“A decade of developments”

Skyway is a quarterly publication of the European Organisation for the Safety of Air Navigation, EUROCONTROL Volume 11, Number 46, Autumn/Winter 2007 Dear readers,

Welcome to our special edition of Skyway, which celebrates a decade of develop- ments in the field of air traffic management (ATM), and looks forward to the chal- lenges in store over the next few years.

The past decade has presented the aviation industry as a whole with a certain num- ber of challenges. For EUROCONTROL, this has meant finding, in close cooperation with all our stakeholders, solutions to a range of highly complex problems: the crisis of airline delays during the early 1990s, the disruption to airline services which fol- lowed the out-break of the Kosovo conflict, the fall-out for the entire aviation sector from the September 11 terrorist attacks, and the mid-air collision at Überlingen in 2002 to mention just a few.

Despite these challenges, this same decade has also seen considerable progress in ATM. The figures are impressive: 2007 will have 40% more traffic than 1997, which in turn had 70% more traffic than 1987. Yet, in spite of this enormous growth, delays have been substantially reduced since 1999, and safety was improved.

But we also live in a world in which the travelling public increasingly, and legitimate- ly, demands better safety and security systems, fewer delays, more destinations, cheaper tickets, and a reduction in the impact of aviation on the environment.

In meeting these challenges and planning for the next 10 years and beyond, - CONTROL has had to redefine its role within the European aviation community. EUROCONTROL has always been a neutral, non-commercial repository of excel- lence in ATM technology and management, dedicated to the provision of safety. Uniquely in , we also have a dual civil-military competence. Over the past decade, we have taken on an increasingly important role as a partner with a wide range of stakeholders in the delivery of safety, capacity and efficiency. The articles in this special edition, reporting on the major developments and advances in ATM, testify to this.

We place great emphasis on our relationship with our customers, in the knowledge that all players in the industry must work more closely together than ever before if we are to deliver the level of service demanded by the travelling public.

Our partnership role will be further developed over the next few years as we face up to the exciting challenges of the and SESAR and help drive the development of a Europe-wide air traffic management system for the 21st century.

Over the last 10 years, European ATM has come a long way. We at EUROCONTROL are committed to ensuring that passengers and airspace users in general, can con- tinue to expect a safe, efficient and sustainable future.

Víctor M. Aguado Director General Editorial Editorial

Chers lecteurs,

Bienvenue dans notre édition spéciale de Skyway, qui célèbre une décennie de développements dans le domaine de la gestion du trafic aérien (ATM) et présente les enjeux des prochaines années.

Le secteur aéronautique dans son ensemble a été confron- té à un certain nombre de défis au cours des dix dernières années. EUROCONTROL a dû trouver, en étroite coopéra- tion avec tous ses partenaires, des solutions à toute une gamme de problèmes d’une grande complex- ité : la crise des retards des vols au début des années 90, l’interruption des services aériens consécu- tive au déclenchement du conflit au Kosovo, les retombées des attentats terroristes du 11 septembre sur l’ensemble du secteur aéronautique et l’abordage en vol qui s’est produit au-dessus d’Überlingen en 2002, pour ne citer que quelques exemples.

Dans le même temps, cette décennie a été marquée par des progrès considérables dans le domaine de l’ATM. Les chiffres parlent d’eux-mêmes : le trafic a augmenté de 40% entre 1997 et 2007, alors qu’il avait déjà augmenté de 70% entre 1987 et 1997. Et pourtant, malgré cette hausse substantielle, les retards ont sensiblement diminué depuis 1999 et la sécurité s’est améliorée.

Mais nous vivons également dans un monde où les voyageurs réclament de plus en plus, et à juste titre, de meilleurs systèmes de sécurité et de sûreté, moins de retards, un plus grand choix de destinations, des billets moins chers et une diminution de l’incidence du transport aérien sur l’environnement.

Afin de relever ces défis et se préparer pour les dix prochaines années et au-delà, EUROCONTROL a dû redéfinir son rôle au sein de la communauté aéronautique européenne. Notre Organisation a toujours constitué un gisement neutre et non commercial d’excellence dans le domaine de la technologie et de la gestion ATM, au service de la sécurité. Elle est aussi la seule en Europe à posséder une double com- pétence civile et militaire. Au cours de la décennie écoulée, EUROCONTROL a joué un rôle de plus en plus important, en partenariat avec un large éventail d’intervenants, dans la fourniture de la capacité requise dans des conditions de sécurité et d’efficacité optimales. Les articles de cette édition spéciale, qui présentent les principaux développements et progrès réalisés dans le domaine de l’ATM, en témoignent.

Nous mettons particulièrement l’accent sur nos relations avec nos clients, conscients du fait que tous les acteurs du secteur aéronautique doivent coopérer plus étroitement que jamais pour assurer le niveau de service réclamé par les voyageurs.

Notre rôle de partenaire sera encore renforcé dans les années qui viennent, EUROCONTROL étant appelée à relever les défis passionnants du Ciel unique européen et de SESAR et à contribuer à la mise en place d'un système de gestion du trafic aérien à l'échelle européenne pour le 21e siècle.

L’ATM européenne a déjà parcouru un long chemin au cours des dix dernières années. À EURO- CONTROL, nous sommes déterminés à faire en sorte que les passagers, et les usagers de l’espace aérien en général, puissent continuer à compter sur un avenir sûr et durable.

Víctor M. Aguado Directeur général

Skyway 46 - Autumn/Winter 2007 3 Contents

Forewords International relations 6 André Auer, Honorary President of the European 25 EUROCONTROL membership: Civil Aviation Conference and Chief Executive constantly expanding Officer of the Joint Aviation Authorities 26 Pan-European cooperation 7 Eamonn Brennan, Chief Executive of the Irish Aviation Authority and Chairman of the Air Navigation Services Board Implementation planning 8 Marc Baumgartner, President and Chief Executive and facilitation Officer of the International Federation of Air Traffic 30 Harmonising Europe’s ATM system Controllers’ Associations

Traffic trends Review 34 Ten years of growth 10 1960s-1990s: leading up to the last decade 14 Timeline: a decade of developments Civil-military integration 36 Enhancing the civil-military dimension: Institutional developments from the EUROCONTROL Military Expert Unit to the Civil-Military ATM Coordination 16 Revising the Convention: a look at Directorate EUROCONTROL’s institutional arrangements, 38 past and present EUROCONTROL: a unique civil-military intergovernmental organisation 19 Consolidating the cooperation between EURO- CONTROL and the European Community 22 European Transport Ministers act on ATM as Safety MATSE 6 launches ATM2000+ 40 EUROCONTROL’s number-one priority 44 Driving safety levels upwards 47 Safety regulation: the role of EUROCONTROL

Communications 50 Building a digital future for ATM 53 8.33 kHz: stay tuned to this channel! 56 CPDLC: controller-pilot data link communications

Skyway Magazine is a EUROCONTROL publication. Airspace, network planning Articles appearing in this magazine do not necessarily reflect EUROCONTROL’s official policy. and navigation 62 Optimising the airspace network: Publisher: Víctor M. Aguado Managing Editor: Gerhard Stadler route network development Editors: Lucia Pasquini and Christos Petrou 66 B-RNAV: plotting a course for the future [email protected] Linguistic Advisers: Language Service 70 Reducing the limits: RVSM introduced Layout: Frédérique Fyon across Europe Photography: Christian Sampoux Printing: EUROCONTROL Logistics and 72 FUA: the flexible use of airspace Support Services

Articles, photographs and letters from readers are welcome. Whilst every care will be taken of material submitted for publication, the Managing Editor regrets that he is unable to accept responsibility for any loss or damage.

EUROCONTROL Website: http://www.eurocontrol.int Surveillance Research and development 76 A decade of developments 128 EUROCONTROL Experimental Centre: 80 Surveillance products and services a centre at the forefront of ATM research 85 An effective safety net: airborne collision 131 Major simulation of airspace avoidance system 132 Are we developing the right systems? 88 Mode S: a new generation of surveillance The European Operational Concept Validation Methodology 92 CASCADE: surveillance moves into the digital age 134 Supporting ATC through simulations: the - Interface Project

ATC applications and systems Air navigation charges 94 Integrating ATM operations 136 Central Route Charges Office: 97 The PHARE Programme: laying the foundations a pan-European economic role for future standards 140 Central Route Charges Office: 101 FASTI: enabling change in en-route ATC faster, further, lower-cost

Aeronautical information Flow management 104 Implementing AIM: working towards 143 Central Flow Management Unit: a common understanding an evolving role 106 EAD: centralised, harmonised and 149 Central Flow Management Unit: validated data for safer flying dealing with crisis situations 109 CHAIN: EUROCONTROL delivers on time, 152 The new CFMU operations room: within budget and fully meeting a step closer towards a Single European Sky stakeholder needs

Airports Human factors 154 Challenges at 110 Focus on the controller

Environment Regional 158 Meeting the environment challenge 114 Upper Area Control Centre: a decade of growth Security Training 161 Post 9/11: a renewed focus on security 120 Institute of Air Navigation Services: meeting customers’ training needs Business and systems engineering 123 Enhanced safety through training 164 Builing a single and consistent overall ATM/CNS 126 A common air traffic controller licence architecture: OATA Phase 2 successfully completed through training standardisation and tools 168 EMOSIA: developing sound business cases for ATM

The future 172 DMEAN: dynamic management of the European airspace network 176 SESAR Definition Phase: paving the way 180 The challenges ahead

Skyway 46 - Autumn/Winter 2007 5 Forewords

André Auer Honorary President of the European Civil Aviation Conference and Chief Executive Officer of the Joint Aviation Authorities A look back at the past decade at EUROCONTROL

When I look back at the past decade at working much closer together in the field of training. The EUROCONTROL, many events spring to negotiations and the signing of the memorandum were mind. marked by mutual respect, a flexible attitude and the ability to seize an opportunity when it presents itself. There is no I would, however, like to concentrate on two events – one at doubt that concrete action will now follow, really bringing the the beginning of the decade and one which took place more memorandum to life and helping the cause of safety in avi- recently. ation.

The first takes us back to the second half of 1996 when the The two events clearly show the consistent efforts EURO- Directors General of the European Civil Aviation Conference CONTROL and its Member States have made to promote air (ECAC) held their annual meeting in on the beautiful traffic management and aviation safety. May the next island of Santorini. The most important topic on the agenda decade of EUROCONTROL be just as dynamic and suc- was the development of the ECAC ATM Strategy, specifically cessful. the new organisational structure of EUROCONTROL, within the framework of the EUROCONTROL revised Convention. Should another crisis emerge, similar to the one ECAC Even after animated and lengthy discussions, it proved States had to face back in 1996, we should bear in mind that impossible to find a solution. ECAC was facing a crisis, as the Chinese use two brush strokes to write the word crisis: was EUROCONTROL, indirectly. Mr Val Eggers, President of one stands for danger and the other for chance. EURO- ECAC at the time, decided to make one last effort the follow- CONTROL knows how to grasp and use these chances. ing day, a beautiful Sunday. He cancelled a social event This is to a large extent to the credit of Víctor M. Aguado, organised by the Greek authorities and gathered all the who has been at the helm of EUROCONTROL for the best Directors General together in a darkened conference room, part of the last decade. May our best wishes accompany with the curtains closed so as to avoid any possible distrac- him in his future activities. And for David McMillan, his tion by the splendid view of the Santorini coastline, and stat- successor, I would like to transform that second brush ed that no one would leave the room until a decision had been stroke into a cordial bonne chance! reached. The Directors General focused their attention on the issue, and by the end of the afternoon a consensus had been reached. There was a common agreement on a detailed structure for the EUROCONTROL organisation, including standing committees. This structure was introduced and is still valid today. When we consider how well that structure has been functioning over the last decade, the price which we had to pay on that Sunday in Santorini was in fact a very cheap one.

Another key event took place more recently, on 16 October when EUROCONTROL and the Joint Aviation Authorities (JAA) signed a Memorandum of Understanding on aviation safety training. Indeed, despite the clear distinction in their respective core fields of activity, the two organisations have discovered that considerable synergies could be achieved by

6 Eamonn Brennan Chief Executive of the Irish Aviation Authority and Chairman of the Air Navigation Services Board Focus on institutional and technical developments

I am delighted to deliver them is the way forward. As Chairman of the Air have the opportu- Navigation Services (ANS) Board I particularly welcome the nity to contribute a recommendation that the ANS Board should be given deci- foreword to this sion-making powers for pan-European functions such as edition of Skyway focusing on key institutional and technical network optimisation and cooperative network design. This developments in European air traffic management (ATM) over recognises and acknowledges the importance of including the last decade. the industry in the decision-making process.

Change has been evident in European ATM in recent years Functional airspace blocks should not be created for the and the technical and institutional landscape is very different sake of creation, and indications so far suggest that the now to what it was in the mid-90s. Whilst the past decade has business cases for establishing such blocks in various produced consistent growth in traffic, we have also been parts of Europe are far from convincing. Functional air- reminded of the exposure of the aviation industry to tragic space blocks will never be created, however, if governance events such as 9/11 and its impact on our customers. and ownership issues are not addressed in a consistent and equitable manner. Another significant immediate chal- Treating airspace users as customers is, I believe, a critical lenge is to properly implement the extension of the lesson that we are beginning to learn and one which will bring European Aviation Safety Agency (EASA) as the regulatory about a better operational and institutional environment for all agency for all aviation sectors. of us. Air navigation service providers are rightly demanding a more central and critical role in European air traffic manage- The Single European Sky framework, sensibly implement- ment decision-making but equally we have to be aware that the ed, will restructure the European ATM industry and facili- airlines, our customers, have a strategic part to play here also. tate more capacity, better service and increased cost- efficiency. However, its successful implementation pres- Change over the past decade has been significantly driven by ents a significant challenge to the , the European Commission's Single European Sky (SES) initia- States, air navigation service providers, airlines, airports, tive. The new regulatory environment is forcing change upon EUROCONTROL, EASA and system suppliers. us and is already bringing benefits particularly in the ATM technical and operational areas. Harmonisation of air naviga- Are we up to that challenge? tion service provision is well on its way. SESAR is also on its way but has not yet gained the confidence of all. System frag- mentation is still prevalent and current indications are not promising. The institutional change necessary to facilitate the establishment of functional airspace blocks has not advanced as quickly as planned mainly because of governance and ownership issues.

The July report of the High-Level Group for the Future European Aviation Regulatory Framework is to be welcomed. The group, focusing particularly on the SES initiative, conclud- ed that accelerating the effective delivery of the existing initia- tives and strengthening the capabilities of the key players to

Skyway 46 - Autumn/Winter 2007 7 Forewords

Marc Baumgartner President and Chief Executive Officer of the International Federation of Air Traffic Controllers’ Associations

An operational view

In the course of the past The arrival into the ATM world of clearer responsibility and decade we have seen contin- accountability lines has brought a lot of new regulations uous changes in the field of and means of compliance to be met. As a result, many air air traffic control (ATC). Some navigation service providers and their staff have been of these changes have been transient in nature, whilst others faced with an increased focus on regulatory requirements. will continue to influence the daily business of providing ATC A certain level of bureaucracy has reached the ops room to in the coming decades. The last 10 years can be qualified as serve the interests of accountability. The impact of the a transitional phase, with the liberalisation of the airline indus- Single European Sky regulation and the requirements on try paving the way for a more commercialised, new public safety, security and quality have led to an increase in addi- management approach to ATM provision, moving from gov- tional operational requirements for the air traffic controllers. ernment-owned ATC services, to a variety of new manage- ment styles. Many countries in Europe are still struggling to A clearer understanding of the global environment and the come to terms with these changes. impact of regional developments on the network effect will be required. Regional development rather than State devel- Some issues have however remained constant – the lack of opment will be the basis for the future development and qualified air traffic controllers and the gulf that exists between implementation of both new technology and procedures. first-generation ATC technology, automation and the fifth- generation aircraft. Allied to this are the constant changes The move from CNS/ATM to a more performance-based occurring at operational level, with the introduction of new ATM approach, driven by the ATM Global Concept, is start- procedures, new technical equipment and new human ing to have its effect in operations rooms across the conti- resources tools at a pace of 30 to 40 changes a year for the nent. Network functions such as common planning (new bigger ATC units in Europe. route structure) or central flow management have made an invaluable contribution to operations. After initial resistance, IFATCA’s 43 country strong European membership has seen our members have completely integrated in a systemic many changes to the working environment. Operationally and manner these assisting functions. Where Collaborative technically speaking, the most significant positive changes Decision-Making and System Wide Information have been the introduction of reduced vertical separation Management are available, they have become an integral minima in 2002 and the growing awareness that safety is not part of the operations in both towers and approach func- necessarily inherent in the system and that there is a need to tions. pay special attention to achieving a continuous enhancement of safety. An increased customer focus and cost control, driven by an increased influence of business in dealing with ATM, has Coupled with the business influence and tragic accidents led to staff issues in terms of job security, mobility and val- (Milan and Überlingen), safety has now in fact become an ues, which have and will continue to be challenged. On the explicit requirement for any air navigation service provider in other hand, the customer-focused approach has brought Europe. States’ responsibilities have also to be clarified and about significant improvements in terms of communication, the role of the regulators is now being defined in a more strin- both external and internal. gent way than previously (separation of power). This process is by no means over and the learning curve will be steep in Operationally speaking, the way we communicate with the coming 10 years. Understanding safety as the corner- each other and aircraft is evolving and this will accelerate stone of the business will need to be further progressed. as Area Control Centres (ACCs) adopt more modern and

8 state-of-the-art equipment. As the customer becomes ever present in the planning and delivery process, this relationship will be further strengthened, resulting in less resistance to change and an increased acceptance of new, practical and realistic solutions to address ATM problems.

In the past, R&D management, the time between the idea and operational reality, was often overtaken by the speed of tech- nological change. Many service providers are now going for open architecture systems to allow for quick, timely and easy implementation, utilising off-the-shelf components or those used and proven to be fit for purpose both operationally and financially. It then becomes very easy to update ATM sys- tems, in particular ACCs, on a 10-year cycle. This has prompted many organisations to adopt a more proactive way of working.

Programmes were originally created to provide solutions to existing problems. Nowadays we see a shift from problem- solving to practical applications based on an agreed con- cept, which even though they may not resolve all issues, will go some way to creating an environment where the problems are known and are part of the system solution. SESAR epito- mises this new way of dealing with R&D.

Skyway 46 - Autumn/Winter 2007 9 Review

1960s – 1990s Leading up to the last decade

1960s-1970s: Building the foundations

The idea of a single European sky is not altogether new. Indeed, EUROCON- TROL was created in 1960 by its six founding Member States – , , , , the and the – for the express purpose of creating a single upper airspace. This purpose was only partially fulfilled at the time, but the idea remained a tenacious one.

The rationale for the founding of EURO- CONTROL was the introduction into service of jet aircraft, which created a totally new air traffic control environ- ment by doubling, or even tripling, the speed at which an ever-increasing number of aircraft were travelling through European airspace. This creat- Since 1972 the EUROCONTROL Maastricht UAC Centre has provided air traffic control services in the upper airspace of one of the busiest regions in Europe. ed the need for new and improved air traffic services and strengthened the belief of the founding States that col- them into what at first was a variety of levying and collecting charges on lective air traffic control (ATC) is more legacy systems. behalf of Member States and then dis- efficient than national ATC. bursing those funds to the relevant In 1969, EUROCONTROL opened the national authorities. The creation and To enhance the quality of service, Institute of Air Navigation Services in maintenance of a sophisticated and EUROCONTROL concurrently devel- Luxembourg, responsible for training flexible central route charges system oped major support functions in the future controllers and contributing to database empowered a system that course of the 1960s. the aim of harmonisation of this activity. soon became the solution of choice for every Member State, since it was a far Recognising the need for an experi- At the beginning of the 1970s, EURO- cheaper system than the traditional col- mental centre to coordinate and con- CONTROL stood poised on the brink of lection methods. duct work on technical aspects of ATM rapid changes, as it focused on the equipment and services, ensuring twin challenges of driving safety and In 1972, one of the most important coordination and harmonisation of collaboration in an air transport envi- events in the history of EURO- national technological efforts, the ronment that was itself developing rap- CONTROL took place – the powerful EUROCONTROL Experimental Centre idly. Business travel was on the concept of total integration of European (EEC) was created in January 1967 in increase, charter flights were booming air traffic management that lay behind Brétigny-sur-Orge, France. A principal and European skies were becoming the creation of EUROCONTROL activity of the Centre quickly became increasingly congested. became a reality with the entry into the creation of a simulation practice service of the Maastricht Upper Area within the EEC, in which new equip- In 1971, EUROCONTROL inaugurated Control Centre, the first truly interna- ment and methodologies were tested in the CRCO, or Central Route Charges tional and multinational ATC centre in a simulated environment, thus facilitat- Office. The CRCO instituted a cen- Europe. Its contribution to today’s ing easier entry into service, integrating tralised and harmonised system for objective of a single sky cannot be

10 underestimated, as it represents a 1990 is that scheduled air travel capacity were crafted to ensure main- unique example of consolidation of a approximately doubled every eight to tenance or improvement of existing portion of European airspace. The ten years in terms of number of flights, safety levels. Centre has also been crucial for the and more than that in terms of num- development and fielding of ground- bers of passengers – EURO- breaking systems and technologies. CONTROL was faced with a dilemma. From around 1980 onwards, The watchword from the Agency’s EUROCONTROL placed 1980s: Meeting the inception had been safety, and this, capacity demand along with the continued promotion of special emphasis on collaboration, has remained a key matters relating to The third decade of EURO- function of EUROCONTROL through CONTROL’s existence saw the begin- to the present day. Yet a chronic lack capacity, to deal with the nings of a new phenomenon that of adequate investment in equipment spiralling problems of air would characterise the next twenty and poor recruitment policies had and ground congestion and years of the Agency’s history. In a given rise to a situation in which classic scenario of demand outstrip- EUROCONTROL now had to face a consequent delays. ping supply, the capacity of the new challenge – one of a lack of European ATM system to deal with the capacity to deal with the new para- continued increase in air traffic began digm of international air travel. Public and political pressures on to come under real threat. national governments led to a meeting Consequently, from around 1980 of the Transport Ministers of the Coupled with the steady increase in onwards, EUROCONTROL placed European Civil Aviation Conference air traffic generally – the rule of thumb special emphasis on matters relating (ECAC) in October 1988 – the so- applied to the period from 1960 to to capacity, to deal with the spiralling called MATSE 1 (Ministerial Meeting problems of air and ground conges- on the Air Traffic System in Europe) – tion and consequent delays to depar- that led to a decision to create a new tures and arrivals. These delays rap- EUROCONTROL section – the Central idly became unacceptable to a public Flow Management Unit or CFMU. Air being subjected to new and suppos- traffic control centres throughout edly customer-centric marketing tech- Europe had been struggling to make niques. As business travel continued clear airspace available for point-to- to increase – especially into Eastern point and through traffic for some Europe towards the end of the years. The role of the CFMU was now to decade – arrival delays became a make optimum use of this airspace benchmark by which travellers judged through centralising air traffic flow man- the airlines they would patronise. agement throughout the region and Increasingly, the airlines put pressure balancing demand and capacity. on air traffic management authorities to resolve the problem. Up to this point, the individual national authorities had done this for national This is not to say that EUROCONTROL airspace. The CFMU would now take neglected safety issues. Indeed, most this on to the next obvious, pan- of the initiatives aimed at improving European level. This would increase efficiency, maintain and improve safety levels and provide a coordinated The basic principles for a harmonised response to crisis issues such as regional en-route charges system, involving a single charge per flight, weather delays, closures or air- came into operation in 1971. space emergencies of any description.

Skyway 46 - Autumn/Winter 2007 11 Review

1960s – 1990s Leading up to the last decade

Flow management staff at every ment, EATCHIP represented the other vide the framework within which sever- European air traffic control centre half of the equation – the development al of the APATSI initiatives could be would feed relevant data to the CFMU, of additional spare capacity through implemented. Thus EUROCONTROL which would then develop strategic more efficient and integrated systems dealt with upgrading and standardis- demand forecasts to provide for the interoperability. EATCHIP can be seen ing the communications interface number of flights being planned and as one of the most significant mile- between air traffic control and airports, operated by the airlines. Safety would stones in the history of EURO- developed the EDAS (European Delay be maintained, flow rates increased CONTROL: it was launched through Analysis System) and HIRO (High and delays reduced. consensus; it gave rise to what later Intensity Runway Operations) proto- became the ECAC En-Route Strategy; cols, established its own CODA By the end of the 1980s, EURO- it implemented a radically new (Central Office for Delay Analysis) and CONTROL had come through a difficult approach to European air traffic control developed a harmonised validation period with innovative and efficient management collaboration; it presaged methodology for ATC procedures. All solutions to new challenges and the eventual interoperability of these initiatives helped to continue unforeseen problems. The Agency European ATM systems; and it paved pave the way for further and more far- looked forward to a new decade that the way for EUROCONTROL to be the reaching system improvements. would be characterised by the increas- driving force in ATM planning, creating ing harmonisation of European air trav- an institutional framework within which In March 1996, el and airspace management policies. the introduction of common ATM facili- ties would become possible. the Central Flow The 1990s: Management Unit, first A decade of challenges As if to confirm EUROCONTROL’s maturity, the pace of events now began conceived in 1988, Thirty years after its foundation, EURO- to accelerate. The Agency’s early came fully on line. CONTROL had become a potent force years had been marked by long bat- in European transport politics. The tles to achieve agreement and con- This was a major 1990s would be characterised by a sensus on the principles of collabora- step forward in the series of meetings of the ECAC tion, harmonisation and integration. policy of integration. Transport Ministers, evaluating and What had now changed was that the authorising programmes and projects principles were agreed – indeed, they that furthered the cause of collabora- were the foundation on which most By now, the movement towards integra- tion and drove towards the goal of European civil aviation policy was tion at European level had firmly homogeneity in European air traffic now built – and the programmes to gripped the air transport world and the management. achieve the agreed objectives could pace of development moved ever be rolled out much more swiftly and in faster. In March 1996, the Central Flow The first of these meetings, known as closer succession. Management Unit – first conceived in MATSE 2 since it built on the founda- 1988 – came fully on line. This was a tions of MATSE 1 in 1988, took place in Less than two years after MATSE 2, the major step forward in the policy of inte- April 1990. At this meeting, the Ministers met again in MATSE 3 and gration. Instead of there being five Ministers of Transport from the ECAC agreed the rollout of the APATSI regional flow management centres, all nations agreed to launch the EATCHIP Airport/Air Traffic System Interface air traffic flow management issues programme. EATCHIP was a pro- Strategy. With the objective of increas- across all 36 ECAC Member States gramme for interoperability and har- ing capacity at European airports were now coordinated and controlled monisation – the European Air Traffic through greater efficiency and a coor- by a single pan-European entity. Control Harmonisation and Integration dinated upgrade programme, APATSI Though its gestation period may seem Programme. The CFMU having been was the first project to be fully under- long, the CFMU quickly achieved established in 1988 to take care of the taken by ECAC itself. EURO- remarkable results – average flight urgent problem of capacity manage- CONTROL’s crucial role was to pro- delays in 1997 were half those of 1989.

12 This achievement took place against a background of social, political and eco- nomic difficulties that may well have caused less well-managed pro- grammes to founder.

As the new millennium approached, everybody began to develop ‘2000’ strategies – and the air traffic manage- ment world was no exception. At MATSE 5 in February 1997, the Ministers agreed the ATM 2000+ Strategy, aimed at a seamless European ATM system. This was a long-term strategy over a time span of two decades, with a number of mile- stones en route. Continued unrelenting pressure on capacity caused by a never-ending increase in business and leisure travel meant that new solutions were constantly being sought. In order to meet these pressures, new technolo- gies had to be developed and innova- tive ‘outside-the-box’ thought process- es had to be devoted to the develop- ment of alternative solutions. Improved 2000 and beyond The following pages will communications, swifter decision-mak- ing processes, optimisation of airport The following pages will shed light on shed light on some of capacity and cost-saving measures some of the key solutions EURO- the key solutions EURO- would all be introduced, whilst at the CONTROL has developed and imple- CONTROL has devel- same time no effort was spared to mented together with all the key players reduce and eliminate environmental in the aviation community in the course oped and implemented distress where possible. of the last decade. together with all the key

On the cusp of the millennium, EURO- As the Agency looks forward to the players in the aviation CONTROL could look back on a conti- future, it does so with a sense of community in the course nent transformed, and take pride in the achievement, growth and successful innumerable challenges it had faced. innovation. Air travel has grown in vol- of the last decade. The Agency had become sufficiently ume beyond all recognition, but has flexible to face the increasingly com- done so in an increasingly safe and effi- plex future of ATM. cient environment, thanks to the vision of EUROCONTROL’s founding fathers, During these years, EUROCONTROL and the commitment of politicians, ATM made significant contributions to the professionals, bringing modern sys- safe development of Europe’s air traffic tems, innovative problem-solving tech- system, meeting the challenge of serv- niques and results-oriented planning to ing the world’s second-busiest but also the ultimate goal of a single sky for the most fragmented airspace. entire European continent. ■

Skyway 46 - Autumn/Winter 2007 13 Review

Timeline: a decade of developments

1997 2000 2003

■ 1 January: and join ■ 28 January: MATSE/6 launches ■ 20 February: EUROCONTROL’s EUROCONTROL ATM 2000+ and agrees to EC EAD Programme wins ATC ■ 14 February: MATSE 5 adopts the accession to the Convention Maastricht 2003 Award ATM 2000+ Strategy ■ 29 September: the Experimental ■ 8 May: EUROCONTROL and NATO ■ 1 March: becomes a Centre’s renovated building is sign Memorandum of Cooperation Member State inaugurated ■ 6 June: EUROCONTROL launches ■ 1 June: becomes the 26th the pilot version of the EAD Member State 2001 ■ 18 December: first aircraft certified ■ 27 June: revised EUROCONTROL for CPDLC Convention is signed ■ 1 January: joins ■ 22 December: EUROCONTROL and ■ 12 November: ARTAS enters into EUROCONTROL the European Commission sign a operation ■ 22 June: opening of the CRDS Memorandum of Cooperation ■ 1 December: the Principality of Centre in Budapest joins EUROCONTROL ■ July: agreement on the European 2004 AIS Database (EAD) ■ July: Controller-Pilot Data Link ■ 10 February: EUROCONTROL wins Communication (CPDLC) is used by ATC Maastricht Award for its Maastricht UAC Enhanced Tactical Flow ■ 11 September: attacks in the USA Management System change the face of global aviation ■ 17 February: European ATM lead- and ATM ers start implementing the Strategic Safety Action Plan (SSAP) 1998 2002 ■ 26 February: 100 aircraft owned by 6 airlines sign up to become pio- ■ The Performance Review ■ 7 February: CFMU introduces neers for EUROCONTROL LINK Commission and the Safety Enhanced Tactical Flow 2000+ Programme Regulation Commission are set up Management System (ETFMS) ■ becomes ■ 23 April: B-RNAV becomes manda- ■ 1 April: joins EUROCONTROL’s 32nd Member tory as the primary means of naviga- EUROCONTROL State tion in European en-route airspace ■ 24 January: RVSM is introduced ■ 1 May: joins ■ 1 November: the former Yugoslav across 41 States EUROCONTROL Republic of Macedonia joins ■ 8 October: the European ■ 25 May: EUROCONTROL launches EUROCONTROL Community accedes to the EURO- CASCADE – a new programme to CONTROL Convention ensure that future cooperative ATS 1999 ■ 2 November: Maastricht UAC will move swiftly from concept to activates its new operations room, implementation ■ 1 March: becomes EURO- housing an advanced Operator ■ 18 June: ARTAS (ATM Surveillance CONTROL’s 29th Member State Input and Display System (ODS) Tracker and Server), already in use ■ March: the Kosovo crisis demon- at Schiphol, Lisbon and Maastricht strates to EUROCONTROL the UAC, enters into operational service benefits of civil/military cooperation at five European air traffic control ■ 4 June: inauguration of the new centres building of the EUROCONTROL ■ 26 June: EUROCONTROL launches Institute of Air Navigation Services formal consultations on three of the ■ 7 October: 8.33 kHz channel seven Single European Sky man- separation across Europe dates entrusted to it by the European Commission ■ 28 August: Central European Air Traffic Services (CEATS) Agreement enters into force

14 ■ 1 September: becomes ■ 1 December: EUROCONTROL is ■ 13 November: EUROCONTROL EUROCONTROL’s 34th Member recognised for excellence by the Upper Area Control Centre in State European Foundation for Quality Maastricht receives Single European ■ 27 September: EUROCONTROL Management (EFQM) Sky certification and the FAA sign a Memorandum ■ 15 December: Maastricht UAC ■ 22 December: EUROCONTROL of Cooperation receives ISO 9001 certification accepts the second deliverable of ■ 11 October: EUROCONTROL and ■ 23 December: CFMU is awarded the SESAR Definition Phase Contract IATA sign a Memorandum of ISO 9001:2000 certification Understanding on Advanced Aviation Training 2006 ■ 14 December: The EURO- CONTROL/ECAC Challenges to ■ 16 February: EUROCONTROL Growth Study is published Performance Review Commission wins the ATC Maastricht Award ■ 28 February: EUROCONTROL launches the new European Safety 2007 Programme (ESP) for Air Traffic Management ■ 14 February: EUROCONTROL’s ■ 1 March: becomes Safety Programme receives the EUROCONTROL’s 36th Member “Contribution to ATM” Award at the State ATC Maastricht Conference 2005 ■ 28 March: The Flexible Use of ■ 26 February: EUROCONTROL’s Airspace concept celebrates ten software team in Karlsruhe ■ 14 March: Maastricht UAC imple- years of implementation celebrates 30 years of software ments automatic data-link commu- ■ 25 April: EUROCONTROL launches development and maintenance for nications between the cockpit and the environment awareness web- the Karlsruhe Automatic Data the ground based training package Processing and Display System ■ 23 March: launch of CHAIN ■ 15 May: the EUROCONTROL ■ 15 March: carriage of 8.33 kHz radio (Controlled and Harmonised Central Flow Management Unit equipment above FL 195 becomes Aeronautical Information Network) begins operation of the Safety mandatory in the ICAO EUR Region ■ 13 April: EUROCONTROL and Assessment of Foreign Aircraft ■ 7 May: Mode S Elementary ECAC sign a Cooperation (SAFA) Alerting System Surveillance becomes operational at Agreement under which EURO- ■ 9 May: Phase 2 of the mandatory Maastricht UAC CONTROL will play a role in the installation of the independent ■ 1 July: becomes EURO- alarm procedure being put in place airborne collision avoidance system, CONTROL’s 38th Member State for aircraft flying into ECAC airports TCAS II, is successfully completed ■ 3 July: opening of the new Central found to be in non-compliance with ■ 9 June: EUROCONTROL Flow Management Unit operations safety requirements. Performance Review Commission room ■ 27 June: first progress report of the receives IATA Special Recognition ■ 3 July: report from the High-Level European SSAP Implementation ■ 3 August: EUROCONTROL Group on Aviation Regulation Programme is published accepts the first deliverable of the ■ 27 September: EUROCONTROL ■ 1 July: and Montenegro SESAR Definition Phase Contract accepts the SESAR ATM Target becomes EUROCONTROL’s 35th ■ 1 September: becomes Concept Member State EUROCONTROL’s 37th Member ■ 22 November: EUROCONTROL State signs a contract for the Definition ■ 10 November: Mr Nils Gunnar Phase of SESAR Billinger, Director General of Civil ■ 28 November: a new operations Aviation in Sweden, is appointed room enters into service at the President of the Provisional Council Integrated Flight Plan Processing for 2007-2008 Unit (IFPU) 2 at Brétigny-sur-Orge

Skyway 46 - Autumn/Winter 2007 15 Institutional developments

Revising the Convention A look at EUROCONTROL’s institutional arrangements, past and present

The evolution of EUROCONTROl's institutional arrangements is proof of the Organisation’s flexibility and adaptability. It now remains for the outstanding signatories of the revised Convention to demonstrate their good faith and give EUROCONTROL the legal framework needed for it to take European air traffic management safely into the future.

The first Conventions: 1960 and 1981

EUROCONTROL’s amended Conven- tion of 1981 replaced an earlier Convention, signed in 1960 by six States. Why? Because although EURO- CONTROL was originally intended to organise air traffic services in the upper airspace of its Members, this did not quite come about.

The idea of a single upper airspace proved to be ahead of its time: only one of the planned international Upper Area Control Centres is operating today: Maastricht, which controls air traffic for the Benelux States and the northern part of Germany1.

When it became clear to States that they was now far from being its primary task Convention began in the early nineties. were not in a position to allow EURO- – and as a result, the dream of fully-inte- This meant more than just taking the old CONTROL to fulfil its first mission, they grated European airspace was moth- one, dusting it down a little and having had a choice of two paths to follow: dis- balled. it signed by the Member States. Those band the Organisation or redefine its of us working on the revised Convention tasks. Sensibly, the second option was This amended Convention did not mod- had to start almost from scratch, for the followed. The Organisation was retained ify the internal organisation of EURO- previous Convention had been drawn and the original Convention amended. CONTROL, nor did it change the up to meet conditions that existed more Organisation’s main objectives and than a generation previously and air In the amended Convention, greater tasks. Signed in 1981, it came into force traffic management had changed 1- The other two were emphasis was placed on study, in 1986 after its full ratification. beyond all recognition since then. planned for research, harmonisation and coordina- Karlsruhe in Germany tion activities. Although it was still possi- Valid for a period of twenty years, the Nothing is static, especially not in avia- and ble for the Organisation to assume direct time eventually came for the amended tion. Technology had improved consid- Shannon in operational responsibility for air traffic at Convention to be renewed, and erably in the 25 years separating the the the request of one or more States, this advance preparations for the revised first and revised Conventions. The liber-

16 alisation of air transport was already ■ A need to reflect the increased ■ Development of common selection beginning to have far-reaching effects importance of civil-military coordina- criteria and common policies for the on the industry as a whole and new links tion. training, licensing and proficiency- were being forged with Central and checking of air traffic services staff, Eastern European States in a way that Tasks that were through the Luxembourg Institute of would have been unthinkable before. In continued Air Navigation Services. short, the whole environment was differ- ent, so even if it had not been the right Following the early implementation of New tasks time to rewrite the Convention for legal the revised Convention, the Organisa- reasons, changing circumstances might tion’s tasks remained intact for the most New tasks were added to the well have forced this in any event. part; others were added. Organisation’s portfolio with the imple- mentation of the revised Convention. The need for change The Organisation continued to carry out the following tasks: ■ Implementation of a common har- There were other pressing needs for monisation and implementation reviewing the Convention. There was: ■ Maintenance and provision of air plan in respect of air navigation traffic services at the request of one services and facilities in Europe. ■ A need for an improved institutional or more States. ■ Implementation of common stan- and legal framework, both conso- ■ Maintenance and implementation of dards and specifications. nant with current and possible future a common policy for the establish- ■ Harmonisation of regulations appli- activities and in order to strengthen ment, billing and collection of route cable to air traffic services. the Organisation’s action on the charges. ■ Development of available capacity implementation of the major pro- ■ Coordination and promotion of the to meet future air traffic demand grammes in the field of European air Contracting Parties’ research and and make the most effective use of traffic management, within a political development programmes relating European airspace through the context defined by the Member to new techniques in the field of air joint establishment, operation and States. One key element in this area navigation, through the EURO- development of a common was to enable the European CONTROL Experimental Centre in European air traffic flow manage- Community to accede to the EURO- particular. ment system. CONTROL Organisation. ■ As a result of the increase in the number of Member States, there was a need to change the decision- making process so that decisions could be taken by weighted majority instead of unanimity. ■ A need to create a legal framework for the new pan-European activities initiated in the forum of the European Civil Aviation Conference and car- ried out by the Central Flow Management Unit (CFMU). The revised ■ A need to reinforce the role of the Convention Organisation by creating two new added new tasks to functions: performance review and EUROCONTROL’s safety regulation. portfolio

Skyway 46 - Autumn/Winter 2007 17 Institutional developments

Revising the Convention A look at EUROCONTROL’s institutional arrangements, past and present

■ Encouragement of common pro- making contexts. These committees In particular, decision-making is ham- curement of air traffic systems and and working groups are made up of pered by the fact that voting continues facilities and the common definition representatives from Member States to be based on unanimity which of appropriate implementation and non-Member States or other decreases the efficiency of the strategies. international bodies and stakeholders process. ■ Planning, introduction and applica- such as user organisations and air tion of future common European navigation service providers. In conclusion systems entrusted to EURO- ■ An independent Performance Review CONTROL by the Member States Commission, a Safety Regulation EUROCONTROL has a venerable his- ■ Development of coordinated or Commission and a Civil/Military tory in aviation; through its proven common policies in order to improve Interface Standing Committee were knowledge and expertise, its reach and air traffic management at and near created. influence are now unparalleled in its airports. ■ An Agency under the exclusive field throughout the continent. But in authority of the Director General who order for it to continue to provide val- New structure was given increased administrative ued services, it must adapt to changing autonomy, replacing the previous co- circumstances. EUROCONTROL was restructured for management between States and the greater efficiency. Key changes includ- Director General. The evolution of its institutional arrange- ed: ■ EUROCONTROL was also, through ments is proof of the Organisation’s the revised Convention, given the flexibility and adaptability. It now ■ The establishment of a high-level possibility to provide services or remains for the outstanding signatories senior political body (General handle new activities in the form of of the revised Convention to demon- Assembly) consisting of Ministers of undertakings, following the trend in strate their good faith and give EURO- Transport and Defence responsible which national air traffic services have CONTROL the legal framework needed for defining the general policy of the either been privatised or have gained for it to take European air traffic man- Organisation. As the revised a measure of increased public mana- agement safely into the future. ■ Convention has not yet been ratified gerial or financial authority. by all Member States, the General Jean-Jacques Sauvage, Assembly currently goes by its previ- Current status of Head of the Cabinet of the ous name: the Permanent the revised Convention Director General Commission. ■ A body to orient and supervise the Almost all of EUROCONTROL’s Organisation’s activities (Council), Member States have ratified the revised consisting of the representatives of Convention; and ’s ratifica- the Contracting Parties at Director tions are currently passing through their General of Civil Aviation level and national parliaments, and Germany’s their military counterparts. The ratification is still outstanding. Council’s tasks included the adoption of objectives, setting of priorities, the The fact that not all Member States resolution of conflicts and the supervi- have yet ratified prevents the full imple- sion of the Agency’s activities. mentation of the Convention and the ■ Standing Committees and spe- changes that are associated with it. cialised working groups to advise, This is a matter for grave concern: coordinate, audit, report and decide without a valid Convention, the on issues entrusted to them, making Organisation and Agency could, on the for greater flexibility and efficiency in expiry of the amended Convention, find pre-defined financial and decision- themselves in legal limbo.

18 Consolidating the cooperation between EUROCONTROL and the European Community

Since its foundation in 1960, EUROCONTROL has had a close relationship with the European institutions. Of course, since EURO- CONTROL predates many of those institutions, the relations in the early days were with what were then known as the “European Community bodies” – the European Economic Community, the European Coal and Steel Community and EURATOM, the European Atomic . Yet close ties were maintained throughout the years, as the European Community matured and grew.

Accession

The strength of the relationship between EUROCONTROL and the European Communities as demonstrat- ed by the former Commissioner for Transport and Energy, Loyola de Palacio, whose first visit on taking up her post was to the then Director General of EUROCONTROL, Yves Lambert.

The cooperation was brought to new heights on 8 October 2002 when the European Community signed a Protocol of Accession to the EUROCONTROL Organisation at a Diplomatic Confe- rence held in .

This was a significant move for air traffic management. of air traffic management and the politi- management system. The European As Director General, Víctor M. Aguado, cal and legislative strengths of the Commission will not only participate observed at the time: “With the European Commission. more fully in this consultation process European Community as a member, we from now on, but it will also underpin have mutual responsibility for work EUROCONTROL not only carries out the subsequent decision-making undertaken in the framework of programmes, it also serves as a forum process. EUROCONTROL’s revised Convention. for debate. Here in Brussels, our stake- holders meet and lay plans, discuss It must be remembered that air traffic We work together in a complementary ideas, and meld them together so that management is a pan-European issue manner, using the experience and they can be forged into workable and requires pan-European treatment expertise of EUROCONTROL in the field schemes for improving the air traffic and solutions, for both civil and military

Skyway 46 - Autumn/Winter 2007 19 Institutional developments

Consolidating the cooperation between EUROCONTROL and the European Communities

airspace users. Major programmes will Commission signed a Framework The Sixth Framework Programme is produce optimal results only if they are Agreement addressing financial issues also a different financial instrument, carried out throughout the continent.” with a view to supporting financially the used mainly by the EUROCONTROL activities carried out by the Agency Experimental Centre for the financing The early implementation of the under the Memorandum of of more than ten projects, including Accession Protocol was approved and Cooperation. The initial annual ceiling the en-route air traffic soft manage- the European Community, represented was €1million. A first amendment was ment ultimate system (ERASMUS), by the European Commission, took its made in April 2006, raising the financial system-wide-information-management seat in the Provisional Council. Today envelope available to €2 million. A sec- supported innovative technologies the European Commission coordinates ond amendment was subsequently (SWIMSUIT) and crosswind-reduced its Member States, and when the made in October 2006 to renew the separation for departure operations revised Convention enters into force, it contract for one year until mid-October (CREDOS). will vote on their behalf, in the areas in 2007. A third amendment was made in which it has exclusive competence. February, whereby the ceiling was Single European Sky These include research policy, stan- raised to €3 million. implementation dardisation, trans-European networks and the Single European Sky (in which The Single European Sky legislation there is also mixed competence). An important instrument currently includes four regulations, a in EUROCONTROL’s framework regulation and one each on The European Commission has no com- airspace, service provision, and inter- petence in matters of national security or cooperation with the operability. On that basis, the EC has a defence, and EUROCONTROL, as the European Commission duty to develop implementing rules continent’s only civil and military aviation (“rules/directives” that are applicable at body, can fill this gap. is the Memorandum of national level in the 27 EU Member Cooperation signed on States through national law and “regu- Cooperation lations” that are directly applicable at 22 December 2003 national level). These rules are applica- An important instrument in EURO- between the two ble at pan-European level either CONTROL’s cooperation with the institutions. through the European Cooperation and European Commission is the Memoran- Association Agreements (ECAAs) dum of Cooperation signed on 22 signed between the EC and future EU December 2003 between the two insti- This package includes in particular the Member States or through EURO- tutions. It covers specifically the imple- South East Europe functional airspace CONTROL for its own Member States mentation of the Single European Sky, block (SEE-FABA), standardised rules of provided they have been transposed global satellite navigation systems, the air (SERA), a feasibility study on an into EUROCONTROL decisions. In research and development, traffic and environment impact decisions-support 2008 it is expected that the European environmental statistics, and interna- tool for aviation (VEIRT), a functional air- Commission will launch a second tional cooperation. space block review, and airport model- Single European Sky package. ling on noise. By October 2007, the €3 The Memorandum is an open tool and million ceiling had been reached and Article 8 of Regulation (EC) No can be extended to other areas of the plan is for the agreement to be 549/2004 of 10 March 2004 lays cooperation. Up to now, it has also cov- updated and the ceiling increased to down the framework for the creation ered security, airports and SESAR, the reflect the increase in cooperation with of the Single European Sky. It states: Single European Sky ATM Research the European Commission. “for the development of implement- Programme. ing rules (…) which fall within the EUROCONTROL also receives funding remit of EUROCONTROL, the On 18 October 2005, the EURO- from TEN-T with €30 million allocated to Commission shall issue mandates to CONTROL Agency and the European the Agency. EUROCONTROL (…)”.

20 Under this framework, EUROCONTROL ■ The Development Phase (2008- Conclusion has developed more than fifteen 2013): during this phase, the Master implementing rules, four of which Plan will be executed. At the same Europe’s air traffic management per- have already been published in the time, solutions for the new generation formance today is one that can hold its Official Journal of the EU. of systems will be developed and val- own anywhere on the planet. Delays idated. and costs have fallen substantially and SESAR ■ The Deployment Phase (2014-2020): safety is constantly being enhanced. this phase will see the large-scale SESAR, the Single European Sky deployment of the new systems and Yet traffic growth – at over 5% each ATM Research Programme, was widespread implementation of their year – brings with it the possibility that launched in 2005 as the technical associated functionalities. delays might once more prove prob- complement to the ’s lematic. More traffic also means more Single European Sky legislation Governance potential risk of accident. package. The SESAR Definition Phase is a collab- If Europe is to have the air traffic control SESAR will consolidate operational orative effort of the whole aviation indus- system it needs by 2020, we need to concepts and propose new technolo- try. Co-financed by EUROCONTROL make a quantum leap forward. SESAR gy and processes, as well as defining and the European Commission, it has is already defining the technological the implementation plan for Europe’s as its basis a contract let by EURO- requirements for the air traffic control future air traffic management system. CONTROL with a consortium of thirty system of the future, but we need to go It will federate resources and increase companies, who together define, further still. the coordination of planning, develop- agree, and commit to the results of the ment work and decision-making. ATM Master Plan. The objective should be to build a real Pivotal features are the arrangements Single European Sky – one in which laid down to secure stakeholders’ After the Definition Phase, the same Europe’s airspace is designed and commitment. SESAR needs consen- level of cohesion across industry is managed as a continuum at both civil sus across the board to be effective needed. To this effect, the Council of the and military level and in which flights and every effort is being made to European Union decided to create a take the most efficient route across ensure that all players are working separate organisation for the develop- the continent as a whole. Only in this towards the same goals. ment of SESAR, a Joint Undertaking manner will we be able to reduce the between the European Community, impact of each flight on the environ- EUROCONTROL and other members ment and accommodate the increas- Phased implementation coming from industry or State organisa- ing demand for air travel safely while tions, European and others. Other avia- ensuring that delays remain low. SESAR will be carried out in three main tion stakeholders may also enjoy full phases: involvement in the administrative board EUROCONTROL is committed to the of representatives. ideal of a Single Sky and is doing its ■ The SESAR Definition Phase: The utmost to achieve it, working closely final deliverable is two-fold: a The Joint Undertaking will unite mem- with all partners and the European European ATM Master Plan up to bers’ resources to execute the cohesive Commission in particular, making air 2020 and the work programme SESAR work programme. The SESAR transport safe, secure and efficient for needed to execute it. Delivery is Joint Undertaking documents were air travellers across the continent. ■ scheduled for early 2008. The signed on 27 February 2007. A sum of Master Plan will list operational con- €2.1 billion was estimated for the suc- Jean-Jacques Sauvage, cepts and propose new systems, cessful completion of the Development Head of the Cabinet of the as well as defining the roadmap of Phase, of which €700 million has been Director General actions and the means for their secured on the European Commission’s implementation. side.

Skyway 46 - Autumn/Winter 2007 21 Institutional developments

European Transport Ministers act on ATM as MATSE 6 launches ATM2000+

The Meeting of ECAC Transport Ministers on the Air Traffic System in Europe (MATSE/6) in January 2000 marked the end of the ECAC Strategies for the 1990s which had increased airspace capacity in Europe by 40%. The meeting formally launched the ATM 2000+ Strategy to cater for traffic demand up to and beyond 2015.

In 1989 the Transport Ministers of the based on that En-route Strategy the Ministers realised that without major European Civil Aviation Conference enabled airspace capacity to keep new initiatives European ATM systems (ECAC) decided on an ATM strategy pace with air traffic growth through the would not be able to keep up with the for the 1990s in response to the air traf- 1990s. The En-route Strategy was com- traffic. Accordingly, in February 1997 at fic crisis of the late 1980s. This strategy plemented by the ECAC Airport MATSE/5 in Copenhagen, ECAC was taken forward under the guidance Strategy for the 1990s and the APATSI Transport Ministers called for a new of the ECAC Directors General of Civil Programme in 1992. Strategy for Air Traffic Management Aviation, with the EUROCONTROL (ATM) to supersede the ECAC Strategy Agency acting as managing agent. The In view of the expected doubling of air for the 1990s. European ATC Harmonisation and traffic over the subsequent 15 years, Integration Programme (EATCHIP) The ATM Strategy for the years 2000+ to cater for the forecast increase in

22 European air traffic was launched at the The Strategy was aimed to be pro- and the acceleration of the integration MATSE/6 meeting on 28 January 2000 duced by, and in the interests of, the of en-route ATM systems with airport in Brussels. entire aviation community. and other systems, involving major improvements in automation, computer The endorsement of the Strategy by the As indicated in the final communiqué of assistance to controllers and pilots and aviation community was largely secured the meeting, the Strategy was aiming moves towards free routing and the through the broad, high-level consulta- "at a gate-to-gate-oriented European autonomous separation of aircraft". tion process which underpinned its ATM network operating within the preparation, building on foundation organisational and legal framework of The Strategy for the first time intro- work carried out in the period 1993- the revised EUROCONTROL Conven- duced ATM performance objectives, 1995 on user requirements and the tion and paving the way towards a including quantified targets for some of future concept of operation, and fully seamless system". It also aimed at these. It also proposed a timetable for embracing the gate-to-gate considera- "exploiting new technology on board operational changes and the enabling tion of the ATM issues. The gate-to-gate aircraft and in air traffic control centres, of technical and other improvements, notion was to stress that a flight is a as well as incorporating the new satel- stressing the link of changes to continuum from departure to destination lite-based communications, navigation improved performance. and to reflect that the decisions, be they and surveillance systems that will be strategic or real-time, made by the becoming available during the next Attention was also paid in the Strategy major operational actors (aircraft opera- decade". It foresaw "the inclusion of the to the conditions attached to its realisa- tors, airport operators and air navigation planning of flights from gate to gate tion. Air traffic management must service providers) are interdependent. increasingly be planned and organised on a pan-European basis if it is to cope with the ever-increasing demand for its services, while respecting the States’ prerogatives for the provision of air traf- fic services over their own territories and the requirements of sovereignty and defence. These two aspects can only be reconciled if there is maximum cooperation for the planning and coor- dination of standards for procedures and services, with an effective regula- tory process for ATM matters in Europe to secure uniformity of procedures and standards and the commitment of States and the various stakeholders to their implementation.

MATSE/6 also appreciated, in the light of past experience and having regard to forecast trends of ATC, airport

On 28 January 2000, European Transport Ministers met at EUROCONTROL's Brussels headquarters to take stock of the progress made in ATM and to look at what else needed to be done to remedy the delay situation and provide adequate capacity for future air traffic demand.

Skyway 46 - Autumn/Winter 2007 23 European Transport Ministers act on ATM as MATSE 6 launches ATM2000+

capacity and demand, that there could improvement with a sustained determi- applications at airports or in the air be no certainty that the imbalance nation and the increased realism that traffic flow management area. Of between demand and capacity could additional accumulated knowledge course, the successful implementation be completely eliminated. This resulted permitted. of programmes such as ACAS and in the production of the ECAC RVSM have also largely contributed to Constraints to Growth study, updated Key success factors in the sustainabili- the realisation that ATM can be in 2004 in full consultation with stake- ty of such a Strategy remained the improved through the adequate identi- holders and renamed Challenges to quality of the regulatory process and fication and planning of programmes Growth, since then maintained under material, the commitment of the various which deliver benefits and which are continuous review. The study includes categories of stakeholders, and their part of an overall path to the future. a long-term prediction of unconstrained collaboration in defining, deciding, demand and an analysis of constraint accepting and implementing the future and demand management scenarios. changes. The Strategy has provided the federating In line with the MATSE/6 conclusion to The synergies resulting from common ATM goal and the path keep the Strategy under review in the pan-European work and an efficient light of changing circumstances, a decision-making process were recog- along which airspace 2003 edition was approved by the nised as even more essential given the users, service providers, EUROCONTROL Provisional Council difficult situation of air transport. and Permanent Commission on 10 April States and industry 2003 after extensive consultation with Following the adoption of the ATM could position European ATM stakeholders. Strategy for the years 2000+ at the MATSE/6 meeting, this document has themselves and their This version took into account progress been used as the reference framework activities. made since 2000 as well as the evolu- for preparing more detailed strategies tion of the ATM context. At a high and concepts for elements of the ATM strategic level, it was generally a con- system, e.g. surveillance or navigation, The Strategy and the related concept tinuation of the MATSE/6 version of the as well as for developing the European work has also been a major input to Strategy, with additional emphasis Convergence and Implementation Plan the ICAO Global ATM concept placed on safety, ATM security and (ECIP) and the European ATM adopted by the 11th Air Navigation system interoperability. The separation Programme (EATMP) within EURO- Conference in 2003 and one of the of service provision and regulation was CONTROL. ingredients in the preparation, under reflected. The Single European Sky ini- the auspices of IATA, of the Industry tiative was acknowledged, as well as The Strategy has provided the federat- Road Map which has found its way the improved coordination of ATM ing ATM goal and the path along into the ICAO CNS/ATM Global Plan. research and development at which airspace users, service European level with the establishment providers, States and industry could Finally, together with the converging of the Advisory Council for Aeronautics position themselves and their activi- analyses of industry and the European Research in Europe (ACARE). More ties. Commission and with the lessons developed improvement measures learned from the difficulty of making relating to airports were introduced, Ideas introduced in the Strategy mate- change happen in ATM, it is one of the and the road map of change through rialise progressively. Some have vectors that have allowed the launch- time was performance-based, and already found their way in the opera- ing the SESAR Programme. But that is incorporated the latest information from tional world, others drive research and already another story… ■ individual ATM domain strategies. validation work. One of the best exam- ples is collaborative decision-making, Bernard Miailler, Overall, the updated Strategy pro- with a recognised success in the SESAR and ATM Strategy posed to address European ATM implementation of a first series of Manager

24 International relations

EUROCONTROL membership Constantly expanding 2007 38 Member States: 1960 Albania, Armenia, , Belgium, 6 Member States: Bosnia and Herzegovina, Bulgaria, Croatia, Germany, Belgium, , the , Denmark, France, Luxembourg, Finland, France, Germany, Greece, the Netherlands and , Ireland, Italy, Lithuania, the United Kingdom Luxembourg, the former Yugoslav Republic of Macedonia (FYROM), , Moldova, Monaco, Montenegro, the Netherlands, , Poland, , , Serbia, Slovakia, , Spain, Sweden, , Turkey, Ukraine and the United Kingdom

1997

27 Member States Finland (at the end of 1997) Norway

Sweden

Ireland Denmark Lithuania

United Kingdom

Netherlands Poland Germany Belgium Luxembourg Czech Ukraine Republic Slovakia France Austria Moldova Switzerland Hungary

Slovenia Romania Croatia Bosnia and Monaco Herzegovina Serbia Portugal Italy Montenegro Armenia Bulgaria Spain

FYROM Albania Turkey Greece

Malta Cyprus

Skyway 46 - Autumn/Winter 2007 25 International relations

Pan-European cooperation

Cooperation between States, service providers and aviation organisations remains the best way to meet the challenge of safely and efficiently accommodating the consistent growth in traffic. With this in mind, EUROCONTROL has over the years increased its membership, initiated and concluded various cooperation agreements with States and service providers and has strongly supported regional cooperation in air traffic management.

EUROCONTROL Membership membership of EUROCONTROL, ECAC and the EU Whilst in the 1960s the founding fathers of EUROCONTROL sought to create an Iceland inter-governmental organisation to which air traffic control services would be delegated by a restricted number of States, this changed in the 1970s to EUROCONTROL (38 + European Community)ty) an organisation with a more general ECAC Member States (42) mission to efficiently organise and EU (27) safely manage the airspace of poten- Finland Norway tially all European States.

Sweden Following the fall of the iron curtain, most of the former Eastern Bloc States became members of the Council of Ireland Denmark Europe and subsequently members of Lithuania the European Civil Aviation United Conference (ECAC). Membership of Kingdom

ECAC thus increased rapidly (22 at Netherlands Poland 1 January 1990, 35 at 1 January 1997, Germany 42 at 1 January 2007). At various meet- Belgium Luxembourg ings of Minsters for Transport of the Czech Ukraine Republic ECAC Member States, resolutions were Slovakia France adopted that all ECAC Austria Moldova States should become Switzerland Hungary EUROCONTROL Slovenia Romania Croatia Member States. It Bosnia and Monaco Herzegovina therefore became a Serbia Portugal Italy Montenegro common objective Bulgaria Spain of both the EURO- FYROM CONTROL Albania

Organisation and of the Greece new ECAC States to broaden the geographical scope of EUROCONTROL. Figure 1

Malta

26 EUROCONTROL recorded a dramatic increase in membership from 10 at 1 Different levels of regional cooperation

January 1990, to 24 at 1 January 1997, to 100 Common ACC 37 at 1 January 2007. The most recent State to join EUROCONTROL was the Common institutions (office, radar station) Republic of Montenegro on 1 July 2007. Delegation of airspace (Figure 1 shows the 38 current Member Optimisation of control sectors States of the EUROCONTROL Delegation of service provision Organisation). This number also reflects Identical airspace classification the political development in eastern and southern Europe, including the creation Community in supporting services (S&R, training, MET) Functional of several new States. A major difference Harmonisation of procedures airspace between the membership procedure for (e.g. separation minima) blocks

ECAC and that for EUROCONTROL is Common safety programmes that for EUROCONTROL membership an Shared NAV/Radar/Com infrastructure international treaty must be signed and ratified, with the involvement of the par- Sharing of radar data liament and subsequent commitment of the new Member State. 0 On the EUROCONTROL side, the entry Upper airspace Lower airspace All forms of ATC/ATM services into force of membership is followed, Figure 2 amongst other things, by integration of the new Member State into the Central Flow Management System and the the guideline for the development of air Regional cooperation Multilateral Route Charges System. In traffic management in Europe. addition to this, in the case of most new Even before the European Community Member States, special assistance Contacts have been developed with the developed its vision to create functional programmes have been designed to remaining European States, Iceland, airspace blocks as a means of interna- align national ATC and ATM with Estonia, Latvia, and Azerbaijan, tionalising air traffic control, EURO- EUROCONTROL standards and speci- with a view to securing their membership CONTROL was already, and continues to fications. For all States, an LCIP (Local in due course. Belarus and the Russian be, involved in regional cooperation with a Convergence and Implementation Federation are not members of ECAC. In view to improving international coopera- Plan) is also drawn up and agreed the case of Montenegro, the fact that tion between service providers and/or together with the national EUROCONTROL accession was com- regulators of adjacent States. Such authorities and is periodi- pleted before ECAC accession was due involvement or guidance has always been cally updated to keep it in to its special ATC situation (delegation of subject to the agreement of all participat- line with the European air navigation services to Serbia). ing States and has always been carried Convergence and out in close cooperation with those States Implementation Plan Article 40 of the revised Convention also and/or service providers. The range of (ECIP). These plans are makes provision for regional economic international cooperation possible in integration organisations to become ATC/ATM can be seen in Figure 2. Such members. The revised Convention was regional cooperation is primarily neces- Georgia Azerbaijan followed by an Accession Protocol sary for the upper airspace. However, it Armenia signed between the European might also be advisable for the lower air- Community, its Member States and the space (e.g. in cases of airports close to a EUROCONTROL Member States on State border) as well as for auxiliary serv- Turkey 8 October 2002. This act is linked to the ices (e.g. search and rescue). The initia- gradual delegation of air navigation tives, legal framework and progress made regulatory powers by the Member States vary, and in some cases States which are to the European Union. not members of EUROCONTROL are also 

Cyprus

Skyway 46 - Autumn/Winter 2007 27 International relations States Albania, FYROM, Greece (ACB)

Pan-European cooperation Azerbaijan, Georgia, Kazakhstan, Moldova, Ukraine (RADA) Bulgaria, Moldova, Romania, Turkey (ACE) participating or observing. The major route charges. Bilateral route charge examples of regional cooperation should agreements have been concluded with Cyprus, Egypt, Jordan, be mentioned here (see opposite table). Latvia and Belarus and beyond Europe Lebanon, Syria with Uzbekistan, Egypt and , (EMAC) Agreements in support of emulating certain principles of the Algeria, Spain, France States Multilateral System. Morocco, Spain, Portugal (AEFMP) Another important field of Following a show of mutual interest, Nordic States cooperation EUROCONTROL’s international work is cooperation agreements have been (NUAC) the conclusion and implementation of concluded in a variety of forms and Aurstria, Bosnia and agreements in support of States. Under organisational structures with States Herzegovina, Croatia, such agreements, individual tasks and intergovernmental organisations the Czech Republic, involving cooperation for the improve- such as ICAO, the European Space Hungary, Italy, Slovakia and Slovenia ment of ATC and ATM are described, Agency (ESA), ECAC, the European (CEATS) these being carried out by Commission and ASECNA (Agence EUROCONTROL’s experts, in some pour la Securité de la Navigation Regional Cooperation Agreements cases supported by consultants, on Aérienne en Afrique et à Madagascar). behalf of a Member State's civil aviation The cooperation agreements with opments, and in some cases the trans- authority or its air navigation service States (e.g. the Civil Aviation fer of know-how and assistance. These provider. In the context of the implemen- Administration of the Russian approaches have been handled with tation of the European Community's Federation, the FAA and NavCanada) caution in order not to overload our Single European Sky regulations, EURO- deal mainly with the exchange of know- already limited resources and not to CONTROL has been asked by several how and cooperation on the develop- create extraordinary expense. As a States, especially the smaller EU ment of new ATC procedures and tech- principle, we are amenable to provid- Member States who have limited expert- niques. The principle observed in all ing information, giving access to our ise available in regulatory organisation, these agreements is that each partner published documents and inviting non- to provide assistance in complying with bears its own costs. The implementa- Member States' civil aviation authorities EU regulations. EUROCONTROL has to tion status of the agreements varies and service providers as observers to bill individual States for such tasks. If the from case to case. open meetings and workshops. work is to be done for a non-Member State, a charge for overheads is added Following the change in the worldwide The Agency has also participated in to the normal fees payable by Member aviation landscape in recent years, visits organised by the European States. The following article shows major EUROCONTROL has been frequently Commission to States of importance to agreements in support of States imple- contacted regarding information meet- civil aviation worldwide, such as India mented by EUROCONTROL in recent ings, and not only by the new major and China. On these visits, presenta- years. players in civil aviation such as Japan, tions were given by Agency officials on China, India and the Arab countries. At ATM/ATC issues, and the desire was Partners outside these familiarisation meetings, organ- expressed to receive transfers of geographical area ised mainly in Brussels, the representa- know-how. tives of the civil aviation authorities The geographical area for membership and/or service providers of the States A new development is currently under of EUROCONTROL was, from the very concerned have been introduced to the way with the European Community's first Convention, restricted to Europe. institutions and workings of EURO- EuroMed Aviation Project. In principle, Our Convention makes no provision for CONTROL, to our operational functions the EC aims to integrate 10 States from associate membership. The only opera- and to the projects in which the Agency the southern and eastern rim of the tional function of EUROCONTROL which is involved. In most cases, these meet- Mediterranean into the European in a few cases has been extended to ings ended with our visitors requesting Common Aviation Area (ECAA). EURO- non-Member States is the collection of ongoing information regarding devel- CONTROL is closely associated with the

28 Agreement Date Multilateral Agreement for the provision of support February 2003 services by EUROCONTROL for the activities of the common office for ATM Cooperation in the Balkans (ACB). Agreement on cooperation between the air February 2003 navigation services providers of Azerbaijan, Georgia, Kazakhstan, Moldova and Ukraine (RADA). Memorandum of Understanding for the establishment 8 July 2003 of ATM cooperation in south-eastern Europe signed (EUROCONTROL by Bulgaria, Moldova, Romania, Turkey, and not a signatory but prepared by ICAO Europe. mentioned in the text) Europe are strong – meaning that the Cooperation agreement between EUROCONTROL 4 February 2003 number of movements between the two and the States participating in the “Europe-Middle- (draft) regions is significant, constant and even East ATM Cooperation (EMAC)” mechanism. increasing. Here, EUROCONTROL has a Air navigation systems harmonisation plan. 13 December 1996 major interest in continuing cooperation, inter alia on safety grounds. At present, these States are the USA, Canada, the Memorandum on cooperation in air navigation Russian Federation, most of the States services. on the southern and eastern rim of the Central European Air Traffic Services Programme for 27 June 1997 Mediterranean, and those on the Arabian the creation of a joint ATC system for the upper (signature of peninsula. Here, further cooperation airspace of the participating States. Convention) agreements need to be initiated, negoti- Entry into force ated and concluded along the lines of of Convention existing examples with such States. in 2004 However, great care must be taken to ensure that such agreements are not only concluded but also implemented. progress of this project. In addition to Contacts with third countries and inter- Consequently, provision must be made this, the European Community has con- governmental organisations dealing with in the agreements for an implementation cluded in 2006 a detailed agreement civil aviation also need to be developed structure (e.g. a Joint Committee meet- with Morocco whereby Morocco will in the context of SESAR and Galileo. ing once a year). have a status similar to that of a member of the ECAA. In parallel to this develop- Outlook The third “circle” of States can be ment, EUROCONTROL was requested defined as those in which the aviation by Morocco to negotiate and conclude a The Agency should continue its efforts to industry is beginning to play a major role Cooperation Agreement to give assis- ensure that the few remaining ECAC because of the size and stage of devel- tance in the implementation of the States which have not yet done so opment of the State concerned, namely ATC/ATM aspects of the ECAA. After the become EUROCONTROL Member China, India and perhaps also Brazil. EUROCONTROL’s Provisional Council/ States. Once Estonia, Latvia, Georgia Here, EUROCONTROL's interest in Commission approved an appropriate and Azerbaijan join, the then 42 Member becoming involved is limited, and the mandate, negotiations were held in July States will most probably represent the Agency should not start to play an active 2007 and the relative agreement was maximum number for the foreseeable role. However, if EUROCONTROL were signed on 17 October 2007. future. Iceland is a special case and its to be approached by the European membership can also be envisaged, Community to become a partner in a As a result of the development of the once the relationship between the cooperation exercise between the EC EuroMed Aviation Project, the States ICAO/Den-Ice Agreement and our and such countries, EUROCONTROL involved may request membership-like Multilateral Route Charges System, to should participate, provided that none of status in the CFMU and EAD, and seek which each Member State must belong, the Agency’s financial resources would to conclude bilateral route charges has been resolved. A proposal has been be used. agreements with EUROCONTROL. In made along these lines. the case of Morocco, the CFMU and Finally, for all other States, contacts EAD issues are already contained in For States and regions outside ECAC, should not be formalised, owing to the agreement together with a safety the guidance of the Provisional Council limited resources, but should be kept at assessment to be carried out soon. must be sought. This could be done the information level referred to previ- Bilateral route charges agreements are along the following lines: the second ously. ■ in force with Morocco (since 2002) and "circle" of States with which a special with Egypt (since 2004) and function "partnership" should be developed is Gerhard Stadler, very well. those whose civil aviation links with Director of the General Secretariat

Skyway 46 - Autumn/Winter 2007 29 Implementation planning and facilitation

Harmonising Europe’s ATM system

For over a decade the EUROCONTROL Agency has been working towards the harmonisation and integration of the European air traffic management (ATM) systems through a consistent and well coordinat- ed implementation planning and monitoring across Europe. At the same time local and regional implementation assistance has been provided to States and service providers to enable them to successfully manage the implementation of key ATM projects.

Implementation The objective of the CIP was in fact to taining or even enhancing safety. The planning coordinate, plan and monitor common EUROCONTROL Agency as the man- implementation actions to be undertak- aging agent of the European ATM In the early 1990s the EUROCONTROL en by the various States in the Programme (EATMP) coordinates the Agency introduced the Convergence European Civil Aviation Conference details of the programme and its imple- and Implementation Plan (CIP), a major (ECAC) area and by their national air mentation. mechanism to ensure the convergence navigation service providers. First pub- of national plans towards a harmonised lished in 1993, the CIP describes a set ECIP/LCIP mechanism and integrated European air traffic of common implementation objectives management system and monitor to be achieved by the ECAC States, Over the years, this cooperative plan- progress in achieving the expected aimed mainly at improving capacity ning mechanism has been extended performance improvements. and reducing flight delays, while main- and adapted in line with the EURO- CONTROL ATM 2000+ Strategy and Special Agreements stakeholders’ needs. Currently known States Agreement Date as ECIP – the European Convergence Implementation Programme – it now Albania Agreement between EUROCONTROL and the Republic of Albania 1 September 2003 relating to the provision by EUROCONTROL of EATMP implementa- includes airports and military authori- tion support for carrying out the Master ATM Plan in Albania ties, and incorporates the planning of Bosnia and Provision of support by EUROCONTROL for the implementation of the 16 October 2006 the necessary changes to the Herzegovina BiH Air Traffic Management Strategy European air navigation service sys- Bulgaria Agreement between EUROCONTROL and the Air Traffic Services 9 December 1997 tems in order to meet the requirements Authority (ATSA) of advisory services relating to the modernisation of Terminated in the air traffic control (ATC) system of the Republic of Bulgaria September 2005 in the key performance areas of safety, Bulgaria Agreement for the modernisation of the Bulgarian ATC system 24 January 2005 capacity, cost-effectiveness, the envi- ronment and security. Croatia Agreement for the provision by EUROCONTROL of EATMP 3 February 2003 implementation support to Croatia Control Limited Croatia Agreement between EUROCONTROL and Croatia Control Limited 23 April 2003 Planning relating to the provision by EUROCONTROL of EATMP implementa- tion support in the production of a Strategic Business Plan While the ATM2000+ Strategy defines Cyprus Agreement between EUROCONTROL and the Ministry of 2 April 2001 qualitative objectives for a period of 15- Communications and Works of Cyprus for the provision of EURO- CONTROL advisory services to the Department of Civil Aviation of 20 years, the ECIP constitutes the Cyprus (DCAC) common medium-term (5-7 years) imple- Cyprus Support for the DCAC in the implementation of the SES legislation 13 October 2005 mentation plan for Europe. It sets out the and in other ATM matters and regional cooperation operational, technical and institutional Czech Republic Agreement between EUROCONTROL and the air navigation services of 4 October 2002 improvements to be made to the the Czech Republic relating to the provision by EUROCONTROL of Terminated in June 2007 EATMP implementation support for the implementation and operation European ATM network. It does this in of ESCAPE terms of implementation objectives that Czech Republic Provision by EUROCONTROL of EATM implementation support for 22 May 2006 describe the type of change to be the Czech airspace reorganisation studies, the simulation platform applied. Each objective is broken down and the Praha/Ruzyne airport capacity analysis and enhancement study Denmark Provision by EUROCONTROL for the certification of the ATM system 5 July 2007  into a number of stakeholder lines of Cooperation Agreements with States action (SLoAs), which detail the work to States Agreement Date be completed by each of the stakehold- Algeria Agreement for cooperation between EUROCONTROL and the People’s Pending er groups in order to successfully com- Democratic Republic of Algeria plete the objective. Each implementation Belarus Agreement for cooperation between EUROCONTROL and the State 5 May 2000 objective contains amongst other things Aviation Committee of the Republic of Belarus applicable areas, completion dates, sup- Canada Agreement for cooperation between EUROCONTROL and the Ministry 1 June 1995 porting activities/material, performance of Transport of Canada benefits and dependencies. Egypt Agreement for cooperation between EUROCONTROL and the Civil 26 September 1997 Authority of Egypt The implementation planning of the Iceland Agreement for cooperation between EUROCONTROL and the Civil 31 October 1997 Aviation Administration of the Republic of Iceland SLoAs is then incorporated into Local Agreement for cooperation between EUROCONTROL and the Civil 24 September 1997 Convergence and Implementation Plans, Aviation Administration of Israel referred to as LCIPs, containing the Russia Agreement for cooperation between EUROCONTROL and the State 23 August 2001 detailed national implementation actions Civil Aviation Authority of the Ministry of Transport of the Russian required to achieve the objectives and to Federation (SCAA) meet national/regional performance tar- Tunisia Agreement for cooperation between EUROCONTROL and the General 17 September 1998 Directorate of Civil Aviation of Tunisia gets. The LCIPs detail all the actions planned by the national aviation stake- USA Agreement for cooperation between EUROCONTROL and the Federal 23 June 1992 Aviation Administration of the Department of Transport (FAA) holders (regulators, service providers, the military authorities and airports). These plans are signed by the relevant competent authorities at the highest Agency. These documents are the Over the past 14 years, the ECIP/LCIP level, thus testifying to the intent and main monitoring element of the process has contributed to the devel- commitment of each national stakehold- ECIP/LCIP mechanism. opment and harmonisation of the er to apply their best endeavours to play European ATM infrastructure – for their part in those plans and complete Based on the LCIP documents, an example by eliminating the duplication their agreed implementation actions to ECIP Status Report is then produced of radar coverage, promoting wide- meet the ATM performance targets. annually by the EUROCONTROL spread on-line data interchange and Agency, showing the progress of providing an increased number of radio There is a well-defined, transparent and implementation actions over the pre- frequencies. It has played an important commonly agreed process in place for vious year and identifying achieve- role in improved air traffic operations, the annual update of the ECIP and LCIP ments and performance gains. This by amongst other things reducing lon- documents. New objectives consistent report also highlights the shortcom- gitudinal and vertical separation with the ATM2000+ strategy and stake- ings in implementing actions, and between aircraft, and continuously holder requirements, and changes to the proposes remedial actions, where improving airspace organisation and existing objectives, are developed and required. the route network. It has also con- then endorsed by the EUROCONTROL tributed to enhancing safety with, Provisional Council each year for inclu- A key pan-European amongst other things, implementation sion in the plans. This preserves the mechanism actions on safety management and strategic role of all key players and safety regulations. ensures the necessary buy-in and com- The ECIP/LCIP mechanism is the only mitment to the plans by the various means available to the European avi- The ECIP/LCIP mechanism is currently stakeholders. ation community of harmonising the being adapted to better reflect the implementation of ATM plans, estab- European Commission’s Single Reporting and lishing common references, increas- European Sky scheme for the harmoni- monitoring ing the visibility of the plans of the sation of air traffic provisions. various stakeholders and supporting The LCIP plans/documents are updat- the provision of a single repository of Overall the ECIP/LCIP mechanism: ed every year by each State, with assis- all ATM-related regional/local imple- a) is a mature process, which has been tance from the EUROCONTROL mentation data. in place for almost 15 years;

Skyway 46 - Autumn/Winter 2007 31 Implementation planning and facilitation

Estonia Provision by EUROCONTROL of advisory services relating to the mod- 20 April 2001 ernisation of the air navigation services of the Republic of Estonia Terminated in 2004 Harmonising France Provision of EIS support for the Paris 2005 real-time 8 February 2005 simulation at the EUROCONTROL Experimental Centre in France Terminated in September 2005 Europe’s ATM system FYROM Agreement for the provision by EUROCONTROL of advisory 2 March 2001 services to the civil aviation authority of the former Yugoslav Republic of Macedonia Germany Agreement on assistance to the German Armed Forces in the 22 November 1988 implementation of civil-military coordination projects Germany Agreement on technical support for the ADMAR/ADKAR systems 1983 b) has a wide scope, as it covers the installed at Maastricht UAC and for the software associated with planning activities from strategy to ADMAR/ADKAR and GAME (automated message exchange system implementation monitoring; between ATC and air defence) c) operates with extensive coordination Greece Agreement for the provision of EUROCONTROL advisory services relat- 15 April 1998 ing to the modernisation of the ATC system of the Hellenic Republic of the various stakeholders in the 42 Special Agreements (cont’d) ECAC Member States, to ensure Iceland Provision by EUROCONTROL of EATM implementation support for a 15 November 2006 study on certain working conditions for air traffic controllers at convergence; Reykjavik ACC d) is transparent, based on very simple Ireland Provision by EUROCONTROL of airspace design and related services 5 July 2007 and sound principles, and is rigor- Luxembourg Agreement between EUROCONTROL and the civil aviation authority of 30 April 2004 ous in capturing stakeholders' the Grand Duchy of Luxembourg for the provision of EATMP implemen- changing needs; tation support in the review of the IFR procedures for Luxembourg airport and a safety assessment required for the planned construction of e) has been effective in addressing the wind-turbines required harmonisation of different Luxembourg Provision of support to the Directorate of Civil Aviation of the Grand 6 November 2006 national air navigation service sys- Duchy of Luxembourg for the implementation of Single European Sky tems, respecting the responsibilities legislation and certification of sovereign States, while ensuring Norway Agreement between EUROCONTROL and AVINOR AS for the provision 4 March 2004 by EUROCONTROL of EATMP implementation support for "Take-off '05 commitments to converging local/ En-Route" Project regional implementation actions and Norway Provision by EUROCONTROL of EATM implementation support for the 9 May 2007 initiatives at the highest level. Oslo Terminal 2 Project Portugal Agreement between the General Staff of the Portuguese Armed Forces 5 September 1990 Implementation and EUROCONTROL relating to the provision of advisory services for Terminated in December 2006 facilitation the implementation of the Portuguese Air Command and Control System (POACCS) Phase II Portugal Agreement between EUROCONTROL and Empresa Pública Navegação 15 June 2004 The Agency facilitates the implementa- Aérea de Portugal NAV Portugal, E.P.E., relating to the provision of Terminated in September 2005 tion of ATM plans by relying on its exten- EATMP implementation support for the review of the LISATM system sive experience and expertise, sharing Romania Agreement for the provision by EUROCONTROL of support services to 22 September 2000 best practices and making best use of ROMATSA relating to the Romanian ATC Modernisation Project (RAMP) available resources across Europe. Spain Agreement between EUROCONTROL and Entidad Pública Empresarial 11 June 2003 Aeropuertos Españoles y Navegación Aérea (AENA) relating to the pro- Terminated in August 2004 vision by EUROCONTROL of EATMP implementation support for the This facilitation is achieved through: New Madrid Airport Study (ENAM) Phase III Spain Provision by EUROCONTROL of EATM implementation support for the 18 July 2007 a) the development and publication of reorganisation of the General of the Navigation System guidance material to support imple- Slovak Republic Agreement between EUROCONTROL and Letové prevádzkové služby 17 May 2001 Slovenskej republiky, štátny podnik for the provision of EUROCONTROL mentation in the field of procedures advisory services to the air traffic services of the Slovak Republic and human resources; Slovak Republic Agreement between EUROCONTROL and Letové prevádzkové služby 15 March 2004 b) the specification of systems to Slovenskej republiky, š.p. relating to the provision by EUROCONTROL enable the manufacturing industry of EATMP implementation support for the Bratislava ACC Sector Capacity Analysis and the service providers to pro- ceed faster with development, Sweden Provision of EIS support to LFV for safety support for the Malmö TMA 10 April 2003 reorganisation (SSMaT) Terminated in October 2003 acquisition and implementation of Switzerland Agreement between EUROCONTROL and Swisscontrol for the 1 May 2000 proper infrustructures; provision of advisory services for selection of the supplier and Terminated in February 2005 c) the provision of resources as an specification of the future ATM system (ATMAS) extension of the expertise/workforce Turkey Agreement for the provision by EUROCONTROL of advisory services to 8 June 2000 of a responsible organisation to pro- the DHMI relating to the Turkish ATC modernisation project Terminated in September (TAMP project) 2005 vide support in strategic planning, Turkey Agreement for the provision by EUROCONTROL of advisory services to 13 June 2001 and legal, contractual, social, oper- the State Airports Authority (DHMI) of Turkey (SMART project) ational/technical and organisational matters.

32 Cooperation Agreements with International organisation ment. These are aimed at enhancing States Agreement Date cooperation among States and boost- ACAC Agreement for cooperation between EUROCONTROL and the Arab 19 September 2003 ing the efficiency of the air traffic man- Civil Aviation Commission (ACAC) agement system as a whole. These ACAC Member States: Bahrain, Egypt, Iraq, Jordan, Lebanon, Libya, Morocco, Oman, agreements are listed in the previous Palestine, Qatar, Saudi Arabia, Sudan, Syria, Tunisia, UAE ,Yemen article. Besides these, there are other ASECNA ASECNA Agreement for cooperation between EUROCONTROL and 26 June 2001 regional developments, such as: Baltic the Agency for the Security of Aerial Navigation in Africa and States regional developments, the Madagascar (ASECNA) South Eastern Europe Functional ESA Agreement for cooperation between EUROCONTROL and the 26 July 2002 Airspace Block (SEE FABA), transat- (ESA) lantic regional developments, etc. In EC Memorandum concerning a framework for cooperation between 22 December 2003 EUROCONTROL and the Commission of the European Communities most of these cases, cross-border ICAO Agreement for cooperation between EUROCONTROL and ICAO 27 March 1996 regional solutions have been requested in order to address mainly capacity and JAA Agreement for cooperation between EUROCONTROL and the Joint 19 June 1996 Aviation Authorities safety enhancements. EC, JAA, Agreement between EUROCONTROL and: Albania, - the European Community represented by the Commission of the 10 April 2003 Conclusion Bosnia and European Communities relating to the Community grant for the (Phase 1) Herzegovina, implementation of the Aviation Safety and Air Traffic Control Croatia, Through the provision of specific sup- (ASATC) project for the Western Balkans within the Community FYROM, Assistance for Reconstruction, Development and Stabilisation June 2004 port to its partner States, the EURO- Serbia and (CARDS); (Phase 2) Montenegro CONTROL Agency has been playing a - the Joint Aviation Authorities (JAA) relating to the Aviation Safety Terminated very active role in addressing the short- and Air Traffic Control (ASATC) project for the Western Balkans; 31 May 2007 (CARDS/ and medium-term shortcomings of ASATC) - the national contracting party relating to the provision of support Europe’s ATM system by facilitating the services by EUROCONTROL for the implementation of Phase I of Aviation Safety and Air Traffic Control (ASATC) project for the planning and implementation of Western Balkans Europe-wide ATM improvement NATO Memorandum of cooperation between EUROCONTROL and NATO 8 May 2003 actions, promoting regional coopera- tion initiatives and stimulating coopera- tion, as and when required. ■

Several initiatives have been undertak- A number of regional cooperation Dimitris Apsouris, en either by, or with the direct support agreements have also been initiated Head of Stakeholder of, the EUROCONTROL Agency or with and are at different stages of develop- Implementation Service the support of the International Civil Aviation Organization (ICAO), with a view to bringing about common initia- tives to help rationalise the airspace and use all air traffic services facilities in Europe more effectively. Some developments have also been launched by individual European States.

A detailed list of cooperation agree- ments, signed throughout the last decade to facilitate implementation of ATM plans across Europe, is shown in

the tables. ©

Skyway 46 - Autumn/Winter 2007 33 Traffic trends

Ten years of growth

The last ten years are a story of boom and bust and boom again. The late 1990s saw the peak of an expansion cycle for aviation, with five consecutive years of growth rates of over 5%.

By 2000, however, traffic growth had begun to slow down, and the cata- clysmic events of 11 September 2001 quickly demonstrated which operators had robust foundations for their expan- sion plans and which did not.

In 2003, traffic growth was picking up again, in spite of events in Iraq and SARS in the Far East. These were fol- lowed by the expansion of the European Union (EU) in 2004, with the triple-whammy of free trade, free move- ment of labour and deregulation of air travel. Traffic increased, especially to States such as the UK and Ireland, The average point of departure for IFR flights in Europe has gradually shifted south and east, which had fully opened their labour crossing the Rhine into Germany in 2006. markets. Between the first half of 2003 and the first half of 2007, flights tional”; and now “low-cost” operators are works have improved. In Sweden, for increased by about 60% between the trying to distinguish themselves from similar reasons, there will be around 20% 15 EU Member States and the 10 new competitors by offering a complex mix of fewer flights. States, perhaps 20 percentage points levels of service. Even connecting flights more than would have been expected are now available, at a price. Finally, for an air traffic organisation, for economic reasons alone. arrivals and departures are not the Business travel has also been trans- whole story. For most European States, All this resulted in the centre of traffic formed: business aviation remained most of their traffic consists of over- for EUROCONTROL1 being gradually steady at around 0.5 million flights from flights, not of movements at their air- shifted south and east, finally crossing 1997 to 2001, then began to grow, from ports. Conflicts in Kosovo and in Iraq the Rhine into Germany in 2006 (see market share of 6% to one of 8.4% in the shifted air traffic patterns: in 1999 over- map). middle of 2007, overtaking the charter flights of Romania jumped by 60%, as segment. airlines routed away from the former New operators Yugoslav States. It fell by 25% again on the scene Amidst all these stories of growth, it is the following year and, eight years easy to overlook the fact that air transport after Kosovo, and despite the efforts of Today’s air transport operators are very growth is not guaranteed. Air transport is States and EUROCONTROL to different from those of 1997. about providing mobility and is particular- improve the network, there is still ly good at providing it quickly and flexi- potential for further shifts back south- In 1997, only 1.2% of flights were low- bly, as the growth following the EU wards to shorter, more efficient routes. cost, compared with 19.2% in June 2007. expansion in 2004 illustrates so well. The low-cost carriers have been the ben- However, where transport links are over Ten years from now eficiaries of deregulation, first in the EU of short distances, other modes of transport 15 States and then in the expanded EU. may in time provide substitutes. In With the Olympics in Beijing next year 1- The average They have also transformed the short- France, there will be around 17% fewer and in in 2012, the power of point of departure haul segment, with the result that it is very domestic flights in 2007 than in 1997, as individual events to change growth for IFR flights in Europe. difficult to separate “low-cost” from “tradi- the motorway and high-speed rail net- patterns should not be underestimat-

34 ed. They can have an impact just as The distinction between low-cost and nevertheless clear that there are plenty large-scale economic cycles can. Ten traditional may be near-meaningless by of investors willing to try to make it suc- years of constant growth is therefore 2017 for short-haul traffic, though growth ceed. unlikely because air transport will is likely to be concentrated in a limited remain a cyclical industry. However, number of aircraft operators. Perhaps As one form of regulation – air agree- ten years from now, traffic will have low-cost will by then be reconstructing ments between States – is gradually dis- grown by an average of 4.1% per the long-haul business model too. mantled, another is being constructed. year. EUROCONTROL’s long-term forecast Business aviation seems set to grow fur- already accounts for effects such as the 1- EUROCONTROL Statistical As the Challenges to Growth study in ther. It is sensitive to the economic start of the emissions trading scheme in Reference Area: 2004 and the more recent long-term cycle. However, economic growth is Europe. However, this is not and will not Austria, forecast in 2006 show, by then the more than just an annual increment: it is be the only environmentally-oriented Belgium, signs of lack of capacity – delays and gradually creating a significant tranche regulation by 2017, and it is clear that air Bulgaria, Croatia, poor connections – will be obvious at of individuals and organisations with the traffic will be encouraged through mar- Cyprus, an increasing number of Europe’s resources to afford a more flexible form ket and other mechanisms to meet Czech Republic, major airports. Growth overall and of travel. Whether the most rapid growth its sustainability obligations. EURO- Denmark, Finland, mobility will be reduced as a result. that has been predicted – based on the CONTROL is therefore looking in detail France, arrival of very light jets – actually hap- at how this might affect traffic patterns. FYROM, pens in Europe remains uncertain. It is Germany, The changeability of overflights will Greece, 14 (IFR movements in ESRA (Million) Hungary, remain a source of uncertainty for indi- Ireland, 12 vidual States, increasing the risks of Italy, capacity planning. The implementation Luxembourg, Malta, 10 of the Single European Sky should Moldova, nevertheless remove some of the Netherlands, 8 market distortions that encourage re- Norway, routings, reducing as a result those Portugal, 6 ■ Romania, risks in the long term. Slovakia, 4 Slovenia, www.eurocontrol.int/statfor Spain, IFR Sweden, 2 movements Switzerland, in ESRA1 David Marsh, Statistics and Turkey and 0 ‘97 ‘98 ‘99 ‘00 ‘01 ‘02 ‘03 ‘04 ‘05 ‘06 ‘07 ‘08 ‘09 ‘10 ‘11 ‘12 ‘13 ‘14 ‘15 ‘16 (million) Forecast Service Manager United Kingdom

ATFM delays (summer: May-October) Cost-efficiency (1997-2006)

6 (minutes’ delay per flight) 0.9 Total en-route ANS costs (€2006)/km 250 Cost per km total costs (1997 = index 100) Traffic (1997 = index 100) En-route Airport 5.5 5 0.8 220

4 4.1 0.7 190 3.6 3 3.1 2.9 0.6 160 2

1.8 1.6 1.4 0.5 130 1.3 1 1.2 1.2 0.9 0.9 0.9 0.9 0.7 0.8 0.8 0.7 0.7 0.8 0.6 0 ‘97 ‘98 ‘99 2000 ‘01 ‘02 ‘03 ‘04 ‘05 ‘06 ‘07 0.4 ‘98 ‘99 2000 ‘01 ‘02 ‘03 ‘04 ‘05 ‘06 100 All States in the CRCO system

Skyway 46 - Autumn/Winter 2007 35 Civil-military integration

Enhancing the civil-military dimension From the EUROCONTROL Military Expert Unit to the Civil-Military ATM Coordination Directorate

The following article explains how the civil-military dimension within EUROCONTROL has been strengthened over the years.

The decision taken in 1998 to create the EUROCONTROL Military Expert Unit (EMEU) came after more than 30 years of discussion on the links the Organisation should have with the mili- tary.

When the Agency was established at its Brussels headquarters in 1963, the then Director General invited the mili- tary authorities to make known the for- mula they wished to adopt. From that moment on, bilateral agreements between the Member States and the Agency defined the roles, reporting lines and financial issues for each mili- tary liaison officer seconded to EURO- CONTROL.

Some States, such as Germany and As pressure on Europe’s airspace selected and paid by the Organisation Belgium, agreed that their liaison offi- increased with the growth of commer- to develop consolidated military posi- cers would be subject to the EURO- cial traffic in the 1980s and 1990s, the tions taking into account the interests of CONTROL Staff Regulations and would need for closer coordination with the the airspace users across Europe. receive their remuneration directly from national military authorities became Since 1998, the EMEU staff have acted the Organisation. Others, like France more pressing. as a focal point for military issues with- and the United Kingdom, decided to in the Agency and as the interface meet all expenses except mission EUROCONTROL responded by estab- between the Agency and the military costs. lishing the Civil/Military Interface community on ATM/CNS matters. They Standing Committee (CMIC) and the have contributed to the effective devel- In practice, most of the military officers EUROCONTROL Military Expert Unit, opment of ATM/CNS strategies, includ- participated in Agency planning. consisting of 10 military experts, with ing the associated infrastructure However, they also had specific com- effect from 1 January 1998. An adviso- requirements. mitments to their national military ry body to the EUROCONTROL administrations and were called upon Council, the CMIC helps enhance civil- Member States with a need for a nation- to represent purely national military military cooperation and coordination al military representative to represent positions in the work of the Agency. As and facilitate the Organisation’s deci- purely national interests inside the a consequence, there was little attempt sion-making on civil-military matters. Agency were offered the possibility of to promote common military positions nominating such individuals, whose in the interest of all airspace users. The newly appointed military experts costs would no longer be borne by the were temporary Agency officials, EUROCONTROL budget.

36 As pressure on Europe’s ASM/ATFM procedures which impact for military UAV4 flights in non-segregat- airspace increased with on military operations to the identifica- ed airspace and for the re-use of mili- tion of interoperability issues between tary ATM systems in a mixed GAT/OAT the growth of commer- civil and military systems used for ATM environment. cial traffic in the 1980s purposes. Over the years, the EMEU has seen a and 1990s, the need for Following a joint PRU-Agency fact-find- number of improvements, with staff closer coordination with ing study on civil-military coordination, being increased to 15 military experts which proposed a set of recommenda- and stakeholders increasingly recog- the national authorities tions on airspace design and airspace nising the need to have civil-military responsible for the large management and identified the need for cooperation and coordination in all ATM harmonised OAT1 rules and for domains. Following an Agency reorgan- areas of airspace OAT/GAT2 compatibility across Europe, isation in 2003, the Unit became the reserved for military an action plan of around 100 concrete Military Business Division. It regained actions was developed in 2002. With the title of Unit a short while after when operations became the strong support from the Member it became part of the Office of the more pressing. States, this action plan, which is now Director General. With the Single part of DMEAN3, initiated the harmoni- European Sky initiative and SESAR, it sation work for OAT rules, the OAT tran- was soon evident that a new move was Although a hierarchical structure was sit system and CNS supporting infra- required. not considered feasible for the EMEU, it structure. It was also at the origin of all was decided to appoint one of the initiatives relating to airspace planning After nine years of existence dedicated experts as Head of Unit for coordination and the identification and production of to the integration of civil-military require- within the Unit and vis-à-vis the rest of key performance indicators for the man- ments from the outset in all domain the Agency. agement and use of the airspace. activities, implementation programmes and services, and the development of The scope of EMEU activities has In addition, the EMEU has been at the technical and operational solutions tai- ranged from FUA developments and forefront of progress on specifications lored to meeting military needs, the clearly recognised expertise of EMEU staff paved the way for the creation of the present Directorate Civil-Military ATM Coordination (DCMAC), which is able to run specific projects and has become fully integrated in the core work of the Agency.

This will allow EUROCONTROL to pio- 1- Operational Air Traffic neer together with its military partners new concepts to meet the changing 2- General Air Traffic needs of both civil and military airspace users. ■ 3- Dynamic Management of the European Eric Billard, Airspace Network

Civil-Military Strategic 4- Unmanned Coordination Unit Aerial Vehicle

Skyway 46 - Autumn/Winter 2007 37 Civil-military integration

EUROCONTROL: a unique civil- military intergovernmental organisation

EUROCONTROL provides a unique interface between aviation’s military and civil sectors, meeting the needs of both these user communities in Europe, with a view to enhancing the efficiency of the ATM system.

As an intergovernmental civil-military organisation, EUROCONTROL has a unique position in the European ATM environment. As stated in its revised Convention, one of the objectives of the Organisation is to efficiently organise and safely manage the airspace for both civil and military users, more specifically “to support the improve- ment of efficiency and flexibility in the use of airspace between civil and mili- tary users”.

The EUROCONTROL Organisation has fully taken on board the need for strong and sustainable civil-military coopera- tion and coordination.

The need to take account of military requirements in ATM is clearly embed- ded at institutional level. At the highest level the EUROCONTROL Commission is responsible for the formulation and approval of the Organisation's general tutes a key aspect in all EURO- CMIC is created policy. It is composed of the Ministers of CONTROL Agency activities aimed at Transport and the Ministers of Defence. improving European ATM. The Civil/Military Interface Standing Committee (CMIC) was created in 1996 The Provisional Council, responsible for Undoubtedly, one of the main chal- in line with the EUROCONTROL revised the implementation of the Organi- lenges ahead will be the implementa- Convention as an advisory body to the sation’s general policy as established tion of the Single European Sky (SES). EUROCONTROL Council to ensure by the Commission, is composed of In this context, coordination between early benefits from an enhanced level representatives of the Member States at civil and military and among the military of civil-military cooperation. the level of Director General of Civil will be a key factor. With its wide-rang- Aviation. In order to allow the interests ing expertise in both civil and military Being an advisory body, CMIC forms of national defence to be represented, ATM, EUROCONTROL is uniquely posi- an integral part of the decision-making each Member State may appoint a mili- tioned to propose efficient solutions and process. It is composed of State civil tary representative. to contribute to enhanced cooperation and military representatives and con- between the civil and the military as well tributes to reaching a final consensus At working level, effective civil-military as between the national military stake- on civil-military issues before the and military-military coordination consti- holders. approval by the Provisional Council.

38 As a consultation body, the CMIC has management (or its equivalent), and military and military-military coordina- been involved in all major European the EUROCONTROL Director Civil- tion and cooperation and to support the ATM/CNS programmes and initiatives Military ATM Coordination. civil and military stakeholders in civil- such as the introduction of Reduced military-related ATM/CNS matters. Vertical Separation Minima in Europe, The Board will also concentrate its the Mode S interrogator code alloca- work on strategic/policy issues. This is The most recent achievements include tion mechanism and Mode S transition a body where the military will be able the drafting of a civil-military interoper- plan, the horizontal and vertical to coordinate their views and reach a ability roadmap, specifications for mil- expansion of 8.33kHz channel spac- consensus on ATM issues, thus facili- itary unmanned aerial vehicles (UAVs) ing and the Dynamic Management of tating the decision-making process at flying outside segregated areas and the European Airspace Network European level. the definition of key performance indi- Programme (DMEAN). cators (KPIs) for civil and military use It will organise military stakeholder of airspace. The Military ATM Board involvement in the future joint deci- sion-making and coordinated planning Within the DMEAN Framework, The new European ATM environment processes, based on ATM perform- emphasis is placed on the harmonisa- requires the direct involvement of ance partnership as developed by tion of military procedures from air- each stakeholder segment in the SESAR. space booking to airspace use and on preparation of proposals for decisions, the monitoring of overall performance thus ensuring that their specific inter- Its main role is to give advice to the with regard to airspace use. A demon- ests and business needs are properly Director General and, as requested, to strator tool is being developed which the Provisional Council in order to will allow more efficient airspace man- ensure that the EUROCONTROL work agement as well as the provision of EUROCONTROL is programme is consistent with military data enabling the definition of KPIs as uniquely positioned to strategies and plans. well as performance monitoring and analysis. propose efficient The MAB will facilitate the implementa- solutions and to tion of pan-European programmes, The Directorate also contributes to the concepts and plans by elaborating, SESAR Master Plan by identifying contribute to enhanced coordinating and promulgating mili- operational and technical solutions cooperation between the tary views on ATM matters. ensuring the integration of military and civil stakeholders’ needs. It is also pro- civil and the military as The Directorate of posing a programme of work for the well as between the Civil-Military ATM development phase, focusing on civil- Coordination military interoperability issues. ■ national military stakeholders. The EUROCONTROL Directorate for Jean-Robert Cazarré, Civil/Military ATM Coordination Director of Civil/Military ATM (DCMAC) was established within the Coordination addressed. To respond to the need to Agency to strengthen the role of effectively involve the military stake- EUROCONTROL in civil-military ATM holders in the decision-making coordination at pan-European level. process, EUROCONTROL established the Military ATM Board (MAB) in The mission of the Directorate is to August 2007. The MAB is composed bring forward and facilitate the accom- of senior military officers of Member modation of national security and States exercising responsibilities as defence requirements, to develop spe- national heads of the military air traffic cific activities in order to enhance civil-

Skyway 46 - Autumn/Winter 2007 39 Safety

Safety EUROCONTROL’s number-one priority

Safety has been and remains EUROCONTROL’s number-one priority. In the following article, we report on the steps taken to date by the Agency together with States and air navigation service providers to enhance safety in air traffic management.

Background

EUROCONTROL, the European Organisation for the Safety of Air Navigation, has safety at the top of its agenda and gives it priority in every field of its activity. Much work has in fact been done over the past decade in order to enhance air traffic manage- ment (ATM) safety by harmonising as far as possible airspace structure, ATM procedures and technology. Safety is also an integral part of the ATM 2000+ Strategy. The objective of this strategy is “to improve safety levels by ensuring that the numbers of ATM-induced acci- dents and serious, or risk-bearing inci-

dents do not increase and, where pos- © Naviair sible, decrease.” States, covering nearly the full geo- ing and improving safety management EUROCONTROL was founded in graphical European continent from the systems across Europe. As a result, 1960 by six States (Belgium, Atlantic ocean to the Ural mountains, there is now a much greater awareness France, Germany, Luxembourg, the from the North Pole to the southern throughout ATM organisations of what Netherlands and the United Kingdom). parts of the Mediterranean. is required in respect of safety frame- It was established by the EURO- works. There is also improved coopera- CONTROL Convention, which provid- Improving European ed for cooperation for the safety of air safety management navigation. The rationale for the found- systems 1- Safety management is the process used by ing of EUROCONTROL was the intro- organisations providing safety-related services or duction into service of jet aircraft, European skies are complex and are products to ensure that all safety aspects of that provision have been adequately addressed. The which created a totally new air traffic seeing unprecedented traffic growth, process includes the definition of organisational control environment by doubling, or which, coupled with substantial safety policies and standards (which meet, as a minimum, the provisions of regulatory require- even tripling, the speed at which air- changes required to implement the ments), a means of measuring safety achievement, craft were travelling through European recent European Commission’s Single and a mechanism for the rectification of deficiencies.

airspace. As a result there were European Sky initiative, present chal- 2- Safety regulation is the process applied by States, increased safety concerns. lenges for European ATM safety that as part of their national legal duties and within natio- nal legal frameworks, in order to establish, oversee should not be underestimated. and enforce minimum safety levels in the public inte- Today, nearly half a century later, rest. It includes making rules, usually in the form of safety regulatory requirements, and providing a EUROCONTROL is leading safety Over the past decade, excellent means of ensuring compliance by those subject to improvements across 38 Member progress has been made in strengthen- safety regulation.

40 tion between the various aviation ties of an R&D centre and a training insti- required and focus selection of course organisations and associations. tution respectively, and have subse- participants. quently developed a safety management EUROCONTROL’s various safety activ- system to ensure that safety is properly A structured approach ities are united these days under the represented in their activities. to safety umbrella of the European Safety Programme for ATM (ESP). Launched The popularity of safety management To address the need for an overall sys- in February 2006, ESP is proactive by and safety regulation courses at the tematic and structured approach to nature with the current aim being to Institute continues to increase, and safety management within EURO- improve ATM safety across the demand for places consistently outstrips CONTROL, the Agency has developed European Civil Aviation Conference supply. Consequently, measures are the Safety Domain Roadmap. This has (ECAC) area. It is doing so by raising being taken to increase the course been developed in close cooperation the maturity level of all ATM safety capacity, prioritise the number of courses with, and with the support of, the Safety frameworks to 70% by 2009. The Agency’s support to service providers and States will continue to help this Regulator global maturity - All study areas maturity increase, where required. 100

90 Continuous improvers The ESP was conceived in consultation with stakeholders and it combines ele- 80 Maturity 1 ments of safety management and 70 target level safety regulation2. The Programme, 60 Active developers which will run until 2009, addresses five 50 Reg 2002 high-priority fields of action: implemen- 40 Reg 2006 Maturity score tation and support of European safety Reg 2007 legislation/regulation; incident report- 30 Slow 20 ing and safety data sharing; risk starters assessment and mitigation in day-to- 10 day operations; system safety 0 defences; and safety management 0 0.2 0.4 0.6 0.8 1 Figure 1: Regulator enhancement. Normalised State count and service provider The programme therefore addresses global maturity ANSP global maturity - All study areas the fundamental requirements of a safe status 100 ATM system with legislation, risk Continuous improvers assessment, ground-based safety nets 90 and safety management systems 80 (SMS) all being targeted. Maturity 70 target level 60 Active Safety management has significantly developers 50 ANSP 2002 moved forward at the EUROCONTROL 40 ANSP 2006 Experimental Centre (EEC) and the Maturity score ANSP 2007 Institute of Air Navigation Services 30 Slow (IANS), in line with the EUROCONTROL 20 starters Agency’s adoption of a safety policy and 10 enhanced safety management functions. 0 Both the EEC and IANS have developed 0 0.2 0.4 0.6 0.8 1 their own safety policy that fits the activi- Normalised State count

Skyway 46 - Autumn/Winter 2007 41 Safety

Safety EUROCONTROL’s number-one priority

CHALLENGES WORK PACKAGE TASKS

ICAO Global Aviation Safety Roadmap European strategic safety initiative (ESSI) Further reduction of known risk of WP 1- Holistic approach Civil and military interfaces on safety issues accidents or identified hazards for aviation safety SESAR - safety screening Evolution of SMS

Continuous improvement of the safety WP 2 - Safety management tools ATM safety culture management systems and safety culture and safety culture Cost/Benefit analysis methodology

Safety assessment of operational concept WP 3 - Safety performance assessment Simulation-based safety assessment methods

WP 4 - Safety performance Integrated risk picture Enhancement of safety assessment prediction and monitoring

WP 5 - Safety performance prediction Human reliability methodology of the human in the system

WP 6 - Safety barriers Concept for airborne & ground safety nets system architecture Figure 2: EUROCONTROL Improved support for ANSP WP 7 Knowledge base for safety improvement Safety Domain safety managers Safety data gathering and analysis Knowledge base for safety case Roadmap elements

Team and aims to ensure a smooth safety initiatives, thereby avoiding describes the approach, the associat- transition from the European Safety duplication of effort. ed tasks and their deliverables, the Programme to the next phases, taking schedule and the estimated resources into account initiatives from ICAO1, Hence the EUROCONTROL Safety required to complete the work. EASA2 and SESAR3. It will consolidate Domain Roadmap includes: the aviation industry's effort by enhanc- Much has been achieved by European ing the ATM contribution to aviation ■ projects undertaken in the safety States to improve ATM safety. safety across Europe by the year 2012 domain, anticipating necessary However, in an industry where risk has and beyond. continuation of ESP activities and/or to be managed daily in the face of ever- responding to new needs identified increasing traffic levels, new technolo- The Agency will provide a framework in the SESAR Definition Phase; gy and procedures, it is incumbent on for the continuous improvement of safe- ■ projects undertaken at the EURO- everyone involved to maintain the high- ty management capability and safety CONTROL Experimental Centre to est level of safety possible. culture. It will provide a platform for support safety management activi- integrating the management of safety ties; The safety model 1- International Civil ■ Aviation Organization risk and safety performance at the ATM safety domain contributions to vari- system level with a pan-European net- ous work packages of the SESAR The research contribution of the 2- European Aviation Safety Agency work perspective. At the same time, Definition Phase. Experimental Centre to all safety activi- efforts will be made to ensure a holistic ties is based on a model of how safety 3- Single European Sky ATM Research view on aviation safety by integrating For each work package identified in works, shown in Figure 3. This model of Programme not just European but also worldwide Figure 2, the Safety Domain Roadmap safety states that for real safety to flour-

42 Data analysis & learning; tackling key risks Safety monitoring Safety defences & human performance

SMS; making the right decisions Safety operations ish, the organisation itself has to value safety – whether this organisation is an Safety culture enhancement air navigation service provider or Safety management EUROCONTROL itself, or any other part Safety & HF of the ATM supply chain. Once this methods; commitment to safety is present, then ensuring the concept of there needs to be the competence to operations Safety culture deliver safe operations, and this is the is safe area of safety management. Safety and operable management leads onto the two key activities of safety and human perform- Safety design ance assurance, which ensure that all designs and operations remain safe, Figure 4: and that nasty surprises are avoided. EEC – Safety R&D total system The ‘tools’ in these domains are gener- approach ally predictive in nature, so the last part Constructive partnerships of the model ensures that there is a feedback loop, called safety learning. ways forward in this sometimes difficult, events have proven popular and valu- 4- Federal This loop not only tests predictions, but but important area. A safety culture able to the research community. Aviation Administration also allows the detection of new prob- measurement approach has now been Additionally, there is close cooperation lems which emerge in the fast-develop- applied within four service providers, with the FAA4 in key research areas. ing world of ATM. leading to a clearer understanding of The EUROCONTROL-FAA Action Plan where service providers are excelling, 15 on ATM safety research allows shar- Not surprisingly, understanding, meas- and where improvements can be made. ing and pooling of ideas to reach the uring and enhancing safety culture has This work is the cornerstone of assuring best research solutions. been a major effort at the EEC over the that there is organisational commitment past three years, in which the Centre to safety at all levels. The EEC has also The future research programme of the has worked with nine separate service used a tailored version of the tool to EEC is largely driven by the SESAR providers in order to develop tools and determine how to improve its own safe- Programme and will continue to build on ty culture. None of these efforts would developing the understanding of how to have been possible or effective optimise safety in ATM. Figure 4 out- without coordination and lines some of the key aspects. In partic- cooperation with air naviga- ular, a major safety and human factors tion service providers assurance effort at the EEC will support and research organi- the early validation of the SESAR con- sations. cept of operations.

The EEC has been Together, cooperative safety activities involved in creating at EUROCONTROL are helping to an international ensure the safety of air travel for all, now forum for ATM and in the future, thereby taking safety safety and human to new heights. ■ factors researchers to participate in the Antonio Licu, exchange and evalua- ESP Programme Manager, tion of new ideas to Barry Kirwan, improve safety and Head of Safety Research, EEC, Figure 3: A model of human performance, via a and J. Beaufays, safety series of R&D seminars. These Acting Safety Domain Manager

Skyway 46 - Autumn/Winter 2007 43 Safety

Driving safety levels upwards

EUROCONTROL has been leading an ambitious effort to drive safety levels upwards, with safety maturity levels in terms of both safety regulation and safety management rising throughout the European ATM network. Safety in the future will be further enhanced with the introduction of the European Safety Programme (ESP).

A call for action the Group and together explore From the moment that AGAS identified means of expediting enhancements to weaknesses, EUROCONTROL took The need to maintain adequate safety European ATM safety. action through its governing bodies to levels in European skies has always improve the situation. The SSAP was been of paramount importance and is AGAS set up four working sub-groups approved by the Provisional Council in a principal element of EURO- and initiated an overview study of April 2003 and an implementation CONTROL’s role. Indeed, Europe has ATM safety structures in all (then) 41 programme lasting two years was an excellent record in ATM safety. ECAC States. Eight specific high- agreed in February 2004. However, the serious accident at priority areas, where urgent action Milan’s Linate Airport in October 2001 was needed to enhance ATM safety in AGAS initiative and the mid-air collision at Überlingen Europe, were identified. The overview welcomed in mid-2002 came as tragic reminders study found that whilst the major that the constant effort to improve the European States had well developed The AGAS initiative was welcomed by safety of Europe’s skies needed to be and mature safety systems, many oth- the aviation industry. The International strengthened. ers were lagging behind in develop- Federation of Air Traffic Controllers’ ing robust systems. The study drew Associations (IFATCA) said that “There It was therefore decided that a com- two fundamental conclusions, firstly is a need for all Director Generals of the prehensive review of ATM safety sys- that leadership and commitment to ECAC Member States to ensure that tems in the States of the European safety in many States – for both regu- the recommendations contained in the Civil Aviation Conference lation and safety management – need- Strategic Safety Action Plan are fol- Organisation (ECAC) should be ed to be strengthened, and secondly lowed on a timely basis […] IFATCA is undertaken. In July 2002 the EURO- that resources, particularly trained willing to assist all the relevant bodies CONTROL Provisional Council estab- and qualified personnel, required bol- of ECAC, EUROCONTROL, and the lished the High-Level European stering before major improvements European Commission to ensure that Action Group for ATM Safety, AGAS could be made. the recommendations to improve avia- for short, to investigate how the imple- tion safety are put in place in a timely mentation of safety enhancements The European Strategic manner”. The Air Traffic Controller’s could be speeded up. At the time the Safety Action Plan Union (ATCEUC) strongly supported Director General of EUROCONTROL the work of AGAS, especially the Action (Víctor Aguado) said “No effort will be AGAS proposed a Strategic Safety Plan. The Airports Council International spared in the review and reform of Action Plan (SSAP) for implementation (ACI) and the International Air any aspect of air safety which might throughout the ECAC area. The action Transport Association (IATA) also have played a role, no matter how plan provided a structured approach expressed support for the outcome of slight, in the chain of events leading to to ensuring that safety frameworks the High-Level Group. [the Überlingen] accident”. Senior were raised to a common minimum safety experts drawn from States, air level across Europe. The SSAP pro- With such positive backing from the navigation service providers, interna- vided the framework within which aviation industry, EUROCONTROL tional organisations, the European service providers and State ATM reg- ensured that the AGAS recommendat- Commission and aviation-related ulators could focus on their required ions were brought to fruition in a timely associations agreed to participate in safety enhancements. and efficient manner.

44 AGAS Action Plan Service providers improved from a SRC across the ECAC area through the implemented global average of 55% in 2002 to 70% ESIMS Programme. States were visited in 2006. The regulators rose from an and, where necessary, provided with a The objective of the SSAP average of 52% in 2002 to 65% in 2006. corrective action plan and follow-up Implementation Programme was to Only one State remained below the support. create a common minimum level of 35% maturity level, while the number safety-system maturity across Europe above 70% rose from 9 to 21 for serv- Although much had been achieved in by January 2006. The Safety ice providers and from 5 to 14 for regu- a short time, incident reporting and Regulation Commission (SRC) lators. data sharing remained an area of through its work programme was concern and there was evidence to responsible for the implementation of During the course of SSAP implementa- indicate that some States were hold- the safety regulation aspects of the tion a number of safety enhancement ing back from implementing EURO- Strategic Safety Action Plan and the initiatives were successfully initiated. CONTROL Safety Regulatory Requi- safety management areas were incor- Prevention plans were launched to rements (ESARRs) until the Single porated within a EUROCONTROL reduce level busts and airspace European Sky regulations were fully Agency Safety Management infringements, and improve air-ground established. Programme. Both worked with States, communications. In an innovative service providers and other stake- move, a magazine called Hindsight Runway safety holders to ensure that the necessary was issued to controllers to dissemi- actions were being taken. Of course nate lessons learned and it was the first An initiative by EUROCONTROL, the not all the actions within the imple- time controllers had been given such JAA1, ICAO2 and the Group of Airport mentation work breakdown applied to feedback. Regulators (GASR) produced an all States. Those States with very action plan to enhance runway safety, mature frameworks had little to The EUROCONTROL Agency also which was adopted by AGAS and achieve as the work had already been established the SASI Project to support incorporated into the SSAP. done. However, it was incumbent on service providers in the implementation all States’ civil and military organisa- of safety management systems. The The European Action Plan for the tions to ensure that they met the spirit Project proved a tremendous success Prevention of Runway Incursions 1- Joint Aviation of the SSAP. and helped more than 20 States to (EAPPRI) was distributed to States Authorities make considerable improvements to through State ATM regulators. The 2- International SSAP achievements their safety frameworks. Likewise, sup- first recommendation of the action Civil Aviation port was provided to regulators by the plan, to set up a runway safety team Organization Overall the results from SSAP imple- mentation were highly encouraging. States and service providers gave very 100 Ongoing Completed good support to the Programme and 7799 the signs were that it had had a positive 90 impact on improving the implementa- 16 21 80 tion of regulations and raising the awareness of ATM safety matters, 70 84 79 100 100 93 93 91 91 Completion in % particularly in those States that have 60 less mature systems. 50 Monitoring the meeting of targets 40 revealed that more than 90% of SSAP requirements were completed on time. 30 20 Overall By early 2006 the maturity of ATM safe- completion 10 of SSAP work ty frameworks in ECAC had improved per high- considerably from their 2002 level. 0 Area 1 Area 2 Area 3 Area 4 Area 5 Area 6 Area 7 Area 8 priority area SSAP: 8 high-priority areas

Skyway 46 - Autumn/Winter 2007 45 Safety

Driving safety levels upwards

45 A B C E D Not classified After an increase in the next less 40 severe category (B = major) incur- 35 sions in 2005, associated with the improved use of the severity classifi- 30 cation scheme (74% of runway incur- 25 sions were received classified in the 2004, and 82% in 2005), the number 20 levelled in 2006 (with the same per- 15 centage of runway incursions severity classified). This evolution reveals the Reported 10 possibility that further risk-bearing runway runway incursions could be “hiding” incursions 5 in ECAC in the total number (i.e. reported as States 0 2001 2002 2003 2004 2005 2006 'not classified'). For this reason, focus on the Runway Safety Programme is being maintained.

3- Agenzia at each airport, had an immediate In 2006, 667 runway Maintaining the focus Nazionale per impact on raising awareness of the la Sicurezza del Volo runway incursion problem. The ICAO incursions were reported On completion of SSAP implementa- Runway Safety Manual (doc 9870) in ECAC, which identifies tion, the EUROCONTROL Agency now contains the same recommenda- launched the European Safety tions as the EAPPRI. In parallel with that in 2006 there were Programme for ATM Safety (ESP). This the Action Plan’s implementation, almost two runway Programme is proactive by nature. The EUROCONTROL continued to support incursions per day in current aim is to improve ATM safety in States with briefings and input into the ECAC area by raising the maturity local runway-safety workshops, and the ECAC area. level of all ATM safety frameworks to a ensured that the Action Plan was minimum of 70% by the end of 2008. revised as the necessity arose. EUROCONTROL’s support to service providers and States will continue to The first recommendation issued with incursions continued to increase. In help this maturity increase where the Linate accident investigation 2006, 667 runway incursions were required. The ESP was conceived in report stated “With reference to find- reported in ECAC, which identifies consultation with stakeholders and the ings obtained in the investigation, that in 2006 there were almost two Programme combines elements of ANSV3 recommends that the national runway incursions per day in the safety management and safety regula- competent authority work in the inter- ECAC area. The total number of tion as well as the relevant work related national air transport organisations for reported runway incursions increased to ATM system-safety defences. The a full and quick implementation of the by 6% in 2006 compared to 2005. Programme is scheduled to be European Action Plan for Prevention of However, the increase in numbers of completed by the end of 2009. ■ Runway Incursions.” A sure indication reports does not indicate a deteriora- that the inclusion of runway incursion tion of safety performance, but a bet- Antonio Licu, action plan in the SSAP was timely. ter reporting environment. Since 2003 ESP Programme Manager, and the overall trend in the highest severi- David Marten, ATM Safety Due to the awareness campaigns ty (A = serious) incursions is decreas- Framework Study Coordinator conducted by EUROCONTROL and ing; only a marginal increase was the Local Runway Safety Teams (now observed in the 2006 preliminary data established at 92% of airports in reported, but the numbers still remain Europe), the reporting of runway at a low level.

46 Safety regulation The role of EUROCONTROL

EUROCONTROL plays a central role in European safety regulation. The following article reports on the work carried out by the Safety Regulation Commission and Unit to improve the safety performance of the European ATM system.

Safety regulation is the process applied by States, within national legal frameworks, for establishing, oversee- ing and enforcing minimum safety lev- els in the public interest. It includes rulemaking, usually in the form of safe- ty regulatory requirements, together with a means for ensuring compliance by those subject to safety regulation.

Prior to 1997 EUROCONTROL had no direct involvement in ATM safety regu- lation. However, it became clear that a structure was required in which to develop ATM safety regulatory requirements. The EUROCONTROL Safety Regulation Commission was therefore created in response to this clear operational safety need.

Ministers of the European Civil Aviation Conference (ECAC) decided in 1997 to establish a formal mecha- nism in Europe for the multilateral development and harmonisation of an however, the SRC will report direct to range of organisations representing ATM safety regulatory regime, sepa- the EUROCONTROL Council. various other ATM stakeholder interests rate from service provision, within a such as IFATCA1, IATA2, ICAO3 and the total aviation safety system approach. The SRC comprises ATM safety FAA4. Therefore the Safety Regulation regulatory representatives – SRC Commission, or SRC as it is known, Commissioners – from each EURO- The SRC addresses all matters related 1- International Federation of Air was established. CONTROL Member State. SRC to the safety regulation of ATM, and Traffic Controllers’ Commissioners are senior executives makes recommendations for the Associations

The SRC is an advisory body to the within national organisations responsi- improvement of the safety of ATM serv- 2- International entire EUROCONTROL Organisation ble for ATM safety regulation, selected ices. It also provides advice on the Air Transport Association on ATM safety regulatory matters, on the basis of their competence, expe- development of ATM safety rules and reporting direct to the EURO- rience and reputation. practices, on the certification of ATM 3- International Civil Aviation CONTROL Permanent Commission, systems and procedures, and seeks to Organization currently through the Provisional ECAC Member States which are not harmonise ATM safety regulations and Council. Once the EUROCONTROL members of EUROCONTROL are rep- their implementation across the ECAC 4- Federal Aviation revised Convention comes into force, resented as observers, as are a wide area. The SRC’s safety expertise there- Administration

Skyway 46 - Autumn/Winter 2007 47 Safety

Safety regulation The role of EUROCONTROL

fore offers a unique combination of reg- ulatory and technical skills aimed at helping achieve the safety objectives of ECAC Member States.

The SRC is supported by the Safety Regulation Unit (SRU), which carries out the SRC’s day-to-day tasks. The SRU interfaces daily with civil aviation authorities and other national and inter- national safety regulatory bodies in its role of providing technical, secretarial and logistical support for SRC activi- ties. The SRU’s personnel are chosen on the basis of their extensive safety regulatory expertise. Team members’ professional backgrounds cover quality and safety management, international regulation, certification, ATM project management, air traffic control, avion- ics engineering, aviation research, air navigation and aeronautical incident analysis. many forms, including courses of SRC publications action to address safety issues which The SRC through the SRU analyses have been identified, or the introduc- Specifically, the SRC has developed and assesses risk areas, makes recom- tion of measures to strengthen safety EUROCONTROL Safety Regulatory mendations, supports safety decision- for the future. Requirements (ESARRs) which provide making and helps implement decisions for common safety standards and defi- for action. The outcomes of these deci- The SRC has a work programme which nitions and which must be implement- sions are then reviewed to ensure the supports the three major objectives of ed by all EUROCONTROL Member continuous improvement of ATM safety. the SRC's terms of reference: States.

In the process, the SRC helps spread ■ to develop an ATM safety regulatory Six ESARRs have been published so knowledge throughout the ATM com- framework for implementation by far: munity, both in Europe and worldwide. States across the ECAC region; The SRC and SRU therefore form a ■ to assess the safety performance of ■ ESARR 1 - safety oversight in ATM. highly-trained and multicultural team, the ATM system across the ECAC ■ ESARR 2 - reporting and assess- providing the EUROCONTROL region; ment of safety occurrences in ATM. Organisation with the dedicated safety ■ to support the development of ■ ESARR 3 - use of safety manage- regulatory function as foreseen in the national safety regulatory capabili- ment systems in ATM. revised Convention, and also serve as ties and further improvements in ■ ESARR 4 - risk assessment and mit- a source of safety know-how for EURO- safety regulation. igation in ATM. CONTROL stakeholders. ■ ESARR 5 - ATM services’ personnel. The SRC provides technical and opera- ■ ESARR 6 - software in ATM systems. When deficiencies are identified, the tional support in these areas. Progress SRC makes recommendations to the is continually measured on each front Those ECAC Member States that are EUROCONTROL Permanent Commis- and a range of documentation is pro- not EUROCONTROL Member States sion. Such recommendations can take duced. are also strongly encouraged to imple-

48 ment the adopted ESARRs, and have One of the aims stated by SES is to change and EUROCONTROL has been actively done so. ESARRs play a vital enhance safety, and there is growing at the heart of that change. The SRC role in increasing overall ATM safety interaction between EUROCONTROL has influenced the enhancement of and the harmonised interpretation of and the European Commission and safety both by the development of ATM rules across European airspace. also increasingly with EASA. As part of regulatory requirements and also by these activities, all ESARRs are being playing a major role in EURO- To ensure that ESARRs are being transposed into European Community CONTROL’s safety enhancement pro- implemented, EUROCONTROL under- law through SES regulations. grammes such as the Strategic Safety takes safety audits through the ESARR Action Plan (2003-2006) and the Implementation Monitoring and European Safety Programme (2006 Support (ESIMS) Programme designed The maturity of the onwards). The SRC worked with State and operated by the SRC. The safety regulatory regulators to help them meet the Programme monitors timely, uniform requirements of those programmes. and effective implementation of framework within ECAC The maturity of the safety regulatory ESARRs at State level as well as the States has improved framework within ECAC States has safety oversight capability of States in improved from an average of 52% ATM. from an average of 52% maturity in 2002 to 70% maturity in maturity in 2002 to 2007. One of the SRC’s achievements ICAO also undertakes safety audits is undoubtedly to have raised the pro- through its Universal Safety Oversight 70% maturity in 2006. file of regulatory requirements so that Audit Programme (USOAP). This States now understand what is required Programme verifies the implementation Both the SRC and EASA can help of them, which was certainly not the by States of ICAO Standards and remove the regulatory effects of nation- case 10 years ago. Recommended Practices (SARPs) as al borders and enhance safety in the well as the safety oversight capability of skies over Europe. Although the There is still an overall lack of ATM States across all aviation domains, Member States of the EU are fewer in regulators with the right skills in some using a comprehensive system number than those of both EURO- States and the emergence of the SES approach. With a view to common CONTROL and ECAC, many of the regulations has caused some States synergies, EUROCONTROL and ICAO non-Member States have already not to implement regulations until the signed a Memorandum of Cooperation signed agreements with the EU to use SES legislation was enacted. The situa- in March 2005 under which the two the SES regulations. The SRC is also tion is now becoming much clearer and organisations will work together on working hard to ensure that only a sin- EUROCONTROL is working closely safety oversight. gle set of regulations exists throughout with the European Commission to Europe. ensure a smooth transition to a new era With the advent of the European in European ATM safety and will contin- Community’s programme for the cre- With rulemaking being addressed ue to be a major influence in future ation of a Single European Sky (SES), more by the EU institutions, the SRC is developments. ■ there is a wind of change blowing now moving towards a "support-to- through the ATM institutions of Europe regulation" role, undertaking pro- Peter Stastny, and the European Community will, in grammes and providing essential sup- Head of the Safety Regulation the future, set the rules for ATM safety port for the enhancement of safety Unit within EU countries. Indeed, a regulatory capabilities across Europe, European Aviation Safety Agency without which the effects of further leg- (EASA) has already been created and islation will be weakened or even although it does not as yet address negated. ATM rule-making, the European Commission is already putting actions Over the past 10 years, ATM safety reg- in place for it to do so. ulation in Europe has seen a vast

Skyway 46 - Autumn/Winter 2007 49 Communications

Building a digital future for ATM

The following article reviews the role played by telecommunications in the current ATM system over the last decade, highlighting the challenges faced in satisfying low economies of scale, global interoperability and safety requirements.

One hundred and seventy years ago, Samuel Morse sent his first telegraph message saying: “Attention, the uni- verse! By kingdoms, right wheel!” It her- alded the beginning of the sending of messages by electrical impulses, later to be named telecommunications. He could have had little idea of how prophetic his words were to be in terms of the impact the telegraph and its suc- cessors would have in changing ways of work, social interaction, and society as we know it. Indeed, as one of the ele- mental components of air traffic man- agement along with the controller and the procedures, our industry as we know it would simply be impossible without telecommunications.

Over the last decade, we have seen the pace of mass-market telecommunica- tions services go into overdrive through the widespread use of digital, wireless and transmission technologies for being sold each day, aviation telecom- Strategy which was first introduced to mobile, broadband Internet, and satel- munications operates on a different the EUROCONTROL Communication lite communications. 145 million mobile scale. With a current total market of only Team in 1997. Throughout the decade it subscribers in 1996 are expected to top 18,000 airliners3 worldwide and a life- has been further developed, consulted 3.25 billion by the end of the year, equiv- span of, say 20 years, that means upon, and regularly updated. alent to around half the world’s popula- around five aircraft per working day. tion. More than 1,000 new customers Although figures for State and General Steps taken by EUROCONTROL in the are effectively signing up for mobile Aviation and other aircraft may bring that last 10 years have been laying the plat- phones every minute around the world. figure closer to 100 per day, economies form for aviation’s digital future. This Penetration in Europe has topped 100% of scale for aviation telecommunications future will be where the interchange of of the population, with 666 million mobile are relatively limited. real-time information on both current connections.1 Global internet had risen status and future intent will be net- from 74 million in 1996 to 1.93 billion From the perspective of European avia- worked between flight management users in 20062, reflecting growth rates of tion and ATM, where the “digital revolu- systems in the air and flight data pro- 30-40% per annum. tion” has yet to make its impact felt, the cessing system computers on the 1- Reuters, 27 June 2007 last decade has seen changes which ground using high-integrity data com- In contrast to a world market in which have been more modest, nonetheless munications. This step in computing, 2- ITU website the milestone has been reached where significant, coordinated through a networking and data exchange will act 3- PRISME data one million GSM telephones are now European ATM Communications as an enabler for the automation of rou-

50 tine tasks currently performed manually Although the ATN was initially foreseen The European ATM community, again by the controller; assisting him or her for both air-ground and ground-ground coordinated through the EURO- with tools for more sophisticated for- networks, the latter has developed CONTROL Communication Team, spon- ward planning, complex decision-mak- through IP (Internet Protocol) technolo- sored a new profile standard through ing and problem solving, accessing gy. ECMA International based upon a wide- up-to-date and accurate aeronautical ly used digital telephone standard PSS1 information, whilst facilitating easier Coming up to date in 2007, and after to incorporate the specific features interchange and collaboration. many attempts, EUROCONTROL has required by controllers in their day-to- been central to the creation of a Pan- day work such as fast call set-up, caller From 1990 EUROCONTROL has been European Network Service (PENS) identity and call priority. COTS products instrumental in helping develop the assisting European infrastructure inte- are now considered as a matter of technical standards for the ”Internet for gration delivering improved flexibility routine, but time has taught us that many aviation”, the Aeronautical Telecommu- and economies of scale. PENS will cre- are not adaptable enough for aviation’s nications Network (ATN). When work ate an IP backbone network to run exist- specialist applications. was at its peak, through the ICAO ATN ing pan-European services such as the Panel (ATNP), the study and validation European Aeronautical Information Amongst many studies and pieces of work to establish the European position Services Database (EAD), the Central research sponsored on behalf of the was coordinated within the Agency by a Flow Management Unit (CFMU), and European ATM over the past decade, small group of only four individuals, new ones such as the ATS Message perhaps one of EUROCONTROL’s most leading to their approval in 1997. The Handling System (AMHS) by linking into interesting activities took place in 2004 significance of the ATN is clear. It participating national networks. It is on when a COTS trial and study was car- remains the only ATC air-ground track to be agreed by all participating ried out into the suitability of 3G wide- network solution for aircraft roaming, stakeholders by this year’s end. band mobile telephone technology for meeting their need to remain globally ATC communications. In order to find interoperable and communicating Ten years ago there was much discus- enough clear spectrum and to escape through different available media such sion amongst European stakeholders frequency pollution close to mainland as VHF, satellite or other about the application of commercially- Europe, a night-time test was per- means, wherever they fly. off-the-shelf (COTS) technology and formed flying in a trials aircraft at vary- reducing the cost of infrastructure. IP in ing distances and altitudes around the Although still in the early ground networks is a prime example. Azores. It successfully proved that the stages of deployment, it Experience has taught us that in order to technology was suitable for aviation, has been introduced in satisfy aviation requirements, mass- with slight modification for Doppler Europe by the LINK 2000+ market products often need to be adapt- effects, and would be a candidate for a Programme. Plans for its ed. However, in doing so their prices no future aviation data link. introduction in the USA longer remain at mass-market levels. have just been released. One such example, almost invisible to all Another of many successful projects, but the controller was the successful one which has had positive impact on introduction of ATSQSIG4 into ground- the effectiveness of ATC in the eastern ground voice communications systems. part of Europe, was the use of Very Small Aperture Satellite (VSAT) sys- tems at seven locations on the Black 145 million mobile Sea. The existing ground telecommuni- cations circuits between these coun- subscribers in 1996 tries are somewhat unreliable, having are expected to top an effect on the confidence with which 3.25 billion by the controllers could send and receive end of the year, calls. With the assistance of EURO- equivalent to around CONTROL, an inexpensive system was set up using VSATs, vastly improving 4- ATS Q 3.25 billion 145 million half the world’s the quality of telecommunications and Signalling 1996 2007 population. ATC in turn. Protocol 

Skyway 46 - Autumn/Winter 2007 51 Communications

Building a digital future for ATM

Developments have also been made to the Aeronautical Fixed Telecommunic- ations Network (AFTN), which is one of the fundamental elements of the ATC ground messaging infrastructure. As its basic technology was obsolete, in 2002 a EUROCONTROL Project working through the Communication Team developed the EATM Communications Gateway (ECG), capable of interfacing between many different transport media such as X.25/CIDIN5, and its replacement the AMHS6 and TCP/IP7. Air Europa In addition to these developments, the first B737 CPDLC delivery ATS offline management centre was introduced in 2006. The main objective of this service was to support the move In 1995, faced with the ongoing growth leading role in the development, stan- from AFTN to the AMHS. in air traffic, and the need to have dardisation, planning coordination and enough available frequencies in core implementation of a high-integrity data In summary, telecommunications has Europe to sustain capacity, a decision link to facilitate Controller-Pilot Data Link played a key role in the current system was reached in ICAO to theoretically Communications (CPDLC). Already in and will have an even more critical role triple a number of the existing air-ground operation at Maastricht Upper Area to play in the ATM system of the future, channels by subdividing them into a Control Centre and with over 400 aircraft despite having low economies of scale, reduced bandwidth of 8.33 KHz. (See equipped by the end of 2007, this tech- global interoperability requirements to article on opposite page). This was not nology has increased the capacity of the meet, many stakeholders to satisfy, so simple, since it involved changing the previous system by a factor of 10. It is whilst being safety conscious and con- radios of all aircraft, controller positions positively received by controllers and servative in nature. and procedures, and transmitters and pilots alike, and will support a number of receivers on the ground for core Europe future applications, as well as Airline Through its knowledge, experience, its above flight level (FL) 245. EURO- Operational Communications in addition Communications Strategy and key CONTROL, through the 8.33 kHz to ATC messages. Programmes, EUROCONTROL has Programme, picked up the challenge been proactive in helping service and in 1997 successfully coordinated In 2004 EUROCONTROL also instigat- providers introduce many improve- the safe delivery of the programme two ed the CASCADE Programme. It high- ments to address the challenges of the years later in 1999. In 2002 the area was lights the overlap between the commu- last 10 years. Whatever the challenges expanded from the initial 7 to 30 States nic-ations and surveillance worlds of the future, next generation wideband and on 15 March 2007 the most recent where aircraft position and perform- data link, digital voice, custom satellites part of the programme successfully ance data is broadcast from the aircraft for ATC, new developments in network- brought in a new population of aircraft, without interrogation from the ground ing, or facilitation of a common position now totalling more than 11,000, by (see article on page 92). Building on for frequencies in which they will all 5- Common ICAO lowering the level for use to FL195. the reuse of existing avionics capital operate, EUROCONTROL aims to Data Interchange investments, it will be a major building continue to provide that proactive Network The EUROCONTROL LINK 2000+ block for the future, offering reduced assistance on a digital future for air 6- Aeronautical Programme has represented a substan- infrastructure costs and higher-quality traffic management. ■ Message Handling Service tial body of work over the last decade surveillance data, along with the long- and is one major step in the “digital rev- awaited opportunity to provide pilots Rob Stewart, 7- Transmission Head of Communications Systems Control Protocol/ olution” that has already been taken with an air situation display of other air- Internet Protocol (see article on page 56). It has taken a craft in close proximity. and Programmes

52 8.33 kHz Stay tuned to this channel!

For over a decade, EUROCONTROL has played a major role in the 8.33 kHz Programme. We look back on the journey so far, and consider the challenges that lie ahead.

The vital link for ATC Above FL245 The seven States that initially imple- mented 8.33 kHz in October 1999 Radio communication systems for The initial 8.33 kHz implementation were Austria, Belgium, France, aircraft are used primarily for the pur- focused on the core area of Europe, Germany, Luxembourg, Netherlands poses of air traffic control (ATC). where the problem of VHF congestion and Switzerland. In October 2002, the Voice communications are expected was most acute. Moreover, in order to enforced mandatory carriage above to prevail for the foreseeable future, limit the impact on airspace users, the FL245 and the introduction of 8.33 with an increasing use of data link for implementation was limited to the kHz channels was expanded “hori- routine messages. It is clear that upper airspace above flight level (FL) zontally” by a further 23 ICAO EUR radio is still, and will remain, the vital 245 only. Region States. link between pilots and air traffic controllers. Communications for air traffic control use the very-high fre- quency (VHF) COM band between 118 and 137 MHz. The same fre- quency can be assigned many times, provided that there are no interfer- ence problems. Today, in the ICAO EUR Region, there are over 11,200 assignments in the VHF COM band 118-137 MHz.

ICAO selects 8.33 kHz 8.33 User Guides 1999, 2002 & 2007

Back in the early 1990s, air traffic delays in Europe were mounting, and In order to meet the programme dead- On the ground side, the introduction of a shortage of VHF assignments had lines, a concerted effort was needed 8.33 kHz has required modifications to been identified as a major constraint from aircraft operators, equipment ground-based radios – including civil to providing additional air traffic manufacturers, airframe manufactur- works in some cases – and there have management (ATM) capacity. In ers, air traffic service providers and been modifications to ATC displays 1994, the ICAO Special Regional Air civil aviation authorities. In particular, and flight plan processing systems. Navigation Meeting, held in Vienna, the task of retrofitting thousands of air- took the decision to proceed with the craft – ranging from old Boeing 727s to Above FL195 and the EC implementation of 8.33 kHz channel modern Airbus A320s and Boeing 777s implementing rule spacing. The idea of reducing chan- – represented a major logistical chal- nel spacing to meet the demand for lenge. Difficulties in meeting the aircraft In December 2002, ICAO decided to VHF assignments was not new, with equipage rate meant that the originally proceed with 8.33 kHz “vertical” expan- the separation having been progres- stipulated implementation date of sion (i.e. below FL245). In accordance sively reduced over the years from 1 January 1998 could not be main- with EUROCONTROL Permanent 100 kHz to 50 kHz and then to 25 tained, and the implementation actually Commission recommendation 05/6, the kHz. went ahead on 7 October 1999. carriage and operation of 8.33 kHz 

Skyway 46 - Autumn/Winter 2007 53 Communications

8.33 kHz Stay tuned to this channel!

above FL195 became effective on 15 kHz has allowed greater flexibility in Given these potential hazards, the 8.33 March 2007. the European frequency planning kHz Programme has made extensive use processes, thus helping to consider- of safety assessments and safety cases. From an aircraft retrofit perspective, ably relieve VHF congestion. As a As a consequence, a number of impor- European regional aircraft operators fly- result, a number of operational tant mitigation actions have been imple- ing turboprops, such as ATRs, Dash 8s improvements, such as airspace mented, including a strong emphasis on and Fokker 50s, have been most affect- resectorisation and Reduced Vertical awareness and training activities. ed by the above FL195 implementation. Separation Minima (RVSM), have been enabled, thus helping to meet Keep listening! EUROCONTROL recommendations are airspace capacity targets in an era of ultimately of a non-binding nature. steadily increasing air traffic levels. The 8.33 kHz Programme represents a However, in response to a mandate major pan-European programme man- from the European Commission (EC), agement challenge. Within the Agency, EUROCONTROL has developed an the Programme has made use of the implementing rule (IR) for 8.33 kHz expertise available in project manage- above FL195 which – following the pos- ment, frequency management, commu- itive opinion of the Single European Sky nications, military liaison, ATM proce- Committee in June 2007 – will become dures, safety, marketing and awareness, a basis for binding European legisla- training, ATM data warehousing, and tion. In particular, the IR contains regulation, to name but a few. important articles concerning ground radio conversions, as well as the equipage and handling of State air- The introduction of craft. 8.33 kHz has allowed Costs and benefits greater flexibility in the

The 8.33 kHz Programme Support European frequency Office estimates that the phase above planning offices. FL245 and above FL195 represent an order-of-magnitude cost to date of UK radio site €750 million, with aircraft equipage the main cost driver. In addition to the European Air Traffic Operations and safety Management Programme, there have The frequency planning benefits due also been important contributions from to 8.33 kHz are driven by the number The introduction of 8.33 kHz channel the Central Flow Management Unit, of 25 to 8.33 kHz conversions that can spacing has had an impact on a num- the Directorate of Civil-Military ATM be achieved. Today, the majority of ber of important operational aspects Coordination, the Institute of Air ICAO EUR Region States have now including: Navigation Services, the Maastricht implemented 8.33 kHz channels in ■ the introduction of 6-digit channels, Upper Area Control Centre and the their airspace. At present, there are rather than the 5-digit channels used Regulatory Unit/Safety Regulation Unit. It about 350 VHF assignments in the for 25 kHz; really has been a team effort! ICAO EUR Region which use 8.33 kHz ■ the need to handle non-8.33-kHz- channel spacing. These assignments equipped State aircraft, including the A key feature of the programme man- are mainly area control centre assign- use of UHF; agement approach has been the exten- ments in the upper airspace, repre- ■ the handling of non-8.33-kHz- sive use of contact persons representing senting significant frequency protec- equipped aircraft that may err into States and other stakeholders. A tion volumes. the airspace where 8.33 kHz chan- “Lessons Learnt” exercise, held in April Since 1999, the introduction of 8.33 nels are used. 2007, provided a useful opportunity to

54 For general aviation and military air- space users in particular, 8.33 kHz below FL195 represents a major cost and logistical challenge, and so it is understandable that they seek clarifica- tion on the efficiency of the current fre- quency management processes, and the impact of any future communication system. In response to these concerns, the Agency is developing a revised business case and an implementationn plan for 8.33 kHz below FL195, with stakeholder consultation planned for the first half of 2008. It is clear, how- ever, that important decisions need to be taken soon, in order to allow suffi- cient lead times for implementation below FL195.

For many years, EUROCONTROL has  used its strengths and expertise to meet Regional the challenges of the 8.33 kHz meeting – Programme. The phases above FL245 Poland 2006 and above FL195 represent major achievements. The future might be even more challenging – stay tuned to this channel!

Radio Further information is available at control panel www.eurocontrol.int/833 ■

Peter Alty, get feedback from contact persons on demand for VHF assignments will 8.33kHz Progamme Manager how well the Agency was doing its job. increase. Any failure to meet this On the basis of the written responses, it demand could seriously constrain air is clear that the contact persons attach a traffic management capacity. The imple- high importance to, and are very satis- mentation of 8.33 kHz is currently limited fied with, the communication role of the to sectors with a lower limit above 8.33 Programme Support Office, as well FL195, and so to get further benefits, as the use of coordination meetings and 8.33 kHz would need to go below regional events. The clear message is to FL195. keep listening to stakeholders! In November 2006, the ICAO European Future challenges: Air Navigation Planning Group (EANPG) below FL195 48th meeting decided to proceed with 8.33 kHz below FL195. EUROCONTROL In line with increasing air traffic levels – is now facilitating the decision-making which are predicted to double by 2020 and planning processes in cooperation in comparison with the year 2000 – the with the affected stakeholders.

Skyway 46 - Autumn/Winter 2007 55 Communications

CPDLC Controller-pilot data link communications

The partnership formed by the European ATM Programme (EATM), the Maastricht Upper Area Control Centre and the EUROCONTROL Experimental Centre has succeeded in introducing new key operational functions, in practical steps, that the aviation community can have full confidence in. CPDLC is a case in point.

Introduction

Today it seems obvious that aircraft and ground systems should be connected by data link. By providing controllers and pilots with better tools and better automation, a significant increase in safety and efficiency in the European ATM network can be achieved. Data-link implementation is one of the key objectives of SESAR in Europe and of NextGen in the USA.

The concepts of air traffic services (ATS) data link are easy to understand, but the path from R&D to commercial implementation is long and complex. The good news is that concrete progress has been achieved and tar- gets met in a tough environment; real KEY ACHIEVEMENTS standardise and validate the technolo- systems implementing CPDLC are now BEFORE LINK 2000+ gy that is today called ATN/VDL Mode available to pilots and controllers with 2 (ATN, the Aeronautical Telecom- wide-scale deployment underway in The EUROCONTROL European ATM munications Network is an aviation- Europe and planned for the short term Programme (EATM) and its previous specific internet and VDL Mode 2 is in the USA. The achievements quoted incarnations paved the way for today’s the air-ground VHF data link carrying are the visible fruits of an extremely sig- data link. In the 1990s the ATC and the payload data to and from the air- nificant body of work. Communications Domains created the craft). The result of eight years' work is operational and technical basis for the a data-link technology ready for CPDLC is the start of data link – the LINK 2000+ Programme that was deployment and operational use for systems will evolve and automation launched in 1999. Airline Operational Communications will increase on the path towards full (AOCs) as well as ATS such as trajectory management. This steady The ATC domain played a leading role CPDLC. evolution of data link is a key factor in in obtaining operational acceptance of its safe development; a “Big Bang” CPDLC by controllers and pilots in The final key to kick-starting the imple- approach to full trajectory manage- busy continental airspace. mentation of data link in the LINK ment is not feasible on financial, 2000+ Programme came from a part- safety, operational or technical The Communication Domain played a nership with the Maastricht Upper Area grounds. leading role in the international effort to Control Centre (UAC) and the creation

56 and execution of the PETAL Project control room. Between 1998 and The proven benefits of using data link (Preliminary EUROCONTROL Test of October 2002 more than 12,000 flights were: Air/Ground Data Link). The PETAL were involved, with up to 420 flights Project grew from combining success- per month. ■ a reduction of voice channel occu- ful validation work in both the ATS and pancy; Communication Domains. Because PETAL had become the ■ the possibility of workload redistrib- world leader in data-link validation, in ution between executive controller It was PETAL that for the first time 1998 American Airlines approached (radar) and coordinator (planner); placed CPDLC services at the disposal the Agency to extend PETAL, with the and of air traffic controllers and aircrew at objective of achieving the first opera- ■ the provision of a second independ- Maastricht UAC, one of the busiest en- tional use of ICAO standardised ent and unambiguous communica- route air traffic control centres in CPDLC over the ATN and VDL Mode 2 tion channel. Europe. There, operational validation as designed for high-density airspace. and use constituted the final opera- tional proof that CPDLC was fit for purpose in European high-density air- It was PETAL that for space. Major the first time placed PETAL – the beginnings CPDLC services at the milestones

The expertise of the ATC and disposal of air traffic Communications Domains, combined controllers and aircrew 1996 - Airbus flights to validate the with the operational capability at concept. Maastricht UAC, created the multi- at Maastricht UAC. disciplinary team that delivered the 1998 - The PETAL trials (Preliminary first operational validation of CPDLC EUROCONTROL Test of Air/Ground with pilots, controllers, software devel- After more than three years of exten- data Link) begin. General acceptance of opers and communications service sive test and integration effort with the new technique by air traffic control providers in the loop. American Airlines, Maastricht UAC, staff was a major success factor of the the EUROCONTROL Experimental validation exercise. The original PETAL Project started in Centre, Rockwell-Collins and ARINC, the mid-1990s with the objective of the goal was achieved. July 2001 - Maastricht UAC validating and capturing operational becomes the first ATC centre in the requirements, procedures and opera- In July 2001 an American Airlines flight world to implement Controller-Pilot tional methods for data link in high- to Paris Charles de Gaulle was Data Link Communications by the density continental airspace. controlled by Maastricht UAC using Aeronautical Telecommunication computers to transmit clearances and Network (ATN) over VHF Data Link After initial tests, in 1995, data link instructions via the Aeronautical (VDL-2) and to use the new technology went operational with Airbus transport Telecommunications Network – a first operationally. flights between the two factory sites at in aviation history. Toulouse and Hamburg/Finkenwerder. An American Airlines flight inbound to In 1998 PETAL was extended to This event marked the first implementa- Paris Charles de Gaulle was controlled involve commercial airlines (including tion of CPDLC over the ATN, which by Maastricht UAC using computers to major worldwide airlines) operating is considered to be one of the transmit clearances and instructions via FANS CPDLC, mainly on Oceanic key Communications Navigation the ATN – a first in aviation history. long-haul airframes into and out of Surveillance/Air Traffic Management Europe. Operations were extended to (CNS/ATM) initiatives in both Europe cover all ATC sectors, 24/7, in the and the USA. 

Skyway 46 - Autumn/Winter 2007 57 Communications

CPDLC Controller-pilot data link communications

Maastricht UAC was amongst the first ■ improved safety – there is less room to be available, thus providing choice ACCs to remove paper strips, imple- for misunderstandings between and mutual back-up, a definite safety menting an electronic system and pilots and controllers; improvement. In cases of urgency, or of upgrading the controllers’ human- ■ increased capacity – by reducing emergency, “revert to voice” is the machine interface (HMI) with a new controllers’ workload, especially standard procedure. window-based system, now generally workload related to voice communi- accepted as pre-requisites for both cation exchanges, there is more Innovative approach controller tools such as MTCD time available for the core controller (Medium-Term Conflict Detection) and task of dealing with air traffic. The success of LINK 2000+ so far has of course data link. Already incorporat- been made possible by the systematic ing some CPDLC functionality in the LINK 2000+ “simply” implements three sharing of lessons learned and the radar label, the HMI has been basic services that automate some of adoption of an innovative approach to designed to incorporate increased lev- the routine communication tasks that the delay between the traditional end- els of data-link functionality in the take up to 50% of controllers’ time today: of-validation phase and the implemen- future. tation of mandatory carriage. To break ■ ATC communications management the so-called “chicken-and-egg” or LINK 2000+: – to handle frequency changes; “world-wide-wait” cycle, an unconven- key achievements ■ ATC clearances – to provide stan- tional three-step approach has been dard clearances (e.g. climb to flight taken: The LINK 2000+ Programme coordi- level 350); nates and stimulates the wide-scale ■ ATC microphone check – to enable The pioneer scheme works – the target implementation of CPDLC in Europe. communication in case of blocked of 100 aircraft has been exceeded, the The Programme packages a first set of frequencies. number is now close to 400 from 15 air- en-route Controller-Pilot Data-Link lines and growing. During the pioneer Communication (CPDLC) services into In the current operational environment, phase, airlines were offered limited a beneficial and affordable set for these services are not intended to financial support to join the programme implementation. The benefits of these replace voice as the primary means of early. The technical risk of joining early services include: communication – both media continue is removed, since all avionics are pre- tested by the LINK test facility at the EUROCONTROL Experimental Centre in Brétigny and by flight trials on an experimental aircraft. These activities The Link 2000+ Programme are managed by the LINK Integration Team (LIT), of which all pioneers are members.

Programme Implementing en-route CPDLC over ATN/VDL2 objectives Baseline ICAO standards The incentives scheme is designed to continue to increase airborne equipage Forward compatible with new services/technology in the period 2007-2011 in a similar manner to the pioneer scheme so that early benefits are delivered to the air navigation service providers imple- 11% capacity increase menting LINK. LINK has combined with with 75% flights equipped experts of the Central Route Charges Data link to supplement voice Office (CRCO) to define a scheme that proposes some creative approaches to LINK 2000+ funding which should be finalised by overview mid-2008.

58 Major Three-step approach to implementation milestones

18 December 2003 - SAS becomes Pioneers Pioneers 1 the first LINK 2000+ Pioneer airline to be incentives - Objective: 100+ aircraft eqquipped certified, supplied with Rockwell-Collins mandate avionics. 2 Incentives - Objective: accelerate airborne equipage to gain Less that one year later, Air Europa early benefits, return on investment (September 2004), ATI (November 2004) and FedEx (January 2005) are certified. 3 Mandatory carriage (SES IR) - Objective: more than 75% of flights in November 2005 - SITA and ARINC LINK airspace before 2014 Breaking interconnection achieved, allowing SITA the chicken- airlines access to Maastricht UAC CPDLC and-egg cycle services.

March 2005 - Maastricht UAC introduces Automated CPDLC for SSR code changes, further reducing controller Mandatory implementation workload.

October 2005 - Alitalia join with an Incentives aggressive retrofit programme of 75 MD-82s/23 A320 and achieves certification in early January 2006.

Pioneers October 2006 - Airbus avionics are certified, allowing Finnair and LTU to start

2000 2007/8 2011 2014 CPDLC operations. LINK timeline December 2006 - Honeywell avionics are certified, allowing Hapag Lloyd (now TUI Fly) and Lufthansa to joint the CPDLC club. Mandatory carriage is the final step. Once agreed, the IR will be legally bind- Incentives will be withdrawn two years ing and apply to ground implementation May 2007 - MALEV become operational. before there is a legal obligation to by air navigation service providers as equip. The proposed instrument to well as to aircraft operators. September 2007 - the number of introduce mandatory implementation is airframes committed to LINK rises to 392. a Single European Sky implementing 2007 is an important year for LINK rule (IR). In May 2005, the Agency was 2000+, which will see a transition All of these milestones were made instructed by the European Commission towards the end of the pioneer phase, possible by extensive support from the (EC) to develop an IR for the data-link finalisation of the financial incentives LINK2000+ Test Facility at the EURO- service. It is currently under develop- scheme and the submission of the SES CONTROL Experimental Centre (EEC). ment in the Regulatory Unit and is due data-link implementing rule to the for delivery to the EC in October 2007. European Commission. 

Skyway 46 - Autumn/Winter 2007 59 Communications

CPDLC Controller-pilot data link communications

Lessons learned Pilots and controllers like CPDLC Controllers and pilots need to be involved from the beginning to drive Nick Miller, air traffic controller at Maastricht UAC: “The pilot gets exactly CPDLC implementation and gain what you tell him, there is no misunderstanding on the frequency, CPDLC saves us a lot of time”. acceptance from the user’s perspec- tive. The technology (i.e. ATN and VDL “You can share the workload between the radar controller and the planner. Mode 2) is crucial to meet the perform- You start managing the workload. The chance of error is much more limited”. ance and safety requirements, but SAS Captain, Ulf Nystrom: when it works well it should be invisible “I use it every day. As soon as it is available, I use it.” to the users. “I see increased safety, as the room for misunderstanding is much smaller com- LINK 2000+ began with PETAL and has pared with voice clearances. It simplifies my work. CPDLC is greatly reducing the continued the crucial data-link partner- workload in the highly loaded and communication-congested areas”. ship with Maastricht UAC, expanding Air Europa Chief Captain, Jordi Manzano: “All pilots are satisfied with this operational experience with ever- new technology. I think there is no alternative. That’s the reason we decided to increasing numbers of equipped air- install CPDLC on the aircraft. We think this is the future”. craft. This has provided an unparal- leled experience that is now being passed on as “lessons learned” to the Agency’s stakeholders, as implementa- tion spreads throughout Europe.

The LINK Integration Team (LIT) exe- Flights conducting CPDLC exchanges cutes the implementation strategy. It is 20 000 an innovation that was also a critical factor in the success of PETAL. The 15 000 Integration Team consists of “commit- The statistics of daily use show 10 000 ted and contracted” stakeholders. The the increased use of CPDLC as the Team tackles all implementation number of suitably equipped aircraft 5 000 issues; it is a one-stop shop solving air- increases, thanks mainly to the craft certification, inter-operability, 0 LINK pioneer scheme. safety, technical and international stan- 2004 2005 2006 dards issues. Operational issues in LINK are dealt with by “committed and contracted” stakeholders in the CPDLC messages Operational Focus Group (OFG). Downlinks The operational CPDLC experience at SSR Maastricht Level “The proof of the pudding is in the Route eating”. This can clearly be seen from

the everyday experience of the cur- Contact rent users of CPDLC – they are happy and keen to use the system. Although 0 5 000 10 000 15 000 20 000 25 000 30 000 35 000 not a mandatory part of their daily

60 operations, CPDLC is widely used both by the air traffic controllers at What next? More automation Maastricht UAC and by the aircrews transiting that airspace.

2007 2013/14 201X 20XX Today, some 35 different airlines ENABLER ENABLER TARGET exchange CPDLC messages with the UAC on a daily basis. Initiated by the “NextLINK” Final aircrew of suitably equipped aircraft, LINK 2000+ SESAR SESAR Package(s) Package(s) the number of CPDLC log-ons is steadily growing, reaching more than Initial CPDLC Initial 4D Full 4D 20,000 in the year 2006 (a 36% rise on 2005). EXISTING message set & A/G technology NEW messages & tech

Euro-segment 1 Euro-segment 2 Euro-segment 3 These log-on requests, indicating an aircrew’s intention and willingness to Definition = SESAR D4 End 2007 LINK 2000+ communicate via CPDLC, are done evolution because pilots appreciate, amongst other things, the fact that with CPDLC they can read clearance/instructions What next? ■ to provide operational proof of “fit- messages, rather than having to rely ness for purpose” with Maastricht on the busy voice channel to catch a Well SESAR of course, but the target UAC; communication that might be intend- concept can only be reached by prac- ■ to implement Europe-wide. ed for them. This simple facet of tical and affordable steps towards CPDLC also alleviates the often- increased automation in the air and on Conclusion heard need to repeat clearances, and the ground. It will be possible to build especially frequency values, several on the infrastructure laid down by LINK The EUROCNTROL Agency, via its times on the voice R/T. 2000+ and further automate routine EATM Programme, in partnership with tasks for the pilot and controller, whilst the Maastricht UAC and its Controllers too, are happy to use data introducing initial 4D services based on Experimental Centre has demonstrated link as part of their routine operations. the existing ICAO message set. After a unique capacity to put operational Over 90% of all data-link exchanges that, new technology and services yet data link on the map. LINK 2000+ and are initiated by the controllers. to be agreed upon and standardised the Agency’s stakeholders are now will be underway. ready to begin the roll-out of CPDLC CPDLC, in the right circumstances, Europe-wide. can be used for issuing level clear- Work on the mid-term operational con- ances, route clearances, frequency cept is needed to refine ideas already The first package of data-link services changes and SSR code changes. on the table from Maastricht UAC and designed for high-density airspace is in Because of this choice of messages, the ATS Domain. The strategy and use, and ready for further implementa- directly related to their normal opera- “lessons learned” that have led to the tion. It constitutes an essential part of tions, controllers are regularly com- deployment of LINK 2000+ could be the toolkit needed to fill the capacity municating via CPDLC with over 90% recycled for the next steps in data link: gap. Once it has been more complete- of all logged-on aircraft. ly deployed, the full potential of data ■ to develop a viable mid-term data- link can be unlocked in a move to In a high-density environment such link concept and identify data-link trajectory-based 4D data link. ■ as Maastricht, this type and level of services; operation is a remarkable achieve- ■ to validate, test and simulate with Martin Adnams, ment. the EEC; LINK 2000+ Programme Manager

Skyway 46 - Autumn/Winter 2007 61 Airspace, network planning and navigation

Optimising the airspace network Route network development

For over a decade, the EUROCONTROL Agency has been managing the centralised development of the airspace network in a careful process of consensus-building across all stakeholders, placing special emphasis on ensuring full acceptance of each step from both civil and military partners. This is no easy task but an essential one in obtaining the required capacity and efficiency improvements in Europe’s air traffic management system.

Fifteen years ago, changes to the air- space structure and route network were handled purely as a national responsibil- ity, with international coordination car- ried out by the International Civil Aviation Organization (ICAO). Informal air traffic flow management meetings dealt with capacity management at a strategic level, through the seasonal considera- tion of traffic orientation schemes. Proposals for new air traffic service (ATS) routes and route alignments were discussed in sub-groups of these meet- ings and the ICAO Airspace Route Network (ARN) meetings provided a forum for States to formally discuss ATS route proposals and the deployment of In 1993, EUROCONTROL was mandated with the coordination, planning and implementation the supporting navigational infrastruc- of changes to the route network across Europe. ture. National ATS planning was para- mount, and the coordination of airspace planning and implementing changes to development of European airspace. The and route network developments was the route network across the European Agency swiftly adapted to this new role limited to the cross-border connections Civil Aviation Conference (ECAC) area. and put in place a suitable structure for of nationally planned routes. working with its stakeholders. Towards a centralised Airspace classification improved in the development of Europe’s The Airspace and Navigation Team late 1980s with the introduction of seven airspace (ANT) was formed, with active civil and new classifications, but remained military participation from almost all 41 diverse. Pan-European planning was With the political acceptance by ECAC States and representatives from still far away. European States of the ECAC Strategy international aircraft operator organisa- for the 1990s and the subsequent remit tions. Sub-groups of the ANT were set In 1993, the European Air Navigation given to the EUROCONTROL Agency to up to deal with route network develop- Planning Group (EANPG) at ICAO man- manage its execution, considerable ment, airspace management, ATM dated EUROCONTOL with coordinating, impetus was given to a more centralised procedures and navigation.

62 Over the years the Agency, through on ensuring full acceptance of each improvements to the ECAC airspace 1- European ATC EATCHIP1 and EATMP2, has been step from both civil and military stake- structure. Harmonisation and Integration successful in realising a number of holders. Programme important airspace initiatives: The RNDSG mandate includes: 2- European ATM The charts below give an illustration of Programme ■ the route network has been pro- the changing ATS route network ■ definition of concepts and criteria; gressively optimised through the between the years 1991 and 2006 by ■ planning of short, medium and implementation of short-term route depicting the loaded route network on long-term developments; network development proposals busy days from each year. ■ coordination of proposals; and the phased implementation of ■ validation of proposals; successive versions of the ARN; The ECAC Strategy for the 1990s stat- ■ coordination of implementation pro- ■ the Flexible Use of Airspace (FUA) ed that “Efficient airspace manage- grammes. concept was developed and intro- ment is fundamental to increasing the duced in 1996; capacity of the air traffic services sys- Short-term airspace ■ carriage of Basic-RNAV equipment tem. The optimisation of the air traffic improvement process by aircraft was made mandatory in services’ route network and airspace April 1998, allowing the introduction structure is considered as a key ele- Short-term airspace improvements are of RNAV routes throughout Europe; ment in obtaining the required system developed and implemented as part ■ Reduced Vertical Separation capacity.” of a cyclical annual process to allevi- Minima (RVSM) was introduced in ate airspace structure-related bottle- January 2002, making Europe the The Route Network Development Sub- necks prior to the next summer sea- first in the world to apply “continen- Group (RNDSG) was tasked by the son. The process begins at the end of tal RVSM”. Airspace and Navigation Team (ANT) each summer with a review of the per- with achieving the above objective. formance of the ECAC ATM system. These developments are the result of The RNDSG developed a programme Proposals already developed but not a careful and often lengthy process of of short- and medium-term overlap- yet implemented are carried forward consensus-building among all stake- ping projects, aimed at developing and the RNDSG is tasked with finding holders. Special emphasis is placed and implementing incremental coordinated solutions for newly identi-

ATS route networks of September 1991 and June 2006 loaded with 24 hours of traffic

September 1991 June 2006

Skyway 46 - Autumn/Winter 2007 63 Airspace, network planning and navigation

Optimising the airspace network Route network development

fied problem areas. The updated list is discussed at the RNDSG meetings, Main principles driving the Advanced Airspace and presented as a deliverable at the Scheme (AAS) route network portrayal: beginning of the summer season. ■ The development of an optimum ATS route network designed according The process was initiated in 1994 and to main traffic flows and the airspace users’ requirements for preferred has improved from just nine proposals routes and profiles. developed and implemented for sum- ■ Military requirements fully satisfied and integrated at the earliest stage of mer 1995, to 121 proposals developed the planning process on the basis of enhanced civil-military coordination and implemented before summer 2007. concepts. ■ Future ATC sectors adapted to accommodate the optimum route network, Medium-term projects unconstrained by national borders or FIR boundaries. ■ Management of modular ATC sector schemes. The definition, development and ■ An efficient supporting toolkit of rules and procedures to optimise the use approval process for each medium- of the airspace (integration of airspace design, ASM and ATFCM) and to term airspace programme (Version of enable a gradual move from a static network to a dynamic network. the ARN) takes approximately two years. Implementation of proposals can take a further two to three years. As this between terminal airspace and the en- capacity planning, to increase ATM cycle is rather lengthy, the RNDSG route system, and the associated sec- network capacity and meet the ever- work programme is configured as an torisation. growing traffic demand. overlapping process, with one version of the ARN being implemented while ARN Version 4 Using established planning principles the following version is being devel- and concepts, in particular the Advanc- oped. This pragmatic approach Version 4 was developed between ed Airspace Scheme (AAS), Version 5 ensures that substantial improvements June 1999 and September 2000 and set out to further improve the structure of are put in place at regular intervals. incorporated all the changes neces- the ATS route network and sectorisation sary to ensure the efficient implementa- in order to increase efficiency and intro- ARN Version 3 tion of RVSM in the ECAC area. In par- duce greater flexibility in its use. ticular, Version 4 included additional ARN Version 3 was developed between routes to facilitate the transition task at Between spring 2004 and summer October 1996 and March 1998 and the periphery of the RVSM area. 2007, a total of 201 proposals were included proposals for a comprehen- Revised sectorisation with adjusted implemented. sive reorganisation of Nordic and division flight levels was an essential German airspace, with route align- element to facilitate RVSM implementa- ARN Version 5 has improved the per- ments and airspace structures based tion in many States. formance of the ATM network, by on RNAV, resulting in substantial effi- increasing capacity and flight efficiency, ciency gains in terms of shorter routes ARN Version 5 through the optimisation of the route net- and capacity enhancement. Significant work and sectorisation and the reduction improvements in route alignments were The development of proposals to of overall route length. Major short-term proposed in central Europe and at the improve the structure of the ATS route improvements to airspace structure, interface of France and adjacent network and ATC sectors requires a through better predictability of demand States. The mandatory carriage of B- detailed examination of current and and the enhancement of civil/military RNAV in 1998 provided the opportunity expected traffic flows/demand, known coordination, have been implemented at to incrementally improve the alignment and future problem areas and airspace Maastricht UAC. of routes in the remaining European air- constraints at local, regional and 3- Air Traffic Flow and Capacity space, with particular emphasis on the European levels. It is a vital part of the The increased flexibility enabled by the Management optimisation of transition routes overall effort that includes ATFCM3 and initial application of AAS will further

64 enhance ATM. The launch of the airspace design, based on common lateral boundaries, and adopt a collec- Dynamic Management of European principles, that reflects a common tive approach that has the general Airspace Network Framework European vision of an optimum air- interest of European ATM at its heart. ■ Programme (DMEAN) in January 2005 space organisation, able to respond to brought the additional responsibility for all user requirements. Through an itera- Alain Duchêne, Airspace Network Version 5 to enable initial DMEAN oper- tive process, the plan will integrate Design Programme Manager ations (providing airspace use scenar- national and international proposals ios) and to prepare the way for full and provide a common structure that DMEAN operations as Version 5 ends will serve as the framework for detailed and Version 6 begins. developments, link with lower and ter- minal airspace and eliminate artificial boundaries. SAAM: It is necessary to view a design and The AAS route network is based on the development tool the airspace as one DMEAN Concept of Operations, taking continuum, without full benefit of the enablers planned to The System for Assignment and Analysis at a vertical or lateral be deployed in DMEAN and in turn is Macroscopic level (SAAM) is an airspace an important mechanism for the full modelling tool designed by EUROCONTROL to boundaries, and adopt deployment of the expected DMEAN assess quantitative information in support of a collective approach. benefits. the development of the airspace structure, route network and sectorisation. Because of its continuous and dynamic nature, the AAS route network portrayal The SAAM tool can assess current or future A common reference for does not require formal approval. It will traffic demand at ECAC, ACC, route segment future developments be the common reference for future or sector level. It can evaluate proposals for developments and, as operational and At its 27th meeting in May 2007, the political conditions are met, for the def- changes to the route network and Provisional Council requested the inition of implementation projects. The sectorisation and support the formulation of Agency “to further develop a stepped definition of these implementation proj- new proposals. implementation of ARN V6 and of the ects will be part of the collaborative air- Advanced Airspace Scheme (AAS) space planning process and will be 4D trajectories can be generated (based on Route Network, with the support of made in close coordination with the traffic demand, route network and States and air navigation service States, service providers and airspace aircraft performance) and assessed against providers, in order to ensure expected users concerned. airspace volumes. SAAM will by default select capacity and flight efficiency benefits”. the best trajectory option (shortest route, Without this strategic long-term view, optimum flight profile), but operational rules Further development of the European airspace design will remain a process can be applied such as flight level constraints ATS route network calls for a global that only delivers national or regional or restricted route segments. view of all the network requirements and incremental improvements to the ATS an independent network approach. It route network and supporting struc- In the context of the activities of the Route should be carried out within the collab- tures of air traffic control sectors. Network Development Sub-Group, SAAM is orative planning process by which the used extensively to perform strategic traffic major traffic flows, combined with major The airspace users assign great impor- flow organisation, and analysis proposals for airspace constraints, are translated into tance to ensuring that the airspace route network and airspace optimisation. a basic route structure. structures are optimised at a European rather than national level. To achieve Results from SAAM can refine the requirement The AAS route network is a first attempt this, it is necessary to view the airspace for fast-time or real-time simulations. at building a master plan for European as one continuum, without vertical or

Skyway 46 - Autumn/Winter 2007 65 Airspace, network planning and navigation

B-RNAV Plotting a course for the future

One of the most significant and challenging developments to improve the efficiency of aircraft routing was the introduction by EUROCONTROL of basic area navigation (B-RNAV) in April 1998.

Background

Area navigation (RNAV) is a method of navigation which permits aircraft opera- tions on any desired flight path within the coverage of station referenced naviga- tion aids or within the limits of the capa- bility of self-contained aids, or a combi- nation of these. Airborne RNAV equip- ment automatically determines aircraft position by processing data from one or more sensors, and guides the aircraft in accordance with appropriate routing instructions.

Basic-RNAV defines European RNAV operations which satisfy a required track, maintaining accuracy of ± 5 NM for at least 95% of the flight time. This level of navigation accuracy is compa- rable with that which can be achieved by conventional navigation techniques on ATC routes (defined by VOR/DME1, when VORs are less than 100 NM apart). the modification of a number of air traf- has enabled increased en-route The ability to achieve the required level fic control centres and some thou- capacity, allowing the route structures of navigation performance in a given air- sands of aircraft. The B-RNAV to be modified to meet demands. space depends not only on the accura- Programme was among the first cy and functionality of the aircraft navi- requiring such coordinated develop- B-RNAV applies to all IFR2 flights oper- gation equipment but also upon ade- ment. ating as GAT3, in conformity with the quate coverage of navigation aids and ICAO procedures. position coordinates accuracy provided On 23 April 1998, B-RNAV became by the navigation infrastructure of the mandatory as the primary means of B-RNAV operations in European air-

1- VHF Omni- region. navigation in the en-route airspace of space provides a number of advan- directional the European Civil Aviation tages over the conventional ground- Ranging/Distance Measurement B-RNAV implementation Conference (ECAC) area. Since then, based navigation, whilst maintaining Equipment B-RNAV has made it possible for air- safety standards. These advantages

2- Instrument Increasingly improvements to the air craft to fly more direct routes instead and their related benefits include: Flight Rules traffic management system require of only specific tracks between coordinated development of both air ground-based navigation aids, saving ■ improved traffic flow management 3- General Air Traffic and ground systems, often involving both time and fuel. To date B-RNAV by repositioning intersections;

66 ■ more efficient use of available air- space, by means of a more flexible Conventional navigation ATS route structure and the applica- tion of the Flexible Use of Airspace (FUA) concept; ■ reduction in flight distances, result- ing in fuel savings; ■ reduction in the number of ground navigation facilities.

Challenges faced up to the implementation

The B-RNAV mandate implemented in 1998 marked the culmination of nearly 30 years of coordination and develop- ment. The first RNAV equipment, devel- oped towards the end of the 1960s, was installed in Flight Management Systems (FMS) on wide body jets such Area navigation (RNAV) as the L1011. They subsequently became standard fit on most modern aircraft. In addition, many simple RNAV systems have since been developed for the regional passenger and General Aviation markets.

However, the advantages expected from RNAV in the early 1970s could not be realised as air traffic control could not provide a separate service for RNAV-equipped aircraft while routes continued to be oriented to ground navigation aids. RNAV could bring significant advantages to air- space capacity as well as operational efficiency but to achieve this there needed to be near-100% equipage. This would allow the route structure to be adapted and the management of In April 1990 the Transport Ministers of dures for IFR operations in Terminal the resultant traffic flows to be the ECAC States launched the "ECAC Areas” (ECAC Strategy for the 1990s – improved. By the end of the 1980s, Strategy for the 1990s for Air Traffic Relieving congestion in and around both operator representatives and Control in Europe". This strategy airports – March 1992). These deci- ATC providers agreed that there required, inter alia, that RNAV would sions were in accordance with the should be a development towards a be mandatory in all en-route airspace ICAO Future European ATS (FEATS) total RNAV environment and the pre- as of 1998. This requirement was later Concept document which called for dicted equipage rates indicated that supplemented by a decision of the the implementation of RNAV during the this would be achievable by the late ECAC Ministers that “States are to first half of the period covered by the 1990s. make available RNAV-based proce- concept (1995 to 2005). 

Skyway 46 - Autumn/Winter 2007 67 Airspace, network planning and navigation

B-RNAV Plotting a course for the future

The B-RNAV Programme acted as a catalyst in establishing, for the first time, Example of bottlenecks removed by B-RNAV the working level interfaces between the Joint Aviation Authorities (JAA), EURO- CONTROL and the aviation industry. The EUROCONTROL Team developed an RNAV standard covering a range of RNAV capability levels, including B- RNAV, Precision (P)-RNAV4 and RNP (Required Navigation Performance). 4- Precision RNAV This standard attracted considerable (P-RNAV) requires aircraft conforman- attention worldwide and led to the coor- ce to a track- dinated development by EUROCAE5 keeping accuracy 6 of ±1NM for at and RTCA of global RNAV standards least 95% of flight for RNP. The Agency worked closely time, together with significantly with the JAA to produce certification enhanced functio- and operational approval material for B- nality on board the aircraft. P-RNAV RNAV. This highlighted the need for can be achieved continued liaison on a whole range of application on all ATS routes and link/ Simulations showed using inputs from GPS or DME/DME ATM-related avionics requirements and feeder routes. This requirement arose (IRS may be the JAA CNS/ATM Steering Group was from issues identified during the imple- that new B-RNAV route acceptable as a established. mentation of the new routes in 1993/4 reversionary mode structures would reduce for a number of where the division at flight level the impact of the minutes). P-RNAV The original planning, in line with the (FL) 300 reduced the benefit obtained. may be used on specifically ICAO FEATS concept, was for the intro- Simulations showed that new B-RNAV bottlenecks in the designed SIDs, duction of P-RNAV in the upper air- route structures would reduce the STARs and Initial en-route track structure Approach space and B-RNAV in the lower air- impact of the bottlenecks in the en-route segments. The space. An AIC7 to this effect was pub- track structure and thereby improve and thereby improve procedures must be designed in lished by EUROCONTROL in 1991 in capacity by 30%. capacity by 30%. accordance with order to provide seven years' advance existing ICAO PANS-OPS criteria notification. However, by 1995 it was The B-RNAV implementation required for RNAV using clear that retrofitting older aircraft had a cost-effective retrofit to be available DME/DME and/or RNAV using Basic not reached a stage where a 1998 to all operators. VOR/DME-based In conjunction with the JAA, EURO- GNSS (GPS). implementation could be assured. RNAV systems were the prime means CONTROL conducted safety studies of meeting the requirement for air and technical evaluations to determine 5- European Organisation for The EUROCONTROL Airspace and transport operations. Omega had been that it was possible for GPS to be the Civil Aviation Navigation Team instituted a review of seen as the best option for General sole source of position data for B-RNAV. Equipment manufacturers the RNAV policy in 1995, which demon- Aviation. The initial studies started in early 1996 strated that it would not be possible to and took around a year to complete, 6- RadioTechnical Commission for proceed as planned with the implemen- However, the late publication, in 1996, with JAA approval of GPS for use in en- Aeronautics tation of P-RNAV. However, it was pos- of the 1995 Federal Navigation Plan of route applications being secured in 7- Aeronautical sible to identify benefits to be derived the USA revealed that Omega would be November 1997. This presented a con- Information from B-RNAV as many more aircraft discontinued from September 1997. siderable implementation challenge. Circular already had the required capability and Low-cost RNAV systems using Air navigation service providers had to 8- Global the costs to the industry were much VOR/DME were no longer available and get approval from their regulators and Positioning System reduced. the GPS system was considered as an in some cases the use of GPS needed 9- European alternative. At the time the agreed poli- approval through the States’ legisla- Geostationary 8 Navigation Overlay The review also identified that the gains cy was that GPS could only be ture. To support this, the Agency Service from RNAV would require a uniform employed once EGNOS9 was available. developed a coordinated position on

68 the use of GNSS and supported serv- have been removed. The RNAV imple- RNAV systems, with the emphasis on ice providers by supplying the data mentation was also of importance to vertical control and required time of they needed for their safety cases. RVSM. The interface with the non- arrival. These capabilities could pro- RVSM area resulted in certain flight vide the basis for benefits to be Stakeholders needed to be given sup- levels having traffic operating in an achieved in the period leading up to port in the run-up to the 1998 imple- opposite direction in the RVSM area to SESAR/NextGen. However there are no mentation. It was important that they the traffic in the non-RVSM area. To agreed standards and it is vitally impor- were aware of the acceptance of the remove the risk associated with the tant that the 2015 requirements as well use of GPS and the need for adoption transition, uni-directional RNAV routes as the navigation system and specifica- of B-RNAV throughout en-route air- were created. tions for SESAR/NextGen be coordinat- space. An RNAV Seminar provided an ed globally. overview of the programme to all inter- B-RNAV is only the first step in the ested parties and helped to gauge the implementation of RNAV. There is The short timescales and the need to scale of the equipage challenge. It increasing pressure for RNAV in termi- achieve pan-European and trans- became clear that there were many nal airspace in order to improve oper- Atlantic coordination in defining, and operators who, in spite of AICs, the ations, to maximise capacity and to agreeing, the full navigation system seminar, advertisements and articles reduce environmental impact through requirements and then developing and in the aviation press, had not under- the optimisation of tracks and implementing the systems needed to stood the RNAV requirements or their Continuous Descent Arrivals. B-RNAV realise SESAR and NextGen in a timely impact on operations. To address this, is not suitable for such operations and and cost-effective manner provide a the Agency established a User P-RNAV has been enabled to achieve challenge for the coming years. ■ Support Team to maintain direct this. contacts with operators and manufac- Roland Rawlings, turers. This User Support Team contin- The Agency has contributed exten- Head of Navigation ues to provide support to operators sively to the new ICAO Performance now covering P-RNAV and, interest- Based Navigation (PBN) Manual which ingly, the team still responds to has incorporated both B-RNAV and P- requests for RVSM-related support RNAV, termed RNAV 5 and RNAV 1, in even after five years of implementa- the PBN Manual. The RNAV 1 defini- tion. tion has been closely coordinated with the FAA to ensure that operator B-RNAV: the first step approvals will allow RNAV operations in the implementation on both sides of the Atlantic and of RNAV potentially world-wide.

The benefits from B-RNAV were only The FAA and EUROCONTROL are realised as a result of the Route jointly developing specifications for Network Development Sub-Group of future RNAV systems, under the terms the Airspace Navigation Team. The of a Memorandum of Cooperation. group coordinated the development of These are initially concentrated on a the new route network across Europe, coordinated requirement for the 2015 taking into account the capability of B- period. It is clear that the change from RNAV. As a result, it has been possi- RNAV 1 (P-RNAV) to full 4D RNAV, ble to reduce capacity constraints and which both the European SESAR and improve the efficiency of the system US NextGen concepts of operation on a step-by-step basis. New routes have identified as necessary, is very have been introduced and the choke- large to achieve in a single step. In points caused by the previous need addition, a number of States are inves- for routes to overfly navigation aids tigating the capabilities of the latest

Skyway 46 - Autumn/Winter 2007 69 Airspace, network planning and navigation

Reducing the limits RVSM introduced across Europe

The introduction of reduced vertical separation minima (RVSM) in European airspace on 24 January 2002 was the biggest change to air traffic management on the continent in 50 years. Yet for a programme so vast – involving 41 States, around 6,000 air traffic controllers at 65 air traffic control centres and 2,300 operators of over 8,000 aircraft – it went amazingly smoothly.

As the RVSM Programme went live on 24 January 2002 from Finland to Tunisia and from Morocco to Belarus, air traffic controllers in all 41 States started allo- cating aircraft to the new flight levels using EUROCONTROL-designed sys- tems and procedures. The simultane- ous switchover happened smoothly, and traffic adjusted to the new stan- dards without undue delays.

Europe’s RVSM Programme saw the introduction of 1,000-ft vertical separa- tion minima instead of the traditional 2,000 ft between flight level (FL) 290 (29,000ft) and FL410 (41,000ft). By reducing the number of aircraft forced to share a given flight level, this change increased safety and, by allowing more aircraft to operate at their preferred flight levels and routes, reduced delays and fuel consumption while boosting capacity.

The move was necessary in order to cope with Europe’s ever-increasing Never before had the continent attempt- mum was introduced between FL330 traffic levels. Although traffic had ed such a huge programme involving and FL370 inclusive, and was extended slowed since the September 11 such a large number of players – aircraft a year later to between FL310 and attacks in the USA, it had consistently operators, air traffic service providers, FL390. Implementation across the grown over the previous 20 years, on regulatory authorities and aircraft manu- Pacific followed. average at 7.4% a year since 1980, facturers. While RVSM had been suc- and was still forecast to double by cessfully introduced elsewhere, never The RVSM Programme was implement- 2015 compared with 1998. RVSM was before had it been implemented on such ed at the behest of the air travel indus- seen as a key solution to tackle the a vast scale and in such a complicated try, following studies showing that growing delay problem and yielded airspace. RVSM was first introduced on a reducing vertical separation minima capacity benefits of 20% as early as trial basis across the North Atlantic in would be the best way to deal with summer 2002. 1997 when a 1,000-ft separation mini- increasing airspace congestion.

70 EUROCONTROL’s technical expertise tively. The fuel savings have also been technical performance and partici- and decades of experience in imple- substantial, leading to significant envi- pates in global forums concerned with menting complex pan-European pro- ronmental benefits in terms of reduced safety issues associated with RVSM. grammes, even across sensitive politi- CO2 and Nox emissions. The extensive monitoring infrastruc- cal barriers, made it the natural choice ture and expert evaluation team pro- to design and implement the RVSM RVSM today vide important technical performance Programme, which had been in serious information to many other RVSM preparation for European roll-out for Since the implementation of RVSM in regions of the world. three years. 2002, EUROCONTROL has operated the European Regional Monitoring On the occasion of the introduction of RVSM was launched on budget and on Agency (RMA) on behalf of ICAO in RVSM in 2002, Víctor M. Aguado, schedule, despite involving an ever- order to provide safety oversight of Director General of EUROCONTROL, increasing number of States (EURO- RVSM operations. made the following statement: “RVSM CONTROL at the time had 30 Member implementation demonstrates the States, but 41 States agreed to join in Through the operation of multilatera- Organisation’s ability to manage order to gain the benefits of RVSM). All tion-based height monitoring units, Europe-wide programmes and paves necessary air traffic control procedures the RMA has recorded over 5 million the way for EUROCONTROL to imple- were ready on time. The height-keep- height-keeping results on over 13,000 ment future capacity-enhancing pro- ing accuracy of over 10,000 aircraft aircraft. The RMA confirms that all air- grammes across the continent, even- was checked, and every aircraft using craft operating to RVSM rules are cor- tually leading to a single European RVSM standards was certified. The rectly certified and meet stringent Sky.” ■ controllers of all States concerned were technical performance requirements. trained and on schedule for implemen- Joe Sultana, tation. Moreover, the pilots and flight The RMA conducts annual safety Head of Airspace, Network planners of 2,300 operators were assessments into operational and Planning and Navigation trained and prepared.

RVSM has contributed to an annual average of €3.9 billion cost benefits for aircraft operators, mostly from delay reductions and fuel savings.

Benefits

Since its implementation, RVSM has contributed to an annual average of €3.9 billion cost benefits for aircraft operators, mostly from delay reduc- tions and fuel savings. The capacity of Europe’s upper airspace has increased up to 20%, helping airlines and other users meet rising demand more effec-

Skyway 46 - Autumn/Winter 2007 71 Airspace, network planning and navigation

FUA The flexible use of airspace

The EUROCONTROL Flexible Use of Airspace (FUA) concept celebrated its 11th anniversary on 28 March 2007. The following article looks at the origins and objectives of the concept and sheds some light on the concept’s future development.

A pan-European approach

In 1992 the EUROCONTROL Agency set up the Flexible Use of Airspace Sub-Group in order to support the Airspace and Navigation Team (ANT) with the development and implemen- tation of the Flexible Use of Airspace (FUA) concept in the short, medium and long term.

As a result, good work has been done in coordinating the extremely different national civil and military positions and bridging the gap between "experi- enced" States and States which still hesitated to introduce FUA proce- dures. In some States, such working arrangements even initiated civil/mili- tary cooperation for the first time.

The FUA concept has not only been successful at a high political level, but improved flight planning using a sin- routes and the establishment of com- also in practical airspace manage- gle source of available airspace infor- mon rules for their flexible utilisation. ment at national/sub-regional level, for mation by means of the national example with regard to the daily coor- Airspace Use Plans (AUPs) consoli- This improvement has been made possi- dination between adjacent States dated into a European Conditional ble thanks to the pan-European through a designated Lead Airspace Route Availability Message, known as approach taken by EUROCONTROL and Management Cell (AMC). CRAM. the effective participation of both civil and

Even though in some States the intro- The harmonised application of FUA, duction of FUA has not led to any sig- supported by EUROCONTROL refer- The application of the nificant changes in civil/military coop- ence documents (Handbook for FUA concept has led to eration at operational level, the estab- Airspace Management, Manual for improved civil-military lishment of day-to-day pre-tactical air- Airspace Planning, and Guidance space allocation (so-called Airspace Document for Implementation) has coordination, better Management [ASM] Level 2) has enabled the development of a more airspace management, actually been very positive since rational ATS route system across existing real-time coordination (ASM Europe, offering shorter routing along and overall a net gain Level 3) is now complemented by an increased number of conditional in airspace capacity.

72 military airspace experts of European States together with representatives from the aviation community.

The Single European Sky has recently further reinforced and harmonised the application of the FUA concept across the 27 EU States with the publication of Commission Regulation (EC) No 2150/2005 laying down common rules for the flexible use of airspace (23/12/05).

A long-standing and Permanent ATS successful civil/military route network cooperation in ATM before FUA in early 1990s From the very outset and throughout its implementation, the FUA has faced Permanent ATS Route challenges that have been overcome CDR 1: Permanently Plannable; through the willingness of all ECAC CDR 2: Non-Permanently Plannable; CDR 3: Not Plannable; Member States to cooperate in such a joint civil/military venture with the aim of producing more en-route capacity.

In the early 1990s, the existing civil ATS route structure was stretched almost to capacity. The obvious solution was to open up airspace designed for military use for joint civil/military use, with both Permanent ATS partners benefiting. route and CDR 1,2 & 3 – initial FUA application Conditional Routes (CDRs), planned in 1997 and used under specified conditions depending on their category (1, 2 and/or 3) according to their foreseen availability and flight planning possibil- ities, have been introduced to comple- ment the permanent ATS route network.

Substantial savings already made

The application of the FUA concept has led to a host of advantages: improved civil-military coordination, better air- Permanent ATS space management, more efficient route and CDR 1,2 & 3 – separation of Operational and General widespread Air Traffic, and overall a net gain in air- FUA application space capacity. in 2007 

Skyway 46 - Autumn/Winter 2007 73 Airspace, network planning and navigation

FUA The flexible use of airspace

Currently implemented in 33 ECAC whereas very little traffic is currently network performance monitoring, a States, FUA enables shorter routing, as planned on available CDR2s: 1% of the new set of military key performance well as allowing substantial savings in overall ECAC traffic (around 250 of indicators (KPIs) has recently been terms of fuel economy and a reduction some 25,000 flights each week day). developed to measure military benefits/ in carbon emissions. This in turn has For most flights the re-filing on CDR2 constraints in terms of mission effec- contributed to significant overall sav- was considered by the operators as not tiveness, airspace efficiency, flexibility ings for the air traffic management providing sufficient gains in terms of and extra costs. community every year since 1996. route shortening and for the remaining ones they were mainly affected by Air In order to reconcile sometimes contra- Although FUA implementation has Traffic Flow and Capacity Management dictory needs or concerns, an invento- been highly successful, there are (ATFCM) re-routings or Route ry of the current CDR network should nevertheless areas with scope for Availability Document (RAD) con- be conducted with the aim of establish- improvement. straints. ing useful routeing scenarios and con- sistency in CDR propagation. The expectations of Up to now, cost/benefit analyses have tomorrow’s airspace been made only for the airline commu- The enhanced FUA users nity, owing to the difficulties encoun- challenge for tered in assessing military operations forthcoming years The main results of a recent assess- and the associated costs. Following the ment of CDR network use show that Dynamic Management of the European One of the major challenges facing CDR1s are widely planned and used, Airspace Network (DMEAN) the implementation of FUA will be to capturing nearly 20% of the traffic, Programme, aimed at continuous ATM make use of European airspace in a

The concept of Enhanced FUA operations, as ATFCM ATS supported by the DMEAN Programme, is based on FMPs CFMU the urgent establishment of:

■ Shared airspace data repository enabling IFPS Aircraft WRITE WRITE operators

the access of all stakeholders to a standard READ READ source of accurate, consolidated and up-to-date Airspace data ATM information in real time and offering the repository

possibility of processing automatically consistent READ Airspace structure READ (AIP, NOTAM) digital information. Airspace availability (AUP, CRAM, RAD) ■ Flight planning assistance service, where ASM Level 3 READ Scenarios & modus READ ASM Level 1 required, providing a more comprehensive advice Operating operandi National WRITE Sector configuration WRITE authorities AIS services service to flight plan originators and possibly Capacity values (Mil. ATSU, ACC) proposing alternatives when a change occurs in Airport data (SID, STAR, RWY) the availability of a route.

■ Consistency in flight-plan data-processing READ to ensure that any airspace changes and/or WRITE ATFCM measure affecting flight plans are properly ASM Level 2 addressed and to guarantee the consistency/ National Airspace sharing of flight data on a “need to know” basis. Management Cells

74 Currently implemented ments, but also allowing other users’ ■ a dynamic, user-friendly airspace requirements to be accommodated. availability notification process, and; in 33 ECAC States, ■ an airspace data repository. FUA enables shorter Conclusion routing, as well as Designed to organise European air- The implementation of the FUA con- space in such a way that it is no longer allowing substantial cept currently focuses on civil/military constrained by national borders, the savings in terms of cooperation at national level. It is Enhanced FUA is an essential enabler fuel economy and moreover too dependent on the last- for the future implementation of minute resolution of specific airspace SESAR, thereby ensuring that the a reduction in problems and/or individual traffic situ- development of European air transport carbon emissions. ations at ASM Level 3, to the detriment from 2007 to 2020 is synchronised and of the day-to-day management at ASM integrated from research to opera- Level 2. tions. ■ more dynamic manner by enabling airspace allocation/re-allocation as Several activities have therefore been Zlatko Meic, close as possible to the time of initiated by EUROCONTROL to ensure Senior Airspace operations in order to accommodate the full application of current FUA pro- Management Expert changes in traffic situation and/or visions, to move ASM processes clos- user requirements. An equally er to the time of operation with more important challenge is to expand dynamic airspace management and airspace-sharing between the mili- lastly to promote enhanced coordina- tary of two or even more Sates, from tion between neighbouring States, current operations in Cross Border leading to a common approach to air- Areas (CBAs) to sharing existing space planning and management, temporary reserved airspace blocks thus ensuring a continuum of airspace deeper in the territory of another across Europe. State. This would, in tandem with more rational airspace utilisation, An overall action to improve the cur- facilitate the implementation of rent ASM/ATFM/ATC processes to future functional airspace blocks. ensure seamless FUA operations from strategic planning to tactical use has Enhanced Flexible Use of Airspace been recently launched with the will offer a larger choice of possible objective of improving current routeing options to satisfy the processes in order to allow for maxi- increased demand of civil aviation, mum exploitation of existing capacity. whilst allowing maximum freedom to This will be achieved through tangible the military community. improvements to the ASM process, with particular focus on: The added value of the dynamic air- space management process for ■ an enhanced standardised appli- airspace users is to ensure equi- cation of FUA (including terminolo- table treatment in the allocation of gy used) and increased awareness airspace and trajectories required at of the benefits; short notice and to allow users to ■ a CDR network designed to better make decisions based on better meet military and civil airspace awareness of the airspace status user requirements; preceding their decisions, therefore ■ clear roles and responsibilities accommodating their own require- within ASM and ATFCM;

Skyway 46 - Autumn/Winter 2007 75 Surveillance

Surveillance A decade of developments

The following article provides an insight into the surveillance area, EUROCONTROL’s strategies and key products. Just like all enabling technologies, surveillance is in constant evolution to meet changing operational requirements and contribute to the future concept of ATM.

Surveillance is one of the three basic The EUROCONTROL Surveillance tems. This strategy has underpinned enablers without which air traffic con- Division, known as SUR, through a ded- the basic architecture of surveillance trol would not be possible. Together icated task force comprising industry systems in every ECAC State and the with communications and navigation, and air navigation service providers, use of common products built to com- surveillance provides essential data to produced a common standard for sur- mon standards has significantly controllers to allow them to perform veillance. Entitled the Surveillance reduced the costs of the infrastructure. their tasks. Basically, surveillance is Standards for En-Route and Major the process of identifying an aircraft’s Terminal Manoeuvring Areas (TMAs), For the lay reader it might be useful to three-dimensional position in space. this document set the baseline require- just briefly describe each of the surveil- However, in today’s climate, position, ments that had to be achieved to pro- lance systems described previously. barometric altitude, flight identification vide a 5-nm separation service using (e.g. KLM 1234) and other air-derived PSR and SSR sensors. In support of Primary Surveillance data (ADD) are now essential data this standard, SUR introduced a Radar (PSR) extracted from the aircraft to help pro- Surveillance Appraisal Programme, in vide the necessary increased capaci- which every radar sensor in Europe PSRs have the very large rotating aeri- ty whilst maintaining safety standards. would be measured to ensure compli- als that are usually seen at airports or ance with the standards. Using special- on top of mountains where they can The surveillance infrastructure has ly designed software tools, data from provide coverage of up to 250 nm/ developed considerably over the last the sensors were analysed and, where 400 km. PSRs transmit very high- ten years. When the EATCHIP1 con- necessary, remedial action was recom- powered pulses which reflect back cept was introduced, surveillance mended. In this manner, a common from the aircraft fuselage and hence constituted a mixture of primary sur- level of surveillance performance was the range and bearing of the target can veillance radars (PSRs), secondary quickly achieved. be determined. PSR does not require surveillance radars (SSRs) using slid- any special equipment to be carried by ing window techniques, and SSRs The EUROCONTROL Agency also the aircraft and hence PSR is often using monopulse techniques. developed a Surveillance Strategy for used as a safety net in TMAs, just in Widespread introduction of ECAC2. This strategy recommended case the aircraft avionics fail during monopulse SSRs had provided a the transition away from sliding-win- arrival and departure manoeuvres. three-fold increase in accuracy and dow-based SSR towards SSR based on performance which allowed a 5-nm monopulse. It also included the new Primary radar is extensively used by separation service to be implemented emerging SSR development called civil, military, marine and meteorologi- over wide areas of Europe. EATCHIP SSR Mode S. The document has been cal agencies for surveillance. PSR is set out to harmonise and standardise updated to include the newer technolo- used within ATC for medium-range en- the surveillance components, thereby gies, such as automatic dependent route surveillance, terminal area sur-

1- European ATC providing widespread implementation surveillance–broadcast (ADS-B) and veillance, ground movement surveil- Harmonisation of high-performance equipment, built wide area multilateration (WAM). The lance and approach monitoring. Civil and Integration Programme to common standards and leading to a strategy laid down a roadmap for and military ATC often share radar more optimised infrastructure which development of radar data transmis- data and are major elements in the 2- European Civil Aviation could be constructed and maintained sion and also for surveillance display overall European aviation infrastruc- Conference at minimal cost. processing and data distribution sys- ture.

76 SSR Mode S is a development of SSR ly reduced, reflections are eliminated using the same interrogation and reply and the 24-bit address, together with frequencies, but the coded interroga- downlink of aircraft (flight) identity, tions contain a unique 24-bit address overcomes the problems experienced which ensures that all transmissions with inadvertent code swapping. are decoded by only one aircraft. A Mode S station also transmits conven- The SSR Mode S transponder is also a tional SSR formats in order to detect fundamental part of the Airborne SSR Mode-A/C-only aircraft as well as Collision Avoidance System (ACAS) Mode-S-equipped aircraft. SSR Mode installation. It provides all the transmis- S interrogation extract: sion and reception of ACAS messages between aircraft as well as providing ■ Aircraft identity – Mode A, flight traffic alerts and resolution advisory identity or tail registration. information to the ground. Secondary Surveillance ■ Aircraft pressure altitude in 100-ft or Radar (SSR and SSR 25-ft units, if the aircraft is appropri- Automatic Dependent Mode S) ately equipped. Surveillance-Broadcast ■ Air-derived data, known as down- Secondary Surveillance Radar (SSR) linked aircraft parameters (DAPs), Automatic Dependent Surveillance - operates by transmitting coded interro- to provide additional data to Broadcast (ADS-B) is a surveillance gations in order to receive coded infor- ground-based ATM systems and technique that allows the transmission mation from all transponder-equipped safety nets. of aircraft parameters, such as position aircraft, providing a two-way data link and identification, via a broadcast- on separate interrogation (1030 MHz) Because of its unique interrogation mode data link for use by any air and/or and reply (1090 MHz) frequencies. features, fruit and garble is significant- ground users. Aircraft fitted with an

Replies contain positive identification, either one of 4096 aircraft identity codes (Mode A) or aircraft pressure altitude reports (Mode C). These sys- tems are often called SSR Mode A/C. The cooperative concept ensures sta- ble received signal strength and con- siderably lower transmitted power lev- els than PSR.

Unfortunately, signals from aircraft that are in close proximity (less than 2 nm apart) tend to overlap, corrupt one another (garble) and occasionally split plots, and duplication of reports due to reflections do occur. In areas with high interrogator (and aircraft) density, numerous unwanted transponder replies are triggered owing to the nature of the Mode A/C interrogations. This results in high interference (fruit) levels.

Skyway 46 - Autumn/Winter 2007 77 Surveillance

Surveillance A decade of developments

SSR Mode S transponder (above) and the receivers are configured to provide Radar Message Conversion and connected to a satellite (GPS) source high-performance coverage of the Distribution Equipment (RMCDE) and an can determine their own position in approach, departure and airport sur- ATM Surveillance Tracker and Server space and broadcast this data to the face. (ARTAS). All these systems and sensors ground and to other aircraft. ADS-B are supported by a EUROCONTROL- messages are “squittered” which Wide-Area Multilateration (WAM) uses developed suite of analysis software to means sent automatically twice per the same principles but covers a much ensure that the system is functioning to second, and the messages are widely wider area for TMA or en-route purposes. its best ability (SASS). known as 1090 extended squitter (1090ES). These messages contain the 30 The RMCDE was initially developed to aircraft-derived position (usually in allow conversion of the fragmented data LAT/LONG, plus quality indicator) 20 transmission formats, used back in the 2 1 together with barometric altitude, flight early 90s, into the new European stan- identity and other aircraft-derived data. 10 dard for data exchange – ASTERIX. The

Aircraft use of ASTERIX (all-purpose structured 0 The transmission of the messages from y/NM EUROCONTROL surveillance informa- an aircraft is called ADS-B OUT whilst tion exchange) would remove the frag- the reception, processing and display of -10 mentation of formats, especially for inter- ADS-B messages by another aircraft is 34national exchange of radar data and -20 called ADS-B IN. ADS-B IN requires reduce the cost of distributing and extra facilities on the aircraft but allows receiving ASTERIX data. In addition SUR -30 an air situation picture to be displayed to -30 -20 -10 0 10 20 30 staff produced guidance documents for x/NM the pilot showing all the surrounding the exchange of data and in particular ADS-B-equipped aircraft. This display data exchange between civil and military can be used for new applications, allow- The multilateration systems use the mes- operators. ing situation awareness for safety (ATSA) sages to determine the three-dimension- leading to air situation assistance (ASAS) al position, but the WAM systems also The RMCDE systems have been very for spacing, separation and eventually have the capability to “open” the mes- successful in the harmonisation of data self-separation procedures to enhance sages to extract the additional informa- transmission. RMCDEs are operational at capacity and efficiency. tion such as ADS-B position, barometric 88 sites spread across 15 States. altitude and aircraft-derived data con- Wide-Area tained within. Surveillance-Display Processor and Multilateration (WAM) Server Systems (SDPS) have nothing to Thus WAM systems, using the ADS-B do with the collection of data from air- Multilateration is a system which uses a 1090ES messages, are now being used craft, but are essential for the processing number of receivers (usually three or to improve and develop airport surveil- of the data and its display for the con- four) to listen to any message transmit- lance. This is especially important in low- troller. Currently PSR and SSR data are ted on the 1090-MHz channel. These visibility conditions and is an extremely fused together to form a composite posi- messages could be SSR Mode A/C, useful by-product of Mode S transpon- tion report; as the new technologies were SSR Mode S, ADS-B 1090ES or ACAS. der carriage. introduced, the SDPS systems were Each receiver notes the exact time of updated to fuse the various sources of arrival and a central processor can per- Surveillance products data together to provide the controller form the mathematics and determines with the most accurate position data the position of the aircraft in relation to In support of the various surveillance available. the receivers. sensors, EUROCONTROL has devel- oped, in conjunction with its air naviga- The additional data derived from the Multilateration (MLAT) is usually associ- tion service provider stakeholders, a aircraft will be displayed to the con- ated with airport surveillance, where data-distribution system, built around its troller and will also be used to augment

78 the tracking functions, using the head- Liaison to a close, WAM deployment is just start- ing and speed information as an exam- ing. This continuous development in the ple. In addition, safety nets will be The EUROCONTROL Surveillance surveillance infrastructure needs experi- improved, thus reducing the number of Division has been intimately involved in enced, highly-motivated staff, flexible false alerts displayed to the controller liaising with numerous bodies in connec- enough to keep changing their skills and and enhancing safety. tion with the definition of surveillance stan- maintain the current levels of compe- dards. SUR is represented on the ICAO tence and knowledge. ARTAS has proved so successful that it Aeronautical Surveillance Panel and sev- is in use operationally in 19 ATC centres eral EUROCAE3 working groups for Mode What does the future hold? Well more of across Europe, with another eight sites S transponders, ADS-B, MLAT and WAM. the same. EUROCONTROL is investigat- currently in the pre-operational phase. Close coordination is maintained with the ing the development of cheaper, lower- ARTAS, being a multi-sensor tracker, FAA and their standard committees, and power systems to take over from PSR. can process data from almost all of sen- with RTCA4 and AEEC5. It is only through Such systems, based on military tech- sor types. It is currently being upgraded such close and cooperative activities that niques are either passive (WAM-like) to process data from WAM sensors too. standards can be discussed, written and systems or multi-static systems using approved. Global coordination is via new techniques and new frequencies, The Surveillance Analysis Support ICAO, but American, Canadian, Australian and will need new formats. Software (SASS) is a software toolbox and Japanese representatives work with developed by EUROCONTROL to EUROCONTROL to develop ADS-B stan- Operational requirements foresee the assess the performance of the surveil- dards through the Requirements Focus need for a light-weight, low-power lance infrastructure. It too has been Group. SUR works in close cooperation Mode S transponder, especially for use instrumental in providing a common with its military colleagues to ensure that in gliders, balloons and microlights. basis for performance analysis across future systems are acceptable and com- Such a device will have to be standard- Europe. It is used by over 120 users, patible with military requirements. ised and certified prior to deployment. including civil, military and industrial EUROCONTROL is actively involved in partners. In September 2003, SUR supported encouraging development of such a the ICAO Aeronautical Navigation device. Airborne Collision Committee 11 (ANC 11) held in Montreal. Avoidance Systems This was a key meeting to set the surveil- Work will continue to assess surveil- (ACAS) lance scene for the next 10 years. Global lance and ACAS requirements for the agreement was achieved for the intro- new breed of very light jets as well as The SUR Division has been instrumen- duction of a set of ADS-B applications unmanned aerial vehicles. tal in supporting, since its inception, the based on the 1090ES formats, and Wide- development of ACAS in Europe. Area Multilateration was recognised as a Developments in air-to-air communica- Sometimes called by its US product new surveillance contender. It is only tions with the advanced ASAS applica- name TCAS (traffic-alert and collision- through such high-level global agree- tions may require additional features 3- European avoidance system), ACAS is a last- ments that Europe’s approach and from surveillance sources. This will be Organisation for Civil Aviation resort safety net. It provides, in situa- strategies can be introduced and followed closely. Equipment tions where for whatever reason segre- embraced by the wider community. manufacturers gation provision has failed, manoeuvre Global acceptance of agreed standards Finally, the EUROCONTROL Surveil- 4- Radio Technical indication to the pilot to avoid a mid-air is absolutely vital for interoperability and lance Strategy has been embraced by Commission for Aeronautics or near mid-air collision. in order to keep the overall cost of the SESAR, and working with all SESAR global infrastructure as low as possible. stakeholders to realise the future con- 5- Airlines Electronic Implementation work was successfully cepts of tomorrow will be one of Engineering concluded in 2006 period. Nevertheless, Conclusion EUROCONTROL’s major objectives. ■ Committee work continues with the objective of implementing some significant TCAS II The surveillance area is in constant evo- Mel Rees, safety performance improvements. lution. As the Mode S Programme draws Head of Surveillance

Skyway 46 - Autumn/Winter 2007 79 Surveillance

Surveillance products and services

The following article looks at how the EUROCONTROL Agency has been leading the common development of surveillance products over more than a decade, contributing as a result to the harmonisation and integration of European air traffic control centre systems.

Surveillance data distribution and recording

In the late 1980s, EUROCONTROL together with Luxembourg, Belgium, the Netherlands and Germany started a project called “The Four States/EURO- CONTROL Integration Project” aimed at creating a homogeneous ATC environ- ment in order to increase the capacity in the region.

Within this framework, it was decided to implement a Radar Data Network – RADNET. The RMCDE (Radar Message Conversion and Distribution Equipment) system that was going to be used as a node for RADNET was specified and was developed, following an internation- al call for tenders in 1988.

RMCDE systems when interconnected In support of the various surveillance ARTAS, RMCDE, RRR and SASS-C are (either directly or via an underlying com- sensor technologies, the EURO- complementary products, designed to munication infrastructure) form an intelli- CONTROL Agency has developed operate in the same surveillance envi- gent logical network for the distribution together with air navigation service ronment. Typically, in an operational air of surveillance data (sensor, track serv- providers complementary compo- traffic control (ATC) environment (see er and sensor monitoring/control data). nents of the surveillance system chain Figure 1), ARTAS produces tracks from Such a network allows the use of any to be installed at air traffic control a surveillance sensor configuration available surveillance information by the centres. These comprise surveillance (radars, ADS, WAM, etc.) by process- ATC units connected for better cover- data distribution in the form of RMCDE ing reports received via the RMCDE, age, making optimum use of the com- (Radar Message Conversion and and possibly recorded by RRR. In such munication resources by data filtering Distribution Equipment) and RRR an operational chain, the quality of both and flow control mechanisms. (Radar Data Recording and Replay), the surveillance sensors and ARTAS surveillance data processing in the needs to be monitored. This is the role The RMCDE also converts legacy for- form of ARTAS (ATM Surveillance of SASS-C. Finally the sensor and track mats into ASTERIX (all-purpose struc- Tracker and Server) and surveillance information is distributed via the tured EUROCONTROL surveillance infrastructure analysis in the form of RMCDE to both local and remote sys- information exchange), the European, SASS-C (Surveillance Analysis tems, via a wide-area network (WAN) and de facto worldwide standard for sur- Support System for Centre). infrastructure. veillance data exchange, thus facilitat-

80 ing the creation of a harmonised envi- addressing the shortcomings of the cur- for technical analysis and evaluation in ronment. rent systems at a lower total cost of own- an ATC environment. It can also be ership, while fulfilling the requirements used together with SASS-C. Since the first development, a lot of for the future. improvements, both software and hard- The first RRR system was installed in ware, have been implemented in the In parallel with surveillance data distri- 1995. Currently 12 systems are in use RMCDE system to support new require- bution, it became apparent in 1994 that by 9 civil and military ATS organisations ments and to keep the system in line a system for long-term recording and in 8 States. Additional systems are with the technical evolution of the ATM replay of surveillance data was planned to be installed in a number of systems (support of Mode-S, ADS-B, required for evaluation and analysis States over the next couple of years. multilateration, exchange over IP, etc.). purposes. The Radar Data Recording The RMCDE can also be used stand- and Replay (RRR) system was speci- The users of both RMCDE and RRR are alone as a surveillance data front-end fied by a group of specialists and supported by EUROCONTROL, processing and distribution system. became another common development through the maintenance and support of EUROCONTROL. services provided by RIT (RAD- The first RMCDE systems were used NET/RMCDE Implementation Team) operationally in 1993. The concept Currently 88 RMCDE and CRF (Central Repair Facility). proved to be so successful that 88 sys- tems are currently in use by 20 civil and systems are in use by Surveillance military ATS organisations in 15 States. 20 civil and military ATS data processing Additional systems are planned to be installed in a number of States over the organisations in 15 States. Modern air traffic management next couple of years. Additional systems are depends on reliable and accurate sur- veillance data. Loss of surveillance Developed about 20 years ago, the cur- planned to be installed in data due to sensor failure in one part of rent version of RMCDE has reached the a number of States over the airspace can increase risk in the end of its life and needs to be replaced short term and create a major tempo- in the near future if we are to deal with the next couple of years. rary reduction in ATC capacity in a spe- increasing data communication require- cific volume of airspace. This can have ments. The specification of a new sys- a knock-on effect throughout Europe. tem, called Future Surveillance Data The RRR is designed for long-term con- The optimum use of all available sensor Distribution (SDD) system, is being dis- tinuous and on-demand recording and data and the system reliability and con- cussed in the context of the Surveillance replay of surveillance data (sensor data tingency arrangements provide the Data Distribution Requirements Forum, and processed/server data). It is used basis for improved safety.

Probability of detection assessment, Track analysis sensor performance SASS-C analysis, etc.

Surveillance Plots Plots Tracks RMCDE ARTAS sensors

Replay Figure 1: The Recording EUROCONTROL surveillance Recording RRR products in an operational environment

Skyway 46 - Autumn/Winter 2007 81 Surveillance

Surveillance products and services

ARTAS (ATM Surveillance Tracker and unit track coordination functions take Server) is the concept of a Europe-wide place, ensuring system tracking conti- ARTASARTAS 3 distributed Surveillance Data Proces- nuity. sing System (SDPS) which has been developed by the EUROCONTROL ARTASARTAS 1 At the very heart of each ARTAS unit, the Agency at the request of a number of Domain of cooperation tracker processes multiple surveillance service providers willing to improve and inputs to form a best estimate of the cur- harmonise the performance of their sur- ARTAS 2 rent air traffic situation, applying

veillance data processing systems in Domainn ooffin interestterest advanced filtering techniques (variable Europe. The development started in the update, interactive multiple model, joint early 1990s and is still evolving. It has Seamless integration: probabilistic data association, etc.). involved the concerted efforts of domains of cooperation After the tracker, the server distributes European surveillance experts including required sub-sets of the surveillance picture to various sub-systems of the ATC infrastructure, which are used either by ACC, approach, tower or remote-located civil or military ATM operational personnel. The server also carries out the inter-unit cooperation functions. ARTAS has well defined ASTERIX-compliant interfaces that enable and facilitate its integration into a larger ATM system solution.

ARTAS has proven so successful that it is in use in 19 ATC centres and tests are being run researchers and developers in industry traffic control units and other user and surveillance experts in national systems (e.g. the military, air defence at another 20 sites. authorities and the Agency. systems, flow management units, etc.) which are connected to the network. The current version of ARTAS installed What differentiates ARTAS from any at most user sites processes data from other surveillance processing system is In 1997, one authority decided to go primary, secondary and Mode S the overall concept of a distributed sys- operational with ARTAS. Ten years later, radars. In addition, the latest version tem, consisting of an assembly of identi- although the complete harmonisation of processes messages from the cal units which can all coordinate surveillance data processing within Automatic Dependent Surveillance- together to act as a single region-wide Europe is not yet complete, ARTAS has Broadcast (ADS-B) ground stations. integrated surveillance system. The var- proven so successful that it is in use in The next version of ARTAS which is ious surveillance sensors are connected 19 ATC centres and tests are being run under development will also process to a regional surveillance WAN and the at another 20 sites. wide-area multilateration and ADS-C units are also connected to this network. messages. Each ARTAS unit processes surveil- The system operates on the basis of lance data received on the network and defined blocks of airspace known as The evolution of the product is steered acts as a server providing continuous "domains", overlapping in case of adja- by the ARTAS User Group (AUG), tak- processed aircraft track data to the air cent units. In the areas of overlap, inter- ing into account the requirements

82 Surveillance

Surveillance products and services

SACSO, the SASS-C Support Office, is responsible for the support and maintenance of SASS-C for all ECAC users. Under the management of EUROCONTROL staff, this Agency service is supported by several sup- port contracts outsourced to industry. The evolution of the SASS-C product is steered by the SASS-C User Group (SUGCT).

Conclusion

The common development of surveil- lance products and the provision of activities outsourced to industry and recording and replay of surveillance centralised maintenance and support research institutes. This collaborative input data, as well as statistics and dis- services are in general justified by environment and the general independ- play of these data. resulting economies of scale for the ence from major ATC system suppliers Member States and efficiency as a established the necessary qualities for The Trajectory Reconstruction and means of systems harmonisation and SASS-C to quickly become a de-facto Analysis Suite (TRES) is the central suite possible further integration. The glob- standard among European States for of SASS-C V7, supporting the evaluation al success of the approach is demon- the analysis of traditional radars. of surveillance reports and tracks. It strated by the ever-increasing number implements upgraded 4D-trajectory of systems deployed and serviced Two generations of SASS-C software reconstruction capabilities and carries within the Member States. Further- currently coexist: SASS-C V6 is the last out extended functionality for computer- more, the technical value of the prod- evolution of “historical” software which aided investigation. The logical benefit ucts is now widely recognised, and was developed back in the early 1990s, of the better reconstruction implement- has generated a number of requests and is handling surveillance data from ed in TRES (compared to SASS-C V6 for use outside Europe. radar sensors (PSR, SSR, Mode S ele- algorithms) will be a better assessment mentary surveillance) in both a mono- of data accuracy. The level of commitment of the and multi-radar environment, and track- Member States to the EURO- ers. In 2003, it was decided to re-engi- The Surveillance Coverage Analysis CONTROL surveillance products is neer the system completely in order to Suite (SCAS) is a tool designed to clearly demonstrated by the number solve known deficiencies while prepar- assist in surveillance ground-station of systems they have already installed ing for required extensions for the next positioning, drawing multi-sensor or are planning to install in the near decade. This new SASS-C V7 version, coverage diagrams, and takes into future. ARTAS, RMCDE, SASS-C and which is close to completion, handles account terrain effects and communi- RRR constitute sound examples of and processes ADS-B and multilatera- cation load scenarios. success stories covering almost two tion data in addition to radar messages. decades of European cooperation. ■ The SASS-C V7 toolbox comprises a Finally, the simulator for multi-sensor set of four interoperable software suites analysis of realistic traffic (SMART) is a Jean Marc Duflot, Surveillance implementing complementary function- multi-sensor surveillance report simula- Products and Services Manager, alities, i.e. MAS, TRES, SCAS and tor, capable of generating PSR/SSR Costas Christodoulou, SMART. reports, Mode S reports (ELS and EHS), ARTAS Product Manager, ADS-B reports (ground-to-air, air-to-air Dimitris Doukas, The Multi-source Acquisition Suite and air-to-ground) and multilateration RMCDE/RRR Product Manager, (MAS) is the front-end suite of SASS-C reports from the simulation of various and Emmanuel Voet, V7 giving extended functionality for types of aircraft. SASS-C Product Manager

84 An effective safety net Airborne collision avoidance system

The following article explains ACAS – a key airborne safety net – and its role in improving safety in Europe’s increasingly busy skies.

In air traffic control, the safe separation Importantly, ACAS is designed to work ACAS II Standards and Recommended and sequencing of aircraft is essential both autonomously and independently Practices (SARPs) defined by ICAO. to the maintenance of public confi- of the aircraft navigation equipment and Therefore TCAS II version 7 is the dence in aviation. In consequence, the ground systems used for the provision equipment which is fitted to aircraft to continued growth of air transport means of air traffic services. When a risk of col- meet the ACAS II mandate in Europe. that proactive steps must be taken to lision is detected, it provides pilots with ensure that European ATM safety is not manoeuvre advice in the vertical plane TCAS II operations only maintained, but enhanced. to prevent a mid-air or near mid-air col- lision. Phase 1 of the ACAS II implementation For European airspace, the common has required the mandatory carriage policy for Airborne Collision Avoidance ACAS operates by interrogating the and operation of a TCAS II for large civil Systems (ACAS), agreed by all States, transponders of all aircraft in the vicini- aircraft since January 2000. However, requires the mandatory carriage and ty, through antennas mounted on the European experience of TCAS II opera- operation of an ACAS II for the majority top and bottom of an aircraft fuselage. tions commenced in the early 1990s, of public transport and cargo aircraft ACAS actually uses the Mode S when some categories of aircraft were (fixed wing and turbine-engined). To transponder to perform these transac- required, by the United States' authori- achieve this, an extensive pan- tions. Based upon the replies received, ties, to fit an early version of TCAS II for European implementation was coordi- it tracks the slant range, altitude (when flying in US airspace. This extensive nated and progressed by the EURO- provided) and bearing of surrounding operational experience resulted in mod- CONTROL ACAS Programme. The suc- traffic. ifications to TCAS II, culminating in the cessful completion of ACAS II imple- introduction of the mature equipment, mentation, in two phases, culminating The key to ACAS is that it functions TCAS II version 7, which is in wide- in March 2006, brought a very signifi- according to time criteria and not dis- spread service today. cant improvement to European ATM tance. Thus time to closest point of safety. approach (CPA) of the intruder is the Operational experience has shown main parameter. An advisory is trig- TCAS II to be highly effective, in partic- What is ACAS? gered when a range test and an altitude ular where both aircraft are equipped. test are both satisfied. These tests are This is because, when the intruder air- ACAS is an on-board aircraft system performed on each altitude-reporting craft is also fitted with an TCAS II sys- designed to improve air safety by target, every second. tem, both TCAS equipments coordi- reducing the risk of mid-air collision or nate their RAs through a data link, in near mid-air collision. It acts as a There are limitations – if an aircraft order to select a complementary RA safety-net system of ‘last-resort’. Two transponder does not provide an alti- direction. Therefore, it is very important types of alert can be issued: tude report, then an ACAS II cannot that the correct procedures are generate an RA. If an aircraft transpon- applied by the flight crew and that RAs ■ Traffic advisories (TAs), which are der is not serviceable, or not fitted at all, are followed as accurately as possible. designed to help the flight crew then that aircraft will be invisible to Safety studies show that responding acquire the intruder aircraft visually ACAS. inaccurately to an RA, failing to and alert them to be ready for a respond, or worse, if a manoeuvre is potential resolution advisory. The actual avionic equipment fitted to undertaken in the opposite direction to ■ Resolution advisories (RAs), which aircraft is known as a Traffic Alert and an RA, seriously degrades the safety are avoidance manoeuvres in the Collision Avoidance System (TCAS). benefit available from TCAS II. This is vertical plane provided to the flight TCAS II version 7 is currently the only the single most important factor affect- crew. equipment which complies fully with the ing TCAS II performance.

Skyway 46 - Autumn/Winter 2007 85 stemming from both the product users Surveillance analysed. SASS-C builds reference tra- and the Surveillance Strategy. Further infrastructure analysis jectories from the dataset to be potential developments include the analysed, and can then assess various fusion of reports from airport surveil- Also born in the late 1980s as a com- performance criteria against these ref- lance sensors, which will allow ARTAS mon development at the request of erence trajectories. The advantage of to become an indispensable gate-to- service providers, SASS-C (Surveil- the method is that the evaluation can gate instrument. A major difficulty is to lance Analysis Support System for ATC be carried out on opportunity traffic, ensure that ARTAS remains an up-to- Centre) is a software toolbox devel- which is a cheap way to perform evalu- date system and to respond in time to oped by EUROCONTROL to provide ations (cheaper for example than run- the challenges of the changing technol- standardised methods and tools for ning dedicated test flights). ogy. Continuous initiatives to success- assessing the performance of surveil- fully respond to these risks are perma- lance infrastructures. Now widely distributed to about 120 nently initiated and implemented. users, including civil and military air In general terms, surveillance data per- navigation service providers, R&D The maintenance (for approximately formance is assessed by comparing organisations and industrial partners, in 1.5 million lines of source code) and input data against a reference trajecto- most European States, SASS-C is typi- operational support of the ARTAS prod- ry. The core concept of SASS-C is that cally used to monitor the compliance of uct are carried out by the centralised such a reference is built from data pro- operational radar and trackers in terms ARTAS Maintenance and Operational vided by the surveillance infrastructure of nominal performance, and in particu- Support (CAMOS). The service is pro- itself, i.e. from the infrastructure to be lar those defined in the EURO- vided by Agency staff, supported by a CONTROL surveillance standard for contract with industry for maintenance SASS-C is now en-route and major TMAs. At the ATC and improvement of the software. centres, SASS-C is used to support the distributed to about periodical monitoring of the ATC centre In line with the EUROCONTROL safety 120 users, including surveillance systems' efficiency. and regulatory requirement framework Finally, on the industry side, SASS-C is (ESARR6 in particular), ARTAS is aim- civil and military air used to support the development of ing to comply ultimately with software navigation service radar and tracking systems. assurance level 3 (SWAL 3). Although the software is at present only SWAL 4, providers, R&D As for the other products, the develop- ARTAS' field record of reliability and organisations and ment of SASS-C is coordinated by robustness after ten years at the opera- industrial partners, in EUROCONTROL under the guidance tional sites is exceptionally high. and assistance of the European nation- most European States. al authorities, with most of the lifecycle The advanced design features, the sophistication of its algorithms, the continuous enhancement of its func- tionalities and its reliability are not the only factors of ARTAS success. Behind the system, ARTAS is a testament to the dedication, enthusiasm and collab- orative spirit of a large number of spe- cialists both within the Agency and from service providers – the users of ARTAS – who are collectively imple- menting and operating this essential element of the overall EATM technical infrastructure.

Skyway 46 - Autumn/Winter 2007 83 Surveillance

An effective safety net Airborne collision avoidance system

An effective safety net Closest point of approach (CPA) The primary means of ensuring separa- tion between aircraft is ATC, and safe- “Climb, climb” ty analyses are required to prove that “Descend, descend” an acceptable level of safety is Standard achieved. Each day ATC safely han- manoeuvre dles several thousands of aircraft flights within European airspace.

ATC radars commonly interrogate to Prohibited Standard obtain identity codes and altitude data, manoeuvre manoeuvre from aircraft transponders. These Coordinated radars normally have an update rate of resolution between 4 and 8 secs. Aircraft target advisories position data, and altitude data at 100ft, is then provided through a This has been underlined by some seri- issues, RITA2 shows on one screen, sophisticated radar processing sys- ous incidents, and in the Überlingen time-synchronised, the TCAS II dis- tem, to the controllers’ displays. mid-air collision it is known that one of play seen by the pilot, the radar dis- However, sudden vertical manoeuvres the aircraft made a manoeuvre which play seen by the controller, and the by aircraft might not be shown on con- was opposite to the RA issued. radio transmissions between the con- troller displays immediately, and alti- troller and the flight crew. tudes displayed from a manoeuvring Training aircraft sometimes lag the actual alti- Finally, a series of ACAS II safety bul- tude by several hundred feet. Clearly, training in the use of TCAS II is letins is being published, focussing on very important, both from the point of operational issues and using actual A ground-based safety net, such as view of the flight crew who need to operational incident data to illustrate short-term conflict alert, is often react to the alerts which are provided, and explain the issue and the appro- employed to alert controllers to a con- and also for the controllers who need to priate actions required. flict caused by an impending loss of apply the correct procedures when an incident occurs involving TCAS II. Training guidance material has been disseminated by ICAO, and in Europe also by the Joint Aviation Authorities (JAA). In addition, the EUROCONTROL ACAS Programme has provided guid- ance and advice on best practice. This includes the development and distribu- tion of a powerful computer-based training tool, which enables the opera- tion of TCAS II to be correctly under- stood within the context of air traffic The display management as a whole. This training of the tool is known as RITA2. computer- based training Using recorded TCAS II events cho- tool, sen for their relevance to training RITA 2

86 ATC separation between aircraft which space, in line with, and in some air- ATC. It is intended to provide an addi- might not have been observed. space environments, exceeding, tional layer of safety, as a last resort expectations from the safety analyses. when the primary separation system For collision avoidance, TCAS II infor- However, there are some aspects has failed, for whatever reason. mation is more accurate and up-to-date where performance can be improved. than the information displayed to the EUROCONTROL has taken the lead in In view of the need to ensure that controller. It interrogates all nearby air- developing and validating improve- TCAS II can provide an RA in sufficient craft transponders every second, and ments, and in vigorously promoting their time so that a manoeuvre would be can utilise altitude data provided at 25ft adoption. As a result, work finalising effective, and of its independence, it is intervals. The altitude data for own air- some significant safety performance inevitable that there will be some inter- craft is utilised at 1ft intervals. improvements to the TCAS II collision action with the ATC system. By careful avoidance system reversal logic, and choice of parameters relating to the Therefore, for aircraft in close proximity, revising the operation of one type of RA, generation of TCAS II alerts, that inter- the TCAS II knowledge of the vertical is now drawing to a conclusion. A new action has been minimised to an situation is much better than that of the version of TCAS II, known as TCAS II acceptable level. Minor operational controller. Version 7.1 will soon be released, incor- constraints do remain, but they are a porating these safety improvements. small price to pay in return for TCAS II sometimes triggers RAs when improved safety. In addition, in order to aircraft in proximity are climbing, or maximise the safety performance of descending, to a level which is sepa- ACAS is not intended to the ACAS safety net, airspace design rated by 1000ft. 1000ft vertical separa- replace the functions of and procedure development needs to tion has been in use for many years, a controller, and the take TCAS II performance into and in these circumstances controllers account. can find it difficult to understand why provision of separation TCAS triggers RAs when their job is between aircraft remains Finally, of course, it would be wrong to being performed correctly. However, consider that TCAS II is perfect – it TCAS does not know aircraft intent, on the primary responsibility cannot entirely eliminate all risks of col- purpose, since intent can fail to be of ATC. lision, and it does have limitations. achieved. For example, modern jet air- However, the system continues to be craft can sometimes climb or descend improved, and some important TCAS II at a rate of 5000ft per minute, or more. Conclusion safety performance enhancements are In these circumstances, 1000ft only being finalised. represents 12 secs flying time. If the ACAS II collision avoidance parame- aircraft failed to level-off, for whatever ters are not related to ATC separation Operational monitoring confirms that reason, 12 secs is too short an interval minima. It will neither provide warning the widespread use of TCAS II, in for avoiding action, in response to an of a loss of standard ATC separation, accordance with appropriate proce- RA, to achieve an acceptable minimum nor will it necessarily prevent aircraft dures, enhances flight safety signifi- separation distance. Of course, it coming close together. Therefore, it is cantly. ■ should be remembered that a signifi- essential that ATC procedures and sys- cant proportion of RAs do not require tems are designed to provide accept- John Law, an aircraft to deviate from its ATC clear- able levels of safety without resorting to Mode S and ACAS ance. These RAs are compatible with any reliance upon the use of an air- Programme Manager ATC scenario and effectively reinforce borne collision avoidance safety net. an ATC clearance. ACAS is not intended to replace the Operational monitoring and experience functions of a controller, and the provi- shows that TCAS II has provided signif- sion of separation between aircraft icant safety benefit in European air- remains the primary responsibility of

Skyway 46 - Autumn/Winter 2007 87 Surveillance

Mode S A new generation of surveillance

The following article reports on the development and implementation of Mode S – a major step forward in surveillance technology. Offering improved surveillance data capability, efficiency and safety, and with surveillance capacity to handle the increasing traffic demand of the foreseeable future, Mode S will be soon a reality in Europe.

Background interrogation, will not only enable proba- selective and addressed interrogations bility of target detection to be main- with the aircraft within its coverage. While primary and classical Mode A/C tained at an acceptable level, but also secondary surveillance radar have per- improve the quality and integrity of SSR Mode S is being introduced in two formed well over the years, in high- detection, identification, and altitude steps. traffic density airspaces the existing reporting. These improvements translate Secondary Surveillance Radar (SSR) into benefits in terms of safety, capacity The first implementation stage is known stations are reaching the limit of their and efficiency, which are essential to as Mode S Elementary Surveillance operational capability, and to compound support future ATM needs in Europe’s (ELS). It will present the controller with the problem, radio frequency (RF) pollu- high-traffic density airspace. a better surveillance picture by: tion is also increasing. These radars’ surveillance performance will not sup- What is Mode S? ■ eliminating synchronous garble; port the air traffic management (ATM) ■ providing improved tracking through needs generated by the continued Simply put, a traditional secondary sur- greater data integrity and precision; growth in traffic. In Europe, in an veillance radar regularly interrogates all ■ providing enhanced vertical tracking increasingly challenging and high traffic aircraft within its range, whereas a Mode through the provision of 25ft altitude density surveillance environment, the S radar station, using ground-station reporting increments; use of Mode S radars, with selective interrogator codes (ICs), establishes ■ enabling system acquisition of flight identity; ■ alleviating the shortage of Mode A codes.

The locked out target replies only to Target is acquired and locked out to IC=x The second step is known as Mode S selective interrogations from IC=x Enhanced Surveillance (EHS). This builds on the concept of Elementary Surveillance and brings in the identifica- tion of further aircraft parameters such as speed, heading, vertical speed and selected altitude, known as downlink air- All-calls are Selective Selective used to acquire Surveillance All Call Surveillance craft parameters (DAPs), as illustrated in Mode S targets Interrogation No reply Interrogation Figure 2. This will increase safety by entering Mode S (Roll Call) (Roll Call) reducing workload and the possibility of coverage radio communication misunderstand- ings.

Mode S Ground Sensor A, IC = x Figure 1: Mode S selective interrogation principle

88 Figure 2: Mode S enhanced surveillance ICAO 24 bits Aircraft Address

Downlink Aircraft Mode S Selective interrogation States implementing Mode S, were Parameters (DAPs) Transponder necessary to ensure a coherent and SSR Mode S Sensor coordinated installation programme. These extended until March 2007. Secondary After this date, with a few specific Radar DLH655 A 1234 exceptions, aircraft required to fit

370 303 - 355 DAPs 390 ATC Radar ASTERIX Cat 34+48 Mode S transponder equipment must Tracker and Server now be either Elementary- and/or Speed Headling

Selected FL Enhanced-Surveillance-compliant, as Primary Controller Radar Interrogator-Code applicable. Now, however, more than working position 80 civil and military Mode S radars are operational in Europe, and a very high percentage of flights in core Europe are now undertaken by aircraft which EUROCONTROL Mode S development of EUROCAE1 specifica- are Mode S ELS and Mode S EHS Programme tions and ICAO standards. Support is compliant. also given to the European Aviation The Programme is coordinating the Safety Agency (EASA) and the National Within the Mode S Programme, the fol- introduction of Mode S technology Airworthiness Authorities (NAAs) in the lowing States and service providers are among a number of participating development of Mode S airworthiness, implementing Mode S ELS: Belgium European States, whose airspace com- equipment carriage, and certification (Belgocontrol), France (DSNA), prises much of the highest-density air- requirements. Finally, EUROCONTROL Germany (DFS), Luxembourg (LAA), space in Europe. Through the allocates the II and SI interrogator codes Netherlands (LVNL), Switzerland Programme, EUROCONTROL provided that are used by the Mode S stations. (Skyguide), United Kingdom (NATS) participating States and air navigation Because there are only 15 II codes and and EUROCONTROL Maastricht Upper service providers with common tools to 63 SI codes, these are managed cen- Area Control Centre (MAS UAC). In enable the implementation of interopera- trally through EUROCONTROL’s Mode addition, service providers in other ble Mode S ground-station designs. S II Code Allocation Cell. States (e.g. Italy, ENAV) are also pro- These include operational guidelines gressing extensive Mode S radar instal- and procedures, system implementation Of course, the operational introduction lation programmes. concepts and safety assessments and of Mode S has not been without prob- the delivery of interface specifications to lems. Air navigation service providers’ However, even before ELS is fully intro- ensure interoperability. ground radar installations were duced, the Mode S radars now opera- delayed by earlier technical problems tional are providing improved surveil- In addition, performance-monitoring with the pre-operational development lance quality, although their operation in tools are being made available, and a stations. Similarly, Mode S transponder pure Mode S mode is currently restrict- coordinated airborne monitoring project installations of many aircraft operators ed due to functionality issues identified has been established to track the instal- were delayed due to several issues, with certain Mode S transponders. lation progress of Mode S transponders including late availability of certificated on the aircraft fleets, and to confirm the transponder equipments, service bul- Unlike the need for a cohesive opera- functional performance of the airborne letins and supplemental type certifi- tional introduction of Mode S ELS, 1- European equipments. Specimen Aeronautical cates. Transitional arrangements, man- Mode S EHS can be introduced as Organisation for Civil Aviation Information Circulars are developed as aged by the Programme on behalf of soon as the ground infrastructure is in Equipment necessary, and support is given to the the civil aviation authorities of the place. The following States and service manufacturers

Skyway 46 - Autumn/Winter 2007 89 Surveillance

Mode S A new generation of surveillance

providers are implementing EHS in EUROCONTROL is achieved, there will be complete major TMAs and in en-route airspace: Maastricht UAC: double Mode S coverage. This would France (DSNA), Germany (DFS), Mode-S operational also be the first time a military radar will United Kingdom (NATS) and EURO- experience play such an important role in estab- CONTROL Maastricht UAC. lishing the required minimal double After modifications to the controllers' radar coverage for civil ATM. In a pioneering initiative taken by the display system and operational evalua- UK National Air Traffic Services tions during 2006, Maastricht UAC Operational integration tests started in (NATS), Mode S Enhanced Surveill- declared Mode-S Elementary Surveil- 2006 and Maastricht UAC took an ance downlink aircraft parameters are lance (ELS) operational in 2007. active role in the coordinated evalua- now in operation in the London TMA. Downlinked aircraft identification is tion work, by several service providers, This is providing a number of efficiency displayed on request to controllers to validate downlinked aircraft identifi- and safety benefits. For example, (Figure 4). cation. Flight crews were informed downlinked selected altitude values are when aircraft identification was incor- displayed to controllers, thus offering Currently Maastricht UAC achieves rect, and requested to correct the data the potential to reduce the number of double Mode S coverage for almost all input. Since the start of the validation level-bust incidents by providing a of its area of responsibility. The radars work, the percentage of correct down- visual clue that a level bust could used are in: Schiphol (LVNL), Bertem linked aircraft identification has occur. (Belgocontrol), Nordholz (DFS), improved markedly, and is now at 94%. Deister (DFS), Schmooksberg (DFS), Further significant improvement will be Figure 3 illustrates the vertical stack list Neunkirchener Höhe (DFS) and achieved following the rectification of tool display, showing the downlink St. Hubert (Belgocontrol). some technical issues with the parameter 'selected altitude' in the right transponders installed on some air- hand column of the vertical stack list However, it is also planned to use data craft. window, and in the label blocks on the from the Royal Netherlands Air Force radar display. Leeuwarden Mode S radar. When this It is quite clear that this exercise has been effective in helping to raise awareness among aircraft operators that the downlinked Mode S data is now being validated and used opera- tionally by air navigation service providers. A similar approach has been followed by DFS and Skyguide. All these validation exercises have been underpinned by direct action by the Programme with the European Aviation Safety Agency (EASA), nation- al regulatory authorities, aircraft opera- tor associations and aircraft operators.

The path chosen by Maastricht UAC steadily builds up the usage of Mode S Figure 3: Holding ELS capabilities. It also envisages the pattern operational implementation of Mode S management - EHS data on the controllers' displays in UK NATS vertical stack 2008. This planned and measured evo- list tool, lutionary approach to the operational © UK NATS using EHS introduction of Mode S enables valu-

90 Figure 4: Maastricht UAC – downlinked aircraft identification is displayed on request to controllers able Mode S operational experience to data input by flight crews. In parallel, Europe, a number of implementation be gained, whilst at the same time per- work is progressing to achieve the issues have been identified. These are mitting time for rectification of identi- operational introduction of Mode S being addressed methodically, yet fied technical problems with some EHS data. This is expected to reduce aggressively, through active monitoring transponder types. controller workload, improve efficien- of the airborne environment, in close cy, and enhance safety, e.g. by cooperation with service providers and For Maastricht UAC, it is clear that improved manoeuvre recognition in via coordinated action with EASA and Mode S surveillance technology will short-term conflict alert. national regulatory authorities. provide clear operational benefits, per- mitting flight plan correlation directly Conclusion Mode S is now being introduced in based on the downlinked aircraft iden- Europe, and even although not yet fully tification. However, before this ELS Mode S, offering improved surveillance operational, it is already providing operational improvement can be fully data capability, efficiency, and safety, improved surveillance for the handling exploited, it is necessary to further and with surveillance capacity to han- of air traffic safely and efficiently in reduce the current percentage of dle the increasing traffic demand of the high-density airspace. ■ incorrect downlinked aircraft identifica- foreseeable future, will soon be a reali- tion, whether this is due to technical ty in Europe. As the implementation of John Law, Mode S and ACAS transponder problems or to incorrect Mode S has gathered speed across Programme Manager

Skyway 46 - Autumn/Winter 2007 91 Surveillance

CASCADE Surveillance moves into the digital age

Launched in 2004, the CASCADE Programme aims to coordinate the implementation of ADS-B across Europe. It is doing so by supporting the certification efforts of airlines and other airspace users and it has pioneered a new way of conducting international standardisation.

For the last half century radar has been the only kid on the block in ATM sur- veillance – the only means to provide controllers with an accurate picture of the situation in the air. Recently this has begun to change and new tech- niques like multilateration and Automatic Dependent Surveillance – Broadcast (ADS-B) are being intro- duced. Both techniques are less costly and easier to maintain than radar.

Multilateration has the advantage that it requires no airborne equipment upgrades: it works with all currently available transponders. ADS-B requires less equipment on the ground and gives greater precision, but requires a modern transponder cou- pled with a GPS on board the aircraft. The biggest advantage of ADS-B is that it is also suitable for air-to-air surveillance, which is key to every future ATM concept. cast their identity, satellite-derived transponders or, in some cases, an The CASCADE Programme was position, altitude and velocity. This sig- upgrade of the transponder. As ADS-B launched in 2004 with the objective of nal can be captured on the ground and stations do not contain moving parts, coordinating the implementation of used as the sole means of surveillance their maintenance is easy and they can ADS-B in Europe. CASCADE is or in combination with radar or multilat- therefore be located in areas where constantly exploring how this can be eration. It can also be captured on radars are difficult to maintain. done in an innovative way: it has intro- board by adjacent aircraft and be used duced a collaborative approach to val- to increase the situational awareness of The implementation of ADS-B in idation, it is currently supporting the aircrew about surrounding ADS-B- Europe requires promotion of global certification efforts of airlines and other equipped traffic. standardisation, development of oper- airspace users and it has pioneered a ational procedures, preparation of new way of conducting international ADS-B ground stations are cheap com- generic safety, security and business standardisation. pared to radars and can be deployed cases, support for regulation and in smaller numbers than those needed assistance to service providers and ADS-B is a surveillance technique for multilateration. However, ADS-B airlines to reach a state of operational whereby aircraft continuously broad- requires certification of existing readiness.

92 Today any aircraft may be required to mentation, explains their success. So deploy ADS-B together with Wide Area 1- European fly all over the world and must be com- far, 14 service providers have opted for Multilateration (WAM) for the surveil- Organisation for Civil patible with all the ground installations this path towards ADS-B implementa- lance of low-level helicopter operations Aviation it encounters. The standardisation of tion. in the North Sea. No doubt others will Equipment manufacturers the applications (the ways in which follow. ADS-B can be used) and the equip- CASCADE accelerates airborne certifi- 2- Radio Technical ment on board aircraft are therefore cation through an airline pioneer proj- All of this is only the first step, i.e. Commission crucial. EUROCAE1, the RTCA2, the ect in which the programme helps air- ground surveillance. CASCADE is also for Aeronautics 3 FAA and EUROCONTROL have set up lines to obtain airworthiness approval working on the use of ADS-B for air- 3- Federal the Requirement Focus Group, a spe- for existing ADS-B equipment. In most borne surveillance, also called ADS-B Aviation Administration cial working arrangement, to conduct cases this equipment is currently certi- IN. Airborne use of ADS-B will first ven- this work. Airservices Australia, NAV fied only on a non-interference basis. ture into air traffic situational awareness CANADA and the Japanese Civil Therefore, to be ready for operational (ATSAW), providing the pilot with a pic- Aviation Board also contribute, as does use, full certification needs to be com- ture of the surrounding ADS-B traffic. A industry. pleted. Eleven airlines have joined the first practical implementation of this is first wave of pioneers with a total of likely to be In Trail Climb, an application over 200 aircraft. Seven more airlines that allows aircraft to climb through Eleven airlines have joined the second wave, bringing the each others’ levels whilst crossing the total number of participating aircraft to Atlantic Ocean, something that is joined the first wave of more than 400. Together they will gen- extremely difficult in today’s environ- pioneers with a total of erate more than 300,000 flights per ment. The fuel savings made possible over 200 aircraft. year over Europe and allow all ground by this application are so significant sites to be validated using certified air- that this factor alone would justify Seven more airlines craft, i.e. aircraft with a ADS-B perform- equipping all transatlantic flights with joined the second wave, ance which is known to be good. ADS-B IN. bringing the total The key now lies in bringing the air- All such work is conducted by a mixed number of participating borne and ground pre-operational team with operational, technical and infrastructures together and in leading economical backgrounds. It was not aircraft to more than 400. the decision-makers to the conclusion love at first sight, but rather a “marriage that ADS-B is indeed a viable surveil- of convenience”. We all understand lance technique that has its advan- that we need this mix of expertise in To foster the implementation of ADS-B, tages and is ready for implementation. order to successfully implement new CASCADE has launched a number of The recent adoption of the regulatory technologies, but putting this into prac- projects in which air navigation service approach for the surveillance perform- tice sometimes proves a little more providers team up with industry and air- ance and interoperability implementing difficult. What started as reasoned lines to conduct first technical valida- rule, including a mandate for 1090 cooperation has grown into mutual tion and later pre-operational trials in Extended Squitter (ADS-B OUT), which respect and finally into the good work- which pilots and controllers can experi- received overwhelming support from ing relationships that are the basis of ence how ADS-B can satisfy their sur- the airspace users, is a clear sign that any successful team. ■ veillance requirements. This makes part of the aviation community has end-to-end validation (from source to reached that conclusion already. So Alex Wandels, user) possible and allows participants have air navigation service providers CASCADE Programme Manger to prepare for operational implementa- such as the FAA, NAV CANADA and tion. These "CRISTAL" projects min- Airservices Australia. In Europe, imise investments and maximise the Luchverkeersbeveliging Nederland benefits for all parties. This, together (LVNL), the Dutch service provider, is with their focus on operational imple- the first to come up with a clear plan to

Skyway 46 - Autumn/Winter 2007 93 ATC applications and systems

Integrating ATM operations

The EUROCONTROL Agency has over the years developed opera- tional requirements for various aspects of ATM, including flight data processing and distribution, airport data processing and air/ground data communications services. These are adaptable and scalable to the requirements of all users and areas of European airspace.

Background

One common thread passing through the last ten years of the existence of the Air Traffic Services (ATS) Division and its predecessors is the fact that while the Division's name may have changed on several occasions, the Operational Requirements and Data Processing Team (ODT), comprising stakeholders from air navigation serv- ice providers, the EUROCONTROL Experimental Centre (EEC), the industry and military organisations, has together with the ATS staff driven an exciting period of ATC develop- ment.

In the first part of the decade the ODT and the Division worked together to produce the EATCHIP1 III Operational Concept, which set the scene for ATS development in the following decade.

The Concept described the way con- trollers and pilots could benefit from ■ Arrival and Departure Management, EATMP – programme system support, automation and (AMAN/DMAN), approach improvements in flight-data process- ■ Monitoring Aids (MONA), ing. The work focused on supporting ■ Safety Nets (SNET), Under the EUROCONTROL European EATCHIP Operational Requirements ■ Conflict Resolution Advisor (CORA), ATM Programme (EATMP), the Air and Specifications to be used by those ■ Air Ground Data Link (AGDL). Ground Cooperative ATS (AGC) and service providers and industry when Automated Support to ATS (ASA) acquiring or upgrading new systems in These specifications have been used Programmes were responsible for the the following domains: by the ATC supply industry and service validation of air/ground data link and providers to create the current genera- controller support tools respectively. In ■ Civil/Military coordination, tion of ATC systems now being the process, the Division established the ■ On-Line Data Interchange (OLDI) deployed across Europe. Working de facto baseline for required functional- and System Supported Coordination closely with the EEC, the Concept was ities in current and future ATC units. 1- European ATC (SYSCO), validated by means of real-time simula- Harmonisation ■ Medium-Term Conflict Detection tions from 1997 to 2003, involving con- The Operational Development of Initial and Integration Programme (MTCD), trollers from all over Europe. Air/Ground Communication (ODIAC)

94 Task Force, comprising controllers and time, a number of real-time simulations the launch of the European FDP pilots, produced the first Operational involving controllers from across (eFDP) Project with service providers Requirements for Air Ground Data Link Europe, based at the EEC, have from the UK, France, Spain and where validation under Preliminary proved the benefits of safety nets, sys- Germany aimed at common require- EUROCONTROL Test of Air/Ground tem-supported coordination and con- ments and joint procurement, although Data Link (PETAL) trials were undertak- flict resolution advisors. stopping short of this final aim, made a en at Maastricht UAC. This success significant contribution to subsequent was closely followed by close coopera- OLDI standard collaborative FDP projects such as tion with the Federal Aviation Authority iTEC (AENA, NATS and DFS) and (FAA) and American Airlines, who con- The OLDI standard, which emerged COFLIGHT (DSNA, ENAV and ducted their own validation of from early work in France and the 4- Skyguide). air/ground data link in Miami up until States (Benelux and Germany), was 2003. This work gave rise to the cre- adopted and is maintained by the ATS Following eFDP, ATS focused on ation of the LINK2000+ Programme in Division through ODT working improving flight data interoperability 2001. arrangements. The formal standard is based on the concept of the Flight recognised in European Community Object, the principle being that a sin- ATS staff have also played a key role in legislation and is gaining worldwide gle logical Flight Object is created for creating the EUROCAE/RTCA2 stan- acceptance and application. It now each flight, and then updated and dards for the operation of CPDLC in forms the basis for one of the Single shared by all stakeholders to ensure continental airspace. These standards European Sky (SES) interoperability consistency. Starting in 2002 a series are used by the LINK2000+ Programme regulations for the coordination and of interoperability requirement docu- as its baseline. transfer of flights between ACCs. ments were produced, followed by the Deployment is already widespread – formal definition of a Flight Object the automation of flight data transfer model in 2006. This model is now The automation of has led to reductions in controller and being used as the basis for the inter- support staff workload and improved operability between the next genera- 2- European flight data transfer has Organisation for led to reductions in cost-efficiency across the whole of tion of Flight Data Processing sys- Civil Aviation Europe. tems, with a formal European standard Equipment manufacturers/ controller and support due to be developed in 2009. Further Radio Technical eFDP to FOIPS3 work is planned, starting with a study Commission staff workload and for Aeronautics to determine how to integrate CFMU improved cost- Collaboration during the last decade systems with the new FDP systems 3- Flight Object Interoperability efficiency across the on operational requirements for Flight using the Flight Object, and further Proposed whole of Europe. Data Processing (FDP) systems and work is planned under SESAR. Standard

ASA controller tools have also become known and widely accepted as the basis for development not only in Europe but across many parts of the ATC world. Validation of tools included close collaboration with service providers, i.e. shadow mode trials of MTCD and MONA at Malmo, Rome ACC and Maastricht UAC from 2001 to 2003 in cooperation with the EEC, real-time simulation of Departure Management with LFV and latterly shadow mode trials with Belgocontrol within the framework of the Airport

Operations Programme. At the same © skyguide

Skyway 46 - Autumn/Winter 2007 95 ATC applications and systems

Integrating ATM operations

Human-machine Safety TMA2010+ interface Shortly after the Überlingen accident, The TMA2010+ Project was launched The demonstrations and guidance the High-Level European Action Group in 2005 to tackle TMA4 issues, in a material provided to service providers for ATM Safety (AGAS) elaborated a cross-domain, coordinated initiative. and industry by the Division in the field number of strategic safety improve- This coordinated enterprise, lead by of human-machine interface (HMI) has ment actions. ATS took charge of one ATS, involves several EUROCONTROL manifested itself in every ACC in Europe of them, namely to develop standards domains and also major external serv- which has acquired a new ATC system and guidance material for ground- ice providers and industry – represent- in the last five years. The recognition by based safety nets. The work is current- ing both ground- and air-systems. the HMI Team that an easy and intuitive ly ongoing in the framework of the interaction between controllers and the European Safety Programme (ESP) and The project’s main aim is to maximise, ATC systems is fundamental to the has already led to a EUROCONTROL in the short term, the benefits that can acceptance of new system support and specification for short-term conflict alert be achieved with existing initiatives – that there is a need for local customisa- for Europe-wide implementation by the such as P-RNAV, airspace design and tion have been particular strengths of end of 2008. CDAs5 – and to do so in high-density the work conducted in ATS. operations. It intends to do this by The work for the devel- developing the support systems need- Support to other ed to enable this type of advanced programmes opment of standards arrival management. and guidance material During the last ten years, the Division SESAR has been able to contribute not only to has already led to a its own work but also to activities driven EUROCONTROL The EUROCONTROL Agency, through by other Domains or Programmes. It is the ATS Division, is now preparing to noteworthy that it has been instrumen- specification for take a leading role in the framework of tal in supporting the advancement of short-term conflict alert SESAR in order to bring clarity and Mode S, RVSM, 8.33 and DMEAN and detail to the Operational Concept and in improving the interfaces with air- for Europe-wide the subsequent Operational space management, air traffic flow implementation Requirements, Specifications and management and airports. Standards that will be needed in the by the end of 2008. coming years. Participation in the defi- First ATC Support tools nition and scoping of the Concept vali- Implementation (FASTI) Implementation is supported by com- dation, working closely with the EURO- Programme prehensive guidance material, includ- CONTROL Experimental Centre and ing new Safety Regulation Commission SESAR stakeholders, will be essential Following many years of development, (SRC) policy positions with supporting to translating the Concept from paper MTCD, MONA and SYSCO form the rationales. Also the longer-term to reality. ■ basis from which the FASTI enhancement of safety nets is being Programme, created in 2005 and now addressed. A noteworthy milestone in Pascal Dias, part of ATS, aims to speed up the that context was the Short-Term Head of ATC Applications & deployment of these tools across Conflict Alert (STCA) and Airborne Systems, and Chris Brain, Europe to ensure that improvements Collision Avoidance Systems (ACAS). ATC Applications and System are achieved across the European net- An Interactions and Interoperability 4- Terminal work. Its work is expected to be com- Workshop earlier this year helped set Control Areas plete by 2012, forming a baseline for out the roadmap towards an overall, 5- Continuous future SESAR development (see later coordinated concept for airborne and Descent Approaches article on page 101). ground-based safety nets.

96 The PHARE Programme Laying the foundations for future standards

Completed in 1999, PHARE was an unprecedented collaborative research programme which paved the way for many of the operational improvements identified today by SESAR for tomorrow’s ATM system.

The Programme for Harmonised ATM Research in EUROCONTROL (PHARE) was a collaborative research pro- gramme within Europe, whose purpose was to investigate advanced air traffic management (similar to the ICAO Future Air Navigation System panel concept, FANS). Through a series of demonstra- tions, it aimed to provide validated options for use in the definition of the future European ATM system (EATMS).

This concept was based on an environ- ment in which all existing and planned aircraft trajectories were known to both airborne and ground systems in four dimensions (i.e. including time). Data link was used for the exchange of data between ground air traffic control sys- recognised the potential of the PHARE research resources from a number of tems and airborne 4D flight management concept, but also realised that it would European research establishments and systems to ensure consistency. lead to considerable changes in their national authorities, combining their air roles. In particular it tends to reinforce traffic control and aeronautics experi- The objective of PHARE was to organise, planning rather than executive tasks. ence to mount a comprehensive and coordinate and conduct studies and Real-time trials on a variety of sectors coordinated research programme. This experiments to prove and demonstrate showed increases of traffic throughput was the first occasion in which Europe the feasibility and merits of such a future and/or improved accuracy, while main- managed to cooperate in an extensive air/ground integrated air traffic manage- taining an acceptable level of controller ATM research programme and demon- ment system in all phases of flight. The workload. strate its capabilities to a worldwide audi- programme started in 1989 and was ence. completed at the beginning of 1999. The programme results have given a clear indication that 4D trajectory man- The basic PHARE agreement served as PHARE did not address the engineering agement is an important contribution to the framework for a series of separate design of a future system, nor its physi- the future of ATC, paving the way for agreements on specific projects that cal architecture, pre-operational valida- many of the operational improvements needed common financing, such as tool tion or certification issues. Neither did it identified by SESAR in its Definition and function development programmes, attempt to address more radical Phase. and the PHARE demonstrations. concepts based on “airborne” air traffic control or “autonomous aircraft”. A model of European In such a major multinational research cooperation in research programme, it is impossible to obtain The conclusions from the programme significant results without considerable show that the air traffic controllers who The PHARE Programme was a major efforts to establish and maintain good participated in the experiments clearly European initiative, bringing together working relations between the various

Skyway 46 - Autumn/Winter 2007 97 ATC applications and systems Phare demonstration 1

Trials directed at en-route issues

The PHARE Programme PHARE Demonstration 1 (PD/1) brought Laying the foundations for future standards together research organisations from four European nations. The work pro- gramme was led by the National Air Traffic Services Ltd. (NATS), a sub- partners. In total, an average of between ble of negotiating and guiding the a/c sidiary of the UK Civil Aviation Authority, 100 and 150 man-years were spent on along a continuous 4-dimensional tra- with the participation of CENA of PHARE every year on activities that were jectory. France, DLR of Germany, NLR of the distributed between the partners. ■ Advanced automation support for air Netherlands and the EUROCONTROL traffic controllers. Modification of con- Experimental Centre at Brétigny. Many of the Programme actors remain troller roles, including new concepts in the forefront of ATM service provision for task-sharing within a group of con- The PD/1 system was demonstrated in and its development, providing major trollers and multi-sector planning. the autumn of 1995 on the NATS’ real- contributions to the SESAR Definition ■ Ground human-machine interface for Phase. The Programme partners efficient and effective use of the included: automation support. ■ Better use by ground systems of data Phare demonstration 2 ■ the EUROCONTROL Agency; available from the new on-board sys- Trials directed at arrivals in ■ the CENA (Centre d'études de la tems. the extended terminal area navigation aérienne), now ■ Use of data link for air-ground infor- DSNA/DTI mation exchange, in particular for tra- The PD/2 system was run on DLR’s real- ■ the STNA (Service technique de la jectory negotiation. time simulator ATMOS (Air Traffic navigation aérienne), now DSNA ■ Better meteorological forecasting to Management and Operations ■ the NLR (Nationaal Lucht- en improve trajectory prediction. Simulator), using 32 controllers from Ruimtevaartlaboratorium); ■ Use of a common methodology and seven European countries. The system ■ the RLD (Rijksluchtvaartdienst); standard tools and procedures for incorporated advanced controller assis- ■ the LVNL (Luchtverkeersleiding experimental validation. tance tools with an associated ground Nederland); human-machine interface (GHMI) ■ the DLR (Deutsches Zentrum für The term “demonstration” was used for designed in the PHARE GHMI Project. Luft- und Raumfahrt); large-scale simulation activities, com- ■ the DFS ( prising integrated ground and air sys- The aim was to demonstrate the PHARE GmbH); tems with full data-link facilities. The prototype air-and-ground-computer ■ the UK CAA (Civil Aviation PHARE Concept Demonstration assistance tools for air traffic manage- Authority); Programme also included live flights of ment in the extended terminal area ■ the NATS (National Air Traffic the BAC 1-11 a/c equipped with the (ETMA). Services); EFMS capability and demonstrating the ■ the DERA (Defence Evaluation and 4D trajectory negotiation and contract The airborne component of the experi- Research Agency), now QinetiQ concept in live conditions. ment was evaluated by integrating the DLR Advanced Technologies Testing Many research topics The PHARE Programme included a Aircraft System (ATTAS) Experimental addressed series of joint demonstrations, per- Cockpit, simulating air-ground data link formed in a task-sharing arrangement and 4D EFMS. The PHARE Programme comprised: ini- between research establishments. The tial studies including concept elabora- PHARE partners were encouraged to Six pilots participated in an evaluation of tion, development of tools (airborne, perform these investigations according the PD/2 on-board components devel- ground, communication and supporting to standards, using commonly agreed oped in the PHARE airborne human- tools) and a series of demonstrations evaluation and validation methods in machine interface (AHMI) project. addressing the following topics: such a way that the results of demon- strations were comparable and thus The PD2 demonstrated the ability of an ■ Capabilities of aircraft with advanced generally acceptable. Each PHARE aircraft to fly negotiated trajectories in a navigation and flight management demonstration took more than a year routine manner while operating on its equipment, including the PHARE- from start to finish. There were three inbound route down to the approach developed Experimental Flight major PHARE demonstrations (PD), gate, within continuous 4D tolerances. Management System (EFMS), capa- PD/1, PD/2 and PD/3.

98 time ATC simulator, the NATS Research Facility, using 32 con- trollers from seven countries. The experimental system included advanced computer assistance tools, a live aircraft, simulated and real 4-D flight management systems (FMS) and an air-ground data link.

The aim was to explore the effectiveness of the negotiation of conflict-free trajectories and the reduction of the workload pri- marily of the tactical controller, but also of the planning con- troller, and thus increase airspace capacity. PHARE demonstrations It confirmed the ability of an aircraft to agree conflict-free trajectories with ATC, and to fly these trajectories while operat- ing within continuous 4-D constraints. The flights also provided a convincing demonstration to the aviation community of the ‘silent cockpit’.

The PD/1 display with the highly-interactive problem solver 

Phare demonstration 3 Trials directed at all flight phases

Originally planned as a multi-site and interconnected demonstration, the PD/3 activities were finally organised at two sites (CENA & NLR), validating different and complementary aspects of the concept.

En-route/ETMA and departure controller working positions PD/2 arrival management display

It evaluated future ATM concepts, including air-ground integration, advanced tools to support the controllers and a transitional intro- duction of 4D FMS and data-link equipped aircraft. The aim was to explore the effectiveness of concepts in a human-centered envi- ronment. Navigation display in lateral and vertical mode

Skyway 46 - Autumn/Winter 2007 99 ATC applications and systems

The PHARE Programme Laying the foundations for future standards

Laying the foundation (by the Problem Solver), and greatly deconflicting up to 10 minutes before towards tomorrow’s increasing flight safety. The ground sector entry, was called ‘layered plan- standards system Flight Path Monitor would then ning’. monitor the aircraft flight and alert any Recent experience has shown that a lot deviation from the trajectory. The work in PHARE should not be of what has happened since PHARE in viewed solely in terms of the contribu- day-to-day ATC activities is linked to tion it has made to the operational PHARE's visionary developments, and Recent experience vision of the future. It has also laid the in particular many of the key elements has shown that a lot of foundations for methodologies support- of SESAR's vision stem from the results ing validation, leading to the establish- of this work. what has happened ment of E-OCVM1, which is now the since PHARE in European reference. The PHARE concept required air traffic controllers to be supported by a cluster day-to-day ATC Less visible, but of major importance, of integrated ground-based tools. activities is linked to the PHARE demonstrations led system These tools were known as the PHARE developers to recognise that major sys- Advanced Tools, or PATs. PHARE's visionary tem engineering evolutions were developments, and in required to ensure the further develop- The tools were to provide automated ment of supporting simulators, demon- support to controllers by integrating particular many of the strators and systems. The requirements information generated by the 4D flight key elements of of PHARE for the integration of non- management system in the aircraft, proprietry tools and their demonstration with the aim of reducing controller SESAR's vision stem through interconnected systems paved workload and increasing air traffic man- from the results of the way for adoption of open architec- agement system capacity. tures, distributed systems and middle- this work. ware, and the introduction of commer- The nine PATs supplied all the func- cial-off-the-shelf products into the ATM tions required for the PHARE system: The Departure Manager and Arrival system under development today. ■ Manager provided sequencing and ■ Trajectory Predictor runway load balancing, the Problem Pascal Dias, Head of ATC ■ Conflict Probe Solver and Cooperative Tools aided Applications and Systems, and ■ Problem Solver problem solving and deconfliction. The Dave Young, Strategy Manager, ■ Flight Path Monitor Negotiation Manager provided silent EUROCONTROL Experimental ■ Departure Manager handover, ground-ground coordination Centre ■ Arrival Manager and air-ground trajectory negotiation. ■ Cooperative Tools The Tactical Load Smoother calculated ■ Negotiation Manager future airspace complexities, allowing a ■ Tactical Load Smoother multi-sector planner to reduce com- plexity, and thus reduce workload at The tools concept was built on the sector planner level. The sector planner capability of aircraft to follow an agreed could deconflict the aircraft well before 4-dimensional trajectory with a high aircraft entered the sector, reducing degree of accuracy. The trajectory in the tactical controller workload, whose the ground system would be identical task was then to monitor aircraft with 4D

1- European to the trajectory in the aircraft flight FMS and actively guide only less well- Operational management system, thus providing equipped aircraft. The process of com- Concept greater confidence in conflict detection plexity reduction, planning of flights up Validation Methodology (by the Conflict Probe) and resolution to 40 minutes before sector entry, and

100 FASTI Enabling change in en-route ATC

In a bid to expedite and coordinate the implementation of controller and system support tools across Europe by 2012, the EURO- CONTROL Agency has launched FASTI, the First ATC Support Tools Implementation Programme, as the following article explains.

Time for change

The need for system support tools for air traffic controllers has never been greater. The forecast growth in air traf- fic and the drive for safety improve- ments and cost efficiencies mean that the time is now right for a greater focus on the implementation of controller sys- tem support to meet the needs of the airspace user. Classical methods of providing operational improvements all have their finite limit. New initiatives are necessary. The fundamental tasks, roles, responsibilities and working methods of controllers have not changed in the last thirty years.

The First ATC Support Tools Implementation (FASTI) Programme highlights the need for a coordinated implementation and rapid deployment of tools. The Programme addresses ■ Monitoring Aids (MONA) – provides increased predictability and reduced short-term requirements but will also warnings and reminders for flights. uncertainty. As a consequence, deci- enable the introduction of further ■ System Supported Coordination sion-making will be improved and automation in ATC in the longer term. (SYSCO) – enables screen-to- controller workload per aircraft screen coordination between ACCs. reduced. This will lead to capacity, In today’s area control centres (ACCs), safety and cost efficiency benefits. controllers working in sectors are The Programme promotes a move required to perform a number of key away from today’s reactive way of From concept to tasks, e.g. conflict detection, planning, working to a more pro-active approach deployment traffic monitoring and coordination. to ATC. Current limitations regarding FASTI is intended to support controllers the accuracy of flight data and surveil- The scope of FASTI originates from the in these routine tasks by reducing lance mean that controllers are forced pioneering work undertaken in the workload per aircraft through the imple- to take tactical decisions in a 5 to 8 former EATM Automated Support to mentation of: minute window prior to a potential con- ATS (ASA) Programme, which spon- flict between flights. Through the use of sored the research and development of ■ Medium-Term Conflict Detection controller tools, the sector planning operational concepts, requirements (MTCD) – provides early notification horizon will be trajectory-based and and validation activities. Between 1997 of potential conflicts between flights. extended by up to 20 minutes with and 2000 small-scale real-time simula-

Skyway 46 - Autumn/Winter 2007 101 ATC applications and systems

FASTI Enabling change in en-route ATC

tions featuring MTCD, MONA and SYSCO were conducted at the EURO- CONTROL Experimental Centre (EEC), in Brétigny (France). Groups of con- trollers from over 20 States were involved in refining the concepts and operational procedures.

Between 2002 and 2005, based on an increased level of confidence and maturity of the tools, shadow mode tri- als of MTCD and MONA involving live traffic took place at Malmö ACC, Rome ACC and Maastricht UAC. The first trial, held over three weeks with controllers from LFV at Malmö, used the EEC’s PROVE platform which enabled both the capture of live flight plan and radar data from the host system and the real- time evaluation of the tools on EURO- CONTROL controller working positions located in the operations room. Shadow-mode trials were conducted in Rome in partnership with ENAV in 2003. A major first was achieved when, during the trial, air traffic in the upper airspace above Milan was controlled from the PROVE platform, with con- trollers using MTCD to plan separation.

In 2005 the EUROCONTROL Agency, supported by the former ATM/CNS Consultancy Group (ACG), launched FASTI, recognising the need for an implementation programme that would coordinate and expedite the implemen- tation of controller support tools to ensure improvements across the European network and avoid the frag- mented approach taken in the past. FASTI is designed to coordinate the implementation and deployment of controller tools and system support, as required, across Europe by 2012 in a harmonised way. A EUROCONTROL Medium-term conflict multi-disciplinary team of operational, detection in action at systems, safety, human factors, train- Maastricht UAC ing and business experts has been

102 working with stakeholders to achieve has been an important aspect of the exciting prospect and SYSCO will this goal. Programme. address the low levels of interoperabili- ty and fragmentation currently existing Stakeholders and The FASTI newcomers such as NAV between ACCs in Europe. Screen-to- commitment Portugal, Austrocontrol, Czech ANS, screen tactical coordination will save SMATSA Serbia, and DHMI Turkey controllers critical seconds in the trans- FASTI now has a working relationship have joined the Programme in order to fer and coordination of flights, leading with over 20 service providers, all the learn from the pioneers and developers to an improved service to airspace major European ATC system suppliers and to minimise their future risks and users. and some regulators who are actively costs relating to implementation. participating in FASTI. The preparation Core area deployment of an implementation plan and devel- Driving and supporting opment of agreed European implementation In 2008 and 2009 Naviair at Convergence and Implementation Copenhagen ACC, DFS at Karlsruhe Programme objectives are ongoing. FASTI now acts as the focal point for UAC, EUROCONTROL Maastricht UAC Establishing a good working relation- driving and supporting implementation and NATS at the London Area Control ship with industry is essential as it has across the European network, support- Centre at Swanwick will implement a key role to play in upgrading, devel- ed by the airspace users. It provides MTCD and MONA. This comes at a crit- oping and delivering ATC systems to direct support for defining new con- ical time where the introduction of these meet the objectives of the Programme. troller roles, responsibilities and tasks controller tools is expected to make a while developing improvements to sec- significant contribution to enhancing Pioneers, developers tor and cross-border operations. The capacity and improving productivity in and newcomers delivery of controller working methods, an area which is already experiencing cost-benefit analyses and operational, unprecedented growth in air traffic. During the replacement of complete performance, human factor and safety ATC systems, a number of FASTI pio- requirements will help those involved in SESAR neer air navigation service providers in the final implementation, including Scandinavia, the Balkan region and industry, regulators and service FASTI has been recognised by SESAR Switzerland already implemented some providers. FASTI is intended to speed as forming part of the baseline for the FASTI capability. These pioneers have up deployment which has been histori- future concept. FASTI will contribute to learnt valuable lessons from initial oper- cally slow. Recent recognition and the SESAR Master Plan as part of the ations which are now being taken into acceptance amongst the stakeholders planned short-term implementation account within the Programme. of target key performance indicators is packages. Although there are still Working closely with a number of these seen as a significant milestone in the issues to be resolved, the gap is clos- service providers to ensure that early Programme. ing rapidly thanks to the dedication and implementations are now “fit for pur- effort of those across Europe keen to pose”, FASTI pioneer support is being SYSCO make FASTI happen. ■ provided to Finnavia, LFV, Skyguide, ENAV and MATS. The deployment of SYSCO, based on Chris Brain, the EUROCONTROL OLDI standard FASTI Programme Manager The FASTI developers, DSNA with its and building on the SES implementing ERATO tool, UK NATS with iFACTS and rule for coordination and transfer, will . DFS with VAFORIT, have acquired a take place across Europe from 2010 considerable amount of R&D experi- onwards. Talks with air navigation serv- ence which they are now sharing ice providers in Scandinavia, Germany through the Programme with the wider and the Benelux have already identified European ATM community. This initia- the potential for operational trials from tive, in the context of implementation, 2009 onwards. This promises to be an

Skyway 46 - Autumn/Winter 2007 103 Aeronautical information

Implementing AIM Working towards a common understanding

Air traffic management requires accurate, readily available, tailored aeronautical information. AIM (aeronautical information management) caters precisely for that: a global and interoperable approach to aeronautical information provision covering the needs of present and future ATM.

We live in an increasingly data-depen- dent world. For instance, our banks have gradually been moving over from personal services to remotely accessed on-line ones made possible by fast, secure information support. Just as information has revolutionised banking, information is now changing the world of air traffic management (ATM).

When I started my flying training some four decades ago, information derived from the Aeronautical Information Publication (AIP) conditioned by the telegramme-like Notices to Airmen (NOTAMs) and aviation meteorologi- cal (MET) observations and forecasts were presented in printed or written form. The challenge of growing capacity is reasons for such inefficiency are many, Unlike banking, which quickly and considerable, and with traditional but one root cause is the lack of a com- readily embraced network based com- means of providing such growth near- mon shared picture of the ATM envi- puterisation, the ATM world has been ing or having reached exhaustion in the ronment. Without this common picture, slow to embrace such change. Of core area of Europe, new and innova- essential activities are conducted with course air traffic control centres, air- tive ways of meeting such growth are little or no coordination, and in the line flight dispatch centres, and air- clearly needed, and these will be tech- absence of collaboration and collabo- craft through their flight management nical not human-centric. rative decision-making. The shortcom- systems (FMS) extensively use com- ings are clearly recognised. In Europe, puter-based technology, but rarely in The efficiency of the ATM system of significant activity is being undertaken a network-based systematic way. Yet today needs to be improved. Successive to improve system efficiency. For today, the need to provide additional studies by bodies such as the EURO- instance, in the airport environment we capacity to meet the remorseless CONTROL Performance Review are witnessing the development of col- increase in traffic growth is placing Commission have clearly demonstrated laborative decision-making (CDM). Yet great strain on finite resources, name- this. The costs of such inefficiency are CDM cannot function without its life- ly airports and the airspace that con- huge: in Europe alone, they amount to blood of information, and its first foun- nects them. We need to grow capaci- almost €4 billion/year – an enormous dation, collaborative information-shar- ty quickly and now. overhead for an industry to bear. The ing. This latter requirement, the sharing

104 of information, seems so simple to basis. The first tangible results are Montreal to help ICAO develop the address, but in reality is one of the clearly evident and more will quickly work programme into a clearly defined greatest challenges that we face. come on stream as the momentum business plan and with milestones of Regretfully, it can be said that informa- increases. achievement clearly identified for tion (that others do not have) conveys progress to be made. The EURO- power. All too often, information that is The Global AIS Congress held in CONTROL expert will be joined by one essential to the efficiency of flights is Madrid in June 2006 has proved to be from the FAA, clearly demonstrating the either hoarded or its value is unrecog- a catalyst for change. This well attend- high priority now being given to the nised. For some reason, and there are ed and highly acclaimed meeting dis- implementation of AIM. many, information fails to enter the cussed why change was necessary, operational domain. What is required is what were the drivers for change, what Further initiatives are being planned a sea change in the attitude of ATM to changes were necessary, and the to fast-track change. The EURO- information provision. Many protected timescales involved. The Congress CONTROL expert in Montreal will begin elements are in reality not commercial- recognised the many diverse opera- the task of incorporating the deliver- ly or operationally sensitive, and most tional cultures to be found globally, and ables from projects in the European information can be pooled and shared that in consequence the needs of ATM and other regions into the ICAO portfo- for the common good. differ, in some cases greatly, from State lio for global use. In addition, the AIM to State. It was concluded that a “one concept is scheduled for publication The EUROCONTROL Agency, through fits all” solution to aeronautical informa- later this year, and readers of previous the AIM Division of the European ATM tion provision was not possible in terms editions of Skyway will recall that a Programme, is working extensively to of implementation times. Nevertheless, major challenge for change is how to break down the barriers and achieve the task of reviewing/revising the appli- address the myriad of institutional this mindset change. cable Standards and Recommended issues. This has not been forgotten. Practices (SARPs) should be initiated ICAO will host an Institutional In conjunction with its stakeholders, the with all speed. The Congress also Symposium in Montreal from 31 March Agency developed a new strategy for made ten very strong recommenda- to 2 April 2008. The State letter of invi- the availability and management of tions for change which ICAO undertook tation has been published and the aeronautical information, which was to consider. agenda is at the final draft stage. published in 2000. The Aeronautical Information Management (AIM) strate- Thus change in the aeronautical infor- gy was adopted as European policy in New and innovative ways mation field is happening and is gather- the same year. It reflects a transition ing pace. Much more, however, needs path from the traditional product-cen- of meeting traffic growth to be done. Europe is playing a major tric, manually processed and paper- are clearly needed, and role in this initiative to ensure that the printed Aeronautical Information information foundation for the present Services (AIS) of today to a digital envi- these will be technical and future ATM systems is securely ronment where information is provided not human-centric. laid. As Chairman of the AIS Team, in a technology-free form for any I wish to pay tribute to my European col- (authorised) user to download for use in leagues and to those from the Global generic or tailored applications. I am pleased to record that action has AIS Consortium for their support, advice been initiated and the evolution of AIM and input in this most challenging task. Though globally well received and is now an element of the ICAO Together we will make change happen. accepted, the AIM strategy needs to be Business Plan. ICAO and EURO- We will create a “common understand- translated from concept to implementa- CONTROL have jointly developed a ing” through the establishment and tion to provide the information founda- high-level work programme which was implementation of AIM. ■ tion for ATM. To this end, significant submitted to and endorsed by the AIS work is ongoing both within the Congress in June this year. EURO- Ken Reid, Head of Aeronautical European Region and on a global CONTROL will second an AIM expert to Information Management

Skyway 46 - Autumn/Winter 2007 105 Aeronautical information

EAD Centralised, harmonised and validated data for safer flying

In response to safety, availability and cost-effectiveness concerns, a concept was developed to improve the quality and accessibility of all aeronautical information. In 2003, this concept became a reality.

At the beginning of the 1990s, the pro- cessing chain for aeronautical informa- tion was fragmented, being both manu- ally driven and mainly paper based. The resulting lack of standardisation raised serious safety concerns and meant high costs for all parties involved. As an alternative, the EURO- CONTROL Member States decided in 1997 to launch the European Aeronautical Information Services (AIS) Database – EAD.

The EAD is the world's largest AIS development and is the result of a EUROCONTROL development contract awarded in July 1999 to Frequentis, one of the world's leading communica- tions and information systems compa- nies. This was followed in July 2001 by Validated data Data quality a contract for service provision, which The quality of data increases every day went to GroupEAD Europe S.L., which By gathering together all relevant AIS when all parties involved use standard- has been operating the EAD system on data, the EAD enables users to carry ised rules and procedures and ensure behalf of EUROCONTROL for all EAD out enhanced checking of data, par- cross-border consistency. clients through the operational centres ticularly for data affecting more than in Madrid and since June one State. Each State can therefore Cost-effectiveness 2003. New contracts to cover the forth- use this data to provide its own AIS The central processing of the data, the coming five-year period (2008-2013) services, eliminating data duplication, availability of worldwide and European are currently being finalised. remedying current deficiencies and data, and the commonly developed and supporting the work of harmonising maintained application reduce the cost The EAD is a reference database of and standardising the collection of of aeronautical information services. quality-assured aeronautical informa- and access to aeronautical informa- tion, incorporating a fully integrated tion. Availability state-of-the-art AIS solution. AIS units, Data is always instantly available through acting as data providers, maintain the The creation of this new, easily acces- dedicated applications, while systems aeronautical information under their sible database has therefore helped to availability is defined in a service level responsibility, whereas airspace users increase air safety through improved agreement. and others, acting as data users, can data quality, to address cost-effective- retrieve, consult and download this ness concerns and to ensure data and As a reference repository of aeronautical information. system availability. information, the EAD enables centralised

106 management of digital aeronautical infor- … for the benefit In addition to the availability of the mation based on the AICM/AIXM of data users operational AIS data, clients can take (Aeronautical Information Conceptual full advantage of: Model/Exchange Model) developed by Data users, ranging from aircraft oper- EUROCONTROL. It enhances the quali- ators, aerodromes, pilots and commer- ■ Round-the-clock service availability: ty of aeronautical data by using interna- cial users to the general public, can professional staff work around the tional standards and rigorous data- consult and download aeronautical clock to process AI and to provide a checking procedures, including in-depth data or publications, and can generate client helpdesk. validation and verification. reports from the EAD through dedicat- ■ Periodic data quality reviews: data ed applications or via the Internet. input by both EUROCONTROL and The role of data clients is reviewed regularly on the providers… EAD services basis of international regulations and printed publications in order to Data providers, typically AIS units from The following EAD components are develop data quality and continually civil aviation authorities, air navigation available: improve on completeness, correct- service providers and military adminis- ness and timeliness. trations, use the various EAD compo- ■ SDO (maintenance, download and ■ Consistency with ICAO and EURO- nents for the creation, maintenance and reporting of static data); CONTROL standards and recom- storage of aeronautical information. They ■ INO (creation and retrieval of mendations: the system, database retain full control of – and copyright to – NOTAMs, including a briefing facili- and operations are updated when- the data they input into the EAD. The ty for flight plan management); ever new standards are introduced concept of the data providers' maintain- ■ PAMS (publication and consultation or old ones are updated. ing their data in a common database is of aeronautical documents); ■ Migration support: from the point of unique in the aviation world. ■ AIP (AIP production); commitment through to the start of ■ CHART (chart production); operations, clients are fully support- ■ PIB (generation of pre-flight informa- ed to ensure a smooth transition Figure 1: EAD workflow for tion bulletins). from their current system. data provision

Worldwide minimum static data set update eAIP production Static data SDO & charts

Worldwide ECAC AIP subscription AIS EAD Office AIP/Supp./AIC ECAC data PAMS AIPA library operations AFTN, worldwide Military/ TAM creation NOTAM reception Civil

INO NOTAM Dynamic TAM processing distribution data

Skyway 46 - Autumn/Winter 2007 107 Aeronautical information

EAD Centralised, harmonised and validated data for safer flying

■ User groups: one of the goals is to ensure that clients' evolving require- ments are understood. Regular user groups are organised, to provide clients with a forum in which to exchange ideas and experiences. ■ A cost-effective integrated AIS solu- tion based on the implementation of automated processes and a com- monly developed and maintained application.

Continuous evolution

The EAD is constantly adapting to the changing AIS environment. Through yearly releases, the EAD makes sure it keeps up to date with the AIXM and projects like DMEAN, CHAIN, Although the EAD will always be per- The EAD may develop CASCADE and SESAR. Furthermore, ceived as a centralised system, it may feedback from user experiences, develop over time, thanks to modern over time into a virtual shared for example at user group technologies, into a virtual centralised centralised system, meetings, and recommendations from system, allowing the database itself to allowing the database other sources are taken into account be physically implemented at a num- when defining a new release. ber of sites. itself to be physically implemented at a number of sites. The EAD offers a number of clear benefits to both data providers and data users:

■ a reliable and easily accessible source of European aeronautical information, in In January 2005, EUROCONTROL's real time; CFMU/EAD and Aeronautical Infor- ■ processing of worldwide NOTAMs (i.e. translation of Spanish or French NOTAMs); mation Bureau (EAB) took over all ■ significantly improved data quality enabled by constant data-checking (based on activities related to the management ICAO and EUROCONTROL recommendations); of the EAD. It is the Agency's objec- ■ ensure data integrity based on cyclic redundancy checks (CRCs); tive to ensure not only close coordina- ■ additional cross-border data-coherence verification; ■ a secure channel for the timely and efficient electronic distribution of aeronautical tion with data providers and the suc- information to all users; cessful provision of the EAD service to ■ reduced workload throughout the entire AIS process; data users, but also the future evolu- ■ reduced investment costs in the development and maintenance of local systems tion of the service. ■ by both AIS units and airspace users; ■ increased availability of data through easy access. Sylviane Wybo, Head of CFMU/EAD and The EAD contributes to a reduction in the safety risks posed by the distribution and pub- lication of aeronautical information. A full safety case, in line with EUROCONTROL Aeronautical Information Bureau ESARRs, has made it possible to identify, mitigate and manage all risks with respect to the introduction, operation and correct use of the EAD. EAD key benefits

108 CHAIN EUROCONTROL delivers on time, within budget and fully meeting stakeholder needs

This year, at the end of October, EUROCONTROL finalised CHAIN – a key implementation activity – aimed at enhancing the safety of flight operations through the improved accuracy and quality of aeronautical data.

Present and future navigation is was confirmed that this had been enhance the interface with major supply dependent on aeronautical data and accomplished both very effectively and chain actors and will essentially enable requires access to aeronautical informa- efficiently through a dedicated and col- further implementation actions through tion of a significantly higher quality than laborative interaction with all stakehold- the formalisation of the process. is currently available. The improvement ers at all stages and at all levels, ensur- of aeronautical data integrity to meet the ing a high level of stakeholder satisfac- CHAIN has delivered a thoroughly levels required by International Civil tion. scoped ‘suite of deliverables’, which Aviation Organization (ICAO) is a long- facilitates a step-wise approach to standing issue. CHAIN addressed this mission through improvements by allowing stakeholders a carefully scoped approach, encom- to pick those deliverable(s) that help That is why in March 2005 the EURO- passing three main phases: a system- realise enhancements in the most criti- CONTROL Agency launched CHAIN, wide awareness campaign, the devel- cal areas, based on a European plan, the Controlled and Harmonised opment of a suite of guidelines and ECIP objective INF05, and with due Aeronautical Information Network process specification, and the provision regard for Single European Sky regula- Activity. The objective of CHAIN was to of support in implementation and of tions. improve the accuracy and quality of the training. originated aeronautical data and its It is now essential that all stakeholders management from the point of origina- Particular attention was paid to involving fully exploit the robust foundations that tion to the point of publication and to the right actors from the very beginning CHAIN has laid down. CHAIN ended as subsequently improve the processes of the initiative’s implementation. With a support activity at the end of October across the entire aeronautical data this in mind, a total of sixteen workshops 2007. However, the overall achieve- chain. were held across Europe with a partici- ments will continue to help all actors pation of approximately 600 experts involved to maximise the benefits within CHAIN sought to support aeronautical from all European States, representing the operational environment. ■ information regulators and service the main data supply chain actors, providers by implementing and main- including the military and industry, and Manfred Unterreiner, taining traceable and controlled covering all levels from technical to CHAIN Programme Manager processes that would ensure data qual- managerial. ity, with a particular focus on data integrity. The time of operation for Key deliverables CHAIN was set from March 2005 to October 2007. Deliverables were realised in the follow- ing main areas: foundation documents, On 27 September 2007, the CHAIN service level agreements, data process Steering Group held its final meeting mapping, standard input forms, specifi- and endorsed the final progress report. cation for an automated data quality The Steering Group unanimously process and general elements, e.g. agreed that CHAIN had achieved its safety analysis. A main deliverable mandate and met its objectives on time achieved by CHAIN is the Service Level and well within the baseline budget. It Agreement package, which will

Skyway 46 - Autumn/Winter 2007 109 Human factors

Focus on the controller

Recognising the need for a European licence for air traffic controllers and the fact that more than 80% of air traffic management (ATM) occurrences have a human contribution, EUROCONTROL has been spearheading the optimisation of human performance as a key enabler in enhancing the safety and efficiency of air travel. The following article looks back over the last decade’s major achievements and examines the challenges ahead.

Background

Air traffic controllers will remain central to the delivery of air traffic manage- ment for the foreseeable future. For this reason – and because the demand for air travel continues to grow – EURO- CONTROL has been working with its partners on the development of human performance activities across Europe. These activities cover the planning, recruitment, training and licensing of operational staff, the human aspects of system design, automation, error man- agement, and more recently the social factors of transition and change. Air traffic controllers will remain central to the delivery of air traffic management The average 10-15% shortage in air for the foreseeable future. traffic controllers in Europe has been a significant contributor to ATM capacity the harmonisation of selection and The Human Resources shortfalls in the past and this still recruitment, common core content Programme seems to be the case in certain States. training and a licensing scheme. Addressing this problem has therefore Following the successful delivery of the been a priority for the EUROCONTROL At the same time, the guidance materi- human performance guidelines, in 1999 Agency. al for developing and implementing the Agency started to develop a har- team resource management (TRM) monised toolbox and body of knowl- The first steps and critical incident stress manage- edge to help stakeholders achieve the ment (CISM) emphasised the need to human performance enhancements In a bid to tackle the shortage of con- manage human factors proactively, recommended in the guidance material. trollers, recognising the importance of since it is a critical element within the effectively recruiting and training more operational work environment. In addi- The Human Resources Programme, controllers, the Agency established the tion, a Europe-wide task analysis completed at the end of 2003, delivered Human Resources Team in 1994. The improved our understanding of the a variety of practical methods and tools team identified best practices and cognitive and mental processes of the for staff planning, job marketing, recruit- developed several guidelines for controllers’ jobs and provided a frame- ment, selection, training and enhancing human performance. This work for enhanced error management staff development. The Programme work paved the way for a European and optimised human-automation received considerable stakeholder sup- licence for air traffic controllers through interactions. port, especially from experts from air

110 navigation service providers, military and an English language test for stu- FEAST Service authorities and professional associa- dent air traffic controllers. tions such as IFATCA and IFATSEA. The FEAST Service makes available to For better integration of human factors civil and military air navigation service Specific products such as team into ATM system design, a toolbox providers throughout the European resource management training courses (SHAPE) was developed to assess the Civil Aviation Conference (ECAC) area and the human error analysis (HERA) impact of automation on controller per- the first European air traffic controller technique were put in place to educate, formance (e.g. situational awareness, selection test package (FEAST) tool for analyse and reduce the human contri- teamwork, workload and trust). This use in the recruitment and selection of butions to occurrences in ATM opera- was complemented by guidance mate- ab-initio air traffic controllers. tions. rial for the design of controller working positions and human-machine inter- The FEAST test package is a state-of- faces which were developed by spe- the-art web-based testing tool which To date, the FEAST cialists at the EUROCONTROL improves the quality of selection deci- Experimental Centre in France. sion-making by ATC recruiters. It also Service has already contributes to the cost-efficiency of the helped civil and military Between 2003 and 2007 various ATM overall recruitment and selection stakeholders groups (e.g. service process and reduces the costs associ- air navigation service providers and national supervisory ated with the failure of ATC trainees. providers from 21 of the authorities) were encouraged to apply The test package is provided as part of and implement these products in order the FEAST Service. 38 EUROCONTROL to meet the European Convergence Member States screen and Implementation Plan objectives To date, the FEAST Service has already relating to human factors. helped civil and military air navigation some 9,000 applicants service providers from 21 of the 38 and recruit about 600 Today and the future EUROCONTROL Member States screen some 9,000 applicants and trainee controllers. Since 2005, the EUROCONTROL recruit about 600 trainee controllers. Agency has been launching a number of support and development activities SENSE Programme A long-term planning simulation tool that will address the short-term human (LAMPS) and a process (CHAMPS) performance requirements for Europe- The SENSE Programme is a response were delivered to European air traffic wide implementation. to various Single European Sky regula- control centres for the planning of their staffing requirements over the next 15 years and the involvement of special- ists (e.g. staff planners, recruitment and training managers) in the planning process.

Common core content training for air traffic controllers was further refined and was also developed for air traffic safety electronics personnel and air information services personnel by the training specialists at the EURO- CONTROL Institute for Air Navigation Services. This was complemented by continuation training syllabi and plans, courseware based on new training technologies, new training techniques

Skyway 46 - Autumn/Winter 2007 111 Human factors

Focus on the controller

tory requirements (e.g. EC directive on The SESAR Development Phase iden- Examples are: a common air traffic controller license) tified that the management of human ■ quicker recovery from the negative identified in 2004 to further improve performance issues and interventions impact of incidents on controller per- human performance and operational is often made too late within the ATM formance through critical incident competences in European ATM. The project life-cycle. Therefore it is of the stress management; main objective of the programme is to highest importance to pinpoint ■ reduction of operational errors and develop and implement human factors, human performance issues and incidents through team resource human resources and training prod- requirements as early as possible management; ucts, which together with the existing and translate the issues into action ■ less recruitment and training costs if deliverables, will further enhance plans to be executed as an integral systems are developed in a human- human performance in European ATM. part of ATM projects. This is docu- friendly way; The main deliverables of the pro- mented in the ‘human factors case’ ■ less delay- and redesign-related gramme include: process that offers a practical and costs for systems and human effective five-step approach to sys- machine interface through early ■ Common core content training tematically integrating human factors management of human factors specifications for air traffic con- into ATM developments. issues. trollers and air traffic safety electron- ics personnel. It is a matter of urgency in the short In addition, there are many qualitative ■ E-learning guidelines and methodol- term to optimally deploy all relevant benefits on an individual, team and cor- ogy. existing European and national porate level that have positive effects ■ ELPAC English language proficien- methodologies and tools for each oper- on creating a safety culture, enhancing cy test (in operation since July ational improvement step. In addition, motivation, commitment and health, 2007). new methods and tools need to be and especially on staff buy-in and ■ Human factors in SMS integration developed to specifically address the acceptance for the major operational guidelines and training modules. requirements for evolving automation and institutional changes which will be ■ Advisory material on change and support and the changing roles and necessary in the current and future transition management for man- responsibilities between air and ground ATM system. ■ agers and change experts, includ- operators. In the long term, this can be ing a compendium of tools. achieved only if all means and tech- Manfred Barbarino, niques for optimising human perform- Human Factors Domain Manager SESAR Definition Phase ance are embedded in an appropriate legislative and regulatory supporting Since the start of SESAR in early 2006 framework. the EUROCONTROL human factors, human resources and training and Benefits competence experts have been fully committed to raising the profile and Improvements in human performance importance of human performance generally result in long-term benefits issues throughout the entire SESAR life- and they rarely have immediate effects cycle up to 2020 and beyond. that can easily be measured and trans- lated into figures. It can be difficult to All SESAR stakeholders recognise that quantify the significant intangible bene- future European ATM will only be able fits they bring to the system as a whole. to achieve long-term operational tar- However, there are good examples gets and strengthen the economic where early management of human value chain through the capabilities performance can provide measurable and performance of the people benefits in terms of safety, efficiency involved. and cost-reduction.

112 EUROCONTROL Driving performance in European air traffic management

Working together with the aviation community to:

further enhance safety meet traffic demand fly efficiently respect the environment

www.eurocontrol.int 114 Regional airtrafficcontrol +50%

1997199 997,000 flights A decadeofgrowth Area ControlCentre Maastricht Upper 7 averageavera delay per flight in minutes Benchmarking Report,forthefourthconsecutiveyearconfirmed increase ofthedecade,ATMCost-Effectiveness(ACE) world injustasingleday.Asbackdroptotheremarkabletraffic safely criss-crossingoneofthedensestvolumesairspacein dense. Newrecordsweremadeon27June2007,with4,943flights consigned tohistory.Justadecadelater,airtraffichasneverbeenso controlled 3,000flights.Butthebusyskiesof1997arenow Convention wassigned,airtrafficcontrollersatMaastrichtUAC On 27June1997,thedayonwhichEUROCONTROLrevised

2006200 1,466,000 flights Maastricht UACasatopperformeramongEuropeanairnaviga- 6 tion serviceproviders.Thereportagainestablishedthatithas by farthehighestcontrollerproductivityinEuropeaswell one ofthebestcost-effectivenessratios. age increaseperyear. increase ofmorethan50%,or5 %aver- of theyear.Thisrepresentsan absolute increase of5%isexpectedbythe close projections for2007indicate that an very closeto1.5millionflights.Traffic 997,000 flights.In2006,yearlytrafficwas Back in1997,yearlytrafficamountedto expansion. industry andpavedthewayforfurther fully metthechallengesofathriving has, togetherwithitspartners,success- core areaofEurope,theMaastrichtUAC ably. Locatedinthedenseandcomplex contributed tothissuccessconsider- fic by2020.Airnavigationserviceshave and expertspredictadoublingofairtraf- most valuedandsafeformsoftransport, Air travelhasbecomeoneoftheworld’s million flights One andahalf 27 June2007 Traffic streams 27 June1997 Traffic streams Safety – the commitment

For several decades no efforts have been spared in meeting the safety chal- lenge. The safety management processes currently in place at the Maastricht UAC have been developed in line with European regulatory requirements and have gained a high level of maturity, setting the scene for unstinting further efforts in the safety area. The proactive safety manage- ment programme includes, among other things, incident-reporting and trend-analysis mechanisms, processes for learning from errors, a “just culture” policy designed to encourage incident- reporting by operational staff without 1998 fear of recriminations, a comprehensive Nine cross- safety training programme, licensing of border sectors personnel with key safety responsibili- extend from ties, regular competency and refresher FL 245 to UNL training for controllers and key engi- neering staff and the systematic con- duct of safety cases and surveys.

For the third consecutive year, A and B class incidents caused by the Maastricht UAC remained stable, in spite of a relentless increase in traffic.

Meeting air traffic demand

Increasing capacity in line with air transport growth has required a whole series of measures. As well as the tried- and-tested method of increasing the number of sectors, both horizontally 2007 A total of 18 upper and vertically, new initiatives included (FL 335/345 to greater sector-configuration flexibility to UNL) and lower cope more efficiently with fluctuating (FL 245 to patterns of air traffic demand, expand- 335/345) sectors are in place to ed sector opening times, improved meet fluctuating manpower planning and deployment traffic patterns

Skyway 46 - Autumn/Winter 2007 115 Regional air traffic control

Maastricht Upper Area Control Centre A decade of growth

processes, adjusted rosters for opera- Maastricht UAC aims to add value to Customers tional staff and enhanced civil and mili- the aviation industry by driving down tary coordination processes. At the tac- the cost of its services. The key priori- At all times the Maastricht UAC has tical level, the last few years have seen ty is, therefore, to continue to deliver placed great emphasis on ensuring sustained relationships with aircraft first-class services at the lowest pos- service quality to its customers. Over operators develop into dynamic tactical sible cost. A strategy for containing the past decade, coming to a clearer flow and capacity management air navigation service provision costs understanding of airline requirements processes, which were of great help in below the levels of traffic increase and expectations has been set high boosting capacity and maintaining was formulated several years ago, on the agenda. To meet this objective, punctuality. and tangible results have been seen the vital areas of key customer over the past five years. account management, customer sat- Punctuality isfaction and complaints management have been developed further. To In spite of a 50% traffic increase from For the fourth consecutive year, the achieve greater mutual understanding 1997 to 2007, punctuality has contin- ATM Cost-Effectiveness (ACE) and promote the concept of collabo- ued to receive careful attention. In Benchmarking Report again con- rative decision making for tactical 2006, 98% of the flights were on time, firmed Maastricht UAC as a top per- operations, continuous efforts are and the average air traffic flow man- former among European service being made to further improve exist- agement delay per flight was 0.3 min- providers. The benchmark for 2005 ing communication channels. utes, or 18 seconds. Punctuality tar- shows that the UAC operated in a Customer consultation meetings have gets are, along with financial and eco- cost-effective way, with the highest air been held at regular intervals for sev- nomic cost-effectiveness targets, traffic controller productivity among eral years now to discuss essential essential management parameters on 35 European service providers. High topics such as safety, operational per- the road to improved performance. overall productivity is mainly driven by formance, future capacity trends, high sector productivity, efficient air forthcoming technical developments, Cost-effectiveness traffic and airspace management processes, the robustness of the ATC An airline’s ability to maintain healthy infrastructure, and – last but not least profit margins is directly affected by – the staff’s determination to actively Total economic cost per the efficiency of operations at all contribute to the advances of flight-hour, 2001-2006 points in the value chain. The European air traffic management. Following ACE Benchmarking Reports, the total economic cost per flight-hour controlled at Maastricht UAC has been on a downward trend since 2002, resulting in an average decrease of 15% per annum, and representing a decrease of 56% over the past five years.

116 Economic gate-to-gate cost-effectiveness, 2005 ATM technology opens new avenues

The rapid growth in the air transport industry has been a driving force towards the development of air navi- gation infrastructure in Europe and in the world. There have been many advances over the past decade, with one of the most important indisputably being the commissioning of the new Operator Input and Display System (ODS) in 2002. Although one of the most important modules of the ODS Project was the replacement of the air traffic control display system, the overall project meant much more than just a new generation of controller (Source: ATM Cost-Effectiveness (ACE) 2005 Benchmarking Report, June 2007) working positions. Besides the inte- gration of the Human Machine Interface with the legacy systems, the Air traffic controller-hour productivity, 2005 ODS software, with its 2.5 million lines of code, includes a number of impor- tant additional safety and capacity- enhancing functionalities. The user- friendliness of the system, the increased visibility of the air traffic sit- uation display and the leading-edge technologies at the disposal of the controllers (e.g. CPDLC) have brought notable gains in perform- ance. Since 2002, the system’s real potential for growth has been demon- strated by its extensibility, key to responding to a rapidly evolving ATC environment.

In April 2003, EUROCONTROL signed a contract with Spanish systems (Source: ATM Cost-Effectiveness (ACE) 2005 Benchmarking Report, June 2007) provider Indra Sistemas S.A. for the delivery of a new Flight Data Processing System (N-FDPS). N-FDPS will soon be one of the most efficiency programmes as well as potential service improvements. The fundamental technical enhancements future strategic plans. Finally, regular latest customer satisfaction survey to Maastricht UAC’s infrastructure. A customer satisfaction surveys monitor identified a customers satisfaction of backbone to the air traffic control the trends of customers’ perception of 8.3 on a scale of 10. infrastructure, it will assist air traffic the UAC’s services and identify controllers in coping with future air-

Skyway 46 - Autumn/Winter 2007 117 Regional air traffic control

Maastricht Upper Area Control Centre A decade of growth

space density and complexity as well a catalyst for wider CPDLC deploy- Maastricht UAC will continue to play a as supporting the ATM concepts ment in Europe. major part in the future validation activ- expected to emerge in the future. It ities that will unfold as major ATM proj- will inter alia facilitate dynamic sec- Another notable contribution was ects like the Dynamic Management of torisation; provide medium-term con- made by the live Medium-Term the European Airspace Network flict detection functionalities as well as Conflict Detection (MTCD) trials con- (DMEAN) and the Single European Sky enable workload monitoring functions ducted at Maastricht in 2003 and begin to intensify. In particular, work to for a quantitative and complexity rat- 2004. At the close of the round of validate landmark concepts, technolo- ing of the traffic load. N-FDPS is in line operational trials that took place in gy and processes will be required with- with the new operational concepts Rome, Malmö and Maastricht, the in the Single European Sky ATM emerging from the SESAR Definition potential benefits of the MTCD func- Research Programme (SESAR). Phase that will be validated in tion in future ATC architectures Episode-3, a key element of the sixth became clear, particularly with regard Sustainable growth Framework Programme. to the potential increase in sector pro- ductivity and safety by improving task Global warming is unequivocally a factor Contributing to distribution between the planning and which has encouraged all sectors to advances in European executive controllers. commit to reducing carbon emissions – air traffic management sooner rather than later! Air navigation service providers also have a clear For many years, together with its part- Today, airlines responsibility to seek to curb aviation’s ners in EATM, Member States and gas emissions. Since every minute of fly- other air navigation service providers, exchange some ing time saved brings substantial reduc- the Maastricht UAC has played a piv- 300 CPDLC messages tions in gas emissions, direct routes otal role in the support of a number of have been offered to the airlines by live technology validation projects with the controllers Maastricht controllers for several aimed at putting in place safety, at Maastricht on decades already. In order to make its capacity and efficiency-enhancing contribution to sustainable develop- programmes across the European a daily basis. ment, the N-FDPS Programme has stud- network.

The PETAL (Preliminary EURO- CONTROL Test of Air/Ground Data Link) trials, that were started at Maastricht in the mid-1990s with a view to validating and capturing oper- ational requirements, procedures and operational methods for data-link implementation in high density conti- nental airspace, cleared a path for the daily operational use of Controller- Pilot Data Link Communications (CPDLC). Today, more than 350 air- craft exchange some 300 CPDLC messages with the controllers at Maastricht on a daily basis. The valu- able operational experience gained at Maastricht with the use of CPDLC over the past 12 years has served as

118 agement aims to guarantee the best use of resources and capabilities for the efficient delivery of services, and ensure that budgetary targets are met.

Another milestone was achieved in 2006 when the Transport and Water Management Inspectorate and the Directorate General for Civil Aviation and Freight Transport of the Netherlands, in coordination with the national aviation authorities of Belgium, Germany and Luxembourg, formally certified the Maastricht UAC as compli- ant with European SES legislation for the provision of air navigation services. The Maastricht UAC was one of the first European air navigation service providers to be recognised by inde- pendent assessors as meeting all the ied how flight profiles and trajectories solution, help direct resources in the requirements established in the Single can be managed in a more systematic desired direction. Key performance indi- European Sky, making it a unique way. By improving flight efficiency cators provide objective measures of example of a multi-States joint service through effective system support for the progress for management to monitor and a precursor to functional airspace use of shorter and direct routes, optimal achievement of business targets. A blocks. flight profiles and alternative routes process management-based system whenever necessary, N-FDPS will help ensures visibility and control of all the A decade of growth to minimise aviation’s impact on global activities required to deliver air traffic warming. services cost-effectively. Today, more than ever before, air navi- gation service providers must provide Adopting business International certificates safe, cost-effective and sustainable air practices support strong navigation services to their customers. performance Through its multinational concept and One of the most significant features of the exceptional commitment of its staff, this decade is the fact that modern busi- With the Single European Sky (SES) leg- EUROCONTROL Maastricht has ness practices have been progressively islation coming into force, new regulato- demonstrated that it has the calibre to introduced to support a performance- ry requirements for air navigation serv- stand up for many more years to the based and results-oriented environ- ice providers have emerged, which tes- highest demands emerging from its ment. Since 1995, management plan- tify to their capability to provide first- customers and stakeholders. The past ning has been led by the creation of the class air navigation services. years have not only seen a remarkable Maastricht business plan, which sets out growth in air traffic, they have also seen the strategic objectives, targets and After many months of patient back- the Maastricht UAC reach maturity and plans for the forthcoming five years. ground work, the Maastricht UAC’s grow into one of the world players of air Resource planning, in particular opera- process-driven management system, traffic management. ■ tional staff, is now driven by forecast operated in line with ISO 9001 stan- traffic loads and airspace structure. New dards, received international recogni- Karl-Heinz Kloos, business tools, such as those deployed tion in 2005 with the award of the ISO Director Maastricht Upper Area to support problem identification and 9001 certificate. Effective process man- Control Centre

Skyway 46 - Autumn/Winter 2007 119 Training

Institute of Air Navigation Services Meeting customers’ training needs

The EUROCONTROL Institute of Air Navigation Services is today recognised as a centre of excellence for air traffic management (ATM) training in Europe. This is thanks to its ability to efficiently meet customers’ training needs by developing and delivering high-quality, innovative courses to an increasingly larger number of students.

If organisations are to survive and pros- per in the modern world of rapid change, they need to be more flexible, faster-moving and faster-learning than ever before. Their ability to achieve this rests upon the abilities of their workforce to possess these characteristics – hence the value of training. If individuals are able to learn, develop and change, then so can the organisations.

The EUROCONTROL Institute of Air Navigation Services, located in Luxembourg, develops and delivers ATM training for air navigation service The EUROCONTROL Institute of Air Navigation Services trains nearly 4,000 students per year. providers, civil and military State author- ities of the EUROCONTROL Member number of students attending ATM than 16,000 modules were studied by States and the Organisation’s Agency courses has risen from 1,000 in 1998 to more than 2,000 students across staff. nearly 4,000 in 2006. Also in 2006 the Europe. level of student satisfaction continued to The Institute trains nearly 4,000 students rise for the fourth year in a row. In 2006 the Institute began to distribute per year. Stakeholders view the Institute its training materials to stakeholders on as a centre of excellence in the field of The Institute is currently involved in the a large scale through license agree- ATM training and see it as their role development and delivery of an ambi- ments. These enable stakeholders in model for ATM training delivery and tious programme to meet European Member States to deliver training with innovation. The unique portfolio, the vari- ATM safety-training needs. The portfolio the Institute’s courseware using their ation of delivery techniques and innova- of safety-training courses is being devel- own instructor. This move has been tion is appreciated by stakeholders. It oped in close cooperation with stake- acclaimed by all stakeholders as an enables them to make use of the holders and will result in a series of more essential development preventing the Institute's services to meet their training than 20 distinct courses in 2009 (see duplication of effort and meeting pan- needs and to benefit from its standards article on page 123). European training needs. and tools in their own local environ- ments. Since 1998 the Institute has introduced Last but not least, the Institute was at the a series of e-learning courses, paving centre of the development of the training The Institute's portfolio of training cours- the way for stakeholders in Member objectives that lead to the common es has been aligned to the training States to gain experience with this new European ATC License, a key enabler needs of its stakeholders and covers a training technology and enabling them for the Single European Sky (see later wide range of ATM developments. The to reduce training costs. In 2006 more article on page 126).

120 Stakeholder requirements in an efficient and flexible To enhance efficiency, where the consultation manner. demand far exceeds capacity, the Institute also runs conference-style The Institute has a clearly defined All these stakeholder consultation courses. It uses its excellent in-house stakeholder consultation process. processes have been instrumental in the conferencing facilities (available since continuous review of the role and func- the move to the new building in 1999) This process consists primarily of regu- tions of the Institute, leading to a portfolio to increase the number of participants lar meetings of the Advisory Group for of training products aligned to stakehold- from an average of 20 students to 40 ATM Training (AGAT), the Member er needs. students per course. Our evaluation States’ consultative body of the system for student satisfaction has Institute, responsible for defining the Delivering training shown that the increase in the number strategic direction of the Institute. In capacity of participants has had no adverse addition, the Institute conducts yearly effects on the quality of the product bi-lateral customer visits. These visits The resources made available to the and the students' level of satisfaction. provide a very useful but more informal EUROCONTROL Institute have remained feedback from stakeholders. stable, yet the demand for courses has These actions have led to an increase increased. As a result, the Institute has in the number of students from roughly The Institute also has a well established embarked on an ‘efficiency programme’ 1,500 in 1999 to nearly 4,000 in 2006 interface with EUROCONTROL’s to meet customer needs. with no increase in staff budget. European ATM Programme (EATM) in order to provide the various In order to concentrate on the core busi- The Institute has invested in the devel- Programmes, Domains and/or Services ness of training development and deliv- opment of e-learning. E-learning is well with effective training deliverables. ery, the Institute has reduced the number suited to the delivery of standard train- of staff in administration and supporting ing for large audiences. The largest Finally, the Institute is currently estab- functions and reallocated posts to the efficiency gain brought about by its use lishing service level agreements (SLAs) core-business whenever possible. Staff is achieved by the customer. E-learning with its partners and major customers. leaving are not automatically replaced for the customer means less travelling The aim of these is to define in a trans- ‘like for like’. The opportunity is taken to and less time away from the office. parent manner the services the Institute identify what knowledge gaps exist and These obvious benefits must be offset decides to provide and the resources to ensure that people are recruited with against a larger investment for the required to achieve them. The SLAs the skills and competencies required for development of and investment in a also have the advantage of providing a the development and training of future platform to deliver e-learning services, framework in which to use the Institute’s courses. Only then the recruitment and the maintenance cost which these resources to meet stakeholders’ process is initiated. will represent. E-learning development started around 1998 and became an operational system in 2003. In 2006 4000 more than 16,000 e-learning modules were studied and more than 150 e- 3500 learning modules were on-line. It is expected that these figures will contin- 3000 ue to grow over the next few years. 2500 Last but not least, since 2004 the 2000 Institute has been using partnerships to meet customer needs. Partnerships 1500 enable stakeholders to deliver the Number of course Institute’s courses or to use its course- 1000 ‘98 ‘99 2000 ‘01 ‘02 ‘03 ‘04 ‘05 ‘06 participants ware to train their own staff. A striking

Skyway 46 - Autumn/Winter 2007 121 Training

Institute of Air Navigation Services Meeting customers’ training needs

example is the availability of the entire EFQM has provided a framework The evaluation forms are automatically ATC ab-initio basic course to our stake- which has guided the Institute processed and stored in the course holders. In 2006, more than 400 stu- through a large number of changes. evaluation database. This database dents were trained by partners. Several measures have been taken to contains the satisfaction results of more guarantee that the Institute’s efficien- than 15,000 students participating in Measuring customer cy policy is compatible with the over 1,200 courses. It enables the satisfaction expectations and needs of its cus- Institute to check student satisfaction tomers. To obtain information about with the quality of each course includ- In line with the policy of the Agency, the customers’ needs and expectations, ing course content, the competence of Institute has adopted the EFQM model the Institute makes great efforts to the instructor and the accuracy of the for quality management. The EFQM consult stakeholders and to measure documentation. The system has also Excellence Model was introduced as customer satisfaction. been used to measure the validity of the framework for organisational self- teaching courses for large audiences. assessment. EFQM helps to deliver As part of its policies, the Institute On average, overall student satisfac- products and improved services measures the satisfaction of cus- tion has increased significantly since through the effective use of cutting- tomers/students with each training the introduction of the measurement edge management practices. Since product. The first and best-developed system. 1996, EFQM has triggered changes example is the processing of the throughout the Institute's journey to course evaluation forms, filled in by stu- The Institute has introduced similar sys- quality. dents at the end of each course. tems for the measurement of satisfac- tion with e-learning products, organisa- tion of workshops, task forces and for- 700 mal consultation arrangements. These systems started delivering results in 600 2004.

500 Achievements 400 Since 1996 the Institute has performed 300 a yearly self-assessment using the 200 EFQM Excellence Model. The results of each of these self-assessments have 100 been used as input for new quality and The EFQM efficiency improvement projects. In 0 ‘96 ‘97 ‘98 ‘99 2000 ‘01 ‘02 ‘03 ‘04 ‘05 ‘06 points 2001, the Institute was recognised for excellence by EFQM. Since then it has 100% continued to improve its policies, processes and results. On its journey to excellence the Institute has found the 99.5% right balance between efficiency and quality, enabling it to meet customer ■ 99.0% demands.

Rik Simoens, 98.5% Head of Business and Administration Unit, Student Institute of Air Navigation 98.0% 2002 ‘03 ‘04 ‘05 ‘06 satisfaction Services

122 Enhanced safety through training

The following article explains how the EUROCONTROL Institute of Air Navigation Services plays a crucial role in enhancing safety across Europe by supporting air navigation service providers and regulators with the provision of courses on safety management and safety regulation.

Safety has always been and will always be EUROCONTROL’s number one pri- ority.

For over 35 years, the EUROCONTROL Institute of Air Navigation Services has been supporting this objective by offer- ing a wide range of ATM courses hav- ing a direct impact on the safety ele- ment of air traffic management. More recently, EUROCONTROL has launched a major safety programme, called the Strategic Safety Action Plan (SSAP), providing a structured approach to ensuring that safety frame- works are raised to a common mini- mum level across Europe. Training is seen as a major contributor towards achieving this goal, whether by raising the awareness on safety issues overall or by providing more specific training in order to improve the skills needed to carry out safety-specific tasks such as safety assessments and safety sur- The SSAP detailed eight priority activi- of more than 10 safety regulatory veys. ties in order to enhance ATM safety in courses. A similar need on the part of Europe. The number one activity the EATM Safety Business Division In 1998 only one safety course was addressed the safety-related resources (now called DAP/SSH) resulted in a included in the Institute’s training port- in ATM with the aim of focusing on: plan for more than 10 courses on safe- folio. Although it was largely recog- ty management. nised that the introduction of a formal a) service providers and regulators, safety management system (SMS) was who were to commit to allocating Staff reallocation within the Institute required in order to reach an accept- resources; resulted in the necessary resources able level of safety, many service b) the EUROCONTROL Agency, which being made available to meet the providers were satisfied with their cur- was to support safety training. needs of the SSAP. A challenging rent practices. This was soon to development plan was agreed change with the lessons learned from A dual action plan was put in place to between the Institute, the Safety the terrible disasters of Überlingen and address the training issue, with the Regulation Unit (SRU) and the SRC and Linate. As a result of these accidents, Safety Regulation Commission (SRC) DAP/SSH with guidance material and the SSAP was put in place with a view mandating the Institute of Air training courses being developed to promoting best safety practices. Navigation Service to deliver a portfolio together.

Skyway 46 - Autumn/Winter 2007 123 Training

Enhanced safety through training

The results The high demand and high satisfaction 2003, 28 safety courses were deliv- of the students demonstrate the suc- ered, by the end of 2007 the number Today, the Institute has put together a cess of the safety courses. of courses will have gone up to 75. portfolio consisting of 19 courses in While in 2003, 165 people were safety management and safety regula- The number of courses has in fact trained on specific safety courses, in tion (see tables below). tripled over the last five years. While in 2006 the total number of people who followed a safety course was about Safety management courses five times that number, at just over 850. 1. E-learning introduction to safety management 2. Safety management systems in ATM Even with these impressive numbers, it has not been possible to fully meet 3. ATM occurrence investigation all the training requirements. Only 4. Safety assessment of ATM procedures about 65 to 70% of requests for 5. Introduction to system safety assessment and functional hazard assessment course places were met. However, 6. Preliminary system safety assessment the Institute has always tried to give 7. System safety assessment priority to genuine training requests 8. Developing the ATM safety case by involving the sponsors from EATM 9. Safety management survey course and SRU in selecting the people to 10. ATM software safety assessment come on the offered training courses. 11. Human factors for safety actors Not surprisingly, in the same period 12. Safety tools course the safety portfolio grew from just a 13. HERA course couple of different courses into a wide variety of courses, each of them addressing specific areas of safety management and/or safety regula- Safety regulation courses tion.

1. E-learning introduction to safety regulation Stakeholder 2. Safety regulatory audit course involvement 3. The National Supervisory Authority (ESARR 1) These results have been achieved by 4. Detailed ESARR 2 training fostering a partnership between the 5. Detailed ESARR 3 training Institute, air navigation service 6. Detailed ESARR 4 training providers, regulators and industry. The strategy for course delivery is to use one full-time instructor from the Institute and one external contractor. This ensures that the guidance mate- Future safety regulatory courses rial is well explained and that real-life 1. Single European Sky requirements examples are discussed in the class- room. All of this is achieved with the 2. Systemic occurrence analysis methodology Institute’s present budget. 3. Management/Use/Supervision of occurrence reporting system

4. Licensing/Competency of ATM personnel The Safety Team, comprising senior 5. Safety oversight of changes safety managers from various European service providers, ensures

124 that the required safety management that the safety courses reflect reality ensure an acceptably high perform- courses are developed and deliv- and provide good value. ance in terms of safety. ered. Likewise the SRC directs the safety regulatory training require- Further achievements will be made The rich portfolio of courses, con- ments. by building on the solid foundation of stantly being added to and updated, the last 10 years. There is a need to ensures that the latest developments provide a structured training plan for in the field of safety are disseminated While in 2003, safety personnel to give evidence of to those who require it. The Institute is 165 people were trained their competency in the subject. A committed to developing and deliver- package for regulators and safety ing courses which focus on the prac- on specific safety management personnel is being tical aspects of implementation. This courses, in 2006 the developed to meet this need by offer- is achieved by involving participants ing examined courses in a structured in case studies and by illustrating total number of people format. concepts with real-life experiences. who followed a safety The Institute’s The EUROCONTROL Institute of Air course was about five approach Navigation Services has put in place times that number, various ways to deliver the courses. Involvement of participants in the This guarantees that each organisa- at just over 850. learning process is the way in which tion can choose a delivery method the Institute endeavours to deliver its that best fits its needs. First of all, the portfolio of safety management and courses use a combination of in-class The resulting development and deliv- safety regulatory training. As a result, delivery and e-learning. This guaran- ery plan is achieved through close the Institute of Air Navigation tees that time away from the office is cooperation between the Institute, the Services is recognised as a centre of minimised. For the classroom parts of EUROCONTROL Division in charge of excellence for training in ATM safety the courses, organisations can safety (DAP/SHH) and the SRU. The management and safety regulation. choose between participating in the Institute also welcomes the valued ATM and regulator personnel travel to multicultural courses in Luxembourg, support in the delivery and develop- Luxembourg from all over Europe to having the course delivered on their ment of courses by service providers learn and share experiences on safe- own premises, or using their own such as NATS, Belgocontrol, Avinor, ty matters in order to facilitate the instructor to deliver the courses to Naviair, IAA, etc. Close cooperation development of a safety culture with- their staff. Last but not least, the with the service providers ensures in their own organisations that will Institute contributes to the dissemina- tion of best practices in safety through the organisation of dedicated workshops addressing specialised 80 audiences. ■ 75

Hendrik Dermont 60 and Mervyn Oliver, 53 50 EUROCONTROL Institute of Air 40 Navigation Services 36 28 20

Safety 0 2003 ‘04 ‘05 ‘06 ‘06 courses

Skyway 46 - Autumn/Winter 2007 125 Training

A common air traffic controller licence through training standardisation and tools

The introduction of a Community licence for air traffic controllers will allow more flexible use of manpower, paving the way for more cross-border air traffic control zones within the EU, and bringing the Objectives region closer to its goal of creating a Single European Sky.

Europe moved a step closer to The EC directive refers to the guidelines identify knowledge, skills and attitudes Training plans harmonising its air traffic EUROCONTROL has developed on train- needed for the provision of air traffic serv- (methods, activities, services with the introduc- ing harmonisation in order to define these ices in Europe, they specify a “common duration) tion of the Directive standards of competence: “student air core” and thus are named “Common 2006/23/EC of the traffic controllers shall satisfy at least the Core Content Training”. European Parlia- objectives for basic and rating training, ment and of the as described in ‘Guidelines for air traffic The training plans propose exemplar Training events plans Council on 5 controller Common Core Content Initial methods to implement compliant training (instructor guidelines, April 2006 Training”. from best practices. details of each session) on The EUROCONTROL The training plans and training material training guidelines (e-learning, manuals, cases, etc.) are available to stakeholders in order to min- Training material The production of EUROCONTROL train- imise their effort in training development. (media, exercices, documentation) ing guidelines is based on a continuous consultation process involving experts These guidelines have been produced from air navigation service providers and, for several categories of personnel: air more recently from national safety admin- traffic controllers, air traffic safety elec- istrations as well. The process has been tronics personnel, and aeronautical infor- conducted under the auspices of the mation services personnel. a Community air traffic controller Human Resources Team and the licence. This licence will contribute to Training Focus Group over two pro- Standardisation and ensuring the highest standards of grammes (the EATMP Human Resources flexibility responsibility and competence, to pro- Programme and then the Sense mote the mutual recognition of licences Programme) who regularly review and These are two opposite requirements: the of personnel in Europe, and to improve update the outcome. Community licence for air traffic con- the availability of air traffic controllers. trollers includes a mutual recognition of This process has led to the production of student and ATC licenses, thus a homo- A key element in the process of intro- a training syllabus, training plans and geneous level of competence. However, ducing a Community licence for air traf- training material. the geographical, operational and cultur- fic controllers is the provision of har- al diversity is such that setting a mono- monised controller training. A syllabus describes the performance lithic standard valid all over Europe risked EUROCONTROL's Institute of Air expected from the learner at the end of being counter-productive. Navigation Services in Luxembourg the training in terms of observable objec- already provides common course tives clustered by subjects (such as air A frequent way of addressing this contra- material for Member States and sees law, meteorology…) specified in a lay- diction is to specify a minimum duration harmonised training as key to achiev- ered approach (general objectives, main for some training phases and the items to ing Europe's broader ATM objectives. objectives, objectives). As the syllabuses be studied during these phases. Most of

126 EUROCONTROL’s training guidelines

Key features:

1. An efficient and up-to-date training design The specifications have been created according to four general principles: training for success, learning by doing, specifying learners centred training objectives, facil- itating the use of the most efficient methods and equipment.

2. An adapted level of accuracy The training deliverables describe several phases of training for each category of personnel, ranging from basic training at the intake to the development and to the continuation training for the professional. The nature of the guidelines evolves according to the training phase. For the initial training (basic and rating training for material to deal with the whole subject (as air traffic controller, basic and qualification training for air traffic safety electronics the newly released aircraft basic e-learn- personnel), the training experts have been able to accurately specify the training ing course, an interactive 25-hour web- objectives and their contents. based training).

For the later phases of unit training (air traffic controllers) and system/equipment These modules and others developed by rating training (air traffic safety electronics personnel), it is more suitable to the Institute for its own needs such as the describe the process and the roles of the learner and instructors than the multiple training notes, or tools like the Part Task and quickly changing contents. Trainer, which is particularly well adapted to a cost-effective compliance with air 3. An ongoing validation and specification process traffic controller basic training, are avail- EUROCONTROL training guidelines have been produced by consensus during a able to any interested training provider process which actively involved training experts from 13 Member States. The con- from Europe upon signature of an agree- sensus principle on which they are based provided a reasonable insurance of their ment. In addition to the support to train- relevance to the large European area, facilitated their implementation and is now ing, support is also provided in the area used as a continuous process for their validation and update. of assessment through the development of tools like questions database and lan- guage proficiency tests. the time, these systems are also consoli- instructor, the assessor and the dated by a standard or harmonised trainee).Their structure facilitates the From guidelines assessment at the end of these phases. mapping between implemented course to specifications and the requirements. In the case of the EUROCONTROL train- In order to adapt to upgrading process of ing guidelines, the mode of creation of Supporting the the training guidelines to this status of a the guidelines and their modularity leads implementation of a reference from the Community licence, to a better solution of the problem: Community licence the plan is to turn the guidelines into EUROCONTROL specifications as ■ The objective hierarchy and structure The contribution of EUROCONTROL defined by the EUROCONTROL differentiate the overall performance expands beyond this reference for the Regulatory and Advisor Framework. from the detailed content. definition of the training standards. The ■ The guidelines hierarchy (syllabus, top-down approach is completed by a This adaptation will enable the Institute to training plans, material) differentiates bottom-up activity: EUROCONTROL consolidate what should be considered the What should be achieved from the develops training materials and tools to as a highly valuable asset in terms of How to achieve it. facilitate the application of the require- knowledge management. The training ■ The training phases are based on a ments. For instance, training modules guidelines are the result of a process in modularity principle enabling to cus- can be accessed through the Institute’s which some of the best training experts in tomise a huge variety of training learning server. European ATM have accepted to offer courses but always defining them by their expertise, to compare and to bench- reference to a limited set of well In September 2007, approximately mark their practice and to adapt their defined core modules. 11,150 learners were enrolled on this view in order to create an acceptable, server into at least one module. These safe and efficient ATM training. ■ These features make the training guide- modules deal with specific items (such as lines an efficient tool to specify a level of altimetry or medium-term conflict detec- Michel Pistre, training and competence for the benefit tion) but may also deal with large parts of Head of Training Development and of the regulators and the training some common core subject (unusual Harmonisation, Institute of Air providers (and, by the way, for the emergency situations) or even provide Navigation Services

Skyway 46 - Autumn/Winter 2007 127 Research and development

EUROCONTROL Experimental Centre A centre at the forefront of ATM research

With 40 years of ATM research behind it and recognising the need to evolve, the EUROCONTROL Experimental Centre (EEC) embarked upon a route to re-invent itself in 2005. Having realigned its own activities in support of the SESAR Programme, it is leading the other principal European research actors in a cooperative programme of supporting work.

(UAC) at Maastricht was the main focus for work, followed by the KARLDAP system for the Karlsruhe UAC and the SHANDAP system for Shannon. In 1970, the EEC's ATC sim- ulator was connected to the Concorde flight simulator in Toulouse in order to investigate the impact on air traffic control of the new supersonic airliner.

Ongoing simulation work was accom- panied by a growing number of studies addressing new concepts, techniques and equipment. They included an eval- uation of the potential of commercial off-the-shelf (COTS) equipment for ATC, which became a reality in the late 1980s with the introduction of new con- troller working positions, and the development of the associated soft- The beginnings organisation – along with an adminis- ware. trative section, its four divisions includ- The EUROCONTROL Experimental ed a scientific and mathematical serv- The traffic growth of the 1990s and the Centre (EEC) can trace its origins back ices division (responsible for software) measures adopted to handle it, such to August 1960 and the establishment of and an engineering division (responsi- as the creation of the Central flow the Bureau d'Etudes EUROCONTROL at ble for hardware). Both supported the Management Unit (CFMU), placed the Paris Orly. An Experimental Unit was simulations and trials division, which Centre under pressure to further diver- created in October 1962, and two was responsible for operations. sify and increase its research-and- years later construction of the new development activities. The European Experimental Centre started at Brétigny- The emphasis on simulation has per- Air Traffic Control Harmonisation and sur-Orge, to the south of Paris. sisted as successive generations of Integration Programme (EATCHIP) and equipment have been used to address its successor, the European Air Traffic The EEC was inaugurated in January the developing requirements of air traf- Management Programme (EATMP), 1967 and the fact that its main focus fic management (ATM). During the became the umbrella for much of the was simulation was reflected in its 1960s, the Upper Area Control Centre Centre's work.

128 That work was extraordinarily varied. It The disparate strands for the EEC. Preparations for the tran- covered everything from air traffic flow sition had, however, been under way management (ATFM) simulations to of research are being for some time. new concepts such as satellite naviga- drawn together in tion, height-keeping validation for the This process has progressively trans- reduced vertical separation minima support of the ambitious formed the Centre from a traditional (RVSM), the integration of Mode-S research establishment with a portfolio secondary surveillance and the air- plan to create a single of projects in various areas to one borne collision-avoidance system European sky. whose activities are now aligned along (ACAS). a single axis driven by the E-OCVM1 maturity model. A major change for During this same period, the Centre the Centre was to focus on the neces- was instrumental in the development sary changes to the operating environ- of the Programme for Harmonised through validation, development, ment, its procedures and its impact Research in EUROCONTROL implementation and ultimately opera- upon its actors; validating the opera- (PHARE), a pioneering initiative bring- tion of the identified systems and tional context of the system for 2020 ing European research resources operational improvements. The Defin- and no longer investigating the sup- together in a comprehensive research ition Phase, which is supported by a porting technologies. programme and demonstrating results European Commission TEN-T grant, to a worldwide audience. will identify the main components of The Centre may do less R&D per se, the 2020 system and define the route but it will support the SESAR Joint Once again history seems to be to their operation. Undertaking throughout the Develop- repeating itself – the disparate strands ment Phase by organising and man- of research are being drawn together The signature on 17 November 2005 aging the work spread between the 1- European Operational in support of the ambitious plan to cre- of the SESAR Definition Phase different centres of expertise in Concept Validation ate a Single European Sky (SES). Contract marked the start of a new era Europe. Consequently, the Centre is Methodology

Focus on 2020

SES and its industrial and technologi- cal dimension SESAR aim to ensure Management that by 2020 the European air traffic 2010 2015 2020 management system is able to cope with the conflicting societal chal- Develop- Deployment Operation Short term ment lenges of growth driven by the need for mobility, reduced environmental Short-term implementation Stream impact and increased safety. SESAR Concept ResearchResR sea Development Deployment validation Operation

The main objectives of SESAR are to Programme 20200 syssystsystemsy temstemt ms ddevdevelopmenteloppmentmen stream develop a new generation of ATM sys- Work EEC Research Long term tems in Europe, which can in turn investigation Research Development DeploymentOperationeratioon Operation serve as a model for the world. To Long-termLLong-term iinnovativennov research stream achieve this ambitious goal requires Innovative studies the commitment of all ATM stakehold- The EEC work programme is currently organised around six ers and, importantly for the Centre, a Researchesearch work packages which directly support the different phases enables successful transition from research structuring the ATM Master Plan to be delivered by SESAR.

Skyway 46 - Autumn/Winter 2007 129 Research and development

EUROCONTROL Experimental Centre A centre at the forefront of ATM research

expanding its current network of change however is significant. The a Master Plan agreed amongst stake- research entities in Europe, whose move from a multiplicity of small teams, holders, who are also committed to focus is on applied research, to averaging three or four staff, working on deliver. SESAR will provide the commu- embrace universities with the dual individual projects in various domains, nity with the R&D Master Plan and work objective of stimulating innovation and to what is effectively a single team work- programme. This will completely preparing the engineers who will sup- ing on one core programme has reshape the European landscape for port the industry’s future. required a great deal of time, explana- ATM research, within which the EEC will tion and education. It has also required assume a new role in organising and The roots of this culture change may some additional management expertise. coordinating ATM research across be found in the recommendations Consequently a handful of senior man- Europe. published in 2002 by the Performance agers have been recruited, including Review Commission in its fifth some from elsewhere in the Agency. Episode 3 Performance Review Report (PRR/5), which highlighted the fragmented and In terms of infrastructure, one of the The SESAR Deliverable (D1) confirmed inefficient nature of European major changes the Centre has had to to a great extent the Performance research. The EEC and Europe's aero- make in recent years relates to its real- Review Commission's 2002 Report, space industry, represented by the time simulator, which remains one of the highlighting a number of shortcomings European Association of Aerospace most important tools for the EEC. During in the current organisation and manage- Industries (AECMA, now part of the this period there has been a shift away ment of European ATM research. Under Aerospace and Defence Industries from in-house development to a situation a new project called Episode 3, which Association of Europe, or ASD) where the Centre now contracts compo- forms part of the European Commis- responded to this criticism by devel- nents to the supply industry, moving sion's Sixth Framework Programme, the oping a new initiative which gave rise from the very closed, proprietary simula- EEC is leading the various European to the SESAR Programme. tion facility to an open architecture using research establishments into the con- industrial components, which has struction of a more organised network to Managing change served to increase the operational cred- support SESAR development. ibility of the facilities amongst the actors. More than three quarters of the Centre's The precise objectives of Episode 3 are 245 staff are directly engaged in As the change process approaches to research, which is adequate to satisfy completion, there is a new challenge the new challenges of research in the now facing us on the immediate horizon ■ ensure that the resulting operational European environment. The cultural – the Centre has to deliver according to concept is “safe in principle”; ■ provide evidence of the perform- ance of the operational concept The Episode 3 Project is scheduled on the basis of a dynamic sequence of five project-level milestones, corresponding to major internal and external events, in order to against SESAR performance tar- facilitate the monitoring of progress and synchronisation between the various work packages. gets; 

M0 M1 M2 M2 M2 T0 T+9 T+20 T+26 T+40

Revised Performance Cycle 2 validation Cycle 1 framework assessment strategy assessment & result & result validation consolidation validation consolidation planning final report planning

130 ■ provide evidence of the operational The Centre’s approach is that of a to a major SESAR research work pro- viability of the resulting target con- preparation or foundation-building gramme, marking 2008 as a real turn- cept; exercise for the SESAR Development ing-point for the Centre, from when it ■ consolidate and deliver the specifi- Phase, in which the EEC is positioning assumes the role of organising and cations of the target operational in its new role together with the coordinating the European ATM opera- concept in accordance with valida- European research centres as part- tional concept validation activities with- tion results. ners. It is the launch pad that will lead in SESAR. ■

The project involves many of the industry’s key players, which include the European research network, the air navigation service providers and the Major simulation supply industry.

To facilitate the monitoring of progress of Paris airspace and the synchronisation of the various work packages, the project will be In 2005, the EUROCONTROL Experimental Centre (EEC) carried out scheduled on the basis of a dynamic sequence of five project-level mile- its largest ever real-time simulation covering the airspace around stones corresponding to major internal Paris on behalf of the French civil aviation authority. and external events, as shown in the illustration. The EEC has extensive experience in this The main simulation objective was to field. However, this real-time simulation was answer two questions: The basic philosophy is to organise its largest ever. It involved simulating the 22 validation and assessment activities in sectors of airspace in the 130 nautical miles 1) Is the current ATC system able to absorb two iterations, with a major milestone around Paris with 49 air traffic control posi- the forecast 2014 traffic demand? at the end of the first iteration. This will tions – 2 of which are military – and 32 pilot serve to consolidate the results of the positions in four operations rooms. For five 2) Is there a benefit to regrouping certain first iteration, to refine and amend the weeks starting on 29 March, there were three centres responsible for the provision of target operational concept according- simulation sessions, during which 120 air traf- air traffic control in the Paris area? ly, and to launch a second iteration for fic controllers from Orly approach, Roissy the final validation of the concept at Charles de Gaulle approach and Athis-Mons Within the simulation context, three scenar- locations and in operational environ- regional control centre tested three scenarios ios proved to be capable of absorbing the ments closer to the final operating for future air traffic control in the Paris region. forecast 2014 traffic demand in a safe man- context. ner but with certain nuances. These related Orly and Roissy-Charles de Gaulle airports mainly to the room layout having an impact The second cycle, starting at the end are among the largest in Europe, and are on coordination. of 2008, is timed to allow the refine- key for the future development of the ment of the project scope and focus, French air transport system and the smooth Results show that efficiency gains are pos- with the integration of all intermediate flow of European air traffic. sible. Some of these were exploited during results stemming from SESAR at that the conduct of exercises testing a configu- date. The EEC has established strong This is why when the French civil aviation ration with centres regrouped. The efficien- synergies and cross-fertilisation with authorities asked EUROCONTROL to carry cy of arrivals management was slightly the SESAR Programme throughout the out this technically very complex simula- improved with scenario 2 (Orly, Roissy and project life-cycle, and particularly at tion, the Centre responded by adjusting its Athis-Mons regrouped). ■ each of the five milestones, in order to work programme so that it was able to pro- ensure the applicability of Episode 3's vide them with results in the shortest possi- Jean-Paul Zabka, focus and results. ble time. EUROCONTROL Experimental Centre

Skyway 46 - Autumn/Winter 2007 131 Research and development

Are we developing the right systems? The European Operational Concept Validation Methodology

The following article presents E-OCVM, the European Operational Concept Validation Methodology – a common methodology for the validation of future ATM operational concepts.

Background Harmonisation and Integration agement by putting individual exercises Programme (EATCHIP). However, it was into the context of an entire concept For the last 50 years air traffic control has very difficult to reach a common agree- development lifecycle. been the domain of highly-skilled and ment on the strategy which as a result highly-practised individuals whose men- did not find full recognition and accept- All these initiatives addressed the need tal capabilities for rapidly processing ance. for a common methodology. However, variable data and making instant deci- an additional issue was being tackled by sions are put to the test every time they This situation motivated the European EUROCONTROL through a small project sit in an operational position. The current Commission to invest heavily in the called VALSUP. That issue was how to air traffic management (ATM) system is development of a consolidated and ensure that the outputs of R&D validation coming under intense pressure to more substantial approach to validation. projects would be useful to those organ- change and is considered as potentially It funded the four-year, multi-stakeholder isations responsible for building and constraining to future economic growth. project MAEVA and sought the support implementing real systems, i.e. how to Redesigning the ATM system is a chal- of EUROCONTROL. The output and ensure successful R&D. VALSUP called lenge requiring great understanding of knowledge from MAEVA was published on the experience of many large imple- the strengths of the current system along as the Validation Guidelines Handbook mentation programmes to determine with clear, pragmatic methods to support (VGH) in 2004. This Handbook focussed why so many delays and cost overruns effective development and evaluation. on the management of a specific valida- were experienced. Based on this, it pro- tion exercise. It was declared to be posed an approach to validation based In addition to the difficult design task mandatory for use by all related EC proj- around demonstrating fitness for pur- there is a complication resulting from ects. pose to the key stakeholders who control European ATM research and develop- the successful progression of the con- ment being scattered over many Contribution to the E-OCVM has also not cept from R&D. European countries. A lesson from the been purely European. The joint seven-year long PHARE Programme was FAA1/EUROCONTROL Action Plan 5 As a result, all the ingredients for a truly that for such a distributed industry it is (AP5) on validation has been an impor- common operational concept validation essential to have common methodolo- tant source of expertise, criticism and methodology were available and the gies in order to be effective when vali- support for the methodology. The con- EUROCONTROL Experimental Centre dating future ATM operational concepts. cept lifecycle in the E-OCVM has been took on the task of integrating all of these This is precisely what E-OCVM, the generated within AP5 as a simplified aspects into one common methodology. European Operational Concept approach to the NASA2 Transition This was tested and refined in the 5th 1- Federal Aviation Validation Methodology, ensures. Readiness Level’s approach. The FAA Framework Project Gate to Gate (G2G) Administration and the JPDO3 are both looking very and resulted in the Operational Concept

2- National A methodology closely at the E-OCVM and its applica- Validation Methodology (OCVM). Aeronautics and tion to the US programme. The output of Space Administration The history of E-OCVM starts about 10 the FAA/EUROCONTROL AP5 was a In 2004, the EC and EUROCONTROL years ago with the EATMS Validation joint Operational Concept Validation decided to accept the OCVM as a com- 3- Joint Planning Strategy (EVAS) which was collectively Strategy Document (OCVSD) which mon approach, thereby bringing into and Development Office developed within the European ATC added to the validation exercise man- existence the European-OCVM, high-

132 lighting the collaborative effort. The E- system rather than validation of a set outcome would not however have been OCVM was the end-product of a long- of requirements. possible if it were not for the active role lasting European collaboration of many of the Action Plan 5 participants, the EC partners. The Agency was asked to fur- The benefits of the E-OCVM are that it and several of its framework pro- ther maintain the E-OCVM and to create ensures that everyone involved in gramme members. The current suc- a supervisory board consisting of repre- research and development of new ATM cess is due to this partnership in which sentatives of all stakeholder groups to systems are working in similar ways EUROCONTROL has been and contin- supervise these activities and to approve using similar terms and techniques. This ues to be a provider of expertise and a new versions. The EC has also launched helps the many ATM stakeholders to federator. projects to support further development judge and compare the potential value of and dissemination of the E-OCVM in col- the ideas being developed. By involving In 2007 the E-OCVM version 2.0 appeared laboration with EUROCONTROL. The stakeholders actively, the methodology E-OCVM has even been translated into addresses the difficult issue of ensuring Spanish for use by the Spanish aeronau- the sufficient buy-in of all key stakehold- tics industry under the Royal Seal of King ers. This important aspect is necessary if Juan Carlos of Spain. we wish to see the transformation of a concept into a fully deployed system The European Operational Concept instead of simply becoming shelf-ware. Validation Methodology provides a trans- The E-OCVM also supports more effec- parent methodology that gives structure tive management of R&D programmes to the testing of concepts as they move thanks to the clear, documented struc- from simple ideas towards becoming ture. In this approach, expectations of new ATM systems. At the same time, it what sort of evidence can be generated provides a framework that supports the when, and using what resources, freedom to explore ideas and discover become much more transparent. unexpected (and unwanted) side effects. Overall it provides a framework Problems setting realistic programme that should enable stakeholders to judge expectations have been a major source if R&D is developing the right system. of difficulties in concept validation for many years. Consequently, simulation Concept validation platforms have often been pressed into use before they are fully ready with the The validation of concepts as promot- end effect being that results have been ed within the E-OCVM is an interactive extremely unreliable. It should be noted The E-OCVM is currently overseen by a process involving stakeholders all that the benefits of the E-OCVM are not supervisory board consisting of EURO- along the development process and is yet fully realised since it has been avail- CONTROL, its Experimental Centre, the not just an end test. It foresees con- able for only two years. Progress is being European Commission DG TREN, stant checks of the developing con- made and discussions within R&D pro- Isdefe (for EC Framework Programme), cept against stakeholder’s expecta- grammes are becoming more focused DFS, NLR and Indra (SESAR). tions. Importantly the E-OCVM does on identifying benefits and involving not rely on requirements as an expres- stakeholders throughout the develop- Further information is available at sion of what stakeholders need, ment and evaluation processes. www.eurocontrol.int/valfor. ■ instead it promotes the demonstration of fitness for purpose through the use Overall EUROCONTROL has provided Nigel Makins, Research Methods, of realistic scenarios. The emphasis is key expertise, funding and political EUROCONTROL Experimental on the evaluation of a potential end- support to develop the E-OCVM. The Centre

Skyway 46 - Autumn/Winter 2007 133 Research and development

Supporting ATC through simulations The Denmark-Sweden Interface Project

The following article introduces the DSI Project launched in the mid- 1990s to support the Danish and Swedish civil aviation authorities in the development of their new ATC systems. As a result, modern ATC systems, featuring human-machine interfaces and controller support tools developed in the project, are already operational in Sweden and are scheduled to become operational in Denmark by the year-end.

Background

The EUROCONTROL Experimental Centre (EEC) has been providing sup- port for the study, design, development and improvement of air traffic control (ATC) systems since 1962, when it was established.

In the course of the 1990s, the EEC ran a large number of simulations on behalf of various stakeholders (air navigation service providers, airports and airlines) in order to provide the most accurate information possible on the impact of change and new developments on their ATM facilities. EEC simulations can assess the effects of delays, fuel expenditure, safety aspects of new pro- cedures and controller workload.

One of the most important ATC research areas studied in depth at the EEC, as well as at other research cen- Screenshot of the DSI controller working position from the EEC simulation exercises. tres, has always been the human fac- tors domain, in particular the man- machine interface, the controller work- beginning of the new century. In com- encompassing all the previously men- ing position. parison with earlier ATC system tioned components in a common archi- replacements, where radar system, tecture with extensive and dynamic Denmark and Sweden flight plan processing systems and exchange of flight data. communication systems (radio and During the 1990s, the Danish and telephone) were individual systems, One of the issues to be addressed dur- Swedish civil aviation authorities were only exchanging a limited set of flight ing the specification of these new sys- both developing new ATC systems in plan data, this new system generation tems was the replacement of paper order to replace existing systems at the was going to be an integrated system strips with electronic strips or a graphi-

134 cal interface. When an air traffic con- including a new colour scheme and controller working methods and in par- troller writes information on a paper new functionality needed for real ticular the time needed for a controller strip, it can be used as an aide- implementation, such as approach and to learn to work with the new system. mémoire for himself or for the con- departure control working positions. trollers sitting next to him. The con- The HMI specifications developed in troller will then use another input The simulation was a success from DSI were transferred from the two device, e.g. a keyboard, to input data both a technical and an operational countries to their industry partners. into the flight plan processing system point of view, and the two countries Denmark had in the meantime also or to the radar data processing sys- decided to go for the concept for their signed a contract with Thales ATM. tem. The aim of the electronic flight new systems. Sweden had already plan is to combine the aide-mémoire signed a contract with Thomson CSF During the period, operational and with the system input in order to (now Thales ATM); Denmark sent out a technical experts from Denmark and reduce the workload, but also to allow call for tenders in early 1997. Sweden were based at the EURO- the system to provide decision sup- CONTROL Experimental Centre. When port, for example by highlighting the The DSI Project DSI was terminated these experts strip or prompting the next controller moved to Thales ATM where they used action. It was, however, clear that further their know-how to support the industri- development and validation was need- al system development. The Operational Display and Input ed in order to refine the HMI. The Device (ODID) Project had already Denmark Sweden Interface (DSI) The ATC system based on the DSI demonstrated the feasibility of such a Project was therefore launched. Project was commissioned in Sweden concept. A graphical interface inte- (Malmö and Stockholm ACCs) in 2006. grating the radar display and the flight Its first task consisted of an analysis of It includes the HMI and the controller data provided to the controller allowed a controller task, the information need- support tools developed in DSI, such graphical presentation of conflicts ed to perform each step, the logical as medium-term conflict detection. (medium-term conflict detection) and sequence of events as well as the Denmark is planning to go operational direct inputting using windows and expected input from the controller. On in December 2007 at Copenhagen pop-up menus. the basis of this analysis, the HMI was ACC. refined, displays and windows were Developing the human- redesigned, and a number of defaults As in the case of all new technology, machine interface were defined, e.g. where the cursor DSI met with a lot of scepticism in the would place itself when a particular beginning. Both the supply industry Denmark and Sweden started cooper- window was opened. and air traffic controllers did not all sup- ating in 1994 on the common develop- port this development. However, a ment of a human-machine interface It was also agreed to address the quick look at the HMI being proposed (HMI) based on ODID for their future tower HMI for the first time in order to at various ATM exhibitions demon- systems. provide a complete set of ATC HMIs, strates that the principles developed by including the interface with smaller air- this project have now been widely The EUROCONTROL Experimental ports and the military. accepted. Most of the major system Centre was asked to support this activ- providers are in fact proposing DSI-like ity, and provided a simulation platform DSI was first validated in a number of human-machine interfaces for their new for a real-time simulation in 1996 small-scale simulations, then in a larg- systems, not only in Europe but also in (SweDen 96). In this simulation, a por- er simulation in 1998. A second major the Middle East and Asia. ■ tion of Danish and Swedish airspace simulation was conducted in 2001, was simulated on a platform further focusing on cooperation between sec- Peter Eriksen, EUROCONTROL developed from the ODID 4 simulation, tors and area control centres (ACCs), Experimental Centre

Skyway 46 - Autumn/Winter 2007 135 Air navigation charges

Central Route Charges Office A pan-European economic role

The activities of the EUROCONTROL Central Route Charges Office (CRCO) have both expanded and become more diverse over the last 10 years. This growth and diversification have resulted from the accumulation by the CRCO of tasks in the realm of charges both within the multilateral route charges system and as part of the services provided for terminal, air navigation and communication charges under bilateral agreements signed with individual States.

Introduction

Of the current 38 Member States of EUROCONTROL, 34 States participate in the multilateral route charges system. Since 1997, Sweden, Italy, Slovakia, Romania, Croatia, Bulgaria, Monaco, the former Yugoslav Republic of Macedonia, Moldova, Finland, Albania, Bosnia and Herzegovina, Poland, Armenia Ukraine, Serbia, Lithuania and Montenegro have joined EURO- CONTROL. With the exception of Poland, Armenia, Ukraine and Lithuania, which would be integrated during 2008, the other 14 States have been fully inte- grated into the route charges system. November 2007 situation Over the last ten years, bilateral agree- ments for providing billing, collection review. In the case of four States CRCO to ensure that the States con- and accounting services for terminal (Belarus, Lithuania, Egypt and Ukraine), cerned have prepared their cost charges have been signed with Croatia, the CRCO also provides services for bases in full compliance with EURO- Hungary, Italy, Moldova and Slovenia, billing, collecting and accounting for ter- CONTROL principles, and that proper bringing the number of such agree- minal charges. consultations have taken place with ments to nine. Terminal charges billing users either individually or through is a natural extension of the services of Additionally, the CRCO has been pro- user associations. The CRCO also the CRCO, since most flight data is viding similar services for the communi- ensures that all legal requirements already available in the system, which cation charges levied by Ireland for its have been fully met including, where means that this service can be provided Shanwick FIR since November 2004. necessary, amendments to national at a competitive cost. laws in the area of charges with a view Value-adding to full alignment with the multilateral Seven bilateral agreements for air navi- pan-European services agreement. gation charges have been contracted with non-Member States, including The integration of new States in the dif- The different air navigation charges agreements with Egypt and Morocco, ferent charges systems requires systems run by the CRCO add a great which were signed in the period under extensive work on the part of the deal of value to the pan-European

136 ATM system. For 30 years the route 10 (million flights)+33% (billion kms) 10 +67% charges system has been providing the States and their air navigation 9 +33% 9 +67% service providers with a stable, trans- 8 +33%+33% 8 +67% parent and efficient funding mecha- nism for the provision of air navigation 7 7 services. The route charges services 6 6 +77% provide a pan-European system, +59% 5 5 +77% which is verifiable, based on sound +59% rules, transparent, comparable and 4 4 +77% simple. +59%+59% 3 3 For airlines and other airspace users, it 2 Distance billed (km) 2 is the most economic and efficient way Number of flight messages processed of paying for the services provided to 1 1 Traffic them. Moreover, EUROCONTROL is a subject 0 ‘97 ‘98 ‘99 2000 ‘01 ‘02 ‘03 ‘04 ‘05 ‘06 0 to charges forum where detailed discussions and consultations can take place between 1.00 (€ 2004/km) users and service providers. The CRCO also provides users with impar- 0.95 +104% tial advice on charges matters. It is increasingly providing its expertise in +104% areas such as simulations, forecasts, 0.90 +104% system design, analyses, economical 0.88 +106% evaluations, financing and funding. 0.85 0.85 +106% 0.84 0.84 0.84 The route charges 0.83 0.80 0.82 +106% 0.81 system 0.80 0.79 0.70 Evolution of It is worthwhile listing some indicators to real (en-route) ANS unit cost illustrate the growth of the work of the 0.65 for the CRCO 88 route charges system. area over 1982-2007 External indicators: 0.60 ‘97 ‘98 ‘99 2000 ‘01 ‘02 ‘03 ‘04 ‘05 ‘06 (in € 2004/km)

7 (billion) The “distances billed” within the route charges system increased from 5.02 billion kilometres in 1997 to 7.98 billion 6 kilometres in 2006 – a growth of 59%. In the same period, the number of flight 5 messages increased from 7.04 million to 9.34 million. Total service units grew 4 from 64.9 million to 104.5 million over +60%+60% the same 10 years. These operational 3 +60% growths are illustrated in the graph. +60% 2 The average deflated unit rate and the Amounts billed (ECU/€) related deflated average cost per km 1 has remained at a low level throughout the period, with the exception of the En-route charges period from 2002 to 2004. The increase 0 ‘97 ‘98 ‘99 2000 ‘01 ‘02 ‘03 ‘04 ‘05 ‘06 billed (ECU/€)

Skyway 46 - Autumn/Winter 2007 137 +33% +67%

+77% +59%

+104% Air navigation charges +106%

Central Route Charges Office A pan-European economic role

CRCO recovery rates in this period was partly required to 100% recover from the under-recovery of costs from the collapse of traffic due to 11 September 2001 events and the 95% SARS epidemic. However, since 2004 the average unit rate has decreased. 90% +60% The amounts invoiced increased from €3.57 billion in 1997 to €5.73 billion in 2006 – a growth in absolute terms of 85% 60%. This substantial increase is due to a combination of the integration of 14 Recovery rate at due date + 1 year States since 1997, and a general 80% Recovery rate at due date + 30 days growth in traffic. Recovery rate at due date

Performance indicators 75% ‘97 ‘98 ‘99 2000 ‘01 ‘02 ‘03 ‘04 ‘05 ‘06

The recovery rates for amounts billed for the route charges system also show For an evaluation of its cost-effective- It has integrated 14 States, seen a a very high level throughout this period, ness, it is important to look at the 60% increase in amounts billed as with only one year dropping below 99%. ratios between the CRCO’s actual well as a 59% increase in distances Moreover the trend shows constant costs and service units and amounts billed within the system, treated 33% improvement, reaching a very high level billed. The data shows that in more flight messages and processed in 2006. absolute terms the CRCO cost per 61% more service units, achieving all service unit has come down from this with a 38% reduction in unit costs. The recovery rate at due date has € 0.28 to € 0.18, or by 38%. In the same period the percentage of improved from 77% in 1997 to 89% in charges collected at due date has 2007. Similarly, the recovery rate 30 Therefore the overall performance of increased from 77% to 89% and over- days after the due date has increased the CRCO, for the route charges sys- all recovery after one year has from 96% in 1997 to 99% in 2007. tem, could be summed up as follows. increased from 98.89% to 99.75%.

Bilateral agreements 2.5 (million flights) Amounts (€ million) 500 Terminal charges +33% Up to now EUROCONTROL has 2.0 +67%+67% 400 signed nine agreements with Member States for terminal charges, one of which (France) is only for billing, with 1.5 300 collection and accounting remaining the responsibility of the State con- +77%+77% cerned. For the remaining eight States +59% 1.0 200 the full service is provided.

Over the last decade the number of Number of 0.5 Amounts billed in € million 100 flights processed has increased by flights/ Number of flights (million) 67% to 2.2 million and the associated amounts - Terminal amounts increased by 77% to reach charges 0.0 ‘97 ‘98 ‘99 2000 ‘01 ‘02 ‘03 ‘04 ‘05 ‘06 0 €304 million.

138

+104%

+106%

+60% +33% +67%

Air navigation charges EUROCONTROL has currently seven bilateral agreements for air navigation charges with Belarus, Egypt, Latvia, +77% +59% Lithuania, Morocco, Ukraine and Operational measures Absolute growth Uzbekistan. For four of these States Distances flown 59% (Belarus, Egypt, Lithuania and Ukraine), both route and terminal charges are Flight messages processed 33% covered by the billing, collection and accounting services. Total service units 61%

1.2 (million flights) Amounts (€ million) 600 Number of flights/ amounts – Air navigation charges

1.0 500 +104%+104% costs reduced by 38% and the rate of 0.8 400 recovery increased from 98.8% to over 99.8% 0.6 +106%+106% 300 This excellent performance of the CRCO over the last decade has been 0.4 200 primarily due to the expertise and moti- vation of CRCO staff. The staff has Amounts billed in € million been innovative and continuously 0.2 Number of flights (million) 100 improving the methods, processes and tools used by the CRCO. The detailed 0.0 ‘97 ‘98 ‘99 2000 ‘01 ‘02 ‘03 ‘04 ‘05 ‘06 0 examination of these would be carried out in the next article. ■

Here the number of flights and the Conclusion Kumar Basu, amounts processed have more than Head of Treasury and Accounting doubled over the last 10 years. The ini- The data above clearly shows that the Unit, Central Route Charges Office tial downward trend is due to the inte- volumes associated with the route gration of “bilateral States” into the charges system have been expanding Multilateral Agreement. In that case the continuously over the last ten years with bilateral contracts were terminated. the exception of 2001 and 2002, the This happened e.g. for Bosnia and years affected by the SARS and +60% Herzegovina, Bulgaria and Moldova. September 2001 events. In summary, in the period 1997 to 2006 the three Shanwick communication operational measures of the route charges charges system grew as follows: This task on behalf of Ireland was taken over as from 1 November 2004. €14 All these activities have been achieved million was billed for 369,000 flights in within an overall cost of € 18.3 million in 2005 and €15 million for 386,000 flights 2006 compared to the figure of € 18.2 in 2006. million in 1997. In the same period unit

Skyway 46 - Autumn/Winter 2007 139 Air navigation charges

Central Route Charges Office Faster, further, lower-cost

In the following article, we examine briefly a number of improvements which have contributed to the CRCO’s highly efficient services and performance in collecting route charges from operators.

Introduction

The EUROCONTROL Central Route Charges Office (CRCO) is striving to be faster and more responsive in its serv- ices, to offer these services to a grow- ing community in line with a decision by States to expand the multilateral route charges system to all the 42 States of the European Civil Aviation Conference (ECAC) and to do this at a decreasing cost to the benefit of all stakeholders.

In the previous article the value of the services offered by the Central Route Charges Office in providing a stable and transparent source of funding for ATM services within the context of the EUROCONTROL Agency’s strategy and plan for providing pan-European services was demonstrated. The growth in the activities of the Central 1998 a new calculation method was cooperative problem-solving and a Route Charges Office and its efficiency introduced. It changed the distance focus on quality. and productivity were also established. calculation based on a standard, most frequently used route to a flight-by- The bills for all systems (route, terminal, The CRCO has always paid the fullest flight route calculated per State over- air navigation and communication) are attention to quality and productivity and flown. This method allows a more equi- now printed at the same time, thus facil- has introduced a performance meas- table calculation of the bill. It also itating despatch of all bills for all sys- urement system using the balanced required the matching of CRCO flight tems at the same time in a batch to scorecard, bi-annual risk reviews. It data with the route information of the users. Large bills are forwarded by was among the first within the Agency Central Flow Management Unit (CFMU) express courier services with overnight to introduce formal business plans. for billing purposes. delivery to ensure both receipt on time and increased speed of despatch. Continual improvements Continuous contacts with the States’ Moreover, an electronic billing informa- national route charges offices and the tion service has been established and Improved billing process CFMU have improved the quality of the is to progressively replace paper- flight data, increased efficiencies in based billing. This service not only The CRCO serves about 5,000 air- data transmissions and have ultimately reduces the cost of printing and send- space users all over the world on an reduced the number of claims. A regu- ing billing information; it also allows the annual basis. Their flight data is sup- lar workshop with all transmission cen- electronic reconciliation of data by cus- plied by the States overflown and in tres has helped in inculcating a spirit of tomers in a timely manner.

140 The information provided to customers day. Users’ accounts are therefore up ment system in 1997 meant that on the Internet (www.eurocontrol.int/ to date within 24 hours of the payment deposits with banks could be moni- crco) has also been enhanced. A PC- recorded by the bank with a value tored closely and improved rates com- based program has been placed on date. Moreover, the number of princi- parable to Reuters BID rates could be the web pages of the CRCO for the pal banks carrying out 90% of the achieved. benefit of users for calculating dis- transactions has been reduced from tances and charges for existing or new 28 in 2000 to 10. Improved recovery routes. procedures A process allowing payment of small A customer guide to charges is avail- amounts by credit card was intro- The Unit has reorganised its activities able online, listing in a comprehensive duced in 2001, thereby helping the by user rather than system (route, ter- booklet all aspects of the billing sys- users and speeding up the collection minal, air navigation and communica- tems the CRCO operates on behalf of of route charges. tion). Staff members of the unit are the States. This guide is updated regu- therefore responsible for a number of larly as and when new States join or Continuous reconciliation of user users and follow them up for amounts new services become available. accounts and confirmation with users outstanding for all the systems rather has reduced disputes concerning out- than system-by-system. The introduc- Dedicated Extranets with secure standing amounts substantially. A large tion of the Integrated Recovery System access have been created for the proportion of the allocation of users’ (IRS) has helped staff serve users States and airspace users. The States payments has been automated, thus simultaneously for all the systems. can access billing data electronically increasing the speed of processing. and verify items of interest regarding In addition, the CRCO has been work- billing, collection and financial data. ing in close cooperation with a number The airspace users have access to The CRCO serves about of States, resulting in the establishment their individual billing information and of stronger legislation for judicial can update their fleet and contact 5,000 airspace users all measures against non-paying users. details electronically. over the world on an The introduction of interest on late pay- ment at a penal rate has also helped Finally, over the last decade the billing annual basis. influence bad payers to the benefit of process itself has been the subject of good payers. continuous improvement, resulting in an acceleration in the production of Similarly the speed and quality of cor- Improved information bills. respondence has been increased in all technology processes areas. While ten years ago communi- Improved accounting cation was based on letters, telexes An issue on everybody’s agenda at the procedures and manual faxes, nowadays integrat- time of Y2K or transition to the year ed electronic communication tools 2000 was resolved in the CRCO with- A number of improvements have also allow faster replies. out any problems, keeping the revenue been introduced in the accounting and flow stable for the States. treasury area. The introduction of the Payments from banks to States or electronic SWIFT MT 940-based bank users have been made more efficient In 2002 the CRCO migrated its IT plat- reporting system, completed in 1995, and more secure through the introduc- form from Bull to the Sun Microsystems has speeded up the processing of tion of electronic signature and trans- Solaris platform. The migration, bank transactions from an average of mission through SWIFT MT 101, thus although mainly aimed at moving from four days in 1995 to one day since ensuring payment to all States within a proprietary system to an open sys- 1997. This means that banks report all one day of issuing payment instruc- tem, allowed careful scrutiny of the transactions overnight and these are tions to CRCO banks. The introduction complete system and the functionali- entered in users’ accounts the next of a sophisticated treasury manage- ties, and a number of immediate

Skyway 46 - Autumn/Winter 2007 141 Air navigation charges

Central Route Charges Office Faster, further, lower-cost

improvements. These improvements in specialist panels of the EC/EU, and all actions are followed up in the were customer-driven (the operational ANSEP, GNSS, Galileo and SESAR, interim. The review covers not only units) and allowed the IT Unit to imple- providing advice on economic, finan- existing activities but in particular new ment them in a more constructive and cial and route charges matters. It has and planned activities. speedier manner. Some of the exam- prepared the new EC regulations for ples quoted above in the various the route charges system as mandat- As a further part of risk avoidance the operational areas, like Extranets for ed by the EC. This has contributed to CRCO has produced a business conti- users and States, an integrated recov- a consistent and experience-based nuity plan based on both a second ery system, an integrated correspon- input on charging matters to these stand-by IT facility and a second work dence system, credit card payments, bodies in all these symposia. area facility. The business continuity etc. were made possible through plan has been fully tested and is close cooperation with and the Ensuring business reviewed each year. expertise of the IT Unit. The new sys- continuity tem is also more scalable in process- Conclusion ing power, thus catering for the ever- The CRCO is responsible, as an agent increasing traffic. of the Member States, for providing Over the last decade, the Central Route billing, collection and accounting serv- Charges Office has been striving to Streamlining the IT infrastructure ices for route, terminal, air navigation deliver its services faster, further and at through consolidation and reduction and communication charges. On aver- a lower cost to its growing customer of the number of servers helped to age some 80% plus of the States’ rev- base. As part of its approach to contin- reduce overall IT costs. In addition, enue meeting the cost of providing uous improvement, it is committed to the IT Unit has been able to improve ATM services is collected by the CRCO continuing to do so in the future. These response times and serve an increas- – sometimes more. Therefore security improvements and the CRCO’s day-to- ing number of workstations with more is a key word for the service. day performance depend fully on the complex applications. All of this has motivation, skills and expertise of its been achieved in parallel with an This is the reason why the CRCO was in staff – its greatest asset. ■ enhancement of the security and the frontline for the introduction of com- robustness of the system. plete risk reviews and risk management Jens Fischer, for its operations. A complete risk Office of the Director Improved productivity review is carried out every two years Central Route Charges Office

As a result of all these improvements, CRCO productivity, measured by the 100,000 (flights per staff) number of flights processed per staff member, went up by 45%, reaching 90,000 95,000 in 2006.

An advisory role 80,000 +45%+45% The CRCO has participated in various 70,000 fora dealing with ATM matters. These include meetings arranged inter alia by ICAO and IATA. It has participated 60,000 Number of flights processed per staff

50,000

CRCO productivity 40,000 ‘97 ‘98 ‘99 2000 ‘01 ‘02 ‘03 ‘04 ‘05 ‘06

142 Flow management

Central Flow Management Unit An evolving role

Since its foundation by the European Ministers of Transport in 1988, in response to an urgent need to improve European air traffic flow management, the Central Flow Management Unit (CFMU) has established itself as one of the central players in the battle to cope with air traffic growth. In doing so, the CFMU has had to adapt to the rapidly changing European air traffic management situation, which, as it moves towards a more unified system, requires more flexibility and innovation.

The origins Traffic/delays 1999 – 2007

“Delays and capacity problems beset 30,000 6 us throughout the late 1980s and all

through the 1990s. Pleasingly, we have 25,000 5 come a long way in addressing capac- ity issues in Europe since we first 20,000 4 Average daily flights daily flights Average began to tackle them”, recalls Víctor in minutes per flight y Aguado, EUROCONTROL Director Dela General. 15,000 3

Steady air traffic growth in the 1980s had resulted in a major delay crisis in 10,000 2 Europe, with about 20% of flights incur-

ring more than 30 minutes' delay, and 5,000 1 frequent disruptions in European air traffic management. 0 0 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 The International Civil Aviation Organization (ICAO) then developed the centralised traffic management The objective was straight-forward – to Today the concept has proved suc- concept, based on a Central Flow create a single, coordinated, and inte- cessful, thanks to the rigorous imple- Management Unit (CFMU) and Flow grated air traffic flow management unit, mentation of systems and procedures, Management Positions (FMPs), ensur- covering all European airspace. and also thanks to the confidence and ing operational liaison with each air traf- Previously, there had been an initiative relentless support from the ATM part- fic control centre. to slim the 11 European flight manage- ners involved. ment cells down to 5 – in Frankfurt, In October 1988, the Transport London, Madrid, Rome and Paris. Even Indeed, the ATFM1 average delay per Ministers of the Member States of the this slimmer model, however, gave rise flight decreased from 5-6 minutes in European Civil Aviation Conference to multiple problems in communication 1999, to less than 2 minutes in recent (ECAC) area decided to implement this and interoperability. Hence the con- years (2003 to 2006), despite a steady concept and to entrust the manage- cept of the CFMU was developed as an increase in traffic overall. Compared ment of the project to EUROCONTROL. answer to greater efficiency, conver- to less than 20,000 daily flights in the 1- Air Traffic The CFMU was born. gence, and safety. early days of the CFMU, the average Flow Management

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Central Flow Management Unit An evolving role

daily traffic in 2006 reached more than ■ the design and implementation of a essential to the acceptance and long- 26,000 flights, with recorded peaks of single so-called “Environment” term sustainability of the concept. more than 33,000 flights in summer database, assembling airspace 2007. data collected from air navigation Today, liaising daily with CFMU opera- service providers; tions, are 70 flow management posi- Pioneer spirit – for an ■ specifying and developing the tions established in the air traffic cen- unprecedented project core CFMU systems – the Initial tres located in the CFMU area. An at European scale Flight Plan Processing System Aircraft Operators Liaison Cell function (IFPS) and the system for evaluat- (AOLC) was created, which provides As an actor of the pioneer team I can ing the ATFM situation, optimising an operational interface between the recall that when Keith Williams, traffic demand and calculating CFMU and over 400 aircraft operators. Chairman of the Flight Data Flow departure times to avoid conges- This unit is made up of one IATA Management Group (FDFM) in charge tion (TACT CASA: Computer (International Air Transport Association) of initial project oversight, authorised Assisted Slot Allocation); representative and one IACA (International Air Carrier Association) representative. They operate by moni- toring the flow management information and tools provided to the aircraft oper- ators, and provide feed-back to the CFMU through a regular summary of the views expressed by the airlines. This function is essential for delivering to airspace users a view of CFMU operations in the most transparent way 28 March 1996 – and for testifying that operations are the start of run with impartiality. CFMU operations As pointed out pragmatically by Pierre- Olivier Jeannet, who had worked tire- the start of CFMU tactical operations, ■ implementing the whole infrastruc- lessly as project manager for CFMU there was still some scepticism among ture of information systems and systems before taking responsibility for certain parties involved in the consul- networks, with the appropriate con- the CFMU Engineering Division for 10 tation, due to the technical, political tingency measures, and the dedi- years, “The ATFCM function fulfilled by and cultural risks of the project. The cated technical support teams. the CFMU is very firmly established professionals from the FDFM group, now. The challenge will be to maintain together with the CFMU small “start- Following a progressive roll-out, IFPS the success in the long term as this is up” staff, helped to convince the air- became fully operational on 28 March more difficult than establishing it”. craft operators that there was much to 1996 without disruption. Since that be gained from an active central flow date, all flight plans in the CFMU area 2000-2005: management body. are collected and redistributed to ATS Strengthening units by IFPS. operational processes Not surprisingly, the technical project and systems was among the most complex and Establishing a solid basis in terms of challenging aspects of the undertak- systems was not the only CFMU chal- In order to progressively control delays ing. It comprised inter alia: lenge in the early days. Setting up, by helping ATM partners release within the ATM and airspace opera- unused capacity, the CFMU opera- ■ the consolidation of all European tors community, the network of core tional processes and systems of the flight plan information in a single contributors to CFMU’s operations early days were constantly improved in flight plan repository (IFPS); has also been a major achievement, the years 2000-2005.

144 Certainly, the most significant achieve- ment of this period is the evolution of the TACT CASA system to ETFMS (Enhanced Tactical Flow Management System) which takes into account the ETFMS: Improved flight data real-time position of the flights, there- and decision-making fore dramatically improving the accura- The Enhanced Tactical Flow cy of the ATFM situation. Management System (ETFMS) Project was launched in 1999 The average yearly savings achieved with the main objectives of for the airspace users community have improving accuracy and predic- been estimated at approximately €50 tion of ATFCM, as well as pro- million (based on 2004 traffic and delay viding a common view of ATFCM figures). flight data for all stakeholders.

Implementing In practice, ETFMS receives surveillance data, i.e. radar-derived data provided Collaborative Decision- by service providers, estimated landing times provided by aircraft operators Making and simulations and meteorological data. ETFMS uses this information to update the existing data from flight plans and flow measures. Receiving such accurate real-time During the early 2000s, the CFMU pro- data allows ETFMS to recalculate the current position and future trajectory of gressively moved from an approach flights, adding enormously to the accuracy of the data within ETFMS. privileging systems and slot-allocation mechanisms to cooperation processes, As of end 2006, Correlated Position Reports (CPRs) were being received from based on Collaborative Decision- all States in the CFMU core area. The CPR coverage still needs to be extend- Making (CDM). ed, mainly in Scandinavia and the south-east of the CFMU area. To date, 87% of the flights are updated, with an average of 70 CPRs per flight. In the strategic phase, the use of sce- narios, including flight-level capping, ATFM simulations run in 2004 showed that real-time updates contributed to a alternative routing or rerouting devel- 17% reduction in delays, resulting in a yearly reduction of approximately oped along the years. Although these 2.5 million minutes in 2004, which in turn could be estimated to represent at were on the whole advisory, they con- least € 50 million savings for airspace users. tributed significantly to reductions in delays.

The CFMU also developed a role for small disruption, whatever the cause, This development has led to the cre- handling “special events”, i.e. unfore- became more likely to have a significant ation of a team of network specialists seen events which temporarily cause a effect on the overall network. (the Network Management Cell – reduction in capacity of sufficient mag- NMC), whose role is continued during nitude to require flow management In parallel, the role of pre-tactical oper- the tactical phase by the Tactical assistance. ations also evolved from an activity pre- Network Coordinator (TNC) position. dominantly dedicated to the creation of The handling of special events has the tactical plan, to carrying out Finally re-enforcing the CDM with air- always been an integral part of the ATFCM2 simulations. Still today, these craft operators, a team of Aircraft assistance provided by the CFMU to the activities are very important for assess- Operators Liaison Officers (AOLO) air navigation service providers (and ing the effectiveness of ATFCM meas- has been set up. Today they are still indirectly the airport authorities, han- ures in the pre-tactical phase, and the main point of contact with the air- dling agents and aircraft operators), but assisting service providers in their lines concerning any ATFCM measure 2- Air Traffic Flow it became more critical as traffic figures preparation of sector configurations during daily tactical operations, and and Capacity increased. On busy days, a relatively and airspace changes. they provide the views of the airlines Management

Skyway 46 - Autumn/Winter 2007 145 Flow management

Central Flow Management Unit An evolving role

during the preparation of the daily pre- tactical plan.

Safety, quality and user service – striving for continuous improvement

Being daily engaged in operational processes together with air navigation service providers, it made perfect sense for the CFMU to adhere to the same safety and quality standards.

Therefore, the CFMU committed itself CFMU human-machine interface user applications to complying with EUROCONTROL Safety Regulatory Requirements (ESARRs) in all safety-related activities. now formalised existing operational For most air navigation service The deployment of a safety manage- practices into documented proce- providers, an ISO 9001 certification was ment system integrated in the quality dures, and is progressively implement- taken as a means of compliance for ful- management system and in line with ing specific safety processes such as filling the EC common requirements by ESARR2 requirements started in 2005. those required by ESARR2, ESARR4 the end of 2006. Following the same Following this approach, the CFMU has and ESARR5. path since October 2004 the CFMU has also been implementing a quality management system and was granted an ISO 9001:2000 certification in Collaborative decision-making with all partners involved could not have been December 2005, so that it is now fully possible without the setting-up and systematic use of e-conferencing. Managed committed to continuous improvement by the CFMU training section, these facilities benefited from a specific focus on in both safety and quality management. ergonomics and ease of use. Today this process is firmly established, with daily conferences presenting the pre-tactical and tactical situation, as well as period- Developing user services has been a ical conferences to monitor the evolution of the ATFM scenarios, and ad-hoc con- natural trend since the early stages of ferences when unforeseen events happen. the creation of the CFMU, first with tra- ditional training and operational helpdesks, then increasingly through electronic media. Still today the CFMU catalogue for e-learning is constantly enriched with new modules, and the offerings of CFMU applications with customised human-machine interfaces (CHMI) are still being extended.

A significant extension of the CFMU services' reach was achieved in late 2004, when the EUROCONTROL Director General decided to transfer Daily e-conferencing EAD – the European AIS Database – service oversight from EATM (European ATM

146 Programme) to the CFMU, thus bringing al expertise and resources from the ATFM and airspace management the management of EURO- Agency to develop its operations and measures. CONTROL operational services under systems. These are designed to one umbrella. EAD proves to be the release latent ATM capacity and opti- The CFMU is expected to provide a world’s largest aeronautical information mise the use of available capacity in more dynamic version of the NOP by service. The CFMU and EAD teams the short term, i.e. in the 2006-2010 the end of 2008, through a dedicated have started identifying synergies and timeframe. portal. It will play the role of NOP con- improving CFMU data quality by tent manager, as well as coordinator of increasing the consistency between Strengthening the the multiple ATM contributors. In paral- aeronautical information and airspace Network Operations lel, the processes providing content to – management data. Plan (NOP) and being supported by – the NOP will have to be re-enforced between the dif- One of the essential tools for ensuring ferent partners. Here too, the CFMU is With the Dynamic coordinated planning and execution of ready to play a facilitator role. European ATM operations is the NOP Management of the (Network Operations Plan). The NOP is Experiencing ATFCM European Airspace defined in the DMEAN framework as “a and airspace manage- consolidated set of airspace, flow and ment synergies in Network (DMEAN) capacity plans, which includes the practice initiative, the CFMU aims results of demand and capacity bal- ancing in advance of the day of opera- The CFMU intends to develop its coop- to develop its role of tions, and which reflects the updated eration with military airspace users, fur- facilitation and effective pan-European network situation”. ther to the current operational contacts coordination of the with the Airspace Management Cells In May 2006, as a quick win for the (AMCs). The objective is to make prac- European ATM network. DMEAN Programme, the CFMU tical progress in the implementation of released the first edition of the NOP the Flexible Usage of Airspace concept document, for the 2006 summer sea- (FUA), another major direction of the 2006+: Enabling the full son. This single document incorporat- DMEAN Programme. potential of the network ed the existing information on traffic demand and capacity plans, identified An enhanced AMC and CFMU trial is With the Dynamic Management of the bottlenecks, and presented related currently ongoing, which investigates European Airspace Network (DMEAN) coordination procedures between the initiative, the CFMU aims to develop its Belgian, French, German, Swiss and role of facilitation and effective coordi- UK Airspace Management Cells and nation of the European ATM network. the CFMU. The purpose of this trial is to evaluate the effectiveness of the In April 2004, the CFMU published the processes in place, the potential EUROCONTROL Air Traffic Flow and improvements, and the role and respon- Capacity Management Strategy, a doc- sibilities of stakeholders involved. ument approved by the Permanent Commission, which already highlighted Further improvements are foreseen in the main directions for “complementing 2008-2010, where CFMU will have an the ATFM initial approach, mostly instrumental role – the development of based on slot-allocation mechanisms additional scenarios proposing more with capacity management processes”. efficient routes (shorter routes but con- Today aligned with the DMEAN frame- ditional), and scenarios to be activated work, the CFMU benefits from addition- on request.

Skyway 46 - Autumn/Winter 2007 147 Flow management

Central Flow Management Unit An evolving role

Supporting the Single more efficient than other regions at But ATFM does not stop at the frontiers European Sky (SES) addressing airport congestion during of the European CFMU area. Therefore, regulatory initiatives peak hours, thanks to EUROCONTROL’s after developing ATFM cooperation Central Flow Management Unit”, as with States adjacent to the CFMU area, The CFMU has recently demonstrated pointed out by Mr Rochat, Executive the CFMU role in the coming years will its capability to provide ATFM opera- Direct of ATAG (Air Transport Action also be to extend operational collabo- tions expertise in the development of Group). ration with European neighbouring SES mandates, a role which will cer- countries, with the Federal Aviation tainly be perpetuated in the future. For Extending the reach Authority (FAA), and with Russia nation- instance, it was responsible for the al authorities, under the umbrella of drafting of the European regulation on Another of the DMEAN improvement EUROCONTROL Memoranda of coop- initial flight planning and is currently areas consists in bridging ATFM and eration. contributing to the Agency effort as airport operations through closer coop- regards the drafting of the European eration and mutual exchange of plan- More challenges ahead regulation laying down common rules ning information. on air traffic flow management. When questioning the ATM partners on what will be the main role and chal- Implementing SAFA lenges of the CFMU in the near future, Andreas Angenendt former Director In the Safety Assessment of Foreign Operations of the DFS Control Centre Aircraft (SAFA) Programme, the CFMU Business Unit and Chairman of the role is to alert Member States and the European ATFM Group (EAG) con- European Commission about those air- firmed CFMU’s vision, according to craft or operators that are planning to fly which the Unit will continue “to act as a to an airport within the ECAC area, and moderator between the individual on which a ban has been imposed by stakeholders” and “to enhance coordi- one or more Member States (black list) or nation processes between service for which targeted inspections have providers (…) while always safeguard- been decided. This alerting role is a new ing their interests”. function for the CFMU which may poten- tially be extended in the future to other When considering the key objectives ATFM domains also requiring European underpinning the SES initiative, it is reach. This is particularly relevant when clear that overall ATFCM efficiency and synergies can be achieved with the The CFMU is instrumental in this area, cost-effectiveness will be drivers for existing CFMU network facilities and by contributing to operational trials with forthcoming developments at the operations. airports. In June 2007, Munich became CFMU. “Another challenge will be for the first European airport to implement a the CFMU, together with its ATM part- Reducing full Airport Collaborative Decision- ners, to make their services more pro- environmental impact Making (CDM) process. In particular, ductive, while maintaining – or even with the implementation of the ETFMS improving – a high level of safety,” con- By suggesting more direct routings connection with the CFMU, it is now able cluded Andreas Angenendt. ■ whenever possible and by keeping air- to send real-time departure planning craft delayed on the ground with engines information (DPI) messages, therefore Francis Gainche, switched off – thus avoiding long air- providing highly accurate off-block-time Special Advisor and Head of the borne delays, EUROCONTROL’s Central and take-off-time predictions. Office of the Director Central Flow Management Unit contributes sig- Flow Management Unit nificantly to reducing emissions on a More trials are foreseen in the coming daily basis. “Europe has proved to be months with Zurich and Brussels.

148 Central Flow Management Unit Dealing with crisis situations

Since start of operations, the Central Flow Management Unit (CFMU) has on many occasions been involved in the management of crises, and has proved to be an essential tool to reduce their impact on European airspace.

Leveraging the network to reduce the impact of crises on aviation

The Central Flow Management Unit (CFMU) has been able to successfully handle crises thanks to its smooth operational processes, extended com- munication facilities and the capital of confidence built up over the years by working with all European ATM players.

Three practical cases of the CFMU role in crisis management are reported in this article: the Kosovo conflict in 1999, Over the years, the CFMU has developed into a fundamental crisis management cell for Europe. the 11 September 2001 terrorist attacks on the New York World Trade of military air traffic and the lack of The planning and execution of measures Centre, and the London security alerts adequate Operational Air Traffic (OAT) and procedures adopted to address the in 2006. routes in some of the affected States crisis were facilitated in establishing a resulted in the increased use by mili- NATO cell within the CFMU on a tempo- In addition to these high-profile exam- tary aircraft of the civil ATS route sys- rary basis. Additionally, CFMU terminals ples, it should not be forgotten that tem to transit to and from their destina- were installed at NATO headquarters, many small crises arise regularly which tions, with a subsequent impact on the SHAPE and in Vicenza (Italy), so that all are part of CFMU’s day-to-day busi- capacity of the civil sectors. parties had direct on-line access to infor- ness. mation concerning air traffic. Consequently, air traffic, not only in the Kosovo conflict immediate area of the conflict, but In the meantime, with the Agency’s often far away, was affected in some Airspace Management and Navigation The North Atlantic Treaty Organisation way by the crisis. Delays in Europe Unit, alternative routes around the closed (NATO) intervened in the Kosovo con- increased by between 30% and 42%. airspace were created to best meet the flict on 24 March 1999 and asked requirements of States and aircraft oper- Bosnia and Herzegovina, Croatia, To deal with the increase in traffic ators. Hungary, Italy, Romania, Bulgaria, resulting from the airspace closures Slovenia and the former Yugoslav and increase in demand during the When the conflict ended in June 1999, a Republic of Macedonia to close part or conflict, the CFMU, as the considerable volume of airspace all of their airspace for safety reasons. EUROCONTROL’s focal point, worked remained closed to civilian traffic and in coordination with NATO, the States there was still significant military and Military requirements had a serious concerned and the relevant authori- humanitarian aid activity. impact on the airspace organisation of ties, to minimise as far as possible the those States. Furthermore, the States’ impact of the crisis on the smooth flow At that point, medium-term actions were divergent approaches to the handling of civil air traffic. taken to improve the route network

Skyway 46 - Autumn/Winter 2007 149 Flow management

Central Flow Management Unit Dealing with crisis situations

organisation for the benefit of aircraft Europe, as well as those diverted from role of communication focal point. A operators and States in the region. A US airspace in such dramatic condi- great number of civil operators contact- number of changes had been made to tions. Indeed the CFMU could be ed the CFMU for situation reports and the air route structure serving south- called the FAA Command Centre’s possible prognoses. Over the next few eastern Europe since the break-up of counterpart in Europe as it managed days, the CFMU adjusted the traffic Yugoslavia, although such changes flows, and assisted aircraft operators flows to the gradual opening of ocean- have not always been dictated by and the military in the wake of these ic airspace. operational best practice. events. A specific issue came with the intro- In order to improve the route network Immediately upon receiving the notifi- duction of stringent security arrange- organisation, EUROCONTROL, the cation at approximately 1400 UTC on ments at airports. Passengers were International Civil Aviation 11 September 2001 that US airspace processed so slowly that they could not Organization (ICAO), the States and had been closed, the CFMU, using its board their aircraft on time for the the aircraft operators worked together system and communication network, flights to meet their departure slots. As and, on 27 January 2000, the airspace informed each European air traffic con- a result, the CFMU had to adjust regu- in the Balkan area was reopened, with trol centre, flow management position, lations in order to cope with hundreds the exception of Kosovo itself. control tower and 250 aircraft operators of requests for revised slots.

As with lessons learned from the past, the excellent civil-military cooperation Flight suspension mechanism and coordination, together with the desire of all involved to act quickly and In the event of a major crisis, if aircraft need to be prevented from departing, the flight suspension mechanism decisively, minimised the impact on CFMU uses the . By creating such an ATFM measure civil aviation. in the ETFMS/TACT system, the CFMU is able to release hundreds of messages to the affected airlines within a few minutes. The messages notify the airlines that 11 September 2001 their aircraft must remain on the ground until further notice. This procedure is used when a portion of airspace or of an airport is closed, for whatever reason The events in the United States on 11 (accident, ground equipment breakdown, fog, cross winds, etc.). September 2001 were unprecedent- ed. The world was shocked to see civilians and civil aircrafts transformed into instruments of terror. of the event. Within five minutes of the There was some concern that once US original announcement, each flight airspace had been reopened, a Through its operational arm, EURO- scheduled to depart to the United tremendous backlog of flights would CONTROL was deeply involved in the States was prevented from leaving have to be dealt with. In fact, the fol- immediate aftermath of these attacks. (flight suspension mechanism) and lowing days demonstrated the oppo- The CFMU was the key coordination those aircraft mid-flight were either site, this attack having triggered off point for all air traffic movements diverted to safe landing places or one of the longest recessions in global across the Atlantic as well as in returned to their original airports. air transport demand that the industry Europe airspace, and helped direct had ever known. and reroute traffic safely. Airspace had to be made available to accommodate the returning aircraft so Civil and military partners on both Working in extremely close collabora- the CFMU rationed available capacity, sides of the Atlantic took cooperation tion with the Federal Aviation preventing other flights from taking off to new heights and although the events Administration (FAA) Command and so allowing the returning aircraft to which took place on 11 September Centre, the US Government in fly through European skies safely. 2001 were utterly appalling, at least we Washington, military authorities and can be glad that there were no reper- NATO, the CFMU contrubuted to The CFMU was not only an operational cussions on the safety of air transport ensuring the safety of all flights in coordination point. It also played the elsewhere.

150 UK security alerts, needed a pan-European overview. The been further improved and the e-con- August 2006 most affected airport was London ferencing facilities re-enforced, in par- Heathrow and at 12:00 UTC the local ticular to cope with quick decision- EUROCONTROL’s CFMU was informed situation in the UK was such that an making in a crisis situation. at 03:50 UTC on Thursday 10 August of increased number of inbound flights a high-level security situation at UK air- were permitted to London Heathrow. Playing the role of focal point for ports, due to alerts of terrorist attacks. decision-making during major critical This involved the introduction of excep- However, this increased number was events, by limiting their impact on avia- tional security measures in respect of very dependent on which airport termi- tion, is indisputably one of the key mis- passenger and baggage checks. The nal they would use. This is a problem sions of the CFMU. ■ immediate impact on the European that could occur at any major airport ATM situation was the application by where there is an increased tendency to UK NATS of very restrictive airport have terminals, segregated by operator, CFMU’s contribution ATFCM regulations for most major UK or area (e.g. Schengen/non-Schengen). in a nutshell airports and as a result several airlines At Heathrow the problems were greatest cancelled major parts of their sched- in those terminals dedicated to trans- ules. Atlantic flights and British Airways oper- ations. In the recovery stage therefore, The CFMU intervened in its role of body emphasis was placed on increasing the responsible for implementing ATFCM number of flights from certain European measures, immediately ensuring that no States and the CFMU was in the best further flights departed that would add position for implementing such a com- to the airport congestion. However, this plicated strategy. is just one part of EUROCONTROL’s overall involvement. As the recovery gained momentum, so the restrictions were relaxed and a near- When such crises occur it is important normal ATFCM situation was achieved that a stable, manageable ATM situation by the end of 10 August. is established as quickly as possible and that is where the application of ATFCM Lessons learned measures is crucial. It is also extremely important that all ATM actors are made Building on its experience, the CFMU aware of the situation. The main actors, has over the years developed into a in this case UK NATS and the UK air- fundamental crisis management cell for ports, were fully focused on dealing with Europe, capable of coping with major the immediate impact on their own oper- critical events, in coordination with non- ations. They could however rely on the aviation authorities. CFMU and its extensive communication network as the most obvious way of dis- As it is also essential to ensure that the seminating this information not only on a entire ATM community learns from such pan-European basis but also to ATM events, EUROCONTROL organises and agencies in North America. proactively participates in post opera- tional analyses and debriefs of all major Important as stabilisation is, there is a events. Subsequently, best practise pro- much bigger task when faced with lift- cedures are defined and promulgated ing the constraints. The immediate for the handling of future events. impact in European ATFCM terms was not substantial but the effort required to With the new CFMU operations rooms return to normal operations was, and inaugurated in July 2007, the layout has

Skyway 46 - Autumn/Winter 2007 151 Flow management

The new CFMU operations room A step closer towards a Single European Sky

The new operations room of the EUROCONTROL Central Flow Management Unit (CFMU) was inaugurated on 3 July 2007 at the Organisation’s Brussels headquarters by Mr Víctor M. Aguado, Director General of EUROCONTROL, Mr Jacques Barrot, Vice-President of the European Commission and Commissioner for Transport, and Mr Fernando Palao, Spanish Secretary of State for Transport.

The CFMU operations room is the phys- ical place where a single consolidated view of the network situation can be achieved and where the ATFM deci- sion-making process can take place with all the partners involved.

With an ever-increasing number of States and flights, the role of the EURO- CONTROL Central Flow Management Unit is constantly being expanded and it has outgrown its original facilities. The new operations room is designed to cope with these developments.

Daily handling up to 32,000 flights (33,506 on 31 August 2007) and 40,000 flight-plan messages, the CFMU is sys- tematically connected through an The CFMU ops room offers a single consolidated view of the ATM network situation. extensive communication network, with 560 airports, 3,500 end-users, 250 aircraft operators, 75 en-route control The pulse of CFMU’s ■ the Integrated Initial Flight Plan centres and 70 national flow manage- operations Processing System (IFPS), which ment positions. centralises all flight plans in Europe, The new operations room enables the capturing the intentions of every flight An integrated, purpose- consolidation of the CFMU pan- operating under instrument flight designed ops room European functions, by re-enforcing rules; synergies between: ■ flow and capacity management, which The new operations room was designed brings together and relies on the first to cope with the increasing complexity ■ complete and real-time information two points: the intention to fly and the of air traffic flow and capacity manage- on the airspace and infrastructure of capability of the infrastructure and air ment (ATFCM) operations. On the one the entire European continent; navigation services to cope with it. hand, the permanent risk of congestion

152 “The CFMU works directly with carriers and air navigation service providers to find out the optimum solution consider- ing the needs of all the parties involved as well as the system as a whole” explained EUROCONTROL's Head of Operational Training and Competency, Kenneth Thomas.

The project

The new operations room project took nearly two years – from November 2005 when the building work started, until the launch of full operations in June 2007. The CFMU handles up to 32,000 flights daily. In September 2007, the CFMU Customer Support (CSO) Team, which in the European core area requires the supervisor, the real-time sharing of is in charge of monitoring the CFMU elaboration of sophisticated scenarios to main ATFM information displays, and operational systems and delivering mitigate the effects of every potential the extension of the video-conference technical assistance to the users, also event. On the other hand, the pressure facilities with the ATM partners. moved to the new operations room. from aircraft operators to improve flight efficiency is increasing, while the corpo- The project was managed internally ratisation of air navigation service “The new operations due to its complexity – a mix of techni- providers is emphasising the financial room demonstrates the cal, ergonomic and organisational performance of ATM operations. The air constraints, and the potential risk of navigation regulatory framework is also CFMU’s capacity to impacting operations. The most com- in constant evolution and CFMU opera- change and lead plex part of the project, which took tions will adapt their procedures accord- place over a period of six months, was ingly; the impact of environmental regu- change. It’s a key to progressively move the teams and lations for example, should not be asset to achieving our equipment into the new premises underestimated. while preserving the continuity of objective of developing operations. In the new operations room, bringing a network approach to together multidisciplinary operations, “The new operations room demon- teams will help assimilate new know- European ATM” strates the CFMU’s capacity to change how such as scenario simulation, and and lead change,” announced define leaner and seamless proce- Jacques Dopagne, Director CFMU. dures. Synergies are also expected in The CFMU operations room features “It’s a key asset to achieving our objec- various areas, such as the helpdesk. three huge computer screens display- tive of developing a network approach ing the weather over the entire conti- to European ATM, the heart of the sys- Crisis management is an essential nent, traffic over the north Atlantic tem where decisions impacting the net- CFMU role that requires strong reactiv- including every aircraft and its route work are taken in collaboration with our ity. This will be achieved thanks to the (when required, in coordination with the partners. This is a concrete contribution consolidation of operations and techni- FAA), and the flight route of each air- to the building of the Single European cal support teams around a single craft within European airspace. Sky.” ■

Skyway 46 - Autumn/Winter 2007 153 Airports

Challenges at airports

EUROCONTROL is leading the way on improving efficiency on the ground, by helping stakeholders identify and use latent capacity at airports. Its Airport Operations Programme provides stakeholders with fast and reliable solutions which are cost-effective and easy to install.

EUROCONTROL’s Airport Operations and Environment (AOE) Division was established as part of the European Air Traffic Management Performance Enhancement Programme (EATM). AOE has become the main point of contact for all EATM-airport-related matters and holds responsibility for issues ranging from research and strat- egy through to programme and imple- mentation support as well as environ- mental concerns. Being the main point of contact for all airport-related matters within EATM also implies strong links with other activities and programmes such as the Dynamic Management of the European Airspace Network (DMEAN) and has actively participated in support to SESAR.

The Airport Operations Programme

Satisfying existing traffic demand has generated a challenge for airport oper- (ACE), Airport Collaborative Decision- project was established to create the ators, aircraft operators and air naviga- Making (A-CDM), Advanced Surface conditions for achieving operational tion service providers. This challenge Movement Guidance and Control improvements in airport airside capac- will increase as forecasts indicate that System (A-SMGCS), runway safety and ity enhancement in the short to medi- traffic may more than double, and many wake vortex. um term and to support Member airports will need to operate to their States in their implementation of maximum capacity. EUROCONTROL Airport Airside Capacity observed best practices, capacity responded to this challenge by the Analysis, Enhancement planning and enhancement methods establishment in January 2002 of an and Planning (ACE) to unlock latent capacity. Airport Operations Programme (APR) designed to provide stakeholders with Airport capacity has been one of the The need to enhance capacity at an fast, easy to implement and cost-effec- main constraints to growth in air trans- airport is clear at many airports within tive solutions to help enhance safety, port, particularly at major European Europe. Increased demand for airport capacity and efficiency whilst remaining airports. New runways or new airports slots cannot be met, delays are environmentally friendly. The Program- are long-term projects that do not alle- increasing and growth is restricted. In me consists of five highly interdepend- viate short/medium-term constraints. many cases, investment in new infra- ent projects: Airport Airside Capacity The Airport Airside Capacity Analysis, structure takes time to resolve environ- Analysis, Enhancement and Planning Enhancement and Planning (ACE) mental, political and cost issues and

154 the potential for significant increases aspects of airport airside capacity Airport CDM elements (such as infor- in capacity appears limited. However, enhancement and planning. mation sharing, variable taxi time cal- existing infrastructure is often under- culations, milestones approach, col- utilised through the use of inefficient Under the Dynamic Management of the laborative management of flight practices and procedures. The ACE European Airspace Network (DMEAN) updates, pre departure sequence and Project has contributed to releasing Framework Programme, ACE with its adverse weather conditions) and has this “latent” capacity through: delay analysis and best practices, has proactively encouraged other been identified as one of the two main European airports to implement ■ accurate measurement of the per- drivers and mechanisms to dynamical- Airport CDM locally. formance of the airport operation; ly enhance the integration of airports ■ assessment of the capacity of the into the network capacity management Over the years EUROCONTROL has airport; process. taken Airport CDM from concept to ■ enhancement of ATC, pilot and air- reality, made possible only by the port operator performance through Airport Collaborative proactive support and dedication the implementation of best practice Decision Making given by a number of European air- techniques. (A-CDM) ports.

The ACE Project has developed a The concept of Airport CDM has To date, the Airport CDM Project has structured methodology that enables endeavoured to bring all the main air- produced significant guidance mate- any airport to assess its existing air- port partners – ATC, aircraft operator, rial for airports to successfully imple- side capacity and to evaluate the airlines, Central Flow Management Unit ment Airport CDM locally. This materi- potential for maximising airside (CFMU) and ground handlers – togeth- al includes an implementation manual throughput. By working closely with er and share operational data in a which covers all areas from marketing some of Europe’s busiest and fastest transparent way. Information-sharing is and communication, project set-up, growing airports, the ACE Project has essential for achieving common situa- project phases, dealing with culture identified a number of best practices tional awareness. Enhancing decision- change, key performance indicators, that are applicable for all airport stake- making processes has led to achieving risks and sample documents from holders. These best practices have maximised operational efficiency and Memorandum of Understanding to undergone rigorous evaluation at best use of the available airport infra- project plans. To complement this EUROCONTROL and trial airports. The structure and resource management. manual, operational concept and ACE Project has contributed to capac- functional requirement documents ity increases to the tune of nearly 20% EUROCONTROL Airport CDM has have been produced; a safety case at some airports during peak times, developed and trialled a number of and a cost-benefit analysis (CBA) with similar results expected at many have also been conducted. The CBA other airports. uses a generic airport, based on find- ings from four European airports, and Techniques, methods and documenta- shows a 9/1 benefit to cost ratio. To tion have been developed and suc- support airport partners, EURO- cessfully implemented by the airport CONTROL provides Airport CDM community. These solutions to chal- training both at its Institute of Air lenges facing airports are available in Navigation Services twice a year and three forms: locally at airports when requested.

1. guidelines and manuals; Airport CDM is currently being imple- 2. analysis and modelling tools; mented at 15 European airports where 3. courses and workshops. they are all at various stages of advanced implementation. As of 7 Together, the above solutions have June 2007, was been combined into an ACE declared fully operational with Airport Implementation Manual which provides CDM and considered as part of nor- comprehensive information on all mal daily operations.

Skyway 46 - Autumn/Winter 2007 155 Airports

Challenges at airports

Under the Dynamic Management of the With the development, agreement and Runway safety is a vital European Airspace Network (DMEAN) validation of A-SMGCS Levels 1 and 2 Framework Programme, Airport CDM (engaging five major European airports component of aviation has been identified as one of the two in the process: Paris Charles de Gaulle, safety as a whole. The main drivers and mechanisms to Paris Orly, London Heathrow, Zurich enhance the integration of airports into and Geneva), implementation of A- predicted growth in air the network capacity management SMGCS Levels 1 and 2 is now under traffic implies that the process by ensuring that available and way at over 20 airports within Europe. actual numbers of relevant airport data from strategic to Widespread acceptance of A-SMGCS tactical is exchanged efficiently with the Levels 1 and 2 globally, along with the incidents may rise, network. The implementation of the flight acceptance by ICAO of A-SMGCS relat- unless held in check by updates concept will be the catalyst for ed provisions (such as concepts, ATC this process through enhanced data procedures and aircraft transponder preventative actions. exchange between airports and the operating procedures) have established CFMU. EUROCONTROL as one of the global focal points for A-SMGCS developments landing at an aerodrome of all types of Advanced Surface accumulating in a web-based A- aircraft. Movement Guidance SMGCS implementation package which and Control System has been used by stakeholders in sup- Following a survey of pilots and air traf- (A-SMGCS) port of their local implementations. fic controllers conducted in 2001 regarding runway safety, runway incur- The concept of the Advanced Surface Runway safety sions were identified as one of the Movement Guidance and Control most serious operational safety issues. System has been developed to help In April 2003, runway safety became improve this situation in the face of part of the Airport Operations Runway safety is a vital component of increasing traffic levels, and the need Programme. Runway safety is about aviation safety as a whole. The predicted to maintain the highest level of service preventing any hazard that might growth in air traffic implies that the actu- at all times. A-SMGCS consists of four impede the safe take off, taxiing and al numbers of incidents may rise, unless main functions – surveillance, control, held in check by preventative actions. routing and guidance. The European Action Plan for the The implementation of A-SMGCS has Prevention of Runway Incursions been evolutionary through the develop- (EAPPRI) was first released with the full ment of several implementation levels support of the EUROCONTROL Provis- forming a coherent series of increasing ional Council in 2003. EAPPRI is system complexity: designed to help those working on the manoeuvring area to prevent runway ■ Level 1 provides surveillance, dis- incursions. play systems and procedures to permit comprehensive air traffic Although runway safety includes issues control situation awareness; such as foreign objects, debris and ■ Level 2 consists of Level 1 functions wildlife straying onto the runway and together with automated monitoring other technical deficiencies, EAPPRI and alerting functions, initially specifically addresses the subject of including the prediction of conflicts runway incursion prevention. on active runways or incursions into restricted areas; The EAPPRI contains 56 recommenda- ■ Development of Levels 3 and 4. tions with widespread implementation

156 Environment Division, the Airspace, Network Planning and Navigation Division and the EUROCONTROL Experimental Centre.

In order to build on the common inter- est in these concepts and to facilitate the approach to ICAO for rule changes, EUROCONTROL and the FAA have established a common Wake Vortex Coordination Group to oversee the development of these concepts.

Conclusion of these recommendations through To add to these successes, EURO- The EUROCONTROL Agency has suc- awareness campaigns, aerodrome CONTROL’s Runway Safety Project has cessfully identified many solutions to resource management (ARM) courses also been playing a leading role in the the many challenges facing airports. and focused workshops. These 56 rec- development and publication of the Efficient airport airside operations are ommendations have been taken from ICAO Runway Safety Manual. fundamental to an effective European operational expertise and collective air traffic management system. wisdom of the Runway Safety Task A-380 wake vortex Force and Working Group members. separation Due to the success of the first APR The recommendations are targeted at Programme, a follow-on programme specific stakeholder groups, i.e. regu- Under a common methodology has been commissioned which contin- lators, aircraft operators, air navigation between EUROCONTROL, Joint ues to support implementation of the service providers, aerodrome opera- Aviation Authorities (JAA), Federal afore-mentioned solutions along with tors, safety managers, and aeronauti- Aviation Administration (FAA) and continued enhancements and the cal information managers. In 2006, 667 Airbus, a report detailing the wake development of additional operational runway incursions were reported within vortex separation requirements for the improvements. ■ ECAC, compared to 629 in 2005 and A380 was formerly presented to the 568 in 2004 – an indication of the year- International Civil Aviation Organisation www.eurocontrol.int/airports on-year success in the increase of run- (ICAO) on 17 November 2006, which way incursion reporting. was accepted and disseminated by Eric Miart, ICAO in a letter to States. Airport Operations The following results were obtained Programme Manager from reports received from over 120 The wake vortex work has identified five ECAC airports: concept areas, which have been trans- formed into implementation activities: ■ 92% of airports have established Local Runway Safety Teams (LRST); 1. recategorisation; ■ 92% of airports have conducted 2. time-based separation; awareness campaigns; 3. cross-wind operations; ■ 73% of airports have introduced for- 4. closely spaced parallel runways; mal driver training; 5. A-380. ■ 80% of IATA member airlines global- ly, promote best practices for pilots’ This work is a cooperative programme planning of ground operations. involving the Airport Operations and

Skyway 46 - Autumn/Winter 2007 157 Environment

Meeting the environment challenge

As aviation’s greatest environmental challenges are probably still to come, the following article looks ahead to what air traffic management can do to help the industry improve its environmental performance.

Peak loads of 50,000 aircraft per day will be handled by Europe’s air traffic management (ATM) system in 2020. The system’s sustained daily load will be, perhaps, 45,000 flights on average. Many of Europe’s airports will be oper- ating at maximum throughput. SESAR will have delivered an ATM system capable of handling the “business tra- jectory” that meets the airspace users’ intentions for their flights. The A380, A350 and B787 aircraft will be a famil- iar sight.

By 2020, the successors to the airlines’ work-horses, the A320 and B737, should be rolling off the production lines. These next-generation aircraft will be crucial to the industry’s environmen- tal performance in the subsequent forty years. Will they resemble the so-called “silent aircraft” – some sort of blended- wing body with shrouded engines, or will they be a variant on the traditional by 2020. Aviation’s overall environmen- environment explicit through a recogni- cigar-shape with wings, perhaps pow- tal impact is therefore likely to increase, tion in Article 1 of the need to minimise ered by unducted fans? We are not and we in ATM must be doing every- adverse environmental impact. The quite sure, but what we do know is that, thing we can to minimise that impact. Director General at the time, Yves compared with aircraft produced in As EUROCONTROL is expected to Lambert, in anticipation of this develop- 2000, they will meet the ACARE1 tar- play a key role in this, it is appropriate ment, created the position of gets of reductions in noise, fuel burn at this stage to reflect on what the “Environmental Focal Point” in 1996, and emissions. These aircraft, together Organisation has done so far. which eventually led to environmental with very light jets, unmanned aerial objectives being included in the vehicles, new aircraft from increasingly In 1997, the EUROCONTROL revised ATM2000+ Strategy. competitive Russian and Chinese man- Convention was signed, imposing envi- ufacturers and, perhaps, the first of the ronmental responsibilities on the The EUROCONTROL Experimental supersonic business jets, will gradually Organisation for the first time. Although Centre (EEC) was the first of the alter the composition of our fleet. ATM had been involved in noise abate- Agency’s Directorates to devote sig- ment procedures since the 1960s and it nificant resources to environmental That 2020 fleet mix will be delivering was intuitively obvious that efficiency issues, and in the late 1990s started

1- Advisory substantially reduced noise and emis- improvements would reduce fuel burn work to develop expertise on noise Council for sions per flight. However, there will be and emissions per flight, these had and emissions modelling, and took an Aeronautics more flights – from 10 million annually in been implicit rather than explicit driv- initial interest in airport environmental Research in Europe 2007 to somewhere around 16 million ers. The revised Convention made issues. Almost 10 years on, that fore-

158 sight has really paid off. EEC staff are which, jointly with former US Vice- and Strategy reaffirming the now recognised by their peers in President Al Gore, was awarded the ATM2000+ general strategic objec- ICAO (through its Committee on 2007 Nobel Peace Prize for its work). tive “to work with ICAO and its Aviation Environmental Protection – This led to EUROCONTROL contribut- Member States to obtain improve- CAEP) and ECAC (via its Group of ing to the landmark report of 1999 – ments in ATM, in particular the accel- Experts on the Abatement of Aviation and the Global Atmosphere – erated implementation of CNS/ATM Nuisances Caused by Air Transport – prepared jointly by the IPCC and the concepts, procedures and systems ANCAT) as leading authorities in their World Meteorological Organisation. It which help to mitigate the impact of fields. Working closely with European is in this document that the oft-quoted aviation on the environment.” and international experts, they have statement about 6-12% emissions developed capabilities that allow us to savings through ATM measures first At around this time, the first elements model the likely noise, fuel burn and appeared. of environmental mitigation at airports emissions impacts of ATM initiatives. appeared within the newly estab- By April 2001, environment had lished Airports Unit, from which The EEC’s environmental impact matured sufficiently as an issue for emerged the first planning objectives assessment capabilities demonstrat- the Member States to adopt the for CDA and collaborative environ- ed that RVSM reduces fuel burn by EUROCONTROL Environmental Policy mental management at airports. over 300,000 tonnes annually, equiva- These responsibilities were trans- lent to almost 1 million tonnes of CO2. ferred to the Environment Domain These modelling capabilities have Continuous Descent when it was established in April 2003 been crucial in developing the busi- within the European ATM Programme ness case to roll out Continuous Approach can reduce (EATM) to provide a strategic focus Descent Approach (CDA), providing fuel burn and CO by up for the Agency, covering policy, tech- firm evidence that, for the CDA seg- 2 nical, operational and – as the main ment of the flight, it can reduce fuel to 150 kg and 475 kg sponsor – research activities at the burn and CO2 by up to 150 kg and respectively, and reduce EEC. The Domain gradually built up 475 kg respectively, and reduce noise complementary expertise to that of by up to 30%. Currently, the EEC’s noise by up to 30%. the EEC just at the point when envi- Advanced Emissions Model is being incorporated into planning tools within the Agency to ensure that future route network and airspace design initia- tives systematically take the environ- ment into account.

But let us go back to the 1990s, when EUROCONTROL the Environment Focal Point was Improving the environmental performance tasked with raising the Agency’s pro- of European aviation file with stakeholders dealing mainly with environmental policy-making in Greater network Less noise, fuel burn and efficiency emissions around airports aviation, in particular the European Dynamic management of Continuous Descent Approach Commission, ECAC and ICAO. This the European airspace network Reduced taxi times brought EUROCONTROL into contact Air traffic flow management with other bodies dealing with overall Improved awareness A clearer understanding environmental issues such as the Environment in ATM e-learning Impact assessment United Nations Framework Classroom training for ATM professionals Performance monitoring Convention on Climate Change (UNFCCC) and the Intergovernmental www.eurocontrol.int/environment Panel on Climate Change (IPCC,

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Meeting the environment challenge

ronmental issues within aviation sidering. We monitor the environmental Agency aims to achieve a target of 100 began to take off. performance of the pan-European ATM airports with CDA implemented by network and increase environmental 2013 – a key element of the SESAR The PAGODA facility to measure fuel awareness among ATM staff through baseline. Needless to say, the Domain burn, distance flown and greenhouse our training products. has committed substantial resources to gas emissions for all flights was devel- SESAR’s project definition phase to oped on the back of existing facilities Despite all this good work, however, ensure that it takes environmental per- such as the PRISME data warehouse. many stakeholders will judge the formance as much into account as pos- PAGODA datasets have been used by Agency solely on its ability to deliver sible. Member States, the European environmental benefits through opera- Commission and industry to examine tional improvements. Air traffic flow various environmental policy initiatives, management measures already avoid Together in particular that concerning emissions unnecessary fuel burn and emissions with stakeholders, trading. Indeed, States and organisa- by holding aircraft at airports. The tions now use PAGODA information to Dynamic Management of European the Agency aims to verify national emissions inventories Airspace Network Programme – achieve a target of that must be submitted to the UNFCCC. DMEAN – is stimulating a better take- PAGODA is also the basis for the up of the flexible use of airspace con- 100 airports with CDA Performance Review Commission’s cept, reducing track miles, fuel burn implemented by 2013. analysis of flight efficiency, resulting in and emissions. Collaborative Decision- the Provisional Council’s target to Making and improved management of reduce average route extensions by 2 aircraft movements at airports have We can begin to see, therefore, how km annually until 2010. great potential to reduce fuel burn, the European air traffic management emissions and noise. The Agency is system will evolve in the years ahead in Training has also been developed by investing heavily in such examples of order to deliver its contribution to min- the Domain since its inception. It operational improvements that deliver imising environmental impact. It is worked closely with the Institute of Air increased capacity while minimising already a considerable challenge to Navigation Services to implement, in environmental impact. meet the SESAR target of a 10% April 2006, an e-Learning course on reduction in emissions to be achieved Environment in ATM that is available to We expect our noise-related research through ATM improvements. There is, anybody with Internet access. From covering curved and steeper however, one challenge which per- May 2008, the Institute will offer its first approaches, advanced noise abate- haps looms above all others, and it is classroom-course for ATM personnel ment departure procedures and this – everybody is talking about avia- dealing with environment issues, and it improved noise track-keeping to come tion’s impact on the climate, but what is anticipated that the Institute’s envi- to fruition in harmonised operational about a changing climate’s impact on ronment training products will gradual- improvements; and of course through aviation? ■ ly be expanded in the coming years. DMEAN we are tackling the challenge of reducing average route extensions Andrew Watt, After a period of consolidation within by 2 km annually for some years to Head of Environment both the Domain and the EEC, EURO- come. CONTROL is in a position to provide support to stakeholders across a wide EUROCONTROL’s immediate opera- range of environmental issues within tional focus is now on Continuous ATM. EUROCONTROL possesses a set Descent Approach for which the of “dual-use” assessment tools which Domain leads a cross-Agency imple- help both operational and policy-mak- mentation activity involving airspace, ing stakeholders judge the environ- navigation and ATC systems experts. mental impact of changes they are con- Together with stakeholders, the

160 Security

Post 9/11 A renewed focus on security

In the following article we explain how EUROCONTROL is working together with all its stakeholders to ensure that the ATM contribution to overall aviation security is strengthened in a collaborative effort by improving the prevention of security incidents and implementing more efficient responses to such incidents.

Aviation security has been a growing concern since the first hijackings took place more than 30 years ago. Over this period the entire civil aviation sys- tem has been subject to several forms of terrorist attack or threat. The increased terrorist focus on the exploitation of new means of asym- metric threat, such as the hijacking and use of civil aircraft as weapons, culminated in the terrorist acts which occurred in the United States on 11 September 2001. Aviation is on the other hand also regarded as a means of transport to support criminal acts.

Recent aviation security incidents have shown the level of disruption they can cause to the air travel industry as These incidents highlight an unprece- at airports, in aircraft themselves, in- a whole. The ‘London10/8’ event dented dimension to the terrorist and flight operational procedures and air- demonstrated – again – the need for criminal threat, which, as a conse- crew training. Now the focus has all industry sectors to be tightly bound quence, establishes the need for even moved on and also encompasses ATM together in a collaborative effort to more coherence in all cooperative security in order to improve mecha- respond to security threats. A funda- efforts on airspace and ATM security as nisms to prevent attacks on ATM facili- mental finding following the events in part of aviation security to ensure effec- ties and systems or the misuse of ATM London was that situational awareness tive prevention and responses. A posi- for criminal acts and to enhance the and information-sharing between – tive experience from an ATM network responses to unlawful interference. inter alia – authorities and airlines was point of view was that once the correct fragmented and differed significantly information on measures was available In December 2006, a workshop, for different operators. This resulted in where needed the adaptation of the cochaired by NATO and EURO- major operational impacts for a num- system proceeded fairly smoothly. CONTROL, was organised to debate ber of airlines. Similar experiences strategic objectives for airspace and were recorded during the Northwest Heightened awareness of such forms ATM security in Europe. Its aim was to Airlines incident (September 2006, of threats has catalysed the reactions identify stakeholders’ roles, require- Schiphol), where information-sharing of the various parts of the international ments and contributions to ongoing and collaborative decision-making community established to fight terror- and future developments. More than could have provided benefits in a ism and crime and to enhance aviation 200 people attended the event from time-critical and cross-border incident security. The initial focus was on over 35 nations, including the USA and scenario. enhanced security measures primarily Israel. The audience was made up of

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Post 9/11 A renewed focus on security

representatives from air navigation In 2005, in the light of growing aviation ment security management systems. service providers, air forces, civil avia- security concerns, NATO and EURO- Service providers have requested tion authorities, government ministries CONTROL, with the support of the EC, EUROCONTROL to facilitate a joint (Transport and Defence), police forces, ECAC and relevant civil aviation organ- effort to provide more detailed guid- the European Commission and other isations (notably ICAO, IATA and ance on implementation and improve- associated aviation and security organ- IFALPA) decided to strengthen ment aspects of security management isations. NEASCOG’s role to become the focal systems. In response to these requests point for airspace and ATM security in a draft security management handbook The workshop concluded with the Europe covering both civil and military has been submitted by EURO- understanding that airspace and ATM interests. Therefore, NATO and EURO- CONTROL for stakeholder review. The security is concerned with the security CONTROL, cochairing the group, handbook describes a framework for of the airspace and the ATM system, directed NEASCOG to develop the the implementation of a security man- their infrastructure and their operational NEASCOG ATM Security Strategy in agement system. In the context of capabilities. It was also agreed that air- order to define its strategic objectives these activities a security risk assess- space security covers the safeguard- and to expand its membership to all ment method is under development ing of airspace from unauthorised use, types of stakeholders. together with a first edition of a generic intrusion, illegal activities or any other ATM security threat model, which will violation, and that ATM security is con- NEASCOG translated these strategic provide stakeholders with a starting cerned with those threats that are objectives into a detailed programme point for specific ATM security threat directly aimed at the ATM system, such of work, which was adopted during assessments. as attacks on ATM assets. In addition, it their meeting in June 2006. EURO- covers eventualities where ATM plays a CONTROL in coordination with NATO is key role in the prevention of, or currently preparing an action plan response to threats aimed at other derived from the programme of work EUROCONTROL is parts of the aviation system (or national and concentrating on the following working together with and international assets of high value) main improvements related to airspace and seeks to limit their effects on the security: all its stakeholders to overall ATM network. ensure that the ATM ■ threat assessment; In order to provide an efficient platform ■ positive identification of flights; contribution to overall for its stakeholders the EURO- ■ airspace security incident manage- aviation security is CONTROL Directorate ATM Program- ment; mes (DAP) and the Directorate Civil- ■ awareness, training, exercises, strengthened in a Military ATM Coordination (DCMAC) assessment and monitoring; and collaborative effort. are closely coordinating their activities ■ interfaces with ATM security and relating to ATM security and airspace aviation security activities. security respectively. The main objective of this action plan is The activities relating to ATM security Airspace security to develop a full set of best practices, have led service providers in particular, guidelines and procedures covering all but also a number of national supervi- The NATO/EUROCONTROL ATM areas where airspace security can be sory authorities, to ask EURO- Security Coordinating Group enhanced. CONTROL to establish an ATM Security (NEASCOG), established jointly by the Team to drive improvements in the man- two organisations, is the forum for all ATM security agement of risks in the context of ATM national and international stakeholders security with particular emphasis on: that have a role to play with respect to Commission Regulation No 2096/2005 airspace and related ATM security (Common Requirements) mandates air ■ developing a catalogue of best aspects in Europe. navigation service providers to imple- practices;

162 on this airspace. Flights leaving Tel Aviv would normally have flown through this airspace; since this was not possible, temporary departure procedures were implemented by virtue of the coordinat- ing role EUROCONTROL played with Israel and Cyprus.

Long-term commitment

EUROCONTROL’s commitment to achieving a safe and secure European air traffic management envi- ronment despite ever-increasing demands on airspace and the threat of terrorism is providing the backbone for a number of complementary activ- ities which will contribute to making ■ achieving improved levels of ATM place. The process of returning to “nor- civil aviation more secure. EURO- security in Europe; mal operations” status involved a com- CONTROL is working together with all ■ ensuring close liaison and coordina- plex recovery strategy which needed a its stakeholders to ensure that the tion with ECAC, ICAO and the EC; pan-European overview provided by ATM contribution to overall aviation ■ using scarce resources efficiently, EUROCONTROL. Likewise, the closing security is strengthened in a collabo- by avoiding any duplication of effort; of Lebanon’s airspace and Beirut rative effort by improving the preven- and Airport on 12 July 2006, together with tion of security incidents and imple- ■ ensuring that deliverables from the restrictions in Israeli airspace north menting more efficient responses to EUROCONTROL activities are of Tel Aviv, presented exceptional chal- such incidents. ■ assessed for security risks and lenges. Since Lebanon and Israel are potential security requirements simi- considered as adjacent States in terms Dr Bernd Tiemeyer, lar to safety. of air traffic flow and capacity manage- ATM Security Domain Manager, and ment, limited information was available Antonio Nogueras, Military Expert Security alerts

EUROCONTROL played a vital support role to the UK air transport industry dur- ing the security alert of August 2006. Its extensive communication network, emanating from its flow management role, was pivotal in disseminating infor- mation and appropriate operational decisions, not only on a pan-European basis, but also to ATM agencies in North America.

Once the threat had diminished, lifting the constraints and restrictions required to deal with the security situation was a much bigger task than putting them in

Skyway 46 - Autumn/Winter 2007 163 Business and systems engineering

Building a single and consistent overall ATM/CNS architecture OATA Phase 2 successfully completed

The following article provides an overview of the OATA Project and the successful completion of Phase 2, leading to the development of the Concept of Operations and the Target Acritecture for the future ATM/CNS systems required by 2011 and beyond. The project results have been delivered as an input to the SESAR Definition Phase Programme.

Background To meet this requirement, Phase 2 of the OATA system OATA Project was launched in 2003 with engineering process The current lack of an overall, high- the aim of defining the high-level logical level design has led to a poor level of design of an integrated ATM “system of integration and interoperability systems” across all European States, ”OATA has provided a complete between the ATM/CNS systems of towards which the present individual system-engineering process that EUROCONTROL Member States. The national systems shall evolve. will enable improved cooperative operational improvements envisaged in the EUROCONTROL ATM2000+ The scope of OATA Phase 2 encom- work within the Agency and with Strategy, updated within the framework passed all automated systems needed stakeholders, in particular in the of the SESAR Definition Phase, as well in the core area of Europe in support of context of SESAR Definition and as the aims of the European the third step of the ATM 2000+ Development Phases”, Commission’s Single European Sky ini- Strategy, and more specifically the oper- tiative, can only be achieved with inter- ational scenarios planned for 2011+, Guido Kerkhofs, Director ATM operable systems based on a common developed in the context of the EURO- Programmes, EUROCONTROL. operational concept. CONTROL Operational Concept Document (OCD). The primary goals of the Overall ATM/ CNS Target Architecture (OATA) The OATA deliverables were developed The development of an architecture is Project are to: with the active participation of ATM man- a complex process, embracing a wide ufacturers, air navigation service number of areas, all addressed in the ■ define and maintain the Overall providers, airlines, airports and the rele- context of OATA (see diagram on the ATM/CNS Target Architecture as a vant Agency activities. The results were opposite page). target throughout the EURO- periodically reviewed and accepted by CONTROL Organisation, and as the Technical Review Group (TRG), At the strategic level, the OCD was widely as possible throughout the while the Project Steering Group (PSG) adopted as the high-level description ATM stakeholders; supervised and steered the project. of the target concept, supporting a uniform gate-to-gate ATM network for ■ contribute to the future Europe-wide OATA Phase 2 results have been used Europe. The delivered Architecture processes for the industry- largely in connection with SESAR Evolution Plan describes the proposed standardisation of ATM system Definition Phase activities, in particular steps for the implementation of the tar- components, and feed the results of the Concept of Operations, System get concept and architecture and sup- that process back into the main- Architecture and ATM Master Plan ports the stakeholders in their transi- tained baseline. developments. tion process.

164 At the conceptual level, the Operational At the system level, the physical time towards the target concept Process Model and the Concept of architectures will be developed by described by the OCD. Operations (ConOps) provide a stakeholder organisations allocating detailed description of the target the OATA modules to the pertinent The Concept of Operations for 2011+ concept by identifying the functions physical components. was developed by the OCD Drafting and processes, their corresponding Group. It establishes the operational interactions and information flows, the The Overall ATM/CNS Target context from which the operational concerned actors, their roles and Architecture was developed top- requirements for the Overall ATM/CNS responsibilities. down, by applying the above Target Architecture were identified. It processes, and bottom-up, by inte- includes a set of operational scenarios At the functional level, the ConOps is grating the EUROCONTROL Domains and a set of use cases feeding the archi- further detailed by a number of opera- architectures into one single big tecture development. The use cases tional scenarios and use cases that picture, in close coopertion with identify the interactions with the actors identify the interactions between the EUROCAE1. that the ATM system has to support, in actors and the system in specific particular operational situations (e.g. operational situations. These use OATA operational handover, taxi in of an aircraft, resolve cases define the functional system context conflict, etc.). The architecture develop- requirements and are used to develop ment identifies the modules and servic- the architecture. The architecture is The EUROCONTROL Operational es required to realise these use cases. broken down into modules defining Concept Document (OCD) was the functions which are provided to endorsed by the Provisional Council At the heart of the ConOps is an ATM the users. The non-functional require- in 2003. The ACG recommended that Process Model which describes the 1- European ments determine the required quality EUROCONTROL develop further vol- interactions and information flows Organisation of service(s) to be applied to the archi- umes to show in greater detail how between the ATM actors and the ATM for Civil Aviation tecture modules. the ATM system would evolve over components (the ATM system). Equipment

Skyway 46 - Autumn/Winter 2007 165 Business and systems engineering

Building a single and consistent overall ATM/CNS architecture OATA Phase 2 successfully completed

The ConOps for 2011+ integrates the Domains and with the support of sev- and describes the level of performance findings from the European Commission eral external contracts. to be attained by each function. C-ATM Project and from the OATA ■ The integrated architecture model Military and AAM (Airport Airside developed in UML (Unified Modelling A dedicated study has identified the Management High Level Model) studies. Language). institutional constraints that may impact upon the OATA Architecture and its Architecture The OATA Architecture is segmented adoption by the EUROCONTROL at the highest level into three areas, Member States, in particular in relation each containing a number of clusters to the expected Single European Sky “OATA provides an overview of as follows: regulations. all the elements that are needed for the future ATM systems, ■ ATM operations: provides direct sup- The Avionics Study delivered a pro- port for the main actors of the system. posed Avionics Roadmap for the short, how they fit together and how The architecture reflects the organi- medium and long term, which was the current systems will evolve sational structure of ATM and covers endorsed by Boeing, Airbus and the towards the common medium- en-route and approach ATC, aero- major avionics manufacturers. term target architecture”, drome ATC, airport operations, air- space user operations, air traffic flow The Study on Cross Domain Synchron- Bo Redeborn, Director ATM and capacity management, and air- isation Mechanisms investigated the Strategies, EUROCONTROL. space organisation and manage- technical options for implementing the ment. SWIM (System Wide Information ■ ATM support: provides the services Management) concept and the associ- The architecture delivered during Phase to support the ATM operations and ated OATA cross-domain modules. 2 provides the "blueprint" for interfaces covers communication, navigation of ATM/CNS systems required by (aircraft navigation), surveillance The OATA Military Study described the 2011+. It consists of a logical model that (aircraft surveillance, air surveil- characteristics of military operations captures and consolidates user require- lance and surface surveillance) and under General Air Traffic and ments collected from all ATM/CNS meteorology. Operational Air Traffic Rules, and com- domains and provides a high-level ■ ATM shared elements: these clusters pared them with those of civil opera- modular architecture independent from contain all the ATM domain concepts tions that were used as the basis for the technologies. that are used by more than one kind design of the Target Architecture. of organisation – they do not fit easily The OATA logical architecture was into a single ATM operations or ATM OATA support to developed by applying an iterative support cluster. They provide a com- standardisation process, with the support of stakehold- mon set of services accessing com- ers and of the relevant Agency activities. monly understood data no matter The OATA architecture is described by where it is instantiated. The currently “The European Commission the following documents: identified shared elements cover believes that the OATA Project flight, aircraft, airspace organisation will make a singnificant ■ A Management Overview and a (airspace, route and significant Technical Overview providing a high- points), aerodrome (airplane aero- contribution to the development level integrated picture of the drome and heliport). of the future ATM system through ATM/CNS architecture modules and the SESAR Programme. of their associated services. OATA studies The development of the future ■ A set of Architecture Description Documents addressing the various The Non-Functional Requirements system should be made on the ATM/CNS domains architectures Study defines the quality of service basis of a common architectural developed in cooperation with EATM associated with the system features

166 towards the future systems. It has con- OATA contribution to approach which will facilitate the solidated the various Domain SESAR Definition and introduction of new functionali- Strategies from the architecture per- Development Phases spective. ties and the transition from legacy systems to the new Support to legacy system “The OATA deliverables will be system. OATA outputs are an analysis and transition progressively integrated into plans important contribution to the SESAR and amended to reflect the SESAR Target Concept and Community interoperability The OATA Project has supported 10 air standardisation process", navigation service providers in their to provide the framework for the Chris North, European Legacy System Analysis and Transition construction plan of the future Plan assessments, aimed at identifying ATM system in Europe”. Commission – DG TREN. the possible gaps in the model and evaluating the transition of their legacy Jan Van Doorn, Director EURO- systems. The most important conclu- CONTROL Experimental Centre. One key objective of OATA is to con- sion of the comparison is that no major tribute to the industry-standardisation gaps were identified between the process by providing a high-level tech- OATA logical architecture and the nical framework for further consolida- future air navigation service providers’ The Concept of Operations and the tion and refinement within the frame- “legacy systems” architectures. Overall ATM/CNS Target Architecture work of the related EUROCAE/RTCA2 for 2011+, jointly with the Architecture standardisation panels. Validation and safety Evolution Plan and the relevant OATA methodologies and study reports, have This objective was reached through a The validation of the OATA logical been delivered to the SESAR Definition strong cooperation established with model is designed to increase confi- Phase. EUROCAE, all EUROCONTROL dence in the architecture being devel- Domains and the EUROCONTROL oped and ensure compliance with Following the completion of OATA Experimental Centre. In particular, stakeholder expectations. Since no Phase 2, a Maintenance and EUROCAE WG61 (Open Architecture validation methodology was available Convergence to SESAR (MCS) Phase for ATM systems), via the AHLM/ for assessing a logical architecture, a will be launched in the context of the VALUE study, and WG69 (Collaborative new methodology has been devel- SESAR Development Phase during the Decision-Making), via the AAM study, oped, applied in the context of ATC period 2008-2009. It will ensure that the were actively involved in the develop- architecture, and has been confirmed OATA deliverables will remain ment of the related parts of the OATA to be effective. up-to-date and consistent with SESAR logical architecture. The resulting findings and will start detailling the architecture model will be used by the The OATA safety assessment has SESAR Concept of Operations and referenced working groups as the applied EUROCONTROL’s Integrated Target Architecture, in cooperation with basis for their future standardisation Risk Picture methodology. The Safety the EC Episode 3 Programme, in 2- Radio Technical work. Summary Report delivered for the en- preparation to the future intiatives to Commission route phase of flight summarises the be launched by the SESAR Joint for Aeronautics Architecture results and presents the arguments Undertaking. ■ evolution plan and the supporting evidence to show that safety has been managed and Alessandro Prister, Since architecture is a living product, risks minimised in accordance with Overall Concept and the Architecture Evolution Plan pro- the OATA Safety Policy, thereby Architecture Manager vides a proposed evolution of the mod- showing that OATA is acceptably safe ules from the current legacy systems in principle.

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EMOSIA Developing sound business cases for ATM

EMOSIA stands for the European model for air traffic management (ATM) strategic investment analysis. In the following article, we look at how EMOSIA, which has been developed by the EUROCONTROL Agency since 1996, can facilitate decision-making and cost-benefit analyses of ATM projects through its scientific approach and integrated toolset based on graphical models.

ATM decision-making: In the late 1990s, EMOSIA benefited Since 2002, inputs accepted by the a challenge from the experience of an international stakeholders as a standard5 have been team (facilitated by Boeing)2 of airlines, updated and used outside the EURO- Long-development times, multiple air transport associations, aircraft man- CONTROL area, playing an important decision-making bodies and differing ufacturers, service providers and ATM role in the consistency and traceability criteria in an uncertain environment organisations, giving birth to the busi- of cost-benefit analyses (CBAs). significantly contribute to the chal- ness case for the LINK2000+ lenge of making decisions in the field Programme. An approach supported of air traffic management. by a toolset At the turn of the millennium, through a Uncertainty relates to matters that series of stakeholder workshops facili- EMOSIA offers both an approach to cannot be accurately known (imper- tated by the EUROCONTROL Agency, cost-benefit analyses and decision- fect information) or managed (imper- the basic elements of the approach making and an integrated toolset fect control). And as always, where were defined and models developed based on graphical models for rea- there is uncertainty there is the risk and used by several European soning in situations of uncertainty that goes with it. Will the efforts made Commission3 and EUROCONTROL4 associated with computer-based ultimately be proportionate to the programmes. models. potential rewards? How to make the right decisions? How to take decisions at the appropriate speed? Are the right people involved in the right man- ner?

1- EUROCONTROL guidelines for the eco- These are the key questions EMOSIA nomic appraisal of EATMP projects – has been examining for a decade. the effective use of cost-benefit studies, revised edition 2000 Taking up the 2- CNS/ATM challenge with EMOSIA Focus Team - http://www.boeing.com /commercial/caft/ EMOSIA has been rooted in practice 3- C-ATM, SEAP and in close stakeholder alliances 4- CASCADE, since its very origin. It is based on the Airport CDM 1996 cost-benefit analysis guidelines1, 5- Standard Inputs for which were the result of a dialogue EUROCONTROL Cost Benefit Analyses, 2007 process with stakeholders.

168 Figure 1: An example of sensitivity analysis – the coloured bars are the main uncertainties associated with key parameters of the project

EMOSIA accompanies the project life- diagram (so-called because of its In June 2007, EMOSIA was recognised cycle, from concept to operation, shape), where identified project uncer- as one of two6 international best prac- through research, development, imple- tainties are measured and sorted by tices in a study for Air Traffic Services mentation and deployment. From one level of sensitivity. Australia7. The study identified: phase to the next, project traceability makes it possible to evaluate the pro- The interactive process addresses ■ clear definitions of decision-making portion of reduced uncertainty, stakeholder ownership and buy-in. It criteria; increased stakeholder ownership and relies on facilitation skills accumulated ■ clear identification and segmenta- buy-in as well as the risk associated from a decade of experience and trans- tion of all stakeholders; with a decision. ferred to stakeholders and third parties ■ consideration of all benefit cate- through “hands-on workshops” or train- gories; EMOSIA builds on two intertwined ing on demand, thus far free of charge. ■ explicit consideration of costs that processes. In particular, a two-day workshop was are often overlooked and underesti- developed and proved its efficiency in mated; The iterative process aims to reduce producing quick results. ■ use of expert judgments in model- project uncertainties to the point where ling uncertainty; additional information or control do not The approach ■ design and implementation of sep- matter any more as they would no arate but mutually consistent cost- 6- ICAO 2006 ATM longer change the decision. Initially, EMOSIA triggered interest with benefit models for each stakehold- Business Case Model (DFACS) being the Consequently, this process avoids dis- its toolset, while its strength was helped er segment; other one proportionate effort in relation to by its approach, which has recently ■ rigorous sensitivity and risk analy- 7- Project ATLAS Cost Benefit Analysis – expected benefits, thus optimising been adopted by the SESAR consor- sis and provision of graphical out- Report by Access resource allocation. One of the pre- tium for the economic appraisal of the puts easily understood by stake- Economics Pty Limited for Airservices ferred EMOSIA outputs is the tornado definition phase of the programme. holders. Australia, p.12

Skyway 46 - Autumn/Winter 2007 169 Business and systems engineering

EMOSIA Developing sound business cases for ATM Eric Miart (Airports Programme Manager) and Maria Christina Meyer (CDM Project Management Support) say of EMOSIA: “The Airport and Environmental Division has recently conducted a cost-benefit analysis to ATM community establish the economic and financial needs impact and to support the implemen- tation of Airport CDM. The challenges Product Performance were many and the choice of a solid description The business case description CBA methodology was essential for the achievement of reliable results.” SafetySa etyy case Feasibilityeas b tyy Environmentoet Concerning CDM, Marc Matthys, Capacity (Capacity, CDM and Punctuality – The CBA factory Belgocontrol TC) adds that “CDM partners require simple tools and methodologies to make the best- informed decision on an ATM invest- ment. […] The improved accuracy of expert judgment, particularly in esti- mating quantitative values, is facilitat- Figure 2: The ed mainly through the use of Tornado “CBA factory” diagrams which depict the sensitivity € is embedded in Sensitivity & Economic analysis graphically […] A decision- the overall maker can obtain a complete picture validation risk evaluation performance process of all the possible outcomes through the probabilistic risk analysis, which provides the probability distributions Economic validation latter gives validated inputs to the for- of output mechanisms. […] ". mer and the former gives feedback to During the last decade, the economic the latter in terms of economic perform- Eric Miart and Maria Christina Meyer validation of ATM projects has found its ance, sensitivity and risk analysis. conclude: “[…] During the whole CBA proper place in the overall validation project life cycle a high and constant process and is now closely linked with Into the future level of stakeholder participation the operational and technical aspects. (approx. 30 external stakeholders EUROCONTROL with EMOSIA will con- from ATC, airlines, ground handlers, In general, an ATM business case pro- tinue to promote awareness of and pro- airport operators and the CFMU) was vides the decision-makers with the vide guidance on the economic bene- maintained. best available information. It includes, fits of civil aviation. EUROCONTROL inter alia, a safety case, environmental will further assist and support States in The transparency of the process was and security considerations, a qualita- CNS/ATM system implementation key to ensuring stakeholder buy-in tive analysis of the project benefits, through the provision of guidance on and EMOSIA has shown that it sup- institutional issues and finally a cost- sound cost-benefit and business ports this effectively. The methodolo- benefit analysis. The business case cases. gy has proven to be very efficient as it thus addresses the multidimensional helps to identify what really matters nature of the decision. For further information, please consult and to focus on important areas. […] the EMOSIA website at It also provides the basis for the impact http://www.eurocontrol.int/ecosoc/ assessment required by the European public/standard_page/emosia.html ■ Commission. Figure 2 illustrates how the cost-benefit analysis is embedded Bernard Lacroix, in the more general business case: the Strategy and Performance

170 Users’ verbatim comments The final CBA results are extremely posi- Having mentioned SESAR, Bernard Alex Wandels (CASCADE Programme tive (Benefit/Cost ratio 9/1) with a quick Miaillier (SESAR Programme Manager) Manager) adds that “The power of the return on investment for all partners (2 says that “For the SESAR Definition EMOSIA approach is that it forces opera- years) and a financial loss risk which is Phase, where the transparency of the tional, technical and financial experts to practically non-existent. Airport CDM is results and proposals, and the buy-in of sit together and talk through the subject a cost-effective solution for improving all stakeholders are essential, EMOSIA is application in a way and at a level of efficiency and predictability in airport instrumental […]. The various stake- detail they would normally avoid. For operations benefiting all partners.” holders have tailored their group's bene- CASCADE this has meant a great deal. In […] fit model, thereby creating ownership a couple of cases polite interest was and confidence in the analysis and in turned into a genuine desire for imple- Werner Suhner (Swiss International results that are directly relevant to the mentation overnight.” Airlines) and Andreas Gammel (Unique individual needs. In the iterative – Flughafen Zürich AG) confirm that approach to the master plan, this makes Martin Adnams (LINK2000+ Programme "[They] in Zurich always had the impres- it possible to progressively refine the Manager) points out that “business sion that Airport CDM [gave them] many assumptions and data while emphasis- cases are critical tools in decision- benefits. With the EMOSIA method, ing areas where uncertainties have the making processes to secure commitment [they were] able to quantify these bene- greatest impact on the results.” for implementation but they should not fits." be endlessly revisited. The day we In addition, Mark Watson (NATS, defined benefits in concrete terms is the About the methodology, Ian Falzon, CNS/ATM and Oceanic Research) states day we started to convince people to Finance and Administration Manager, that “the EMOSIA approach forced implement.” Malta Air Traffic Services Limited, [them] to identify a realistic scenario for says that EMOSIA “is surely a basic but the technology deployment and the Patrick Couliou, (SESAR Project systematic means by which colleagues EMOSIA approach made [them] focus Directorate) adds that “The return on or business partners who find it hard to on specific actual sites. For example, investment when using the EMOSIA reach a common decision or approach rather than just arbitrarily stating that methodology for the assessment of to a common goal can sit round a table, [they] will replace one radar with three ECAC-wide improvements lies not only in identify the target, list and/or fill in the ADS-B receivers, the EMOSIA approach the NPV figures it delivers for making correct or selected parameters […] and made [them] identify which specific decisions, but in the boost it gives to the obtain an understanding of the outcome radar asset it would be and at which ATM stakeholders to move progressively of the efforts put in. One sure benefit is sites they would deploy ADS-B towards a true "business culture": the identification of the main areas/items receivers. Secondly, the approach made partnership between customer and of concern as regards the decision or [them] identify actual costs involved in strategic supplier, buy-in of assumptions approach taken. Obviously, the more constructing the model, rather than and shared belief in the results, precise the data the more realistic the ROM estimates. Having identified a real- identification of the true costs and scenario and/or result obtained.” istic scenario and actual assets as a first benefits area...”. step, this made this task much more Marc Dalichampt (EUROCONTROL focused and meaningful. And Access Economics (Australian Experimental Centre) adds “Initiated […] Consulting Company) concludes by say- and developed at Headquarters, EMOSIA ing that “The EMOSIA and DFACS models knowhow has been transferred to the For instance, “The use of the coherent illustrate how rigorous, systematic and Experimental Centre through a series of EMOSIA approach allowed us to over- comprehensive cost-benefit analyses of projects: CAMES, C-ATM, SEAP and come the initial resistance to the ADS-B ATM investments can be undertaken. SESAR [and that] currently the EEC is CBA. […] It has delivered a complete They serve as a best-practice guide for managing the Blue Med FAB CBA using catalogue of the benefits, costs and undertaking such analyses.” the same method. […]” implementation options plus the tools to systematically analyse alternative deployment scenarios […], José Roca (CASCADE Deputy Programme Manager).

Skyway 46 - Autumn/Winter 2007 171 The future

DMEAN Dynamic management of the European airspace network

The following article explains how DMEAN will introduce collaborative, pan-European design, planning and management of the European ATM network with a view to managing in the short term the increasing number of flights in European airspace.

Background age en-route delay target of one minute stakeholders involved, including the per flight for the summer season (May Central Flow Management Unit The objective of the DMEAN to October). As a result of the combina- (CFMU) as central provider of ATFCM1 Framework Programme is to implement tion of the expected traffic growth and services, the DMEAN Framework a dynamically managed European air- the delay targets, the European ATM Programme builds on ongoing devel- space network for 2010 in order to network capacity will need to increase opments such as route network increase the capacity and efficiency of by 29-34% by 2012 (compared with improvements, the ATFCM Evolution the current European air traffic man- 2006). In the period May to August Plan, the European Medium-Term ATM agement network. When established, it 2007 Europe recorded the highest Network Capacity Plan and Airport was recognised as the only way to number of flights ever, with a traffic Collaborative Decision-Making (CDM). accommodate the forecast traffic increase of 5.3% (high end of traffic DMEAN adds value to the benefit growth, faced with a time frame which forecasts). These figures underline the potential of each development by con- would not allow reliance on more revo- need for yearly operational improve- solidating and aligning planning, inte- lutionary ATM changes and emerging ments, and for focussed and concerted grating ATM processes, ensuring ade- technologies such as those considered efforts to achieve this, until new con- quate support tools, enhancing net- in SESAR. cepts and technologies start providing work information-sharing systems and the next improvement steps. enabling civil and military airspace Challenge users to plan for and receive a com- The framework prehensive air navigation service with- 1- Air Traffic In the short to medium term, States and in a transparent and optimised ATM Flow and Capacity air navigation service providers have Through focussed cooperation network, within which airport opera- Management committed to achieving a network aver- between the various domains and tions are fully integrated.

172 The main, strongly interrelated fea- European ATM network The objective of DMEAN tures of the DMEAN Concept of Operations are: The provision of a consolidated per- is to implement a dynam- spective of the European ATM network ically managed European ■ Optimisation of the airspace and capacity, initiated in 2005, will be further route infrastructure with more built- enhanced in 2008 through DMEAN. airspace network for in flexibility and dynamic proce- This will be achieved through the prepa- 2010 in order to increase dures. ration of a more interactive Network the capacity and ■ Closer integration of the opera- Operations Plan (NOP) and the tional functions of airspace, flow Medium-Term ATM Network Capacity efficiency of the current and capacity management across Plan Assessment. The Agency will con- European ATM network. the network. tinue its cooperative planning efforts ■ Full civil-military cooperation within and is offering direct support to air nav- a comprehensive application of the igation service providers in the develop- and users through targeted actions enhanced Flexible Use of Airspace ment of their local medium-term capac- consolidated in DMEAN, including Concept. ity plans. access to improved tools for ■ Establishment of a pan-European demand/capacity balancing and flight operational information network Flow and capacity management actions planning, access to the relevant ATM which serves the needs of the will be targeted at further improving the data such as airspace status, route users and providers of the utilisation of available ATM capacity. availability and associated scenarios, European air traffic management This will require the full cooperation of and enhanced ASM/ATFCM coordina- (ATM) network. all the ATM partners with the CFMU. tion procedures. ■ An improved integration of airport operations in European ATM At network level, the Agency will ensure Increased coordination in the frame- Network operations. full support for the service providers work of ATFCM procedures between ■ Increase in airspace and (civil and military) service providers’ ability to determine accurate user demand Consolidated approach and plan airspace and capacity accordingly. ■ Airspace users’ (civil and military) ability to benefit from the dynamic Airspace improvements in the airspace design organisation and ATM’s ability to respond.

The basis for delivering short-term improvements are the DMEAN ATFCMA Operational Improvements Action Plans, reviewed annually with stake- holders in order to take account of the Airspace changing demand from the user com- management munity. The action plans provide the detailed planning of incremental improvements towards implementing 5 years 1 year 6 months D-7 to D-1 Day of ops the DMEAN concept of operations. 

Skyway 46 - Autumn/Winter 2007 173 The future

DMEAN Dynamic management of the European airspace network

CFMU and all actors to mitigate the Flight efficiency effects of foreseen and unforeseen dif- ficulties is required at network level. Airspace design, airspace manage- ment and ATFCM integrated into a sin- Airspace development gle operational concept through DMEAN will enable dynamic and flexi- One of the important components of ble capacity and flight efficiency man- DMEAN and a key enabler for releas- agement to be executed at strategic, ing capacity and improving flight effi- pre-tactical and tactical levels. With ciency in the short to medium term is sufficient capacity available, the air- the deployment of an improved space users will have options to plan European ATS route network and sec- their preferred routes on the basis of torisation with inbuilt flexibility to allow their flight-efficiency criteria. If the use by a diversity of airspace users resulting choices conflict with ATC sec- throughout the day despite differing tor capacity limits, re-routing schemes requirements. will be proposed to optimise the avail- able capacity. The Agency will coordinate further improvements of the European ATS Route Network (ARN) through the DMEAN aims to intro- development and implementation of duce more flexibility, flight-planned use of these CDRs, by the short-term improvements for sum- improving the awareness of their avail- mer 2008, ARN Version 6 (develop- which includes the ability for operators to fly shorter ment and deployment 2008-2010), creation of additional routes, carry less fuel and reduce deployment of flight efficiency scenar- emissions. CDRs made available on ios, etc. These DMEAN-related direct routes activated the day of operations will also be avail- improvements will continue to be according to specific able for flight planning by aircraft required, especially in north-west and operators. Further flight-efficient CDRs central Europe, to allow increased air- conditions, making across the European airspace network space capacity and flight efficiency, optimum use of the are planned, with appropriate proce- and will include enhanced civil-military available airspace. dures to ensure the continued avail- cooperation across Europe. ability of airspace to meet the military requirements. The UM622 trial in DMEAN aims to introduce more flexibil- In the short term, the emphasis will Italian airspace (December 2005 – ity, which includes the creation of addi- remain on achieving operational February 2006) confirmed the tional direct routes activated according improvements from improved collabo- approach and benefits. A main obsta- to specific conditions, making optimum rative processes between the actors cle to be overcome is how to improve use of the availabe airspace. These are involved. The airspace-management- the awareness of CDR availability to in effect pre-determined scenarios, related trials (AMC/FMP/CFMU) being the airspace users. The DMEAN solu- designed, validated and in place ready conducted by the CFMU are good tion is the airspace data repository for activation. By design, these direct examples of where short-term, con- (ADR) being developed by the CFMU routes remain compatible with the sec- crete results are anticipated. and stakeholders, containing up-to- torisation in order to ensure a continu- date accessible information on air- ous adaptability of the airspace struc- Improved utilisation of CDRs (condi- space and routes. A concerted effort ture. Airspace management and tional routes) and implementation of is also being undertaken to obtain ATFCM coordination procedures are scenarios are other areas where short- some of these benefits in the next 12 being enhanced to ensure timely and term results are expected. A major months through improved processes safe activation where possible. focus of DMEAN is to better exploit the and procedures.

174 As a DMEAN priority objective, the top the basis for implementing improve- place in seeking improvements to facili- 50 city pairs with the total highest route ments at those airports which impact on tate flight plan filing and improvements extension are being examined to the network. The resulting benefits to air- in consistency pre-departure and man- identify potential flight inefficiencies. port operations are expected to further agement of flight plans after departure Solutions to eliminate these will be strengthen the cooperation and involve- as well as enhancements to ATFCM explored with the air navigation service ment of more airports. The need for scenario management, and improved providers, to the maximum possible capacity and flight efficiency means that consistency between the European extent, without impacting on safety and airports and en-route operations can no Aeronautical Information Services capacity. These solutions will be intro- longer act as separate entities. They are Database (EAD) and the airspace data duced within ARN V6 and be deployed fully interdependent within the European (CACD). through the annual set of improve- ATM network and need to be intrinsical- ments. ly linked together. Best practices

Airports Current activities Using the operational solutions success- fully applied by colleague stakeholders Recognising the operational interdepen- The 2007/8 activities in the context of is a fundamental mechanism with which dencies between airports and the ATM DMEAN include the Summer and Winter to achieve short-term improvements. In network, DMEAN activities include Network Operations Plans (NOP), devel- support of this, a DMEAN best-practices cooperation with key airports in order to opment of pre-determined airspace sce- register is being established, populated improve throughput, implement Airport narios, deployment and development of with stakeholder practices which have CDM, and improve operational coopera- airspace improvements (ARN V5/V6), proven their value and may be used by tion to optimise the alignment of airport operational trials which directly address others for the benefit of the network. An operations and ATFCM. The coopera- benefits (airport-CFMU information important example concerns ways of tive activities between the Agency and exchange, slot-swapping trials, dealing with adverse weather, an an increasing number of airports are improved ASM/ATFCM processes to increasing contributor to the delay fig- encouraging. Trials involving data improve CDR utilisation), introduction of ures. Stakeholders are being actively exchange (DPI/FUM) and slot swapping CDM and capacity enhancements at approached for their best practices. have demonstrated benefits, and will be key airports. Specific activity is taking The future

DMEAN is a starting point for SESAR, ensuring a solid foundation and a viable operational concept for 2010+ in antici- pation of the future ATM concepts and systems to be developed within the SESAR ATM Master Plan. The DMEAN Framework Programme is working towards the optimisation of the European network, addressing civil and military airspace user requirements and contributing to both capacity and effi- ciency. With its partnership approach and short-term operational deployment focus, DMEAN will deliver the additional benefits needed pending SESAR. ■

Chris Bouman, DMEAN Activity Manager

Skyway 46 - Autumn/Winter 2007 175 The future

SESAR Definition Phase Paving the way

On 22 November 2005 EUROCONTROL signed a contract for the Definition Phase of SESAR (Single European Sky Air Traffic Management Research). This programme is unique in that for the first time in European ATM history the European aviation players (civil and military, legislators, industry, operators and users) have come together to define and commit to a pan-European ATM programme. The following article looks at the progess to date.

The purpose of SESAR – Single the European Commission responsi- from research to operations. European Sky (SES) ATM Research – ble for Transport, Mr Víctor M. Furthermore, this approach will Programme is to provide the means to Aguado, Director General of EURO- make for more cost-efficient use of modernise the current European air CONTROL, and Mr Olaf Dlugi, repre- important resources in an industry traffic management (ATM) system and senting the SESAR consortium, at the that faces strong competition and accommodate future air traffic with a definition phase contract signature pressure on costs. high overall ATM performance. It ceremony in November 2005, SESAR ■ In creating SESAR, we are address- addresses the realisation of the opera- is of the utmost importance: ing the future European air traffic tional and technical facets of the Single management landscape consistently Sky, and complements and is support- ■ The capacity of the air transport and holistically from an operational ed by the SES legislation. system in Europe needs to be and technical point of view, as well enhanced to accommodate pres- as from a planning, industrial, institu- The origin of SESAR can be found in ent and future growth while keep- tional and regulatory perspective. the converging analyses of the ing ATM safe and economically ■ By joining forces, we – the aviation European Commission, aviation indus- viable. community – are fully committed to try and EUROCONTROL (through the ■ With the volume of air traffic set to rising to the challenge of a safe, effi- ATM 2000+ Strategy): in order to double in the next 15 years, the cur- cient and globally integrated air traf- address increasing traffic demand and rent ATM infrastructure will soon fic management system for Europe. face the challenges posed by society in reach its limits. The only way forward terms of safety, security and environ- is through innovation and a funda- SESAR has three phases: definition, ment, it is necessary to establish a mentally new approach. development and deployment, with the European Master Plan for ATM, and this ■ European air transport has taken a aim of achieving the necessary trans- requires the direct involvement not only strategically important step forward formation of the European ATM system of the States but also of the industry as in this direction with the start of the by 2020. a whole. SESAR Definition Phase – a key ele- ment in the implementation of the Its Definition Phase (2005 to early The political support for SESAR was Single European Sky. 2008), jointly funded by EURO- provided by Transport Commissioner ■ Agreeing on the new generation of CONTROL and the European Loyola de Palacio in July 2003 and has ATM systems is not an easy task. Commission, will deliver a European since then been consistently set as a That is why the SESAR Definition ATM Master Plan, the roadmap of priority by her successor, Mr Jacques Phase is so crucial. Synergies actions for implementation. Barrot. across the full range of aviation play- ers will ensure that the required The Definition Phase is executed main- As stressed in the joint declaration by changes to ATM are synchronised ly through a EUROCONTROL contract Mr Jacques Barrot, Vice-President of at European level and integrated by a consortium representing the entire

176 ATM community, in order to ensure the involvement which had been identified SESAR Definition Phases as a requirement for success, and obtain maximum buy-in to the resulting D1 – Air Transport Framework – The Current Situation recommendations. This is why the con- sortium is made up of organisations/ Milestone Deliverable D1 captured the current situation and “market-place”, its strengths and companies from all sectors of aviation shortcomings, and considered the major aspects which shape and influence the air transport and is required to communicate exten- industry today. sively and create a sense of buy-in on the findings and recommendations of D2 – ATM Performance Targets its work, within the participating organi- sations up to executive level, and Milestone Deliverable D2 provided: reaching non-participating organisa- • an outline “vision” of the future air transport industry and the role of ATM within it; tions inside and outside Europe. • a comprehensive set of performance targets and requirements to be met over time; • a list of good practices and ongoing initiatives already geared to meeting the objectives and contributing to meeting the performance targets in the short term.

SESAR has three phases: D3 – ATM Target Concept definition, development and deployment, with the Based on D1 and D2, D3 captured the most promising ATM target concept in terms of operational concept elements, system architectural and supporting technologies. In addition, it made a pre- aim of achieving the liminary assessment of the viability of the ATM target concept (performance, costs, etc). necessary transformation of the European ATM D4 – ATM Deployment Sequence system by 2020. D4 will propose the best transitional sequence for the changes needed to achieve the transition from today’s legacy systems and arrangements to the ATM target concept and supporting arrange- ments, assessing them in terms of feasibility, nature, timing and order, costs and benefits for all The Agency also contributes signifi- “actors”, and impact of geographical differences. It will group them into the “implementation cantly in terms of: packages” needed to deliver performance improvements along the transition path.

■ deliverables; current or planned D5 – ATM Master Plan results of its work to be taken into consideration in the various tasks; D5 will produce the European ATM Master Plan – the roadmap defining the actions which all the taking stock of existing knowledge relevant organisations must undertake to implement the future ATM target concept, including the and preventing duplication of work; associated business and regulatory frameworks. The Master Plan will turn the D4 “implementa- ■ effort, directly contributing to the tion packages” into detailed actions and sub-plans and address financial investment and work packages. resourcing profiles; changes to legislation and regulations; business benefits and risks; and future R&D needs. The SESAR consortium is composed of 30 companies and organisations with D6 – Work Programme for 2008-2013 some 20 other associate companies and sub-contractors. D6 will provide a complete list of all required project items facilitating the initiation of the SESAR Implementation Phase. This includes deployment of existing systems, development of systems The work is divided into six main steps which are almost mature and applied research to fill the gap. The package will cover the financial, and deliverables, the first three had management and content aspects. Milestone 6 will also cover the methods supporting the been negotiated successfully at the Implementation Phase. time of writing.

Skyway 46 - Autumn/Winter 2007 177 The future

SESAR Definition Phase Paving the way

SESAR objectives fully correspond to the Agency’s mission and it is, there- fore, a priority for EUROCONTROL. The Provisional Council has instructed the Agency to take the necessary steps to maximise its added value to the S-JU. The role of EUROCONTROL will be to:

■ intervene as a founder member on the administrative board governing the S-JU and its activities; ■ as such provide around one third of the resources that the S-JU will have to execute its work; ■ be in charge of a number of activi- ties, predominantly of a horizontal nature, in the S-JU work.

The Definition Phase is the first phase. The set-up of the second phase, the EUROCONTROL has recently accepted the third Development Phase, has already pro- deliverable of the SESAR Definition Phase gressed and will be able to take over Contract. from the ATM Master Plan as soon as it becomes available. “We are pleased to accept the ATM Target Concept from industry,” said Bernard Miaillier, the SESAR Programme Manager at EURO- It is characterised by the creation of a CONTROL. “This is a cornerstone for SESAR since it provides the SESAR Joint Undertaking (S-JU), a operational concept and enabling elements of the future European public-private partnership. The S-JU ATM system which will be the reference for building the SESAR is responsible for the execution of the Master Plan for the 2020 ATM system.” ATM Master Plan and in particular for carrying out the following tasks: organising and coordinating develop- with members from the aviation indus- The membership agreement and the ment activities in accordance with the try and third States so as to create the exact tasks and responsibilities are ATM Master Plan, ensuring their fund- synergies required for the ambitious being negotiated and will be finalised ing and the involvement of the stake- development programme. once the ATM Master Plan and the holders, organising technical corresponding work programme research and development, validation SESAR as a whole is the cohesive resulting from the Definition Phase are and studies to be carried out under its programme that previous initiatives available. ■ authority. could not fully articulate. It is the ade- quate and balanced combination of Bernard Miailler, The S-JU was set up by virtue of the legislation, political support, and par- SESAR Programme Manager Regulation issued by the EC on 27 ticipation of the aviation industry that February 2007; the European makes it possible and able to meet its Commission and EUROCONTROL are main goals. It gives Europe the unique its founding members. The JU is now opportunity to demonstrate its working to extend its membership strength.

178 EUROCONTROL Improving the environmental performance of European aviation

Greater network efficiency Dynamic management of the European airspace network Air traffic flow management Less noise, fuel burn and emissions around airports Continuous Descent Approach Reduced taxi times Improved awareness Environment in ATM e-learning Classroom training for ATM professionals

A clearer understanding Impact assessment tools Performance monitoring

www.eurocontrol.int/environment The future

The challenges ahead

The following article by the Director General of EUROCONTROL looks at the challenges that European air traffic management will have to face in the areas of safety and security, capacity, cost-efficiency and the environment.

made. Over the last two years, the work. An entirely new approach to air average safety maturity index rose by traffic management will be needed and 27% for air navigation service this is being examined in SESAR, the providers and by 25% for regulators. Single European Sky Air Traffic Management Research programme, Crucial to raising the Safety Maturity co-funded by EUROCONTROL and the Index and, therefore, to enhancing European Commission. aviation safety, is the establishment of a just culture. This should lead to a more Airport delays: Thanks to the The last 10 years have seen a number open reporting environment, so helping Challenges to Growth Study, currently of crises, which the European air traffic to build up today’s rather scanty know- being updated, we have a much management (ATM) system has sys- ledge database of incidents. The need clearer understanding of the issues tematically been able to overcome. for much more data on incidents is reg- involved. EUROCONTROL has come ularly highlighted by the Performance up with a number of measures to help Although its excellent safety record Review Commission as extra data will airports maximise capacity, such as was marred by three ATM-related acci- enable researchers to develop more departure and arrival managers, dents in 2000, 2001 and 2002, the robust accident prevention methods. Advanced Surface Guidance and system has nonetheless made great Control (A-SMGCS), runway incursion strides in the safety domain, with 2006 Capacity prevention material and Collaborative proving to be the safest year ever. Decision-Making toolkits and pro- Air traffic flow management delays grammes. Capacity has been substantially have been reduced by 75% since increased and delays practically 1999, but en-route delays are now EUROCONTROL is concentrating on contained in the face of substantial traf- slowly rising again, confirming the fact assimilating the airside of airports into fic growth. that we need a paradigm shift for the capacity planning and development future air traffic management system. lifecycles. What are the challenges that we will face in the future? EUROCONTROL A recent framework programme, Fragmentation is a costly problem for habitually concentrates on four main DMEAN (Dynamic Management of the Europe. Functional airspace blocks are areas: safety and security, capacity, European Airspace Network) will help a welcome first step in the reduction of cost-efficiency and the environment. with capacity. It aims to combine air fragmentation, but there is some doubt traffic flow and capacity management, as to whether they will prove to be a Safety the Flexible Use of Airspace Concept panacea. Political goodwill is needed and Collaborative Decision-Making in for both their creation and their smooth EUROCONTROL regularly conducts order to produce a partnership with a running. surveys of air traffic management sys- view to integrating the network so as to tems to see how both safety manage- achieve maximum capacity. Cost-efficiency ment and safety regulation are matur- ing. The first such survey was conduct- DMEAN will deliver over the next eight Since 2003, unit costs have decreased ed in 2002. Since then, there has been years. By that date, all the latent capac- at a rate of 3% on average per annum. clear evidence that progress has been ity that exists will have been put to This trend is forecast to continue until at

180 least 2010. The new pan-European pro- Human factors ment network system is needed to grammes being developed under draw all these threads together, so as SESAR will help perpetuate this trend, All of the issues listed previously are to form a coherent, functional whole. keeping Europe on track in this vital essential to the smooth running of EUROCONTROL, as a neutral party, is area. Europe’s ATM system. However, ideally placed to help States and the human factors simply have to be taken European Commission establish the The environment into account in dealing with every right balance and steer initiatives in upcoming challenge. The future ATM the right direction. Today, ATM is already delivering sig- system will only work if it is whole- nificant environmental benefits, mainly heartedly adopted by its operators. This approach is consistent with the through reduced vertical separation one advocated by the European minima, air traffic flow and capacity Although many technical advances Commission’s High-Level Group, set management, and flexible use of air- can be made – especially in the area up by the European Commission’s space, which together represent of automation – the role of the human Vice-President, Jacques Barrot, to pro- annual savings of € 333 million and operator must continue to be central. vide him with strategic guidance in 740,000 tonnes of fuel, and an annual achieving the Single European Sky and reduction of 2.3 million tonnes of CO2. A crucial factor in human resources is to outline a vision for the aviation regu- the need to address social issues. The latory framework. The Group has called More savings will be made with the spectre of over-automation or fears for EUROCONTROL to be empowered pan-European deployment of Conti- surrounding the creation of functional to play a key role in delivering the nuous Descent Approaches and of airspace blocks must be confronted, Single European Sky and SESAR Variable Taxi Times, which together preferably early on. The importance of objectives. Indeed, EUROCONTROL will amount to some €203 million, as doing this cannot be over-stressed. can act as the engine that makes the 450,000 tonnes of fuel are saved and Single European Sky a reality and is

1.4 million tonnes of CO2 are reduced EUROCONTROL’s able to guarantee the successful out- annually. When the fundamental issue future role come of SESAR. of flight efficiency is fully resolved, it should bring more benefits in that There is a growing consensus that an The ratification of EUROCONTROL’s

some 4.7 million tonnes of CO2 should experienced “architect and manager” revised Convention would be a firm be reduced on an annual basis. of the European air traffic manage- step in this direction as well, as will the adoption of the Single European Sky’s second regulatory package which is expected in 2008.

It is important in pursuing our goals that the right level of subsidiarity be established. A judicious mix of respon- sibilities has to be found. The best use has to be made of the abilities of EUROCONTROL as well as those of air navigation service providers and national authorities.

EUROCONTROL has the skills, the expertise, the experience and the will to enhance the current ATM system and to build the foundations for a new one, based on a pan-European net- work approach, characterised by cooperation amongst all aviation stakeholders. ■

Skyway 46 - Autumn/Winter 2007 181

26-28 November 2007 Human Factor Case Workshop EUROCONTROL Brussels’ Headquarters, Belgium

29 November 2007 Civil-Military ATM/CNS Interoperability Workshop EUROCONTROL Brussels’ Headquarters, Belgium

4-6 December 2007 Sixth Innovative Research (INO) Workshop EUROCONTROL Experimental Centre, Brétigny, France

24 January 2008 Airspace Infringement Workshop EUROCONTROL Brussels’ Headquarters, Belgium

11-13 March 2008 ATC Global 2008 Rai International Exhibition and Congress Centre, , the Netherlands Next events 4 April 2008 General and Business Aviation Forum 2008 EUROCONTROL Brussels’ Headquarters, Belgium

EUROCONTROL website: www.eurocontrol.int

Skyway 46 - Autumn/Winter 2007 © European Organisation for the Safety of Air Navigation (EUROCONTROL) November 2007

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