 When an aircraft operating in the EUR RVSM airspace
encounters severe turbulence due to weather or wake vortex that
the pilot believes will impact the aircraft's capability to maintain
its cleared flight level, the pilot shall inform ATC. Air traffic
control shall establish either an appropriate horizontal
separation or an increased minimum vertical separation.
•8.4.2 Air traffic control shall, to the extent possible,
accommodate pilot requests for flight level and/or route
changes, and pass traffic information, as required.
M3 - 35
Severe Turbulence - Not Forecast
•8.4.3 Air traffic control shall solicit reports from other aircraft to
determine whether RVSM should be suspended entirely or within
a specific flight level band and/or area.
•8.4.4 The ACC/UAC suspending RVSM shall co-ordinate any
such suspension(s), and any required adjustments to sector
capacities with adjacent ACCs/UACs, as appropriate, to ensure
an orderly progression to the transfer of traffic.
M3 - 36
Severe Turbulence - Forecast
•8.5.1 Where a meteorological forecast is predicting severe turbulence
within the EUR RVSM airspace, air traffic control shall determine whether
RVSM should be suspended, and if so, the period of time, and specific flight
level(s) and/or area.
•8.5.2 In cases where RVSM will be suspended, the ACC/UAC suspending
RVSM shall coordinate with adjacent ACCs/UACs with regards to the flight
levels appropriate for the transfer of traffic, unless a contingency flight level
allocation scheme has been determined by letter of agreement. The
ACC/UAC suspending RVSM shall also co-ordinate applicable sector
capacities with adjacent ACCs/UACs, as appropriate.
M3 - 37
Flight Level Allocation Scheme (FLAS)
M3 - 38
Vertical separation from prohibited,
restriction and dangerous zones (1)
All activity in air space where there are restrictions or in
reserved airspace should be considered, how not compatible
with RVSM.
7.8 State Aircraft Operating as Operational Air Traffic (OAT)
within the EUR RVSM airspace
7.8.1 The majority of State aircraft operating as OAT will be nonRVSM approved. Therefore, as a basic principle, and unless
otherwise notified, State aircraft operating as OAT shall be
considered as being non-RVSM approved.
M3 - 39
Vertical separation from prohibited,
restriction and dangerous zones (2)
7.8.2 The vertical separation minimum required between State
aircraft operating as OAT and any other aircraft operating as GAT,
where both are operating within the EUR RVSM airspace, shall be
600 m (2000 ft).
7.8.3 However, in an airspace environment where both the civil and
military ATC units are fully aware as to the RVSM approval status of
all traffic involved, a reduced vertical separation minimum of 300 m
(1000 ft) can be applied between an RVSM approved State aircraft
operating as OAT, and RVSM approved GAT.
M3 - 40
Monitoring Aircraft
Transponder Operation
1090 MHz
Responce
Mode C
Mode A
altitude
SQUAWK
Airborne SSR transponder
Interrogation
1030 MHz
Mode A/C
SAS7214 1210
313 310 310
450
270
Set
Transponder
Data
SQUAWK
Aircraft Identification
M3 - 41
Control of Validity of Transponder Indication
by Interaction With the Crew
-CHECK ALTIMETER SETTING AND CONFIRM (level).
или
-CONFIRM (level).
M3 - 42
SSR Modes
Results of application SSR for surveillance purpose can be improved by using
mode S in which a 24-bit address is appointed to each aircraft. It enables
selective inquiry of aircraft equipped with SSR transponders mode S, and to
exclude a situation of mutual interferences from several transponders
(garbling). Mode S also provides a two-way data line between a ground radar
and a mode S transponder.
Mode S
Mode S is developed for
ACAS support, and it
is compatible with usual SSR radars.
Mode A
Co-ordinates (azimuth, range) +
Identification of aircraft
Mode C
Co-ordinates (an azimuth, range) +
barometric height
of aircraft
At present commercial aircraft (having the maximum take-off weight more than
5700 kg) and flying in the European region are equipped with mode S
transponders, which:
- Are compatible with mode А/С SSR;
- Provide functioning TCAS in full extent (Support co-ordinated RA)
M3 - 43
Air Traffic Situation Assessment:
Real Aircraft RVSM Status (1)
Availability of aircraft RVSM approval, does not mean,
that it meets RVSMrequirements at present.
g) before entering RVSM airspace, the pilot should review the status of
equipment required. The following equipment should be operating normally:
1) two altitude measurement systems, as defined by the RVSM MASPS;
2) automatic altitude-keeping device(s);
Note. Redundancy requirements for altitude keeping devices should be
established by regional agreement after an evaluation of such criteria as
mean time between failures,
length of flight segments
and availability of direct pilot-controller
communications
and radar surveillance.
M3 - 44
Air Traffic Situation Assessment:
Real Aircraft RVSM Status (2)
3) at least one altitude-reporting transponder (if required for operation in
that specific RVSM airspace) capable of being switched to operate
from either of the two altimetry systems required by the RVSM MASPS;
and
4) one altitude-alerting device;
Operating Transponder. An operating transponder may not be required
for entry into all designated RVSM airspace. The operator should
determine the requirement for an operational transponder in each RVSM
area where operations are intended.
Should any of this equipment fail prior to the aircraft entering RVSM
airspace, the pilot should request a new clearance so as to avoid flight
in this airspace.
·
M3 - 45
RVSM Status Role
4.1 Except for designated airspace where RVSM transition tasks are
carried out, only RVSM approved aircraft and non-RVSM approved
State aircraft shall be permitted to operate within the EUR RVSM Airspace.
M3 - 46
Formation of "a mental picture”
mental model
mental picture
Mental – related to
thinking domain
decision-making
Two basic cogitative problems in АТСО work,
closely Intertwining with cognitive processes
– mental model of processes
and mental picture of actual situation formation.
Situational awareness is the cognitive basis for these processes.
All these elements provide adequate decision - making.
Analysis
Synthesis
M3 - 47
Controller Work Model
-
Mental model
+
Circumstances
situations
Mental picture
Aim
Expected
Mental picture
Action
Expected
action
Expected
change
of situation
Change
of situation
Comparison:
match?
no
yes
M3 - 48
Air Traffic Situation Forecast
Control of the plan information aircraft expected to enter the
responsibility zone
Forecast of development of air traffic situation on a basis of
“mental picture” and the flight plan information
Mental model
Mental model
Situational
awareness
Environment information
Environment
M3 - 49
Exercise 3.1.
Air Traffic Situation Assessment
M3 - 50
Planning ATC Actions in RVSM
Environment
ATC controllers should
use common sense at
providing safe separation
between aircraft in the
real circumstances.
M3 - 51
A Systemic Perspective
Design
Reason Model
Management
Training
Supervision
Kept under control in
normal system
conditions…
STP56/162/ATCRVSM
Operations
Sources: Docs 9683;
9806M3 “Процедуры RVSM для персонала УВД”
A Systemic Perspective (cont.)
Design
Management
Training
Supervision
…surface in
unstable system
conditions (with
great damaging
potential)
Operations
Sources: Docs 9683; 9806
M3 -
ACAS / TCAS
• ACAS: Airborne Collision Avoidance System
• ACAS is defined by a set of system performance
standards laid down by ICAO (SARPS):
– an ACAS I equipment issues Traffic Advisories (TAs)
– an ACAS II equipment issues Resolution Advisories (RAs), in
addition to TAs, in the vertical plane only
– an ACAS III equipment issues Resolution Advisories (RAs), in
addition to TAs, in both the vertical and horizontal plane. The
development of this system is currently on-hold.
• Only ACAS II standards (SARPS) have been defined
and approved
M3 -
ACAS / TCAS
• TCAS: Traffic Alert and Collision Avoidance System
• TCAS is a family of airborne equipment's, built in the
USA:
– TCAS I-Equipment is defined by ACAS I
– TCAS II-Equipment follows ACAS II ICAO SARPS.
– The TCAS III and TCAS IV projects are currently not being
developed further.
M3 -
TCAS II principles
• TCAS II is an airborne equipment, which :
• interrogates SSR transponders in its surrounding
airspace (as defined).
• provides collision avoidance, based on a flight time to
CPA criteria,
• is independent of all ground systems and of ATC
• is independent of the auto-pilot and of on-board NAV
systems (GPS...)
• is designed for collision avoidance only !!!
M3 -
Functions
• Surveillance of proximate transponders, within a range
of 14 NM or more
•
Number of aircraft processed (within 5 NM) = 30 or
more
• Determination of alerts: TA and RA
• Co-ordination between two TCAS units through the
Mode S data-link (ACAS Cross Link)
• Aural annunciation's
• Display of information on liquid crystal Vertical Speed
Indicators (VSI) or on EFIS (ND + PFD)
• Note: the processing cycle = 1 second
M3 -
Equipment description
MODE S
ANTENNA
TCAS DIRECTIONAL
ANTENNA
AURAL
ANNUNCIATION
COORDINATIO
N
& INHIBITION
EFIS or TCAS DISPLAY
MODE S
XPDR
TCAS II
UNIT
RADAR
ALTIMETER
AIR DATA
COMPUTER
(ADC)
GEARS
&
FLAPS
RADAR ALTIMETER
ANTENNA
TCAS + SSR
CONTROL
PANEL
LOWER TCAS
ANTENNA
M3 -
MODE S
ANTENNA
Illustration of the horizontal test
TCAS
Intruder
TCP
A
The collision avoidance criterion is generally a time parameter
M3 -
IVSI-type TCAS display
(classic instrumentation)
Intruder target
Other traffic
Proximate traffic
Relative altitude (ft x 100)
Intruding traffic
Threat
Vertical trend arrow
TCAS display center
Vertical speed needle
2-NM radius circle
Resolution advisory
M3 -
ACAS II Application in RVSM Environment:
Typical causes for wrong TA/RA
Vertical offset
Turbulence
Oscillation
1000 ft level-off encounters
False RA usually arise at maneuver of occupying the level differing on 1000 ft
(adjacent one)
M3 - 61
Vertical Separation in RVSM Airspace
Procedures contained in “ATC Manual for RVSM in Europe”,
are based on ICAO publications and decisions of the European
group of aeronavigation planning (EANPG)
Excluding transition RVSM areas entry clearance can be issued
to RVSM approved aircraft and non-RVSM approved State Aircraft
only
At comparison with airspace where RVSM it is not implemented,
it is necessary to notice,
that flight levels 310, 350 and 390
are applied in an opposite direction
M3 - 62
FL 410
FL 400
FL 390
FL 380
FL 370
FL 360
FL 350
FL 340
FL 330
FL 320
FL 310
FL 300
FL 290
It is supposed, that at the flight levels in RVSM airspace will be organized on a basis
of ICAO documentation, Appendix 2, Addition 3, paragraph a),
the Table of Cruising Levels.
M3 - 63
Vertical Separation Minimum (1)
1000 ft
300 m (1000 ft)
between RVSM approved aircraft
600 m (2000 ft)
between
i) non-RVSM approved State aircraft and any
other aircraft operating within the EUR RVSM airspace;
ii) all formation flights of State aircraft and any
other aircraft operating within the EUR RVSM airspace;
iii) non-RVSM approved aircraft and any other aircraft
operating within the EUR RVSM transition airspace
Non-RVSM
2000 ft
M3 - 64
ATC applies vertical separation minimum 600 m (2000 ft) between nonRVSM approved State aircraft and any other aircraft operating within
RVSM airspace.
2000 ft
In any cases, when non-RVSM approved aircraft flies inside RVSM
Airspace, 2000-feet vertical separation should be provided.
M3 - 65
ATC applies vertical separation minimum 600 m (2000 ft) between
an aircraft experiencing a communications failure in flight and any
other aircraft, where both aircraft are operating within RVSM
airspace.
7600
2000 ft
M3 - 66
Decision Making in ATC Actions
Proper kind of separation application
Using plan and radar
information
RVSM Status according to
FPL, present RVSM Status
Possible separation
variants
Vertical 2000 ft/1000 ft,
horizontal
Comparing various
possible separation
variants
Option of optimal
separation kind
Criterion for providing
flight safety
Development of optimal ATC clearances for the crews
M3 - 67
Detection of Potential
Conflicts
Conflict detection at traffic information receipt
from the adjacent sector/centre
Conflict detection using radar
Conflict detection using time-distance diagram
M3 - 68
Possibility of ATC Clearance Issued
by Pilots Request
Specific actions undertaken by ATC, will depend on
actual weather conditions and air traffic situation at the
current moment.
ATC controllers should use common sense at
maintenance safe separation between aircraft in the real
circumstances and, whenever possible, satisfy pilots
inquiries about change of an flight levels.
M3 - 69
Exercise 3.2.
ATC Decision Making
M3 - 70
Module 3 Mastery Test
Practical individual task on maintenance of
situational awareness and decision-making
Time: 30 min
M3 - 71

Non-RVSM!!

Transcription

Similar documents

AFRICA- INDIAN OCEAN RVSM SAMPLE AIC, NOTAM, AIP SUPPLEMENT

1981 Learjet 35A S/N 420 Reg. N181CA

Wherever you are. Whenever you need it.

Airvan8 Brochure

Loftleidir-Icelandic

KING AIR C90GTx - Beechcraft

proudly offers FOR SALE 1976 Beechcraft Baron 58

Fat Albert - California Capital Airshow

brochure - Aliserio – Bizjet Maintenance

North Atlantic MNPS Airspace Map

The Highlights Read the Highlights