Eurocontrol Helps Bring New Technology to Market

AUTUMN/WINTER 2017

EUROCONTROL HELPS BRING NEW TECHNOLOGY TO MARKET

The highs and lows of European ATM performance

Transcontinental fl ight-data sharing enhances European airspace capacity Airport Performance delivered, from approach to departure Welcome to Skyway Magazine 67 3

CONTENTS

WAYPOINTS INSIGHT

5 Celebrating a half century of innovation at our 50 “I think it is very important to remain focused on Experimental Centre the way forward” 5 EUROCONTROL Permanent Commission appoints Mr Henrik Hololei, Director-General for Mobility and Eamonn Brennan as new Director General from 1 Transport (DG MOVE), European Commission January 2018 52 “Implementation on a national level would only be an 6 Interest in the European AIS Database (EAD) spikes unwanted, last-ditch, fallback option” 6 European Commission and INEA visit Network Gerold Reichle, Head of the Civil Aviation Directorate Manager to monitor progress in fi nanced projects General, Federal Ministry of Transport and Digital 7 Airport CDM – a double celebration Infrastructure, Germany 8 MUAC provides fall-back controller working position 54 “It is much more effi cient and reduces user fees if services to ANA LUX support services are provided centrally” 8 Netherlands Airspace Vision gains new ground with Frank Brenner, Director General, EUROCONTROL civil-military integration in Dutch upper airspace VIEWPOINT DATA 56 “A powerful point of departure for the management of 9 Flight share by market segment future civil and military aviation” 10 Top airports per market segment Kirsten Ullbæk Selvig, Chair of the EUROCONTROL 11 Busiest 10 airports Civil-Military Interface Standing Committee (CMIC) 12 Market segments in 2016 59 “The challenge is to balance the stakeholders’ desires with the needs of the entire system” FOCUS Peter F. Dumont, President and Chief Executive Offi cer of the US Air Traffi c Control Association (ATCA) 16 “Strengthening of cooperation, meeting and 63 EGNOS and Galileo off er more effi cient and safer exceeding targets” aviation operations Frank Brenner, Director General, EUROCONTROL Carmen Aguilera, Market Development Offi cer, 19 European ATM performance 2016: Rising ATFM delays European GNSS Agency (GSA) outpace ongoing reduction in ANS provision unit costs 65 EGNOS, a successful pan-European project Silvia Porfi li, GNSS Service Engineer, European COVER STORY GNSS Agency (GSA)

24 EUROCONTROL is playing a pioneering role in helping to implement new ATM concepts globally

FOCUS

28 Helping to turn global navigation satellite system concepts into operational reality 32 Developing generic safety case material for space- based navigation applications 34 Realising the potential of space-based aircraft surveillance 37 Trans-continental fl ight-data sharing agreements are increasing European airspace capacity 40 New integrated fl ow management position increases capacity, reduces workload 44 The benefi ts of twenty years of civil-military cooperation 47 Sharing data and enhancing capacity have been key to improving ATM performance 24 4 Welcome to Skyway Magazine 67

DETAILS Contacts

Managing Editors Lucia Pasquini Lucia Pasquini, Catherine De Smedt Managing Editor E: [email protected] Editor T: +32 2 729 34 20 Philip Butterworth-Hayes Philip Butterworth-Hayes Sub-editor Editor Julie Cotterill E: [email protected] T: +44 1273 724 238 Design Intermedia Solutions PMI Media Ltd T: +44 1794 368925 61 Davigdor Road, Hove, BN3 1RA, UK E: [email protected] www.pmi-media.com www.intermediasolutions.com EUROCONTROL Advertising 96, rue de la Fusee, 1130 Brussels, Belgium Kay Rolland www.eurocontrol.int 101 rue de Sèvres 92100 Boulogne Billancourt – France European Organisation for the Safety of Air Navigation (EUROCONTROL) T: +33 609 133 510 October 2017. All rights reserved. The entire contents of this publication E: [email protected] are protected by copyright. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means Printing electronic, mechanical, photocopying, recording or otherwise, without the EUROCONTROL Printshop prior permission of EUROCONTROL. The reproduction of advertisements in this publication does not in any way imply endorsement of their content by PMI Media Ltd or EUROCONTROL. The views expressed in the articles are those of the authors and do not necessarily reflect the official position or policy of EUROCONTROL. AUTUMN/WINTER 2017

Maps disclaimer The designations employed and the presentation of material on the maps do not imply the expression of any opinion whatsoever on the part of EUROCONTROL concerning the legal status of any country, territory, city or area or of its authorities, or concerning the delimitation of its frontiers or boundaries. With regard to Kosovo this designation is without prejudice to positions on status, and is in line with UNSCR 1244/99 and the ICJ opinion on the Kosovo declaration of independence.

Cover: Frank Ramspott Imagery provided by: Adam Birkett, aotoro, Ben Neale, Chuttersnap, Citizen59, Dean Hayton, Ercan Karakas, ESA, EUROCONTROL, European EUROCONTROL HELPS BRING NEW TECHNOLOGY Global Navigation Satellite Systems Agency, Gianluca Muscelli, Jacob TO MARKET Valerio, Kees Torn, Kevin Reinhardt, Leandro Gándara Mendez, Lumu, The highs and lows of European ATM performance Mario Roberto Duran Ortiz, Mariusz Prusaczyk, NASA,Nathan Dumlao, Transcontinental ight-data sharing enhances European airspace capacity Pop9000, Suh Yeon-Choi, Thilo Kranz, urbancow, Varshesh Joshi, and 贝莉儿 NG.

For more information and to receive Advertisers index a free copy of Skyway, please contact Inside front cover – Safegate / 14-15 – ATCO / the Managing Editor Lucia Pasquini, Inside back cover – World ATM Congress / EUROCONTROL Outside back cover – Aireon

This document is published on behalf of EUROCONTROL by PMI Media Ltd in the interests of exchange of information. Waypoints 5

WAYPOINTS

Celebrating a half can-do attitude which have always char- century of innovation at acterised the staff of the Experimental Centre. He concluded: “I have every con- our Experimental Centre fidence that the Centre will continue to handle all the challenges that confront ON 14 SEPTEMBER 2017, an event took it with the high degree of excellence and place in Brétigny-sur-Orge to celebrate the expertise that we have come to expect”. 50th anniversary of the EUROCONTROL Maurice Georges explained how much Experimental Centre, in the presence of the work done by the Centre is appreci- EUROCONTROL's Director General, Mr ated. The Centre’s ability to deliver spe- Frank Brenner, the Director DSNA France, cific innovative solutions, he said, is key to Mr Maurice Georges, the Executive Direc- addressing ATM problems, especially on a tor of the SESAR Joint Undertaking, Mr multinational level. He talked about how Florian Guillermet, the Head of the Exper- the Experimental Centre had significantly EUROCONTROL imental Centre, Mr Pierre Andribet, and contributed to the optimisation of the air- Permanent EUROCONTROL’s next Director General, space over France, with the introduction Eamonn Brennan. of several initiatives. Commission appoints Officially inaugurated on 17 January “The work performed by the EEC staff Mr Eamonn Brennan as 1967, the Centre has from the very begin- is recognised worldwide and today rep- new Director General ning been an incubator of air traffic man- resents a very significant contribution agement (ATM) concepts and technolo- to SESAR”, continued Florian Guiller- from 1 January 2018 gies. Its expertise and longstanding co- met. “The future of aviation looks bright operation with the wider ATM commu- and I believe we have the power to shape THE EUROCONTROL PERMANENT nity, on a European and global level, has it. With “Experimental” in its name, I Commission has appointed Mr Eamonn made it a valuable asset in helping avia- have no doubt that the EUROCONTROL Brennan as Director General of EURO- tion turn research into reality. Brétigny Centre will continue to be an CONTROL with effect from 1 January Today, the EUROCONTROL Experi- engine for excellence in European avi- 2018. mental Centre plays a unique role in the ation research, inventing the system of Mr Eamonn Brennan was nomi- provision of ATM simulation and valida- tomorrow”, Florian concluded. nated by the Government of Ireland and tion services and platforms. It is also the Pierre Andribet explained how the is currently Chief Executive and Board biggest single contributor to the European Centre had from the very beginning Member of the Irish Aviation Authority. Commission’s Single European Sky ATM focused on delivering specific solutions Mr Brennan will succeed Mr Frank Research programme, SESAR. to the challenges faced by European Brenner, who has been Director Gen- For the occasion, the Centre opened ATM. Its expertise and long-standing co- eral of EUROCONTROL since 1 Janu- its doors to its simulation and validation operation with the wider ATM community ary 2013 and whose term ends on 31 platforms, featuring a series of demos on a European and global level have made December 2017. which showcased the broad spectrum it a valuable asset in helping aviation turn “The 41 EUROCONTROL Member and diversity of its work geared towards research into reality. He paid tribute to States are delighted to welcome Eamonn making aviation safer, cheaper and more those who built it up and made it what Brennan as the Director General of environmentally friendly. it is today and had a special mention for EUROCONTROL as of 1 January 2018,” Frank Brenner officially opened the the four directors who steered the Centre said Mr Piotr Samson, President of the event with a welcome on its path of innova- EUROCONTROL Permanent Commis- speech in which he tion. Pierre extended sion and Director General of Civil Avi- highlighted the Centre’s his special thanks to ation of Poland. “Eamonn Brennan is pivotal role in leading the staff: “Without their a leading figure in European aviation. research, development permanent efforts over His leadership experience and under- and validation in Euro- all these years, the Cen- standing of the issues facing air traffic pean ATM. He stressed tre would never have management today will be invaluable the considerable exper- achieved fifty years in ensuring that EUROCONTROL can tise which the Centre of success. Each staff respond to the evolving needs of all the has accumulated over member is responsi- Agency’s stakeholders and support the the years in the field of ble for the uniqueness full implementation of the Single Euro- simulations, and praised and the richness of this pean Sky in a pan-European context.” the youthful spirit and Centre”. ▪ On his selection as the Director 6 Waypoints

General designate, Eamonn Brennan EAD system are also responsible as is the and Production Unit at ENAV (the Italian thanked the Irish State and the Direc- obligation to comply with key European air navigation service provider); he joined tor General Civil Aviation Ireland for his Union legislation in this area, the Aero- the EAD SSG in 2010. For him, the evolu- nomination. He thanked the EUROCON- nautical Data Quality Implementing Rule tion of AIS towards AIM and the evolution TROL Permanent Commission and the (EC) 73/2010 in particular. A major effort of EAD towards EAIMS are the two most Provisional Council for putting their trust has been made in supporting our Member important challenges to be addressed by in him. States with their compliance process. the SSG. "I hope that I can bring my experience In May 2017 there were 231 EAD ser- Giulio Melilli and the SSG members to Europe and EUROCONTROL as a unify- vice Data Users and more than 25,000 sub- were very pleased to note that EURO- ing force to manage the safe and progres- scriptions to EAD Basic, a free online ser- CONTROL had become the first pan-Euro- sive development of European aviation vice. The map below shows the connection pean Aeronautical Information Service over the next 5 years," said Eamonn. ▪ status of ECAC and non-ECAC States as of Provider to be certified under Single May 2017. This extra effort and dedication European Sky legislation. In the name combined have prompted a growing num- of all EAD SSG Members, Mr Melilli con- Interest in the ber of requests for migration from all over gratulated the EAIM unit on this notable European AIS Database the world: achievement. ▪ ■■ ECAC States, such as DFS Germany, (EAD) spikes DSNA France, ENAV Italy, Austro Con- trol Austria European Commission THE EUROPEAN AIS DATABASE (EAD) ■■ ECAC Military Users, such as the and INEA visit has undergone a boost in popularity in Italian, Austrian and Portuguese Air recent months. Requests from EAD clients Forces Network Manager to and data providers interested in migrat- ■■ non-ECAC States: among others, monitor progress in ing to the system have risen by over 25%. negotiations are ongoing with Brazil, financed projects In addition, revenues from the database in Israel, Morocco, states in the Middle 2016 grew twice as fast as expected. These East and South Africa. two developments were discussed, noted ON 4 JULY 2017, representatives of the and celebrated at the 25th meeting of the To ensure that the migration process European Commission’s Innovation and EAD Service Steering Group (SSG). can be carried out with maximum effi- Networks Executive Agency (INEA), DG EAD has always focused on the needs ciency, the EAD SSG requested the unit MOVE, the European Defence Agency of its customers. However, this may not responsible for the maintenance of EAD (EDA), the State of Belgium and the SESAR be the only explanation for the increase (EAIM) to prioritise ECAC States. Deployment Manager, visited the Net- in requests for migration to the system. At the 25th EAD SSG meeting, the work Manager to take note of the progress Indeed, on 9 December 2016, EURO- Group elected Giulio Melilli as its new made in a series of implementation pro- CONTROL has become the first pan-Euro- Chairman. Mr Melilli is the Head of the jects (linked to the Pilot Common Project pean Aeronautical Information Service Aeronautical Data Management, Quality – Commission Implementing Regulation Provider to be certified under the Single (EU) No 716/2014) which have received European Sky legislation regarding the financing under the Connecting Europe provision of the European AIS Database EAD connection status of ECAC and Facility programme, and are expected to (EAD). Recent significant improvements non-ECAC States in May 2017. EAD be completed by mid-2017. in the performance and stability of the connection status of ECAC and non- Maurizio Castelletti, DG MOVE Head ECAC States – May 2017. of Single Sky Unit said: “We are very keen to participate in these visits in order to assess the level of maturity reached by Fully Migrated (civil) implementation projects and understand Migrating States (civil) how synchronisation between opera- Missing ECAC States tional stakeholders was achieved. The feedback we get from these visits will inspire further possible improvement in the deployment phase of SESAR. In this specific case, the visit confirmed the key role that the Network Manager plays at pan-European level by bridging the gap of fragmentation, ensuring cohesiveness of systems and driving the performance of the network.” According to Dirk Beckers, Director of INEA: "On-site visits to beneficiaries are very important as they aim to get a reasonable assurance about the progress made in the implementation of the actions

* This designation is without prejudice to positions on status, and is in line with UNSCR 1244/99 and the ICJ opinion on the Kosovo declaration of independence Waypoints 7

and about the achievements made by the DPI & FUM Operational actions. This visit covered seven EURO- ENVA CONTROL Implementation Projects DPI Operational ENBR that were either already completed or ENGM EFHK DPI planned 2017 ENZV ESSA close to be completed, focusing on dif- & FUM provided ferent ATM functionalities and enabled EKCH to get a deeper understanding of EURO- DPI planned 2017 EDDH CONTROL Implementation Projects within EIDW DPI planned 2018 EHAM EDDB EPWA EGLL EDDL the SESAR Deployment Clusters, of the EGKK LKPR DPI planned 2019 EBBR EDDF interactions between different stakehold- LFPG EDDS LOWW & FUM provided EDDM LFPO ers and in particular of the key role played LFLL LSGG LIMC by the Network Manager." LIPZ LIML Joe Sultana, Director Network Man- LIRF LEBL LTBA ager, said : “With the help of INEA and the LEMD LIRN LEPA LPPT relevant CEF funding, the Network Man- LGAV ager has been able to implement state-of- the-art technologies which extend and Airport DPI Implementation Status improve services, as well as introducing new ones, for the benefit of all network stakeholders. By digitally transforming Adv ATC TWR OPS & FUM provided our products, we are making a solid contribution to enforcing interoperability in a Adv ATC TWR OPS pragmatic way and to improving Europe’s Adv ATC TWR planned connectivity. Working collaboratively for 2017 EGPE EGPD with all our partners, civil and military, EGPF EGPH underpins viable, environmentally sus- EGAE EGCC EGGP EDDW tainable solutions for European air traffic EGSH EGBE EDDG EGGW EDDC management. Together, we are creating a EGLO EDDE UKBB EGSS LKKV system which is admired and will be emu- EGTE EDDR LKMT LKTB lated the world over." Massimo Garbini, Managing Direc- tor SESAR Deployment Manager, said: “I LFMN am pleased to see the involvement and interest for this visit to a particular stake- LEAL holder. The Network Manager plays an LEMG important role in the sustainable modernisation story of ATM in Europe and is implementing an impressive number of GCTS Advanced ATC Tower projects throughout the network. I look GCLP Implementation Status forward to continuing at the same level of engagement and improving ATM in Europe together.” ▪ ideas, the pace of implementation quick- A-CDM brings together all the key ened from 2011 and we are pleased to organisations at the airport, including air- announce that in August this year, Ham- lines, air traffic control, airport operator Airport CDM – a burg airport became the 25th fully imple- and ground handlers, to share informa- double celebration mented A-CDM airport. Hamburg is the tion and make more informed decisions 6th German fully implemented CDM air- on improving the airport’s performance. port following Munich, Frankfurt, Düs- Data is also shared with the NMOC via THE NETWORK MANAGER HAS cele- seldorf, Berlin Schönefeld and Stuttgart. Departure Planning Information (DPI) brated Hamburg becoming the 25th fully The other A-CDM airports in the messages, thus significantly improving implemented Airport Collaborative Deci- NMOC network are: Barcelona, Brussels, departure predictability. This improved sion Making (A-CDM) airport – as well as Copenhagen, Geneva, Helsinki, London predictability is an enabler for a safer and the tenth anniversary of Munich imple- Gatwick (temporarily disabled), London more efficient European ATM network. menting A-CDM and becoming integrated Heathrow, Madrid, Milan Linate, Milan The A-CDM concept has been globally in the Network in 2007. That landmark Malpensa, Oslo Gardermoen, Palma de recognised and several airports outside event signalled the start of exchange of Mallorca, Paris Charles de Gaulle, Paris Europe have adopted it. flight data between the Network Manager Orly, Prague, Rome Fiumicino, Stockholm The 25 airports currently imple- Operations Centre (NMOC, then the Cen- Arlanda, Venice Marco Polo and Zurich. mented represent 34% of total departures tral Flow Management Unit) and airports. By the end of 2017 NM, which supports in the European ATM network. By the end After a slow uptake in the early years, airports implementing A-CDM, expects of 2019 NM expects this figure to increase as is often the case with innovative new to integrate Lyon and Naples airports. to over 47%. 8 Waypoints

A further 7% of ECAC departures are primary system updates, but in particular upper airspace, a tangible result of the from 17 ‘Advanced ATC Tower’ airports, in the event of any unplanned primary National Airspace Vision, is a significant which have not fully implemented the system outage, and are therefore designed step for civil-military cooperation in the A-CDM process but still would like to to be as different as possible from the pri- Netherlands. The arrangement ensures integrate into the ATM Network using a mary system. The Maastricht Fallback the continuity of operations as well as limited set of DPI messages; this figure System (MFS), which LFS is based on, was access to upper airspace for the military. is expected to rise to over 10% by end implemented in-house at MUAC and has In this way, our military mission effec- of 2019. been in successful operational use since tiveness will remain at least at the same As a complement to A-CDM and 2006. MFS, and now also LFS, feed a sec- level as is currently the case. At the same Advanced ATC Tower airports, the NMOC ond video signal to the operator screen, time, the arrangement significantly con- also outputs Flight Update Messages, providing an independent air situation tributes to the overall efficiency of the which provide on time updates of the picture which an air traffic controller can upper airspace, benefiting civil operators. flight data to the destination airport. revert to at any time. We have confidence in a good partnership Currently there are 40 airports receiving The agreement between ANA LUX and with EUROCONTROL MUAC regarding air these messages. ▪ MUAC is based on EUROCONTROL’s user traffic services for operational air traffic in pays principle, which means that the costs Dutch airspace." of the project are borne by ANA LUX. ▪ “The handover to MUAC of service MUAC provides provision to operational air traffic in fall-back controller the Netherlands upper airspace marks Netherlands Airspace an important step in civil-military co- working position Vision gains new operation in air traffic management in services to ANA LUX the Netherlands. Strengthening this co- ground with civil- operation is a major element of the Air- FOLLOWING AN AGREEMENT con- military integration in space Vision for the Netherlands, pub- cluded in January 2017, EUROCONTROL’s Dutch upper airspace lished in 2013. In the next phase, the Maastricht Upper Area Control Centre military controllers in the lower airspace (MUAC) delivered two fall-back con- will move to co-locate at ATC the Nether- troller working positions (FLB-CWP) to AIR TRAFFIC CONTROLLERS AT lands at Schiphol at the end of this year. the Luxembourg Administration de la EUROCONTROL’s Maastricht Upper Area I am very grateful to everybody involved Navigation Aérienne (ANA LUX) in June Control Centre (MUAC) are now providing for making this happen and hence mak- 2017. To serve the specific needs of the air traffic control services to both civil and ing the Airspace Vision and civil-military ANA LUX approach terminal manoeu- military customers in the Netherlands cooperation in the Netherlands become vring area, the working position soft- airspace above 24,500 feet or 7.5 km. a reality” added Mr Paul van Gurp, Head ware was slightly adapted by MUAC, and An integrated civil-military air traf- of the Air Traffic Management Unit at the dedicated map data was incorporated by fic management contributes to substantial Netherlands Ministry of Infrastructure ANA LUX. efficiency gains – both operational and and the Environment. To complete the new Luxembourg financial – for military as well as civil air Frank Brenner, Director General of Fallback Service (LFS), MUAC is sharing traffic and provides positive effects for the EUROCONTROL, concluded: “After the its multi-radar surveillance data (which European Network. This strategic alliance integration of civil and military air traffic include radar data provided by ANA between civil and military air traffic control service provision in German airspace last LUX partner BELGOCONTROL), as gen- is clearly highlighted in the Airspace Vision January, this new milestone makes MUAC erated by the Maastricht Data Process- of the Netherlands and follows up on the the first cross-border civil and military ing and Display System (MADAP), over a mandate received from EUROCONTROL’s air navigation service provider in Europe. wide-area network connection to these 41 Member States in December 2015. This is another quantum leap towards the FLB-CWP’s. Lieutenant-General Dennis Luyt, objectives of the Single European Sky, and As part of the LFS, and in line with the Commander of the Royal Netherlands we look forward to more developments ATM Data as a Service concept, MUAC is Air Force, said: “This arrangement con- towards full civil and military integration also administering second- and third-line cerning military air traffic service for the in MUAC airspace.” ▪ maintenance of the working positions, including problem solving and periodic hardware replacement (typically every 6 years), while ANA LUX will be responsible for day-to-day system monitoring. In order to ensure the smooth operational introduction of the LFS during the second half of 2017, ANA LUX is preparing a dedicated technical and operational briefing for its staff based on material provided by MUAC. In general, fall-back systems are used as a substitute not only during planned Data 9

DATA

Flight share by market segment

1 In 1st half of 2017 = 500 average daily flights st (compared with 1st half of 2016) in 1 half of 2017 (rounded)

Traditional scheduled 14,571 (52.5%) 2.5%

Low-cost 8,460 (30.5%) 7.7%

Business aviation 6.2% 1,904 (6.9%)

All-cargo 7.3% 890 (3.2%)

Charter 27,770 2.8% 842 (3.0%) Average daily flights in ECAC 30/06/2017 saw a % growth on 1st half record-breaking 2 Other of 2016 on average 35,937 flights -0.9% 1,103 (4.0%) daily terms 4.3%

1 Source: EUROCONTROL Statfor 2 As of the date of publication, daily flights in NM area 10 Data

Top airports Traditional scheduled per market segment1

Average Daily Arrivals & 1 London Heathrow 1,232 Departures in 1st half of 2017 -0.3% st (percentage growth on 1 half of 2016) 2 Frankfurt 1,110 0.7% 3 Paris CDG 1,006 0.5% 4 Istanbul Ataturk 972 -5.4% 5 Schiphol Amsterdam 951 4.5%

Low-cost Business aviation

1 Barcelona 565 8.6% 1 Paris Le Bourget 135 2.8%

2 London Gatwick 547 6.4% 2 Geneva 89 2.8% 3 London Stansted 414 3.1% 3 Nice 82 5.9% 4 Dusseldorf 389 11.7% 4 London Luton 78 3.3% 5 Istanbul Sabiha Gokcen 349 -1.1% 5 Farnborough 65 6.2%

Charter3 All-cargo

1 Antalya 84 115.4% 1 Leipzig Halle 107 5.7%

2 Kiev Borispol 29 60.0% 2 Paris CDG 84 -0.2% 3 Moscow Domodedovo 27 52.8% 3 Cologne Bonn 75 0.7% 4 Tel-Aviv Ben Gurion 25 29.5% 4 Liege 66 0.1% 5 Palma de Mallorca 24 -10.6% 5 East Midlands 61 -1.3%

3 Helicopter fl ights were removed for this ranking and out of area airports only include European fl ights Data 11 Busiest 10 airports1 Average Daily Arrivals & Departures in 1st half of 2017

3 1

10 2 4

7 8

AVERAGE DAILY % GROWTH NUMBER OF FLIGHTS ON 1ST HALF IN 1ST HALF OF 2017 OF 2016

1 6 Amsterdam 1,357 5.2% Munich 1,091 4.6%

2 7 Paris CDG 1,295 1.6% Madrid Barajas 1,043 3.2%

3 8 London Heathrow 1,290 0.2% Barcelona 848 5.4%

4 9 Frankfurt 1,257 0.7% Rome Fiumicino 790 -4.5%

5 10 Istanbul Ataturk 1,174 -4.5% London Gatwick 763 5.1%

1 Source: EUROCONTROL Statfor 12 Data Market segments in 2016 1

Low-cost aviation Low-cost vs Traditional Scheduled share of total ﬂ ights 2 Busiest European countries for LCC 70%

United Kingdom 19% 60%

50% Germany 13% Traditional Scheduled

40% Spain 12%

30% Italy 10% Low-cost 20%

France 9% 10%

0% 07 08 09 10 11 12 13 14 15 16

Top 3 aircraft types2 Top 3 Low-cost Airlines2

38% 24% 14% 22% 15% 6%

Boeing 737-800 Airbus A-320 Airbus A-319 Seats: 189 Seats: 180 Seats: 156

1 Source: EUROCONTROL Statfor 2 Share of LCC movements Data 13

Business aviation

Busiest European countries for BizAv3

France 18% 41% of all business 68% of all business United Kingdom 15% aviation fl ights aviation fl ights shorter than shorter than 500km 2 hours Germany 14%

Italy 9% Top 5 extra-European partners Movements per day

Switzerland 7%

49 Russian Federation 13 13 USA Top 3 aircraft types3 Morocco Israel

8% 8% 4% 12 Saudia Arabia Cessna Citation Excel Beechcraft King Air Series Pilatus PC-12 ICAO ID: C56X ICAO ID: BE20 ICAO ID: PC12

4 Busiest European countries for Charter Charter aviation Movements per day

Countries with higher/lower share of charter ﬂ ights Turkey 119

20% Bulgaria Spain (excl. Canary Islands) 102 12% Ukraine

9% Cyprus Germany 101 8% Slovakia Greece 95 7% Greece Albania 7% United Kingdom 86 1% Other Total Charter ﬂ ights in Europe 2007-2016 Evolution

700,000 Arab Political instability 600,000 Spring (North Africa, Middle East) 500,000 European Terrorist 400,000 economic Russian attacks crisis economic 300,000 crisis 200,000 Meanwhile strong low-cost 100,000 growth to holiday destinations 0 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

3 Share of Business aviation movements 4 Non-scheduled commercial fl ights with ICAO fl ight type 'N' not included in the business aviation segment (http://bit.ly/2fv4hgW) 14 Advertising Feature

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FOCUS

“Strengthening of cooperation, meeting and exceeding targets”

After fi ve years as Director General of EUROCONTROL, Frank Brenner will leave his post on 31 December 2017. He looks back over the last few years and identifi es some of the most important events of the Agency's recent past.

Skyway: Mr Brenner, fi ve years at the helm of EUROCONTROL, what are the highlights?

n external activities, important milestones were the extension to 41 Member States, with Georgia in 2014 Iand Estonia in 2015, as well as the development of Comprehensive Agreements Skyway: Are there any with the State of Israel and the Kingdom pending agreements? of Morocco in 2016 to support the Euro- pean Union (EU)-EUROMED agreements SAN MARINO HAS through the integration of these coun- requested to become a EURO- tries into all EUROCONTROL activities. CONTROL Member; this has Each of these required a unanimous vote been supported by 39 States of the Member States. The opening of but two have yet to join the the upper airspace of Kosovo in close co- consensus. operation with NATO and the strength- Due to traffic increases ening of the cooperation with the Inter- over the last fi ve years, and the national Civil Aviation Organization increasing number of connec- (ICAO) in many diff erent areas of activi- tions and overflights for the ties allowed EUROCONTROL to contribute Gulf, we developed the con- with its presence even more on the inter- cept of “Network of Networks” national scene for the benefi t of Europe. to exchange relevant live data with the Gulf and South America. An agreement with the US already existed, but pending are agreements with China and Singapore. Focus 17

February

2013

October

2013

February

2014

September

2014

January

2015

October

2015

December

2015

September

2016

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2017 18 Focus

Skyway: The Maastricht Upper Area Control Skyway: And what about the Centre (MUAC) was, in the past, often the focus of internal process and governance very controversial discussions between States, and changes in the Agency? some Member States wanted to see drastic changes. IN 2013 THE AGENCY developed a Vision MUAC IS ONE OF the best-performing centres in Europe. It and Strategy, as requested by the Member is one of the few cross-national-border centres and I think States, which led to the creation of a Group it is the first cross-border civil-military centre. The man- of Representatives of States (Study Group date to also control military flights through an integrated of Alternates) to discuss these issues. The operational concept came in 2016 and operations started in recommendations of this group were 2017. All the direct and indirect costs of MUAC have been accepted in 2016 and are now in the imple- borne since 2016 by the four States. Therefore, it was a logical mentation phase. step to give the four States more powers in the governance Through the EU Council Decision of MUAC. No. 2015/2394 of 8 December 2015, the It is now up to the 41 States to agree to insert those changes EUROCONTROL tasks and roles were into a new Maastricht Agreement. agreed and supported by the European Commission (EC). Internally we approved a reform of our Figure one: Overall contribution to the Union-Wide Targets RP1 & RP2 working conditions, which helped us to versus EUROCONTROL Parts I & IX Flat Cost-Base Assumption RP3 reduce costs and thereby increase our contribution for Member States to achieve the EU cost-effi ciency targets. 105 During RP1 and RP2, EUROCONTROL over-performed by €518 million. FIGURE ONE FIGURE The staff and unions were very construc- 100 tive in fi nding good solutions and in changing our working conditions with an increase of working hours per week to 40, later retire- 95 ment at 66 (controllers at 57), thereby reducing the costs. Moreover, at directors’ level, cost sav- 90 ings were pursued by reducing the number of directors by two.

Skyway: The relationship with 80 the European Commission (EC) is always a delicate one. 75 EUROCONTROL HAS AGREED WITH the EC and the Member States on diff erent 70 areas of increased autonomy of the Directo- rate Network Manager, in preparation for an extended mandate under a revised NM-IR 65 and a re-nomination for 2020 – 2030. 2011 A 2012 A 2013 A 2014 A 2015 A 2016 A 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F The Agency has a stable relationship of support to the EC through the Performance Review Unit, and cooperation with Euro- Union Wide Targets -1.7% DUC (determined unit cost) pean Aviation Safety Agency (EASA) under the EUROCONTROL-EASA Road Map as well ABP 18-22 Flat Cost-Base (Part I Real Terms) as longstanding, friendly relationships with DG-MOVE, DG-GROW, DG-HOME, DG-IT, EU-CERT, the European GNSS Agency (GSA) and the European Defence Agency (EDA). In the R&D field we can look proudly to a lot of success of the SESAR Joint Under- taking, which was jointly founded by the EU and EUROCONTROL. ▪ Focus 19

European ATM performance 2016: Rising ATFM delays outpace ongoing reduction in ANS provision unit costs

The 2016 Performance Review Report (PRR) and the 2015 ATM Cost-Effectiveness (ACE) Benchmarking Report published by EUROCONTROL’s Performance Review Commission (PRC) provide a clear picture on air navigation service performance in Europe.

uropean air traffic increased by 2.4% in 2016 and is forecast to reach 14.4 million flights at a European level by 2035, which is 50% Emore than in 2012. Air navigation service providers (ANSPs) will have to redouble their efforts to increase en-route and terminal capacity if they are to decrease the cost of delays to aircraft operators while at the same time keeping air navigation service (ANS) costs under control. In 2016, en-route Air Traffic Flow Management (ATFM) delays increased by 21% compared to 2015 which corresponds to 0.86 min/flt. Even so, there was significantly less delay than in 2008 (1.4min/flt) with similar traffic level. The good news is that the EUROCONTROL Mem- ber States were able to accommodate the rise in the number of flights in recent years without increasing the total number of high risk-bearing safety incidents and accidents with an ATM contribution. The ANS provision cost per service unit (the level of unit charges to aircraft operators for ANS services, based on aircraft weight and distance factor), is falling and the increase in free route airspace services offered to aircraft operators has led to more direct routeings, reduced fuel bills and reduced environmental impact. 20 Focus

SAFETY 0 accident with direct ATM contribution (-1 vs 2015) FOR THE CORE AIR traffi c management 0% of total accidents (-1% vs 2015) (ATM) performance deliverable safety, ONE FIGURE 5 the most recent figures show that not- 5.1% withstanding traffi c increases (more and 4 longer flights) there were no air traffic 3.4% 3 3.2% accidents in 2016 in which ATM played a 2.7% direct or indirect part. 2 1.5% 1.2% 1.1% 1

Figure one: Accidents with ATM 0 contribution – fi xed wing, weight 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 1 (P) greater than 2250kg (MTOW) Accidents with indirect ATM contribution

There was only one reported accident Accidents with direct ATM contribution with direct ATM contribution in 2015, % of accidents with direct or indirect ATM contribution in total accidents which was a non-fatal ground collision. With accident numbers at such a low level it is diffi cult to quantify safety per- 2016 Rate of SMIs Rate of RIs Rate of UPAs formance alone just by measuring these Per 100,000 fl ight hours Per 10,000 movements Per 100,000 fl ight hours major events. It is far more useful to also

EUROCONTROL TWO FIGURE examine incidents of separation infringe- 15 0.9 28 Area ments and other occurrences where there was a heightened risk of an accident occurring. Overall, based on the safety reports submitted by 39 EUROCONTROL Member States to EUROCONTROL, there was a 5.4% increase in the total number of incidents reported in 2016 in comparison with 2015.

Figure two: Occurrence rates (SMI, RI, UPA) in the EUROCONTROL area (2016)

Overall, there were 15 Separation Minima Infringements (SMIs) and 28 Unauthorised Penetrations of Airspace (UPAs) per hundred thousand controlled fl ight hours in the airspace and less than one (0.9) Runway Incursions (RIs) per ten thousand movements at airports reported in 2016 (see fi gure two). These occurrence rates are relatively stable over the past three years, which has seen an increase in the number of fl ights. Focus 21

EN-ROUTE ATFM DELAYS 130 2.5 costs of ATFM delays IT IS THE RISING 120 2.0

which are arguably the more worrying THREE FIGURE trend to be identified in the latest fig- 110 1.5 ures. Since 2013, the number of controlled (2009) flights has been rising slowly but steadily 100 1.0 again in Europe. But so have the minutes Index of en-route ATFM delays per flight gen- 90 0.5 erated as a result (see figure three). It is 80 0.0 however worth noting that traffic levels in 2009 2010 2011 2012 2013 2014 2015 2016 2016 were comparable to those observed before the economic crisis in 2008, but IFR ﬂights Total en-route ANS costs (M€2009)3 with notably lower ATFM delays. En-route real unit cost Economic gate-to-gate per Service unit (€2009) cost eectiveness Total en-route service units (M SU) En-route ATFM delay per ﬂight Figure three: Traffic, costs and delays2

56.4% of total ATFM delay 2.5 (+5.0% pt. vs. 2015) 2.03 En-route Airport

(minutes) 2.0 8.7M min of en-route ATFM delay (+20.9%) FOUR FIGURE 1.43 1.5 4.8% of en-route ATFM delayed flights 0.86 (+0.9% points vs 2015) 1.0 0.73 0.53 0.61 4.8M min (55.3%) ATC capacity and 0.5 staffing related (+9.4%) ATFM delay per ﬂight ATFM 0.0 1.1M min (12.3%) ATC disruption/strike

related (+42.9%) 2011 2012 2013 2015 2016 2014 2010 2007 2009 2008 0.86 min en-route ATFM delay per flight (+0.13 vs. 2015) En-route ATFM delays (million minutes) 867M Euro est. en-route ATFM delay 0.0 1.0 2.0 3.0 4.0 costs (+20.9%) ATC Capacity (ERT) ATC Sta ng (ERT) 2015 result 18.0 min delay per en-route delayed flight Weather (ERT) 1.6M min (18.3%) en-route weather ATC Disruptions (ERT) related (+55.4 %) Events (ERT) Reroutings (ERT) 0.8M min (9.1%) en-route special Disruptions (ERT) event related (+10.2 %)

“ALTHOUGH ANS UNIT COSTS are by en-route ATFM delays increased from ACCORDING TO PRR2016: “Three quar- coming down, the increased cost of delays 3.9% to 4.8% in 2016. ATC capacity/staff- ters of the en-route ATFM delays were gen- in 2015 has meant the economic gate-to- ing related constraints remained by far erated by four ANSPs: DSNA (41.6%), DFS gate cost effectiveness indicator contin- the main driver of en-route ATFM delays (13.0%), Maastricht (11.4%) and ENAIRE ued to rise. This indicator represents the (55.3%) (see figure four), followed by (9%). The vast majority of Area Control combined effect of the ANS unit costs and weather-related constraints (18.3%), ATC Centres (ACCs) performed well in 2016, the cost of delay,” said Dr Bernd Tiemeyer, disruptions/ industrial actions (12.3%) with notable improvements at Lisbon, Head of EUROCONTROL’s Performance and event related constraints (9.1%) which Athens, and Zagreb ACCs. The most con- Review Unit (PRU). “These observations also include delays due to ATC system straining ACCs in 2016 were Brest, Nico- put the spotlight on the importance of upgrades. sia, Bordeaux, Brussels, Barcelona, Prest- capacity planning and its more flexible wick, Maastricht UAC, Warsaw, Canarias, provision to keep delays from rising, while Karlsruhe UAC and Marseille. Together, maintaining ANS costs under control.” they accounted for 70.1% of all en-route According to the 2016 PRR, total ATFM ATFM delays but only 30.1% of total flight en-route delays increased by 20.9% in 2016 Figure four: Total en-route hours controlled in the EUROCONTROL over 2015 and the share of flights affected ATFM delay by reported cause2 area.”

1 Source: EUROCONTROL 2 Source: PRU analysis 3 2015 is the latest year for which financial data are available 22 Focus

ANS UNIT 700 ECONOMIC COSTS -11.3%

600 FIGURE FIVE -5.6% -3.7% -0.7% +3.2%

OVER THE 2009-2015 PERIOD, t r a ffi c (2015 prices) 500 volume expressed in service units rose by 3.1% per year while total en-route ANS 400 costs remained fairly constant (down 300 0.2% per year, expressed in real terms). As a result, en-route ANS unit costs 200 decreased by 3.3% per year during that period. These performance improve- 100 ments are to be seen in the context of the € per composite ﬂight-hour cost-containment measures initiated in 0 2009-2010 in response of the traffi c down- 2010 2011 2012 2013 2014 2015 turn arising from the economic recession, Unit costs of airport ATFM delays Unit costs of en-route ATFM delays and, for States bound by Single European Sky (SES) regulations, the implementation ATM/CNS provision costs per composite ﬂight-hour of the Performance Scheme and the incen- tive mechanism embedded in the Charg- ing Scheme which have contributed to maintain a downward pressure on costs. 1.6%pt higher average fl ight effi ciency in FRA states (2016) 1.0%pt smaller gap between fl ight plan and actual in FRA States

However, the positive trend in ANS SIX FIGURE provision unit costs over the past years (operations closer to plan) is now jeopardised by the continuing 100 increase in ATFM delays. In 2015, sav- FRA Full implementation (H24) 99 ings to aircraft operators from decreas- Other

ing ANS unit costs have been offset by (%) 98 the rise in ATFM delay costs. As a result, 97 ANS unit economic costs, combining unit 96 ANS costs and delay costs rose by 3.2% in EUROCONTROL area 2015 over 2014 – the year with the lowest 95 ANS unit economic costs since the start of 94 the ACE benchmarking analysis. The delay Flight plan e ciency Flight costs were incurred fairly evenly between 93 en-route and terminal areas. Gap between 92 Improved ﬂight actualeciency and plan 91 91 92 93 94 95 96 97 98 99 100 F i g u r e fi v :e the rising costs of ATFM delays. Trajectory (actual) e ciency (%) Changes in unit economic costs, 2010-2015 (real terms)4

19 Bubble size refers to the total France additional kilometers ﬂown by State FLIGHT 17 EFFICIENCY – Spain FIGURE SEVEN 15 Reduced additional kilometers FREE ROUTE Cyprus AIRSPACE (FRA) 13 Italy 11 UK (Continental) Ukraine Greece FRA GIVES AIRCRAFT OPERATORS 9 more freedom in the choice of flight Germany plan and the possibility to avoid some of 7 Switzerland Norway Romania Poland the restrictions imposed by a more rigid Belgium 5 Netherlands route network. This leads to a more fl ex- Turkey Average additional kilometer per ﬂight Average Austria Sweden ible environment which responds more 3 Slovakia dynamically to changes in traffi c fl ows. PRR 2016 emphasises the benefi ts that 1 implementation of free route airspace can 95 96 97 98 99 100 bring in terms of fl ight effi ciency gains Flight eciency actual trajectory (%) and resulting reductions in costs, fuel

4 Source: ACE 2015 Benchmarking Report Focus 23

burn and emissions, which can be substantial. In the spotlight – Figure six shows the level of fl ight effi ciency The role of the Performance Review Unit in actual trajectories (x-axis) and fi led fl ight plans EUROCONTROL produces reams of data daily but very little of it will (y-axis) by State in 2016. It is worth noting that undergo quite as much validation and detailed analyses as the data produced fl ight effi ciency can never reach the 100% mark. by the Performance Review Unit (PRU), which provides the Performance States in which FRA is available 24 hours a day are Review Commission (PRC) with ATM performance data for the annual shown in red. On average, States where FRA has Performance Review Reports (PRR) as one of the major deliverables of been fully implemented all day show a 1.6% point the EUROCONTROL Performance Review System. In these, the PRC higher fl ight effi ciency compared to those States seeks to improve ATM performance by highlighting areas which require were FRA has not been fully implemented. attention. In parallel, the PRC, with the support of the PRU, analyses Future improvements expected from FRA and benchmarks the cost-eff ectiveness and productivity of air navigation implementation vary by airspace and depend, service providers (ANSPs) in its annual ATM Cost-Eff ectiveness (ACE) inter alia, on traffic volume, complexity and Benchmarking Reports. Because this data forms the basis of measurements other factors. The overall message from the fi g- on how well, or badly, States or their ANSP are performing, PRU data ures is unequivocal: to maintain performance products and deliverables have to be robust, accurate and as timely as improvements States need to progress swiftly possible. This is also recognised by the European Commission, which uses with their FRA implementation programmes. the expertise of the PRU and its analysed performance data for the Single European Sky Performance and Charging Schemes.

Performance data is key to business and operational planning for a wide Figure six: Free route airspace benefi ts range of stakeholders and following a series of requests from stakeholders on fl ight effi ciency2 to produce more timely data, the PRU has developed a PRU web portal and has started to produce quarterly online reports for the PRC (http:// PRR 2016 STATES: “Furthermore, it can also www.ansperformance.eu) with provisional data for the most recent time be seen that the gap between the flight plan periods where data has been collected. Interested bodies can access the effi ciency and the effi ciency in the actual fl own data via the PRU dashboard where all the performance review data is trajectory (the vertical distance between a point available and which now also features automated monthly updates. and the diagonal) is narrower than for the other States (1.0% point smaller gap). Actual opera- The work programme is expanding into more global benchmarking activities, tions closer to plan improve the level of predict- working with the International Civil Aviation Organization (ICAO), for ability for all players involved with a positive example, on providing European input into global ATM performance and impact on capacity and resource utilisation. benchmarking activities. ICAO’s Global Air Navigation Plan (GANP), The notable gap between fl ight plans and actual completed in 2016, carries 16 performance indicators and the work to fl own trajectories, which has been highlighted develop the plan was supported, inter alia, by EUROCONTROL, the in previous years, is clearly more prominent in European Commission and the US Federal Aviation Administration (FAA). The GANP is currently being reviewed with a new edition planned for 2019 States where FRA has not been fully implemented and will feature new indicators to help States move towards a performance- all day. This provides evidence that, while the inef- based approach to deploying aviation system block upgrades (ASBUs) – fi ciencies are the result of complex interactions which means developing increasing numbers of performance metrics. between airspace users, ANSPs and the Network Manager, FRA enables a better match between the The PRU performs the technical work together with the FAA under planning and operational phase.” the Memorandum of Cooperation between the United States and the There is more to be done to improve fl ight effi - European Union. The US-EU air navigation services (ANS) performance ciency throughout Europe – and another message benchmarking comprises the comparison of the operational and economic from the report is that improving fl ight effi ciency ANS provision in both regions. The PRU is further helping European in traffi c-heavy airspace areas where FRA has not States complete regional performance framework templates required for been implemented in a widespread manner (see ICAO performance audits and supports the technical analysis for ICAO fi gure seven) may have an important knock-on Paris. More recently, the PRU has been working with colleagues in China impact on the flight efficiency performance and Singapore to help implement and apply airport and terminal ANS throughout Europe, requiring the joint eff ort of all performance indicators – in the context of ICAO performance work – stakeholders and the Network Manager. and with DECEA in Brazil to help implement en-route and airport ANS A key conclusion of PRR 2016 was “All else performance indicators. An extension of the international work is currently being equal, if the nine States below the EURO- under preparation to include collaboration with Japan in the area of operational ANS performance. CONTROL average could have improved the fl ight effi ciency of the actual trajectories by 0.2% The PRU is also engaged in the percent points in 2016, the saved distance would further development of the analytical have been equivalent to 8.2 million kilometres in performance framework. Exploratory 2016 and fl ight effi ciency in the EUROCONTROL work as well as the validation of novel area would have improved by 0.1 percent points”. ▪ performance indicators are regularly reported in the aforementioned Bernd Tiemeyer is Head of performance products of the PRU Figure seven: Horizontal fl ight Performance Review Unit and presented at international ATM- effi ciency by State2 at EUROCONTROL. related conferences. 24 Cover Story

EUROCONTROL IS PLAYING A PIONEERING ROLE IN HELPING TO IMPLEMENT NEW ATM CONCEPTS GLOBALLY Cover Story 25

The Agency is uniquely placed to off er support in developing and implementing new systems and procedures from the vision stage to implementation.

he next edition of the International Civil Avi- automation and digitalisation of ATM as well as ation Organization’s (ICAO) Global Air Nav- higher ATM performance. igation Plan (GANP) is under development “We have been working on validation activities forT draft publication before the Thirteenth Air Nav- in these areas within SESAR and we play a key role igation Conference in 2018. The GANP off ers a long- within ICAO to make sure that the right level of stand- term vision that will assist ICAO, States and indus- ardisation is achieved,” says Hof. “It’s now ICAO’s pol- try to ensure continuity and harmonisation among icy to go more towards performance-based standards their modernisation programmes. EUROCONTROL, and become less prescriptive, but still in some areas in collaboration with other European organisations, there’s a need to have a level of prescription to ensure is playing an important role in helping to articulate global interoperability and harmonisation.” the long-term vision of air traffi c management evolu- These are important times for the ATM industry tion and aligning the GANP with the European ATM as performance-based navigation and other transfor- Master Plan, which provides the technology roadmap mational ATM technologies move from the research for Europe’s Single European Sky Air Traffi c Manage- area into operational use. At the same time, just ment Research (SESAR) programme. beyond the horizon there is a range of new air traffi c “What makes EUROCONTROL unique is that we challenges which will require some lateral think- cover multiple domains and the whole life-cycle of ing to ensure they can be safely and expeditiously evolution of technology, from concepts to detailed brought into operation. standards; this gives us a great understanding of how “I’m chairman of the ICAO ATM requirements everything fi ts into the whole ATM environment,” and performance panel that develops future con- says Henk Hof, Head of EUROCONTROL’s ICAO and cepts,” says Hof. “I also participate in the GANP vision Concepts Unit. “Because we are involved in so many team where we talk about innovative concepts for areas we are able to see the dependencies. We have travel, including space operations where we for exam- a broad network of connections with stakeholders, ple discuss moving the ceiling of managed airspace with whom we communicate and have a range of from 50,000 or 60,000ft to 100 kilometres. And, of working arrangements.” course, we will have to deliver a service beyond the Over the past few years the Agency has become constraints of national borders. We’re also looking an important pioneer of ATM innovations, especially at totally automated ATM which will be an expected in key strategic programmes — which will have evolution of remotely-piloted air systems (RPAS) a global, transformational impact — such as sys- operations below 500ft. Flight-centric air traffi c man- tem-wide information management (SWIM) and tra- agement is an idea which is developing in Europe and jectory-based operations (TBO) leading to enhanced I expect it will fi nd its way into ICAO some time soon. 26 Cover Story

“Another example is fl ight and fl ow information for “What makes EUROCONTROL unique is collaborative environments, as a replacement for the current fl ight plan format. That brings us into a new era, a that we cover multiple domains and the paradigm shift, a change to more, richer and maintained whole life-cycle of evolution of technology, fl ight information. We are also active in implementing this new fl ight plan format in the Network Manager.” from concepts to detailed standards.” But for the moment, much of EUROCONTROL’s current work plan with ICAO involves ensuring global Henk Hof interoperability of the new technologies and procedures Head of the ICAO and Concepts coming down the track. Unit at EUROCONTROL In the communications sphere, the Agency has been working on helping to develop global standards for data link services — and one of the main challenges here is to ensure that multiple technologies can be applied to provide an interoperable data communication service. On the Global Aeronautical Distress and Safety Sys- tem (GADSS) the Agency has contributed to develop, to very tight deadlines, the concept of operations for a global flight-tracking system, following the loss of flight MH370. The GADSS concept of operations was developed, reviewed and endorsed by States at the High Level Safety Conference in February 2015 and further updated in 2017, to reflect the outcomes of the ICAO Council approval for new Standards and Recommended Practices (SARPs). SARPs have been required to be developed for fl ight-tracking, autonomous distress-tracking and fl ight data recovery, a complex process involving intensive liaising with industry to understand how performance-based principles can be developed for this procedure. “EUROCONTROL as an Agency has considerable experience in the navigation domain, including work with airports and air navigation service providers (ANSPs) required to introduce performance-based navigation procedures,” says Hof. “As interoperability is key success criterion for navigation applications, we work closely with ICAO on updating the performance-based navigation concept and enabling the use of four Global Navigation Satellite Systems (GNSS) constellations for aviation instead of the current single constellation. We are also working with our stakeholders in Europe to facilitate deployment of these new navigation evolutions in order to deliver operational and performance benefi ts.” Cover Story 27

MANY OF THE NEW concepts under development by ICAO and elsewhere rely on a holistic, system-wide approach where many stakeholders are involved in implementing the new procedures. “I foresee a more important role for airlines’ fl ight operation centres, even in areas of low traffi c density,” says Hof. “ATM is becoming a more collaborative process and I can imagine that it will be possible for countries where ATM is not well developed to transfer some operational tasks to aircraft operators and their fl ight-operating centres.” Such concepts will require a radical rethink on virtualisation and the use of automation with due consideration for sovereignty. But the information networks now being developed between aircraft and operating centres will allow for new fl ows of data which could be used for ATM operations. The modern, connected airliner will allow many of the current barriers to dissolve, believes Henk Hof — which means that if the technology exists we can now start, for the fi rst time, to consider ways in which States with low-density airspace areas might start to think about managing ATM operations in a third “These are important times for the country — as long as sovereignty issues can be resolved. ATM industry as performance-based Although we might be some time away from the full realisation of such a concept, the fact that the fi rst steps navigation and other transformational are being taken and that these ideas are being talked ATM technologies move from the about by the vision team within ICAO is perhaps an indi- cation of the speed at which ATM is now moving. ▪ research area into operational use.” 28 Focus

EUROCONTROL and global navigation satellite systems

An introduction by Adriaan Heerbaart, Director Pan- European Single Sky, EUROCONTROL

With the renewed growth of aviation traffi c globally the European network is continuously developing and one key aspect is the performance now required at the heart of ATM and EUROCONTROL. Global navigation satellite systems (GNSS) and EGNOS-based operations are unquestionably fundamental to the performance of the network as a whole (see “EGNOS and Galileo off er more effi cient and safer aviation operations”, this issue).

This network covers not just the EU 28, nor even the EUROCONTROL 41 Member States, but also some of our neighbours. EUROCONTROL is also entering into operational agreements with States and groups of States across the world. Aviation is fundamentally global in nature and, as aircraft and crews move from continent to continent, it is vital that technologies and procedures are interoperable. At EUROCONTROL, we work hard to ensure that Europe is well represented at the ICAO level, with a single clear voice.

One of our key roles is to ensure that there is a correlation between the operational requirements of air navigation service providers (ANSPs) and airspace users and the new technologies and application developments. At the same time we work towards three strategic objectives:

• Specifying requirements for GNSS systems for civil and military aviation needs and supporting the development of communication, navigation and surveillance (CNS) applications in Europe, from research to deployment;

• Supporting harmonisation activities and the establishment of an adequate institutional and legal framework for the use of GNSS in aviation;

• Developing these activities through collaboration arrangements on GNSS with other regional organisations.

In this context EUROCONTROL and GSA (see “EGNOS, a successful pan-European project”, this issue) are partners through our Cooperation programme. The excellent teamwork that has already been shown by both our organisations is a guarantee for continuing to provide valuable, independent and impartial support to the GSA – all for the benefi t of States and ANSPS, and through them to aircraft operators, airports, and citizens. Focus 29

HELPING TO TURN GLOBAL NAVIGATION SATELLITE SYSTEM CONCEPTS INTO OPERATIONAL REALITY

The Agency has worked with partners on supporting global navigation satellite systems (GNSS) to enable the introduction of performance-based navigation and enhanced safety during fi nal approach procedures. By Rick Farnworth, Deputy Head of EUROCONTROL's Navigation and CNS Research Unit.

UROCONTROL began working on global navigation satellite systems (GNSS) in the early 1990s when a small team at the Brétigny Experimental ECentre established a hub of experts to assess how satellite navigation could be used in aviation. The US Global Posi- tioning System (GPS) was just becoming available and a European satellite navigation strategy was under development. This strategy, agreed by European Transport Ministers in 1994, led to the establishment of the Euro- pean satellite navigation programmes EGNOS (European Geostationary Navigation Overlay Service) and Galileo. EUROCONTROL set up a stakeholder consultation group on satellite navigation to bring the aviation community together and agree activities to be performed in a cooperative way for aviation to maximise its benefi ts from satellite navigation. Activities focussed on four areas: institutional aspects; safety and certification; research and development and economic issues. The International Civil Aviation Organization (ICAO) also established its GNSS panel at this time to begin the development of standards and recommended practices (SARPs) for aviation. EUROCONTROL was involved from the beginning and rapidly gained world-wide recogni- tion as a major contributor to the development of the GNSS standards for aviation. A tripartite agreement was established with the European Space Agency (ESA) and the European Commission in 1998 to establish formal cooperation between the parties with a view to providing a European contribution to the development of a Global Navigation Satellite System. This tripartite agreement led to the development of EGNOS and the establishment of the baseline requirements for Galileo. Satellite navigation brought many new challenges: States had always been responsible for providing and controlling their own navigation aids within their territory. Navigation system requirements were based on the 30 Focus

performance of existing ground-based systems – such and the future multi-constellation multi-frequency as VOR/DME navigational aids and instrument landing GNSS environment; the latter will include four systems, systems – and these requirements were diffi cult to trans- GPS (US), Galileo (European Union), BeiDou (China) late into terms that could be made applicable to satellite and GLONASS (Russia). The future multi-constellation, systems. How to certify or approve the use of such sys- multi-frequency environment introduces a great deal tems also led to signifi cant pioneering research in the of additional complexity, both technically and institu- area of safety. tionally. EUROCONTROL is working with a wide range Aviation requirements were developed cooperatively of stakeholders through ICAO to coordinate a global view through the GNSS Panel of ICAO and the GNSS SARPs for on the way that all these diff erent GNSS elements can be GPS, Globalnaya Navigazionnaya Sputnikovaya Sistema combined in a way that brings maximum benefi ts with a (GLONASS) – Russia’s GNSS network – and the space- minimum of disadvantages. based augmentation system (SBAS) and ground-based As satellite navigation has moved from development augmentation system (GBAS) were first published in into operations, so the EUROCONTROL work has evolved 2001. EUROCONTROL has generally provided the inter- from the development of aviation user requirements for face between the technical systems and the operational GNSS systems to supporting the operational deploy- world of aviation. ment of instrument fl ight procedures that make use of EUROCONTROL then began to develop methodol- these systems. ogies and tools to support the operational testing and A signifi cant role today is to support stakeholders validation of EGNOS. This resulted in the Pegasus tool- in the deployment of Performance-Based Navigation set which processes data from both SBAS and GBAS sys- (PBN) operations which rely heavily on the use of GNSS tems. Pegasus is widely used for the evaluation of GNSS in all fl ight phases. Through its working arrangements performance and has become an aviation industry refer- EUROCONTROL encourages cooperation and informa- ence for GNSS data analysis. Pegasus is currently being tion sharing between all aviation stakeholders to move upgraded to be able to process information from the forward in a harmonised way. Galileo system. EUROCONTROL's RNAV Approach Implementa- GNSS evolution is still a key topic with a total of four tion Support Group (RAISG) brings together aviation core-constellations envisaged for future use – and EURO- CONTROL continues to be involved in GNSS standards’ development. Through ICAO’s Navigation Systems Panel, EUROCONTROL contributes to the standardisation of GBAS for Category II/III operations along with Galileo Focus 31

stakeholders to share experiences from the deployment ground-navaid infrastructure. But will multi-constella- of approach procedures enabled by GNSS. Feedback from tion GNSS enable us to reduce that infrastructure? This deployment is then injected into improving standards is linked to GNSS vulnerability. These complex questions and validation tools. As of September 2017 there were are being tackled in EUROCONTROL’s Navigation Steer- 745 runway ends in the European Civil Aviation Con- ing Group, Single European Sky ATM Research (SESAR) ference (ECAC) region that have a required navigation projects, the Network Manager and at ICAO. performance (RNP) approach procedure that is enabled GNSS vulnerability to interference has been an by GNSS. The deployment of GBAS is at an earlier stage: ongoing area of work for EUROCONTROL with studies currently four stations supporting Cat-I operations are and simulations being performed into the likelihood deployed in Europe. EUROCONTROL coordinates GBAS and impact of GNSS outages and the reversionary sys- developments through its Landing and Take-Off (LATO) tems that need to be maintained. This includes work on focus group and facilitates global cooperation through radio frequency interference and GNSS spectrum protec- the International GBAS Working group in partnership tion and also studies on the impact of ionospheric distur- with the US Federal Aviation Administration. bances on GNSS users. In other flight phases, PBN Standard Instrument The experience with GNSS systems and applications Departures (SIDs)/ Standard Arrival Routes (STARs), established by the Agency over more than twenty years fi xed ATS routes and Free Routes also rely extensively on has meant EUROCONTROL can now provide valuable GNSS. SIDs/STARs can cover a wide range of altitudes, advice to the European GNSS Agency on a wide range speeds and aircraft manoeuvring – and terminal traffi c of topics. ▪ complexity and density can be high. Currently, these operations rely extensively on GNSS positioning and the

Rick Farnworth is Deputy Head of Navigation and CNS Research Unit at EUROCONTROL 32 Focus

DEVELOPING GENERIC SAFETY CASE MATERIAL FOR SPACE-BASED NAVIGATION APPLICATIONS

EUROCONTROL's support of afety case guidance material for the deployment the continuous development of the of EGNOS CAT I approach operations was issued in April 2017, and EUROCONTROL is now in the European Geostationary Navigation maintenanceS phase of the document, where feedback Overlay Service (EGNOS) in the fi eld from diff erent stakeholders will be taken into account. Within the European GNSS Agency (GSA)/EURO- of aviation focuses on the vital challenge CONTROL framework partnership, EUROCONTROL is of demonstrating that aircraft operations addressing the following concepts from a safety point of view: EGNOS CAT I approaches; rotorcraft low-level supported by these space-based navigation routes (required navigation performance (RNP) 1 or applications are acceptably safe. RNP 0.3) and Point in Space (PinS) approaches and PinS departures. The ultimate objective is to develop for each concept safety case guidance material to facilitate the deployment of these new operations at local and national levels. For global navigation satellite system (GNSS) rotorcraft operations supporting low-level RNP routes and PinS approach and departures, the fi rst safety workshop

The R&D and SESAR Contribution Our experience embraces the whole Our skills cover the entire safety Management safety team provides of the ATM/ANS Functional System, assurance approach, including ATM and independent, innovative, high value- comprising the people and procedures the fl ight deck domain. Over the years, add ATM safety services with a proven (operations and technical) as well we have developed solid expertise in a track record in delivering innovative and as equipment (communications, wide range of disciplines such as safety pragmatic solutions to a wide range of navigation, surveillance, ATM display engineering, safety management, ATM safety issues. and data processing). operations and human factors. Focus 33

was organised in June 2017 with two States. A second into terrain, landing accidents or mid-air collisions is workshop is planned in October for two others. The not greater than current ILS CAT I operations. Using well objective is to have safety case guidance material for demonstrated safety arguments accompanying the con- deployment available before end 2018. When consid- cept development lifecycle into operation, safety require- ering these operations several safety issues have to be ments are identifi ed for each domain. addressed, such as IFR operations on low-level route in These safety activities are conducted in partner- uncontrolled airspace or the identifi cation of the mini- ship with many States to consolidate the generic safety mum set of safety requirements to be implemented rela- assessment. This will be used to develop local safety tive to radio-communication, surveillance, coordination assessments while reducing local adaptations to as few of fl ights, meteorological information and aeronautical as possible. publication data. Air navigation services providers, the competent reg- Before developing guidance material a detailed ulatory authority and aircraft operators participate in the safety assessment has to be conducted considering all diff erent meetings and safety workshops. This is essential elements of the “total aviation system” which supports to address properly the issues of safety compliance with these aircraft operations. The holistic safety approach current and future regulation, such as regulation (EU) based on Safety Assessment Made Easier (SAME) and 2017/373 laying down common requirements for providers Single European Sky ATM research (SESAR) Safety Ref- of air traffi c management/air navigation services. erence Material (SRM) is the main process driving these The European Aviation Safety Agency (EASA) is also operational safety assessments addressing all domains: a key partner, providing advice on safety case guidance communication, navigation and surveillance (CNS); air material to ensure the consistency of safety arguments traffi c services (ATS); procedure design; aeronautical with information provided by EASA to national supervi- information; data, aerodrome/helipad design; meteoro- sory authorities (NSAs). logical services; airworthiness and air operations. Enabling space-based navigation applications by pro- For each concept, safety criteria must characterise viding operational safety case guidance material to the what is acceptably safe. For example, when consider- relevant stakeholders will facilitate the deployment of ing EGNOS CAT 1, the main safety criteria is to show such operations in Europe. As a combined European and that EGNOS CAT I approach operations will be as safe as national work programme, the Agency’s aim is to ration- instrument landing system (ILS) CAT I approach oper- alise all eff orts to develop the relevant safety assessment/ ations, in other words that the risk of controlled fl ight safety case associated to these operations. ▪

EGNOS CAT I Approaches Point in Space (PinS)

Rotorcraft Low-Level Routes

Bruno Rabiller is Safety Team Leader at EUROCONTROL 34 Focus

REALISING THE POTENTIAL OF SPACE-BASED AIRCRAFT SURVEILLANCE

Space-based Automatic Dependent UROCONTROL experts will start analysing the Surveillance-Broadcast (ADS-B) off ers use of data from the Iridium NEXT satellites to understand whether and how space-based Auto- potentially major gains for aircraft operators Ematic Dependent Surveillance-Broadcast (ADS-B) opera- and air navigation service providers. tions might be implemented to improve surveillance and other services over Europe. EUROCONTROL experts are helping Aireon, the space-based ADS-B service provider to assess the benefi ts and challenges of using Iridium NEXT satellites, will provide the technology enabler for a new global aircraft tracking and sur- introducing this signifi cant new technology. veillance service. The fi rst 10 satellites were launched in January, with a further 10 in June; the plan is, through a series of eight launches in total, for 75 Iridium NEXT satellites to be operational in low-Earth orbit by mid-2018, with 66 making up the operational constellation. The potential benefi ts of space-based ADS-B are the- oretically many and wide-ranging. It will, for the fi rst time, give air navigation service providers (ANSPs) a detailed surveillance picture of traffi c fl ying over oceans “So, depending on pricing and and remote airspaces while providing an additional layer performance, we see [ADS-B] playing of surveillance redundancy in medium- and high-density areas currently covered by radars, multilateration a signifi cant role, though with systems and ground-based ADS-B stations. In areas major diff erences between its use in where there was no surveillance before, this should allow for more direct routings, lower separation minima and continental and oceanic areas.” reduced environmental impact. But there are two key elements which will need to be Christos Rekkas properly understood before it becomes clear how space- Head of the Surveillance based ADS-B can be integrated within the current sur- Modernisation Section at veillance network — performance and cost. These are EUROCONTROL the key elements of interest for EUROCONTROL experts, along with the potential benefits space-based ADS-B Focus 35

could bring to the Agency’s activities, including Network continental airspaces. It will be a complementary layer, Manager (NM) operations. a gap fi ller or contingency system, to radar or multilater- “We have been working on ADS-B since early 2000 ation in the cases where ground-based ADS-B is not yet for the coordination of ADS-B deployment and support- in place. So, depending on pricing and performance, we ing its implementation in Europe, always keeping in see it playing a signifi cant role, though with major diff er- mind the need for global interoperability,” says Christos ences between its use in continental and oceanic areas.” Rekkas, Head of the Surveillance Modernisation Sec- Aireon has already signed bilateral agreements for tion at EUROCONTROL and the Agency’s Surveillance investigation of the system or provision of data services Focal Point for the Single European Sky ATM Research with several ANSPs, including NATS, DSNA, DFS, Isavia, (SESAR) programme. “I think from the moment space- ENAIRE, Naviair, Nav Portugal and the Irish Aviation based ADS-B came in a few years ago, we were interested Authority. in the sense that it aims to extend signifi cantly surveil- In terms of surveillance system performance it will lance coverage, to make it global. For the time being, our be necessary to see whether space-based ADS-B will main interest has been to get the data and analyse it for have the quality — for example, probability of update, our own purposes, our own use, with the fi rst use-case latency, accuracy and integrity — to provide fi ve-mile being fl ow management.” separations required for a complementary role to radar The current surveillance network in Europe is very in European airspace. EUROCONTROL’s surveillance extensive, with hundreds of radars, dozens of multi- team already has experience in this area through its lateration systems and around 800 ADS-B ground sta- work in comparing ground-based ADS-B data with tra- tions installed. When European ANSPs look to replace jectories reconstructed from real multi-radar data. With ageing ground-based systems, space-based ADS-B will space-based ADS-B data, says Rekkas, the logical meth- off er a potential source of surveillance information. It odology would be to compare the new data with multi-ra- introduces the potential for ANSPs to receive detailed dar-based trajectories, ground-based ADS-B and multi- information on aircraft flying in remote or oceanic lateration data. This would allow surveillance experts areas, beyond the range of ground-based surveillance to explore a range of performance characteristics such equipment. as detection probability, latency, accuracy, missing data “There are many countries with radar or multilatera- and the eff ect of interference from multiple sources. In tion infrastructure who are considering the use of ADS-B a performance-based context, the ultimate goal will be as a complementary surveillance layer,” says Rekkas. “I to assess whether the overall surveillance system perfor- think, from what we know so far, space-based ADS-B mance will be equal to or better than the required one in will position as a player not only in oceanic but also in a particular type of environment, such as low-density or 36 Focus

high-density areas and the separation minima applied. The Network Manager is a “data hun- In terms of cost, analysis will be needed to compare cost-per- gry”, multi-source operation; all relevant fl ight hour charges which the system providers intend to agree information on trajectories, planned and with individual ANSPs, with respect to the cost of buying, oper- actual, can be used to improve the perfor- ating and maintaining radar or other surveillance systems. But mance of the overall system. the cost comparisons will be user-specifi c as the system providers Space-based ADS-B could also have a intend to adopt a variable pricing policy, for example based on the major role to play in aircraft fl ight track- traffi c density managed by the ANSP. Much of the information is ing. EUROCONTROL chairs the Interna- commercial in confi dence. tional Civil Aviation Organization (ICAO) The Agency has already begun considering the investigation advisory group working on developing of space-based ADS-B data benefi ts and cost for Network Man- a global flight-tracking system which ager fl ow management services. calls for all fl ights to be tracked every 15 “We would like to have access to information about aircraft minutes; the typical update rate of space- fl ying in areas where, until now, it has been diffi cult to get reli- based ADS-B, according to the system able data,” says Rekkas. “We could increase the predictability developers, is every few seconds. of incoming trajectories and thereby increase the performance The potential benefi ts of space-based of the Network, because we could reduce the uncertainty in our ADS-B are therefore many. But there is inputs from these parts of the airspace. The other possibility is to still further work to do before these ben- use the information in the event of incidents or distortions of the efi ts and associated costs can be quanti- system. If we needed information from a particular place outside fi ed throughout the continent, providing our operational area, this could be visible.” the independent data-sets required for all ANSPs to make long-term surveillance investment decisions. ▪ Focus 37

Trans-continental fl ight- key aim of the International Civil Aviation Organization’s (ICAO) Global Air Navigation Plan (GANP) is the development of a globally data sharing agreements Ainteroperable air traffi c management (ATM) system, where air traffi c fl ow management (ATFM) is trans- are increasing European ferred freely across the world to enhance the capacity of the overall system and give aircraft operators the airspace capacity freedom to fl y the safest, most cost-effi cient and environmentally responsible fl ights possible. A security problem in the Gulf can lead to major “An important decision was taken by the 41 disruptions to the airspace above the southern Member States of EUROCONTROL at their Coun- cil meeting in March 2017 to support the conclu- Mediterranean – but with new air traffi c ﬂ ow sion of operational agreements specifi cally on data management data sharing agreements coming exchanges,” says Frank Brenner, Director General EUROCONTROL. into force the Network Manager will soon be By 2018, if all goes well, EUROCONTROL will on in a much better position to manage what have this basis have concluded operational data sharing agreements with all neighbouring airspaces. Once been until now unpredictable peaks and troughs. this happens, every civil aircraft three hours’ fl ying time from the airspace supported by the Network Manager (NM) and heading towards Europe will have had its fl ight plan and location data integrated within NM’s operational system. This should lead to a major increase in capacity and effi ciency in the way NM flow control operators can handle traffic loads, especially in airspace areas on the periphery of the continent. “For many aircraft fl ying into Europe from outside our airspace, we currently get a departure message to say when the fl ight is airborne and then we get nothing else until the fl ight comes into our area,” says Brian Flynn, Head of Performance, Forecasting and Relations in EUROCONTROL's Network Man- ager Directorate (NMD). “So, for an aircraft coming from Asia via Cyprus, Turkey or Greece, for example, we will know very little about its progress; its arrival into our airspace could be plus or minus 20 minutes of its predicted entry-time. This means controllers have to build an uncertainty factor into their

“For many aircraft fl ying into Europe from outside our airspace, we currently get a departure message to say when the fl ight is airborne and then we get nothing else until the fl ight comes into our area.”

Brian Flynn Head of Performance, Forecasting and Relations at EUROCONTROL 38 Focus

Worldwide Airline Routes and Flight Patterns by Kevin Reinhardt, with regions added

planned workload which lowers the overall capacity the United Arab Emirates (UAE) two years ago. A sim- considerably.” ilar agreement was made with Tunisia a year ago and Peripheral airspace areas have always been an agreement with Brazil is due to come into oper- prone to unpredictable traffic surges. They suffer ation by the end of the year. Now, NM is working to from a disproportionate volume of incorrect and establish data-sharing agreements with all the other missing fl ight plans and need to provide a capacity airspace areas around Europe. buff er to compensate for the increased level of traffi c “The most critical is the Gulf area, because of the unpredictability. huge fl ows of traffi c from that region coming into Europe,” says Brian Flynn. “The Gulf, the Middle NM HAS SIGNED DATA-SHARING agreements East in general and the Russian Federation generate with several partners outside Europe which has important traffi c fl ows but we have a limited amount meant that, from some parts of the world at least, NM of external data exchange with them. Brazil controls can already make predictions about traffi c loads for the South American traffi c fl ows and as a partner of important traffi c fl ows coming into the continent. For EUROCONTROL will exchange those real-time data example, NM has been sharing ATFM data with the with us. And we need to improve data exchange with USA for nearly 10 years. As aircraft cross the Atlantic, North Africa too.” they share position data with Oceanic centres four or It is still diffi cult to quantify exactly how big the fi ve times over the ocean and this has made the North positive impact these new agreements will be on Atlantic traffi c fl ow into Europe much more predict- Europe’s overall airspace capacity – but it is clear from able. This exchange of data between EUROCONTROL the results of data exchange with North America that and the US Federal Aviation Administration has pro- there is a direct correlation between greater predicta- vided signifi cant benefi ts for the peripheral airspaces bility and enhanced capacity. and airports concerned by this major traffic flow, “If you look at the predictability indicator it’s which is typically concentrated over short periods. around 85% to 88% in the middle of Europe but only NM established similar data-sharing links with around 60% on the south-eastern edge, and that Focus 39

“EUROCONTROL is very active in this development to support the increase of global connectivity over the next decades.”

Frank Brenner Director General, EUROCONTROL

is more or less refl ected directly in the capacities of “For example, the recent argument between Qatar those airspaces,” says Flynn. There are other factors, and the UAE has meant that there has been major and apart from increased predictability, for diff erences in immediate changes in the fl ows of traffi c to and from capacity between ATM service providers in the centre Qatar,” says Flynn. “Airspace in Iraq has partially of the continent and those on the rim, but there is no opened so airlines who were previously constrained doubt controllers and airspace managers who have by just two routes now have a choice of four routes. a clear view of the peaks and troughs on the system This impacts traffic coming through Iran, which three hours into the future have a better chance of means almost all South-East Asian fl ights. But which managing the overall demand than those who have routes are they going to take? That can depend on the to deal with a constant stream of surprises. wind and the meteorological conditions, so we need to exchange this real-time data all the way back with IT IS NOT JUST NM who will benefi t from improved South-East Asian ATFM centres, so we can do what we regional traffi c fl ow information. call the ‘pre-active predictability’, advanced, long-term “We distribute all this data, or the resulting pro- predictability for all the major traffi c fl ows of the world. fi les calculated, to all airlines, airports and air traffi c The aviation world is frequently affected by control centres so the information they get into their disruptions as a result of security situations which systems is much more reliable,” says Flynn. “For restrict or close airspace, natural phenomena such example, a fl ight coming from Singapore to London as weather and volcanoes, and even events such as will enter our area four hours before it arrives in Lon- nuclear accidents. All these phenomena can have don. That means organisations at London Heathrow a sudden and long-lasting eff ect on major regional who need the data for operating purposes – catering, traffic flows. The full exchange of relevant flight ground-handling, air traffi c control – are able to grab data between the regions will not only improve pre- that information from our system and know precisely dictability in each region but will also enable better when a particular aircraft is going to land, improving strategic and pre-tactical planning of such fl ows as the overall effi ciency of the airport.” regions share better knowledge. These lessons were There is ample evidence to show that these ben- clearly learnt in Europe subsequent to the airspace efi ts include reduced congestion on the ground and closures in Ukraine in 2014 and the continuing situ- holding patterns in the air. More accurate knowledge ation around Syria. of traffi c peaks in the airspace and at airports leads “A major event will be the World Cup in Qatar,” to more effi cient passenger transfers operations. This says Flynn. “The traffic flows will be enormous enriched data is used in other functions, bridging the between Qatar and Europe. So if we have this global gap between ATC and ATFM – with extended arrival data exchange in place we’ll be able to manage those manager procedures, for example – and between traffi c fl ows much better.” airport operations, such as improved collaborative Not every region of the world has a consolidated decision-making. ATFM centre such as the NM operations centre but, But there is still more to be done, even when the says Brian Flynn, today’s technology allows for the new data-sharing arrangements are in place with development of “virtual” regional units which will organisations based in the immediate area of inter- be able to provide a centralised ATFM function using est around the EUROCONTROL area. As part of the systems based in smaller, networked units. The ICAO ICAO GANP blueprint for future ATM operations, the concept of a global network of regional ATFM units, world will eventually benefi t from the development of interconnected and automating the handling of vast a network of regional air traffi c fl ow centres (whether amounts of data, is now starting to move from a con- virtual or physical), exchanging fl ight information cept to an operational reality. globally. This will be particularly important in man- “EUROCONTROL is very active in this develop- aging sudden and dramatic disruptive situations, ment to support the increase of global connectivity particularly concerning security. over the next decades,” says Frank Brenner. ▪ 40 Focus Focus 41

New integrated flow management position increases capacity, reduces workload The Maastricht Upper Area Control Centre (MUAC) is closing the gap between planning and tactical air traffic control to deliver more efficient routes and more capacity.

urope’s vision of achieving high-performing aviation for Europe by 2035 set out in the ATM Master Plan builds on the concept of tra- Ejectory-based operations. For aircraft to fly optimum trajectories without being constrained by airspace configurations, a progressive level of automation support is necessary. Recognising the need for closer ATM integration, the Maastricht Upper Area Control Centre (MUAC) has launched a programme called ATC2ATM which is bringing tangible results to some of Europe’s busiest airspace. MUAC controls the upper airspace over Belgium, north-west Germany, Luxembourg and the Nether- lands on a multinational, cross-border basis. Traffic has risen by 9.1% in the last three years prompting the centre to introduce a number of capacity-enhancing programmes. The most game-changing of these, for an airspace that sits at the crossroads of dozens of city-pairs feeding Europe’s five busiest airports, is a new concept under development to address traffic flow and capacity management in a more coordinated way. At the heart of this approach is the integrated Flow Management Position (iFMP), an enabler for many Single European Sky ATM Research (SESAR) projects that aim to deliver more efficient flight. Before iFMP went into operation in April 2016, MUAC controllers based sector planning activity on trajectory predictions issued by the Network Man- ager (NM). This involved analysing dozens of graphs received via Collaboration Human Machine Interface (CHMI) software that shares data such as number of flights, airspace entry times, aircraft types and pre- ferred routes, in order to assess sector load and occupancy counts. CHMI suits the airspace configuration and traffic scenarios common to many European area control centres. However, the complexity and dynamicity of MUAC airspace was creating changes in sector configuration at least every 30 minutes, and required more controller input to balance local demand. 42 Focus

“The traffi c situation has become so with controller working positions and have an overview dynamic I do not believe we could have of the impact of our actions on the whole system.” Parys adds this might also result in better negotiations of air- continued with CHMI alone any longer.” space availability with military partners in the future, traditionally a manual and very ad-hoc activity. “In iFMP we display planned military activities from both James Kench AUP/UUP data and the regional LARA system, so we can MUAC Supervisor at EUROCONTROL explicitly see the impact of military activities on traffi c and on our capacity, sector by sector.” MUAC began development of iFMP more than fi ve years ago, starting with the design of a local ATFCM tool James Kench, an experienced MUAC supervisor, says using trajectories from the online fl ight data process- the monitoring process was time-consuming and left lit- ing (FDP) system. Working with the existing FDP sup- tle time for other tasks. “The traffi c situation has become plier Indra, MUAC extended the planning horizon up so dynamic I do not believe we could have continued with to six hours by incorporating the processing of ETFMS CHMI alone any longer.” Under the new arrangement, fl ight data (EFD) and implementing various Business CHMI continues to provide basic data, but planning to Business (B2B) services from the Network Manager. decisions are based on iFMP tools which monitor traffi c The planning window has been gradually extended in load and present only relevant graphs and sector confi g- iFMP and extends now up to six days by using PREDICT urations to the supervisor. “The information is based on data. MUAC airspace experiences a high degree of traffi c historical data, real-time fl ight data from the Network complexity, so the tool is designed to better refl ect the Manager, manpower planning systems data and our own actual workload of controllers. It takes account of fl ight trajectory information from the MUAC Flight Data Pro- trajectories, controllers’ actions, provides sector optimi- cessing system (FDPS).” Where previously three supervi- sation suggestions and integrates with staff rosters. It is sors were needed to manage MUAC’s three sector groups, also designed to take data from any source, including one supervisor now delivers this function, freeing up System Wide Information Management (SWIM) data, controllers for more tactical roles, in particular building which helps to support a number of SESAR capacity and closer links between planning and tactical parts of air effi ciency enhancing programmes. traffi c management. In the context of the wider ATC2ATM programme, THE LATEST DEVELOPMENT CENTRES on statisti- MUAC plans to use resources freed up by the introduc- cal modelling techniques, an area little-explored by the tion of iFMP to address broader air traffi c fl ow capacity aviation industry. “GPS data has been used for years in management (ATFCM) targets. Soon after iFMP was cars to predict traffi c jams,” says Parys. “We’ve found deployed, a project was launched to establish a new role you can predict traffi c better than simply using the fl ight in the operations room, called the Advanced ATFCM plan, by taking account of factors such as days of the Planning Function (AAPF). This new role, supported by week, city pairs and planned military activities, using a dedicated toolset based on the iFMP platform, focuses machine learning techniques like neural networks.” on the 20-30 minutes look-ahead time just before traffi c He adds that MUAC has progressed faster than parallel enters MUAC airspace, and identifi es complex situations SESAR research projects, thanks to in-house engineers in advance. Controllers will use this information in their with expertise in machine-learning techniques. Parys decision making, for example whether or not to off er aims to incorporate statistical predictions into iFMP direct routes. Both FMP and AAPF roles are supported daily algorithms by the end of 2017. by complexity metrics developed by MUAC and imple- MUAC has been supporting the eXtended (or mented in iFMP. Among these, weighted occupancy cross-border) Arrival Management (XMAN) for London takes account of factors such as ascending and descend- Heathrow operationally since December 2015. The proce- ing fl ights, while cluster and bunching detection give dure sees NATS air traffi c controllers working with those alerts about unusually complex traffi c situations pre- in the surrounding airspace to slow aircraft down up to dicted in certain key areas of MUAC airspace. 350 miles away from London in order to reduce arrival ATC2ATM Programme Manager Robert Parys says the link between ATFCM, airspace management and air traffi c control is critical. “The AAPF role is carried out “They can see the next half an hour quite by licensed controllers who act like a bridge between the accurately and can assess the exact impact supervisor and tactical controller. They can see the next half an hour quite accurately and can assess the exact of traffi c on sectors, off ering solutions of impact of traffi c on sectors, off ering solutions of decreas- decreasing complexity.” ing complexity.” A group of MUAC controllers trained on AAPF used the tools in trial mode in one of the centre’s three sector groups over the summer 2017. “This link Robert Parys between planning and operations was not possible when ATC2ATM Programme Manager network data was independent of local ATC systems. at EUROCONTROL With iFMP we are able to connect our planning systems Focus 43

holding times. Driven by a European Mandate called the Pilot Common Projects (PCP) there will be up to 13 more airports feeding MUAC with their XMAN-related requests. However, MUAC will need additional tools to be prepared for this significant extension of their Upper Area ATC role. “Expanding XMAN would not be possible without iFMP,” says Kench. “It enables me to quickly search all flights, all airports, and visualise the impact of constraints. Trajectory information from CHMI is based on filed speed, so is not as dynamic.” If NATS requests a speed reduction of 0.04 Mach, a flight inbound to London might spend an extra three minutes in MUAC airspace. In future, this will be considered alongside requests from other airports and incorporated into traffic prediction algorithms of iFMP. MUAC is addressing this new area of development with a dedicated airspace capacity management system designed to receive XMAN data coming in from multiple sources.

ANOTHER AREA WHERE IFMP can deliver benefits is through Short-Term ATFCM Measures (STAM), a SESAR programme to prevent sector overload using temporary punctual constraints rather than applying extensive ground delays through regulations. MUAC participated in STAM trials during 2016 to demonstrate dynamic capacity balancing. A prototype iFMP tool supported various short-term constraints including level caps, rerouting and ground delay. A Very Large Demonstration is planned under SESAR 2020 PJ24 which will test the B2B SWIM services and explore ways of sharing local and network data. “We hope by 2019, we will have a close-to-production version of STAM coordination services,” says Parys. “Our goal is to go for more targeted measures. For example, if there is a problem with departures from Amsterdam, these can be constrained but not others. A typical regulation today does not specify this. We want to be more precise and take on board both the airport and the airline operator preferences as much as possible.” Parys believes in a step-by-step approach. “We have other projects in-house which complement iFMP. Devel- oping the ATM Portal we would like to establish SWIM connections with airline operators for example, to be able eventually to agree certain solutions or scenarios, even the day before operations, to then be fed directly to iFMP. We also plan to use ADS-B data provided by commercial companies to augment departure times in the very short term.” The activity is aligned with the SESAR target concept of an optimised ATM network, and is supported by a number of SESAR 2020 research projects. MUAC is working hard to ensure it provides a framework that will allow data from any source to be included in the process. “Today’s operations are still sector-oriented and ATFCM is still a separate process from ATC,” Parys explains. “We are looking at creating one system connecting all our operational systems from pre-tactical planning phase up to tactical operations. We believe that will have an immediate impact on our capacity and efficiency, and our ability to satisfy our customers’ needs.” ▪ 44 Focus

The benefits of twenty years of civil-military cooperation

The last two decades have seen civil and military airspace managers work together to provide increasing benefits for both communities.

t the end of May 2017 EUROCONTROL held an cooperation in Europe, including the introduction of event to celebrate 20 years of civil-military the Flexible Use of Airspace (FUA) concept, communi- cooperation in air traffic management (ATM) in cations, navigation, surveillance (CNS) interoperability Europe.A With the implementation of the revised Conven- and infrastructure rationalisation initiatives as well as tion in 1997, EUROCONTROL formally became responsi- enhanced ATM security activities. ble for civil-military ATM cooperation across Europe For EUROCONTROL one of the key challenges has and began developing a unique platform for facilitating been to balance economic needs with essential national civil-military coordination and cooperation between security and defence requirements. Member States and the ATM community at large. “A fuller implementation of FUA has been one of the “The objective continues to be to deliver a mod- key achievements of the last twenty years,” according to ernised, efficient, secure and safe pan-European ATM Michael Steinfurth, Head of the Civil Military ATM Co- network, one that is able to enhance airspace capacity, ordination Division at EUROCONTROL. “Individual flight efficiency and military mission effectiveness, one States give their respective reports to the Network Man- that can achieve higher levels of safety and security, one ager (NM) usually the day before or on the day of opera- that can decrease the environmental impact of aviation,” tions, showing which reserved airspace will be used by said EUROCONTROL's Director General Frank Brenner, the military. This gives airline operators a view on what speaking at the event. conditional routes they may be able to use, offering them The last two decades have seen the introduction more route options. It all adds to flight efficiency and -air of numerous improvements in civil-military ATM space capacity, which go hand in hand with military mission effectiveness.” This need to balance the military requirement for enhanced mission effectiveness with the civil aircraft operator cost-efficiency has meant the Agency has become a pioneer of several other innovative civil-military cooperative concepts, such as CNS performance-based certification/performance equivalence Focus 45

Under consideration Operational Deployment in progress

and dual-use CNS. Such concepts have This will become increasingly impor- been progressed on the basis of a fruitful The status of LARA implementation tant as ATM/CNS standards move from partnership with the European Defence – mid 2017 an equipment-based approach to an Agency (EDA) and NATO. This will pro- overall performance-based approach. vide options to avoid undue costs for the “We will need to release more military while minimising derogations and exemptions airspace in the future and this can only happen if we related to the requirements for ATM/CNS equipage. introduce new technologies and procedures which will Additional work has been performed towards integrat- improve the safety performance of both civil and mili- ing military remotely-piloted air system (RPAS) opera- tary aircraft and reduce separation distances at the same tions in controlled airspace. time,” said Michael Steinfurth. ”We will be working with EUROCONTROL in close cooperation with national our military colleagues to find innovative technological military experts and industry partners have developed solutions enabling performance-based certification/per- a “Roadmap on Enhanced Civil-Military CNS Interop- formance equivalence.” erability and Technology Convergence” which has been The Agency has also led the way in developing air- endorsed by the Military ATM Board, together with its space management tools, aimed at increasing the capacity related technical guidance. This Roadmap is widely rec- of the overall airspace for civil operators while ensuring ognised as a basic reference for CNS today. military aircraft operators maintain their ability to oper- “This is a continuously updated product,” said ate and train. The LARA (Local And sub-Regional Air- Michael Steinfurth,”and its use is spreading. Some States space Management Support System) software package are using it to apply for equipment funding for their has been developed by EUROCONTROL to improve air- armed forces to be compliant with future ATM equip- space management processes by providing mutual visibil- ment technology standards and have been successful in ity of civil and military requirements, increasing mutual this regard. We are supporting them in this. We also pro- understanding and enabling a more efficient collabo- vide support to States in terms of helping military look at rative decision-making process, according to Advance mid-term aircraft upgrades, new weapon systems, how Flexible Use of Airspace (AFUA) principles. The Pan-Eu- to equip and remain compliant with future civil ATM ropean Repository of Information Supporting Civil- requirements.” Military Performance Monitoring (PRISMIL) supports a The roadmap allows the military to understand how civil-military dimension within the Single European Sky their current systems will meet future requirements in (SES) environment, promoting a performance driven cul- terms of communications, navigation, surveillance and ture and providing an independent and transparent civil- other technology requirements, including spectrum. military performance monitoring system.

* This designation is without prejudice to positions on status, and is in line with UNSCR 1244/99 and the ICJ opinion on the Kosovo declaration of independence 46 Focus

AT AN OPERATIONAL LEVEL, EUROCONTROL’s Maastricht Upper Area Centre (MUAC) has begun to provide military air traffic control services for the north German and soon Dutch airspace in addition to the current civilian air traffic control services; this will deliver further efficiency gains through integrated civil and military ATC services, dealing simultaneously with General and Operational Air Traffic. MUAC will soon be the first cross-border civil-military Air Traffic Service provider in Europe. And in the critical area of ATM research, EURO- CONTROL has played a key role in ensuring Single Euro- pean Sky ATM Research programmes address both future civil and military aircraft operator needs. The development Kirsten Ullbæk Selvig, Chair of the EUROCONTROL Civil- of a flight plan format adapted to military instrument flight Military Interface Standing Committee (CMIC) and rule (IFR) needs and processed by NM is a good example of a Timo Blunck, EUROCONTROL Security Expert pragmatic solution to facilitate cross border operations and support wider military air operations. “We have seen successful civil-military cooperation, mean dynamic airspace design – will it be possible, with the right involving the military from the outset in new concepts concepts and the right procedures, to provide this dynamic design and technical solutions to accommodate their needs and make it more flexible than today? at Master Plan level and by using the Military Engage- “New technical enablers – and for the military this means ment Plan for SESAR (MEPS); this is facilitated by EURO- dual use enablers so they can carry out their military missions CONTROL and engages national military experts in the with new capabilities requiring new airspace capacity – will SESAR activities,” according to Frank Brenner. lead to new concepts and procedures. This work is progressing There have been several major institutional develop- through SESAR and our support to the maintenance of the Euro- ments to enhance collaboration between the two sides pean ATM Master Plan. With AFUA you will need improved air- in recent years, too. Civil-military coordination in ATM space design with more variability in military training areas. For has taken place in close collaboration with Member example, if you look at an air-to-air refuelling exercise you will States through the major consultation platforms: the be able to reserve space within a commonly managed airspace for Civil-Military Interface Standing Committee (CMIC) (see this operation rather than block off a large segment of reserved Viewpoint, “A powerful point of departure for the man- military airspace.” agement of future civil and military aviation”, this issue) The key challenge for EUROCONTROL will be to ensure that – now commemorating its 20th anniversary – and the improving flight efficiency for civil aircraft operators in the Military ATM Board (MAB), established in 2007. Mean- future goes hand in hand with improving mission effectiveness while, the NATO-EUROCONTROL ATM Security Co- for military operators, that there is a balanced consideration ordination Group (NEASCOG) was established in 2002 between economic and national security and defence needs. The and is now marking its 15th anniversary. It delivers last 20 years has seen the military make changes to the way it widely recognised policy, procedural and technical docu- trains and operates in Europe’s congested airspace. The demands ments that identify shortcomings and propose necessary of the next 20 years will present new challenges, especially in and viable improvements for all aspects of airspace and the way more capable, more long-range, faster and connected/ ATM security, including cyber security. cooperative military platforms will work together, operating EUROCONTROL is now planning for the next 20 across national boundaries. In this context the requirement for years of civil-military collaboration – where cooperation even greater cooperation with civil counterparts to provide more will have to become deeper and wider if more high-per- dynamic airspace management solutions to both communities forming military aircraft, manned and unmanned, are will become even more important. ▪ to be introduced into military fleets while commercial aircraft operators seek ever more fuel efficient and environmentally responsible routes. This will require new ways of dynamically managing airspace, as envisaged by the AFUA concept. Building on greater civil-military collaborative decision-making (CDM) and enhanced data-sharing, AFUA will coordinate common airspace resources on a network level, through the proactive partnership of civil and military actors. “Military mission effectiveness will mean the military will need different airspace capacities to undertake different operations,” said Michael Steinfurth. “Which will

Michael Steinfurth, Head of the Civil-Military ATM Coordination Division, EUROCONTROL Focus 47

Sharing data and enhancing capacity have been key to improving ATM performance EUROCONTROL's Director General Frank Brenner reports on some of the achievements of the European air traffi c management (ATM) system over the last few years.

n July this year, for the very fi rst time, the Euro- pean network handled over one million fl ights in a single month; in August, it repeated this feat. ITraffi c is continuing to grow, with nearly twelve million fl ights a year expected by 2023. In order to manage a network with so many fl ights it is becomingly increasingly vital for all the ATM players to be able to work with data in entirely new ways. This is the cornerstone of the future SESAR operational concept but we are already seeing signifi - cant advances being made. Over 200 organisations now access the Network Manager B2B Web Services, including air navigation service providers (ANSPs), aircraft operators, airports, ground handling agents, computerised fl ight plan service providers, airspace management cells and the military. This means, for example, that the entire process of planning fl ights can be based on the very latest information on airspace structure, availability, fl ow regulations, traffi c and delays. The fl ight plan can be validated on line in advance of submis- sion and then the network situation updated. Airports, especially those with Airport Collabora- tive Decision Making, share detailed departure information and in turn they are updated on incoming fl ights, both as they leave other connected airports and also en-route. 48 Focus

There are already around six million interactions Agreement with EUROCONTROL. Israel has also with the Web Services every day. It is a quiet revo- signed such an agreement and it is now part of the lution in how ATM is operated, with the first steps Network’s Integrated Flight Planning System. being taken towards very different business mod- For several years, the Network Manager has been els. For example, the Maastricht Upper Area Centre successfully sharing real-time operational data with has worked with Slovenia to provide ATM data for North America. So, for example, we can see an air- shadow operations, demonstrating how elements of craft headed our way while it is still over Texas. This operations previously performed on site can be suc- improves the predictability and provides a much bet- cessfully handled remotely. ter understanding of what the traffic situation over All this sharing of data is mutually beneficial, Europe will be in a few hours’ time. We have also with more efficient routes being planned and then reached similar agreements with the United Arab improved predictability for the network. Improv- Emirates and with Brazil. This is a significant help ing predictability is vital not just because it enables for the network as a whole and, more particularly for the operational concept of 4D trajectories but also those parts of the network, such as the south east, because it will help to add capacity to the network. where ‘out-of-area’ traffic represents a significant We are already seeing more confidence in tactical proportion of flights. For example, 38% of arrivals at predictions of traffic levels, which in turn means that London Heathrow come from outside Europe. capacity and demand can be more closely aligned. However, improving data flow and predictability Improving predictability also means extending is only part of the answer to the challenge of increas- our horizons. In 2016, nearly one million flights over ing traffic in limited airspace. Another is to maximise Europe originated from outside our network and the the amount of airspace available. Here, the dramatic predictions are that traffic with other regions of the increase in Free Route Airspace has been a real suc- world is set to increase. Although we receive the flight cess story over the last few years, with much more to plans for these aircraft, these are not sufficiently pre- come. For a long time, aircraft have had the ability cise to achieve the levels of predictability we need. We to navigate without being tied to a system of fixed are therefore both expanding the network and also routes. ATM is now catching up and providing the exchanging data with other parts of the world. chance to fly more efficient routes. Morocco has been fully integrated in the net- Another way to improve the availability of air- work following the conclusion of a Comprehensive space is to make sure that restrictions on airspace Focus 49

“All this sharing of data is mutually on a pan-European basis (for example, data link), then it becomes a significant challenge to achieve the beneficial, with more efficient routes desired coverage. being planned and then improved It is vital that aircraft do not have to change frequently between systems as they transit between EU predictability for the network.” and non-EU airspace and back again – for example, in the south east of Europe. A consistent approach to ATM is required and the pan-European nature of because of military activity are tailored to the exact EUROCONTROL is a valuable enabler to achieve this. needs of the military. So, when an exercise comes to Another significant development in ATM, an end, the airspace should be released for civilian use particularly over the last few years, has been the as soon as possible. Just as importantly, we also need improvement in cost efficiency. The European Union to make sure that this information is made available Performance Scheme has been, and continues to be, to aircraft operators in time for them to use it. an important driver in this process, something that The flexible use of airspace (FUA) is a well-estab- has been called for by airspace users for some time. lished concept, which is being constantly refined EUROCONTROL supports this, not just by helping and improved. For example, the move to Free Route Member States and their ANSPs become more effi- Airspace necessitates more sophisticated FUA mech- cient but also by reducing its own costs – by more than anisms. FUA has been put in place across much of the RP1/RP2 targets. Europe, both within and also outside the EU. Staff numbers have been reduced by more than This is a good example of how it is vital to include a fifth over the last eight years. Together with a both EU and non-EU countries in the evolution of reduction in outside effort, that means significantly ATM in Europe. Non-EU States do not have the same improved productivity, helped by the longer work- obligations as EU States and, in particular, they are ing hours recently introduced. I would like to thank not required to implement changes in synchrony our staff for this achievement. The EUROCONTROL with EU States. As a result, it is even more impor- Agency is now leaner, more productive and more tant to ensure that they are involved in the develop- focused on supporting our States and stakeholders ment of new ideas so that they accept them in their to achieve the ATM performance improvements that national context. Where projects are not coordinated will be essential in the coming years. ▪ 50 Insight

INSIGHT

On 22 June 2017 the EUROCONTROL Provisional Council decided not to go ahead with four Centralised Services – Advanced Flexible Use of Airspace Support Service (CS4), Management of Common Network Resources Service (CNR)/Mode S Interrogator Code Allocation (CS6-2), Management of Common Network Resources Services/Radio Frequency Function (CS 6-3) and Network Infrastructure, Performance Monitoring and Analysis Service/the Performance of 1030/1090 RF bands (CS 7-2). In the light of this decision Skyway asked three key CS stakeholders on their view of the consequences “I think it is very of this decision and what this will mean for the important to future of the overall programme. remain focused on Skyway: What impact will the decision the way forward” of the EUROCONTROL Provisional Council on 22 June not to go ahead with four Centralised Services (CS4, Henrik Hololei is Director-General for CS6-2, CS 6-3, CS 7-2) have? It was close as the majority voted in favour, Mobility and Transport (DG MOVE) but the 75% needed was not reached. at the European Commission. I THINK IT IS very important to remain focused on the way forward. Skyway: What is your opinion of the EUROCONTROL Member States have given their principle of Centralised Services (CS) votes and now they need to draw conclusions on in Europe versus national provision? the impact of this decision from the institutional point of view. G Move has always been supportive of the development of these services in the context Skyway: What in your opinion was of the Single European Sky (SES) and in full the main issue identifi ed by those consistencyD with the European Union (EU) regulatory States that voted against? framework. The expectation was that these services would have delivered operational benefits for the IT IS OF COURSE for the States themselves to explain whole air traffi c management (ATM) network at an that, but our impression is that some States ques- optimal cost, compared to the sum of existing indi- tioned the added value of the specifi c set-up defi ned vidual services provided on a national basis; we are for providing these services through outsourcing. used to seeing similar developments in a number of Moreover, it seems that they might have found areas in the EU context. the economic cases still not clear enough, and that the The Commission proposed the establishment of cost-benefi t analyses did not provide a clear enough these services in 2013 when adopting its SES2+ legal picture on the savings. proposal, under the notion of “common support ser- They might have also been concerned that the vices”. They are also part of the last edition of the Network Management Board (NMB) did not have an ATM Master Plan. I am confi dent that they have the opportunity to give an opinion on the fi nancial and potential to reduce fragmentation, enable economies economic aspects of these services and the impact on of scale, facilitate synergies and improve safety. the NM budget which is in the remit of the NMB. Insight 51

Skyway: How do you see such services Skyway: How do you see the PC decision being provided in the future? Will aff ecting eff orts to reduce the costs they now be done on a purely national of ATM provision across Europe? level or are there other options? EFFORTS TO REDUCE THE costs of ATM provision I FIRMLY BELIEVE THE experience in developing across Europe would defi nitely continue. these Centralised Services will not be lost. The start- Consistent with the SES legal framework, NM ing point for the future is the technical opinion that – with the involvement and support of the NMB – the Network Management Board (NMB) delivered in should now propose new and cost-effi cient ways to the spring upon DG MOVE's request. The NMB stated provide the common support systems or/and ser- that the concept of operations of the CS projects was vices that are needed for the execution of network relevant to the network functions of the Single Euro- functions. Their final objective is to improve the pean Sky and they had to be performed in central performance of the network to benefi t all operational manner by the Network Manager (NM). stakeholders and ultimately air passengers. We will I personally wrote to the NMB chair to urge the see whether a new step ahead would be possible in the timely involvement of this body in view of building context of RP3 (2020-2024). on the heritage of those CS projects. To this end, On the other hand, we see determination among the NMB, with the support of NM, started at its last air navigation service providers (ANSPs) to meet the meeting to analyse those needs for upgrading and/ cost-effi ciency targets agreed in the context of the or enhancement of the systems and/or services rel- second reference period of the performance scheme evant to the network functions that the CS projects (RP2). I would like to call for the same determina- were meant to address. tion in developing new business models that support I now expect that NM would propose concrete the provision of air navigation services in a more steps to ensure the operational stakeholders buy-in effi cient and centralised manner. There are already on the basis of a new set-up addressing technological, good examples, like the centralised database of aer- procedural, organisational and fi nancial aspects. I am onautical information for airspace users and ser- confi dent that there will be a positive development in vice providers (EAD), the European satellite services the medium term and those actions that are needed provider (EGNOS) and the pan-European network will soon materialise. service for international ground/ground communi- For what concerns the regulatory framework, cations infrastructure (PENS). The ATM community DG MOVE will make sure that the necessary amend- should therefore continue along this route and take ments to the regulatory framework are initiated in new opportunities such as those stemming from the order to ensure that the desired evolutions of the provision of common data communication services network functions and/or NM tasks are adequately for air-to-ground datalink and services enabled by supported by the legal base. fl ow-centric operations and virtualisation as predi- cated by the ATM Master Plan. ▪ Skyway: Looking to the future, there are more Centralised Services in the pipeline as requested by the States in 2014. What does your crystal ball say about these CS?

HISTORY HAS SHOWN THAT European construc- tion in the ATM area takes more time than expected. But it will happen. A more robust legislative basis will help; it is clearly one of the benefi ts expected from the SES 2+ proposal. For the other four CS projects for which there was no decision taken at this stage, the NMB opinion is that these services, although of interest, were not deemed relevant enough to be operated in a central and mandatory manner by NM and as such their development should be reconsidered. There are specifi c aspects of these projects that are deemed of interest with regard to network functions implementation. NM should take further steps with the involvement of the NMB to identify ways to address these aspects in a cost-effi cient manner to benefi t all operational stakeholders. 52 Insight

“Implementation on a national level would only be an unwanted, last-ditch, fallback option”

Gerold Reichle is the Head of the Civil Aviation Directorate General, Federal Ministry of Transport and Digital Infrastructure of Germany.

Skyway: What is your opinion of the Skyway: What impact do you think the decision principle idea of Centralised Services (CS) of the EUROCONTROL Provisional Council on in Europe versus national provision? 22 June not to go ahead with four Centralised Services (CS4, CS6-2, CS 6-3, CS 7-2) will viation is the most international form of transport that we have today. Regardless of some have? It was close, as the majority voted in troughs over recent years, air traffi c will over- favour, but the 75% needed was not reached. allA continue to grow and it will be a challenge to deal with it and the inherent requirements. It was revealed GIVEN PREVIOUS POSITIVE STATEMENTS at DG level that the high number of Member States providing each – including the support of my European Commission’s col- service on their own contributes to signifi cantly higher league for the concept of Centralised Services – and of the costs and overall efficiency losses all over the pan- industry represented by the Network Management Board, European network. As the name implies, Centralised Ser- the outcome was disappointing. The proposals failed by a vices by defi nition are conceptually aimed at being pro- quite close vote. From my point of view it is appropriate to vided centrally: one for all instead of everyone on their take a step back, reconsider and table them again. Perhaps own. The idea of centralising these services, as EURO- we all have to keep in mind that some issues and critical CONTROL has explained in detail over the past few years, arguments put forward do not fi t together. Some voices even is a valuable tool to harness effi ciency gains for the Sin- claim that the industrial partnership in itself is a bad idea gle European Sky (SES) and beyond on a pan-European and that EUROCONTROL should do the work alone. Others level. The work undertaken by EUROCONTROL serves as would prefer to have the Network Manager placed outside a precursor to the decision-making. Germany has always EUROCONTROL, and for these reasons they are against the supported the concept itself while leaving enough space CS concept. for the way of implementation. Skyway: What in your opinion was the main issue identifi ed by those States that voted against?

IT IS UP TO those Member States to substantiate their concerns and clarify what the issues actually are that made it impossible to give this broadly supported approach the green light. I was not able to understand the given arguments. As indicated, I support the concept and the exchange of all stakeholders on this. Insight 53

Skyway: How do you see such services being provided in the future? Will they now be done on a purely national level or are there other options?

OPERATIONAL STAKEHOLDERS GAVE THE feedback that the services presented are needed. They also pointed out that the provision of these services in a centralised manner would be much more advantageous than multiple implementations on national level. This view is also strongly supported on the political level. For me, implementation on a national level would be an unwanted, last-ditch, fallback option.

Skyway: Looking to the future, there are more Centralised Services in the pipeline as requested by the States in 2014. What does your crystal ball say about these CS?

EUROCONTROL SHOULD CONTINUE TO prepare the necessary basis for decisions at the next or a subsequent PC/CN. Ideally one or two CS – any of those currently proposed – could be chosen, developed to maturity as previously requested by the Member States, with a secured support of more than 75%. These should serve as show- cases and proof for the correctness of EUROCONTROL’s assumptions.

Skyway: How do you see the PC decision aff ecting eff orts to reduce the costs of air traffi c management (ATM) provision across Europe?

WELL, THIS GIVES RISE to similar discussions we’ve had in other areas when looking at synchronised implementation of technical systems. It may be interesting to look at SES-ATM Research (SESAR), where all available means, resources (including financial) and expertise have been concentrated under one roof. I haven’t heard anyone complaining that parallel research and development in times before was better or more effi cient. And likewise, SESAR also off ers the chance for smaller states and organisations to actively participate – which might not have been possible when they had to fund themselves. Some stakeholders might believe they do not need a service, or at least not at the moment. The benefi ts of cost reductions are scattered all over Europe; it is precisely for this reason that these services were chosen and put forward as Centralised Services by EUROCONTROL. The issue is that one does not necessarily see the pan-European benefi t from a national viewpoint. Perhaps there is no benefi t for just one country, but big gains to be made for others. But having no direct benefi t should not prevent others from implementing them. That, at least, is Germany’s view when working together with other States in international organisations. Moreover, this is precisely why Germany trusts an international organisation with widely-acknowledged expertise, like EUROCONTROL. With its broader, supranational view, it can provide the right kind of input for projects like CS. In fact, if we did not have EUROCONTROL, we would have to invent it. ▪ 54 Insight

“It is much more effi cient and reduces user fees if support services are provided centrally”

Frank Brenner, Director General of EUROCONTROL.

Skyway: What is your opinion of the principle of Centralised Services (CS) in Europe versus national provision?

ithin EUROCONTROL’s Member States we have 41 monopoly Air Navigation Service Providers (ANSPs) with the task to fulfi l the whole set of International Wcivil Aviation Organization (ICAO) and European Union (EU) obligations. It is much more effi cient and reduces user fees if support services are provided centrally by EUROCONTROL/Network Manager (NM) rather than on a national or local level. We want, however, to involve ANSPs and the manufacturing industry to develop and operate those services in an industry partnership. The cost-benefi t analyses of the diff erent CS show that EURO- CONTROL’s estimate of a reduction of €1.5 billion through CS is achievable.

Skyway: What impact will the decision of the EUROCONTROL Provisional Council on 22 June not to go ahead with four Centralised Services (CS4, CS6-2, CS6-3, CS7-2) have? It was close as the majority voted in favour, but the 75% needed was not reached.

IN JUNE 2017, THE vast majority of Member States supported the CS put forward for a procurement decision. However the 75% majority needed was unfortunately not achieved. Network Man- ager is currently setting up new projects to realise the technology needed to provide those services under the NM mandate and thereby to achieve a European Aviation Safety Agency (EASA) certifi cation. This means that the technology will become available centrally, but unfortunately with a two-to-three year delay, which obviously is not a positive signal for European leadership and competitiveness.

Skyway: What in your opinion was the main issue identifi ed by those States that voted against?

THERE SEEM TO BE diff erent issues. Some ANSPs and their States dream of a Network Manager outside EUROCONTROL and obviously, therefore, do not want to fi nance such high-tech tools for EUROCONTROL. Others seem to think that the services can be provided cheaper without the industrial partnership model. These points obviously contradict each other and this makes it diffi cult to accommodate all those concerns. Insight 55

Of course, it also was not helpful that the Network Management Board (NMB) under the previous Chair and the current Chair refused, for more than three years, to discuss the concept in detail until a clear request from the European Commission (EC) made them table the issue in spring 2017. Then the recommendations given were of substance.

Skyway: How do you see such services being provided in the future? Will they now be done on purely national level or are there other options?

THE STATES KNOW THAT it is already hard today, with the current cost structures of ANSPs, to achieve EU cost-effi ciency targets. It is quite likely that the RP3 cost-effi ciency targets will be more challenging and further cost reductions will be necessary at the national level. Rather than reducing the EUROCONTROL budget it should be increased to allow more cost-efficient CS as the Savings CS Savings CS (*) in K€ for the period 2017-2035 cost-benefit analysis (CBA) vs regional deployment vs national deployment table shows. CS1 74 With the announcement of the EC to seek amendments CS4 53 to the NF-IR and entrust NM CS6-2 45.2 111.9 with additional Centralised Services, we are on the right CS6-3 98 track to provide those services CS6-4 81.2 185.4 in a more cost-effi cient, central manner. CS6-5 36.2 53.4 CS6-6 63 79 Skyway: Looking to CS6-7 280 312 the future, there are more Centralised CS7-1 48 112 Services in the pipeline CS7-2 116.9 155.5 as requested by the CS7-3 37 118 States in 2014. What Total of the savings 932.5 1,352.2 does your crystal ball say about these CS?

THE NMB IS RECOGNISING the need for NM to have those technologies at hand for its own needs but disputes that the services should be off ered to ANSPs, even under UPP. This is short-sighted and potentially a confl ict of interest, as it might be in the interest of ANSPs to keep as many services as possible at a national level. The experience of the Central Flow Management Unit (CFMU) and the European AIS Database (EAD) show that centralised services are benefi cial, but we are an extremely slow industry, so it takes time for such evolutions to happen. I know of ANSPs that would be interested in making use of the services if available in NM. So let’s go step by step.

Skyway: How do you see the PC decision aff ecting eff orts to reduce the costs of air traffi c management (ATM) provision across Europe?

THE CS CONCEPT CONTAINS the idea of creating some market conditions where ANSPs bid for services. The calls for tender have shown that there are ANSPs in Europe that are very capable technically, with very competitive cost structures. It is interesting that these ANSPs are not the ones we have in mind talking about the “big six” ANSPs, but smaller, more agile ones in their structures. I am convinced that market approaches will continue to drive costs down, but that means an in-depth discussion that questions at least for some of the current services of the national monopolies. ▪ 56 Viewpoint

VIEWPOINT

“A powerful point of departure for the management of future civil and military aviation”

Kirsten Ullbæk Selvig is Chair of the EUROCONTROL Civil-Military Interface Standing Committee (CMIC).

Skyway: What are the major challenges facing the CMIC over the next few years and what would you say have been the major achievements of the last few years?

EUROPEAN GOVERNMENTS HAVE whether the CMIC as a committee of EURO- professional expertise of partners within a common interest in the activities of CONTROL is functioning as intended. The the European Union (EU) – such as the EUROCONTROL because of its utmost major challenge now is to establish a com- European Aviation Safety Agency (EASA), importance to the daily management of mon understanding within EUROCONTROL the European Defence Agency (EDA) and air traffic. EUROCONTROL provides critical on the need for – and framework to – the the Single European Sky ATM Research infrastructure and related services as well coordination and cooperation of civil and (SESAR) programme managers – as well as as safe, secure, environmentally responsi- military air traffic. of the Military ATM Board and commercial ble and cost-effective monitoring of traffic This recent debate within EURO- partners from industry and service provid- in the pan-European airspace, common to CONTROL shows a growing understand- ers, will also be important for the work of both civil and military air traffic. ing of the responsibility and need for civil- EUROCONTROL. The deliberations within The CMIC was established as one of military cooperation to meet both exist- EUROCONTROL should also take account of the fundamental pillars to the activities ing and future challenges. This provides the need for close contact with the European of EUROCONTROL, designed to meet the a powerful point of departure for the man- Union, EASA, EDA and NATO. Each of these need for civil-military cooperation in the agement of future civil and military avi- institutions has its own roles and tasks, but use of our common airspace. ation in the European area. Strategic and they also have interests in common with Developments in civil and military avi- other policy problems need to be handled EUROCONTROL. ation in our part of the world over recent by the governing body of EUROCONTROL EUROCONTROL is in the middle of years have increased the need for contin- itself, where all 41 State Members par- substantial discussions on the future ued and enhanced cooperation and co- ticipate and can express their needs and role, tasks and governance of the organ- ordination between the two sides within the views. Preparatory work and other issues isation. The future role of CMIC is one of common European airspace. In many coun- relating to civil-military coordination the issues. The timing of an assessment of tries military aviation is at present signifi- will generally be matters for other levels the needs and framework for future civil- cantly affected by strategic policies. in EUROCONTROL. military cooperation and coordination There have been questions raised Inputs based on the technical and could hardly be better. Viewpoint 57

Skyway: Do we need to fine-tune any of the institutional arrangements to increase cooperation between civil and military partners?

THE ONGOING DEBATE ON the govern- and military aviation throughout all lev- Understanding and awareness of civil ance of EUROCONTROL opens up the way els of EUROCONTROL. This is also likely -military coordination is also required at for new solutions and provides an oppor- to have an impact on the highest level of the level of Member States, both nation- tunity for highlighting and strengthen- the organisation’s governance structure ally and through EUROCONTROL in the ing civil-military coordination and co- – that is, the Provisional Council and Per- common administration of European operation. The debate also shows that civil- manent Commission. In the future we will airspace. The inter-governmental level is military coordination, cooperation and probably see a new approach, where these of outmost importance and should be fol- interest are of fundamental importance to two bodies are combined into a single lowed up formally. It should be explicitly the overall role, tasks and work of EURO- State Governance Body, recognising civil- referred to in the terms of reference for CONTROL. There is only one airspace military matters are key items on the State Government Bodies. This should be and the management and control of daily agenda. We have an opportunity now to a task for EUROCONTROL, at the prepara- operations has to cover both civil and mil- make the necessary arrangements. tory level, to take into account when pre- itary aviation in a proper manner. Civil-military coordination involves paring matters for the State Government The debate within the CMIC this year strategic and political issues as well as Body. The CMIC as a legal entity is already has shown a growing understanding of the provision of critical and vulnerable part of the EUROCONTROL legal frame- this dimension. Member States have rec- infrastructure. This needs to be dealt work and may also easily be fitted into the ognised their obligation to cover both civil with at the highest governance level. future organisation.

Skyway: To what level are military aircraft operators now accepting the principles of Flexible Use of Airspace and what will be the challenges implementing more advanced levels of the concept?

MOST STATES, AND THEIR military are now in an implementation phase. aircraft become equipped with better sen- aircraft operators, seem to have adopted In my view, this is the first step towards sors and long-range weapons there will be and established Flexible Use of Airspace Advanced FUA (AFUA). a need for even larger military airspace (FUA) airspace management procedures. Other challenges to AFUA are diffi- blocks than today. This is a challenge that However, there are differences as to how cult to identify because of generally-lim- needs to be solved in parallel with the EU FUA is applied in different States, and it ited knowledge as to the actual content of requirement for increased civil aviation is therefore difficult to measure and com- AFUA. Some States also express concerns efficiency. However, more advanced levels pare the effects of the various systems. regarding critical data sharing and cyber of FUA will require upgrades to airborne This is a challenge for cross-border areas security. technical equipment, ATM systems and/ and cross-border operations. Moreover, An important challenge to imple- or military control systems. This leads only a few States have so far brought into menting more advanced levels of the FUA to increased challenges of interopera- operation the Local and Sub-Regional Air- concept is that generally, civil aviation bility and upgrading which could be too space management system (LARA) – or an requires predictability while military costly and maybe impossible to equivalent system – although many States aviation needs flexibility. As military implement. 58 Viewpoint

Skyway: What are the major military priorities in the development of Single European Sky and Network Manager operation?

WITHIN THE MILITARY PRIORITIES coordination to facilitate and handle traffic management (ATM) network based on the three fundamental princi- military missions flexibly. Military need to be established and a resilient and ples of safety, civil-military coordination aviation shall continue to be granted robust data sharing network will be and military-military coordination we timely availability of optimal rout- essential. have identifi ed four objectives. ings and the necessary support from Interoperability requirements mean In the security and defence area, air navigation services. Proactive co- the future ATM network should be as military requirements are to be carried ordination accommodating peacetime compliant as possible but will need spe- out and incorporated within the techni- military requirements and crisis man- cifi c arrangements when deemed neces- cal, operational and regulatory domains agement responses are needed as well. sary – in other words: “As civilian as pos- of the Single European Sky. Appropriate Confi dentiality and cyber security sible, as military as necessary.” The need clauses and mechanisms aimed at pro- need to be assured. Eff ective exchange to safely operate with a high degree of tecting security and defence priorities and sharing of digital data among rel- reactivity and flexibility, calls for an are to be implemented. evant stakeholders and operators is appropriate level of interoperability. In terms of access to airspace important but the ability to protect We have to ensure that any evolution of and use of air navigation services, confidentiality of mission critical civil ATM standards takes due account effective and safe access to airspace information has to be maintained. of military needs and the capability to requires enhanced civil-military Competent authorities across the air maintain interoperability.

Skyway: There are developing security challenges – such as cyber-attacks and drone traffi c management – which span military/civil/security areas of interest. Does the CMIC have a role in harmonised high-level policies in these areas?

NO DOUBT, EUROCONTROL WITH civil-military aviation, a properly co- the CMIC will have to address any new ordinated approach is even more impor- security and cyber security challenges tant and this matter is already on the seriously and contribute their exper- agenda of the CMIC. Civil-military tise to implementing such measures as needs and cooperation are important new developments may require. Safety, matters for the evolution of measures security and cyber security are closely addressing cyber security. However, connected and should be dealt with as such issues should also be addressed such. This will be the most cost-eff ective in close cooperation with other players approach. EUROCONTROL, as a strong engaged in the design of new solutions, and highly respected player, is well posi- including new aircraft and new systems tioned to carry out this task. for the monitoring and support of fl ight In terms of cyber security and operations. ▪

Kirsten Ullbæk Selvig is Chair of the EUROCONTROL Civil- Military Interface Standing Committee (CMIC). Viewpoint 59

“The challenge is to balance the stakeholders’ desires with the needs of the entire system” Peter F. Dumont is President and Chief Executive Offi cer of the US Air Traffi c Control Association (ATCA).

Skyway: What are major challenges to international collaboration in air traffi c management (ATM) – especially between the USA and Europe – when it comes to developing a seamless, global ATM infrastructure?

ollaboration between Europe with adjacent states than with the US and are interoperable. Today, when an aircraft and the US has never been bet- Europe. crosses the North Atlantic, control of the ter. Interoperability, on the other There will always be some give and aircraft can be easily transferred in the hand,C is another issue. Europe and the take between nations in the blending system, so commercial aircraft largely US are very diff erent operating environ- of air traffi c systems. The system as it is eliminate geographical boundaries ments. While the US has one air naviga- today works well within those restric- through the use of integrated technolo- tion service provider (ANSP), Europe is tions. Remember that ATM is a state-sanc- gies. There are certain technologies on made up of many ANSPs with varying tioned and operated system. It can be the horizon, ADS-B (automatic dependent operational and political environments. privatised, corporatised, or something surveillance-broadcast) for example, that Our collaboration and coordination with in between, but those are state functions will increase the volume and fl ow of traffi c Europe is very strong, and the fact that we declared so by the International Civil across the North Atlantic. Of course, there do not share a common border makes that Aviation Organization (ICAO). A seam- may still be small diff erences that occur, easier. I think the challenges of collabora- less, global ATM infrastructure is created like which squitter to use, but generally tion and interoperability are more urgent through technologies, and technologies our technologies are all compatible. 60 Viewpoint

Skyway: How do you see that collaboration changing over the next few years, especially with EUROCONTROL and ICAO?

ICAO IS LARGELY A trailing indica- civil and military airspace users in the tor. They use procedures developed by core area of Europe and to develop, inte- ANSPs to develop global standards and grate and provide state-of-the-art ATM build upon them, enabling smaller systems and services.” That is pretty much nation states to benefit. This demands the definition of collaboration. There collaboration across many member has been a new Director General named nations. I don’t see that role changing in and he begins in January 2018. I expect the near term. that trend to continue and I expect him As you know EUROCONTROL’s mis- to bring his experience in aviation and sion, according to them, is “to provide Europe to the table to bring us even more cross-border air traffic management to collaboration in the next five years.

Skyway: What is ATCA’s view on privatisation?

ATCA AND ITS DOMESTIC and inter- governmental groups will improve US national members support a safe, effi- air traffic management. With the right cient air traffic management system. proposal, air traffic control reform would There are challenges facing the modern- be a viable option, so long as any changes isation and funding of the US National do not disrupt safety or service and cur- Airspace System (NAS), and the status rent stakeholders are kept involved. quo is no longer acceptable. Several of our ATCA looks forward to working with the international ANSP members have tran- administration and other industry and sitioned from government-run air traffic governmental partners to ensure that any organisations to non-governmental enti- proposed reform meets the highest level of ties. Pairing other ANSPs’ best practices safety and efficiency that the flying public with insight from domestic industry and expects and deserves.

Skyway: If money/bureaucracy were no object, how would you build or visualise a modernised system?

FIRST, I WANT TO say it’s unrealistic Stakeholders’ ability to collaborate is to discuss a system free of money con- crucial to achieve NextGen’s promised straints or bureaucracy. I only mention benefits in a repeatable operational envi- this because when the Federal Aviation ronment. You have to put yourself in the Administration (FAA) reform is dis- shoes of your stakeholders while never cussed, it is portrayed as a panacea. I’ve forgetting that the safety of the flying pub- heard stable funding, unfettered agility, lic is, of course, of paramount importance. unregulated budgets for modernisation To fully entertain your question and fewer passenger delays all listed as regarding no funding or bureaucracy benefits of reform. No organisation has constraints – I would start all over by unlimited funding, and few enjoy regular building an air traffic control system funding increases. US government fund- with a green-field approach. I would ing challenges have left FAA watchers a structure the airspace with current and bit shell-shocked: shutdowns, across-the- future needs in mind to ensure a smooth board cuts called sequesters, and short- integration of all platforms. I would mod- term funding bills are difficult funding ernise equipment to best suit the needs of scenarios when managing successful day- all new entrants like unmanned air to-day operating demands or longer-term systems (UAS), commercial space, and investment strategies. high-altitude autonomous vehicles as The challenge is to balance the well as traditional users and air traffic stakeholders’ desires with the needs of controllers. However, I recognise that the entire system. NextGen technology it would almost be a burden to not have is currently being developed in silos. restrictions. Viewpoint 61

Skyway: In terms of air navigation service (ANS) performance – safety, reduced delays, cost-effective delivery and reduced environmental impact – what are the major challenges and achievements in recent years in the US?

I REPRESENT ATCA ON the NextGen government. Data Comm clearly helps programme, we are studying technolo- Advisory Committee (NAC), which is a bottom-line operations and the efficiency gies and procedures and developing ways group of FAA leaders and aviation stake- of the overall system. But we still need to to reduce emissions, noise and fuel burn holders working together to identify Next- focus on the metrics – we’re trying to show through more efficient engines and alter- Gen priorities. The NAC has identified a bottom line in benefits, not just budget- native fuels. four priority areas: Data Comm, Multiple ary and implementation success. However, it’s important that we don’t Runway Operations (MRO), Performance Another example of a successful pro- just celebrate milestones. Success is not Based Navigation (PBN), and surface gramme that has used metrics and out- just a piece of equipment installed or a new operations. comes is wake turbulence recategorisa- procedure design. We should be measur- One major success is Data Comm. It’s tion. It has a definable metric and outcome ing and celebrating operational improve- the golden child of NextGen, under budget benefit by reducing separation standards ments. To that end, it is vital we develop and ahead of schedule. Data Comm ena- and increasing throughput and efficiency standardised metrics across the industry bles controllers to send control instruc- which aids in reducing delays. Required that illustrate outcomes beneficial to all tions via text instead of over the radio. The navigation performance (RNP) and Estab- stakeholders. Airspace users have differ- information is provided to flight crews lished on RNP are other examples. They’ve ent needs and seek different outcomes. and dispatchers simultaneously, accepted allowed for shorter, curved approaches Metrics focus on outcomes and benefits, by the pilots and then loaded into the that reduce fuel burn, increase efficiency not just milestones. Reduced emissions, flight management system with a push and increase precision of flights. gate-to-gate and fuel costs are examples. of a button. It’s achieving requirements One of the top priorities of the FAA is Performance metrics are important too: and is a clear example of a strong collabo- the continuous lower energy, emissions without continually engaging in perfor- rative partnership between industry and and noise (CLEEN) effort. Through this mance metrics, capabilities are lost.

Skyway: How should we structure the unmanned aircraft system (UAS)/ UAS traffic management (UTM) regulation? What role should industry play in this?

UAS TECHNOLOGY IS PUSHING regu- into the NAS is the hardest integration than anything we’ve seen before, is a cru- lators more than any aviation innovation that we’ve ever attempted. The NAS’ ini- cial step in successful integration. This that we have ever seen. A big reason for tial concept was developed for a pilot or community consists of technology inno- that is the ample future economic bene- manned vehicle. In a perfect world, we’d vators and business leaders who have fit that UAS might provide. It’s moving at develop a complete NAS redesign, but that a different knowledge base than tradi- Silicon Valley speed, which is much faster is not an option at this point. We can’t stop tional aviation users. It’s important to use than a standard regulatory pace. The NAS operations to figure this out. We need that to our advantage. To that end, ATCA government has allowed stakeholders to to find a solution that incorporates the is working with NASA as they research be a part of its policy discussions, which needs of industry, government, corporate the development of a UAS traffic man- is a great step, but there still needs to be users and hobbyists with the current air- agement (UTM) system and with the FAA strong leadership. In some ways, techno- space structure. on the Drone Advisory Committee (DAS) logical advancements are getting in the UAS integration is unlike any other subcommittee to engage these stakehold- way of strong leadership. Again, much in the history of the NAS in that it’s ers to ensure solutions address every- like NextGen technologies, UAS innova- stakeholder-driven, which brings about one’s needs. NASA and FAA are working tion and its corresponding regulation are quickly advancing technology and a together at an unprecedented level to sup- built in silos. new type of user. Engaging the stake- port that effort, and of course, we’re a part The entrance of UAS, large and small, holder community, which is more diverse of that.

Skyway: Progress on NextGen – what have been the achievements so far and what can we expect over the next couple of years?

WHEN I THINK ABOUT the progress Maximising the benefits of the Next- have seen new procedures implemented we’ve made on NextGen, my mind imme- Gen equipment is what we are focusing on using technology on the ground and in the diately goes to my work representing now. For example, Multiple Runway Oper- aircraft at airports such as Seattle, which ATCA on the NAC. Our role as NAC mem- ations is at a key decision point with the then face setbacks due to airport construc- bers is to create policies to implement NAC. We have seen some signifi https:// tion, new entrants with mixed equipment NextGen technologies like Data Comm, www.atca.org/images/logo.png cant capabilities and lack of training. Much of and the others I mentioned earlier, in the milestones achieved in the US with simul- the efficiency gains that NextGen technol- NAS. On a larger scale, the NAC is creating taneous runway approaches at Denver and ogies support are complicated and require a successful business case for all entities Atlanta. The challenge becomes design- a focused, long-term effort requiring the that invest in NextGen. I have already ing and sustaining these complex NAS commitment of all stakeholders (mean- mentioned some of the successes. improvements at several airports. We ing the FAA, airlines, airports and the 62 Viewpoint

surrounding communities). We will see over oceans. Space-based ADS-B will pro- NextGen benefi ts once we are able to max- vide the technology to move from pro- imise the advantages from new technol- cedural oceanic separation to a distance ogy, new procedures and the training and potentially in line with radar surveillance. commitment of the stakeholders. This is the obvious use for space-based Over the next couple of years, we can ADS-B, but there are many applications expect an expansion from ground-based for improved surveillance. We will need to satellite-based navigation with Aireon’s to test the system and then test the new recent deployment of satellite-enabled possible procedures to increase aviation surveillance. We’ll be able to more accu- effi ciency. This advancement will be very rately and precisely track aircraft where exciting and may play a key role in UAS it’s been unavailable before. We will then surveillance as well. have the ability to avoid losing aircraft

Skyway: With automation, how do you see the human-in-the-loop relationship evolving? What fi rst tasks are being transferred from controllers to machines? How will the workforce help this transition?

I KNOW THE AUTOMATION that we are which tasks are better suited for humans. now speaking about is even more sophisti- I think a great test case is the success of cated than autopilot, but today’s autopilot Data Comm – voice to text communica- capabilities are pretty impressive! Don’t tions – which is making communications forget, we also have automated capabili- more effi cient and targeted. ties on commercial aircraft, like auto land. Of course, there are concerns of pro- The next growth for automation will be in ficiency in tasks that aren’t performed the area of repetitive and predictive tasks. as often as they used to be. If you’re a As we start incorporating more and pilot and the plane fl ies itself all the time, more new procedures to take advantage you’ll arguably become less profi cient as of NextGen technology, we will ask even you rely more and more on automated more of our air traffi c controllers. Poten- systems and less on your personal expe- tially, automation will let the controller rience and even muscle memory. When focus on complex decisions that require controllers harness the power of automa- the most priority while assuming the tion, there’s a risk that their skills, when more rote, repetitive tasks. If we expect not used as regularly, may deteriorate. to increase the complexity of procedures, Fortunately, to off set that possible loss, controllers need more decision-making we can also set up training situations tools. Being a former controller, I know that push controllers to keep their skills that the job is an interesting mix of art honed while allowing their time working and procedures. I look forward to see- operational positions to be as effi cient as ing how we design automation to decide possible.

Skyway: What new technologies and procedures are you most excited about? What do you think will create a real paradigm shift in ATM?

REMOTE TOWERS, FOR ONE, have the 66 Iridium satellites currently in orbit, potential to bring air traffic services to ATC would receive 15-second position underserved communities and allow us updates for ADS-B equipped oceanic to co-locate controllers at more desirable fl ights. By the end of 2018, global ADS-B locations while saving money on con- coverage over oceans, remote and ter- struction costs in building towers. Space- restrial airspace will be available to all based navigation is another. Aireon and ANSPs. Space-based ADS-B will greatly Iridium’s technology is a game changer. improve oceanic search and rescue oper- Peter F. Dumont is President Their ability to provide a complete world- ations so we’ll be able to more quickly and Chief Executive Offi cer wide picture of aircraft navigation is locate downed aircraft. This new tech- of the US Air Traffi c Control unprecedented. With space-based ADS-B nology should make failed recoveries like Association (ATCA). and the Advanced Surveillance Enhanced the Malaysia Airlines Flight 370 a thing of Procedural Separation (ASEPS), using the the past. ▪ Viewpoint 63

EGNOS and Galileo offer more efficient and safer aviation operations Carmen Aguilera is Market Development Officer at the European GNSS Agency (GSA).

viation increasingly relies on The number of airports with EGNOS and technical support for development global navigation satellite sys- procedure is growing. As of May 2017, of supplemental type certificate/service tems (GNSS) for navigation, 440 EGNOS-based approaches were oper- bulletins and equipment upgrades, which Acommunication and surveillance, and ational at 235 airports across Europe. The are key to helping with the decision-mak- European GNSS (E-GNSS) systems are European GNSS Agency (GSA) supported ing process. We are proud to cooperate contributing to more efficient and safer air the first implementation in most coun- closely with airspace user associations operations. The European Geostationary tries and contributed to over 100 of the such as the European Business Avia- Navigation Overlay Service (EGNOS) was procedures operational today via funding tion Association (EBAA), the European designed for aviation and is compliant and training programmes. Such figures Regional Airlines Association (ERA), with International Civil Aviation Organ- are expected to dramatically increase in the European Helicopter Association ization (ICAO) Annex 10 requirements the coming years with more than 900 pro- (EHA) and the Aircraft Owners and Pilots for Approaches with Vertical Guidance cedures planned across Europe. Balkan Association (AOPA) to ensure European (APV-I) and Category I precision countries planning EGNOS approaches GNSS keeps answering their requirements approaches. This enables instrument are also interested in our capacity-build- and that the tools we put in place meet approaches down to localiser performance ing programmes. their needs. with vertical guidance (LPV) with decision Looking at the airborne side, many The rotorcraft community finds heights as low as 200 feet (depending on new aircraft models come equipped with EGNOS based-solutions to be the right geography) without the need for expen- LPV capabilities, such as the Airbus A350, ones for their demanding operations. sive ground infrastructure. Galileo, the Bombardier Dash 8 and ATR-600 series. EGNOS leads to a substantial reduction in European Global Satellite Navigation Retrofits and European Aviation Safety the landing-decision height, making heli- System, is now delivering initial services, Agency (EASA) approved modifications pads accessible in poor weather conditions giving users around the world more accu- are becoming increasingly available. The and thus enhancing safety – of particular rate and reliable positioning reports. Both GSA is working with major operators to importance to medical and emergency European systems serve the aviation com- increase the availability of avionics for operations. GSA is supporting imple- munity, enabling different applications those flying to LPV destinations. Provid- mentation of more than 20 PinS (Point and providing operational, safety and ing financial support is important but so, in Space) LPV and RNP 0.3 routes, while economic benefits. too, is sponsoring cost-benefit analyses working together with EUROCONTROL 64 Viewpoint

and EASA to harmonise implementation. such devices exceeds all other aviation €12 million was allocated to 27 projects In particular, GSA funded the fi rst helicop- user groups combined, by an order of in 2014 and 2015, funding more than 100 ter PinS LPV in Europe, to Insel Hospital in magnitude. While the regulatory frame- EGNOS procedures involving 70 aircraft, Bern in June 2014, which is now used daily work and airspace integration aspects are rotorcraft and drone operators and man- by Swiss Air Ambulance. NorksLuftam- being defi ned, research and testing cam- ufacturers in 14 countries. A third call for bulance recently obtained operational paign on E-GNSS is ongoing to support the proposals is expected to open in the last approval for RNP 0.3 operations within development of geo-fencing and smooth quarter of 2017. On-going projects include a GSA-funded project, preparing to fly integration of drones into non-segregated fl eet upgrades of major airlines such as PinS LPV. airspace. HOP!, airBaltic and Eastern Airways, Looking ahead, EGNOS could be of The GSA is committed to fostering large-scale procedure implementation particular interest to contribute to sur- the development of E-GNSS applications projects in Ireland, Sweden and the UK, veillance and communication technol- and has put in place targeted support ini- plus targeted implementations in Austria, ogies such as automatic dependent sur- tiatives. The European Union’s Horizon Slovakia, Spain and Norway. veillance-broadcast (ADS-B) and datal- 2020 programme is funding GSA work in The GSA looks forward to continu- ink, providing precise position and time innovative application development in all ing its support of airspace users, air nav- stamps. Many airlines supported within user segments, including aviation, with igation service providers, civil aviation GSA programmes are including EGNOS a total budget of €98 million. The GSA authorities and other stakeholders in for navigation and surveillance purposes, has set up a specifi c Aviation Grants pro- leveraging EGNOS and Galileo benefits improving their overall business case. gramme, providing up to 60% of funding towards safer and more effi cient air trans- And with the addition of Galileo to the for EGNOS operational implementation port, and hopes to see in the near future an GNSS scene, operational, safety and eco- in civil aviation, covering both proce- even wider variety and higher number of nomic benefits from EGNOS continue to dures and aircraft equipage. A total of E-GNSS users and applications. ▪ grow. The launch of Galileo Initial Services in 2016 went together with the launch of the Galileo Search and Rescue (SAR) service, which is Europe‘s contribution to the MEOSAR international emergency beacon locating system within the Cospas-Sarsat programme. Galileo-based ELT-DT (Emer- gency locator transmitter distress tracking) beacons are a response to the ICAO request to develop a new Global Aeronautical Dis- tress Safety System (GADSS). This will address all distress ﬂight phases. A deadline for the capability for in-ﬂight activation of aircraft SAR beacons has been set for 2021. Major European beacon manufacturers are developing such user terminals under the GSA H2020 Research and Development programme and are looking at further advanced uses of Galileo services in this domain. In particular, work is ongoing to develop an operational concept and in-fl ight Carmen Aguilera is Market tests to enable automatic activation of the Development Offi cer at the European beacon, a trigger, in abnormal flight GNSS Agency (GSA) where she conditions. has been working since 2009. She Beyond manned aviation, accurate is responsible for European GNSS positioning provided by EGNOS and Gal- adoption in aviation, with a special ileo are key for drones. The number of focus on fostering the use of EGNOS as PBN enabler and preparing for the market introduction of Galileo in Right: Galileo launch on a Soyuz rocket. a multi-constellation environment. Prior to joining the GSA, she worked as a technology and strategy consultant on high-tech innovation in aerospace, transport, information and communications technology industries. She holds a Master Science degree in Telecommunication Engineering from the University of Seville. Viewpoint 65

EGNOS, a successful pan-European project EGNOS is the European Satellite-Based Augmentation System (SBAS) certified by the European Aviation Safety Agency (EASA). By Silvia Porfili, European GNSS Agency (GSA).

he European Geostationary Nav- system (SBAS) architecture now rep- transition to the next system evolution, igation Overlay Service (EGNOS) resents a mature technology which is EGNOS v3. EGNOS v3 is being procured by now enables safe localiser per- progressively being implemented and the European Space Agency (ESA) in the Tformance with vertical guidance (LPV) adopted in many parts of the world, frame of the GSA-ESA Working Arrange- procedures at 235 airports in 22 countries including Europe, India, Japan, Russia, ment, to achieve qualification in 2022. of Europe, and these numbers continue to South Korea, the USA and the States of EGNOS v3 will augment both Global Posi- grow year on year. More than three years the Agency for Aerial Navigation Safety tioning System (GPS) and Galileo in the ago, the European Global Navigation Sat- in Africa and Madagascar (ASECNA). The L1 and L5 bands while being backward ellite System (GNSS) Agency (GSA) took GSA is fully committed to capitalise on compatible with the current EGNOS GPS responsibility for EGNOS development, the achievements and experience of the L1 (legacy) services. ensuring service provision, operations, current EGNOS system and raise the bar To ensure that aviation users will maintenance and evolution. As well as to a higher level of service performance. be equipped to exploit EGNOS v3 Dual taking care of current EGNOS services, There are many EGNOS-related activ- Frequency Multi-Constellation (DFMC) GSA also procures the necessary upgrades ities carried out by the GSA, but I would safety-of-life services as soon as they are and evolutions to keep system and ser- like to focus on the procurement of the available, GSA is also procuring two SBAS vices up to date. EUROCONTROL will navigation payload services of the geo- DFMC aviation receiver prototypes. These continue to support the GSA in ensuring stationary (GEO) satellites broadcasting will enable the development of industrial secure and safe GNSS implementation the EGNOS signal in space (SiS) to GNSS products and contribute to the comple- in the aviation sector for many years users, free of direct user charges. The tion of the associated aviation receiver to come. GSA has recently signed the navigation standards. EGNOS has successfully delivered services contract of GEO-3, due to launch In the past 20 years Europe has gained safety-of-life services to aviation users at the end of 2018, engaging Eutelsat to a vast amount of experience in satellite since 2011. Space-based augmentation secure a smooth service provision during navigation and in provision of EGNOS 66 Viewpoint

safety-of-life services. EGNOS v3 services will bring several important advantages to aviation users. An enlarged service area will be off ered to all European Union Member States (including Norway and Switzerland) for all current EGNOS safety-of-life services – EGNOS services for en-route to non-precision approach (NPA), approach with vertical guidance (APV-I) and LPV-200 operations. EGNOS v3 will also deliver SBAS support to CAT-I autoland operations by achieving lower LPV minima and better reliability, availability and continuity by exploiting the new GPS and Galileo signals. More robustness to ionospheric storms will be achieved thanks to more accurate ionospheric modelling and less dependence on the GPS constellation, thanks to the provision of Galileo augmentation services. Finally, they will lead to the implementation of the DFMC features in parallel and without interference with EGNOS legacy service and increased robustness of EGNOS services against increasing security risks, in particular cyber-security risks. EGNOS v3 will also be interoperable with other SBAS systems to allow worldwide access to SBAS capability and will be built using state-of-the-art GNSS technologies such as multi-constellation multi-frequency receivers, multi-frequency antennae, advanced GNSS algorithms and ionospheric models. Using EGNOS v3, approach operations will be safer, approach paths will be more environmentally friendly (which means reduced fuel, noise and carbon emissions) and more comfortable for on-board passengers thanks to the exploitation of performance-based navigation (PBN) approaches. Aircraft crew and air traffi c control operators will have a reduced workload due to fewer missed approaches, Silvia Porﬁ li is a GNSS and aircraft will safely land in harsh Service Engineer at the weather conditions, increasing safety and European GNSS Agency (GSA) and has been working airport capacity. Airport fees will likely on E-GNSS architecture decrease thanks to further rationalisation and system/service evolution of ground infrastructure, and airline costs projects since 2006. Her could also diminish due to the possibility current job is to design of rationalising conventional on-board E-GNSS services tailored for navigational aids if aircraft are equipped the users’ needs of aviation with a next generation GNSS receiver. The and other communities. future is in the air. ▪ Context. Content. Contacts. ENTER THE ATMOSPHERE FOR BUSINESS. Context.6-8 March 2018 Content. | Madrid, Spain | IFEMA, Contacts. Feria de Madrid ENTER THE ATMworldatmcongress.orgOSPHERE FOR BUSINESS. 6-8 March 2018 | Madrid, Spain | IFEMA, Feria de Madrid worldatmcongress.org

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